現在的自動變速箱一般都是液力變矩器式自動變速箱，也就是俗稱的AT自動變速箱。它主要由兩大部分構成：① 和發動機飛輪連接的液力變矩器，② 緊跟在液力變矩器后方的變速機構。液力變矩器一般是由泵輪、定葉輪、渦輪以及鎖止離合器組成的。鎖止離合器的作用是當車速超過一定速度時，采用鎖止離合器將發動機與變速機構直接連接，這樣可以減少燃油消耗。液力變矩器的作用是將發動機的動力輸出傳遞到變速機構。它里面充滿了傳動油，當與動力輸入軸相連接的泵輪轉動時，它會通過傳動油帶動與輸出軸相連的渦輪一起轉動，從而將發動機動力傳遞出去。其原理就像一把插電的風扇能夠帶動一把不插電的風扇的葉片轉動一樣。

　　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自動變速箱每個檔位都由一組離合片控制，從而實現變速功能。現在的AT自動變速箱采用電磁閥對離合片進行控制，使得系統更簡單，可靠性更好。AT自動變速箱的傳動齒輪和手動變速箱的傳動齒輪并不相同。AT自動變速箱采用的是行星齒輪組實現扭矩的轉換。AT自動變速箱的換擋控制方式如圖所示。變速箱控制器通過電信號控制電磁閥的動作，從而改變變速箱油在閥體油道的走向。當作用在多片式離合片上的油壓達到致動壓力時，多片式離合片接合從而促使相應的行星齒輪組輸出動力。行星齒輪組包括行星架、齒圈以及太陽輪。當上面提到的三個部件中的一個被固定后，動力便會在其他兩個部件之間傳遞。

　　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無級變速箱的主要部件是兩個滑輪和一條金屬帶，金屬帶套在兩個滑輪上。滑輪由兩塊輪盤組成，這兩片輪盤中間的凹槽形成一個V形，其中一邊的輪盤由液壓控制機構控制，可以視不同的發動機轉速，進行分開與拉近的動作，V形凹槽也隨之變寬或變窄，將金屬帶升高或降低，從而改變金屬帶與滑輪接觸的直徑，相當于齒輪變速中切換不同直徑的齒輪。兩個滑輪呈反向調節，即其中一個帶輪凹槽逐漸變寬時，另一個帶輪凹槽就會逐漸變窄，從而迅速加大傳動比的變化。

　　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.

　　當汽車慢速行駛時，可以令主動滑輪的凹槽寬度大于被動滑輪凹槽，主動滑輪的金屬帶圓周半徑小于被動滑輪的金屬帶圓周半徑，即小圓帶大圓，因此能傳遞較大的轉矩；當汽車逐漸轉為高速時，主動滑輪的一邊輪盤向內靠攏，凹槽寬度變小迫使金屬帶升起，直至最高頂端，而被動滑輪的一邊輪盤剛好相反，向外移動拉大凹槽寬度迫使金屬帶降下，即主動滑輪金屬帶的圓周半徑大于被動滑輪金屬帶的圓周半徑，變成大圓帶小圓，因此能保證汽車高速行駛時的速度要求。

　　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.

　　手動擋汽車在換擋時，離合器在分離和接合之間存在動力傳遞暫時中斷的現象。這對于一般的民用車影響不大，但對于爭分奪秒的賽車來說，會極大地影響成績。雙離合變速箱能夠消除換擋時動力傳遞的中斷現象，縮短換擋時間，同時換擋更加平順。

　　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.

　　下圖是一個大眾6速DSG雙離合變速箱的工作原理圖。兩個離合器與變速箱裝配在同一機構內，其中一個離合器（1）負責掛1、3、5和倒擋；另一個離合器（2）負責掛2、4、6擋。當駕駛員掛上1擋起步時，換擋撥叉同時掛上1擋和2擋，但離合器1結合，離合器2分離，動力通過1擋的齒輪輸出動力，2擋齒輪空轉。當駕駛員換到2擋時，換擋撥叉同時掛上2擋和3擋，離合器1分離，離合器2結合，動力通過2擋齒輪輸出，3擋齒輪空轉。其余各擋位的切換方式均與此類似，這樣就解決了換擋過程中動力傳輸中斷的問題。

　　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.

　　下圖是一個大眾7速DSG雙離合變速箱的工作原理圖，其工作原理與6速類似。離合器1負責控制1、3、5、7擋；離合器2負責控制2、4、6和倒檔。

　　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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