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2012屆畢業(yè)設(shè)計(jì)說(shuō)明書(shū)
一、課題的主要內(nèi)容和基本要求
參數(shù)：發(fā)動(dòng)機(jī)最大扭矩（N.m）：210.9; 一檔傳動(dòng)比：5.568 ; 主減速器減速比：6.142
要求:采用中間軸式、全同步器換檔。本次設(shè)計(jì)要求：對(duì)各檔齒輪的接觸強(qiáng)度、
彎曲應(yīng)力及軸的強(qiáng)度、剛度進(jìn)行校核計(jì)算。
設(shè)計(jì)工作量:
1、集資料、進(jìn)行方案論證、結(jié)構(gòu)分析，確定合理的結(jié)構(gòu)方案。
2、選擇正確的參數(shù)，對(duì)變速器的強(qiáng)度及剛度進(jìn)行校核計(jì)算。
3、三維建模，變速器結(jié)構(gòu)圖；繪CAD圖（A1）一張。
4、設(shè)計(jì)中的計(jì)算要求編程，上機(jī)計(jì)算，打印程序、結(jié)果。
5、英譯中大于5000字符（折合中文約大于3000字）。
6、設(shè)計(jì)說(shuō)明書(shū)應(yīng)包括：目錄、中、英文摘要、設(shè)計(jì)說(shuō)明、方案論證、計(jì)算過(guò)程、結(jié)論、畢業(yè)設(shè)計(jì)完成情況的自我評(píng)價(jià)及其它說(shuō)明。要求大于1.2萬(wàn)字。
二、進(jìn)度計(jì)劃與應(yīng)完成的工作：
第四周：進(jìn)行方案論證。
第五、六周：齒輪設(shè)計(jì)與校核（含編程計(jì)算）及各軸傳動(dòng)方案確定與各軸的定位。
第七、八周：軸尺寸的確定，軸承、花鍵的選擇，軸及花鍵的校核，同步器的設(shè)計(jì)。
第九、十、十一、十二周：完成三維設(shè)計(jì)數(shù)模及設(shè)計(jì)圖紙。
第十三、十四周：整理完成說(shuō)明書(shū)；進(jìn)行外文翻譯；檢查圖紙及設(shè)計(jì)說(shuō)明書(shū)，訂正錯(cuò)誤。為答辯做好充分準(zhǔn)備。。
三、完成期限：2012、05、18
四、主要參考文獻(xiàn)、資料：
汽車構(gòu)造、汽車?yán)碚?、汽車設(shè)計(jì)、機(jī)械零件、材料力學(xué)，現(xiàn)代汽車設(shè)計(jì)手冊(cè)、機(jī)械零件設(shè)計(jì)手冊(cè)、汽車底盤(pán)圖冊(cè)
摘 要
本次輕型貨車變速器的設(shè)計(jì)，主要目的是檢驗(yàn)大學(xué)四年的學(xué)習(xí)成果以及為將來(lái)的工作打下堅(jiān)實(shí)的基礎(chǔ)。文中闡述了變速器的功用與設(shè)計(jì)要求，對(duì)該變速器進(jìn)行了了大量的調(diào)查研究，并進(jìn)行了初步的方案論證，根據(jù)設(shè)計(jì)要求決定選用了三軸式四檔變速器，中間軸采用旋轉(zhuǎn)式，倒檔的換檔方式采用倒檔軸上滑動(dòng)齒輪換檔，其他檔位采用同步器換檔，根據(jù)輕型貨車的要求，操縱機(jī)構(gòu)選用遠(yuǎn)距離操縱。說(shuō)明并論證了變速器主要參數(shù)的確定，齒輪幾何參數(shù)的計(jì)算、列表、齒輪材料的選擇、齒輪的強(qiáng)度計(jì)算、強(qiáng)度校核，軸的設(shè)計(jì)及強(qiáng)度剛度校核，軸的材料選擇和校核，軸承的選擇，花鍵的選擇。并簡(jiǎn)單介紹了變速器的拆裝順序，以及對(duì)本次設(shè)計(jì)做出總結(jié)。整個(gè)畢業(yè)設(shè)計(jì)歷時(shí)兩個(gè)多月，在老師的悉心指導(dǎo)和同學(xué)的熱心幫助下得以順利完成。最后感謝在畢業(yè)設(shè)計(jì)期間給予我?guī)椭睦蠋熀屯瑢W(xué)。
本次設(shè)計(jì)，計(jì)算機(jī)三維建模，變速器結(jié)構(gòu)圖及繪CAD圖（A1）一張1張，翻譯外文資料一份，編寫(xiě)MATLAB程序3份，以及編輯說(shuō)明書(shū)一份。
關(guān)鍵詞：輕型貨車 變速器 設(shè)計(jì) 三軸式 倒檔軸
ABSTRACT
The design of this light truck transmission, the main purpose is to test the results of four years of study in the university and lay a solid foundation for the future work.This design explained the function of the transmission and design requirements, had the transmission a large number of surveys and studies, and conducted a preliminary studies program. According to the design requirement to choose a three-axis 4th speed transmission and the rotation middle shaft, the reverse stall used to shift the gear on the reverse gear shaft, the other stalls used Synchronizer shift, according to the design requirements of the light truck,the manipulation agencies use remote control. Describe and demonstrate the determination of main parameters of transmission, gear geometric parameters of the calculation, the list, the choice of gear materials, gear strength calculation, strength check, shaft stiffness and strength check of the design, material selection and check of the shaft, bearings choice, the choice of spline. And briefly describes the transmission of the disassembly order, and make a summary of this design. Graduation took the whole two months, the guidance of teachers and students enthusiastic assistance been completed successfully.Finally thanks to the teachers and classmates who give me much help during the graduation design.
This design, three-dimensional computer modeling, CAD drawing transmission structure, and Figure (A1) a 1, a translation of foreign language data, the preparation of 3 copies of MATLAB programs, and editing a manual.
KEY WORDS： light truck, transmission, design, three-axis, the reverse gear shaft
廣西科技大學(xué)（籌）2012屆畢業(yè)設(shè)計(jì)說(shuō)明書(shū)
第1章 外文翻譯
1中文翻譯：
變速器
所有變速箱技術(shù)中，手動(dòng)變速器的效益最高，輸出功率可達(dá)到輸入功率的96%，但并不是所有的人都能駕馭手動(dòng)變速箱，也不是所有人愿意用它。因?yàn)橛檬謩?dòng)變速器需要踩離合器，這是在交通繁忙的時(shí)候很不舒服，駕駛員容易疲勞，而由扭矩中斷導(dǎo)致的“點(diǎn)頭”效應(yīng)也會(huì)使乘客很難受。
由駕駛員操縱離合器而產(chǎn)生的扭矩中斷是手動(dòng)變速器主要的缺點(diǎn)。在換檔加速時(shí)，駕駛員都必須通過(guò)松開(kāi)油門(mén)并踩下離合器來(lái)使扭矩中斷，完成整個(gè)過(guò)程大概需要一秒，但在這段時(shí)間里車輛會(huì)暫時(shí)停止加速，速度也會(huì)降低。
與此截然不同的是自動(dòng)變速箱，到目前為止現(xiàn)代汽車自動(dòng)變速器是汽車上最復(fù)雜的元件。它是一種可以自己換擋的變速器。力矩轉(zhuǎn)換器或流體聯(lián)合器被用來(lái)代替手動(dòng)離合器連接發(fā)動(dòng)機(jī)。
汽車上變后輪驅(qū)動(dòng)或前輪驅(qū)動(dòng)是車輛自動(dòng)變速器的兩種基本類型。在一個(gè)后輪驅(qū)動(dòng)的速器通常放在發(fā)動(dòng)機(jī)后面凸起后長(zhǎng)板旁邊氣體踏板下方的位置。駕駛桿連接變速器后端，最終駕駛的準(zhǔn)確位置在后軸，用操縱力控制后輪。發(fā)動(dòng)機(jī)的動(dòng)力簡(jiǎn)單連續(xù)的在這個(gè)系統(tǒng)中循環(huán)，在通過(guò)變速器時(shí)改變力矩，通過(guò)傳動(dòng)軸后在主減速器分流到兩后輪。
在前輪驅(qū)動(dòng)汽車中，變速器常常兼有最終驅(qū)動(dòng)叫做變速驅(qū)動(dòng)橋。前輪驅(qū)動(dòng)汽車通常在發(fā)動(dòng)機(jī)的后下方安裝有橫向變速驅(qū)動(dòng)橋。前橋直接連接在發(fā)動(dòng)機(jī)的變速驅(qū)動(dòng)橋上為前輪提供動(dòng)力，動(dòng)力從發(fā)動(dòng)機(jī)出發(fā)轉(zhuǎn)過(guò)一個(gè)大鏈條后經(jīng)180°轉(zhuǎn)變傳給變速器。從而，將主動(dòng)力通過(guò)變速器后分流傳到驅(qū)動(dòng)軸再送到兩前輪。
也有一些其他方式的前輪驅(qū)動(dòng)車輛，車架前方代替另一邊的其他系統(tǒng)驅(qū)動(dòng)四輪，但在這兒僅對(duì)其中的兩個(gè)系統(tǒng)進(jìn)行說(shuō)明。相對(duì)于前輪驅(qū)動(dòng)來(lái)說(shuō)最流行的是后輪驅(qū)動(dòng)，在發(fā)動(dòng)機(jī)上連接一個(gè)輸出軸，將改變后的力矩傳給后驅(qū)動(dòng)輪。這個(gè)系統(tǒng)是探尋前后軸實(shí)施改進(jìn)的新的節(jié)能動(dòng)力平衡裝置。另一個(gè)驅(qū)動(dòng)系統(tǒng)是把所有的驅(qū)動(dòng)零件都按在后輪上。這種排列方式發(fā)動(dòng)機(jī)通常后置。
現(xiàn)代自動(dòng)變速器由許多的部件和系統(tǒng)組成，它們有行星齒輪組、液壓系統(tǒng)、密封圈和密封襯墊、變矩器、油壓調(diào)節(jié)器、調(diào)制器、節(jié)氣門(mén)拉線、電子控制裝置等，經(jīng)精心設(shè)計(jì)運(yùn)轉(zhuǎn)協(xié)調(diào)，其中的電子控制裝置經(jīng)歷了多年的發(fā)展，已經(jīng)以巧妙的形式溶入了許多人性化的設(shè)計(jì)。
汽車上的行星齒輪主要用在兩個(gè)地方，一是驅(qū)動(dòng)橋減速器、二是自動(dòng)變速器。很多網(wǎng)友都想知道，行星齒輪有什么功能，為什么汽車少不了它。
我們熟知的齒輪絕大部分都是轉(zhuǎn)動(dòng)軸線固定的齒輪。例如機(jī)械式鐘表，上面所有的齒輪盡管都在做轉(zhuǎn)動(dòng)，但是它們的轉(zhuǎn)動(dòng)中心（與圓心位置重合）往往通過(guò)軸承安裝在機(jī)殼上，因此，它們的轉(zhuǎn)動(dòng)軸都是相對(duì)機(jī)殼固定的，因而也被稱為"定軸齒輪"。 軸線固定的齒輪傳動(dòng)原理很簡(jiǎn)單，在一對(duì)互相嚙合的齒輪中，有一個(gè)齒輪作為主動(dòng)輪，動(dòng)力從它那里傳入，另一個(gè)齒輪作為從動(dòng)輪，動(dòng)力從它往外輸出。也有的齒輪僅作為中轉(zhuǎn)站，一邊與主動(dòng)輪嚙合，另一邊與從動(dòng)輪嚙合，動(dòng)力從它那里通過(guò)。
在包含行星齒輪的齒輪系統(tǒng)中，情形就不同了。由于存在行星架，也就是說(shuō)，可以有三條轉(zhuǎn)動(dòng)軸允許動(dòng)力輸入/輸出，還可以用離合器或制動(dòng)器之類的手段，在需要的時(shí)候限制其中一條軸的轉(zhuǎn)動(dòng)，剩下兩條軸進(jìn)行傳動(dòng)，這樣一來(lái)，互相嚙合的齒輪之間的關(guān)系就可以有多種組合：動(dòng)力從其中一個(gè)太陽(yáng)輪輸入，從另外一個(gè)太陽(yáng)輪輸出，行星架通過(guò)剎車機(jī)構(gòu)剎死；動(dòng)力從其中一個(gè)太陽(yáng)輪輸入，從行星架輸出，另外一個(gè)太陽(yáng)輪剎死；動(dòng)力從行星架輸入，從其中一個(gè)太陽(yáng)輪輸出，另外一個(gè)太陽(yáng)輪剎死；兩股動(dòng)力分別從兩個(gè)太陽(yáng)輪輸入，合成后從行星架輸出；兩股動(dòng)力分別從行星架和其中一個(gè)太陽(yáng)輪輸入，合成后從另外一個(gè)太陽(yáng)輪輸出；動(dòng)力從其中一個(gè)太陽(yáng)輪輸入，從另外一個(gè)太陽(yáng)輪和行星架分兩路輸出；動(dòng)力從行星架輸入，分兩路從兩個(gè)太陽(yáng)輪輸出。
由于采用了變矩器，這種變速器的換檔質(zhì)量不錯(cuò)但效率相對(duì)較差雖然目前有所改進(jìn)。因此，目前進(jìn)行了許多研究，試圖發(fā)現(xiàn)傳統(tǒng)變速器的有效的代替方案。
主要的技術(shù)還是無(wú)級(jí)變速器（CVT）、雙離合變速（DCT）和手自一體（AMT）變速器。它們?cè)诓煌姆矫鎯?yōu)于傳統(tǒng)的行星齒輪式自動(dòng)變速器。
無(wú)級(jí)變速器采用帶、鏈或錐盤(pán)滾輪來(lái)產(chǎn)生無(wú)限多種速比，與傳統(tǒng)自動(dòng)變速器相比其效率和成本都有所改善。之所以有這些優(yōu)點(diǎn)，是因?yàn)樗Y(jié)構(gòu)簡(jiǎn)單，這種變速器的零部件很少，通常只有一根橡膠或金屬傳動(dòng)帶、一個(gè)液壓作用的驅(qū)動(dòng)帶輪、一個(gè)機(jī)械扭矩感應(yīng)式驅(qū)動(dòng)帶輪、一些微處理器和傳感器等。
這種變速器的工作原理是改變兩個(gè)主帶輪表面之間的距離，帶輪上掛傳動(dòng)帶的地方開(kāi)了V形槽，一側(cè)的帶輪沿軸向固定，另一側(cè)的帶輪可在液壓的作用下移動(dòng)。
在驅(qū)動(dòng)輪后，液壓缸可增加或減少帶輪兩側(cè)之間的距離，這樣會(huì)使傳動(dòng)帶在帶輪側(cè)壁上的位置上下變動(dòng)，變動(dòng)的方式取決于駕駛情況。這樣就會(huì)使變速比改變。錐盤(pán)滾輪型變速器的工作原理與此類似但用的是驅(qū)動(dòng)盤(pán)和動(dòng)力滾輪。
CVT（無(wú)極）變速器的特點(diǎn)對(duì)技術(shù)人員最具有吸引力。因?yàn)檫@樣沒(méi)有檔位，CVT可使發(fā)動(dòng)機(jī)保持在最佳的功率范圍內(nèi)。這樣可以使效率提高并在相同的油耗下增加行駛里程。CVT可將發(fā)動(dòng)機(jī)工作曲線上的每一點(diǎn)轉(zhuǎn)變?yōu)槠浔旧砉ぷ髑€上相應(yīng)的點(diǎn)。
這種變速器最受日本汽車制造商青睞，并且日本變速器生產(chǎn)商JACTO是主要生產(chǎn)者，但在歐美國(guó)家，情況就有所不同。盡管奧迪和其它一些制造商在一些車型上推出了CVT，但在這方面他們追趕的步伐仍然很緩慢。
DCT實(shí)際上是將兩臺(tái)手動(dòng)變速器合在一起，換檔過(guò)程是通過(guò)兩臺(tái)變速器的離合器之間的相互切換來(lái)實(shí)現(xiàn)的。這種變速器的換檔質(zhì)量和傳統(tǒng)的自動(dòng)變速器相同，但由于系統(tǒng)會(huì)發(fā)生滑動(dòng)、液體阻力和液壓損失，其效率和加速性只比傳統(tǒng)行星齒輪自動(dòng)變速器稍有提高，開(kāi)發(fā)控制系統(tǒng)的成本也很高。
“最近在傳統(tǒng)自動(dòng)變速器技術(shù)上所取得的進(jìn)展，使開(kāi)發(fā)和生產(chǎn)CVT或DCT的呼聲有所降低?！弊兯倨魃a(chǎn)企業(yè)Zeroshift公司的執(zhí)行總裁比爾馬丁說(shuō)，“由于成本過(guò)高，有些汽車廠已經(jīng)取消了DCT項(xiàng)目?！?
AMT是成本最低的自動(dòng)變速器技術(shù)，AMT用執(zhí)行器來(lái)代替?zhèn)鹘y(tǒng)的離合器踏板和換檔桿，這種變速器保留了手動(dòng)變速器的高效率和加速性能，但某些型號(hào)的變速器換檔質(zhì)量不高，扭矩中斷和“點(diǎn)頭”效應(yīng)仍是主要的缺點(diǎn)。
那么什么是最好的代替方案？變速器方面的新技術(shù)是層出不窮的，但Zeroshift公司聲稱其變速器的效率優(yōu)于手動(dòng)變速器，提高失去駕駛的燃油經(jīng)濟(jì)性，同時(shí)，其換檔效率可以和改進(jìn)后的自動(dòng)變速器相媲美。
Zeroshift公司采用的是一種改進(jìn)版的AMT技術(shù)，這種技術(shù)用先進(jìn)的犬牙嚙合系統(tǒng)代替同步器。
犬牙嚙合技術(shù)許多年前就已經(jīng)在賽車運(yùn)動(dòng)中采用，目的是為了加快換檔速度。傳統(tǒng)的犬牙式變速器并不適合在公路上，因?yàn)轵?qū)動(dòng)環(huán)或犬牙之間的空隙很大，會(huì)產(chǎn)生后坐——由扭矩突然轉(zhuǎn)向而產(chǎn)生的一種不舒適的竄動(dòng)。
Zeroshift公司通過(guò)增加第二套驅(qū)動(dòng)犬牙來(lái)解決這一問(wèn)題，這種技術(shù)還使每組犬牙只能傳遞兩種相反方向扭矩中的一種。“通過(guò)對(duì)兩套犬牙的嚙合和分離，可在上一個(gè)檔位沒(méi)有分離的情況下?lián)Q入新的檔位?！瘪R丁說(shuō)，“換檔質(zhì)量超過(guò)采用現(xiàn)代化的6檔變速器的豪華轎車。”
換檔可在瞬間完成，而扭矩不發(fā)生中斷，而且這種方法既可用于升檔又可用于降檔。
“在使用傳統(tǒng)的AMT變速器時(shí)，由于需要關(guān)閉并重新打開(kāi)油門(mén)，換檔過(guò)程中排放會(huì)達(dá)到高峰，而通過(guò)這種無(wú)過(guò)渡的換檔方式可以消除這種現(xiàn)象。”馬丁說(shuō)，“這樣還能降低燃油消耗。”
“盡管在技術(shù)上變速器領(lǐng)域還比較新，但公司稱已經(jīng)引起了歐美各大汽車制造商的注意，最大的吸引力在于其成本比DCT低”，馬丁說(shuō)。
由于可以保留大部分手動(dòng)變速器的結(jié)構(gòu)，這種變速器的成本和復(fù)雜性都不會(huì)高于傳統(tǒng)的AMT變速箱?？刂葡到y(tǒng)的成本也會(huì)大大降低，這對(duì)試圖減少排放和削減成本的工程師來(lái)說(shuō)是個(gè)好消息。
“大部分制造商都來(lái)參觀過(guò)，”馬丁說(shuō)，“有些公司馬上就和我們簽合同，另一些未作決定，拒絕的一個(gè)都沒(méi)有?！边@再清楚不過(guò)的表明了汽車制造商現(xiàn)在正在將動(dòng)力系統(tǒng)開(kāi)發(fā)的重點(diǎn)轉(zhuǎn)移到變速箱上。
Zeroshift公司的變速系統(tǒng)是怎樣工作的呢？它的硬件部分包括兩套犬牙，安裝在兩個(gè)獨(dú)立的犬牙環(huán)上并受其驅(qū)動(dòng)，兩套犬牙有一個(gè)共同的蓋，蓋和一個(gè)花鍵軸相連。
每個(gè)犬牙都有特殊的輪廓。在一側(cè)是用于嚙合的直角面。這些直角面是沿對(duì)角線相對(duì)的，這樣的犬牙在對(duì)某一個(gè)檔位具有驅(qū)動(dòng)功能的同時(shí)，對(duì)另一個(gè)檔位具有超越傳動(dòng)的功能。嚙合面有輕微的后向錐度，以保證犬牙能在加載時(shí)鎖定在嚙合齒輪上。
相對(duì)角上有一個(gè)斜坡，可在新檔位嚙合后將犬牙從前一個(gè)檔位推離。
在空檔時(shí)，兩個(gè)犬牙環(huán)處于變速比的中間位置。選一檔時(shí)，犬牙會(huì)發(fā)生移動(dòng)并和犬牙嚙合面發(fā)生嚙合。犬牙通過(guò)與換檔執(zhí)行器相連的換檔撥叉驅(qū)動(dòng)。
驅(qū)動(dòng)犬牙將一檔齒輪與輸出軸鎖定在一起，將扭矩從齒輪傳遞到輸出軸。一檔的超越傳動(dòng)犬牙也會(huì)移動(dòng)并將齒輪以相反的方向和輸出軸鎖定。這樣可以在油門(mén)關(guān)閉且發(fā)動(dòng)機(jī)倒拖時(shí)將扭矩從齒輪傳遞到輸出軸。這樣就消除了犬牙嚙合式變速器常見(jiàn)的后坐現(xiàn)象。
在加大油門(mén)換檔時(shí)，一檔齒輪的超越傳動(dòng)犬牙卸載后和二檔齒輪嚙合。然后換入二檔時(shí)，前一個(gè)驅(qū)動(dòng)環(huán)卸載。
如果犬牙之間不能完全嚙合，即實(shí)現(xiàn)兩個(gè)犬牙面之間的嚙合，由于相對(duì)速度差的存在，二檔齒輪會(huì)打開(kāi)一個(gè)嚙合缺口。在犬牙抵住嚙合面后，在撥叉和執(zhí)行器的共同作用下，儲(chǔ)存的能量會(huì)將犬牙送入缺口內(nèi)。
此時(shí)，一檔超越傳動(dòng)犬牙成為二檔的驅(qū)動(dòng)犬牙。在換入二檔后，一檔的驅(qū)動(dòng)犬牙隨即卸載。這時(shí)候，這些犬牙不再受其固定面固定，可以被執(zhí)行器或犬牙上的斜面推離檔位。
2 外文原文：
TRANSMISSION
Of all transmission technologies, the manual gearbox is the most efficient; around 96 per cent of the energy that is put in comes out of the other end. But not everyone can drive one or wants to. Because you have to dip the clutch pedal, it is less comfortable to drive in heavy traffic. It makes the driver tired and the torque interruptions’ head-nod effect on passengers can be wearing.
The driver's clutch control and corresponding torque interruptions are also the manuals weak point. When accelerating up through the gearbox, each up-shift requires the driver to cut the torque momentarily by lifting the gas pedal and dipping the clutch. It may just take a second to complete the operation, but during this time the vehicle is losing speed and acceleration.
At the opposite end of the spectrum is the traditional automatic. The modern transmission is by far, the most complicated mechanical component in today’s automobile. It is a type of transmission that shifts itself .A fluid coupling or torque converter is used instead of a manually operated clutch to connect the transmission to the engine.
There are two basic types of automatic transmissions based on whether
the vehicle is rear wheel drive . On a rear wheel drive car , the transmission is usually mounted to the back of the engine and is located under the hump in the center of the floorboard alongside the gas pedal position . A drive shaft connects the rear of the transmission to the final drive which is located in the rear axle and is used to send power to the rear wheel. Power flow on this system is simple and straight forward going from the engine, through the torque converter , then through the transmission and driver shaft until it reaches the final driver where it is split and sent to the two rear wheel .
On a front wheel drive car, the transmission is usually combined .With the final drive to from what is called a transaxle. The engine on a front wheel driver car is usually mounted sideways in the car with the transaxle tucked under it on the side of the engine facing the rear of the car. Front axles are connected directly to the transaxle and provide power to the front wheels. In this example, power flows from the engine through the torque converter to a large chain that sends the power through a 180 degree turn to the transmission that is along side the engine. From there，The power is routed through the transmission to the final drive where it is split and sent to the two front wheels through the drive axles.
There are a number of other arrangements including front drive vehicles where the engine is mounted front to back instead of sideways and there are other systems that drive all four wheels but the two systems described here are by far the most popular. A must less popular rear drive arrangement has the transmission mounted to the final drive at the rear and is connected by a drive shaft to the torque converter which is still mounted on the engine. This system is found on the new corvette and is used in order to balance the weight evenly between the front and rear wheels for improved performance and handling. Another rear drive system mounts everything, the engine, transmission and final drive in the rear. This rear engine arrangement is popular on the Porsche.
The modern automatic transmission consists of many components and systems that are designed to work together in a symphony of planetary gear sets, the hydraulic system, seals and gaskets, the torque converter, the governor and the modulator or throttle cable and computer consider being an art form.
On the automobile planet gear mainly uses in two places, one is the driving axle reduction gear, two is the automatic transmission. Very many net friends all want to know that, the planet gear has any function, why automobile must have it
. We knew very well the gear major part all rotates the spool thread fixed gear. For example mechanical type clock and watch, above all gears although all in make the rotation, but their rotation center (with center of a circle position superposition) often installs through the bearing on the cabinet, therefore, their rotating axis all is the relative cabinet fixed, thus also is called "dead axle gear"
. Has must have surely moves, the corresponding place, some kind of not that manner knows very well is called "planet gear" the gear, their rotation spool thread is not fixed, but is installs the support which may rotate in (blue color) on (in chart black part is shell, yellow expression bearing). The planet gear (green) besides can look like the dead axle gear such to revolve own rotating axis (B-B) to rotate, their rotating axis also (is called planet) along with the blue color support to circle other gears the spool thread (A-A) to rotate. Circles oneself spool thread the rotation to be called "rotation", circles other gear spool threads the rotation to be called "revolution", looks like in solar system planet such, therefore acquires fame.
The spool thread fixed gear drive principle is very simple, meshes mutually in a pair in the gear, some gear takes the driving pulley, the power spreads from its there, another gear takes the driven wheel, the power outputs from it toward outside. Also some gears only take the stopover station, at the same time meshes with the driving pulley, one side meshes in addition with the driven wheel, the power passes from its there.
In contains the planet gear in the gear system, the situation was different. Because has the planet frame, in other words, may have three rotating axes permissions power input/Output, but also may use the coupling or the brake and so on method. in needs time limits axis the rotation, is left over two axes to carry on the transmission, as the matter stands, meshes mutually between the gear relations may have the many kinds of combinations: The power from sun gear input, outputs from other sun gear, the planet put through brake mechanism has checked dies; Power from sun gear input, from planet output, moreover a sun gear ecks dies; The power from a planet input, outputs from sun gear, moreover a sun gear checks dies; Two powers separately from two sun gears inputs, after synthesis from planet output; Two powers separately from the planet and sun gear input, after the synthesis output from other sun gear; The power from sun gear input, divides two groups outputs from other sun gear and the planet frame; The power from a planet input, divides two groups to output from two sun gears;
Its shift quality is good thanks to its torque converter, but efficiency is relatively poor despite recent advances. Because of this, a lot of the current research is trying to find an efficient alternative to the conventional automatic.
The main technologies are continuously variable transmissions (CVTs); dual clutch transmissions (DCTs) and automated manual transmission (AMTs).They all offer different benefits over the conventional planetary automatic.
The CVT uses a belt chain or torodial shaped dish drive to vary an infinite number of gear ratios. It has improved efficiency and cost when compared to conventional automatics. Its advantage comes from its simplicity. It consists of very few components；usually a rubber or metal-link belt；a hydraulically operated driving pulley, a mechanical torque-sensing driving pulley, microprocessors and some sensors.
The transmission works by varying the distance between the face of the two main pulleys. The pulleys have V－shaped grooves in which the connecting the belt rides. One side of the pulley is fixed axially; the other side moves, actuated by hydraulics.
When actuated, the cylinder can increase or reduce the amount of space between the two sides of the pulley. This allows the belt to ride lower or higher along the walls of the pulley, depending on driving conditions. This changes the gear ratio. A torodial-type design works in a similar way but runs an discs and power- rollers
The "step less" nature of its design is CVT's biggest draw for automotive engineers .Because of this, a CVT can work to keep the engine in its optimum power range, thereby increasing efficiency and mileage. A CVT can convert every point on the equine’s operating curve to a corresponding point on its own operating curve.
The transmission is most popular with Japanese carmakers and Japanese supplier JATCO is a major producer. But in the US and Europe driving styles are different. Uptake has been slow despite Audi and other manufacturers having Offered CVT operations on their ranges.
The DCT is, in effect, two manual gearboxes coupled together. Gear shifts are made by switching from one clutch on one gearbox to another clutch on the other. The shift quality is equal to a conventional automatic, but slip, fluid drag and hydraulic losses in the system result in only slightly improved efficiency and acceleration over the conventional planetary automatic. Developing the control strategy is costly too.
"Resent advances in conventional automatic technology have weakened the argument to develop and set up production for CVT or DCT," says Bill Martin, managing director of transmission firm Zeroshift "Some carmakers have cancelled DCT projects because of the cost."
The cheapest way to build an automatic is with an AMT. AMTs use actuators to replace the clutch pedal and gear stick of a conventional manual. They keep the high efficiency and acceleration of a manual gearbox, but the shift quality on some models is lacking. Torque interruptions and the head-nod effect are the most common complaint.
SO what is the alternative? There are always new ideas in transmissions, but Zeroshift says that its technology has efficiency benefits over a manual, delivering fuel economy improvements to city driving. Shift quality can also be equal to that of a refined automatic.
Zeroshift's approach is an upgrade to the AMT. The synchromesh is replaced with an advanced dog engagement system.
Dog engagement has been used for many years in motor sport to allow fast shifts. Conventional dog Boxes are unsuitable for road use as the large spaces between the drive lugs or 'dogs" create backlash, an uncomfortable shunt caused by the sudden change in torque direction.
Zeroshift's technology solves this problem by adding a second set of drive dogs. It has also made each of The two sets of dogs only capable of transmitting torque in one or other opposing directions.” By controlling the engagement and disengagement of the two sets you can shift into the new gear before disengaging the previous gear," says Martin "The shift quality is smoother than a typical modern six-speed automatic luxury car"
The shift is instant and the torque is not interrupted. This philosophy is used for both up and down shifts.
"In conventional AMT there is an emissions spike during a shift due to the need to back off and reintroduce throttle, this is eliminated by going seamless," says Martin.” This also reduces fuel consumption. “
It is a relative newcomer to the transmission sector, but the firm says that it is already attracting the attention of major European and US carmakers. The big draw is as a low-cost alternative to DCT, says Martin.
Because the manual gearbox architecture is largely maintained, production costs and complexity are not greater than for a conventional AMT. Development of tile controls side is also considerably cheaper. Music to the ears of engineers trying to cut emissions and costs.
"Most of the carmakers have seen the system at least once," says Martin "Some signed us up immediately some have said not yet. None have said no." That may be the clearest sign yet that when it comes to power train developments, carmaker are starting to focus on the transmission.
How zeroshift works? The hardware consists of two sets of bullets mounted and actuate on two independent bullet rings. Both set of bullets run on the common hub, which is attached to the shaft with splints.
Each bullet has a special profile. On one side they have an angled face for engagement. These are diagonally opposed, allowing the bullet to have a drive function for one gear and an overrun function for the other gear. The engagement faces taper backwards slightly to ensure the bullet latches onto the engaged under load.
The opposite corners have a ramp, which pushes the bullet out of the previous gear once the new gear has been engaged.
In neutral both bullet rings are positioned midway between the ratios. To select first gear, the bullets are moved into mesh with the engagement dogs. The bullets are actuated via shift forks connected to the shift actuators.
第2章 變速器的方案論證
2.1 變速器類型選擇及傳動(dòng)方案設(shè)計(jì)
變速器的種類很多，按其傳動(dòng)比變化方式不同可以分為有級(jí)式、無(wú)級(jí)式和綜合式三種。有級(jí)式變速器根據(jù)前進(jìn)擋數(shù)的不同，可以分為三、四、五擋和多擋變速器；而按其軸中心線的位置又分為固定軸線式、螺旋軸線（行星齒輪）式和綜合式。其中，固定式變速器應(yīng)用較廣泛，又可分為兩軸式，三軸式和多軸式變速器。
現(xiàn)代汽車大多都采用三軸式變速器。對(duì)發(fā)動(dòng)機(jī)前置前輪驅(qū)動(dòng)的轎車，如變速器傳動(dòng)比小，則常采用兩軸式變速器。以下是兩軸式和三軸式變速器的傳動(dòng)方案。要采用哪一種方案，除了汽車總布置的要求外，主要考慮以下四個(gè)方面：
2.1.1 結(jié)構(gòu)工藝性
兩軸式變速器輸出軸與主減速器主動(dòng)齒輪做成一體，當(dāng)發(fā)動(dòng)機(jī)縱置時(shí)，主減速器可用螺旋圓錐齒輪或雙曲面齒輪，而發(fā)動(dòng)機(jī)橫置時(shí)用圓柱齒輪，因而簡(jiǎn)化了制造工藝。
2.1.2 變速器的徑向尺寸
兩軸式變速器的前進(jìn)擋均為一對(duì)齒輪副，而三軸式變速器則有兩對(duì)齒輪副。因此，對(duì)于相同的傳動(dòng)比要求，三軸式變速器的徑向尺寸可以比兩軸式變速器小得多。
2.1.3 變速器齒輪的壽命
兩軸式變速器的低擋齒輪副大小相差懸殊，小齒輪工作循環(huán)次數(shù)比大齒輪要高得多，因此，小齒輪工作壽命比大齒輪要短。三軸式變速器的各前進(jìn)擋均為常嚙合齒輪傳動(dòng)，大小齒輪的徑向尺寸相差較小，因此壽命比較接近。在直接擋時(shí)，齒輪只是空轉(zhuǎn)，不影響齒輪壽命。
2.1.4 變速器的傳動(dòng)效率
兩軸式變速器，雖然可以有等于1的傳動(dòng)比，但是仍要有一對(duì)齒輪傳動(dòng)，因而有功率損失。而三軸式變速器，可以將輸入軸和輸出軸直接相連，得到直接擋，因而傳動(dòng)效率高，磨損小，噪聲也較小。
載貨汽車則多采用三軸式變速器。
這次設(shè)計(jì)的變速器是輕型貨車使用，采用三軸式變速器。
2.2變速器傳動(dòng)機(jī)構(gòu)的分析
根據(jù)第一節(jié)所述，采用中間軸式變速器，在各擋數(shù)相同的條件下，各變速器的差別主要在常嚙合齒輪對(duì)數(shù)，換擋方案和倒擋傳動(dòng)方案。
2.2.1 換擋結(jié)構(gòu)形式的選擇
目前，汽車上的機(jī)械式變速器的換擋結(jié)構(gòu)形式有直齒滑動(dòng)齒輪、嚙合套和同步器換擋三種。
1）滑動(dòng)齒輪換擋
通常是采用滑動(dòng)直齒輪換擋，但也有采用滑動(dòng)斜齒輪換擋的?；瑒?dòng)直齒輪換擋的優(yōu)點(diǎn)是結(jié)構(gòu)簡(jiǎn)單、緊湊、容易制造。缺點(diǎn)是換擋時(shí)齒端面承受很大的沖擊會(huì)導(dǎo)致齒輪過(guò)早損壞，并且直齒輪工作噪聲大，所以這種換擋方式一般僅用在一擋和倒擋上。
2）嚙合套換擋
用嚙合套換擋，可以將結(jié)構(gòu)為某傳動(dòng)比的一對(duì)齒輪，制造成常嚙合的斜齒輪。用嚙合套換擋，因同時(shí)承受換擋沖擊載荷的接合齒齒數(shù)多，而輪齒又不參與換擋，因此它們都不會(huì)過(guò)早損壞，但是不能消除換擋沖擊，所以仍要求駕駛員有熟練的操作技術(shù)。此外，因增設(shè)了嚙合套和常嚙合齒輪，使變速器的軸向尺寸和旋轉(zhuǎn)部分的總慣量增大。因此，這種換擋方法目前只在某些要求不高的擋位及重型貨車變速器上使用。這是因?yàn)橹匦拓涇嚀跷婚g的公比較小，要求換擋手感強(qiáng)，而且在這種車型上又不宜使用同步器（壽命太短，維修不便）。
3）同步器換擋
現(xiàn)在大多數(shù)汽車的變速器都采用同步器換擋。使用同步器能保證迅速、無(wú)沖擊、無(wú)噪聲換擋，與操作技術(shù)熟練程度無(wú)關(guān)，從而提高了汽車的加速性、經(jīng)濟(jì)性和行駛安全性。同上述兩種換擋方法相比，雖然它有結(jié)構(gòu)復(fù)雜、制造精度要求高、軸向尺寸大、同步環(huán)使用壽命短等缺點(diǎn)，但仍然得到廣泛應(yīng)用。近年來(lái)，由于同步器廣泛使用，壽命問(wèn)題已得到基本解決。
上述三種換擋方案，可同時(shí)用在同一變速器中的不同擋位上，一般倒擋和一擋采用結(jié)構(gòu)較簡(jiǎn)單的滑動(dòng)直齒輪或嚙合套的形式，對(duì)于常用的高擋位則采用同步器或嚙合套。
本次設(shè)計(jì)方案五個(gè)前進(jìn)擋和倒擋均采用同步器換擋。
2.2.2倒擋的形式及布置方案
倒擋使用率不高，常采用直齒滑動(dòng)齒輪方案換入倒擋。為實(shí)現(xiàn)傳動(dòng)有些利用在前進(jìn)擋的傳動(dòng)路線中，加入一個(gè)中間傳動(dòng)齒輪的方案，也有利用兩個(gè)聯(lián)體齒輪的方案。
圖2-1倒擋結(jié)構(gòu)方案
常見(jiàn)的倒擋結(jié)構(gòu)方案有以下幾種：
方案1.（如圖2-1a）所示）
在前進(jìn)擋的傳動(dòng)路線中，加入一個(gè)傳動(dòng)，使結(jié)構(gòu)簡(jiǎn)單，但齒輪處于正負(fù)交替對(duì)稱變化的彎曲應(yīng)力狀態(tài)下工作。此方案廣泛用于轎車和輕型貨車的四擋全同步器式變速器中。
方案2.（如圖2-1b）所示）
此方案的優(yōu)點(diǎn)是可以利用中間軸上一擋齒輪，因而縮短了中間軸的長(zhǎng)度，但換擋時(shí)兩對(duì)齒輪必須同時(shí)嚙合，致使換擋困難。某些輕型貨車四擋變速器采用此方案。
方案3.（如圖2-1c）所示）
此方案能獲得較大的倒擋傳動(dòng)比，突出的缺點(diǎn)是換擋程序不合理。
方案4.（如圖2-1d）所示）
此方案針對(duì)前者的缺點(diǎn)作了修改，因而經(jīng)常在貨車變速器中使用。
方案5.（如圖2-1e）所示）
此方案中，將中間軸上一擋和倒擋齒輪做成一體其齒體、寬加大，因而縮短了一些長(zhǎng)度。
方案6.（如圖2-1f）所示）
此方案中，采用了全部齒輪副均為常嚙合齒輪，換擋方便。
方案7.（如圖2-1g）所示）
為了充分利用空間，縮短變速器軸向長(zhǎng)度，有些貨車采用此方案，其缺點(diǎn)是一擋和倒擋得各用一根變速器撥叉軸，使變速器上蓋中的操縱機(jī)構(gòu)復(fù)雜一些，一般3、4、5、6、7這五種方案用于五擋變速器。
綜合考慮，本次設(shè)計(jì)采用一擋和倒擋共用一個(gè)同步器換擋。
2.3 變速器操縱機(jī)構(gòu)方案分析
2.3.1變速器操縱機(jī)構(gòu)的功用
變速器操縱機(jī)構(gòu)的功用是保證各擋齒輪、嚙合套或同步器移動(dòng)規(guī)定的距離，以獲得要求的擋位，而且又不允許同時(shí)掛入兩個(gè)擋位。
2.3.2 設(shè)計(jì)變速器操縱機(jī)構(gòu)時(shí)，應(yīng)該滿足的基本要求：
1、要有鎖止裝置，包括自鎖、互鎖和倒擋鎖；
2、要使換擋動(dòng)作輕便、省力，以減輕駕駛員的疲勞強(qiáng)度；
3、應(yīng)使駕駛員得到必要的手感。
2.3.3換擋位置
設(shè)計(jì)操縱機(jī)構(gòu)首先要確定換擋位置。換擋位置的確定主要從換擋方便考慮。為此應(yīng)該注意以下三點(diǎn)：
1、按換擋次序來(lái)排列 ；
2、將常用擋位放在中間位置，其它擋位放在兩邊；
3、為了避免誤掛倒擋，往往將倒擋安排在最靠邊的位置，有時(shí)于1擋組成一排。
2.4 齒輪形式的分析確定
斜齒圓柱齒輪雖然工作時(shí)有軸向力且加工復(fù)雜些，但仍以其運(yùn)轉(zhuǎn)平穩(wěn)噪聲低壽命長(zhǎng)的突出優(yōu)點(diǎn)得到變速器的普遍采用。本次設(shè)計(jì)一檔和倒擋采用直齒輪，其它各擋均采用斜齒輪。
2.5 齒輪副安排的分析確定
各齒輪副的相對(duì)安排位置，對(duì)于整個(gè)變速器的結(jié)構(gòu)布置有很大的影響。各擋位置的安排，應(yīng)考慮以下四個(gè)方面的要求：
2.5.1 整車總布置
根據(jù)整車的總布置，對(duì)變速器輸入軸與輸出軸的相對(duì)位置和變速器的輪廓形狀以及換擋機(jī)構(gòu)提出要求。比如說(shuō)是該車是采用發(fā)動(dòng)機(jī)前置前驅(qū)動(dòng)還是發(fā)動(dòng)機(jī)前置后驅(qū)動(dòng)等等，這些問(wèn)題都牽連著變速器的設(shè)計(jì)方案。
2.5.2 駕駛員的使用習(xí)慣
人們習(xí)慣于按擋的高低順序，由左到右或由右到左排列來(lái)?yè)Q擋，如下圖b和c。值得注意的是倒擋，雖然它是平常換擋序列之外的一個(gè)特殊擋位，然而卻是決定序列組合方案的重要環(huán)節(jié)。例如在四擋變速器中采用的基本序列組合方案有三種，見(jiàn)圖2.2。其中b和c是倒擋與序列不結(jié)合的方案，即掛擋時(shí)，需先換位再掛倒擋。倒擋與序列結(jié)合與不結(jié)合兩者比較，前者在結(jié)構(gòu)上可省去一個(gè)撥叉和一根變速滑桿，后者如布置適當(dāng)，則可使變速器的軸向長(zhǎng)度縮短。
按習(xí)慣，倒擋最好與序列不結(jié)合。否則，從安全考慮，將倒擋與一擋放在一起較好。
根據(jù)以上的要求，本次設(shè)計(jì)的擋位布置方案如圖2.2所示：
圖 2-2 擋位布置方案
2.5.3 提高平均傳動(dòng)效率
為提高平均傳動(dòng)效率，在三軸式變速器中，普遍采用具有直接擋的傳動(dòng)方案，并盡可能地將使用時(shí)間最多的擋位實(shí)際成直接擋。
2.5.4改善齒輪受載狀況
各擋齒輪在變速器中的位置安排，應(yīng)考慮齒輪的受載狀況。承受載荷大的低擋齒輪，一般安置在離軸承較近的地方，以減小軸的變形，使齒輪的重疊系數(shù)不致下降過(guò)多。變速器齒輪主要是因接觸應(yīng)力過(guò)高而造成表面點(diǎn)蝕損壞，因此將高擋齒輪安排在離兩支承較遠(yuǎn)處較好。該處因軸的變形而引起齒輪的偏轉(zhuǎn)角較小，故齒輪的偏載也小。
本次設(shè)計(jì)傳動(dòng)方案如圖2.4所示
傳動(dòng)路線：
Ⅰ擋：一軸→1→2→中間軸→5→6→6和9間的同步器→二軸→輸出