捷達轎車GIF兩軸式變速器的設計【中檔轎車二軸式變速器】【5檔變速器】

捷達轎車GIF兩軸式變速器的設計【中檔轎車二軸式變速器】【5檔變速器】,中檔轎車二軸式變速器,5檔變速器,捷達,轎車,gif,兩軸式,變速器,設計,中檔,二軸式 附 錄 Manual Transmission It’s no secret that cars with manual transmissions are usually more fun to drive than the automatic-equipped counterparts. If you have even a passing interest in the act of driving, then chances are you also appreciate a fine-shifting manual gearbox. But how does a manual transmission actually work? A history hows that manual transmissions preceded automatics by several decades. In fact, up until General Motors offered an automatic in 1938, all cars were of the shift-it-yourself variety. While it’s logical for many types of today’s vehicles to be equipped with an automatic---such as a full-size sedan, SUV or pickup----the fact remains that nothing is more of a thrill to drive than a tautly suspended sport sedan, sport coupe or two-seater equipped with a precise-shifting five-or six-speed gearbox. We know which types of cars have manual trannies. Now let’s take a look at how they work. From the most basic four-speed manual trannies. Now let’s take a look at how they work.From the most basic four-speed manual in a car from the’60s to the most high-tech six-speed one in a car of today, the principles of a manual gearbox are the same. The driver must shift from gear to gear. Normally, a manual transmission bolts to a clutch housing ,in turn, bolts to the back of the engine. If the vehicle has front-wheel drive, the transmission still attaches to the engine in a similar fashion but is usually referred to as a transaxle. This is because the transmission, differential and drive axles are one complete unit. In a front-wheel-drive car, the transmission also serves as part of the front axle for the front wheels. In the remaining text, a transmission and a transaxle will both be referred to using the term transmission. The function of any transmission is transferring engine power to the driveshaft and rear wheels . Gears inside the transmission change the vehicle’s drive-wheel speed and torque in relation to inside the transmission change the vehicle’s drive-wheel speed and torque in relation to engine speed and torque. Lower gear ratios serve as torque multipliers and help the engine to develop enough power to accelerate from a standstill. Initially, power and torque from the engine comes into the front of the transmission and rotates the main drive gear, which meshes with the cluster or counter shaft gear----a series of gears forged into one piece that resembles a cluster of gears. The cluster-gear assembly rotates any time the clutch is engaged to a running engine, whether or not the transmission is in gear or in neutral. There are two basic types of manual transmissions. The sliding-gear type and the constant-mesh design. With the basic---and now obsolete---sliding-gear type, nothing is turning inside the transmission case except the main drive gear and cluster gear when the trans is in neutral. In order to mesh the gears and apply engine power to move the vehicle, the driver presses the clutch pedal and moves the shifter handle, which in turn moves the shift linkage and forks to slide a gear along the mainshaft, which is mounted directly above the cluster. Once the gears are meshed, the clutch pedal is released and the engine’s power is sent to the drive wheels. There can be several gears on the mainshaft of different diameters and tooth counts, and the transmission shift linkage is designed so the driver has to unmesh one gear before being able to mesh another. With these older transmissions, gear clash is a problem because the gears are all rotating at different speeds. All modern transmissions are of the constant-mesh type, which still uses a similar gear arrangement as the sliding-gear type. However, all the mainshaft gears are in constant mesh with the cluster gears. This is possible because the gears on the mainshaft are not splined to the shaft, but are free to rotate on it. With a constant-mesh gearbox, the main drive gear, cluster gear and all the mainshaft gears are always turning, even when the transmission is in neutral. Alongside each gear on the mainshaft is a dog clutch, with a hub that’s positively splined to the shaft and an outer ring that can slide over against each gear. Both the mainshaft gear and the ring of the dog clutch have a row of teeth. Moving shift linkage moves the dog clutch against the adjacent mainshaft gear, causing the teeth to interlock and solidly lock the gear to the mainshaft. To prevent gears from grinding or clashing during engagement, a constant-mesh, fully “synchronized”manual transmission is equipped with synchronizers. A synchronizer typically consists of an inner-splined hub, an outer sleeve, shifter plates, lock rings and blocking rings. The hub is splined onto the mainshaft between a pair of main drive gears. Held in place by the lock rings, the shifter plates position the sleeve over the hub while also holding the floating blocking rings in proper alignment. A synchro’s inner hub and sleeve are made of steel, but the blocking ring----the part of the synchro that rubs on the gear to change its speed----is usually made of a softer material, such as brass. The blocking ring has teeth that match the teeth on the dog clutch. Most synchros perform double duty----they push the synchro in one direction and lock one gear to the mainshaft. Push the synchro the other way and it disengages from the first gear, passes through a neutral position, and engages a gear on the other side. That’s the basics on the inner workings of a manual transmission. As for advances, they have been extensive over the years, mainly in the area of additional gears. Back in the’60s,four-speeds were common in American and European performance cars. Most of these transmissions had 1:1 final-drive ratios with no overdrives. Today, overdriven five-speeds are standard on practically all passenger cars available with a manual gearbox. Overdrive is an arrangement of gearing that provides more revolutions of the driven shaft than the driving shaft. For example, a transmission with a fourth-gear ratio of 1:1 and a fifth-gear ratio of 0.70:1 will reduce engine rpm by 30 percent, while the vehicle maintains the same road speed. Thus, fuel efficiency will improve and engine wear will be notably reduced. Today, six-speed transmissions are becoming more and more common. One of the first cars sold in America with a six-speed was the’89Corvette. Designed by Chevrolet and Zahnradfabrik Friedrichshafen and built by ZF in Germany, this tough-as-nails six-speed was available in the Corvette up to the conclusion of the’96 model year. Today, the Corvette uses a Tremec T56 six-speed mounted at the back of the car. Many cars are available today with six-speeds, including the Mazda Miata, Porsche Boxster S and 911, Dodge Viper, Mercedes-Benz SLK320, Honda S2000,Toyota Celica GT-S and many others. Some of these gearboxes provide radical 50-percent sixth-gear overdrives such as in the Viper and Corvette, while others provide tightly spaced gear ratios like in the S2000 and Celica for spirited backroad performance driving. While the bigger cars mentioned above such as the Viper and Vette often have two overdrive ratios the smaller cars like the Celica and S2000 usually have one overdriven gear ratio and fifth is 1:1. Clearly a slick-shifting manual transmission is one of the main components in a fun-to-drive car, along with a powerful engine, confidence-inspiring suspension and competent brakes. 手動變速器 駕駛手動變速器汽車比駕駛自動裝置的汽車更有樂趣，這顯然已經(jīng)不是什么秘密了。如果你有駕駛興趣，那么你就會更喜歡手動變速箱。但是手動變速箱到底是如何工作的呢？ 手動變速器要早于自動變速器幾十年。事實上，直到1938年通用汽車公司提供自動變速器以前，所有的轎車都采用的手動變速器?，F(xiàn)在的很多車輛都裝備了自動變速器，如全尺寸轎車，運動型多功能車或皮卡車——事實上是沒有什么能比駕駛配備了五擋或六擋變速箱的跑車或運動雙座跑車更令人興奮的了。 我們知道哪些類型的車配備有手動變速箱?，F(xiàn)在讓我們來看看他們是如何工作的。我們從最基本的六十年代的四擋手動變速箱到今天最高技術的六擋變速箱來看，其手動變速箱的工作原理是相同的。駕駛員必須從一檔換到另一檔。通常，從一個手動變速器的螺栓到離合器殼體，反過來，從螺栓到發(fā)動機的背面。如果車輛前輪驅動，變速器仍依附于發(fā)動機工作，但通常又被送交給變速驅動橋。這是因為變速器，差速器和驅動軸是一個完整的裝置。在剩下的文章中，變速器和變速驅動橋都將由術語傳動裝置來表示。 變速器的功能是將發(fā)動機的動力傳送到傳動軸和后輪。變速器中的傳動裝置以及與變速器內部相關聯(lián)的扭矩改變了汽車驅動輪的轉速。低扭矩齒輪可使扭矩倍增，并且?guī)椭鎻撵o止狀態(tài)加速來發(fā)出足夠的動力。 起初，來自于發(fā)動機的動力和扭矩進入到變速器的前部，并且使主驅動齒輪旋轉，它與齒輪組或副軸齒輪——一組單片齒輪組成的齒輪組共同嚙合。齒輪組旋轉時離合器就開始運行引擎，無論是否在傳送動力中的齒輪還是處于空擋中的齒輪。 手動變速箱的基本類型有兩種?；瑒育X輪類型和常嚙合設計類型。隨著基礎型號滑動齒輪式的淘汰，當傳動裝置設置在空擋時，除了主動齒輪和齒輪組以外，其余皆沒有什么變化。為了嚙合齒輪并使發(fā)動機提供動力來移動車輛，司機按下離合器踏板以及移動換檔手柄，從而改變聯(lián)動，使撥叉沿主軸移動。一旦齒輪嚙合時，離合器踏板被釋放，發(fā)動機的動力便被傳送到了驅動輪。這里可以有若干不同直徑和齒數(shù)的齒輪，變速器換擋桿被設計成在能夠嚙合另一個齒輪前，使這個齒輪處于非嚙合狀態(tài)。隨著這些舊變速箱，齒輪沖突是一個問題，因為所有的齒輪都在以不同的速度旋轉著。 所有現(xiàn)代的傳輸都是常嚙合類型，仍然使用的是滑動齒輪式的安排。但是，所有的主軸齒輪都以齒輪組的形式常嚙合。這是很有可能的，因為齒輪在主軸上不是用花鍵鏈接，只要能夠自由旋轉就可以了。以常嚙合變速箱，即使是處于空擋狀態(tài)，主傳動齒輪、所有中間軸齒輪和主軸齒輪總是轉動。 在主軸上的每個齒輪旁邊是牙嵌式離合器，用這輪轂和外環(huán)可以針對每個齒輪滑動通過樞紐。主軸齒輪和牙嵌式離合器有一排齒。移動的聯(lián)動裝置使與主軸齒輪相對的牙嵌式離合器移動，導致齒互鎖并牢固地鎖定齒輪的主軸。 為了防止在工作中的研磨和沖突，常嚙合完全使手動變速箱齒輪與同步器配備相協(xié)調。同步器通常由花鍵轂，外套筒，換檔板，鎖環(huán)和阻斷環(huán)組成。該輪轂是在一對主動齒輪之間的花鍵上鏈接。同時保持浮動的鎖環(huán)適當?shù)恼{整。 一個同步器的中心和套筒是由鋼鐵制成，但鎖環(huán)----同步器上的一部分在齒輪上的摩擦來改變它的速度——鎖環(huán)通常是由較軟的材料制成，如黃銅。阻斷環(huán)上的齒與牙嵌式離合器上的齒相匹配。大多數(shù)同步器執(zhí)行雙重任務----他們推向一個方向同步并將一個齒輪鎖定在主軸上。同步推進的其他方式，它從一檔脫離接觸，通過空檔，并嚙合到另一側的齒輪上。 這是關于手動變速箱的內部運作的基本知識。至于進展，他們已經(jīng)發(fā)展多年，主要是在齒輪領域。早在六十年代，四速變速箱在美國和歐洲的汽車中就普遍使用。大多數(shù)的變速箱都是一比一的傳動比，無超速傳動。今天，超速轉動的五速變速箱是幾乎所有手動變速箱的標準配置。 超速傳動是為了提供給驅動軸更多的轉數(shù)。例如，一個1:1的第四齒輪和一個傳動比0.70:1第五齒輪傳動比將減少百分之三十發(fā)動機轉速，而保持同樣的道路車輛的速度。因此，燃油效率就會提高，發(fā)動機的磨損會明顯減少。今天，六速變速箱正變得越來越普遍。在美國出售的配備有六速變速箱汽車是89Corvette。這款車是由雪佛蘭和Zahnradfabrik Friedrichshafen在德國建立的。這種六速變速器是在克維特牌轎車96年車型上使用的。如今，克爾維特在車的后座上使用Tremec T56六速變速箱。 今天許多汽車配備有六速變速箱，包括馬自達Miata，保時捷的Boxster S和911，道奇Viper，奔馳SLK320，本田S2000，豐田Celica的GT - S和其他品牌車輛。這些變速箱的六擋超速擋能夠達到百分之五十的傳動比，如Viper和科威特這類汽車，而其他變速器則提供間隔緊密的齒輪比，如S2000和賽利卡這樣的汽車。然而，上面提到的這些較大Viper和科威特汽車有兩個超速擋，而小型的汽車像塞利卡和S2000這樣的汽車通常有一個是超速擋，而第五擋的傳動比為1：1。 顯然，對于一輛駕駛起來有樂趣的車來說，一個靈活的手動變速箱是其主要組成部分之一，與此同時，一個強大的引擎以及令人充滿信心和激情的懸掛和剎車能力也是駕駛員的樂趣所在。 8