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湖 南 科 技 大 學
畢 業(yè) 設 計 開 題 報 告
學 院： 機電工程
專 業(yè)： 機械設計制造及自動化
學 號： 1103050205
姓 名： 肖鵬
指導老師： 陳立鋒
日 期： 2014年 1 月 8日
湖南科技大學2015屆畢業(yè)設計（論文）開題報告
題 目
帕薩特B5五檔變速器結構設計
作者姓名
肖鵬
學號
1103050205
所學專業(yè)
機械設計制造及其自動化
1、 研究的意義，同類研究工作國內外現(xiàn)狀、存在問題（列出主要參考文獻）
意義：汽車傳動系是汽車的核心組成部分。其任務是調節(jié)變換發(fā)動機的性能，將動力有效而經濟地傳至驅動車輪，以滿足汽車的使用要求。變速器是完成傳動系任務的重要部件，也是決定整車性能的主要部件之一。變速器的設計水平對汽車的動力性、燃料經濟性、換擋操縱的可靠性與輕便性、傳動平穩(wěn)性與效率等都有直接的影響。
現(xiàn)狀和問題：汽車機械式變速器經過多年的研究和發(fā)展，已經積累了相當?shù)脑O計和生產經驗，形成不少定型的產品。現(xiàn)代商用車大都采用三軸式機械變速器，乘用車大都選用二軸式機械變速器。在變速器上廣泛采用斜齒輪常嚙合齒輪傳動，用同步器換擋。
變速器是汽車傳動的最主要的部件之一，缺點是齒輪壽命低，磨損大，有噪音，有些車上的變速器比較笨重，體積較大。
2、 研究目標、內容和擬解決的關鍵問題（根據(jù)任務要求進一步具體化）
目標： （1）解決齒輪壽命低問題
（2）解決齒輪磨損嚴重問題
（3）如何降低噪音
（4）如何改變設計及材料的選擇，使得體積較小重量較輕。
內容： （1）變速箱主要零件參數(shù)設計
（2）變速箱結構強度分析
(3)三維建模以及CAD圖紙設計，A0圖紙三張
關鍵問題：變速箱兩軸的設計，齒輪的設計及其強度的保證，同步器的設計。
3、 特色與創(chuàng)新之處
（1）.結構緊湊
（2）.體積小
（3）.工藝簡化
（4）.成本相對較低
（5）.重量輕
4、 擬采取的研究方法、步驟、技術路線
（1） 根據(jù)自己所選擇的類型進行參數(shù)選擇和設計
（2） 根據(jù)參數(shù)進行計算校核，分析，比較，最后定型
（3） 根據(jù)自己選好的參數(shù)進行三維建模，裝配干涉檢查。
5、 擬使用的主要設計、分析軟件及儀器設備
結構設計，Proe應用軟件建模，CAD應用軟件繪圖
6、參考文獻
1. 肖生發(fā)，趙樹朋，汽車構造[M]（第二版）,北京：北京大學出版社,2012.7
2.胡忠舉 陸名彰 ，《機械制造技術基礎》[M]（第二版），中南大學出版社,2011.8
3. 王望予, 《汽車設計》[M] (第四版)、北京、機械工業(yè)出版社、2004.8
4.濮良貴，紀名剛，《機械設計》[M]（第八版），高等教育出版社，2005.12
5.潘存云，《機械原理》[M]（第二版），中南大學出版社，2011.11
注：
1、開題報告是本科生畢業(yè)設計（論文）的一個重要組成部分。學生應根據(jù)畢業(yè)設計（論文）任務書的要求和文獻調研結果，在開始撰寫論文之前寫出開題報告。
2、參考文獻按下列格式（A為期刊，B為專著）
A：[序號]、作者（外文姓前名后，名縮寫，不加縮寫點，3人以上作者只寫前3人，后用“等”代替。）、題名、期刊名（外文可縮寫，不加縮寫點）年份、卷號（期號）：起止頁碼。
B：[序號]、作者、書名、版次、（初版不寫）、出版地、出版單位、出版時間、頁碼。
3、表中各項可加附頁。
3
湖 南 科 技 大 學
英文文獻翻譯
學 生 姓 名： 肖鵬
學 院： 機電工程學院
專業(yè)及班級： 機械設計制造及其自動化三班
學 號： 1103050205
指 導 教 師： 陳立峰
2015 年 4 月 30 日
汽車變速器設計
我們知道，汽車發(fā)動機在一定的轉速下能夠達到最好的狀態(tài)，此時發(fā)出的功率比較大，燃油經濟性也比較好。因此，我們希望發(fā)動機總是在最好的狀態(tài)下工作。但是，汽車在使用的時候需要有不同的速度，這樣就產生了矛盾。這個矛盾要通過變速器來解決。
汽車變速器的作用用一句話概括，就叫做變速變扭，即增速減扭或減速增扭。為什么減速可以增扭，而增速又要減扭呢？設發(fā)動機輸出的功率不變，功率可以表示為 N = wT，其中w是轉動的角速度，T是扭距。當N固定的時候，w與T是成反比的。所以增速必減扭，減速必增扭。汽車變速器齒輪傳動就根據(jù)變速變扭的原理，分成各個檔位對應不同的傳動比，以適應不同的運行狀況。
一般的手動變速器內設置輸入軸、中間軸和輸出軸，又稱三軸式，另外還有倒檔軸。三軸式是變速器的主體結構，輸入軸的轉速也就是發(fā)動機的轉速，輸出軸轉速則是中間軸與輸出軸之間不同齒輪嚙合所產生的轉速。不同的齒輪嚙合就有不同的傳動比，也就有了不同的轉速。例如鄭州日產ZN6481W2G型SUV車手動變速器，它的傳動比分別是：1檔3.704:１；2檔2.202:1；3檔1.414:1；4檔1:1；5檔（超速檔）0.802:1。
當汽車啟動司機選擇1檔時，撥叉將1/2檔同步器向后接合1檔齒輪并將它鎖定輸出軸上，動力經輸入軸、中間軸和輸出軸上的1檔齒輪，1檔齒輪帶動輸出軸，輸出軸將動力傳遞到傳動軸上（紅色箭頭）。典型1檔變速齒輪傳動比是3:1,也就是說輸入軸轉3圈，輸出軸轉1圈。
?當汽車增速司機選擇2檔時，撥叉將1/2檔同步器與1檔分離后接合2檔齒輪并鎖定輸出軸上，動力傳遞路線相似，所不同的是輸出軸上的1檔齒輪換成2檔齒輪帶動輸出軸。典型2檔變速齒輪傳動比是2.2:1，輸入軸轉2.2圈，輸出軸轉1圈，比1檔轉速增加，扭矩降低。
當汽車加油增速司機選擇3檔時，撥叉使1/2檔同步器回到空檔位置，又使3/4檔同步器移動直至將3檔齒輪鎖定在輸出軸上，使動力可以從軸入軸—中間軸—輸出軸上的3檔變速齒輪，通過3檔變速齒輪帶動輸出軸。典型3檔傳動比是1.7:1，輸入軸轉1.7圈，輸出軸轉1圈，是進一步的增速。
當汽車加油增速司機選擇4檔時，撥叉將3/4檔同步器脫離3檔齒輪直接與輸入軸主動齒輪接合，動力直接從輸入軸傳遞到輸出軸，此時傳動比1:1，即輸出軸與輸入軸轉速一樣。由于動力不經中間軸，又稱直接檔，該檔傳動比的傳動效率最高。汽車多數(shù)運行時間都用直接檔以達到最好的燃油經濟性。
換檔時要先進入空檔，變速器處于空檔時變速齒輪沒有鎖定在輸出軸上，它們不能帶動輸出軸轉動，沒有動力輸出。
一般汽車手動變速器傳動比主要分上述1－4檔，通常設計者首先確定最低（1檔）與最高（4檔）傳動比后，中間各檔傳動比一般按等比級數(shù)分配。另外，還有倒檔和超速檔，超速檔又稱為5檔。
當汽車要加速超過同向汽車時司機選擇5檔，典型5檔傳動比是0.87:1，也就是用大齒輪帶動小齒輪，當主動齒輪轉0.87圈時，被動齒輪已經轉完1圈了。
倒檔時輸出軸要向相反方向旋轉。如果一對齒輪嚙合時大家反向旋轉，中間加上一個齒輪就會變成同向旋轉。利用這個原理，倒檔就要添加一個齒輪做“媒介”，將軸的轉動方向調轉，因此就有了一根倒檔軸。倒檔軸獨立裝在變速器殼內，與中間軸平行，當軸上齒輪分別與中間軸齒輪和輸出軸齒輪嚙合時，輸出軸轉向會相反。
?通常倒檔用的同步器也控制5檔的接合，所以5檔與倒檔位置是在同一側的。由于有中間齒輪，一般變速器倒檔傳動比大于1檔傳動比，增扭大，有些汽車遇到陡坡用前進檔上不去就用倒檔開上去。
從駕駛平順性考慮，變速器檔位越多越好，檔位多相鄰檔間的傳動比的比值變化小，換檔容易而且平順。但檔位多的缺點就是變速器構造復雜，體積大，現(xiàn)在輕型汽車變速器一般是4－5檔。同時，變速器傳動比都不是整數(shù)，而是都帶小數(shù)點的，這是因為嚙合齒輪的齒數(shù)不是整倍數(shù)所致，兩齒輪齒數(shù)是整倍數(shù)就會導致兩齒輪嚙合面磨損不均勻，使得輪齒表面質量產生較大的差異。
手動變速器與同步器
手動變速器是最常見的變速器，簡稱MT。它的基本構造用一句話概括，就是兩軸一中軸，即指輸入軸、軸出軸和中間軸，它們構成了變速器的主體，當然還有一根倒檔軸。手動變速器又稱手動齒輪式變速器，含有可以在軸向滑動的齒輪，通過不同齒輪的嚙合達到變速變扭目的。典型的手動變速器結構及原理如下。
輸入軸也稱第一軸，它的前端花鍵直接與離合器從動盤的花鍵套配合，從而傳遞由發(fā)動機過來的扭矩。第一軸上的齒輪與中間軸齒輪常嚙合，只要軸入軸一轉，中間軸及其上的齒輪也隨之轉動。中間軸也稱副軸，軸上固連多個大小不等的齒輪。輸出軸又稱第二軸，軸上套有各前進檔齒輪，可隨時在操縱裝置的作用下與中間軸的對應齒輪嚙合，從而改變本身的轉速及扭矩。輸出軸的尾端有花鍵與傳動軸相聯(lián)，通過傳動軸將扭矩傳送到驅動橋減速器。
由此可知，變速器前進檔位的驅動路徑是：輸入軸常嚙齒輪－中間軸常嚙齒輪－中間軸對應齒輪－第二軸對應齒輪。倒車軸上的齒輪也可以由操縱裝置撥動，在軸上移動，與中間軸齒輪和輸出軸齒輪嚙合,以相反的旋轉方向輸出。
多數(shù)汽車都有5個前進檔和一個倒檔，每個檔位有一定的傳動比，多數(shù)檔位傳動比大于1，第4檔傳動比為1，稱為直接檔，而傳動比小于1的第5檔稱為加速檔?？諜n時輸出軸的齒輪處于非嚙合位置，無法接受動力傳輸。
由于變速器輸入軸與輸出軸以各自的速度旋轉，變換檔位時合存在一個"同步"問題。兩個旋轉速度不一樣齒輪強行嚙合必然會發(fā)生沖擊碰撞，損壞齒輪。因此，舊式變速器的換檔要采用"兩腳離合"的方式，升檔在空檔位置停留片刻，減檔要在空檔位置加油門，以減少齒輪的轉速差。但這個操作比較復雜，難以掌握精確。因此設計師創(chuàng)造出"同步器"，通過同步器使將要嚙合的齒輪達到一致的轉速而順利嚙合。
目前全同步式變速器上采用的是慣性同步器，它主要由接合套、同步鎖環(huán)等組成，它的特點是依靠摩擦作用實現(xiàn)同步。接合套、同步鎖環(huán)和待接合齒輪的齒圈上均有倒角（鎖止角），同步鎖環(huán)的內錐面與待接合齒輪齒圈外錐面接觸產生摩擦。鎖止角與錐面在設計時已作了適當選擇，錐面摩擦使得待嚙合的齒套與齒圈迅速同步，同時又會產生一種鎖止作用，防止齒輪在同步前進行嚙合。當同步鎖環(huán)內錐面與待接合齒輪齒圈外錐面接觸后，在摩擦力矩的作用下齒輪轉速迅速降低（或升高）到與同步鎖環(huán)轉速相等，兩者同步旋轉，齒輪相對于同步鎖環(huán)的轉速為零，因而慣性力矩也同時消失，這時在作用力的推動下，接合套不受阻礙地與同步鎖環(huán)齒圈接合，并進一步與待接合齒輪的齒圈接合而完成換檔過程
自動變速器
自動變速器的選擋桿相當于手動變速器的變速桿，一般有以下幾個擋位：P(停車)、R(倒擋)、N(空擋)、D(前進)、S(or2，即為2速擋)、L(or1，即為1速擋)。這幾個擋位的正確使用對于駕駛自動變速器汽車的人來說尤其重要，下面就讓我們一起來熟悉一下自動變速器各擋位的使用要領。
●P(停車擋)的使用
發(fā)動機運轉時只要選擋桿在行駛位置上，自動變速器汽車就很容易地行走。而停放時，選擋桿必須扳入P位，從而通過變速器內部的停車制動裝置將輸出軸鎖住，并拉緊手制動，防止汽車移動。
●R(倒擋)的使用
R位為倒擋，使用中要切記，自動變速器汽車不像手動變速器汽車那樣能夠使用半聯(lián)動，故在倒車時要特別注意加速踏板的控制。
●N(空擋)的使用
N位相當于空擋，可在起動時或拖車時使用。在等待信號或堵車時常常將選擋桿保持在D位，同時踩下制動。若時間很短，這樣做是允許的，但若停止時間長時最好換入N位，并拉緊手制動。因為選擋桿在行駛位置上，自動變速器汽車一般都有微弱的行駛趨勢，長時間踩住制動等于強行制止這種趨勢，使得變速器油溫升高，油液容易變質。尤其在空調器工作、發(fā)動機怠速較高的情況下更為不利。有些駕駛員為了節(jié)油，在高速行駛或下坡時將選擋桿扳到N位滑行，這很容易燒壞變速器，因為這時變速器輸出軸轉速很高，而發(fā)動機卻在怠速運轉，油泵供油不足，潤滑狀況惡化，易燒壞變速器。
●D(前進擋)的使用
正常行駛時將選擋桿放在D位，汽車可在1～4擋(或3擋)之間自動換擋。D位是最常用的行駛位置。需要掌握的是：由于自動變速器是根據(jù)油門大小與車速高低來確定擋位的，所以加速踏板操作方法不同，換擋時的車速也不相同。如果起步時迅速將加速踏板踩下，升擋晚，加速能力強，到一定車速后，再將加速踏板很快松開，汽車就能立即升擋，這樣發(fā)動機噪聲小，舒適性好。
D位的另一個特點是強制低擋，便于高速時超車，在D位行駛中迅速將加速踏板踩到底，接通強制低擋開關就能自動減擋，汽車很快加速，超車之后松開加速踏板又可自動升擋。
●S、L位低擋的使用
自動變速器在S位或L位上處于低擋范圍，可以在坡道等情況下使用。下坡時換入S位或L位能充分利用發(fā)動機制動，避免車輪制動器過熱，導致制動效能下降。但是從D位換入S位或L位時，車速不能高于相應的升擋車速，否則發(fā)動機會強烈振動，使變速器油溫急劇上升，甚至會損壞變速器。
另外在雨霧天氣時，若路面附著條件差，可以換入S位或L位，固定在某一低擋行駛，不要使用能自動換擋的位置，以免汽車打滑。同時必須牢記，打滑時可將選擋桿推入N位，切斷發(fā)動機的動力，以保證行車安全。
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, and T Niuju. 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 Zhengzhourichan 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 to the input shaft and output shaft to a circle.
When the growth rate of car drivers choose two stalls, Plectrum will be 1 / 2-file synchronization and file a joint separation after 2 stall and lock the output shaft gear, power transmission line similar, the difference is that the output shaft gear of a stall 2 stall replaced by the output shaft gear driven. 2 stall Biansuchilun typical transmission ratio is 2.2:1, 2.2 laps to the input shaft and output shaft to a circle than a stall speed increase, lower torque.
When refueling vehicle drivers growth stalls option 3, Plectrum to 1 / 2 back to the free file-synchronization position, and also allows the 3 / 4 file synchronization Mobile stall until 3 in the output shaft gear lock, power can be into the shaft axis - intermediate shaft - the output shaft of the three stalls Biansuchilun, led through three stalls Biansuchilun output shaft. 3 stalls typical transmission ratio is 1.7:1, 1.7 laps to the input shaft and output shaft to a circle is further growth.
When car drivers Option 4 refueling growth stalls, Plectrum will be 3 / 4 from the 3-file synchronization stall gear directly with the input shaft gear joint initiative, and power transmission directly from the input shaft to the output shaft, the transmission ratio at 1:1, that the input shaft and output shaft speed the same. The driving force without intermediate shaft, also known as direct file, the file transmission than the maximum transmission efficiency. Most cars run-time files are used directly to achieve the best fuel economy.
Shift into the first interval when, in a free transmission when Biansuchilun output shaft is not locked in, they can not rotate the output shaft driven, not power output.
General automotive manual transmission than the main 1-4 stalls, usually the first designers to determine the minimum (one stall) and maximum (4 files) transmission ratio, the middle stall drive by geometric progression than the general distribution. In addition, there are stalls Daodang and speeding, speeding file is also known as the five stalls.
When the car to accelerate to more than car drivers with the choice of five stalls, and a typical five-transmission ratio is 0.87:1, which is driven by a pinion gear, the gear when the initiative to 0.87 zone, passive gear have been transferred to a circle of the End.
DaoDang, the opposite direction to the output shaft rotation. If one pair of meshing gears when we reverse rotation, with a middle gear, it will become the same to the rotation. Use of this principle, we should add a gear Daodang the "media" will be rotational direction reversed, it will have a Daodang axis. Daodang installed in the transmission shaft independent crust, and the intermediate shaft parallel axis gear with the intermediate shaft and output shaft gear meshing gears, will be contrary to the output shaft.
Daodang usually used for the synchronization control also joins five stalls, stalls and Daodang 5 position in the same side. As a middle gear, the general transmission Daodang transmission ratio greater than 1 file transmission ratio, by twisting, steep slope with some vehicles encountered on the progress stalls falters with a Daodang boost.
Ride from the driver of the considerations, better transmission stall, stall adjacent stall more than the transmission changes the ratio of small, and easy to shift smoothly. However, the shortcomings of the stalls is more transmission structure is complicated, bulky, light vehicle transmission is generally 4-5 stalls. At the same time, transmission ratio is not integral, but with all of the decimal point, it is because of the gear teeth meshing is not caused by the whole multiples of two gear teeth can lead to the whole multiples of two meshing gears of uneven wear, making the tooth surface quality have a greater difference.
Manual transmission and synchronizer
Manual transmission is the most common transmission, or MT. Its basic structure sum up in one sentence, is a two-axle shaft, where input shaft, the shaft axis and intermediate shaft, which constitute the main body of the transmission and, of course, a Daodang axis. Manual transmission known as manual gear transmission, which can be in the axial sliding gears, the gears meshing different variable speed reached twisting purpose. Typical manual transmission structure and principles are as follows.
Input shaft also said that the first axis, and its front-end Spline driven directly with the clutch disc sets with the Spline, by the transfer of torque from the engine. The first axis of the intermediate shaft and gears meshing gears often, as long as the shaft axis to a turn, the intermediate shaft and gear also will be rotating. Vice also said intermediate shaft axis, the axis-even more than the size gear. Also known as the second output shaft axis, the axis of various sets of gear stall progress can be manipulated at any time in the role of the device and the corresponding intermediate shaft gear meshing, thus changing its speed and torque. With the end of the output shaft spline associated with the drive shaft through the drive shaft torque transmitted to the drive axle reducer.
Thus, progress stalls drive transmission path is: input shaft gear often rodents - often rodents intermediate shaft gear - corresponding intermediate shaft gear - the second axis corresponding gear. Reversing the gear shaft can be manipulated by the device pick in the axis movement, and the intermediate shaft and output shaft gear meshing gears, to the contrary to the direction of rotation output.
Most cars have five stalls and a Daodang forward, a certain degree of each stall transmission ratio, the majority of stalls transmission ratio greater than 1, 4 file transmission ratio of 1, known as direct stalls, and transmission ratio is less than 1 No. 5 stall called accelerated stall. Free at the output shaft gear in a position of non-engagement, unacceptable power transmission.
The transmission input shaft and output shaft rotational speed to their own, transform a stall when there is a "synchronous". Two different rotational speed gear meshing force will impact the collision occurred, damage gear. Therefore, the old transmission shift to a "feet-off" approach, or stall on the location of the free stay for a while by stalls in the free position refueling doors, in order to reduce the speed differential gear. However, this operation is relatively more complicated and difficult to grasp accurate. So designers create a "synchronized," and allows synchronization through the meshing of gears to be consistent speed and smooth meshing.
At present Synchronous Transmission is based on the synchronization of inertia, mainly from joint sets, synchronous lock ring, and so on, it is characterized by friction on the role of synchronization. Splice sets Genlock engagement ring gear and the ring gear when it had Chamfer (Lock angle), Genlock within the cone ring gear engagement with the question of cone ring gear contact friction. Lock and cone angle has been made in the design of an appropriate choice to be made friction cone of the teeth meshing with the ring gear quickly sets pace at the same time will have a Lock role and to prevent the gears meshing in sync before. When synchronization lock cone ring gear engagement with the question of cone ring gear after contact in the effects of friction torque gear speed quickly lower (or higher) with the same speed synchronous lock ring, the two synchronous rotation of the gear Genlock Central zero speed, thus moment of inertia also disappear, then in force under the impetus of engagement sets unhindered and synchronization lock ring gear engagement, and further engagement with the question of gear engagement and the completion Gear Shift Process.
The automatic gearbox
The automatic gearbox chooses to block the pole the equal to moving the stick shift of the gearbox, having generally below several blocks:P( parking), R( pour to block), N( get empty to block), D( go forward), S( or2, namely for 2 block soon), L.( or1, namely for 1 block soon)This several an usage for blocking a right usages coming driver the automatic gearbox is automotive of person to say particularly important, underneath let us very much familiar with once automatic gearbox eachly blockings main theme.
The usage of the P ( the parking blocks)
The launches the luck turns as long as choose to block the pole in driving the position, automatic gearbox car run about very easily.But park, choose to block the pole must pull into of P, from but pass the internal parking system in gearbox moves the device will output the stalk lock lives, combining to tense the hand system move, preventing the car ambulation.
The usage of the R( pour to block)
R a control for is pouring blocking, using inside wanting slicing recording, automatic gearbox car unlike moving gearbox car so can using half moving, so while reversing the car wanting special attention accelerating pedal.
The usage of the N( get empty to block)
The N is equal to get empty to block, can while starting or hour of trailer usage.At wait for the signal or block up the car will often often choose to block the pole keeps in the of D, trampling at the same time the next system move.If time is very short, do like this is an admission of, but if stop the time long time had better change into of N, combine to tense the hand system moves.Because choose to block the pole in driving the position, the automatic gearbox car has generally and all to drive the trend faintly, long hours trample the system move same as a deterrent this kind of trend, make gearbox oil gone up, the oil liquid changes in character easily.Particularly in the air condition machine work, launch the soon higher circumstance in machine bottom more disadvantageous.Some pilots for the sake of stanza oil, at made good time or go down slope will choose to block the pole pull the of N skids, this burn the bad gearbox very easily, launching the machine to revolves soon in the however because the gearbox outputs at this time the stalk turns soon very high,, the oil pump provides the oil shortage, lubricating the condition worsen, burn the bad gearbox easily.
The usage of the D( go forward to block)
Will choose to block when is normal to drive the pole put in the of D, car can at 1 ～ 4 block( or 3 block) its change to block automatically.The of D drives the position most in common usely.What demand control is:Because the automatic gearbox is soon high and low with car to come to make sure to block according to the accelerator size a, so accelerate the pedal operation method is different, changing to block the hour of the car is soon too not same alike.If start hour quick accelerate the pedal tramples the bottom, rising to block the night, accelerating the ability is strong, arriving certain car soon behind, then will accelerate the pedal loosen to open very quickly, car can rise to block immediately, launch like this the machine voice is small, comfortable good.
The another characteristics of the D is a compulsory low blocking, easy to high speed the hour overtakes a car, will accelerate quickly in of D drove the pedal trample after all, connect the compulsory low fend off the pass and then can reduce to block automatically, the car accelerates very quickly, after overtaking a car loosen to open the pedal of acceleration to can rise to block automatically again.
The usage of the S, of L low the usage that block
The automatic gearbox in in is placed in the low blocking the scope on of S or of Ls, can usage under an etc. circumstance.It change to can make use of to launch well into of S or of Ls the mechanism move, avoiding the car wheel system move the machine over hot, cause the system move the effect descent while going down slope.But change into from the of D of S or of L, car soon can't higher than rise to block the car homologously soon, otherwise strong vibration in opportunity to launch, make gearbox oil hoicked, even will damage the gearbox.
The is another at rain fog weather hour, if the road adheres to the term bad, can change into a position for or of L, fixing at somely first lowly blocking driving, doing not use can automatically changing blocking, in order to prevent the car beats slippery.Must keep firmly in mind at the same time, beat the slippery hour can will choose to block the pole pushes into a motive for, cutting off launching machine, toing guarantee a car the safety.