神野牌轻型载货汽车变速器设计-中间轴式五档手动【含6张CAD图纸、说明书】【QX系列】
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中期检查报告 题目 神野牌轻型载货汽车变速器设计 院（系） 专业 班学生姓名 学 号 指导教师 年 月 日自检报告(要点:1.设计工作任务的进展情况 2.未按计划完成工作任务的原因 3.工作中所遇到的问题 4.下一步工作打算)一、设计工作任务的进展情况1）2月27日至3月 3 日：熟悉课题，收集和整理关于神野牌轻型载货汽车变速器的相关资料。2）3月 6 日至3月10日：提出研究方案，准备开题。3）3月13日至3月31日：设计计算，开题答辩，在实验室对变速器进行拆装，对变速器的结构和装配有了更加深刻的了解。4）4月 3 日至4月14日：确定变速器各档位的传动比。对各档位齿轮的齿数进行确定，设计计算并确定齿轮的各项参数，并对每一个齿轮的接触应力、弯曲应力进行校验。确定中间轴各齿轮处的直径，对中间轴的刚度和强度进行校验。5）4月17日至5月 5 日：绘制二维装配图，进行外文翻译（2000单词以上）。二、未按计划完成工作任务的原因无三、工作中所遇到的问题在进行中间轴的设计过程中，发现自己掌握的不够扎实，又重新学习了机械设计中有关轴设计的介绍，必须满足轴的工艺性合理，同时又要保证与轴配合的齿轮的定位准确。在进行齿轮设计过程中，又查看了机械原理关于直齿轮和斜齿轮的介绍，对比了一下各自的优缺点，然后进行选择和设计。在进行齿轮参数的确定时反复计算和校验了许多遍，轴的强度刚度校核时也出现了类似问题，多次校验后才使之成功。专业课知识还不够熟练，在计算过程中需要花大量的时间在加强专业课知识的学习上。四、下一步工作打算在前期工作完成的基础上，今后的工作计划如下：1）5月 8 日至6月 2 日：绘制三维装配图。2）6月 5 日至6月16日：绘制三维装配图。3）6月19日至6月23日：撰写设计计算说明书。4）6月26日至6月 30 日：准备答辩。学生签字： 年 月 日指导教师意见：指导教师签字： 年 月 日教研室意见：教研室主任签字: 年 月 日备注2Manual transmission 1.IntroductionThe purpose of the transmission in an automobile is to transfer the power created by the engine to the wheels via a drive shaft or half-axles. Differing gears in the transmission allow for different levels of torque to be applied to the wheels depending on the speed at which the vehicle is traveling. In order to change the level of torque the gears in the transmission need to be shifted either manually or automatically. In the beginning all transmissions were manual.French inventors Louis-Rene Panhard and Emile Levassor are credited with the development of the first modern manual transmission. They demonstrated their three-speed transmission in 1894 and the basic design is still the starting point for most contemporary manual transmissions.Panhard and Levassor used a chain drive on their original transmission. In 1898 auto maker Louis Renault used their basic design, but substituted a drive shaft for the drive chain and added a differential axle for the rear wheels to improve performance of the manual transmission.By the beginning of the 20th century most cars manufactured in the United States featured a non-synchronized manual transmission based on the Panhard/Levassor/Renault design. The next major innovation occurred in 1928 when Cadillac introduced the synchronized manual transmission, which significantly reduced gear grinding and made shifting smoother and easier.Manual transmissions were the standard on most vehicle for the first half of the 20th century, but automatic transmissions were being developed as far back as 1904. General Motors introduced the clutchless automatic transmission under the moniker, Hydra-Matic, in 1938, but the first true fully automatic transmission didnt appear until 1948 with the Buick Dynaflow transmission.2.BackgroundAmericans tend to prefer automatic transmission in their vehicles while Western Europe is-and is expected to remain-the largest market for manual transmissions through 2014. Eastern Europe and Asia are also large markets for manual transmission although Japan appears to be embracing more automatic transmissions. In the United States, more manual transmissions are found in the Northern states than in the Southern states. It is surmised that manual transmissions give better control on icy roads and are thus more useful in the North where the winters are more harsh.Sports cars are often equipped with manual transmissions because they offer more direct driver involvement and better performance, though this is changing as many automakers move to faster dual-clutch transmissions, which are generally shifted with paddles located behind the steering wheel. For example, the 991 Porsche 911 GT3 uses Porsches PDK. Off-road vehicles and trucks often feature manual transmissions because they allow direct gear selection and are often more rugged than their automatic counterparts.Conversely, manual transmissions are no longer popular in many classes of cars sold in North America, Australia and some parts of Asia, although they remain dominant in Europe, Asia, Africa and Latin America. Nearly all cars are available with an automatic transmission option, and family cars and large trucks sold in the US are predominantly fitted with automatics, however in some cases if a buyer wishes he/she can have the car fitted with a manual transmission at the factory. In Europe most cars are sold with manual transmissions. Most luxury cars are only available with an automatic transmission. In most cases where both transmissions are available for a given car, automatics are an at cost option, but in some cases the reverse is true. Some cars, such as rental cars and taxis, are nearly universally equipped with automatic transmissions in countries such as the US, but the opposite is true in Europe. As of 2008, 75.2% of vehicles made in Western Europe were equipped with manual transmission, versus 16.1% with automatic and 8.7% with other.Some trucks have transmissions that look and behave like ordinary car transmissionsthese transmissions are used on lighter trucks, typically have up to 6 gears, and usually have synchromesh.3. Composition for Manual Transmission.Manual transmissions often feature a driver-operated clutch and a movable gear stick. Most automobile manual transmissions allow the driver to select any forward gear ratio (gear) at any time, but some, such as those commonly mounted on motorcycles and some types of racing cars, only allow the driver to select the next-higher or next-lower gear. This type of transmission is sometimes called a sequential manual transmission.In a manual transmission, the flywheel is attached to the engines crankshaft and spins along with it. The clutch disk is in between the pressure plate and the flywheel, and is held against the flywheel under pressure from the pressure plate. When the engine is running and the clutch is engaged (i.e., clutch pedal up), the flywheel spins the clutch plate and hence the transmission. As the clutch pedal is depressed, the throw out bearing is activated, which causes the pressure plate to stop applying pressure to the clutch disk. This makes the clutch plate stop receiving power from the engine, so that the gear can be shifted without damaging the transmission. When the clutch pedal is released, the throw out bearing is deactivated, and the clutch disk is again held against the flywheel, allowing it to start receiving power from the engine.Manual transmissions are characterized by gear ratios that are selectable by locking selected gear pairs to the output shaft inside the transmission.Contemporary automobile manual transmissions typically use four to six forward gear ratios and one reverse gear, although consumer automobile manual transmissions have been built with as few as two and as many as seven gears. Transmissions for heavy trucks and other heavy equipment usually have 8 to 25 gears so the transmission can offer both a wide range of gears and close gear ratios to keep the engine running in the power band. Operating aforementioned transmissions often use the same pattern of shifter movement with a single or multiple switches to engage the next sequence of gear selection.3.1 Transmission shaftLike other transmissions, a manual transmission has several shafts with various gears and other components attached to them. Typically, a rear-wheel-drive transmission has three shafts: an input shaft, a countershaft and an output shaft. The countershaft is sometimes called a layshaft.In many transmissions the input and output components of the mainshaft can be locked together to create a 1:1 gear ratio, causing the power flow to bypass the countershaft. The mainshaft then behaves like a single, solid shaft: a situation referred to as direct drive.Even in transmissions that do not feature direct drive, its an advantage for the input and output to lie along the same line, because this reduces the amount of torsion that the transmission case has to bear.Under one possible design, the transmissions input shaft has just one pinion gear, which drives the countershaft. Along the countershaft are mounted gears of various sizes, which rotate when the input shaft rotates. These gears correspond to the forward speeds and reverse. Each of the forward gears on the countershaft is permanently meshed with a corresponding gear on the output shaft. However, these driven gears are not rigidly attached to the output shaft: although the shaft runs through them, they spin independently of it, which is made possible by bearings in their hubs.3.2 SynchromeshMost modern manual-transmission vehicles are fitted with a synchronized gear box. Transmission gears are always in mesh and rotating, but gears on one shaft can freely rotate or be locked to the shaft. The synchronizer has to overcome the momentum of the entire input shaft and clutch disk when it is changing shaft rpm to match the new gear ratio. It can be abused by exposure to the momentum and power of the engine, which is what happens when attempts are made to select a gear without fully disengaging the clutch. This causes extra wear on the rings and sleeves, reducing their service life. When an experimenting driver tries to match the revs on a synchronized transmission and force it into gear without using the clutch, the synchronizer will make up for any discrepancy in RPM. The success in engaging the gear without clutching can deceive the driver into thinking that the RPM of the layshaft and transmission were actually exactly matched. Nevertheless, approximate rev. matching with clutching can decrease the difference in rotational speed between the layshaft and transmission gear shaft, therefore decreasing synchro wear.In a synchromesh gearbox, to correctly match the speed of the gear to that of the shaft as the gear is engaged the collar initially applies a force to a cone-shaped brass clutch attached to the gear, which brings the speeds to match prior to the collar locking into place. The collar is prevented from bridging the locking rings when the speeds are mismatched by synchro rings (also called blocker rings or baulk rings, the latter being spelled balk in the U.S.). The synchro ring rotates slightly due to the frictional torque from the cone clutch. In this position, the dog clutch is prevented from engaging. The brass clutch ring gradually causes parts to spin at the same speed. When they do spin the same speed, there is no more torque from the cone clutch and the dog clutch is allowed to fall into engagement. In a modern gearbox, the action of all of these components is so smooth and fast it is hardly noticed.3.3 ReverseReverse gear is usually not synchromesh, as there is only one reverse gear in the normal automotive transmission and changing gears into reverse while moving is not requiredand often highly undesirable, particularly at high forward speed. 3.4 ClutchAmong many different types of clutches, a dog clutch provides non-slip coupling of two rotating members. It is not at all suited to intentional slipping, in contrast with the foot-operated friction clutch of a manual-transmission car.The gear selector does not engage or disengage the actual gear teeth which are permanently meshed. Rather, the action of the gear selector is to lock one of the freely spinning gears to the shaft that runs through its hub. The shaft then spins together with that gear. The output shafts speed relative to the countershaft is determined by the ratio of the two gears: the one permanently attached to the countershaft, and that gears mate which is now locked to the output shaft.Locking the output shaft with a gear is achieved by means of a dog clutch selector. The dog clutch is a sliding selector mechanism which is splined to the output shaft, meaning that its hub has teeth that fit into slots (splines) on the shaft, forcing that shaft to rotate with it. However, the splines allow the selector to move back and forth on the shaft, which happens when it is pushed by a selector fork that is linked to the gear lever. The fork does not rotate, so it is attached to a collar bearing on the selector. The selector is typically symmetric: it slides between two gears and has a synchromesh and teeth on each side in order to lock either gear to the shaft.4.Fuel EconomyThe manual transmission couples the engine to the transmission with a rigid clutch instead of the torque converter on an automatic transmission or the v-belt of a continuously variable transmission, which slip by nature. Manual transmissions also lack the parasitic power consumption of the automatic transmissions hydraulic pump. Because of this, manual transmissions generally offer better fuel economy than automatic or continuously variable transmissions; however the disparity has been somewhat offset with the introduction of locking torque converters on automatic transmissions. Increased fuel economy with a properly operated manual transmission vehicle versus an equivalent automatic transmission vehicle can range from 5% to about 15% depending on driving conditions and style of driving. The lack of control over downshifting under load in an automatic transmission, coupled with a typical vehicle engines greater efficiency under higher load, can enable additional fuel gains from a manual transmission by allowing the operator to keep the engine performing under a more efficient load/RPM combination. This is especially true as between manual and automatic versions of older models, as more recent advances including variable valve timing reduce the efficiency disadvantages of automatic transmissions by allowing better performance over a broader RPM range. In recognition of this, many current models (2010 and on) come with manual modes, or overrides on automatic models, although the degree of control varies greatly by the manufacturer. Also, manual transmissions do not require active cooling and because they are, mechanically, much simpler than automatic transmissions, they generally weigh less than comparable automatics, which can improve economy in stop-and-go traffic.16 However this gap in economy is being rapidly closed, and many mid to higher end model automatic cars now get better economy than their standard spec counterpartscitation needed. This is in part due to the increasing impact of computers co-ordinating multiple systems, particularly in hybrid models in which the engine and drive motors must be managed.手动变速器 1.说明汽车传动的目的是通过驱动轴或半轴将发动机驱动车轮的动力传递给车轮。在变速器中不同的齿轮允许不同程度的扭矩被施加到车轮上，这取决于车辆行驶的速度。为了改变变速器中的齿轮的转矩的水平，需要手动或自动移动。在开始时，所有的传输都是手动的。法国发明家路易斯雷内潘哈德和埃米尔勒瓦索被认为是第一个促进现代手动变速器的发展的人。他们在1894年展示了他们的三挡变速器，其基本的设计仍然是现代的手动变速器的起点。潘哈德和勒瓦索在原来传输的基础上改用链传动。1898年，汽车制造商路易斯雷诺使用他们的基本设计，但是使用了驱动轴取代了驱动链，并在后桥增加了一个差速器，以提高手动变速器性能。在第二十世纪初美国制造的大多数汽车采用了美国特色的非同步手动变速器都是基于潘哈德/勒瓦索/雷诺设计。下一个重大创新发生在1928年，当凯迪拉克推出同步手动变速器，这大大减少齿轮磨削，使换档更顺畅，更容易。在二十世纪上半年手动变速器的标准被大多数车辆采用，但自动变速器的开发可追溯到1904年。在1938年，通用汽车为生产的离合器自动变速器取名为Hydra-Matic，但第一个真正的全自动变速器的出现直到1948年的别克流体动力传输的出现。2.背景2014年调查显示，美国人更倾向于在他们的车上安装自动变速器，而西欧预计保持最大的手动变速器市场。东欧和亚洲也有大量的手动变速器市场，日本似乎拥有更多的自动变速器。在美国，手动变速器在北方各州比在南部各州更广为使用。据推测，手动变速器可以更好地控制在结冰的路面上的行驶，从而更有效的适应更恶劣的北方冬天。跑车往往配备手动变速箱，因为他们提供更多的直接驱动的参与和更好的性能，尽管这是许多汽车制造商将更快的双离合器变速箱的变化，它通常是位 于方向盘桨移。例如，991保时捷911 GT3使用保时捷的PDK。越野车和卡车经常采用手动变速器，因为它们允许直接齿轮的选择，而且往往比他们的自动变速器更坚固耐用。 相反，在北美 国、澳大利亚以及亚洲的一些地区，手动变速器不再流行，虽然它们在欧洲、亚洲、非洲和拉丁美洲都是占主导地位的美国。几乎所有的汽车都可以与自动变速器的 选择，家庭轿车和大卡车在美国销售的主要配备自动化，但是在某些情况下，如果买方希望他/她能把车装在工厂的手动变速器。在欧洲，大多数汽车都是用手动变 速器出售的。大多数豪华车只能用一种自动变速器。在大多数情况下，传输，可用于一个给定的汽车，自动变速器是一个在成本的选择，但在某些情况下是正确的。 一些汽车，如出租汽车和出租车，几乎全世界都配备了自动变速器，如美国，但相反的是真实的，在欧洲，2008，75.2%的车辆在西欧，配备手动变速器， 与16.1%与自动和其他8.7%。一些卡车变速器的外观和行为像普通汽车变速器这些传输用于轻卡车，通常有6个齿轮，通常有同步。3.变速器组成.手动变速器通常有一个驱动操纵离合器和一个可移动的拨叉。大多数汽车的手动变速器允许司机在任何时候选择任何前进档位，但有些，如一般安装在摩托车和某些类型的赛车，只允许司机选择下一个或下一个较低的档位。这种类型的传输有时被称为顺序手动变速器。在一个手动变速器，飞轮是连接到发动机的曲轴和旋转一起。离合器盘在压力板与飞轮之间，并在压力下与飞轮保持在一起。当发动机运转时，离合器接合，飞轮转动离合器盘。由于离合器踏板是凹陷的，这会导致压力板停止向离合器盘施加压力。这使得离合器停止接收发动机的功率，使变速器可以换挡，而不损坏传输。当离合器踏板被释放时，分离轴承被停用，离合器盘再次被与飞轮接合，允许它开始从发动机接收功率。手动变速器的特点是通过锁定选定的齿轮副的传动比，从而决定传输的输出轴的齿轮比。现代汽车的手动变速器通常采用（4+1）档，或者（6+1）档。虽然消费者的汽车手动变速器已经建立了七个档位。而且重型卡车和其他重型设备的变速器通常有8至25个档位，因此变速器可以同时提供一个较大范围的齿轮比，以保持发动机在最佳
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