文献翻译—重型卡车主减速器
载重汽车驱动桥主减速器设计
载重汽车驱动桥主减速器设计摘要：首先简要介绍了载重汽车及其驱动桥的发展，主减速器功用、总体构造和结构形式。
然后选择了部分零、部件的参数，并对主要的零部件进行了设计和计算。
驱动桥是参考斯太尔重型载重汽车驱动桥设计的。
关键词：主减速器；驱动桥；载重汽车；双曲面弧齿锥齿轮中图分类号：Ｕ４６３．２１８文献标识码：Ｂ文章编号：1673-3142（200９）１０-00４３-0３ＤｅｓｉｇｎｏｎｔｈｅＭａｉｎＲｅｄｕｃｅｒｏｆａＨｅａｖｙＴｒｕｃｋＤｒｉｖｅＡｘｌｅＬＩＨｏｎｇ－ｙｕａｎ，ＬＩＰｉｎｇ－ｆｅｎｇ（ＤｅｐａｒｔｍｅｎｔｏｆＶｅｈｉｃｌｅＥｎｇｉｎｅｅｒｉｎｇ，ＴａｉｙｕａｎＵｎｉｖｅｒｓｉｔｙｏｆＴｅｃｈｎｏｌｏｇｙ，Ｔａｉｙｕａｎ０３００２４，Ｃｈｉｎａ）Ａｂｓｔｒａｃｔ：Ｔｈｅｄｅｖｅｌｏｐｍｅｎｔｏｆｈｅａｖｙｔｒｕｃｋｓａｎｄｔｈｅｄｒｉｖｅａｘｌｅａｒｅｂｒｉｅｆｌｙｉｎｔｒｏｄｕｃｅｄ．Ｔｈｅｎｔｈｅｆｕｎｃｔｉｏｎ，ｏｖｅｒａｌｌｓｔｒｕｃｔｕｒｅａｎｄｃｏｎｓｔｒｕｃｔｉｏｎｓｔｙｌｅｏｆｔｈｅｍａｉｎｒｅｄｕｃｅｒａｒｅｐｒｅｓｅｎｔｅｄ．Ｔｈｅｐａｒａｍｅｔｅｒｓｏｆｔｈｅｃｏｍｐｏｎｅｎｔｓｏｆｔｈｅｍａｒｅｓｅｌｅｃｔｅｄａｃｃｏｒｄｉｎｇｔｏｓｏｍｅｒｅｆｅｒｅｎｃｅｓｐｒｏｐｅｒｌｙ．Ｔｈｅｃｏｍｐｏｎｅｎｔｓ，ｉｎｃｌｕｄｉｎｇｓｈａｆｔｓ，ｇｅａｒｓ，ｂｅａｒｉｎｇｓａｎｄｓｏｏｎ，ａｒｅｄｅｓｉｇｎｅｄａｎｄｃａｌｃｕｌａｔｅｄ．ＴｈｅｄｒｉｖｅａｘｌｅｄｅｓｉｇｎｅｄｉｎｔｈｉｓｐａｐｅｒｉｓｃｏｎｓｕｌｔｅｄｆｒｏｍｔｈｅＳＴＲｈｅａｖｙｔｒｕｃｋ．Ｋｅｙｗｏｒｄｓ：ｍａｉｎｒｅｄｕｃｅｒ；ｄｒｉｖｅａｘｌｅ；ｈｅａｖｙｔｒｕｃｋ；ｈｙｐｏｉｄｓｐｉｒａｌｂｅｖｅｌｇｅａｒｓ引言根据汽车分类标准（GB/3730.1-2001），车辆分为商用车和乘用车，车辆总质量大于14t的商用车为重型汽车。
货车主减速器外文文献翻译、中英文翻译、外文翻译
纵向水平布置可以使总成的垂向轮廓尺寸减小，使汽车减速器的整体尺寸在水平方向上减小，从而降低汽车的质心高度，但与此同时使纵向尺寸增加使汽车变得更宽，但这种缺点在不同的汽车上使用可以变劣势为优势，当用在长轴距汽车上时可适当减小传动轴的长度，但不利于短轴距汽车的总布置，如果布置在短轴距汽车上会使传动轴过于短，导致万向传动轴的夹角加大。垂向布置的减速器可以使驱动桥的纵向尺寸减小，与此同时可减小万向传动轴的夹角，但由于这种垂向布置的主减速器壳固定在桥壳的上方，这种布置形式不仅使垂向轮廓尺寸增大，而且降低了桥壳的刚度，这种垂向布置形式不利于齿轮工作。但是这种布置形式也有他的优势，虽然这种布置降低了桥壳的刚度不利于齿轮工作，但是可便于贯通式驱动桥的布置。而斜向布置对传动轴布置和提高桥壳刚度都有利，可以说是具有了垂直布置形式和纵向布置形式的优点。
现在的重点是选择合理化的材料，方法和内容途径。总的改革是必要的，对于复杂性很大的现代化汽车，需要考虑总体的效率，紧凑性，汽车的质量要轻，考虑汽车的可靠性，汽车的耐用性，汽车的完善性以及汽车的免维护运行的能力。在另一个方面，GKN提供的车轴是扩大了供应的部件和组件，如限滑差速器，球关节，齿轮和某些类型的悬挂架。
在具有锥齿轮和圆柱齿轮的双级主减速器中，需要分配两级传动比的比值各为多少，在分配传动比时，我们根据以往的经验和设计数据显示，让圆柱齿轮副和锥齿轮副传动比的比值一般应为1.4～2.0，而且锥齿轮副传动比一般为1.7～3.3，这样分配传动比的优点是可减小锥齿轮啮合时的轴向载荷，与此同时可使作用在从动锥齿轮及圆柱齿轮上的载荷减小，同时可使主动锥齿轮的齿数适当增多，增加了主动锥齿轮的齿数使其支承轴颈的尺寸适当加大，以改善其支承刚度，提高齿轮间啮合的平稳性和工作可靠性。
车辆工程毕业设计221重型卡车主减速器及差速器的设计正文
车辆工程毕业设计221重型卡车主减速器及差速器的设计正文一、引言主减速器和差速器是重型卡车传动系统中非常重要的部件，它们直接影响着车辆的性能和稳定性。
主减速器用于减缓车辆的速度，并将动力传递给车轮；差速器则用于调整驱动轮的转速差，使车辆可以顺利转弯。
因此，设计一个性能稳定、耐用可靠的主减速器及差速器非常重要。
二、主减速器的设计1.功能需求：主减速器的功能是通过减速传动，将发动机输出的高速、低扭矩的动力，转化为低速、高扭矩的动力，以实现车辆的行驶和牵引。
设计中需要考虑到主减速器的转速比、扭矩输出能力、传动效率和可靠性等方面的要求。
2.结构设计：主减速器一般采用行星齿轮传动的结构，其结构简单、可靠性高，传动效率较高。
设计时需要确定行星齿轮的参数，如齿轮齿数、模数、齿形等，以及齿轮轴的材料和加工工艺等。
3.强度计算：主减速器需要承受较大的载荷，因此在设计中需要进行强度计算，以确保主减速器的可靠性。
强度计算包括齿轮的强度计算、轴的强度计算和轴承的强度计算等。
4.润滑与冷却：主减速器的正常运行需要良好的润滑和冷却系统。
设计中需要考虑到润滑油的选用、润滑油路的设计，以及冷却器的选用和冷却系统的设计等。
三、差速器的设计1.功能需求：差速器的功能是调整驱动轮的转速差，使车辆可以顺利转弯。
设计中需要考虑到差速器的调整范围、差速器锁定功能的实现、差速器的传动效率和可靠性等方面的要求。
2.结构设计：差速器一般采用锥齿轮传动的结构，其结构复杂、可靠性较高，传动效率较低。
设计时需要确定锥齿轮的参数，如齿轮齿数、模数、齿形等，以及齿轮轴的材料和加工工艺等。
3.强度计算：差速器需要承受较大的载荷，因此在设计中需要进行强度计算，以确保差速器的可靠性。
强度计算包括齿轮的强度计算、轴的强度计算和轴承的强度计算等。
4.润滑与冷却：差速器的正常运行也需要良好的润滑和冷却系统。
设计中需要考虑到润滑油的选用、润滑油路的设计，以及冷却器的选用和冷却系统的设计等。
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。
汽车主减速器外文文献翻译、中英文翻译、外文翻译
汽车主减速器外文文献翻译、中英文翻译、外文翻译AUTOMOTIWE FINAL DRIVEFINAL DRIVEA final drive is that part of a power transmission system between the drive shaft and the differential. Its function is to change the direction of the power transmitted by the drive shaft through 90 degrees to the driving axles. At the same time. it provides a fixed reduction between the speed of the drive shaft and the axle driving the wheels.The reduction or gear ratio of the final drive is determined by dividing the number of teeth on the ring gear by the number of teeth on the pinion gear. In passenger vehicles, this speed reduction varies from about 3:1 to 5:1. In trucks it varies from about 5:1 to 11:1. To calculate rear axle ratio, count the number of teeth on each gear. Then divide the number of pinion teeth into the number of ring gear teeth. For example, if the pinion gear has 10 teeth and the ring gear has 30 (30 divided by 10), the rear axle ratio would be 3:1. Manufacturers install a rear axle ratio that provides a compromise between performance and economy. The average passenger car ratio is 3.50:1.The higher axle ratio, 4.11:1 for instance, would increase acceleration and pulling power but would decrease fuel economy. The engine would have to run at a higher rpm to maintain an equal cruising speed.The lower axle ratio. 3:1, would reduce acceleration and pulling power but would increase fuel mileage. The engine would run at a lower rpm while maintaining the same speed.The major components of the final driveinclude the pinion gear, connected to the drive shaft, and a bevel gear or ring gearthat is bolted or riveted to the differential carrier. To maintain accurate and proper alignment and tooth contact, the ring gear and differential assembly are mounted in bearings. The bevel drive pinion is supported by two tapered roller bearings, mounted in the differential carrier. This pinion shaft is straddle mounted. meaning that a bearing is located on each side of the pinion shaft teeth. Oil seals prevent the loss of lubricant from the housing where the pinion shaft and axle shafts protrude. As a mechanic, you willencounter the final drive gears in the spiral bevel and hypoid design.Spiral Bevel GearSpiral bevel gears have curved gear teeth with the pinion and ring gear on the same center line. This type of final drive is used extensively in truck and occasionally in older automobiles. This design allows for constant contact between the ring gear and pinion. It also necessitates the use of heavy grade lubricants.Hypoid GearThe hypoid gear final drive is an improvement or variation of the spiral bevel design and is commonly used in light and medium trucks and all domestic rear- wheel drive automobiles. Hypoid gears have replaced spiral bevel gears because they lower the hump in the floor of the vehicle and improve gear-meshing action. As you can see in figure 5-13, the pinion meshes with the ring gear below the center line and is at a slight angle (less than 90 degrees).Figure 5-13.—Types of final drives.This angle and the use of heavier (larger) teeth permit an increased amount of power to be transmitted while the size of the ring gear and housing remain constant. The tooth design is similar to the spiral bevel but includes some of thecharacteristics of the worm gear. This permits the reduced drive angle. The hypoid gear teeth have a more pronounced curve and steeper angle, resulting in larger tooth areas and more teeth to be in contact at the same time. With more than one gear tooth in contact, a hypoid design increases gear life and reduces gear noise. The wiping action of the teeth causes heavy tooth pressure that requires the use of heavy grade lubricants.Double-Reduction Final DriveIn the final drives shown in figure 5-13, there is a single fixed gear reduction. This is the only gear reduction in most automobiles and light- and some medium-duty trucks between the drive shaft and the wheels.Double-reduction final drives are used for heavy- duty trucks. With this arrangement (fig. 5-14) it is not necessary to have alarge ring gear to get the necessary gear reduction. The first gear reduction is obtained through a pinion and ring gear as the single fixed gear reduction final drive. Referring to figure 5-14, notice that the secondary pinion is mounted on the primary ring gear shaft. The second gear reduction is the result of the secondary pinion which is rigidly attached to the primary ring gear, driving a large helical gear which is attached to the differential case. Double-reduction final drives may be found on military design vehicles, such as the 5-ton truck. Many commercially designed vehicles of this size use a single- or double-reduction final drive with provisions for two speeds to be incorporatedFigure 5-14.—Double-reduction final driveTwo-Speed Final DriveThe two-speed or dual-ratio final drive is used to supplement the gearing of the other drive train components and is used in vehicles with a single drive axle (fig. 5-15). The operator can select the range or speed of this axle with a button on the shifting lever of the transmission or by a lever through linkage The two-speed final drive doubles the number of gear ratios available for driving the vehicle under various load and road conditions. For example, a vehicle with a two-speed unit and a five-speed transmission, ten different forward speeds are available. This unit provides a gear ratio high enough to permit pulling a heavy load up steep grades and a low ratio to permit the vehicle to run at high speeds with a light load or no load The conventional spiral bevel pinion and ring gear drives the two-speed unit, but aplanetary gear train is placed between the differential drive ring gear and the differential case. The internal gear of the planetary gear train is bolted rigidly to the bevel drive gear. A ring on which the planetary gears are pivoted is bolted to the differential case. A member, consisting of the sun gear and a dog clutch, slides on one of the axle shafts and is controlled through a button or lever accessible to the operatorWhen in high range, the sun gear meshes with the internal teeth on the ring carrying the planetary gears and disengages the dog clutch from the left bearing adjusting ring, which is rigidly held in the differential carrier. In this position, the planetary gear train is locked together. There is no relative motion between the differential case and the gears in the planetary drive train. The differential case is driven directly by the differential ring gear, the same as in the conventional single fixed gear final drive.When shifted into low range, the sun gear is slid out of mesh with the ring carrying the planetary gears. The dog clutch makes a rigid connection with the left bearing adjusting ring. Because the sun gear is integral with the dog clutch, it is also locked to the bearing adjusting rings and remains stationary. The internal gear rotates the planetary gears around the stationary sun gear, and the differential case is driven by the ring on which the planetary gears are pivoted. This action produces the gear reduction, or low speed, of the axleDIFFERENTIAL ACTIONThe rear wheels of a vehicle do not always turn at the same speed. When the vehicle is turning or when tire diameters differ slightly, the rear wheels must rotate at different speeds.If there were a solid connection between each axle and the differential case, the tires would tend to slide, squeal, and wear whenever the operator turned the steering wheel of the vehicle.A differential is designed to prevent this problem.Driving Straight AheadWhen a vehicle is driving straight ahead, the ring gear, the differential case, the differential pinion gears, and the differential side gears turn as a unit. The two differential pinion gears do NOT rotate on the pinion shaft, because they exert equal force on the side gears. As a result, the side gears turn at the same speed as the ring gear, causing both rear wheels to turn at the same speed.Turning CornersWhen the vehicle begins to round a curve, the differential pinion gears rotate on the pinion shaft. This occurs because the pinion gears must walk around the slower turning differential side gear. Therefore, the pinion gears carry additional rotary motion to the faster turning outer wheel on the turn..Differential speed is considered to be 100 percent. The rotating action of the pinion gears carries 90 percent of this speed to the slowing mover inner wheel and sends 110 percent of the speed to the faster rotating outer wheel. This action allows the vehicle to make the turn without sliding or squealing the wheels.Figure 5-15.—Two speed final drive汽车主减速器主减速器主减速器是在传动轴和差速器之间的一个动力传动系统的组成部分。
中英文文献翻译—重型车主减速器
附录ATruck Main Reduction Gear The imported technology in steyr 1970s at international level of the early 80s. For the imported technology, steyr heavy CARDS industry of China was up the vacancy of Chinese heavy vehicles, steyr technology group began to absorb, fusion, localization, independent research and development and innovation, etc. In 1986, sinotruk technology development center, successively established after three drawings, organizational culture the digestion and absorption and understood. These drawings of cultural production plan and guarantee the requirements of vehicle, batch steyr technology to quickly radiation of 10 provinces in light of the relevant scientific research units, and will play in domestic advanced steyr heavy-duty vehicle product platform. Since the 1970s, however, since in almost all other automotive supplier technology,'s GKN fundamentally changed its way, in order to adapt to the current conditions, they in the 1980s and 1990s production purpose is to provide complete installation, including the wheel brake, and all of the design and integration, specific design, as well as the car market.For off-road operation, the duty cycles may be entirely different in both torsional and beam loading-denpending on the application. For example, some types of vehicle spend a considerable proportion of their running time at high torque in low gear. In most circumstances, the terrain may be such that the tyres tend to slip more readily than on tarmac; in others, however, for example in fairly firm sandy screes, it may allow tyres to bite into it, and thus lead to torsional fatigue loading significantly greater than on smooth roads. Vertical and lateral loading, too, may be much more severe, though this dose depend to a major extent on speeds. Shock loading can also affect braking and acceleration torques though, again, such effects are speed-dependent.Heavy and general reducer industry products categories include all kinds of gear reducer, planetary gear reducer, the worm and alizarin also includes a special device, such as the growth of devices, including meat device, and flexible transmission device of various composite transmission device etc. Product service involved in metallurgy, non-ferrous, coal, building materials, ship, water conservancy, electric power, engineering machinery andpetrochemical industries. Heavy and general reducer industry manufacturers also coexist in various forms, such as foreign enterprises, sino-foreign joint ventures, state-owned enterprises, share-holding enterprise and individual enterprise, has large scale to hundreds of millions of yuan, annual small to millions of dollars. Good living conditions, and the product quality control system, perfect the enterprise has more than 100, and the whole industry 2005 sales of approximately 200 million yuan, the sales of foreign-funded enterprises accounted for about one fourth.Domestic reducer of key enterprises industry products, specifications and parameters are covered in recent years, the product quality has reached international advanced level, industrial countries similar products can undertake for national economic sectors provides complete responsibility of transmission device, part of our products are exported to Europe and southeast Asia. The speed reducer is used to reduce the speed increases from transmission torque, and rotating torque changes direction, the differential transmission to half axle. The main reducer is mainly based on structure form, reducer gear types and different forms. The main gear reducer of spiral bevel gears and hypoid gear, cylindrical gears and worm and worm wheel etc .Pair of level host reduction gear is compared with single stage , the gap may be 7 ~12 transmission ratio , i0 each other at the same time in swear to be away from a field 12. But the dimension , mass are without exception bigger , cost is higher. It applies to middle, heavy type freight train , go-anywhere vehicle and motor bus mainly go ahead.Dyadic overall pair of level host reduction gear has the various structure scheme: First order is a cone gear wheel , the second stage is a column gear wheel; First order is a cone gear wheel , the second stage is epicyclic gear; First order is epicyclic gear , the second stage is a cone gear wheel; First order is a column gear wheel , the second stage is a cone gear wheel.Horizontal , askew, face and droop over to the three kinds to first order for the cone gear wheel , the second stage are that pair of column gear wheel level betokens reduction gear, but has direction arrangement scheme.Direction level arrangement can use the assembly drooping over to outline dimension diminution , reducing the automobile quality heart altitude thereby, makes the direction dimension increase by but , that the use on long distance between shafts automobile but appropriate diminution transmission shaft length, is harmful for short distance betweenshafts automobile's to put arrangement together but, may make a transmission shaft short , leads to a universal transmission shaft intersection angle enlarge. Droop over to arranging a messenger to drive the bridge direction dimension diminution, may diminish a universal transmission shaft intersection angle, since but host reduction gear shell fixes superjacent in bridge shell , make not only droop over enhance to outline dimension, and have reduced bridge shell stiffness , have been harmful for gear wheel to work. This arrangement but easy to be versed in style driving a bridge arrangement. Arranging bridge shell stiffness and improving to the transmission shaft is slanting to arrangement advantageous.When assigning a transmission ratio in pair of level host reduction gear having the cone gear wheel and the column gear wheel, the column gear wheel is 1.4 ~ like the ratio auxiliary and boring subsidiary gear wheel transmission ratio 2.0, and the cone gear wheel is 1.7 ~ like subsidiary transmission ratio 3.3, such axial loading may diminish a cone when the gear wheel is engaged and effect loading on the driven cone gear wheel and the column gear wheel, may make the active cone gear wheel tooth number appropriate increasing by at the same time , make whose supporting axis neck dimension appropriate enlarge, To improve whose supporting stiffness, improve falling-in stationarity and the job reliability.For modern axles, choice of gear lubricant can be critical. In cars operating at high speeds on motorways, axle oil temperature can ultimately rise even higher than 130℃,so venting of the casing is important. In principle, the oil in the base of the casting is swept around over the crownwheel and then forwards through the two bearings that carry the pinion. Consequently, both the shapes and dimensions of the clearances between the crownwheel and casing can be critical, and adequate drainage has to be provided for the oil to flow, through channels cored in the pinion bearing housings, back to the base of the casing.Within the gear carrier unit, taper roller bearings are employed almost universally for carrying the input pinion. They have a large load capacity within a small envelope, and can be preloaded for accurate and stable positioning of the gears. For pinion flange seals where resistance to high temperatures at relatively high speeds is essential, polyarcylate may be specified, but the abrasive conditions Viton is generally preferred.That the cone gear wheel tooth goes over width face to face can not enhance gear wheel intensity and life-span , is able to lead to tooth ditch unexpected turn of events small end because of cone gear wheel gear teeth on the contrary narrow the cutting knife the topof the head face width arousing is too narrow and the point of a knife round angle is too small. Like this , not only, have diminished the tooth radical circle radius , have enlarged strain all together, life time having reduced a cutter. Besides , when assembling, have location deviation or wait for cause since fabrication , heat treatment are deformable, loading concentrates minor in gear teeth end when making a gear wheel work , is able to arouse gear teeth holding untimely damage and weary loss for a short time. That besides, the tooth goes over width face to face also is able to arouse assembling space diminution. The flank of a tooth is too narrow but , the gear teeth outside abrasion resistance meeting reduces.For the running-in improving the new gear wheel, prevent the person from dying in working to Model T wear appear on initial stage , bruising , gluing together or barking, cone gear wheel bonderizing being 0.005 ~ 0.020 mm in heat treatment and finish machining aftercrop, thickness handles or the copper facing , the tin plating handle. The ball carrying out strain on the flank of a tooth gushing is sold at reduced prices , may improve 25%'s gear wheel life-span. To the high speed gear wheel sliding, may be in progress a sulfur oozing handling to improve abrasion resistance. Rub a factor but notable sulfur queen lessening oozes, even if lubricating condition is relatively poor , also, can prevent the flank of a tooth bruise from facing , barks to die and glue together.附录B重型车主减速器我国引进的斯太尔技术在当时处于国际20世纪70年代末80年代初的水平。
减速器翻译文献3
1994.
0009-2355194/1112-0523512.50 9
Plenum Publishing Corporation
523
ZgFs
,c61
~~
FGtt7-2 L
Form- I
Fsm
0
vr v2 vm-2 vm-I Vm
Lg v
Fig. 1. Choice of rational gear ratio of an oil field hoist. The gear ratio of the gear box of the oil field hoist, determined in accordance with the given series of speeds, is
524
di ctl 18 8
6
# 2
8
0,075
Fig. 2. Determination of the optimal values of the lowest gear ratio of the AzNImash-37A hoisting unit. as well as the kinematic relations
~'2 = ~ V l , P3 = ~52Ul, ' " ,
Um = ~ m - l u l "
Taking into account the control range A = v,n/v1, we determine the necessary number of speeds 50r the unit, m =1 + 1g---A-A lg r " With allowance for the ability of the engine to vary its rpms depending on the load (adaptability of the engine), the series of speeds can be represented as v2 = Ka~Vi; v3 = (Ka~B)2vl; ...; where
汽车主减速器-外文翻译
AUTOMOTIWE FINAL DRIVEFINAL DRIVEA final drive is that part of a power transmission system between the drive shaft and the differential. Its function is to change the direction of the power transmitted by the drive shaft through 90 degrees to the driving axles. At the same time. it provides a fixed reduction between the speed of the drive shaft and the axle driving the wheels.The reduction or gear ratio of the final drive is determined by dividing the number of teeth on the ring gear by the number of teeth on the pinion gear. In passenger vehicles, this speed reduction varies from about 3:1 to 5:1. In trucks it varies from about 5:1 to 11:1. To calculate rear axle ratio, count the number of teeth on each gear. Then divide the number of pinion teeth into the number of ring gear teeth. For example, if the pinion gear has 10 teeth and the ring gear has 30 (30 divided by 10), the rear axle ratio would be 3:1. Manufacturers install a rear axle ratio that provides a compromise between performance and economy. The average passenger car ratio is 3.50:1.The higher axle ratio, 4.11:1 for instance, would increase acceleration and pulling power but would decrease fuel economy. The engine would have to run at a higher rpm to maintain an equal cruising speed.The lower axle ratio. 3:1, would reduce acceleration and pulling power but would increase fuel mileage. The engine would run at a lower rpm while maintaining the same speed.The major components of the final drive include the pinion gear, connected to the drive shaft, and a bevel gear or ring gear that is bolted or riveted to the differential carrier. To maintain accurate and proper alignment and tooth contact, the ring gear and differential assembly are mounted in bearings. The bevel drive pinion is supported by two tapered roller bearings, mounted in the differential carrier. This pinion shaft is straddle mounted. meaning that a bearing is located on each side ofthe pinion shaft teeth. Oil seals prevent the loss of lubricant from the housing where the pinion shaft and axle shafts protrude. As a mechanic, you will encounter the final drive gears in the spiral bevel and hypoid design.Spiral Bevel GearSpiral bevel gears have curved gear teeth with the pinion and ring gear on the same center line. This type of final drive is used extensively in truck and occasionally in older automobiles. This design allows for constant contact between the ring gear and pinion. It also necessitates the use of heavy grade lubricants.Hypoid GearThe hypoid gear final drive is an improvement or variation of the spiral bevel design and is commonly used in light and medium trucks and all domestic rear- wheel drive automobiles. Hypoid gears have replaced spiral bevel gears because they lower the hump in the floor of the vehicle and improve gear-meshing action. As you can see in figure 5-13, the pinion meshes with the ring gear below the center line and is at a slight angle (less than 90 degrees).Figure 5-13.—Types of final drives.This angle and the use of heavier (larger) teeth permit an increased amount of power to be transmitted while the size of the ring gear and housing remain constant. The tooth design is similar to the spiral bevel but includes some of the characteristics of the worm gear. This permits the reduced drive angle. The hypoid gear teeth have a more pronounced curve and steeper angle, resulting in larger tooth areas and more teeth to be in contact at the same time. With more than one gear tooth in contact, a hypoid design increases gear life and reduces gear noise. The wiping action of the teeth causes heavy tooth pressure that requires the use of heavy grade lubricants.Double-Reduction Final DriveIn the final drives shown in figure 5-13, there is a single fixed gear reduction. This is the only gear reduction in most automobiles and light-and some medium-duty trucks between the drive shaft and the wheels.Double-reduction final drives are used for heavy-duty trucks. With this arrangement (fig. 5-14) it is not necessary to have a large ring gear to get the necessary gear reduction. The first gear reduction is obtained through a pinion and ring gear as the single fixed gear reduction final drive. Referring to figure 5-14, notice that the secondary pinion is mounted on the primary ring gear shaft. The second gear reduction is the result of the secondary pinion which is rigidly attached to the primary ring gear, driving a large helical gear which is attached to the differential case. Double-reduction final drives may be found on military design vehicles, such as the 5-ton truck. Many commercially designed vehicles of this size use a single- or double-reduction final drive with provisions for two speeds to be incorporatedFigure 5-14.—Double-reduction final driveTwo-Speed Final DriveThe two-speed or dual-ratio final drive is used to supplement the gearing of the other drive train components and is used in vehicles with a single drive axle (fig. 5-15). The operator can select the range or speed of this axle with a button on the shifting lever of the transmission or by a lever through linkageThe two-speed final drive doubles the number of gear ratios available for driving the vehicle under various load and roadconditions. For example, a vehicle with a two-speed unit and a five-speed transmission, ten different forward speeds are available. This unit provides a gear ratio high enough to permit pulling a heavy load up steep grades and a low ratio to permit the vehicle to run at high speeds with a light load or no loadThe conventional spiral bevel pinion and ring gear drives the two-speed unit, but a planetary gear train is placed between the differential drive ring gear and the differential case. The internal gear of the planetary gear train is bolted rigidly to the bevel drive gear. A ring on which the planetary gears are pivoted is bolted to the differential case. A member, consisting of the sun gear and a dog clutch, slides on one of the axle shafts and is controlled through a button or lever accessible to the operator When in high range, the sun gear meshes with the internal teeth on the ring carrying the planetary gears and disengages the dog clutch from the left bearing adjusting ring, which is rigidly held in the differential carrier. In this position, the planetary gear train is locked together. There is no relative motion between the differential case and the gears in the planetary drive train. The differential case is driven directly by the differential ring gear, the same as in the conventional single fixed gear final drive.When shifted into low range, the sun gear is slid out of mesh with the ring carrying the planetary gears. The dog clutch makes a rigid connection with the left bearing adjusting ring. Because the sun gear is integral with the dog clutch, it is also locked to the bearing adjusting rings and remains stationary. The internal gear rotates the planetary gears around the stationary sun gear, and the differential case is driven by the ring on which the planetary gears are pivoted. This action produces the gear reduction, or low speed, of the axleDIFFERENTIAL ACTIONThe rear wheels of a vehicle do not always turn at the same speed. When the vehicle is turning or when tire diameters differ slightly, the rear wheels must rotate at different speeds.If there were a solid connection between each axle and the differential case, the tires would tend to slide, squeal, and wear whenever the operator turned the steering wheel of the vehicle. A differential is designed to prevent this problem.Driving Straight AheadWhen a vehicle is driving straight ahead, the ring gear, the differential case, the differential pinion gears, and the differential side gears turn as a unit. The two differential pinion gears do NOT rotate on the pinion shaft, because they exert equal force on the side gears. As a result, the side gears turn at the same speed as the ring gear, causing both rear wheels to turn at the same speed.Turning CornersWhen the vehicle begins to round a curve, the differential pinion gears rotate on the pinion shaft. This occurs because the pinion gears must walk around the slower turning differential side gear. Therefore, the pinion gears carry additional rotary motion to the faster turning outer wheel on the turn..Differential speed is considered to be 100 percent. The rotating action of the pinion gears carries 90 percent of this speed to the slowing mover inner wheel and sends 110 percent of the speed to the faster rotating outer wheel. This action allows the vehicle to make the turn without sliding or squealing the wheels.Figure 5-15.—Two speed final drive汽车主减速器主减速器主减速器是在传动轴和差速器之间的一个动力传动系统的组成部分。
载货汽车变速器中文英文文献
载货汽车变速器中文英文文献In the realm of automotive engineering, the transmission system stands as a vital component, orchestrating the transfer of power from the engine to the wheels with finesse and efficiency. In the domain of cargo haulage, this role becomes even more pronounced, demanding robustness, versatility, and reliability from the transmission system of freight trucks. This discourse delves into the intricate world of cargo truck transmissions, exploring their design, functionality, and the nuances that make them indispensable in the realm of transportation.At the heart of any cargo truck transmission lies a complex assembly of gears, shafts, and other mechanical components, meticulously engineered to endure the rigors of heavy-duty operation. The primary function of the transmission is to regulate the rotational speed and torque output of the engine, ensuring optimal performance across varying load conditions and road gradients. This task is accomplished through a series of gear ratios, each tailored to deliver the requisite amount of power to the wheels while maintaining engine efficiency.One of the hallmark features of modern cargo truck transmissions is their versatility in accommodating different driving conditions. Whether traversing steep inclines, navigating congested urban streets, or cruising along expansive highways, the transmission seamlessly adjusts its gear ratios to suit the demands of the moment. This adaptability not only enhances driving comfort but also contributes to fuel efficiency and overall vehicle performance.In addition to their primary function of power transmission, cargo truck transmissions often incorporate advanced technologies to enhance operational efficiency and driver experience. Automated manual transmissions (AMTs), for instance, utilize computer-controlled actuators to execute gear shifts with precision, eliminating the need for manual clutch operation while offering the flexibility of manual gear selection when desired. Similarly, continuously variable transmissions (CVTs) employ pulley and beltsystems to deliver smooth, stepless acceleration, optimizing fuel economy and vehicle responsiveness.Furthermore, the durability and longevity of cargo truck transmissions are paramount considerations in their design and engineering. Given the demanding nature of freight hauling operations, transmissions are subjected to immense stress and wear over their operational lifespan. To mitigate these challenges, manufacturers employ robust materials, advanced lubrication systems, and meticulous quality control measures to ensure reliability and longevity. Regular maintenance and periodic inspections further prolong the service life of transmissions, safeguarding against unexpected failures and costly downtime.Beyond their technical intricacies, cargo truck transmissions play a pivotal role in shaping the economic landscape by facilitating the movement of goods across vast distances. From delivering essential commodities to powering supply chains, these vehicles serve as the lifeblood of commerce, connecting producers with consumers in a seamless exchange of goods and services. As such, the efficiency and reliability of cargo truck transmissions directly impact not only the operational costs of businesses but also the broader dynamics of global trade and commerce.In conclusion, the transmission system of cargo trucks embodies the pinnacle of automotive engineering, blending precision, durability, and versatility to meet the demands of modern freight transportation. From its intricate gear mechanisms to its seamless adaptability to varying driving conditions, the transmission stands as a testament to human ingenuity and innovation. As the backbone of the logistics industry, cargo truck transmissions continue to drive progress and prosperity, facilitating the movement of goods and shaping the interconnected world we inhabit.。
汽车主减速器外文文献翻译、中英文翻译、外文翻译
汽车主减速器外文文献翻译、中英文翻译、外文翻译XXX Final DriveA final drive is an essential component of a power XXX primary n is to change the n of the power transmitted by the drive shaft by 90 degrees to the driving axles。
nally。
it provides a fixedn een the speed of the drive shaft and the axle that drives the wheels.The final drive is XXX power from the engine to the wheels。
allowing the vehicle to move。
It is composed of several XXX tothe wheels。
The final drive。
determines the number of ns the wheels make for each n of the engine.There are two types of final drives: the live axle and the independent XXX to the wheels。
while the independent XXX tothe wheels through a series of CV joints and half-shafts.In n。
the final drive is a XXX of power from the engine to the wheels。
It is essential to maintain and service the final drive XXX.The gear。
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附录ATruck Main Reduction Gear In the highly competitive period following the energy crisis of the early 1970's, the automotive industry had to shift attention increasingly towards improvement of the quality of the product, yet still keeping its prices as low as possible. Prior to that GKN Axles Ltd, to take optimum advantage of economies of scale, had been producing at highly competitive prices a standard range of axles of different types and sizes, from which all customers' needs could be satisfied. Because vehicle manufacturers had not hitherto had to place such a great emphasis on fuel economy, and therefore on light weight, these standard axles could cater reliably for all conditions likely to be met in a wide variety of applications. Now vehicle manufacturers require axles designed and developed for their specific applications. As axle design is becoming increasingly specialised, customers are increasingly raising their aspirations in terms of performance an reliability. For this reason, they are turning to specialists such as GKN Axles Ltd who have the ability to provide axles for a wide variety of vehicles。
Since the 1970s, however, in common with virtually all other suppliers to the high volume producers in the motor industry, GKN has radically modified its approach to suit the prevailing conditions as they change through the 1980s and on into the 1990s. Its aim now is at supplying complete axle assembles, including, for example, the brakes, all designed and fully developed for and integrated, as a matter of course, into specific vehicle designs including, in particular, those for the specialist market.Emphasis is now on rationalization of materials, methods and components. This overall change has been necessary because of the greatly in creased sophistication demanded of the modern vehicle, in terms of overall efficiency, compactness, light weight, reliability, durability, refinement and maintenance-free operation. Another area into which GKN Axles has expanded is the supply of components and assemblies such as limited-slip differentials, ball-joints, transfer boxes, gears and some types of suspension.For off-road operation, the duty cycles may be entirely different in both torsional and beam loading-denpending on the application. For example, some types of vehicle spend aconsiderable proportion of their running time at high torque in low gear. In most circumstances, the terrain may be such that the tyres tend to slip more readily than on tarmac; in others, however, for example in fairly firm sandy screes, it may allow tyres to bite into it, and thus lead to torsional fatigue loading significantly greater than on smooth roads. Vertical and lateral loading, too, may be much more severe, though this dose depend to a major extent on speeds. Shock loading can also affect braking and acceleration torques though, again, such effects are speed-dependent.Hypoid gear systems are more commonly used than spiral bevels. Their principle advantages are that pinions of a specific ratio are bigger, their teeth profiles are of large radius, they are inherently stronger and more durable, their meshing areas are larger, and they generate less noiseHost reduction gear effect is to be used to reduce the rotation rate that the transmission shaft sends in but to enhance revolution moment of torsion , changes drive direction with moment of torsion , passes on to half axes after differential mechanism and. The host reduction gear structure form is that the form is different but different according to gear wheel type , reduction gear mainly. Host reduction gear gear wheel has helix cone forms such as gear wheel , hypoid gear , column gear wheel and worm gear worm mainly.Pair of level host reduction gear is compared with single stage , the gap may be 7 ~12 transmission ratio , i0 each other at the same time in swear to be away from a field 12. But the dimension , mass are without exception bigger , cost is higher. It applies to middle, heavy type freight train , go-anywhere vehicle and motor bus mainly go ahead.Dyadic overall pair of level host reduction gear has the various structure scheme: First order is a cone gear wheel , the second stage is a column gear wheel; First order is a cone gear wheel , the second stage is epicyclic gear; First order is epicyclic gear , the second stage is a cone gear wheel; First order is a column gear wheel , the second stage is a cone gear wheel.Horizontal , askew, face and droop over to the three kinds to first order for the cone gear wheel , the second stage are that pair of column gear wheel level betokens reduction gear, but has direction arrangement scheme.Direction level arrangement can use the assembly drooping over to outline dimension diminution , reducing the automobile quality heart altitude thereby, makes the direction dimension increase by but , that the use on long distance between shafts automobile butappropriate diminution transmission shaft length, is harmful for short distance between shafts automobile's to put arrangement together but, may make a transmission shaft short , leads to a universal transmission shaft intersection angle enlarge. Droop over to arranging a messenger to drive the bridge direction dimension diminution, may diminish a universal transmission shaft intersection angle, since but host reduction gear shell fixes superjacent in bridge shell , make not only droop over enhance to outline dimension, and have reduced bridge shell stiffness , have been harmful for gear wheel to work. This arrangement but easy to be versed in style driving a bridge arrangement. Arranging bridge shell stiffness and improving to the transmission shaft is slanting to arrangement advantageous.When assigning a transmission ratio in pair of level host reduction gear having the cone gear wheel and the column gear wheel, the column gear wheel is 1.4 ~ like the ratio auxiliary and boring subsidiary gear wheel transmission ratio 2.0, and the cone gear wheel is 1.7 ~ like subsidiary transmission ratio 3.3, such axial loading may diminish a cone when the gear wheel is engaged and effect loading on the driven cone gear wheel and the column gear wheel, may make the active cone gear wheel tooth number appropriate increasing by at the same time , make whose supporting axis neck dimension appropriate enlarge, To improve whose supporting stiffness, improve falling-in stationarity and the job reliability.For modern axles, choice of gear lubricant can be critical. In cars operating at high speeds on motorways, axle oil temperature can ultimately rise even higher than 130℃,so venting of the casing is important. In principle, the oil in the base of the casting is swept around over the crownwheel and then forwards through the two bearings that carry the pinion. Consequently, both the shapes and dimensions of the clearances between the crownwheel and casing can be critical, and adequate drainage has to be provided for the oil to flow, through channels cored in the pinion bearing housings, back to the base of the casing.Within the gear carrier unit, taper roller bearings are employed almost universally for carrying the input pinion. They have a large load capacity within a small envelope, and can be preloaded for accurate and stable positioning of the gears. For pinion flange seals where resistance to high temperatures at relatively high speeds is essential, polyarcylate may be specified, but the abrasive conditions Viton is generally preferred.That the cone gear wheel tooth goes over width face to face can not enhance gear wheel intensity and life-span , is able to lead to tooth ditch unexpected turn of events smallend because of cone gear wheel gear teeth on the contrary narrow the cutting knife the top of the head face width arousing is too narrow and the point of a knife round angle is too small. Like this , not only, have diminished the tooth radical circle radius , have enlarged strain all together, life time having reduced a cutter. Besides , when assembling, have location deviation or wait for cause since fabrication , heat treatment are deformable, loading concentrates minor in gear teeth end when making a gear wheel work , is able to arouse gear teeth holding untimely damage and weary loss for a short time. That besides, the tooth goes over width face to face also is able to arouse assembling space diminution. The flank of a tooth is too narrow but , the gear teeth outside abrasion resistance meeting reduces.For the running-in improving the new gear wheel, prevent the person from dying in working to Model T wear appear on initial stage , bruising , gluing together or barking, cone gear wheel bonderizing being 0.005 ~ 0.020 mm in heat treatment and finish machining aftercrop, thickness handles or the copper facing , the tin plating handle. The ball carrying out strain on the flank of a tooth gushing is sold at reduced prices , may improve 25%'s gear wheel life-span. To the high speed gear wheel sliding, may be in progress a sulfur oozing handling to improve abrasion resistance. Rub a factor but notable sulfur queen lessening oozes, even if lubricating condition is relatively poor , also, can prevent the flank of a tooth bruise from facing , barks to die and glue together.附录B重型卡车主减速器在能源竞争激烈的二十世纪七十年代初，汽车业不得不将注意力越来越多地定格在改进产品的质量上，但仍然维持其价格尽可能低。