How Manual Transmissions Work
If you drive a stick-shift car, then you may have several questions floating in your head.
How does the funny "H" pattern that I am moving this shift knob through have any relation to the gears inside the transmission? What is moving inside the transmission when I move the shifter?
When I mess up and hear that horrible grinding sound, what is actually grinding? What would happen if I were to accidentally shift into reverse while I am speeding down the freeway? Would the entire transmission explode?
In this article, we'll answer all of these questions and more as we explore the interior of a manual transmission.
Cars need transmissions because of the physics of the gasoline engine. First, any engine has a redline --a maximum rpm value above which the engine cannot go without exploding. Second, if you have read How Horsepower Works, then you know that engines have narrow rpm ranges where horsepower and torque are at their maximum. For example, an engine might produce its maximum horsepower at 5,500 rpm. The transmission allows the gear ratio between the engine and the drive wheels to change as the car speeds up and slows down. You shift gears so the engine can stay below the redline and near the rpm band of its best performance.
Ideally, the transmission would be so flexible in its ratios that the engine could always run at its single, best-performance rpm value. That is the idea behind the continuously variable transmission (CVT).
A CVT has a nearly infinite range of gear ratios. In the past, CVTs could not compete with four-speed and five-speed transmissions in terms of cost, size and reliability, so you didn't see them in production automobiles. These days, improvements in design have made CVTs more common. The Toyota Prius is a hybrid car that uses a CVT.
The transmission is connected to the engine through the clutch. The input shaft of the transmission therefore turns at the same rpm as the engine.
A five-speed transmission applies one of five different gear ratios to the input shaft to produce a different rpm value at the output shaft.
A Very Simple Transmission
To understand the basic idea behind a standard transmission, the diagram below shows
a very simple two-speed transmission in neutral:
Let's look at each of the parts in this diagram to understand how they fit together:
The green shaft comes from the engine through the clutch. The green shaft and green gear are connected as a single unit. (The clutch is a device that lets you connect and disconnect the engine and the transmission. When you push in the clutch pedal, the engine and the transmission are disconnected so the engine can run even if the car is standing still. When you release the clutch pedal, the engine and the green shaft are directly connected to one another. The green shaft and gear turn at the same rpm as the engine.)
The red shaft and gears are called the layshaft. These are also connected as a single piece, so all of the gears on the layshaft and the layshaft itself spin as one unit. The green shaft and the red shaft are directly connected through their meshed gears so that if the green shaft is spinning, so is the red shaft. In this way, the layshaft receives its power directly from the engine whenever the clutch is engaged.
The yellow shaft is a splined shaft that connects directly to the drive shaft through the differential to the drive wheels of the car. If the wheels are spinning, the yellow shaft is spinning.
The blue gears ride on bearings, so they spin on the yellow shaft. If the engine is off but the car is coasting, the yellow shaft can turn inside the blue gears while the blue gears and the layshaft are motionless.
Now, let's see what happens when you shift into first gear.
First Gear
In this picture, the green shaft from the engine turns the layshaft, which turns the blue gear on the right. This gear transmits its energy through the collar to drive the yellow drive shaft. Meanwhile, the blue gear on the left is turning, but it is freewheeling on its bearing so it has no effect on the yellow shaft.
When the collar is between the two gears (as shown in the first figure), the transmission is in neutral. Both of the blue gears freewheel on the yellow shaft at the different rates controlled by their ratios to the layshaft.
From this discussion, you can answer several questions:
When you make a mistake while shifting and hear a horrible grinding sound, you are not hearing the sound of gear teeth mis-meshing. As you can see in these diagrams, all gear teeth are all fully meshed at all times. The grinding is the sound of the dog teeth trying unsuccessfully to engage the holes in the side of a blue gear.
The transmission shown here does not have "synchros" (discussed later in the article), so if you were using this transmission you would have to double-clutch it. Double-clutching was common in older cars and is still common in some modern race cars. In double-clutching, you first push the clutch pedal in once to disengage the engine from the transmission. This takes the pressure off the dog teeth so you can move the collar into neutral. Then you release the clutch pedal and rev the engine to the "right speed." The right speed is the rpm value at which the engine should be running in the next gear. The idea is to get the blue gear of the next gear and the collar rotating at the same speed so that the dog teeth can engage. Then you push the clutch pedal in again and lock the collar into the new gear. At every gear change you have to press and release the clutch twice, hence the name "double-clutching."
You can also see how a small linear motion in the gear shift knob allows you to change gears. The gear shift knob moves a rod connected to the fork. The fork slides the collar on the yellow shaft to engage one of two gears.
In the next section, we'll take a look at a real transmission.
A Real Transmission
There are three forks controlled by three rods that are engaged by the shift lever. Looking at the shift rods from the top, they look like this in reverse, first and second gear: Keep in mind that the shift lever has a rotation point in the middle. When you push the knob forward to engage first gear, you are actually pulling the rod and fork for first gear back.
You can see that as you move the shifter left and right you are engaging different forks (and therefore different collars). Moving the knob forward and backward moves the collar to engage one of the gears。
Reverse gear is handled by a small idler gear (purple). At all times, the blue reverse gear in this diagram is turning in a direction opposite to all of the other blue gears. Therefore, it would be impossible to throw the transmission into reverse while the car is moving forward -- the dog teeth would never engage. However, they will make a lot of noise!
手动变速器如何工作
如果你驾驶一台手动小轿车，那么你可能会有几个问题漂浮在脑海中。
当移动换挡操纵杆时，是怎样通过变速器中齿轮的联系实现有趣的“H”模式？当我移动操纵杆时，变速器里面是如何工作的呢？
当我换错挡并听到可怕的摩擦声时，实际是什么在磨削呢？如果我在高速公路上急行时，突然换倒档会发生什么情况呢？变速器会爆炸吗？
在本篇文章中，我们将回答所有这些问题，更要探索手动变速器内部。
由于物理学的汽油发动机，故汽车需要传输动力。首先，任何发动机都有一条红界限——转速超过最大值时，发动机不会运行也不会爆炸。第二，如果你知道马力是如何工作的，那么你一定知道当马力和扭矩达到最大值时，发动机的转速范围缩小。例如，发动机可能产生的最大马力为5500转。变速器使发动机和驱动车轮之间的传动比变小，以使汽车加速行驶。你变速行驶时，发动机能停留在红界限或界限附近以达到最佳行驶状态。
最理想的是，变速器以非常灵活的比率使发动机可以始终运行在单一的、最高性能的转速。这种想法基于连续的变速传动（无级变速器）。
无级变速器有近无穷的传动比范围。在过去，无级变速器在成本、大小和可靠性上不能与四档和五档变速器相比，所以没有大量运用于汽车生产中。近年来，无级变速器的改进设计更为常见。丰田普锐斯是一辆使用无级变速器的混合动力型汽车。
变速器通过离合器与发动机相连。因此，变速器输入轴与发动机以同样的转速转动。
五档变速器适用于五个不同的传动比的汽车，它把输入轴产生的不同转速值传给输出轴。
一个非常简单的变速器
为了理解一台标准变速器的原理，下面的图表显示了一个非常简单的中间轴式双速传动变速器：
让我们看一看图表中的每一部分，理解他们是怎样结合在一起的：发动机的动力通过离合器传给输入轴。输入轴和输入齿轮以一个单个单元连接。（离合器是一种装置，它可以连接和断开发动机和变速器。当你踏下离合器踏板时，发动机和离合器不连接，所以即使汽车停着不动，发动机也能运行。当你释放离合器踏板时，发动机与输入轴直接相连。输入轴与输出轴的转速与发动机相同。）
红色轴和齿轮被称为中间轴。这也是作为一个单一的连接件，所以所有的中间轴
中英文对照外文翻译 汽车变速器设计 我们知道，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 = w T，其中w是转动的角速度，T 是扭距。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3.704:１；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，使动力可以从轴入轴—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
DS18B20单线温度传感器 一．特征：ucts DS18B20 data sheet 2012 ●独特的单线接口，只需1个接口引脚即可通信 ●每个设备都有一个唯一的64位串行代码存储在ROM上 ●多点能力使分布式温度检测应用得以简化 ●不需要外部部件 ●可以从数据线供电，电源电压范围为3.0V至5.5V ●测量范围从-55 ° C至+125 ° C（-67 ° F至257 ° F），从-10℃至+85 °C的精 度为0.5 °C ●温度计分辨率是用户可选择的9至12位 ●转换12位数字的最长时间是750ms ●用户可定义的非易失性的温度告警设置 ●告警搜索命令识别和寻址温度在编定的极限之外的器件（温度告警情况） ●采用8引脚SO（150mil），8引脚SOP和3引脚TO - 92封装 ●软件与DS1822兼容 ●应用范围包括恒温控制工业系统消费类产品温度计或任何热敏系统二．简介 该DS18B20的数字温度计提供9至12位的摄氏温度测量，并具有与非易失性用户可编程上限和下限报警功能。信息单线接口送入DS18B20或从DS18B20 送出，因此按照定义只需要一条数据线与中央微处理器进行通信。它的测温范围从-55°C到+125°C，其中从-10 °C至+85 °C可以精确到0.5°C 。此外，DS18B20可以从数据线直接供电（“寄生电源”），从而消除了供应需要一个外部电源。 每个DS18B20 的有一个唯一的64位序列码，它允许多个DS18B20的功
能在同一总线。因此，用一个微处理器控制大面积分布的许多DS18B20是非常简单的。此特性的应用范围包括HV AC、环境控制、建筑物、设备或机械内的温度检测以及过程监视和控制系统。 三．综述 64位ROM存储设备的独特序号。存贮器包含2个字节的温度寄存器，它存储来自温度传感器的数字输出。此外，暂存器可以访问的1个字节的上下限温度告警触发器（TH和TL）和1个字节的配置寄存器。配置寄存器允许用户设置的温度到数字转换的分辨率为9，10，11或12位。TH，TL和配置寄存器是非易失性的，因此掉电时依然可以保存数据。 该DS18B20使用Dallas的单总线协议，总线之间的通信用一个控制信号就可以实现。控制线需要一个弱上拉电阻，因为所有的设备都是通过3线或开漏端口连接（在DS18B20中用DQ引脚）到总线的。在这种总线系统中，微处理器（主设备）和地址标识上使用其独有的64位代码。因为每个设备都有一个唯一的代码，一个总线上连接设备的数量几乎是无限的。单总线协议，包括详细的解释命令和“时间槽”，此资料的单总线系统部分包括这些内容。 DS18B20的另一个特点是：没有外部电源供电仍然可以工作。当DQ引脚为高电平时，电压是单总线上拉电阻通过DQ引脚供应的。高电平信号也可以充当外部电源，当总线是低电平时供应给设备电压。这种从但总线提供动力的方法被称为“寄生电源“。作为替代电源，该DS18B20也可以使用连接到VDD 引脚的外部电源供电。 四．运用——测量温度 该DS18B20的核心功能是它是直接输出数字信号的温度传感器。该温度传
附录 附录A. 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, snort coupe or two-sealer equipped with a precise-shifting five-or six-speed gearbox． We know whicn types or 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 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 (or bell housing）, in turn, bolts to the back of the engine. If the vehicle has front-wheel drive,
多路温度采集系统外文翻译文献 多路温度采集系统外文翻译文献 (文档含中英文对照即英文原文和中文翻译) 译文： 多路温度传感器 一温度传感器简介 1.1温度传感器的背景 在人类的生活环境中，温度扮演着极其重要的角色。无论你生活在哪里，从事什么工作，无时无刻不在与温度打着交道。自 18 世纪工业革命以来，工业发展对是否能掌握温度有着绝对的联系。在冶金、钢铁、石化、水泥、玻璃、医药等等行业，可以说几乎%80 的工业部门都不得不考虑着温度的因素。温度对于工业如此重要，由此推进了温度传感器的发展。
1.2温度传感器的发展 传感器主要大体经过了三个发展阶段：模拟集成温度传感器。该传感器是采用硅半导体集成工艺制成，因此亦称硅传感器或单片集成温度传感器。此种传感器具有功能单一(仅测量温度)、测温误差小、价格低、响应速度快、传输距离远、体积小、微功耗等，适合远距离测温、控温，不需要进行非线性校准，外围电路简单。它是目前在国内外应用最为普遍的一种集成传感器，典型产品有AD590、AD592、TMP17、LM135 等；模拟集成温度控制器。模拟集成温度控制器主要包括温控开关、可编程温度控制器，典型产品有LM56、AD22105 和 MAX6509。某些增强型集成温度控制器(例如 TC652/653)中还包含了A/D 转换器以及固化好的程序，这与智能温度传感器有某些相似之处。但它自成系统，工作时并不受微处理器的控制，这是二者的主要区别；智能温度传感器。能温度传感器(亦称数字温度传感器)是在20世纪90年代中期问世的。它是微电子技术、计算机技术和自动测试技术(ATE)的结晶。智能温度传感器内部都包含温度传感器、A/D 转换器、信号处理器、存储器(或寄存器)和接口电路。有的产品还带多路选择器、中央控制器(CPU)、随机存取存储器(RAM)和只读存储器(ROM)。智能温度传感器的特点是能输出温度数据及相关的温度控制量，适配各种微控制器(MCU)；并且它是在硬件的基础上通过软件来实现测试功能的，其智能化程度也取决于软件的开发水平。温度传感器的发展趋势。进入21世纪后，温度传感器正朝着高精度、多功能、总线标准化、高可靠性及安全性、开发虚拟传感器和网络传感器、研制单片测温系统等高科技的方向迅速发展。 1.3单点与多点温度传感器 目前市场主要存在单点和多点两种温度测量仪表。对于单点温测仪表，主要采用传统的模拟集成温度传感器，其中又以热电阻、热电偶等传感器的测量精度高，测量范围大，而得到了普遍的应用。此种产品测温范围大都在-200℃~800℃之间，分辨率12位，最小分辨温度在0.001~0.01 之间。自带LED显示模块，显示4位到16位不等。有的仪表还具有存储功能，可存储几百到几千组数据。该类仪表可很好的满足单个用户单点测量的需要。多点温度测量仪表，相对与单点的测量精度有一定的差距，虽然实现了多路温度的测控，但价格昂贵。针对目前市场的现状，本课题提出了一种可满足要求、可扩展的并且性价比高的单片机多路测温系统。通过温度传感器 DS18B20采集，然后通过C51 单片机处理并在数码管上显示，可以采集室内或花房中四处不同位置的温度，用四个数码管来显示。第一个数码管显示所采集的是哪一路，哪个通道；后三个数码管显示所采
The development of automobile As the world energy crisis and the war and the energy consumption of oil -- and are full of energy in one day someday it will disappear without a trace. Oil is not inresources. So in oil consumption must be clean before finding a replacement. With the development of science and technology the progress of the society people invented the electric car. Electric cars will become the most ideal of transportation. In the development of world each aspect is fruitful especially with the automobile electronic technology and computer and rapid development of the information age. The electronic control technology in the car on a wide range of applications the application of the electronic device cars and electronic technology not only to improve and enhance the quality and the traditional automobile electrical performance but also improve the automobile fuel economy performance reliability and emission spurification. Widely used in automobile electronic products not only reduces the cost and reduce the complexity of the maintenance. From the fuel injection engine ignition devices air control and emission control and fault diagnosis to the body auxiliary devices are generally used in electronic control technology auto development mainly electromechanical integration. Widely used in automotive electronic control ignition system mainly electronic control fuel injection system electronic control ignition system electronic control automatic transmission electronic control ABS/ASR control system electronic control suspension system electronic control power steering system vehicle dynamic control system the airbag systems active belt system electronic control system and the automatic air-conditioning and GPS navigation system etc. With the system response the use function of quick car high reliability guarantees of engine power and reduce fuel consumption and emission regulations meet standards. The car is essential to modern traffic tools. And electric cars bring us infinite joy will give us the physical and mental relaxation. Take for example automatic transmission in road can not on the clutch can achieve automatic shift and engine flameout not so effective improve the driving convenience lighten the fatigue strength. Automatic transmission consists mainly of hydraulic torque converter gear transmission pump hydraulic control system electronic control system and oil cooling system etc. The electronic control of suspension is mainly used to cushion the impact of the body and the road to reduce vibration that car getting smooth-going and stability. When the vehicle in the car when the road uneven road can according to automatically adjust the height. When the car ratio of height low set to gas or oil cylinder filling or oil. If is opposite gas or diarrhea. To ensure and improve the level of driving cars driving stability. Variable force power steering system can significantly change the driver for the work efficiency and the state so widely used in electric cars. VDC to vehicle performance has important function it can according to the need of active braking to change the wheels of the car car motions of state and optimum control performance and increased automobile adhesion controlling and stability. Besides these appear beyond 4WS 4WD electric cars can greatly improve the performance of the value and ascending simultaneously. ABS braking distance is reduced and can keep turning skills effectively improve the stability of the directions simultaneously reduce tyre wear. The airbag appear in large programs protected the driver and passengers safety and greatly reduce automobile in collision of drivers and passengers in the buffer to protect the safety of life. Intelligent electronic technology in the bus to promote safe driving and that the other functions. The realization of automatic driving through various sensors. Except some smart cars equipped with multiple outside sensors can fully perception of information and traffic facilities
变速器设计文献综述 摘要：车辆的变速器很大程度上影响着车辆行驶的经济性、动力性、驾乘舒适性，是车辆最重要的部件之一。本文分析了国内外变速器产业的发展状况，介绍了国内外先进的变速器设计方法、科学的开发流程等，还根据我国变速器产业的发展现状提出了一些问题，并且对变速器产业的发展提出了一些合理的建议。 关键词：变速器，科学开发流程、先进设计方法 一.变速器研究意义 变速器是伴随汽车出现的产物，是组成一辆汽车的必需品，而变速器设计更是汽车设计中最重要的环节之一。变速器的作用是用来改变传动比，使发动机尽量工作在有利的工况下，满足不同的行驶要求。在不同的行驶条件下，要求汽车行驶速度和驱动扭矩能在很大范围内变化，而汽车发动机的特性是转速变化范围较小，扭矩变化范围更不可能满足实际路况需要，而变速器能做到在大范围内改变汽车行驶速度的大小和汽车驱动轮上扭矩的大小。因此,变速器的性能直接影响到汽车行驶性能。随着技术进步,变速器在最基本的传动功能之外，也在实现越来越多的功能，例如实现倒车行驶，用来满足汽车倒退行驶的需要; 中断动力传递，在发动机能够怠速运转，汽车换档或需要停车时，中断向驱动轮的动力传递; 实现空档，当离合器接合时，变速箱可以不输出动力。由此可见，研究变速器对汽车产业发展具有十分重大的意义。
二.国内外变速器使用的现状 在欧洲市场上，原本手动变速器占据的绝大部分的市场,在不断被自动变速器侵占。例如在西欧，2005年生产的装配有自动变速器的汽车占汽车总量的23%。而10年前，这个数字仅为13%。可见自动变速器正在成为市场的主流。在中国市场上，配备自动变速器也已经成为车用变速器的重要趋势。然而，在自动变速器方面，由于其新工艺、新技术和设计原理与传统手动变速器有比较大的差异，导致国内厂家在自动变速器的研发上与国际先进水平存在较大差距，即使向国外厂商寻求技术帮助，他们也不约而同地对国内厂家进行了技术封锁，这导致我国的自动变速器相比国外产品性能低下，需要大量依赖进口。据统计，进口产品占我国自动变速器市场的78%。而在手动变速器方面，经过长时间的发展，设计原理和生产工艺等都较为成熟，技术难度也相对较低，因此我国通过引进国外先进技术，消化吸收并自主创新，能做到自主生产，基本满足了本土车辆厂商的生产需要。可以预见的是，未来汽车变速器的市场将以自动变速器为主，发展和掌握高端自动变速器制造技术是追赶世界变速器制造技术的重要途径。而优先开发手自一体变速器在技术上可以延续我国在手动变速箱上积累的经验，更有利于我国变速器产业的发展。 三. 国外变速器先进的设计方法 近10年以来，我国变速器产业特别重视新产品的开发研制，无论是从人力物力的投入，还是资金的投入，都是非常巨大的。
外文翻译 文章出处《Tribology International》, 2009, 42(5):714-723 译文： 有限元热分析的陶瓷离合器 1 引言 磨料空转车辆离合器是力封闭联轴器。扭矩和高速传输被压紧表面之间产生的摩擦力所保证。应用陶瓷是因为它作为摩擦介质具有好耐热和耐磨损性能，提供了机会以驱动更高的压力，以及一个低的密度。因此，一个提功率密度启用了一个平行的最小化建筑空间。 测量使用陶瓷饰面离合器盘的第一个原型在卡尔斯鲁厄大学的一个实验室专门从事客车驱动系统进行了测试执行。在分析过程中的有限元（FE）模型是将与测量数据和测量条件的知识所构成。计算的目的是要确定在离合器盘上温度的分布以及环境中的在每一时刻的及时测量目。至关重要的是熟悉的温度范围，为了检验该系统的耐磨特性。因此，重要信息从测量数据中得出。在临界负载的情况下，预计最高温度必须在时间和空间上进行预测，为保护接近发热体的位置测量工具的。 本研究的目的是分析和修改该离合器系统通过改进，以提供更好的工作条件热传导和系统或增加转化成摩擦热的能量的对流。此外，人们希望找到更有效的更好的离合器系统设计方案。 计算是由宇宙星空的设计的软件进行的。在模型开发阶段，非常谨慎，必须采取几何元素，选择适当的简化尺寸，并且由于正确调整的时间步长大量的硬件要求瞬态计算。热物性参数的改变，如表面热对流化系数和热负荷，必须考虑到到在一个持续的基础上在时间和地点方面。离合器系统的分析测试这两方面，只能通过加热隔板连接的两个独立的模型来管理，根据该假说认为，接触温度必须是在两个相同的双方，同时他们要有适当接触，其价值需通过迭代来进行调整。计算显示，该热分区按周期变化，它沿不同的内，外接触环。在不同的冷却特性下，在陶瓷和钢之间的结果是不同的，热流从陶瓷侧面向钢侧流动。此热流也通过迭代确定;它的价值也改变了周期和不同沿着所述内和外接触环。 2 采用工程陶瓷作为摩擦材料的第一个原型机 这款检查过的离合器盘是根据“特定的陶瓷”产品而开发的，此材料的研发过程在流程在卡尔斯鲁厄大学的Institute for Product Development (IPEK)杂志上发表过。此开发过程已经具有的可能性，用于连接到一个真实的传动轴；甚至，它为面板有一个好的初始行为起到一个很好的缓冲作用。磨料配件必须符合以下基本要求：
分辨率可编程单总线数字温度传感器—— DS18B20 1 概述 1.1 特性： ?独特的单总线接口，只需一个端口引脚即可实现数据通信 ?每个器件的片上ROM 都存储着一个独特的64 位串行码 ?多点能力使分布式温度检测应用得到简化 ?不需要外围元件 ?能用数据线供电，供电的范围3.0V～5.5V ?测量温度的范围：-55℃～+125℃（-67℉～+257℉） ?从-10℃～+85℃的测量的精度是±0.5℃ ?分辨率为9-12 位，可由用户选择 ?在750ms 内把温度转换为12 位数字字（最大值） ?用户可定义的非易失性温度报警设置 ?报警搜索命令识别和针对设备的温度外部程序限度（温度报警情况） ?可采用8 引脚SO（150mil）、8引脚μSOP和3引脚TO-92 封装 ?软件兼容DS1822 ?应用范围包括：恒温控制、工业系统、消费类产品、温度计和任何的热敏系统
图1 DS18B20引脚排列图 1.2 一般说明 DS18B20数字温度计提供9至12位的摄氏温度测量，并具有非易失性的用户可编程触发点的上限和下限报警功能。DS18B20为单总线通信，按定义只需要一条数据线（和地线）与中央微处理器进行通信。DS18B20能够感应温度的范围为-55~+125℃，在-10~+85℃范围内的测量精度为±0.5℃，此外，DS18B20 可以直接从数据线上获取供电（寄生电源），而不需要一个额外的外部电源。 每个DS18B20都拥有一个独特的64位序列号，因此它允许多个DS18B20作用在一条单总线上，这样,可以使用一个微处理器来控制许多DS18B20分布在一个大区域。受益于这一特性的应用包括HAVC 环境控制、建筑物、设备和机械内的温度监测、以及过程 监测和控制过程的温度监测。
原文： Transmission design As we all know automobile engine to a certain speed can be achieved under the best conditions, when compared issued by the power, fuel economy is relatively good. Therefore, we hope that the engine is always in the best of conditions to work under. However, the use of motor vehicles need to have different speeds, thus creating a conflict. Transmission through this conflict to resolve. Automotive Transmission role sum up in one sentence, called variable speed twisting, twisting or slow down the growth rate by increasing torsional. Why can slow down by twisting, and the growth rate but also by twisting? For the same engine power output, power can be expressed as N = WT, where w is the angular velocity of rotation. When N fixed, w and T is inversely proportional to the. Therefore, the growth rate will reduce twisting, twisting slowdown will increase. Automotive Transmission speed gear based on the principle of variable twisted into various stalls of different transmission ratio corresponding to adapt to different operational conditions. General to set up a manual gearbox input shaft, intermediate shaft and output shaft, also known as the three-axis, as well as Daodang axis. Three-axis is the main transmission structure, input shaft speed is the speed of the engine, the output shaft speed is the intermediate shaft and output shaft gear meshing between different from the speed. Different gears are different transmission ratio, and will have a different speed. For example Zhengzhou richan ZN6481W2G manual transmission car-SUV, its transmission ratio are: 1 File 3.704:1; stalls 2.202:1; stalls 1.414:1; stalls 1:1 5 stalls (speeding file) 0.802: 1. When drivers choose a launch vehicle stalls, Plectrum will be 1 / 2 file synchronization engagement with a back stall gear and output shaft lock it, the power input shaft, intermediate shaft and output shaft gear of a stall, a stall the output shaft gear driven, and the output shaft power will be transmitted to the drive shaft (red arrow). A typical stall Biansuchilun transmission ratio is 3:1, that is to say three laps
外文翻译 Auto Transmission First, an overview of automotive transmission and the development trend Automobile available more than a century, especially from the mass production of motor vehicles and the automotive industry since the development of large, Car has been the economic development of the world for mankind to enter the modern life and have had a tremendous impact on the immeasurable, The progress of human society has made indelible contributions to the great, epoch-making set off arevolution. From From the vehicle as a power plant using internal combustion engine to start, auto transmission has become an important component. Is Generation is widely used in automotive reciprocating piston internal combustion engine with a small size, light weight, reliable operation and the use of The advantages of convenience, but its torque and speed range of smaller changes, and complex condition requires the use of motor vehicles Traction and the speed can be considerable changes in the scope. Therefore, its performance and vehicle dynamics and economy of There are large inter-contradictions, which contradictions of modern automotive internal combustion engine by itself is insoluble. Because Here, in the automotive power train set up the transmission and main reducer in order to achieve the purpose of deceleration by moment. Speed The main function of performance: ⑴ change gear ratio of motor vehicles, and expand the wheel drive torque and rotational speed of the Fan Wai, in order to adapt to constantly changing driving cycle, while the engine in the most favorable conditions within the scope of work; ⑵no change in the direction of engine rotation, under the premise of the realization of cars driving back; ⑶the realization of the free, temporary Interruption of power transmission, in order to be able to start the engine, idling, etc.. V ariable-speed drive transmission by the manipulation of institutions and agencies. Change the transmission ratio by way of transmission is divided into There are class-type, non-stage and multi-purpose three. Have class most widely used transmission. It uses gear drive, with a number of transmission ratio setting. Stepless transmission Continuously V ariable Transmission (CVT) transmission ratio of a certain The framework of multi-level changes may be unlimited, there is a common type of power and torque (dynamic fluid-type) and so on. Continuously V ariable Transmission Transmission development is the ultimate goal, because only it can make the most economical engine in working condition Can provide the best vehicle fuel economy and optimal power in order to provide the most comfortable By the feeling. Today's CVT is a typical representative of the CVT
毕业设计(论文)外文资料翻译 学院（系）：机电一体化 专业：电气自动化专业 姓名： 学号： 外文出处：http：//https://www.doczj.com/doc/5314542228.html, (用外文写) 2012年4月5日 附件： 1.外文资料翻译译文；2.外文原文。
附件1：外文资料翻译译文 DS18B20 单线温度传感器 1．特征： ●独特的单线接口，只需 1 个接口引脚即可通信 ●每个设备都有一个唯一的64位串行代码存储在光盘片上 ●多点能力使分布式温度检测应用得以简化 ●不需要外部部件 ●可以从数据线供电，电源电压范围为3.0V至5.5V ●测量范围从-55 ° C至+125 ° C（-67 ° F至257 ° F），从-10℃至 +85 ° C的精度为0.5 °C ●温度计分辨率是用户可选择的9至12位 ●转换12位数字的最长时间是750ms ●用户可定义的非易失性的温度告警设置 ●告警搜索命令识别和寻址温度在编定的极限之外的器件（温度告警情况） ●采用8引脚SO（150mil），8引脚SOP和3引脚TO - 92封装 ●软件与DS1822兼容 ●应用范围包括恒温控制工业系统消费类产品温度计或任何热敏系统 2．简介 该DS18B20的数字温度计提供9至12位的摄氏温度测量，并具有与非易失性用户可编程上限和下限报警功能。信息单线接口送入 DS1820 或从 DS1820 送出，因此按照定义只需要一条数据线（和地线）与中央微处理器进行通信。它的测温范围从-55 °C到 +125 ° C，其中从-10 °C至+85 °C可以精确到0.5°C 。此外，DS18B20可以从数据线直接供电（“寄生电源”），从而消除了供应需要一个外部电源。 每个 DS18B20 的有一个唯一的64位序列码，它允许多个DS18B20s的功能在同一 1-巴士线。因此，用一个微处理器控制大面积分布的许多DS18B20s是非常简单的。此特性的应用范围包括 HVAC、环境控制、建筑物、设备或机械内的温度检测以及过程监视和控制系统。
汽车变速器设计 ----------外文翻译 我们知道，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 = w T，其中w是转动的角速度，T是扭距。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3.704:１；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。