汽車變速器設(shè)計外文翻譯

1、汽車變速器設(shè)計外文翻譯我們知道，汽車發(fā)動機(jī)在一定的轉(zhuǎn)速下能夠達(dá)到最好的狀態(tài)，此時發(fā)出的功率比較大，燃油經(jīng)濟(jì)性也比較好。因此，我們希望發(fā)動機(jī)總是在最好的狀態(tài)下工作。 但是，汽車在使用的時候需要有不同的速度，這樣就產(chǎn)生了矛盾。這個矛盾要通 過變速器來解決。汽車變速器的作用用一句話概括，就叫做變速變扭，即增速減扭或減速增扭。 為什么減速可以增扭，而增速又要減扭呢？設(shè)發(fā)動機(jī)輸出的功率不變，功率可以 表示為N = wT，其中w是轉(zhuǎn)動的角速度，T是扭距。當(dāng)N固定的時候，w與T是 成反比的。所以增速必減扭，減速必增扭。汽車變速器齒輪傳動就根據(jù)變速變扭 的原理，分成各個檔位對應(yīng)不同的傳動比，以適應(yīng)不同的運(yùn)行狀

2、況。一般的手動變速器內(nèi)設(shè)置輸入軸、中間軸和輸出軸，又稱三軸式，另外還有 倒檔軸。三軸式是變速器的主體結(jié)構(gòu)，輸入軸的轉(zhuǎn)速也就是發(fā)動機(jī)的轉(zhuǎn)速，輸出 軸轉(zhuǎn)速則是中間軸與輸出軸之間不同齒輪嚙合所產(chǎn)生的轉(zhuǎn)速。不同的齒輪嚙合就 有不同的傳動比，也就有了不同的轉(zhuǎn)速。例如鄭州日產(chǎn)ZN6481W2型SUV車手動變速器，它的傳動比分別是：1檔3.704: 1; 2檔2.202:1 ; 3檔1.414:1 ; 4檔 1:1 ; 5 檔（超速檔）0.802:1。當(dāng)汽車啟動司機(jī)選擇1檔時，撥叉將1/2檔同步器向后接合1檔齒輪并將它 鎖定輸出軸上，動力經(jīng)輸入軸、中間軸和輸出軸上的 1檔齒輪，1檔齒輪帶動輸 出軸，輸出軸將

3、動力傳遞到傳動軸上（紅色箭頭）。典型 1檔變速齒輪傳動比是 3:1,也就是說輸入軸轉(zhuǎn)3圈，輸出軸轉(zhuǎn)1圈。當(dāng)汽車增速司機(jī)選擇2檔時，撥叉將1/2檔同步器與1檔分離后接合2檔齒 輪并鎖定輸出軸上，動力傳遞路線相似，所不同的是輸出軸上的 1檔齒輪換成2 檔齒輪帶動輸出軸。典型2檔變速齒輪傳動比是2.2:1,輸入軸轉(zhuǎn)2.2圈，輸出軸 轉(zhuǎn)1圈，比1檔轉(zhuǎn)速增加，扭矩降低。當(dāng)汽車加油增速司機(jī)選擇3檔時，撥叉使1/2檔同步器回到空檔位置，又使 3/4檔同步器移動直至將3檔齒輪鎖定在輸出軸上，使動力可以從軸入軸一中間 軸一輸出軸上的3檔變速齒輪，通過3檔變速齒輪帶動輸出軸。典型 3檔傳動比 是1.7:1，輸入軸

4、轉(zhuǎn)1.7圈，輸出軸轉(zhuǎn)1圈，是進(jìn)一步的增速。當(dāng)汽車加油增速司機(jī)選擇4檔時，撥叉將3/4檔同步器脫離3檔齒輪直接與 輸入軸主動齒輪接合，動力直接從輸入軸傳遞到輸出軸，此時傳動比1:1，即輸出軸與輸入軸轉(zhuǎn)速一樣。由于動力不經(jīng)中間軸，又稱直接檔，該檔傳動比的傳動 效率最高。汽車多數(shù)運(yùn)行時間都用直接檔以達(dá)到最好的燃油經(jīng)濟(jì)性。換檔時要先進(jìn)入空檔，變速器處于空檔時變速齒輪沒有鎖定在輸出軸上，它 們不能帶動輸出軸轉(zhuǎn)動，沒有動力輸出。一般汽車手動變速器傳動比主要分上述 1-4檔，通常設(shè)計者首先確定最低（1 檔）與最高（4檔）傳動比后，中間各檔傳動比一般按等比級數(shù)分配。另外，還 有倒檔和超速檔，超速檔又稱為 5檔

5、。當(dāng)汽車要加速超過同向汽車時司機(jī)選擇 5檔，典型5檔傳動比是0.87:1，也 就是用大齒輪帶動小齒輪，當(dāng)主動齒輪轉(zhuǎn) 0.87圈時，被動齒輪已經(jīng)轉(zhuǎn)完1圈了。倒檔時輸出軸要向相反方向旋轉(zhuǎn)。如果一對齒輪嚙合時大家反向旋轉(zhuǎn)，中間 加上一個齒輪就會變成同向旋轉(zhuǎn)。利用這個原理，倒檔就要添加一個齒輪做“媒 介”，將軸的轉(zhuǎn)動方向調(diào)轉(zhuǎn)，因此就有了一根倒檔軸。倒檔軸獨(dú)立裝在變速器殼 內(nèi)，與中間軸平行，當(dāng)軸上齒輪分別與中間軸齒輪和輸出軸齒輪嚙合時，輸出軸 轉(zhuǎn)向會相反。通常倒檔用的同步器也控制5檔的接合，所以5檔與倒檔位置是在同一側(cè)的。 由于有中間齒輪，一般變速器倒檔傳動比大于 1檔傳動比，增扭大，有些汽車遇 到陡坡

6、用前進(jìn)檔上不去就用倒檔開上去。從駕駛平順性考慮，變速器檔位越多越好，檔位多相鄰檔間的傳動比的比值 變化小，換檔容易而且平順。但檔位多的缺點(diǎn)就是變速器構(gòu)造復(fù)雜，體積大，現(xiàn)在輕型汽車變速器一般是4-5檔。同時，變速器傳動比都不是整數(shù)，而是都帶小 數(shù)點(diǎn)的，這是因為嚙合齒輪的齒數(shù)不是整倍數(shù)所致，兩齒輪齒數(shù)是整倍數(shù)就會導(dǎo) 致兩齒輪嚙合面磨損不均勻，使得輪齒表面質(zhì)量產(chǎn)生較大的差異。手動變速器與同步器手動變速器是最常見的變速器，簡稱 MT它的基本構(gòu)造用一句話概括，就是 兩軸一中軸，即指輸入軸、軸出軸和中間軸，它們構(gòu)成了變速器的主體，當(dāng)然還 有一根倒檔軸。手動變速器又稱手動齒輪式變速器， 含有可以在軸向滑動的

7、齒輪， 通過不同齒輪的嚙合達(dá)到變速變扭目的。典型的手動變速器結(jié)構(gòu)及原理如下。輸入軸也稱第一軸，它的前端花鍵直接與離合器從動盤的花鍵套配合，從而 傳遞由發(fā)動機(jī)過來的扭矩。第一軸上的齒輪與中間軸齒輪常嚙合，只要軸入軸一 轉(zhuǎn)，中間軸及其上的齒輪也隨之轉(zhuǎn)動。中間軸也稱副軸，軸上固連多個大小不等 的齒輪。輸出軸又稱第二軸，軸上套有各前進(jìn)檔齒輪，可隨時在操縱裝置的作用 下與中間軸的對應(yīng)齒輪嚙合，從而改變本身的轉(zhuǎn)速及扭矩。輸出軸的尾端有花鍵 與傳動軸相聯(lián)，通過傳動軸將扭矩傳送到驅(qū)動橋減速器。由此可知，變速器前進(jìn)檔位的驅(qū)動路徑是：輸入軸常嚙齒輪中間軸常嚙齒 輪-中間軸對應(yīng)齒輪-第二軸對應(yīng)齒輪。倒車軸上的齒輪也

8、可以由操縱裝置撥動， 在軸上移動，與中間軸齒輪和輸出軸齒輪嚙合，以相反的旋轉(zhuǎn)方向輸出。多數(shù)汽車都有5個前進(jìn)檔和一個倒檔，每個檔位有一定的傳動比，多數(shù)檔位 傳動比大于1，第4檔傳動比為1，稱為直接檔，而傳動比小于1的第5檔稱為加 速檔。空檔時輸出軸的齒輪處于非嚙合位置，無法接受動力傳輸。由于變速器輸入軸與輸出軸以各自的速度旋轉(zhuǎn)， 變換檔位時合存在一個"同步 "問題。兩個旋轉(zhuǎn)速度不一樣齒輪強(qiáng)行嚙合必然會發(fā)生沖擊碰撞， 損壞齒輪。因此, 舊式變速器的換檔要采用"兩腳離合"的方式，升檔在空檔位置停留片刻，減檔要在空檔位置加油門，以減少齒輪的轉(zhuǎn)速差。但這個操作比較

9、復(fù)雜，難以掌握精確。 因此設(shè)計師創(chuàng)造出"同步器"，通過同步器使將要嚙合的齒輪達(dá)到一致的轉(zhuǎn)速而順 利嚙合。目前全同步式變速器上采用的是慣性同步器，它主要由接合套、同步鎖環(huán)等 組成，它的特點(diǎn)是依靠摩擦作用實(shí)現(xiàn)同步。接合套、同步鎖環(huán)和待接合齒輪的齒 圈上均有倒角（鎖止角），同步鎖環(huán)的內(nèi)錐面與待接合齒輪齒圈外錐面接觸產(chǎn)生 摩擦。鎖止角與錐面在設(shè)計時已作了適當(dāng)選擇，錐面摩擦使得待嚙合的齒套與齒 圈迅速同步，同時又會產(chǎn)生一種鎖止作用，防止齒輪在同步前進(jìn)行嚙合。當(dāng)同步 鎖環(huán)內(nèi)錐面與待接合齒輪齒圈外錐面接觸后，在摩擦力矩的作用下齒輪轉(zhuǎn)速迅速 降低（或升高）到與同步鎖環(huán)轉(zhuǎn)速相等，兩者同步旋轉(zhuǎn)

10、，齒輪相對于同步鎖環(huán)的 轉(zhuǎn)速為零，因而慣性力矩也同時消失，這時在作用力的推動下，接合套不受阻礙 地與同步鎖環(huán)齒圈接合，并進(jìn)一步與待接合齒輪的齒圈接合而完成換檔過程自動變速器自動變速器的選擋桿相當(dāng)于手動變速器的變速桿， 一般有以下幾個擋位：P（停 車）、R（倒擋）、N（空擋）、D（前進(jìn)）、S（or2，即為2速擋）、L（or1，即為1速擋）。 這幾個擋位的正確使用對于駕駛自動變速器汽車的人來說尤其重要，下面就讓我 們一起來熟悉一下自動變速器各擋位的使用要領(lǐng)。 P（停車擋）的使用發(fā)動機(jī)運(yùn)轉(zhuǎn)時只要選擋桿在行駛位置上，自動變速器汽車就很容易地行走。 而停放時，選擋桿必須扳入 P位，從而通過變速器內(nèi)部的停

11、車制動裝置將輸出軸 鎖住，并拉緊手制動，防止汽車移動。 R（倒擋）的使用R位為倒擋，使用中要切記，自動變速器汽車不像手動變速器汽車那樣能夠 使用半聯(lián)動，故在倒車時要特別注意加速踏板的控制。 N（空擋）的使用N位相當(dāng)于空擋，可在起動時或拖車時使用。在等待信號或堵車時常常將選 擋桿保持在D位，同時踩下制動。若時間很短，這樣做是允許的，但若停止時間 長時最好換入N位，并拉緊手制動。因為選擋桿在行駛位置上，自動變速器汽車 一般都有微弱的行駛趨勢，長時間踩住制動等于強(qiáng)行制止這種趨勢，使得變速器 油溫升高，油液容易變質(zhì)。尤其在空調(diào)器工作、發(fā)動機(jī)怠速較高的情況下更為不 利。有些駕駛員為了節(jié)油，在高速行駛或下

12、坡時將選擋桿扳到N位滑行，這很容易燒壞變速器，因為這時變速器輸出軸轉(zhuǎn)速很高，而發(fā)動機(jī)卻在怠速運(yùn)轉(zhuǎn)，油泵 供油不足，潤滑狀況惡化，易燒壞變速器。 D（前進(jìn)擋）的使用正常行駛時將選擋桿放在D位，汽車可在14擋（或3擋）之間自動換擋。D 位是最常用的行駛位置。需要掌握的是：由于自動變速器是根據(jù)油門大小與車速 高低來確定擋位的，所以加速踏板操作方法不同，換擋時的車速也不相同。如果 起步時迅速將加速踏板踩下，升擋晚，加速能力強(qiáng)，到一定車速后，再將加速踏 板很快松開，汽車就能立即升擋，這樣發(fā)動機(jī)噪聲小，舒適性好。D位的另一個特點(diǎn)是強(qiáng)制低擋，便于高速時超車，在D位行駛中迅速將加速踏板踩到底，接通強(qiáng)制低擋開關(guān)

13、就能自動減擋，汽車很快加速，超車之后松開加 速踏板又可自動升擋。 S、L位低擋的使用自動變速器在S位或L位上處于低擋范圍，可以在坡道等情況下使用。下坡 時換入S位或L位能充分利用發(fā)動機(jī)制動，避免車輪制動器過熱，導(dǎo)致制動效能 下降。但是從D位換入S位或L位時，車速不能高于相應(yīng)的升擋車速，否則發(fā)動 機(jī)會強(qiáng)烈振動，使變速器油溫急劇上升，甚至?xí)p壞變速器。另外在雨霧天氣時，若路面附著條件差，可以換入 S位或L位，固定在某一 低擋行駛，不要使用能自動換擋的位置，以免汽車打滑。同時必須牢記，打滑時可將選擋桿推入N位，切斷發(fā)動機(jī)的動力，以保證行車安全原文:Transmission designAs we a

14、ll kno w,automobile engine to a certa in speed can be achieved un der 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 con diti ons to work un der. However, the use of motor vehicles n eed to have dif

15、fere nt speeds, thus creati ng a con flict. Tran smissi on through this con flict to resolve.Automotive Tran smissi on role sum up in one senten ce, called variable speed twisti ng, twisti ng or slow dow n the growth rate by in creas ing tors ion al. Why can slow dow n by twisti ng, and the growth r

16、ate but also by twisti ng? For the same engine power output, power can be expressed as N = wT, where w is the an gular velocity of rotati on, and T Niuju. Whe n N fixed, w and T is inv ersely proporti onal to the. Therefore, the growth rate will reduce twist ing, twist ing slowdow n will in crease.

17、Automotive Transmission speed gear based on the principle of variable twisted into various stalls of differe nt tran smissi on ratio corresp onding to adapt to differe nt operati onal con diti ons.Gen eral to set up a manual gearbox in put shaft, in termediate shaft and output shaft, also known as t

18、he three-axis, as well as Daodang axis. Three-axis is the main tran smissi on structure, in put shaft speed is the speed of the engine, the output shaft speed is the in termediate shaft and output shaft gear mesh ing betwee n differe nt from the speed. Differe nt gears are differe nt tran smissi on

19、ratio, and will have a differe nt speed. For example Zhen gzhouricha n ZN6481W2G manual tran smissi on car-SU V its transmission ratio are: 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 en gageme n

20、t with a back stall gear and output shaft lock it, the power in put shaft, in termediate shaft and output shaft gear of a stall, a stall the output shaft gear drive n, and the output shaft power will be transmitted to the drive shaft (red arrow). A typical stall Bia nsuchil un tran smissi on ratio i

21、s 3:1, that is to say three laps to the in put shaft and output shaft to a circle.When the growth rate of car drivers choose two stalls, Plectrum will be 1 / 2- and file a joint separation after 2 stall and lock the output shaft gear, power transmission line similar, the difference is that the outpu

22、t shaft gear of a stall 2 stall replaced by the output shaft gear driven. 2 stall Biansuchilun typical transmission ratio is 2.2:1, 2.2 laps to the input shaft and output shaft to a circle than a stall speed increase, lower torque.When refueling vehicle drivers growth stalls option 3, Plectrum to 1

23、/ 2 back to the free position, and also allows the 3 / 4 Mobile stall until 3 in the output shaft gear lock, power can be into the shaft axis - intermediate shaft - the output shaft of the three stalls Biansuchilun, led through three stalls Biansuchilun output shaft. 3 stalls typical transmission ra

24、tio is 1.7:1, 1.7 laps to the input shaft and output shaft to a circle is further growth.When car drivers Option 4 refueling growth stalls, Plectrum will be 3 / 4 from the 3- stall gear directly with the input shaft gear joint initiative, and power transmission directly from the input shaft to the o

25、utput shaft, the transmission ratio at 1:1, that the input shaft and output shaft speed the same. The driving force without intermediate shaft, also known as direct file, the than the maximum transmission efficiency. Most cars run-time files are used directly to achieve the best fuel economy.Shift i

26、nto the first interval when, in a free transmission when Biansuchilun output shaft is not locked in, they can not rotate the output shaft driven, not power output.General automotive manual transmission than the main 1-4 stalls, usually the first designers to determine the minimum (one stall) and max

27、imum (4 files) transmission ratio, the middle stall drive by geometric progression than the general distribution. In addition, there are stalls Daodang and speeding, speedingalso known as the five stalls.When the car to accelerate to more than car drivers with the choice of five stalls, and a typica

28、l five-transmission ratio is 0.87:1, which is driven by a pinion gear, the gear when the initiative to 0.87 zone, passive gear have been transferred to a circle of the End.Dao Dang, the opposite direction to the output shaft rotation. If one pair of meshing gears when we reverse rotation, with a mid

29、dle gear, it will become the same to the rotation. Use of this principle, we should add a gear Daodang the "media" will be rotational direction reversed, it will have a Daodang axis. Daodang installed in the transmission shaft independent crust, and the intermediate shaft parallel axis gea

30、r with the intermediate shaft and output shaft gear meshing gears, will be contrary to the output shaft.Daodang usually used for the synchronization control also joins five stalls, stalls and Daodang 5 position in the same side. As a middle gear, the general transmission Daodang transmission ratio g

31、reater than 1 ratio, by twisting, steep slope with some vehicles encountered on the progress stalls falters with a Daodang boost.Ride from the driver of the considerations, better transmission stall, stall adjacent stall more than the transmission changes the ratio of small, and easy to shift smooth

32、ly. However, the shortcomings of the stalls is more transmission structure is complicated, bulky, light vehicle transmission is generally 4-5 stalls. At the same time, transmission ratio is not integral, but with all of the decimal point, it is because of the gear teeth meshing is not caused by the

33、whole multiples of two gear teeth can lead to the whole multiples of two meshing gears of uneven wear, making the tooth surface quality have a greater difference.Manual transmission and synchronizerManual transmission is the most common transmission, or MT. Its basic structure sum up in one sentence

34、, is a two-axle shaft, where input shaft, the shaft axis and intermediate shaft, which constitute the main body of the transmission and, of course, a Daodang axis. Manual transmission known as manual gear transmission, which can be in the axial sliding gears, the gears meshing different variable spe

35、ed reached twisting purpose. Typical manual transmission structure and principles are as follows.Input shaft also said that the first axis, and its front-end Spline driven directly with the clutch disc sets with the Spline, by the transfer of torque from the engine. The first axis of the intermediat

36、e shaft and gears meshing gears often, as long as the shaft axis to a turn, the intermediate shaft and gear also will be rotating. Vice also said intermediate shaft axis, the axis-even more than the size gear. Also known as the second output shaft axis, the axis of various sets of gear stall progres

37、s can be manipulated at any time in the role of the device and the corresponding intermediate shaft gear meshing, thus changing its speed and torque. With the end of the output shaft spline associated with the drive shaft through the drive shaft torque transmitted to the drive axle reducer.Thus, pro

38、gress stalls drive transmission path is: input shaft gear often rodents - often rodents intermediate shaft gear - corresponding intermediate shaft gear - the second axis corresponding gear. Reversing the gear shaft can be manipulated by the device pick in the axis movement, and the intermediate shaf

39、t and output shaft gear meshing gears, to the contrary to the direction of rotation output.Most cars have five stalls and a Daodang forward, a certain degree of each stall transmission ratio, the majority of stalls transmission ratio greater than 1, 4 ratio of 1, known as direct stalls, and transmis

40、sion ratio is less than 1 No. 5 stall called accelerated stall. Free at the output shaft gear in a position of non-engagement, unacceptable power transmission.The transmission input shaft and output shaft rotational speed to their own, transform a stall when there is a "synchronous". Two d

41、ifferent rotational speed gear meshing force will impact the collision occurred, damage gear. Therefore, the old transmission shift to a "feet-off" approach, or stall on the location of the free stay for a while by stalls in the free position refueling doors, in order to reduce the speed d

42、ifferential gear. However, this operation is relatively more complicated and difficult to grasp accurate. So designers create a "synchronized," and allows synchronization through the meshing of gears to be consistent speed and smooth meshing.At present Synchronous Transmission is based on

43、the synchronization of inertia, mainly from joint sets, synchronous lock ring, and so on, it is characterized by friction on the role of synchronization. Splice sets Genlock engagement ring gear and the ring gear when it had Chamfer (Lock angle), Genlock within the cone ring gear engagement with the

44、 question of cone ring gear contact friction. Lock and cone angle has been made in the design of an appropriate choice to be made friction cone of the teeth meshing with the ring gear quickly sets pace at the same time will have a Lock role and to prevent the gears meshing in sync before. When synch

45、ronization lock cone ring gear engagement with the question of cone ring gear after contact in the effects of friction torque gear speed quickly lower (or higher) with the same speed synchronous lock ring, the two synchronous rotation of the gear Genlock Central zero speed, thus moment of inertia al

46、so disappear, then in force under the impetus of engagement sets unhindered and synchronization lock ring gear engagement, and further engagement with the question of gear engagement and the completion Gear Shift Process.The automatic gearboxThe automatic gearbox chooses to block the pole the equalt

47、o movi ng the stick shift of the gearbox, hav ing gen erally below several blocks:P( park in g), R( pour to block), N( get empty to block), D( go forward), S( or2, n amely for 2 block soon), L.( or1, n amely for 1 block soon )This several an usage for block ing a right usages coming driver the autom

48、atic gearbox is automotive of pers on to say particularly importa nt, undern eath let us very much familiar with once automatic gearbox eachly block ings main theme.The usage of the P ( the park ing blocks)The laun ches the luck tur ns as long as choose to block the pole in driv ing the positi on, a

49、utomatic gearbox car run about very easily.But park, choose to block the pole must pull into of P, from but pass the internal park ing system in gearbox moves the device will output the stalk lock lives, combi ning to tense the hand system move, preve nti ng the car ambulati on.The usage of the R( p

50、our to block)R a con trol for is pouri ng block ing, using in side wanting slici ng recordi ng, automatic gearbox car un like moving gearbox car so can using half moving, so while revers ing the car wanting special atte nti on accelerati ng pedal.The usage of the N( get empty to block)The N is equal

51、 to get empty to block, can while starting or hour of trailer usage.At wait for the sig nal or block up the car will ofte n ofte n choose to block the pole keeps in the of D, trampli ng at the same time the n ext system move .If time is very short, do like this is an admissi on of, but if stop the t

52、ime long time had better cha nge into of N, comb ine to tense the hand system moves.Because choose to block the pole in driv ing the positi on, the automatic gearbox car has gen erally and all to drive the trend fain tly, long hours trample the system move same as a deterre nt this kind of trend, ma

53、ke gearbox oil gone up, the oil liquid cha nges in character easily.Particularly in the air con diti on mach ine work, la unch the soon higher circumstanee in machine bottom more disadvantageous.Some pilots for the sake of sta nza oil, at made good time or go dow n slope will choose to block the pol

54、e pull the of N skids, this burn the bad gearbox very easily, la unching the mach ine to revolves soon in the however because the gearbox outputs at this time the stalk tur ns soon very high, the oil pump provides the oil shortage, lubricat ing the con diti on worse n, burn the bad gearbox easily.Th

55、e usage of the D( go forward to block)Will choose to block when is normal to drive the pole put in the of D, car can at1 4 block( or 3 block) its change to block automatically.The of D drives the position most in common usely.What demand control is:Because the automatic gearbox is soon high and low with car to come to make sure to block according to the accelerator size a, so accelerate the pedal operation method is differen