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 變速器 發(fā)動機的輸出轉(zhuǎn)速非常高，最大功率及最大扭矩在一定的轉(zhuǎn)速區(qū)出現(xiàn)。為了發(fā)揮發(fā)動機的最佳性能，就必須有一套變速裝置，來協(xié)調(diào)發(fā)動機的轉(zhuǎn)速和車輪的實際行駛速度。變速器可以在汽車行駛過程中，在發(fā)動機和車輪之間產(chǎn)生不同的變速比，通過換擋可以使發(fā)動機工作在其最佳的動力性能狀態(tài)下。變速器的發(fā) 展趨勢是越來越復雜，自動化程度也越來越高，自動變速器將是未來的主流。 汽車發(fā)動機在一定的轉(zhuǎn)速下能夠達到最好的狀態(tài)，此時發(fā)出的功率比較大，燃油經(jīng)濟性也比較好。因此，我們希望發(fā)動機總是在最好的狀態(tài)下工作。但是，汽車在使用的時候需要有不同的速度，這樣就產(chǎn)生了矛盾。這個矛盾要通過變速器來解決。 汽車變速器的作用用一句話概括，就叫做變速變扭，即增速減扭或減速增扭。為什么減速可以增扭，而增速又要減扭呢？設(shè)發(fā)動機輸出的功率不變，功率可以表示為 N = wT，其中 w 是轉(zhuǎn)動的角速度， T 是扭矩。當 N 固定的時候， w 與 T是成反比的 。所以增速必減扭，減速必增扭。汽車變速器齒輪傳動就根據(jù)變速變扭的原理，分成各個檔位對應不同的傳動比，以適應不同的運行狀況。 一般的手動變速器內(nèi)部設(shè)置輸入軸、中間軸和輸出軸，又稱三軸式，另外還有倒檔軸。三軸式是變速器的主體結(jié)構(gòu)，輸入軸的轉(zhuǎn)速也就是發(fā)動機的轉(zhuǎn)速，輸出軸轉(zhuǎn)速則是中間軸與輸出軸之間不同齒輪嚙合所產(chǎn)生的轉(zhuǎn)速。不同的齒輪嚙合就有不同的傳動比，也就有了不同的轉(zhuǎn)速。例如鄭州日產(chǎn) ZN6481W2G 型 SUV 車手動變速器，它的傳動比分別是： 1檔 3.704:； 2檔 2.202:1； 3檔 1.414:1； 4檔 1:1； 5檔（超速檔） 0.802:1。 當汽車啟動司機選擇 1 檔時，撥叉將 1/2 檔同步器向后接合 1 檔齒輪并將它鎖定輸出軸上，動力經(jīng)輸入軸、中間軸和輸出軸上的 1 檔齒輪， 1 檔齒輪帶動輸出軸，輸出軸將動力傳遞到傳動軸上（紅色箭頭）。典型 1 檔變速齒輪傳動比是3:1,也就是說輸入軸轉(zhuǎn) 3 圈，輸出軸轉(zhuǎn) 1 圈。 當汽車增速司機選擇 2 檔時，撥叉將 1/2 檔同步器與 1 檔分離后接合 2 檔齒輪并鎖定輸出軸上，動力傳遞路線相似，所不同的是輸出軸上的 1 檔齒輪換成 2檔齒輪帶動輸出軸。典型 2 檔變速齒輪傳動比是 2.2:1，輸入軸轉(zhuǎn) 2.2 圈，輸出軸轉(zhuǎn) 1 圈，比 1 檔轉(zhuǎn)速增加，扭矩降低。 當汽車加油增速司機選擇 3 檔時，撥叉使 1/2 檔同步器回到空檔位置，又使3/4 檔同步器移動直至將 3 檔齒輪鎖定在輸出軸上，使動力可以從第一軸 中間軸 輸出軸上的 3 檔變速齒輪，通過 3 檔變速齒輪帶動輸出軸。典型 3 檔傳動比是 1.7:1，輸入軸轉(zhuǎn) 1.7 圈，輸出軸轉(zhuǎn) 1 圈，是進一步的增速。 當汽車加油增速司機選擇 4 檔時，撥叉將 3/4 檔同步器脫離 3 檔齒輪直接與輸入軸主動齒輪接合，動力直接從輸入軸傳遞到輸出軸，此時傳動比 1:1，即輸出軸與輸入軸轉(zhuǎn)速一樣。由于動力不經(jīng)中間軸，又稱直接檔，該檔傳動比的傳動效 率最高。汽車多數(shù)運行時間都用直接檔以達到最好的燃油經(jīng)濟性。 換檔時要先進入空檔，變速器處于空檔時變速齒輪沒有鎖定在輸出軸上，它們不能帶動輸出軸轉(zhuǎn)動，沒有動力輸出。一般汽車手動變速器傳動比主要分上述1 4 檔，通常設(shè)計者首先確定最低（ 1 檔）與最高（ 4 檔）傳動比后，中間各檔傳動比一般按等比級數(shù)分配。另外，還有倒檔和超速檔，超速檔又稱為 5 檔。 當汽車要加速超過同向汽車時司機選擇 5 檔，典型 5 檔傳動比是 0.87:1，也就是用大齒輪帶動小齒輪，當主動齒輪轉(zhuǎn) 0.87 圈時，被動齒輪已經(jīng)轉(zhuǎn)完 1 圈了。 倒檔時輸出軸要向相反方向旋 轉(zhuǎn)。如果一對齒輪嚙合時大家反向旋轉(zhuǎn)，中間加上一個齒輪就會變成同向旋轉(zhuǎn)。利用這個原理，倒檔就要添加一個齒輪做“媒介”，將軸的轉(zhuǎn)動方向調(diào)轉(zhuǎn)，因此就有了一根倒檔軸。倒檔軸獨立裝在變速器殼內(nèi)，與中間軸平行，當軸上齒輪分別與中間軸齒輪和輸出軸齒輪嚙合時，輸出軸轉(zhuǎn)向會相反。 通常倒檔用的同步器也控制 5檔的接合，所以 5檔與倒檔位置是在同一側(cè)的。由于有中間齒輪，一般變速器倒檔傳動比大于 1 檔傳動比，增扭大，有些汽車遇到陡坡用前進檔上不去就用倒檔開上去。 從駕駛平順性考慮，變速器檔位越多越好，檔位多相鄰檔間的傳動比的比值變化小