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附 錄
附錄A 英語科技文獻(xiàn)
Manual Transmission Basics
It's no secret that cars with manual transmissions are usually more fun to drive than their 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 trans actually work? With our primer on automatics(or slushboxes, as detractors call them) available for your perusal, we thought it would be a good idea to provide a companion overview on manual trannies, too.
A brief history lesson shows 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. It's what makes cars such as a Corvette, Mustang, Miata or any BMW sedan or coupe some of the most fun-to-drive cars available today.
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 in a car from the '60s to the most high-tech six-speed 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 (or bell housing) that, 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 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 (or axle halfshafts and front wheels in a front-wheel-drive vehicle). Gears inside the transmission change the vehicle's drive-wheel speed and torque in relation to engine speed and torque. Lower (numerically higher) 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 (or input shaft), 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 the 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 (or springs) 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.
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 (the driveshaft going to the wheels) than the driving shaft (crankshaft of the engine). 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 '89 Corvette. Designed by Chevrolet and Zahnradfabrik Friedrichshafen (ZF) 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 SLK350, Honda S2000, BMW 3-Series and many others. Some of these gearboxes provide radical 50-percent (0.50:1) sixth-gear overdrives such as in the Viper and Corvette, while others provide tightly spaced gear ratios like in the S2000 and Miata for spirited backroad performance driving. While the bigger cars mentioned above such as the Viper and Vette often have two overdrive ratios (fifth and sixth) the smaller cars like the Celica and S2000 usually have one overdriven gear ratio (sixth) 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. For more information on a manual transmission's primary partner component, check out our basic primer on clutches and clutch operation.
附錄B 文獻(xiàn)翻譯
手動變速器基礎(chǔ)
汽車手動變速器相比于自動變速器的駕駛裝備來說，在駕駛方面擁有更多的樂趣，這已不再是什么秘密了。如果你有興趣超速駕駛，那么，你會贊賞對手動變速器汽車的超速進(jìn)行罰款。但是，手動擋變速器汽車是如何工作的？我們將原始的自動檔變速器（或slushboxex,因?yàn)榉磳φ哌@樣稱呼他們）提供給您審閱，我們認(rèn)為將一個概述手冊提供給合作伙伴是一個好主意。
簡明的歷史教訓(xùn)表明，自從有了手動變速器，幾十年間，事實(shí)上，直至1938年通用汽車才開發(fā)了自動變速器。所有汽車才有了改變車型的想法。現(xiàn)在多種類型的汽車上配備了自動變速器，雖然這是合乎邏輯的，例如，全尺寸轎車，越野車或皮卡。但事實(shí)上，相對于落后的運(yùn)動轎車，沒有比這更刺激的駕駛樂趣了。運(yùn)動跑車或兩個座位的跑車配備了精確地五檔或六檔變速器，這是為什么使得汽車如克爾維特，野馬Miata或任何寶馬轎車或跑車強(qiáng)調(diào)駕駛樂趣的汽車上市的原因了。
我們知道一些類型的汽車手冊，現(xiàn)在讓我們看看他們?nèi)绾喂ぷ鳌牧甏罨镜乃臋n手動變速器汽車到今天的高科技六檔手動變速器汽車，這些手動檔變速器的原理是一樣的。駕駛者換擋是從一個齒輪到另一個齒輪，正常情況下，手動變速器螺栓連接離合器殼，而離合器殼的另一面通過螺栓與發(fā)動機(jī)后部相連。如果車輛是前輪驅(qū)動的汽車，變速器仍然以同樣的方式連接發(fā)動機(jī)，通常稱之為橋。這是因?yàn)樽兯倨?，差速器和?qū)動橋是一個完整的單元。前輪驅(qū)動的汽車變速器用于驅(qū)動前軸上的前輪。在下面的文章里，變速器和驅(qū)動橋都將提到并使用它。
所有變速器的功能都是傳遞發(fā)動機(jī)的動力給后驅(qū)動輪（或前驅(qū)動輪）。變速器內(nèi)部的齒輪傳動改變車輛的速度和扭矩，它與發(fā)動機(jī)的轉(zhuǎn)速和扭矩有關(guān)。低（數(shù)值高）傳動比用于多種扭矩，它能夠幫助發(fā)動機(jī)獲得足夠的動力，用以加速或停車。
起初，功率和扭矩從發(fā)動機(jī)的前端傳遞和旋轉(zhuǎn)至主傳動齒輪（或輸入軸）。其中，嚙合的從動齒輪或中間軸齒輪----一系列齒輪鍛造成一個類似于一組齒輪。在任何時候，從動齒輪都處于旋轉(zhuǎn)狀態(tài)，離合器在一個運(yùn)行的引擎作用下運(yùn)行，無論是在齒輪傳動或是處于空擋。
有兩種基本類型的手動檔變速器?；瑒育X輪式和常嚙合齒輪式。和基本的一樣----現(xiàn)在已經(jīng)過時----滑動齒輪類型，當(dāng)檔位處于空擋時，沒有什么使傳動箱內(nèi)除了主傳動齒輪及齒輪組轉(zhuǎn)動。為了使嚙合的齒輪適用于發(fā)動機(jī)的功率以驅(qū)動車輛，駕駛者踩踏離合器踏板和移動變速器操縱桿，這使得換擋拉線和撥叉促使齒輪沿主軸方向滑動，這就是直接換擋。一旦齒輪嚙合，離合器踏板釋放，發(fā)動機(jī)功率傳遞到驅(qū)動車輪?？赡苡袔讉€在不同軸頸上的齒輪和齒，變速器的換擋杠桿機(jī)構(gòu)是被設(shè)計(jì)用來方便駕駛員換擋的機(jī)構(gòu)。這些過時的變速器，齒輪的碰撞是一個問題，因?yàn)辇X輪都以不同的速度旋轉(zhuǎn)。
所有的現(xiàn)代變速器都是常嚙合齒輪式，它仍然使用了類似的布置，齒輪滑動齒輪類型。然而，所有的主動齒輪與從動齒輪嚙合，這是因?yàn)辇X輪的主軸不以花鍵軸的形式存在，但他可以自由旋轉(zhuǎn)。當(dāng)常嚙合變速器，主要的傳動齒輪，齒輪組和所有的主軸齒輪總是旋轉(zhuǎn)的，這就是變速器的空檔。
除了主軸上的齒輪都有爪形離合器，兩個主軸齒輪和爪形離合器都各設(shè)有一排齒，移動轉(zhuǎn)向杠桿機(jī)構(gòu)，爪形離合器的運(yùn)動對臨近主軸齒輪，造成自鎖和互鎖。
為了防止在工作時齒輪磨損或發(fā)生碰撞，常嚙合，完全“同步”手動變速器裝有同步器。同步器通常包括一個內(nèi)花鍵轂，接合套，滑塊，鎖環(huán)（或彈簧）和卡環(huán)，該花鍵轂兩端分與兩個齒輪之間各裝有鎖環(huán)。
這是手動變速器內(nèi)部工作的基本情況。至于使得變速器工作的更加合理，他們已經(jīng)進(jìn)行了多年的研究，，主要是在該領(lǐng)域的其他裝備上。早在六十年代，四檔變速器在美國和歐洲的汽車上已經(jīng)得到了普遍的應(yīng)用。大多數(shù)汽車選擇了傳動比為1:1的變速器，而沒有設(shè)置超速檔。今天，幾乎所有的轎車都配備了超速5檔變速器。
超速行駛使齒輪傳動的一種布置形式，它提供了更多更新的傳動方式。例如，車輛保持在同一速度下行駛，變速器四檔傳動比為1:1比五檔傳動比為0.70:1的變速器，發(fā)動機(jī)轉(zhuǎn)速降低百分之三十。因此，燃油效率將使發(fā)動機(jī)的磨損明顯減少。今天，六檔變速器也越來越常見。第一款在美國銷售的六檔變速器是’89克爾維特。它是雪弗蘭和非德列斯哈芬齒輪廠，以及ZF建造在德國的公司聯(lián)合設(shè)計(jì)的。如今，克爾維特使用Tremrc T56型的六檔變速器，并把它安裝在汽車的后部。
許多汽車推出了六檔手動變速器，其中包括：馬自達(dá)Miata，保時捷Boxster S和911，道奇Viper,奔馳SLK350，本田S200，寶馬3系列和其他的許多汽車。這些變速器中有一些提供百分之五十（0.50:1）的六檔超速檔變速器，如毒蛇和克爾維特，而另一些則提供齒輪間距緊密的變速器，像S2000和Miata等，他們的駕駛性能一樣優(yōu)越。上文提到的大排量汽車，如毒蛇和克爾維特往往有兩個超速檔（五檔和六檔），小排量汽車，如切利卡和S2000往往有一個超速檔（六檔），而五檔傳動比是1:1。
顯然，對強(qiáng)調(diào)駕駛樂趣的汽車來說，一個手動變速箱是它的一個重要組成部分，與之相匹配的還有一個強(qiáng)有力的發(fā)動機(jī)，牢固耐用的懸掛和安全的剎車。欲了解手動變速器及組成的更多信息，請查閱我們的基本入門，離合器和離合器的操作。
8
本科學(xué)生畢業(yè)設(shè)計(jì)
論文封面示例同前
大眾速騰五檔手動變速器設(shè)計(jì)
系部名稱： 汽車與交通工程學(xué)院
專業(yè)班級： 車輛工程 07-4班
學(xué)生姓名： 王海明
指導(dǎo)教師： 石美玉
職 稱： 教授
黑 龍 江 工 程 學(xué) 院
二○一一年六月
The Graduation Thesis for Bachelor's Degree
Five Manual Shift Transmission Design
Of Volkswagen Sagitar
Candidate：Wang Haiming
Specialty：Vehicle Engineering
Class： 07-4
Supervisor：Professor. Shi Meiyu
Heilongjiang Institute of Technology
2011-06·Harbin
黑龍江工程學(xué)院本科生畢業(yè)設(shè)計(jì)
摘 要
隨著汽車工業(yè)的迅猛發(fā)展，車型的多樣化、個性化已經(jīng)成為汽車發(fā)展的趨勢。而變速器設(shè)計(jì)是汽車設(shè)計(jì)中重要的環(huán)節(jié)之一。它是用來改變發(fā)動機(jī)傳到驅(qū)動輪上的轉(zhuǎn)矩和轉(zhuǎn)速，因此它的性能影響到汽車的動力性和經(jīng)濟(jì)性指標(biāo)，對轎車而言，其設(shè)計(jì)意義更為明顯。在對汽車性能要求越來越高的今天，車輛的舒適性也是評價汽車的一個重要指標(biāo)，而變速器的設(shè)計(jì)如果不合理，將會使汽車的舒適性下降，使汽車的運(yùn)行噪聲增大。本設(shè)計(jì)針對乘用車變速器進(jìn)行系統(tǒng)深入的研究.
本設(shè)計(jì)結(jié)合機(jī)械變速器的設(shè)計(jì)方法，深入研究了變速器傳動比的計(jì)算，擋數(shù)的分配，齒輪參數(shù)的計(jì)算，軸及軸承的選擇等，從而使乘用車的舒適性和動力性有很大的提高。
關(guān)鍵字：傳動比；齒輪參數(shù)；軸；軸承
ABSTRACT
With the rapid development of automobile industry, the diversity of models, individual has become a developing trend. The transmission design is an important part of automotive design one. It is used to change the engines torque and reached the driving wheel speed, so its impact on vehicle dynamic performance and economy indicators, on cars, its more obvious sense of design. Performance in increasingly high demand on the car today, the vehicles comfort is an important index for evaluation of car, and transmission design, if unreasonable, will decrease the comfort of the automobile, so that the car is running the noise increases. The design for the passenger car transmission system in-depth study carried out
The design combined with mechanical transmission design, in-depth study of the transmission gear ratio calculation, the distribution of the number block, the calculation of gear parameters, choice of shaft and bearing, so passenger comfort and dynamic have greatly improved.
Key words: Transmission Ratio; Keeps Off The Number; Axis; Bearings
II
黑龍江工程學(xué)院本科生畢業(yè)設(shè)計(jì)
目 錄
摘要...................................................................I
Abstract......................................................... Ⅱ
第1章 緒論....... .....................................................1
1.1 本次設(shè)計(jì)的目的意義................................................1
1.2 變速器的發(fā)展現(xiàn)狀.............................................2
1.3 變速器設(shè)計(jì)面臨的主要問題.......................................4
第2章 變速器的總體方案設(shè)計(jì).......... . . . . ........................5
2.1 變速器的功用及設(shè)計(jì)要求............................................5
2.2 變速器傳動機(jī)構(gòu)的形式選擇與結(jié)構(gòu)分析................................5
2.2.1 三軸式變速器與兩軸式變速.....................................5
2.2.2 倒檔的布置方案............... ...... .........................5
2.3 變速器主要零件的結(jié)構(gòu)方案分析......................................7
2.3.1 齒輪型式............... ...... .... ..........................7
2.3.2 換檔結(jié)構(gòu)型式........... ...... .... ..........................7
2.3.3 軸承型式........... ...... .... .... ..........................7
2.4 傳動方案的最終確定........................................ .. .....8
2.5 本章小結(jié)........................ ...... ...... ....................8
第3章 變速器主要參數(shù)的選擇與計(jì)算................. .................9
3.1初始數(shù)據(jù)............................. ...... ......................9
3.2變速器各檔傳動比的確定..................... .......................9
3.3中心距的確定......................... ...... .....................10
3.4齒輪參數(shù)...................... ......... .......... ...............11
3.5 本章小結(jié)........................ .. .. .. .. .....................12
第4章 齒輪的設(shè)計(jì)計(jì)算與校核............. . . . . . . . . . ..............13
4.1 齒輪的設(shè)計(jì)計(jì)算... .. .. .................... ......................13
4.2 齒輪的強(qiáng)度計(jì)算與材料選擇.................. ..... ........ ........22
4.2.1 齒輪的損壞原因.......................................22
4.2.2 齒輪材料的選擇.........................................22
4.2.3 計(jì)算各軸的轉(zhuǎn)矩................. ... ........................23
4.2.4 齒輪的強(qiáng)度計(jì)算............ ....... .........................23
4.2.4 齒輪的接觸應(yīng)力............ ....... .........................27
4.3 本章小結(jié)................ .. .. .. .................................31
第5章 軸的設(shè)計(jì)與計(jì)算及軸承的選擇與校核...........................32
5.1 軸的計(jì)算.................... . . . . . ............................32
5.1.1 軸的工藝要求..... ....... ...... ...........................32
5.1.2 初選軸的直徑............ ....... .............. ............32
5.1.3 軸的剛度計(jì)算............ ....... ............. .............33
5.1.4 軸的強(qiáng)度計(jì)算............ ....... ............. .............35
5.2 軸承的選擇及校核............ ... .................................37
5.2.1 輸入軸的軸承選擇及校核...... . .. ............. .............37
5.2.1 輸出軸的軸承選擇及校核............ ....... ... .............38
5.3本章小結(jié)....... . ... ... ... ... ..................................39
第6章 變速器同步器與操縱機(jī)構(gòu)的選擇........ ....... ...............40
6.1同步器的選擇........... ... ... ..................................40
6.1.1 同步器的工作原理............ .... ... .. ... ... .............40
6.1.2 同步環(huán)的主要參數(shù)的確定........ ... ... .. ... ... .............40
6.2 變速器的操縱機(jī)構(gòu)........... ... ... ..............................41
6.2.1 變速器操縱機(jī)構(gòu)的功用............ .... ...... ... .............41
6.2.2 變速器操縱機(jī)構(gòu)應(yīng)滿足的要求.......... ...... ... .............41
6.2.3 換擋位置............ . ... ... ...... .. ... ... .............42
結(jié)論 ........ . ... ... ... ........ . ... ... ... . . . . . . . . . .. ... ... .43
參考文獻(xiàn) ......... ... ... ... ........ . ... . ... .. ... . . .. ... ... ...44
致謝 ........ .. ... ... ... ........ . ... ... ... ........ . . .. ... ... .45
附錄........ .. ... ... ... ........ . ... ... ... ........ . . .. ... ... .46