0018-4座微型客货两用车设计（后驱动桥、后悬设计）（CAD图+翻译）
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0018-4座微型客货两用车设计（后驱动桥、后悬设计）（CAD图+翻译）,0018,微型,客货两用车,设计,驱动,CAD,翻译
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车辆与动力工程学院毕业设计说明书4座微型客货两用车设计（后驱动桥、后悬设计）摘 要本设计为4座微型客货两用车的后驱动桥、后悬架设计。参照现有的生产技术水平，综合考虑生产成本，以及使用条件等多种因素, 经过收集各类型的后驱动桥、悬架的资料、实车观测和老师的指导，完成了本次设计。本次设计确定采用整体式驱动桥。其主减速器为单级，采用准双曲面齿轮传动，差速器采用普通对称式圆锥齿轮对称式圆差速器，全浮式半轴，整体铸造式驱动桥壳。主减速器齿轮主要设计的是双曲面齿轮的尺寸、校核及材料选择；差速器主要计算的是对称式圆锥齿轮的主要参数计算及校核；半轴设计主要是根据强度来确定半轴的半径和半轴的结构设计及材料与热处理；驱动桥桥壳既是承载件又是传动件，因此桥壳需要有足够的强度和刚度。后悬架采用钢板弹簧式非独立悬架，其需要计算的内容比较广泛，但也主要是集中在对弹性元件的计算上。计算包含了从满载弧高，各钢板弹簧片长度、厚度、宽度，到整个悬架系统的动、静挠度值的确定。这是因为在悬架系统中，钢板弹簧既是它的弹性元件又是它的导向机构，是其最为重要的部件。综合各部分的设计与校核的结果，本次设计基本能满足其设计要求。关键词：后驱动桥, 整体式，非独立悬架，钢板弹簧THE DESIGNING FOR THE MINIATURE MOTORCAR TO CARRY PERSONS AND GOODS WITH 4 SEATS（THE DESIGN OF BACK DRIVING AXLE AND REAR SUSPENSION）ABSTRACTThis design is for the back driving axle and back suspension of the miniature motorcar to carry persons and goods with 4 seats. According to the existing production technique level, synthesize the consideration production cost, and use the condition etc. various factor. In weeks , there was much useful information about the back driving axle and the rear suspension collected. With the helping of my teacher ,and observation on vehicle in laboratory , this designing is completed.This design assurance adopts the whole type to drive the bridge. Its lord decelerates the machine as single class, the adoption allows a curved face wheel gear to spread to move, differ soon the machine adopt the common and symmetry type cone wheel gear symmetry type circle differ soon machine, the whole float type half stalk, hurtle to cast the whole type to drive the bridge hull. The lord mainly decelerate the machine wheel gear what to design is a pair of pit and the material choice of size, school of curved faces wheel gear. Bad soon machine mainly what to compute is the main parameter calculation and school pits of the symmetry type cone wheel gear.The half stalk design is mainly the basis strength to certain structure design and material and hot processingses of the radius and half stalk of the half stalks. Drive the bridge bridge hull since is to load the piece and is to spread to move the piece, so the bridge hull needs to have the enough strength and just degree. The design of the rear suspension adopts unindependent suspension with steeel spring. It has more data computation.There are entire rate of rear suspension, heavy load arch high ,dynamic distortion quantity,the different length of different leaf brade, thickness and width of them.Those are indispensable data in suspension of a vehicle.The result of design and school pit of comprehensive each part, this time design basic can satisfy it designs the request.KEY WORDS：back driving axle， the whole type， unindependent suspension，steeel spring 目 录第一章 前言. . .1第二章 驱动桥结构设计.22.1驱动桥的组成与结构方案分析.22.2 主减速器的结构形式的分析和确定.22.2.1 主减速器传动齿轮的类型.22.2.2 主减速器的减速形式.32.3差速器的方案分析及确定. .32.4半轴.32. 5驱动桥壳结构方案分析.4第三章 驱动桥尺寸计算 .53.1主减速器的基本参数选择与设计计算.53.1.1主减速比的确定.53.1.2主减速器齿轮计算载荷的确定. 5 3.1.3主减速器齿轮基本参数的选择. 63.2差速器的基本参数选择与设计计算.17 3.2.1差速器齿轮的基本参数的选择. 17 3.2.2差速器齿轮的几何尺寸设计计算. 183.3全浮式半轴的设计计算.203.4驱动桥桥壳的设计计算.21 3.4.1驱动桥壳结构方案分析. 21 3.4.2驱动桥壳强度计算. 22第四章 驱动桥强度计算.284.1主减速器准双曲面齿轮的强度校核.28 4.1.1单位齿长圆周力. 28 4.1.2轮齿的弯曲强度计算 .294.1.3轮齿的弯曲强度计算. 304.2差速器齿轮的强度计算.304.3半轴强度计算.314.3.1半轴扭转应力. 314.3.2半轴的最大扭转角. 31第五章 轴承的寿命计算.335.1主减速器主动锥齿轮支承轴承的计算.335.1.1主减速器主动齿轮上的当量转矩的计算. 335.1.2主从动锥齿轮齿面宽中点处的圆周力p的计算.335.1.3双曲面齿轮的轴向力与径向力的计算. 335.1.4悬臂式支承主动锥齿轮的轴承径向载荷的确定. 345.1.5轴承寿命的计算. 355.2从动齿轮支承轴承校核.365.2.1单级主减速器从动齿轮支承轴承径向载荷的确定. 365.2.2轴承寿命计算. 36第六章 后悬架结构分析.386.1悬架概述.386.2悬架结构形式和布置的分析.38第七章 后悬架参数确定和尺寸计算.407.1总体布置及其基本参数.407.2弹性元件的设计计算.407.2.1钢板弹簧的布置方案. 407.2.2钢板弹簧结构尺寸参数计算. 407.3后悬架减振器的设计与计算. 477.3.1选取相对阻尼系数.477.3.2最大卸荷力的确定.477.3.3减振器工作缸直径D的确定.47第八章 结 论.48参考文献.49致谢.50V毕 业 设 计（论文）任 务 书（指导老师填表）学生姓名专业班级指导老师课题类型设计（论文）题目4座微型客货两用车设计（后驱动桥、后悬架设计）主要研究内容 4座客货两用车的基本参数为：发动机拟选为JL462Q或相近系列，最高车速为95Km/h，最小转弯半径4.5米，乘员人数4人，载重量0.5吨，档位数4+1。 参照上述基本参数，查阅汽车设计相关标准，参照现有车型的整体布局参数（网上可以查到，如昌河CH10011AXEi厢货、长安火车系列等）、亚洲牌客货两用车底盘实物、长剑牌轿车实物（车辆实验室整车陈列室内），进行必要的调研和资料查阅，设计出合适现代社会需要的客货两用车。主要技术指标（或研究目标） 完成客货两用车的后驱动桥、后悬架设计。绘制总和不少于3张的零号图纸的结构设计图、装配图和零件图，其中应包含用计算机绘制（或手工绘制）的具有中等难度的1号图纸一张以上。 按要求格式独立撰写不少于12000字的设计说明书，应有中英文摘要（摘要不少于400字），全部用计算机打印（编排要求到河南科技大学教务处网站查：河南科技大学毕业设计（论文）指导手册），查阅与课题相关的文献资料15篇以上，独立完成总量10000以上印刷符号与本人相关的外文资料译文。速度计划（67周）全组集体讨论，确定总体方案。每个学生确定自己的设计内容与绘图数量。在进行调研、搜集、分析资料的基础上，完成开题报告（4月14日交）。（89周）整理本设计内容的相关数据资料，进行必要的理论计算，拟出说明书草稿，搜集相关外文资料并翻译。（1011周）完成主要总图设计。（5月5日下午至少完成一张零号草图）。（1213周）完成零、部件图设计，并完成机绘图。（5月23下午之前完成）。（1415周）要求整理、编写设计说明书。（ 16周）整理图纸及全部设计文件，准备上交。（6月13日下午四点交全部设计资料）。（ 17周 ）审阅、评阅设计资料，答辩，评定成绩。主要参考文献 汽车构造； 汽车理论； 汽车设计； 汽车车身设计结构与设计； 车身造型； 汽车车型手册； 有关汽车行业杂志； 机械零件设计手册； 汽车相关行业标准（院资料室）研究所（教研室）主任签字： 年 月 日Suspension performance testingThe suspension system, while not absolutely essential to the operation of a motor vehicle, makes a big difference in the amount of pleasure experienced while driving. Essentially, it acts as a bridge between the occupants of the vehicle and the road they ride on. The term suspension refers to the ability of this bridge to suspend a vehicles frame, body and powertrain above the wheels. Like the Golden Gate Bridge hovering over San Francisco Bay, it separates the two and keeps them apart. To remove this suspension would be like taking a cool dive from the Golden Gate: you might survive the fall, but the impact would leave you sore for weeks. Think of a skateboard. It has direct contact with the road. You feel every brick, crack, crevice and bump. Its almost a visceral experience. As the wheels growl across the pavement, picking up a bump here, a crack there, the vibration travels up your legs and settles in your gut. You could almost admit you were having fun, if you didnt feel like you were gonna toss your tacos at any second. This is what your car would feel like without a suspension system.In the interests of road safety, it is logical to include in periodic roadworthiness tests an inspection of vehicle suspension performance. The results of tests with a prototype machine are presented and a specification proposed for a valid suspension test.Demonstrations organized by the European Shock Absorbers Manufacturers Association ( EuSAMA) in many countries have drawn attention to the importance of correctly functioning shock absorbers. In the United Kingdom it is anticipate that the Department of the Environment will include a specific shock absorber check in the MOT Test with effect from January 1977.Of the machines currently available for testing shock absorbers without removing them from the vehicle, there is no real consensus of opinion concerning their validity to evaluate suspension safety objectively. But it is felt that possible more stringent legislation on European periodic vehicle tests in the future will demand a form of objective testing on equipment that is incapable of erroneous interpretation.Since its formation in 1971 EuSAMA has realized the imnportance of the problem, and initially charged its technical sub-committee with the task of examining and analyzing the various test machines then available. Two basic types of machine were offered at that time for diagnosing faulty shock absorbers. These were:Machines which lift up the wheels on an axle by about 100 mm and then let them drop. The subsequent displacements of the body on each side are recorded and the results compared with preset values for the particular vehicle and the suspension position, front or rear. Such a machine simulates a step input and records the subsequent body movements (see Fig 1).Machines which measure wheel movements induced by the exitation of the suspension through a frequency scan from above resonance frequency to zero, applied by means of a spring-supported platform under the tyre. Results are recorded in the form of wheel displacement against time. While passing through the wheel bounce resonant frequency the maximum amplitude is obtained and this is compared with preset values for the particular vehicle and the suspension position front or rear (see Fig 2).A third machine, introduced later, measures phase shift induced by the excitation of the suspension at a constant frequency and stroke, applied by means of a vibrating platform under the tyre. The phase shift between the moment of excitation and the force-reaction is recorded and the result is compared with preset values for the particular vehicle and suspension position (see Fig 3).These systems have three fundamental drawbacks:A: The actual damping is compared with the original damping the limit being a certain degradation in comparison with the original performance. The original performance, however, can already be marginal.B: The problems of limit setting, namely by whom should the limits be set and what are the criteria they should about? At present there is hardly any relation between set limits and acceptable performance in practice.C: The practical problem of various limits for different vehicle types and their suspensions. This requires comprehensive reference manuals that need continuously updating.Despite these fundamental drawbacks, examples of the ? widely used test machines were put through their paces by the Automotive Engineers Laboratory of the University of Ghent, as well as by several EuSAMA members. As expected, the first conclusion is that no test method which does not include dismantling the shock absorbers from the vehicle is able to furnish information concerning the shock absorber alone, and it is in fact the whole of the vehicle suspension system that is tested. This can be considered as a positive aspect of testing, since the whole of the suspension should be in good condition for safety; although the shock absorber is the component most likely to deteriorate with use, other defects such as incorrectly inflated tyres, broken springs or seized ball-joins should if possible be diagnosed.Of the other factors which influenced test results it was found that all machines gave results that were much affected by shock absorber temperature. In the case of the drop type testing machines, defects in shock absorbers caused by high frequency excitation could not be detected. With the frequency scan type of machine, approximately constant force input implies a big difference in results between vehicles with soft or hard suspension, so that changes in springs from normal to heavy duty (which the operator may be incapable of identifying ) can considerable affect the result.Each make of machine had its own characteristics, but as the basic test principles were considered to be unacceptable these details will not be presented here.After due consideration the technical sub-committee advised the General Assembly of EuSAMA that although the existing machines, when correctly operated, could help to diagnose many faulty shock absorbers, a responsible association could not authorize such equipment as the parameters measured were not considered technically representative of any particular aspect of roadworthiness.Taking brake testing as an example, it was noted that test machines give a direct reading of braking efficiency as a percentage of g without the need to identify vehicle type or to use reference manuals. Similarly, minimum braking performance levels can be set for all automobiles irrespective of model, so that a customer knows immediately if his brakes need attention, Some machines show brake imbalance, but do not indicate which component is faulty.Applying the same principles to vehicle suspension, it should be possible to propose a test which furnishes a direct reading as a value or preferably as a percentage, to indicate whether a suspension is considered satisfactory from the viewpoint of safety. Moreover, this must be achieved objectively, that is to say without need of any identification, interpretation or reference to manuals by the test operator.The technical sub-committee therefore looked for a parameter which could be considered a suitable criterion of safety in relation to vehicle suspension. As stated earlier, there is only one component normally subject to deterioration with usethe shock absorber. So the role of the shock absorbers must first be defined. These have two functions to perform: to damp the movement of the vehicle body on its springs and to control wheel bounce.The permitted movement of a vehicle body on its springs is very much a matter of taste, and it is largely in the control of such movement that a sports shock absorber differs in damping characteristics from a shock absorber aimed at optimum comfort. The movement of a body on its springs does, of course, materially influence roadholding but in reality few ordinary drivers are capable of reaching the limits of the modern car in this respect, so the value of body damping is relatively unimportant for safety measurements. In any case, most drivers of a vehicle with poor body damping will quickly limit their speed and manoeuvres to the vehicles handling capacity.Wheel bounce, on the other hand, is a measurable phenomenon and the dangers of vehicles with uncertain wheel contact are well known. Both cornering and braking performance are well known. Both cornering and braking performance are limited by tyre anherence to the road; this is dependent on the vertical wheel contact as well as the tyres own properties.A parameter which permits the objective measurement of oneaspect of roadholding, and therefore of vehicle suspension safety, was thus isolated but it was still necessary to be able to express it in terms that could be readily interpreted.It was proposed, therefore, to measure the minimum remaining vertical contact force between tyre and road under a given excitation at wheel-bounce frequency and to express it as a percentage of the static wheel load. Such a possibility was discussed at a meeting between the technical sub-committee and Dr Verschoore of the University of Ghent. A general concensus of opinion in favour of such a test was reached, though some members expressed doubts concerning the possibility of measuring this parameter in practice, as well as doubts concerning the results Aparamet。.At a later date the sub-committee was informed that a prototype machine of German origin, using approximately the principle outlined above, had been submitted for evaluation to the University of Ghent. After certain recommended modifications had been performed, tests by both the University of Ghent and a member company of EuSAMA demonstrated the possibilities of such a test, and amply justified the technical sub-committees decision concerning the parameter to be measured.Details are given below of the tests performed and the results obtained on a prototype machine, developed by Maschingfabrik Koppern & Co, Hattingen, West Germany, and presented by courtesy of S A Monroe International, Brussels, Belgium.The machine (see Fig 4)Wheel movement is induced by excitation of the suspension through a frequency scan from about 25 Hz to 0, applied by a platform under the tyre, moving with a fixed stroke of 6 mm. One wheel is tested at a time. Results are recorded in the form of Minimum dynamic wheel load *100% Static wheel load The testers analogue read-out showed deviations from the maximum dynamic force indicated on the oscilloscope.Test readings are compared with the impressions of an experienced test driver because no scientific test method for roadworthiness has yet been approved. The final determination of roadworthiness and vehicle comfort is still done by vehicle manufactures by the subjective assessment of one or more experienced test drivers.The test method outlined below will indicate in nearly all cases whether a vehicle suspension is roadworthy or not. Nevertheless, a visuall inspection of the suspension elements is recommended in addition to the performance test, as incipient failures can sometimes be detected visually before performance deteriorates. Secondly, the test is of the vehicle suspension, wheel by wheel, and will indicate only whether there is a fault; it will not locate the fault, though a skilled operator may be able to diagnose certain defects from
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