Question

急用，请高手翻译一下，不要在线翻译的，谢了。

1.3 Continuously Variable Transmission Operation
Continuously variable transmissions are one of the emerging transmission technologies of the last twenty years. This type of transmission allows power transmission over a given range of operation with infinitely variable gear ratios between a high and low extreme. These transmissions are constructed using two variable diameter pulleys with a belt connecting the two. As one pulley increases in size, the other decreases. This is accomplished by locating on one shaft a stationary sheave and a movable sheave. For automotive applications, a hydraulic actuator controls movement of the sheave. However, centrifugal systems along with high power electronic solenoids may be used. A second shaft in the CVT contains the other stationary sheave and movable sheave also controlled hydraulically. A flexible metal belt is fitted around these two pulleys and the movable sheaves are located on opposite sides of the belt.
There are two variations of this type of transmission: push belt and pull belt. Pull belt CVTs were the first type to be manufactured due to simplicity. A clutch is attached between the first pulley and the engine while the output of the second pulley was connected to a differential and thus the wheels. A hydraulic pump is used to control the diameter of the two different pulleys. As power is applied the first pulley creates a torque that is transmitted through the belt (under tension) to the second pulley. Control of the transmission ratio is usually a direct relationship dependent upon throttle position. Push belt CVTs, similar in design to the Van Doorne, are much the same as pull belt CVTs, except that power is transmitted through the belt while under compression. This provides a higher overall efficiency due to the belt being pushed out of the second pulley and lowering frictional losses. Current work with these transmissions is being focused on creating larger units capable of handling more torque.
Efficiency of the CVT is directly related to how much tension is in the belt between the two pulleys. CVT torque handling capacity increases as tension in the belt increases. However, this increased tension lowers power transmission efficiency. The belt must slide across the faces of each pulley as it enters and exits upon each half rotation. This sliding of the belt creates frictional losses within the system. In addition, there may be significant parasitic losses associated with raising the hydraulic pressure required to move or maintain the position of the sheaves in each pulley.

Answer 1

变速运行
连续可变变速箱是一种新兴的传播技术，在过去的二十年。这种传送方式使输电某一业务范围与无限可变传动比之间的高，低极端。这些传输采用两个可变直径滑轮用皮带连接两个。作为一个滑轮增加规模，其他跌幅。这是通过定位在一个轴固定轮和一个可移动的滑轮。就汽车应用而言，液压作动器控制运动轮。然而，离心系统以及高功率电子电磁铁可使用。第二个轴的无级变速器包含其他固定滑轮和动产轮也控制的液压。一个灵活的金属带围绕这些装有两个滑轮和动滑轮，位于两侧的安全带。
有两个变化，这种类型的传输：推带拉带。拉带CVTs了第一类是由于制造简单。离合器附之间的第一轮和发动机，而输出的第二轮是连接到一个差别，从而使车轮。液压泵是用来控制直径的两种不同的滑轮。电源适用于第一轮创造了扭矩是通过皮带（张力）第二轮。控制的传动比通常有直接的关系取决于节气门位置。推带CVTs ，类似的设计，范Doorne ，大致相同的拉带CVTs ，但权力是通过带而根据压缩。这提供了一个更高的总体效率由于腰带被挤出第二轮和降低摩擦损失。目前的工作与这些传输正集中在创造较大单位能够处理更大的扭矩。
效率的无级变速器，直接关系到多少紧张是在两国之间的带滑轮。无级变速器扭矩增大吞吐能力紧张的带增加。然而，这加剧了紧张局势降低输电效率。带必须幻灯片在脸上每个滑轮在进入和退出后，每半年轮换。这滑动带产生摩擦损失的制度。此外，还有可能有很大的寄生损失与提高水压需要采取或维持的立场，在每个滑轮滑轮。