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轿车变速器设计【3张图纸】【优秀】

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关键词：: 轿车变速器设计图纸优秀优良

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轿车变速器设计

34页 16000字数+说明书+外文翻译+开题报告+3张CAD图纸

外文翻译--含有碳氮化合物的高压力钢应用于自动传动齿轮的发展.doc

摘要.doc

装轿车变速器配图.dwg

论文.doc

轴.dwg

轿车变速器设计开题报告.doc

轿车变速器设计说明书.doc

齿轮.dwg

摘要

　　　随着汽车工业的发展，汽车已经进入了百姓家庭，进入人们生活。所以变速器作为汽车主要的零件之一，我们必须对变速器作出进一步研究。

　　　发动机的输出转速非常高，最大功率及最大扭矩在一定的转速区出现。为了发挥发动机的最佳性能，就必须有一套变速装置，来协调发动机的转速和车轮的实际行驶速度。在经济方面考虑合适的变速器也非常重要。

　　　本次设计对轿车变速器的结构进行了介绍，阐述了轿车主要参数的确定，发动机参数的确定以及对功率大小直接影响到变速器中各个零件的强度进行介绍。在机构方面的选择了机械式变速器，确定变速器设计的主要参数，在变速器的寿命方面和以及与变速器相关的各种操纵机构也进行了介绍。

关键词：变速器；扭矩；操纵机构

前言5

1 汽车的总体设计10

1.1 汽车类型的确定10

1.1.1 按汽车的用途分类10

1.1.2 按动力装置的类型分类11

1.1.3 轿车发动机与驱动桥在汽车位置上的分类11

1.2 汽车主要参数的选择11

1.2.1 汽车主要尺寸参数的选择11

1.2.2 汽车质量参数的确定12

1.2.3 汽车主要性能参数的选择12

1.3 汽车发动机的选型12

2 变速器的设计14

2.1 概述14

2.2 变速器的结构分析与型式选择15

2.3 汽车变速器的挡数和各挡传动比的确定17

2.3.1 汽车传动系统最小传动比的选择17

2.4 轿车变速器机构方案的选择18

2.5 变速器的设计参数选择20

2.5.1 中心距A20

2.5.2 外形尺寸20

2.5.3 轴的直径20

2.6 齿轮参数21

2.7 各挡齿轮齿数的分配22

2.8 轮齿强度计算24

2.9 轴的设计计算26

2.10 轴的强度计算26

2.11 同步器的选择28

3 变速器的操纵机构29

4 结论32

致谢33

参考文献34

1.1.3 轿车发动机与驱动桥在汽车位置上的分类

(1)前置发动机的轿车

早期的轿车多用货车的底盘及发动机改装而成，由于轿车底盘过底，不太使用后轮驱动。所以大部分都使用发动机前置前轮驱动。

1.2 汽车主要参数的选择

1.2.1 汽车主要尺寸参数的选择

　　　汽车的主要参数如表1-1所示

表1-1 汽车主要参数

Tablet.1-1 Tablet of the car’s main parameter

长/mm4428装备空载质量/kg1100

宽/mm1660前轴允许负荷/kg760

高（空载）/mm1420后轴允许负荷/kg740

最小离地间隙（空载）/mm125燃油箱容积/L55

1.2.2 汽车质量参数的确定

1．轿车和大客车的人均整备质量如表1-2所示。

表1-2 轿车和大客车的人均整备质量的统计值

Tablet.1-2 Tablet of saloon car and bus’ everyone euploid mass sata

　　车型微型轿车普通轿车中级轿车高级轿车30下客车大客车

人均整备/t0.15～0.160.18～0.240.21～0.290.29～0.340.096～0.160.065～0.13

　　　2．汽车的总质量m

　　　汽车的总质量是指已经整备完好、装备齐全并按规定载满乘客的汽车质量.除包括汽车的整备质量m及载满量。而空车的质量为：1500kg

　　　a．汽车的整备质量系数

　　　此系数越大表明该车型的材料利用率愈高和设计工艺水平愈高.因此在设计时在保证汽车零部件的强度、刚度及可靠性与寿命的前提下，应力求尽量减轻其质量，增大这一系数。

　　　b．汽车的质量系数

　　　这一系数能更准确的反映汽车的金属和材料在货物运输中的贡献或利用率。但在一般技术资料中很少列出汽车的质量值。

　　　c．汽车的轴荷分配

　　　它是汽车的重要质量参数，它对汽车的牵引性、通过性、制动性、操纵性和稳定性等主要使用性能以及轮胎的使用寿命都有很大的影响。因此，在总体设计时应该根据汽车的布置型式、使用条件及性能要求合理地选定其轴荷分配。

1.2.3 汽车主要性能参数的选择

　　　汽车主要性能参数如表1-3所示。

1.3 汽车发动机的选型

　　　发动机是汽车的动力，是汽车的关键总成，起选型及布置对汽车的许多性能都有影响，尤其对汽车的动力性、燃料经济性、使用的可靠性与耐久性、维修的方便性以及制造成本与市场竞争力等都有直接的影响。发动机的选型是一项关键的决策。

轿车变速器设计.gif

内容简介：: 外文翻译附录A含有碳氮化合物的高压力钢应用于自动传动齿轮的发展Youichi WatanabeNissan Motor Co.， Ltd.，6-1，Daikoku-cho，Tsurumi-ku，Yokohama，Japan摘要：为了缩小和减轻自动传输机构的构成，被安装的齿轮必须被加强，以防止腐蚀斑或者/及磨损抗力。最重要的冶金学因素我们已经知道，当钢铁的温度大约到达573K时，它的阻抗就会变小。高氮化合物是一个非常有效的措施，因为氮增加了回火时的阻抗。然而，当表面出现不规则形状时，氮的含量大于0.6%的铬钢就会经常被使用。为了解决这种情况，我们已经发明了一种新的压力铬钢，这种铬钢具有最优的化学成分，这种成分能够有效的抑制当碳氮化合物的成分大于0.6%时出现的不规则表面。在一个设计有极好接触疲劳冲击力的自动传输装置中，我们完成了一次动力传输系统的耐力测试。我们发现，在已经发展的碳氮化合物的质量达到0.9%的钢按照惯例具有4.5个周期。关键词：碳氮化合物；氮；接触疲劳压力；腐蚀斑；齿轮根据全球环境问题和石油产量下降的问题，改善汽车燃油消耗量已经变的非常重要。因此，科学技术应该被应用到汽车的主要部分上。对于小型运货汽车，已安装的齿轮传动装置必须根据忍耐力和反抗力而被加强以便减少它们的尺寸和重量。最重要的冶金学良好的影响因素已经被我们所了解去减少当钢铁在573K时的软化问题。带有高数量氮的碳氮化合物是一个非常有效的产品，因为氮的增加可以增加回火时的阻抗。然后，当氮的含量低于0.6%时，铬钢就会被用于出现不规则的表面上。这篇文章描述了氮的含量大大超过0.6%的碳氮高压力钢，以及连接有硬冲击锤的碳氮科技产品。1.影响轮齿表面压力的因素重要的表面因素，例如腐蚀斑和磨损，常常出现在自动传输装置的轮齿侧表面。看上去都不能继续保持原有的硬度和强度，因为在运转过程中，轮齿的侧表面的温度会升高到大约573K。2.碳氮化合物美国最高的碳氮化合物的专利是在1883年申请的，但是直到1935年，这些产品才被广泛的应用。出现这种情况的原因是氮在微观结构和机械道具上的作用没有被阐述清楚。这种高温处理最初只能被应用于廉价的钢铁，因为淬性仅仅可以通过提高氮的含量超过0.2%时提高。然而，当加温时氮也可以增加阻抗，这种结果可以改良表面耐久力。机构是形成许多机械装置的基本几何结构单元，这些机械装置包括自动包装机，打印机，机械玩具，纺织机械和其他机械等。典型的机构要设计成使刚体构件相对基准构件产生所希望的运动，机构的运动设计即运动的综合，把第一步常常是先设计整部机器。当考虑受力时，要提出动力学方面的问题，轴承的载荷，应力，润滑等类似的问题，而较大的问题是机器结构问题。齿轮是借助于轮齿成功啮合来传递运动的机器零件，齿轮从一根回转轴到另一回转轴传递运动或传递运动到一传动齿条。多数应用中都以恒定角速比（或常定扭矩比）而存在。恒定角速比应用中必定是轴向传动。在各种各样有用的齿轮类型基础上，输入轴和输出轴需要在一直线上或需要互相平行都不受什么限制。由于使用非圆齿轮，非线性角度比也是很有用的。为了保持恒定的角速度，各个齿轮齿廓必须服从齿轮啮合的基本规律：为了一对齿能传递恒定角速比，他们接触齿廓的形状必须是要这样：公法线通过两齿轮中心连线上的固定点。满足啮合基本规律的两啮合齿廓被称为共轭齿廓。尽管有着许多满足相啮合齿的可能齿形能被设计出来，以满足基本啮合规律。但一般仅有两种在使用：摆线齿廓和渐开线齿廓。渐开线具有若干重要的优点：它易于加工制造和一对渐开线齿轮之间的中心距可以变化而不改变速比，当使用渐开线齿廓时，可不要求精度的轴间公差。有几种标准齿轮可供选用。为了在平行轴条件下应用，通常使用直齿圆柱齿轮，平行轴斜齿轮或人字齿齿轮。在相交轴的情况下使用直齿锥齿轮或螺旋齿轮。对于非相交轴和非平行轴齿轮传动，交错轴螺旋齿轮，蜗杆蜗轮，端面齿轮，斜齿圆锥齿轮或准双曲面齿轮将被选用。对于直齿圆柱齿轮，相啮合齿轮的节圆是彼此相切的。他们互相滚动而无滑动，齿顶高是轮齿伸出超过节圆的高度（也是节圆和齿顶圆之间在径向的距离）。顶隙是一个给定齿的齿根高（在节圆以下的齿高）大于与它相啮合的齿轮的齿顶高的量（差值）。齿厚是沿着节圆圆弧上跨齿的距离，而齿间距（齿槽S）是沿着节圆圆弧上相邻两齿间的空间距离。而齿侧间隙是在节圆上的齿槽宽度大于其相啮合齿轮在节圆上的齿厚的差值。斜齿轮用于传递平行轴之间的运动，倾斜角度每个齿轮都一样，但一个必须是右旋斜齿，而另一个必须是是左旋斜齿，齿的形状是一渐开线螺旋面。如果一张被剪成平行四边形（矩形）的纸张包围在齿轮圆柱体上，纸上印粗齿的角刃边就变成斜线，如果我展开这张纸，在斜角刃边上的每一个点微发生一渐开曲线。斜齿轮轮齿的初始接触是一点，当齿进入更多的啮合时，它就变成线。在斜齿轮中，该线是跨过齿面的对角线。它是轮齿逐渐进行啮合并平稳地从一个齿到另一个齿传递运动，那样就使斜齿轮具有高速重载下平稳传递运动的能力。斜齿轮使轴的轴承承受径向和轴向力，当轴向推力变得大了或由于别的原因而产生某些影响时，那就可以使用人字齿轮，双斜齿轮是与反向的并排地装在同一轴上的两个斜齿轮等效。他们产生相反的轴向推力作用，这样就消除了轴向推力。当两个或更多的单向齿斜齿轮被装在同一轴上时，齿轮的齿向应作选择，以便产生最小的轴向推力。交错轴斜齿轮或螺旋齿轮，他们的轴中心线既不相交也不平行，交错轴斜齿轮的辞彼此之间发生点接触，它随着齿轮的磨合而变成线接触，因此他们只能传递小的载荷和主要用于仪器设备中，而且肯定不能推荐在动力传动中使用。交错轴斜齿轮与斜齿轮之间在被安装后互相啮合之前是没有任何区别的。它们是以同样的方法进行制造，一对相啮合的交错轴斜齿轮通常具有同样的齿向，即左旋主动齿轮跟右旋从动齿轮相啮合。在交错轴卸齿轮设计中，当该齿的斜角相等时所产生滑移速度最小。然而当该齿的斜角不相等时，如果两个齿轮具有相同的齿向的话，大斜角齿轮应该用作主动齿轮。直齿锥齿轮易于设计且制造简单，如果他们安装的精密而确定，在运转中会产生良好效果，然而在直齿圆柱齿轮情况下，在节线速度较高时，他们将发出噪音，在这些情况下，通常设计使用螺旋锥齿轮，实践证明是切实可行的，那是和配对斜齿轮很相似的配对锥齿轮，当在斜齿轮情况下，螺旋锥齿轮比直齿轮能产生平稳得多的啮合作用，因此碰到高速运转的场合那时很有用的，当在汽车的各种不同用途中，有一个带偏心轴的类似锥齿轮的机构，那是常常所希望的，这样的齿轮机构叫做准双曲面齿轮机构，因为他们的节面是双曲回转面，这种齿轮之间的轮齿作用是沿着一根直线上产生滚动与滑动相组合的运动并和蜗轮蜗杆的轮齿作用有着更多的共同之处。轴是一转动或静止杆件。通常有圆形横截面，在轴上安装像齿轮，皮带轮，飞轮，曲柄，链轮和其他动力传递零件。轴能够承受弯曲，拉伸，压缩或扭转载荷，这些力相结合时，人们期望找到静强度和疲劳强度作为设计的重要依据。因为单根轴可以承受静应力，变应力和交变应力，所有的应力作用都是同时发生的。短的转动轴常常被称为主轴。当轴的弯曲或扭转变形必须被限制于很小范围内时，其尺寸应根据变形来确定，然后进行应力分析。因此，如果轴做得有足够的刚度以致挠曲不太大，那么合应力符合安全要求那是完全可能的。但决不意味着设计者要保证：它们是安全的，轴几乎总是要进行计算的，知道它们是处在可以接受的允许的极限以内，因之，设计者无论何时，动力传递零件，如齿轮或皮带轮都应该设置在靠近支撑轴承附近，这就减低了弯矩，因而减小变形和弯曲应力。3.结束语我们已经发展了高压力钢，这种钢在碳氮化合物的作用下，已经得到了很大程度的提高。这种技术在改良表面压力上有了很大的改善。至此以后，例如环形恒压变压器的新的传输系统就可以通过增加自身的重量和大小而增加它们的容量。为了适应这种需求，它们的滑轮和动力滚筒必须被改善，以适应接触疲劳强度、磨损和腐蚀。我们相信，使用了新的碳氮加工方法和发展高压力钢最优过程，将有助于改善机械自动传输，最终驱动系统和CVT系统的可靠性，减少它们的重量，大小和制造成本。参考1 T.B. Massalski. Et al.， Binary Alloy Phase Diagrams， second ed.， 2. ASM International， p. 1792.2 M. Yoshida， et al.， A study on the pitting Fatigue Strength of Carburized Gears (in Japanese with English summary)， JSAE， Vol. 27， No. 2， pp. 125-130 (1996).3 Y. Watanabe， et al.， Effect of Nitrogen Content on Microstructure and Resistance to Softening during Tempering of Carbonitrided Chromium Alloy Steels (in Japanese with English summary)， NETSU SHORI， Vol. 40， No. l，pp. 18-24(2000).4 D.P. Koistinen and R.E. Marburger， A General Equation Prescribing the Extent of the Austenite-Martensite Transformation in Pure Iron-Carbon Alloys and Plain Carbon Steels， Acta Met.， Vol. 7， pp. 59-60 (1959).5 Y. Watanabe， et al.， Effects of Shot Peening on Resistance to Softening during Tempering and Contact Fatigue Strength of Carburized and Carbonitrided JIS SQ420H Steels (in Japanese with English summary)， TETSU-TO-HAGANE， Vol. 84， No. 12， pp. 66-73 (1998).附录BDevelopment of High Strength Steel Designed for Carbonitriding with High Nitrogen Content to Be Used for Automatic Transmission GearsYouichi WatanabeNissan Motor Co.， Ltd.， 6-1， Dalkoku-cho， Tsurumi-ku， Yokohama， JapanAbstract： To downsize and lighten automatic transmission components， the gears installed must be strengthened in terms of pitting endurance and/or wear resistance. The most important metallurgical factor affecting fractures is well known to be resistance to softening when steel is tempered at approximately 573 K. Carbonitriding with a high amount of nitrogen is a very effective production technique because nitrogen increases the resistance during tempering. However， structural anomalies begin to appear in the surface layer when the nitrogen content exceeds 0.6 mass% in the chromium steel generally used. To address this， we have developed new high-strength chromium steel with an optimized chemical composition that effectively inhibits anomalies even when Carbonitriding with a nitrogen content of more than 0.6 mass%. We performed a drivetrain durability test on an automatic transmission component designed to have excellent contact fatigue strength and a tooth root bending impact and fatigue strength. We found that the developed steel that was carbonitrided with a content of about 0.9 mass%， and then shot peened hard， has a pitting life of roughly 4.5 times that of conventionally manufactured steel.Key words： Carbonitriding， Nitrogen， Shot peening， Contact fatigue strength， Pitting， GearIMPROVING the fuel consumption of automobiles is becoming ever more important in response to global environmental problems and declining oil production. Therefore， technical work needs to be performed to lighten automobile bodies. To downsize and lighten automatic transmission components， the gears installed must be strengthened in terms of pitting endurance and/or wear resistance so as to reduce their size and weight. The most important metallurgical factor affecting fractures is well known to be resistance to softening when steel is tempered at approximately 573 K. Carbonitriding with a high amount of nitrogen is a very effective production technique because nitrogen increases the resistance during tempering. However， when the nitrogen content exceeds 0.6 mass%， structural anomalies begin to appear in the surface layer of the chromium steel generally used.This paper describes high strength steel designed for Carbonitriding with high nitrogen content greater than 0.6 mass%， and a new Carbonitriding production technology combined with hard shot peening.1. Factors Affecting the Surface Strength of Gear Teeth Significant surface fractures， such as pitting and wear， occur frequently on the flank surface of gear teeth in automatic transmissions. Whether it has been shot peened or not， the surface layer of a conventional carburized gear seems unable to maintain virgin high surface hardness and strength because the tooth flank surface temperature rises to approximately 573 K during operation.2. Carbonitriding The U.S. patents on Carbonitriding were initially applied for in 1883， but it is only since 1935 that these production technologies began to be put to practical use. The reason for this was that the effects of nitrogen on microstructures and mechanical properties had not yet been clarified. This heat treatment was originally applied only to low-cost steels， that is， steels with low hardenability such as plain carbon steel， because the hardenability could only be improved by using a small amount of nitrogen up to about 0.2 %. However， nitrogen also has the effect of increasing the resistance to softening during tempering， which results in improved durability to pitting.Mechanisms form thee basic geometrical element of many mechanical devices including automatic machinery，typewriters，mechanical toys，textile machinery，and others.A mechanism typically is designed to create a desied motion of a rigid body relative to a reference member.Kinematic design，or kinematic syntheses，of mechaaanisms often is the first step in the design of a complete machine.When forces are considered，the additional problems of dynamics，bearing loads，stresses，lubrication，and the like are introduced，aad the larger problem become one of machine design.Gear are machine elements that transmit motion by means of successively engaging teeth，Gears transmit motion from one ratating shaft to another，or to a rack that translates.Numerous applications exist in which a constant angular velocity ratio(or constant torque ratio)must be transmitted between shafts，Based on the variety of gear types available，there is no restriction that the input and the output shafts need be either in-line or parallel.Nonlinear angular velocity tratios are also available by using noncircccuar gear，In order to maintain a constant angular velocity，the individual tooth prifle must obey the fundamental law of gearing：for a pair of gears to transmit a constant angular velocity ratio，the shape of their contacting profiles must be such that the common normal passes through a fixed point on the lineof the centers.Any two mating tooth profiles that satisfy the fundamental law of gearinig are called conjugate profiles，Although there re may tooth sshapes possible in which a maring tooth could be designed to satisfy the fundamental law，only two are in genetal use;the cycloidal and involute profiles.The involute has important advantages;it is easy to manufacture and the center distance berween a pair o involute gears can be varied without changing the velocity ratio，Thus close tolerances between shafts are not required when utilizing the involute profile.There are several standard gear types.For applications with parallel shafts，straight spur gear，parallel helical，or herringbone gears are usually ued，In the case of intersecting shafts，straight bevel or spiral bevel gears are employed.For nonintersecting and nonparallel shafts，crossed helical，worm，face，skew bevel or hypoid gears would be acceptable choices.For spur gears，the pirch circles of mating gears are tangent to wach other.They roll on one another without sliding.The addendum is the height by which a tooth projects beyond the pitch circle(also the tadial distance between the pitch circle and the addendum circle).The clearance is the amount by which the dedendum (tooth height below the pitch circle)in a given gear exceeds the addendum of its mating gear，The tooth thickness is the distance across the tooth along the are of the pitch circle while the tooth space is the distance between adjacent teeth along the are of the pitch circle.The backlash is the amount by which the width of the tooth space exceeds the thickness of the engaging tooth at the pitchi circle.Helical gears are used to transmit motion between parallel shafts.The helix angle I the same on each gear，but one gear must have a right-hand helix and the other a left-hand helix.The shape of the tooth is the angular edge of the paper becomes a helix.If we unwind this paper，eachpoint on the angular edge genetares an involute curve，The surface obtained when every point on the edge generates an involute is called an involute helicoids.in helical gears，the line is diagonal across the face of the tooth，It is this gradual engagement of the teeth and the smooth transfer of load from one tooth to another，which give helical gears the ability to transmit heavy loads at high soeeds，Helical gears subject the shaft bearings to both radial and thrust loads.When the thrust loads become high or are objectionable for other reasons，it may be desirable to use double helical gears.A double helical gear(herringbone)is equivalent to two helical gears of opposite hand，mounted side by side on he same shaft.They develop opposite thrust reactions and thus cancel at the thrust load.when two or more single helcal gears are mounted on the same shaft，the hand of the gears should be selected so as to produce the minimum thrust load.Crossed-helical，or spiral，gears are those in which the shaft centerlines are neither parallel not interecting.The teeth of crossed-helical gears have point contact with each other，which changs to line contact as the gears wear in.For this reason they will carry out very small loads and are mainly for instrumental applications，and are definitely not recommended for use in thee transimission of power.There is no difference between a crossed helical gear and a helical gear until the are mounted in mesh with each other.They are manufactured in the same way.A pair of meshed crossed helical gears usually have the ame hand;that is ，a right-hand driver goes with a right-hand driven.In the desin of crossed-helical gears，the minimum sliding velocity is obtained when the helix angle are equal.However，when the helix angle are not equal，the gear with the lrger helix angle should be used a the driver if both gears have the same hand.Worm gears are similar to crossed helical gears.The pinion or worm has a small number of teeth，usually one to four，and since they completely wrap around the pitch cylinder they are called threads.Its mating gear is called a worm gear，which is not a true helical gear.Aworm and worm gear are used to provide a high angular-velocity reduction berween nonintertsecting shafts which are usually at tight angle.The worm gear is not a helical gear because its face is made concave to fit the curvarure of the worm in order to provide line contact instead of point contact.However，a disadvangtage of worm gearing I the high sliding velocities across the teeth，the same as with crossed hlical gears.Worm gearing are either single-or double-enveloping.A single-enveloping geating is one in which the gear wtaps a found to partially encloses the worm.A gearing in which each element partially encloses the other is，of course，a Double-enveloping worm gearing.The important difference between the two is that area contact exists between the teeth of double-enveloping gears while only line contact between those of single-enveloping gears.The worm and worm gear a set have the same hand of helix as for crossed helical gears，but the helix angles are usually quete different，The helx angle on the worm is generally quite large，and that on the gear very small.Because of this ，it is usual to specify the lead angle on the worm.which is the compliment of the worm helix angle，and the helix angle on the gear;the two angles are equal for a 90-deg.shaft angle.A shaft is a rotating or stationary member.usually of circular cross section，having mounted upon it such elementsa gears，pilleys，flywheels，cranks，sprockets，and other power-transmissionlements.Shafmay subjected to bending，tension，compression，or torsional loads，acting singly or in combination with one another，When they are combined，one may expect to find both static and fatigue strength to be important design considerations，since a single shaft may be subjected too static stresses，completely reversed，and repeated stresses，aii acting at the same time.The word”shaft”cover numerous variationgs，such as axles and spindles.An axle is a shaft，either stationary or rotating，not subjected to torsion load.A short rotating shaft is often called a spindle.The reason for this is that，if the shaft is made stiff enough so that the deflection is not too large，it is probable that the resulting stresses will be safe，But by no means should the designer assume that they are safe;it is almost always necessary to calculate them so that he knows they are within acceptable limits.Whenever possible，the power-transmission elements，such as gears or pulleys ，should be located close to the supporting bearings.This reduces the bending moment，and hence the deflection and bending stress.3. Concluding RemarksWe have developed high-strength steel that further enhances

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