【机械类毕业论文中英文对照文献翻译】货车主减速器结构及应用
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机械类毕业论文中英文对照文献翻译
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【机械类毕业论文中英文对照文献翻译】货车主减速器结构及应用,机械类毕业论文中英文对照文献翻译,机械类,毕业论文,中英文,对照,文献,翻译,货车,减速器,结构,应用
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附录A货车主减速器结构及应用摘要 在能源竞争激烈的二十世纪七十年代初，汽车业不得不将注意力越来越多地定格在改进产品的质量上，但仍然维持其尽可能低的价格。在此之前，吉凯恩车桥有限公司占据着最佳经济规模的优势，他们是最具竞争力的公司，在价格允许范围内生产极具竞争力的不同类型车轴，使所有客户的需求可以得到满足，所有类型的车轴都可以制造。但由于汽车制造商并没有经历过这样一个非常注重燃油经济性的时期，因此，对重量轻的要求，这些标准车轴似乎可满足所有条件，满足各种各样的应用。现在汽车制造商需要车轴设计和开发的具体应用。轴设计正变得越来越专业化，在性能的可靠性方面，客户自己的期望。出于这个原因，他们在找一个能提供各种车辆轴的公司。然而自二十世纪七十年代以来，在几乎所有其他汽车行业供应商的技术里， GKN从根本上改变了它的原有的方法，从而来以适应当前的环境，满足不同汽车的需求，他们在二十世纪八十年代和九十年代的生产目的是提供完整的轮轴安装，其中包括，刹车、所有的设计和整合、具体的汽车设计，以及为专业市场特别设计的各种刹车、轮轴以及整合，甚至包括具体的汽车设计。 关键词：驱动桥 性价比 减速器1. 发展现状现在的重点是选择合理化的材料，方法和内容途径。总的改革是必要的，对于复杂性很大的现代化汽车，需要考虑总体的效率，紧凑性，汽车的质量要轻，考虑汽车的可靠性，汽车的耐用性，汽车的完善性以及汽车的免维护运行的能力。在另一个方面，GKN提供的车轴是扩大了供应的部件和组件，如限滑差速器，球关节，齿轮和某些类型的悬挂架。 对于越野车，某些车辆设计公司花费了相当多的精力在较低齿轮但高扭矩的齿轮设计上。在大多数情况下，多变的地形可能使这样的汽车轮胎发生打滑等现象。例如，在相当坚硬的沙质路面上，它可能允许轮胎咬进去，轮胎可以陷入地面内，从而使扭转疲劳显著大于在平稳的道路行驶，也就是说增大了轮胎的抓地能力。虽然在很大程度上这种抓地能力，这种与地面交合的能力取决于汽车的速度，但汽车速度过大的话，汽车的纵向和横向打滑发生的可能性也会将更加的严重。冲击负荷也会影响刹车和加速扭矩，车速过大造成的刹车不平稳，速度过大同时会需要更大的发动机转矩这都会增加发动机的冲击负荷，这种冲击负荷影响是取决于速度的。 准双曲面齿轮传动是锥齿轮传动中的普遍形式，而螺旋锥齿轮传动中的螺旋锥齿轮是准双曲线齿轮的一种特殊情况。他们的优点是齿轮的具体比例较大，齿轮体积较大，齿轮的齿与齿之间的啮合区域也较大，这种锥齿轮传动所具有的优点就是低噪音,这种锥齿轮他们从本质上是强度更大，硬度更大，齿轮的运转更持久齿轮的使用也更耐用。汽车主减速器的作用是用来降低传动轴传来的转速而增大旋转扭矩，并将扭矩改变传动方向，经差速器传给半轴，发动机传来的转速一般都比较大，通过减速器，因传动比的存在可以降低差速器的转速同时增大齿轮的转矩。汽车主减速器的结构和形式主要是根据齿轮的类型、减速器形式不同而不同，不同的结构形式不同的齿轮类型所对应的汽车减速器不同。汽车主减速器的齿轮主要有螺旋锥齿轮、双曲面齿轮、圆柱齿轮和蜗轮蜗杆等形式。2. 减速器分类及特点 双级主减速器与单级主减速器相比，在保证离地间隙相同时可得到更大的传动比，传动比i0一般为712。但是双击主减速器尺寸、质量均较大，这种减速器的成本也较高。这种双级主减速器主要应用于中型、重型货车、越野车和大客车上。 整体式双级主减速器有多种结构方案：第一种方案是,第一级传动齿轮为锥齿轮，第二级传动齿轮为圆柱齿轮；第二种方案是,第一级传动齿轮为锥齿轮，第二级传动齿轮为行星齿轮；第三种方案是，第一级传动齿轮为行星齿轮，第二级传动齿轮为锥齿轮；第四种方案是，第一级传动齿轮为圆柱齿轮，第二级传动齿轮为锥齿轮。 对于第一级传动齿轮为锥齿轮、第二级传动齿轮为圆柱齿轮的双级主减速器，又有不同的布置方案，具体可有纵向水平布置方案、斜向布置和垂向布置三种布置方案。 纵向水平布置可以使总成的垂向轮廓尺寸减小，使汽车减速器的整体尺寸在水平方向上减小，从而降低汽车的质心高度，但与此同时使纵向尺寸增加使汽车变得更宽，但这种缺点在不同的汽车上使用可以变劣势为优势，当用在长轴距汽车上时可适当减小传动轴的长度，但不利于短轴距汽车的总布置，如果布置在短轴距汽车上会使传动轴过于短，导致万向传动轴的夹角加大。垂向布置的减速器可以使驱动桥的纵向尺寸减小，与此同时可减小万向传动轴的夹角，但由于这种垂向布置的主减速器壳固定在桥壳的上方，这种布置形式不仅使垂向轮廓尺寸增大，而且降低了桥壳的刚度，这种垂向布置形式不利于齿轮工作。但是这种布置形式也有他的优势，虽然这种布置降低了桥壳的刚度不利于齿轮工作，但是可便于贯通式驱动桥的布置。而斜向布置对传动轴布置和提高桥壳刚度都有利，可以说是具有了垂直布置形式和纵向布置形式的优点。 在具有锥齿轮和圆柱齿轮的双级主减速器中，需要分配两级传动比的比值各为多少，在分配传动比时，我们根据以往的经验和设计数据显示，让圆柱齿轮副和锥齿轮副传动比的比值一般应为1.42.0，而且锥齿轮副传动比一般为1.73.3，这样分配传动比的优点是可减小锥齿轮啮合时的轴向载荷，与此同时可使作用在从动锥齿轮及圆柱齿轮上的载荷减小，同时可使主动锥齿轮的齿数适当增多，增加了主动锥齿轮的齿数使其支承轴颈的尺寸适当加大，以改善其支承刚度，提高齿轮间啮合的平稳性和工作可靠性。 3. 工作状态分析现代齿轮设计中，齿轮润滑油的选择是至关重要的。汽车运行在高速公路上，车桥油温可以最终上升到很高的温度，有时润滑油的油温甚至会高于130 ，所以在设计中保持车桥外壳的通风良好也是很重要的。这种良好的通风性可以通过两个轴承携带的小齿轮来达到改善的目的。因此，齿轮的形状和齿轮尺寸之间的间隙，套管等的设计可能都是至关重要的，在减速器设计时，需要有足够的排水能力，水冷却的水道，油冷的油道设计都至关重要。在设计中必须提供的润滑油的流向，油液通过渠道流入小齿轮轴承座，再回到套管。 在齿轮的轴承选择中，圆锥滚子轴承普遍应用在齿轮的设计中。因为圆锥滚子轴承他们有较大的承载能力，具有较为良好的通过稳定性、和较为准确的定位。法兰密封的齿轮对于抗高温和相对较高的速度是至关重要的。 在齿轮设计中锥齿轮齿面过宽并不能增大齿轮的强度和寿命，反而会导致因锥齿轮轮齿小端齿沟变窄引起的切削刀头的情况，与此同时齿面过宽还会导致切削刀头顶面宽过窄及刀尖圆角过小。这样，不但减小了齿根圆半径，加大了应力集中，从而还降低了刀具的使用寿命。此外，在安装时由于安装位置偏差或着由于制造、热处理变形等原因的存在，各种加工制造误差也有可能累积，导致加工误差大，使齿轮工作时载荷集中于轮齿小端，会引起轮齿小端由于应力集中，磨损严重等情况，使其过早损坏和疲劳损伤。另外，齿面过宽也会引起装配空间的减小。但是也不是说齿面越小越好，齿面若是过窄，轮齿表面的耐磨性会降低，从而使齿轮的耐磨性下降，强度不足等情况的，从而影响减速器的正常工作。为改善新齿轮的磨合能力，防止其在运行初期出现早期的磨损、擦伤、胶合或咬死等情况，锥齿轮设计时在选择加工处理时应特别注意，在热处理及精加工后，要作厚度为0.0050.020mm的磷化处理或镀铜、镀锡处理。对减速器锥齿面进行应力喷丸处理，这种处理方式可提高齿轮25的使用寿命。对于在运行过程中滑动速度高的齿轮，可进行渗硫处理以提高耐磨性。渗硫后齿轮间的摩擦因数可显著降低，即使齿轮的润滑条件变得较差，也能防止齿面擦伤、咬死和胶合的情况。 主减速器可以根据其齿轮类型、减速形式以及主、从动齿轮的支承形式的不同而分类。主减速器的齿轮主要有螺旋锥齿轮、双曲面齿轮、圆柱齿轮和蜗轮蜗杆等形式。单级主减速器通常采用螺旋锥齿轮或者双曲面齿轮传动1。a 弧齿锥齿轮 b 双曲面齿轮 c 圆柱齿轮传动 d 蜗杆传动（1）、弧齿锥齿轮螺旋锥齿轮传动的主、从动齿轮轴线垂直相交于一点。齿轮并不同时在全长上面啮合，而是逐渐从一端连续的转向另一端。由于轮齿端面重叠的影响，至少有两对以上的轮齿同时在啮合，所以工作平稳、能够承受较大的符合、制造也简单。但是在工作中噪声大，对啮合精度非常敏感，齿轮副锥顶稍有不吻合便会使工作条件急剧的变坏，并伴随着磨损增大和噪声的增大。为了保证齿轮副的正确啮合，必须将支撑轴承预紧，提高其支撑刚度，增大壳体的刚度。 （2）、双曲面齿轮双曲面齿轮传动的主、从动齿轮的轴线相互垂直而不相交。主动齿轮轴相对于从动齿轮轴有向上或向下的偏移，称这个偏移量称为双曲面齿轮的偏移距。所以主动齿轮的螺旋角比从动齿轮较大一些。当螺旋锥齿轮和双曲面齿轮两种传动形式主从动齿轮外径、齿面宽以及主动齿轮齿数都相同时，双曲面齿轮由于主动齿轮的螺旋角的增大，使主动齿轮的节圆直径大约比螺旋锥齿轮大20%左右。这样使得主动齿轮轴的轴颈相应的增大，从而大大提高了齿轮啮合的刚度，提高了主动齿轮的使用寿命。双曲面齿轮传动由于齿轮轴线和从动齿轮的轴线偏移了一段距离，而引起齿面之间的纵向滑移，并且齿面间压力很大，所以对于润滑油有特殊的要求。双曲面齿轮的加工精度和装配精度相对都比较高。当要求传动比大而轮廓尺寸又有限时，采用双曲面齿轮更为合理。因为如果保持两种传动的主动齿轮直径一样，则双曲面从动齿轮的直径比螺旋锥齿轮的要小的多，这对于主减速比4.5的传动更加有其优越性。当传动比小于2时，双曲面主动齿轮相对于螺旋锥齿轮主动齿轮就显得过大，这时选用螺旋锥齿轮更合理，因为螺旋锥齿轮具有较大的差速器可利用空间。由于双曲面主动齿轮螺旋角的增大，还导致其进入啮合的平均齿数要比螺旋锥齿轮相应的齿数多，因而双曲面齿轮传动比螺旋锥齿轮传动工作得更加平稳、无噪声，强度也高3。（3）、圆柱齿轮传动圆柱齿轮传动广泛的应用于发动机横置的前置前驱的乘用车驱动桥和双极主减速器驱动桥以及轮边差速器。（4）、蜗杆传动与其他的齿轮传动形式相比，蜗杆传动有如下的优点：轮廓尺寸和质量小，并且可得到较大的传动比；工作的非常平稳且无噪声；便于汽车的总布置及贯通式多桥驱动的布置；能传递大的载荷，使用寿命长；结构简单并且拆装方便，容易调整。它的主要的缺点是要求用高质量的锡青铜制作，故成本较高；另外，传动效率较低。综上所述，考虑到制作成本及其本设计的传动比4.5，所以本设计采用螺旋锥齿轮。2.2、主减速器减速形式的选择主减速器的减速形式可以分为单级减速、双级减速、单级贯通、双级贯通、单级或者双级减速配以轮边减速等。减速形式的选择主要取决于有动力性、燃油经济性等整车性能所要求的主减速比的大小及其驱动桥下的离地间隙；驱动桥的数目及其布置的形式等。如果只是就主减速比的大小选择减速形式的影响，通常情况下当主减速比7.6时应该采用单级主减速器。这只是推荐的范围，在确定主减速器的减速形式时会有不同的选择。由于本设计载货汽车的主减速比不是很大，所以本设计采用单级主减速器。2.3、主减速器主、从动锥齿轮的支承方案的选择主减速器必须要保证主从动齿轮有良好的啮合状况，才能够使它们很好的工作。齿轮的正确啮合，除了与齿轮的加工质量、齿轮的装配调整以及轴承、主减速器壳体的刚度有关以外，还与齿轮的支承刚度有密切的关系。现在汽车主减速器主动锥齿轮的支承型式有以下两种2： （1）悬臂式 图2.2 悬臂式支承如图2.2所示，悬臂式支承的结构特点是锥齿轮大端一侧有较长的轴，并且在它的上面安装一对圆锥滚子轴承。为了尽可能的增加支承的刚度，支承距离b应大于2.5倍的悬臂长度a，且应比齿轮节圆直径的70%还大，另外靠近齿轮的轴径应不小于尺寸a。支承刚度除了与轴承开式、轴径大小、支承间距离和悬臂长度有关以外，还与轴承与轴及轴承与座孔之间的配合紧度有关。当采用一对圆锥滚子轴承支承时，为了减小悬臂长度和增大支承间的距离，应使两轴承圆锥滚子的小端相向朝内，而大端朝外，以缩短跨距，从而增强支承刚度。悬臂式支承结构简单，支承刚度较差，用于传递转矩较小的主减速器上。 （2）跨置式 图 2.3 跨置式支承如图2.3所示，跨置式支承的结构特点是在锥齿轮前、后两端的轴颈均以轴承支承，故又称两端支承式。跨置式支承使支承刚度大为增加，又使轴承的负荷减小，齿轮的啮合条件改善，因此齿轮的承载能力高于悬臂式。但是跨置式支承增加了导向轴承支座，使主减速器结构复杂，成本提高。乘用车和装载质量小的商用车，常采用结构简单、质量较小、成本较低的悬臂式结构。本设计采用结构较为简单的悬臂式支承，以降低其成本。附录BStructure and Application of Main Reducer of Freight CarsIn the early 1970s, when the energy competition was fierce, the automobile industry had to pay more and more attention to improving the quality of the products, but still maintained the lowest possible price. Before that, Genton Bridge Co., Ltd. had the advantage of the best economic scale. They were the most competitive companies, producing very competitive different types of axles within the price allowed, so that the needs of all customers could be met. All types of axles can be made. But since automakers have not experienced such a period of great emphasis on fuel economy, these standard axles are required for light weight It seems that all the conditions can be satisfied and all kinds of applications can be satisfied. Now automakers need specific applications for axle design and development. Axis design is becoming increasingly professional, in terms of performance reliability, customer expectations. OutFor this reason, they are looking for a company that can supply all kinds of vehicle shafts.Since 1970s, however, in the technology of almost all other auto industry suppliers, GKN has fundamentally changed its existing methods to adapt to the current environment and meet the needs of different cars. The purpose of their production in 1980s and 90s is to provide a complete axle installation, It includes the brakes, all the design and integration, the specific car design, and the various brakes that are specially designed for the professional market, the axle and the integration, and even the specific car design.Key words: drive axle price-performance reducerstate-of-the-art The emphasis now is on the selection of rationalized materials, methods and content paths. The overall reform is necessary. For a modern automobile with great complexity, it is necessary to consider the overall efficiency and compactness, the light quality of the automobile, the reliability of the automobile, and the durability of the automobile. The perfection of the car and the ability of the vehicle to operate without maintenance. In another aspect the GKN provides the axle with expanded supply of components and components such as limited slip differential ball joints gears and certain types of suspension. For off-road vehicles, some vehicle design companies spend considerable effort on gear design with lower gears but higher torque. In most cases Under the condition, the changeable terrain may cause the automobile tire to skid and so on. For example, on a fairly hard sandy road, it may allow the tire to bite in, and the tire can sink into the ground, resulting in torsional fatigue significantly greater than on a smooth road, that is, increasing the tires ability to catch the ground. Although to a large extent this ability to catch the ground, this ability to meet the ground depends on the speed of the car, but if the speed of the car is too large, the possibility of longitudinal and lateral skidding of the car will also become more serious. Impact load will also affect the brake and acceleration torque, too large speed caused by the brake is not stable, too much speed Greater engine torque is required when the engine is used, which increases the impact load of the engine, which depends on the speed of the engine.Hypoid gear transmission is a universal form of bevel gear transmission, while spiral bevel gear transmission is a special case of quasi-hyperbolic gear. They have the advantage of having a larger proportion of gears, larger meshing areas between the teeth of the gears, and the advantages of this bevel gear drive are low noise, and the bevel gears are essentially more intense. Greater hardness, more durable gear running, the use of gear is more durable.The main speed reducer of the automobile is used to reduce the speed of the drive shaft and increase the rotating torque, and change the direction of the torque to the half shaft. After the differential transmission to the half shaft, the speed of the engine is generally relatively large, through the reducer, Because of the existence of transmission ratio, the speed of differential gear can be reduced and the torque of gear can be increased. The structure and form of automobile main reducer are mainly different according to the type of gear, the form of reducer is different, and the type of gear corresponding to different structural form is different. The gears of the main reducer include spiral bevel gear, hyperbolic gear, cylindrical gear and worm gear.Classification and characteristics of ReducerCompared with the single-stage main reducer, the two-stage main reducer can obtain a larger transmission ratio when the clearance between the ground and the ground is the same, and the transmission ratio i0 is generally 7 / 12. But double-click main reducer size, mass, this kind of reducer cost is higher. This two-stage main reducer is mainly used in medium, heavy trucks, SUVs and buses.There are many structural schemes for the monolithic two-stage main reducer: the first is that the first transmission gear is a bevel gear, the second is a cylindrical gear, the second is that the first stage drive gear is a bevel gear, The second transmission gear is planetary gear; the third is planetary gear and the second transmission gear is bevel gear; the fourth scheme is that the first transmission gear is cylindrical gear and the second stage transmission gear is bevel gear.For the two-stage main reducer with the first transmission gear as bevel gear and the second stage drive gear as cylindrical gear, there are different layout schemes, including longitudinal horizontal arrangement, oblique arrangement and vertical arrangement.the longitudinal horizontal arrangement can reduce the vertical profile dimension of the assembly , reduce the overall size of the automobile speed reducer in the horizontal direction , thereby reducing the center height of the automobile , but at the same time increasing the longitudinal dimension to make the automobile become wider . Due to the vertical arrangement of the main reducer housing fixed on the top of the bridge housing, this arrangement not only increases the vertical contour size, but also reduces the stiffness of the bridge shell, which is not conducive to gear operation. But this kind of arrangement also has its advantage, although this kind of arrangement reduces the rigidity of the bridge housing is not good for the gear work, but it is convenient for the arrangement of the transfixion drive axle. The oblique arrangement is beneficial to the arrangement of the drive shaft and the improvement of the stiffness of the shell of the bridge, which can be said to have the advantages of the vertical arrangement and the longitudinal arrangement.In the two-stage main reducer with bevel gear and cylindrical gear, the ratio of the two stage transmission ratio needs to be allocated. In the distribution of transmission ratio, we show that, according to the past experience and design data, The ratio of transmission ratio of cylindrical gear pair to bevel gear pair should generally be 1.4 or 2.0, and the transmission ratio of bevel gear pair is generally 1.7 / 3.3. The advantage of distributing transmission ratio is that the axial load of bevel gear in meshing can be reduced. At the same time, the load acting on the driven bevel gear and cylindrical gear can be reduced, meanwhile, the number of teeth of the drive bevel gear can be increased appropriately, and the number of teeth of the drive bevel gear can be increased so that the size of the supporting journal of the drive bevel gear can be increased. Appropriate increase to improve its support stiffness, gear meshing between the stability and reliability.Working state analysisIn modern gear design, the choice of gear lubricating oil is very important. When a vehicle runs on a freeway, the bridge oil temperature can eventually rise to a very high temperature, sometimes the oil temperature of the lubricating oil will be even higher than 130 , so it is important to keep the axle housing well ventilated in the design. This good ventilation can be improved by the pinion carried by two bearings. Therefore, the clearance between gear shape and gear size, the design of casing and so on may be very important. In the design of reducer, it is necessary to have enough drainage capacity. The design of water-cooled waterway and oil-cooled oil channel is very important. In The flow of the lubricating oil that must be provided in the design flows through the channel into the pinion housing and back to the casing.In gear bearing selection, tapered roller bearings are widely used in gear design. Because of tapered roller bearings they have greater bearing capacity, better pass stability, and more accurate positioning. Flanged gears are essential for high temperature resistance and relatively high speed.In gear design, too wide tooth surface of bevel gear can not increase the strength and life of gear, on the contrary, it will lead to the cutting head of bevel gear, which is caused by the narrowing of small end tooth groove of bevel gear. At the same time, too wide tooth surface will lead to too narrow head width and too small tip angle. In this way, not only the radius of the tooth root circle is reduced, the stress concentration is increased, but also the service life of the cutter is reduced. In addition, due to the misalignment of installation position or due to manufacturing, heat treatment deformation and other reasons, various manufacturing errors may also accumulate, resulting in large machining errors, so that the load on the gear is concentrated on the small end of the gear when working. Will cause the teeth to end. Due to stress concentration, serious wear and other conditions, it causes premature damage and fatigue damage. In addition, too wide tooth surface will also cause the reduction of assembly space. However, it is not said that the smaller the tooth surface, the better. If the tooth surface is too narrow, the wear resistance of gear surface will be reduced, thus the gear wear resistance will be reduced, and the strength will be insufficient, thus affecting the normal operation of the reducer.In order to improve the running-in ability of new gear and prevent its early wear, abrasion, gluing or biting in the early stage of operation, special attention should be paid to the selection and processing of bevel gear in the design of bevel gear, after heat treatment and finishing, To be a thickness of 0.0050.020mm phosphating or copper plating, tin treatment. The bevel tooth surface of reducer is treated with stress shot peening, which can improve the service life of gear by 25%. For gears with high sliding speed during operation, sulphurizing treatment can be carried out to improve wear resistance. The friction coefficient between gears can be significantly reduced after sulphurization, even if the lubrication conditions of the gears become worse, Also can prevent tooth surface scratch, bite and glue the situation.In modern gear design, the choice of gear lubricating oil is very important. When a vehicle runs on a freeway, the bridge oil temperature can eventually rise to a very high temperature, sometimes the oil temperature of the lubricating oil will be even higher than 130 , so it is important to keep the axle housing well ventilated in the design. This good ventilation can be improved by the pinion carried by two bearings. Therefore, the clearance between gear shape and gear size, the design of casing and so on may be very important. In the design of reducer, it is necessary to have enough drainage capacity. The design of water-cooled waterway and oil-cooled oil channel is very important. In The flow of the lubricating oil that must be provided in the design flows through the channel into the pinion housing and back to the casing. In gear bearing selection, tapered roller bearings are widely used in gear design. Because of tapered roller bearings they have greater bearing capacity, better pass stability, and more accurate positioning. Flanged gears are essential for high temperature resistance and relatively high speed. In gear design, too wide tooth surface of bevel gear can not increase the strength and life of gear, on the contrary, it will lead to the cutting head of bevel gear, which is caused by the narrowing of small end tooth groove of bevel gear. At the same time, too wide tooth surface will lead to too narrow head width and too small tip angle. In this way, not only the radius of the tooth root circle is reduced, the stress concentration is increased, but also the service life of the cutter is reduced. In addition, due to the misalignment of installation position or due to manufacturing, heat treatment deformation and other reasons, various manufacturing errors may also accumulate, resulting in large machining errors, so that the load on the gear is concentrated on the small end of the gear when working. It will cause premature damage and fatigue damage due to stress concentration and serious wear. In addition, too wide tooth surface will also cause the reduction of assembly space. But its not that the tooth surface is smaller. The better, if the tooth surface is too narrow, the wear resistance of gear surface will be reduced, thus the gear wear resistance will be reduced, the strength will be insufficient, and the normal operation of the reducer will be affected. In order to improve the running-in ability of new gear and prevent its early wear, abrasion, gluing or biting in the early stage of operation, special attention should be paid to the selection and processing of bevel gear in the design of bevel gear, after heat treatment and finishing, To be a thickness of 0.0050.020mm phosphating or copper plating, tin treatment. The bevel tooth surface of reducer is treated with stress shot peening, which can improve the service life of gear by 25%. In transit Gears with high sliding speed can be treated by sulphurizing in order to improve wear resistance. The friction coefficient between gears can be significantly reduced after sulphurization. Even if the lubrication conditions of the gears become worse, it can also prevent the tooth surface from scratching, biting and gluing. The main reducer can be classified according to the type of gear, the form of deceleration, and the supporting form of the main and follower gears. The gear of main reducer includes spiral bevel gear, hyperboloid gear, cylindrical gear and worm gear. Single stage main reducer is usually driven by spiral bevel gear or hyperboloid gear 1. A spiral bevel gear B hyperbolic gear c cylindrical gear drive d worm drive, arc tooth bevel gear spiral bevel gear drive main, driven gear axis vertical intersection at one point Gears do not mesh on top of the full length at the same time, but gradually shift from one end to the other. Because of the influence of the overlap of the gear face, at least two pairs of gear teeth are engaged simultaneously, so the work is stable, can withstand larger coincidence, and the manufacture is simple. But in the work the noise is big, the meshing precision is very sensitive, the gear pair bevel top slightly does not match will cause the working condition to deteriorate sharply, and companion As wear increases and noise increases. In order to ensure the correct meshing of the gear pair, the supporting bearing must be pretightened, its supporting stiffness should be improved, and the stiffness of the shell should be increased. The driving gear shaft has an upward or downward offset relative to the driven gear shaft, which is called the offset of the hyperboloid gear. So the spiral angle of the drive gear is larger than that of the follower gear. When the outer diameter of the main driven gear, the width of the tooth surface and the number of teeth of the drive gear are the same, the hyperboloid gear is the same as the hyperboloid gear with two transmission modes: helical bevel gear and hyperboloid gear. Because of the increase of spiral angle, the pitch diameter of the drive gear is about 20% larger than that of the spiral bevel gear. In this way, the journal of the drive gear shaft increases correspondingly, and the stiffness of the gear meshing is greatly improved, and the service life of the drive gear is improved. Because the axis of the hyperboloid gear is offset from the axis of the driven gear, the longitudinal slip between the tooth surfaces is caused, and the pressure between the gear surfaces is very large, so there is a special requirement for lubricating oil. The machining accuracy and assembly accuracy of hyperboloid gear are relatively high. When the transmission ratio is large and the profile size is limited, the hyperboloid gear is more suitable. Reason. Because the diameter of hyperboloid driven gear is much smaller than that of spiral bevel gear if the diameter of the drive gear is the same as that of the two kinds of drive, this is more superior to the drive with the main reduction ratio 4.5. When the transmission ratio is less than 2, the hyperboloid drive gear is larger than that of the spiral bevel gear. It is more reasonable to select the spiral bevel gear because the helical bevel gear has a large difference space. Because of the increase of helical angle of hyperboloid gear, the average number of teeth entering meshing is more than the corresponding number of teeth of spiral bevel gear, so the hyperboloid gear drive works more than the helical bevel gear transmission. Smooth, noiseless, High strength 3 .Cylindrical gear drive cylindrical gear drive widely used in engine transverse front drive axle, bipolar main reducer drive axle and wheel side differential. Compared with other gear transmission forms, Worm drive has the following advantages: small outline size and mass, and can obtain a large transmission ratio; work very smooth and noiseless; facilitate the general layout of the car and the arrangement of multi-bridge drive; can transfer large loads, Long service life, simple structure, convenient disassembly and easy adjustment. Its main The drawback is that high quality tin bronze is required, so the cost is high; in addition, the transmission efficiency is low. To sum up, considering the manufacturing cost and the transmission ratio of this design 4.5, the design adopts spiral bevel gear. 2.2.2.The main reducers deceleration form can be divided into single-stage deceleration and two-stage deceleration. Single-stage through, two-stage through, single-stage or double-stage deceleration with wheel side deceleration etc. The choice of deceleration form mainly depends on the magnitude of the main deceleration ratio required by the performance of the whole vehicle such as power, fuel economy, and the clearance under the drive axle; the number of drive axle and its cloth If only the size of the main deceleration ratio is affected by the deceleration form, the primary decelerator should usually be adopted when the main deceleration is compared to 7.6. This is only the re
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