德国Bosch博士CVT自动变速器介绍
福特公司CVT自动变速箱介绍说明书
O ver the years there have been a number of automotive tech-nologies promoted as next year’s new thing. But some-how, they never quite arrived.Surely, the Continuously Vari-able Transmission fits into that category. Since it was first put into tiny little Dutch-built DAF cars 40 years ago, the benefits of CVTs have been explained to countless classes of automo-tive technicians. But as a mainstream trans-mission, CVTs have been stuck in low gear.This is about to change in a big way. Ford will introduce a CVT transmission in three new vehi-cles this summer—the Five Hundred, the Mer-cury Montego and the Freestyle. And these will not be small vehicles. This transmission will be in high-volume, domestically produced vehicles with an engine capable of 250 ft.-lbs. of torque. While other makers have been in production with CVTs,this is a mass-market break-through for this technology.Ford is not alone in mov-ing CVTs into higher pow-ered cars. The only transmis-sion option of-fered by Nis-san in its V6-powered Mu-rano is a CVT.Honda contin-ues to make the Multitron-ic transmis-sion. The Au-di A4 has a CVT option,as does the Mini Cooper.In addition, both the Toyota Prius and Honda Insight are equipped with CVT transmissions.While mass-market CVTs strapped to higher output engines is a story in itself, there are other new transmissions on the market and on the way that are also significant. Mercedes has a new seven-speed automatic in production, Audi an electronically clutched and shifted manual.Ford and GM are working on a common six-speed automatic that will be installed in both brands of vehicles. While Ford may have called this the year of the car, it might have been more correct to call it the Year of the Transmission.A major part of what’s finally making these long-desired changes possible is the electronic content of those trannies. The on-vehicle con-trol electronics, sensor technology and software make what was a struggling technology ready for mainstream application.The basic benefits of improved-technology transmissions have been around for quite some time. The truth is that internal combustion en-gines are really efficient only over a fairly nar-row range of rpm. The tach in your car might suggest that the engine can run from idle to red-line and you’d never have to worry about it.While mechanically this is true, it’s not true in terms of fuel economy, emissions and reliability performance. The window for best emissions and economy may be less than 1000 rpm wide.This new generation of CVTs has about half the parts of a comparable automatic. In a world where simpler means less expensive and more reliable, this is good. One of the major subsys-tems that will disappear is the torque converter;it’s not needed with a CVT. When it comes to size, a CVT can be about the same physical size and weight as a standard five-speed manual transmission. Cutting the weight of the trans-mission in half has a direct impact on vehicle fuel economy.With a conventional transmission, three or four gear ratios are used to adapt engine speed to vehicle speed. This means that variations in engine rpm have to cover the range between As the need for improved fuel economy and componentsimplicity grows in importance, several automakers haverefocused their energies on CVTs to achieve both goals.Mike Dalecontinued on page 18This CVT, made by ZF Transmissions in Batavia,Ohio, is used in Europe on the Ford Focus. Ford has recently taken full control of that joint venture,signaling the ramp-up in CVT production and usage by Ford and other world automakers.P h o t o c o u r t e s y Z F T r a n s m i s s i o n seach gear. If there were more available gear ratios, the actual engine rpm op-erating range could be narrowed, keeping the engine in its most efficient operating range longer. The claims from automakers vary, but the general thrust of things is that with these im-proved-technology transmissions (not just CVTs), fuel economy can be im-proved from 6% to 10%. There are further claims of lower NO X emissions because the engine can be kept in a range where temperatures are low enough to prevent NO X emissions from forming.The value of six- and seven-speed transmissions is that they can handle the torque load of higher powered en-gines, such as the typical American V8. The range of gear ratios is wider with the new improved-technology trans-missions than it was with the old. The ratio span of the typical four-speed au-tomatic is between 3.5:1 and 4.0:1; Ford’s new CVT has a ratio span of 6.0:1.You can see how this works in thenew Mercedes seven-speed. MostOverdrive ratios are in the range of15% to 20%. This Mercedes transmis-sion has a 50% Overdrive. The outputof the transmission will be two full ro-tations for every engine rotation. Thisshould be good for high-speed, light-load, flat-land cruising. With Europeangasoline prices over five bucks a gallon,you can understand the concern theyhave over fuel economy.When you put it all together—betterfuel economy, lower emissions, fewerparts, lower cost (if not today, eventual-ly)—CVTs seem to make so much sensethat you wonder why we haven’t hadthem for a long time. The answer is reli-ability and torque limitations. VanDoorne’s original CVT used an upgrad-ed drive belt made of much the samematerials and construction as a V-belt.These belts originally had a life of about20,000 miles, when expected vehiclelife was maybe 80,000 to 100,000 miles.Even at a time when 50,000 miles wasacceptable for the life a VW Beetle en-gine, this was not good enough.More importantly, CVTs were notscalable. You couldn’t simply build abigger belt and have it work on a 6- or8-cylinder engine. The CVTs that havebeen out there have always been onsmall cars with relatively small dis-placements and torque-handling re-quirements. GM, for example, offersthem on 1.5- and 2.0L engines, and onthe 2.2L Ecotech engine used in Sat-urn’s VUE and ION.The road to an improved CVT has atleast two lanes. One of them is im-proved mechanical integrity, which hasbeen brought about by the use of met-al link belts and improved lubricants.In today’s belt systems, the belts oper-ate in compression, not in tension. Thismeans that the belt actually pushes thedrive pulley instead of pulling it.The development of these new beltshas been the result of extensive com-puter modeling. An outfit calledAbaqus Inc. has recently been talkingEye On Electronicsabout how its software was used by Honda to model the ef-fect the stiffness of the pulleys has on the life of the belts. Previously, it was assumed that the pulleys were perfectly stiff. When they actually programmed in the true material properties of the pulleys, they found that they did have some flexural stress, and that this could lead to misalignment of the belt. Computer simulations showed that stress on the belt could be lowered by 7% by making sure the pulley really was stiff enough to prevent misalignment.The second lane on the road to improved CVT durability and torque-handling capability is something called integrat-ed drivetrain torque control. While there are steady-state loads on any transmission, it’s the transient overloads, or spikes, that could possibly do damage.In GM’s VTi electronic CVT, torque management coordi-nation between the engine and transmission algorithms pro-vide overall transmission input torque protection. A recent SAE paper authored by GM engineers says that this soft-ware protects the variator system (their term for the pulleys and belt) from the shock loads during rock cycling and rolling garage shifts. It does this by controlling the combina-tion of input speed and torque limits needed to maintain the necessary belt clamp. They say their uniquely applied torque management strategy eliminates potential damage to the belt caused by inertia torque from sudden increases in wheel speed due to a loss of traction or harsh road inputs.Further electronic content is in the software used to con-trol the CVT. In GM’s case, fuzzy logic is used to determine driver intent, between acceleration and steady-state opera-tion. This allows the CVT to operate effectively during accel-eration, providing a linear acceleration linked to increasing engine speed. This prevents one of the “dislikes” about earli-er CVTs called motorboating. In those versions, the engine could accelerate up and down in an odd way while the pul-leys moved in and out. Integration of throttle control and transmission ratio control provides superior cruise control without inducing high engine speeds or cycling, even in rolling terrain. A grade braking logic provides speed control and enhances cruise control operation, allowing more accu-rate cruise set speeds.There have been some teething problems with the new-generation CVTs. Ford had hoped to have its CVTs in produc-tion a year ago. In January of this year, GM temporarily halted production of its CVT after making nearly 100,000 of them. Nearly 40% of Saturn VUEs and IONs were being equipped with CVTs at the time. There also have been reports of prob-lems with Honda’s Multitronic, especially in cases where power-increasing mods had been made to the engine.Some drivers have found the completely smooth shifting of the CVT to be a bit disconcerting. Companies like Nissan, Audi and BMW have programmed in “bumps,” so drivers would sense that the CVT was correctly “shifting” gears. From a service standpoint, there are a couple of things for you to know. Typically, the fluid fills in CVT transmissions are special for each particular transmission. Also, the recommend-ed service intervals are shorter for CVTs than for conventional automatics. Your customers need to know that these service intervals must be followed if they’re going to enjoy the long service life these transmissions can provide.。
ECVT电控无级自动变速器
多元化的应用领域
ecvt电控无级自动变速器的应用领域将更 加多元化，不仅应用于传统的汽车领域， 还将拓展到新能源、航空航天等领域。
未来挑战与机遇
技术创新和知识产权保护
随着ecvt电控无级自动变速器的技术不断发 展，技术创新和知识产权保护将成为企业面 临的重要问题。企业需要加强技术研发和创 新，以保持竞争优势。
类型与结构
类型
ECVT电控无级自动变速器主要分为平行轴式和行星轮式两种类型。行星轮式ECVT具有更紧凑的结构和更高的 传动效率，是当前主流的ECVT类型。
结构
ECVT的结构主要包括行星齿轮组、电机、离合器、制动器等部分。其中，行星齿轮组是ECVT的核心部分，它 具有高传动效率和优秀的动力分配性能。电机则通过离合器和制动器与行星齿轮组连接，实现电机的动力输入 和输出。
市场规范和竞争格局
随着ecvt电控无级自动变速器市场的不断扩 大，市场规范和竞争格局也将发生变化。企 业需要加强自身品牌建设和产品质量控制， 以提升市场竞争力。同时，也需要关注行业 内的兼并重组和合作机会，以实现资源的优
化配置和协同发展。
感谢您的观看
THANKS
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ecvt电控无级自动变速器 控制系统
控制系统组成
传感器系统
包括车速传感器、发动机转速传感器、油门踏板传感器等，用于 监测车辆和发动机的运行状态。
电子控制单元（ECU）
用于接收传感器信号，根据控制算法发出控制指令，控制变速器 的换挡和油压等动作。
执行机构
包括电磁阀、油路控制阀等，根据ECU的指令控制变速器的换挡 和油压等动作。
工作原理
电子控制系统
ECVT的电子控制系统是其核心部分，它包括传感器、控制器和执行器等。传感器 负责监测车辆状态和驾驶员意图，控制器根据传感器数据和预设的控制策略计算 出最佳的变速比，并通过执行器控制变速器的动作。
德国采埃孚集团最新介绍
Divisions Car Driveline Technology Car Chassis Technology Commercial Vehicle and Special Driveline Technology Off-Road Driveline Technology and Axle Systems Powertrain and Suspension Components Steering Technology – ZF Lenksysteme GmbH
Total sales 787 mio. €
Car Driveline Technology 16%
Car Chassis Technology 34%
Off-Road Driveline Technology
and Axle Systems
11%
2009/06
ZF in China
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ZF Group
Hydraulic power steering systems for CVs > 6 t Shock absorbers for cars and CVs ≤ 6 t Shock absorbers for CVs > 6 t
Chassis components for cars and CVs ≤ 6 t
1998 ZFDS, Suzhou SAS, Shanghai
2002 SPS, Shanghai
2000 SHS, Shanghai
2005 ZFCN, Shanghai ZFZD, Shanghai (2007 ZFBES) SDS, Shiyan ZFDH, Hangzhou LSCNJ, Ji’nan
ZFCN ZF (China) Investment Co., Ltd.
汽车变速器之手动变速器(MT),自动变速器(AT),手自一体变速器,无级变速器(CVT)
一、什么是CVT？CVT即无段变速传动，其英文全称Continuouslv VariableTransmission，简称CVT。
发明这种变速传动机构的是荷兰人，有其装置的变速器也称为无段变速箱或者无级变速器。
这种变速器和普通自动变速器的最大区别是它省去了复杂而又笨重的齿轮组合变速传动，而只用了两组带轮进行变速传动。
通过改变驱动轮与从动轮传动带的接触半径进行变速，其设计构思十分巧妙。
由于CVT可以实现传动比的连续改变，从而得到传动系与发动机工况的最佳匹配，提高整车的燃油经济性和动力性，改善驾驶员的操纵方便性和乘员的乘坐舒适性，所以它是理想的汽车传动装置。
无段变速箱轿车一样有自己的档位，停车档P、倒车档R、空档N、前进档D等，只是汽车前进自动换档时十分平稳，没有突跳的感觉。
汽车行驶的速度是不断变化的，这就要求汽车的变速器的变速比要尽量多，这就是无级变速(Continuously Variable Transmission简称"CVT") 。
尽管传统的齿轮变速箱并不理想，但其以结构简单、效率高、功率大三大显着优点依然占领着汽车变速箱的主流地位。
在跨越了三个世纪的一百多年后的今天，汽车还没有使用上满意的无级变速箱。
这是汽车的无奈和缺憾。
但是,人们始终没有放弃寻找实现理想汽车变速器的努力,各大汽车厂商对无级变速器(CVT)表现了极大的热情，极度重视CVT在汽车领域的实用化进程。
这是世界范围尚未根本解决的难题，也是汽车变速器的研究的终极目标。
围绕汽车变速箱五个研究方向，各国汽车变速器专家展开了激烈的角逐。
1．摩擦传动CVT金属带式无级变速箱(VDT-CVT)的传动功率已能达到轿车实用的要求，装备金属带式无级变速箱的轿车已达100多万辆。
据报道：大排量6缸内燃机（2.8L）的奥迪A6轿车上装备的金属带式无级变速箱Multitronic CVT ，能传动142kw （193bhp）功率，280Nm扭矩。
无级变速器(CVT)
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3）行星齿轮机构 作用：实现倒挡。
行星齿轮机构连接关系图
1-前进挡离合器钢片和摩擦片； 2-变速器输入轴； 3-太阳轮； 4-带行星齿轮的行星轮 支架； 5-辅助变速齿轮； 6-齿圈； 7-倒挡离合器钢片和摩擦片； 8-行星齿轮1； 9行星齿轮2
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4）变速杆换挡机构及P位停车锁 作用： （1）触发液压控制单元手动换挡阀。 （2）控制停车锁。 （3）触发多功能开关，识别变速杆位置。
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无级变速器（CVT）
1.1 无级变速器概述
1.无级变速器的发展 ➢ 应用：一汽大众奥迪、 广州本田飞度、东风日产新天籁、东南得力卡菱帅、南京菲亚特
派力奥、奇瑞旗云等轿车。 2.无级变速器的优点 1）经济性好 2）动力性好 3）排放低 4）成本低
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1.2 无级变速器的基本组成及原理
1.无级变速器的基本组成 ➢ 传动轮装置（含主/从动轮组及传动带） ➢ 行星齿轮机构 ➢ 电子控制系统 ➢ 液压控制系统 ➢ 换挡控制机构 2.无级变速器的基本工作原理 ➢ 通过主/从动轮工作半径的无限改变来实现 ➢ 工作半径的改变：移动可动盘
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（2）DRP控制方案。 ①赛车模式与经济模式及加速与减速。
强制低挡加速特性曲线图 1-加速踏板位置曲线；2-发动机转速曲线； 3-车速曲线
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经济驾驶模式下加速性曲线图 1-加速踏板位置曲线； 2-发动机转速曲线； 3-车速曲线
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②上坡与下坡。
上坡时控制方案图
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下坡时控制方案图 1—一次制动 => 发动机转速提高，发动机制动效果提高； 2—两次制动 => 发动机转速进一步提高，发动机制动力矩加大
置用于故障分析。
多功能开关F125示意图 1-换挡轴；2-电磁阀；3—4个霍尔传感器（A，
CVT、DCT、AT变速箱,到底有什么区别,怎么选？
CVT、DCT、AT变速箱，到底有什么区别，怎么选？CVT、DCT、AT变速箱，是目前应用非常广泛变速箱，但是，这些变速箱的工作原理是不同的，而且，各有优势和劣势。
自动变速器（AT）自动变速器简称AT，全称Auto Transmission，它是由液力变矩器、行星齿轮和液压操控系统组成，通过液力传递和齿轮组合的方式来达到变速变矩。
自动变速器（AT）的汽车，能根据路面状况和油门踩下去的深度自动变速变矩，驾驶者可以全神贯注地注视路面交通而不会被换档搞得手忙脚乱。
优点：换挡不用人工干预，故障率极低，只需要定期更换变速器油，就不会出现什么问题！缺点：传动效率不高，换挡慢，增加油耗，甚至很多的车厂搭配的AT变速器换挡逻辑不科学，导致及其的不平顺，不过随着AT技术不断进步，已经有很多车厂解决了上面的问题，例如奔驰的9AT。
双离合变速器（DCT）双离合变速箱简称DCT，英文全称为Dual Clutch Transmission，因为其有两组离合器，所以有人称“双离合变速器”。
双离合变速器的两个离合器，一个控制奇数（1,3,5,7）档位，一个控制偶数（2,4,6,8）档位，例如当前档位在三档的时候，第四个档位的离合器已经成为备选状态，所以能产生极快的换挡速度！优点：1，换档快，双离合变速器的换挡时间非常短，比自动变速器快非常多，换挡时间只有不到0.2秒！2，省油，双离合变速器在换挡过程中，几乎没有动力损失，相比传统的自动变速器能省油百分之十五左右。
缺点：1，干式双离合散热性能极差，很容易产生高温失灵，例如某车厂比较有名的（DSG死亡闪烁）。
2，当需要切换的档位并未处于预备状态时，换挡时间相对较长，在某些情况下甚至超过1秒！3，低速顿挫问题严重，很多车厂并未解决此问题！CVT变速器CVT（ContinuouslyVariableTransmission），直接翻译就是连续可变传动，CVT变速器的结构相对简单，主要部件是两个锥形盘和一条钢带，钢带套在两个锥形盘上，通过改变两个锥形盘的直径来进行变速。
ecvt变速箱工作原理
ecvt变速箱工作原理ECVT变速箱工作原理。
ECVT（Electronically Controlled Continuously Variable Transmission）是一种电子控制的无级变速箱，它的工作原理是通过调节两个传动比来实现无级变速。
在ECVT变速箱中，没有固定的齿轮比，而是通过调节两个传动轮的直径来实现不同的速度比。
下面我们将详细介绍ECVT变速箱的工作原理。
首先，ECVT变速箱由两个主要的部件组成，传动带和变速器。
传动带由两个金属带组成，它们分别连接到发动机和车轮。
变速器由两个圆锥形的轮子组成，它们被传动带连接在一起。
当发动机转速发生变化时，传动带会根据需要调整两个圆锥轮的直径，从而实现不同的传动比。
其次，ECVT变速箱的工作原理基于电子控制系统。
电子控制单元（ECU）通过传感器实时监测发动机转速、车速和驾驶员的需求，然后根据这些信息来调节传动带和变速器的直径。
通过精确的控制，ECVT变速箱可以实现无级变速，并且在不同驾驶条件下提供最佳的动力输出。
此外，ECVT变速箱还具有自适应学习功能。
它可以根据驾驶员的驾驶习惯和路况自动调整传动比，从而提供更加舒适和高效的驾驶体验。
这种自适应学习功能可以帮助减少燃油消耗，并且延长发动机和传动系统的使用寿命。
总的来说，ECVT变速箱的工作原理是基于电子控制和无级变速技术。
它通过精确的控制和自适应学习功能，可以实现最佳的动力输出和燃油经济性。
作为现代汽车的重要部件，ECVT变速箱在提高驾驶舒适性和降低燃油消耗方面发挥着重要作用。
希望本文能够帮助大家更好地理解ECVT变速箱的工作原理。
1.自动变速器概述
2、齿轮变速机构
形成不同的传动比，组合成电控自动变速器不同的挡位。
3、换挡执行机构
4、液压控制系统
5、电子控制系统
１、输入轴转速传感器 ２、车速传感器 ３、液压油温度传感器 ４、挡位开关 ５、巡航电子控制单元 ６、发动机转速传感器 ７、自诊断插座 ８、节气门位置传感器 ９、超速挡开关 10、仪表板 11、电磁阀
P位：停车档 R位：倒档 N位：空档 D（Ｄ4）位：前进档 3（Ｄ3）位：高速发动机制动挡 2（Ｓ）位：中速发动机制动档 L（1）位：低速发动机制动档
四、自动变速器的组成
电控自动变速器主要由液力变矩器、齿轮变 速机构、换挡执行机构、液压控制系统和电子控 制系统五大部分组成。
1、液力变矩器
安装在 发动机与变 速器之间， 将发动机转 矩传给变速 器输入轴。
五、自动变速器的控制原理
六、自动变速器的优缺点
➢ 优点：
✓ 整车具有更好的驾驶性能 ✓ 良好的行驶性能 ✓ 较好的行车安全性 ✓ 降低废气排放
➢ 缺点
✓ 结构较复杂 ✓ 传动效率低
1、丰田自动变速器
以A340E为例进行说明，其他常见的还有U341E、 A760E、A540H等。 ✓A表示自动变速器；若是“U”则表示超级智能自动变速器， 且都为前轮驱动； ✓3表示驱动方式，其中“1”、“2”、“5”表示前轮驱动， “3”、“4”、“6”、“7”表示后轮驱动； ✓4表示前进档位数，“4”表示四档自动变速器，“5”表示 五档自动变速器，“6”表示六档自动变速器； ✓0表示生产序号，“0”是基本型，“1”是一次改进型，“2” 是二次改进型等； ✓E表示电控自动变速器，同时具有锁止离合器；“H”或 “F”表示四轮驱动自动变速器，均省略了“E”。
ZF 8速变速器详解
ZF 8速变速器详解自动变速箱维修在6速自动变速箱渐渐普及于普通消费者买得起的主流车型时，豪华产品阵营当中已经掀起了一股更前卫的浪潮--8速自动变速箱已经开始蔓延。
至于“换挡太频繁累出毛病”？其实，挡位数量并不是关键，想知道“8AT”究竟为什么被青睐？请接着往下看。
● 8AT应用广泛，阵营将进一步扩容我们以目前纵置8速自动变速箱（以下部分文章内容简称“8AT”）最主要的供应商--德国采埃孚(ZF)集团的产品为例对“8AT”做个解读。
采埃孚并不是唯一提供8速自动变速箱的厂商，日本爱信旗下的爱信AW（Aisin-Warner）其实在更早的时候就为雷克萨斯LS系列匹配了8速自动变速箱，但是采埃孚却后来居上，匹配的品牌及产品已经横跨欧美，成为了市场上8AT的主力。
宝马是采埃孚8速自动变速箱最大的买家，上至760Li，下至宝马1系，全家族的产品中几乎都能见到8AT的身影，奥迪的A8和Q5车型也同样搭载了采埃孚8AT。
另外，有着强烈崛起欲望的克莱斯勒在全新的300C上也匹配了8速自动变速箱，未来，捷豹、路虎等更多品牌也会加入8AT的阵营。
● 降低油耗是最初开发目标采埃孚的8前速自动变速箱被命名为8HP系列，其当初最主要的开发目标是降低油耗，通过更加密集的齿比、更高效的换挡执行机构、液力变矩器控制尺寸、变速箱结构、重量的优化设计使8速自动变速箱在尺寸体积与采埃孚6速自动变速箱相当的情况下，比6速自动变速箱的油耗降低了6%。
如果匹配混合动力系统，这台变速箱能够降低最多25%的油燃消耗。
结构设计：与6速自动变速箱尺寸相当采埃孚的这台8速自动变速器由四组行星齿轮和五个换挡离合器构成核心的速比变化机构，在液力变矩器方面应用了新的技术，并使其能够快速锁止，减少了液力变矩器的动力损失。
变速箱的机油泵采用链条传动平行布置的设计，使8AT箱体的长度得到控制，加上紧凑的离合器以及行星齿轮组的设计，最终实现了与6速自动变速箱相当的体积。
自动变速器介绍
●液控变速器的换档规律是唯一的，它由结构决定
偶合器的结构
变矩器内部结构
液力变矩器的主要功能
具有力矩的增大作用，在汽车启步或低速状态，其 力矩增大值最大可达1.8-2.5倍。
流动的液体对导轮产生的作用力矩，可以使变 矩器的输出力矩增大1.8~2.5倍。
液 体 的 内 部 流 动
变矩器中的导轮为什么设置单向离合器？
变矩器的扭矩增大系数并不是一个常数。随着 车速增加，从涡轮喷射到导轮正面的液体，逐 渐在改变切入角，导轮的作用力矩随之减小。 当涡轮和泵轮转速比进入偶合点时，涡轮喷射 的液体已作用在导轮背面，如果导轮固定，则 液体经折射重返泵轮，将成为泵轮的阻力，同 时导轮作用相反方向的力矩。为此，导轮设置 单向离合器。当液体作用在导轮背面时，导轮 开始旋转，力矩为零。变矩器成了偶合器。
单向和超越式离合器∶固定行星齿轮机构中的某 一构件。或者有条件地锁止或释放两个具有相对 运动的部件。
伺服油缸和多片离合器的作用和释放需要液压控 制，而单向和超越式离合器的作用和释放仅服油缸
若行星齿轮机构中的任意两个元件同速同方向转 动，则第三元件的转速和方向必然与前两者相同， 则机构锁止，成为直接档。(这是一个十分重要 的特征，尽管在上述的例子没有涉及。)
行星齿轮机构变速执行元件
制动箍带和伺服油缸∶固定行星齿轮机构中的某 一构件。
多片离合器∶把来自发动机的动力源切换给行星 齿轮机构中的某一构件。在有些变速器中，也可 用于固定行星齿轮机构中的某一构件。
本 田 平 行 轴 式 自 动 变 速 器
平行轴传动变速器动力流 图1-15