自动变速器的工作原理——外文翻译

本科毕业设计（论文）自动变速器的工作原理耐斯卡瑞姆介绍自动变速器的工作原理如果你驾驶过带有自动变速器的汽车，那么你一定知道手动变速器与自动变速器之间存在两个很大的区别： 自动变速器中没有离合器踏板 自动变速器中没有换档手柄，一旦让变速器传递动力，那么接下来的一切都是自动完成的了。虽然自动变速器（包括液力变矩器）与手动变速器（包括离合器）完成的功能是相同的，但它们却是以完全不同的方式来实现的。最终证实，自动变速器的工作方式令人惊异。自动变速器概图本科毕业设计（论文）本文是通过一个具体的自动变速器来阐述其中的原理，我们从整个系统的关键行星齿轮系入手，然后我们将看到自动变速器是如何组装在一起的，学习控制装置是如何工作的，讨论在自动变速器控制方面的一些复杂的关系。自动变速器和手动变速器一样，主要功能就是允许发动机工作在小范围变速的速度内，变速器却能够输出较大变速范围的速度。Mercedes-奔驰 CLK, 自动变速器, 剖面立体图如果没有变速器，汽车将被限制在一种传动比，并且那个传动必须被选择作为汽车的最高期望速度。 如果您想要以 80 英里/小时的最高速度行驶，则传动比类似于手动变速器汽车的第三档。您大概从未尝试仅使用第三档驾驶一辆手动变速的汽车。 如果您尝试过，您马上会发现启动时几乎没有加速过程，而是直接以很高的速度启动，引擎是工作在警戒线附近的。这样汽车很快就会损害，而且几乎无法驾驶。本科毕业设计（论文）因此变速器是利用齿轮来更有效地利用发动的扭矩的，并且使得发动机工作在适当的速度。手动和自动变速器之间的关键性区别在于：手动变速器采用锁止或打开不同的齿轮，从而使输出轴获得不同传动比，而在自动变速器中，同样是这些齿轮，但是能得到一定范围内所有的不同的传动比。而行星齿轮系是使此成为可能的装置。让我们来看一下行星齿轮系是如何工作的。行星齿轮系和齿轮传动比当您拆散自动变速器往里面观察，可以发现，在一个相对狭小的空间里布满了很多零件。在这些零件中有： 一个精巧的行星齿轮系 一套锁止齿轮的钢带 三个锁住另外一些齿轮的湿式片式离合器 控制离合器和钢带的复杂液压系统 为变速器提供液压的齿轮泵关注的重点是行星齿轮系。 变速器所产生的所有不同的传动比决定于齿轮系尺寸的大小。变速器里其他的零部件是协助行星轮系产生不同传动比的。这套装置曾经出现在材料的工作方式中。 您可以从电螺丝刀中找到。 一个自动变速器中包含有由两套行星齿轮系组合在一起而成的一个部件。其介绍可以参见齿轮系工作方式。本科毕业设计（论文）从左到右：内齿圈，行星架，和两个太阳轮行星齿轮系有三个主要的组成部分： 太阳轮 行星轮和行星架 内齿圈这三个组成中的任何一组成都可以作为输入或输出，或者被固定。哪些组成充当何种角色取决于行星齿轮系的速度比。下面的动画可以显示出其中的关系。本科毕业设计（论文）这是变速器中其中的一个行星齿轮系，内齿圈齿数为 72，太阳轮齿数为 30。我们可以从中的到很多不同的速比。 输入 输出 固定 计算 齿轮速比A 太阳轮(S) 行星架(C) 内齿圈(R) 1 + R/S 3.4:1b 行星架(C) 内齿圈(R) 太阳轮(S) 1/(1 + S/R) 0.71:1C 太阳轮(S) 内齿圈(R) 行星架(C) - R/S -2.4:1并且，锁住三个组成中的任何两个组成将锁止整个个行星系，而此时速比为 1：1。从表中可以看出，第一个中方案的速比为减速输出速度小于输入。第二种方案为加速输出速度高于输入。最后一种方案也是减速，但输出速度的方向相反。这个行星齿轮系还可以得到其他很多的速比，而刚才的这些速比仅和我们的自动变速器有关。因此这一套行星齿轮系可以产生所有需要的不同的齿轮传动比，却不需要接合或不接合其他齿轮。把两套行星齿轮系置于一行，我们可以得到四个前进档和一个后退档。下一部分内容我们将这两个齿轮系组装在一起。复合行星齿轮系自动变速器中使用了一系列的行星齿轮系，我们称之为复合行星齿轮系，看起来好像只有一个简单的行星齿轮系，实际上却实现这两套齿轮系的功能。其中包含一个总是作为输出的内齿圈、两个太阳和两套行星装置。让我们看其中的一些零件：本科毕业设计（论文）变速器中的齿轮的组装从左到右：内齿圈，行星架，和两个太阳轮下图中，行星轮装在行星架上，可以看到，右边的行星轮低于左边的行星轮。右边的行星轮不与内齿圈啮合它和另一个行星轮啮合。而只有左边的行星轮与内齿圈啮合。 行星架：两个行星轮在下个图中，您可看到在行星架的内部，短行星轮与小太阳轮啮合，长行星轮同时与大太阳轮和小太阳轮啮合。本科毕业设计（论文）行星架内部：两个行星轮自动变速档位第一档在一档，小太阳轮在变矩器的涡轮驱动下顺时针旋转。行星架将自动做逆时针转动，但是被离合器阻止了（离合器只允许单向旋转），从而内齿圈变成了输出。小太阳轮有 30 齿，内齿圈 72 齿，则速比为：Ratio = -R/S = - 72/30 = -2.4:1因此旋转速率为负的 2.4:1，这意味着输出方向同输入的方向是相反的。但事实上，输出方向是与输入方向相同的，这就是要引入两套行星齿轮系的原因。第一套与第二套啮合，而第二套输出至内齿圈，这样的组合把方向转回原先输入的方向。这样还是使得大太阳轮自转，而这时的离合器是不作用的，大太阳轮以同涡轮相反的方向（逆时针）自转。本科毕业设计（论文）第二档变速器做一些单独的事情来获得二档所需的传动比。它像相互连接的两套行星轮和共同的行星架相连接。行星架的第一级事实上是把大太阳轮用作内齿圈。所以第一级包括太阳轮（小太阳轮）、行星架和“内齿圈”（大太阳轮）。输入是小太阳轮，内齿圈( 大太阳轮 )由钢带保持静止，输出是行星架。对于一级，太阳轮作为输入，行星架作为输出，而内齿圈固定，其公式为：1 + R/S = 1 + 36/30 = 2.2:1小太阳轮旋转一圈，行星架则转过 2.2 圈。在第二级，行星架作为第二套行星齿轮系的输入，大太阳轮（被固定）作为太阳轮，而内齿圈则作为输出，其齿轮速比为：1 / (1 + S/R) = 1 / (1 + 36/72) = 0.67:1要得到二档的减速比，我们把第一级减速比和第二级减速比相乘， 2.2 x 0.67，得到 1.47:1。 这也许听起来有些怪，但却是这么运作的。第三档绝大多数的自动变速器在第三档是 1：1 的速比。您还记得前面我们已经得到速比为 1：1 的方法三个组成中锁住任何两个组成。这样的装置实现就比较容易我们所要做的就是接合离合器来锁住太阳轮中的一个。 如果两个太阳轮以同一方向旋转，行星轮则被锁定，因为它们反向旋转。内齿圈和行星轮固定使得它们作为一个整体旋转，从而产生1：1 的速比。本科毕业设计（论文）加速档根据定义，输出的速度要高于输入的速度。它是速度的增加减速的对立面。在变速器中，加速时在同一时刻完成两件事情。如果您看过变矩器是如何工作的，就知道变矩器的锁止的情况。为了提高效率，一些汽车用机械方式锁住变矩器，使得发动机的扭矩直接输出到变速器。变速器中，当加速时，联接到变矩器的外壳（用螺栓连接到发动机的飞轮）的轴通过离合器的接合连接到行星架，小太阳轮和大太阳轮与加速钢带同步，涡轮不接其他东西，而变矩器的外壳作为输出。我们回顾一下，此时行星架作为输入，太阳轮固定，而内齿圈作为输出。Ratio = 1 / (1 + S/R) = 1 / ( 1 + 36/72) = 0.67:1可得到，发动机输入旋转速度为输出的三分之二。例如，如果发动机转速为每分钟 2000 转，输出转速就为 3000 转每分钟。这就允许发动机以相对合适的速度运转，汽车也能够在高速公路上行驶。倒档倒档和一档非常类似，区别在于，不是小太阳轮被驱动，而是大太阳轮被驱动，而小行星轮以相反方向旋转。行星架与变矩器外壳同步，则根据上述的公式可以得到：Ratio = -R/S = 72/36 = 2.0:1可见，变速器倒档的传动比比一档稍小一些。齿轮传动比此变速器有四个前进档和一个倒档，让我们用传动比、输入和输出总结一下：本科毕业设计（论文）档 位 输 入 输 出 固 定 齿轮传 动比第 1 档 30 齿太阳轮 72 齿内齿圈 行星架 2.4:130 齿太阳轮 行星架 36 齿内齿圈 2.2:1行星架 72 齿内齿圈 30 齿太阳轮 0.67:1第 2 档两级总比 1.47:1第 3 档 30 和 36 齿太阳 72 齿内齿圈 1.0:1加速档 行星架 72 齿内齿圈 36 齿太阳 0.67:1倒 档 30 齿太阳轮 72 齿内齿圈 行星架 -2.0:1在读完这部分之后，您大概想知道不同的输入是怎么接合与断开的。这是由变速器中的离合器和钢带完成的。在下一部分中，我们将看到它们是如何工作的。变速器中的离合器和钢带在上一部分，我们讨论了变速器是如何得到不同档位的传动比的。例如，讨论加速档是，我们说：变速器中，当加速时，联接到变矩器的外壳（用螺栓连接到发动机的飞轮）的轴通过离合器的接合连接到行星架，小太阳轮和大太阳轮与加速钢带同步，涡轮不接其他东西，而变矩器的外壳作为输出。要让变速器工作在加速档，很多零部件要通过离合器和钢带连接或断开。行星架通过离合器与变矩器外壳连接。小太阳轮通过离合器断开与涡轮连接，使其空转。大太阳轮利用钢带与外壳同步，使其无法旋转。像这样通过离合器与钢带的接合或不接合，每个齿轮运动都会触发一系列的事件。让我们看一下钢带。本科毕业设计（论文）钢带变速器中有两条钢带，这两条钢带事实上是包贴在齿轮组切面周围的，并且连接到外壳，由变速器的液压缸推动执行的。 其中的钢带在上图中，您可以看到在变速器外壳上其中的一条钢带。此时齿轮都已经被移走了，金属推杆与活塞相连，用来推动钢带。活塞推动钢带本科毕业设计（论文）上图可看到驱动钢带的两个活塞。油压通过液压阀控制进入液压缸，驱动活塞推动钢带，从而使得齿轮系中的某个组成与外壳锁止。变速器中的离合器共有四个，而且相对来说要复杂一些。被压缩的液压油进入离合器内部的活塞，从而驱动离合器。当油压降低时，弹簧确保离合器分离后回复原位。下图所示为活塞和离合器从动鼓，还要注意到活塞上的密封橡胶圈，当变速器被重新修理装配时，要求更换这个橡胶圈。变速器中的一个离合器下图所示的是离合器中相互交替的摩擦片与金属片。摩擦片内侧由花键联接，与轮系的其中一个组成锁止。金属片外侧用花键与离合器外壳固接。同样，变速器被修理时，这些离合器片要被更换。离合器片离合器的油压是通过经由轴内通道来供应的。在任一时刻，离合器和钢带的运动都是有液压系统控制的。本科毕业设计（论文）How Automatic Transmissions Workby Karim NiceIntroduction to How Automatic Transmissions WorkIf you have ever driven a car with an automatic transmission, then you know that there are two big differences between an automatic transmission and a manual transmission: There is no clutch pedal in an automatic transmission car. There is no gear shift in an automatic transmission car. Once you put the transmission into drive, everything else is automatic. Both the automatic transmission (plus its torque converter) and a manual transmission (with its clutch) accomplish exactly the same thing, but they do it in totally different ways. It turns out that the way an automatic transmission does it is absolutely amazing!Automatic Transmission Image GalleryIn this article, well work our way through an automatic transmission. Well start with the key to the whole system: planetary gearsets. Then well see how the transmission is put 本科毕业设计（论文）together, learn how the controls work and discuss some of the intricacies involved in controlling a transmission. Just like that of a manual transmission, the automatic transmissions primary job is to allow the engine to operate in its narrow range of speeds while providing a wide range of output speeds.Photo courtesy DaimlerChryslerMercedes-Benz CLK, automatic transmission, cut-away modelWithout a transmission, cars would be limited to one gear ratio, and that ratio would have to be selected to allow the car to travel at the desired top speed. If you wanted a top speed of 80 mph, then the gear ratio would be similar to third gear in most manual transmission cars. Youve probably never tried driving a manual transmission car using only third gear. If you did, youd quickly find out that you had almost no acceleration when starting out, and at high speeds, the engine would be screaming along near the red-line. A car like this would wear out very quickly and would be nearly undriveable.So the transmission uses gears to make more effective use of the engines torque, and to keep the engine operating at an appropriate speed. The key difference between a manual and an automatic transmission is that the manual transmission locks and unlocks different sets of gears to the output shaft to achieve the various gear ratios, while in an automatic transmission, the same set of gears produces all of 本科毕业设计（论文）the different gear ratios. The planetary gearset is the device that makes this possible in an automatic transmission. Lets take a look at how the planetary gearset works. Planetary Gearsets & Gear RatiosWhen you take apart and look inside an automatic transmission, you find a huge An ingenious planetary gearset A set of bands to lock parts of a gearset A set of three wet-plate clutches to lock other parts of the gearset An incredibly odd hydraulic system that controls the clutches and bands A large gear pump to move transmission fluid around The center of attention is the planetary gearset. About the size of a cantaloupe, this one part creates all of the different gear ratios that the transmission can produce. Everything else in the transmission is there to help the planetary gearset do its thing. This amazing piece of gearing has appeared on HowStuffWorks before. You may recognize it from the electric screwdriver article. An automatic transmission contains two complete planetary gearsets folded together into one component. See How Gear Ratios Work for an introduction to planetary gearsets. From left to right: the ring gear, planet carrier, and two sun gearsAny planetary gearset has three main components: The sun gear The planet gears and the planet gears carrier 本科毕业设计（论文） The ring gear Each of these three components can be the input, the output or can be held stationary. Choosing which piece plays which role determines the gear ratio for the gearset. Lets take a look at a single planetary gearset. One of the planetary gearsets from our transmission has a ring gear with 72 teeth and a sun gear with 30 teeth. We can get lots of different gear ratios out of this gearset.Input Output Stationary Calculation Gear RatioA Sun (S) Planet Carrier (C) Ring (R) 1 + R/S 3.4:1B Planet Carrier (C) Ring (R) Sun (S) 1 / (1 + S/R) 0.71:1C Sun (S) Ring (R) Planet Carrier (C) -R/S -2.4:1Also, locking any two of the three components together will lock up the whole device at a 1:1 gear reduction. Notice that the first gear ratio listed above is a reduction - the output speed is slower than the input speed. The second is an overdrive - the output speed is faster than the input speed. The last is a reduction again, but the output direction is reversed. There are several other ratios that can be gotten out of this planetary gear set, but these are the ones that are relevant to our automatic transmission. You can try these out in the animation below:So this one set of gears can produce all of these different gear ratios without having to engage or disengage any other gears. With two of these gearsets in a row, we can get the 本科毕业设计（论文）four forward gears and one reverse gear our transmission needs. Well put the two sets of gears together in the next section. Compound Planetary GearsetThis automatic transmission uses a set of gears, called a compound planetary gearset, that looks like a single planetary gearset but actually behaves like two planetary gearsets combined. It has one ring gear that is always the output of the transmission, but it has two sun gears and two sets of planets. Lets look at some of the parts: How the gears in the transmission are put togetherLeft to right: the ring gear, planet carrier, and two sun gearsThe figure below shows the planets in the planet carrier. Notice how the planet on the right sits lower than the planet on the left. The planet on the right does not engage the ring gear - it engages the other planet. Only the planet on the left engages the ring gear. 本科毕业设计（论文）Planet carrier: Note the two sets of planets.Next you can see the inside of the planet carrier. The shorter gears are engaged only by the smaller sun gear. The longer planets are engaged by the bigger sun gear and by the smaller planets. Inside the planet carrier: Note the two sets of planets.本科毕业设计（论文）Automatic Transmission GearsFirst GearIn first gear, the smaller sun gear is driven clockwise by the turbine in the torque converter. The planet carrier tries to spin counterclockwise, but is held still by the one-way clutch (which only allows rotation in the clockwise direction) and the ring gear turns the output. The small gear has 30 teeth and the ring gear has 72, so the gear ratio is: Ratio = -R/S = - 72/30 = -2.4:1So the rotation is negative 2.4:1, which means that the output direction would be opposite the input direction. But the output direction is really the same as the input direction - this is where the trick with the two sets of planets comes in. The first set of planets engages the second set, and the second set turns the ring gear; this combination reverses the direction. You can see that this would also cause the bigger sun gear to spin; but because that clutch is released, the bigger sun gear is free to spin in the opposite direction of the turbine (counterclockwise). Second Gear 本科毕业设计（论文）This transmission does something really neat in order to get the ratio needed for second gear. It acts like two planetary gearsets connected to each other with a common planet carrier. The first stage of the planet carrier actually uses the larger sun gear as the ring gear. So the first stage consists of the sun (the smaller sun gear), the planet carrier, and the ring (the larger sun gear). The input is the small sun gear; the ring gear (large sun gear) is held stationary by the band, and the output is the planet carrier. For this stage, with the sun as input, planet carrier as output, and the ring gear fixed, the formula is: 1 + R/S = 1 + 36/30 = 2.2:1The planet carrier turns 2.2 times for each rotation of the small sun gear. At the second stage, the planet carrier acts as the input for the second planetary gear set, the larger sun gear (which is held stationary) acts as the sun, and the ring gear acts as the output, so the gear ratio is: 1 / (1 + S/R) = 1 / (1 + 36/72) = 0.67:1To get the overall reduction for second gear, we multiply the first stage by the second, 2.2 x 0.67, to get a 1.47:1 reduction. This may sound wacky, but it works. Third GearMost automatic transmissions have a 1:1 ratio in third gear. Youll remember from the previous section that all we have to do to get a 1:1 output is lock together any two of the three parts of the planetary gear. With the arrangement in this gearset it is even easier - all we have to do is engage the clutches that lock each of the sun gears to the turbine.If both sun gears turn in the same direction, the planet gears lockup because they can only spin in opposite directions. This locks the ring gear to the planets and causes everything to spin as a unit, producing a 1:1 ratio. OverdriveBy definition, an overdrive has a faster output speed than input speed. Its a speed increase - the opposite of a reduction. In this transmission, engaging the overdrive accomplishes two things at once. If you read How Torque Converters Work, you learned about lockup torque converters. In order to improve efficiency, some cars have a mechanism that locks up the torque converter so that the output of the engine goes straight to the transmission. 本科毕业设计（论文）In this transmission, when overdrive is engaged, a shaft that is attached to the housing of the torque converter (which is bolted to the flywheel of the engine) is connected by clutch to the planet carrier. The small sun gear freewheels, and the larger sun gear is held by the overdrive band. Nothing is connected to the turbine; the only input comes from the converter housing. Lets go back to our chart again, this time with the planet carrier for input, the sun gear fixed and the ring gear for output. Ratio = 1 / (1 + S/R) = 1 / ( 1 + 36/72) = 0.67:1So the output spins once for every two-thirds of a rotation of the engine. If the engine is turning at 2000 rotations per minute (RPM), the output speed is 3000 RPM. This allows cars to drive at freeway speed while the engine speed stays nice and slow. ReverseReverse is very similar to first gear, except that instead of the small sun gear being driven by the torque converter turbine, the bigger sun gear is driven, and the small one freewheels in the opposite direction. The planet carrier is held by the reverse band to the housing. So, according to our equations from the last page, we have: Ratio = -R/S = 72/36 = 2.0:1So the ratio in reverse is a little less than first gear in this transmission. Gear RatiosThis transmission has four forward gears and one reverse gear. Lets summarize the gear ratios, inputs and outputs:Gear Input Output Fixed Gear Ratio1st 30-tooth sun 72-tooth ring Planet carrier 2.4:130-tooth sun Planet carrier 36-tooth ring 2.2:1Planet carrier 72-tooth ring 36-tooth sun 0.67:12ndTotal 2nd 1.47:13rd 30- and 36-tooth suns 72-tooth ring 1.0:1OD Planet carrier 72-tooth ring 36-tooth sun 0.67:1Reverse 36-tooth sun 72-tooth ring Planet carrier -2.0:1本科毕业设计（论文）After reading these sections, you are probably wondering how the different inputs get connected and disconnected. This is done by a series of clutches and bands inside the transmission. In the next section, well see how these work. Clutches and Bands in an Automatic TransmissionIn the last section, we discussed how each of the gear ratios is created by the transmission. For instance, when we discussed overdrive, we said: In this transmission, when overdrive is engaged, a shaft that is attached to the housing of the torque converter (which is bolted to the flywheel of the engine) is connected by clutch to the planet carrier. The small sun gear freewheels, and the larger sun gear is held by the overdrive band. Nothing is connected to the turbine; the only input comes from the converter housing. To get the transmission into overdrive, lots of things have to be connected and disconnected by clutches and bands. The planet carrier gets connected to the torque converter housing by a clutch. The small sun gets disconnected from the turbine by a clutch so that it can freewheel. The big sun gear is held to the housing by a band so that it could not rotate. Each gear shift triggers a series of events like these, with different clutches