變速箱換擋叉的加工工藝及夾具設(shè)計(jì)(中英文文獻(xiàn))

.z.畢業(yè)論文附件材料目錄1英文文獻(xiàn)翻譯11.1Shiftgearbo*11.2變速箱的換擋方式12-.z.1英文文獻(xiàn)翻譯1.1Shiftgearbo*Classificationusuallygearbo*asfollows:ManualtransmissionThegeneralautomaticgearbo*/monautomatictransmissionwithtiptronicCVTsteplessgearbo*withgearbo*ofthe/CVTDualclutchgearbo*Sequentialgearbo*(1)manualgearbo*Manualtransmission,alsoknownasmanualgear,Englishnameismanualtransmission,referredtoasMT,whichpushtheshiftlevertochangegearsmeshingpositioninsidethetransmission,changingthetransmissionratio,soastoachievethepurposeofspeed.Stepontheclutch,canmovetheshiftlever.Theworkingprincipleofamanualgearbo*Themanualgearbo*isposedofdifferentgearratioofthegeargroup,itsbasicprincipleisthroughthegeargroupworkindifferent,torealizethetransformationofgearratio.Asthekeylinkforpowerdistribution,transmissionmusthavethepowerinputshaftandtheoutputshaftofthebigtwo,togetherconstitutethetransmissiongear,isamanualtransmissionisthemostbasicponent.Thepowerinputisconnectedwiththeclutchshaftclutchtransmission,fromthepowertodirectlythroughtheinputshafttothegroup,thegearsetisposedofdifferentdiametergear,gearpowertransmissioneffectofdifferentproportionreachedispletelydifferent,theusualshiftdrivingalsoreferstochangegearratio.Ne*t,letusthroughasimplemodeltotellyou,theprincipleofmanualgearbo*shift.Belowisasimplestructuralmodelof3a*is2speedgearbo*.Theinputshaft(green)isalsocalledthefirstshaft,connectedbyaclutchandengine,shaftandthegearisahardconnectedponents.Rediscalledtheintermediategearshaft.Enterthetwogearshaftandintermediateshaftisinconstantmeshstate,sowhentheinputshaftrotateswilldriveshaftrotation.Yellowistheoutputshaft,itisalsocalledthesecondshaftsandconnectedtothedriveshaft(onlyforrearwheeldrive,theprecursorisgenerallytwo),andthenthroughthedifferentialdrivevehicles.Whenthewheelrotatesthesamewithsplineshafttorotatetogether,atthistime,bluegearshaftcanoccuronthesplineshaftrelativefreerotation.Therefore,theenginestops,andthewheelisrotated,thebluegearandshaftinthestationarystate,andthesplineshaftwithwheels.Theprincipleandthereara*leofthebicycleflywheelissimilar.Bluegearandsplineshaftisposedofasleevetoconnect,sleevewithsplineshafttorotate,butalsocanbefreetoslideonthesplineshafttogear.Withthese,theshiftingprocessisverygoodunderstanding,whenconnectingsleeveandabluegear,enginepowerwillbetransmittedtotheoutputshaftthroughtheshaft,atthesametime,bluegearleftinfreerotation,butbecausethereisnoandsleeveengaged,soitdoesnotaffectthesplineshaft.Ifthesleevebetweenthetwobluegear,thegearbo*inneutralposition,thetwobluegearonthesplineshaftrotatefreely,withoutmutualinterference.Principleofaconventional5speedmanualgearbo*shiftisthesame,onlythegearbo*structureincreasedthenumberofsleeveandthegearsets,sothatithasmoregear.Butthereverseisbasedontheintermediateshaft(red)andtheoutputshaft(blue)isaddedbetweenageartoachieve.Duetotheincreaseofagear,thereversegearwillalwaysrotatetowardothergearintheoppositedirection.Thegearbecauseonlytochangegearrotationdirectionfunction,soitisalsocalledtheidler.5blocktwoshafttransmissionstructure,theinputshaftandthedrivinggearareintegratedintoawhole,simplifiesthestructureandsavesspaceInadditiontothetraditionalthreea*ismanualgearbo*,thewidespreaduseofcarsistwoa*ismanualtransmission,itsstructureandthethreeshaftofthegearbo*issimilar,onlytheinputshaftandintermediateshaftasashaft,thereforehastheadvantagesofsimplestructure,smallsizeadvantages,inaddition,italsohasthemiddlegeartransmissionhighefficiency,andlownoisecharacteristics,soitismoresuitabletobetheprecursorhomecargeneralcartransmissionform,iscurrentlythemostwidelyused,itsshortingsisnotsetupdirectgear,transmissionandfilethanthedesigncannotbetoohigh.Whiledriving,threeshaftgearbo*usedisstillthetraditional.Manualgearbo*ingeneral,isthroughthepushrodisconnectedorcabletocontroltheshift.Pushrodshiftcontrolconnection,moredirectbutvibrationwillbelarge;andthecabletypealthoughnovibration,buttheshiftisnotveryclear,itiseachtohavegoodandbad.Inadditiontoshiftthetwopuremechanicalcontrol,inaddition,andtheuseofelectronicshiftdeviceofmanualtransmission,whichcanbinethemeritsofpushandpulltheshiftbetweenthegood.Thiskindofgearbo*intheshiftwhenthegearshiftlever,shiftingtothecorrespondinggear,thetransmissionwillbemotordrivethecorrespondingforkcontrolsleeveandthegearisengaged,sothatthereisnogearisnotclear,buttheshiftschedulecanbecontrolledintheidealrange.So,agoodmanualtransmissionneedtohavewhatcharacteristic"Thefirsttransmissionmusthavegoodgearhandle,eachgearpositionclear,havereasonablehorizontalandverticalstroke,intotheblockresistanceissmallandwithsuction.Whatismoreimportantis,thegeartoothbetweenthanarrangementmustbereasonable.Becauseeachgearpositionthandistribution,directlyaffectthecohesionpowervehiclesmovinginasmooth,usuallyrequirealowgearcaneffectivelyaccelerate,highblocktoachievehighspeedandefficient,andthedistancebetweeneachblockshouldbeuniform,otherwisewillbeveryeasytocausethechannelingshiftwhenthecar.Analysisoftheadvantagesanddisadvantagesofmanualgearbo*AdvantagesObviously,whichissimpleinstructure,reliableperformance,manufacturingandmaintenancecostislow,andthetransmissionefficiencyishigh(theorywillbemorefuel-efficient),also,becauseitispuremechanicalcontrol,shiftreactionisfast,andcanbemoredirecte*pressionofdriver'sintention,andthereforemoredrivingpleasure,thesearetheadvantagesofmanualgearbo*.Butparedtoautomatictransmission,itsoperationisplicated,andfrustrationingearswitchwhentheobviousdisadvantageisirreparable.(2)automaticgearbo*AutomatictransmissionAT,thefullnameofAutoTransmission,whichisposedofhydraulictorqueconverter,posedofplanetarygearandhydrauliccontrolsystem,throughthehydraulictransmissionandgearbinationtoachievevariablespeedmoment.paredwiththemanualtransmission,automatictransmissionisverydifferentinstructureandusage.Themanualismainlyregulatedbydifferentgearbinationtochangegear,andtheautomatictransmissionisthroughthehydraulictransmissionandgearbinationtoachievethepurposeofchangingspeed.Hydraulictorqueconverterisoneofthemostcharacteristicoftheautomaticgearbo*parts,whichisposedofapump,turbineandguidewheelandotherponents,pumpwheelandturbineisabinationofwork,throughtheliquidpumpwheeldrivestheturbinetorotate,andthewheelbetweenthepumpandturbinewheelthroughthereactionbetweenthepumpwheelandturbineimplementationthespeeddifferenceandimplementationofvariabletorquefunction,thedriver,youonlyneedtodifferentintensityslamthepedal,thegearbo*canautomaticallystoplifting.Sincethetorqueconverterautomatictransmissiontorquerangeisnotbigenough,soinalaterseriesseveralrowsofplanetarygeartoimproveefficiency,thehydrauliccontrolsystemwillchangewiththeenginetomanipulatetheplanetarygear,soastorealizetheautomatictransmissiontorque.Inordertomeetavarietyofrunningprocessneeds(suchasparking,reversing),automatictransmissionalsohassomemanualshiftleverposition,likethePblock(Rblock(anchor),aftertheblock),blockN(neutral),D(forward),block.Fromtheperformancethatthemoregearautomaticgearbo*,thecarintheprocessofrunningmoresmoothly,accelerationisbetter,andmorefuel-efficient.Inadditiontoprovidingafortabledrivingfeeling,automatictransmissionalsohasinsurmountabledefects.Dynamicautomatictransmissionresponseisnotdirectly,whichmakesitinthe"drivingpleasure"slightlyshortage.Inaddition,becauseoftheuseofhydraulictransmission,theautomatictransmissiongearbo*transmissionpowerloss.TiptronicautomatictransmissionHandsappearedgearbo*isinordertoimprovetheautomaticgearbo*andoperatingeconomyandincreasethesetting,lettheoriginalputerautomaticshifttimebackintothehandsofdrivers.Atthesametime,ifinthecitytrafficin,oryoucanalwaysswitchbacktoautomatic.Atiptronicautomatictransmissionisactuallyautomaticgearbo*,firstappearedinaPorsche911,manualgearbo*electroniccontrolsystemthroughthesimulationoftheoperationofamanualgearbo*.Itappears,givingthedriveragreaterdegreeoffreedomintheoperation,canblockuptheblockingorshiftpaddlesonthesteeringwheeltochoosetheirowngearandshiftthetimingright,therebygreatlyimprovingthedrivingpleasure.(3)CTVnon-polartransmissionCVT(ContinuouslyVariableTransmission),directtranslationisacontinuouslyvariabletransmission,whichiscontinuouslyvariabletransmission.Weoftensay,justasitsnameimpliesisthatthereisnoclearandspecificfile,whichoperateonsimilarautomaticgearbo*,gearjumpprocessbuttheratiochangeisdifferentfromtheautomaticgearbo*,butacontinuous,sothepowertransmissioncontinuessmooth.CVTtransmissionsystem,thetraditionalgearbyapairofpulleysandasteelbeltisreplaced,eachblockisVstructureisposedoftwointervertebraldisk,engineshaftisconnectedthroughasmallpulley,steelbeltdrivepulley.Mysteryliesinthisspecialpulley:drivepulleystructuresCVTstrangeactivity,dividedintohalves,canbeclosetoorseparaterelative.Conedisccantightenoropenthethrusthydraulic,e*trusionsheetsteelchainsoastoadjusttheVslotwidth.Whentheconediscinsidemobiletightened,steelchaininthee*trusionconestocenteroutsideofthedirectionofmovement(centrifugaldirection),butmovingtothecenterofthecircle.Inthisway,steelchaindrivesthediscdiameterincreases,thetransmissionratioischanged.TheCVTgearbo*whataretheadvantages"1,becausethereisnogeneralautomatictransmissiongear,therewillbenoshiftprocessofautomatictransmission,shifttheresultingsenseoffrustrationwilldisappear,sothepoweroutputofCVTgearbo*islinear,inactualdrivingverysmooth.Theoryoftransmissionsystemof2CVT,thegearcanbeanunlimitednumberofgearset,morefreedom,thetraditionaltransmissiongearratio,speedratioandperformance,fuelconsumption,e*haustemissionsbalance,aremorelikelytoachieve.3,themechanicalefficiencyofCVTtransmission,theprovinceisoilyconsiderablybetterthantheautomatictransmissionmon,aftermanualgearbo*,fueleconomyismuchbetterthan.Sincetherearesomanyadvantages,whynotletallthecarsusingCVTgearbo*"Therearetwofactors:1,paredwiththetraditionalautomatictransmission,itscostishigh;andtheoperationisundeservedword,thehigherprobability.2,CVTgearbo*itselfstillhasitsshortings,isthetransmissionofthesteelbeltcanwithstandstrengthislimited,generallymorethan2.8Lcapacityorpowerabove280N?Misitslimit,butwealsoseethattherearemoreandmorecarssuchasAudi,orNissan,hasbrokenthelimit,believestriptheproblemwillbesolvedgradually.(4)dualclutchgearbo*Dualclutchgearbo*DCT,EnglishnameisDualClutchTransmission,becauseithastwoclutches,socalled"dualclutchtransmission".TechnologyintroducedDualclutchgearbo*binestheadvantagesofmanualtransmissionandautomatictransmission,notorqueconverter,insteadofusingtwosetsofclutch,throughtwosetsofclutchalternatelywork,toachieveseamlessshifteffect.Twoclutchesrespectivelycontroltheoddblockandevenblock,thatistosay,intheshiftbefore,DSGhadthene*tgearmeshing,aftershiftinginstruction,DSGquicklysendsinstructionstotheengine,theenginespeedincreases,thepreviousmeshinggearsquickly,whilethefirstgroupofclutchfullyliberalized,thepletionofarisetoblocktheactiontime,actionandsoon.Becausewithoutthetorqueconverter,sothepoweroftheenginecanbefullyplayedout,whilethetwoclutchalternatelywork,shifttimemaking,dynamicfaultenginemaybeverylimited.Asthedriveristhefeelingthatwearethemostdirect,switchgearactionveryquicklyandsmoothly,dynamictransmissionprocessofalmostuninterrupted,vehicledynamicperformancecanbefullyplay.paredwiththetraditionalautomatictransmissionwithtorqueconverter,theDSGshiftmoredirectly,thepowerlossissmaller,sothefuelconsumptioncanbereducedbymorethan10%.DeficienciesHowever,withthetraditionalautomatictransmissionratio,DSGalsohassomeinherentdisadvantages,firstlyitisbecausethereisnousehydraulictorqueconverter,norrealizemanualtransmission"linkage"action,soforthesmall-displacementengine,lowspeedtorquecharacteristicisnotenoughtobepletelye*posed;secondly,becausetheDSGtransmissionusingputercontrol,belongingtoanintelligenttransmission,itneedstosendelectronicsignalstotheengineblockintheprocessoffallingintheL/,theengineafterreply,andtheenginetobepletedwithL/reductiongear.Alargenumberofelectronicponents,butalsoincreasestheprobabilityofitsfailure.ThedualclutchmonwithVolkswagen'sDSG,FordPowershift,MitsubishiSSTandPorschePDK.(5)sequentialgearbo*Sequentialgearbo*(AMT)isimprovedonthetraditionalmanualgeartransmissionbasedon;itbineshydromechatronicsautomatictransmissionhastheadvantagesofbothATandMT;AMThastheadvantagesofautomatictransmissionmonautomatictransmission,andtheretentionefficiencyoftheoriginalmanualtransmissiongeartransmission,thehighcostoflow,simplestructure,easymanufacture.Itisthereforminthepresentmanualtransmission,retainedmostoftheoriginalassembly,onlytochangetheshiftlevermanualoperatingsystempart,theproductionofsuccession,totransformtheinputcostsless,isveryeasytobemanufacturerstoaccept.Thedriverthroughtheacceleratorpedalandjoysticktotheelectroniccontrolunit(ECU)controlsignaltransmission;electroniccontrolunitcollectstheenginespeedsensor,thespeedsensorsignal,thetimetomastertherunningstateofthevehicle;electroniccontrolunit(ECU)basedonthebestprogramaccordingtothesesignalsstoredtherein,optimalshiftingrules,clutchfuzzycontrolrulesengineoil,adaptivecontrollaw,actionandtemporalseparationoftheengine,clutchandtransmissionshiftbinding,thethreetoachievethebestmatching.Inordertoobtainthee*cellentfueleconomyandpowerperformanceandabilitytosmoothstartandrapidshift,inordertoachievethedesiredresults.ButtheAMTtransmissionisnotperfect,thebiggestdisadvantageofAMTgearbo*isshiftingfortispoor,andgeneratepowerinterruptionintheprocessofshifting,theshiftintheprocessofspeedperformanceisnotgood.AMTmechanicalgearbo*,itsbasicstructureandconventionalmanualgearbo*consistent,generallyonlyoneinputshaftandanoutputshaft(RWDusuallyamiddleshaft),whichgenerallyistheinputshaft5forwardgearandoutputshaftgearisinconstantmeshstate,whereintheoutputshaftofthe1gearandareversegear,2blockandthe3block,4blockand5blockweresharedbythethreeshiftfork.Themechanismoftwoadjacentgearwithashiftingmechanism,whentheshiftaction,forkneedonceuponageardefect,throughneutraltothene*tgeargearmeshing,duetothreeactionsistheorder,evenifeachactionwillbethetimetoaminimum,isstillverydifficulttoobtaintheshiftspeedfastenough."Independentinnovationshiftfork"TheISRgearbo*hasauniquestructure,thegeararrangementitisdifferentwiththetraditionalAMTgearbo*,alsodifferentfromthedualclutchgearbo*.Theuseoffourindependentshiftfork,twostallsadjacenttothegearshiftforkisposedofdifferentcontrol.Fourindependentforkrespectivelycontrol1gearandreversegear;block3andblock5,block2andblock4,block6andblock7,thatistosay,from1until6block,twoadjacentstallsareposedoftwoindependentforktorespectivelycontrol.Becauseofthisdesign,theshiftingprocesscanbefurthershortened:whentwoadjacentgeartogearswitch,ashiftforkandthecurrentgeargeardetachment,anothergearmeshinghasalreadystarted,andashiftforkactionandactivatestheelectronicclutchthree,becausetheactionisalmostsynchronously,sothatthewholetimeshorten.Lamborghiniisparedoriginallyclaimed,performanceisverygoodbeforethegenerationoftheE-gearsequentialgearbo*,shiftspeedupgrade40%,shiftspeedof50millisecondsisclosetoF1gearbo*level.GearshiftmechanismofISRisdrivenbytheelectrichydraulicpump,ama*imumof60barpressureensuresthenecessaryoperatingspeed,7hydraulicvalvecontrolsthegearshiftmechanismofaction,andtheelectricpumptoprovidepower,doubleplateclutchtoughalsodrivenbyhydraulicpressure,willberesponsibleforthetorqueofthe690Nmtransmittedtothefourwheels.Synchronizergearringismadefromcarbonfiber,notonlywearbutalsoreducetheoverallqualityofthegearbo*.Inthedesignprocess,thetransmissionisnotonlyfast,shiftqualityisequallyimportant,VOCISdesigncontrolprocedureisalsofullytakeintoaccountthedailydrivingfort.Thegearbo*canchoosethreekindsofworkmodes:Strada(Road)orfullautomaticmodecanprovidefortableforshiftoperationoriented;Sport(motion)modewillpostponeshiftingnodeandprovidesamorerapidgearswitch;Corsa(track)modelcanprovidethebesttrackshiftstrategy,themodelcanalsoprovidethestartingcontrol,alsoistheejectionstartfunction.1.2變速箱的換擋方式通常變速箱的分類為以下幾種：手動(dòng)變速箱普通自動(dòng)變速箱/普通自動(dòng)變速箱帶手自一體CVT無級變速箱/CVT帶擋位的變速箱雙離合變速箱序列變速箱(1)手動(dòng)變速箱手動(dòng)變速器，也稱手動(dòng)擋，英文全稱為manualtransmission，簡稱MT，即用手撥動(dòng)變速桿才能改變變速器內(nèi)的齒輪嚙合位置，改變傳動(dòng)比，從而到達(dá)變速的目的。踩下離合時(shí)，方可撥得動(dòng)變速桿。手動(dòng)變速箱的工作原理手動(dòng)變速箱是有不同齒比的齒輪組構(gòu)成的，它工作的根本原理就是通過切換不同的齒輪組，來實(shí)現(xiàn)齒比的變換。作為分配動(dòng)力的關(guān)鍵環(huán)節(jié)，變速箱必須有動(dòng)力輸入軸和輸出軸這兩大件，再加上構(gòu)成變速箱的齒輪，就是一個(gè)手動(dòng)變速箱最根本的組件。動(dòng)力輸入軸與離合器相連，從離合器傳遞來的動(dòng)力直接通過輸入軸傳遞給齒輪組，齒輪組是由直徑不同的齒輪組成的，不同的齒輪比例所到達(dá)的動(dòng)力傳輸效果是完全不同的，平常駕駛中的換擋也就是指換齒輪比。接下來，讓我們通過一個(gè)簡單的模型來給大家講講，手動(dòng)變速箱換擋的原理。下列圖是一個(gè)簡易的3軸2檔變速箱的構(gòu)造模型。輸入軸〔綠色〕也叫第一軸，通過離合器和發(fā)動(dòng)機(jī)相連，軸和上面的齒輪是一個(gè)硬連接的部件。紅色齒輪軸叫做中間軸。輸入軸和中間軸的兩個(gè)齒輪是處于常嚙合狀態(tài)的，因此當(dāng)輸入軸旋轉(zhuǎn)時(shí)就會(huì)帶動(dòng)中間軸的旋轉(zhuǎn)。黃色則是輸出軸，它也叫第二軸直接和驅(qū)動(dòng)軸相連〔只針對后輪驅(qū)動(dòng)，前驅(qū)一般為兩軸〕，再通過差速器來驅(qū)動(dòng)汽車。當(dāng)車輪轉(zhuǎn)動(dòng)時(shí)同樣會(huì)帶著花鍵軸一起轉(zhuǎn)動(dòng)，此時(shí)，軸上的藍(lán)色齒輪可以在花鍵軸上發(fā)生相對自由轉(zhuǎn)動(dòng)。因此，在發(fā)動(dòng)機(jī)停頓，而車輪仍在轉(zhuǎn)動(dòng)時(shí)，藍(lán)色齒輪和中間軸出在靜止?fàn)顟B(tài)，而花鍵軸則隨車輪轉(zhuǎn)動(dòng)。這個(gè)原理和自行車后軸的飛輪很相似。藍(lán)色齒輪和花鍵軸是由套筒來連接的，套筒隨著花鍵軸轉(zhuǎn)動(dòng)，但同時(shí)也可以在花鍵軸上左右自由滑動(dòng)來嚙合齒輪。說完這些，換擋的過程就很好理解了，當(dāng)套筒和藍(lán)色齒輪相連時(shí)，發(fā)動(dòng)機(jī)的動(dòng)力就會(huì)通過中間軸傳遞到輸出軸上，在這同時(shí)，左邊的藍(lán)色齒輪也在自由旋轉(zhuǎn)，但由于沒有和套筒嚙合，所以它不對花鍵軸產(chǎn)生影響。而如果套筒在兩個(gè)藍(lán)色齒輪之間時(shí)，變速箱在空擋位置，此時(shí)兩個(gè)藍(lán)色齒輪都在花鍵軸上自由轉(zhuǎn)動(dòng)，互不干預(yù)。一個(gè)傳統(tǒng)的5速手動(dòng)變速箱換擋的原理也是一樣的，只是變速箱構(gòu)造中增加了套筒和齒輪組的數(shù)目，使之擁有更多的擋位。而倒檔則是通過在中間軸〔紅色〕和輸出軸〔藍(lán)色〕之間增加一個(gè)齒輪來實(shí)現(xiàn)的。由于增加了一個(gè)嚙合齒輪，因此倒擋的齒輪始終會(huì)朝其他齒輪相反的方向轉(zhuǎn)動(dòng)。這個(gè)齒輪由于只起到改變齒輪旋轉(zhuǎn)方向的作用，因此也稱為惰輪。5擋二軸變速器構(gòu)造，輸入軸與主動(dòng)齒輪整合為一體，簡化了構(gòu)造也節(jié)省了空間除了上述的傳統(tǒng)三軸手動(dòng)變速箱，目前轎車上廣泛使用的是二軸手動(dòng)變速箱，它的構(gòu)造和三軸變速箱根本類似，只是其輸入軸和中間軸整合為一根軸，因此具有構(gòu)造簡單，尺寸小的優(yōu)勢，另外，它還有中間檔位傳動(dòng)效率高，且噪音較小等特點(diǎn)，因此更適合一般的前置前驅(qū)家用車，是目前使用最廣的轎車變速器形式，它的缺點(diǎn)是不能設(shè)置直接擋，且一檔的傳動(dòng)比不能設(shè)計(jì)的太高。而在后驅(qū)車上，使用較多的仍是傳統(tǒng)的三軸式變速箱。一般的手動(dòng)變速箱，都是通過推桿連接或者是拉線來控制換擋的。推桿連接的換擋控制方式，更為直接但是傳遞的振動(dòng)會(huì)很大；而拉線式的雖然沒有振動(dòng)，但是擋位顯得不是很清晰，可謂是各有優(yōu)劣。除了這兩種純機(jī)械式的換擋控制，此外，還有使用電控裝置換擋的手動(dòng)變速箱，它可以很好的結(jié)合推桿和拉線換擋之間的優(yōu)點(diǎn)。這種變速箱在換擋的時(shí)候，擋撥動(dòng)變速桿到相應(yīng)的擋位，在變速器里就會(huì)有電機(jī)驅(qū)動(dòng)相應(yīng)的撥叉控制套筒與齒輪咬合，因此不存在擋位不清晰的問題，而且換擋的行程也可以控制在很理想的范圍。則，一臺(tái)優(yōu)秀的手動(dòng)變速箱需要具備哪些特點(diǎn)呢？首先變速箱必須要擁有良好的掛檔手感，每個(gè)擋位清晰，擁有合理的橫向和縱向行程，入擋的阻力小并帶有吸入感。除此之外更重要的是，各擋位之間的齒比排布必須合理。因?yàn)楦鱾€(gè)擋位間的傳動(dòng)比分布，直接影響車輛行進(jìn)中動(dòng)力銜接的暢順性，通常要求低擋能有力加速，高擋能達(dá)致高速同時(shí)省油，且各擋間的距離要均勻，不然就會(huì)很容易造成換擋時(shí)竄車的情況。手動(dòng)變速箱的優(yōu)缺點(diǎn)分析優(yōu)點(diǎn)顯而易見，它構(gòu)造簡單，性能可靠，制造和維護(hù)本錢低廉，且傳動(dòng)效率高〔理論上會(huì)更省油〕，另外，由于是純機(jī)械控制，換擋反響快，且可以更直接的表現(xiàn)駕駛者的意愿，因此也更富駕駛樂趣，這些都是手動(dòng)變速箱的優(yōu)點(diǎn)。不過相比自動(dòng)變速箱，它操作繁瑣，而且在擋位切換時(shí)頓挫明顯的劣勢也是無法彌補(bǔ)的。(2)自動(dòng)變速箱自動(dòng)變速箱簡稱AT，全稱AutoTransmission，它是由液力變扭器、行星齒輪和液壓操縱系統(tǒng)組成，通過液力傳遞和齒輪組合的方式來到達(dá)變速變矩。和手動(dòng)擋相比，自動(dòng)變速箱在構(gòu)造和使用上有很大不同。手動(dòng)擋主要通過調(diào)節(jié)不同齒輪組合來更換擋位，而自動(dòng)變速箱是通過液力傳遞和齒輪組合的方式來到達(dá)變速的目的。其中液力變扭器是自動(dòng)變速箱最具特點(diǎn)的部件，它由泵輪、渦輪和導(dǎo)輪等構(gòu)件組成，泵輪和渦輪是一對工作組合，泵輪通過液體帶動(dòng)渦輪旋轉(zhuǎn)，而泵輪和渦輪之間的導(dǎo)輪通過反作用力使泵輪和渦輪之間實(shí)現(xiàn)轉(zhuǎn)速差并實(shí)現(xiàn)變速變矩功能，對駕駛者來說，您只需要以不同力度踩住踏板，變速箱就可以自動(dòng)進(jìn)展擋位升降。由于液力變矩器自動(dòng)變速變矩范圍不夠大，因此在渦輪后面再串聯(lián)幾排行星齒輪提高效率，液壓操縱系統(tǒng)會(huì)隨發(fā)動(dòng)機(jī)工作變化自行操縱行星齒輪，從而實(shí)現(xiàn)自動(dòng)變速變矩。為了滿足行駛過程中的多種需要(如泊車、倒車)等，自動(dòng)變速箱還設(shè)有一些手動(dòng)撥桿位置，像P擋(停泊)、R擋(后擋)、N擋(空擋)、D擋(前進(jìn))等。從性能上說自動(dòng)變速箱的擋位越多，車在行駛過程中也就越平順，加速性也越好，而且更加省油。除了提供輕松愜意的駕駛感受，自動(dòng)變速箱也有無法克制的缺陷。自動(dòng)變速箱的動(dòng)力響應(yīng)不夠直接，這使它在"駕駛樂趣〞方面稍顯缺乏。此外，由于采用液力傳動(dòng)，這使自動(dòng)擋變速箱傳遞的動(dòng)力有所損失。手自一體自動(dòng)變速箱手自一體變速箱的出現(xiàn)其實(shí)就是為了提高自動(dòng)變速箱的經(jīng)濟(jì)性和操控性而增加的設(shè)置，讓原來電腦自動(dòng)決定的換擋時(shí)機(jī)重新回到駕駛員手中。同時(shí)，如果在城市內(nèi)堵車情況下，還是可以隨時(shí)切換回自動(dòng)擋。手自一體自動(dòng)變速箱實(shí)際上還是自動(dòng)變速箱的一種，最早出現(xiàn)在保時(shí)捷911上，手自一體變速箱通過電控系統(tǒng)模擬出手動(dòng)變速箱的操作。它的出現(xiàn)，在操作上給予駕駛者更大的自由度，可以通過擋把上的加減擋或者方向盤上的換擋撥片來選擇自己認(rèn)為適宜的擋位和換擋時(shí)機(jī)，從而大大提高了駕駛樂趣。(3)CTV無極變速箱CVT〔ContinuouslyVariableTransmission〕，直接翻譯就是連續(xù)可變傳動(dòng)，也就是我們常說的無級變速箱，顧名思義就是沒有明確具體的檔位，操作上類似自動(dòng)變速箱，但是速比的變化卻不同于自動(dòng)變速箱的跳擋過程，而是連續(xù)的，因此動(dòng)力傳輸持續(xù)而順暢。CVT傳動(dòng)系統(tǒng)里，傳統(tǒng)的齒輪被一對滑輪和一只鋼制皮帶所取代，每個(gè)滑輪其實(shí)是由兩個(gè)椎形盤組成的V形構(gòu)造，引擎軸連接小滑輪，透過鋼制皮帶帶動(dòng)大滑輪。玄機(jī)就出在這特殊的滑輪上：CVT的傳動(dòng)滑輪構(gòu)造比擬奇怪，分成活動(dòng)的左右兩半，可以相對接近或別離。錐型盤可在液壓的推力作用下收緊或張開，擠壓鋼片鏈條以此來調(diào)節(jié)V型槽的寬度。當(dāng)錐型盤向內(nèi)側(cè)移動(dòng)收緊時(shí)，鋼片鏈條在錐盤的擠壓下向圓心以外的方向〔離心方向〕運(yùn)動(dòng)，相反會(huì)向圓心以內(nèi)運(yùn)動(dòng)。這樣，鋼片鏈條帶動(dòng)的圓盤直徑增大，傳動(dòng)比也就發(fā)生了變化。CVT變速箱有哪些優(yōu)點(diǎn)？1、由于沒有了一般自動(dòng)擋變速箱的傳動(dòng)齒輪，也就沒有了自動(dòng)擋變速箱的換擋過程，由此帶來的換檔頓挫感也隨之消失，因此CVT變速箱的動(dòng)力輸出是