比亚迪轿车三轴五档手动变速器设计【含CAD图纸、说明书】
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毕业设计(论文)任务书学生姓名指导教师姓名题目名称比亚迪F3R手动变速器设计一、设计(论文)目的、意义 比亚迪轿车在我国国产车当中比较普及,变速器的功用是在不同的使用条件下, 改变发动机传到驱动轮上的转矩和转速, 使汽车得到不同的牵引力和速度, 同时使发动机在最有利的工况范围内工作。通过对变速器的设计,使其变速器性能更好,同时使学生全面复习过去所学知识,因此具有一定的实际意义。二、设计(论文)内容、技术要求(研究方法)(一)设计内容 利用比亚迪F3R相关发动机参数,完成变速器结构布置和设计。设计的主要内容包括:选择发动机参数,确定变速器结构类型,对变速器中的各级齿轮和轴等零部件进行设计,并对主要零部件进行校核。(二)研究方法1、 查阅相关资料,对比各种变速器优缺点,初步确定设计方案。2、 参照比亚迪F3R实车,为最终设计方案提供依据。3、 利用Autocad画出装配图及零件图。三、设计(论文)完成后应提交的成果(一)计算说明部分完成设计说明书1.5万字。包括变速器各级齿轮和轴等零部件设计及强度校和。(二)图纸部分变速器装配图零件图若干张,共计折合3张A0图纸。四、设计(论文)进度安排(1)调研、查阅相关资料、完成开题报告 第12周(3月3日3月16日) (2)确定总体方案 第34周(3月17日3月30日) (3)对变速器结构进行设计第56周(3月31日4月13日) (4)对变速器尺寸进行设计78周(4月14日4月27日)(5)画变速器的零件图第第89周(4月21日5月4日) (5)画变速器的装配图第910周(4月28日 5月11日) (6)完成设计说明书第1113周(5月12日6月2日) (7)设计审核、修改 第1416周(6月3日6月23日) (8)毕业设计答辩准备及答辩 第17周(6月24日7月1日)五、主要参考资料1 余志生 汽车理论M,机械工业出版社,19872工程中的有限元方法(第3版)机械工业出版社,20043 吴镇著.理论力学.上海:上海交通大学出版社,19974孙桓主编.机械设计.机械工业出版社出版5 蒋崇贤,何明辉专用汽车设计 武汉工业大学出版社6陈家瑞主编.汽车构造.人民交通出版社出版7 黄天泽,黄金陵汽车车身结构与设计机械工业出版社,20008吕慧瑛.机械设计基础.北京:清华大学出版社,20029相关期刊,网络六、备注指导教师签字:年 月 日教研室主任签字: 年 月 日毕业设计开题报告设 计 题 目: 比亚迪F3R手动变速器设计 院 系 名 称: 汽车与交通工程学院 专 业 班 级:学 生 姓 名:导 师 姓 名:开 题 时 间:指导委员会审查意见: 签字: 年 月 日目录一课题研究现状,选题目的、依据和意义31.课题研究现状32.选题的目的依据和意义5二、设计(论文)的基本内容,拟决的主要问题51.设计的基本内容52.拟解决的主要问题5三、技术路线(研究方法)6四、进度安排6五、参考文献7六、备注7七、指导教师意见7SY-025-BY-3毕业设计(论文)开题报告学生姓名赵磊系部汽车与交通工程学院专业、班级车辆工程BW07-8指导教师姓名赵国迁职称高级实验师从事专业汽车运用是否外聘是否题目名称比亚迪F3R手动变速器设计一课题研究现状,选题目的、依据和意义1.课题研究现状21世纪,汽车工业成为各国经济发展的支柱产业之一,汽车企业对各系统部件的设计需求旺盛。其实,汽车与人一样,也是有着整套健康系统的有机结合体。发动机是心脏,车轮、底盘与悬挂是躯干与四肢,然而连接它们的,是类似于人体经脉的变速器系统。如果汽车丧失了变速器这个中心环节,心脏、四肢与躯干再好,汽车只能如同植物人般成为废铁一堆!可以说,变速器是伴随着汽车工业出现的必然产物,是汽车上的必需品。在完成了最基本的传动功能之外,我们对变速器的要求也是越来越高,这是变速箱演变过程的首要催产素1。由此可见,对汽车的变速器进行研究具有十分重要的意义。由于汽油机的转速较高,而产生的扭矩又较小,因此需要一种降速增扭的机构变速器,以保证汽车在各种道路条件下均能正常地行驶。1894年,一个法国工程师给一辆汽车装上世界上第一个变速器至今,汽车变速器已经经过了一百多年的发展。变速器为汽车重要的组成部分,是承担放大发动机扭矩,配合引擎功扭特性,实现理想动力传递,从而适应各种路况实现汽车行驶的主要装置。发动机是汽车的心脏,发动机产生的动力必须经过传动系统才能驱动车轮转动2。变速器是传动系统的心脏。由于发动机的转速和转矩的变化范围小,而汽车行驶速度的变化范围广,所以一开始传动系统就设置了变速器。变速器的作用:改变汽车的传动比,扩大驱动车轮转矩和转速的范围,使车辆适应各种变化的行驶工况,同时使发动机在理想的工况下工作;在发动机转矩方向不变的前提下,实现汽车的倒退行驶;实现空挡,中断发动机传递给车轮的动力,使发动机能够起动、怠速。100多年中,变速器经历了用变速杆改变链条的传动比一手动变速器一有级自动变速器一无级自动变速器的发展历程3。早期的汽车传动系统,从发动机到车轮之间的动力形式很简单。发动机驱动一组锥齿减速齿再传动到一根轴和皮带轮。皮带轮和驱动桥上的内齿轮啮合,使汽车行驶,大齿轮用来加速,能使汽车达到32 kmh的速度。如果遇到上坡,而爬坡能力不够时,驾驶员就停下车子,把小链轮啮合后进行驱动.。(1)变速器类型及特点现在市场上的变速器细分为5类手动变速器(MT),手动自动一体变速器(AMT),无级变速器(CVT)、双离合器变速器(DCT)和自动变速器(AT),各自都有不同的优势。按变速器功能可分为两类:手动变速器和自动变速器。手动变速器即MT,自动变速器包括传统AT、AMT、CVT及DCT。如果按变速结构可分为三类:圆柱齿轮、行星齿轮及锥盘。圆柱齿轮类包括MT、AMT、DCT;行星齿轮类包括传统AT及使用了多片湿式离合器替代液力变矩器的AT。锥盘类包括金属钢带CVT及半环面锥轮无级变速器等。控制技术和电子信息技术的高速发展,使得自动变速器得到快速发展,手动变速器向自动变速器发展的趋势越发明显。新技术的发展一方面仍在不断改善现有变速器的性能。我所要设计的是手动变速器也就是MT。MT的优势是传动效率高及成本低,但换档复杂。AMT传动效率也高。且具备自动换档功能,但换档冲击性有待解决4MT主要工作原理是通过变速操纵杆拨动不同齿轮组问的啮合套从而组成不同的档位,因为每档齿轮组的齿数是固定的,所以各档的变速比是一定的,属于有级变速器。在低速时,让传动比大的齿轮副工作;而在高速时,让传动比小的齿轮副工作。“两轴一中间轴”,它们构成了变速器的主体,还有一根倒挡惰轮轴常见的手动变速器由铸铁或铝制变速器壳体、轴、轴承、齿轮、同步器和换挡机构组成MT变速器应用的历史时间最长,其产品技术发展十分有限,凭借与其它形式变速器相比的成本优势及较高的传动效率,仍然占据乘用车变速器市场上相当的市场份额5。(2)国外手动变速器研究现状 国外在手动变速器的研究上开始趋于自动变速器,这是为了节省燃油以及缓解驾驶者在频繁换挡中产生的疲劳感等一系列缺点。据预测,2013年欧洲变速器市场上,配备手动变速器的汽车将占52%,配备自动手动变速器的将占10%,配备无极变速器的将占2%,配备双离合器变速器的将占16%,配备自动变速器的将占20%。,可见手动变速器依然占据着半壁江山,这证实了手动变速器在消费者心中的分量。国外专家指出,新变速器产品还在不断研发的过程中,因此,今后汽车市场的变速器情况可能还会出现一些变化。 目前许多变速器生产企业正在研发一些燃油经济性更好、换挡性能更高的变速器,以满足市场上的多层次需求。例如,某公司正在研制一种传动效率可达92%、换挡性能更好的变速器。(3)国内手动变速器研究现状及发展改革开放30年来,我国汽车变速器行业随着整车行业的快速发展而不断发展壮大,形成了一批颇具规模的变速器企业。大多数本土变速器企业在引进消化吸收国外先进技术方面取得了突出成绩,并不断坚持自主创新,在手动变速器领域,,尤其是在重型车用和微型车用手动变速器上,涌现了大量自主创新的产品。另外,一些跨国公司独资或合资的变速器企业开始陆续在中国设厂,为满足持续高速增长的中国汽车市场需求作出了非常大的贡献。随着中共十七届五中全会召开,中国政府起草并通过了国家“十二五”规划,规划中明确提出,中国迫切需要完成从汽车大国到汽车强国的转变。中国要成为汽车强国,首先要克服自主技术这块短板。而汽车的核心部分动力总成,仍是国内一直没有完全掌握的关键汽车零部件技术之一。目前,在中国乘用车手动变速器市场,国产品牌已占主导地位,随着中国乘用车市场的快速发展,对变速器的要求无论从数量上还是从技术水平上均不断提高,但技术落后严重阻碍着国产品牌变速器企业的发展。虽然现在越来越多的人在买车的时候选择了自动变速器,但是在中国,手动变速器仍然是车用变速器的主流。具体有两个原因:首先,目前国内企业已经基本掌握对手动变速器的开发,所以在一定程度上加大了手动变速器的价格优势;另外,绝大多数中国驾驶者在学车时就用的是手动车,他们更加享受手动车带来的驾驶乐趣 2006年中国手动档乘用车共销售354.54万辆,较2005年增长20.54%。2007年19月份,手动档乘用车共销售308.65万辆,同比增长21.70%。在中国乘用车用手动变速器市场中,国产品牌占主导地位,进口量很小,因而随着手动档乘用车销量的快速增长,手动变速器市场也将不断扩大6。2.选题的目的依据和意义比亚迪股份有限公司由王传福创立于1995年,2002年7月31日在香港主板发行上市,是一家拥有IT和汽车两大产业群的高新技术民营企业。2003年,比亚迪收购西安秦川汽车有限责任公司(现“比亚迪汽车有限公司”),正式进入汽车制造与销售领域,开始民族自主品牌汽车的发展征程。发展至今,在整车制造、模具研发、车型开发等方面都达到了国际领先水平,产业格局日渐完善并已迅速成长为中国最具创新的新锐品牌。汽车产品包括各种高、中、低端系列燃油轿车,以及汽车模具、汽车零部件、双模电动汽车、纯电动汽车等。代表车型包括F0、F3、F3-R两厢、F6、S8硬顶敞篷跑车、F3DM双模电动汽车、S6(SUV)、M6(MPV)等。应用在比亚迪F3R车型上的手动变速器技术比较落后,但是手动变速器在变速器市场一直占据重要份额,在中国,更是赢得了大多数消费者的偏爱。无论是燃油经济型上的优势,实施上的低成本,还是驾驶者的操纵感,都使得手动变速器成为OEM在设计某款汽车时的重要考虑。然而手动变速器也有其自身的缺点,由于手动变速器在稳定性、燃油经济性和舒适性上存在着一定的不足,而且在当今的大城市中,堵车”现象愈演愈烈,驾驶员需频繁地踩离合器换档,体力消耗大,发动机很难工作在最佳的状态,动力性没有完全发挥,经济性差,排气中有害物质含量高,污染严重,所以鉴于以上缺点必须设计出一款克服这些缺点并应用到比亚迪F3R轿车上的手动变速器使得手动变速器的路能够走的更远。二、设计(论文)的基本内容,拟决的主要问题1.设计的基本内容(1)研究国内外汽车变速器研究现状及发展历史,理解本课题研究的意义(2)分析各种汽车变速器的基本原理和优缺点(3)利用比亚迪F3R相关发动机参数,完成变速器结构布置和设计。(4)选择发动机参数,确定变速器结构类型,对变速器中的各级齿轮和轴等零部件进行设计,并对主要零部件进行校核。2.拟解决的主要问题(1)通过文献资料,熟悉汽车变速器设计和CAD的相关知识,掌握汽车变速器设计计算方法。(2)调研,掌握汽车变速器设计过程。(3)巩固以往所学的理论知识,熟悉变速器结构,掌握变速器的设计方法和CAD软件在变速器设计中的应用步骤,提高动手能力为以后打下良好基础(4)确定汽车变速器设计的各项参数,计算确定主要零件的参数和尺寸,完成CAD图纸三、技术路线(研究方法)完成毕业设计和设计说明书调查研究变速器结构分析与类型选择变速器设计计算齿轮大小与齿数计算轴参数计算变速器主要参数校核利用AUTOCAD进行绘图四、进度安排(1)调研、查阅相关资料、完成开题报告 第12周(3月3日3月16日) (2)确定总体方案 第34周(3月17日3月30日) (3)对变速器结构进行设计第56周(3月31日4月13日) (4)对变速器尺寸进行设计78周(4月14日4月27日)(5)画变速器的零件图第第89周(4月21日5月4日) (5)画变速器的装配图第910周(4月28日 5月11日) (6)完成设计说明书第1113周(5月12日6月2日) (7)设计审核、修改 第1416周(6月3日6月23日) (8)毕业设计答辩准备及答辩 第17周(6月24日7月1日)五、参考文献1 向立明 汽车变速器的发展历史及未来趋势 石家庄 2007,12工程中的有限元方法(第3版)机械工业出版社,20043 郑劲,张子成 中国汽车变速器市场高速发展中机系(北京)信息技术研究院 2008,124孙桓主编.机械设计.机械工业出版社出版5 余志生 汽车理论M,机械工业出版社,19876 余志生汽车理论M第3 版北京:机械工业出版社,20007 理论力学.上海:上海交通大学出版社,19978 濮良贵,纪名刚.机械设计(第七版)北京:高等教育出版社,1990.9 孙桓,陈作模.机械原理(第六版) 北京:高等教育出版社,200010 肖生发,赵树朋.汽车构造 北京:中国林业出版社,200611 刘惟信.汽车变速器设计 北京:清华大学出版社,200112 浙江省交通学校 编.汽车构造图册(底盘) 北京:人民交通出版社,199113 关文达.汽车变速器设计(第二版) 北京:机械工业出版社,200614 郝京顺汽车变速器的发展 2005(04)15 胡朝峰.过学迅.汪斌汽车变速器技术的发展与展望-汽车研究与开发 2005(05)16汽车变速器传动系统综合分析 -制造技术与机床2007(9) 期刊论文17王荣霞 Masta软件在汽车变速器设计中的应用 2008会议论文18期刊论文徐枭.周荣.XU Xiao.ZHOU Rong 轻型汽车变速器市场分析与预测 -汽车工程师2009(6)19会议论文肖婷玲.钟福东O形圈在汽车变速器中的质量整改实例 200820Shichi Sano,Yoshimi furukawa,etc.Four Wheel Steering System with RearWheel Steer Angle:SAE Technical Paper Series,1986,521A.Higuchi,Y. Saitoh. Optimal Control of Four Wheel Steering Vehicle:Vehicle System Dynamic,1993,2六、备注七、指导教师意见签字: 年 月 日8 毕业设计(论文)成绩评定表学生姓名性别男院系汽车与交通工程学院专业车辆工程班级设计(论文)题目比亚迪F3R手动变速器设计平时成绩评分(开题、中检、出勤)指导教师姓名职称指导教师评分(X)评阅教师姓名职称评阅教师评分(Y)答辩组组长职称答辩组评分(Z)毕业设计(论文)成绩百分制五级分制答辩委员会评语:答辩委员会主任签字(盖章): 院系公章: 年 月 日注:1、平时成绩(开题、中检、出勤)评分按十分制填写,指导教师、评阅教师、答辩组评分按百分制填写,毕业设计(论文)成绩百分制=W+0.2X+0.2Y+0.5Z 2、评语中应当包括学生毕业设计(论文)选题质量、能力水平、设计(论文)水平、设计(论文)撰写质量、学生在毕业设计(论文)实施或写作过程中的学习态度及学生答辩情况等内容的评价。毕业设计指导教师评分表学生姓名院系汽车与交通工程学院专业、班级指导教师姓名职称高级实验师从事专业汽车运用是否外聘是否题目名称比亚迪F3R手动变速器设计序号评 价 项 目满分得分1选题与专业培养目标的符合程度,综合训练情况;题目难易度102题目工作量;题目与工程实践、社会实际、科研与实验室建设等的结合程度103综合运用知识能力(设计涉及学科范围,内容深广度及问题难易度);应用文献资料能力154设计(实验)能力;计算能力(数据运算与处理能力);外文应用能力205计算机应用能力;对实验结果的分析能力(或综合分析能力、技术经济分析能力)106插图(图纸)质量;设计说明书撰写水平;设计的实用性与科学性;创新性207设计规范化程度(设计栏目齐全合理、SI制的使用等)58科学素养、学习态度、纪律表现;毕业论文进度10得 分 X= 评 语:(参照上述评价项目给出评语,注意反映该论文的特点)工作态度: 好 较好 一般 较差 很差研究能力或设计能力:强 较强 一般 较弱 很弱工作量: 大 较大 适中 较少 很少说明书规范性: 好 较好 一般 较差 很差图纸规范性: 好 较好 一般 较差 很差成果质量(设计方案、设计方法、正确性)好 较好 一般 较差 很差其他: 指导教师签字: 年 月 日优秀毕业设计(论文)推荐表题 目比亚迪F3R手动变速器设计类别毕业设计学生姓名院(系)、专业、班级指导教师职 称高级实验师设计成果明细:答辩委员会评语:答辩委员会主任签字(盖章): 院、系公章: 年 月 日备 注: 注:“类别”栏填写毕业论文、毕业设计、其它摘 要 本文设计研究了三轴式五挡手动变速器 首先 对于变速器的工作原理做了阐述 从传动机构到倒档布置方案都一一做了详细的说明 完成了换挡机构形式和轴承的选 择等 特别值得一提的是在倒档的选择和布置上 因为变速箱在低档工作时作用有较 大的力 所以一般变速箱的低档都布置靠近轴的后支承处 紧接着对变速器的各挡齿轮和轴做了详细的设计计算 包括了档数 传动比 中 心距以及各档齿轮的齿数 并且进行了强度校核 紧接着对一些标准件进行了选型 其中包括同步器 操纵机构 固定件以及密封件等等 最后进行的是齿轮 轴以及轴承的校核 其中齿轮校核包括弯曲强度和接触应力 轴校核包括强度和刚度的计算 轴承校核的则是其寿命计算 并讲 述 了 变 速 器 中 各 部 件 材 料 的 选 择 关键字 变速器 设计 齿轮 轴 校核 I ABSTRACT This design of a three axis five speed manual transmission First the working principle of transmission are described in detail from the transmission to reverse layout programs are all doing a detailed description complete the form and bearing of shift the choice of institutions and so on is particularly worth mentioning is the reverse of the on the selection and arrangement Because the role of transmission in low grade work a greater force it is generally low grade gearbox are arranged near the support at the rear axle Then each block of the transmission gears and shafts made a detailed design calculations including the gears transmission ratio center distance and the number of teeth of the gear profile and strength check carried out followed by a number of standard parts were selected type including synchronization control mechanism fixed fittings and seals and so on Finally the gear shaft and bearing checking checking gear which includes bending strength and contact stress axial strength and rigidity checking including the calculation of the bearing checking is its life span and about each transmission component materials of choice Keywords Transmission Design Gear Axis Checking 0 目 录 摘 要 I ABSTRACT II 第 1 章 绪 论 1 1 1 选题的背景 1 1 2 设计目的及意义 2 1 3 国内外研究现状 2 1 3 1 国内研究现状 2 1 3 2 国外研究现状 3 1 4 设计主要内容 3 第 2 章 变速器总体方案设计 5 2 1 设计初始数据 5 2 2 变速器设计应满足的基本要求 5 2 3 传动机构布置方案分析 6 2 3 1 两轴式变速器和中间轴式变速器的特点分析 6 2 3 2 倒挡布置方案 6 2 3 3 其他问题 7 2 4 各档齿轮位置安排 7 2 5 变速器齿轮形式与自动脱档分析 8 2 5 1 齿轮形式 8 2 5 2 变速器自动脱档分析 9 2 6 换挡机构形式 9 2 7 本章小结 10 第 3 章 变速器主要参数设计 12 3 1 挡数的选择和确定 12 3 2 各档传动比的确定 12 1 3 2 1 主减速器传动比 12 3 2 2 最低档传动比计算 13 3 2 3 各档传动比 14 3 2 4 初选中心距 14 3 2 5 变速器的外形尺寸 15 3 3 齿轮参数计算 15 3 3 1 模数的选取 15 3 3 2 齿形 压力角及螺旋角的确定 15 3 4 各挡齿轮齿数的分配 17 3 4 1 确定一挡齿轮的齿数 17 3 4 2 对中心距进行修正 18 3 4 3 确定常啮合传动齿轮副齿数及变位系数 18 3 4 4 确定其他各挡的齿数及变位系数 18 3 4 5 确定倒挡齿轮齿数及变位系数 20 3 5 本章小结 21 第 4 章 变速器的校核 22 4 1 齿轮的损坏形式 22 4 2 齿轮强度计算 22 4 2 1 轮齿的弯曲应力 23 4 2 2 轮齿的接触应力 24 4 2 3 各档齿轮的强度校核 25 4 3 轴的结构尺寸设计 32 4 4 轴的强度验算 33 4 4 1 轴的刚度的计算 33 4 4 2 轴的强度的计算 37 4 5 轴承寿命计算 40 4 6 本章小结 43 第 5 章 同步器的选择 44 5 1 锁销式同步器 44 5 2 锁环式同步器 45 5 3 本章小结 46 2 第 6 章 变速器操纵机构的选择 47 6 1 直接操纵手动换挡变速器 47 6 1 1 变速操纵杆的布置 47 6 1 2 换档锁装置 47 6 2 本章小结 49 结 论 50 参考文献 51 致 谢 52 附 录 53 1 附 录 AUTOMATIC TRANSMISSION The modern automatic transmission is by far the most complicated mechanical component in today s automobile It is a type of transmission that sifts itself A fluid coupling or torque converter is used instead of a manually operated clutch to connect the transmission to the engine There are two basic types of automatic transmission based on whether the vehicle is rear wheel drive or front wheel drive On a rear wheel drive car the transmission is usually mounted to the back of the engine and is located under the hump in the center of the floorboard alongside the gas pedal position A drive shaft connects the transmission to the final drive which is located in the rear axle and is used to send power to the rear wheels Power flow on this system is simple and straight forward going from the engine through the torque converter then trough the transmission and drive shaft until it reaches the final drive where it is split and sent to the two rear transmission On a front wheel drive car the transmission is usually combined with the final drive to form what is called a transaxle The engine on a front wheel drive car is usually mounted sideways in the car with the transaxle tucked under it on the side of the engine facing the rear of the car Front axles are connected directly to the transaxle and provide power to front wheels In this example power floes from the engine through the torque converter to a larger chain that sends the power through a 180 degree turn to the transmission that is along side the engine From there the power is routed through the transmission to the final drive where it is split and sent to the two front wheels through the drive axles There are a number of other arrangements including front drive vehicles where the engine is mounted front to back instead of sideways and there are other systems that drive all four wheels but the two systems described here are by far the most popular A much less popular rear and is connected by a drive shaft to the torque converter which is still mounted on the engine This system is found on the new Corvette and is used in order to balance the weight evenly between the front and rear wheels for improved performance and handling 2 Another rear drive system mounts everything the engine transmission and final drive in the rear This rear engine arrangement is popular on the Porsche The modern automatic transmission consists of many components and systems that designed to work together in a symphony of planetary gear sets the hydraulic system seals and gaskets the torque converter the governor and the modulator or throttle cable and computer controls that has evolved over the years into what many mechanical inclined individuals consider to be an art from Here try to used simple generic explanation where possible to describe these systems 1 Planetary gear sets Automatic transmission contain many gears in various combinations In a manual transmission gears slide along shafts as you move the shift lever from one position to another engaging various sizes gears as required in order to provide the correct gear ratio In an automatic transmission how ever the gears are never physically moved and are always engaged to the same gears This is accomplished through the use of planetary gear sets The basic planetary gear set consists of a sun gear a ring and two or more planet gears all remaining in constant mesh The planet gears are connected to each other through a common carrier which allows the gears to spin on shafts called pinions which are attached to the carrier One example of a way that this system can be used is by connecting the ring gear to the input shaft coming from the engine connecting the planet carrier to the output shaft and locking the sun gear so that it can t move In this scenario when we turn the ring gear the planets will walk along the sun gear which is held stationary causing the planet carrier to turn the output shaft in the same direction as the input shaft but at a slower speed causing gear reduction similar to a car in first gear If we unlock the sun gear and lock any two elements together this will cause all three elements to turn at the same speed so that to output shaft will turn at the same rate of speed as the input shaft This is like a car that is third or high gear Another way we can use a planetary gear set is by locking the planet carrier from moving then applying power to the ring gear which will cause the sun gear to turn in opposite direction giving us reverse gear The illustration in Figure shows how the simple system described above would 3 look in an actual transmission The input shaft is connected to the ring gear the output shaft is connected to the planet carrier which is also connected to a Multi disk clutch pack The sun gear is connected to drum which is also connected to the other half of the clutch pack Surrounding the outside of the drum is a band that can be tightened around the drum when required to prevent the drum with the attached sun gear from turning The clutch pack is used in this instance to lock the planet carrier with the sun gear forcing both to turn at the same speed If both the clutch pack and the band were released the system would be in neutral Turning the input shaft would turn the planet gears against the sun gear but since noting is holding the sun gear it will just spin free and have no effect on the output shaft To place the unit in first gear the band is applied to hold the sun gear from moving To shift from first to high gear the band is released and the clutch is applied causing the output shaft to turn at the same speed as the input shaft Many more combinations are possible using two or more planetary sets connected in various way to provide the different forward speeds and reverse that are found in modern automatic transmission 2 Clutch pack A clutch pack consists of alternating disks that fit inside a clutch drum Half of the disks are steel and have splines that fit into groves on the inside of the drum The other half have a friction material bonded to their surface and have splines on the inside edge that fit groves on the outer surface of the adjoining hub There is a piston inside the drum that is activated by oil pressure at the appropriate time to squeeze the clutch pack together so that the two components become locked and turn as one 3 One way Clutch A one way clutch also known as a sprag clutch is a device that will allow a component such as ring gear to turn freely in one direction but not in the other This effect is just like that bicycle where the pedals will turn the wheel when pedaling forward but will spin free when pedaling backward A common place where a one way clutch is used is in first gear when the shifter is in the drive position When you begin to accelerate from a stop the transmission starts out in first gear But have you ever noticed what happens if you release the gas while it is still in first gear The vehicle continues to coast as if you were in neutral Now shift into Low gear instead of Drive When you let go of the gas in this case you will feel the engine slow 4 you down just like a standard shift car The reason for this is that in Drive one way clutch is used whereas in Low a clutch pack or a band is used 4 Torque Converter On automatic transmission the torque converter takes the place of the clutch found on standard shift vehicles It is there to allow the engine to continue running when the vehicle comes to a stop The principle behind a torque converter is like taking a fan that is plugged into the wall and blowing air into another fan which is unplugged If you grab the blade on the unplugged fan you are able to hold it from turning but as soon as you let go it will begin to speed up until it comes close to speed of the powered fan The difference with a torque converter is that instead of using air it used oil or transmission fluid to be more precise A torque converter is a lager doughnut shaped device that is mounted between the engine and the transmission It consists of three internal elements that work together to transmit power to the transmission The three elements of the torque converter are the pump the Turbine and the Stator The pump is mounted directly to the torque housing which in turn is bolted directly to the engine s crankshaft and turns at engine speed The turbine is inside the housing and is connected directly to the input shaft of the transmission providing power to move the vehicle The stator is mounted to a one way clutch so that it can spin freely in one direction but not in the other Each of the three elements has fins mounted in them to precisely direct the flow of oil through the converter With the engine running transmission fluid is pulled into the pump section and is pushed outward by centrifugal force until it reaches the turbine section which stars it running The fluid continues in a circular motion back towards the center of the turbine where it enters the stator If the turbine is moving considerably slower than the pump the fluid will make contact with the front of the stator fins which push the stator into the one way clutch and prevent it from turning With the stator stopped the fluid is directed by the stator fins to re enter the pump at a help angle providing a torque increase As the speed of the turbine catches up with the pump the fluid starts hitting the stator blades on the back side causing the stator to turn in the same direction as the pump and turbine As the speed increase all three elements begin to turn at approximately the same speed Sine the 80s in order to improve fuel economy torque converters have been equipped with a lockup clutch which locks the turbine to the pump as the vehicle reaches approximately 40 5 50 mph This lockup is controlled by computer and usually won t engage unless the transmission is in 3rd or 4th gear 5 Hydraulic System The hydraulic system is a complex maze of passage and tubes that sends that sends transmission fluid and under pressure to all parts of the transmission and torque converter and Transmission fluid serves a number of purpose including shift control general lubrication and transmission cooling Unlike the engine which uses oil primary for lubrication every aspect of a transmission s function is dependant on a constant supply of fluid is send pressure In order to keep the transmission at normal operating temperature a portion of the fluid is send to through one of two steel tubes to a special chamber that is submerged in anti freeze in the radiator Fluid passing through this chamber is cooled and then returned to the transmission through the other steel tube A typical transmission has an avenge of ten quarts of fluid between the transmission torque converter and cooler tank In fact most of the components of a transmission are constantly submerged in fluid including the clutch packs and bands The friction surfaces on these parts are designed to operate properly only when they are submerged in oil 6 Oil Pump The transmission oil pump not to confused with the pump element inside the torque converter is responsible for producing all the oil pressure that is required in the transmission The oil pump is mounted to front of the transmission case and is directly connected to a flange on the engine crankshaft the pump will produce pressure whenever the engine is running as there is a sufficient amount of transmission fluid available The oil enters the pump through a filter that is located at bottom of the transmission oil pan and travels up a pickup tube directly to the oil pump The oil is then sent under pressure to the pressure regulator the valve body and the rest of the components as required 7 Valve Body The valve body is the control center of the automatic transmission It contains a maze of channels and passages that direct hydraulic fluid to the numerous valves which when activate the appropriate clutch pack of band servo to smoothly shift to the appropriate gear for each driving situation For example the 2 3 shift valve activates the 2nd gear up shift or the 3 2 shift timing valve which determines when a downshift should occur The most important valve and the one that you have direct control over is the 6 manual valve The manual valve is directly connected to the gear shift handle and covers and uncovers various passages depending on what position the gear shift is paced in When you place the gear shift in Drive for instance the manual valve directs fluid to the clutch pack s that activates 1st gear It also sets up to monitor vehicle speed and throttle position so that it can determine the optimal time and the force for the 1 2 shift On computer controlled transmission you will also have electrical solenoids that are mounted in the valve body to direct fluid to the appropriate clutch packs or bands under computer control to more precisely control shift points 8 Seals and Gaskets An automatic transmission has many seals and gaskets to control the flow of hydraulic fluid and to keep it from leaking out There are two main external seals the front seal and the rear seal The front seal seals the point where the torque converter mounts to the transmission case This seal allows fluid to freely move from the converter to the transmission but keeps the fluid from leaking out The rear seal keeps fluid from leaking past the output shaft A seal is usually made of rubber similar to the rubber in a windshield wiper blade and is used to keep oil from leaking past a moving part such as a spinning shaft In some cases the rubber is assisted by a spring that holds he rubber in close contact with the spinning shaft A gasket is a type of seal used to seal two stationary parts that are fasted together Some common gasket materials are paper cork rubber silicone and soft metal Aside from the main seals there are also a number of other seals and gasket that vary from transmission to transmission A common example is the rubber O ring that seals the shaft for the shift control lever This is the shaft that you move when you manipulate the gear shifter Another example that is common to most transmission is the oil pan gasket In fact seals are required anywhere that a device needs to pass through the transmission case with each one being a potential source for leaks 9 Computer Controls The computer uses sensors on the engine and transmission to detect such things as throttle position vehicle speed engine speed engine load stop light switch position etc to control exact shift points as well as how soft or firm the shift should be Some computerized transmission even learn your driving style and constantly adapt to it so that 7 every shift is timed precisely when you would need it Because of computer controls sports models are coming out with the ability to take manual control of the transmission as through it were a stick shift lever through a special gate then tapping it in one direction or the other in order to up shift at will The computer monitors this activity to make sure that the driver dose not select a gear that could over speed the engine and damage it Another advantage to these smart transmission is that they have a self diagnostic mode which can detect a problem early on and warn you with an indicator light on the dash A technician can then plug test equipment in and retrieve a list of trouble codes that will help pinpoint where the problem is
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