二轴式手动变速器外文翻译

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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 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 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,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 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. Inorder 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, wi th 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 themainshaft.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 materia l, 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 t he 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 maincomponents 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。

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。

汽车变速器外文翻译

外文翻译Auto TransmissionFirst, an overview of automotive transmission and the development trendAutomobile 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 CVTand IVT, however as a result of the reliability of Poor, non-durable materials and high cost issues, development is not very good. Comprehensive refers to transmission torque converter and the mechanical components have the level of transmission variable hydraulic mechanical Speed, the transmission ratio can be between the maximum and minimum range of a few discontinuous change for no class, but its Significantly lower transmission efficiency than the efficiency of gear drives. 2 By manipulation, transmission control type can be divided into mandatory, automatic and semi-automatic control to manipulate three - Species . Mandatory on the driver to manipulate the direct transmission gear shift control for the majority of motor vehicles used Also known as Manual Transmission Manual Transmission (MT). Automatic transmission control selection of the transmission ratio (transmission) is carried out automatically. Just add the driver to manipulate Speed pedal, you can control the speed, also known as Automatic Transmission Automatic Transmission (A T). It is According to the speed and load (throttle pedal travel) for two-parameter control, stall in accordance with the above two Parameters to automatically take-off and landing.A T and MT in common is that they are level transmission, but A T According to the speed of the speed shift automatically, you can eliminate the manual transmission "setback" of the shift feel. However, A T also have many drawbacks, such as body complex, mechanical efficiency is not high, high cost, reliability and control Sensitivity remains to be increasing . AMT (Automated Mechanical Transmission) is in the traditional dry clutch and manual transmission gear based on the transformation of form, mainly to change the part of the manual gearshift control. That is, the overall structure of the MT cases the same switch to electronically controlled automatic transmission to achieve. Semi-automatic control, there are two forms of transmission. A number of stalls is a common automatic control, and the remaining stalls manipulated by the driver; the other is pre-style, that is, pre-selected pilot stalls, the clutch pedal in the down or release the accelerator pedal, the for retirement or an electromagnetic device to shift the hydraulic device. In recent years, with advances in vehicle technology and road traffic density increased, the performance requirements of the transmission is also getting higher and higher. A large number of automotive engineers in improving the performance of automobile transmission study a great deal of effort devoted to the rapid transmission of technology development, such as A T, AMT, DCT, CVT and the emergence of IVT.2003 Hyundai A T, AMT, DCT, CVT forum reached a consensus on the following:in the next Development, MT will continue to be the most widely used automotive transmission, AMT will increase the proportion of the application, A T also Will occupy a large market share, CVT's use of certain limitations, can only be due to a number of small displacement Car, DCT (dual clutch transmission) will also be the budding growth. From 2003 to now, vehicle speed Thedevelopment of devices and the forum basically the consensus reached by consensus. By comparing the analysis, the traditional mechanical transmission is still the most widely used vehicle change Speed. Although it has many shortcomings, such as shifting the impact of large, bulky, cumbersome to manipulate and so on; however, it also There are many advantages, such as high transmission efficiency, reliable operation, long life, manufacturing processes mature and low cost. Therefore, if we can improve the mechanical transmission of the above-mentioned shortcomings, it still has great room for development.Second, Manual Transmission Fault DiagnosisManual transmission at the beginning of the fault diagnosis prior toFailure to confirm from other parts is not: to check the tire And wheels, to confirm the normal tire pressure, and the wheel is flat V alue of; to confirm instead of noise and vibration from the engine. Clutch , And steering and suspension, etc..(A), skip file1. PhenomenonV ehicle acceleration, deceleration, climbing or severe vehicle vibration, the gear lever neutral position automatically jump.2. Reasons① self-locking device of the ball did not enter the grooves or linked file does not meet the full-gear tooth meshing long;② self-locking device worn groove ball or serious, self-locking spring is too soft or broken fatigue;③ gear along the direction of tooth wear as a long cone-shaped;④ one or two too松旷shaft bearing, so that one or two three-axis and the crankshaft axis of the heart or different transmission and clutch shell shell bonding plane of the vertical axis the relative change in the crankshaft;⑤ Second Gear axis often axial or radial gap is too large;⑥ the axis of axial or radial gap is too large.3. Fault diagnosis and troubleshootingJump to file stalls Unascertained: After taking heat the entire vehicle, increase the use of continuous, slow approach to road test each file is determined.Will jump to the gear lever hanging file stalls the engine off, transmission cover removed carefully to observe the mating dance gear case file.① engagement does not meet the length, then the resulting fault;② to reach a total length of engagement, should continue to check;③ check mating wear parts: wear into a cone, then failure may be caused by;④ check b-axis of the gear profile and the axis of the axial and radial clearance, clearance is too large, then failure may be caused by;⑤ check self-locking devices, locking devices, if only a very small dynamic resistance, and even feel the ball is not plugged groove (the transmission cover caught in the vice, the hand-shaking shift stroke), the fault for the bad performance of self-locking ; Otherwise, the fault for the clutch and gearbox shell bonding plane and the vertical axis of the crankshaft caused by changes.(B), arbitrary files1. PhenomenonTechnical condition in the clutch normal circumstances, transmission at the same time put up or two files linked to the need to stall, the results linked to other stalls.2. Reasons① interlocking device failure: if the fork shaft, pin or interlocking interlocking ball too much wear and tear, etc.;② the bottom of the arc gear face wear and tear is too large or fork axis of the allocated blocks wear groove is too large;③ball pin gear lever broken or the ball-hole, ball松旷wear too. In short arbitrary file transmission is mainly due to institutional failure manipulation.3. Fault diagnosis and troubleshooting① linked to the need to stall, the results linked to the other stalls: rocking gear lever, to check their point of view before, if in excess of the normal range, while the lower end of failure by the gear lever ball pin and the positioning groove ball with or松旷, the ball is too large holes caused by wear and tear. Swung shift 360 °, compared with a broken pin.② If the pendulum angle to normal, still not on, or linked to more than picking file, then the lower end of failure by the gear lever away from the limitations arising from the groove in (due to break away from the bottom of the arc-shaped guide groove face wear and tear or wear).③ At the same time linked to the two files: the fault caused by the interlocking device failure.(C), the difficulties linked to files1. PhenomenonClutch technical condition, but can not be linked smoothly linked file into the stalls, often percussive sound gear.2. Reasons① synchronizer failure;② Bending fork shaft, locking the spring strong, ball injury, etc.;③ a shaft or a spline shaft bending injury;④ inadequate or excessive gear oil, gear oil does not meet the specifications.3. Fault diagnosis and troubleshooting①Synchronizer check whether the fall to pieces, cone ring is conical spiral groove wear, whether worn slider, spring is too soft, such as elastic.② If the Synchronizer normal, check whether the bending of a shaft, spline wear is severe.③ check whether the mobile axis normal fork.(D), abnormal sound transmission1. PhenomenonTransmission refers to transmission work abnormal sound when the sound is not normal.2. Reasons1) abnormal sound gearGear wear off very thin gap is too large, the impact of running in; bad tooth meshing, such as the repair did not replace the gear pairs. New and old gear with the gear mesh can not be correct; tooth metal fatigue spalling or damage to individual teeth broken; gear and the spline shaft with松旷, or the axial gear clearance is too large; axis caused by bending or bearing松旷space to change gears.2) Bearing ringSerious bearing wear; Bearing (outer) ring with the journal blocks (holes) with the loose; Ball Bearing Ma break-up or a point of ablation.3) ring made for other reasonsSuch as the transmission within缺油, lubricants have been thin, too thick or quality deterioration; transmission into the foreign body inside; some loose bolts fastening; odometer or the odometer shaft ring gear, such as fat.3. Troubleshooting①transmission issued metal dry friction sound, which is缺油and the poor quality of oil. Refueling and inspection should be the quality of oil, if necessary, replacement.② for moving into a file if the sound obvious, namely, the profile of gear tooth wear; If the occurrence of cyclical noise, while damage to individual teeth.③when the ring gap, and riding the clutch pedal under the noise disappeared after the general axis is a before and after the bearing or regular engagement ring gear; if any files are changed into the ring, after more than two-axis bearing ring.④transmission occurs when a sudden impact the work of sound, most of the tooth was broken and should be removed timely transmission inspection cover to prevent mechanicaldamage.⑤moving, only for transmission of a file into the ring gear made in the above-mentioned good premise, it should check with improper gear mesh, if necessary, should be re-assembling a pair of new gear. In addition, it may be synchronizer gear wear or damage should be repaired or replaced depending on the circumstances.⑥ when shifting gear ring made of impact, it may be the clutch or the clutch pedal can not be separated from stroke is incorrect, damaged synchronizer, excessive idling, gear improperly adjusted or tight-oriented, such as Bush. In such cases, to check whether the separation of the clutch, and then adjust the idle speed or the gear lever, respectively, the location, inspection-oriented with the bearing bushing and separation tightness.If excluded from the above examinations, the transmission is still made ring, should check the shaft bearings and shaft hole with the situation, bearing the state of their own technology, etc.; as well, and then view the odometer shaft and ring gear is made and, if necessary, be repaired or replacement.(E), transmission oil1. PhenomenonAround the transmission gear lubricants, transmission gear box to reduce the fuel can be judged as lubricant leakage.2. Reasons and troubleshooting① improper oil selection, resulting in excessive foam, or the volume too much oil, when in need of replacement or adjust the lubricant oil;② side cover is too loose, damaged gaskets, oil seal damage, damage to seals and oil seals should be replaced with new items;③ release and transmission oil tank and side cover fixed bolts loosening, tightening torque should be required;④ broken gear-housing shell or extended wear and tear caused by oil spills, must be replaced;⑤ odometer broken loose gear limit device must be locked or replaced; gear oil seal oil seal oil should be replaced.Third, the maintenance manual gearboxSantana is now as an example:Santana used to manually synchronize the entire, multi-stage gear transmission, there are four forward one block and reverse gear. Block are forward-lock synchronizer ring inertial, body-wide shift synchronizer nested engagement with a reasonable structure, the layout of a compact, reliable, long life and so on. However, if the use and maintenance is not the right way to do so, failure mayoccur at any time.The proper use of Synchronizer:1, the use of addition and subtraction block off both feet. Block addition and subtraction, if the clutch with one foot, then the speed at the time of addition and subtraction block must be correct, the timing should be appropriate and, if necessary, to addition and subtraction can be blocked off both feet, so that addition and subtraction method can reduce the block with Gear speed difference between the circumference, thereby reducing wear and tear Synchronizer to extend the life of Synchronizer.2, prohibited the use of tap-shift gear lever when the method (that is, a push of the operation of a song). Hand should always hold down the shift, this can greatly reduce the synchronizer sliding lock Moreton Central time and reduce wear and tear.3, no state in the gap off the use of force挂挡synchronizer start the engine. Moment of inertia as a great engine, the friction torque Synchronizer also small, so the time synchronization process is very long, so that lock ring temperature increased sharply, it is easy to burn synchronizer.4, is strictly prohibited by synchronizer clutch instead of the initial (that is, the use of non-use of the clutch friction synchronizer start挂挡role), control speed and braking.The correct use of lubricants:Santana at the factory, the transmission has been added to the quality of lubricating oil, under normal circumstances, the level of the transmission lubrication need to be checked. However, when normal travel 100,000 kilometers 10,000 kilometers -20 after the first lubricating oil must be replaced. Santana grade lubricants used in transmission as follows: Gear Oil API-GLA (MIL-L2105), SAE80 or SAE80W-90 grade汽车变速器一、汽车变速器概述及发展趋势汽车问世百余年来，特别是从汽车的大批量生产及汽车工业的大发展以来，汽车己为世界经济的发展、为人类进入现代生活，产生了无法估量的巨大影响，为人类社会的进步作出了不可磨灭的巨大贡献，掀起了一场划时代的革命。

变速器零件名称中英文对照

149 bearing, roller 承
spring assy, neutral 空档回位弹 fulcrum, clutch 支点（球头
75 return
簧总成
150 release lever 螺栓）
gear, differential 主减从动齿
151 drive
轮
shaft, reverse idler 倒档中间齿 fork,
shift 五、倒档拨
50 gear
轮轴
125 (5th&rev)
叉
gear assy, reverse倒档中间齿 rail, sub assy, 五、倒档拨
51 idler
轮总成
126 shift
叉轴分总成
五档从动齿
52 spacer
29 magnet
磁铁
gear, clutch 3rd 三档主动齿
104 speed
轮齿圈
gear assy, 3rd 三档主动齿
30 holder, magnet
磁铁固定器 105 speed
轮总成
procedure of vin no 打印标记步
31 marking
骤
106 shaft, output 输出轴
7 (3RD & 4TH)
转接套齿
82 clutch release 液压缸总成
FORK, SHIFT (5TH &
brg,
clutch 离合器分离
8 REV)
5/R 档拨叉 83 release
轴承
RAIL SUB ASSY, SHIFT5/R 档拨叉轴
9 (5TH & REV)

手动变速器基础外文文献翻译、中英文翻译、外文翻译

中国地质大学长城学院本科毕业设计外文资料翻译系别：工程技术系专业：机械设计制造及其自动化姓名：黄昌照学号：052115322015 年4月7日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 thetransmission 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 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 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.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 andcompetent 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。

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。

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

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。

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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：1.根据高摩擦系数高扭矩传递2.高舒适度（通过自感应抖动无共振）3.均匀的温度分布4.低磨损特性开关的一个关键因素是摩擦面.在设计极限方面，必须谨慎采取选择合适的材料。

高而恒定的摩擦系数，耐磨损和耐热性是理想的特性。

离合器圆盘能代替通常应用环形磨料入口两排SSIC的（烧结）陶瓷颗粒。

这些小球被放置在6个单独的段位。

该段由铆钉固定到中心轮毂。

每个段由4片组成，2个工作面对着弹簧和2个作为载体。

3 测量3.1 测量设备测量是在卡尔斯鲁厄大学（TH）研究型大学的动力传动系完成的，同时也是用于测试新的摩擦材料和新材料在实际离合器片中检测的地方。

真实情况是通过驱动电阻的仿真应用（例如，开始在平面上，开始于山）的试验装置。

这是一个组件试验台夷为平地在摩擦测试环境的第四位。

为了给维度的概念：设备长度大约4-5m 。

两台电动机和轴向力是由计算机独立控制;因此许多运营可实现的状态。

这使得设备来完成一个摩擦学测量无数，而所有正确建模在乘用车上的离合器盘的操作。

它还配备用自动的IT测量系统。

可测量的量包括以下内容：1.2个重型电机（150千瓦，Baume米勒DS160L-305）2.设备适用于施加轴向力3.扭力计（Sensortelemetrie MF100）4.轴力计5.钢盘的摩擦6.可更换的头部贴上设备进行测试7.温度沿两个不同的半径处为0.4mm以下的钢盘（欧米茄HJMTSS-IM100U-磨料表面150-2000，J铁康铜热电偶）8.每分钟转数为双方（Polytec LSV065）。

这里最大的挑战是这些我们想知道的旋转钢盘面上温度的测量。

两个热元件放置在钢盘通过无线蓝牙数据转发给计算机系统和被放置为0.4mm以下的研磨面钢盘上的两个相对的圆弧的离合器盘。

3.2 测量过程为了测量由组分分析和降低成本的一侧离合器盘安装用陶瓷衬片，由此，离合器磁盘及其配件将被称为陶瓷侧，而磨具钢盘与它的环境一起旋转会简称为钢侧。

在测量时，数据的过程中收集在100和1000Hz的采样频率。

在测量开始通过增加每转钢侧（驱动侧）的分钟为一个特定值（这里是1500转）。

然后在陶瓷侧（驱动侧），在保持零转速下被推向钢盘和轴向力应用，直到一个指定的值为止（名义上4200N 在这里）。

当到达所指定的轴向力的陶瓷侧是释放和双方开始同步。

几秒钟在同步之后，在轴向载荷终止和后一段时间都在钢和陶瓷两侧绕转在相同的速度会慢下来。

这被视为一个测量周期。

十个周期中的一个过程中完成单次测量。

在应用程序中的轴向力陶瓷侧被保持在零转速，直至所需的力达到以确保发生同步于几乎每种相同的时间周期。

这是不利的从两者的观点出发，测量目和计算。

测量通常通过进行仅改变3个参数：速度，轴向载荷和惯性。

下面的数字是应用于各种组合：1.转速n ：700 ，1100和1500（RPM ）2.轴向力F ： 4200 ，6400和8400（N ）3.惯量I ：1 ，1.25和1.5（ kgm 2为单位）实验测量与约推出,10-15分钟的时间间隔，在此期间，系统冷却到约30-40摄氏度。

这使得计算变得很困难，因为确切的该系统的温度分布是不知道的开始测量。

然而，可以假定经过一段时间的10-15分钟就足够了一个几乎均一要产生的温度分布。

下面的模拟已经选择了一个中间的情况下用转速n=1500转，一轴向力F=4200N 和一个惯量I=1kgm 2。

4 计算两个摩擦过程中所消耗的机械能体被转化成热量所产生的热量可计算由下列简单的公式：Q =μ·ν·F [W]，其中μ为摩擦系数， v 是滑动速度， F 是垂直压缩表面上的力。

和每单位表面的热通量密度q=μ·ν·p [Wm 2]，其中p 是计算的力的比率的压力和的接触表面。

作为陶瓷片被放置在两个不同的半径沿离合器盘，所产生的热量必须分别计算每个半径。

滑动可分为两部分。

在第一部，所述陶瓷侧被保持在一个固定的位置由制动，同时在轴向负荷增大，因此在时间的过程中压缩的变化，而速度双方的差异是恒定的。

在第二部分（在同步）的转速差进行均衡,而力值是恒定的，所以在时间的速度变化。

基础物所产生的热量是：nom A t p t v Q 111)()(⋅⋅⋅=μ nom A t p t v Q 222)()(⋅⋅⋅=μ名义接触面积是24的接触表面的聚合和18陶瓷平板电脑在给定的半径。

陶瓷小块的直径是:mm d pellet 16=计算进行了负荷情况的特点是以下参数:2max max 142001500kgm I N F rpmn ===基于实验测量的恒定摩擦0.4系数成立。

)(4.0const =μ速率可以通过速度和半径的知识来计算： sm r n v sm r n v mr mr 116028.1460207.0094.02max max 21max max 121=⋅⋅==⋅⋅===ππ表面压力可以计算为轴向力的比率和接触表面。

这产生相同的数字的每个陶瓷颗粒，假设即使负载分布。

则有： MPa A A F p nom nom 496.021max max =+=这样的话，最大的集中热值就是： W Q WQ 7919003619.049000114.014177004825.04960008.144.0max 2max 1=⋅⋅⋅==⋅⋅⋅=在滑动的第一部分，所产生的热上升，由于负载力的增加;在第二部分中，它是减小由于速度差的均衡。

这是要知道各滑动部分的时间，以可以指定所产生的热量时间曲线。

这些可以是从测量数据序列来确定。

同步时间可以很容易地从陶瓷侧的速度来决定。

速度的提升是线性的。

力的增加是非线性的。

为了简单起见，力增加在被取代的由直线计算使下面的直线的面积近相同的曲线下测量的面积。

因此，时间直线的两个端点之间的差异是第一滑动部的时间。

将上述方法应用于每个周期和他们的平均被指定。

基于这些结果，下面的值被确定为滑动时间：应力时间8.2:11=t t s同步时间92.0:22=t t s现在发热的时间曲线可以产生。

该相同的曲线被用在每一个周期，因为有在每一个循环参数之间没有显著差异。

所产生的热量，计算出这种方式，会出现在热模型的热负荷。

它必须分布的接触表面通过考虑适当地之间考虑热分区。

热分区需要接触的温度是相同的两个表面上。

正确的调整需要反复迭代。

原文：Fethermal analysis of a ceramic clutch1. IntroductionAbrasive dry running vehicle clutches are force closure couplings. Torque and speed transmission are ensured by the frictional force generated between two pressed surfaces. Reasons for the application of ceramic as a friction medium include good heat and wear resistance properties, which provide the opportunity to drive higher pressures, and a low density. Thus, an increasing power density is enabled with a parallel minimization of construction space.Measurements with a first prototype of a clutch disk using ceramic facings were performed at Karlsruhe University in a laboratory specialized in passenger car drive system testing. In the course of analysis the finite element (FE) model was to be constructed with the knowledge of measurement data and measurement conditions. Calculations were intended to determine the temperature distribution of the clutch disk and its environment at each moment in time corresponding to measurements. It is essential to be familiar with the temperature range in order to examine the wear characteristics of the system. Thus, important information is derived from measurement data. In critical load cases, the highest expected temperatures must be forecast in space and time in order to protect measuring instruments close to the location of heat generation.The goal of this study is to analyze and modify the clutch system to provide better operating conditions by improving the heat conduction and convection of the system or to increase the amount of the energy converted into frictional heat. Furthermore, it is desired to find better design solutions for more efficient clutch systems.Calculations were performed by the Cosmos Design Star software. During model development, great care had to be taken for proper simplification of geometry, the selection of element sizes, and the correct adjustment of time steps due to the substantial hardware requirements for transient calculations. Changes in thermal parameters such asthe surface heat convection coefficient and thermal load had to be taken into consideration on an on-going basis in terms of time and location. The two sides of the analyzed test clutch system can only be managed by two independent models linked by heat partition, according to the hypothesis that the contact temperature must be identical on both sides while there is proper contact between them and its value must be adjusted by iteration. Calculations revealed that the heat partition changed by cycle and it differed along the inner and outer contact rings. As a result of the different cooling characteristics between the ceramic and steel side, a heat ﬂow is launched from the ceramic side to the steel side. This heat flow was also determined by iteration, its value also changes by cycle and differs along the inner and outer contact rings.2. First prototype of a clutch using engineering ceramics as friction materialThe examined clutch disk was developed according to the “specific ceramic”product development process established at the Institute for Product Development (IPEK) at the University of Karlsruhe. This development process already has the possibility for connection to a real transmission shaft; further, it has a cushion spring device for the facings allowing good start behaviour. Abrasive clutches must comply with the following basic requirements:●high torque transmission according to high friction coefficients,●high comfort (no vibrations through self-induced chattering),●homogeneous temperature distribution,●low wear characteristic.A critical element of the switch is the abrasive disk.With regard to the design utmost care must be taken to select the right material. A high and constant friction coefficient,，wear resistance and thermal resistance are desired characteristics. The clutch disk has instead of the generally applied ring-shaped abrasive inlet two rows of SSIC (as sintered) ceramic pellets. These pellets are placed on 6 separate segments. The segments are ﬁxed to the central hub by rivets. Each segment consists of 4 plates, 2 working as facingsprings and 2 as carriers.3. MeasurementsMeasurements were performed at the department of power train development of the Institute for Product Development (IPEK) at the Karlsruhe University (TH) Research University, where a category IV component test rig is used for tests of new frictional materials and examinations of new materials in real clutch disks. Real conditions are applied by the simulation of driving resistance (e.g. starting in the plane, starting at the hill). It is a component test rig leveled on the fourth position of the tribological testing environment.In order to give an idea of dimensions: the equipment length is about 4-5m. The two electric motors and the axial force are controlled independently by computer; thereby many operational states can be realized. This enables the equipment to complete a myriad of tribological measurements all while properly modeling the operation of a clutch disk in a passenger car. It is also equipped with an automatic IT measurement system. Measurable quantities include the following:●two heavy-duty electric motors (150 KW, Baumuller DS 160L-305),●device suitable for exerting axial force,●torque meter (Manner Sensortelemetrie MF100),●axial force meter,●steel disk in friction,●replaceable head to affix the device to be tested,●temperature along two different radii at 0.4mm below the abrasive surface of thesteel disk (Omega HJMTSS-IM100U-150-2000,J-typeiro-constantanthermocouples),●revolutions per minute for both sides (Polytene LSV 065).The greatest challenge out of these is temperature measurement as we would like to know the temperature of the revolving steel disk. The two thermoelements placed in the steel disk forward data to the computer through a wireless blue tooth system and are placed 0.4mm below the abrasive surface of the steel disk on the two opposite arcs of the clutch disk.3.2. Measurement processDue to component analyses and cost reduction only one side of the clutch disk is mounted with ceramic facings. Thus, the clutch disk and its fitting will be referred to as the ceramic side, and the abrasive steel disk with its environment revolving together will be referred to as the steel side. In the course of measurements, data were collected at a sampling frequency of 100 and 1000HZ. Measurements were conducted according to the time curves.The measurement starts by increasing the revolutions per minute of the steel side (the driving side) to a specific value (1500 rpm here). Then the ceramic side (the driven side), held at zero rpm, is pushed towards the steel disk and the axial force is applied until a designated value is reached (nominally 4200N here). Upon reaching the designated axial force the ceramic side is released and the two sides start to synchronize.A few seconds after synchronization, the axial load is discontinued and after some time both the steel and the ceramic sides—revolving at the same speed—are slowed down. This is deemed to be one measurement cycle. Ten cycles are completed in the course of a single measurement. During application of the axial force the ceramic side is held at zero rpm until the desired force is reached to ensure synchronization occurs at nearly the same time of each cycle. This is unfavorable from the viewpoint of both measurements and calculations. Measurements are usually conducted by changing only 3 parameters: the speed, the axial load and the inertia. The following figures are applied in various combinations:●speed n: 700, 1100 and 1500 (rpm),●axial force F: 4200, 6400 and 8400 (N) and●inertia I: 1, 1.25 and 1.5 (kgm2).Experimental measurements are launched with approx.10-15 min intervals, during which the system cools down to about 30-40 1C. This makes calculations difficult, as the exact temperature distribution of the system is not known at the commencement of the measurement. However, it can be assumed that a period of 10-15min is sufficient for a nearly homogeneous temperature distribution to be produced. The parameters for thefollowing simulation have been chosen for an intermediate case with a speed n =1500 rpm, an axial force F = 4200 N and an inertia I = 1 kg m2.4. Calculations of heat generationThe mechanical energy consumed during the friction of two bodies is transformed into heat. The generated heat can be calculated by the following simple formula: Q =μ·ν·F [W] .where m is the the frictional coefficient; v is the sliding velocity; F is the force perpendicularly compressing the surfaces. And the heat flux density per surface unit is q=μ·ν·p [Wm2].where p is the the pressure calculated as a ratio of the force and the contacting surface. As the ceramic tablets are placed at two different radii along the clutch disk, the heat generated must be calculated separately for each radii. Sliding can be divided into two sections. In the first section, the ceramic side is kept in a stationary position by braking, meanwhile the axial load is increased; therefore compression changes in the course of time while the speed difference between the two sides is constant. In the second section (at synchronization) the speed difference is equalized while the force value is constant, so velocity changes in time. On the basis thereof, the heat generated is.The nominal contact area is the aggregate of the contacting surfaces of the 24 and 18 ceramic tablets on the given ring. The diameter of ceramic tablets is:.Calculations were performed for the load case to be characterized by the following parameters:.Based on experimental measurements a constant friction coefficient of 0.4 was established..The velocity can be calculated with the knowledge of the radius and the speed..Surface pressure can be calculated as a ratio of the axial force and the contacting surface. This produces the same figure for each ceramic pellet, assuming an even load distribution..Thus, the maximum values of the generated heat are.In the first section of sliding, the generated heat is rising due to the increase of the load force; in the second section, it is decreasing due to the equalization of the speed difference. It is necessary to know the time of each sliding section in order to be able to specify the generated heat time curve. These can be determined from measurement data series. Synchronization time can be easily determined from the speed of the ceramic side. Speed increase is linear. Force increase is non-linear. For the sake of simplicity, force increase was substituted by a straight line in calculations so that the area below the straight line is nearly identical with the area measured below the curve. Thus, the time difference between the two terminal points of the straight line is the time of the firstsliding section.The above-mentioned method was applied for each cycle and their average was specified. Based on these results, the following values were determined for sliding times:.Now the time curve of heat generation can be produced. The same curve was used in each cycle as there were no significant differences between parameters in each cycle. The generated heat-calculated this way-will appear as thermal load in the thermal model. It must be distributed appropriately between the contacting surfaces by taking into consideration heat partition. Heat partition requires the contact temperatures to be identical at both surfaces. Correct adjustment requires repeated iterations.47。