外文翻譯--手動(dòng)變速器基礎(chǔ)

1、<p><b>　　附 錄</b></p><p>　　附錄A 英語(yǔ)科技文獻(xiàn)</p><p>　　Manual Transmission Basics</p><p>　　It's no secret that cars with manual transmissions are usually more fun to d

2、rive than their 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 trans actually work?

3、With our primer on automatics(or slushboxes, as detractors call them) available for your perusal, we thought it would be a good idea to provide a companion overview on manual trannies, too.</p><p>　　A brief

4、history lesson shows 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

5、 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, spor

6、t coupe or two-seater equipped with a precise-shifting five-</p><p>　　We know which types of cars have manual trannies. Now let's take a look at how they work. From the most basic four-speed manual in a

7、car from the '60s to the most high-tech six-speed 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

8、 (or bell housing) that, in turn, bolts to the back of the engine. If the vehicle has front-wheel drive, the transmission still attaches to the engine </p><p>　　The function of any transmission is transferri

9、ng 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 e

10、ngine 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.</p><p>　　Initially, power and torque fr

11、om the engine comes into the front of the transmission 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 clu

12、ster 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.</p><p>　　There are two basic types of manual tra

13、nsmissions. 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 th

14、e 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 g

15、ear along the mainsha</p><p>　　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 m

16、esh 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 main

17、shaft gears are always turning, even when the transmission is in neutral.</p><p>　　Alongside each gear on the mainshaft is a dog clutch, with a hub that's positively splined to the shaft and an outer rin

18、g that can slide over against each gear. Both the mainshaft gear and the ring of the dog clutch have a row of teeth. Moving the shift linkage moves the dog clutch against the adjacent mainshaft gear, causing the teeth to

19、 interlock and solidly lock the gear to the mainshaft.</p><p>　　To prevent gears from grinding or clashing during engagement, a constant-mesh, fully "synchronized" manual transmission is equipped w

20、ith 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 driv

21、e 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 pro</p><p>　　That's the basics on the inner workings of a m

22、anual transmission. As for advances, they have been extensive over the years, mainly in the area of additional gears. Back in the '60s, four-speeds were common in American and European performance cars. Most of these

23、 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.</p><p>　　Overdrive is an arrangemen

24、t 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 fi

25、fth-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 a

26、re becoming more and more common. </p><p>　　Many cars are available today with six-speeds, including the Mazda Miata, Porsche Boxster S and 911, Dodge Viper, Mercedes-Benz SLK350, Honda S2000, BMW 3-Series a

27、nd 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 Miata for spirite

28、d backroad performance driving. While the bigger cars mentioned above such as the Viper and Vette often have two over</p><p>　　Clearly a slick-shifting manual transmission is one of the main components in a

29、fun-to-drive car, along with a powerful engine, confidence-inspiring suspension and competent brakes. For more information on a manual transmission's primary partner component, check out our basic primer on clutches

30、and clutch operation.</p><p><b>　　附錄B 文獻(xiàn)翻譯</b></p><p><b>　　手動(dòng)變速器基礎(chǔ)</b></p><p>　　汽車(chē)手動(dòng)變速器相比于自動(dòng)變速器的駕駛裝備來(lái)說(shuō)，在駕駛方面擁有更多的樂(lè)趣，這已不再是什么秘密了。如果你有興趣超速駕駛，那么，你會(huì)贊賞對(duì)手動(dòng)變速器汽車(chē)的超速進(jìn)

31、行罰款。但是，手動(dòng)擋變速器汽車(chē)是如何工作的？我們將原始的自動(dòng)檔變速器（或slushboxex,因?yàn)榉磳?duì)者這樣稱呼他們）提供給您審閱，我們認(rèn)為將一個(gè)概述手冊(cè)提供給合作伙伴是一個(gè)好主意。</p><p>　　簡(jiǎn)明的歷史教訓(xùn)表明，自從有了手動(dòng)變速器，幾十年間，事實(shí)上，直至1938年通用汽車(chē)才開(kāi)發(fā)了自動(dòng)變速器。所有汽車(chē)才有了改變車(chē)型的想法。現(xiàn)在多種類(lèi)型的汽車(chē)上配備了自動(dòng)變速器，雖然這是合乎邏輯的，例如，全尺寸轎車(chē)，越野車(chē)

32、或皮卡。但事實(shí)上，相對(duì)于落后的運(yùn)動(dòng)轎車(chē)，沒(méi)有比這更刺激的駕駛樂(lè)趣了。運(yùn)動(dòng)跑車(chē)或兩個(gè)座位的跑車(chē)配備了精確地五檔或六檔變速器，這是為什么使得汽車(chē)如克爾維特，野馬Miata或任何寶馬轎車(chē)或跑車(chē)強(qiáng)調(diào)駕駛樂(lè)趣的汽車(chē)上市的原因了。</p><p>　　我們知道一些類(lèi)型的汽車(chē)手冊(cè)，現(xiàn)在讓我們看看他們?nèi)绾喂ぷ?。從六十年代最基本的四檔手動(dòng)變速器汽車(chē)到今天的高科技六檔手動(dòng)變速器汽車(chē)，這些手動(dòng)檔變速器的原理是一樣的。駕駛者換擋是從一個(gè)

33、齒輪到另一個(gè)齒輪，正常情況下，手動(dòng)變速器螺栓連接離合器殼，而離合器殼的另一面通過(guò)螺栓與發(fā)動(dòng)機(jī)后部相連。如果車(chē)輛是前輪驅(qū)動(dòng)的汽車(chē)，變速器仍然以同樣的方式連接發(fā)動(dòng)機(jī)，通常稱之為橋。這是因?yàn)樽兯倨?，差速器和?qū)動(dòng)橋是一個(gè)完整的單元。前輪驅(qū)動(dòng)的汽車(chē)變速器用于驅(qū)動(dòng)前軸上的前輪。在下面的文章里，變速器和驅(qū)動(dòng)橋都將提到并使用它。</p><p>　　所有變速器的功能都是傳遞發(fā)動(dòng)機(jī)的動(dòng)力給后驅(qū)動(dòng)輪（或前驅(qū)動(dòng)輪）。變速器內(nèi)部的齒輪傳

34、動(dòng)改變車(chē)輛的速度和扭矩，它與發(fā)動(dòng)機(jī)的轉(zhuǎn)速和扭矩有關(guān)。低（數(shù)值高）傳動(dòng)比用于多種扭矩，它能夠幫助發(fā)動(dòng)機(jī)獲得足夠的動(dòng)力，用以加速或停車(chē)。</p><p>　　起初，功率和扭矩從發(fā)動(dòng)機(jī)的前端傳遞和旋轉(zhuǎn)至主傳動(dòng)齒輪（或輸入軸）。其中，嚙合的從動(dòng)齒輪或中間軸齒輪----一系列齒輪鍛造成一個(gè)類(lèi)似于一組齒輪。在任何時(shí)候，從動(dòng)齒輪都處于旋轉(zhuǎn)狀態(tài)，離合器在一個(gè)運(yùn)行的引擎作用下運(yùn)行，無(wú)論是在齒輪傳動(dòng)或是處于空擋。</p>

35、<p>　　有兩種基本類(lèi)型的手動(dòng)檔變速器。滑動(dòng)齒輪式和常嚙合齒輪式。和基本的一樣----現(xiàn)在已經(jīng)過(guò)時(shí)----滑動(dòng)齒輪類(lèi)型，當(dāng)檔位處于空擋時(shí)，沒(méi)有什么使傳動(dòng)箱內(nèi)除了主傳動(dòng)齒輪及齒輪組轉(zhuǎn)動(dòng)。為了使嚙合的齒輪適用于發(fā)動(dòng)機(jī)的功率以驅(qū)動(dòng)車(chē)輛，駕駛者踩踏離合器踏板和移動(dòng)變速器操縱桿，這使得換擋拉線和撥叉促使齒輪沿主軸方向滑動(dòng)，這就是直接換擋。一旦齒輪嚙合，離合器踏板釋放，發(fā)動(dòng)機(jī)功率傳遞到驅(qū)動(dòng)車(chē)輪。可能有幾個(gè)在不同軸頸上的齒輪和齒，變速

36、器的換擋杠桿機(jī)構(gòu)是被設(shè)計(jì)用來(lái)方便駕駛員換擋的機(jī)構(gòu)。這些過(guò)時(shí)的變速器，齒輪的碰撞是一個(gè)問(wèn)題，因?yàn)辇X輪都以不同的速度旋轉(zhuǎn)。</p><p>　　所有的現(xiàn)代變速器都是常嚙合齒輪式，它仍然使用了類(lèi)似的布置，齒輪滑動(dòng)齒輪類(lèi)型。然而，所有的主動(dòng)齒輪與從動(dòng)齒輪嚙合，這是因?yàn)辇X輪的主軸不以花鍵軸的形式存在，但他可以自由旋轉(zhuǎn)。當(dāng)常嚙合變速器，主要的傳動(dòng)齒輪，齒輪組和所有的主軸齒輪總是旋轉(zhuǎn)的，這就是變速器的空檔。</p>

37、<p>　　除了主軸上的齒輪都有爪形離合器，兩個(gè)主軸齒輪和爪形離合器都各設(shè)有一排齒，移動(dòng)轉(zhuǎn)向杠桿機(jī)構(gòu)，爪形離合器的運(yùn)動(dòng)對(duì)臨近主軸齒輪，造成自鎖和互鎖。</p><p>　　為了防止在工作時(shí)齒輪磨損或發(fā)生碰撞，常嚙合，完全“同步”手動(dòng)變速器裝有同步器。同步器通常包括一個(gè)內(nèi)花鍵轂，接合套，滑塊，鎖環(huán)（或彈簧）和卡環(huán)，該花鍵轂兩端分與兩個(gè)齒輪之間各裝有鎖環(huán)。</p><p>　　這

38、是手動(dòng)變速器內(nèi)部工作的基本情況。至于使得變速器工作的更加合理，他們已經(jīng)進(jìn)行了多年的研究，，主要是在該領(lǐng)域的其他裝備上。早在六十年代，四檔變速器在美國(guó)和歐洲的汽車(chē)上已經(jīng)得到了普遍的應(yīng)用。大多數(shù)汽車(chē)選擇了傳動(dòng)比為1:1的變速器，而沒(méi)有設(shè)置超速檔。今天，幾乎所有的轎車(chē)都配備了超速5檔變速器。</p><p>　　超速行駛使齒輪傳動(dòng)的一種布置形式，它提供了更多更新的傳動(dòng)方式。例如，車(chē)輛保持在同一速度下行駛，變速器四檔傳動(dòng)

39、比為1:1比五檔傳動(dòng)比為0.70:1的變速器，發(fā)動(dòng)機(jī)轉(zhuǎn)速降低百分之三十。因此，燃油效率將使發(fā)動(dòng)機(jī)的磨損明顯減少。今天，六檔變速器也越來(lái)越常見(jiàn)。第一款在美國(guó)銷(xiāo)售的六檔變速器是’89克爾維特。它是雪弗蘭和非德列斯哈芬齒輪廠，以及ZF建造在德國(guó)的公司聯(lián)合設(shè)計(jì)的。如今，克爾維特使用Tremrc T56型的六檔變速器，并把它安裝在汽車(chē)的后部。</p><p>　　許多汽車(chē)推出了六檔手動(dòng)變速器，其中包括：馬自達(dá)Miata，保

40、時(shí)捷Boxster S和911，道奇Viper,奔馳SLK350，本田S200，寶馬3系列和其他的許多汽車(chē)。這些變速器中有一些提供百分之五十（0.50:1）的六檔超速檔變速器，如毒蛇和克爾維特，而另一些則提供齒輪間距緊密的變速器，像S2000和Miata等，他們的駕駛性能一樣優(yōu)越。上文提到的大排量汽車(chē)，如毒蛇和克爾維特往往有兩個(gè)超速檔（五檔和六檔），小排量汽車(chē)，如切利卡和S2000往往有一個(gè)超速檔（六檔），而五檔傳動(dòng)比是1:1。<