基于有限元分析的汽車(chē)萬(wàn)向傳動(dòng)裝置設(shè)計(jì)【汽車(chē)的十字軸式萬(wàn)向傳動(dòng)裝置設(shè)計(jì)】
基于有限元分析的汽車(chē)萬(wàn)向傳動(dòng)裝置設(shè)計(jì)【汽車(chē)的十字軸式萬(wàn)向傳動(dòng)裝置設(shè)計(jì)】,汽車(chē)的十字軸式萬(wàn)向傳動(dòng)裝置設(shè)計(jì),基于有限元分析的汽車(chē)萬(wàn)向傳動(dòng)裝置設(shè)計(jì)【汽車(chē)的十字軸式萬(wàn)向傳動(dòng)裝置設(shè)計(jì)】,基于,有限元分析,汽車(chē),萬(wàn)向,傳動(dòng),裝置,設(shè)計(jì),十字
畢業(yè)設(shè)計(jì)(論文)開(kāi)題報(bào)告
設(shè)計(jì)(論文)題目: 基于有線元分析的汽車(chē)
萬(wàn)向傳動(dòng)裝置設(shè)計(jì)
院 系 名 稱: 汽車(chē)與交通工程學(xué)院
專(zhuān) 業(yè) 班 級(jí): 車(chē)輛工程B07-1
學(xué) 生 姓 名: 陳 兵
導(dǎo) 師 姓 名: 趙雨旸
開(kāi) 題 時(shí) 間: 2011.3.16
指導(dǎo)委員會(huì)審查意見(jiàn):
簽字: 年 月 日
SY-025-BY-3
畢業(yè)設(shè)計(jì)(論文)開(kāi)題報(bào)告
學(xué)生姓名
陳兵
系部
汽車(chē)與交通工程學(xué)院
專(zhuān)業(yè)、班級(jí)
車(chē)輛07-1班
指導(dǎo)教師姓名
趙雨旸
職稱
副教授
從事
專(zhuān)業(yè)
車(chē)輛工程、
交通工程
是否外聘
□是√否
題目名稱
基于有限元分析的汽車(chē)萬(wàn)向傳動(dòng)裝置設(shè)計(jì)
一、課題研究現(xiàn)狀、選題目的和意義
1.汽車(chē)萬(wàn)向傳動(dòng)軸的發(fā)展與現(xiàn)狀
萬(wàn)向傳動(dòng)裝置最早出現(xiàn)于1352年,在Strasbourg大教堂時(shí)鐘機(jī)構(gòu)中的萬(wàn)向節(jié)傳動(dòng)軸。1663年Robert Hook萬(wàn)向節(jié)誕生,后來(lái)被人們叫做虎克萬(wàn)向節(jié),也就是十字軸萬(wàn)向節(jié)。緊接著在1683年研制出的雙聯(lián)式虎克萬(wàn)向節(jié),消除了單個(gè)虎克萬(wàn)向節(jié)傳遞的不等速性,并于1901用于汽車(chē)轉(zhuǎn)向輪。在上世紀(jì)初,虎克萬(wàn)向節(jié)和傳動(dòng)軸,以及后來(lái)的等速萬(wàn)向節(jié)和傳動(dòng)軸在機(jī)械工程和汽車(chē)工業(yè)的發(fā)展中起到了極其重要的作用。現(xiàn)在,根據(jù)在扭轉(zhuǎn)方向上是否有明顯的彈性,萬(wàn)向節(jié)可分為剛性萬(wàn)向節(jié)和撓性萬(wàn)向節(jié)。剛性萬(wàn)向節(jié)是靠零件的鉸鏈?zhǔn)絺鬟f動(dòng)力,又分為不等速萬(wàn)向節(jié)、準(zhǔn)等速萬(wàn)向節(jié)和等速萬(wàn)向節(jié);撓性萬(wàn)向節(jié)是靠彈性零件傳遞動(dòng)力的,具有緩沖減震作用。
現(xiàn)在汽車(chē)萬(wàn)向傳動(dòng)裝置一般是由萬(wàn)向節(jié)、傳動(dòng)軸和中間支撐組成。主要用于工作過(guò)程中相對(duì)位置不斷改變的兩根軸間傳遞轉(zhuǎn)矩和旋轉(zhuǎn)運(yùn)動(dòng)。伸縮套能自動(dòng)調(diào)節(jié)變速器與驅(qū)動(dòng)橋之間距離的變化。萬(wàn)向節(jié)是保證變速器輸出軸與驅(qū)動(dòng)橋輸入軸兩軸線夾角的變化,并實(shí)現(xiàn)兩軸的等角速傳動(dòng)。一般萬(wàn)向節(jié)由十字軸、十字軸承、凸緣叉及軸向定位件和橡膠密封件等組成。
傳動(dòng)軸是一個(gè)高轉(zhuǎn)速、少支承的旋轉(zhuǎn)體,因斷改變的兩根軸間傳遞轉(zhuǎn)矩和旋轉(zhuǎn)運(yùn)動(dòng)。載貨汽車(chē)根據(jù)驅(qū)動(dòng)形式的不同選擇不同型式的傳動(dòng)軸。一般來(lái)講4×2驅(qū)動(dòng)形式的汽車(chē)僅有一根主傳動(dòng)軸。6×4驅(qū)動(dòng)形式的汽車(chē)有中間傳動(dòng)軸、主傳動(dòng)軸和中、后橋傳動(dòng)軸。6×6驅(qū)動(dòng)形式的汽車(chē)不僅有中間傳動(dòng)軸、主傳動(dòng)軸和中、后橋傳動(dòng)軸,而且還有前橋驅(qū)動(dòng)傳動(dòng)軸。在長(zhǎng)軸距車(chē)輛的中間傳動(dòng)軸一般設(shè)有傳動(dòng)軸中間支承.它是由支承架、軸承和橡膠支承組成。
在1950年后,傳動(dòng)軸的產(chǎn)量達(dá)到數(shù)以萬(wàn)計(jì)。1984年主要由于汽車(chē)工業(yè)的增長(zhǎng),生產(chǎn)了三千五百萬(wàn)套虎克萬(wàn)向節(jié)傳動(dòng)軸,一億二千萬(wàn)套等速萬(wàn)向節(jié)傳動(dòng)軸,一億三樞軸式萬(wàn)向節(jié)傳動(dòng)軸。在國(guó)內(nèi),近年來(lái)隨著我國(guó)汽車(chē)業(yè)的高速發(fā)展,帶動(dòng)我國(guó)汽車(chē)傳動(dòng)軸需求持續(xù)大幅增長(zhǎng)。2007年中國(guó)汽車(chē)傳動(dòng)軸的需求已經(jīng)突破992萬(wàn)根,產(chǎn)值達(dá)到45億。2008年汽車(chē)銷(xiāo)量達(dá)到938萬(wàn)兩,而作為汽車(chē)零部件的汽車(chē)傳動(dòng)軸需求量也接近1900萬(wàn)套,產(chǎn)值達(dá)到50億元。倒2010年我國(guó)汽車(chē)傳動(dòng)軸總銷(xiāo)售額達(dá)到87億之多,因次國(guó)內(nèi)也出現(xiàn)一批傳動(dòng)軸制造的廠家。但產(chǎn)品的性能與國(guó)外相比仍有相當(dāng)大的差距,具體表現(xiàn)在兩個(gè)方面:絕大多數(shù)轎車(chē)廠家對(duì)等速萬(wàn)向節(jié)產(chǎn)品沒(méi)有制定出相應(yīng)的技術(shù)規(guī)范,而國(guó)外公司對(duì)驅(qū)動(dòng)軸和傳動(dòng)軸的技術(shù)規(guī)定達(dá)67款之多,其中嚴(yán)格規(guī)定驅(qū)動(dòng)半軸總成和傳動(dòng)軸總成的振動(dòng)頻率,目的是避免和發(fā)動(dòng)機(jī)、輪胎以及其他傳動(dòng)系部件發(fā)生共振,從而更加全面合理地設(shè)計(jì)汽車(chē)底盤(pán);零件供應(yīng)商,易隨意組合中心固定型等速萬(wàn)向節(jié)和伸縮型等速萬(wàn)向節(jié),從而造成總成的失衡,使轎車(chē)產(chǎn)生異常振動(dòng),出現(xiàn)異響。對(duì)于創(chuàng)立自主知識(shí)產(chǎn)權(quán)的轎車(chē)廠家來(lái)說(shuō),造出一流轎車(chē)仍有很長(zhǎng)的路要走。
2. 課題研究的目的與意義
萬(wàn)向傳動(dòng)裝置是汽車(chē)傳動(dòng)系中的重要總成,它直接與變速器和驅(qū)動(dòng)橋相聯(lián)系,用來(lái)實(shí)現(xiàn)對(duì)傳動(dòng)系的動(dòng)力傳遞。課題研究對(duì)象是后輪驅(qū)動(dòng)廣泛應(yīng)用的十字軸式萬(wàn)向傳動(dòng)裝置,主要零件包括傳動(dòng)軸、萬(wàn)向節(jié)、支撐裝置等,這些關(guān)鍵零部件的設(shè)計(jì)對(duì)整個(gè)萬(wàn)向傳動(dòng)裝置性能具有很大的影響。本設(shè)計(jì)中的傳動(dòng)軸是兩節(jié)的,由十字軸萬(wàn)向節(jié)連接。傳動(dòng)軸是由軸管、伸縮花鍵套和萬(wàn)向節(jié)組成。伸縮套能自動(dòng)調(diào)節(jié)變速器與驅(qū)動(dòng)橋之間距離的變化。萬(wàn)向節(jié)是保證變速器輸出軸與驅(qū)動(dòng)橋輸入軸兩軸線夾角發(fā)生變化時(shí)實(shí)現(xiàn)兩軸的動(dòng)力傳輸。萬(wàn)向節(jié)是由十字軸、十字軸軸承和凸緣叉等組成。在傳動(dòng)軸的設(shè)計(jì)中采用有限元技術(shù)研究這些關(guān)鍵零部件的靜力學(xué)特性,對(duì)其結(jié)構(gòu)進(jìn)行優(yōu)化設(shè)計(jì),是非常重要和必須的。在此基礎(chǔ)上,再進(jìn)行萬(wàn)向傳動(dòng)裝置設(shè)計(jì)不但可以獲得最佳的萬(wàn)向傳動(dòng)裝置基本參數(shù),還可以大大縮短萬(wàn)向傳動(dòng)裝置總成開(kāi)發(fā)周期、降低開(kāi)發(fā)費(fèi)用,提高設(shè)計(jì)質(zhì)量,保證其設(shè)計(jì)的精確性。
汽車(chē)傳動(dòng)軸主要作用是把發(fā)動(dòng)機(jī)減速器的運(yùn)動(dòng)傳遞到驅(qū)動(dòng)橋,使驅(qū)動(dòng)橋獲得規(guī)定的轉(zhuǎn)速和方向,其傳遞的主要為轉(zhuǎn)矩。因此,傳動(dòng)軸的強(qiáng)度校核主要為受扭強(qiáng)度校核。傳統(tǒng)的分析方法,一般都是首先通過(guò)軸傳遞的最大轉(zhuǎn)矩,計(jì)算出軸的最小直徑;然后通過(guò)計(jì)算作用在軸上的載荷、不同斷面上的轉(zhuǎn)矩、軸向力和彎矩,利用解析法或圖解法確定軸不同位置的支反力,最后利用傳統(tǒng)的計(jì)算公式進(jìn)行強(qiáng)度校核,確定安全系數(shù)。如果安全系數(shù)小于許用安全系數(shù),還要進(jìn)行疲勞強(qiáng)度計(jì)算。此過(guò)程計(jì)算繁雜,反復(fù)性強(qiáng),而且可靠性差,很可能因?yàn)橛?jì)算誤差,造成由于傳動(dòng)軸強(qiáng)度不夠而引發(fā)的軸裂、軸斷事故。因此,研究一種新的準(zhǔn)確、快捷的強(qiáng)度分析方法迫在眉睫。
ANSYS軟件作為一種廣泛應(yīng)用CAE軟件,應(yīng)用有限元法對(duì)結(jié)構(gòu)進(jìn)行靜力學(xué)、動(dòng)力學(xué)、熱力學(xué)和電磁學(xué)等多種分析。通過(guò)ANSYS軟件的應(yīng)用,可以大大縮短軸類(lèi)零件的設(shè)計(jì)周期,從而減少設(shè)計(jì)成本,并有利于多種型號(hào)產(chǎn)品的開(kāi)發(fā)。
萬(wàn)向節(jié)是各類(lèi)車(chē)輛傳動(dòng)系中傳遞扭矩的關(guān)鍵零件之一,它是連接變速器與減速器之間的橋梁,其工作性能直接影響車(chē)輛是否能正常工作。十字軸式萬(wàn)向節(jié)具有結(jié)構(gòu)簡(jiǎn)單,低幅磨損小,傳遞功率大,主、從動(dòng)軸間夾角允許變化范圍大的特點(diǎn),因而在車(chē)輛中應(yīng)用較廣?。由于萬(wàn)向節(jié)叉形狀復(fù)雜,傳統(tǒng)的設(shè)計(jì)方法是根據(jù)經(jīng)驗(yàn)確定萬(wàn)向節(jié)叉的尺寸,但按這種方法設(shè)計(jì)出的萬(wàn)向節(jié)很難達(dá)到最優(yōu)的結(jié)果,所以對(duì)設(shè)計(jì)的合理性提出了疑問(wèn):是否有強(qiáng)度與剛度儲(chǔ)備較大造成材料與產(chǎn)能巨大浪費(fèi)現(xiàn)象這為傳動(dòng)軸萬(wàn)向節(jié)叉的輕量化設(shè)計(jì)及最優(yōu)化設(shè)計(jì)提出了迫切的要求,其經(jīng)濟(jì)效益和社會(huì)效益的潛力是不言而喻的?,F(xiàn)代計(jì)算技術(shù)的發(fā)展使有限元方法得到突飛猛進(jìn)的進(jìn)步。隨著一系列大型分析軟件的開(kāi)發(fā)和完善,有限元方法被越來(lái)越廣泛地應(yīng)用于工程實(shí)踐中。筆者利用三維造型及分析軟件Pro/E對(duì)十字軸式萬(wàn)向節(jié)叉進(jìn)行有限元分析和優(yōu)化設(shè)計(jì),以期對(duì)其整體應(yīng)力分布規(guī)律和應(yīng)力水平有較全面的了解,為萬(wàn)向節(jié)叉的優(yōu)化設(shè)計(jì)提供定量的技術(shù)依據(jù)。
因此通過(guò)本課題的研究可以完成理論課程的實(shí)踐總結(jié),掌握一種流行的設(shè)計(jì)方法和軟件,獲得一定的研究工作方法,提高科研工作素質(zhì)。
二、設(shè)計(jì)(論文)的基本內(nèi)容、擬解決的主要問(wèn)題
1.設(shè)計(jì)的主要內(nèi)容:
(1)萬(wàn)向傳動(dòng)裝置主要零部件的設(shè)計(jì);
(2)主要零部件的有限元分析與優(yōu)化;
(3)主要零部件的設(shè)計(jì)修正;
(4)在CAE分析的基礎(chǔ)上完成設(shè)計(jì)圖紙。
2. 擬解決的主要問(wèn)題:
(1)完成十字軸萬(wàn)向節(jié)、傳動(dòng)軸、滾針軸承、花鍵軸和凸緣叉的設(shè)計(jì);
(2)主要部件的強(qiáng)度校核;
(3)用CAD/CAM/CAE軟件Pro/E進(jìn)行建模;
(4)應(yīng)用ANSYS優(yōu)化工具解決單目標(biāo)多變量約束非線性優(yōu)化問(wèn)題,提高設(shè)計(jì)的準(zhǔn)確度和可靠性,同時(shí)保證設(shè)計(jì)的效率比以往要高;
(5)保證所連接的兩軸盡可能等速運(yùn)轉(zhuǎn)。由于萬(wàn)向節(jié)夾角而產(chǎn)生的載荷震動(dòng)和噪聲應(yīng)在允許的范圍內(nèi),在使用車(chē)速內(nèi)不應(yīng)產(chǎn)生共振現(xiàn)象;
(6)使用有限元分析軟件ANSYS對(duì)萬(wàn)向傳動(dòng)裝置的設(shè)計(jì)零部件進(jìn)行靜態(tài)分析,完成萬(wàn)向傳動(dòng)裝置主要部件的詳細(xì)設(shè)計(jì)從而解決工藝合理、成本低、可靠性高的設(shè)計(jì)要求;
(7)應(yīng)用ANSYS優(yōu)化工具解決單目標(biāo)多變量約束非線性優(yōu)化問(wèn)題,提高設(shè)計(jì)的準(zhǔn)確度和可靠性,同時(shí)保證設(shè)計(jì)的效率比以往要高;
(8)用AutoCAD完成裝配圖、零件圖,表達(dá)設(shè)計(jì)。
三、技術(shù)路線(研究方法)
調(diào)研并查閱相關(guān)資料
確定汽車(chē)萬(wàn)向傳動(dòng)裝置主要參數(shù)
主要零部件的建模
主要零部件的靜態(tài)分析
主要零部件的優(yōu)化設(shè)計(jì)
萬(wàn)向傳動(dòng)裝置的主要零部件的設(shè)計(jì)
優(yōu)化后尺寸確定
用Pro/E完成零部件裝配
完成設(shè)計(jì)圖紙
完成畢業(yè)設(shè)計(jì)說(shuō)明書(shū)
四、進(jìn)度安排
(1)調(diào)研、資料收集,完成開(kāi)題報(bào)告 第1、2周
(2)研究汽車(chē)萬(wàn)向傳動(dòng)裝置的設(shè)計(jì)步驟與設(shè)計(jì)方法,分析萬(wàn)向傳動(dòng)裝置受力情況 第3周
(3)按照傳統(tǒng)的汽車(chē)設(shè)計(jì)方法設(shè)計(jì)萬(wàn)向傳動(dòng)裝置 第4、5周
(4)對(duì)按傳統(tǒng)方法設(shè)計(jì)的萬(wàn)向傳動(dòng)裝置進(jìn)行有限元分析 第6~9周
(5)完成所設(shè)計(jì)裝配圖與零件圖圖紙 第10~12周
(6)完成設(shè)計(jì)說(shuō)明書(shū)的撰寫(xiě),指導(dǎo)教師審核 第13周
(7)畢業(yè)設(shè)計(jì)(論文)修改、完善 第14周
(8)畢業(yè)設(shè)計(jì)(論文)審核、預(yù)審 第15周
(9)畢業(yè)設(shè)計(jì)(論文)修改、完善 第15、16周
(10)畢業(yè)設(shè)計(jì)(論文)答辯準(zhǔn)備及答辯 第17周
五、參考文獻(xiàn)
[1] 郭慧玲. 傳動(dòng)軸的優(yōu)化設(shè)計(jì) [J]. 機(jī)械傳動(dòng), 2008, 32 (6):88-90.
[2] 喻志勇,陽(yáng)華. 汽車(chē)傳動(dòng)軸零件的標(biāo)準(zhǔn)化設(shè)計(jì) [J]. 科技廣場(chǎng), 2009, (5):188-199.
[3] 彭紅星. 傳動(dòng)軸的有限元分析與設(shè)計(jì)優(yōu)化 [J]. 機(jī)械工程師, 2009, (12):114-115.
[4] 吉林工業(yè)大學(xué),諸文農(nóng).底盤(pán)設(shè)計(jì)(上冊(cè)).北京:機(jī)械工業(yè)出版社,1982.4.
[5] 吉林大學(xué),王望予.汽車(chē)設(shè)計(jì)(第四版).北京:機(jī)械工業(yè)出版社,2009.6.
[6] 清華大學(xué),余志生.汽車(chē)?yán)碚摚ǖ谒陌妫?北京:機(jī)械工業(yè)出版社,2008.1.
[7] 陳家瑞。汽車(chē)構(gòu)造(第二版)[M].北京:機(jī)械工業(yè)出版社,2008.1.
[8] 劉惟信.汽車(chē)設(shè)計(jì).北京:清華大學(xué)出版社,2001.7.
[9] 羊拯民.汽車(chē)設(shè)計(jì)叢書(shū)-傳動(dòng)軸和萬(wàn)向節(jié).北京:人民交通出版社,1986.10.
[10] 邢琳,張秀芳.機(jī)械設(shè)計(jì)基礎(chǔ)課程設(shè)計(jì)指導(dǎo)書(shū).北京:機(jī)械工業(yè)出版社,2007.7.
[11] 孫國(guó)剛. 十字軸式傳動(dòng)軸 [J]. 城市公共交通, 2003, (3):101-106.
[12] 李科,何志兵,沈海等. 等速萬(wàn)向節(jié)總成的設(shè)計(jì)方法 [J]. 軸承, 2006, (9):44-45. [13] 吳汀,楊萬(wàn)福. 汽車(chē)傳動(dòng)系萬(wàn)向傳動(dòng)裝置的多目標(biāo)優(yōu)化設(shè)計(jì) [J]. 武漢汽車(chē)工業(yè)大學(xué)學(xué)報(bào), 1999, (1):101-106.
[14] 李科,何志兵,沈海等. 等速萬(wàn)向節(jié)總成的設(shè)計(jì)方法 [J]. 軸承, 2006, (9):5-9.
[15] Julian Happian-Smith. An Introduction to Modern Vehicle Design. Reed Educational and Professional Publishing Ltd 2002.
[16] S.D.Haddad and N.Watson.DESIGN AND APPLICATIONS IN DIESEL ENGINEERING.Ellis Horwood Limited,1984.
六、備注
指導(dǎo)教師意見(jiàn):
簽字: 年 月 日
黑龍江工程學(xué)院本科生畢業(yè)設(shè)計(jì)
目 錄
摘要 Ⅰ
Abstract Ⅱ
第1章 緒論 1
1.1課題研究的目的意義 1
1.2課題的國(guó)內(nèi)外研究現(xiàn)狀 1
1.3設(shè)計(jì)的主要內(nèi)容與技術(shù)路線 2
第2章 萬(wàn)向傳動(dòng)裝置結(jié)構(gòu)方案確定 4
2.1設(shè)計(jì)已知參數(shù) 4
2.2萬(wàn)向傳動(dòng)的運(yùn)動(dòng)和受力分析 4
2.2.1單十字軸萬(wàn)向節(jié)傳動(dòng) 4
2.2.2雙十字軸萬(wàn)向節(jié)傳動(dòng) 6
2.2.3多十字軸萬(wàn)向節(jié)傳動(dòng) 7
2.3結(jié)構(gòu)方案的確定 7
2.3.1萬(wàn)向節(jié)與傳動(dòng)軸的結(jié)構(gòu)型式 7
2.3.2傳動(dòng)軸管、伸縮花鍵及中間支承結(jié)構(gòu)方案分析 8
2.3.3萬(wàn)向節(jié)類(lèi)型分析 10
2.4本章小結(jié) 14
第3章 萬(wàn)向傳動(dòng)裝置設(shè)計(jì) 15
3.1萬(wàn)向節(jié)傳動(dòng)的計(jì)算載荷 15
3.1.1按發(fā)動(dòng)機(jī)最大轉(zhuǎn)矩和一檔傳動(dòng)比來(lái)計(jì)算 15
3.1.2按驅(qū)動(dòng)輪打滑來(lái)計(jì)算 15
3.2 萬(wàn)向傳動(dòng)軸的計(jì)算載荷 16
3.2.1初選十字軸萬(wàn)向節(jié)尺寸 16
3.2.2十字軸萬(wàn)向節(jié)設(shè)計(jì)與校核 18
3.3 滾針軸承設(shè)計(jì) 19
3.3.1滾針軸承初選尺寸 19
3.3.2滾針軸承的接觸應(yīng)力 19
3.4 萬(wàn)向節(jié)叉設(shè)計(jì)和校核 20
3.5 傳動(dòng)軸的設(shè)計(jì)計(jì)算 21
3.5.1傳動(dòng)軸的臨界轉(zhuǎn)速 22
3.5.2傳動(dòng)軸長(zhǎng)度和內(nèi)外徑確定 23
3.5.3傳動(dòng)軸的校核 23
3.6 花鍵軸的設(shè)計(jì)計(jì)算 24
3.6.1花鍵軸初選尺寸 24
3.6.2花鍵軸的校核 25
3.7 中間支承的結(jié)構(gòu)分析和設(shè)計(jì) 25
3.8 本章小結(jié) 28
第4章 萬(wàn)向傳動(dòng)裝置的有限元靜力學(xué)分析 29
4.1 基于Pro/ENGINEER軟件的三維建模 29
4.1.1 Pro/ENGINEER軟件簡(jiǎn)介 29
4.1.2利用Pro/E進(jìn)行三維建模 30
4.2基于ANSYS的有限元模型生成 31
4.2.1 ANSYS有限元分析軟件的簡(jiǎn)介 31
4.2.2 Pro/E與ANSYS接口的創(chuàng)建 33
4.2.3基于ANSYS的有限元模型生成 35
4.3萬(wàn)向傳動(dòng)裝置靜載和約束的施加與結(jié)果分析 36
4.3.1十字軸有限元受力分析 36
4.3.2萬(wàn)向節(jié)有限元受力分析 39
4.3.3中間傳動(dòng)軸有限元受力分析 44
4.4本章小結(jié) 47
第5章 萬(wàn)向傳動(dòng)裝置的有限元優(yōu)化設(shè)計(jì) 48
5.1優(yōu)化設(shè)計(jì)概述 48
5.2基于有限元的十字軸優(yōu)化設(shè)計(jì) 49
5.2.1十字軸數(shù)學(xué)模型建立 49
5.2.2十字軸優(yōu)化結(jié)果分析 50
5.3萬(wàn)向節(jié)叉的結(jié)構(gòu)優(yōu)化 52
5.3.1萬(wàn)向節(jié)叉的數(shù)學(xué)模型建立 52
5.3.2萬(wàn)向節(jié)叉的優(yōu)化結(jié)果分析 53
5.4傳動(dòng)軸管的優(yōu)化 56
5.4.1傳動(dòng)軸管的數(shù)學(xué)模型建立 56
5.4.2傳動(dòng)軸管優(yōu)化結(jié)果分析 56
5.5萬(wàn)向傳動(dòng)裝置優(yōu)化后尺寸的確定 58
5.6進(jìn)行整機(jī)裝配與校核 58
5.6.1 Pro/E實(shí)體建模后的整體裝配圖 58
5.6.2干涉檢查 60
5.7本章小結(jié) 61
結(jié)論 62
參考文獻(xiàn) 63
致謝 64
附錄 65
附錄A 外文文獻(xiàn)原文 65
附錄B 外文文獻(xiàn)中文翻譯 69
Ⅴ
附 錄
附錄A 外文文獻(xiàn)原文
A shaft assembly, profile
The shaft axis in two different, even in its working process and relative position between the two shafts changing. According to the important components - shaft, can have the different universal classification. If the direction in reverse universal elastic, whether can be divided into the rigid universal shaft transmission and flexible joints. The former is the hinged on parts of the power transmission link, the latter by elastic parts, and has passed dynamic buffer reduced. Rigid gimbal and can be divided into different speed universal shaft type (such as cross gimbal) and patterned (such as double type gimbal, three pin shaft type gimbal) and patterned (such as ball cage gimbal, fork type gimbal). Patterned constant, and refers to the driven shaft rotation in driving shaft with the rotation Angle, whether of equal velocity, of course, driving shaft and driven shafts is equal to the speed of the average.
Lord, the driven shaft axis in two angular change when the Angle between the universal and equal still called patterned or DengJiao velocity universal. They mainly used to drive axles, breaking the wheel transmission device etc, and is mainly used in the power of the car. When the car for a rear wheel drive, often using the universal shaft, on the part of high-grade car, have adopted the isokinetic ball head, When the car for front wheel drive, often USES patterned constant - universal shaft, but also a kind of different appellation.
In front of a rear wheel drive motor (or all round the bus driver), due to the automobile suspension in athletic process, main reducer drive shaft transmission (or input shaft and FenDongXiang) output shaft is relative motion between often, in addition to avoid certain institutions or device (not) line, there must be a device to realize the dynamic transfer, then the normal appeared gimbal transmission. Universal must have the following characteristics: the transmission and ensure that the relative position of the two shafts in expected range changes, can reliably transfer power, B, ensure that connects the two shafts could even operation. Due to the universal and additional load Angle, the vibration and noise should be allowed in, C, high transmission efficiency, long service life, simple structure, easy fabrication, easy maintenance. For automobile, due to a cross gimbal output shaft relative to the input shaft (have) is not constant rotation Angle, therefore, must adopt double gimbal (or more), and the universal shaft driving connected with the two cardan arrangement in the same plane and make two equal to the Angle. It is very important. In the design to minimize the Angle.
Shaft assembly imbalance is the transmission of the bending vibration. The cause of the vibration noise is obvious. In addition, the universal joint cardan shaft kiln, axial clearance, the sliding spline shaft assembly precision, peeling ends when high-speed rotary shaft transmission and the elastic deformation of a hot spot balance affecting factors can change the imbalance of shaft assembly. Reducing the imbalance, shaft for cars, especially the high-speed car like (car) is extremely important, otherwise it will cause a lot of relevant fault or damage.
The universal shaft rigidity of vehicle drivetrain is in the most widely used, and the long history. Usually say the shaft is generally refers to the universal shaft rigidity type. The axial rigidity of universal is mainly used in the transmission Angle of CAM flange, generally, the shaft needle bearing assembly, cardan joint or sliding fork, fork or spline fork, needle bearing axial fixation. Ashdod, with the gearbox commonly margin fork shaft drive or other such links. Tu margin with a fork is the flange, generally USES the fork form part of the carbon steel or medium-carbon steel forging, also have adopted the ductile iron castings and sand carbon steel or medium-carbon steel high precision castings. Tu margin with a flat binary general, also have brought a flanged end flange of trapezoid tooth. The shaft needle bearing assembly includes four needle bearing, a cross axis, a grease. Roller bearings are generally consists of several needle roller bearings, a bowl, a blade rubber seal (more than with partial skeleton). In some needle bearing, and a belt round bearings, nylon, gasket also adopts copper or other materials, mainly for the decrease of universal shaft axial clearance, improve the quality of dynamic balance. A binary form cardan parts, generally USES medium-carbon steel or carbon steel forging parts, also have adopted the precision casting medium-carbon steel. Needle bearing axial fixation thing is generally holes (or axis) with elastic ring (internal and external), or bearing the cassette, bolt locking plate, etc.Another shaft is an important part of the spline is sliding, internal and external spline (rectangular), and the involute used to convey length change.The universal shaft and sliding swinging Angle of slip is biggest spline is decorated, according to the vehicle shaft and beat the check.Transmission of low carbon steel tube generally made of steel wire coiling of big norms, the tube, also have adopted the cold drawn seamless tube. The tube diameter and wall thickness (or diameter) is based on the maximum transmission torque, highest speed conditions of work. Hollow shaft tube has smaller quality and can deliver large torque, and the same diameter than the solid shaft possesses higher critical speed characteristics.
Normally, two gimbal centre distance is not more than 1.5 m. When the distance is close, generally by two universal and a sliding spline shaft, no vice. When the distance and make more than 1.5 m shaft length, often divided into two or three roots, using three or four joints, and finally a belt, the rest of the spline vice sliding bearing structure among belt.Typical middle by a supporting general cylindrical ball bearing, a housing, two seal, a rubber pad, a grease mouth. By supporting bracket among middle shaft connecting to the frame beams, transmission line and the middle axis required support among perpendicular to the plane. General layout in supporting shaft transmission system among the first-order critical speed nodes.In use process, generally need timely maintenance. In the joints, sliding bearing etc, among the spline is fat mouth place, want to periodically according to related regulations prescribed grease filling. Also have adopted in maintenance free universal shaft bearings and support in the reserve, need not regular grease filling grease.
Second, the universal description
Universal joint is a key component of the car transmission. In front of the rear wheel drive motor vehicle, universal shaft installed in transmission and the output shaft drive between input shaft gear reducer, And lead the front wheel drive motor vehicle omitted, universal shaft driving is responsible for installation in the front axle and be responsible for steering wheels and half shaft.
Automobile is a movement of objects. The bus driver, engine, clutch and transmission as a whole, and installed in the frame by elastic suspension frame and drive connections between a distance, the need for connection. The car runs in rough pavement produces change, load or two assembly location, will make the output shaft transmission with the reducer drive shaft Angle between input and the distance change, therefore, to use a "in changing" devices to solve this question, it is the universal.
In between, off-road vehicle transmission and the front drive thansfer can turn with half shaft drive between the universal, need to do ". The structure and function of a bit like human limbs, it is allowed to connect the Angle between the parts. But it and body joints and different forms of activities, it only allows the Angle of the change in a certain range.Universal shaft type is the universal, rigid patterned (double axle and three pin shaft type), patterned (ball fork and ball cage), cross gimbal sex. After the car at the most widely used a cross gimbal.Single gimbal cannot make the output shaft and the instantaneous velocity of axle shaft vibration, easy to cause the equal parts, aggravate the damage, produce a lot of noise. Therefore, after the car driver using universal form of transmission shaft double gimbal, is a universal at each end, its function is equal to the transmission Angle, both the output shaft and the instantaneous velocity of axle shaft always equal.
In order to satisfy the power transmission, steering and auto operation generated by beating down before the Angle, drive the car drive shaft and the wheel, and also used between universal connected. Due to the limit, the axial dimensions of landform and bigger, request to do, so common universal widely adopted various patterned. In general, the former drive car every half shaft with two patterned, near the speed of universal joint is a half drive axle shaft inside, near the universal shaft lateral velocity is half. In various patterned, common ball cage is universal, it with six steel ball force, driving shaft and driven shafts intersect in any of the circumstances, the ball is located on the intersection of two in two axis, namely the equally intersect, thus ensure the driven shaft, equal angles speed transmission.
附錄B 外文文獻(xiàn)中文翻譯
傳動(dòng)軸簡(jiǎn)介
傳動(dòng)軸,在不同軸心的兩軸間甚至在工作過(guò)程中相對(duì)位置不斷變化的兩軸間傳遞動(dòng)力。傳動(dòng)軸按其重要部件——萬(wàn)向節(jié)的不同,可有不同的分類(lèi)。如果按萬(wàn)向節(jié)在扭轉(zhuǎn)的方向是否有明顯的彈性可分為剛性萬(wàn)向節(jié)傳動(dòng)軸和撓性萬(wàn)向節(jié)傳動(dòng)軸。前者是靠零件的鉸鏈?zhǔn)铰?lián)接傳遞動(dòng)力的,后者則靠彈性零件傳遞動(dòng)力,并具有緩沖減振作用。剛性萬(wàn)向節(jié)又可分為不等速萬(wàn)向節(jié)(如十字軸式萬(wàn)向節(jié))、準(zhǔn)等速萬(wàn)向節(jié)(如雙聯(lián)式萬(wàn)向節(jié)、三銷(xiāo)軸式萬(wàn)向節(jié))和等速萬(wàn)向節(jié)(如球籠式萬(wàn)向節(jié)、球叉式萬(wàn)向節(jié))。等速與不等速,是指從動(dòng)軸在隨著主動(dòng)軸轉(zhuǎn)動(dòng)時(shí),兩者的轉(zhuǎn)動(dòng)角速率是否相等而言的,當(dāng)然,主動(dòng)軸和從動(dòng)軸的平均轉(zhuǎn)速是相等的。
主、從動(dòng)軸的角速度在兩軸之間的夾角變動(dòng)時(shí)仍然相等的萬(wàn)向節(jié),稱為等速萬(wàn)向節(jié)或等角速萬(wàn)向節(jié)。它們主要用于轉(zhuǎn)向驅(qū)動(dòng)橋、斷開(kāi)式驅(qū)動(dòng)橋等的車(chē)輪傳動(dòng)裝置中,主要用于轎車(chē)中的動(dòng)力傳遞。當(dāng)轎車(chē)為后輪驅(qū)動(dòng)時(shí),常采用十字軸式萬(wàn)向節(jié)傳動(dòng)軸,對(duì)部分高檔轎車(chē),也有采用等速球頭的;當(dāng)轎車(chē)為前輪驅(qū)動(dòng)時(shí),則常采用等速萬(wàn)向節(jié)——等速萬(wàn)向節(jié)也是一種傳動(dòng)軸,只是稱謂不同而已。
在發(fā)動(dòng)機(jī)前置后輪驅(qū)動(dòng)(或全輪驅(qū)動(dòng))的汽車(chē)上,由于汽車(chē)在運(yùn)動(dòng)過(guò)程中懸架變形,驅(qū)動(dòng)軸主減速器輸入軸與變速器(或分動(dòng)箱)輸出軸間經(jīng)常有相對(duì)運(yùn)動(dòng),此外,為有效避開(kāi)某些機(jī)構(gòu)或裝置(無(wú)法實(shí)現(xiàn)直線傳遞),必須有一種裝置來(lái)實(shí)現(xiàn)動(dòng)力的正常傳遞,于是就出現(xiàn)了萬(wàn)向節(jié)傳動(dòng)。萬(wàn)向節(jié)傳動(dòng)必須具備以下特點(diǎn):a、保證所連接兩軸的相對(duì)位置在預(yù)計(jì)范圍內(nèi)變動(dòng)時(shí),能可靠地傳遞動(dòng)力;b 、保證所連接兩軸能均勻運(yùn)轉(zhuǎn)。由于萬(wàn)向節(jié)夾角而產(chǎn)生的附加載荷、振動(dòng)和噪聲應(yīng)在允許范圍內(nèi);c 、傳動(dòng)效率要高,使用壽命長(zhǎng),結(jié)構(gòu)簡(jiǎn)單,制造方便,維修容易。對(duì)汽車(chē)而言,由于一個(gè)十字軸萬(wàn)向節(jié)的輸出軸相對(duì)于輸入軸(有一定的夾角)是不等速旋轉(zhuǎn)的,為此必須采用雙萬(wàn)向節(jié)(或多萬(wàn)向節(jié))傳動(dòng),并把同傳動(dòng)軸相連的兩個(gè)萬(wàn)向節(jié)叉布置在同一平面,且使兩萬(wàn)向節(jié)的夾角相等。這一點(diǎn)是十分重要的。在設(shè)計(jì)時(shí)應(yīng)盡量減小萬(wàn)向節(jié)的夾角。
傳動(dòng)軸總成不平衡是傳動(dòng)系彎曲振動(dòng)的主要原因。其引起的振動(dòng)噪聲是明顯的。此外,萬(wàn)向節(jié)十字軸的軸向竄動(dòng)、傳動(dòng)軸滑動(dòng)花鍵中的間隙、傳動(dòng)軸總成兩端連接處的定心精度、高速回轉(zhuǎn)時(shí)傳動(dòng)軸的彈性變形及傳動(dòng)軸上點(diǎn)焊平衡片時(shí)的熱影響因素等都能改變傳動(dòng)軸總成的不平衡度。降低傳動(dòng)軸的不平衡度,對(duì)于汽車(chē),尤其是高速汽車(chē)如(轎車(chē))是極其重要的,否則會(huì)引起很多相關(guān)故障或異常損壞。
十字軸式剛性萬(wàn)向節(jié)傳動(dòng)軸在汽車(chē)傳動(dòng)系中用得最廣泛,歷史也最悠久。平時(shí)所說(shuō)的傳動(dòng)軸一般指的就是十字軸式剛性萬(wàn)向節(jié)傳動(dòng)軸。十字軸式剛性萬(wàn)向節(jié)主要用于傳遞角度的變化,一般由突緣叉、十字軸帶滾針軸承總成、萬(wàn)向節(jié)叉或滑動(dòng)叉、中間連接叉或花鍵軸叉、滾針軸承的軸向固定件等組成。突緣叉一般與變速箱、驅(qū)動(dòng)橋或別的傳動(dòng)軸等連接。突緣叉是一個(gè)帶法蘭的叉形零件,一般采用中碳鋼或中碳合金鋼的鍛造件,也有采用球墨鑄鐵的砂型鑄造件和中碳鋼或中碳優(yōu)質(zhì)合金鋼的精密鑄造件。突緣叉一般帶一個(gè)平法蘭,也有帶一個(gè)端面梯形齒法蘭的。十字軸帶滾針軸承總成一般包括四個(gè)滾針軸承、一個(gè)十字軸、一個(gè)滑脂嘴。滾針軸承一般由若干個(gè)滾針、一個(gè)軸承碗、一個(gè)多刃口橡膠油封(部分帶骨架)組成。在某些滾針軸承中,還有一個(gè)帶油槽的圓形墊片,有尼龍的,也有采用銅片或其他材料的,主要用于減小萬(wàn)向節(jié)軸向間隙,提高傳動(dòng)軸動(dòng)平衡品質(zhì)。萬(wàn)向節(jié)叉是一個(gè)叉形零件,一般采用中碳鋼或中碳合金鋼的鍛造件,也有采用中碳鋼的精密鑄造件。滾針軸承的軸向固定件一般是孔(或軸)用彈性擋圈(內(nèi)外卡式),或軸承壓板、鎖片、螺栓等。
傳動(dòng)軸的另外一個(gè)重要的組成部分是滑動(dòng)花鍵副,由內(nèi)、外花鍵(矩形、漸開(kāi)線)組成,用于傳遞長(zhǎng)度的變化。傳動(dòng)軸的萬(wàn)向節(jié)擺角和滑動(dòng)花鍵副的最大伸縮量,是根據(jù)整車(chē)布置時(shí)進(jìn)行的傳動(dòng)軸跳動(dòng)校核而確定的。傳動(dòng)軸管一般由低碳鋼板卷制的電焊鋼管制成,對(duì)大規(guī)格的軸管,也有采用冷拔無(wú)縫管的。軸管的外徑和壁厚(或內(nèi)徑)是根據(jù)傳動(dòng)軸所傳遞的最大工作扭矩、最高工作轉(zhuǎn)速等條件確定的??招牡妮S管具有較小的質(zhì)量并能傳遞較大的扭矩,并且比相同外徑的實(shí)心軸具有更高的臨界轉(zhuǎn)速的特點(diǎn)。
一般情況下,兩萬(wàn)向節(jié)中心距不大于1.5m。當(dāng)距離較近時(shí),一般由兩個(gè)萬(wàn)向節(jié)和一個(gè)滑動(dòng)花鍵副組成,中間無(wú)軸管。當(dāng)距離較遠(yuǎn)而使傳動(dòng)軸的長(zhǎng)度超過(guò)1.5m時(shí),常常分成兩根或三根,采用三個(gè)或四個(gè)萬(wàn)向節(jié),且最后一根帶滑動(dòng)花鍵副,其余的帶中間支承的結(jié)構(gòu)型式。
典型的中間支承一般由一個(gè)圓柱球軸承、一個(gè)軸承座、兩個(gè)油封、一個(gè)橡膠墊、一個(gè)滑脂嘴組成。中間傳動(dòng)軸由中間支承支架連接到車(chē)架橫梁上,要求中間傳動(dòng)軸軸心線與中間支承平面垂直。一般要求傳動(dòng)軸中間支承布置在傳動(dòng)軸系統(tǒng)的一階臨界轉(zhuǎn)速節(jié)點(diǎn)上。在使用過(guò)程中,一般需要按時(shí)保養(yǎng)。在萬(wàn)向節(jié)、滑動(dòng)花鍵副、中間支承等有滑脂嘴的地方,要按有關(guān)規(guī)定進(jìn)行定期加注規(guī)定的潤(rùn)滑脂。也有采用免維護(hù)的傳動(dòng)軸,在萬(wàn)向節(jié)和中間支承的軸承內(nèi)有預(yù)留的潤(rùn)滑脂,不需要定期加注潤(rùn)滑脂。
萬(wàn)向節(jié)是汽車(chē)傳動(dòng)軸上的關(guān)鍵部件。在前置發(fā)動(dòng)機(jī)后輪驅(qū)動(dòng)的車(chē)輛上,萬(wàn)向節(jié)傳動(dòng)軸安裝在變速器輸出軸與驅(qū)動(dòng)橋主減速器輸入軸之間;而前置發(fā)動(dòng)機(jī)前輪驅(qū)動(dòng)的車(chē)輛省略了傳動(dòng)軸,萬(wàn)向節(jié)安裝在既負(fù)責(zé)驅(qū)動(dòng)又負(fù)責(zé)轉(zhuǎn)向的前橋半軸與車(chē)輪之間。
汽車(chē)是一個(gè)運(yùn)動(dòng)的物體。在后驅(qū)動(dòng)汽車(chē)上,發(fā)動(dòng)機(jī)、離合器與變速器作為一個(gè)整體安裝在車(chē)架上,而驅(qū)動(dòng)橋通過(guò)彈性懸掛與車(chē)架連接,兩者之間有一個(gè)距離,需要進(jìn)行連接。汽車(chē)運(yùn)行中路面不平產(chǎn)生跳動(dòng),負(fù)荷變化或者兩個(gè)總成安裝位置差異,都會(huì)使得變速器輸出軸與驅(qū)動(dòng)橋主減速器輸入軸之間的夾角和距離發(fā)生變化,因此要用一個(gè)“以變應(yīng)變”的裝置來(lái)解決這一個(gè)問(wèn)題,因此就有了萬(wàn)向節(jié)。另外在越野車(chē)變速器與分動(dòng)器之間,前驅(qū)動(dòng)的可轉(zhuǎn)向驅(qū)動(dòng)橋與半軸之間,都需要這個(gè)萬(wàn)向節(jié)做“關(guān)節(jié)”。萬(wàn)向節(jié)的結(jié)構(gòu)和作用有點(diǎn)象人體四肢上的關(guān)節(jié),它允許被連接的零件之間的夾角變化。但它與肢體關(guān)節(jié)的活動(dòng)形式又有所不同,它僅允許夾角在一定范圍內(nèi)變化。萬(wàn)向節(jié)有十字軸式剛性萬(wàn)向節(jié),準(zhǔn)等速萬(wàn)向節(jié)(雙聯(lián)軸式和三銷(xiāo)軸式),等速萬(wàn)向節(jié)(球叉式和球籠式),擾性萬(wàn)向節(jié)。目前后驅(qū)動(dòng)汽車(chē)上應(yīng)用最廣的一種是十字軸萬(wàn)向節(jié)。
單個(gè)的萬(wàn)向節(jié)不能使輸出軸與軸入軸的瞬時(shí)角速度相等,容易造成振動(dòng),加劇機(jī)件的損壞,產(chǎn)生很大的噪音。因此,后驅(qū)動(dòng)汽車(chē)的萬(wàn)向節(jié)傳動(dòng)形式都采用雙萬(wàn)向節(jié),就是傳動(dòng)軸兩端各有一個(gè)萬(wàn)向節(jié),其作用是使傳動(dòng)軸兩端的夾角相等,保證輸出軸與軸入軸的瞬時(shí)角速度始終相等。
為了滿足動(dòng)力傳遞、轉(zhuǎn)向和汽車(chē)運(yùn)行時(shí)所產(chǎn)生的上下跳動(dòng)所造成的角度變化,前驅(qū)動(dòng)汽車(chē)的驅(qū)動(dòng)橋,半軸與輪軸之間也常用萬(wàn)向節(jié)相連。由于受軸向尺寸的限制,要求偏角又比較大,普通萬(wàn)向節(jié)難以勝任,所以廣泛采用各式各樣的等速萬(wàn)向節(jié)。在一般前驅(qū)動(dòng)汽車(chē)上,每個(gè)半軸用兩個(gè)等速萬(wàn)向節(jié),靠近變速驅(qū)動(dòng)橋的萬(wàn)向節(jié)是半軸內(nèi)側(cè)萬(wàn)向節(jié),靠近車(chē)軸的是半軸外側(cè)萬(wàn)向節(jié)。在各種等速萬(wàn)向節(jié)中,常見(jiàn)是球籠式萬(wàn)向節(jié),它用六個(gè)鋼球傳力,主動(dòng)軸與從動(dòng)軸在任何交角的情況下,鋼球都位于兩園的交點(diǎn)上,即位于兩軸交角的平分面上,從而保證主、從動(dòng)軸等角速度傳動(dòng)。
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