大迪輕型客貨車1021SC車橋設計-組合式橋殼含開題及6張CAD圖

大迪輕型客貨車1021SC車橋設計-組合式橋殼含開題及6張CAD圖,輕型,客貨,1021,SC,設計,組合式,橋殼含,開題,CAD 附 錄 (1)外文文獻 Drive axle/differential All vehicles have some type of drive axle/differential assembly incorporated into the driveline. Whether it is front, rear or four wheel drive, differentials are necessary for the smooth application of engine power to the road. Powerflow See Figure 1 The drive axle must transmit power through a 90° angle. The flow of power in conventional front engine/rear wheel drive vehicles moves from the engine to the drive axle in approximately a straight line. However, at the drive axle, the power must be turned at right angles (from the line of the driveshaft) and directed to the drive wheels. This is accomplished by a pinion drive gear, which turns a circular ring gear. The ring gear is attached to a differential housing, containing a set of smaller gears that are splined to the inner end of each axle shaft. As the housing is rotated, the internal differential gears turn the axle shafts, which are also attached to the drive wheels. Figure 1 Component parts of a typical driven axle assembly Differential operation See Figure 2 The differential is an arrangement of gears with two functions: to permit the rear wheels to turn at different speeds when cornering and to divide the power flow between both rear wheels. The accompanying illustration has been provided to help understand how this occurs. The drive pinion, which is turned by the driveshaft, turns the ring gear (1). The ring gear, which is attached to the differential case, turns the case (2). The pinion shaft, located in a bore in the differential case, is at right angles to the axle shafts and turns with the case (3). The differential pinion (drive) gears are mounted on the pinion shaft and rotate with the shaft (4). Differential side gears (driven gears) are meshed with the pinion gears and turn with the differential housing and ring gear as a unit (5). The side gears are splined to the inner ends of the axle shafts and rotate the shafts as the housing turns (6). When both wheels have equal traction, the pinion gears do not rotate on the pinion shaft, since the input force of the pinion gears is divided equally between the two side gears (7). When it is necessary to turn a corner, the differential gearing becomes effective and allows the axle shafts to rotate at different speeds (8). As the inner wheel slows down, the side gear splined to the inner wheel axle shaft also slows. The pinion gears act as balancing levers by maintaining equal tooth loads to both gears, while allowing unequal speeds of rotation at the axle shafts. If the vehicle speed remains constant, and the inner wheel slows down to 90 percent of vehicle speed, the outer wheel will speed up to 110 percent. However, because this system is known as an open differential, if one wheel should become stuck (as in mud or snow), all of the engine power can be transferred to only one wheel. Figure 2 Overview of differential gear operating principles. Limited-slip and locking differential operation See Figure 3 Limited-slip and locking differentials provide the driving force to the wheel with the best traction before the other wheel begins to spin. This is accomplished through clutch plates, cones or locking pawls. The clutch plates or cones are located between the side gears and the inner walls of the differential case. When they are squeezed together through spring tension and outward force from the side gears, three reactions occur. Resistance on the side gears causes more torque to be exerted on the clutch packs or clutch cones. Rapid one wheel spin cannot occur, because the side gear is forced to turn at the same speed as the case. So most importantly, with the side gear and the differential case turning at the same speed, the other wheel is forced to rotate in the same direction and at the same speed as the differential case. Thus, driving force is applied to the wheel with the better traction. Locking differentials work nearly the same as the clutch and cone type of limited slip, except that when tire speed differential occurs, the unit will physically lock both axles together and spin them as if they were a solid shaft. Figure 3 Limited-slip differentials transmit power through the clutches or cones to drive the wheel having the best traction. Identifying a limited-slip drive axle Metal tags are normally attached to the axle assembly at the filler plug or to a bolt on the cover. During the life of the vehicle, these tags can become lost and other means must be used to identify the drive axle. To determine whether a vehicle has a limited-slip or a conventional drive axle by tire movement, raise the rear wheels off the ground. Place the transmission in PARK (automatic) or LOW (manual), and attempt to turn a drive wheel by hand. If the drive axle is a limited-slip type, it will be very difficult (or impossible) to turn the wheel. If the drive axle is the conventional (open) type, the wheel will turn easily, and the opposing wheel will rotate in the reverse direction. Place the transmission in neutral and again rotate a rear wheel. If the axle is a limited-slip type, the opposite wheel will rotate in the same direction. If the axle is a conventional type, the opposite wheel will rotate in the opposite direction, if it rotates at all. Gear ratio See Figure 4 The drive axle of a vehicle is said to have a certain axle ratio. This number (usually a whole number and a decimal fraction) is actually a comparison of the number of gear teeth on the ring gear and the pinion gear. For example, a 4.11 rear means that theoretically, there are 4.11 teeth on the ring gear for each tooth on the pinion gear or, put another way, the driveshaft must turn 4.11 times to turn the wheels once. Actually, with a 4.11 ratio, there might be 37 teeth on the ring gear and 9 teeth on the pinion gear. By dividing the number of teeth on the pinion gear into the number of teeth on the ring gear, the numerical axle ratio (4.11) is obtained. This also provides a good method of ascertaining exactly which axle ratio one is dealing with. Another method of determining gear ratio is to jack up and support the vehicle so that both drive wheels are off the ground. Make a chalk mark on the drive wheel and the driveshaft. Put the transmission in neutral. Turn the wheel one complete turn and count the number of turns that the driveshaft/halfshaft makes. The number of turns that the driveshaft makes in one complete revolution of the drive wheel approximates the axle ratio. Figure 4 The numerical ratio of the drive axle is the number of the teeth on the ring gear divided by the number of the teeth on the pinion gear. (2)文獻翻譯 驅動橋/微分 所有車輛有某種類型的驅動橋/微分裝配納入動力傳動系統。不管它是前、后或四輪驅動,差距是必要的,為順利應用發(fā)動機功率的馬路上。 看到圖1 圖1 傳輸功率的汽車車橋必須通過一個90°角的影響。在傳統的流程引擎/力量面前后輪驅動的車輛從發(fā)動機到移動驅動橋大約在一條直線。然而,在汽車車橋、權力必須被轉變成直角(從線的傳動軸上)和直接跳轉到驅動輪。 這是一個小齒輪驅動齒輪來完成,它把一個圓環(huán)形齒輪。環(huán)形齒輪系在一微分住房,包含一套小齒輪,每到軸。隨著住房轉動時,內部差動齒輪軸轉動輪軸,也是連接到驅動輪。 圖1三個組成部分典型的驅動橋總成。 差動 參見圖2 圖2 差壓的安排是齒輪和兩個功能:允許后輪轉向以不同速度轉彎和分開時,二者之間的功率流后輪。 所附插圖都被提供,幫助大家了解這發(fā)生。在驅動小齒輪,它是由傳動軸上,輪流轉環(huán)形齒輪(1)。 環(huán)形齒輪,這是連接到微分案例,把格(2)。 齒輪軸,位于是個令人討厭的家伙在差分案子里,是角度正確的剛性車軸,并將這個案子,(3)。 差動齒輪(驅動)齒輪安裝在齒輪軸的旋轉,以軸(4)。 微分側方齒輪組(驅動)與齒輪插齒齒輪相嚙合,把與微分住房和環(huán)形齒輪作為一個單位(5)。 側方齒輪組是到內在剛性車軸的兩端且轉動軸隨著住房轉(6)。 當兩輪有平等的牽引力,插齒齒輪不旋轉的齒輪軸上,因為輸入力的插齒齒輪是平分秋色兩個側方齒輪組(7)。 當有必要把一個角落,差動齒輪生效,并允許軸軸旋轉速度不同(8)。 當內在的車輪減速時,其側齒輪軸內輪也慢了下來。作為平衡齒輪齒牙負荷杠桿通過維持兩個相等的齒輪,同時讓不平等的速度在軸旋轉軸心。如果車輛速度不變,和內心的車輪開始減緩到90%的車速度、外部輪將加快向110個百分點。然而,因為本系統被認為是一個開放的微分,如果有一個輪子卡住了(如應成為在泥地或雪地上),所有的發(fā)動機功率可以轉移到只有一個輪子。 圖2的概述微分齒輪的經營方針。 Limited-slip和鎖定差動式操作 看到如圖3 圖3 Limited-slip和鎖定差距提供驅動力方向盤,與在其他的最佳牽引輪開始旋轉。這是完成離合器片,通過pawls錐或鎖定。 離合器盤或者錐細胞位于即墨市側方齒輪組和內部墻面微分案件。當他們被擠壓的彈簧拉力,一起經歷的向外的力量從側面齒輪、三種不良反應的發(fā)生。電阻對側方齒輪組產生更大的扭矩是對離合器包或離合器球果。有一個輪子旋轉快速不能發(fā)生,因為身邊齒輪被迫轉向以相同的速度為例。所以最重要的是,球隊的齒輪和差壓情況下轉向以相同的速度,其他的車輪被迫以同一方向旋轉,和以相同的速度為微分案件。因此,應用動力方向盤,與更好的抓地力。 鎖差速器的工作幾乎一樣的離合器和錐型,除了當限滑胎速度微分發(fā)生時,該單位將身體上兩根軸旋轉鎖在一起,他們,如果他們一個堅實的軸上。 圖3 Limited-slip傳輸功率的差離合器圓錐或通過驅動輪擁有世界一流的牽引力。 識別一個limited-slip車橋 金屬標簽通常是連接到軸總成的插頭或一道填料上封面。在生命的車輛,這些標簽會變得失去了和其他途徑必須被用來識別汽車車橋。 是否有一個limited-slip汽車驅動橋或傳統的運動,提高輪胎的后輪離開地面。把傳輸在公園(自動)或低(手動),并試圖把一個驅動輪的手。如果驅動軸是一個limited-slip類型,它將是十分困難的(或者不可能)把輪子。如果驅動軸是常規(guī)的(打開)類型,輪子就會轉動容易,和對方輪會旋轉相反的方向來的。 在中立的地方,再旋轉傳輸后輪。如果軸是一個limited-slip類型,相反的摩天輪將在同一方向旋轉。如果軸是一種傳統的類型,相反的輪子會旋轉相反的方向,如果它旋轉。 齒輪傳動比 看到如圖4 圖4 一輛汽車的驅動橋據說有一定的軸的比例。這個號碼(通常是一個完整的數和一個十進制的分數)實際上是一個比較的數量在環(huán)形齒輪輪齒與小齒輪。例如,一個4.11后方意味著從理論上講,有4.11牙齒咬住了環(huán)形齒輪為每顆牙齒在小齒輪或,用另一種方式來說,傳動軸上必須把4.11次轉動輪胎一次。實際上,第4.11比率,或許有37顆牙上環(huán)形齒輪和9顆牙上小齒輪。所劃分的齒數小齒輪的齒數成環(huán)形齒輪,數值軸比的表達式。這也提供了一種良好方法軸比值的確定到底是哪一個是處理。 另一種方法來確定齒輪傳動比是杰克和支持,使雙方的車輛驅動輪是離地面。做一個粉筆痕跡的驅動輪、傳動軸上。把傳輸在中立的。把輪子轉,數一數這些形成的一個完整的圈數,使傳動軸上/半軸。轉動的圈數,這使得在一個完整的革命尚未開化出來的驅動輪接近軸的比例。 如圖4數值比汽車車橋的數目的牙齒咬住了環(huán)形齒輪除以牙齒的數目小齒輪。