轿车长安汽车主减速器和差速器设计含4张CAD图
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轿车长安汽车主减速器和差速器设计含4张CAD图,轿车,长安,汽车,减速器,差速器,设计,CAD
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AUTOMOTIWEFINALDRIVEFINALDRIVEAfinaldriveisthatpartofapowertransmissionsystembetweenthedriveshaftandthedifferential.Itsfunctionistochangethedirectionofthepowertransmittedbythedriveshaftthrough90degreestothedrivingaxles Atthesame time itprovidesafixedreductionbetweenthespeedofthedriveshaftandtheaxledrivingthewheels.Thereductionorgearratioofthefinaldriveisdeterminedbydividingthenumberofteethontheringgearbythenumberofteethonthepiniongear .Inpassengervehicles,thisspeedreductionvariesfromabout3:1to5:1.Intrucksitvariesfromabout5:1to11:1.Tocalculaterearaxleratio,countthenumberofteethoneachgear.Thendividethenumberofpinionteeth intothenumberofringgearteeth.Forexample,ifthepiniongearhas10teethandtheringgearhas3030dividedby10,therearaxleratiowouldbe3:1.Manufacturersinstallarearaxleratiothatprovidesacompromisebetweenperformanceandeconomy .Theaveragepassengercarratiois3.50:1.Thehigheraxle ratio,4.11:1forinstance,wouldincrease accelerationandpullingpowerbutwoulddecreasefueleconomy.TheenginewouldhavetorunatahigherrpmtomaintainanequalcruisingspeedThe lower axle ratio3:1, would reduceaccelerationandpullingpowerbutwouldincreasefuelmile age. TheenginewouldrunatalowerrpmwhilemaintainingthesamespeedThemajorcomponentsofthefinaldriveincludethepiniongear,connectedtothedriveshaft,andabevelgearorringgearthatisboltedorrivetedtothedifferentialcarrier. To maintainaccurate andproperalignmentandtoothcontact,theringgearanddifferentialassemblyaremountedinbearings .Thebeveldrivepinionissupportedbytwotaperedroller bearings, mounted in the differential carrier Thispinionshaftisstraddlemounted meaningthatabearingislocatedoneachsideofthepinionshaftteeth.Oilsealspreventthelossoflubricantfromthehousingwherethepinionshaftandaxleshaftsprotrude.Asamechanic,youwillencounterthefinaldrivegearsinthespiral bevelandhypoiddesign.SpiralBevelGearSpiral bevel gearshavecurvedgearteethwiththepinionandringgearonthesamecenterline.Thistypeoffinaldriveisusedextensivelyintruckandoccasionallyinolderautomobiles.Thisdesignallowsforconstantcontactbetweentheringgearandpinion.Italsonecessitatestheuseofheavygradelubricants HypoidGear.Thehypoidgearfinaldriveisanimprovementorvariationofthespiralbeveldesignandiscommonlyusedinlightandmediumtrucksandalldomesticrear-wheeldriveautomobiles.Hypoidgearshavereplacedspiralbevelgearsbecausetheylowerthehumpinthefloorofthevehicleandimprovegear-meshingaction.Asyoucanseeinfigure5-13,thepinionmesheswiththeringgearbelowthecenterlineandisataslightanglelessthan90degreesFigure5-13.?TypesoffinaldrivesThisangleandtheuseofheavierlargerteethpermitanincreasedamountofpowertobetransmittedwhilethesizeoftheringgearandhousingremain constant.Thetoothdesignissimilartothespiralbevelbutincludessomeofthecharacteristicsofthewormgear.Thispermitsthereduceddriveangle.Thehypoidgearteethhaveamorepronouncedcurveandsteeperangle,resultinginlargertoothareasandmoreteethtobein contactatthesametime.Withmorethanonegeartoothincontact,ahypoiddesignincreasesgearlifeandreducesgearnoise .Thewipingactionoftheteethcausesheavytoothpressurethatrequirestheuseofheavygradelubricants.Double-ReductionFinalDrive.Inthefinaldrivesshowninfigure5-13,thereisa single fixed gear reductionThis is the only gearreductioninmostautomobilesandlight-andsomemedium-dutytrucksbetweenthedriveshaftandthewheels.Double-reductionfinaldrivesareusedforheavy-dutytrucks.Withthisarrangementfig.5-14itisnotnecessarytohavealargeringgeartogetthenecessarygearreduction .Thefirstgearreductionisobtainedthroughapinionandringgearasthesinglefixedgearreductionfinaldrive.Referringtofigure5-14,noticethatthesecondarypinionismountedontheprimaryringgearshaft.Thesecondgearreductionistheresultofthesecondarypinionwhichisrigidlyattachedtotheprimaryringgear,drivingalargehelicalgearwhichisattached to the differential caseDouble-reductionfinaldrivesmaybefoundonmilitarydesignvehicles,suchasthe5-tontruck.Manycommerciallydesignedvehiclesofthissizeuseasingle-ordouble-reductionfinaldrivewithprovisionsfortwospeedstobeincorporated.Figure5-14.? Double-reductionfinaldriveTwo-SpeedFinalDriveThetwo-speedordual-ratiofinaldriveisusedtoSupplement the gearing of the other drivetraincomponentsandisusedinvehicleswithasingledriveaxlefig5-15Theoperatorcanselecttherangeorspeedofthisaxlewithabuttonontheshiftingleverofthetransmissionorbyaleverthroughlinkage.Thetwo-speedfinaldrivedoublesthenumberofgearratiosavailablefordrivingthevehicleundervarious load and road conditionsFor example, avehicle with at wo-speed unit and a five-speedtransmission ,ten different forward speed areavailable.Thisunit providesagearratiohighenoughtopermitpullingaheavyloadupsteepgradesandalowratiotopermitthevehicletorunathighspeedswithalightloadornoload.Theconventionalspiralbevelpinionandringgeardrivesthetwo-speedunit,butaplanetarygeartrainisplacedbetweenthedifferentialdriveringgearandthedifferentialcase .Theinternalgearoftheplanetarygeartrainisboltedrigidlytothebeveldrivegear.Aringonwhichtheplanetarygearsarepivotedisboltedtothedifferentialcase Amember,consistingofthesungearandadogclutch,slidesononeoftheaxleshaftsandiscontrolledthroughabuttonorleveraccessibletotheoperator.Wheninhighrange,thesungearmesheswiththeinternalteethontheringcarryingtheplanetarygearsanddisengagesthedogclutchfromtheleftbearingadjustingring,whichisrigidlyheldinthedifferentialcarrier .Inthisposition,theplanetarygeartrainislockedtogether.Thereisnorelativemotionbetweenthedifferentialcaseandthegearsintheplanetarydrivetrain .Thedifferentialcaseisdrivendirectlybythedifferentialringgear,thesameasintheconventionalsinglefixedgearfinaldrive.Whenshiftedintolowrange,thesungearisslidoutofmeshwiththeringcarryingtheplanetarygears.Thedogclutchmakesarigidconnectionwiththeleftbearingadjustingring.Becausethesungearisintegralwiththedogclutch,itisalsolockedtothebearingadjustingringsandremainsstationary .Theinternalgearrotatestheplanetarygearsaroundthestationarysungear,andthedifferentialcaseisdrivenbytheringonwhichtheplanetarygearsarepivoted.Thisactionproducesthegearreduction,orlowspeed, oftheaxleDIFFERENTIALACTIONTherearwheelsofavehicledonotalwaysturnatthesamespeed.Whenthevehicleisturningorwhentirediametersdifferslightly,therearwheelsmustrotateatdifferentspeedsIftherewereasolidconnectionbetweeneachaxleandthedifferentialcase,thetireswouldtendtoslide,squeal,andwearwhenevertheoperatorturnedthesteeringwheelofthevehicle Adifferentialisdesignedtopreventthisproblem DrivingStraightAhead.Whenavehicleisdrivingstraightahead,theringgear,thedifferentialcase,thedifferentialpiniongears,andthe differentialsidegearsturnasaunit.ThetwodifferentialpiniongearsdoNOTrotateonthepinionshaft,becausetheyexert equalforceonthesidegears.Asaresult,thesidegearsturnatthesamespeedastheringgear,causingbothrearwheelstoturnatthesamespeed TurningCorners.Whenthevehiclebeginstoroundacurve,thedifferentialpiniongearsrotateonthepinionshaft. Thisoccursbecausethepiniongearsmustwalkaroundtheslowerturningdifferentialside gear. Therefore,the piniongearscarryadditionalrotarymotiontothefasterturningouterwheelontheturnDifferentialspeedisconsideredtobe100percent.Therotatingactionofthepiniongearscarries90percentofthisspeedtotheslowingmoverinnerwheelandsends110percentofthespeedtothefasterrotatingouterwheel.Thisactionallowsthevehicletomaketheturn withoutslidingorsquealingthewheels Figure5-15.?Twospeedfinaldrive.汽车主减速器主减速器是在传动轴和差速器之间的一个动力传动系统的组成部分。它的作用是通过90传动轴改变传给驱动轴的动力传递方向。同时,它提供了一个固定的减速,该值介于传动轴和驱动轮轴的速度之间。主减速器的减速和齿轮传动比取决于环形齿轮齿数和小齿轮齿数。客车的减速在3:1到5:1之间,卡车是在5:1到11:1之间。计算后轴传动比要数每个齿轮上的齿数。然后把小齿轮的齿数插入环形齿轮的齿数。例如,如果小齿轮有10齿,齿圈有3030除以10,后轴比率将3:1。生产厂家在安装后轴传动比时要考虑到性能和费用之间的协调。客车平均的比率是3.50:1更高轴比,例如4.11:1,将增加加速度和动力但会降低燃油经济性。发动机将不得不突然进攻一个更高转速保持一个能与之匹敌的速度。较低级轴比如3:1,这将减少加速度和拉动力但是将会增加燃油里程。发动机将突然进攻一个降低转速而维持同一速度。主减速器的主要元件包括连接到传动轴上的小齿轮,和一个被铆钉固定在差速器壳上的斜齿轮或者是圆柱齿轮。为了保持轮齿之间准确,正确的接触,齿圈,差动总成被安装在一定的方位。主动小锥齿轮由二对圆锥滚子轴承支撑,安装在差速器上。这个小齿轮轴跨式组合安装。意味着那是一个能被定位在每个小齿轮齿侧的轴齿。油封是为了防止润滑剂,小齿轮轴,轴凸出的部分泄漏弧齿锥齿轮具有弯曲的轮齿的弧齿锥齿轮同小齿轮,齿圈在同一中心线。这种主减速器形式被广泛使用在卡车上。这个设计允许环形齿和小齿轮之间建立不断地联系。它也因此有必要用高等级滑润剂。双曲面齿轮减速器是一个改进或变异的盘旋斜角设计,常用在轻型和中型卡车以及所有国内的四轮驱动汽车上。双曲面齿轮已经取代了弧齿锥齿轮,因为他们降低了汽车底板上的凸起,改善轮齿啮合行动。小齿轮轴线在中心线的下,在一个轻微角度少于90。这个角度和用的(大)的轮齿可以保证被传递的功率增加同时保持环形齿的大小和容积不变。这种齿型设计类似蜗轮的特征。这个保证驱动器角的减小。双曲线齿轮轮齿有一个更显著的弯曲和陡峭的,导致了在大齿轮轮齿地区更多的轮齿在同时接触。在不止一个轮齿在同时接触的情况下,一个双曲线设计能够增加齿轮的寿命和减少齿轮音。轮齿的纵向滑动会引起很大的压力,所以要使用高等级的润滑油。双级主减速器,有一个独立的固定减速齿轮。这个独一无二的减速齿轮常用在大多数汽车和轻型和中型卡车的传动轴和车轮之间。双级主减速器主要被用在重型卡车上。有了这种安排我们就没必要用一个大直径的环形齿轮来使其获得必要的齿轮减速。第一级齿轮减速是通过一个小齿轮,齿圈作为单固定齿轮减速来实现的主减速器。我们注意到那个次要小齿轮被安装在主环形齿轮轴上。第二级齿轮减速是通过被安装在主环形齿轮轴上的次要小齿轮驱动被附属在差动器里面的一个大的螺旋齿轮实现的。双级主减速器可在军用汽车上发现,例如5吨卡车上。许多这种尺寸的商用汽车设计使用单级或双级主减速器同规定的双速结合在一起。双速主减速器双速或者是两传动比的主减速器常常被用来补充另一个传动元件的齿轮,常用在单驱动轴的汽车上。操作者选择这个轴的范围或者是速度可以通过一个按键安装在传输的变速杆上或者是一个连锁的杠杆。双速减速器拥有两个齿轮比来驱动汽车以适用多种多样的负荷和道路状况。例如一辆
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