外文翻译：驱动桥
驱动桥汽车外文文献翻译、中英文翻译、外文翻译
Driving Axleautomobile driving axleThe driving axle is one of cross bars supporting a vehicle, on which the driving wheels turn .The driving axle includes a housing ,an axle drive ,a differential , tow axle shafts (half axles ),and final drives (if any ) .The axle .or main, drive is a drive-line unit that increases the torque delivered by the transmission and transmits it to the driving wheels, via the differential. In automobiles, the axle drive shaft, usually called the propeller shaft.The axle drive may be a Single or a double-stage type, the former comprising a pair of gears and the latter .tow pairs of gear. Drive pinion I may be made integral with its shaft, or it may be detachable from the shaft. Driving gears and are usually made in the form of detachable gear rings that are bolted or riveted to the differential case .Alex drive bevel pinions and gears are made with helical teeth in order to reduce noise in operation.The tow-stage axle drive consists of a pair of bevel gears and a pair of spur gears. Drive bevel pinion drives bevel gear that is fixed to the flange of the intermediate shaft made integral with 2nd–stage driving spur gear .Gears meshes with driven spur gear which is fastened to the case rotates in taper roller bearings installed in the differential carrier that makes part of the driving axle housing.The differential is a drive-line unit that divides the torque applied to it between the tow axle shafts and allows one driving wheel to turn at a different speed from the other.The differential consists of case, cross or spider pinion .and side gears, also known as axle gears .the differential pinions are freely mounted on the cylindrical arms of the spider, which is held in the differential case, and remain in constant mesh with the differential side gears.When the automobile is moving down a straight and even road, both driving wheels meet with one and the same rolling resistance. In this case, axle driven gear, or differential ring gear, causes the differential case to rotate .when the differential case rotates pinions and their spider arms move around in a circle with tow differential side gears are meshed with the pinions, the side gears must rotate, causing the axle shafts and their associated driving wheels to turn. With equal resistance applied to each wheel, the differential pinions do not rotate. They apply equal torque to the side gears and therefore both driving wheels rotate at one and the same speed is unequal ,the differential pinions rotate on their spider arms as well as drive round with the differential case .supposing that one of the axle shaft is prevented from rotating ,the differential pinions would have to walk around the stationary side gear ,causing the other side gear to rotate at twice its normal speed .You can now see how the differential can allow one driving wheel to turn faster than the other .Whenever the automobile goes around a turn ,the outer driving wheel travels a greater distance than the inner drive wheel .the inner wheel speeds up proportionately ,thanks to the differential pinions that rotate on their spider arms and ,rolling around the slower side gear send more rotary motion to the outside wheel.The differential side gears are splined on to the inner ends of the axle shafts .The other ends of the shafts are attached to the driving wheel hubs by means of flanges .Trucks use full floating axle shafts .Such axle shafts are acted upon by torque only .All the other loads acting on the driving wheels are taken by the driving axle housing, because the wheel hubs are supported by bearings mounted on the housing.Driving axle of general-purpose wheeled tractorGeneral-purpose wheeled tractors are a four-wheel drive type, they have tow driving axles-front and rear .Both axles are similar in construction, expect for the housing. Each driving axle consist if a housing, an axle drive ,a differential ,and final drives .The front and rear-axles drives are interchangeable and comprise a pair of spiral bevel gears . The axle drive pinion is made integral with a shaft that issupported by tow taper roller bearings installed in axle drive pinion carrier .The latter is accommodated in differential carrier and is fixed to it by bolts. The flange of the axle drive pinion carrier is provided with threaded holes to fit puller screws that are used to remove the axle drive pinion carrier from the differential carrier .The position of the drive pinion relative to the centerline of the axle is adjust by means of a pack of shims placed under the flange of the drive pinion carrier Shims palace under the cone of the front bearing are used to adjust the preload on the drive pinion bearings. Splined to adjust the preload on the drive pinion shaft is universal-joint flange .The axle drive gear is bolted to the differential case flange.THE DIFFERENTIAL consists of case, four pinions, and tow side gears .The differential case comprise tow halves that are bolted together and supported by taper roller bearings installed in the differential carrier .Screwed in the bearings housing from the outside are nuts used to adjust the backlash between the ring gear and drive pinion teeth and the side bearing preload.Welded to the top of the driving axle housing at both its ends are spring pads .The housing of both its ends are spring axels are provided with filler ,overflow ,and drain holes closed by plugs .Both housing also have vents ,The rotating components of the driving axles are lubricated with transmission oil .As distinct from the automobiles considered in this text, all tractors include final drives in their power trains .The final drives of general-purpose wheel tractors are referred to as wheel-hub reduction gears.While transmitting power to the driving wheels, wheel-hub reduction can increase their torque .These are planetary reduction gear sets consist of sun gear ,or wheel ,three planet ,or pinion ,gears ,planet or pinion ,carrier .stationary internal ,or ring ,gear ,and housing.The sun gear is splined to the outer end of the axle shaft is splined to the differential side gear .The cylindrical planet gears are in constant mesh with both the sun gear and the ring gear and are free to rotate on roller bearings mounted on shafts that are attached to the planet carrier .The planet carrier is fasted to the reduction gear housing by means of studs and nuts .The flange of housing ,driving wheel brake drum13,and wheel hub are clamped together by bolts .The planet carrier and reduction gear housing form the driven part of the planetary gear set and rotate with the driving wheel of the tractor .The driving gear hub is supported by taper roller bearings mounted on axle shaft housing ,or axle sleeve .The axle sleeve is connected to the stationary ring gear by means of adapter hub that has internal splines and external teeth . The splines are meshed with matching splines on the axle sleeve, and the teeth are meshed with internal teeth ring gear.Wheels and its maintainModern wheeled tractors and automobiles use pneumatic-tired disc wheels. As a result of the driving wheel tires gripping the road, the rotary motion of the wheels is transformed into the translational motion of the tractor or automobile.According to their purpose, wheels are classified as driving .driven steerable, and combination types.Trucks and general-purpose wheeled tractors have all their wheels of one and the same size .Row-crop tractors have their rear wheels larger than the front wheels .The rear wheels carry the major proportion of the load due to the weight of the tractor .The front wheels are loaded lighter and this makes them easier to turn and provide good directional steering stability, which is essential for row-crop work.A TRUCK WHEEL consists of disc and flat base rim that is made integral with it, while the other flange is formed by detachable side ring that is held to the rim by split lock ring on the rim .which doubles as a side ring and a lock ring.The wheel disc is provided with holes for mounting the wheel on the wheel mounting bolts ,or wheel studs ,on the wheel hub ,where it is fixed by nuts .Both the holes and the nuts are tapered to ensure exact location of the wheel on its hub .The rear driving axles of trucks carry tow wheels at each end .The inner wheels are held to the hubs by cap nuts that are threaded both on the inside and on the outside .and the outer wheels are mounted on the cap nuts and fixed in place by taper nuts screwed on the nuts .The wheel nuts on the right side of truck have right-hand threads, whereas the nuts on the left side of the truck are threaded left-hand .The reason is to tighten the nuts, not loosen them, and thus prevent them from working loose on acceleration andbraking.An automobile pneumatic tire consists of casing, inner tube, and flap .The tire casing comprises tread, side walls, and beads .Tires for good roads use small tread patterns, while those for bad roads or cross –country service large tread patterns.The inner tube is made in the form of a hollow elastic rubber doughnut that is inflated with air after it is installed inside the tire and the tire is put on the wheel rim .The inner tube is inflated through tire valve that consists of housing 11,valve inside ,and cap .The valve housing is made of brass in the dorm of a flanged tube that is mounted in the inner tube by means of a washer and a nut and sticks out through a hole in the wheel .Some tire valve housing are of comprise construction :the upper part is made of brass and the lower part ,of rubber that is vulcanized on to the inner tube .The valve inside is a check valve that opens to let air in the inner tube when an air closed ,spring pressure and air pressure inside the tube hold the valve .When the valve is closed ,spring pressure and air pressure inside the tube hold the valve in its seat .It includes core with a rubber ring ,a plunger pin ,and a spring .The valve inside is Screwed in the tire valve housing and is closed by the cap Screwed on the housing.To the construction of the driving and steerable wheels, each wheel comprises hub , disc with rim ,and tire with inner tube .The rim is welded to the disc and the disc is bolted to the hub .The driving wheel tires are of low-pressure type and have heavy tread bars for better traction.The driving wheel hub is keyed to axle shaft and is fixed in place by means of bolted-on insert with worm whose threads mesh with the rack teeth cut in the half axle .By turning the worm one can change the position of the wheel on the axle shaft to obtain the desired track width .Before doing this ,it is necessary to jack up the rear part of the tractor to clear the wheels of the ground and loosen the bolts that hold the inserts to the wheels hubs .Should this adjustment prove insufficient ,the track width can further be increased by placing the wheels with the concaves of their discs facing inwards.On some row-crop tractors ,the rear wheel discs are bolts to lugs welded on the wheel rims .In this case ,the crack width can be changed by bolts the discs in alternative positions to the lugs .Also the concave wheel discs may be used either with the concave facing inwards or outwards.Trouble-free operation of automobiles and wheeled tractors largely depends on the condition of the tires. Therefore, during operation, one should adhere to following rules.Prevent fuel and, or oil from getting onto the tires. Cleans the tires regularly from dirt and remove all foreign articles, such as stones, form the treads. Do not apply brakes sharply, never start away form rest with a jerk, and avoid making sharp turns, for all this causes uneven wear of the tires. Do not allow excessive slipping of the driving wheels. When preparing your tractor or automobile for a long-term storage, jack up the wheels and put trestles under the axles or frame to relieve the tires.The service life of tires is expressed in terms of their mileage. For most bias (ordinary) truck tires, the guaranteed mileage amounts to 50000 km. Observing the above rules will help prolong the useful service life of tires.驱动桥汽车的驱动桥驱动桥是一个支撑车辆的十字交叉的轴，它可以驱动车轮运动。
驱动桥汽车外文文献翻译、中英文翻译、外文翻译
驱动桥汽车外文文献翻译、中英文翻译、外文翻译The driving axle is an essential component of a ___。
It consists of several parts。
including a housing。
axle drive。
differential。
two axle shafts。
and final drives if necessary.The main purpose of the axle drive is to ___。
___.There are two types of axle drives: single and double-stage。
The single-stage type has a pair of gears。
while the double-stage type has two pairs of gears。
The drive ___ case。
To ce noise during n。
axle drive ___.In summary。
___。
It includes several components that work ___ to the wheels。
The axle drive shaft is an essential part of the axle drive。
and there are two types of axle drives。
To ce noise during n。
the driving gears are made with ___.When a car turns。
___ a greater distance than the inner ___。
thanks to the differential ns ___ around the slower side gear。
the inner ___。
汽车驱动桥设计外文文献翻译、中英文翻译、外文翻译
AppendixChina in the first half of 2008 about 93 million trucks accumulative total sales of cars, vans 61 million vehicles, year-on-year growth of 20.2%, visible light car in commercial car production has a large proportion. And driving axle is very important in the vehicle driving axle is the important car auto bearing assembly, auto frame and integral by suspension of body vertical force, to lead the longitudinal forces, transverse force and torque, and impact load; Driving axle also delivers the transmission, the maximum torque reaction is under.Automobile driving axle structure and design parameters in addition to the reliability of the automobile and durability have important influence on the outside, also for the automobile driving performance such as power, economy, smooth, through sex, mobility Automobile driving axle design involves the mechanical parts and components is widely to these varieties, spare parts, components and assemblies manufacturing also almost want to design to all modern machinery manufacturing process, design a simple structure, reliable operation and low cost, can greatly reduce the drive axle of the total cost of the vehicle production, promote economic development, and car to drive through the car studying and designing practice, can better learning and mastery of the modern car design and mechanical design of the comprehensive knowledge and skills, and the overall thinking and operation skill check, drawing, is the very important link, so ontology of a structure design of fine vans axles has certain Automobile driving axle is one of the main parts car, its basic function is to enlarge the shaft or by the torque transmission spread, then torque distribution to drive wheels, and make about driving wheel has about vehicle movement required differential function; Axles in the end of powertrain system, choose proper Lord slowdown, ensure cars than with sufficient ground clearance is achieved, gear and other transmission job need to ensure smooth are the parameters, and even bear effect on the pavement drive axle and frame or carrying body vertical force, the lead between transverse and longitudinal force and torque force. Driving axle quality, performance will have a direct impact on the vehicle's safety, economy, comfort and reliability. After the car driving axle design can make the students' comprehensive by using their This thesis research aims to overall matching car by driving axle Lord finish design of gear reducer, differential component such as type of design and calculation, and complete checking and comprehensive design single main reducer, then the batch Through the design of the vehicle driving axle should also master the understanding, including each component interaction between the body and the electricalsystem, the influence and cooperate to drive axle of the process and therefore more familiar with vehicle mastery. That in the future the production and living effectly use.附录我国2008年上半年货车累计销售约93万辆，其中轻型货车61万辆，同比增长20.2%，可见轻型汽车在商用汽车生产中占有很大的比重。
驱动桥5000字外文翻译文献
As the bearing cage rotates, read the value7. indicated on the scale.Preload normally is specified as torque re-8. quired to rotate the pinion bearing cage, so take a reading only when the cage is rotating. Starting torque will give a false reading.To calculate the preload torque, measure the 9. diameter of the bearing cage where the cord was wound. Divide this dimension in half to get the radius.10. U se the following procedure to calculate thebearing preload torque:Standard.Pull (lb) 3 radius (inches) 5 preload (lb-in.)orPreload (lb-in.) 3 0.113 (a conversion constant) 5 preload (N .m)Install the yoke, flat washer, and nut. Tighten 6. the nut snugly. Tap the end of the input shaft lightly to seat the bearings.Measure the input shaft endplay again with 7. the dial indicator. If endplay is still incorrect, repeat steps 3 through 7.With the endplay correct, seal the shim pack 8. to prevent lube leakage. Then torque the i nput shaft nut and cover capscrews to the correct value.24.5 A XLE ADJUSTMENTSAND CHECKSThis section introduces the differential carrier adjust-ments, checks, and tests that the truck technician must be capable of performing; some have beenr eferred to previously in the text. For the most part, the procedures described here are general in nature. The truck technician should refer to OEM servicel iterature for specific procedures.PINION BEARING PRELOADMost differential carriers are provided with a press-fit outer bearing on the drive pinion gear. Some older rear drive axles use an outer bearing, which slips over the drive pinion. The procedures for adjusting both types follow.Press-Fit Method AdjustmentTo adjust the pinion bearing preload using the press-fit method, use the following procedure:Assemble the pinion bearing cage, bearings, 1. spacer, and spacer washer (without drive pin-ion or oil seal). Center the bearing spacer and spacer washer between the two bearing cones (Figure 24–49).When a new gear set or pinion bearings are 2. used, select a nominal size spacer based on OEM specifications. If original parts are used, use a spacer removed during disassembly of the drive.Place the drive pinion and cage assembly in a 3. press, with the gear teeth toward the bottom.Apply and hold the press load to the pinion 4. bearing. As pressure is applied, rotate the bearing cage several times so that the bear-ings make normal contact.While pressure is held against the assembly, wind 5. a cord around the bearing cage several times.Attach a spring scale to the end of the cord 6. (Figure 24–50). Pull the cord with the scale ona horizontal line.FIGURE 24–49 Assembly of the pinion bearing cage.(Courtesy of Dana Corporation)FIGURE 24–50 Cage in press to check bearingp reload.Sleeve must applymust be against the outer bearing. If the fit between the yoke or flange splines and drive pinion splines is tight, use a press to install the yoke or flange (Figure 24–51).Temporarily install the drive pinion and cage 4. assembly in the carrier (Figure 24–52). Do not install shims under the bearing cage.Install the bearing cage to the carrier cap-5. screws. Washers are not required at this time. Hand-tighten the capscrews.Fasten a yoke or flange bar to the yoke or 6. flange (Figure 24–53). The bar will hold the drive pinion in position when the nut ist ightened.Metric.Pull (kg) 3 radius (cm) 5 preload (kg-cm) orPreload (kg-cm) 3 0.098 (a conversion constant) 5 preload (N .m)Examples. We can convert the foregoing equa-tions into examples by applying some data to them:Standard7.5 lb 3 3.31 in. 5 24.8 lb-in. (preload) or24.8 lb-in. 3 0.113 5 2.8 N .m (preload)Metric3.4 kg 3 8.4 cm 5 28.6 kg-cm (preload) or28.6 kg-cm 3 0.098 5 2.8 N .m (preload)11. I f necessary, adjust the pinion bearing preloadby changing the pinion bearing spacer. A thicker spacer will decrease preload, whereas a thinner spacer will increase the preload.12. O nce the correct bearing preload has beenestablished, note the spacer size used. Select a spacer 0.001 inch (0.025 mm) larger for use in the final pinion bearing cage assembly pro-cedures. The larger spacer compensates for slight expansion of the bearing, which occurs when pressed on the pinion shank. The trial spacer pack should result in correct pinion bearing preload in three times out of four cases.Y oke Method of AdjustmentTo adjust the pinion bearing preload using the yoke or flange method, proceed as follows:Assemble the complete pinion bearing cage 1. as recommended in the press-fit method.A forward axle pinion is equipped with a heli-2. cal gear. For easier disassembly during bear-ing adjustment procedures, use a dummy yoke (if available) in place of the helical gear.Install the input yoke or flange, nut, and 3.washer on the drive pinion. The yoke or flangeFIGURE 24–51 Using a press to install the yoke orflange to the drive pinion. (Courtesy of Arvin Meritor)FIGURE 24–52 Install the pinion and cage assembly in the carrier housing. (Courtesy of Arvin Meritor)indicated on the torque wrench (see Figure 24–55). Typical value is 50 lb-ft. (68 N .m)m aximum applied to one side gear.If the torque value exceeds the specification, 5. disassemble the differential gears from the case halves.Check the case halves, spider, gears, and 6. thrust washers for the problem that caused the torque value to exceed specifications. Re-pair or replace defective parts as required. Remove any foreign debris.Check/Adjust Pinion Cage Shim PackThis procedure is used to check and adjust the thick-ness of the shim pack used in the pinion bearing cage. Use this procedure if a new drive pinion and crownTighten the nut on the drive pinion to specifi-7. cation, typically 400 to 700 lb-ft. (542 to 950 N .m).Remove the yoke or flange bar.8. Attach a torque wrench to the drive pinion 9. nut. Rotate the drive pinion and read the value indicated on the torque wrench. Preload is correct when the torque required to rotate the pinion bearing cage is from 15 to 35 lb-in. (1.7 to 4.0 N .m).To adjust the pinion bearing preload, disas-10. semble the pinion bearing cage and change the pinion bearing spacer size. A thicker spacer will decrease preload, whereas a thin-ner spacer will increase preload.Differential Rolling ResistanceA check to measure and establish differential rolling resistance follows. To perform this check, a special tool must be made. You can easily make this tool from an old axle shaft that matches the spline size of the differential side gear. Figure 24–54 illustrates the fab-rication specifications for this special tool.To check differential resistance to rotation, use the following procedure:Install soft metal covers over the vise jaws to 1. protect the ring gear (Figure 24–55).Place the differential and crown gear assem-2. bly in the vise.Install the special tool into the differential until 3. the splines of the tool and one side gear are engaged.Attach a torque wrench to the nut of the spe-4. cial tool and rotate the differential gears. As the differential gears rotate, read the valueFIGURE 24–55 Reading the torque value to check the rolling resistance. (Courtesy of Arvin Meritor)FIGURE 24–53 Using a flange bar to hold the drivepinion in position. (Courtesy of Arvin Meritor)FIGURE 24–54 Fabrication details for a tool to checkthe rolling resistance. (Courtesy of Arvin Meritor)If the new pinion cone number is a minus (–), sub-8. tract the number from the standard shim packthickness that was calculated in step 3 or 4.The value calculated in step 7 or 8 is the 9.t hickness of the new shim pack that will bei nstalled. Figure 24–59 illustrates several e xamples of determining shim pack t hickness.Install the drive pinion, bearing cage, and new10. shim pack into the differential carrier.gear set is to be installed, or if the depth of the drive pinion has to be adjusted. You are checking the rolling resistance using a torque wrench.To check/adjust the shim pack thickness (Figure 24–56), do the following:With a micrometer, measure the thickness of 1. the old shim pack removed from under the pinion cage (Figure 24–57). Record the mea-surement for later use.Look at the pinion cone (PC) variation number 2. on the drive pinion being replaced (Figure 24–58). Record this number for later use also.If the old pinion cone number is a plus (+), 3. subtract the number from the old shim pack thickness that was recorded in step 1.If the old pinion cone number is a minus (–), 4. add the number to the old shim thickness that was measured in step 1.The value calculated in step 3 or 4 is the 5.t hickness of the standard shim pack without variation.Look at the PC variation number on the new 6. drive pinion that will be installed. Record the number for later use.If the new pinion cone number is a plus (+), 7. add the number to the standard shim packthickness that was calculated in step 3 or 4.FIGURE 24–56 Drive pinion depth controlled by shimpack thickness. (Courtesy of Arvin Meritor)FIGURE 24–57 Measuring the thickness of the old shim pack. Mike each shim individually then add tocalculate total thickness. (Courtesy of Arvin Meritor)FIGURE 24–58 Location of the pinion cone (PC)v ariation number. (Courtesy of Arvin Meritor)Adjust Differential Bearing PreloadOne of two methods can be used to check and adjust the preload of the differential bearings.Method One.Attach a dial indicator onto the mounting 1. flange of the carrier and adjust the indicator so that the plunger rides on the back surface of the crown ring gear (Figure 24–60).Loosen the bearing adjusting ring that is op-2. posite the ring gear so that a small amount of endplay is indicated on the dial indicator. To turn the adjusting rings, use a T-bar wrench that engages two or more opposite notches in the ring (Figure 24–61).Move the differential and crown gear to the 3. left and right using prybars as you read the dial indicator. Use two prybars that fit be-tween the bearing adjusting rings and the ends of the differential case (Figure 24–62). You also can use two prybars between the differential case or crown gear and the carrier at locations other than those just described. In either case, the prybars must not touch the differential bearings.EXAMPLES:Inchesmm 1.Old Shim Pack Thickness Old PC Number, PC +2Standard Shim Pack Thickness New PC Number, PC +5New Shim Pack Thickness .030.76–.002–.05.028.71+.005+.13.033.842.Old Shim Pack Thickness Old PC Number, PC –2Standard Shim Pack Thickness New PC Number, PC +5New Shim Pack Thickness .030.76+.002+.05.032.81+.005+.13.037.943.Old Shim Pack Thickness Old PC Number, PC +2Standard Shim Pack Thickness New PC Number, PC –5New Shim Pack Thickness .030.76–.002–.05.028.71–.005–.13.023.584.Old Shim Pack Thickness Old PC Number, PC –2Standard Shim Pack Thickness New PC Number, PC –5New Shim Pack Thickness.030.76+.002+.05.032.81–.005–.13.027.68FIGURE 24–59 Determining shim pack thickness.(Courtesy of ArvinMeritor Inc.)FIGURE 24–60 Dial indicator attached to carrier-mounted flange. (Courtesy of Arvin Meritor)FIGURE 24–61 Turning the adjusting ring using aT-bar wrench. (Courtesy of Arvin Meritor)FIGURE 24–62 Using pry bars to adjust play in the crown gear. (Courtesy of Arvin Meritor)Tighten the same bearing adjusting ring4.so that no endplay shows on the diali ndicator.Move the differential and crown gear to the5.left and right as needed. Repeat step 3 untilzero endplay is achieved.Tighten each bearing adjusting ring one6.notch from the zero endplay measured instep 4.Method Two.A second method of checking pre-load is to measure the expansion between the bearing caps after you tighten the adjusting rings. Use the following procedure:Turn both adjusting rings hand tight against1.the differential bearings.Measure the distance X or Y between oppo-2.site surfaces of the bearing caps (Figure24–63A) using a large micrometer of thec orrect size (Figure 24–63B). Make a note ofthe m easurement.Tighten each bearing adjusting ring one3.notch.Measure the distance X or Y again. Compare4.the dimension with the distance X or Y mea-sured in step 2. The difference between thetwo dimensions is the amount that the bear-ing caps have expanded.Example: Measurements of a carrier.Distance X or Y before tightening adjusting rings5 15.315 inches (389.00 mm)Distance X or Y after tightening adjusting rings5 15.324 inches (389.23 mm)15.324 inches minus 15.315 inches5 0.009 inch (0.23 mm) differenceIf the dimension is less than specification, repeat steps 3 and 4 as needed.Crown Gear Runout CheckTo check the runout of the crown/ring gear, do the f ollowing:Attach a dial indicator on the mounting flange1.of the differential carrier (Figure 24–64).Adjust the dial indicator so that the plunger or2.pointer is against the back surface of thecrown gear.FIGURE 24–63 (A) Location of distances measured to check expansion between bearing caps aftert ightening adjusting rings; (B) measuring this distance.(Courtesy of Arvin Meritor)FIGURE 24–64 Checking crown gear runout. (Courtesy of Arvin Meritor)Pinion and Crown Tooth ContactA djustment Correct tooth contact between the pinion and crown gear cannot be overemphasized, because improper tooth contact results in noisy operation and prema-ture failure. The tooth contact pattern consists of the lengthwise bearing (along the tooth of the ring gear) and the profile bearing (up and down the tooth). F igure 24–68 shows crown gear toothn omenclature.Adjust the dial of the indicator to zero.3. Rotate the differential and crown gear when4. reading the dial indicator. The runout of the crown gear must not exceed 0.008 inch (2 mm) (a typical value; refer to the applicable OEM service literature for the specificv alues).If runout of the crown gear exceeds the speci-5. fication, remove the differential and crown gear assembly from the carrier. Check the dif-ferential components, including the carrier, for the problem causing the runout of the gear to exceed specification. Repair or replace defec-tive components.After the components are repaired or re-6. placed, install the differential and crown gear into the carrier.Repeat the preload adjustment of the 7. differential bearings. Then repeat this runout procedure.Check/Adjust Crown Gear BacklashIf the used crown and pinion gear set is installed, ad-just the backlash to the setting that was measured before the carrier was disassembled. If a new gear set is to be installed, adjust backlash to the correct speci-fication for the new gear set.To check and adjust ring gear backlash, do thef ollowing: Attach a dial indicator onto the mounting1. flange of the carrier (see Figure 24–64).Adjust the dial indicator so that the plunger is 2. against the tooth surface at a right angle.Adjust the dial of the indicator to zero, making 3. sure that the plunger is loaded through at least one revolution.Hold the drive pinion in position.4. When reading the dial indicator, rotate the5. crown gear a small amount in both directions against the teeth of the drive pinion (Figure 24–65). If the backlash reading is not within specification (typically ranging from 0.010 to 0.020 inch or 254 to 508 mm), adjust backlash as outlined in steps 6 and 7.Loosen one bearing adjusting ring one notch 6. and then tighten the opposite ring the same amount. Backlash is increased by moving the crown gear away from the drive pinion (Figure 24–66). Backlash is decreased by moving the crown gear toward the drive pin-ion (Figure 24–67).Repeat steps 2 through 5 until the backlash is 7.within specifications.FIGURE 24–65 Check crown gear backlash. ( Courtesy of Arvin Meritor)FIGURE 24–66 Adjustments to increase backlash. (Courtesy of Arvin Meritor)the pattern in an unloaded condition (such as when you are performing this test) will be approximately one-half to two-thirds of the crown gear tooth in most models and ratios.Checking Tooth Contact Pattern on a Used Gear Set. Used gearing will not usually display the square, even contact pattern found in new gear sets. The gear will normally have a pocket at the toe-end of the gear tooth (Figure 24–71) that tails into a contact line along the root of the tooth. The more use a gear has had, the more the line becomes the dominant characteristic of the pattern.Adjusting Tooth Contact Pattern. When dis-assembling, make a drawing of the gear tooth con-tact pattern so that when reassembling it is possible to replicate approximately the same pattern. A cor-rect pattern should be clear of the toe and centers evenly along the face width between the top land and the root. Otherwise, the length and shape of the pattern can be highly variable and are usually con-sidered acceptable—providing the pattern does not run off the tooth at any time. If necessary, adjust the contact pattern by moving the crown gear and drive pinion.Checking Tooth Contact Pattern on a New Gear Set. Paint 12 crown gear teeth with a marking compound (Figure 24–69) and roll the gear to obtain a tooth contact pattern. A correct pattern should be well centered on the crown gear teeth with lengthwise contact clear of the toe (Figure 24–70). The length ofFIGURE 24–67 Adjustments to decrease backlash.(Courtesy of Arvin Meritor)FIGURE 24–68 Crown gear tooth nomenclature.(Courtesy of Dana Corporation)FIGURE 24–69 Application of a marking compoundto check tooth contact. (Courtesy of Dana Corporation)FIGURE 24–70 Correct tooth contact patternfor new gearing. (Courtesy of Dana Corporation)FIGURE 24–71 Correct tooth contact pattern for used gearing. (Courtesy of Dana Corporation)making adjustments, first adjust the pinion and then the backlash. Continue this sequence until the pattern is satisfactory.Thrust Screw AdjustmentFor those differential carriers equipped with a thrust screw, perform the following procedure. (If the carrier assembly does not have a thrust block, proceed to step 4 of this procedure.)Rotate the carrier in the repair stand until the 1. back surface of the crown gear is toward the top.Put the thrust block on the back surface of 2. the ring gear. The thrust block must be in the center between the outer diameter of the gear and the differential case.Rotate the crown gear until the thrust block 3. and hole for the thrust screw, in the carrier, are aligned.Install the jam nut on the thrust screw, one-4. half the distance between both ends (Figure 24–74).Install the thrust screw into the carrier until the 5. screw stops against the crown gear or thrust block.Loosen the thrust screw one-half turn, or 180 6. degrees.Tighten the jam nut to the correct torque value 7. against the carrier (typical values range from 150 to 295 lb-ft. or 200 to 400 N .m) (Figure 24–75).Axle TrackingAxle tracking can be measured using the older tram bar method or electronic alignment equipment. The procedures for setting axle alignment and tracking areexplained in Chapter 25.FIGURE 24–72 Two incorrect patterns when adjusting pinion position. (Courtesy of Dana Corporation)Crown gear position controls the backlash setting. This adjustment also moves the contact pattern along the face width of the gear tooth (Figure 24–72). Pinion position is determined by the size of the pinion bear-ing cage shim pack. It controls contact on the tooth depth of the gear tooth (Figure 24–73).These adjustments are interrelated. As a result, they must be considered together even though thepattern is altered by two distinct operations. WhenFIGURE 24–73 Two incorrect patterns when adjusting backlash. (Courtesy of Dana Corporation)• Most differential carriers are replaced as rebuilt/exchange units, so the role of the technician is, more often than not, to diagnose the problem and then, if necessary, to replace the defective assembly as a unit.• The technician who has disassembled and reas-sembled differential carriers should find trouble-shooting procedures easier to follow.• Follow the OEM procedure when disassem-bling differential carriers. Taking a few mo-ments to measure shim packs and gear tooth contact patterns on disassembly can save considerable time when reassembling thec arrier.• A crown and pinion gear set often can ber eused when rebuilding a differential carrier. Make sure that you inspect it properly ond isassembly.• Crown and pinion gear sets are always replaced as a matched pair during a rebuild.• When setting crown and pinion backlash, it is increased by moving the crown gear away from the drive pinion and decreased by moving the crown gear toward the drive pinion.• Adhering to OEM-recommended lubrication schedules is the key to ensuring the longest service life from both drive and dead axles.• Knowing the correct procedure to check lubricant level is essential. The level is correct when lubri-cant is exactly level with the bottom of the fill hole.• Because most OEMs approve of the use of syn-thetic lubricants in final drive carriers, lubrication drain schedules have been greatly increased in recent years. Drain schedules are determined by the actual lubricant used and the type of appli-cation to which the vehicle is subjected.• Servicing of axles on heavy-duty trucks consists of routine inspection, lubrication, cleaning, and, when required, troubleshooting and component overhaul.• Failure analysis is required to prevent recurrent failures.• Drive axle carrier components usually fail for one of the following reasons: Shock load Fatigue Spinout Lubrication problemsNormal wearFIGURE 24–74 Installing the jam nut on the thrust screw. (Courtesy of Arvin Meritor)FIGURE 24–75 Tighten the jam nut to the correct torque value. (Courtesy of Arvin Meritor)SUMMARY。
中英文文献翻译-驱动桥介绍
附录A 英文文献Drive axleAll vehicles have some type of drive axle/differential assembly incorporated into the driveline. Whether it is front, rear or four wheel drive, differentials are necessary for the smooth application of engine power to the road.PowerflowThe drive axle must transmit power through a 90°angle. The flow of power in conventional front engine/rear wheel drive vehicles moves from the engine to the drive axle in approximately a straight line. However, at the drive axle, the power must be turned at right angles (from the line of the driveshaft) and directed to the drive wheels.This is accomplished by a pinion drive gear,which turns a circular ring gear. The ring gear is attached to a differential housing, containing a set of smaller gears that are splined to the inner end of each axle shaft. As the housing is rotated, the internal differential gears turn the axle shafts, which are also attached to the drive wheels.Fig 1 Drive axleRear-wheel driveRear-wheel-drive vehicles are mostly trucks, very large sedans and many sports car and coupe models. The typical rear wheel drive vehicle uses a front mounted engine and transmission assemblies with a driveshaft coupling the transmission to the rear drive axle. Drive in through the layout of the bridge, the bridge drive shaft arranged vertically in the same vertical plane, and not the drive axle shaft, respectively, in their own sub-actuator with a direct connection, but the actuator is located at the front or the back of the adjacent shaft of the two bridges is arranged in series. Vehicle before and after the two ends of the driving force of the drive axle, is the sub-actuator and the transmission through the middle of the bridge. The advantage is not only a reduction of the number of drive shaft, and raise the driving axle of the common parts of each other, and to simplify the structure, reduces the volume and quality.Some vehicles do not follow this typical example. Such as the older Porsche or Volkswagen vehicles which were rear engine, rear drive. These vehicles use a rear mounted transaxle with halfshafts connected to the drive wheels. Also, some vehicles were produced with a front engine, rear transaxle setup with a driveshaft connecting the engine to the transaxle, and halfshafts linking the transaxle to the drive wheels.Differential operationIn order to remove the wheel around in the kinematics due to the lack of co-ordination about the wheel diameter arising from a different or the same rolling radius of wheel travel required, inter-wheel motor vehicles are equipped with about differential, the latter to ensure that the car driver Bridge on both sides of the wheel when in range with a trip to the characteristics of rotating at different speeds to meet the requirements of the vehicle kinematics.The accompanying illustration has been provided to help understand how this occurs.1.The drive pinion, which is turned by the driveshaft, turns the ring gear.2.The ring gear, which is attached to the differential case, turns the case.3.The pinion shaft, located in a bore in the differential case, is at right angles to the axle shafts and turns with the case.4.The differential pinion (drive) gears are mounted on the pinion shaft and rotate with the shaft .5.Differential side gears (driven gears) are meshed with the pinion gears and turn with the differential housing and ring gear as a unit.6.The side gears are splined to the inner ends of the axle shafts and rotate the shafts as the housing turns.7.When both wheels have equal traction, the pinion gears do not rotate on the pinion shaft, since the input force of the pinion gears is divided equally between the two side gears.8.When it is necessary to turn a corner, the differential gearing becomes effective and allows the axle shafts to rotate at different speeds .Open-wheel differential on each general use the same amount of torque. To determine the size of the wheel torque to bear two factors: equipment and friction. In dry conditions, when a lot of friction, the wheel bearing torque by engine size and gear restrictions are hours in the friction (such as driving on ice), is restricted to a maximum torque, so that vehicles will not spin round. So even if the car can produce more torque, but also need to have sufficient traction to transfer torque to the ground. If you increase the throttle after the wheels slip, it will only make the wheels spin faster.Limited-slip and locking differential operationFig 5 Limited-slip differentialDifferential settlement of a car in the uneven road surface and steering wheel-driven speed at about the different requirements; but is followed by the existence of differential in the side car wheel skid can not be effective when the power transmission, that is, the wheel slip can not produce the driving force, rather than spin the wheel and does not have enough torque. Good non-slip differential settlement of the car wheels skid on the side of the power transmission when the issue, that is, locking differential, so that no longer serve a useful differential right and left sides of the wheel can be the same torque.Limited-slip and locking differential operation can be divided into two major categories：(1) mandatory locking type in ordinary differential locking enforcement agencies to increase, when the side of the wheel skid occurs, the driver can be electric, pneumatic or mechanical means to manipulate the locking body meshing sets of DIP Shell will be with the axle differential lock into one, thus the temporary loss of differential role. Relatively simple structure in this way, but it must be operated by the driver, and good roads to stop locking and restore the role of differential.(2) self-locking differential installed in the oil viscosity or friction clutch coupling, when the side of the wheel skid occurs when both sides of the axle speed difference there, coupling or clutch friction resistance on the automatic, to make certain the other side of the wheel drive torque and the car continued to travel. When there is no speed difference on both sides of the wheel, the frictional resistance disappeared, the role of automatic restoration of differentials. More complicated structure in this way, but do not require drivers to operate. Has been increasingly applied in the car. About non-slip differential, not only used for the differential between the wheels, but also for all-wheel drive vehicle inter-axle differential/.Gear ratioThe drive axle of a vehicle is said to have a certain axle ratio. This number (usually a whole number and a decimal fraction) is actually a comparison of the number of gear teeth on the ring gear and the pinion gear. For example, a 4.11 rear means that theoretically, there are 4.11 teeth on the ring gear for each tooth on the pinion gear or, put another way, the driveshaft must turn 4.11 times to turn the wheels once. The role of the final drive is to reduce the speed from the drive shaft, thereby increasing the torque. Lord of the reduction ratio reducer, a driving force for car performance and fuel economy have a greater impact. In general, the more reduction ratio the greater the acceleration and climbing ability, and relatively poor fuel economy. However, if it is too large, it can not play the full power of the engine to achieve the proper speed. The main reduction ratio is more Smaller ，the speed is higher, fuel economy is better, but the acceleration and climbing ability will be poor.附录B 文献翻译驱动桥所有的汽车都装有不同类型的驱动桥和差速器来驱动汽车行驶。
汽车驱动桥的英语词汇
驱动桥的英语词汇前置式双级主减速器front mounted double reduction final drive 强制锁止式差速器locking differential桥壳axle housing驱动桥drive axle(driving axle)驱动桥额定桥荷能力rating axle capactiy驱动桥减速比driveaxle ratio驱动桥质量drive axle mass驱动桥最大附着扭矩slip torque驱动轴减速比axle ratio全浮式半轴full-floating axle shaft上置式双级主减速器top mounted double reducton final drive双级双速主减速器two speed double reduction final drive双级主减速器double reduction final drive双减速齿轮double reduction gear双铰接式摆动轴double joint swig axle双曲面齿轮hypoid gear双速主减速器two speed final drive四分之三浮式半轴three-quarter floating axle shaft凸轮滑滑块自锁差速器self-locking differential with side ring and radial cam plate外啮合圆柱齿轮式轮边减速器spur geared wheel reductor行星齿轮spider gear(planetary pinion)行星齿轮式双级主减速器planetary double reduction final drive 行星齿轮式双速主减速器two speed planetary final drive行星圆柱齿轮式轮边减速器planetary wheel reductor行星锥齿轮式轮边减速器differential geared wheel reductor(beve lepicyclick hub reductor)液压差速器hydraulic differential圆柱齿轮式差速器spur gear differential整体式桥壳banjo housing整体铸造式桥壳cast rigid axle housing轴间差速器interaxial differential主减速器final drive主降速齿轮final reduction gear主降速齿轮减速比final reduction gear ratio转向驱动桥steering drive axle锥齿轮齿宽face width of tooth in bevel gears and hypoid gear s锥齿轮齿数number of teeth in bevel gears and hypoid gears 锥齿轮式差速器bevel gear differential自动离合式自锁差速器automotive positive locking differential总减速比total reduction ratio组合式桥壳unitized carrier-type axle housing“三速”贯通轴"three-speed" tandem axles奥克托齿形octoid form奥林康型齿制oerlikon tooth半浮式半轴semi-floating axle shaft半轴axle shaft差速器differential差速器侧齿轮differential side gear差速器壳differential carrieer(case)差速器壳轴承carrier bearing差速器十字轴differential spider差速器锁止机构differential locking -device差速器锁止系数differential locking factor差速器主齿轮轴differential pinion-shaft齿侧间隙backlash in circular tooth齿面接触区circular tooth contact冲压焊接桥壳press-welding axle housing单级主减速器single reduction final drive单铰接式摆动轴single-joint swing axle单驱动桥single drive axle独立悬架式驱动桥independent suspension drive axle 断开式驱动桥divided axle锻压焊接桥壳forge welding axle housing对分式桥壳split housing多桥驱动multiaxle drive防滑式差速器limited -slip differential非独立悬架式驱动桥rigid drive axle钢管扩张桥壳expanded tube axle housing格里林齿制gleason tooth贯通式驱动桥tandem axles贯通式主减速器thru-drive后置式双级主减速器rear mounted double reduction final drive 减速器reducer可分式桥壳trumpet-type axle housing类型type轮边减速器wheel reductor(hub reductro)螺旋锥齿轮spiral bevel gear磨擦片式自锁差速器multi-disc self -locking differential平顶锥齿轮contrate gear平面锥齿轮plane bevel gear。
汽车驱动桥的英语词汇
驱动桥的英语词汇前置式双级主减速器 frontmounte d double reduct ion finaldrive强制锁止式差速器 lockin g differ entia l桥壳 axle housin g驱动桥 driveaxle(drivin g axle)驱动桥额定桥荷能力 rating axle capact iy驱动桥减速比 drivea xle ratio驱动桥质量driveaxle mass驱动桥最大附着扭矩slip torque驱动轴减速比 axle ratio全浮式半轴full-floati ng axle shaft上置式双级主减速器 top mounte d double reduct on finaldrive双级双速主减速器 two speeddouble reduct ion finaldrive双级主减速器 double reduct ion finaldrive双减速齿轮double reduct ion gear双铰接式摆动轴 double jointswig axle双曲面齿轮hypoid gear双速主减速器 two speedfinaldrive四分之三浮式半轴 three-quarte r floati ng axle shaft凸轮滑滑块自锁差速器self-lockin g differ entia l with side ring and ra dial cam plate外啮合圆柱齿轮式轮边减速器 spur geared wheelreduct or行星齿轮 spider gear(planet ary pinion)行星齿轮式双级主减速器 planet ary double reduct ion finaldrive行星齿轮式双速主减速器 two speedplanet ary finaldrive行星圆柱齿轮式轮边减速器 planet ary wheelreduct or行星锥齿轮式轮边减速器 differ entia l geared wheelreduct or(bevele picyc lickhub reduct or)液压差速器hydrau lic differ entia l圆柱齿轮式差速器 spur gear differ entia l整体式桥壳banjohousin g整体铸造式桥壳 cast rigidaxle housin g轴间差速器intera xialdiffer entia l主减速器 finaldrive主降速齿轮finalreduct ion gear主降速齿轮减速比 finalreduct ion gear ratio转向驱动桥steeri ng driveaxle锥齿轮齿宽face widthof toothin bevelgearsand hypoid gears锥齿轮齿数number of teethin bevelgearsand hypoid gears锥齿轮式差速器 bevelgear differ entia l自动离合式自锁差速器automo tivepositi ve lockin g differ entia l总减速比 totalreduct ion ratio组合式桥壳unitiz ed carrie r-type axle housin g“三速”贯通轴 "three-speed" tandem axles奥克托齿形octoid form奥林康型齿制 oerlik on tooth半浮式半轴semi-floati ng axle shaft半轴 axle shaft差速器 differ entia l差速器侧齿轮 differ entia l side gear差速器壳 differ entia l carrie er(case)差速器壳轴承 carrie r bearin g差速器十字轴 differ entia l spider差速器锁止机构 differ entia l lockin g -device差速器锁止系数 differ entia l lockin g factor差速器主齿轮轴 differ entia l pinion-shaft齿侧间隙 backla sh in circul ar tooth齿面接触区circul ar toothcontac t冲压焊接桥壳 press-weldin g axle housin g单级主减速器 single reduct ion finaldrive单铰接式摆动轴 single-jointswingaxle单驱动桥 single driveaxle独立悬架式驱动桥 indepe ndent suspen siondriveaxle 断开式驱动桥 divide d axle锻压焊接桥壳 forgeweldin g axle housin g对分式桥壳splithousin g多桥驱动 multia xle drive防滑式差速器 limite d -slip differ entia l非独立悬架式驱动桥 rigiddriveaxle钢管扩张桥壳 expand ed tube axle housin g格里林齿制gleaso n tooth贯通式驱动桥 tandem axles贯通式主减速器 thru-drive后置式双级主减速器rear mounte d double reduct ion finaldrive减速器 reduce r可分式桥壳trumpe t-type axle housin g类型type轮边减速器wheelreduct or(hub reduct ro)螺旋锥齿轮spiral bevelgear磨擦片式自锁差速器 multi-disc self -lockin g differ entia l平顶锥齿轮contra te gear平面锥齿轮planebevelgear。
《驱动桥外文翻译》word版
附录1Drive AxleAll vehicles have some type of drive axle/differential assembly incorporated into the driveline. Whether it is front, rear or four wheel drive, differentials are necessary for the smooth application of engine power to the road.The drive axle must transmit power through a 90° angle. The flow of power in conventional front engine/rear wheel drive vehicles moves from the engine to the drive axle in approximately a straight line. However, at the drive axle, the power must be turned at right angles <from the line of the driveshaft> and directed to the drive wheels.This is accomplished by a pinion drive gear, which turns a circular ring gear. The ring gear is attached to a differential housing, containing a set of smaller gears that are splined to the inner end of each axle shaft. As the housing is rotated, the internal differential gears turn the axle shafts, which are also attached to the drive wheels.The differential is an arrangement of gears with two functions: to permit the rear wheels to turn at different speeds when cornering and to divide the power flow between both rear wheels.<1>The accompanying illustration has been provided to help understand how this occurs. The drive pinion, which is turned by the driveshaft, turns the ring gear.<2>The ring gear, which is attached to the differential case, turns the case.<3>The pinion shaft, located in a bore in the differential case, is at right angles to the axle shafts and turns with the case.<4>The differential pinion <drive> gears are mounted on the pinion shaft and rotate with the shaft.<5>Differential side gears <driven gears> are meshed with the pinion gears and turn with the differential housing and ring gear as a unit.<6>The side gears are splined to the inner ends of the axle shafts and rotate the shafts as the housing turns.<7>When both wheels have equal traction, the pinion gears do not rotate on the pinion shaft, since the input force of the pinion gears is divided equally between the two side gears.<8>When it is necessary to turn a corner, the differential gearing becomes effective and allows the axle shafts to rotate at different speeds.As the inner wheel slows down, the side gear splined to the inner wheel axle shaft also slows. The pinion gears act as balancing levers by maintaining equal tooth loads to both gears, while allowing unequal speeds of rotation at the axle shafts. If the vehicle speed remains constant, and the inner wheel slows down to 90 percent of vehicle speed, the outer wheel will speed up to 110 percent. However, because this system is known as an open differential, if one wheel should become stuck <as in mud or snow>, all of the engine power can be transferred to only one wheel.Engineers searched diligently for ways to allow each driving wheel to operate at its own speed. Many ideas were tried with mixed results before the basic design for the present-day, standard differential was finally developed. The successful idea that is still used in principle today was to divide the engine power by dividing the axle in two-attaching each driving wheel separately to its own half-axle and placing in between, an ingenious, free-rotating pinion and gear arrangement. The arrangement was called the differential because it differentiates between the actual speed needs of each wheel and splits the power from the engine into equal driving force to each wheel.On/off road vehicles and other trucks required to haul heavy loads are sometimes equipped with double reduction axles. A double reduction axle uses two gear sets for greater overall gear reduction and peak torque development. This design is favored for severe-ser-vice applications, such as dump trucks, cement mixers, and other heavy haulers.The double reduction axle uses a heavy-duty spiral bevel or hypoid pinion and ring gear combination for the first reduction. The second reduction is accomplished with a wide-faced helical spur pin-ion and gear set. The drive pinion and ring gear function just as in a single reduction axle. However, the differential case is not bolted to the ring gear. Instead, the spur pinion is keyed to and driven by the ring gear. The spur pinion is in turn constantly meshed with the helical spur gear to which the differential case is bolted.Many heavy duty trucks are equipped with two rear drive axles. These tandem axle trucks require a special gear arrangement to deliver power to both the forward and rearward rear driving axles. This gearing must also be capable of allowing for speed differences between the axles. Two axle hub arrangements are available to provide support between the axle hub and the truck's wheels: the semi-floating type axle and the fully floating type axle. Of the two ,the semi-floating is the simplest,cheapest design to incorporate ,but the fully floating axle is more popular in heavy-duty trucks.In the semi-floating type axle, drive power from the differential is taken by each axle half-shaft and transferred directly to the wheels. A single bearing assembly, located at the outer end of the axle, is used to support the axle half-shaft. The part of the axle ex-tending beyond the bearing assembly is either splined or tapered to a wheel hub and brake drum assembly. The main disadvantage of this type of axle is that the outer end of each axle shaft must carry and support the weight of the truck that is placed on the wheels. If an axle half-shaft should break ,the truck's wheel will fall off.Drive axle operation is controlled by the differential carrier assembly. A differential carrier assembly consists of a number of major components. These include:1. Input shaft and pinion gear2. Ring gear3. Differential with two differential case halves, a differential spider ,four pinion gears ,and two side gears with washers.This differential assembly fits between the axle shafts, with the shafts being splined to the differential side gears. The parts of the differential carrier are held in position by a number of bearings and thrust washers.The leading end of the input shaft is connected to the drive shaft by a yoke and universal joint. The pinion gear on the other end of the input shaft is in constant mesh with the ring gear. The ring gear is bolted to a flange on the differential case. Insied the case, the legs of the spider are held in matching grooves in the case halves. The legs of the spider also support the four pinion gears. In addition ,the case houses the side gears ,which are in mesh with the pinions and are splined to the axle shafts.When the drive shaft torque is applied to the input shaft and drive pinion, the input shaft and pinion rotate in a direction that is perpendicular to the truck's drive axles. The drive pinion is beveled at 45 degrees and engages the ring gear, which is also beveled at 45 degrees, causing the ring gear to revolve at 90 degrees to the drive shaft. This means the torque flow changes direction and becomes parallel to the axles and wheels.The drive shaft must also be able to change in length while transmitting torque. As the rear axle reacts to road surface changes, torque reactions and braking forces, ittends to rotate for-ward or backward, requiring a corresponding change in the length of the drive shaft. In order to transmit engine torque to the rear axles, the drive shaft must be durable and strong. An engine producing 1 000 pound--feet of torque, when multiplied by a 12 to t gear ration in the transmission, will deliver 12 000 pound-feet breakaway torque to the drive shaft. The shaft must be strong enough to deliver this twisting force to a loaded axle without deforming or cracking under the strain.Drive shafts are constructed of high-strength steel tubing to provide maximum strength with minimum weight. The diameter of the shaft and wall thickness of the tubing is determined by several factors ~ maximum torque and vehicle payload, type of operation, road conditions, and the brake torque that might be encountered. One-piece ,two-piece ,and three-piece drive shafts are used, depending on the length of the drive line. Each end of the drive shaft has a yoke used to connect the shaft to other drive line components. The yoke might be rigidly welded to the shaft tube or it might be a spline, or slip yoke. The tube yokes are connected through universal joints to end yokes on the output and input shafts of the transmission and axle.A typical slip joint consists of a hardened, ground splined shaft welded to the drive shaft tube that is inserted into a slip yoke that has matching internal splines. The sliding splines between a slib joint and a permanent joint must support the drive shaft and be capable of sliding under full torque loads. The propeller shaft is generally hollow to promote light weight and of a diameter sufficient to impart great strength. Quality steel, aluminum, and graphite are used in its construction. Some have a rubber mounted torsional damper.The universal yoke and splined stub <where used> are welded to the ends of a hollow shaft. The shaft must run true, and it must be carefully balanced to avoid vibrations. The propeller shaft is often turning at engine speeds. It can cause great damage if bent, unbalanced or if there is wear in the universal joints. As the rear axle moves up and down, it swings on an arc that is different from that of the drive line. As a result, the distance between transmission and rear axle will change to some extent.When the propeller shaft turns the differential, the axles and wheels are driven forward. The driving force developed between the tires and the road is first transferred to the rear axle housing. From the axle housing, it is transmitted to the frame or body in one of three ways:1. Through leaf springs that are bolted to the housing and shackled to theframe.2. Through control or torque arms shackled to both frame and axle housing.3. Through a torque tube that surrounds the propeller shaft which is bolted to the axle housing and pivoted to the transmission, by means of a large ball socket. 二、中文翻译驱动桥汽车传动系统中驱动桥和差速器有许多形式.无论是前轮、后轮还是四轮驱动,差速器都是必要的,以便使发动机的功率充分的发挥到路面上.驱动桥必须通过一个90°角传递动力.以传统的后轮驱动汽车为例,动力由前置引擎传到大致在一条直线上的驱动桥,然后动力必须经过一个直角传递给驱动车轮.这一过程是通过一个小齿轮传递到一个齿圈上而完成的.该齿圈连接到差速器壳,壳里面装有一组小齿轮,小齿轮与带有花键的每个轴的轴端相联接,由桥壳的旋转,从而差速齿轮带动轴转动,这个轴同时连接的就是驱动车轮.图示为一个典型驱动桥的组成差速器齿轮具有两个基本的功能：在转弯时允许后轮以不同的速度转动并将动力分配到两后轮.〔1〕提供的说明是为了帮助理解这一过程是如何实现的.轴带动小驱动齿轮在齿圈上旋转.〔2〕该齿圈与差速器壳相连,并带动壳旋转.〔3〕差速器壳内设有一小孔,放置一个小齿轮轴,该小轴与差速器成直角,并随壳体转动.〔4〕差速行星齿轮驱动装在小轴上的齿轮,使轴转动.〔5〕差速器边上的齿轮〔驱动齿轮〕与小齿轮啮合,并与做在一体的差速器壳和齿圈一起转动.〔6〕一侧带花键的齿轮与两轴端配合,随桥壳旋转.〔7〕当两车轮具有相同的驱动力的时候,小齿轮〔行星齿轮〕在其轴架〔行星架〕上不旋转,输入到小齿轮上的力平均分配给两端的齿轮.〔8〕当需要转弯时,差动齿轮开始起作用,能够实现两端的半轴以不同的速度旋转.由于内侧车轮速度减慢,同侧的花键轴齿轮也变慢,行星齿轮作为平衡杠杆,保持两边的轮齿负荷相等,同时允许两边的半轴以不同的的速度旋转.如果汽车的行进速度保持不变,内侧车轮的速度将减低90%.外侧车轮的速度将增加到110%.但是,因为系统有差速器,所以一旦有一个车轮转速保持不变〔如在泥或雪地〕,那么所有的发动机功率将全部转移到另外的一个车轮.工程师们努力地寻找方法使每个驱动轮都按照自己的速度运行.在如今标准的差速器被最终发明出来之前,许多想法被交叉尝试.目前在理论上非常成功的、一直沿用到今天的想法是通过把车轴分离成对称的两部分.每一个半轴都连接到分离的驱动轮上,然后中间安放一个独立的自由旋转的小齿轮和其它两个齿轮来分离来自发动机的动力.这个结构被称为差速装置.因为这种装置能提供给每个车轮实际所需要的速度并且把来自发动机的动力分成相同的驱动力作用给每个车轮.许多卡车有时需要装备双级减速驱动桥来拖拽重物.双级减速驱动桥使用两套减速齿轮来降低速度使转矩达到峰值.这种设计是非常受优待的例如自卸式卡车、混凝土搅拌车和其它重型货车.双减速车桥采用了重型的螺旋锥齿轮或准双曲面齿轮和环行齿轮配合从而进行第一级减速.第二级减速是通过宽面的螺旋柱形直齿轮及其它齿轮组的配合完成的.主动小齿轮和环行齿轮在单级减速桥上运行,而差速器箱没有被环形齿轮锁死,相反,环形齿轮能将柱形直齿轮键入并驱动,柱形直齿轮就可以依次不断地与差速器箱中的螺旋正齿轮相啮合.许多重型载货汽车都配备了两个后驱动桥,这种平衡悬架轴的卡车需要一种特殊的齿轮配置方法来解决后驱动桥上的向前与向后的传动.这些齿轮必须要考虑到车轴间的转速差.两个车轴轴毂的排列为轴毂和车轮间提供了有力的支持.在半浮动式轴与全浮动式轴中,半浮动式轴的设计较简单、价格便宜的,而全浮动式轴多受欢迎于重型卡车中.对于半浮动式轴,来自差速器的动力施加与两个半轴,并直接传递到轮子上.一个单轴承组〔位于轴承外端〕被用于支撑半轴.轴端外延到轴承组上的部分与轮闸和轮鼓的连接是花键或锥形连接.这种轴的缺点是每个半轴的外端都有支撑轮子上的车体.如果有一个半轴断裂,车轮就会脱离.驱动轴的动作由差速器结构控制.差速器结构由以下几个主要的部件：1.输入轴和齿轮结构2.齿圈3.差速器包括两个差速器半箱,差速架,4个齿轮,两个带垫圈的边齿轮.差速器结构位于两个半轴之间,通过边齿轮与之花键连接.差速器部件用许多轴承和止推垫圈固定.输入轴头通过一个套和万向节与驱动轴连接.输入轴另一端的齿轮与齿圈啮合.齿圈被销在差速箱的轮缘上.箱内,支架腿啮合与箱子的凹槽.支架腿同时支撑着4个小齿轮.此外,差速箱还包裹着边齿轮,而边齿轮与小齿轮啮合并与轴花键连接.当驱动轴的转矩施加与输入轴并带动小齿轮,输入轴和小齿轮就会在与车轴垂直的方向转动.传动齿轮和环形齿轮都通过45°斜齿相互啮合,使环形齿轮与驱动轴的转动方向形成90°角.这意味着扭矩改变了方向后与车轴和车轮平行.驱动桥在传递转矩的同时还能改变长度.因为后轴反映路面的变化,转矩的反映和制动力的变化,适应向前或者向后的旋转.同时还要适应驱动桥的长度变化.为了把发动机的转矩传递到后轴,驱动桥必须耐用而且结实.发动机产生1000镑·尺的转矩时乘以一个齿轮12个齿在驱动桥上就产生了12000镑·尺的转矩.后轴必须足够结实来传递扭转力矩给承载轴上不能产生变形和段裂.驱动桥是由高强度的空心钢管制成的以最小的重量来提供最大的动力轴的直径和轴壁的薄厚是由扭矩的峰值、车辆的额定载重、运行的方式、路面状况和制动力矩共同决定的.每一个驱动桥的末端都有十字轴用来连接轴和其它的纵向驱动组件的.这个十字轴被刚性的焊接在半轴的软管上或者是滑动叉上.这个支撑管一头连接着万向节,另一头接在支配管上用来输入和输出变速器和轴的动力.一个经淬火的滑联合,花键轴焊接传动轴管插入一个滑动叉有内花键相配合.滑动花键之间的滑动联合常设联合必须支持传动轴,并承受滑动下全负荷扭矩.传动轴是空心的,并重量轻普遍应用,一个足够大的直径以传递的巨大转矩. 优质钢、铝、石墨被用于制造的材料. 并安装一个橡胶的扭振减振阻尼器.普遍的轭状花键管被焊接到两端的空心轴.轴的运行必须准确,并它必须小心平衡,以避免受振动. 传动轴往往是转弯时发动机的转速.如果转弯时,不平衡或有磨损的万向节,它可以造成很大损害.由于后轴上下移动, 它摇摆出一个弧形的,不同的传动线.在变速器和后轴将有某种程度的改变.当传动轴转差,车轴和车轮是驱动前进.主动力之间的轮胎和道路是首先被转移到后轴壳.从动轴套,它是传送给骨架或机构,其中有3种方式:1.通过钢板弹簧,螺栓,以及桥壳和骨架的束缚.2.通过控制或扭力杆两种构架及轴壳的束缚.3.通过扭力杆,环绕在传动轴的螺栓与轴壳的传输,采用了大的球形支座.。
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驱动桥概述驱动桥桥壳是汽车上的主要零件之一，非断开式驱动桥的桥壳起着支承汽车荷重的作用，并将载荷传给车轮．作用在驱动车轮上的牵引力，制动力、侧向力和垂向力也是经过桥壳传到悬挂及车架或车厢上。
因此桥壳既是承载件又是传力件，同时它又是主减速器、差速器及驱动车轮传动装置(如半轴)的外壳。
在汽车行驶过程中，桥壳承受繁重的载荷，设计时必须考虑在动载荷下桥壳有足够的强度和刚度。
为了减小汽车的簧下质量以利于降低动载荷、提高汽车的行驶平顺性，在保证强度和刚度的前提下应力求减小桥壳的质量．桥壳还应结构简单、制造方便以利于降低成本。
其结构还应保证主减速器的拆装、调整、维修和保养方便。
在选择桥壳的结构型式时，还应考虑汽车的类型、使用要求、制造条件、材料供应等。
桥壳的结构型式桥壳的结构型式大致分为可分式、整体式。
可分式桥壳可分式桥壳的整个桥壳由一个垂直接合面分为左右两部分，每一部分均由一个铸件壳体和一个压入其外端的半轴套管组成。
半轴套管与壳体用铆钉联接。
在装配主减速器及差速器后左右两半桥壳是通过在中央接合面处的一圈螺栓联成一个整体。
其特点是桥壳制造工艺简单、主减速器轴承支承刚度好。
但对主减速器的装配、调整及维修都很不方便，桥壳的强度和刚度也比较低。
过去这种所谓两段可分式桥壳见于轻型汽车，由于上述缺点现已很少采用。
整体式桥壳整体式桥壳的特点是将整个桥壳制成一个整体，桥壳犹如一整体的空心粱，其强度及刚度都比较好。
且桥壳与主减速器壳分作两体，主减速器齿轮及差速器均装在独立的主减速壳里，构成单独的总成，调整好以后- 1 -再由桥壳中部前面装入桥壳内，并与桥壳用螺栓固定在一起。
使主减速器和差速器的拆装、调整、维修、保养等都十分方便。
整体式桥壳按其制造工艺的不同又可分为铸造整体式、钢板冲压焊接式和钢管扩张成形式三种。
驱动桥处于动力传动系的末端，其基本功能是增大由传动轴或变速器传来的转矩,并将动力合理地分配给左、右驱动轮，另外还承受作用于路面和车架或车身之间的垂直力力和横向力。
驱动桥一般由主减速器、差速器、车轮传动装置和驱动桥壳等组成。
驱动桥设计应当满足如下基本要求：（a）所选择的主减速比应能保证汽车具有最佳的动力性和燃料经济性。
（b）外形尺寸要小，保证有必要的离地间隙。
（c）齿轮及其它传动件工作平稳，噪声小。
（d）在各种转速和载荷下具有高的传动效率。
（e）在保证足够的强度、刚度条件下，应力求质量小，尤其是簧下质量应尽量小，以改善汽车平顺性。
（f）与悬架导向机构运动协调，对于转向驱动桥，还应与转向机构运动协调。
（g）结构简单，加工工艺性好，制造容易，拆装，调整方便。
驱动桥的结构型式按工作特性分，可以归并为两大类，即非断开式驱动桥和断开式驱动桥。
当驱动车轮采用非独立悬架时，应该选用非断开式驱动桥；当驱动车轮采用独立悬架时，则应该选用断开式驱动桥。
因此，前者又称为非独立悬架驱动桥；后者称为独立悬架驱动桥。
独立悬架驱动桥结构叫复杂，但可以大大提高汽车在不平路面上的行驶平顺性。
非断开式驱动桥普通非断开式驱动桥，由于结构简单、造价低廉、工作可靠，广泛用在各种载货汽车、客车和公共汽车上，在多数的越野汽车和部分轿车上- 2 -也采用这种结构。
他们的具体结构、特别是桥壳结构虽然各不相同，但是有一个共同特点，即桥壳是一根支承在左右驱动车轮上的刚性空心梁，齿轮及半轴等传动部件安装在其中。
这时整个驱动桥、驱动车轮及部分传动轴均属于簧下质量，汽车簧下质量较大，这是它的一个缺点。
驱动桥的轮廓尺寸主要取决于主减速器的型式。
在汽车轮胎尺寸和驱动桥下的最小离地间隙已经确定的情况下，也就限定了主减速器从动齿轮直径的尺寸。
在给定速比的条件下，如果单级主减速器不能满足离地间隙要求，可该用双级结构。
在双级主减速器中，通常把两级减速器齿轮放在一个主减速器壳体内，也可以将第二级减速齿轮作为轮边减速器。
对于轮边减速器：越野汽车为了提高离地间隙，可以将一对圆柱齿轮构成的轮边减速器的主动齿轮置于其从动齿轮的垂直上方；公共汽车为了降低汽车的质心高度和车厢地板高度，以提高稳定性和乘客上下车的方便，可将轮边减速器的主动齿轮置于其从动齿轮的垂直下方；有些双层公共汽车为了进一步降低车厢地板高度，在采用圆柱齿轮轮边减速器的同时，将主减速器及差速器总成也移到一个驱动车轮的旁边。
在少数具有高速发动机的大型公共汽车、多桥驱动汽车和超重型载货汽车上，有时采用蜗轮式主减速器，它不仅具有在质量小、尺寸紧凑的情况下可以得到大的传动比以及工作平滑无声的优点，而且对汽车的总体布置很方便。
断开式驱动桥断开式驱动桥区别于非断开式驱动桥的明显特点在于前者没有一个连接左右驱动车轮的刚性整体外壳或梁。
断开式驱动桥的桥壳是分段的，并且彼此之间可以做相对运动，所以这种桥称为断开式的。
另外，它又总是与独立悬挂相匹配，故又称为独立悬挂驱动桥。
这种桥的中段，主减速器及差速器等是悬置在车架横粱或车厢底板上，或与脊梁式车架相联。
主减速器、差速器与传动轴及一部分驱动车轮传动装置的质量均为簧上质- 3 -量。
两侧的驱动车轮由于采用独立悬挂则可以彼此致立地相对于车架或车厢作上下摆动，相应地就要求驱动车轮的传动装置及其外壳或套管作相应摆动。
汽车悬挂总成的类型及其弹性元件与减振装置的工作特性是决定汽车行驶平顺性的主要因素，而汽车簧下部分质量的大小，对其平顺性也有显著的影响。
断开式驱动桥的簧下质量较小，又与独立悬挂相配合，致使驱动车轮与地面的接触情况及对各种地形的适应性比较好，由此可大大地减小汽车在不平路面上行驶时的振动和车厢倾斜，提高汽车的行驶平顺性和平均行驶速度，减小车轮和车桥上的动载荷及零件的损坏，提高其可靠性及使用寿命。
但是，由于断开式驱动桥及与其相配的独立悬挂的结构复杂，故这种结构主要见于对行驶平顺性要求较高的一部分轿车及一些越野汽车上，且后者多属于轻型以下的越野汽车或多桥驱动的重型越野汽车。
多桥驱动的布置为了提高装载量和通过性，有些重型汽车及全部中型以上的越野汽车都是采用多桥驱动，常采用的有4×4、6×6、8×8等驱动型式。
在多桥驱动的情况下，动力经分动器传给各驱动桥的方式有两种。
相应这两种动力传递方式，多桥驱动汽车各驱动桥的布置型式分为非贯通式与贯通式。
前者为了把动力经分动器传给各驱动桥，需分别由分动器经各驱动桥自己专用的传动轴传递动力，这样不仅使传动轴的数量增多，且造成各驱动桥的零件特别是桥壳、半轴等主要零件不能通用。
而对8×8汽车来说，这种非贯通式驱动桥就更不适宜，也难于布置了。
为了解决上述问题，现代多桥驱动汽车都是采用贯通式驱动桥的布置型式。
在贯通式驱动桥的布置中，各桥的传动轴布置在同一纵向铅垂平面内，并且各驱动桥不是分别用自己的传动轴与分动器直接联接，而是位于分动器前面的或后面的各相邻两桥的传动轴，是串联布置的。
汽车前后两- 4 -端的驱动桥的动力，是经分动器并贯通中间桥而传递的。
其优点是，不仅减少了传动轴的数量，而且提高了各驱动桥零件的相互通用性，并且简化了结构、减小了体积和质量。
这对于汽车的设计(如汽车的变型)、制造和维修，都带来方便。
由于非断开式驱动桥结构简单、造价低廉、工作可靠，查阅资料，可参照国内相关货车的设计。
- 5 -英文文献：Bridge-driven car shell is one of the main parts, non-drive off-shell bridge played a supporting role in the automotive load and load to the wheels. In the role of the drive wheels on the traction, braking force, lateral and vertical forces also spread to fly through the bridge and the shell or inside the frame. Therefore, the bridge carrying both pieces of shell-edge thing is, at the same time it is also the main reducer, and differential wheel drive transmission (such as the axle) of the shell.In the car, the axle housing to bear the heavy load, the design must take into account the dynamic load under the axle housing have enough strength and stiffness. In order to reduce the spring under the car of lower quality in order to facilitate dynamic load, and improve the car's running smoothly, while ensuring the strength and stiffness on the premise of the bridge should seek to reduce the quality of the shell. Shell structure of the bridge should be simple and easy to create the benefit of lower costs. It should also ensure that the structure of the main reducer of disassembly, adjustment, repair and maintenance easy. Bridge in the selection of the shell structure, should also be given to the type of car, asked to use, manufacture, supply materials and so on.A bridge of the shell structureBridge of the shell structure can be roughly divided into type There are bridge-shellThere are bridge-shell as a whole from the shell of a bridge into the vertical joints around two parts, each part by the casting- 6 -of a shell into the outside pressure and a side of the axle casing components. Half shell casing and connected with rivets. In the main reducer, and differential assembly after about two half-bridge through the shell in the joints of the Central Office of the bolt circle into a whole. It features a simple bridge shell manufacturing process, the main reducer bearing stiffness well. But the main reducer of the assembly, adjustment and maintenance are inconvenient, the bridge shell strength and stiffness will be lower. In the past the so-called two-axle housing can be found in the car light, as a result of these shortcomings is now rarely used. Whole-axle housinBridge-shell as a whole is characterized by the entire bridge made of a shell as a whole, the bridge is like a shell of the hollow beam as a whole, its strength and stiffness than good. Bridge and the shell and the shell will be divided into two main reducer, the main reducer, and differential gears are mounted on the main independent slowdown shell, constitute a separate assembly, later adjusted by the bridge in front of the shell in the central bridge into the shell , And with the axle housing fixed together with bolts. It enables a reducer, and differential of disassembly, adjustment, repair, maintenance and so on is very convenient.Bridge-shell as a whole according to their different manufacturing process can be divided into a whole-casting, stamping steel plates welded steel pipe and the expansion into three forms. Bridge drive powertrain in the end, its basic function is to increase the transmission shaft or transmission from the torque and- 7 -power reasonably allocated to the left and right wheel also bear on the role of road and the frame or body Between vertical and horizontal force strength. Driven by the main bridge in general reducer, and differential, gear wheels and drive axle housing component, and so on.Drive bridge should be designed to meet the basic requirements are as follows:（a） choice of the main reduction ratio should be able to ensure the car has the best power and fuel economy.（b) smaller size, it is necessary to ensure that the ground clearance.（c） transmission gears and other pieces of work in a smooth, small noise.（d) in a variety of speed and load with a high transmission efficiency.（e） to ensure sufficient strength, rigidity conditions, the quality should be as small, especially the quality of the next spring should be small in order to improve the car ride.（f)-oriented suspension and body movement coordination, the drive to the bridge, but also with the agency to coordinate movement. （g） simple structure, good process and create easy disassembly, easy adjustment.Drive bridge structure in accordance with characteristics of the work, can be grouped into two broad categories, namely non-drive off the bridge and drive off the bridge. When the drive wheel of a non-independent suspension, the non-selection should be- 8 -off-drive axle; when the drive wheel independent suspension, the choice should be off-drive axle. As a result, the former driver, also known as non-independent suspension bridge; the latter known as the independent suspension bridge driver. Independent suspension bridge structure called complex drive, but will be much more uneven in the car traveling on the road ride comfort.Non-drive axle disconnectGeneral non-drive off the bridge, because it is simple,low-cost, reliable, widely used in a variety of truck, bus and a bus, in most of the off-road cars and car parts is also using this structure. Details of their structure, in particular, the shell structure of the bridge although different, but there is a common feature of the bridge is a shell around the drive wheel bearing on the rigid hollow beams, such as transmission gears and axle components to install it. At this time the entire drive axle, wheel and drive shaft are part of the quality of the next spring, next spring the quality of the larger car, which is one of its shortcomings.Bridge drive size depends largely on the outline of the main type of reducer. In the tire size and drive under the bridge minimum ground clearance have been identified, will be limited to the main driven gear reducer diameter size. In a given ratio of the conditions, if the single-stage main reducer not meet the requirements of ground clearance, with the two-level structure. In the main two-stage reducer, usually two-stage gear reducer in a shell of the main reducer, can also slow down in the second grade- 9 -as a round edge gear reducer. The round side reducer: off-road vehicle in order to improve the ground clearance, can constitute a pair of cylindrical gear wheel of the gear reducer at the top of the vertical driven gear; bus in order to reduce the vehicle's center of mass and a high degree of deck A high degree of order to enhance the stability and convenience of the passengers get off, can be round edge of the gear reducer at the bottom of the vertical driven gear; some double-decker bus in order to further reduce the deck height, cylinder gear used in the round edge Reducer, the main reducer, and differential assembly also moved to a wheel next to the driver.In a small number of high-speed engine with a large bus, Bridge Multi-drive cars and super-heavy-duty truck, sometimes using the main worm-reducer, which not only has the quality in a small, compact size of the case could be a big transmission ratio, as well as the work of Smooth silent advantages, but also to the overall layout of the car easily.Drive-off bridgeOff-drive off the bridge from the non-drive axle of the obvious characteristics is that the former do not have a connection about the drive wheels or beam rigid shell as a whole. Drive off-shell bridge is a section, and each other can do relative motion, such as the bridge-off. In addition, it is always with the independent match suspension, it is also known as the independent suspension bridge driver. This bridge in the middle of the main reducer, and differential, and so is mounting in the frame beams inside or on- 10 -the floor or backbone frame-linked. The main reducer, and differential part of the drive shaft and the quality of the gear wheels are on the quality of the spring. Both sides of the drive wheel independent suspension as a result can be caused by site as opposed to one another or inside the frame for swinging up and down, and accordingly on the request of the gear wheel drive and its shell casing or swing accordingly.Flying car assembly and its flexibility in the type of device components and vibration characteristics of the work is to determine a car ride a major factor, and the spring under the car the size of some of the quality of its ride quality is also significant. Off-drive axle of the quality of the spring under the smaller, independent suspension with the match, with the result that drive the wheels on the ground and contacts of all kinds of terrain and better adaptability, which can greatly reduce the car in the uneven pavement When traveling on the train vibration and tilt to improve vehicle ride and average speed, and reduce the wheel of Axle Load and move on the part of the damage and improve the reliability and service life. However, due to off-drive axle and independent suspension of the match with the structure of the complex, and they were mainly observed in the structure of the smooth running of the higher part of the car and a number of off-road vehicle, and the latter belongs to light more of the following off-road vehicle Bridge or drive the heavy-duty off-road vehicle. Multi-Bridge-driven layoutIn order to improve the loading and through, and some heavy-duty- 11 -vehicles and medium-sized all over the off-road vehicle and are based on the multi-bridge driver, there is often used in 4 × 4,6 × 6,8 × 8, and other types of drivers. In the multi-bridge drivers, power points as actuators to drive the bridge in two ways. The two corresponding power transfer mode, multi-drive vehicle bridge the drive axle of the type of layout is divided intonon-through-and through. In order to power by the formersub-actuator to the drive axle, respectively, to be divided by the actuator through the drive axle own dedicated power transmission shaft, so that not only the increase in the number of drive shaft and caused the driver of the bridge parts in particular Shell Bridge, the main axle, and other parts can not be universal. The 8 × 8 on the car, this non-drive-through is even more inappropriate for the bridge, a difficult layout.In order to address these problems, and more modern bridges are built on a car driving through the drive-type layout of the bridge. In the drive-through layout of the bridge, the bridge of the vertical shaft arranged in the same vertical plane and drive the bridge were not Shaft with their own sub-actuator directly connected, but located at the front of the actuator or Behind the bridge of the two adjacent shaft, the layout of the series is. Before and after the driver of the car at both ends of the bridge's driving force is divided by the actuator and through the middle of the bridge and pass. The advantage is not only a reduction of the number of drive shaft, but the driver raised the bridge parts commonality with each other and to simplify the structure, reducing the size and- 12 -quality. This car's design (such as car variant), manufacturing and maintenance, are convenient.Due to the non-drive off the bridge structure is simple, low-cost, reliable access to information relevant in the light truck designs.- 13 -。