中英文文献翻译-手动变速器
变速器论文中英文对照资料外文翻译文献
中英文对照外文翻译汽车变速器设计我们知道，汽车发动机在一定的转速下能够达到最好的状态，此时发出的功率比较大，燃油经济性也比较好。
因此，我们希望发动机总是在最好的状态下工作。
但是，汽车在使用的时候需要有不同的速度，这样就产生了矛盾。
这个矛盾要通过变速器来解决。
汽车变速器的作用用一句话概括，就叫做变速变扭，即增速减扭或减速增扭。
为什么减速可以增扭，而增速又要减扭呢？设发动机输出的功率不变，功率可以表示为 N = w T，其中w是转动的角速度，T 是扭距。
当N固定的时候，w与T是成反比的。
所以增速必减扭，减速必增扭。
汽车变速器齿轮传动就根据变速变扭的原理，分成各个档位对应不同的传动比，以适应不同的运行状况。
一般的手动变速器内设置输入轴、中间轴和输出轴，又称三轴式，另外还有倒档轴。
三轴式是变速器的主体结构，输入轴的转速也就是发动机的转速，输出轴转速则是中间轴与输出轴之间不同齿轮啮合所产生的转速。
不同的齿轮啮合就有不同的传动比，也就有了不同的转速。
例如郑州日产ZN6481W2G型SUV车手动变速器，它的传动比分别是：1档3.704:１；2档2.202:1；3档1.414:1；4档1:1；5档（超速档）0.802:1。
当汽车启动司机选择1档时，拨叉将1/2档同步器向后接合1档齿轮并将它锁定输出轴上，动力经输入轴、中间轴和输出轴上的1档齿轮，1档齿轮带动输出轴，输出轴将动力传递到传动轴上（红色箭头）。
典型1档变速齿轮传动比是3:1,也就是说输入轴转3圈，输出轴转1圈。
当汽车增速司机选择2档时，拨叉将1/2档同步器与1档分离后接合2档齿轮并锁定输出轴上，动力传递路线相似，所不同的是输出轴上的1档齿轮换成2档齿轮带动输出轴。
典型2档变速齿轮传动比是2.2:1，输入轴转2.2圈，输出轴转1圈，比1档转速增加，扭矩降低。
当汽车加油增速司机选择3档时，拨叉使1/2档同步器回到空档位置，又使3/4档同步器移动直至将3档齿轮锁定在输出轴上，使动力可以从轴入轴—中间轴—输出轴上的3档变速齿轮，通过3档变速齿轮带动输出轴。
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。
外文翻译：手动变速器概述
Manual transmissionManual transmission is the most basic of transmission of a type, its effect is changing, and provide the transmission reverse and neutral. Usually, the pilot on the clutch pedal through manipulation and in any HuanDangGan can choose between gear. There are a few manual transmission, such as motorcycles, cars, some transmission shift transmission allows only sequence, the transmission is called sequence shift transmission. In recent years, along with the electronic control components durability, computerized automatic switching clutch automatic shift of transmission in Europe since the start line are more and more popular, car V olkswagen and ford are sold in the city on the double clutch provide updated generation, transmission from the start with two clutches, every shift automatically switch to another group of clutch engagement, need not as quick as traditional in manual have only one group separated again clutch engagement, shifting speed is faster, more small change gear vibration.Internal structure: shaftDecorate a form of transmission shaft type usually have two and three shaft type two kinds. Usually a rear wheel drive car will adopt three axis type, i.e. input shaft transmission, the output shaft and oart. Input shaft front associated with engine, borrow clutch output shaft back-end through the flange and universal transmission device connected.Input shaft and the output shaft in the same horizontal line, with their oart parallel arrangement. From the input shaft power through the gears to preach to the output shaft oart again. In many input and output shaft transmission shaft could engage in together, so to power, then the gear oart called directly. Direct files through uniaxial transmission, the ratio of 1:1, the highest transmission efficiency. Even in the transmission directly, cannot offer the input shaft, and the output shaft is decorated in a straight line to reduce work needed to inherit the torque transmission.Reversing deviceGenerally speaking, the reverse gear reducer than can alsosynchronizerIn synchronized meshing gears have type synchronizer Settings, can make two gear engagement in the first, before the speed reached synchronizer in all of this manual geartransmission of the car has been usedClutch,The clutch is can make two gear with a separate with mechanical parts, two gear transmission power can be combined, but when to speed, so will depend on the first two gear clutch, change gear ratio, the two gear transmission power, continue again Control：GearIn simple terms, the high speed, low speed ShengDang when the time cameEvery car high speedCompared with automatic transmissionThis refers to the automatic transmission of traditional hydraulic transmission, namely through hydraulic torque converter and planetary gear transmission power automatic transmission.Advantages：transmission efficiency than automatic gearboxes for high, of course, theoretically can compare economical.maintenance will be cheaper than transmission.If you want to higher cost, can begin from both the row of convenience and high power手动变速器手动变速器是汽车变速器中最基本的一种类型，其作用是改变传动比，并提供倒档和空档。
英文翻译外文文献翻译33变速器概述
附录附录A 英文文献原文Transmission OverviewTransmission 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 thespeed 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) for two-parameter control gear in accordance with the above twoparameters 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 complexconditions 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 and economy 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 furtherimprove, electronically controlled Continuously Variable Transmission-type is expected to be a wide range of development and application.附录B 文献翻译变速器概述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。
关于自动手动变速器控制发展进展中英文翻译、外文翻译、外文文献翻译
附录AReview on development progress of automatic manualtransmissions controlAbstract：ln recenl year ，the sustainable development of automatic manual lransmissions(AMTs)control in vehicles is conspicuous．The control applications have grown fast and steadily due to the lremendous progress in power electronics components and the control software that enhance the requirements for delivering higher vehicles performance．AMTs controI strategies achieve a reduction in the driveline dynamic oscillations behavior during gear shifting and clutch starting up processes.AM-r s future expectations are an increase of torque capacity，more speed ratios and lhe development of advanced and efficienl electronic control systems．This paper concerns with lhe progressing view of AMTs in the past，today and future，gives an overview oflhe potential dynamic problems concerned with AMTs and some control strategies used to solve lhose problems．Keyword s：AMTs control strategy；clutch dynamic response；pneumatic lransmission controlIntroductionThe research carried out during the last few years on manual transmission systems are considered as a foundation for automatic manual transmission research.upgrading the old manual style by inserting electronic equipment and software to improve shift quality，enhance fuel economy，and develop more efficient and reliable systems．In 1970 Scania and Daimler Benz began to use half automation control mode as the first stage for AMT progress．In their model the gear shifting process was operated by electro—pneumatic system after pressing the clutch peda1．An electronic monitor gave suggestion to the driver for optimal gear shifting [1]．American Eaton’s Smart improved the previous model by adding control strategies for both the clutch and the engine．In the second stage，a full automatic control system was generated and thefirst product was delivered to the market by Isuzu in 1984 followed by Nissan，Ford and Renault，using throttle pedal as a controlling parameter for speed contro1．The third stage was an intelligent automatic control，in which Isuzu and Nissan promoted the preceding models，picking up modem control theory such as Fuzzy logic，including environmental parameters and vehicle running conditions in their models[2]．Currently，vehicle manufactures of AMTs are focusing on the customer’s demand that means better shift quality and more efficient transmission system，in addition to further reduction of fuel consumption．European light vehicle market has low penetration of AMTs and automatic transmission in the past ten years．It has grown slowly from 8% to just over 14% because consumers are reluctant to choose automatics．In the US，AM T demand has grown strongly and steadily so that 84% of cars are automatic currently．In Japan，the move to automatics came later than in the US mainly due to heavy traffic congestion that limits the opportunity to achieve maximum acceleration or high speed.Anyway，AMTs have come to dominate the market[3]．China enrolled in AMTs researches in 1984 and Xin Yuan Sheng company is currently constructing an electrolnechanical system consists of DC motor for actuating the clutch and shifting unit for selecting and shifting processes[4]．AMT control strategies are very important issues required to reduce fuel consumption and deliver smooth acceleration by minimizing unwanted oscillations which have adverse effects on vehicle performance．1 Configurations of AMT control systemAn AM T control system of a vehicle consists mainly of the engine，clutch and gear shift control units operated by computer software，as is shown in Fig．1 where the transmission control unit(TCU) communicateswith the engine control unit(ECU) through a standar CAN or a seriaI bus[5]．A signal from the sensor of a acceleration pedal shows the operation magnitude othe acceleration pedal，and this signal is fed to the gear shifting control unit and the ECU．In the gear shift in control unit，the vehicle speed and the data of gear position sensors are used to determine the gear shifting point.(1)Engine；(2)Engine speed sensor；(3)Clutch；(4)Stroke sensor；(5)Clutch actuator；(6)Transmission；(7)Gear shifting actuators；(8)Gear position sensor；(9)Driving whecl mechanism；(IO)Vehicle speed sensor；(I I)Clutch control unit；(12)Gear shifting control unit；(13)Computer software；(I4)Transmission control unit；(15)Acceleration 0eaaJ Sensor；(16)Throttle pedal；(I7)Engine control unit and；(18)Throttle actuator．Fig．1 Configuration of AMT control systemThe TCU or the data acquisition card receives information from analogue sensors and transfer it to a computer software via A/D converters and I/O interface．Also a digital encoder can be used for measuring data an d feed them in a digital form compatible with the computer software．The response output signals are fed back bv D/A converters to controI the clutch and gear shifting actuators．2 Classifications of AMTs control systemAccording to the driving actuator’s forces that operate the gearshift and clutch movements，AMT falls into the following categories．2.1Pneumatic transmissionFor this type，the gear shifting and clutch control processes are implemented by pneumatic servosystem．The AMT pneumatic control system [6] shown in Fig．2 consists of verticaI and horizontaI shift actuators which are mounted on the tran smission gearbox for the generation of driving forces that are proportional to the cylinders’internal pressure for actuating shift levers．Pressures are controlled by using pneumatic—activated valves to regulate the compressed inflow and outflowair(drain)in response to control signals to give the esired position depending on a scheduler map．Electromagnetic sensors are used to indicate the position of pneumatic actuators．The shifting mechan ism is driven to a desired position according to a scheduler map that defines actuating sequences．This system uses low pressures(0．5 MPa to 0．8 MPa)for actuators．Nevertheless it has disadvantages such as air leakage from a clearance，large size and low positioning precision for actuators．Moreover, it is feas ible only for trucks．(1)Position sensor signals；(2)Electromagnetic sensor；(3)Pneumatic valve ；(4)Drain；(5)Vertical cylinder；(6)Horizontal cylinder；and(7)Pneumatic valve actuating signals order．Fig．2 AMT pneumatic control system2．2 Electro—mechanical transmissionIn such a system，actuator control is implemented by servo electric drives such as DC motors，stepper motor or linear electromagnetic actuators working synchronously to achieve the desired positions．One of this system’s advantages is that actuators use energy only in actuating period．It is easy to controI the drives．and the cost for the electricaI components are low．These factors make the system more efficient and reliable than pneumatic and hydraulic systems．2．3 Hydroelectric transmissionIn 1 980 hydroelectric AMT controI system was inte．grated to a powertrain．Fig．3 shows a hydraulic system consisting of passages and tubes containing hydraulic oil ofhigh pressure f3 MPa to 6 MPa)controlled by an electric—solenoid valve or motor operated valve to achieve required positions at each time for clutch or gear change．The valve is under the control of an electronic control unit．A pressure relay controls the pressure in the hydraulic circuit when the pressure is changed by switching the pump’s motor.An accumulator is used to damp down pressure pulsation and soften the system pressure transient．The advantages of this system are fast response movement an high precision in positioning the actuator．The disadvantages include pressurized oil leakages through clearances，gaseous cavities generated in the working fluid leading to reduction of bulk modulus (cavitation)，and corrosive wear of components caused by contaminated fluid [7]．Moreover，AMT hydraulic system is high in price and difficult in maintenance，and needs extra supply power to actuate the drives．(I)Accumulator；(2)Pressure relay；(3)Solenoid valve；(4)Clutch hydraulic cylinder；(5)Select hydraulic cylinder；(6)Shift hydraulic cylinder；(7)DC motor；(8)Pump．Fig．3 AM T hydroelectric system3 Outlook for AMT control strategies3.1 Vehicle speed and output torque controlIn order to control the vehicle speed or regulate the driving shaft torque to a target value，ignition timing adjustment or electronic control throttle (ECT)is used as control parameters for the desired task. Several vehicle control systems have been developed up to now．Takahashi[8] developed automatic speed control system employing self-tuning fuzzy logic rules to have the speed of the vehicle matching a driver’sindividual preference．This control strategy shortens the time required to determine optimum control para- meters for speed contro1．Pettersson and Nielsen used a linear flexible drive shafts model to design a vehicle speed controller that reduced the low frequency(1ess than 6 Hz) powertrain oscillations for a heavy truck[9]．They suggested for their dynamic model that the oscillation should be captured suftciently with a simple powertrain model that consists of two rotational inertias connected to each other with a damped torsional flexibility．Alexander and Loukianov 『l 0』presented a robust stabilizing controller for internalcombustion engine and the model structure comprises of two loops，the engine and the driving loops．Sliding mode control strategy is used in the drive loop to provide fast and precise tracking of the throttle plate angle．In Ref[1 1]，an adaptive control structure was investigated under different vehicle running conditions by using slow adaptation and sensitivity based gradient algorithms；the gains of a PI controller was adjusted to minimize a quadratic cost function formulated from experimental and simulation studies．Martin Sommer．ville[1 2]presented a switching control scheme for pneumatic throttle actuator controlled by using three solenoid．activated valves to attain the desired speed；he also developed two linear models respectively for throttle actuator and throttle plate system．For output torque control，Magnus and Lars[1 3]，proposed a method based on engine torque control by estimating the transmitted torque and controlling it to zero during different phases of gear shifting using a feedback controller．The system has to wait until satisfactory gearshift conditions are reached and neutral gear can be engaged．Minowa and Kurata [1 4]presented a control technique based on PID controller and the characteristics of the torque converter for engine torque compensation，adjusting the throttle valve to attain the larget driven shaft torque．When an electronic throttle is used as the control parameter in speed or torque control，it should be controlled to give a fast response，smooth movement and zero steady state error，so accurate control of the opening is essential to maintain a desired speed or torque at varying road conditions．3.2 Clutch dynamic response controlClutch allows engine power to be applied gradually when a vehicle is starting up andpower is interrupted when shifting to avoid gear crunching．Clutch slipping phase is a crucial point in AMTs contro1．Due to the speed difference of the clutch plates，some effects are generated during this phase such as torsional vibration (judder) that increases the driveline oscillation，particularly on small trucks with diesel engine．The excitation of this resonant vibration is usually within the range of 1 0 Hz to 20 Hz．In addition．the amount of energy dissipated into heat is proportional to the slipping phase time that ranges within 0．5 s to 2．0 s．Moreover，the effect of repeated applied load generates surface wear, which reduces the lifetime of the clutch frictional plates materia1．Fig．4 illustrates the variable parametersduring clutch slipping phase．The clutch torque increase that depends on the rate of the applied clamping force till it reaches the maximum value at the lock up point，where the engine and the clutch speeds are equa1．The increase of heat energy depends on the torque and the slip speed．Researcher’s control strategies lead to conflicting objectives such as small facing wear，small friction losses，minimum time needed for the engagement and regulation of the slip acceleration at the lock up point for reducing the undesirable driveline oscil lation．A non—linear multibody dynamic model was developed by Centea and Rahnejat to study the effect of the slip variation and the coefficient of friction during the judder．The results indicated that various friction materials of positive gradient efficient of friction with respect to the slip speed provide a better damping effect and little self-excited vibrations[1 5]．Franco and Luigi developed a slip control technique which was formulated as a piecewise linear time invariant model for the dry clutch based on closed loop with feedback controller[I 6]．Recently，Fuzzy logic control hasbeen proposed for analyzing clutch dynamic response characteristics during slipping phase[1 7]．3.3 Shift shockcontrolinAMTs systemAMTs shift shock criterion is one of the most significant factors，which has influence on the steady state acceleration．The shift shock Occurs when inserting the target gear into the drive shaft gear and that can not be accomplished smoothly due to the speed diffefence between the transmission gears during engagement．So the result of this criteria is a deterioration of the vehicle driving comfort，friction loss as heat，mechanical wear and noise．Fig．5 iIlustrates the fluctuation of the driven shaft torque during gears shifting．This mainly involves under shock at the initial stage when gears start to engage (the torque phase)，overshoot shock due to the inertia torque generated by the speed change and the torque step shock．Today，control of this process is significant and more desirable to improve the fluctuating torque，which is all important perform ance—limiting factor for drivability，if it is not damped down．The control strategies offer to optimize the time needed for a gearshift，especially in the drive situation like overtaking or driving uphill with heavy loads．A shift control technique was proposed by Kazumi and Yasunori[1 8]，which detects the road gradient for either uphill or downhill roads without adding sensors and chooses the appropriate gear position．in Ref．[1 9]，a control method was introduced to perform shift control using the road data obtained from a navigation system and the current vehicle speed to determine the optimal gear for shifting．Minowa proposed a method based on engine steady state map where the fuel flow rate is a function of the engine speed and torque，to choose the desired gear，which gives the lowest fuel flow rate，in addition to a reducetion in the gear shift timing[20]．4. Future progress of AMTs controlThe prospect of AM Ts technology is to overcome the torque interruption during power shifting in order to improve the acceleration feeling and the reliability of the system．Beyond 2005，AM T with double clutch transmission(DCT)control techniques is expected to grow up，to provide good shift quality and improve merit in the fue J consumption at a price below that of a conventional AM T．Future researches on AM Ts wilI focus on increasing the number of transmission speeds that Jlas obvious benefits of allowing the engine to operate closer to its optimum operation line．In addition，the development of shift-by-wire technologies will be enforeed．There will be an increasing use of advanced electronic control equipments such as digital signal processing for control engineering (despace)，as a viable alternative in virtual environment for rapid control prototype testing．Also，much progress will appear in the adaptive logic control software that includes more identification functions for the drive style and driving conditions．Fig．6 gives some forecasted data for transmissions technologies up to 2005 and shows that the five．speed AMTs demand will faIl bv 2．4 units while the six—speed will grow up by 2．5 units．This is due to desirable advantages in the wide range of speed ratios，saving in fuel consumption(5% to 6%)，a reduction in emissions and 5% beaer acceleration.Likewise，the five—speed automatic transmission(AT) system will decline while the six·speed grows by I unit[3]．5 ConclusionsRecently，the continuously increasing volume of AMTs control systems’ hardware equipment and software control functions has been leading AMTs to a great stature inthe vehicles transmissions global community．Today，AMTs technology is focusing on the production of electro·mechanical transmission system other than the hydraulic and pneumatic systems．This is due to the lower capital cost for the equipments and the operating maintenance．In addition，the control of the system electric drives is easy．The fundamental prospective evolution of AMT control strategies lies on the application of the modern control theory such as Fuzzy logic，linear quadratic optimization and neural network techniques for improving the clutch dynamic response，reducing the torque shift shock and more efficient gear shifting control mechanism．An AMTs system has merits over other transmission systems in its high delivery torque，small time consuming for operating the actuators in response to the electronic control units．All these factors enable AMTs systems outweigh in the transmissions environment．References1 Ren C．Research on evaluating method of shift schedule for AMT vehicle[D]．Jilin：College of Mechanical Engineering，Jilin University，200 1．fin Chinese)．2 Ye M ．Model building and simulation on automatic mechanical tran smission and development of test software [D]．Chongqing：College of Mechanical Engineering, Chongqing University，2003．(in Chinese)．3 Knibb G．The future for European transmission development[A]．In：Knibb G．Automotive online news technical notes[C]．London：London Publication House，2o02：l一8．4 Xin Y．Design of AMT device [P]．CN Patent：99206l23，Mav l999．5 Ohtsuka M．Satoh Y．Automatic tran smission system for vehicles[P]．JP Patent：4977992，Dec．1 990．6 Hyeoun D，Seung K，Han S．Advanced gear·shifting and clutching strategy fora parallel·hybrid vehicle ．fEEE IndustryApplicationsMagazine，2002，1077(2618)：26—32．7 Peter D，Balakrishnan A，Thoma M ．Lecture notes in control and informationsciences[M]．V ol 33．Berlin：Springer—Verlag．198l：l44一l50．8 Takahashi H．Automatic speed control device using self-tuning fuzzy logic[J]．，EWorkshop，1998，88(0065)：65—71．9 Mattias A．Kristerr A literature survey on jntegrated powertrain control[J]．Journal of Chalmers Univers Technology—Sweden，l998，(41296)：6—10．l0 Alexan der G，Loukian ov S．A robust automotive controller design[A]．In International Conference Applications [E]．Hartford，USA，l 997．11 Liubakka M ，W inkelman J．Adaptive automotive speed controls『J1．，Transactions on Automatic Control，l 993，38(7)：l0ll—l020．l2 M artin S．Switching control of a pneumatic throttle actuator[J]．IEEE Control Systems，l 997，l 8(4)：l 23·l 29．13 Maguns P，Lars N．Gear shifting by engine control [J]．IEEE Transactions on Control Systems Technology ,2002，8(3)：495—507．14 M inowa．r．Kurata K．Smooth torque control using differenttial value ofshaft speed [J]．SAE 1997(960431)：317—321．15 Centea D．Rahnejat I-I．The influence of the interface coefficient of friction upon the propensity to iudder in automotive clutches [J]．IME,l 999，2 l 3(05597)：245-258．l6 Franco G，Luigi G，Luigi I．Smooth engagement for auto- motive dry clutch IA、．The 40th|EEE Conference on Decision and Control [E]，Italy，200 l：529—534．l7 Ercole G．Mattiazzo G．Cooperating clutch and engine control for servo actuated shifting through fuzzy supervisor[J]．SEA Technical Papers，l999，0l(0746)：l0l—l09．18 Kazumi H．Yasunori N．A new automatic transmission shift control method reflecting the road conditions ．lE Review，l 995(9533569)：307—309．l9 Kawai M．Aruga H，1watsuki K．Development of a shift control system for automatic transmissions using informationtion from a vehicle navigation system [J]．JS E 1999，0l(1095) ：299—306．20 inowa T．Kirmura H．Improvement of fuel consumption for a vechile with automatic tran smission using driven power control with a powertrain mode [J] EReview，l996，l7 f9635674)：3l l一3l6．附录B关于自动手动变速器控制发展进展摘要近几年，AMT控制系统在汽车中应用的可持续发展的效果是显著的。
外文翻译-手动变速器
附录附录A.Manual TransmissionIt’s no secret that cars with manual transmissions are usually more fun to drive than the automatic-equipped counterparts. If you have even a passing interest in the act of driving, then chances are you also appreciate a fine-shifting manual gearbox. But how does a manual transmission actually work?A history hows that manual transmissions preceded automatics by several decades. In fact，up until General Motors offered an automatic in 1938, all cars were of the shift-it-yourself variety. While it’s logical for many types of today’s vehicles to be equipped with an automatic――such as a full-size sedan, SUV or pickup――the fact remains that nothing is more of a thrill to drive than a tautly suspended sport sedan, snort coupe or two-sealer equipped with a precise-shifting five-or six-speed gearbox．We know whicn types or cars have manual trannies. Now let’s take a loo k at how they work. From the most basic four-speed manual in a car from the’60s to the most high-tech six-speed one in a car of today, the principles of a manual gearbox are the same. The driver must shift from gear to gear. Normally, a manual transmission bolts to a clutch housing (or bell housing）, in turn, bolts to the back of the engine. If the vehicle has front-wheel drive, the transmission still attaches to the engine in a similar fashion but is usually referred to as a transaxle. This is because the transmission, differential and drive axles are one complete unit. In a front-wheel-drive car, the transmission also serves as part of the front axle for the front wheels. In the remaining text, a transmission and a transaxle will both be referred to using the term transmission.The function of any transmission is transferring engine power to the driveshaft and rear wheels (or axle halfshafts and front wheels in a front-wheel-drive vehicle). Gears inside the transmission change the vehicle’s drive-wheel speed and torque in relation to engine speed and torque．Lower(numerically higher) gear ratios serve as torque multipliers and help the engine to develop enough power to accelerate from a standstill.Initially, power and torque from the engine comes into the front of the transmissions and rotates the main drive gear (or input shaft), which meshes with the cluster or countersha ft gear――a series of gears forged into one piece that resembles a cluster of gears. The cluster-gear assembly rotates any time the clutch is engaged to a running engine，whether or not the transmission is in gear or in neutral.There are two basic types of manual transmissions. The sliding-gear type and the constant-mesh design. With the basic――and now obsolete――sliding-gear type，nothing is turning inside the transmission case except the main drive gear and cluster gear when the trans is in neutral. In order to mesh the gears and apply engine power to move the vehicle, the driver presses the clutch pedal and moves the shifter handle, which in turn moves the shift linkage and forks to slide a gear along the mainshaft, which is mounted directly above the clust er. Once the gears are meshed, the clutch pedal is released and the engine’s power is sent to the drive wheels. There can be several gears on the mainshaft of different diameters and tooth counts, and the transmission shift linkage is designed so the driver has to unmesh one gear before being able to mesh another. With these older transmissions, gear clash is a problem because the gears are all rotating at different speeds.All modern transmissions are of the constant-mesh type, which still uses a similar gear arrangement as the sliding-gear type. However，all the mainshaft gears are in constant mesh with the cluster gears. This is possible because the gears on the mainshaft are not splined to the shaft, but are free to rotate on it. With a constant-mesh gearbox, the main drive gear, cluster gear and all the mainshaft gears are always turning, even when the transmission is in neutral.Alongside each gear on the mainshaft is a dog clutch, with a hub that’s positively splined to the shaft and an outer ring that can slide over against each gear. Both the mainshaft gear and the ring of the dog clutch have a row of teeth. Moving shift linkage moves the dog clutch against the adjacent mainshaft gear, causing the teeth to interlock and solidly lock the gear to the mainshaft.To prevent gears from grinding or clashing during engagement, a constant-mesh, fully "synchronized" manual transmission is equipped with synchronizers. A synchronizer typically consists of an inner-splined hub, an outer sleeve, shifter plates，lock rings（or springs）and blocking rings. The hub is splined onto the mainshaft between a pair of main drive gears. Held in place by the lock rings，the shifter plates position the sleeve over the hub while also holding the floating blocking rings in proper alignment.A synchro’s inner hub and sleeve are made of steel, but the blocking ring――the partof the synchro that rubs on the gear to change its speed――is usually made of a softer material, such as brass. The blocking ring has teeth that match the teeth on the dog clutch. Most synchros perform double duty――they push the synchro in one direction and lock one gear to the mainshaft. Push the synchro the other way and it disengages from the first gear, passes through a neutral position, and engages a gear on the other side.That’s the basics on the inner workings of a manual transmission. As for advances, they have been extensive over the years, mainly in the area of additional gears. Back in the 60’s, four-speeds were common in American and European performance cars．Most of these transmissions had 1:1 final-drive ratios with no overdrives. Today, overdriven five-speeds are standard on practically all passenger cars available with a manual gearbox.Overdrive is an arrangement of gearing that provides more revolutions of the driven shaft（the driveshaft going to the wheels）than the driving shaft（crankshaft of the engine）. For example, a transmission with a fourth-gear ratio of 1:1 and a fifth-gear ratio of 0.70:1 will reduce engine rpm by 30 percent, while the vehicle maintains the same road speed. Thus, fuel efficiency will improve and engine wear will be notably reduced. Today, six-speed transmissions are becoming more and more common. One of the first cars sold in America with a six-speed was the ’89 Corvette. D esigned by Chevrolet and Zahnradfabrik Friedrichshafen（ZF）and built by ZF in Germany, this tough-as-nails six-speed was available in the Corvette up to the conclusion of the ’96 model year. Today，the Corvette uses a Tremec T56 six-speed mounted at the back of the car.Many cars are available today with six-speeds, including the Mazda Miata, Porsche Boxster S and 911, Dodge Viper, Mercedes-Benz SLK320, Honda S2000, Toyota Celica GT-S and many others. Some of these gearboxes provide radical 50-percent (0.50:1) sixth-gear overdrives such as in the Viper and Corvette, while others provide tightly spaced gear ratios like in the S2000 and Celica for spirited backroad performance driving. While the bigger cars mentioned above such as the Viper and Vette often have two overdrive ratios（fifth and sixth）the smaller cars like the Celica and S2000 usually have one overdriven gear ratio（sixth) and fifth is 1:1.Clearly a slick-shifting manual transmission is one of the main components in a fun-to-drive car, along with a powerful engine，confidence-inspiring suspension and competent brakes.附录B.手动变速器相对于自动变速箱的车手动变速箱汽车开起来有更好的驾驶乐趣这是众所周知的。
汽车变速器的设计外文文献翻译、中英文翻译、外文翻译
汽车变速器的设计外文文献翻译、中英文翻译、外文翻译A manual n。
also known as a standard n。
XXX。
It consistsof gears。
synchros。
roller bearings。
shafts。
and gear selectors。
The main clutch assembly is used to engage and disengage the engine from XXX gears are used to select the desired。
and the sector fork moves gears from one to another using the gearshift knob。
Synchros are used to slow the gear to a。
before it is XXX。
The counter shaft holds the gears in place and against the main input and output shaft。
Unlike automatic ns。
XXX。
as there isno XXX。
Note: XXX "n Shifter" was deleted as it had no XXX.)XXX have four to six forward gears and one reverse gear。
However。
some cars may have up to eight forward gears。
while semi trucks XXX by the number of forward gears。
such as a 5-speed standard n.The n of a standard n includes three shafts: the input shaft。
汽车变速器的设计外文文献翻译、中英文翻译、外文翻译
本科毕业设计（论文）英文资料翻译*****指导教师：孙飞豹（副教授）学科、专业：车辆工程沈阳理工大学应用技术学院2011年12月20日transmission used in automobilesA standard transmission or manual transmission is the traditional type of transmission used in automobiles. The manual or standard transmission consists of a series of gears, synchros, roller bearings, shafts and gear selectors. The main clutch assembly is used to engage and disengage the engine from the transmission. Heliacal cut gears are used to select the ratio desired the sector fork move gears from one to another by using the gearshift knob. Synchros are used to slow the gear to a stop before it is engaged to avoid gear grinding, the counter shaft hold the gears in place and against the main input and output shaft. A stick shift transmission has no torque converter so there is no need for a transmission cooler. A stick shift transmission needs a simple fluid change for proper service. (there is no transmission filter in a stick shift transmission).Transmission ShifterMost manual transmissions have one reverse gear and four to six forward gears. Some cars also have eight forward gears while thirteen to twenty-four gears are present in semi trucks. To differentiate among the available standard transmissions, they are addressed by the number of forward gears. For example, if the standard transmission has five gears, it will be referred to as 5-speed standard transmission or 5-speed standard.Typical Standard Transmission ConfigurationInside the transmission shafts contain all forward and reverse gears. Most transmissions contain three shafts: input shaft, output shaft and counter or lay shaft. Other than standard transmission, there are other transmissions like continuously variable transmission, automatic transmission and semi-automatic transmission. In the manual transmission, a pair of gears inside the transmission selects the gear ratios. Whereas, in an automatic transmission, combination of brake bands and clutch packs control the planetary gear which selects the gear ratio.If there is a provision to select a gear ratio manually in automatic transmissions, the system is called a semi-automatic transmission. The driver can select from any of the gears at any pointof time. In some automobiles like racing cars and motorcycles that have standard transmissions, the driver can select the preceding or the following gear ratio with no clutch operation needed. This type of standard transmission is known as sequential transmission. In this transmission the clutch is still used for initial take off.Clutch and Flywheel AssemblyThe main clutch plays the role of a coupling device which separates the transmission and the engine. If the clutch is absent and the car comes to a stop the engine will stall. In automobiles, the clutch can be operated with the help of a pedal located on the floor of the vehicle. In an automatic transmission instead of a clutch, a torque converter is used to separate the transmission and engine.Typical Stick Shift PatternsA desired gear can be selected by a lever which is usually located on the floor in between the driver and passenger seat. This selector lever is called the gear lever or gear selector or gear shift or shifter. This gear stick can be made to move in right, left, forward and backward direction. When the gear is placed on the N position or neutral position, no gear will be selected. To move the car in the backward direction, the R gear or reverse gear should be selected.Standard transmissions are more efficient and less expensive to produce than automatic transmissions. A Standard transmission is about 15% more efficient compared to an automatic transmission. Standard transmissions are generally stronger than automatic transmissions and off road vehicles take advantage of a direct gear selection so they can withstand rough conditions. Less active cooling is also required in manual transmission system because less power is wasted.●Popular Problem ChecksCar will not go into gearClutch disc is broken completelyInternal transmission damageFailed clutch master cylinderSeized clutch slave cylinderBroken clutch fork pivotBroken clutch cableCar goes into gear but it fades out or is slippingClutch is worn out and needs replacementClutch is oil soaked from a external engine oil leakCar makes grinding noise while operating or shifting gearsOne of the roller or thrust bearings has failedThe gear synchro is worn out not forcing the gear stop before it is engaged causing a grinding gear.A counter or main shaft bearing has failed causing misalignment of the gears●Troubleshooting Noise and ProblemsIf the vehicle is running and a whirring sound is heard, then it goes away when the clutch is depressed, the transmission input bearing has failed.If the transmission is quiet in neutral but when you depress the clutch a squeaking noise is observed, a clutch throw out bearing has failed.Tips:Never let little noises go unattended; a small noise can cause a large noise and transmission operation failure. Never overload a vehicle or tow beyond the capacity this can cause premature transmission failure.汽车变速器汽车传统变速器是那种标准的手动变速器。
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。
汽车变速器外文文献翻译、中英文翻译、外文翻译
TRANSMISSIONManual transmission is one of the most common transmission, referredto as MT. Its basic structure in a single sentence is a central axis, twoinput shaft, namely, the axial and axial oart, they constituted the transmission of the subject, and, of course, a reverse axis. Manual transmission gear transmission and manual, contain can in axial sliding gears, through different meshing gears to change gear of torsional purpose.The typical structure and principle of the manual transmission.Input shaft also says, it's in front of the spline shaft directly withclutch platen, thus the spline set by the engine relay of torque. The firstshaft gear meshing gears, often with oart as input shaft, and the gear on oart will turn. Also called shaft, because even more solid shaft of gear. The output shaft, and the second shaft position have the drive shaftgear, may at any time and under the influence of the control devices and the corresponding oart gear, thus changing the speed and torque itself. The output shaft is associated with tail spline shaft torque transmissionshaft, through to drive to gear reducer.Predictably, transmission gear drive forward path is: input shaftgear - oart gnaws gnaws gear - because the second shaft gear - corresponding corresponding gear. Pour on the axle gear can also controldevice, by moving axis in the strike, and the output shaft gear and oart gear, in the opposite direction.Most cars have five forward and reverse gear, each one has certain ratio,the majority of gear transmission more than 1, 4 gears transmission is 1, called directly, and ratio is less than 1 of article 5 gear shift accelerated called. The output axis gear in the mesh position, can acceptpower transmission.Due to the gearbox output shaft to input shaft and the speed of theirgear rotating, transform an "synchronization problem". Two rotating speeddifferent meshing gears forcibly inevitable impact and collision damage gear. Therefore, the old transmission shift to use "two feet clutch" method, ShengDang in neutral position shift to stay for a while, in the space location on the door, in order to reduce gear speed. But this operation is more complex, difficult to grasp accurately. Thereforedesigners to create "synchronizer", through the synchronizer will makethe meshing gears reach speed and smooth.Currently the synchronous transmission adopts is inertial synchronizer, it mainly consists of joints, synchronizer lock ring etc,it is characteristic of the friction effect on achieving synchronization.Mating, synchronizer and mating locking ring gear tooth circle have chamfering (locking horns), the synchronizer lock ring inside surface ofgear engagement ring and the friction surface contact. The lock horns with cone when designing the proper choice, has been made to the surface friction of meshing gears with gear synchronous, also can rapid producesa locking function, prevent the synchronous before meshing gears. When synchronous lock ring of gear engagement with surface contact surface, the outer circle in friction torque under the action of gear speed rapiddecrease (increase) or to synchronous speed equal, both locking ring spunconcurrent, relative to lock ring gear synchronous speed is zero, thus inertia moment also disappear, then in force, driven by the junction of unimpeded with synchronous lock ring gear engagement, and further to engagement with the engagement ring gear tooth and complete shift process.functional (1) change ratio, meet different driving conditions for tractionengine, the need to work in the favorable conditions and meet the speed may request. In a wide range of vehicle speed changing the size and automobile driving wheel on the size of the torque. Due to the differentdemands, automobile driving conditions of vehicle speed and torque can drive in a broad range of change. For example, in high speed can be reachedon 100km/h, while in the urban district, speed in 50km/h. In the empty flat roads, road, very little resistanceWhen When carrying carrying carrying uphill, uphill, uphill, driving driving driving resistance resistance resistance was was was great. great. great. And And And the thecharacteristics of automobile engine speed range is lesser, and torque changes more cannot meet the actual conditions range. (2) drive backward, to satisfy the need to drive car backwards. Realizing the backing, engine crankshaft are generally only to a direction,and sometimes need to back, so, often used in the transmission of reverseto realize the car drive backward.(3) in power, interruption, idle running engine starting, auto shift or need to stop the dynamic output, interrupted to transfer the power ofthe drive wheels.(4), when the clutch engagement realize gap, gearbox can not power output. For example, can ensure drivers in engine flameout loosen the clutch when leaving drivers seat.constituteBy continuously variable transmission gearbox and speed control twoparts. The main function of the variable transmission torque and speed is the change of numerical and direction, The main function of theoperation is controlled transmission mechanism, realize thetransformation of transmission ratio, shift to speed torque. Principle,Mechanical transmission main application of the principle of geartransmission velocity. Say simply, there are a number of differenttransmission gearbox group of gear pair of vehicle, and behavior, is alsoshifting gears trunk by manipulating institutions make different gearpair work. As in low-speed, ratio of gear pair work, and in high-speed, let ratio of small gear pair work.Classification,1, according to the change of transmission, transmission way, there can be divided into grade level and synthetical three.(a) : several levels of transmission ratio, can choose the fixed by gear. And can be divided into: gear axis of ordinary gear transmission and fixed gear planetary gear (part) of planetary gear transmission axisof rotation.b) stepless type transmission: ratio can be continuous variation within a certain range, commonly, mechanical and electric hydraulic typeetc.(c) comprehensive type transmission by a class type, transmission andstepless type transmission, the ratio of the maximum and minimum values can be in between the scope for several section stepless change.2, press control can be divided into compulsory manipulation, transmission, automatic control and semi-automatic control 3 kinds.(a) mandatory manipulation of transmission by direct manipulation, change gear shift lever drivers.(b) automatic control type transmission ratio of choice and change: the shift is automatic. Drivers simply manipulate accelerated pedal, transmission can according to the engine speed and load control signal signal actuator, realize the transformation of gear.(c) semi-automatic control type transmission can be divided into twokinds: one kind is part of gear, automatic shift gears, manual (mandatory)shift, Another kind is selected by button in mining under gear clutch pedalor accelerated release pedal, the executing agency to shift. Transmission of maintenance1 transmission gears maintenanceTransmission gears are always changing speed, load, gear toothsurface by bluntThe impact of load, which struck gear tooth surface (especially) damage. Common injuries are:(1) gear transmission is worn gear under normal working conditions, shows the wear uniform angled tooth gear, long wear along the directionTooth thickness shouldof the tooth should not exceed 30 percent longer,not exceed usd, Gear tooth surface area of not less than two-thirds, Running gear mesh clearance shall be commonly used, 0.15-0.26 mm to 0.8 mm limit, Gear engagement between 0.10-0.15 mm, should use limit for 0.60mm. Available batches or soft metal rivalries. If more than clearance method for measuring the pairs, should be replaced.due to fail togear clearance is mainly(2) gear teeth,broken toothmeet the requirements, gear meshing parts or work under great impact load.If you are not greater than 2mm edge of gear oil can smile ShiXiuafter-grinding continue to use, If the scope or have more than three pairs,should smile.(3) often mesh surface of the helical gear often wear face due. 10-0.30mm, in order to ensure that the axial clearance, if tooth gear good operation within the wear, can repair tank, but the amount of grinding grinding should not exceed. 50.(4) often meshing gears shaft neck, needle roller bearing and wear into seat hole hole meshing gears seat with needle bearings and shaft neckwith clearance should be 0.01 - three 0.08 mm, otherwise must be changed.2 the overhaul. Transmission shellGearbox shell is transmissions, to ensure the basis of each part of the transmission is correct position, work under load. Common injuries are:(1) the abrasion of shell bearing hole hole wear will destroy its bearing assembly relation with the bearing, the direct impact of input, output shaft transmission position relative to the hole. Bearing seat with0-0.03 mm clearance shall be used for the maximum limit, should be replacedor 0.10 mm) shell or pile hole repair.(2) shell threaded holes repair note oil ROM plug hole, dumping screwhole threads connecting bolts damage and between shellThreaded hole, can take damage with screw repair.3 transmission shaft of maintenanceTransmission in the process of operation, each bearing the torsionalmoment of change, and bending moment, JianChi part is under pressure, impact and sliding friction etc. Various axial load of common injuries are:(1) the shaft neck and neck too worn wear axis gear axis will not onlyoffset, and can bring the change gear clearance, when making noisetransmission shaft neck. Also make coordination relationship with bearingdamage, may cause ablation. So roller bearings in a place with no more than 0.02 axis wear mm needle bearing shaft neck wear with place, otherwisethan 0.07 mm landscape change or chrome.side of thein stress and more seriouswear JianChi wear(2) JianChispline. JianChi with check, when more than 0.25 or and wear with more thanusd keyway apprentice, gear engagement mm, combining with the gear with JianChi weeks, according to the mm apprentice woodruff key and shaft neckkeyways apprentice to JianChi 0.08 mm over there when the keyway weeks, or should be repaired or replaced shaft.(3) transmission shaft bending thimble resist transmission shaft withmaintenance on both ends of the roof, using pinhole batches of shaft radial micrometers, check the deviation should be less than 0.10 mm) pressure correction repair.4 synchronizer overhaulA. lock ring type inertial synchronizer ring maintenance: lock hornscone a about six degrees - 7 degrees, in use, cone Angle deformation ofrapid synchronous, and not be change in time. B. B. locking locking locking pin pin pin type type type inertial inertial inertial synchronizer: synchronizer: synchronizer: locking locking locking pin pin pin type type synchronizer major damage for cone rim wear, when, cone-disk cone rim on the thread of groove depth 0.40 mm wear to 010mm deep, should be replaced.If the cone rim are scratching, face to face, but two turning machining, must not be more than 1mm should be replaced.变速器手动变速器是最常见的变速器，简称MT MT。
中英文文献翻译-手动变速器如何工作
附录How Manual Transmissions WorkIf you drive a stick-shift car, then you may have several questions floating in your head.How does the funny "H" pattern that I am moving this shift knob through have any relation to the gears inside the transmission? What is moving inside the transmission when I move the shifter?When I mess up and hear that horrible grinding sound, what is actually grinding? What would happen if I were to accidentally shift into reverse while I am speeding down the freeway? Would the entire transmission explode?In this article, we'll answer all of these questions and more as we explore the interior of a manual transmission.Cars need transmissions because of the physics of the gasoline engine. First, any engine has a redline -- a maximum rpm value above which the engine cannot go without exploding. Second, if you have read How Horsepower Works, then you know that engines have narrow rpm ranges where horsepower and torque are at their maximum. For example, an engine might produce its maximum horsepower at 5,500 rpm. The transmission allows the gear ratio between the engine and the drive wheels to change as the car speeds up and slows down. You shift gears so the engine can stay below the redline and near the rpm band of its best performance.Ideally, the transmission would be so flexible in its ratios that the engine could always run at its single, best-performance rpm value. That is the idea behind the continuously variable transmission (CVT).A CVT has a nearly infinite range of gear ratios. In the past, CVTs could not compete with four-speed and five-speed transmissions in terms of cost, size and reliability, so you didn't see them in production automobiles. These days, improvements in design have made CVTs more common. The Toyota Prius is a hybrid car that uses a CVT.The transmission is connected to the engine through the clutch. The input shaft of the transmission therefore turns at the same rpm as the engine.A five-speed transmission applies one of five different gear ratios to the input shaft to produce a different rpm value at the output shaft.A Very Simple TransmissionTo understand the basic idea behind a standard transmission, the diagram below shows a very simple two-speed transmission in neutral:Let's look at each of the parts in this diagram to understand how they fit together:The green shaft comes from the engine through the clutch. The green shaft and green gear are connected as a single unit. (The clutch is a device that lets you connect and disconnect the engine and the transmission. When you push in the clutch pedal, the engine and the transmission are disconnected so the engine can run even if the car is standing still. When you release the clutch pedal, the engine and the green shaft are directly connected to one another. The green shaft and gear turn at the same rpm as the engine.)The red shaft and gears are called the layshaft. These are also connected as a single piece, so all of the gears on the layshaft and the layshaft itself spin as one unit. The green shaft and the red shaft are directly connected through their meshed gears so that if the green shaft is spinning, so is the red shaft. In this way, the layshaft receives its power directly from the engine whenever the clutch is engaged.The yellow shaft is a splined shaft that connects directly to the drive shaft through the differential to the drive wheels of the car. If the wheels are spinning, the yellow shaft is spinning.The blue gears ride on bearings, so they spin on the yellow shaft. If the engine is off but the car is coasting, the yellow shaft can turn inside the blue gears while the blue gears and the layshaft are motionless.Now, let's see what happens when you shift into first gear.First GearIn this picture, the green shaft from the engine turns the layshaft, which turns the blue gear on the right. This gear transmits its energy through the collar to drive the yellow drive shaft. Meanwhile, the blue gear on the left is turning, but it is freewheeling on its bearing so it has no effect on the yellow shaft.When the collar is between the two gears (as shown in the first figure), the transmission is in neutral. Both of the blue gears freewheel on the yellow shaft at the different rates controlled by their ratios to the layshaft.From this discussion, you can answer several questions:When you make a mistake while shifting and hear a horrible grinding sound, you arenot hearing the sound of gear teeth mis-meshing. As you can see in these diagrams, all gear teeth are all fully meshed at all times. The grinding is the sound of the dog teeth trying unsuccessfully to engage the holes in the side of a blue gear.The transmission shown here does not have "synchros" (discussed later in the article), so if you were using this transmission you would have to double-clutch it. Double-clutching was common in older cars and is still common in some modern race cars. In double-clutching, you first push the clutch pedal in once to disengage the engine from the transmission. This takes the pressure off the dog teeth so you can move the collar into neutral. Then you release the clutch pedal and rev the engine to the "right speed." The right speed is the rpm value at which the engine should be running in the next gear. The idea is to get the blue gear of the next gear and the collar rotating at the same speed so that the dog teeth can engage. Then you push the clutch pedal in again and lock the collar into the new gear. At every gear change you have to press and release the clutch twice, hence the name "double-clutching."You can also see how a small linear motion in the gear shift knob allows you to change gears. The gear shift knob moves a rod connected to the fork. The fork slides the collar on the yellow shaft to engage one of two gears.In the next section, we'll take a look at a real transmission.A Real TransmissionThere are three forks controlled by three rods that are engaged by the shift lever. Looking at the shift rods from the top, they look like this in reverse, first and second gear: Keep in mind that the shift lever has a rotation point in the middle. When you push the knob forward to engage first gear, you are actually pulling the rod and fork for first gear back.You can see that as you move the shifter left and right you are engaging different forks (and therefore different collars). Moving the knob forward and backward moves the collar to engage one of the gears。
车辆工程专业外文翻译--变速器
外文原文：TransmissionsTransmissions have to compromise on either ride comfort or efficiency, but a new approach to the dog engagement gearbox could improve both.With tightening emissions regulations, carmakers are not just confining their efforts to improving combustion and after-treatment. Many are finding that modern engines are so advanced that the benefits of some engine technologies are small compared to the huge development costs involved.It's important to look at the whole vehicle in order to improve emissions. As the second most expensive piece of kit in the car, the transmission is the logical next place to look.Of all transmission technologies, the manual gearbox is the most efficient; around 96percent of the energy that is put in comes out of the other end. But not everyone can drive one or wants to. Because you have to dip the clutch pedal, it's less comfortable to drive in heavy traffic. It makes the driver tired and the torque interruptions' head-nod effect on passengers can be wearing.The driver's clutch control and corresponding torque interruptions are also the manual's weak point. When accelerating up through the gearbox, each up-shift requires the driver to cut the torque momentarily by lifting the gas pedal and dipping the clutch. It may just take a second to complete the operation, but during this time the vehicle is losing speed and acceleration.At the opposite and of the spectrum is the traditional automatic. Its shift quality is good thanks to its torque converter, but efficiency is relatively poor despite recent advances. Because of this ,a lot of the current research is trying to find an efficient alternative to the conventional automatic.The main technologies are continuously variable transmissions (CVTs); dual clutch transmissions(DCTs) and automated manual transmissions(AMTs).They all offer different benefits over the conventional planetary automatic.The CVT uses a belt chain or toroidal shaped dish drive to vary an infinite number of gear ratios. It has improved efficiency and cost when compared to conventional automatics.Its advantage comes from its simplicitu. It consists of very few components; usually a rubber or metal-link belt; a hydraulically operated driving pulley, a mechanical torque-sensing driving pulley, microprocessors and some sensors.The transmissions works by varying the distance between the faces of the two main pulleys.The pulleys have V-shaped grooves in which the connecting belt rides. One side of the pulley is fixed axially; the other side moves, actuated by hydraulics.When actuatec, the cylinder can increase or reduce the amount of space between the two sides of the pulley. This allows the belt to ride lower or higher along the walls ofthe pulley, depending on driving conditions. This changes the gear ratio. A torodial-type design works in a similar way but runs on discs and power-rollers.The "stepless" nature of its design is CVT's biggest draw for automotive engineers. Because of this, a CVT can work to keep the engine in its optimum power range, thereby increasing efficiency and mileage. A CVT can convert every point on the engine's operating curve to a corresponding point on its own operating curve.The transmission is most popular with Japanese carmakers and Japanese supplier JATCO is a major producer. But in the US and Europe driving styles are different. Uptake has been slow despite Audi and other manufacturers having offered CVT otions on their ranges.The DCT is, in effect, two manual gearboxes coupled together. Gear shifts are made by switching from one clutch on one gearbox to another clutch on the other. The shift quality is equal to a conventional automatic, but slip, fluid drag and lydraulic losses in the system result in only slightly improved efficiency and acceleration over the conventional planetary automatic. Developing the control strategy is costly too."Recent advances in conventional automatic technology have weakened the argument to develop and set up production for CVT or DCT." says Bill Martin, managing director of transmission firm zeroshift. "Some carmakers have cancelled DCT projects because of the cost."The cheapest way to build an automatic is with an AMT. AMTs use actuators to replace the clutch pedal and gear stick of a conventional manual. They keep the high efficiency and acceleration of a manual gearbox, but the shift quality on some models is lacking. Torque interruptions and the head-nod effect are the most common complaint.so what is the alternative? There are always new ideas in transmissions, but Zeroshift says that its technology has efficiency benefits over a manual, delivering fuel economy improvements to city driving. Shift quality can also be equal to that of a refined automatic.Zeroshift's approach is an upgrade to the AMT. The synchromesh is replaced with an advanced dog enqaqement system.Dog engagement has been used for many years in motor sport to allow fast shifts. Conventional dog boxes are unsuitable for road use as the large spaces between the drive lugs or "dogs" create backlash, an uncomfortable shunt caused by the sudden change in torque direction.Zeroshift's technology solves this problem by adding a second set of drive dogs. It has also made each of the two sets of dogs only capable of transmitting torque in one or other opposing directions. "By controlling the engagement and disengagement of the two sets you can shift into the new gear befor disengaging the previous gear, "says Martin. "The shift quality is smoother than a typical modern six-speed automatic luxury car."The shift is instant and the torque is not interrupted.This philosophy is used for both up and down shifts."In conventional AMT there is an emissions spike during a shift due to the need to back off and reintroduce throttle, this is eliminated by going seamless, "says Martin. "This also reduces fuel consumption."It is a relative newcomer to the transmission sector, but the firm says that it is already attracting the attention of major European and US carmakers. The big draw is as a low-cost alternative to DCT, says Martin.Because the manual gearbox architecture is largely maintained, production costs and complexity are not greater than for a conventional AMT. Development of the controls side is also considerably cheaper. Music to the ears of engineers trying to cut emissions and costs."Most of the carmakers have seen the system at least once," says Martion. "Some signed us immediately. Some have said not yet. None have said no. "That may be the clearest sign yet that when it comes to powertrain developments, carmakers are starting to focus on the transmission.HOW ZWROSHIFT WORKSThe hardware consists of two sets of bullets. mounted and actuated on two independent bullet rings. both sets of bullets run on the common hub, which is attached to the shaft with splines.Each bullet has a special profile. On one side they have an angled face for engagement. These are diagonally opposed, allowing the bullet to have a drive function for one gear and an overrun function for the other gear. The engagement faces taper backwards slightly to ensure the bullet latches onto the engaged gear under load.the opposite corners have a ramp, which pushes the bullet out of the previous gear once the new gear has been engaged.In neutral both bullet rings are positioned midway between the ratios. To select first gear, the bullets are moved into mesh with the engagement dogs.The bullets are actuated via shift forks conected to the shift actuators.The driving bullets lock first gear to the output shaft and transfer torque from the gearwheel onto the output shaft. The first gear overrun bullets are also moved into gear to lock the wheel to the output shaft in the opposite direction. This transfrs torque from the gearwheel onto the output shaft when the throttle closes and the engine overruns. This eliminates the backlash you'd expect from a dog engagement gearbox.To shift up with an open throttle, first gear's overrun bullets are unloaded and move in to engage second gear. This is followed by the previous driving ring which becomes unloaded when second gear is taken up.If the bullet is stopped from engaging fully-dog-face to dog-face-the second gear wheel opens an engagement window due to the relative speed difference. With the bullet pushed against the engagement dog compliance between the fork and actuator allows the stored energyto fire the bullet into the window.The first gear overrun bullets have now become the second gear drive bullets. As second gear takes over, the load is removed from the first gear drive bullets. These bullets are now no longer held by their retention angie and can be either moved out ofgear by actuators or pushed out of gear by contact with the ramp face of the bullet.The first gear drive bullets then move across into engagement with second gear. In second gear, the roles of the bullets are reversed.Audi RoadjetAudi plans to add comfort, luxury and practicality without increasing emissions The Roadjet concept, first shown at Detroit in January 2006,indicates a number of technical directions that Audi going to take in the coming year. The firm is focusing on interior design, powertrain, chassis, electronics and safety innovations.These new directions will help Audi strengthen its position in the sub-luxury market that it previously had to itself. Audi has two main tactics to attract new customers in the US. It is breaking into the sports utility vehicle(SUV)and compact utility vehicle(CUV)markets.It also introduces new luxury and lifestyle features to strengthen its position in the US; sales there still lag behind those of BMW, Lexus and Mercedes-Benz. The recently launched Q7 off-road luxury vehicle is a late bid to capitalise on the SUV boom.In Europe, the carmaker's technical innovations such as aluminium construction, four-wheel-drive, and novel powertrain technologies have been successful. But if Audi wants to increase its US market share, it needs to innovate in those areas valued by American customers: comfort, luxury and practicality.Audi's designers have focused on this in the interior. They have devised a new wrap-around instrument panel shape to replace the more functional design in existing models. They have expanded the vehicle's multi-media interface (MMI)control system, used for cruise control, suspension, climate and entertainment separate controls. Combined with an upgraded climate system, occupants can set their own individual climate settings.Soft, warm, earthy colours are used in the Roadjet to create a feeling of well-being. The concept uses high quality functional materials: the upholstery is fine leather; the floor is neoprene. The space between the rear seats can house a range of optional equipment: the show car featured an espresso coffee machine. Storage boxes and baby carriers are more realistic alternatives.To enhance practicality, the rear seats slide backwards and forwards diagonally to increase shoulder and leg-room or rear load space. When the rear seats are in their most forward position, an oblique-facing child seat can be used behind the seats.Roadjet's load bay features an eletrically extending load floor to ease loading, offering unmerous lashing points to secure luggage items. The sliding seats and extending load floor are very likely to enter production on Audi's Q5 and A4 models.To heighten the sense of luxury, the concept uses a costly 1,000W Bang & Olufsen sound system with 14-speakers.This incorporates a "digital voice support" function that uses microphones and the car's speakers to pick up and amplify passengers' voices to ensure clear conversation even at high speeds.In a bid to improve road safety, convenience and traffic management, carmakers are working to common standards to develop a new in-car system to talk to other cars androadside wireless olcal area networks. In traffic jams, bad weather or accident situations, cars send information to emergency services, other cars and traffic computers. The Roadjet concept featres previews such a system.The weight of all the new electronics and luxury equipment in this segment, combined with customers' growing demand for power is having a negative effect on exhaust emissions and fuel consumption. Audi is looking at sophisticated technical solutions to balance the equation.Roadjet's 3.2-litre gasoline direct injection engine is based on an existing engine but features a new fixed intake manifold with an integral vacuum reservoir to increase its output. This is combined with a two-stage cam operated variable valve lit technology to increase output.Despite the sports car performance, the Roadjet's overall fuel consumption is slightly lower than the current A4 Quattro 3.2FSI.The valve train technology, due to enter production later in 2006,lets the engine perform economically and smoothly during normal driving, switching automatically to more responsive, more powerful characteristics when the driver demands.Roadjet also has the first Audi application of speeddependent variable ratio dynamic steering for a stable highspeed motorway ride but with enhanced control on twisty country roads. Electronically-controlled variable rate dampers automatically adjust from soft and comfortable to firm and sporty to enhance safety and handling.Audi's engineers have electronically linked all of these systems to create three driver-selectable programmes: dynamic, comfort and sport. Each programme adjusts the dampers, steering, gearbox and engine eletronics to give different driving experiences.Roadjet's body styling marks a new direction for the carmaker.At 1.55m high with a wheelbase 4.7m long and 2.85m wide, the concept is roomy. The firm has used a combination of sharp feature lines and careully-sculpted concave-section doors to disguise the height. While the trademark LED tail lights are likely to enter production unchanged, steerable xenon gas discharge lights will replace the LEDs in the headlamps.Around the end of 2007 Audi will launch the Q5 CUV, based on the next A4 platform. Smaller and lighter than the Q7,it will be well placed to compete in the profitable CUV segment in the US. The Roadjet previews elements of the interior and exterior styling of this model.The Q5 will need to be more rugged to match the outdoor lifestyle image of the CUVsegment. At the same time, for the European market, the Roadjet's sharp style previews the next A4 model range, which may produce a new hatchback body in 2007 to join the conventional saloon and Avant estate. The dashboard and other new interior refinements are likely to spread across the rest of the Audi range over the next 24 months.中文译文：变速器变速箱通常不得不在舒适性和效率之间做出选择，但一种新型的“犬牙啮合式”变速箱可以同时改善这两种性能。
汽车手动变速箱外文及其部分翻译共30页word资料
MANUAL GEARBOXES9.1 MANUAL GEARBOX CLASSIFICATIONGearboxes are normally classified according to the number of toothed wheelcouples (stages) involved in the transmission of motion at a given speed; in thecase of manual vehicle transmissions, the number to be taken into account isthat of the forward speeds only, without consideration of the final gear, even ifincluded in the gearbox.Therefore there are:• Single stage gearboxes• Dual stage or countershaft gearboxes• Multi stage gearboxesFigure 9.1 shows the three configurations for a four speed gearbox.It is useful to comment on the generally adopted rules of these schemes. Each wheel is represented by a segment whose length is proportional to the pitchdiameter of the gear; the segment is ended by horizontal strokes, representingthe tooth width. If the segment is interrupted where crossing the shaft, thegear wheel is idle; the opposite occurs if the segment crosses the line of theshaft without interruption. Then the wheel rotates with the shaft. Hubs arerepresented according to the same rules, while sleeves are represented with apair of horizontal strokes. Arrows show the input and output shafts. Single stage gearboxes are primarily applied to front wheel driven vehicles,because in these it is useful that the input and the output shaft are offset; inG. Genta and L. Morello, The Automotive Chassis, Volume 1: Components Design, 425Mechanical Engineering Series,c Springer Science+Business Media B.V. 2009426 9. MANUAL GEARBOXES FIGURE 9.1. Schemes for a four speed gearbox shown in three differentconfigurations:a: single stage, b: double stage and c: triple stage.conventional vehicles, on the other hand, it is better that input and output shaftsare aligned.This is why rear wheel driven vehicles usually adopt a double stage gearbox.The multi-stage configuration is sometime adopted on front wheel driven vehicles with transversal engine, because the transversal length of the gearboxcan be shortened; it is used when the number of speeds or the width of the gearsdo not allow a single stage transmission to be used.It should be noted that on a front wheel driven vehicle with transversal engine, having decided on the value of the front track and the size of the tire,the length of the gearbox has a direct impact on the maximum steering angle ofthe wheel and therefore on the minimum turning radius.The positive result on the transversal dimension of multi-stage gearboxes isoffset by higher mechanical losses, due to the increased number of engaged gearwheels.It should be noted that in triple stage gearboxes, shown in the picture, theaxes of the three shafts do not lie in the same plane, as the scheme seems toshow. In a lateral view, the outline of the three shafts should be represented asthe vertices of a triangle; this lay-out reduces the transversal dimension of thegearbox. In this case and others, as we will show later, the drawing is representedby turning the plane of the input shaft and of the counter shaft on the plane ofthe counter shaft and of the output shaft.Gear trains used in reverse speed are classified separately. The inversion ofspeed is achieved by using an additional gear. As a matter of fact, in a train ofthree gears, the output speed has the same direction as the input speed, whilethe other trains of two gears only have an output speed in the opposite direction;the added gear is usually called idler.The main configurations are reported in Fig. 9.2.In scheme a, an added countershaft shows a sliding idler, which can match two close gears that are not in contact, as, for example, the input gear of thefirst speed and the output gear of the second speed. It should be noted that, inthis scheme, the drawing does not preserve the actual dimension of the parts.9.1 Manual gearbox classification 427FIGURE 9.2. Schemes used for reverse speed; such schemes fit every type of gearboxlay-out.Scheme b shows instead two sliding idlers, rotating together; this arrange-ment offers additional freedom in obtaining a given transmission ratio. The coun-tershaft is offset from the drawing plane; arrows show the gear wheels that matchwhen the reverse speed is engaged.Scheme c is similar to a in relation to the idler; it pairs an added specificwheel on the output shaft with a gear wheel cut on the shifting sleeve of the firstand second speed, when it is in idle position.Configuration d shows a dedicated pair of gears, with a fixed idler and ashifting sleeve.The following are the advantages and disadvantages of the configurations shown in the figure.• Schemes a, b and c are simpler, but preclude the application of synchro-nizers (because couples are not always engaged), nor do they allow the useof helical gears (because wheels must be shifted by sliding).• Scheme d is more complex but can include a synchronizer and can adopt helical gears.• Schemes a, b and c do not increase gearbox length.428 9. MANUAL GEARBOXES9.2 MECHANICAL EFFICIENCYThe mechanical efficiency of an automotive gear wheel transmission is high com-pared to other mechanisms performing the same function; indeed, the value ofthis efficiency should not be neglected when calculating dynamic performanceand fuel consumption. The continuous effort of to limit fuel consumption justi-fies the care of transmission designers in reducing mechanical losses. Total transmission losses are conveyed up by terms that are both dependentand independent of the processed power; the primary terms are:• Gearing losses; these are generated by friction between engaging teeth(power dependent) and by the friction of wheels rotating in air and oil (power independent).• Bearing losses; these are generated by the extension of the contact area ofrolling bodies and by their deformation (partly dependent on and partly independent of power) and by their rotation in the air and oil (power independent).• Sealing losses; they are generated by friction between seals and rotatingshafts and are power independent.• Lubrication losses; these are generated by the lubrication pump, if present,and are power independent.All these losses depend on the rotational speed of parts in contact and, therefore, on engine speed and selected transmission ratio.Table 9.1 reports the values of mechanical efficiency to be adopted in calcu-lations considering wide open throttle conditions; these values consider a pair ofgearing wheels or a complete transmission with splash lubrication; in the sametable we can see also the efficiency of a complete powershift epicycloidal auto-matic transmission and a steel belt continuously variable transmission. For thetwo last transmissions, the torque converter must be considered as locked-up.TABLE 9.1. Mechanical efficiency of different transmission mechanisms. Mechanism type Efficiency (%)Complete manual gearboxwith splash lubrication 92–97Complete automatic transmission(ep. gears) 90–95Complete automatic gearbox(steel belt; without press. contr.) 70–80Complete automatic gearbox(steel belt; with press. contr.) 80–86Pair of cyl. gears 99.0–99.5Pair of bevel gears 90–939.2 Mechanical efficiency 429FIGURE 9.3. Contributions to total friction loss of a single stage gearbox designed for300 Nm as function of input speed.It is more correct to reference power loss measurement as a function ofrotational input speed rather than efficiency. Figure 9.3 shows the example ofa double stage transmission, in fourth speed, at maximum power; the differentcontributions to the total are shown.This kind of measurement is made by disassembling the gearbox step by step, thus eliminating the related loss.In the first step all synchronizer rings are removed, leaving the synchronizerhubs only; mechanical losses of non-engaged synchronizers are, therefore, mea-surable. The loss is due to the relative speed of non-engaged lubricated conicalsurfaces; the value of this loss depends, obviously, on speed and theselectedtransmission ratio.In the second step all rotating seals are removed.In the third step the lubrication oil is removed, and therefore, the bulk ofthe lubrication losses is eliminated; some oil must remain in order to leave thecontact between teeth unaffected.By removing those gear wheels not involved in power transmission, their mechanical losses are now measurable.The rest of the loss is due to bearings; the previous removal of parts canaffect this value.A more exhaustive approach consists in measuring the complete efficiency map; the efficiency can be represented as the third coordinate of a surface, wherethe other two coordinates are input speed and engine torque. Efficiency calcu-lations can be made by comparing input and output torque of a working trans-mission.Such map can show how efficiency reaches an almost constant value at a modest value of the input torque; it must not be forgotten that standard fuelconsumption evaluation cycles involve quite modest values of torque and there-fore imply values of transmission efficiency that are changing with torque.Figure 9.4 shows a qualitative cross section of the aforesaid map, cut atconstant engine speed. It should be noted that efficiency is also zero at input430 9. MANUAL GEARBOXESFIGURE 9.4. Mechanical efficiency map, as a function of input torque at constantengine speed; the dotted line represents a reasonable approximation of this curve, to beused on mathematical models for the prediction of performance and fuel consumption.torque values slightly greater than zero; as a matter of fact, frictionimplies acertain minimum value of input torque, below which motion is impossible.A good approximation to represent mechanical efficiency can be made using the dotted broken line as an interpolation of the real curve.9.3 MANUAL AUTOMOBILE GEARBOXES9.3.1 Adopted schemesIn manual gearboxes, changing speed and engaging and disengaging the clutchare performed by driver force only.This kind of gearbox is made with helical gears and each speed has a syn-chronizer; some gearboxes do not use show the synchronizer for reverse speed,particularly those in economy minicars.We previously discussed a first classification; additional information is thespeed number, usually between four and six.Single stage gearboxes are used in trans-axles; they are applied, with someexceptions, to front wheel driven cars with front engine and rear driven cars withrear engine; this is true with longitudinal and transversal engines. In all these situations the final drive is included in the gearbox, which istherefore also called transmission.Countershaft double stage gearboxes are used in conventionally driven cars,where the engine is mounted longitudinally in the front and the driving axle isthe rear axle. If the gearbox is mounted on the rear axle, in order to improve theweight distribution, the final drive could be included in the gearbox.9.3 Manual automobile gearboxes 431By multi-stage transmissions, some gear wheels could be used for differentspeeds. The number of gearing wheels could increase at some speeds; this nor-mally occurs at low speeds, because the less frequent use of these speeds reducesthe penalty of lower mechanical efficiency on fuel consumption.Cost and weight increases are justified by transmission length reduction,sometimes necessary on transversal engines with large displacement and morethan four cylinders.In all these gearboxes synchronizers are coupled to adjacent speeds (e.g.:first with second, third with fourth, etc.) in order to reduce overall length andto shift the two gears with the same selector rod.We define as the selection plane of a shift stick (almost parallel to the xzcoordinate body reference system plane for shift lever on vehicle floor) the planeon which the lever knob must move in order to select two close speed pairs. Forinstance, for a manual gearbox following many existing schemes, first, second,third, fourth and fifth speed are organized on three different selection planes; thereverse speed can have a dedicated plane or share its plane with the fifth speed.Figure 9.5 shows a typical example of a five speed single stage gearbox. Thefirst speed wheels are close to a bearing, in order to limit shaft deflection.In this gearbox the total number of tooth wheels pairs is the same as forthe double stage transmission shown in Fig. 9.6.While in the first gearbox there are only two gearing wheels for each speed,in the second there are three gearing wheels for the first four speeds and noneFIGURE 9.5. Scheme for a five speed single stage transmission, suitable for front wheeldrive with transversal engine.432 9. MANUAL GEARBOXESFIGURE 9.6. Scheme of an on-line double stage gearbox for a conventional lay-out.for the fifth. This property is produced by the presence of the so called constantgear wheels (the first gear pair at the left) that move the input wheels of thefirst four speeds; the fifth speed is a direct drive because the two parts of theupper shaft are joined together.The single stage gearbox in Fig. 9.5 shows the fifth speed wheel pair posi-tioned beyond the bearing, witness to the upgrading of an existing four speedtransmission; in this case the fifth speed has a dedicated selection plane.The double stage gearbox in Fig. 9.7 is organized in a completely differentway but also shows the first speed pair of wheels close to the bearing. The directdrive is dedicated to the highest speed; the fifth speed shows a dedicated selectionplane.Six speed double stage gearboxes do not show conceptual changes in com-parison with the previous examples; synchronizers are organized to leave firstand second, third and fourth, fifth and sixth speeds on the same selection plane.As already seen, the multistage configuration shown in Fig. 9.7 allows areasonable reduction of the length of the gearbox. In this scheme, only first andsecond speeds benefit from the second countershaft; power enters the counter-shaft through a constant gear pair of wheels and flows to the output shaft at areduced speed. Third, fourth and fifth speed have a single stage arrangement.Reverse speed is obtained with a conventional idling wheel.9.3.2 Practical examplesFour speed gearboxes represented the most widely distributed solution in Europeuntil the 1970s, with some economy cars having only three speeds.9.3 Manual automobile gearboxes 433FIGURE 9.7. Scheme of a triple stage five speed gearbox, suitable for front wheel drivencar with transversal engine.With the increase in installed power, the improvement in aerodynamic per-formance and increasing attention to fuel consumption, it became necessary toincrease the transmission ratio of the last speed, having the first speed remain atthe same values; as a matter of fact car weight continued to increase and engineminimum speed did not change significantly.To achieve satisfactory performance all manufacturers developed five speedgearboxes; this solution is now standard, but many examples of six speed gear-boxes are available on the market, not limited to sports cars. Figure 9.8 shows an example of a six speed double stage transmission withthe fifth in direct drive; here the first and second pair of wheels are close to thebearing.This rule is not generally accepted; on one hand having the most stressed pairs of wheels close to the bearing allows a shaft weight containment. On theother hand, having the most frequently used pairs of wheels close to the bearingreduces the noise due to shaft deflection.Synchronizers of fourth and third speed are mounted on the countershaft; this lay-out reduces the work of synchronization, improving shifting quality by anamount proportional to the dimension of the synchronizing rings. Synchronizersof first and second gear on the output shaft are, because of their diameter, larger434 9. MANUAL GEARBOXESFIGURE 9.8. Double stage six speed gearbox (GETRAG).than those of the corresponding gear; the penalty of the synchronizationwork ispaid by the adoption of a double ring synchronizer.Synchronizers on the countershaft offer a further advantage: In idle positionthe gears are stopped and produce no rattle; this subject will be studied later on.9.3 Manual automobile gearboxes 435Figure 9.9 introduces the example of a single stage gearbox for a front longitudinal engine. The input upper shaft must jump over the differential, whichis set between the engine and the wheels. The increased length of the shaftssuggested adopting a hollow section. Because of this length the box is dividedinto two sections; on the joint between the two sections of the box additionalbearings are provided to reduce the shaft deflection.The input shaft features a ball bearing close to the engine and three otherneedle bearings that manage solely the radial loads. The output shaft has twotapered roller bearings on the differential side and a roller bearing on the oppositeside. This choice is justified by the relevant axial thrust emerging from the bevelgears.The first and second speed synchronizers are on the output shaft and featurea double ring.The reverse speed gears are placed immediately after the joint (the idlergear is not visible) and have a synchronized shift. Remaining synchronizers areset in the second section of the box on the input shaft. The output shaft endswith the bevel pinion, a part of the final ratio.It should be noted that the gears of the first, second and reverse speeds aredirectly cut on the input shaft, in order to reduce overall dimensions. Most contemporary cars use a front wheel drive with transversal engine;thenumber of gearboxes with integral helical final ratio is, therefore, dominant.In these gearboxes geared pairs are mounted from the first to the last speed,starting from the engine side. An example of this architecture is given in Fig. 9.10.Like many other transmissions created with only four speeds, it shows thefifth speed segregated outside of the aluminium box and enclosed by a thin steelsheet cover; this placement is to limit the transverse dimension of the powertrain, in the area where there is potential interference with the left wheel in thecompletely steered position.This solution is questionable as far as the total length is concerned but showssome advantage in the reduction of the span between the bearings. Each bearingis of the ball type; on the side opposite to the engine the external ring of thebearing can move axially, to compensate for thermal differential displacements.One of the toothed wheels of the reverse speed is cut on the first and secondshifting sleeve.The casing is open on both sides; one of these is the rest of one of thebearings of the final drive. A large cover closes the casing on the engine side and,in the meantime, provides installation for the second bearing of the final driveand the space for the clutch mechanism; it is also used to join the gearbox tothe engine.In this gearbox synchronizers are placed partly on the input shaft and partlyon the output shaft.Figure 9.11 shows a drawing of a more modern six speed gearbox, in which it was possible to install all the gears in a conventional single stage arrangement,thanks to the moderate value of the rated torque.436 9. MANUAL GEARBOXES FIGURE 9.9. Single stage six speed gearbox for longitudinal front engine (Audi).9.4 Manual gearboxes for industrial vehicles 437FIGURE 9.10. Five speed transmission for a transversal front engine (FIAT).Gears are arranged from the first to the sixth, starting from the engine side; as we have already said this arrangement is demanded by the objectiveof minimizing shaft deflection. Only the synchronizers of first and second speedfound no place on the input shaft; they are of the double ring type, as for thefirst speed.The reverse speed is synchronized and benefits of a countershaft not shownin this drawing.9.4 MANUAL GEARBOXES FOR INDUSTRIALVEHICLES9.4.1 Lay-out schemesThe gearboxes we are going to examine in this section are suitable for vehicles ofmore than about 4 t of total weight; lighter vehicles, usually called commercialvehicles, adopt gearboxes that are derived from automobile production, as notedin the previous section.438 9. MANUAL GEARBOXESFIGURE 9.11. Six speed transmission for a transversal front engine (FIAT).Gearboxes used in industrial vehicles also feature synchronizers; they can beshifted directly, as in a conventional manual transmission, or indirectly with theassistance of servomechanisms. Non-synchronized gearboxes are sometimes usedon long haul trucks, because of their robustness. Assisted shifting mechanismsare widespread because of the easy availability of power media. Automatic orsemi-automatic transmissions are also used, the first type especially in buses.For gearboxes with four up to six speeds, the double stage countershaft architecture represents a standard; the scheme is the same as seen before.The constant gear couple is used for all speeds but the highest. Also notableis that the lowest speed wheels are close to the bearings.As shown in the drawings of Fig. 9.12, the highest speed can be obtained either in direct drive (scheme b) or with a pair of gears (scheme a); in this lastcase the direct drive is used for the speed before the last: these architectures arecalled direct drive and overdrive.In the figure, only the last and the first before the last speed are represented.The choice between the two alternatives can be justified by the different vehicle mission; virtually the same gearbox can be used on different vehicleswith different frequently used speeds (a truck and a bus for example).9.4 Manual gearboxes for industrial vehicles 439FIGURE 9.12. Alternative constant gear schemes with last or first before the last speedin direct drive.Sometime the constant gear is set on the output shaft, after the differentspeed gears; this configuration offers the following advantages:• Reduction of the work of synchronization, because of the smaller gear di-mension at the same torque and total transmission ratio• Less stress on the input shaft and countershaftOn the other hand, the following disadvantages emerge:• Bearings rotate faster.• Constant gear wheels are more highly stressed.This applies for single range transmissions.Multiple range transmissions feature, in addition to the main gearbox, othergearboxes that multiply the number of speeds of the main gearbox by the numberof their speeds. With this architecture the total number of gear pairs might bereduced, for a given number of speeds, and, sometime the use of the gearshiftlever can be simpler.This arrangement is used when more than six speeds are necessary. A multi-ple range transmission is therefore made out of a combination of different coun-tershaft gearboxes, single range gearboxes or epicycloidal gearboxes. Each added element is called a range changer if it is conceived as being capable of using the main gearbox speeds in sequence, in two completely non-overlapping series of vehicle speeds; for example, if the main gearbox has fourspeeds, the first speed in the high range is faster than the fourth speed in thelow range.The element is called a splitter if it is intended to create speeds that areintermediate to those of the main gearbox; in this case, for example the third440 9. MANUAL GEARBOXESFIGURE 9.13. Scheme of a 16 speed gearbox for industrial vehicles; it is made with afour gear main gearbox, a double speed splitter and a double speed range changer withdirect drive.speed in the high range is faster than the third speed in the low range, but slowerthan the fourth speed in the low range.We call the gearbox with the highest number of speeds the main gearbox; the splitter and the range changer will be set in series before and after the maingearbox.Figure 9.13 shows the scheme of a gearbox featuring a splitter and a rangechanger. The splitter is made out of a pair of wheels that work as twodifferentconstant gears for the main gearbox. The countershaft can therefore be movedat two different speeds, according to the position of the splitter unit. Becausethe main gearbox has four speeds, this splitter unit can create a total of eightspeeds, one of them being in direct drive.At the output shaft of this assembly, there is a range changer unit made as a two speed double stage gearbox with direct drive; this unit multiplies bytwo the total number of obtainable speeds. The range changer is qualified by thesignificant difference between the two obtainable speeds.The range changer can be made with a countershaft gearbox or an epicy-cloidal gearbox with direct drive; the advantage in the latter case is the possi-bility of an easier automatic actuation, by braking some of the elements of theepicycloidal gear.9.4 Manual gearboxes for industrial vehicles 441 FIGURE 9.14. Transmission ratios obtained with the scheme of transmission shownin Fig. 9.15; speed identification shows the main gearbox speed with the number, thesplitter position with the first letter, the range changer position with the second; Lstands for low, H stands for high.It is also possible to place the range changer before the main gearbox andthe splitter unit after the main gearbox.A different way of defining the functions of range change units is to say thatthe splitter is a gearbox that compresses the gear sequence, because it reducesthe gap between speeds, while the range changer is a gearbox that expands thegear sequence, because it increases the total range of the transmission. Figure 9.14 explains the concept of compression; the bars represent the ratiosobtained in all shifting lever positions. Ratios obtained with the splitter unit inthe L position (the first letter in the speed identification, L stands for lower ratio)are interspersed with the ratios obtained with the splitter unit in the H position(H stands for higher ratio, in this case 1:1) and reduce the amplitude of the gearsteps of the main gearbox.The same figure also explains the concept of expansion, showing on the same graph the ratio obtained with the range changer in the H position (secondidentification letter) and the L position; the gear step between the first in lowgear and the first in high gear is as big as the range of the main gearbox, andthe total transmission range is widened.The range changer is therefore seldom used, when driving conditions changesuddenly, as, for example, when leaving a normal road for a country road thatmust be driven more slowly, or when encountering a strong slope with a fullyloaded vehicle. The splitter allows the dynamic performance of the vehicle to beimproved, making the optimum transmission ratio available to obtain the desiredpower. The splitter is therefore used frequently. In a fully loaded vehicle, forexample, all split ratios can be used in sequence during full throttle accelerationfrom a standstill.442 9. MANUAL GEARBOXESThe range changer and splitter are usually made as modular units that canbe mounted at both ends of the main gearbox, or changed with simple covers,in order to satisfy all application needs with limited total production costs.Generalizing these concepts could suggest building transmissions using。
自动五速手动变速箱- EASYTRONIC 3.0外文文献翻译、中英文翻译
附录1：外文翻译自动五速手动变速箱- EASYTRONIC 3.0。
The new Opel/Vauxhall公司在2014年秋季推出了自动化五速手动变速箱(MTA) Easytronic 3.0。
该变速器使用电动液压离合器和位移控制，其主要部件主来自手动变速箱(F17-5)。
这个新的变速器新增了停止/启动功能，而他的控制系统是根据安全标准ISO 26262设计的。
DIPL.-ING。
THOMAS ZEMMRICH是德国Adam Opel公司变速器自动化MT系统组长和技术专家。
持续战略2014年秋季，欧宝/沃克斯豪尔公司引进了新一代自动化手动变速器MTA(手动变速器) Easytronic 3.0。
这延续了公司自2001年开始战略，通过这种低成本的变速器有效代替小型车辆的常规自动变速器。
由于传统变速器在传动过程中有扭矩中断会使车辆在驾驶时舒适度不佳。
因此，他们设计了与传统变速箱相比操作操作更简便，燃油经济性更好的，并且带有运动驾驶风格的自动化变速器。
这篇文章介绍了欧宝新推出的MTA 的设计和性能特点。
变速器的设计这款新推出的变速器是在Opel公司五速手动变速箱(F17-5)的基础上开发的，它的扭矩容量为190Nm。
这款变速器用在中小型汽油发动机手动档车型上的排量高达1.4L，用在材油机手动挡车型上的排量为1.3L。
虽然拥有高达200Nm转矩容量的6速变速箱越来越受到欢迎，但是考虑到成本，目前五速版的变速箱任是小型汽车的首选。
这款变速器采用拨叉和同步器进行换档，所选的齿轮组传动比范围为5.53，这对于一个五速变速箱来说是一个相当大的传动比范围。
由于较大的传动比范围，使得一档工作时不需要输入较大的转矩，使驾驶舒适性能得到提高，且在五档工作时不需要发动机输入较高的转速就可以获得较高的驾驶速度，还能够降低噪音，提高燃油经济性。
后者是实现自动手动变速器而不损失任何性能，因为加速度可以通过快速自动降档来实现。
汽车手动变速器外文文献翻译、中英文翻译、外文翻译
附录外文文献Manual transmission is the most basic of transmission of a type, its effect is changing, and provide the transmission reverse and neutral. Usually, the pilot on the clutch pedal through manipulation and in any HuanDangGan can choose between gear. There are a few manual transmission, such as motorcycles, cars, some transmission shift transmission allows only sequence, the transmission is called sequence shift transmission. In recent years, along with the electronic control components durability, computerized automatic switching clutch automatic shift of transmission in Europe since the start line are more and more popular, car Volkswagen and ford are sold in the city on the double clutch provide updated generation, transmission from the start with two clutches, every shift automatically switch to another group of clutch engagement, need not as quick as traditional in manual have only one group separated again clutch engagement, shifting speed is faster, more small change gear vibration.Internal structure: shaftDecorate a form of transmission shaft type usually have two and three shaft type two kinds. Usually a rear wheel drive car will adopt three axis type, i.e. input shaft transmission, the output shaft and oart. Input shaft front associated with engine, borrow clutch output shaft back-end through the flange and universal transmission device connected.Input shaft and the output shaft in the same horizontal line, with their oart parallel arrangement. From the input shaft power through the gears to preach to the output shaft oart again. In many input and output shaft transmission shaft could engage in together, so to power, then the gear oart called directly. Direct files through uniaxial transmission, the ratio of 1:1, the highest transmission efficiency. Even in the transmission directly, cannot offer the input shaft, and the output shaft is decorated in a straight line to reduce work needed to inherit the torque transmission.Reversing deviceGenerally speaking, the reverse gear reducer than can alsosynchronizerIn synchronized meshing gears have type synchronizer Settings, can make two gear engagement in the first, before the speed reached synchronizer in all of this manual gear transmission of the car has been usedClutch,The clutch is can make two gear with a separate with mechanical parts, two gear transmission power can be combined, but when to speed, so will depend on the first two gear clutch, change gear ratio, the two gear transmission power, continue again Control：GearIn simple terms, the high speed, low speed ShengDang when the time cameEvery car high speedCompared with automatic transmissionThis refers to the automatic transmission of traditional hydraulic transmission, namely through hydraulic torque converter and planetary gear transmission power automatic transmission.Advantages： transmission efficiency than automatic gearboxes for high, of course, theoretically can compare economical.maintenance will be cheaper than transmission.If you want to higher cost, can begin from both the row of convenience and high power附录外文文献的中文翻译手动变速器是汽车变速器中最基本的一种类型，其作用是改变传动比，并提供倒档和空档。
汽车变速器设计Transmission-design毕业论文外文文献翻译及原文
毕业设计（论文）外文文献翻译文献、资料中文题目：汽车变速器设计文献、资料英文题目：Transmission design文献、资料来源：文献、资料发表（出版）日期：院（部）：专业：机械设计制造及其自动化班级：姓名：学号：指导教师：翻译日期： 2017.02.14毕业论文（设计）外文文献翻译汽车变速器设计我们知道，汽车发动机在一定的转速下能够达到最好的状态，此时发出的功率比较大，燃油经济性也比较好。
因此，我们希望发动机总是在最好的状态下工作。
但是，汽车在使用的时候需要有不同的速度，这样就产生了矛盾。
这个矛盾要通过变速器来解决。
汽车变速器的作用用一句话概括，就叫做变速变扭，即增速减扭或减速增扭。
为什么减速可以增扭，而增速又要减扭矩呢？设发动机输出的功率不变，功率可以表示为N=wT，其中w是转动的角速度，T是扭矩。
当N固定的时候，w与T是成反比的。
所以增速必减扭矩，减速必增扭矩。
汽车变速器齿轮传动就根据变速变扭的原理，分成各个档位对应不同的传动比，以适应不同的运行状况。
一般的手动变速器内设置输入轴、中间轴和输出轴，又称三轴式，另外还有倒档轴。
三轴式是变速器的主体结构，输入轴的转速也就是发动机的转速，输出轴转速则是中间轴与输出轴之间不同齿轮啮合所产生的转速。
不同的齿轮啮合就有不同的传动比，也就有了不同的转速。
例如郑州日产ZN6481W2G型SUV车手动变速器，它的传动比分别是：1档3.704:1；2档2.202:1；3档1.414:1；4档1:1；5档（超速档）0.802:1。
当汽车启动司机选择1档时，拨叉将1/2档同步器向后接合1档齿轮并将它锁定输出轴上，动力经输入轴、中间轴和输出轴上的1档齿轮，1档齿轮带动输出轴，输出轴将动力传递到传动轴上（红色箭头）。
典型1档变速齿轮传动比是3:1,也就是说输入轴转3圈，输出轴转1圈。
当汽车增速司机选择2档时，拨叉将1/2档同步器与1档分离后接合2档齿轮并锁定输出轴上，动力传递路线相似，所不同的是输出轴上的1档齿轮换成2档齿轮带动输出轴。
文献翻译：手动变速器基础
Manual Transmission BasicsIt's no secret that cars with manual transmissions are usually more fun to drive than their automatic-equipped counterparts. If you have even a passing interest in the act of driving, then chances are you also appreciate a fine-shifting manual gearbox. But how does a manual trans actually work? With our primer on automatics(or slushboxes, as detractors call them) available for your perusal, we thought it would be a good idea to provide a companion overview on manual trannies, too.A brief history lesson shows that manual transmissions preceded automatics by several decades. In fact, up until General Motors offered an automatic in 1938, all cars were of the shift-it-yourself variety. While it's logical for many types of today's vehicles to be equipped with an automatic -- such as a full-size sedan, SUV or pickup -- the fact remains that nothing is more of a thrill to drive than a tautly suspended sport sedan, sport coupe or two-seater equipped with a precise-shifting five- or six-speed gearbox. It's what makes cars such as a Corvette, Mustang, Miata or any BMW sedan or coupe some of the most fun-to-drive cars available today.We know which types of cars have manual trannies. Now let's take a look at how they work. From the most basic four-speed manual in a car from the '60s to the most high-tech six-speed in a car of today, the principles of a manual gearbox are the same. The driver must shift from gear to gear. Normally, a manual transmission bolts to a clutch housing (or bell housing) that, in turn, bolts to the back of the engine. If the vehicle has front-wheel drive, the transmission still attaches to the engine in a similar fashion but is usually referred to as a transaxle. This is because the transmission, differential and drive axles are one complete unit. In a front-wheel-drive car, the transmission also serves as part of the front axle for the front wheels. In the remaining text, a transmission and transaxle will both be referred to using the term transmission.The function of any transmission is transferring engine power to the driveshaft and rear wheels (or axle halfshafts and front wheels in a front-wheel-drive vehicle). Gears inside the transmission change the vehicle's drive-wheel speed and torque in relation to engine speedand torque. Lower (numerically higher) gear ratios serve as torque multipliers and help the engine to develop enough power to accelerate from a standstill.Initially, power and torque from the engine comes into the front of the transmission and rotates the main drive gear (or input shaft), which meshes with the cluster or counter shaft gear -- a series of gears forged into one piece that resembles a cluster of gears. The cluster-gear assembly rotates any time the clutch is engaged to a running engine, whether or not the transmission is in gear or in neutral.There are two basic types of manual transmissions. The sliding-gear type and the constant-mesh design. With the basic -- and now obsolete -- sliding-gear type, nothing is turning inside the transmission case except the main drive gear and cluster gear when the trans is in neutral. In order to mesh the gears and apply engine power to move the vehicle, the driver presses the clutch pedal and moves the shifter handle, which in turn moves the shift linkage and forks to slide a gear along the mainshaft, which is mounted directly above the cluster. Once the gears are meshed, the clutch pedal is released and the engine's power is sent to the drive wheels. There can be several gears on the mainshaft of different diameters and tooth counts, and the transmission shift linkage is designed so the driver has to unmesh one gear before being able to mesh another. With these older transmissions, gear clash is a problem because the gears are all rotating at different speeds.All modern transmissions are of the constant-mesh type, which still uses a similar gear arrangement as the sliding-gear type. However, all the mainshaft gears are in constant mesh with the cluster gears. This is possible because the gears on the mainshaft are not splined to the shaft, but are free to rotate on it. With a constant-mesh gearbox, the main drive gear, cluster gear and all the mainshaft gears are always turning, even when the transmission is in neutral.Alongside each gear on the mainshaft is a dog clutch, with a hub that's positively splined to the shaft and an outer ring that can slide over against each gear. Both the mainshaft gear and the ring of the dog clutch have a row of teeth. Moving the shift linkage moves the dog clutch against the adjacent mainshaft gear, causing the teeth to interlock and solidly lock the gear to the mainshaft.To prevent gears from grinding or clashing during engagement, a constant-mesh, fully "synchronized" manual transmission is equipped with synchronizers. A synchronizertypically consists of an inner-splined hub, an outer sleeve, shifter plates, lock rings (or springs) and blocking rings. The hub is splined onto the mainshaft between a pair of main drive gears. Held in place by the lock rings, the shifter plates position the sleeve over the hub while also holding the floating blocking rings in proper alignment.That's the basics on the inner workings of a manual transmission. As for advances, they have been extensive over the years, mainly in the area of additional gears. Back in the '60s, four-speeds were common in American and European performance cars. Most of these transmissions had 1:1 final-drive ratios with no overdrives. Today, overdriven five-speeds are standard on practically all passenger cars available with a manual gearbox.Overdrive is an arrangement of gearing that provides more revolutions of the driven shaft (the driveshaft going to the wheels) than the driving shaft (crankshaft of the engine). For example, a transmission with a fourth-gear ratio of 1:1 and a fifth-gear ratio of 0.70:1 will reduce engine rpm by 30 percent, while the vehicle maintains the same road speed. Thus, fuel efficiency will improve and engine wear will be notably reduced. Today, six-speed transmissions are becoming more and more common. One of the first cars sold in America with a six-speed was the '89 Corvette. Designed by Chevrolet and Zahnradfabrik Friedrichshafen (ZF) and built by ZF in Germany, this tough-as-nails six-speed was available in the Corvette up to the conclusion of the '96 model year. Today, the Corvette uses a Tremec T56 six-speed mounted at the back of the car.Many cars are available today with six-speeds, including the Mazda Miata, Porsche Boxster S and 911, Dodge Viper, Mercedes-Benz SLK350, Honda S2000, BMW 3-Series and many others. Some of these gearboxes provide radical 50-percent (0.50:1) sixth-gear overdrives such as in the Viper and Corvette, while others provide tightly spaced gear ratios like in the S2000 and Miata for spirited backroad performance driving. While the bigger cars mentioned above such as the Viper and Vette often have two overdrive ratios (fifth and sixth) the smaller cars like the Celica and S2000 usually have one overdriven gear ratio (sixth) and fifth is 1:1.Clearly a slick-shifting manual transmission is one of the main components in a fun-to-drive car, along with a powerful engine, confidence-inspiring suspension and competent brakes. For more information on a manual transmission's primary partner component, check out our basic primer on clutches and clutch operation.附录B 文献翻译手动变速器基础汽车手动变速器相比于自动变速器的驾驶装备来说，在驾驶方面拥有更多的乐趣，这已不再是什么秘密了。
变速器外文文献翻译、中英文翻译、外文翻译
TRANSMISSIONEngine output speed is very high, the power and the maximum torque in certain areas of the speed. In order to exert the engine, you must have the best performance, to coordinate the speed of the engine and the actual speeds. Transmission in automobile driving process between the engine and wheels, in different ratios, through the shift in the engine can work under the condition of the best performance. The development trend of the transmission is more complex, more and more is also high automation degree, automatic transmission is the mainstream of the future.Car engines in certain speed can reach the best state, the output power of the bigger, fuel economy and better. Therefore, we hope in the best condition engine always work. But, in the use of the car to have different speed, the contradictions. This contradiction through the transmission to solve.Auto transmission function in a single sentence, is called the speed change, which reduced growth slowing or thickening twist. Why can increase twist, and slowing growth and to reduce twist? Put the power output unchanged, the engine power can be expressed as N = wT, w is turning, T is the angular torque. When N fixed, w and T is inversely proportional to the. So the growth will be reduced, slow increase twist. Auto transmission gear transmission is based on the principle of variable twist, each corresponding to different into gear transmission, in order to adapt to the different operating conditions.General manual transmission shaft set the input and output shaft, and say, another three axis reverse axis. Three main transmission shaft type is the speed of the input shaft structure, the speed of the engine, is also the output shaft speed is presented. By output shaft gear generated between different speeds. The gear is different with different ratio, also have different speed. Such as Zhen Zhou Nissan ZN6481W2G type SUV driver’s dynamic transmission, it is respectively: 1 ratio of 1:3.704 gears, 2.202 2:1, 3:1; 1.414 4 gears, - 5 (1): overdrive dependent.When the car started when the driver choose 1 files, dial 1 1/2 shift fork synchronizer backward joints and 1 shift gear lock on the output shaft, and the power input shaft, and the output shaft shift gears, 1 shift gear drive output shaft, output shaft will power to transmission (red arrows). The typical one shift gear ratio is 3:1, i.e. input shaft turn 3 laps, output shaft turn 1 lap.When the car growth drivers choose 2 files, dial 1 1/2 shift fork synchronizer and 1 separateness from 2 after mating locking output shaft gear and power transmission line, which is similar to the output shaft gear with 2, 1 files output shaft gear. The typical 2 shift gear ratio is 2.2:1, input, output shaft turning 2.2 pivot, 1-1 RPMincreases, torque shift.When gas growth drivers choose 3, dial 1 1/2 shift fork to synchronizer, and back to space three/four file synchronizer will move until 3 gear lock in the output shaft, make the power from the first shaft -- -- on the output shaft transmission gears, 3 through the output shaft gear shifting speed. The typical 3 ratio was 1.7:1, the input shaft turning circle, the output shaft 1.7 turn 1 ring, is further growth.When gas growth drivers choose 4 gears, fork will 3/4 file synchronizer from 3 gear directly with the input shaft driving gear engagement, power transmission directly from the input shaft to the output shaft, and the output shaft is 1:1 ratio and the input shaft speed. Due to the force, and the direct oart shift, the gear transmission efficiency ratio. Cars run most time in order to achieve the best directly file fuel economy.Shift to go into space, transmission in the transmission gears have locked in the output shaft, they cannot drive the output shaft rotation, no power output.General car manual transmission ratio main points above 1-4, usually designers to first identify the lowest (1) and (4) transmission, the ratio between after general distribution according to form. In addition, there is a reverse and overdrive, overdrive called 5 files.When the car to accelerate whether isolated car drivers choose more than 5, 5 gear transmission is typical 0.87:1, namely with big gear drive pinion gear turns, when active 0.87 lap, passive gear has turned over one lap.When the reverse in the opposite direction to the output shaft rotation. If a gear when reverse rotation, plus a gear will become a positive spin. Using this principle, will add a reverse gear do "medium", the direction of rotation axis, so has reversed a reverse axis. Reverse transmission shaft independent in housing, and parallel axis, when oart in gear and gear and oart output shaft gear, output shaft to will instead.Usually the reverse synchronizer is controlled by the jointing, so May 5 files and reverse position is in the same side. Due to the middle, reverse gear transmission is generally greater than 1 gear transmission ratio, twist, some cars met with forward instead of steep open up in reverse.From driving gear transmission is smooth; more is better, more adjacent gear shift between the transmission ratio, shift easy and smooth. But the gear transmission fault is more complex structure, big volume and light auto transmission is now commonly 4-5. At the same time, the transmission ratio is not an integer, but with the decimal point, this is not the whole number of meshing gears, two gear ratio is the euploid number will lead to two gear surface non-uniform wear, tooth surface quality of differences.Manual transmission and synchronizerManual transmission is one of the most common transmissions, referred to as MT. Its basic structure in a single sentence is a central axis, two input shaft, namely, the axial and axial oart, they constituted the transmission of the subject, and, of course, a reverse axis. Manual transmission gear transmission and manual, contain can in axial sliding gears, through different meshing gears to change gear of torsional purpose. The typical structure and principle of the manual transmission.Input shaft also says, it's in front of the spline shaft directly with clutch platen, thus the spline set by the engine relay of torque. The first shaft gear meshing gears, often with oart as input shaft, and the gear on oart will turn. Also called shaft, because even more solid shaft of gear. The output shaft, and the second shaft position have the drive shaft gear, may at any time and under the influence of the control devices and the corresponding oart gear, thus changing the speed and torque itself. The output shaft is associated with tail spline shaft torque transmission shaft, through to drive to gear reducer.Predictably, transmission gear drive forward path is: input shaft gear - oart gnaws gear - because the second shaft gear - corresponding gear. Pour on the axle gear can also control device, by moving axis in the strike, and the output shaft gear and oart gear, in the opposite direction.Most cars have five forward and reverse gear, each one has certain ratio, the majority of gear transmission more than 1, 4 gears transmission is 1, called directly, and ratio is less than 1 of article 5 gear shift accelerated called. The output axis gear in the mesh position, can accept power transmission.Due to the gearbox output shaft to input shaft and the speed of their gear rotating, transform a "synchronization problem". Two rotating speed different meshing gears forcibly inevitable impact and collision damage gear. Therefore, the old transmission shift to use "two feet on-off" method, accelerate in neutral position shift to stay for a while, in the space location on the door, in order to reduce gear speed. But this operation is more complex, difficult to grasp accurately. Therefore designers to create "synchronizer", through the synchronizer will make the meshing gears reach speed and smooth.Currently the synchronous transmission adopts is inertial synchronizer, it mainly consists of joints, synchronizer lock ring etc, it is characteristic of the friction effect on achieving synchronization. Mating, synchronizer and mating locking ring gear tooth circle have chamfering (locking horns), the synchronizer lock ring inside surface of gear engagement ring and the friction surface contact. The lock horns with cone when designing the proper choice, has been made to the surface friction of meshinggears with gear synchronous, also can rapid produces a locking function, prevent the synchronous before meshing gears. When synchronous lock ring of gear engagement with surface contact surface, the outer circle in friction torque under the action of gear speed rapid decrease (increase) or to synchronous speed equal, both locking ring spun concurrent, relative to lock ring gear synchronous speed is zero, thus inertia moment also disappear, then in force, driven by the junction of unimpeded with synchronous lock ring gear engagement, and further to engagement with the engagement ring gear tooth and complete shift process变速器发动机的输出转速非常高，最大功率及最大扭矩在一定的转速区出现。
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附录外文文献
Manual transmission is the most basic of transmission of a type, its effect is changing, and provide the transmission reverse and neutral. Usually, the pilot on the clutch pedal through manipulation and in any HuanDangGan can choose between gear. There are a few manual transmission, such as motorcycles, cars, some transmission shift transmission allows only sequence, the transmission is called sequence shift transmission. In recent years, along with the electronic control components durability, computerized automatic switching clutch automatic shift of transmission in Europe since the start line are more and more popular, car Volkswagen and ford are sold in the city on the double clutch provide updated generation, transmission from the start with two clutches, every shift automatically switch to another group of clutch engagement, need not as quick as traditional in manual have only one group separated again clutch engagement, shifting speed is faster, more small change gear vibration.
Internal structure: shaft
Decorate a form of transmission shaft type usually have two and three shaft type two kinds. Usually a rear wheel drive car will adopt three axis type, i.e. input shaft transmission, the output shaft and oart. Input shaft front associated with engine, borrow clutch output shaft back-end through the flange and universal transmission device connected.
Input shaft and the output shaft in the same horizontal line, with their oart parallel arrangement. From the input shaft power through the gears to preach to the output shaft oart again. In many input and output shaft transmission shaft could engage in together, so to power, then the gear oart called directly. Direct files through uniaxial transmission, the ratio of 1:1, the highest transmission efficiency. Even in the transmission directly, cannot offer the input shaft, and the output shaft is decorated in a straight line to reduce work needed to inherit the torque transmission.
Reversing device
Generally speaking, the reverse gear reducer than can also
synchronizer
In synchronized meshing gears have type synchronizer Settings, can make two gear engagement in the first, before the speed reached synchronizer in all of this manual gear transmission of the car has been used
Clutch,
The clutch is can make two gear with a separate with mechanical parts, two gear transmission power can be combined, but when to speed, so will depend on the first two gear clutch, change gear ratio, the two gear transmission power, continue again
Control：
Gear
In simple terms, the high speed, low speed ShengDang when the time came Every car high speed
Compared with automatic transmission
This refers to the automatic transmission of traditional hydraulic transmission, namely through hydraulic torque converter and planetary gear transmission power automatic transmission.
Advantages： transmission efficiency than automatic gearboxes for high, of course, theoretically can compare economical.maintenance will be cheaper than transmission.If you want to higher cost, can begin from both the row of convenience and high power
附录外文文献的中文翻译
手动变速器是汽车变速器中最基本的一种类型，其作用是改变传动比，并提供倒档和空档。
通常，驾驶员通过踩离合器踏板和操纵换挡杆可以在任何档位间进行选择。
也有少数手动变速器，如摩托车变速器，某些赛车变速器，只允许顺序换挡，这些变速器被称为顺序换挡变速器。
近年来随着电子控制元件耐用度的改善，由电脑控制自动切换离合器自动换档的自动手排变速箱在欧洲车上也愈来愈普及，福斯汽车与福特汽车则在市售车上提供更新一代的双离合器自动手排，变速箱同时具有两组离合器，每次换档时自动切换到另一组未使用的离合器迅速啮合，不需如传统手排变速箱得等唯一一组离合器分开后再重新啮合，换档速度更快，换档震动也更小。
内部结构
传动轴
传动轴的布置形式通常有两轴式和三轴式两种。
通常后轮驱动的汽车会采用三轴式变速器，即输入轴，输出轴和中间轴。
输入轴前端借离合器与发动机相联，输出轴后端通过凸缘与万向传动装置相联。
输入轴与输出轴置于同一条水平线上，中间轴则与它们平行布置。
动力通过齿轮从输入轴传至中间轴再传至输出轴。
在许多变速器中输入轴和输出轴能接合在一起，因此动力不必经过中间轴，这时的档位称为直接档。
直接档通过单轴传动，传动比为1:1，具有最高的传动效率。
即使在不能提供直接档的变速器中，把输入轴与输出轴布置在一条直线上也有利于降低工作时变速器所需承受的扭矩。
倒档装置
一般来说, 倒档的减速比都会比一档的还大
同步器
在同步啮合变速式中则有同步器的设置，可使两个齿轮在接合前速度先达到一致，此种同步器在所有的手动排档汽车的变速器中都已使用
离合器
离合器是可以使两个齿轮分开跟结合的一个机械部分, 两个齿轮结合的时候可以传输动力, 却没办法变速, 所以要靠离合器先把两个齿轮分开, 改换齿轮比, 再把两个齿轮结合, 再继续传输动力
操纵机构
档位选择
简单来说, 转速过高的时候升档, 转速过低的时候降档
转速高低每台车不一样
与自动变速器的比较
此处的自动变速器是指传统的液力式自动变速器，即通过液力变矩器及行星齿轮传递动力的自动变速器。
优点：
传输效率比自动变速箱为高，当然理论上会比较省油
维修保养上会比自动变速箱便宜
如果愿意以较高成本使用自动手排，则可以兼顾自排的方便性及手排的高效率。