手动变速器外文翻译

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, 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 a 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 transmissions 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 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.

A synchro’s inner hub and sleeve are made of steel, but the blocking ring――the part of the synchro that rubs on the gear to change its speed――is usually made of a softer material, such as brass. The blocking ring has teeth that match the teeth on the dog clutch. Most synchros perform double duty――they push the synchro in one direction and lock one gear to the mainshaft. Push the synchro the other way and it disengages from the first gear, passes through a neutral position, and engages a gear on the other side.

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 60’s, 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 SLK320, Honda S2000, Toyota Celica GT-S 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 Celica 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.

附录B.

手动变速器

相对于自动变速箱的车手动变速箱汽车开起来有更好的驾驶乐趣这是众所周知的。哪怕你对驾驶仅有一点兴趣，那么你也会对一个齿轮变速器的完美工作刮目相看。那么手动变速器到底是怎么工作的呢？

手动变速器在几十年以前就被自动变速箱所取代了，事实上从前的车都是配备的手动变速箱，直到1938年通用汽车公司推出第一款自动变速车。今天的诸多车辆像轿车、越野车、小型载货汽车采用自动变速是很符合逻辑的，因为没有任何事会比驾驶一个配有5-6个档的手动变速箱的车更令人紧张不安了。

现在让我们看看他们是怎么工作的。从60年代的四速手动到今天的最高六速变速器的基本原理是没有改变的。驾驶员仍然要操纵齿轮使其相互啮合。通常，变速器与离合器壳连接，离合器的另一面再同发动机相连。如果是前轮驱动的车仍然是这种简单的连接方式，但要称其为驱动桥，这是因为变速箱和驱动轴是一个整体的机构。在前驱车上变速箱也是前轮驱动桥的一部分。在过去的概念中变速器跟驱动桥被统称为变速驱动桥。

变速箱的功能就是将发动机的动力传递给驱动轴和后轮（前驱车是传递给半轴和前轮）通过变速箱中的齿轮改变了发动机传给车轮的速度和扭矩。低传动比能够增大扭矩使发动机有足够的加速能量。

起初，发动机将动力和扭力传给变速箱的输入轴，输入轴上的齿轮与中间轴上的齿轮啮合，从而形成一个齿轮组。这个齿轮组的任何一次转动都是离合器与运转的发动机相连的结果，总之变速器就是一个齿轮的组合体。

有两种手动变速器。滑动型的和常啮合型的。滑动型的（已经不用）变速器处于空档时，除了主动齿轮和齿轮组转动其他都是不转的。为了使齿轮啮合从而让发动机输出的动力带动汽车运动驾驶员要踏下离合器踏板同时操作换档杆。换档杆会联动换档拨叉带动安装在输入轴上的相应齿轮沿输入轴移动。一旦齿轮啮合，释放离合器踏板后发动机动力就会传给驱动轮。输入轴上会有多个不同直径不同齿数的齿轮。因为换档是联动的所以驾驶员必须使已经啮合的齿轮分离才能使另一对齿轮啮合。由于齿轮啮合时的速度不同，老式变速箱会有换档冲击的问题。

现代的变速箱都是常啮合型的，齿轮布置是沿用滑动型的布置方式。然而所有主轴上的齿轮与中间轴上齿轮都是常啮合的，这是因为主轴上的齿轮在轴上是可以来回移动的而不是用花键链连接的。即使变速箱处于空档状态，常啮合型变速箱上的各个齿轮都是在转动的。

主轴上每个齿轮旁边都有一个爪式离合器（接合套），花键毂用内花键连接在主轴上的花键上。主轴上的齿轮和接合套的外环都有花键。当操纵换档杆时就会使接合套对着主轴齿轮移动，最终使接合套与齿轮互锁从而使齿轮啮合随主轴转动。

为了避免齿轮换档同步前啮合时产生的接合齿间冲击，手动变速器上安装了同步器。同步器由花键毂、套筒、拨叉、弹簧、锁环等组成。花键毂位于一对主动齿轮中间并由花键固定在主轴上。锁环的齿圈是锁止件，滑块装在花键毂上的轴向槽内，沿槽可以轴向移动。滑块和弹簧是推动件。滑块两端伸入锁环的缺口中，滑块窄缺口宽，且只有当滑块位于锁环缺口中央时，结合套与锁环才能接合。

同步器的花键毂和套筒是由钢制成的，但用于与齿轮产生摩擦来减慢速度的锁环使用青铜一类的较软材料制成的，锁环上有短花键齿圈。大多数同步器都有两个作用，向一个方向运动使一个齿轮与主轴锁定，在另外一个方向使其与第一个齿轮分离，经过一个空档位置后与另一个齿轮啮合。

这就是手动变速器的内部工作原理。几十年来的发展中主要在齿轮数上又有所增加。在60年代的欧美等国四速汽车已很普遍，变速箱的传动比都是1：1，没有更高的了，而在今天，作为载客汽车五速已经是最低的了。

超速传动是一种新的齿轮的布置方式，这种布置方式使汽车的驱动轮获得动力比发动机曲轴输出的动力更大。例如，一个四速的变速器的传动比是1：1而五速的是0.7：1，这会使发动机的转速降低30%但行驶速度却是相同的。这样燃油的消耗量和发动机的磨损都会下降。如今六速车已经变得越来越普遍。第一辆六速车是由美国雪佛兰汽车公司和Zahnradfabrik Friedrichshafen公司共同设计并由Zahnradfabrik Friedrichshafen公司在德国制造的89 Corvette（89版克尔维特）。即使跟现在96版的克尔维特比这款六速车仍然是值得称赞的。今天克尔维特用的是Tremec T56六速手排变速箱。

现代的很多车都配备六速变速器包括马自达的马尔塔、保时捷的Boxster S 和911、道奇的Viper、奔驰的SLK320、本田的S2000、丰田的塞利卡等品牌。这些车中像Viper 和 Corvette,的变速器超速传动达到50%，有些品牌像S2000 和 Celica超速传动有更大的提高。以上提到的大型车像Viper 和Vette通常有两个传动比（五速和六速），小型车像Celica 和 S2000有一个传动比（六速），五档的传动比为1：1。

很显然除了发动机的强大动力、可靠的悬挂系统和制动系统外，平顺的换档是驾驶乐趣中的又一大重要组成部分。

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