成績課程設計報告題目可調直流穩壓電源設計課程名稱模擬電子技術課程設計院部名稱專業電氣工程及其自動化班級學生姓名學號課程設計地點C208課程設計學時1周指導教師金陵科技學院教務處制目錄1、緒論·······································································31.1相關背景知識···························································31.2課程設計條件·····························································31.3課程設計目的····························································31.4課程設計的任務························································31.5課程設計的技術指標················································32、可調直流穩壓電源的基本原理·············································42.1原理框圖·······································································42.2總體設計思路····························································43、所用元器件·························································54、各組成部分的工作原理·····················································54.1電源變壓器··································································54.2整流電路····································································54.2.1整流電路圖·········································································54.2.2整流電路的工作原理···············································································64.3濾波電路·······································································74.3.1濾波電路圖·············································································74.3.2濾波電路的工作原理···············································································74.4穩壓電路···········································································84.4.1穩壓電路圖·········································································84.4.2穩壓電路的工作原理···············································································85、電路仿真結果····················································95.1可調直流穩壓電源產生整流電路的仿真結果······································95.2整流電路到濾波電路轉換電路的仿真結果········································105.3濾波電路到穩壓電路轉換電路的仿真結果········································116、參考文獻······················································117、設計結果分析與總結························································12緒論1.1相關背景知識學習電子技術,不僅要求理解基本原理和計算公式，而且還要注重培養學生對電路的分析、設計和應用開發能力。在電子電路中，通常需要直流電源供電，本文設計了可調直流穩壓電源，使用Multisim仿真軟件對電源設計過程進行仿真分析，在此基礎上進行電路改進設計，最后進行實驗測試。通過此課程將設計，實驗和仿真三相結合的模式，對了解電子技術基礎這門課有更深的了解。電子電路工作時都需要直流電源提供能量，電池因使用費用高，一般只用于低功耗便攜式的儀器設備中。在電子電路中，通常都需要電壓穩定的直流電源供電。小功率穩壓電源由電源變壓器、整流、濾波和穩壓電路等四部分組成。1.2課程設計條件1.對電路進行分析，確定最合適的參數。在達到課題要求的前提下保證最經濟、最方便、最優化的設計策略；2.運用仿真軟件Multisim對電路進行仿真。觀察效果并與課題要求的性能指標作對比。1.3課程設計目的1.了解集成穩壓器的特性和使用方法；2.掌握集成穩壓器主要性能指標的測試；3.學會使用Multisim軟件。1.4課程設計的任務1.設計一個直流穩壓電源，要求輸入220V交流電壓；2.具有輸出電壓可調功能，輸出電壓范圍3～18V；3.電路具有自身保護功能，具有一定的帶負載能力。4.輸出電流>500mA；5.所設計的電路具有一定的抗干擾能力。1.5課程設計的技術指標1.示波器的調試;2.輸入交流電壓：U=220V，f=50HZ；3.輸出電壓在3～18V范圍內，輸出波形圖；4.安裝調試與測量電路性能。二、直流穩壓電源的基本原理2.1原理框圖1.電源變壓器:將交流電網電壓v1變為合適的交流電壓v2。2.整流電路:將交流電壓v2變為脈動的直流電壓v3。3.濾波電路:將脈動直流電壓v3轉變為平滑的直流電壓v4。4.穩壓電路:清除電網波動及負載變化的影響,保持輸出電壓vo的穩定。整整流電路濾波電路穩壓電路v1v2v3v4vo2.2總體設計思路三、所用元器件元件型號/參數數量標識備注交流源220V/50Hz1Vs變壓器220V—19V1T1二極管1N54066D1、D2、D3、D4、D5、D6四個做電橋，其余兩個保護電路電解電容120uF1C4電容80mF1C1150uF1C2520uF1C3220nF1C5電阻24Ω1R2限流電阻，防止負載短路可變電阻4.7KΩ1Rw固定在50%三端穩壓器LM317A1U1開關1J1Key=B1J2Key=A四、各組成部分的工作原理4.1電源變壓器電源變壓器的功能是功率傳送、電壓變換和絕緣隔離，作為一種主要的軟磁電磁元件，在電源技術中和電力電子技術中得到廣泛的應用。電源變壓器是將交流電網220V的電壓通過電源變壓器將變為我們需要的電壓值，然后通過整流電路將交流電壓變成脈動的直流電壓。由于此脈動的直流電壓還含有較大的紋波，必須通過濾波電路加以濾波，從而得到平滑的直流電壓。但這樣的電壓還是會隨電網電壓波動、負載和溫度等的變化而變化。因而在整流、濾波電路之后，還須接穩壓電路，保證輸出的直流電壓穩定。工作原理：電源變壓器的基本原理是電磁感應原理，:當一次側繞組上加上電壓ú1時，流過電流í1，在鐵芯中就產生交變磁通?1，這些磁通稱為主磁通，在它作用下，兩側繞組分別感應電勢é1，é2，由于二次繞組與一次繞組匝數不同，感應電勢E1和E2大小也不同，當略去內阻抗壓降后，電壓ú1和ú2大小也就不同，從而達到降低電源電壓的目的。4.2整流電路4.2.1整流電路圖4.2.2整流電路的工作原理整流電路的任務：把交流電壓轉變為直流脈動的電壓。常見的小功率整流電路，有單相半波、全波、橋式和倍壓整流等。本課程設計選用的是單相橋式整流電路。單相橋式整流電路利用二極管的單向導電性的原理。電源變壓器到整流電路轉換電路的工作原理：橋式整流電路利用四個二極管，兩兩對接。輸入正弦波的正半部分是兩只管導通，得到正的輸出；輸入正弦波的負半部分時，另兩只管導通，由于這兩只管是反接的，所以輸出還是得到正弦波的正半部分。橋式整流器對輸入正弦波的利用效率比半波整流高一倍。橋式整流是交流電轉換成直流電的第一個步驟。在橋式整流電路中，每個二極管都只在半個周期內導電，所以流過每個二極管的平均電流等于輸出電流的平均值的一半，即電路中的每只二極管承受的最大反向電壓為(U2是變壓器副邊電壓有效值)。4.3濾波電路4.3.1濾波電路圖4.3.2濾波電路的工作原理所用元件：電容濾波原理：利用儲能元件電容兩端的電壓(或通過電感中的電流)不能突變的特性,濾掉整流電路輸出電壓中的交流成份，保留其直流成份，達到平滑輸出電壓波形的目的。在大電流的情況下，由于負載電阻RL很小。若采用電容濾波電路，則電容容量勢必很大，而且整流二極管的沖擊電流也非常大，在此情況下應采用電感濾波。由于電感線圈的電感量要足夠大，所以一般需要采用有鐵心的線圈。當流過電感的電流變化時，電感線圈中產生的感生電動勢將阻止電流的變化。當通過電感線圈的電流增大時，電感線圈產生的自感電動勢與電流方向相反，阻止電流的增加，同時將一部分電能轉化成磁場能存儲于電感之中；當通過電感線圈的電流減小時，自感電動勢與電流方向相同，阻止電流的減小，同時釋放出存儲的能量，以補償電流的減小。因此經電感濾波后，不但負載電流及電壓的脈動減小，波形變得平滑，而且整流二極管的導通角增大。在電感線圈不變的情況下，負載電阻愈小，輸出電壓的交流分量愈小。只有在RL>>ωL時才能獲得較好的濾波效果。L愈大，濾波效果愈好。另外，由于濾波電感電動勢的作用，可以使二極管的導通角接近π，減小了二極管的沖擊電流，平滑了流過二極管的電流，從而延長了整流二極管的壽命。4.4穩壓電路4.4.1穩壓電路圖4.4.2穩壓電路的工作原理穩壓電路（穩壓器）是為電路或負載提供穩定的輸出電壓的一種電子設備。穩壓電路的輸出電壓大小基本上與電網電壓、負載及環境溫度的變化無關。理想的穩壓器是輸出阻抗為零的恒壓源。實際上，它是內阻很小的電壓源。其內阻越小，穩壓性能越好。穩壓電路是整個電子系統的一個組成部分，也可以是一個獨立的電子部件。直流穩壓電路課分為：一.穩壓二極管穩壓電路這種穩壓電路中利用硅穩壓二極管的穩壓特性，實現直流工作電壓的穩壓輸出。這種直流穩壓電路的穩壓特性一半，往往只用于穩定局部的直流電壓。在整機電源電路中一般不用。二.串聯調整管穩壓電路這種穩壓電路利用了三極管集電極與發射極之間阻抗隨基極電流大小變化而變化的特性，進行直流輸出電壓的自動調整，實現直流輸出電壓的穩定。在這種穩壓電路中的三極管（調整管）一直處于導通狀態。三.開關型穩壓電路這是一種高性能的直流穩壓電路，穩壓原理比較復雜，在這種電路中的三極管（開關管）處于導通、截止兩種狀態的轉換中，即工作在開關狀態，所以開關型穩壓電路由此得名。四.三端集成穩壓電路這是一種集成電路的穩壓電路，其功能是穩定直流輸出電壓。這種集成電路只有三根引腳，使用很方便，在許多場合都有著廣泛應用。五、電路仿真結果5.1可調直流穩壓電源產生整流電路的仿真結果5.2整流電路到濾波電路轉換電路的仿真結果5.3濾波電路到穩壓電路轉換電路的仿真結果參考文獻[1]康華光，《電子技術基礎》模擬部分(第五版)，北京：高等教育出版社，2006;[2]康光華,《電子技術基礎》數字部分(第五版)，北京：高等教育出版社，2006;[3]秦曾煌，《電工學》（下，電子技術），北京：高等教育出版社,2007七、設計結果分析與總結通過這次的課程設計，我認識到在此次課程設計電路中所存在的問題，使我對模擬電路的設計有了更深的了解，通過不斷的努力去解決這些問題，也讓我認識到了學懂書本上的知識和能夠運用書本上的知識的有所差別，學會運用了Multisim軟件，這樣以后可以再電腦上就可以解決一些問題。在仿真過程中，要看清仿真的是哪一部分，接線要正確。可調直流穩壓源在實際中有很廣泛的應用，它可以用在充電照明設備的充電器，手機等電子產品中，達到把交流電轉變成比較穩定的直流電降低電壓的目的從而滿足人們的日常運用。中文3275字附錄一外文翻譯AShortCourseonapartofAutomaticTransmissionsTheautomatictransmissiongearbox,asanimportantpartinautomobiledrivingsystemisusedtomakeuptheshortcomingofenginetorqueandrotaryspeed.Itcanchangethevehiclespeedandtyretorqueinabigscope,cutoffthepowertransferfromtheengine,andalsoprovidesareversetravelingdirectionforthevehicle.Therefore,thereasonabilityofthestructuredesignofatransmissiongearboxdirectlyaffectsthevehicle'sdynamicperformance.Itisusuallyrequiredshiftinggearsrapidlyandconveniently,savingforce,andhavingahigherworkingefficiencyandlowworkingnoises.Themodernautomatictransmissionisbyfar,themostcomplicatedmechanicalcomponentintoday'sautomobile.

Manualtransmissionscontainmechanicalsystems,hydraulicsystems,electricalsystemsandcomputercontrols,allworkingtogetherinperfectharmonywhichgoesvirtuallyunnoticeduntilthereisaproblem.Thisarticlewillhelpyouunderstandtheconceptsbehindwhatgoesoninsidethesetechnologicalmarvelsandwhatgoesintorepairingthemwhentheyfail.TransmissionThetransmissionisadevicethatisconnectedtothebackoftheengineandsendsthepowerfromtheenginetothedrivewheels.AnautomobileenginerunsatitsbestatacertainRPM(RevolutionsPerMinute)rangeanditisthetransmission'sjobtomakesurethatthepowerisdeliveredtothewheelswhilekeepingtheenginewithinthatrange.Itdoesthisthroughvariousgearcombinations.Infirstgear,theengineturnsmuchfasterinrelationtothedrivewheels,whileinhighgeartheengineisloafingeventhoughthecarmaybegoinginexcessof70MPH.Inadditiontothevariousforwardgears,atransmissionalsohasaneutralpositionwhichdisconnectstheenginefromthedrivewheels,andreverse;whichcausesthedrivewheelstoturnintheoppositedirectionallowingyoutobackup.Finally,thereistheParkposition.Inthisposition,alatchmechanism(notunlikeadeadboltlockonadoor)isinsertedintoaslotintheoutputshafttolockthedrivewheelsandkeepthemfromturning,therebypreventingthevehiclefromrolling.Therearetwobasictypesofautomatictransmissionsbasedonwhetherthevehicleisrearwheeldriveorfrontwheeldrive.Onarearwheeldrivecar,thetransmissionisusuallymountedtothebackoftheengineandislocatedunderthehumpinthecenterofthefloorboardalongsidethegaspedalposition.Adriveshaftconnectstherearofthetransmissiontothefinaldrivewhichislocatedintherearaxleandisusedtosendpowertotherearwheels.Powerflowonthissystemissimpleandstraightforwardgoingfromtheengine,throughthetorqueconverter,thenthroughthetransmissionanddriveshaftuntilitreachesthefinaldrivewhereitissplitandsenttothetworearwheels.Onafrontwheeldrivecar,thetransmissionisusuallycombinedwiththefinaldrivetoformwhatiscalledatransaxle.Theengineonafrontwheeldrivecarisusuallymountedsidewaysinthecarwiththetransaxletuckedunderitonthesideoftheenginefacingtherearofthecar.Frontaxlesareconnecteddirectlytothetransaxleandprovidepowertothefrontwheels.Inthisexample,powerflowsfromtheengine,throughthetorqueconvertertoalargechainthatsendsthepowerthrougha180degreeturntothetransmissionthatisalongsidetheengine.Fromthere,thepowerisroutedthroughthetransmissiontothefinaldrivewhereitissplitandsenttothetwofrontwheelsthroughthedriveaxles.Thereareanumberofotherarrangementsincludingfrontdrivevehicleswheretheengineismountedfronttobackinsteadofsidewaysandthereareothersystemsthatdriveallfourwheelsbutthetwosystemsdescribedherearebyfarthemostpopular.Amuchlesspopularreardrivearrangementhasthetransmissionmounteddirectlytothefinaldriveattherearandisconnectedbyadriveshafttothetorqueconverterwhichisstillmountedontheengine.ThissystemisfoundonthenewCorvetteandisusedinordertobalancetheweightevenlybetweenthefrontandrearwheelsforimprovedperformanceandhandling.Anotherreardrivesystemmountseverything,theengine,transmissionandfinaldriveintherear.ThisrearenginearrangementispopularonthePorsche.TransmissionComponentsThemodernautomatictransmissionconsistsofmanycomponentsandsystemsthataredesignedtoworktogetherinasymphonyofclevermechanical,hydraulicandelectricaltechnologythathasevolvedovertheyearsintowhatmanymechanicallyinclinedindividualsconsidertobeanartform.ThecyeloiddriveThecyeloiddrivehastheessentialadvnatagessuehasWidernageoftranmsissionratio，eompactsurtcture，highrelibailitynadlongwokrniglief，SoItgetsboradapplicationanditsrsearchgoesdeepeonstnatly.Thedrivehasbeennotonlyappliedtotraditionaltrnasmissionfieldbutalsohasalluringapplieationintheaspeetsofmicromachine，robotgear,preeisionmachinetaansmission，superminicycloiddrive，asrtonautcquipment，measurmentapparatus，tenementintelligenceandhigh-techequipment.Inthefamilyofthecycloiddrive，theAFcycloid一pinwheelplnaetarydrivereducerisanew.Trnasmissiondevice.Comparedwiththecommoncycloiddrive，ithasaseriesofadvantagessuchassmallvolume，lihgtweight，widerangeoftranmsission，diversitytransmission，longlieftime，highrigidiyt，highslewingprecision，stbalepreeision，higheffieiencyandstabletransmission.Thedesignofthedrivedaoptsalotofadvnacedtheoriesandtechnologymethoodsandusesakindofinnovationstureurte，sotheFAdrivehasovercomethedefectofthetraditionalsurtcture，enhnaccdthetransmissinefficency，volume,andthetransmissionprecision.Automatictransmissionscontainmanygearsinvariouscombinations.Inamanualtransmission,gearsslidealongshaftsasyoumovetheshiftleverfromonepositiontoanother,engagingvarioussizedgearsasrequiredinordertoprovidethecorrectgearratio.Inanautomatictransmission,however,thegearsareneverphysicallymovedandarealwaysengagedtothesamegears.Thisisaccomplishedthroughtheuseofplanetarygearsets.Oneexampleofawaythatthissystemcanbeusedisbyconnectingtheringgeartotheinputshaftcomingfromtheengine,connectingtheplanetcarriertotheoutputshaft,andlockingthesungearsothatitcan'tmove.Inthisscenario,whenweturntheringgear,theplanetswill"walk"alongthesungear(whichisheldstationary)causingtheplanetcarriertommtheoutputshaftinthesamedirectionastheinputshaftbutataslowerspeedcausinggearreduction(similartoacarinfirstgear).Ifweunlockthesungearandlockanytwoelementstogether,thiswillcauseallthreeelementstoturnatthesamespeedsothattheoutputshaftwillmmatthesamerateofspeedastheinputshaft.Thisislikeacarthatisinthirdorhighgear.AnotherwaythatwecanuseaPlanetarygearsetisbylockingtheplanetcarrierfrommoving,thenapplyingpowertotheringgearwhichwillcausethesungeartoturnintheoppositedirectiongivingusreversegear.Theclutchpackisused,inthisinstance,tolocktheplanetcarrierwiththesungearforcingbothtoturnatthesamespeed.Ifboththeclutchpackandthebandwerereleased,thesystemwouldbeinneutral.Turningtheinputshaftwouldturntheplanetgearsagainstthesungear,butsincenothingisholdingthesungear,itwilljustspinfreeandhavenoeffectontheoutputshaft.Toplacetheunitinfirstgear,thebandisappliedtoholdthesungearfrommoving.Toshiftfromfirsttohighgear,thebandisreleasedandtheclutchisappliedcausingtheoutputshafttoturnatthesamespeedastheinputshaft.Manymorecombinationsarepossibleusingtwoormoreplanetarysetsconnectedinvariouswaystoprovidethedifferentforwardspeedsandreversethatarefoundinmodemautomatictransmissions.Someoftheclevergeararrangementsfoundinfourandnow,five,sixandevenseven-speedautomaticsarecomplexenoughtomakeatechnicallyastutelayperson'sheadspintryingtounderstandtheflowofpowerthroughthetransmissionasitshiftsfromfirstgearthroughtopgearwhilethevehicleacceleratestohighwayspeed.Onnewervehicles,thevehicle'scomputermonitorsandcontrolstheseshiftssothattheyarealmostimperceptible.ComputerControlsThecomputerusessensorsontheengineandtransmissiontodetectsuchthingsasthrottleposition,vehiclespeed,enginespeed,engineload,brakepedalposition,etc.tocontrolexactshiftpointsaswellashowsoftorfirmtheshiftshouldbe.Oncethecomputerreceivesthisinformation,itthensendssignalstoasolenoidpackinsidethetransmission.Thesolenoidpackcontainsseveralelectricallycontrolledsolenoidsthatredirectthefluidtotheappropriateclutchpackorservoinordertocontrolshifting.Computerizedtransmissionsevenlearnyourdrivingstyleandconstantlyadapttoitsothateveryshiftistimedpreciselywhenyouwouldneedit.Becauseofcomputercontrols,sportsmodelsarecomingoutwiththeabilitytotakemanualcontrolofthetransmissionasthoughitwereastickshift,allowingthedrivertoselectgearsmanually.Thisisaccomplishedonsomecarsbypassingtheshiftleverthroughaspecialgate,thentappingitinonedirectionortheotherinordertoup-shiftordown-shiftatwill.Thecomputermonitorsthisactivitytomakesurethatthedriverdoesnotselectagearthatcouldoverspeedtheengineanddamageit.HydraulicSystemTheHydraulicsystemisacomplexmazeofpassagesandtubesthatsendstransmissionfluidunderpressuretoallpartsofthetransmissionandtorqueconverter.Thenewersystemsaremuchmorecomplexandarecombinedwithcomputerizedelectricalcomponents.Transmissionfluidservesanumberofpurposesincluding:shiftcontrol,generallubricationandtransmissioncooling.Unliketheengine,whichusesoilprimarilyforlubrication,everyaspectofatransmission'sfunctionsaredependantonaconstantsupplyoffluidunderpressure.Thisisnotunlikethehumancirculatorysystem(thefluidisevenred)whereevenafewminutesofoperationwhenthereisalackofpressurecanbeharmfulorevenfataltothelifeofthetransmission.Inordertokeepthetransmissionatnormaloperatingtemperature,aportionofthefluidissentthroughoneoftwosteeltubestoaspecialchamberthatissubmergedinanti-freezeintheradiator.Fluidpassingthroughthischamberiscooledandthenreturnedtothetransmissionthroughtheothersteeltube.Atypicaltransmissionhasanaverageoftenquartsoffluidbetweenthetransmission,torqueconverter,andcoolertank.Infact,mostofthecomponentsofatransmissionareconstantlysubmergedinfluidincludingtheclutchpacksandbands.Thefrictionsurfacesonthesepartsaredesignedtooperateproperlyonlywhentheyaresubmergedinoil.ValveBodyThevalvebodyisthecontrolcenteroftheautomatictransmission.Itcontainsamazeofchannelsand'passagesthatdirecthydraulicfluidtothenumerousvalveswhichthenactivatetheappropriateclutchpackorbandservotosmoothlyshifttotheappropriategearforeachdrivingsituation.Eachofthemanyvalvesinthevalvebodyhasaspecificpurposeandisnamedforthatfunction.Forexamplethe2-3shiftvalveactivatesthe2ndgearto3rdgearup-shiftorthe3-2shifttimingvalvewhichdetermineswhenadownshiftshouldoccur.Themostimportantvalve,andtheonethatyouhavedirectcontroloveristhemanualvalve.Themanualvalveisdirectlyconnectedtothegearshifthandleandcoversanduncoversvariouspassagesdependingonwhatpositionthegearshiftisplacedin.WhenyouplacethegearshiftinDrive,forinstance,themanualvalvedirectsfluidtotheclutchpack(s)thatactivates1stgear.italsosetsuptomonitorvehiclespeedandthrottlepositionsothatitcandeterminetheoptimaltimeandtheforceforthe1-2shift.Oncomputercontrolledtransmissions,youwillalsohaveelectricalsolenoidsthataremountedinthevalvebodytodirectfluidtotheappropriateclutchpacksorbandsundercomputercontroltomorepreciselycontrolshiftpoints.關于自動變速器部分簡介變速器是汽車重要的傳動系組成，在較大范圍內改變汽車行駛速度的大小和汽車驅動輪上扭矩的大小。變速器能在發動機旋轉方向不變的前提下，使汽車倒退行駛，而且利用擋位可以中斷動力的傳遞。所以變速器的結構設計的合理性直接影響到汽車動力性和經濟性。設計要求達到換擋迅速、省力、方便、有較高的工作效率、工作噪聲低。手動變速器到現在為止是汽車上最為復雜的機械部件。手動變速器包含機械系統、液壓系統。這些系統配合在一起，能夠非常的協調。本文將幫助您了解變速器的一些常識和一些技術問題以便幫助您解決一些問題。變速器變速器是連接在發動機背后的一個裝置，從引擎傳送動力到飛跑的輪胎上。一個汽車引擎最好的狀態是在某一的范圍內每分鐘的轉數，它傳輸的工作要確保動力是被傳到輪胎上的與此同時引擎要保持在那個范圍里。它做這個動作要經過不同的齒輪聯動。在第一擋，引擎要涉及到驅動器所以轉動的要快得多；在高速擋是空轉的即使汽車大多保持在時速70公里。除了不同的前進裝置，變速器在驅動器離開引擎時它處于空擋；相反的，導致驅動器變為反向就允許倒擋了。最后有個停車位置。在這個位置上，閉鎖的機械裝置是被嵌入從動軸的一個槽里去鎖住驅動器并阻止轉動，從而防止車子轉動。自動駕駛有兩個基本類型：汽車是后驅動還是前驅動。后驅動的汽車，變速器通常安裝在引擎后面并定位于油門旁的車底板中心隆起的下邊。主驅動橋連結變速箱的背面到最后的位于后車橋并用來傳送動力到后輪。在這一個系統方面的動力流量是簡單的和筆直前方從引擎去，經過扭力變換器，然后經過變速箱和驅動橋直到最后傳動的時候是分送到兩個后輪胎的。前驅動的汽車，變速器通常連接最后傳動到一個形狀為驅動橋的地方。在前驅動汽車的引擎通常安裝在車子面對后輪的引擎一邊的驅動橋縫摺下。前車橋直接地被連接到聯合傳動箱而且提供動力給前輪。在這一個例中，電源從引擎流動扭力變換器達到一個巨大的鏈上通過180度沿著引擎轉到變速器。從那，動力通過變速器被發送到最后的傳動，通過驅動的車軸送到兩個前輪。許多其他的安排包括前驅動的從前到后代替從一旁的引擎的車子以及到四輪驅動的是目前為止描述的最流行的。少量流行的后輪驅動，變速器直接安裝在后面并通過主動軸連接到仍綁在引擎上的轉矩變換器上。這個系統在新的Corvette并為了因為改進的性能和處理使重量被均勻的平衡到前輪和后輪而使用。另外的一個后輪驅動系統展開背面的每件事物，引擎，變速箱和最后的傳動。這一個后引擎布置是在流行的保時捷上；變速器的構成現代自動變速器由許多成分和系統組成。讓在機械的、水壓的和電器技術的能夠靈活的和諧的一起工作，那么多年已經發展成了許多機械傾向的個體當作是個藝術的形式。