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题目NJ1062轻型货车设计（离合器总成设计）

主要研

究内容1. 设计内容：参考NJ1062DB轻型货车，完成所要求条件的轻型货车离合器及操纵机构设计；绘制离合器与操纵机构总成图；装配图及主要零部件工作图不少于3张零号图纸，其中应包含一张以上用计算机绘制的具有中等难度的1号图纸，同时至少有折合1号图幅以上的图纸用手工绘制。

2. 计算内容：完成离合器及操纵机构方案分析，完成离合器的设计计算。

3. 设计说明书内容：不少于12000字，其中的曲线及插图全部用计算机绘制；阅读参考文献不少于15篇；撰写中英文摘要，中文摘要400-500字，英文摘要300-450个实词，关键词一般为4-6个；设计说明书全部用计算机打印。

4. 外文翻译：完成不少于10000印刷符的外文翻译（并附原文）。

主要技

术指标(或研究目标)驱动型式：4╳2(后驱)；驾驶室：平头；整车外形尺寸：5995╳2076╳2285；整车整备质量：2625kg；额定最大装载质量：2750 kg；轴距：3308 mm；轮距（前/后）：1675/1485 mm；最小离地间隙：213 mm；最高车速：95 km/h；最小转弯半径：76 00mm；

发动机型号：YZ4102Q1-1，最大功率 70.6KW/3200rpm，最大扭矩245Nm/2000～2200rpm；

该离合器及操纵机构设计应满足它们各自系统的基本要求，以及该参考车型的设计要求。

进度计划(5周): 调研、收集、分析资料；

(6周): 全组集体讨论，制定、确定总体方案；

(7～9周): 完成主要总图设计；

(10～12周): 完成零件图、部件图、设计说明书等；

(13周): 整理图纸及全部设计资料，上交所有设计资料；

(14周): 审核、互审评阅设计；

(14周): 答辩，评定成绩；

NJ1062轻型货车设计（离合器总成设计）

摘要

在这三个月的时间里，我的最重要的任务之一就是设计汽车离合器、其操纵机构，以及传动轴的设计。

众所周知汽车底盘包括传动系、行驶系和转向系，传动系部件包括离合器、变速器、传动轴、驱动桥、半轴及驱动轮。在传动系的这些部件中，离合器和变速器无疑是两个最为重要的部件。驾驶员通过操纵离合器既可以在变速器换档时使发动机与离合器暂时分离，也可以在汽车起步时使发动机与离合器平稳接合。离合器的设计采用膜片弹簧压紧机构，液压式操纵机构。在国外，常采用液压操纵机构的离合器以减轻驾驶员的疲劳，

通过对传动轴的传动类型分析，对传动方式和传动轴进行了选型；通过对传动轴的类型与结构分析，选择了传动轴的十字轴滚针轴承的密封形式——盖板式密封。通过对万向节的十字轴、滚针轴承、万向节叉的设计计算，确定了所设计车辆使用的这些部件的具体尺寸。

综合各部分的设计及校核结果，所设计的离合器、传动轴能满足所设计的轻型货车的传动要求。

关键词：离合器，传动轴，十字轴，操纵机构

THE DESING OF A LIGHT TRUCK

(THE CLUTCKAND THE MANIPULATION

OF INSTITUTIONS AND SHAFT DESIGN)

ABSTRACT

In these two month-long time, one of my most vital duties is designs the automobile clutch ,Its control mechanism, as well as drive shaft design. The well known motor car chassis including the power transmission, the travel is and the steering system, the power transmission part including the meeting and parting Transmission gearbox, drive shaft, driving axle, rear axle and driving gear. In power transmission these parts, to Gathering and the transmission gearbox are two most important parts without doubt. The pilot through operates the coupling already to be possible in The transmission gearbox shifts gears when causes the engine and the coupling separates temporarily, also may starts when the automobile cause the engine and Coupling steady joint. The coupling design used the disk spring to contract the organization, hydraulic control organization. In overseas, often uses the hydraulic control organization the coupling by to reduce pilot's weariness.

Through to the drive shaft transmission type analysis, has carried on the shaping to the type of drive and the drive shaft; Through to the drive shaft type and the structure analysis, chose the drive shaft cross axle needle bearing seal form to cover the board style seal. Through to the universal joint cross axle, the needle bearing, the universal joint sliding yoke design calculation, had determined designs these parts concrete sizes which the vehicles uses.

Synthesizes each part of designs and the check result, designs the coupling, the drive shaft can satisfy skin truck which designs to use the transport vehicle the transmission request.

KEY WORDS: Coupling drive shaft cross axle control mechanism

目　录

前　言 ………………………………………………………1

第一章离合器设计分析与方案选择………………………3

§1.1 概述…………………………………………………3

§1.2 离合器结构方案分析………………………………4

§1.2.1　从动盘数的选择 ………………………5

§1.2.2 压紧弹簧和布置形式的选择 …………6

§1.2.3　膜片弹簧支承形式 ……………………7

§1.2.4　压盘驱动方式的选择 …………………8

第二章离合器基本参数和主要尺寸选择…………………9

§2.1 离合器基本参数计算………………………………10

§2.2 膜片弹簧主要参数的选择…………………………12

§2.3 扭转减震器的设计…………………………………13

§2.4 离合器压盘的设计…………………………………17

§2.5 离合器从动盘毂花键的强度校核…………………19

§2.6 离合器操纵机构的设计计算………………………19

第三章传动轴的设计与计算………………………………23

§3.1 概　述………………………………………………23

§3.2 万向节结构方案分析………………………………24

§3.3 万向节的设计计算…………………………………24

§3.3.1 万向节设计 ……………………………24

§3.3.2 传动轴的设计 …………………………26

第四章结论 ………………………………………………29

参考文献 ……………………………………………………30

致　谢 ……………………………………………………31

前言

自从十九世纪末期诞生第一辆汽车以来，汽车工业经历了100年的发展过程。由于社会需求的不断增长和科学技术发展的推动，汽车设计日臻精巧，其运输生产率和各项性能都有很大提高。因此，现在汽车已成为世界各国国民经济和社会生活中不可缺少的的一种运输工具。汽车工业规模和其产品的质量也成为衡量一个国家技术水平的重要标志之一。

50年代以来，由于高速公路的发展，促使汽车的运输能力和载货量逐渐加大。目前，国外公路用牵引半挂式汽车的总质量可达40吨，车速可达100km/h以上，每年平均行驶里程约15万km。一些工业发达国家的汽车货运量在总货运量的比例高达80％之多。60年代以来，载货汽车向大型化发展，是汽车在矿山、钢铁、建筑、石油开发等部门运输量的比重也逐渐上升，各国还采用变型和集装箱运输方式来扩大汽车的用途和降低汽车运输成本。在农业部门生产过程中，汽车运输也占有很重要的地位。由此可见，汽车已渗透到国民经济的各个部门中了。除载货汽车外，不少国家每年还要生产数量众多的供私人用的各种形式的轿车（在有些国家中轿车产量占整个汽车产量的80％），车主用以上下班、采购、旅游和出差时代步。在这里汽车起到了节省时间、加快生活节奏和使生活现代化的作用。因此在有些国家中，轿车就成为人们生活中十分需要的工具，非常普及。正是由于汽车的用途日益广阔，所以近20年来汽车的产量不断增加。据80年代初统计，全世界汽车年产量已达4000万辆，保有量达4亿辆以上。汽车作为路上运输工具在社会中发挥的作用已经接近甚至超过了铁路车辆。但它也给社会带来了许多新问题。在车辆多的国家中造成车流密度大，交通拥挤和频繁的交通事故；废气和噪声对环境造成了污染，这些已形成了社会公害。这些都严重影响了社会的治安和人民的生活。所以许多国家制定了各种法规来加以防治，并对汽车设计提出了很严格的要求。综上所述，今天的汽车，其作用不仅深入到国民经济的各个部门，还与社会和人民生活息息相关，因此在汽车设计时，必须考虑到这些因素而形成自己的特点。

参考文献

[1] 陈家瑞主编. 汽车构造（第3版）. 北京：机械工业出版社2001

[2] 刘惟信编著. 汽车制动系的结构分析与设计计算. 北京：机械工业版社，2004

[3] 刘惟信主编. 汽车设计（第3版）. 北京：清华大学出版社， 2001

[4] 余志生主编. 汽车理论（第3版）. 北京：清华大学出版社， 2002

[5] 王望予主编. 汽车设计（第3版）. 北京：机械工业出版社， 2002

[6] 张则曹主编. 汽车构造图册(底盘) . 北京：人民交通出版社，1998

[7] 张洪欣主编. 汽车设计（第2版） . 北京：机械工业出版社，1995

[8] 邓楚南主编. 轿车构造 . 北京：人民交通出版社， 2001

[9] 王巍，钱可强主编. 机械工程图册 . 北京：机械工业出版社， 2000

[10]李传禹主编.汽车设计标准资料手册 . 长春: 吉林科学技术出版社,1992

[11]甘永立主编.几何量公差与检测 . 上海: 上海科学技术出版社,2001

[12]汪卸建主编.汽车底盘简明教学图解 . 北京：电子工业出版社，1993

[13]刘世桤主编.汽车的传动系 . 北京: 人民交通出版社,1978

[14]羊拯民主编.传动轴于万向节 . 北京: 人民交通出版社,1986

[15]藏新群主编.汽车滚动轴承应用手册 . 北京: 机械工业出版社,1997

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内容简介：: CLUTCH The engine produces the power to drive the vehicle. The drive line or drive train transfers the power of the engine to the wheels. The drive train consists of the parts from the back of the flywh eel to the wheels. These parts include the clutch, the transmission, the drive shaft, and the final drive assembly (Figure 8-1). The clutch which inc ludes the flywheel, clutch disc, pressure plate, springs, pressure plate cover and the linkage necessary to operate the clutch is a rotating mechanis m between t he engine and the transmission (F igure 8-2). It operates through fr iction which comes from contact between the parts. That is the reason why the clutch is called a frict ion mechanism. After engagement, the clutch must continue to transmit all the engine to rque to the transmission depending on the friction w ithout slippage. The clutch is also used to disengage the engine from the drive train whenever the gears in the transmission are being shifted from one gear ratio to another. To start the engine or shift the gears, the driver has to depress the clutch pedal with the pur pose of disengagement the transmission from the engine. At that time, the driven members connected to the transmission input shaft are either stationary or rotating at a speed that is slowe r or faster tha n the driving members connected to the engine crankshaft. There is no spring pressure on the clutch assembly parts. So there is no frict ion between the driving me mbers and driven me mbers. As the driver lets loose the clutch pedal, spring pre ssure increases on the clutch parts. F riction between the parts also increases. The pressure exerted by the springs on the driven me mbers is controlled by the driver through the clutch pedal and linkage. The positive engagement of the driving and driven me mbers is made possible by the friction between the surfaces of the me mbers. When full spring pressure is applied, the speed of the driving and driven me mbers should be the same. At the ntsmoment, the clutch must act as a solid coupling device and transmit al l engine power to the transmission, without slipping. However, the transmission should be engaged to the engine gradually in order to operate the car smoothly and minimize torsional shock on the drive train because an engine at id le just develops litt le power. O therwise, the driving me mbers are connected with the driven members too quickly and the engine would be stalled. The flyw heel is a major part of the clutch. The flyw heel mounts to the engines crankshaft and transmits engine torque to the clutch assembly. The flywheel, when coupled with the clutch disc and pressure plate makes and breaks the flow of power from the engine to the transmission. The flywheel provides a mount ing location for the clutch assembly as well. When the clutch is applied, the flyw heel transfers engine torque to the clutch disc. Because of its weight, the flywheel he lps to smooth engine operation. The flywheel also has a large ring gear at its outer edge, which engages with a pinion gear on the starter motor during engine cranking. The clutch disc fits between the flywheel and the pressure plate. The clutch disc has a splined hub that fits over splines on the transmission input shaft. A splined hub has grooves that match splines on the shaft. These splines fit in the grooves. Thus, t he two parts are held together. However, back-and- forth movement of the disc on the shaft is possible. Attached to the input shaft, At disc turns at the speed of the shaft. The clutch pressure plate is generally made of cast iron. It is round and about the same dia meter as the clutch disc. O ne side of the pressure plate is machined smooth. This side will press the clutch disc facing are against the flywheel. The outer side has various shapes to facilitate attachment of spring and release mechanisms. The two primary types of pressure plate assemblies are coil spring assembly and diaphragm ntsspring (Figure 8-3). In a coil spring clutch the pressure plate is backed by a number of coil springs and housed with them in a pressed-steel cover bolted to the flywheel. The springs push against the cover. Neither the driven plate nor the pressure plate is connected rigidly to the flywh eel and both can move either to wards it or away. When the clutch pedal is depressed a thrust pad riding on a carbon or ball thrust bearing is forced towards the flywheel. Levers pivoted so that they engage with the thrust pad at one end and the pressure plate at the other end pull the pressure plate ba ck against its springs. This re leases pressure on the driven plate disconnecting the gearbox from the engine (Figure 8-4). Diaphragm spring pressure plate assemblies are widely used in most modern cars. The diaphragm spring is a single thin sheet of metal which yie lds when pressure is applied to it. When pressure is removed the metal springs back to its original shape. The centre portion of the diaphragm spring is slit into numerous fingers that act as release levers. When the clutch assembly rotates with the engine these weights are flung outwards by centrifugal forces and cause the levers to pre ss against the pressure plate. During disengagement of the clutch the fingers are moved forward by the release bearing. The spring pivots over the fulcrum ring and its outer rim moves away from the flywheel. The retracting spring pulls the pressure plate a way from the clutch plate thus disengaging the clutch (Figure 8-5). When engaged the release bearing and the fingers of the diaphragm spring move towards the transmission. As the diaphragm pivots over the pivot ring its outer rim forces the pressure plate against the clutch disc so that the clutch plate is engaged to the flywheel. The advantages of a diaphragm type pres sure plate assembly are its compactness, lower weight, fewer moving parts, less effort to engage, reduces rotational imbalance by providin g a balanced force around the pressure plate and less chances of clutch slippage. ntsThe clutch pedal is connected to the disengagement mechanis m either by a cable or, more commonly, by a hydraulic system. Either way, pushing the pedal down operates the dise ngagement mechanis m which puts pressure on the fingers of the clutch diaphragm via a release bearing and causes the diaphragm to release the clutch plate. With a hydraulic mechanism, the clutch pedal arm operates a piston in the clutch master cylinder. This forces hydraulic fluid through a pipe to the clutch release cylinder where another piston operates the clutch disengagement mechanis m. The alternative is to link the clutch pedal to the disengagement mechanism by a cable. The other parts includ ing t he cl utch fork, release bearing, bell- housing, bell housing cover, and pilot bushing are needed to couple and uncouple the transmission. The clutch fork, which connects to the linkage, actually operates the clutch. The release bearing fits between the clutch fo rk and the pressure plate assembly. The bell housing covers the clutch assembly. The bell housing c over fastens to the bottom of the bell housing. This removable cover allows a mechanic to inspect the clutch wit hout removing the transmission and bell housing. A pilot bushing fits into the back of the crankshaft and holds the transmission input shaft. Torque Converter The Basics Just like manual transmission cars, cars with automatic transmissions need a way to let the engine turn while the wheels and gears in the transmission come to a stop. Manual transmission cars use a clutch, which completely disconnects the engine from the transmission. Automatic transmis sion cars use a torque converter. A torque converter is a type of fluid coupling, which allows the engine to spin somewhat independently of the transmission. If the engine is turning slowly, such as when the car is idling at a stoplight, ntsthe amount of torque passed through the torque converter is very small, so keeping the car still requires only a light pressure on the brake pedal. If you were to step on the gas pedal while the car is stopped, you would have to press harder on the brake to keep the car from moving. This is because when you step on the gas, the engine speeds up and pumps more fluid into the torque converter, causing more torque to be transmitted to the wheels. Inside a Torque Converter There are four components inside the very strong housing of the torque converter: 1. Pump; 2. Turbine ; 3. Stator; 4. Transmission fluid. The housing o f the torque converter is bolted to the flyw heel of the engine, so it turns at whatever speed the engine is running at. The fins that make up the pump of the torque converter are attached to the housing, so they also turn at the same speed as the engine. The cutaway below shows how everything is connected inside the torque converter (Figure 8-6). The pump inside a torque converter is a type of centrifugal pump. As it spins, fluid is flung to the outside, much as the spin cycle of a washing machine flings water and clothes to the outside of the wash tub. As fluid is flung to the outside, a vacuum is created that draws more fluid in at the center. The fluid then enters the blades of the turbine, which is connected to the transmission. The turbine causes the transmission to spin, which basically moves the car. The blades of the turbine are curved. This means that the fluid, which enters the turbine from the outside, has to change direction before it exits the center of the turbine. It is this directional change that causes the turbine to spin. ntsThe fluid exits the turbine at the center, moving in a different direction than when it entered. The fluid exits the turbine moving opposite the direction that the pump (and engine) is turning. If the fluid were allowed to hit the pump, it would slow the engine down, wasting power. This is why a torque converter has a stator. The stator resides in the very center of the torque converter. Its job is to redirect the fluid re turning from the turbine before it hits the pump again. This dramatically increases the efficiency of the torque converter. The stator has a very aggressive blade design that almost completely reverses the direction of the fluid. A one -way clutch (ins ide the stator) connects the stator to a fixed shaft in the transmission. Because of this arrangement, the stator cannot spin with the fluid - it can spin only in the oppos it e dire c t i o n, forc i n g the flui d to chang e dire c t i o n as it hit s the stato r blade s . Something a little bit tricky happens when the car gets moving. There is a point, around 40 mph (64 kph), at which both the pump and the turbine are spinning at almost the same speed (the pump always spins slightly faster). At this point, the fluid returns from the turbine, entering the pump already moving in the same direction as the pump, so the stator is not needed. Even though the turbine changes the direction of the fluid and flings it out the back, the fluid still ends up moving in the direction that the turbine is spinning because the turbine is spinning faster in one direction than the fluid is being pumped in the other direction. If you were standing in the back of a pickup moving at 60 mph, and you threw a ball out the back of that pickup at 40 mph, the ball would still be going forward at 20 mph. This is similar to what happens in the tur bine: The fluid is being flung out the ba

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