驱动桥及差速器的介绍外文文献翻译@中英文翻译@外文翻译

附录 英文文献翻译 Drive axle/differential All vehic les 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 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 11 Component parts of a typical driven axle assembly. Differential operation 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 12 Overview of differential gear operating principles. Limited-slip and locking differential operation 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 13 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 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 14 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. 译文： 驱动桥 /差速器 所有的车辆有一些类型的驱动桥 /差速器总成包含在传动系统中。无论是前轮，后轮或四轮驱 动，为在道路上顺畅运用发动机的功率，差速器是必要的。 动力流向 见图 1 驱动桥必须通过一个 90 度角来传递动力。在传统的前置后驱车辆上，动力从发动机传到传动轴大约在一直线上。然而 ,在驱动桥，动力必须转 90 度角 (从传动轴上看 ),流向驱动轮。 这由一个小传动齿轮完成，它变成一个圆形齿圈。该齿圈附在差速器壳上，其中一套是内花键小齿轮，传到半轴。由于壳体是旋转的，差速器内部差速齿轮传到半轴，也是连接到驱动车轮。 图 1 一个典型的驱动桥总成的组成部分 差速器运动 见图 2 差速器是一项安排有两个功能的齿轮：当转弯时， 允许后轮以不同的速度旋转和使动力流向两个后轮。 附插图 ,帮助大家了解这些运动。这个由传动轴驱动的主动锥齿轮 , 驱动从动环形锥齿轮 (1)。 从动环形锥齿轮连接到差速器上，驱动差速器 ；(2)。 半轴齿轮 ,在差速器的一个孔上 ,在差速器的驱动下使半轴和传动轴形成 90 度角 (3)。 差速器行星齿轮（驱动齿）安装在十字轴和通过十字轴旋转（ 4 ） 差速器半轴齿轮（驱动齿轮）与行星齿轮啮合，由差速器壳驱动，行星齿轮和壳作为一个整体（ 5 ） 。 半轴齿轮通过内花键来连接半轴和随着壳体的旋转来驱动半轴（ 6 ） 当两个车轮以 同样的牵引力时，行星齿轮是不绕着十字轴旋转的，因此，行星齿轮输出的动力平均分配给两个半轴齿轮（ 7 ） 当有必要拐弯时，差速器齿轮生效，并允许轴轴旋转以不同的速度（ 8 ） 由于内侧车轮轮减速，内侧半轴和半轴齿轮花键也减慢。行星齿轮作为一个平衡杠杆保持两个齿轮的齿都啮合，以不同的速度来旋转半轴。如果车速保持不变，内侧车轮放慢至百分之九十的车速，外侧车轮将加快到 1.1 倍。然而，由于这一系统被称为一个开放的差速器，如果一个车轮陷入（如泥土或雪） ，所有的发动机功率都会转移到一个车轮上。 图 2 差速器齿轮 运动原理图 限滑和锁止差速器 见图 3 限滑和锁止差速器在一车轮空转时提供最佳动力给另一车轮。这是通过离合器片，锥或锁止棘爪来完成。 离合器片和锥位于半轴齿轮和差速器内壁之间。当他们通过弹簧的张力和来自半轴齿轮外向力量挤压在一起时，三 种作用产生。半轴齿轮的反力造成更多的转矩施加到离合器或离合器锥。单个车轮飞快地转动不可能发生，因为半轴齿轮