变速器课程毕业设计外文文献翻译@中英文翻译@外文翻译

TRANSMISSION Engine output speed is very high, the power and the maximum torque in certain areas of the speed. In order to exert the engine, you must have the best performance, to coordinate the speed of the engine and the actual speeds. Transmission in automobile driving process between the engine and wheels, in different ratios, through the shift in the engine can work under the condition of the best performance. The development trend of the transmission is more complex, more and more is also high automation degree, automatic transmission is the mainstream of the future. Car engines in certain speed can reach the best state, the output power of the bigger, fuel economy and better. Therefore, we hope in the best condition engine always work. But, in the use of the car to have different speed, the contradictions. This contradiction through the transmission to solve. Auto transmission function in a single sentence, is called the speed change, which reduced growth slowing or thickening twist. Why can increase twist, and slowing growth and to reduce twist? Put the power output unchanged, the engine power can be expressed as N = wT, w is turning, T is the angular torque. When N fixed, w and T is inversely proportional to the. So the growth will be reduced, slow increase twist. Auto transmission gear transmission is based on the principle of variable twist, each corresponding to different into gear transmission, in order to adapt to the different operating conditions. General manual transmission shaft set the input and output shaft, and say, another three axis reverse axis. Three main transmission shaft type is the speed of the input shaft structure, the speed of the engine, is also the output shaft speed is presented. By output shaft gear generated between different speeds. The gear is different with different ratio, also have different speed. Such as Zhen Zhou Nissan ZN6481W2G type SUV drivers dynamic transmission, it is respectively: 1 ratio of 1:3.704 gears, 2.202 2:1, 3:1; 1.414 4 gears, - 5 (1): overdrive dependent. When the car started when the driver choose 1 files, dial 1 1/2 shift fork synchronizer backward joints and 1 shift gear lock on the output shaft, and the power input shaft, and the output shaft shift gears, 1 shift gear drive output shaft, output shaft will power to transmission (red arrows). The typical one shift gear ratio is 3:1, i.e. input shaft turn 3 laps, output shaft turn 1 lap. When the car growth drivers choose 2 files, dial 1 1/2 shift fork synchronizer and 1 separateness from 2 after mating locking output shaft gear and power transmission line, which is similar to the output shaft gear with 2, 1 files output shaft gear. The typical 2 shift gear ratio is 2.2:1, input, output shaft turning 2.2 pivot, 1-1 RPM increases, torque shift. When gas growth drivers choose 3, dial 1 1/2 shift fork to synchronizer, and back to space three/four file synchronizer will move until 3 gear lock in the output shaft, make the power from the first shaft - - on the output shaft transmission gears, 3 through the output shaft gear shifting speed. The typical 3 ratio was 1.7:1, the input shaft turning circle, the output shaft 1.7 turn 1 ring, is further growth. When gas growth drivers choose 4 gears, fork will 3/4 file synchronizer from 3 gear directly with the input shaft driving gear engagement, power transmission directly from the input shaft to the output shaft, and the output shaft is 1:1 ratio and the input shaft speed. Due to the force, and the direct oart shift, the gear transmission efficiency ratio. Cars run most time in order to achieve the best directly file fuel economy. Shift to go into space, transmission in the transmission gears have locked in the output shaft, they cannot drive the output shaft rotation, no power output. General car manual transmission ratio main points above 1-4, usually designers to first identify the lowest (1) and (4) transmission, the ratio between after general distribution according to form. In addition, there is a reverse and overdrive, overdrive called 5 files. When the car to accelerate whether isolated car drivers choose more than 5, 5 gear transmission is typical 0.87:1, namely with big gear drive pinion gear turns, when active 0.87 lap, passive gear has turned over one lap. When the reverse in the opposite direction to the output shaft rotation. If a gear when reverse rotation, plus a gear will become a positive spin. Using this principle, will add a reverse gear do medium, the direction of rotation axis, so has reversed a reverse axis. Reverse transmission shaft independent in housing, and parallel axis, when oart in gear and gear and oart output shaft gear, output shaft to will instead. Usually the reverse synchronizer is controlled by the jointing, so May 5 files and reverse position is in the same side. Due to the middle, reverse gear transmission is generally greater than 1 gear transmission ratio, twist, some cars met with forward instead of steep open up in reverse. From driving gear transmission is smooth; more is better, more adjacent gear shift between the transmission ratio, shift easy and smooth. But the gear transmission fault is more complex structure, big volume and light auto transmission is now commonly 4-5. At the same time, the transmission ratio is not an integer, but with the decimal point, this is not the whole number of meshing gears, two gear ratio is the euploid number will lead to two gear surface non-uniform wear, tooth surface quality of differences. Manual transmission and synchronizer Manual transmission is one of the most common transmissions, referred to as MT. Its basic structure in a single sentence is a central axis, two input shaft, namely, the axial and axial oart, they constituted the transmission of the subject, and, of course, a reverse axis. Manual transmission gear transmission and manual, contain can in axial sliding gears, through different meshing gears to change gear of torsional purpose. The typical structure and principle of the manual transmission. Input shaft also says, its in front of the spline shaft directly with clutch platen, thus the spline set by the engine relay of torque. The first shaft gear meshing gears, often with oart as input shaft, and the gear on oart will turn. Also called shaft, because even more solid shaft of gear. The output shaft, and the second shaft position have the drive shaft gear, may at any time and under the influence of the control devices and the corresponding oart gear, thus changing the speed and torque itself. The output shaft is associated with tail spline shaft torque transmission shaft, through to drive to gear reducer. Predictably, transmission gear drive forward path is: input shaft gear - oart gnaws gear - because the second shaft gear - corresponding gear. Pour on the axle gear can also control device, by moving axis in the strike, and the output shaft gear and oart gear, in the opposite direction. Most cars have five forward and reverse gear, each one has certain ratio, the majority of gear transmission more than 1, 4 gears transmission is 1, called directly, and ratio is less than 1 of article 5 gear shift accelerated called. The output axis gear in the mesh position, can accept power transmission. Due to the gearbox output shaft to input shaft and the speed of their gear rotating, transform a synchronization problem. Two rotating speed different meshing gears forcibly inevitable impact and collision damage gear. Therefore, the old transmission shift to use two feet on-off method, accelerate in neutral position shift to stay for a while, in the space location on the door, in order to reduce gear speed. But this operation is more complex, difficult to grasp accurately. Therefore designers to create synchronizer, through the synchronizer will make the meshing gears reach speed and smooth. Currently the synchronous transmission adopts is inertial synchronizer, it mainly consists of joints, synchronizer lock ring etc, it is characteristic of the friction effect on achieving synchronization. Mating, synchronizer and mating locking ring gear tooth circle have chamfering (locking horns), the synchronizer lock ring inside surface of gear engagement ring and the friction surface contact. The lock horns with cone when designing the proper choice, has been made to the surface friction of meshing gears with gear synchronous, also can rapid produces a locking function, prevent the synchronous before meshing gears. When synchronous lock ring of gear engagement with surface contact surface, the outer circle in friction torque under the action of gear speed rapid decrease (increase) or to synchronous speed equal, both locking ring spun concurrent, relative to lock ring gear synchronous speed is zero, thus inertia moment also disappear, then in force, driven by the junction of unimpeded with synchronous lock ring gear engagement, and further to engagement with the engagement ring gear tooth and complete shift process 变速器 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。为了发挥发动机的最佳性能，就必须有一套变速装置，来协调发动机的转速和车轮的实际行驶速度。变速器可以在汽车行驶过程中，在发动机和车轮之间产生不同的变速比，通过换挡可以使发动机工作在其最佳的动力性能状态下。变速器的发 展趋势是越来越复杂，自动化程度也越来越高，自动变速器将是未来的主流。 汽车发动机在一定的转速下能够达到最好的状态，此时发出的功率比较大，燃油经济性也比较好。因此，我们希望发动机总是在最好的状态下工作。但是，汽车在使用的时候需要有不同的速度，这样就产生了矛盾。这个矛盾要通过变速器来解决。 汽车变速器的作用用一句话概括，就叫做变速变扭，即增速减扭或减速增扭。为什么减速可以增扭，而增速又要减扭呢？设发动机输出的功率不变，功率可以表示为 N = wT，其中 w 是转动的角速度， T 是扭矩。当 N 固定的时候， w 与 T是成反比的 。所以增速必减扭，减速必增扭。汽车变速器齿轮传动就根据变速变扭的原理，分成各个档位对应不同的传动比，以适应不同的运行状况。 一般的手动变速器内部设置输入轴、中间轴和输出轴，又称三轴式，另外还有倒档轴。三轴式是变速器的主体结构，输入轴的转速也就是发动机的转速，输出轴转速则是中间轴与输出轴之间不同齿轮啮合所产生的转速。不同的齿轮啮合就有不同的传动比，也就有了不同的转速。例如郑州日产 ZN6481W2G 型 SUV 车手动变速器，它的传动比分别是： 1档 3.704:； 2档 2.202:1； 3档 1.414:1； 4档 1:1； 5档（超速档） 0.802:1。 当汽车启动司机选择 1 档时，拨叉将 1/2 档同步器向后接合 1 档齿轮并将它锁定输出轴上，动力经输入轴、中间轴和输出轴上的 1 档齿轮， 1 档齿轮带动输出轴，输出轴将动力传递到传动轴上（红色箭头）。典型 1 档变速齿轮传动比是3:1,也就是说输入轴转 3 圈，输出轴转 1 圈。 当汽车增速司机选择 2 档时，拨叉将 1/2 档同步器与 1 档分离后接合 2 档齿轮并锁定输出轴上，动力传递路线相似，所不同的是输出轴上的 1 档齿轮换成 2档齿轮带动输出轴。典型 2 档变速齿轮传动比是 2.2:1，输入轴转 2.2 圈，输出轴转 1 圈，比 1 档转速增加，扭矩降低。 当汽车加油增速司机选择 3 档时，拨叉使 1/2 档同步器回到空档位置，又使3/4 档同步器移动直至将 3 档齿轮锁定在输出轴上，使动力可以从第一轴 中间轴 输出轴上的 3 档变速齿轮，通过 3 档变速齿轮带动输出轴。典型 3 档传动比是 1.7:1，输入轴转 1.7 圈，输出轴转 1 圈，是进一步的增速。 当汽车加油增速司机选择 4 档时，拨叉将 3/4 档同步器脱离 3 档齿轮直接与输入轴主动齿轮接合，动力直接从输入轴传递到输出轴，此时传动比 1:1，即输出轴与输入轴转速一样。由于动力不经中间轴，又称直接档，该档传动比的传动效 率最高。汽车多数运行时间都用直接档以达到最好的燃油经济性。 换档时要先进入空档，变速器处于空档时变速齿轮没有锁定在输出轴上，它们不能带动输出轴转动，没有动力输出。一般汽车手动变速器传动比主要分上述1 4 档，通常设计者首先确定最低（ 1 档）与最高（ 4 档）传动比后，中间各档传动比一般按等比级数分配。另外，还有倒档和超速档，超速档又称为 5 档。 当汽车要加速超过同向汽车时司机选择 5 档，典型 5 档传动比是 0.87:1，也就是用大齿轮带动小齿轮，当主动齿轮转 0.87 圈时，被动齿轮已经转完 1 圈了。 倒档时输出轴要向相反方向旋 转。如果一对齿轮啮合时大家反向旋转，中间加上一个齿轮就会变成同向旋转。利用这个原理，倒档就要添加一个齿轮做“媒介”，将轴的转动方向调转，因此就有了一根倒档轴。倒档轴独立装在变速器壳内，与中间轴平行，当轴上齿轮分别与中间轴齿轮和输出轴齿轮啮合时，输出轴转向会相反。 通常倒档用的同步器也控制 5档的接合，所以 5档与倒档位置是在同一侧的。由于有中间齿轮，一般变速器倒档传动比大于 1 档传动比，增扭大，有些汽车遇到陡坡用前进档上不去就用倒档开上去。 从驾驶平顺性考虑，变速器档位越多越好，档位多相邻档间的传动比的比值变化小