现在的自动变速箱一般都是液力变矩器式自动变速箱，也就是俗称的AT自动变速箱。它主要由两大部分构成：① 和发动机飞轮连接的液力变矩器，② 紧跟在液力变矩器后方的变速机构。液力变矩器一般是由泵轮、定叶轮、涡轮以及锁止离合器组成的。锁止离合器的作用是当车速超过一定速度时，采用锁止离合器将发动机与变速机构直接连接，这样可以减少燃油消耗。液力变矩器的作用是将发动机的动力输出传递到变速机构。它里面充满了传动油，当与动力输入轴相连接的泵轮转动时，它会通过传动油带动与输出轴相连的涡轮一起转动，从而将发动机动力传递出去。其原理就像一把插电的风扇能够带动一把不插电的风扇的叶片转动一样。

　　The current automatic transmissions are generally hydraulic torque converter automatic transmissions, commonly known as AT automatic transmissions. It mainly consists of two parts: ① a hydraulic torque converter connected to the engine flywheel, and ② a transmission mechanism closely following the hydraulic torque converter. A hydraulic torque converter is generally composed of a pump impeller, a fixed impeller, a turbine, and a lock up clutch. The function of the lock up clutch is to directly connect the engine and transmission mechanism when the vehicle speed exceeds a certain speed, which can reduce fuel consumption. The function of a hydraulic torque converter is to transmit the power output of the engine to the transmission mechanism. It is filled with transmission oil, and when the pump wheel connected to the power input shaft rotates, it drives the turbine connected to the output shaft to rotate together through the transmission oil, thereby transmitting engine power. The principle is like a plugged in fan can drive the blades of an unplugged fan to rotate.

　　AT自动变速箱每个档位都由一组离合片控制，从而实现变速功能。现在的AT自动变速箱采用电磁阀对离合片进行控制，使得系统更简单，可靠性更好。AT自动变速箱的传动齿轮和手动变速箱的传动齿轮并不相同。AT自动变速箱采用的是行星齿轮组实现扭矩的转换。AT自动变速箱的换挡控制方式如图所示。变速箱控制器通过电信号控制电磁阀的动作，从而改变变速箱油在阀体油道的走向。当作用在多片式离合片上的油压达到致动压力时，多片式离合片接合从而促使相应的行星齿轮组输出动力。行星齿轮组包括行星架、齿圈以及太阳轮。当上面提到的三个部件中的一个被固定后，动力便会在其他两个部件之间传递。

　　Each gear of the AT automatic transmission is controlled by a set of clutch plates to achieve the shifting function. The current AT automatic transmission uses solenoid valves to control the clutch plates, making the system simpler and more reliable. The transmission gears of AT automatic transmission and manual transmission are not the same. The AT automatic transmission uses a planetary gear set to convert torque. The shifting control mode of the AT automatic transmission is shown in the figure. The transmission controller controls the action of the solenoid valve through electrical signals, thereby changing the direction of the transmission oil in the valve body passage. When the oil pressure acting on the multi plate clutch plate reaches the actuation pressure, the multi plate clutch plate engages, thereby promoting the corresponding planetary gear set to output power. The planetary gear set includes a planetary carrier, a ring gear, and a sun gear. When one of the three components mentioned above is fixed, power will be transmitted between the other two components.

　　CVT无级变速箱的主要部件是两个滑轮和一条金属带，金属带套在两个滑轮上。滑轮由两块轮盘组成，这两片轮盘中间的凹槽形成一个V形，其中一边的轮盘由液压控制机构控制，可以视不同的发动机转速，进行分开与拉近的动作，V形凹槽也随之变宽或变窄，将金属带升高或降低，从而改变金属带与滑轮接触的直径，相当于齿轮变速中切换不同直径的齿轮。两个滑轮呈反向调节，即其中一个带轮凹槽逐渐变宽时，另一个带轮凹槽就会逐渐变窄，从而迅速加大传动比的变化。

　　The main components of a CVT continuously variable transmission are two pulleys and a metal belt, which is wrapped around the two pulleys. The pulley is composed of two discs, and the groove in the middle of these discs forms a V-shape. One disc on one side is controlled by a hydraulic control mechanism and can be separated or pulled closer according to different engine speeds. The V-shaped groove also widens or narrows accordingly, raising or lowering the metal belt and changing the diameter of the contact between the metal belt and the pulley, which is equivalent to switching gears of different diameters in gear shifting. The two pulleys are adjusted in reverse, that is, when one pulley groove gradually widens, the other pulley groove will gradually narrow, thereby rapidly increasing the change in transmission ratio.

　　当汽车慢速行驶时，可以令主动滑轮的凹槽宽度大于被动滑轮凹槽，主动滑轮的金属带圆周半径小于被动滑轮的金属带圆周半径，即小圆带大圆，因此能传递较大的转矩；当汽车逐渐转为高速时，主动滑轮的一边轮盘向内靠拢，凹槽宽度变小迫使金属带升起，直至最高顶端，而被动滑轮的一边轮盘刚好相反，向外移动拉大凹槽宽度迫使金属带降下，即主动滑轮金属带的圆周半径大于被动滑轮金属带的圆周半径，变成大圆带小圆，因此能保证汽车高速行驶时的速度要求。

　　When the car is driving at a slow speed, the groove width of the active pulley can be made larger than that of the passive pulley, and the circumference radius of the metal belt of the active pulley is smaller than that of the passive pulley, that is, a small circle with a large circle can transmit a larger torque; As the car gradually turns to high speed, one side of the wheel of the active pulley approaches inward, causing the groove width to decrease and forcing the metal belt to rise until it reaches the highest point. On the other hand, one side of the wheel of the passive pulley moves in the opposite direction, widening the groove width and forcing the metal belt to descend. That is, the circumference radius of the metal belt of the active pulley is greater than that of the metal belt of the passive pulley, becoming a large circle with a small circle, thus ensuring the speed requirements of the car when driving at high speed.

　　手动挡汽车在换挡时，离合器在分离和接合之间存在动力传递暂时中断的现象。这对于一般的民用车影响不大，但对于争分夺秒的赛车来说，会极大地影响成绩。双离合变速箱能够消除换挡时动力传递的中断现象，缩短换挡时间，同时换挡更加平顺。

　　When a manual transmission car shifts gears, there is a temporary interruption in power transmission between the clutch disengagement and engagement. This has little impact on ordinary civilian cars, but for racing cars that race against time, it will greatly affect performance. The dual clutch transmission can eliminate the interruption of power transmission during shifting, shorten shifting time, and make shifting smoother.

　　下图是一个大众6速DSG双离合变速箱的工作原理图。两个离合器与变速箱装配在同一机构内，其中一个离合器（1）负责挂1、3、5和倒挡；另一个离合器（2）负责挂2、4、6挡。当驾驶员挂上1挡起步时，换挡拨叉同时挂上1挡和2挡，但离合器1结合，离合器2分离，动力通过1挡的齿轮输出动力，2挡齿轮空转。当驾驶员换到2挡时，换挡拨叉同时挂上2挡和3挡，离合器1分离，离合器2结合，动力通过2挡齿轮输出，3挡齿轮空转。其余各挡位的切换方式均与此类似，这样就解决了换挡过程中动力传输中断的问题。

　　The following diagram shows the working principle of a Volkswagen 6-speed DSG dual clutch transmission. Two clutches are assembled in the same mechanism as the gearbox, with one clutch (1) responsible for shifting gears 1, 3, 5, and reverse; The other clutch (2) is responsible for shifting gears 2, 4, and 6. When the driver shifts into first gear to start, the shift fork simultaneously shifts into first and second gears, but clutch 1 is engaged and clutch 2 is disengaged. Power is output through the gear of first gear, while the gear of second gear idles. When the driver shifts to 2nd gear, the shift fork simultaneously engages 2nd and 3rd gears, clutch 1 disengages and clutch 2 engages, power is output through the 2nd gear, and the 3rd gear idles. The switching method of the other gears is similar to this, which solves the problem of power transmission interruption during the shifting process.

　　下图是一个大众7速DSG双离合变速箱的工作原理图，其工作原理与6速类似。离合器1负责控制1、3、5、7挡；离合器2负责控制2、4、6和倒档。

　　The following diagram shows the working principle of a Volkswagen 7-speed DSG dual clutch transmission, which works similarly to a 6-speed transmission. Clutch 1 is responsible for controlling gears 1, 3, 5, and 7; Clutch 2 is responsible for controlling gears 2, 4, 6, and reverse.

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