外文翻译：手动变速器

附录

附录A.

Manual Transmission

It’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 counter

sha 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 part

of 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. 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 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。哪怕你对驾驶仅有一点兴趣，那么你也会对一个齿轮变速器的完美工作刮目相看。那么手动变速器到底是怎么工作的呢？

手动变速器在几十年以前就被自动变速箱所取代了，事实上从前的车都是配备的手动变速箱，直到1938年通用汽车公司推出第一款自动变速车。今天的诸多车辆像轿车、越野车、小型载货汽车采用自动变速是很符合逻辑的，因为没有任何事会比驾驶一个配有5-6个档的手动变速箱的车更令人紧张不安了。

现在让我们看看他们是怎么工作的。从60年代的四速手动到今天的最高六速变速器的基本原理是没有改变的。驾驶员仍然要操纵齿轮使其相互啮合。通常，变速器与离合器壳连接，离合器的另一面再同发动机相连。如果是前轮驱动的车仍然是这种简单的连接方式，但要称其为驱动桥，这是因为变速箱和驱动轴是一个整体的机构。在前驱车上变速箱也是前轮驱动桥的一部分。在过去的概念中变速器跟驱动桥被统称为变速驱动桥。

变速箱的功能就是将发动机的动力传递给驱动轴和后轮（前驱车是传递给半轴和前轮）通过变速箱中的齿轮改变了发动机传给车轮的速度和扭矩。低传动比能够增大扭矩使发动机有足够的加速能量。

起初，发动机将动力和扭力传给变速箱的输入轴，输入轴上的齿轮与中间轴上的齿轮啮合，从而形成一个齿轮组。这个齿轮组的任何一次转动都是离合器与运转的发动机相连的结果，总之变速器就是一个齿轮的组合体。

有两种手动变速器。滑动型的和常啮合型的。滑动型的（已经不用）变速器处于空档时，除了主动齿轮和齿轮组转动其他都是不转的。为了使齿轮啮合从而让发动机输出的动力带动汽车运动驾驶员要踏下离合器踏板同时操作换档杆。换档杆会联动换档拨叉带动安装在输入轴上的相应齿轮沿输入轴移动。一旦齿轮啮合，释放离合器踏板后发动机动力就会传给驱动轮。输入轴上会有多个不同直径不同齿数的齿轮。因为换档是联动的所以驾驶员必须使已经啮合的齿轮分离才能使另一对齿轮啮合。由于齿轮啮合时的速度不同，老式变速箱会有换档冲击的问题。

现代的变速箱都是常啮合型的，齿轮布置是沿用滑动型的布置方式。然而所有主轴上的齿轮与中间轴上齿轮都是常啮合的，这是因为主轴上的齿轮在轴上是可以来回移动的而不是用花键链连接的。即使变速箱处于空档状态，常啮合型变速箱上的各个

齿轮都是在转动的。

主轴上每个齿轮旁边都有一个爪式离合器（接合套），花键毂用内花键连接在主轴上的花键上。主轴上的齿轮和接合套的外环都有花键。当操纵换档杆时就会使接合套对着主轴齿轮移动，最终使接合套与齿轮互锁从而使齿轮啮合随主轴转动。

为了避免齿轮换档同步前啮合时产生的接合齿间冲击，手动变速器上安装了同步器。同步器由花键毂、套筒、拨叉、弹簧、锁环等组成。花键毂位于一对主动齿轮中间并由花键固定在主轴上。锁环的齿圈是锁止件，滑块装在花键毂上的轴向槽内，沿槽可以轴向移动。滑块和弹簧是推动件。滑块两端伸入锁环的缺口中，滑块窄缺口宽，且只有当滑块位于锁环缺口中央时，结合套与锁环才能接合。

同步器的花键毂和套筒是由钢制成的，但用于与齿轮产生摩擦来减慢速度的锁环使用青铜一类的较软材料制成的，锁环上有短花键齿圈。大多数同步器都有两个作用，向一个方向运动使一个齿轮与主轴锁定，在另外一个方向使其与第一个齿轮分离，经过一个空档位置后与另一个齿轮啮合。

这就是手动变速器的内部工作原理。几十年来的发展中主要在齿轮数上又有所增加。在60年代的欧美等国四速汽车已很普遍，变速箱的传动比都是1：1，没有更高的了，而在今天，作为载客汽车五速已经是最低的了。

超速传动是一种新的齿轮的布置方式，这种布置方式使汽车的驱动轮获得动力比发动机曲轴输出的动力更大。例如，一个四速的变速器的传动比是1：1而五速的是0.7：1，这会使发动机的转速降低30%但行驶速度却是相同的。这样燃油的消耗量和发动机的磨损都会下降。如今六速车已经变得越来越普遍。第一辆六速车是由美国雪佛兰汽车公司和Zahnradfabrik Friedrichshafen公司共同设计并由Zahnradfabrik Friedrichshafen公司在德国制造的89 Corvette（89版克尔维特）。即使跟现在96版的克尔维特比这款六速车仍然是值得称赞的。今天克尔维特用的是Tremec T56六速手排变速箱。

现代的很多车都配备六速变速器包括马自达的马尔塔、保时捷的Boxster S 和911、道奇的Viper、奔驰的SLK320、本田的S2000、丰田的塞利卡等品牌。这些车中像Viper 和Corvette,的变速器超速传动达到50%，有些品牌像S2000 和Celica超速传动有更大的提高。以上提到的大型车像Viper 和Vette通常有两个传动比（五速和六速），小型车像Celica 和S2000有一个传动比（六速），五档的传动比为1：1。

很显然除了发动机的强大动力、可靠的悬挂系统和制动系统外，平顺的换档是驾驶乐趣中的又一大重要组成部分。

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。典型3档传动比是1.7:1，输入轴转1.7圈，输出轴转1圈，是进一步的增速。 当汽车加油增速司机选择4档时，拨叉将3/4档同步器脱离3档齿轮直接与输入轴主动齿轮接合，动力直接从输入轴传递到输出轴，此时传动比1:1，即输出轴与输入轴转速一样。由于动力不经中间轴，又称直接档，该档传动比的传动效率最高。汽车多数运行时间都用直接档以达到最好的燃油经济性。 换档时要先进入空档，变速器处于空档时变速齿轮没有锁定在输出轴上，它们不能带动输出轴转动，没有动力输出。 一般汽车手动变速器传动比主要分上述1－4档，通常设计者首先确定最低（1档）与最高（4档）传动比后，中间各档传动比一

机械毕业设计英文外文翻译436手动变速器 (2)

附录 附录A. Manual Transmission It’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 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 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,

外文文献翻译：汽车的发展

The development of automobile As the world energy crisis and the war and the energy consumption of oil -- and are full of energy in one day someday it will disappear without a trace. Oil is not inresources. So in oil consumption must be clean before finding a replacement. With the development of science and technology the progress of the society people invented the electric car. Electric cars will become the most ideal of transportation. In the development of world each aspect is fruitful especially with the automobile electronic technology and computer and rapid development of the information age. The electronic control technology in the car on a wide range of applications the application of the electronic device cars and electronic technology not only to improve and enhance the quality and the traditional automobile electrical performance but also improve the automobile fuel economy performance reliability and emission spurification. Widely used in automobile electronic products not only reduces the cost and reduce the complexity of the maintenance. From the fuel injection engine ignition devices air control and emission control and fault diagnosis to the body auxiliary devices are generally used in electronic control technology auto development mainly electromechanical integration. Widely used in automotive electronic control ignition system mainly electronic control fuel injection system electronic control ignition system electronic control automatic transmission electronic control ABS/ASR control system electronic control suspension system electronic control power steering system vehicle dynamic control system the airbag systems active belt system electronic control system and the automatic air-conditioning and GPS navigation system etc. With the system response the use function of quick car high reliability guarantees of engine power and reduce fuel consumption and emission regulations meet standards. The car is essential to modern traffic tools. And electric cars bring us infinite joy will give us the physical and mental relaxation. Take for example automatic transmission in road can not on the clutch can achieve automatic shift and engine flameout not so effective improve the driving convenience lighten the fatigue strength. Automatic transmission consists mainly of hydraulic torque converter gear transmission pump hydraulic control system electronic control system and oil cooling system etc. The electronic control of suspension is mainly used to cushion the impact of the body and the road to reduce vibration that car getting smooth-going and stability. When the vehicle in the car when the road uneven road can according to automatically adjust the height. When the car ratio of height low set to gas or oil cylinder filling or oil. If is opposite gas or diarrhea. To ensure and improve the level of driving cars driving stability. Variable force power steering system can significantly change the driver for the work efficiency and the state so widely used in electric cars. VDC to vehicle performance has important function it can according to the need of active braking to change the wheels of the car car motions of state and optimum control performance and increased automobile adhesion controlling and stability. Besides these appear beyond 4WS 4WD electric cars can greatly improve the performance of the value and ascending simultaneously. ABS braking distance is reduced and can keep turning skills effectively improve the stability of the directions simultaneously reduce tyre wear. The airbag appear in large programs protected the driver and passengers safety and greatly reduce automobile in collision of drivers and passengers in the buffer to protect the safety of life. Intelligent electronic technology in the bus to promote safe driving and that the other functions. The realization of automatic driving through various sensors. Except some smart cars equipped with multiple outside sensors can fully perception of information and traffic facilities

变速器设计文献综述

变速器设计文献综述 摘要：车辆的变速器很大程度上影响着车辆行驶的经济性、动力性、驾乘舒适性，是车辆最重要的部件之一。本文分析了国内外变速器产业的发展状况，介绍了国内外先进的变速器设计方法、科学的开发流程等，还根据我国变速器产业的发展现状提出了一些问题，并且对变速器产业的发展提出了一些合理的建议。 关键词：变速器，科学开发流程、先进设计方法 一.变速器研究意义 变速器是伴随汽车出现的产物，是组成一辆汽车的必需品，而变速器设计更是汽车设计中最重要的环节之一。变速器的作用是用来改变传动比，使发动机尽量工作在有利的工况下，满足不同的行驶要求。在不同的行驶条件下，要求汽车行驶速度和驱动扭矩能在很大范围内变化，而汽车发动机的特性是转速变化范围较小，扭矩变化范围更不可能满足实际路况需要，而变速器能做到在大范围内改变汽车行驶速度的大小和汽车驱动轮上扭矩的大小。因此,变速器的性能直接影响到汽车行驶性能。随着技术进步,变速器在最基本的传动功能之外，也在实现越来越多的功能，例如实现倒车行驶，用来满足汽车倒退行驶的需要; 中断动力传递，在发动机能够怠速运转，汽车换档或需要停车时，中断向驱动轮的动力传递; 实现空档，当离合器接合时，变速箱可以不输出动力。由此可见，研究变速器对汽车产业发展具有十分重大的意义。

二.国内外变速器使用的现状 在欧洲市场上，原本手动变速器占据的绝大部分的市场,在不断被自动变速器侵占。例如在西欧，2005年生产的装配有自动变速器的汽车占汽车总量的23%。而10年前，这个数字仅为13%。可见自动变速器正在成为市场的主流。在中国市场上，配备自动变速器也已经成为车用变速器的重要趋势。然而，在自动变速器方面，由于其新工艺、新技术和设计原理与传统手动变速器有比较大的差异，导致国内厂家在自动变速器的研发上与国际先进水平存在较大差距，即使向国外厂商寻求技术帮助，他们也不约而同地对国内厂家进行了技术封锁，这导致我国的自动变速器相比国外产品性能低下，需要大量依赖进口。据统计，进口产品占我国自动变速器市场的78%。而在手动变速器方面，经过长时间的发展，设计原理和生产工艺等都较为成熟，技术难度也相对较低，因此我国通过引进国外先进技术，消化吸收并自主创新，能做到自主生产，基本满足了本土车辆厂商的生产需要。可以预见的是，未来汽车变速器的市场将以自动变速器为主，发展和掌握高端自动变速器制造技术是追赶世界变速器制造技术的重要途径。而优先开发手自一体变速器在技术上可以延续我国在手动变速箱上积累的经验，更有利于我国变速器产业的发展。 三. 国外变速器先进的设计方法 近10年以来，我国变速器产业特别重视新产品的开发研制，无论是从人力物力的投入，还是资金的投入，都是非常巨大的。

二轴式手动变速器外文翻译

外文翻译 文章出处《Tribology International》, 2009, 42(5):714-723 译文： 有限元热分析的陶瓷离合器 1 引言 磨料空转车辆离合器是力封闭联轴器。扭矩和高速传输被压紧表面之间产生的摩擦力所保证。应用陶瓷是因为它作为摩擦介质具有好耐热和耐磨损性能，提供了机会以驱动更高的压力，以及一个低的密度。因此，一个提功率密度启用了一个平行的最小化建筑空间。 测量使用陶瓷饰面离合器盘的第一个原型在卡尔斯鲁厄大学的一个实验室专门从事客车驱动系统进行了测试执行。在分析过程中的有限元（FE）模型是将与测量数据和测量条件的知识所构成。计算的目的是要确定在离合器盘上温度的分布以及环境中的在每一时刻的及时测量目。至关重要的是熟悉的温度范围，为了检验该系统的耐磨特性。因此，重要信息从测量数据中得出。在临界负载的情况下，预计最高温度必须在时间和空间上进行预测，为保护接近发热体的位置测量工具的。 本研究的目的是分析和修改该离合器系统通过改进，以提供更好的工作条件热传导和系统或增加转化成摩擦热的能量的对流。此外，人们希望找到更有效的更好的离合器系统设计方案。 计算是由宇宙星空的设计的软件进行的。在模型开发阶段，非常谨慎，必须采取几何元素，选择适当的简化尺寸，并且由于正确调整的时间步长大量的硬件要求瞬态计算。热物性参数的改变，如表面热对流化系数和热负荷，必须考虑到到在一个持续的基础上在时间和地点方面。离合器系统的分析测试这两方面，只能通过加热隔板连接的两个独立的模型来管理，根据该假说认为，接触温度必须是在两个相同的双方，同时他们要有适当接触，其价值需通过迭代来进行调整。计算显示，该热分区按周期变化，它沿不同的内，外接触环。在不同的冷却特性下，在陶瓷和钢之间的结果是不同的，热流从陶瓷侧面向钢侧流动。此热流也通过迭代确定;它的价值也改变了周期和不同沿着所述内和外接触环。 2 采用工程陶瓷作为摩擦材料的第一个原型机 这款检查过的离合器盘是根据“特定的陶瓷”产品而开发的，此材料的研发过程在流程在卡尔斯鲁厄大学的Institute for Product Development (IPEK)杂志上发表过。此开发过程已经具有的可能性，用于连接到一个真实的传动轴；甚至，它为面板有一个好的初始行为起到一个很好的缓冲作用。磨料配件必须符合以下基本要求：

变速器设计,中英文带翻译

原文： Transmission design As we all know automobile engine to a certain speed can be achieved under the best conditions, when compared issued by the power, fuel economy is relatively good. Therefore, we hope that the engine is always in the best of conditions to work under. However, the use of motor vehicles need to have different speeds, thus creating a conflict. Transmission through this conflict to resolve. Automotive Transmission role sum up in one sentence, called variable speed twisting, twisting or slow down the growth rate by increasing torsional. Why can slow down by twisting, and the growth rate but also by twisting? For the same engine power output, power can be expressed as N = WT, where w is the angular velocity of rotation. When N fixed, w and T is inversely proportional to the. Therefore, the growth rate will reduce twisting, twisting slowdown will increase. Automotive Transmission speed gear based on the principle of variable twisted into various stalls of different transmission ratio corresponding to adapt to different operational conditions. General to set up a manual gearbox input shaft, intermediate shaft and output shaft, also known as the three-axis, as well as Daodang axis. Three-axis is the main transmission structure, input shaft speed is the speed of the engine, the output shaft speed is the intermediate shaft and output shaft gear meshing between different from the speed. Different gears are different transmission ratio, and will have a different speed. For example Zhengzhou richan ZN6481W2G manual transmission car-SUV, its transmission ratio are: 1 File 3.704:1; stalls 2.202:1; stalls 1.414:1; stalls 1:1 5 stalls (speeding file) 0.802: 1. When drivers choose a launch vehicle stalls, Plectrum will be 1 / 2 file synchronization engagement with a back stall gear and output shaft lock it, the power input shaft, intermediate shaft and output shaft gear of a stall, a stall the output shaft gear driven, and the output shaft power will be transmitted to the drive shaft (red arrow). A typical stall Biansuchilun transmission ratio is 3:1, that is to say three laps

汽车变速器外文翻译

外文翻译 Auto Transmission First, an overview of automotive transmission and the development trend Automobile available more than a century, especially from the mass production of motor vehicles and the automotive industry since the development of large, Car has been the economic development of the world for mankind to enter the modern life and have had a tremendous impact on the immeasurable, The progress of human society has made indelible contributions to the great, epoch-making set off arevolution. From From the vehicle as a power plant using internal combustion engine to start, auto transmission has become an important component. Is Generation is widely used in automotive reciprocating piston internal combustion engine with a small size, light weight, reliable operation and the use of The advantages of convenience, but its torque and speed range of smaller changes, and complex condition requires the use of motor vehicles Traction and the speed can be considerable changes in the scope. Therefore, its performance and vehicle dynamics and economy of There are large inter-contradictions, which contradictions of modern automotive internal combustion engine by itself is insoluble. Because Here, in the automotive power train set up the transmission and main reducer in order to achieve the purpose of deceleration by moment. Speed The main function of performance: ⑴ change gear ratio of motor vehicles, and expand the wheel drive torque and rotational speed of the Fan Wai, in order to adapt to constantly changing driving cycle, while the engine in the most favorable conditions within the scope of work; ⑵no change in the direction of engine rotation, under the premise of the realization of cars driving back; ⑶the realization of the free, temporary Interruption of power transmission, in order to be able to start the engine, idling, etc.. V ariable-speed drive transmission by the manipulation of institutions and agencies. Change the transmission ratio by way of transmission is divided into There are class-type, non-stage and multi-purpose three. Have class most widely used transmission. It uses gear drive, with a number of transmission ratio setting. Stepless transmission Continuously V ariable Transmission (CVT) transmission ratio of a certain The framework of multi-level changes may be unlimited, there is a common type of power and torque (dynamic fluid-type) and so on. Continuously V ariable Transmission Transmission development is the ultimate goal, because only it can make the most economical engine in working condition Can provide the best vehicle fuel economy and optimal power in order to provide the most comfortable By the feeling. Today's CVT is a typical representative of the CVT

汽车变速器设计外文翻译

汽车变速器设计 ----------外文翻译 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。

变速器外文资料翻译

外文资料翻译 学生姓名：常世鹏 专业班级：车辆工程07级5班 指导教师：朱天军 河北工程大学机电学院 2011 年 6 月 Dual-clutch transmission technology highlights Transmission technology motor vehicles as a whole is shifting from manual to automatic transmission development, especially at this stage of rapid development of computer technology used in variable-speed transmission system, so that the car automatic transmission technology has been rapid development. In recent years, the automotive automatic transmission there are three main types: mechanical electronic control automatic transmission (AMT), Stepless automatic transmission (CVT) automatic transmission and hydraulic machinery (AT). In the electronically controlled automatic transmission in the field of mechanical, in recent years, there is a new

变速箱壳体机械加工工艺设计外文文献翻译、中英文翻译、外文翻译

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机械毕业设计英文外文翻译547运动型7速双离合器变速器系统

附录 附录A外文文献原文 7-Speed Dual Clutch Transmission System for Sporty Application ABSTRACT:With its 7-speed dual clutch transmission, ZF has introduced an innovative transmission for sporty applications. The close ratios combined with extremely spontaneous drive behavior makes it an ideal transmission for sporty applications. This article describes the compact gear set with lubrication by injection for improving the level of efficiency and increasing the engine-speed-strength, the dual clutch unit as well as the hydraulic control unit, which is based on the pre-control principle, are also described in detail. The hy-draulic control principle provides the option of a hydraulic cruise mode in the event of an electronics failure. In addition to the transmission design, functional features that also highlight the sporty character of the transmission are described in detail. Key words: Automatic transmission; Dual clutch; Vehicle connection; Efficiency 1 Introduction When it comes to the field of automatic transmissions, dual clutch systems currently represent the benchmark in terms of spontaneity and sportiness. In this type of transmission, which is based on a countershaft transmission, these advantages are combined with a very direct "vehicle connection", high rpm performance, and excellent transmission efficiency. The 7-speed dual clutch transmission for the standard driveline presented here is designed for a torque capacity of up to 520 Nm and rotational speeds of up to 9250 rpms. In order to be able to achieve these performance data in the existing installation space, a concept was developed in which an oil chamber as well as lubrication by injection are used. Before introducing the transmission′s several unique features in more detail below, an overview of the basic transmission design will be presented, Fig. 1.The engine torque is introduced to the dual clutch via a torsion damper (not shown in Fig. 1). The multidisk clutches in the dual clutch are radially nested in one another and transfer the torque to both input shafts in the countershaft transmission gear set. In this case, due to the