变速器外文文献
变速器介绍外文文献翻译、中英文翻译、外文翻译
附录附录A 英文文献Transmission descriptionTransmission gearbox's function the engine's output rotational speed is high, the maximum work rate and the maximum torque appears in certain rotational speed area. In order to display engine's optimum performance, must have a set of variable speed gear, is coordinated the engine the rotational speed and wheel's actual moving velocity. The transmission gearbox may in the automobile travel process, has the different gear ratio between the engine and the wheel, through shifts gears may cause the engine work under its best power performance condition. Transmission gearbox's trend of development is more and more complex, the automaticity is also getting higher and higher, the automatic transmission will be future mainstream.Automotive Transmission's mission is to transfer power, and in the process of dynamic change in the transmission gear ratio in order to adjust or change the characteristics of the engine, at the same time through the transmission to adapt to different driving requirements. This shows that the transmission lines in the automotive transmission plays a crucial role. With the rapid development of science and technology, people's car is getting higher and higher performance requirements, vehicle performance, life, energy consumption, such as vibration and noise transmission depends largely on the performance, it is necessary to attach importance to the study of transmission.Transmission gearbox's pattern the automobile automatic transmission common to have three patterns: Respectively is hydraulic automatic transmission gearbox (AT), machinery stepless automatic transmission (CVT), electrically controlled machinery automatic transmission (AMT). At present what applies is most widespread is, AT becomes automatic transmission's pronoun nearly.AT is by the fluid strength torque converter, the planet gear and the hydraulic control system is composed, combines the way through the fluid strength transmission and the gear to realize the speed change bending moment. And the fluid strength torque converter is the most important part, it by components and so on pump pulley, turbine wheel and guide pulley is composed, has at the same time the transmission torque and the meeting and parting function.And AT compare, CVT has omitted complex and the unwieldy gear combination variable transmission, but is two groups of band pulleys carries on the variable transmission. Through changes the driving gear and the driven wheel transmission belt's contact radius carries on the speed change. Because has cancelled the gear drive, therefore its velocity ratio may change at will, the speed change is smoother, has not shifted gears kicks the feeling.AMT and the hydraulic automatic transmission gearbox (AT) is the having steps automatic transmission equally. It in the ordinary manual transmission gearbox's foundation, through installs the electrically operated installment which the microcomputer controls, the substitution originally coupling's separation which, the joint and the transmission gearbox completes by the manual control elects to keep off, to shift gears the movement, realizes fluid drive.Manual transmission gear mainly uses the principle of deceleration. Transmission within the group have different transmission ratio gear pair, and the car at the time of shift work, that is, through the manipulation of institutions so that the different transmission gear pair work. Manual transmission, also known as manual gear transmission, with axial sliding in the gears, the meshing gears through different speed to achieve the purpose of torque variation. Manual shift transmission can operate in full compliance with the will of the driver, and the simple structure, the failure rate is relatively low, value for money.Automatic transmission is based on speed and load (throttle pedal travel) fortwo-parameter control gear in accordance with the above two parameters to automatically take-off and landing. Automatic transmission and manual transmission in common, that is, there are two-stage transmission, automatic transmission can only speed the pace to automatically shift, manual transmission can be eliminated, "setback" of the shift feel.Automatic transmission is a torque converter, planetary gears and hydraulic manipulation of bodies, through the hydraulic transmission and gear combination to achieve the purpose of variable-speed torque variation.Also known as CVT-type continuously variable CVT. This transmission and automatic transmission gear generally the biggest difference is that it eliminates the need of complex and cumbersome combination of variable-speed gear transmission, and only two groups to carry out variable-speed drive pulley.CVT transmission than the traditional structure of simple, smaller and it is not the number of manual gear transmission, no automatic transmission planetary gear complex group, mainly rely on the driving wheel, the driven wheel and the transmission ratio brought about by the realization of non-class change.Widely used in automotive internal combustion engine as a power source, the torque and speed range is very small, and complex conditions require the use of motor vehicles and the speed of the driving force in the considerable changes in the scope. To resolve this contradiction, in the transmission system to set up the transmission to change transmission ratio, the expansion of the driving wheel torque and speed range in order to adapt to constantly changing traffic conditions, such as start, acceleration, climbing and so on, while the engine in the most favorable conditions to work under the scope; in the same direction of rotation of the engine under the premise of the automobile can be driven back; the use of neutral, interruption of power transmission, in order to be able to start the engine, idle speed, and ease of transmission or power shift . Transmission is designed to meet the above requirements, so that the conditions in a particular vehicle stability.In addition to transmission can be used to meet certain requirements, but also to ensure that it and the car can have a good match, and can improve the car's power andeconomy to ensure that the engine in a favorable condition to increase the scope of the work of the use of motor vehicles life, reduce energy consumption, reduce noise, such as the use of motor vehicles.Today the world's major car companies CVT are very active in the study. The near future, with electronic control technology to further improve, electronically controlled Continuously Variable Transmission-type is expected to be a wide range of development and application.附录B 文献翻译变速器介绍发动机的输出转速非常高，最大功率及最大扭矩在一定的转速区出现。
双离合器-变速器系统-外文文献翻译
附录附录A外文文献原文7-Speed Dual Clutch Transmission System for Sporty Application ABSTRACT:With its 7-speed dual clutch transmission, ZF has introduced an innovative transmission for sporty applications. The close ratios combined with extremely spontaneous drive behavior makes it an ideal transmission for sporty applications. This article describes the compact gear set with lubrication by injection for improving the level of efficiency and increasing the engine-speed-strength, the dual clutch unit as well as the hydraulic control unit, which is based on the pre-control principle, are also described in detail. The hy-draulic control principle provides the option of a hydraulic cruise mode in the event of an electronics failure. In addition to the transmission design, functional features that also highlight the sporty character of the transmission are described in detail.Key words: Automatic transmission; Dual clutch; Vehicle connection; Efficiency1 IntroductionWhen it comes to the field of automatic transmissions, dual clutch systems currently represent the benchmark in terms of spontaneity and sportiness. In this type of transmission, which is based on a countershaft transmission, these advantages are combined with a very direct "vehicle connection", high rpm performance, and excellent transmission efficiency.The 7-speed dual clutch transmission for the standard driveline presented here is designed for a torque capacity of up to 520 Nm and rotational speeds of up to 9250 rpms. In order to be able to achieve these performance data in the existing installation space, a concept was developed in which an oil chamber as well as lubrication by injection are used. Before introducing the transmission′s several unique features in more detail below, an overview of the basic transmission design will be presented, Fig. 1.The engine torque is introduced to the dual clutch via a torsion damper (not shown in Fig. 1). The multidisk clutches in the dual clutch are radially nested in one another and transfer the torque to both input shafts in the countershaft transmission gear set. In this case, due to the installation space, the countershaft is not located under the main shaft, but is tilted laterally. This becomes possible because the concept is based on lubrication by injection with a dry sump. On the one hand, lubrication by injection improves heat removal, on the other, there are nonoticeable losses due to the gears splashing in the oil pan. The oil is supplied to the transmission via an internal gear pump which is driven by a spur gear train behind the dual clutch. With the help of a spur gear train, the drive unit has the advantage that, via different gear ratio phases and depending on the intended use, the flow rate and the max. speed of the pump can be adapted. An additional advantage is that based on theresulting I proved installation space, an optimal ratio between the pump width and the pump diameter can be achieved for the pump′s level of efficiency. The hydraulic control unit is arranged under the gear set. The hydraulic unit supplies the clutch, based on need, with pressure and cooling oil as well as shift actuators. The latter are arranged laterally to the gear set and work with double-acting cylinders. The sensor for detecting the position of the gearshifts is attached directly onto the four gearshifts. The transmission has an external control unit.Fig.1Overview dual clutch transmission (DCT)2 Seven speeds with sophisticated stepping-a concept for extrme sporti- nessThe gear set concept of the dual clutch transmission introduced here was developed in house taking into consideration the following requirements:High power densityHigh speed endurance strength up to 9250 rpm Variability and modular designRepresentation of transmission-ratio spreads of about 4.7 and 6.8 with 7 speedsUse of existing synergies for manual transmissionsAfter extensive systematic development of the gear set in which many thousands of variants were produced and compared, the gear set concept that is illustrated in Fig. 2 is the final variant and the ideal concept for achieving the goals specified.The gear set selected is based on the constant drive concept and consists of two concentric drive shafts each of which are driven by one of the two multidisk clutches in theFig.2Gear set scheme of 7D variantdual clutch, two countershafts also concentric to one another, a main shaft and an output shaft. The gear ratios are engaged by the four synchronizer units A/B, C/D, E/F, and G/H, which are arranged on the main shaft and on the hollow countershaft and these are connected to the loose wheels or the adjacent shafts. An important feature in the gear set is the connectability of both countershafts through the C/D synchronizer unit. In the D shift position, the gear ratios selected in this way can be doubly used which reduces construction costs compared to conventional dual clutch gear sets. Similarly, this feature is used in first gear because then the vehicle is started up using the more powerful K1 clutch. Because of this dual use of the last gear level in the transmission for the first and second gear, the desired ratio step 1-2 is achieved through the transmission ratios of both constant drive phases.The use of the K1 clutch for starting up in first gear results inevitably in the direct gear also being assigned to the odd subsection. In this case, the fifth and seventh gears can be selected as a direct drive. With this feature, it was possible to develop a modular gear set which, on just a few changes,contains two different transmission gear ratio variants with fundamentally different characters.For the first version, with an overall spread of about 4 . 7 , the seventh gear is selected as a direct gear (called the 7D variant). Fig. 2 shows the relevant gear set diagram with the performance flows in all speeds. Due to its sophisticated gear steps, this transmission is highly suitable for very sporty vehicles that need only a "little" transmission stepping due to the high rotating engine. Optimal tractive power can be provided at any time duringvehicle operation.The second version is based on the 7D variant, however, fifth gear was selected as the direct drive. When maintaining the torque multiplication ratio and in adapting the transmission ratio of several lower gear levels, you get the 5D variant with a considerably higher transmission-ratio spread for vehicles with increased comfort demands and simultaneously reduced consumption.Fig. 3 illustrates the design of the 7D variant. The main similarity with existing manual transmissions for standard transmissions is noticeable. Due to the compact gear set design, the sufficient shaft dimensioning and the favorable arrangement in proximity of the bearing of the high transmitting ratios, central bearing glasses were not necessary despite the proportionally large bearing clearance.Overall, only two housing bearing levels are necessary where the front level is located behind both constant gears. In addition, a very compact and inexpensive transmission design could be implemented based on the bearing concept selected, especially in the area of the hollow shaft.Fig.3Sectional Drawing of 7D variant3 The dual clutchThe central module of this highly topical transmission concept is the wet dual clutch. With a broad spectrum of technical features, it implements the functional provisions of the transmission control unit and thus distinguishes the special character of this transmission concept.Very fast delay times, low inertia and good, comfortable friction value progressions facilitate, very sporty handling with highly dynamic gear shifting and comfortable cruising at a high level of efficiency. The dual clutch placed directly on the transmission input accepts the engine torque from thtorsion damper and feeds it to one of the two subsections, depending on the situation.Safety considerations have led to a "normall open" design.The radial arrangement of the multidisk pack age represents the best combination of performanc and installation space need, Fig. 4.Fig.4Dual clutchCareful lining and oil selection as well as intensive enhancement of this tribological system are the requirements for comfort and performance of this clutch throughout its service life.Through intense testing and detailed calculations, it was possible to achieve a very high therma loading capacity. As part of the process, the lining type, dimensioning, and grooving as well as equal distribution of thermal load and oil flow in the multidisk package are decisive design features.Low torque drag even with low temperatures as well as high speed endurance strength support comfort and a high level of sportiness, but are also important safety requirements.Rotating, centrifugal force-compensating clutch cylinders with hysteresis optimized gaskets make the clutches easy to control. Integrated plate springs reliably accept rapid piston resetting even at high speeds.In the case of an open clutch, only transmission input shafts with very low additional mass inertia are used. This supports rapid synchronizing sequences and a long service life of the synchronizer units.4 The hydraulic control unitIn the present dual clutch transmission, the hydraulic control unit fulfills the following tasks:Actuating the dual clutchShifting the gearshifts, i. e. engaging/synchronizing the gearCooling the dual clutchGear lubricationEmergency stop function in case of complete failure of transmission electronicsSeveral features in the hydraulic control unit as well as criteria for the selection of the control concept are going to be described in more detail below.4.1 PerformanceThe use of the dual clutch transmission in sporty vehicles demands high performance from the hydraulic control unit, especially with regard to the first two tasks because the timely "handling" of these tasks come into play in gear shifting and gear shifting times.That is why particular value is placed on the selection of the right control unit concept as part of the system design. During the decision process, the choice was made, in principle, between two concepts, Fig. 5.Fig.5Control concept direct control / precontrolPrecontrol of the valvesDirect control of the valves (so-called cartridge valves)In case of direct control, the valve that is used for pressure control, e.g. a clutch, is directly connected to the power-generating proportional solenoids and provides the main pressure to the corresponding clutch pressure.The precontrol uses the pressure that is supplied by a pressure controller, for example, to actuate an additional valve that supplies the clutch pressure from the main pressure.To assess the performance of both concepts, a larger number of compared measurements were performed with different systems, of which two systems shall be considered here:ZF hydraulic control unit with precontrol for DCT standard driveComparative hydraulic control unit with direct controlA reference clutch was used as the clutch to engage. Criteria for assessing the performance were (see also Fig. 6):Fig.6Delay, increase/rise, and fall times. Red curve: Power /Electric current. Green curve: ClutchpressureDelay time, 1 to 4Time of step response until clutch inflation pressure, 1 to 2Time of the step response up to 90% of the main pressure 1 to 3Time of pressure drop (emptying times), 5 to 6Fig. 6 shows, as an example, the times for a transmission oil temperature of + 20°C to be reached. One notices that the direct control first in dicates a lower delay time (14.3 ms) compared to the precontrol (30.1 ms), see also time of brand 1to 4.For increase to clutch inflation pressure or to 90% of the main pressure shows, however, the advantage of the precontrolled system (see also summarizing tab 1).Emptying times, also present a disadvantage for direct control. Trans-mission oil temperature of -20°C also show comparable results for step responses and fall times.All of the tests support the statement that direct control has an advantageous effect with small oil volumes. However, if large oil volumes have to be transported, precontrol valves are to be preferred due to larger opening cross-sections.4.2 Operational safetyOperational safety is determined essentially due to the soiling tendency because the so-called silting can lead to the valves getting jammed. Provocation tests with transmission-specific environmental conditions (dirty oil) demonstrated the influences of soiling on the characteristic curves. Technical, trouble-free characteristic curve progressions could be illustrated only with a high dither amplitude in valve actuation, which leads, in turn, to increased valve wear-and-tear due to the micro movements that it causes. The increased tendency toward soiling can result needing a fine filter.4.3 CostsIn addition to the delay time comparison as well as assessing the operational safety, the costs were relevant for a final evaluation. The compari son with regard to the hydraulic and electro-mag netic components shows that a precontrol system has cost benefits compared to a direct control system. Added to this are the higher flows with the actuation of direct control valves, which, in turn, result in a more expensive TCU. Furthermore, in opting for precontrol, ZF is able to "pool" together pressure controllers in large quantities because these, too, are used in the automatic ZF planetary gear set.4.4 Emergency stop functionIn case there is a complete outage in the transmission electronics, a hydraulic emergency stop function is actuated in the transmission. The clutch that is pressurized with a larger amount of pressure in the event of a system outage will continue to be pressurized. This condition is maintained until an adjustable engine speed threshold is achieved, then the clutch opens in order to prevent the engine from being choked. It is not possible to re-start this system.5 Sporty functionsFor function developers, the dual clutch transmission offers the opportunity to combine the comfort of a stepped automatic transmission with the dynamics and sportiness of a countershaft transmission. Connected, therefore, are typical " catalog values," such as time from zero to 100 kilometers per hour or the time from 80 to 120 kilometers per hour with correspondingly fast kick-down shifting, but also subjective acceleration sensitivity during a shifting sequence where the purist among the manual transmission drivers still wants to feel that jolt of acceleration.One function especially designed for the dual clutch transmission in sports cars is the "race start"function. The race start is a function used to achieve optimal acceleration from astandstill, i.e. in the shortest time from 0 to 100 km/h. The sequence progresses as follows: The engine is brought to a suitably high rpm with the clutch engaged in first gear. The driver simultaneously actuates the brakes with the lef foot so that the clutch can already be lightly engaged and the gas pedal (full throttle) in order to bring the vehicle up to the target speed. By simultaneously pressing and holding an operating element, such as the selector lever or a push button on the steering wheel, the race start intention is conveyed to the system, the engine speed adjusted and the start up prevented until the driver releases the brake. During the race start, the clutch is closed under the control of the wheel slip with which the optimal acceleration is achieved and by exploiting the dynamic engine torque (inertia torque). The entire procedure progresses automatically once the driver releases so that even an inexperienced drivercan achieve the best possible drive performance figures. Obviously, the driver can cancel the procedure by removing his/her foot from the gas pedal or touching the brakes. Also, the system recognizes when the street conditions do not permit a race start, such as wet roads, for example. Due to the optimal start-up and a shifting sequence into second gear free of traction interruption (see also sports shifting), the race start function enables the acceleration time of 0 to 100 km/h to be improved by an average of 0.2 sec compared to a car with a manual transmission. At the same time, this functionality helps avoid improper use and resulting clutch overload.The top chart in Fig. 7 illustrates the engine and transmission input shaft speed, the lower chart shows the vehicle′s longitudinal acceleration. Starting with a cranking speed of 6,800 rpm, the clutch begins to close, which leads to an engine pressure up to about 4,000 rpm. The dynamic engine torque used to achieve this results in an acceleration of 0.7-0.9 g. In the process, noticeable vibrations in the transmission input shaft speed signal develop due to the wheel slip regulation. After about 1.2 sec, the vehicle is accelerated only by the engine torque with approx. 0.5 g. It must be mentioned here that this test was performed using a vehicle with very high traction. In most cases, a starting speed of only up to about 4,000 rpm is reasonable.A further function developed for the dual clutch transmission is so-called sports shifting. This is described in more detail below.In general, a gear-shift change by the driver is only perceived acoustically by the change in the engine speed. The transition from the acceleration level of the original gear toFig.7Measurement of a race starthe new gear should be made smoothly and continuously. This also corresponds to the standard shifting sequences in auto-matic and dual clutch transmissions. However, many drivers of sporty cars wish that they had the option of both distinctive comfort shifting sequences as well as sporty shifting sequences, which, besides the haptic response (acceleration jolt), also have an acceleration advantage as a result. To this end, the dynamic engine torque can also be used again. The requirement for this is the torque capacity of the dual clutch which has to be able to transmit this torque increase. As the possible torque increase depends on the gradients of the engine speed, this can be used particularly effectively in shifting gears with a large speed difference with the target gear (large ratio spread/ratio step), which is why the gear changes 1-2, 2-3, and 3-4 are offered. In the process, sports shifting from the frst to second gear can serve as a supplement to the ace start for improving the acceleration time from to 100 km/h. As the use of the dynamic torque is pure application topic, we distinguish, as a rule,between three shifting systems. Fig. 8 illustrates he stylized differences and features between the hifting systems, Fig. 9 shows an original measurement from a prototype vehicle.The top chart shows the respective engine and ransmission speed, the bottom chart shows the orques from both clutches. The bottom line in the hart represents the clutch from the target gear that is used to achieve the torque increase during engine sp eed adjustment and thereby acceleration gains.Fig.8Simplified depiction of acceleration procedures with Fig.9Measurement of sports shift 2-3 in the vehicle附录B外文文献翻译运动型7速双离合器变速器系统摘要：ZF公司的7速双离合器变速器是一款创新型的、适用于运动型车辆的变速器。
汽车变速器有关外文文献(A Short Course on Automatic Transmission)
A ShortCourse onAutomaticTransmissionsby Charles OfriaThe modern automatictransmission is by far, the most complicated mechanical component in today's automobile. Automatic transmissions contain mechanical systems, hydraulic systems, electrical systems and computer controls, all working together in perfect harmony which goes virtually unnoticed until there is a problem. This article will help you understand the concepts behind what goes on inside these technological marvels and what goes into repairing them when they fail.This article is broken down into five sections:•What is a transmission breaks down in the simplest terms what the purpose of a transmission is.•Transmission Components describes the general principals behind each system in simple terms to help you understand how an automatic transmission works.•Spotting problems before they get worse shows what to look for to prevent a minor problem from becoming major.•Maintenance talks about preventative maintenance that everyone should know about.•Transmission repairs describes the types of repairs that are typically performed on transmissions from minor adjustments to complete overhauls.What is a transmission?The transmission is a devicethat is connected to the backof the engine and sends thepower from the engine to thedrive wheels. An automobileengine runs at its best at a certain RPM (Revolutions Per Minute) range and it is the transmission's job to make sure that the power is delivered to the wheels while keeping the engine within that range. It does this through various gear combinations. In first gear, the engine turns much faster in relation to the drive wheels, while in high gear the engine is loafing even though the car may be going in excess of 70 MPH. In addition to the various forward gears, a transmission also has a neutral position which disconnects the engine from the drive wheels, and reverse, which causes the drive wheels to turn in the opposite direction allowing you to back up. Finally, there is the Park position. In this position, a latch mechanism (not unlike a deadbolt lock on a door) is inserted into a slot in the output shaft to lock the drive wheels and keep them from turning, thereby preventing the vehicle from rolling.There are two basic types of automatic transmissions based on whether the vehicle is rear wheel drive or front wheel drive.On a rear wheel drive car, the transmission is usually mounted to the back of the engine and is located under the hump in the center of the floorboard alongside the gas pedal position. A drive shaft connects the rear of the transmission to the final drive which is located in the rear axle and is used to send power to the rear wheels. Power flow on this system is simple and straight forward going from the engine, through the torque converter, then through the transmission and drive shaft until it reaches the final drive where it is split and sent to the two rear wheels.On a front wheel drive car,the transmission is usuallycombined with the final drive toform what is called a transaxle.The engine on a front wheeldrive car is usually mountedsideways in the car with thetransaxle tucked under it onthe side of the engine facingthe rear of the car. Front axles are connected directly to the transaxle and provide powerto the front wheels. In this example, power flows from the engine, through the torqueconverter to a large chain that sends the power through a 180 degree turn to thetransmission that is along side the engine. From there, the power is routed through the transmission to the final drive where it is split and sent to the two front wheels through the drive axles.There are a number of other arrangements including front drive vehicles where the engine is mounted front to back instead of sideways and there are other systems that drive all four wheels but the two systems described here are by far the most popular. A much less popular rear drive arrangement has the transmission mounted directly to the final drive at the rear and is connected by a drive shaft to the torque converter which is still mounted on the engine. This system is found on the new Corvette and is used in order to balance the weight evenly between the front and rear wheels for improved performance and handling. Another rear drive system mounts everything, the engine, transmission and final drive in the rear. This rear engine arrangement is popular on the Porsche.Transmission ComponentsThe modern automatic transmission consists of many components and systems that are designed to work together in a symphony of clever mechanical, hydraulic and electrical technology that has evolved over the years into what many mechanically inclined individuals consider to be an art form. We try to use simple, generic explanations where possible to describe these systems but, due to the complexity of some of these components, you may have to use some mental gymnastics to visualize their operation.The main components that make up an automatic transmission include:•Planetary Gear Sets which are the mechanical systems that provides the various forward gear ratios as well as reverse.•The Hydraulic System which uses a special transmission fluid sent under pressure by an Oil Pump through the Valve Body to control the Clutches and the Bands in order to control the planetary gear sets.•Seals and Gaskets are used to keep the oil where it is supposed to be and prevent it from leaking out.•The Torque Converter which acts like a clutch to allow the vehicle to come to a stop in gear while the engine is still running.•The Governor and the Modulator or Throttle Cable that monitor speed and throttle position in order to determine when to shift.•On newer vehicles, shift points are controlled by Computer which directs electrical solenoids toshift oil flow to the appropriate component at the right instant.Planetary Gear SetsAutomatic transmissions contain many gears in various combinations. In a manual transmission, gears slide along shafts as you move the shift lever from one position to another, engaging various sized gears as required in order to provide the correct gear ratio. In an automatic transmission, however, the gears are never physically moved and are always engaged to the same gears. This is accomplished through the use of planetary gear sets.The basic planetary gear set consists of a sun gear, a ring gear and two or more planet gears, all remaining in constant mesh. The planet gears are connected to each other through a common carrier which allows the gears to spin on shafts called "pinions" which are attached to the carrier.One example of a way that this system can be used is by connecting the ring gear to the input shaft coming from the engine, connecting the planet carrier to the output shaft, and locking the sun gear so that it can't move. In this scenario, when we turn the ring gear, the planets will "walk" along the sun gear (which is held stationary) causing the planet carrier to turn the output shaft in the same direction as the input shaft but at a slower speed causing gear reduction (similar to a car in first gear).If we unlock the sun gear and lock any two elements together, this will cause all three elements to turn at the same speed so that the output shaft will turn at the same rate of speed as the input shaft. This is like a car that is in third or high gear. Another way that we can use a Planetary gear set is by locking the planet carrier from moving, then applying power to the ring gear which will cause the sun gear to turn in the opposite direction giving us reverse gear.The illustration on the rightshows how the simple systemdescribed above would look inan actual transmission. Theinput shaft is connected to thering gear (Blue), The Outputshaft is connected to theplanet carrier (Green) which isalso connected to a"Multi-disk" clutch pack. Thesun gear is connected to adrum (yellow) which is alsoconnected to the other half ofthe clutch pack. Surrounding the outside of the drum is a band (red) that can be tightened around the drum when required to prevent the drum with the attached sun gear from turning.The clutch pack is used, in this instance, to lock the planet carrier with the sun gear forcing both to turn at the same speed. If both the clutch pack and the band were released, the system would be in neutral. Turning the input shaft would turn the planet gears against the sun gear, but since nothing is holding the sun gear, it will just spin free and have no effect on the output shaft. To place the unit in first gear, the band is applied to hold the sun gear from moving. To shift from first to high gear, the band is released and the clutch is applied causing the output shaft to turn at the same speed as the input shaft.Many more combinations are possible using two or more planetary sets connected in various ways to provide the different forward speeds and reverse that are found in modern automatic transmissions.Some of the clever gear arrangements found in four and now, five, six and even seven and eight-speed automatics are complex enough to make a technically astute lay person's head spin trying to understand the flow of power through the transmission as it shifts from first gear through top gear while the vehicle accelerates to highway speed. On modern vehicles (mid '80s to the present), the vehicle's computer monitors and controls these shifts so that they are almost imperceptible.Clutch PacksA clutch pack consists of alternating disks that fitinside a clutch drum. Half of the disks are steeland have splines that fit into groves on the insideof the drum. The other half have a frictionmaterial bonded to their surface and have splineson the inside edge that fit groves on the outersurface of the adjoining hub. There is a pistoninside the drum that is activated by oil pressure atthe appropriate time to squeeze the clutch pack together so that the two components become locked and turn as one.One-Way ClutchA one-way clutch(also known as a"sprag" clutch) is adevice that will allowa component such asring gear to turn freely in one direction but not in the other. This effect is just like that of a bicycle, where the pedals will turn the wheel when pedaling forward, but will spin free when pedaling backward.A common place where a one-way clutch is used is in first gear when the shifter is in the drive position. When you begin to accelerate from a stop, the transmission starts out in first gear. But have you ever noticed what happens if you release the gas while it is still in first gear? The vehicle continues to coast as if you were in neutral. Now, shift into Low gear instead of Drive. When you let go of the gas in this case, you will feel the engine slow you down just like a standard shift car. The reason for this is that in Drive, a one-way clutch is used whereas in Low, a clutch pack or a band is used.BandsA band is a steel strap with friction material bonded to the inside surface. One end of the band is anchored against the transmission case while the other end is connected to a servo. At the appropriate time hydraulic oil is sent to the servo under pressure to tighten the band around the drum to stop the drum from turning.Torque ConverterOn automatic transmissions, the torque converter takes the place of the clutch foundon standard shift vehicles. It is there to allow the engine to continue running whenthe vehicle comes to a stop. The principle behind a torque converter is like taking afan that is plugged into the wall and blowing air into another fan which isunplugged. If you grab the blade on the unplugged fan, you are able to hold it fromturning but as soon as you let go, it will begin to speed up until it comes close to thespeed of the powered fan. The difference with atorque converter is that instead of using air, ituses oil or transmission fluid, to be more precise.A torque converter is a large doughnut shapeddevice (10" to 15" in diameter) that is mountedbetween the engine and the transmission. Itconsists of three internal elements that worktogether to transmit power to thetransmission. The three elements of the torqueconverter are the Pump, the Turbine, and theStator. The pump is mounted directly to theconverter housing which in turn is bolted directly to the engine's crankshaft and turns at engine speed. The turbine is inside the housing and is connected directly to the input shaft of the transmission providing power to move the vehicle. The stator is mounted to a one-way clutch so that it can spin freely in one direction but not in the other. Each of the three elements have fins mounted in them to precisely direct the flow of oil through the converterWith the engine running, transmission fluid is pulled into the pump section and is pushed outward by centrifugal force until it reaches the turbine section which starts it turning. The fluid continues in a circular motion back towards the center of the turbine where it enters the stator. If the turbine is moving considerably slower than the pump, the fluid will make contact with the front of the stator fins which push the stator into the one way clutch and prevent it from turning. With the stator stopped, the fluid is directed by the stator fins to re-enter the pump at a "helping" angle providing a torque increase. As the speed of the turbine catches up with the pump, the fluid starts hitting the stator blades on the back-side causing the stator to turn in the same direction as the pump and turbine. As the speed increases, all three elements begin to turn at approximately the same speed.Since the '80s, in order to improve fuel economy, torque converters have been equipped with a lockup clutch (not shown) which locks the turbine to the pump as the vehicle speed reaches approximately 45 - 50 MPH. This lockup is controlled by computer and usually won't engage unless the transmission is in 3rd or 4th gear.Hydraulic SystemThe Hydraulic system is a complex maze ofpassages and tubes that sends transmission fluidunder pressure to all parts of the transmissionand torque converter. The diagram at left is asimple one from a 3-speed automatic from the'60s. The newer systems are much morecomplex and are combined with computerizedelectrical components. Transmission fluid servesa number of purposes including: shift control,general lubrication and transmissioncooling. Unlike the engine, which uses oilprimarily for lubrication, every aspect of atransmission's functions is dependant on aconstant supply of fluid under pressure. This is not unlike the human circulatory system (the fluid is even red) where even a few minutes of operation when there is a lack of pressure can be harmful or even fatal to the life of the transmission. In order to keep the transmission at normal operating temperature, a portion of the fluid is sent through one of two steel tubes to a special chamber that is submerged in anti-freeze in the radiator. Fluid passing through this chamber is cooled and then returned to the transmission through the other steel tube. A typical transmission has an average of ten quarts of fluid between the transmission, torque converter, and cooler tank. In fact, most of the components of a transmission are constantly submerged in fluid including the clutch packs and bands. The friction surfaces on these parts are designed to operate properly only when they are submerged in oil.Oil PumpThe transmission oil pump (not to be confused with the pump element inside the torque converter) is responsible for producing all the oil pressure that is required in the transmission. The oil pump is mounted to the front of the transmission case and is directly connected to a flange on the torque converter housing. Since the torque converter housing is directly connected to the engine crankshaft, the pump will produce pressure whenever the engine is running as long as there is a sufficient amount of transmission fluid available. The oil enters the pump through a filter that is located at the bottom of the transmission oil pan and travels up a pickup tube directly to the oil pump. The oil is then sent, under pressure to the pressure regulator, the valve body and the rest of the components, as required.Valve BodyThe valve body isthe control center ofthe automatictransmission. Itcontains a maze ofchannels andpassages that directhydraulic fluid to thenumerous valveswhich then activatethe appropriateclutch pack or bandservo to smoothly shift to theappropriate gear for each drivingsituation. Each of the many valves inthe valve body has a specific purposeand is named for that function. Forexample the 2-3 shift valve activatesthe 2nd gear to 3rd gear up-shift or the3-2 shift timing valve which determineswhen a downshift should occur.The most important valve, and the onethat you have direct control over is the manual valve. The manual valve is directly connected to the gear shift handle and covers and uncovers various passages depending on what position the gear shift is placed in. When you place the gear shift in Drive, for instance, the manual valve directs fluid to the clutch pack(s) that activates 1st gear. It also sets up to monitor vehicle speed and throttle position so that it can determine the optimal time and the force for the 1 - 2 shift. On computer controlled transmissions, you will also have electrical solenoids that are mounted in the valve body to direct fluid to the appropriate clutch packs or bands under computer control to more precisely control shift points.Computer ControlsThe computer uses sensors on the engine and transmission to detect such things as throttle position, vehicle speed, engine speed, engine load, brake pedal position, etc. to control exact shift points as well as how soft or firm the shift should be. Once the computer receives this information, it then sends signals to a solenoid pack inside the transmission. The solenoid pack contains several electrically controlled solenoids that redirect the fluid to the appropriate clutch pack or servo in order to controlshifting. Computerized transmissions even learn your driving style and constantly adapt to it so that every shift is timed precisely when you would need it.Because of computer controls, sports models are coming out with the ability to take manual control of the transmission as though it were a stick shift, allowing the driver to select gears manually. This is accomplished on some cars by passing the shift lever through a special gate, then tapping it in one direction or the other in order to up-shift or down-shift at will. The computer monitors this activity to make sure that the driver does not select a gear that could over speed the engine and damage it.Another advantage to these "smart" transmissions is that they have a self diagnostic mode which can detect a problem early on and warn you with an indicator light on the dash. A technician can then plug test equipment in and retrieve a list of trouble codes that will help pinpoint where the problem is.Governor, Vacuum Modulator, Throttle CableThese three components are important in the non-computerized transmissions. They provide the inputs that tell the transmission when to shift. The Governor is connected to the output shaft and regulates hydraulic pressure based on vehicle speed. It accomplishes this using centrifugal force to spin a pair of hinged weights against pull-back springs. As the weights pull further out against the springs, more oil pressure is allowed past the governor to act on the shift valves that are in the valve body which then signal the appropriate shifts.Of course, vehicle speed is not the only thing that controls when a transmission should shift, the load that the engine is under is also important. The more loads you place on the engine, the longer the transmission will hold a gear before shifting to the next one.There are two types of devices that serve the purpose of monitoring the engine load: the Throttle Cable and the Vacuum Modulator. A transmission will use one or the other but generally not both of these devices. Each works in a different way to monitor engine load.The Throttle Cable simply monitors the position of the gas pedal through a cable that runs from the gas pedal to the throttle valve in the valve body.The Vacuum Modulator monitors engine vacuum by a rubber vacuum hose which is connected to the engine. Engine vacuum reacts very accurately to engine load with high vacuum produced when the engine is under light load and diminishing down to zero vacuums when the engine is under a heavy load. The modulator is attached to the outside of the transmission case and has a shaft which passes through the case and attaches to the throttle valve in the valve body. When an engine is under a light load or no load, high vacuum acts on the modulator which moves the throttle valve in one direction to allow the transmission to shift early and soft. As the engine load increases, vacuum is diminished which moves the valve in the other direction causing the transmission to shift later and more firmly.Seals and GasketsAn automatic transmission has many seals and gaskets to control the flow of hydraulic fluid and to keep it from leaking out. There are two main external seals: the front seal and the rear seal. The front seal seals the point where the torque converter mounts to the transmission case. This seal allows fluid to freely move from the converter to the transmission but keeps the fluid from leaking out. The rear seal keeps fluid from leaking past the output shaft.A seal is usually made of rubber (similar to the rubber in a windshield wiper blade) and is used to keep oil from leaking past a moving part such as a spinning shaft. In some cases, the rubber is assisted by a spring that holds the rubber in close contact with the spinning shaft.A gasket is a type of seal used to seal two stationary parts that are fastened together. Some common gasket materials are: paper, cork, rubber, silicone and soft metal.Aside from the main seals, there are also a number of other seals and gaskets that vary from transmission to transmission. A common example is the rubber O-ring that seals the shaft for the shift control lever. This is the shaft that you move when you manipulate the gear shifter. Another example that is common to most transmissions is the oil pan gasket. In fact, seals are required anywhere that a device needs to pass through the transmission case with each one being a potential source for leaks.。
自动变速器发展现状及趋势外文文献翻译、中英文翻译、外文翻译
Current situation and development trend of automatic transmissionFirst, transmission profile1 manual transmission (MT)As we all know, the manual transmission gearbox is one of the most common car, its basic principle is to perform power transmission with a few parallel shafts and several meshing spur or helical gear, namely the input shaft axis and the axis constitute the main gearbox, plus a reverse gear and shaft synchronizer etc.. The working process is as follows: the driver through the drive rod to achieve different gear meshing, and ultimately to achieve different gear ratio gear.2 automatic manual transmission (AMT)Automatic manual transmission (AMT) is actually a machine system to complete the operation of the clutch and select the two movements. The AMT driver is simple, saves the clutch pedal, as long as the driver stepped on the accelerator, the best time selector system will automatically choose to shift, thereby eliminating the engine, clutch and transmission errors, to avoid the wrong bit shift. This is very important for both novice and vehicle reliability. Speed reducer greatly reduces the complexity of driving, so that AMT car driving more simple, worry, and to ensure the lowest power loss. By the selector to complete the driver to step on the clutch shift action, the timing of the shift is more accurate than the driver to complete. Therefore, the background for the growing shortage of energy and the emission of CO2 AMT under increasing pressure, conform to the "energy saving" this door, the best time selector system will automatically choose to shift, thereby eliminating the engine, clutch and transmission errors, to avoid the wrong change gear. This is very important for both novice and vehicle reliability. Speed reducer greatly reduces the complexity of driving, so that AMT car driving more simple, worry, and to ensure the lowest power loss. By the selector to complete the driver to step on the clutch shift action, the timing of the shift is more accurate than the driver to complete. Therefore, the background for the growing shortage of energy and the emission of CO2 AMT under increasing pressure, conform to the "energy saving" this door, the best time selector system will automatically choose to shift, thereby eliminating theengine, clutch and transmission errors, to avoid the wrong change gear. This is very important for both novice and vehicle reliability. Speed reducer greatly reduces the complexity of driving, so that AMT car driving more simple, worry, and to ensure the lowest power loss. By the selector to complete the driver to step on the clutch shift action, the timing of the shift is more accurate than the driver to complete. Therefore, the background for the growing shortage of energy and the emission of CO2 AMT under increasing pressure, conform to the "energy saving" this door, the best time selector system will automatically choose to shift, thereby eliminating the engine, clutch and transmission errors, to avoid the wrong change gear. This is very important for both novice and vehicle reliability. Speed reducer greatly reduces the complexity of driving, so that AMT car driving more simple, worry, and to ensure the lowest power loss. By the selector to complete the driver to step on the clutch shift action, the timing of the shift is more accurate than the driver to complete.3 electronically controlled hydraulic automatic transmission (AT)Electronic control of hydraulic automatic transmission (AT) in recent years, new technologies are constantly in use, it is moving toward multi block, digital control, etc.. Japan's largest automatic transmission manufacturer AISIN AW in 2006, the successful launch of model AA80E 8 speed automatic transmission (see Figure 3), is currently being used in the Lexus LS460 car. This will form a larger total transmission ratio, while the transmission ratio is also closer than the 5 speed transmission. Therefore, the driver can choose the best transmission ratio in almost all driving conditions. Electronic control module can choose more transmission ratio, the transmission ratio depends on the driving conditions, thereby reducing fuel consumption and improve the ride comfort. The optimal matching of engine speed and running state means that the engine improves the power and fuel economy and reduces the running noise.4 continuously variable transmission (CVT)Continuously variable transmission (CVT) is only two groups of removable cone and transmission belt or transmission chain, you can achieve the number of forward gear transmission process. The CVT drive to choose power transmission and the transmission ratio of the transmission chain and the variable cone groove width belt, when cone groove widthchanges, corresponding changes in the driving wheel and the driven wheel drive belt speed contact radius. CVT is a truly stepless, and AT compared with a high operating efficiency, low fuel consumption. Through the application of the market in recent years, the momentum of development is also relatively rapid, currently in our country has been applied to the rapid development of 5 models, more than 6 kinds of. Figure 4 shows the market outlook for the Chinese market in the next few years.At present, the world each big automobile manufacturers in order to improve the competitiveness of their products are vigorously engaged in research and development of CVT, equipped with CVT, TOYOTA, NISSAN car sales are FORD, GM, AUDI and other well-known car brands in the world, CVT's annual production has reached nearly 500 thousand vehicles. It is worth noting that, equipped with CVT car market, from the initial Japan, Europe has penetrated into the North American market, CVT has become the main trend of the development of today's automobile.5 dual clutch transmission (DCT)Dual clutch transmission (DCT) is the first German V olkswagen technology, so in theV olkswagen car system also known as DSG transmission. It can be said to be the world's most advanced, revolutionary transmission system, V olkswagen in 2002 in Wolfsburg, Germany for the first time to show the world the technological innovation. DSG transmission is designed to meet the consumer's desire to drive a sense of movement and fuel-efficient vehicles, for those who love the manual transmission drivers provide a best choice. DSG brings in low fuel consumption and vehicle performance without any loss, also has excellent acceleration and top speed, and the same with the traditional automatic transmission can realize smooth shift without affecting the traction force. Therefore, not only ensures the comfort, but also embodiesDynamic acceleration.Two, the development trend of transmissionAccording to industry estimates, statistical data will be the 2013 European transmission market changes, equipped with a manual transmission car will account for 52%, equippedwith automatic manual transmission will account for 10%, equipped with CVT will account for 2%, equipped with dual clutch transmission will account for 16%, equipped with automatic transmission will account for 20%. But industry experts have pointed out that the prediction was based on the transmission type of the existing new transmission products are constantly in the development process, so in the future transmission car market may also have some changes.1 automatic transmission to multi block developmentWith the automatic transmission car quantity rise, automatic transmission technology has evolved from the past traditional simple 4 speed electronic control (3 solenoid valve) to today's 6, 7, 8 (multi speed solenoid valve control) of the fuzzy control and network control logic. In recent years, the trend of increasing the number of automatic transmission is very obvious, from the traditional 4 speed to the 5, 6, 7, speed. Block number increase means that the total transmission ratio in the range widening, and two adjacent block between the transmission ratio and closer, so the shift time will be in advance, and in the launch to ensure the fuel economy, but also meet the acceleration performance. Now, the world's largest automatic transmission manufacturers have launched more than 5 speed multi speed automatic transmission, such as Z F's 6HP series AISIN; AW company U151/U250E,TF-60SN and TR-60SN; JATCO company's J F506E transmission G M company; T40E,6L50/80E etc..2 mechanical structure gradually simplifiedAlthough the new type of transmission block number in the number, but it does not mean that the transmission of the whole structure and volume become complex and increase, this is because of the combination of mechanical components from a large number of shift actuator control multiple planetary gear to achieve a simple 4 1 variable function, the development of today's 5 shift execution the so-called "Laipeilaijie element control type planetary gear set by logic combination can achieve 6 top 1 down transmission function. The number of parts is reduced by half, and the 6hp series reducer produced by ZF is an example (see Figure 7). At present, the German ZF company and Japan AISIN AW company has successfully pushed the 8 speed automatic transmission, but the gear part is still in use for gear, thus we will find outwhether the traditional Simpson series and Lavinia, or today's Laipeilaijie type planetary gear, are composed of "single planetary gear set single row gear and single row double gear" two forms. To this end, as long as we are familiar with the two kinds of planetary gear transmission on the OK, and when we go to analyze the production of different companies 5, 6, 7, block change.3 electronic control humanizationIn the mechanical and hydraulic aspects seem to be more and more simplified structure, less components, valve number is less, but in the overall control of the electronic control method has become more and more complicated, and requires more precise control, especially in the coordinated torque control, safety control, fuzzy logic control, overlapping shift control others of the more obvious. In order to improve the shift quality, reflect the driving comfort, the engine must realize the torque coordinated control of shift process of automatic transmission, the engine is mainly through the instant change of fuel injection quantity and the ignition delay function to maintain a smooth transition in the shift performance of the shift process of automatic transmission; safety protection control mainly refers to the failure of automatic transmission machinery hydraulic, electronic control, and the fault can be a greater threat to the transmission, in order to protect the transmission from further damage, protected by an automatic transmission through the computer receives the sensor information after the start; fuzzy logic control function, it is a microcomputer to imitate human brain function, can predict to the driver's next move, and finally realize the optimum shift time control and shift point switch Such control. Here we focus on understanding the overlapping shift control, this is because many of the maintenance staff is still relatively vague understanding. The so-called overlapping shift control this new words explanation is that shifting process is actually the process of friction friction element, in the common friction clutch and clutch or clutch and brake in the shift, if the friction torque of replacement process will cause improper timing, sharp fluctuations in output torque. The replacement of the friction torque between the two clutches or between the clutch and the brake, there will always be more or less interruption interval or overlap. Overlapping or excessive overlap, will produce undue shift impact. Overlap is the separation of the clutch to be separated too fast oil separation, to be combinedwith the clutch failed to establish sufficient oil pressure, thus the emergence of the two clutch torque transmission phenomenon. In this time of overlap, the output torque is first decreased too much, and then rise sharply, resulting in a larger torque disturbance. At the same time, the engine speed can not get a smooth transition, the first is due to the reduction of load growth, but also because of the rapid increase in load and speed down. Overlap is too much in the combination of the clutch has been able to transmit a lot of torque, the clutch should be separated from the oil separation is not very good, so there are two agencies working at the same time. In a short period of time, the two gears overlap, so that the engine and the output shaft are subject to braking, so the output shaft has a large torque disturbance. Subsequently, the clutch should be separated so that the transmission4 the number of actuators is increasing, and the type of control is changingYou will find that the automatic transmission actuator solenoid valve number increasing, the switch type solenoid valve is less, while the frequency is too much, the number of mechanical valve and control circuit is also less (more solenoid valve control is to improve the quality of the shift). A slide valve may be based on the conversion of the oil to achieve multi-purpose, a simple solenoid valve will be multi-purpose, it can achieve shift control, but also can take charge of oil pressure control. In the past the traditional type of electronic control automatic transmission, switching circuit is switched by shifting the solenoid valve to control the switching circuit, the circuit is a switching type (for shifting actuator junction without excessive vibration, the buffer control circuit is usually used in throttling and storage device to achieve slow control). The actuator in the 6HP series, the 6 has a pulse width modulation solenoid valve features high flow high frequency, 1 of them (E D S5) is mainly used to complete the system pressure regulating function, the other 1 (E D S6) is used to complete the engine and the transmission gearbox mechanical connection function (T C C) and the remaining 4 solenoid valve (E D S1-A, E D S2-B, E D S3-C, E D S4-E/D) respectively control 5 shift actuators of engagement and separation, that is to say the shift circuit controlled by the switch into the original regulation, thus greatly improve the shift quality. Shift control, but also can undertake the oil pressure control. In the past the traditional type of electronic control automatic transmission, switching circuit is switched by shifting thesolenoid valve to control the switching circuit, the circuit is a switching type (for shifting actuator junction without excessive vibration, the buffer control circuit is usually used in throttling and storage device to achieve slow control). The actuator in the 6HP series, the 6 has a pulse width modulation solenoid valve features high flow high frequency, 1 of them (E D S5) is mainly used to complete the system pressure regulating function, the other 1 (E D S6) is used to complete the engine and the transmission gearbox mechanical connection function (T C C) and the remaining 4 solenoid valve (E D S1-A, E D S2-B, E D S3-C, E D S4-E/D) respectively control 5 shift actuators of engagement and separation, that is to say the shift circuit controlled by the switch into the original regulation, thus greatly improve the shift quality.自动变速器发展现状及趋势一、变速器简介1.手动变速器(MT)大家知道，手动变速器是汽车中最常见的变速器之一，其基本原理是用几根平行轴及若干相啮合的直齿或斜齿齿轮进行动力传递，即由输入轴、轴出轴和中间轴构成变速器的主体，再加上一根倒挡轴及同步器等部件。
变速器汽车车辆外文文献翻译、中英文翻译、外文翻译
变速器汽车车辆外文文献翻译、中英文翻译、外文翻译变速器变速箱通常不得不在舒适性和效率之间做出选择，但一种新型的“犬牙啮合式”变速箱可以同时改善这两种性能。
随着排放法规的日趋严格，汽车制造商为降低排放的努力已不再局限于改善燃烧过程和后期处理。
许多公司认为，现代发动机技术已经发展到这样一个阶段：与投入巨额开发成本相比，技术进步带来的收效却很小。
因此为了改善排放,最重要的是要着眼于整车的性能。
作为车上第二昂贵的部件，变速箱理所当然地成为第二步改善的目标。
所有变速箱技术中，手动变速箱的效率最高，输出功率可达输入功率的96％。
但并不是所有人都能驾驭手动变速箱，也不是所有人都愿意用它。
因为用手动变速箱需要踩离合器，这在交通繁忙的时候很不舒服。
驾驶员容易疲劳。
而由扭矩中断导致的“点头”效应也会使乘客很难受。
由于驾驶员操纵离合器而产生的扭矩中断是手动变速箱的主要缺点。
在换档加速时，每升高一档，驾驶员都必须通过松开油门并踩下离合器来使扭矩暂时中断。
完成整个过程大概只需一秒钟，但在这段时间里车辆会暂时停止加速，速度也会降低。
与此截然相反的是传统的自动变速箱。
由于采用了变矩器，这种变速箱的换档质量不错但效率相对较差——即使最近有所改进。
因此，最近进行了许多研究，试图发现传统自动变速箱的有效替代方案。
主要的技术仍是无级变速（CVT）、双离合器变速（DCT）和手自一体（AMT）变速器。
它们在不同的方面优于传统的行星齿轮式自动变速器。
无级变速器采用带链或锥盘滚轮来产生无限多种变速比。
与传统自动变速器相比，其效率和成本都有所改善。
之所以有这些优点，是因为它结构简单。
这种变速器的零部件很少，通常只有一根橡胶或金属传动带、一个液压作用的驱动带轮、一个机械扭矩感应式驱动带轮、一些微处理器和传感器等。
这种变速器的工作原理是改变两个带轮表面之间的距离。
带轮上挂传动带的地方开了V形的槽。
一侧的带轮沿轴向固定，另一侧的带轮可在液压的作用下移动。
汽车变速器的设计外文文献翻译、中英文翻译、外文翻译
汽车变速器的设计外文文献翻译、中英文翻译、外文翻译A manual n。
also known as a standard n。
XXX。
It consistsof gears。
synchros。
roller bearings。
shafts。
and gear selectors。
The main clutch assembly is used to engage and disengage the engine from XXX gears are used to select the desired。
and the sector fork moves gears from one to another using the gearshift knob。
Synchros are used to slow the gear to a。
before it is XXX。
The counter shaft holds the gears in place and against the main input and output shaft。
Unlike automatic ns。
XXX。
as there isno XXX。
Note: XXX "n Shifter" was deleted as it had no XXX.)XXX have four to six forward gears and one reverse gear。
However。
some cars may have up to eight forward gears。
while semi trucks XXX by the number of forward gears。
such as a 5-speed standard n.The n of a standard n includes three shafts: the input shaft。
汽车变速器的设计外文文献翻译、中英文翻译、外文翻译
本科毕业设计（论文）英文资料翻译*****指导教师：孙飞豹（副教授）学科、专业：车辆工程沈阳理工大学应用技术学院2011年12月20日transmission used in automobilesA standard transmission or manual transmission is the traditional type of transmission used in automobiles. The manual or standard transmission consists of a series of gears, synchros, roller bearings, shafts and gear selectors. The main clutch assembly is used to engage and disengage the engine from the transmission. Heliacal cut gears are used to select the ratio desired the sector fork move gears from one to another by using the gearshift knob. Synchros are used to slow the gear to a stop before it is engaged to avoid gear grinding, the counter shaft hold the gears in place and against the main input and output shaft. A stick shift transmission has no torque converter so there is no need for a transmission cooler. A stick shift transmission needs a simple fluid change for proper service. (there is no transmission filter in a stick shift transmission).Transmission ShifterMost manual transmissions have one reverse gear and four to six forward gears. Some cars also have eight forward gears while thirteen to twenty-four gears are present in semi trucks. To differentiate among the available standard transmissions, they are addressed by the number of forward gears. For example, if the standard transmission has five gears, it will be referred to as 5-speed standard transmission or 5-speed standard.Typical Standard Transmission ConfigurationInside the transmission shafts contain all forward and reverse gears. Most transmissions contain three shafts: input shaft, output shaft and counter or lay shaft. Other than standard transmission, there are other transmissions like continuously variable transmission, automatic transmission and semi-automatic transmission. In the manual transmission, a pair of gears inside the transmission selects the gear ratios. Whereas, in an automatic transmission, combination of brake bands and clutch packs control the planetary gear which selects the gear ratio.If there is a provision to select a gear ratio manually in automatic transmissions, the system is called a semi-automatic transmission. The driver can select from any of the gears at any pointof time. In some automobiles like racing cars and motorcycles that have standard transmissions, the driver can select the preceding or the following gear ratio with no clutch operation needed. This type of standard transmission is known as sequential transmission. In this transmission the clutch is still used for initial take off.Clutch and Flywheel AssemblyThe main clutch plays the role of a coupling device which separates the transmission and the engine. If the clutch is absent and the car comes to a stop the engine will stall. In automobiles, the clutch can be operated with the help of a pedal located on the floor of the vehicle. In an automatic transmission instead of a clutch, a torque converter is used to separate the transmission and engine.Typical Stick Shift PatternsA desired gear can be selected by a lever which is usually located on the floor in between the driver and passenger seat. This selector lever is called the gear lever or gear selector or gear shift or shifter. This gear stick can be made to move in right, left, forward and backward direction. When the gear is placed on the N position or neutral position, no gear will be selected. To move the car in the backward direction, the R gear or reverse gear should be selected.Standard transmissions are more efficient and less expensive to produce than automatic transmissions. A Standard transmission is about 15% more efficient compared to an automatic transmission. Standard transmissions are generally stronger than automatic transmissions and off road vehicles take advantage of a direct gear selection so they can withstand rough conditions. Less active cooling is also required in manual transmission system because less power is wasted.●Popular Problem ChecksCar will not go into gearClutch disc is broken completelyInternal transmission damageFailed clutch master cylinderSeized clutch slave cylinderBroken clutch fork pivotBroken clutch cableCar goes into gear but it fades out or is slippingClutch is worn out and needs replacementClutch is oil soaked from a external engine oil leakCar makes grinding noise while operating or shifting gearsOne of the roller or thrust bearings has failedThe gear synchro is worn out not forcing the gear stop before it is engaged causing a grinding gear.A counter or main shaft bearing has failed causing misalignment of the gears●Troubleshooting Noise and ProblemsIf the vehicle is running and a whirring sound is heard, then it goes away when the clutch is depressed, the transmission input bearing has failed.If the transmission is quiet in neutral but when you depress the clutch a squeaking noise is observed, a clutch throw out bearing has failed.Tips:Never let little noises go unattended; a small noise can cause a large noise and transmission operation failure. Never overload a vehicle or tow beyond the capacity this can cause premature transmission failure.汽车变速器汽车传统变速器是那种标准的手动变速器。
汽车变速器变速箱外文文献翻译、中英文翻译、外文翻译
TRANSMISSIONOf all transmission technologies, the manual gearbox is the most efficient; around 96 per cent of the energy that is put in comes out of the other end. But not everyone can drive one or wants to. Because you have to dip the clutch pedal, it is less comfortable to drive in heavy traffic. It makes the driver tired and the torque interruptions’ head-nod effect on passengers can be wearing.The driver's clutch control and corresponding torque interruptions are also the manuals weak point. When accelerating up through the gearbox, each up-shift requires the driver to cut the torque momentarily by lifting the gas pedal and dipping the clutch. It may just take a second to complete the operation, but during this time the vehicle is losing speed and acceleration.At the opposite end of the spectrum is the traditional automatic. The modern transmission is by far, the most complicated mechanical component in today’s automobile. It is a type of transmission that shifts itself .A fluid coupling or torque converter is used instead of a manually operated clutch to connect the transmission to the engine.There are two basic types of automatic transmissions based on whetherthe vehicle is rear wheel drive . On a rear wheel drive car , the transmission is usually mounted to the back of the engine and is located under the hump in the center of the floorboard alongside the gas pedal position . A drive shaft connects the rear of the transmission to the final drive which is located in the rear axle and is used to send power to the rear wheel. Power flow on this system is simple and straight forward going from the engine, through the torque converter , then through the transmission and driver shaft until it reaches the final driver where it is split and sent to the two rear wheel .On a front wheel drive car, the transmission is usually combined .With the final drive to from what is called a transaxle. The engine on a front wheel driver car is usually mounted sideways in the car with the transaxle tucked under it onthe side of the engine facing the rear of the car. Front axles are connected directly to the transaxle and provide power to the front wheels. In this example, power flows from the engine through the torque converter to a large chain that sends the power through a 180 degree turn to the transmission that is along side the engine. From there，The power is routed through the transmission to the final drive where it is split and sent to the two front wheels through the drive axles.There are a number of other arrangements including front drive vehicles where the engine is mounted front to back instead of sideways and there are other systems that drive all four wheels but the two systems described here are by far the most popular. A must less popular rear drive arrangement has the transmission mounted to the final drive at the rear and is connected by a drive shaft to the torque converter which is still mounted on the engine. This system is found on the new corvette and is used in order to balance the weight evenly between the front and rear wheels for improved performance and handling. Another rear drive system mounts everything, the engine, transmission and final drive in the rear. This rear engine arrangement is popular on the Porsche.The modern automatic transmission consists of many components and systems that are designed to work together in a symphony of planetary gear sets, the hydraulic system, seals and gaskets, the torque converter, the governor and the modulator or throttle cable and computer consider being an art form.On the automobile planet gear mainly uses in two places, one is the driving axle reduction gear, two is the automatic transmission. Very many net friends all want to know that, the planet gear has any function, why automobile must have it . We knew very well the gear major part all rotates the spool thread fixed gear. For example mechanical type clock and watch, above all gears although all in make the rotation, but their rotation center (with center of a circle position superposition) often installs through the bearing on the cabinet, therefore, their rotating axis all is the relative cabinet fixed, thus also is called "dead axle gear" . Has must have surely moves, the corresponding place, some kind of not that manner knows very well is called "planet gear" the gear, their rotation spool thread is not fixed, but is installs the support which may rotate in (blue color) on(in chart black part is shell, yellow expression bearing). The planet gear (green) besides can look like the dead axle gear such to revolve own rotating axis (B-B) to rotate, their rotating axis also (is called planet) along with the blue color support to circle other gears the spool thread (A-A) to rotate. Circles oneself spool thread the rotation to be called "rotation", circles other gear spool threads the rotation to be called "revolution", looks like in solar system planet such, therefore acquires fame.The spool thread fixed gear drive principle is very simple, meshes mutually in a pair in the gear, some gear takes the driving pulley, the power spreads from its there, another gear takes the driven wheel, the power outputs from it toward outside. Also some gears only take the stopover station, at the same time meshes with the driving pulley, one side meshes in addition with the driven wheel, the power passes from its there.In contains the planet gear in the gear system, the situation was different. Because has the planet frame, in other words, may have three rotating axes permissions power input/Output, but also may use the coupling or the brake and so on method. in needs time limits axis the rotation, is left over two axes to carry on the transmission, as the matter stands, meshes mutually between the gear relations may have the many kinds of combinations: The power from sun gear input, outputs from other sun gear, the planet put through brake mechanism has checked dies; Power from sun gear input, from planet output, moreover a sun gear ecks dies; The power from a planet input, outputs from sun gear, moreover a sun gear checks dies; Two powers separately from two sun gears inputs, after synthesis from planet output; Two powers separately from the planet and sun gear input, after the synthesis output from other sun gear; The power from sun gear input, divides two groups outputs from other sun gear and the planet frame; The power from a planet input, divides two groups to output from two sun gears;Its shift quality is good thanks to its torque converter, but efficiency is relatively poor despite recent advances. Because of this, a lot of the current research is trying to find an efficient alternative to the conventional automatic.The main technologies are continuously variable transmissions (CVTs); dualclutch transmissions (DCTs) and automated manual transmission (AMTs).They all offer different benefits over the conventional planetary automatic.The CVT uses a belt chain or torodial shaped dish drive to vary an infinite number of gear ratios. It has improved efficiency and cost when compared to conventional automatics. Its advantage comes from its simplicity. It consists of very few components；usually a rubber or metal-link belt；a hydraulically operated driving pulley, a mechanical torque-sensing driving pulley, microprocessors and some sensors.The transmission works by varying the distance between the face of the two main pulleys. The pulleys have V－shaped grooves in which the connecting the belt rides. One side of the pulley is fixed axially; the other side moves, actuated by hydraulics.When actuated, the cylinder can increase or reduce the amount of space between the two sides of the pulley. This allows the belt to ride lower or higher along the walls of the pulley, depending on driving conditions. This changes the gear ratio. A torodial-type design works in a similar way but runs an discs and power- rollersThe "step less" nature of its design is CVT's biggest draw for automotive engineers .Because of this, a CVT can work to keep the engine in its optimum power range, thereby increasing efficiency and mileage. A CVT can convert every point on the equine’s operating curve to a corresponding point on its own operating curve.The transmission is most popular with Japanese carmakers and Japanese supplier JATCO is a major producer. But in the US and Europe driving styles are different. Uptake has been slow despite Audi and other manufacturers having Offered CVT operations on their ranges.The DCT is, in effect, two manual gearboxes coupled together. Gear shifts are made by switching from one clutch on one gearbox to another clutch on the other. The shift quality is equal to a conventional automatic, but slip, fluid drag and hydraulic losses in the system result in only slightly improved efficienc y and acceleration over the conventional planetary automatic. Developing the controlstrategy is costly too."Resent advances in conventional automatic technology have weakened the argument to develop and set up production for CVT or DCT," says Bill Martin, managing director of transmission firm Zeroshift "Some carmakers have cancelled DCT projects because of the cost."The cheapest way to build an automatic is with an AMT. AMTs use actuators to replace the clutch pedal and gear stick of a conventional manual. They keep the high efficiency and acceleration of a manual gearbox, but the shift quality on some models is lacking. Torque interruptions and the head-nod effect are the most common complaint.SO what is the alternative? There are always new ideas in transmissions, but Zeroshift says that its technology has efficiency benefits over a manual, delivering fuel economy improvements to city driving. Shift quality can also be equal to that of a refined automatic.Zeroshift's approach is an upgrade to the AMT. The synchromesh is replaced with an advanced dog engagement system.Dog engagement has been used for many years in motor sport to allow fast shifts. Conventional dog Boxes are unsuitable for road use as the large spaces between the drive lugs or 'dogs" create backlash, an uncomfortable shunt caused by the sudden change in torque direction.Zeroshift's technology solves this problem by adding a second set of drive dogs. It has also made each of The two sets of dogs only capable of transmitti ng torque in one or other opposing directions错误!未找到引用源。
变速器论文中英文资料外文翻译文献
变速器论文中英文资料外文翻译文献外文翻译THE RESEARCHS OFAMT SHIFTING SCHEDULESVehicular Automatic Transmission can be divided into three types: Automatic Transmission (AT), Automated Mechanical Transmission (AMT) and Continuously Variable Transmission (CVT). AMT has become a kind of transmission that is full of potentiality, due to its high transfer efficiency, low cost and easiness to manufacture.The research on AMT shifting performance is key technology in the developing. Shifting performance directly influence the market competition and industrialization of AMT.AMT has good market expectation, but during the shifting procedure, the power must be cut off which causes the poor shifting performance than AT and CVT. Only through improving the shifting performance can the commercial competence be established. So the virtual important thing is to find the way to improve shifting performance.The development of AMT can be divided into three phases: semi-automatic, automatic and intelligent. The two major part of AMT are: the hardware including the mastered object, executor, sensors and TCU; and the software performing the control strategy.The performance of AT shift influences greatly the performance of the vehicle. So the research on at shift quality is an important problem in the domain of AT researching. Shift quality control of AT is accomplished by electronic and hydraulic system. To shift smoothly, according the real time throttle valve opening and vehicle speed signal, the controller sends electronic signals to control oil pressure changing curve of the applying elements. this paper analyzes and research detailed shift quality control system，the analyzing model of shifting process and pressure changing curve of the applying elements Firstly this paper summarizes the existing evaluated quota of shift quality, and fully analyzes and introduces the existing control manner of AT shift quality.To meet the needs of research of vehicle starting and the real time control of shift, this paper puts forward a simplified model of engine-torque and a dynamics model of AT shifting process. Through the applying of the established model, this paper fully analyzes the process of the AT shifting.This paper drafts the proper oil pressure changing curve of the applying elements which can improve the AT shift quality, and gives the material calculated methods of the AG4 AT. This paper simulates the AG4 AT’s shifting process of 2H to 3H.The results of the simulation validate the established simplified models and the expected oil pressure changing curve.This paper fully analyzes the mechanism of the pressure regulating and flow controlling system of the AG4 AT, and preparatory discusses the design of the block-diagram of the shift quality control. This paper test the control system and hydraulic system of the AG4 AT by the AT hydraulic-electronic testing-bed. The result of the test validates the correction of these analyses.Automated Mechanical Transmission, as so called AMT, is a new-style transmission system. AMT technology applies the automatic technology to the manual mechanical transmission and makes the selection-gear, shift, clutch and throttle implement automatically. AMT technology is suitable for the situation of our country, and has an expansive market and development foreground. Shift schedules decide the time to shift and are the soul of the AMT. When the AMT is working, by comparing the states of the vehicle with the optimal shift schedules,the AMT decides the optimal shift time and achieves the shift automatically. This will lessen the tiredness of the driver and improve the safety. At the same time, the power and fuel-economy of the vehicle can also be improved. The author chooses the shift schedule as the key technology problem to be researched and the main study aim of this thesis is to get the optimal shift schedules for the AMT and so improve the power and fuel-economy of the vehicle. Through analyzing the influence factors of power and fuel-economy for the automobile, the author get the establishment methods for the optimal-power shift schedule and optimal fuel-economy shift schedule. In order to solve the influence of mass on the shift schedule, the author presents a variable-structure-controlled shift system. This enriches the theory of shift schedules. Because the computer simulation can save a lot of manpower and material resources comparing with the true-car test, so in this thesis, the author uses the simulation toolbox MATLAB/Simulate to setup the simulation model for shift schedules. Using this model, the optimal-power shift schedule and optimal fuel-economy shift schedule above are simulated and proved to be reasonable.Shifting performance is defined as the extent of swiftness and softness during the procedure of non-power shifting and to extend the life of the power train. The index is comfort of passenger, time duration and shock, nine factors maybe influence the shifting performance, and two experimental methods can be used to investigate the nature of this performance: one is collecting real-time data during road experiment and analyzing them, the other is the simulation of the operation conditions of the vehicle.The core of the AMT system is the control strategy, the principle of the clutch engagement, shifting procedure, the choice of control method and the CAN communication between TCU and ECU can influence the shifting performance.Shifting schedule is the schedule of auto shifting time between two shifts with controlling parameters. It includes economical and dynamical shifting schedule. At present, shifting schedule of two controlling parameters (vehicle speed and opening on throttle) is mainly used. If shifting schedule is not good,shifting will not happen at right time and the working condition of engine will be severe. It will make the sound of engine abnormally and stability badly through the whole shifting procession. Sometimes even flame out Schedule of clutch engagement is determined by releasing journey of clutch, opening of throttle, shifting, vehicle speed and loading. The mainControlling goals are engaging quantity and engaging speed. The engaging control of clutch is mainly referred to the control of engaging speed. It is divided into three stages: fast, slow, fast. Shifting quality is directly influenced by the second stage. If engaging harder, it will make shifting concussion, even flame out; if engaging more slowly, it will make the friction time longer and reduce its longevity. The main controlling parameters are difference between initiative and passive and torques on both sides. When torques being approximately equal, it is proved by experiments that it can guarantee shifting time and not make concussion through the procession of engagement at the time of difference of rotating speed below some value. Meanwhile, the abrasion of clutch is not severe.Shifting procedure is the procedure through working harmoniously among engine, clutch and transmission. Their cooperation will affect shifting time heavily. In order to decrease the shifting time, the time that is spent on the friction of the clutch should be decreased first. If we intend to increase the time of non-load stage, which helps to minimize the difference of the rotary speed between the driving disc and the driven disc. If we intend to shorten the time of the non-load stage, engage the clutch immediately after the gear change. The clutch can engage in a satisfying period if the new method of controlling the engaging speed of the clutch is realizable. And the time that is spent on synchronizing the gears should also be shortened. It can be realized in the following two ways. The first is to decrease the difference of the driving gear and the driven gear. The second is to increase the shifting force. If realizing the union control between ECU and TCU by CAN bus, AMT has the best control and the best shifting performance by use of communication strategy between TCU and ECU.Influence on shifting performance by hardwareThe elements in hardware system are the basis of proper functions of AMT. Executors, sensors, electronic components, hydraulic systems have influences on shifting performance, the choice of hardware parameters is of vital important to improvement of shifting performance.With the development of the theory and technology of vehicle, the technical increasingly mature of microprocessor and the extensive application of electronic technique on the car, people have no limit at satisfying the automotive means of transportation only, facing gradually from the request of the car power, economy and easily manipulating, flexibility, safety, an d the intelligent type of car becomes the focus in the vision of people increasingly. Company’s publicity slogan of" person, car, life"," make people the center" etc. On the side exhibit the expectation of people to the automotive individuation, humanity.In the development direction of the car intelligence, the intelligence of the automatic gearbox has important effect. But the intelligence of the automatic gearbox embodies at the establishment of the shift regulation. For the fashion, for satisfying people to the new automotive request, for competitive advantage of the car type, at present, each big factory in world worked very much in shift regulation of new car type. Among those, the most arresting is AL4 automatic gearbox developed by PEUGEOT/CITROEN and RENAULT in that there unexpectedly are the 10 kinds of so many shift regulations. In the big system of person— car — road, the good and bad of the car control, reflect primarily in the coordination of the vehicle and environment (road), the coordination of the vehicle and person. And so, the electronic automatic control system can save various regulations to provide the driver to choose to use, not only having the economic regulation, motive (call to sport the type again) regulation, but also still having the general (usual) regulation, environment temperature and regulation with the outsider condition variety etc. Namely, the point of shifting can be freely enacted for every kind of regulation. In the intelligence direction of the shift regulation, everyone has made much work up to now, parts of the results has been applied on the car. But the work that developing this intelligentshift regulation still is hard, this is mainly because of:1. The intelligence degree of the current intelligent gearbox needs to be increased, and it expresses at that accurate degree to identify environment is not high and to identify the driver’s driving can't give satisfaction.2. The intelligence function is still not perfect. The intelligent automatically shift system is an open system; it must be continuously perfect and plentiful on the current foundation. Only this way, it can adapt to the driving request of the different drivers, reducing the driver’s labor strength, increasing the performance of the whole vehicle.Conventional design method which used in the structure parameters' design of automobile gear box and synchronizer is a time-wasting job and hard work, and it is difficult to get idea design parameters and no good to the enhancement of products qualities. The optimum design of automobile gearbox and synchronizer which take the advantage of computers seeking the best structure parameters within constrains is a perfect and high-quality design method. The main target of this article is to set up a optimum mathematical model of structure parameters of the truck's gearbox and synchronizer, the auth or use a optimum method based on K-T equation to improve the design level of automobile gearbox and synchronizer. Gear box is a important part of transmission, so the optimization of automobile gearbox is very important because the transmission is a main part of automobile. According to the design request and character sofa sort of truck, the optimum mathematical model of truck's gearbox is analyzed an d set up in this article to decrease its weight and volume when the strength, stiffness, and lifetime of parts are permitted. And we can receive a satisfaction result through optimizing it's parameter for instance.Synchronizer is a important part of automobile gearbox, it make drive gear and driven gear engaged after their synchronized, so it can decrease engaged shock and noise, it can decrease shift forcing and make it comfort to gear shift and increase the life of synchronizer. The synchronized process of synchronizer is analyzed in this article; we can receive a satisfaction result through optimizing its influence parameter for instance when the synchronizedtime is the shortest. The optimum toolbox of MATLAB is a convenient of ware of modern optimization with fast speed and powerful function. The algorithms of different mathematical subsets are divided into different librarians in the form of functions in MATLAB optimum toolbox. When we use them, we just call the functions and give special parameters to solve the problems and this will be fast and accurate. The author gives an optimum design for automobile gearbox and synchronizer by using the optimum toolbox of MATLAB and receives a satisfaction result.自动变速器换档规律的研究车辆自动变速器通常分为液力机械式自动变速器（简称AT）、电控机械式自动变速器（简称AMT）和机械式无级变速器（简称CVT）。
浅谈汽车变速器外文文献翻译、中英文翻译、外文翻译
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Gearbox shell
In order to reduce the internal friction parts caused by the wear and power loss, infuse lubricating oil must be in the shell and the splash lubrication lubrication by the gear pair, the shaft and bearing parts of the surface of the work. Therefore, the shell side of the filler, at the bottom of the drain plug, oil level height refueling by position control. On the first axis constant mesh gear and the second axis of three radial oil hole is drilled on the gear, reverse gear and the intermediate shaft middle often meshing gear wheel hub face has a radial groove, so that lubrication in place of needle roller bearings. To prevent lubricating oil from the first clearance between shaft and bearing cap into the clutch and affect the friction performance, installation of the oil seal assembly within the bearing cover, there are back into the groove in the bearing cover inner hole, can prevent oil spills. In order to prevent the lubricating oil flowed from the second shaft backend. After the transmission in the bearing cover is equipped with oil seal assembly. In each of the bearing cover, back cover, cover, such as shell before and after the combination of surface loading seal gaskets, and the sealing glue, in order to prevent oil spills. To prevent transmission to work due to the oil temperature, pressure and oil leakage phenomenon, after in shift gear and transmission bearing cover is equipped with vent plug
According to different transmission structure form, the gearbox shell three axis and two axes
Engine usually by cylinder and flywheel shell or the elastic support on the gearbox (also known as mount) supported on the frame. Support method in engine supports two 3 support and 4.
Three-point support can decorate before 2 one before or after a two, after some engine support is bearing on the front two strong point is located in the crankcase, behind a strong point on the gearbox (e.g., Beijing 492 qa powertrain), there are in the form of a second before three support (such as liberation CA6102 powertrain).
Using supported at four o 'clock, before and after each have two points.
Engine on the frame of the bearing is elastic, this is to reduce the frame of the torsional deformation of engine in the car, and reduce the powertrain vibration and noise to the chassis and crew
The elastic support of engine operation, especially in the work is not stable, such as low speed or overload), Angle of lateral vibration can occur, so various tubes and rods are connected to the engine, such as structure must ensure that the engine vibration does not undermine their normal work, if use the hose. In order to prevent when automobile brake or speed due to deformation of the elastic element engine longitudinal displacement is too large, there are fashion with special tie. One end of the pull rod connected to the frame longitudinal beam, the other end connected to the engine, equipped with rubber bushing at two ends
-------《p opular Mechanics》
变速器壳体
为了减少内摩擦引起的零件磨损及功率损耗，须在壳体内注入润滑油，采用飞溅润滑方式润滑各齿轮副、轴与轴承等零件的工作表面。
因此，壳体一侧有加油口，底部有放油塞，
油面高度由加油口位置控制。
在第一轴常啮合齿轮和第二轴上的三档齿轮上钻有径向油孔，倒档中间齿轮和中间轴常啮合传动齿轮的轮毂端面开有径向油槽，以便润滑所在部位的滚针轴承。
为防止润滑油从第一轴与轴承盖之间的间隙流入离合器而影响其摩擦性能，在轴承盖内安装了油封总成，轴承盖内孔中有回油槽，可以防止漏油。
为防止润滑油从第二轴后端流出。
在变速器后轴承盖内装有油封总成。
在各轴承盖、后盖、上盖、前后壳体等的结合面处装入密封垫片，并涂密封胶，以防止漏油。
为防止变速器工作时由于油温、压力升高而造成润滑油渗漏现象，在变速机构座及变速器后轴承盖上装有通气塞
根据变速器结构形式的不同，变速器壳体有三轴式和两轴式之分
发动机一般通过缸体和飞轮壳或变速器壳上的弹性支座（又称悬置）支撑在车架上。
发动机的支撑方法一般有三点支撑和四点支撑两种。
三点支撑可布置成前二后一或前一后二，有的发动机的支撑是前面两个支撑点位于曲轴箱的支座上，后面一个支撑点在变速器壳上（如北京492QA型动力总成），也有采用前一后二的三点支撑形式（如解放CA6102型动力总成）。
采用四点支撑时，前后各有两个支撑点。
发动机在车架上的支承是弹性的，这是为了降低在汽车行驶中车架的扭转变形对发动机的影响，以及减少动力总成传给底盘和乘员的振动和噪声弹性支承的发动机运转时，特别是在工作不稳定（如低速或超载）时，可能发生横向角振动，因此与发动机相连的各种管子和杆件等结构必须保证在发动机振动时不致破坏他们的正常工作，如采用软管。
为了防止当汽车制动或加速时由于弹性元件的变形而导致发动机纵向位移过大，有时装用专门拉杆。
拉杆的一端与车架纵梁相连，另一端与发动机相连，两端连接处装有橡胶衬套。
-----《大众机械》。