中英文文献翻译—离合器的简单介绍
汽车离合器课程毕业设计外文文献翻译、中英文翻译、外文翻译
CLUTCHThe engine produces the power to drive the vehicle. The drive line or drive train transfers the power of the engine to the wheels. The drive train consists of the parts from the back of the flywh eel to the wheels. These parts include the clutch, th e transmission, the drive shaft, and the final drive assembly (Figure 8-1).The clutch which includes the flywheel, clutch disc, pressure plate, springs, pressure plate cover and the linkage necessary to operate the clutch is a rotating mechanism between t he engine and the transmission (Figure 8-2). It operates through friction which comes from contact between the parts. That is the reason why the clutch is called a friction mechanism. After engagement, the clutch must continue to transmit all the engine torque to the transmission depending on the friction without slippage. The clutch is also used to disengage the engine from the drive train whenever the gears in the transmission are being shifted from one gear ratio to another.To start the engine or shift the gears, the driver has to depress the clutch pedal with the purpose of disengagement the transmission from the engine. At that time, the driven members connected to the transmission input shaft are either stationary or rotating at a speed that is slower or faster than the driving members connected to the engine crankshaft. There is no spring pressure on the clutch assembly parts. So there is no friction between the driving members and driven members. As the driver lets loose the clutch pedal, spring pre ssure increases on the clutch parts. Friction between the parts also increases. The pressure exerted by the springs on the driven members is controlled by the driver through the clutch pedal and linkage. The positive engagement of the driving and driven members is made possible by the friction between the surfaces of the members. When full spring pressure is applied, the speed of the driving and driven members should be the same. At themoment, the clutch must act as a solid coupling device and transmit al l engine power to the transmission, without slipping.However, the transmission should be engaged to the engine gradually in order to operate the car smoothly and minimize torsional shock on the drive train because an engine at idle just develops little power. Otherwise, the driving members are connected with the driven members too quickly and the engine would be stalled.The flywheel is a major part of the clutch. The flywheel mounts to the engine’s crankshaft and transmits engine torque to the clutch assembly. The flywheel, when coupled with the clutch disc and pressure plate makes and breaks the flow of power from the engine to the transmission.The flywheel provides a mounting location for the clutch assembly as well. When the clutch is applied, the flyw heel transfers engine torque to the clutch disc. Because of its weight, the flywheel helps to smooth engine operation. The flywheel also has a large ring gear at its outer edge, which engages with a pinion gear on the starter motor during engine cranking.The clutch disc fits between the flywheel and the pressure plate. The clutch disc has a splined hub that fits over splines on the transmission input shaft. A splined hub has grooves that match splines on the shaft. These splines fit in the grooves. Thus, t he two parts are held together. However, back-and-forth movement of the disc on the shaft is possible. Attached to the input shaft, At disc turns at the speed of the shaft.The clutch pressure plate is generally made of cast iron. It is round and about the same diameter as the clutch disc. One side of the pressure plate is machined smooth. This side will press th e clutch disc facing are against the flywheel. The outer side has various shapes to facilitate attachment of spring and release mechanisms. The two primary types of pressure plate assemblies are coil spri ng assembly and diaphragmspring (Figure 8-3).In a coil spring clutch the pressure plate is backed by a number of coil springs and housed with them in a pressed-steel cover bolted to the flywheel. The springs push against the cover. Neither the driven plate nor the pressure plate is connected rigidly to the flywheel and both can move either towards it or away. When the clutch pedal is depressed a thrust pad riding on a carbon or ball thrust bearing i s forced towards the flywheel. Levers pivoted so that they engage with the thrust pad at one end and the pressure plate at the other end pull the pressure plate back against its springs. This releases pressure on the driven plate disconnecting the gearbox from the engine (Figure 8-4).Diaphragm spring pressure plate assemblies are widely used in most modern cars. The diaphragm spring is a single thin sheet of metal which yields when pressure is applied to it. When pressure is removed the metal springs back to its original shape. The centre portion of the diaphragm spring is slit into numerous fingers that act as release levers. When the clutch assembly rotates with the engine these weights are flung outwards by centrifugal forces and cause the levers to pre ss against the pressure plate. During disengagement of the clutch the fingers are moved forward by the release bearing. The spring pivots over the fulcrum ring and its outer rim moves away from the flywheel. The retracting spring pulls the pressure plate a way from the clutch plate thus disengaging the clutch (Figure 8-5).When engaged the release bearing and the fingers of the diaphragm spring move towards the transmission. As the diaphragm pivots over the pivot ring its outer rim forces the pressure plate against the clutch disc so that the clutch plate is engaged to the flywheel.The advantages of a diaphragm type pres sure plate assembly are its compactness, lower weight, fewer moving parts, less effort to en gage, reduces rotational imbalance by providin g a balanced force around the pressure plate and less chances of clutch slippage.The clutch pedal is connected to the disengagement mechanism either by a cable or, more com monly, by a hydraulic system. Either way, pushing the pedal down operates the dise ngagement mechanism which puts pressure on the fingers of the clutch diaphragm via a release bearing and causes the diaphragm to release the clutch plate. With a hydraulic mechanism, the clutch pedal arm operates a piston in the clutch master cylinder. Thi s forces hydraulic fluid through a pipe to the clutch release cylinder where another piston operates the clutch disengagement mechanism. The alternative is to link the clutch pedal to the disengagement mechanism by a cable.The other parts including the cl utch fork, release bearing, bell-housing, bell housing cover, and pilot bushing are needed to couple and uncouple the transmission. The clutch fork, which connects to the linkage, actually operates the clutch. The release bearing fits between the clutch fork and the pressure plate assembly. The bell housing covers the clutch assembly. The bell housing c over fastens to the bottom of the bell housing. This removable cover allows a mechanic to inspect the clutch without removing the transmission and bell housing. A pilot bushing fits into the back of th e crankshaft and holds the transmission input shaft.Torque ConverterThe BasicsJust like manual transmission cars, cars with automatic transmissions need a way to let the en gine turn while the wheels and gears in the transmission come to a stop. Manual transmission cars use a clutch, which completely disconnects the engine from the transmission. Automatic transmis sion cars use a torque converter.A torque converter is a type of fluid coupling, which allows the engine to spin somewhat independently of the transmission. If the engine is turning slowly, such as when the car is idling at a stoplight,the amount of torque passed through the torque converter is very small, so keeping the car still requires only a li ght pressure on the brake pedal.If you were to step on the gas pedal while the car is stopped, you would have to press harder on the brake to keep the car from moving. This is because when you step on the gas, the engine speeds up and pumps more fluid into the torque converter, causing more torque to be transmitted to the wheels.Inside a Torque ConverterThere are four components inside the very strong housing of the torque converter:1. Pump;2. Turbine;3. Stator;4. Transmission fluid.The housing of the torque converter is bolted to the flywheel of the engine, so it turns at what ever speed the engine is running at. The fins that make up the pump of the torque converter are at tached to the housing, so they also turn at the same speed as the engine. The cutaway below shows how everything is connected inside the torque converter (Figure 8-6).The pump inside a torque converter is a type of centrifugal pump. As it spins, fluid is flung to the outside, much as the spin cycle of a washing machine flings water and clothes to the outside of the wash tub. As fluid is flung to the outside, a vacuum is created that draws more fluid in at the center.The fluid then enters the blades of the turbine, which is connected to the transmission. The turbine causes the transmission to spin, which basically moves the car. The blades of the turbine are curved. This means that the fluid, which enters the turbine from the outside, has to change direction before it exits the center of the turbine. It is this directional change that causes the turbine to spin.The fluid exits the turbine at the center, moving in a different direction than when it entered. The fluid exits the turbine moving opposite the direction that the pump (and engine) is turning. If the fluid were allowed to hit the pump, it would slow the engine down, wasting power. This is why a torque converter has a stator.The stator resides in the very center of the torque converter. Its job is to redirect the fluid returning from the turbine before it hits the pump again. This dramatically increases the efficiency of the torque converter.The stator has a very aggressive blade design that almost completely reverses the direction of the fluid. A one-way clutch (inside the stator) connects the stator to a fixed shaft i n the transmission. Because of this arrangement, the stator cannot spin with the fluid - i tc a n s p i n o n l y i n t h e o p p o s i t ed i re c t i o n,f o r c i ng th e f l ui d t oc h a n g ed i re c t i o n a s i t h i t s t h e s t a t o r b l a d e s.Something a little bit tricky happens when the car gets moving. There is a point, around 40 mph (64 kph), at which both the pump and the turbine are spinning at almost the same speed (the pump always spins slightly faster). At this point, the fluid returns from the turbine, entering the pump already moving in the same direction as the pump, so the stator is not needed.Even though the turbine changes the direction of the fluid and flings it out the back, the fluid still ends up moving in the direction that the turbine is spinning because the turbine is spinning faster in one direction than the fluid is being pumped in the other direction. If you were standing in the back of a pickup moving at 60 mph, and you threw a ball out the back of that pickup at 40 mph, the ball would still be going forward at 20 mph. This is similar to what happens in the tur bine: The fluid is being flung out the back in one direction, but not as fast as it was going to start with in the other direction.At these speeds, the fluid actually strikes the back sides of the stator blades, causing the stator to freewheel on its one-way clutch so it doesn’t hinder the fluid moving through it.Benefits and Weak PointsIn addition to the very important job of allowing a car come to a complete stop without stalling the engine; the torque converter a ctually gives the car more torque when you accelerate out of a Stop. Modern torque converters can multiply the torque of the engine by two to three times. This effect only happens when the engine is turning much faster than the transmission.At higher speeds, the transmission catches up to the engine, eventually moving at almost the same speed. Ideally, though, the transmission would move at exactly the same speed as the engine, because this difference in speed wastes power. This is part of the reason why cars with automatic transmissions get worse gas mileage than cars with manual transmissions.To counter this effect, some cars have a torque converter with a lockup clutch. When the two halves of the torque converter get up to speed, this clutch locks them together, eliminating the slip page and improving efficiency.离合器发动机产生动力用以驱动车辆。
膜片弹簧离合器简介外文文献翻译、中英文翻译
膜片弹簧离合器简介外文文献翻译、中英文翻译外文资料与中文翻译外文资料The diaphragm spring clutch profile[ Key word ] Diaphragm spring; nonlinear; friction plateFirst, clutch overviewThe so-called clutch, just as its name implies that is using "from" and "close" to deliver the right amount of power. Regarding the manual to block of models is concerned, the clutch is an important part of the car power system, it will have power and the engine cut off and connection between the work. In urban road sections or complex when driving, clutch became the most frequently used our one of the components and the clutch the stand or fall of use, directly reflect the driving of level, also reflected the stand or fall of protection for vehicles. Correctly use the clutch, and master the principle of clutch in special circumstances use clutch to solve the problem, is every block if car driving manual should grasp.Second, the clutch working principleBy friction clutch piece, shrapnal, pressure plate and power output shaft composition, decorate in engine and transmission between, used to the engine flywheel stored in torque transfer to the gearbox, ensure the in different driving conditions on to the drive wheels right amount of driving force and torque, belongs to the category of powertrain.The clutch is divided into three working state, that is, not on the clutch type all, in part on the clutch type and a half (in half the time, clutch linkage power input and power output terminal allow rotation difference have, that is through the rotation speeddifference to implement the transfer right amount of power), and on the clutch not by year-end.When the vehicle in normal road, pressure plate is tightly on the flywheel crowded friction slices, and the pressure plate and friction of the friction between the largest, input and output shaft axis between remained relatively static friction, both speed and in the same.When the car started, the driver on the clutch, the clutch pedal sports pull the pressure plate lean back, also is the pressure plate and friction piece of separation, right now the pressure plate and the flywheel completely not contact, are relatively friction.The last one, also is the clutch type half state. At this time, pressure plate and friction piece of friction small type in state. Clutch disc and the flywheel of friction between sliding friction is state. The flywheel is greater than the speed of output shaft speed, from the flywheel transmission out of power transfer to the gearbox. At this time between the engine and the drive wheels is equivalent to a soft link state.Third, the application of the clutchGenerally speaking, the clutch is in the vehicle when start and shift work; the transmission shaft and the second shaft rotation difference between, the power of the engine and must be a shaft after cut, synchronizer to will be a very good one axis and keep the speed of the second shaft synchronization, block a hang into later, again through the clutch and a shaft engine power combination to make power to continue to transmission.1. Ensure smooth car startedBefore starting car dormant, and transmission is rigid even if the engine connect of, once hung up the file, the car will beconnected to the power before suddenly suddenly blunt, not only will cause damage to the parts, and driving force was enough to overcome before the car produced a blunt force, make the engine speed sharply down. If the use of the clutch temporarily started the engine and transmission separate, then the clutch gradually junction, because of the active part of the clutch and part driven exists between the friction phenomenon, can make the clutch came out of the torque by zero increase gradually, but the car driving force also increase gradually, thus let the car started smoothly.2. Easy to shiftThe course of driving cars, often for a different gear transmission, in order to adapt to the constantly changing driving conditions. If no clutch of engine and transmission will temporarily separation, then in the power transmission gearbox meshing gears for load will not discharge is divided, the meshing between tooth face a lot of pressure and hard to separate. Another treat meshing gears for both circumference speed will differ and hard to mesh. Even if force their way into meshing will have a great impact the tooth, easy attaint parts. Use the clutch make the engine and transmission temporarily separation after the shift, the original meshing pair gear for load unloading, meshing face the pressure between greatly decreases, and is easy to separate. And for another couple of meshing gears, active gear and engine because separated inertia is small, adopting appropriate shift action can make to the meshing gears circumference speed equal or close to equal, so as to avoid or reduce the impact of the gear wheel.3. To prevent transmission overloadAuto emergency braking, the sudden drop speed, andconnected with the engine the transmission system for rotary inertia, still keep original speed, this often in transmission systems produce far outweigh the engine torque of inertia, make the transmission parts damage easily. Because the clutch is to rely on to deliver the friction torque, so when the transmission in load than what message friction torque, the Lord of the clutch, driven part will automatically sliding, and rose to prevent transmission overload role.4. Reduce the impact of torsional vibrationThe engine's working principle decided their output torque is not even. In power stroke, the combustion chamber gas explosion have great impact torque, and in other stroke, but by inertia counter drag engine. Although the engine itself to have the rotation inertia can reduce the torsional vibration, but the rest of the impact on subsequent transmissions, and still produce adverse effect to drive shaft. The vibration reduction and clutch spring (tangential distribution), can significantly reduce the impact of torsional vibration of the engine bring, and extend the life of the sliding gears.The working principle of the clutchThe active part of the clutch and driven by surface of the friction between the role, or to use liquid as transmission medium (hydraulic coupler), or a magnetic transmission (electromagnetic clutch) to transfer torque, make both between can temporarily separation, and gradually joints, in the course of transmission and allow the two part turn each other.At present in the car is widely used in spring pressure tight friction clutch (referred to as "friction clutch).The engine gave forth torque, through the flywheel and pressure plate and driven plate surface friction role, to the drivenplate. When pilots on the clutch pedal through the part of transmission, make the diaphragm spring main drive the pressure plate back, this time with the active part of the separation of the driven.Fourth, clutch should satisfy the basic requirementsFriction clutch should be able to meet the following basic requirements:(1) ensure that can deliver a maximum torque of the engine, and there is a certain transmission torque force.(2) can do separation, complete separation, engage in soft, and has good heat capacity.(3) the driven part of the rotational inertia as low as possible some. So, in separation and clutch shift, and transmission of the part of the input shaft connected speed is easy to change, and reducing the impact between gear.(4) with ease rotation direction impact, the direction of the vibration attenuation capability, and little noise.(5) the pressure plate of pressure and friction of the friction coefficient change small, stable work.(6) effortless manipulation, maintenance is convenient.In the clutch, and an indispensable buffer device, it consists of two similar to the flywheel disc to together, in a rectangular groove on the disk, decorate in the slots spring, in meet the intense shock, two disks of the spring happened between each other elastic role, buffer to external stimuli. Effective protection the engine and theclutch. In the clutch of each parts, pressure plate spring intensity, friction piece of the friction coefficient, clutch diameter, number and position of friction clutch is the key factor to clutch performance, the stiffness of hydropneumatic spring, the biggerthe friction piece of the friction coefficient is high, the diameter of the clutch, the bigger the clutch performance and also more good.Fifth, the classification of the clutchclutchClutch is located in between the engine and transmission of the flywheel crust, screwed the clutch assembly fixed in the flywheel after the plane, clutch output shaft is gearbox input shaft. In the course of driving cars, the brakes according to need or loosen the clutch pedal, make the engine and transmission temporarily separation and gradually joints, or transfer to cut off the engine to the transmission of the input power. Clutch profile clutch function 1. Ensure smooth car started2. Easy to shift3. To prevent transmission overload4.Reduce the impact of torsional vibrationThe classification of the clutchThe clutch classification national standards GBT10043-2003 clutch of friction type clutch, hydraulic torque converter (hydraulic coupler), electromagnetic clutch to wait for a few kinds. Friction type clutch and divided into wet and dry type two kinds.Hydraulic couplingBy working liquid (oil) transmission torque, shell and pump wheels is an organic whole repeatedly, is active thing; Turbine and pump wheels relative, is a follower. When the pump impeller speed is low, turbine can't is driven, active and a follower in separation between state; With the improvement of the wheel speed pump, turbine is driven, active and a follower in state between junction.Electromagnetic clutchBy the power of the coil to control the clutch of joint and separation. As in the initiative and follower placed between magnetic powder, can strengthen the force between the two meet, such clutch called magnetic powder type electromagnetic clutch.At present, combined with manual transmission of most of the clutch for dry friction type clutch, according to the number of the driven plate, and divided into the single disc, double disc and more disc to wait for a few kinds.Wet friction type clutch disc for the general, dip in oil in order to heat dissipation. Using several spiral spring as pressure spring, and will these spring along the pressure plate of the distribution of the circumference of the clutch called weeks cloth spring clutch. The diaphragm spring as pressure of the spring clutch called diaphragm spring clutch.Automatic clutchAs the electronic technology in cars application, a kind of automatic clutch system also entered the automobile field. This from the control unit (ECU) control of the clutch has been used in some cars, make manual transmission shift one important step-the clutch disconnection and joints can automatically timely complete, simplifythe driver's control movement.Traditional clutch points have arrows and hydraulic pressure type two kinds, automatic clutch also divided into two kinds: machine motor type automatic clutch and hydraulic pressure type automatic clutch.Machine motor type automatic clutch the ECU pooling the accelerator pedal, engine speed sensor, speed sensor signal, the processed send command servo motor drive, through the bars,and other machinery and form the clutch driven action;The hydraulic automatic clutch is by ECU send signal drive electric hydraulic system, through the hydraulic control clutch action.The hydraulic automatic clutch of the general in the basis of diaphragm clutch increased the electronic control unit (ECU) and hydraulic execution system, will control the clutch pedal oil cylinder piston to the switch equipment control electric pump to manipulate the clutch oil cylinder piston. The transmission control unit (ECU) and engine control unit (ECU) is integrated together, according to the accelerator pedal, transmission gear, transmission input/output shaft speed, the engine speed, the throttle valve and the feedback information of sensors, and calculates the clutch of joint best time and speed.Automatic clutch executive branch by electric fuel pump, electromagnetic valve and clutch oil cylinder composed, when ECU issue commands drive electric pump, electric pump the high pressure generated by the electromagnetic valve oil transport to clutch oil cylinder. Through the ECU control of electric solenoid valve to control the flow of oil and the oil flow channel transform, realize the clutch oil cylinder piston movement, thus completing car starting, shift the action when the clutch.ECU with automatic clutch of the car with automatic transmission device (AT) and step-less transmission (CVT) compared to cars, it has an advantage in running economy, because of it of transmission or manual transmission, therefore lower fuel consumption, production costs are lower than AT and CVT. Of course, the convenience of vehicle handling will favor AT and CVT. After all, it is the assembly manual transmission, still want to stick shift.Sixth, clutch unusual problemNote the clutch is sliding, cause the cause of this kind of phenomenon has a few kinds, the main reason is the clutch free trip is too small, bearings often pressure in the diaphragm spring, make the pressure plate is always in the half separated. Or is the clutch disc spring too soft or have broken, the clutch and the flywheel connection screw loose, etc.In engine idling state, on the clutch pedal almost touch the bottom, to cut off the clutch. On the clutch pedal, feel hang block difficulties or gears appeared harsh crash, or hang after block doesn't lift the clutch, the vehicles start driving, this suggests that the clutch is not complete. On the clutch pedal to 3/4, clutch should be firm joints, or check their trip is appropriate, available in the pedal ruler in measurement, first measure the highest position high pedal, then measured on the pedal to feel the height of the resistance, the difference of the two is the car trip clutch numerical.If in the use of the clutch appeared in the process of abnormal sound is not normal. The fault reason bearings is worn, bearing of the return of the spring is too soft or broken, the diaphragm spring stents have problem and so on.Seventh, clutch partsEach clutch is the following parts:(1)Active part: the flywheel, pressure plate, clutch cover, etc.;(2)The driven parts: driven plate, the driven shaft (i.e. first transmission shaft);(3) pressure parts: press the spring;(4)control mechanisms: separation lever, separation lever supporting columns, the swinging pin, separation sleeve, bearings, clutch pedal, etc.Eighth, friction type clutch basic structure theoryOn the analysis of the working process of the clutch, before the first master the following general term:Free gap: clutch engaging, bearings and separation before end of the gap between end leverage.Separation gap: clutch, driven plate surface and the flywheel and before and after the gaps between pressure plate surface.The clutch free trip: from the clutch on the freedom to eliminate the gap of the corresponding pedal stroke is a free trip.The clutch pedal working travel: the elimination of freedom after clearance, continue to on the clutch pedal, will produce a separation gap, this process of the corresponding pedal stroke is a work schedule.The clutch work process may be divided into separation process and jointing process in the separation process, on the clutch pedal, in a free trip to eliminate the freedom of the clutch in first gap, and then in the work schedule within the separation clearance, clutch release.In the jointing process, gradually loosen the clutch pedal, pressure plate in spring pressure under the action of moving forward, first eliminate separation clearance and in the pressure plate, driven plate and the flywheel work surface effect enough compaction force; Bearings after in under the action of reposition spring back mobile, produce free clearance, clutch engaging.The clutch adjustments:The clutch is in use process, driven plate for wear and will become thinner, and make the freedom clearance decrescent, will eventually affect the clutch normal answered close, so the clutch use over time need to adjust. The clutch adjustment the aim is to guarantee the freedom of appropriate clearance, the clutchThe whole of the parts and methods in specific models and decide.The pressure plate is active components of the clutch, always with the flywheel spinning can usually be through the convex platform, key or pin transmission, together with the flywheel spinning turn, at the same time, pressure plate and can move back relatively the flywheel, make the clutch. Driven plate mainly by the driven plate ontology, friction piece and driven set up the hub.In the clutch from separation to reveal the process, friction piece with the flywheel and the pressure plate to friction between, produce a lot of heat. this some heat need timely spread out, in order to avoid friction piece for the temperature too high to damage, so in the clutch cover sets window, some still system a guide of the wind, in order to strengthen their internal ventilation cooling.The most common friction clutch pressure structure is spiral spring and diaphragm spring, diaphragm spring clutch have push type and rumsfeld two kind of structure. And the spiral spring clutch according to spring pressure in the way the pressure plate is divided into weeks cloth spring and the central spring type.The clutch operation into mechanical operation, hydraulic operation, in order to reduce the clutch pedal force.And not for transmission excessive transmission ratio and increase the pedal stroke, in some powered mechanical truck and some car used on the clutch.Board of power device. Another is pressure power type clutch control mechanism using engine driving air compressor as a major exercise.The energy, the driver's body as auxiliary or backupmanipulate energy, and the automobile air brake system or other of pneumatic equipmentWith a set of compressed air source.The diaphragm spring clutch is to use the diaphragm spring instead of general spiral spring and separation stem institutions and make it of the clutch, because it cloth.Buy in the center, so also can calculate the central spring clutch.characteristicsadvantages1, the diaphragm spring clutch force spiral spring clutch than needed, the power of the small, diaphragm spring clutch operation light.2, the diaphragm spring clutch itself and press the spring and separation leverage in the role of the clutch structure greatly simplified and significantly reducedThe clutch between shaft size; Moreover, the diaphragm spring has good nonlinear characteristics, design can make the right of friction wear to the limit.Compaction force can still maintain little changed, and reduce the separation of the clutch pedal force, to manipulate light.3, because the diaphragm spring and the pressure plate the circumference of the contact, the pressure distribution uniformity, good contacts of friction and wear uniform;4, the diaphragm spring is a rotational symmetrical parts, symmetrical, in high speed, the compaction force reduce small, and weeks for a spiralSpring in high speed by centrifugal force role will the transverse bending, spring serious drum out, which can reducethe pressure plate to the compaction force;5 and easy to realize good ventilation cooling.FaultsThe diaphragm spring clutch shortcomingsIn general pressure type diaphragm spring clutch, in supporting rim wear, in the diaphragm spring and supporting ring formed between the clearance and guide.The clutch pedal free travel increases, but in rumsfeld diaphragm spring clutch can remove the faults.中文翻译膜片弹簧离合器简介一、离合器概述所谓离合器，顾名思义就是说利用“离”与“合”来传递适量的动力。
12.离合器(双语)
分离杠杆的运动干涉及防止措施
Release lever movement interface and control
离合器分离时 压盘 pressure disengagement plate 压盘的运动 pressure plate moving 分离杠杆的运动 release lever moving 干涉interface 干涉 防干涉interface control。 防干涉 。
离合器Clutch 离合器
engine Clutch transmission Drive axles
§12.1 概 述 Overview
一、功用Function： 功用 ： 1．使发动机与传动系逐渐接合，保证汽车平稳起步。To 使发动机与传动系逐渐接合，保证汽车平稳起步。 connect engine to power train gradually to move the vehicle smoothly. 2．暂时切断发动机与传动系的联系，便于发动机的起动和 暂时切断发动机与传动系的联系， 变速器的换档。 变速器的换档。To cut off the linkage between engine and power train to start engine and shift easily. 3．限制所传递的转矩，防止传动系过载。To limit the 限制所传递的转矩，防止传动系过载。 delivery torque to prevent engine from overload.
Disengagement； ； Engaging procedure。 。
接合状态 Engagement/connection position
式中： 式中： μ－摩擦系数 摩擦系数friction coefficient； ； Z－摩擦面数 摩擦面数number of friction side； ； FQ－压盘对摩擦片的总压紧 力total pressure force； ； Rc－摩擦片的平均摩擦半径 friction radius； ； β－储备系数 储备系数reserve factor; Μemax—发动机的最大有效 发动机的最大有效 转矩。 转矩。Max. effective torque
离合器技术发展史外文文献翻译、中英文翻译、外文翻译
Clutch technology development historyIn the 100 years of the history of the development of automobile, almost all of the components in terms of technology development have experienced great changes: reliability, production cost, convenient maintenance, energy saving and emission reduction and so on, have been and will always be the automotive industry in the pursuit of goals, these goals for Automotive engineers continue to develop solutions newer and better.Technically, it was not until 1910 that the reciprocating piston internal combustion engine was significantly more efficient than cars and electric vehicles. In 1902, a gasoline engine car first broke the record of the highest speed, and before that, the highest speed record has been created by steam cars and electric cars. Supporters of the three different drivers of the car have been racing and racing for the first ten years of twentieth Century to break the record.Liquid fuel to drive the car to "steam and electric vehicles" (steam and electric vehicle supporters habit called) has a very prominent advantage is its nearly ideal torque characteristics, they do not need a clutch, does not need the transmission, so it is easy to operate, less failure, easier to maintain. Since the reciprocating piston internal combustion engine can only output torque when it reaches a certain speed, it is necessary to have a separate joint between the engine and the transmission. Gasoline engines need to use the clutch engagement function to start the car, because only when the engine reaches a certain speed, the output torque. In addition to the engagement of the clutch, the clutch's separation function is also important because it is free to move in the vehicle. In view of the complexity of the related problems, there is no clutch engagement function in many small car design structures in the early stage.Origin of clutchThe working principle of first generation clutch from the early use of mechanical equipment factory industrial society. Through the analogy of belt transmission, a kind of flat belt is introduced into the car. By means of the tension of the belt pulley, the belt transfers the output torque of the engine to the driving gear, and when the belt is relaxed by adjusting the roller, the belt slipping is equivalent to the separation of the clutch. Because this process causes the abrasion of the belt is too fast, people will adopt a new method: install a drive pulley with the same size of the idler wheel, by pulling the lever, the drive belt from the idler wheel to drive wheel.This belt drive is a disadvantage, low efficiency, easy to wear, especially the transfer of power shortage in rainy days; on the other hand is the requirement of transmission gear to increase engine torque to constantly improve, this has prompted engineers to explore better to replace the clutch.The result is clutch invented a variety of people, including modern clutch pioneer -- Based on the principle of friction clutch. This is a disc located at the end of the crankshaft and connected to another stationary disk. When the two disks are in contact, the friction is produced, and the stationary disk begins to rotate. With the increase of the clamping force, the driving disc drives the driven disc to make thespeed of the driven disk continuously improve until the transmission is working normally, and the two disks rotate at the same speed. Before the two disks are fully engaged, they are in contact with one side and slip, and most of the kinetic energy from the engine is converted into heat. This structure can meet the following two requirements: on the one hand gently gently engage in when starting a car engine will stall, it will not cause the transmission jitter; on the other hand, the clutch can be nondestructively torque to the transmission.Clutch pedal to work through. Press the clutch pedal, pull the conical seat ring through the separation fork, release the spring, so as to separate the clutch.Early clutchIn 1889, Daimler's steel wheel car had used the basic form of this design principle: equipped with a tapered / bevel friction clutch. The freely movable conical disc is located on the transmission shaft, and the flywheel with a tapered groove on the crankshaft can be firmly engaged. The coil spring presses the conical disc into the tapered groove of the flywheel and the clutch is engaged; the foot pedal can be stepped down, and the conical disc can be pulled back by separating the sleeve and the spring, thereby separating the clutch and interrupting the power transmission. Originally used as a conical disc friction surface material, but was quickly replaced the leather. The latter is soaked in castor oil, can prevent moisture, oil / fat. The utility model has the advantages that the utility model can be automatically adjusted, and the input shaft of the transmission is not stressed. On the one hand, the wear of friction plate is too fast, the replacement is too complex, after the friction in the design of the friction plate spring pin or drive to improve. On the other hand, the flywheel and clutch cone is too large, so that the inertia torque is larger and the clutch is much slower than the required separation process.To solve the above problems, around 1910s, with another clutch brake or brake transmission, it through a second foot pedal to play a role, usually the second pedal and the clutch pedal are connected together, and are located in the rear of the pedal shaft.When changing the speed, many drivers are used to make the clutch slipping and not shift, then the flywheel heating degree is more serious than only by the tapered disc friction cone disc by friction layer of leather to heat. After a long period of long-distance driving, due to the thermal expansion of the flywheel, the cone may be more engaging with the flywheel, but when the flywheel temperature drops, it is difficult to separate the cone from the flywheel.Until the first World War period, metal friction began to spread up. Previously, people also experimented with other different materials, such as NAG company designed a camelhair cone disc thin steel sheet pressing, and fitted with a fanlike blade used for cooling, it engages in the two part, bolted to the flywheel on the leather ring line. The two part of the structure allows the free movement of the leather wire ring, thereby simplifying the clutch maintenance and reducing the number of times the clutch is stuck.Daimler motor company has developed an open friction clutch with an aluminum cone. In order to separate the soft, the oil on the friction layer.Because of the simple structure, the cone disc clutch has been the dominant position in the whole 1920s. Cylindrical friction surfaces are not accepted because of their poor operating performance. Only cylindrical clutch spring clutch with the evolution version, due to its creative design, only by Daimler in late nineteenth Century early twentieth Century with the Mercedes Benz car, and continued until the first world war.The traditional single disc dry clutchIn spring clutch, a wearable spiral spring, and the input shaft of the transmission drum end, mounted in the recess of the flywheel. One end of the spiral spring plate is connected with the flywheel, and the other end is fastened on the spring cover. The clutch pedal presses the spring plate, the leaf spring is more and more tight around the drum shape (automatic enhancement), and drives the transmission input shaft. Only a small force can compress the spring and make the clutch soft.About the development of spring clutch in the Daimler company at the same time, Professor Hele-Shaw from the UK also completed the test of multi disc clutch, which is also considered a precursor to the current traditional single disc dry clutch. One of the key advantages of the "Weston" clutch, which can be produced on a large scale, is that it has a large area of friction and can be continuously engaged in a smaller mounting space.In multi disc clutch, flywheel connected to the drum cover, and according to the outer shape of the coil inside the slot, and allow the disc to rotate with the crankshaft and flywheel, and longitudinal movement. The same number of concave disks are positioned in the center of the hub, and the hub is connected to the clutch shaft. These disks can be moved longitudinally along the clutch shaft on the hub. During the installation, the internal and external driven plates of the clutch are alternately connected to form a set of disks, such as the active and driven disks are always connected with each other.The driven disc work like this: start the bronze plate is always facing the steel wheel, and the spiral spring under the pressure plate is pressed together. In this way, all disks are continuously engaged. The gradual increase in the friction force allows the clutch to engage very softly. With the decrease of the spring pressure, the driven plate is separated, and the supporting part of the driving plate starts to bend from the plane of the driven plate. By changing the number of driven disc pairs, the clutch can be adjusted to fit the output power of each engine.Multi disc clutch for oil / gasoline, can also be dry. The dry type is special, and the friction layer is riveted by rivets. Multi disc clutch, especially the oil bath type multi disc clutch, its biggest drawback is a certain degree of hysteresis, which can only be part of the separation, resulting in difficult shift.After several years, single disc clutch has eliminated the cone disc and multi disc clutch. De Dion and Bouton are the first to realize that a single disc clutch is the future direction of the clutch. With the appearance of Ferodo asbestos friction sheet, clutch technology has made great progress. Asbestos friction sheet has been used since 1920s, until it is replaced by non asbestos friction sheet. The advantage of a single disc dry clutch is obvious: the lower drive disc mass allows it to stop fasterafter separation, thus making it easier to shift gears - a complete farewell to the transmission brake structure.The original structure single disc dry relatively complex. The clutch housing is bolted to the flywheel and the clutch cover is bolted to the clutch housing. The clutch cover with the spring to the inner side of the compression lever is transferred from the intermediate plate through the friction disc, and the torque from the flywheel is transmitted to the transmission. The friction disc is connected to the connection or transmission input shaft by the driver. The clutch is separated and joined by means of a sliding ring plate that allows the tapered disc to move forward and backward. Each side of the cone disc acts on the separating lever correspondingly, and the separating lever is operated by a spiral spring, and is pressed or separated. Due to the fact that the cone is rotating and the sliding ring is stationary, it needs to be lubricated periodically.The spiral spring clutch pressing force provided by the spring, won the people's recognition. At first, the coil spring is placed in the middle of the test, but only a few smaller spiral or spiral spring along the outer ring of the clutch housing arrangement of the structure to be mass production. The release lever compresses the coil spring by a separate bearing which can move freely on the transmission input shaft to separate the clutch. The pressing force can be due to the use of different spring and change, but there is a fatal disadvantage, namely with the increase of engine speed, a spiral spring located in the outer ring of the pressure plate, due to the centrifugal force to the spring cover direction to the outward pressure, the friction between the spring and the cover, the pressing force performance curve change.As the engine speed increases, the clutch becomes heavier and heavier. In addition, the separation bearing used to separate the lever has been in a state of pressure, so that it and the clutch cover is easy to wear, especially in the high speed of the engine gear shift, will soon wear.The birth of diaphragm clutchIn order to solve the problems of these systems, we developed a diaphragm spring clutch diaphragm spring clutch, the research laboratory was born in 1936 of general motors, and mass production in late 1930s in the United states. In Europe, after the Second World War, people began to be familiar with the diaphragm spring clutch through the American General Company military truck, and in the middle of 1950s in a number of single European models. Porsche 356, BMW Goggomobil 700 and DKW Munga is the first batch of the diaphragm spring clutch is equipped with German cars. Diaphragm spring clutch mass production began in 1965 with the Opel Rekord models.Because of the diaphragm spring clutch can be balanced and symmetrical rotation, so it is not affected by the engine speed. The diaphragm spring clutch was a success in 1960s, when the camshaft top mounted high speed engine (Glas, BMW, Alpha Romeo) was widely used to replace the camshaft engine. By the end of the 1960s, almost all car manufacturers have adopted diaphragm spring clutch.Here need to emphasize is: let LuK in diaphragm spring clutch mass production, played a crucial role. Replace all the separate lever helical spring system withdiaphragm spring, brings a lot of advantages: simple structure, constant pressing force, installation space is relatively high pressing force only needs a relatively small (very important for transverse engine) and is not affected by the impact of engine speed. Because of these characteristics, almost all of the modern use of diaphragm spring clutch, and its application in the multi-function car is also more and more - has been the use of spiral spring clutch.With the development of correspondingly, clutch disc has been optimized. Reciprocating piston internal combustion engine changes in the speed and torque generated by the vibration of the crankshaft, clutch, transmission input shaft to the transmission, resulting in noise and severe gear wear. In the modern automobile, the weight of the flywheel and the vehicle is increasing, so the clutch driven disc with the torque damper and the wave spring is developed.Long time operated clutch needs a strong thigh, because the pedal force must be transferred through the connecting rod or shaft / cable. With the application of the clutch and the hydraulic separation mechanism in 1950s in 1930s, the driving comfort has been improved.To try different clutch automatic clutch to make operation more simple: in 1918, Wolseley first proposed the concept of electromagnetic clutch. In the early 1930s, the French Cotal company produced a luxury car with a magnetic clutch, a pre selector transmission. The most famous is the centrifugal clutch to adjust the clamping force by centrifugal force and automatic clutch, such as Saxomat (Fichtel & Sax company), LuKomat (LuK), Manumatik (Borg & Beck) and Ferlec (Ferodo).离合器技术发展史在100多年的汽车发展史中，几乎所有的零部件在技术方面都经历过巨大的发展变化：可靠性、生产成本、维护便利性、节能减排性等，都已经且将一直成为汽车行业的追求目标，这些发展目标要求汽车工程师们不断地开发出更新更好的解决方案。
汽车离合器中英文对照外文翻译文献
汽车离合器中英文对照外文翻译文献(文档含英文原文和中文翻译)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 as the 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 facing springs 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 the steeldisk (Omega HJMTSS-IM100U-150-2000,J-typeiro-constantan thermocouples),●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) andinertia 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 the following 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 dataseries. 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 first sliding 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.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。
中英文文献翻译-离合器的简单介绍
附录AThe clutchThe clutch is a device to engage an disengage power from the engine, allowing the vehicle to stop and start.The diaphragm spring clutch consists of the clutch plate , the diaphragm spring , the pressure plate , the tortional vibration damper and the cover.When the clutch and pressure plates are locked together by friction , the clutch shaft rotates with the engine crankshaft . Power is transferred form the engine to the transmission , where it is routed through different gear ratios to obtain the best speed and power to start and keep the vehicle moving.The clutch plate or driven member consists of a round metal plate attached to a splined hub. The outer portion of the round plate is covered with a friction material of molded or woven asbestos and is riveted or bonded to the plate. The thickness of the clutch plate and/or facings may be warped to give a softer clutch engagement . Coil springs are often installed in the hub to help provide a cushion cushion against the twisting the twisting force of clutch engagement . The splined hub is mated to (and turns) a splined transmission shaft when the clutch is engage.A pressure plate or "driving member" is bolted to the engine flywheel and a clutch plate or "driven member "is located between the flywheel and the pressure plate. The clutch plate is splined to the shaft extending from the transmission to the flywheel, commonly called a clutch shaft or input shaft.附录B离合器离合器是一个传递和切断发动机动力使汽车可停止和前进的装置.膜片弹簧离合器由：从动盘，膜片弹簧，压盘，扭转减震器，离合器盖，操纵机构组成。
中英文文献翻译-离合器
附录 AClutch between engine and transmission installed in the car to travel from the start the whole process, often need to use the clutch. Its role is to make the engine and transmission can be gradually between the joint, thus ensuring a smooth start car; temporarily cut off the link between the engine and transmission to shift at the time of shift and reduce the impact; When the car when emergency braking from Separate role in preventing the transmission and other drive system overload, play a protective role.Clutch similar to the switch, splice or break away from the power transmission and, accordingly, have any form of auto clutch, but the form is different.By the friction plate clutch, springs, pressure plate and the power output shaft composed, arranged between the engine and gearbox, the engine flywheel to the torque is passed to the stored transmission, to ensure that vehicles in different driving conditions passed to the driver Wheel driving force and the right amount of torque, is the scope of the powertrain. In the half-time of linkage, clutch and power input power output allowed speed difference, that is, the speed error to achieve through its transfer an appropriate amount of power. Clutch is divided into three work status, ie the clutch all connections, some of the half clutch linkage and the clutch is not linked.When a vehicle in normal driving, the pressure plate is jammed against the friction plate on the flywheel, pressure plate and friction plate at this time the friction between the largest between the input shaft and output shaft remained relatively static friction, both the same speed . When the vehicle is started, the driver depresses the clutch, clutch pedal movement by pulling back pressure plate, which is the separation of the pressure plate and friction disc, pressure plate and flywheel at this time no contact, but also the relative friction does not exist. Last one, that is, half of the clutch linkage status. At this point, the pressure plate and friction disc friction less than the full-linked state. Clutch pressure plate and flywheel friction plate on the sliding friction between the state. Flywheel speed is greater than the output shaft speed, transmission out of the power from the flywheel to the transmission part of the pass. Between the engine and driving wheels at this time is equivalent to a soft connection status.In general, the clutch and the shift in the vehicle when starting to play a role, this time a transmission shaft and the speed difference between the two shafts, engine power must be cut with a shaft after the synchronizer can be very good a shaft speed will be kept synchronized with the second axis, gear hanging up after, and then through the clutch shaft and the engine power will be a combination of the power continue to be transmitted. In the clutch, there is an essential buffer device, which consists of two similar to the flywheel with the disc, the disc hit a rectangular groove, the groove arrangement of the spring, in the face of fierce shock between the two disc springs between the elastic effect, buffer external stimuli. Effective protection of the engine and clutch. Various parts of the clutch, pressure plate spring strength, friction coefficient of friction plate, clutch diameter, location, and the clutch friction disc clutch performance is to determine the number of key factors, the greater the stiffness of the spring, the higher the friction coefficient of friction plates, the larger the diameter of the clutch, clutch performance, the better.附录 B离合器安装在发动机与变速器之间，汽车从启动到行驶的整个过程中，经常需要使用离合器。
中英文文献翻译—离合器工作原理
附录How Clutches WorkIf you drive a manual transmission car, you may be surprised to find out that it has more than one clutch. And it turns out that folks with automatic transmission cars have clutches, too. In fact, there are clutches in many things you probably see or use every day: Many cordless drills have a clutch, chain saws have a centrifugal clutch and even some yo-yos have a clutch.CIn!cp I山g?e CgIIeL入D!g?Lg山 o\ cgL 2poM!u? cIn!cp Iocg!!ou. eee 山oLe cIn!cp !山g?e2In this article, you'll learn why you need a clutch, how the clutch in your car works and find out some interesting, and perhaps surprising, places where clutches can be found. Clutches are useful in devices that have two rotating shafts. In these devices, one of the shafts is typically driven by a motor or pulley, and the other shaft drives another device. In a drill, for instance, one shaft is driven by a motor and the other drives a drill chuck. The clutch connects the two shafts so that they can either be locked together and spin at the same speed,or be decoupled and spin at different speeds.In a car,you need a clutch because the engine spins all the time,but the car's wheels do not. In order for a car to stop without killing the engine, the wheels need to be disconnectedf rom the engine somehow. The clutch allows us to smoothly engage a spinning engine to a non-spinning transmission by controlling the slippage between them.To understand how a clutch works, it helps to know a little bit about friction, which is a measure of how hard it is to slide one object over another. Friction is caused by the peaks and valleys that are part of every surface -- even very smooth surfaces still have microscopic peaks and valleys. The larger these peaks and valleys are, the harder it is to slide the object. You can learn more about friction in How Brakes Work.A clutch works because of friction between a clutch plate and a flywheel. We'll look at how these parts work together in the next section.Fly Wheels,Clutch Plates and FrictionIn a car’s clutch, a flywheel connects to the engine, and a clutch plate connects to the transmission. You can see what this looks like in the figure below.When your foot is off the pedal, the springs push the pressure plate against the clutch disc, which in turn presses against the flywheel. This locks the engine to the transmission input shaft, causing them to spin at the same speed.Pressure plateThe amount of force the clutch can hold depends on the friction between the clutch plate and the flywheel, and how much force the spring puts on the pressure plate. The friction force in the clutch works just like the blocks described in the friction section of How Brakes Work, except that the spring presses on the clutch plate instead of weight pressing the block into the ground.W h en the clutch pedal is pressed, a cable or hydraulic piston pushes on the release fork, which presses the throw-out bearing against the middle of the diaphragm spring. As the middle of the diaphragm spring is pushed in, a series of pins near the outside of the spring causes the spring to pull the pressure plate away from the clutch disc (see below). This r eleases the clutch from the spinning engine.Common ProblemsFrom the 1950s to the 1970s, you could count on getting between 50,000 and 70,000 miles from your car's clutch. Clutches can now last for more than 80,000 miles if you use them gently and maintain them well. If not cared for, clutches can start to break down at 35,000 miles. Trucks that are consistently overloaded or that frequently tow heavy loads can also have problems with relatively new clutches.Photo courtesy Carolina MustangClutch plateThe clutch only wears while the clutch disc and the flywheel are spinning at different speeds. When they are locked together, the friction material is held tightly against the flywheel, and they spin in sync. It's only when the clutch disc is slipping against the flywheel that wearing occurs. So, if you are the type of driver who slips the clutch a lot, you'll wear out your clutch a lot faster.Sometimes the problem is not with slipping, but with sticking. If your clutch won't release properly, it will continue to turn the input shaft. This can cause grinding, or completely p revent your car from going into gear. Some common reasons a clutch may stick are: Broken or stretched clutch cable - The cable needs the right amount of tension to push and pull effectively.Leaky or defective slave and/or master clutch cylinders - Leaks keep the cylinders from building the necessary amount of pressure.Air in the hydraulic line - Air affects the hydraulics by taking up space the fluid needs to build pressure.Misadjusted linkage - When your foot hits the pedal, the linkage transmits the wrong amount of force.Mismatched clutch components - Not all aftermarket parts work with your clutch.depress fully. If you have to press hard on the pedal, there may be something wrong. Sticking or binding in the pedal linkage, cable, cross shaft, or pivot ball are common causes. S o metimes a blockage or worn seals in the hydraulic system can also cause a hard clutch. Another problem associated with clutches is a worn throw-out bearing, sometimes called a clutch release bearing. This bearing applies force to the fingers of the spinning pressure plate to release the clutch.If you hear a rumbling sound when the clutch engages,you might have a problem with the throw-out.Types of ClutchesThere are many other types of clutches in your car and in your garage.An automatic transmission contains several clutches. These clutches engage and disengage various sets of planetary gears. Each clutch is put into motion using pressurized hydraulic fluid. When the pressure drops, springs cause the clutch to release. Evenly spacedridges, called splines, line the inside and outside of the clutch to lock into the gears and the clutch housing. You can read more about these clutches in How Automatic Transmissions Work.An air conditioning, compressor in a car has an electromagnetic clutch. This allows the compressor to shut off even while the engine is running. When current flows through a magnetic coil in the clutch, the clutch engages. As soon as the current stops, such as when you turn off your air conditioning, the clutch disengages.Most cars that have an engine-driven cooling fan have a thermostatically controlled viscous clutch -- the temperature of the fluid actually drives the clutch. This clutch is positioned at the hub of the fan, in the airflow coming through the radiator. This type of clutch is a lot like the viscous coupling sometimes found in all-wheel drive cars. The fluid in the clutch gets thicker as it heats up, causing the fan to spin faster to catch up with the engine rotation. When the car is cold, the fluid in the clutch remains cold and the fan spins s lowly, allowing the engine to quickly warm up to its proper operating temperature.Many cars have limited slip differentials or viscous couplings, both of which use clutches to help increase traction. When your car turns, one wheel spins faster than the other, which makes the car hard to handle. The slip differential makes up for that with the help of its clutch. When one wheel spins faster than the others, the clutch engages to slow it down and match the other three. Driving over puddles of water or patches of ice can also spin your wheels. You can learn more about differentials and viscous couplings in How Differentials Work.Gas-powered chain saws and weed eaters have centrifugal clutches, so that the chains or strings can stop spinning without you having to turn off the engine. These clutches work automatically through the use of centrifugal force. The input is connected to the engine crankshaft. The output can drive a chain, belt or shaft. As the rotations per minute increase, w eighted arms swing out and force the clutch to engage. Centrifugal clutches are also often found in lawn mowers, go-karts, mopeds and mini-bikes. Even some yo-yos are m anufactured with centrifugal clutches.C lu tches are valuable and necessary to a number of applications. For more information on clutches and related topics, check out the links on the following page.离合器工作原理如果您驾驶手动变速箱的汽车，您可能会惊讶地发现，它有一个以上的离合器。
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附录A对于手动挡的车型而言，离合器是汽车动力系统的重要部件，它担负着将动力与发动机之间进行切断与连接的工作。
在城市道路或者复杂路段驾驶时，离合器成了我们最频繁使用的部件之一，而离合器运用的好坏，直接体现了驾驶水平的高低，也体现了对于车辆保护的好坏。
正确使用离合器，掌握离合器的原理以在特殊情况下利用离合器来解决问题，是每个驾驶手动挡车型的车友应该掌握的。
所谓离合器，顾名思义就是说利用“离”与“合”来传递适量的动力。
离合器由摩擦片，弹簧片，压盘以及动力输出轴组成，布置在发动机与变速箱之间，用来将发动机飞轮上储存的力矩传递给变速箱，保证车辆在不同的行驶状况下传递给驱动轮适量的驱动力和扭矩，属于动力总成的范畴。
在半联动的时候，离合器的动力输入端与动力输出端允许有转速差，也就是通过其转速差来实现传递适量的动力。
离合器分为三个工作状态，即不踩下离合器的全连动，部分踩下离合器的半连动，以及踩下离合器的不连动。
当车辆在正常行驶时，压盘是紧紧挤靠在飞轮的摩擦片上的，此时压盘与摩擦片之间的摩擦力最大，输入轴和输出轴之间保持相对静摩擦，二者转速相同。
当车辆起步时，司机踩下离合器，离合器踏板的运动拉动压盘向后靠，也就是压盘与摩擦片分离，此时压盘与飞轮完全不接触，也就不存在相对摩擦。
最后一种，也就是离合器的半连动状态。
此时，压盘与摩擦片的摩擦力小于全连动状态。
离合器压盘与飞轮上的摩擦片之间是滑动摩擦状态。
飞轮的转速大于输出轴的转速，从飞轮传输出来的动力部分传递给变速箱。
此时发动机与驱动轮之间相当于一种软连接状态。
一般来说，离合器是在车辆起步和换挡的时候发挥作用，此时变速箱的一轴和二轴之间存在转速差，必须将发动机的动力与一轴切开以后，同步器才能很好的将一轴的转速保持与二轴同步，挡位挂进以后，再通过离合器将一轴与发动机动力结合，使动力继续得以传输。
在离合器中，还有一个不可或缺的缓冲装置，它由两个类似于飞轮的圆盘对在一起，在圆盘上打有矩形凹槽，在凹槽内布置弹簧，在遇到激烈的冲击时，两个圆盘之间的弹簧相互发生弹性作用，缓冲外界刺激。
有效的保护了发动机和离合器。
在离合器的各个配件中，压盘弹簧的强度，摩擦片的摩擦系数，离合器直径，摩擦片位置以及离合器数目就是决定离合器性能的关键因素，弹簧的刚度越大，摩擦片的摩擦系数越高，离合器的直径越大，离合器性能也就越好。
起步时需要有一定的半联动时间，以保证起步的平顺。
坐新手开的车都有这样的体会，要么起步时熄火，要么是一颤一颤出去的，这些都是半联动技巧没有掌握好的表现。
汽车在起步的时候，变速箱的二轴是静止的，当我们挂一挡以前，需要踩下离合器，此时变速箱的一轴与动力分开，通过同步器挂上一挡以后，一轴也同样变为静止。
动力从飞轮出来是有一定转速的，此时与一轴存在巨大的转速差，这也就是为何起步时对于半联动的要求要比换挡时高得多的主要原因，离合器的前后部件一个静止一个运动。
这样的转速差必须由半联动来消化，也就是动力开始的时候部分传递给一轴，使车辆能以较平稳的姿态起步，一旦车辆行驶起来，转速差就会变得很小，此时将离合器完全抬起，就不会有冲击了。
坡道起步需要较高的半联动技巧。
半联动可以消化发动机转速与车轮之间的转速差，也就是说可以有在动力已经传递到车轮上，但车轮并不运转的情况出现，这种情况常常发生在坡道。
一般对于驾驶技术不熟练的驾驶员而言，在坡道起步时会拉起手刹，然后让离合器处于半联动状态，松下手刹，车辆保持静止，防溜车殃及后车。
而车辆向后滑行的重力是由发动机提供的动力来抗衡的，而离合器则负责消除这里存在的转速差。
车辆处于这种情况下，驾驶员就能很轻松的起步了，继续踩下油门踏板让转速进一步提升获得足够的扭力，车辆就顺利坡起了。
此时对于半联动的技巧要求较高，如果半联动力度太弱，就可能在松开手刹时车辆向后滑动，容易造成新手的惊慌失措，如果半联动力度过强则容易是车辆加速过猛而撞到前车。
所以对于新手而言，此时可以让发动机转速略高，并采用较大的半联动力度，使车辆有个向前走的趋势时，再松开手刹。
新手驾驶的时候会存在一些离合器使用上的错误操作。
作为新手，由于驾驶技术的不熟练，很难将油离很好的配合，导致在使用离合器的时候出现一些有损离合器的操作方法，而这些情况同样是出现在半联动的时候。
避免离合器长时间处于半联动状态才能有效的保护离合器。
有些新手刚上路时由于紧张，油离配合不好，害怕自己在起步时熄火灭车，于是就轰大油门而离合器却压得很低，半天也不全部抬起实现全联动，此时发动机的转速与一轴的转速存在巨大的转速差，而车辆则是慢慢起步的，这些巨大的转速差全部由离合器的半联动消化，这是非常毁离合器的做法。
为了避免频繁的坡道起步，用脚半踩离合，这样能用半联动来控制车的行驶速度，也就是俗称闷着离合器走。
整个过程离合器都是发生滑动摩擦的，这种长时间的滑动摩擦也会损害离合器。
开车上路总喜欢把左脚放到离合器踏板上，从而导致不自觉的压下了离合器踏板，车辆长时间处于半联动状态。
所有这些操作都会加速离合器片的磨损，对车辆的动力性和经济性都会造成损失。
离合器是汽车上一个频繁摩擦的部件，它会随着使用时间和使用频率的增加而产生磨损，就会产生离合器打滑现象。
对于有经验的驾驶员是可以提早发现的，比如判断离合器是否打滑我们可以在原地着车时挂入一挡，这时不要松手刹，然后慢慢抬离合器直至完全抬起，如果在离合器抬起时，发动机熄火这就证明你的离合器不打滑，反正如果离合器都完全抬起了而车还不熄火就证明你的离合器有问题了。
还有就是在起步时明显感觉到离合器位置突然变高了，也是离合器打滑的前兆，再有就是我们在急加速时只是感觉发动机转速在不断升高，而车速却没有升高等等这些情况都是离合器打滑的征兆。
当出现离合器磨损或打滑时我们要及时检查、更换，否则这会使发动机输出的动力不能有效的传递给输出轴上，而是将动力损失在离合器片与飞轮之间的滑动摩擦上，并将相互之间的摩擦转变为热能消耗掉，这样会导致动力传输下降，同时还会费油增加用车的成本。
附录BStick to the car, clutch is an important component of the auto power system, it bears will power and the engine cut and connection between the work. In urban road sections or complex, our most frequently used clutch became one of the components, and clutch, use directly reflects the driving of level, but also reflects the good protection for vehicles. Used correctly, principle of clutch clutch in special circumstances using clutch to solve problems, each block is driving the car manual should master enthusiasm.So-called clutch, just as its name implies is using "from" and "close" to deliver the amount of power. By friction clutch, shrapnal, pressure plate and dynamic output shaft, decorate in the engine and transmission between, used to be the flywheel storage engine torque to gearbox, ensure vehicles in different driving conditions apply to drive wheels, belong to the driving force and torque powertrain category. In half the time of the clutch, linkage power input and output power is allowed, namely through rotational speed to realize the amount of power transmission.The clutch is divided into three working condition, not on the clutch type on the part of the clutch, under half step down, and the type of clutch type. When the vehicle in normal operation, the pressure plate is tightly packed on the friction of friction, pressure plate and the friction between the biggest slice, input shaft and the output shaft remains relatively static friction between both speed and in the same. When the vehicle, the driver started on the clutch pedal, clutch platen movement by pulling back, also is the pressure plate and friction slices, pressure plate and the separation of the flywheel no contact will not exist relatively friction.Finally, also is a type of clutch. At this time, the pressure plate and the friction in small type. Clutch disc friction slices with flywheel is sliding friction between state. The flywheel speed than the output shaft speed, the power transmission from the flywheel part to the gearbox. This engine and driving wheel is equivalent to a soft connection between state.Generally speaking, the clutch is started and shift in vehicles, at the time of transmission shaft and a second shaft rotation difference exists between the power of the engine, must be with a shaft cut, can be very good synchronizer will keep a shaft speed and synchronous, block into later, again with a shaft through clutch of engine power, power continue to transmit.In the clutch, and an indispensable buffering device, it consists of two similar to the flywheel disc disc playing together, in rectangular groove is decorated in the slots in the spring, the impact of fierce encounter between the two disks, spring, mutual happen elastic cushion external stimuli. Effective protection of engine and clutch. In all parts of the clutch platen, intensity of spring, the friction coefficient, clutch friction, diameter and clutch position number is the key factor decision clutch performance, the stiffness of hydropneumatic spring, the friction coefficient is higher, the diameter of the clutch, clutch performance is better.When beginning to have time, to ensure the linkage of half started smoothly. Sit novice car have such experience, or remove, or started a quiver yishan, these are not good skills and linkage. The car at the start of the second shaft, gearbox, when we are still hang a block, need on the clutch, a transmission axis and power, through the synchronizer hang a block, a shaft also become motionless. Power is out from the flywheel, there must be a rotating shaft with great speed, which is why started to half of requirements than the shift much when the main reason, clutch before a stationary components, a movement.So the speed of the poor by half linkage to digest must, is at the beginning of the power transmission shaft, and give a part of the vehicle to a smooth start posture, once the vehicle, speed difference will become small, at this time will clutch, there won't be fully up the impact.Start to higher ramps and linkage skills. Half the speed and the engine can be digested linkage between the wheel speed difference, i.e., the power can be passed to the wheel, but not running wheel, which often occurred in the ramp. General for driving technology not skilled driver, start up the ramp when handbrake, then let the clutch is linkage, panasonic, vehicle handbrake stationary car after disaster prevention, slip. The gravity of the slide backwards and vehicle by the engine is the power to provide against, and clutch is responsible for eliminating the speed difference exists here.Vehicles in this kind of circumstance, the driver can easily start, continue to trample accelerator pedal to obtain enough to further improve speed of torsion, vehicle goes up the slope. Now the skills required for half a linkage, if half linkage too weak, might efforts in the open hand brake when slide backwards, easy to cause the vehicle's panic, if half of a joint efforts, easy is accelerating and hit limber fast-drawing. So for beginners, can let the engine speed slightly tall, and the greater half linkage, make vehicles have a walk when thetrend, and loosen the handbrake.When will the novice driving some mistakes on the use of the clutch. As a novice, due to driving technology, it will be difficult to unskilled oil from good coordination, resulting in use when the clutch of some beneath the clutch, and these operating methods are also appeared in the half of time.Avoid clutch at half time state can effectively protect the linkage of clutch. Some of the novice just when due to stress, oil from bad cooperation and started out in the car, then remove and clutch shot big throttle pressure very low, but also don't lift realize all along, the linkage of engine speed and a shaft rotational speed of the huge, and vehicle speed is slowly started, the great speed of all poor by clutch linkage, this is very destroyed digestion. Clutch, In order to avoid using the ramp frequent trample brake, so half feet in half the speed KongZhiChe linkage to, or a clutch. FrowstyThe whole process of sliding friction clutch occurs, the long time of sliding friction will damage the clutch. Driving on the left foot in general like the clutch not consciously, resulting in the clutch pedal under pressure for a long time, the vehicles at half linkage. All of these operations can accelerate the clutch disc wear, the dynamic performance and fuel economy of vehicle can cause damage.The clutch is a frequent automobile parts of the friction over time, it will be increased frequency of use and wear, and can produce clutch skid phenomenon. For experienced pilots can be found, such as advance whether we can judge the clutch in situ skidding car when a block, then hang soonly, and then slowly lift clutch brake up until completely, if the clutch lift, engine flameout this proof of your clutch not sliding, anyway if the clutch is completely lift and car is not leaving the clutch is proof that you.There is in start when suddenly felt clutch position, also the clutch, another is the precursor of sliding speed in urgent when we just feel engine speed in rising, and speed, but not all of these conditions are signs of sliding clutch. When the clutch when we want to wear or skid timely inspection, replacement, otherwise will make the engine output power can effectively to the output shaft, but will power loss in the clutch plate and the sliding friction between the flywheel, and the friction between energy consume, for it will cause power transmission, also dues increase the cost of oil transport.。