某运动型轿车驱动桥整体设计.doc

精选资料某运动型轿车驱动桥整体设计The driving axle devise of sport car总计 毕业设计（论文） X 页 表 格 X 个插 图 X 幅可修改编辑摘要驱动桥是车辆四大总成之一的地盘系统的重要组成部分，人们开始对汽车的操纵稳定性、行驶平顺性、平均行驶速度和燃油经济型有更高的要求，这都和汽车驱动桥设计和选择有着非常紧密的关系采用传动效率较高的单级减速驱动桥已经成了未来汽车的发展方向参照传统驱动桥的设计方法并结合现代设计思路进行了某运动型轿车驱动桥的整体设计，首先确定主要零部件的结构型式以及主要设计参数；然后参考类似驱动桥的结构，确定出总体设计方案；最后对支承轴承进行了寿命校核对以及对主，从动锥齿轮，差速器圆锥行星齿轮，半轴齿轮，半浮式半轴和钢板冲压焊接整体式桥壳的强度进行校核校核合格后，用AutoCAD制图软件，绘制三件主要零件图和一张装配图关键词： 驱动桥 弧齿锥齿轮 单级减速桥AbstractDrive axle is an important part of chassis systems, people aspire after the vehicle ride comfort, handling stability and average speeds get higher requirements, all this may come ture depend on the choice of the kind of driving axle. The single reduction driving axle of high transmission efficiency has become the future direction of the car’s development. According to the traditional transaxle design method and design of the whole bridge driving a sports car with the modern design idea, structure first to identify the main components and the main design parameters; and the reference to the similar driving axle structure, determine the overall design program; finally, a driven bevel gear, differential planetary gear cone, half shaft gear, check full floating axle and integral bridge shell strength and the life of supporting bearing. After passing the check, with the AutoCAD drawing software, drawing three major part drawing and assembly drawing a picture.Key words: drive axle；single reduction final drive ；the spiral bevel gear 目 录摘要····························································································IABSTRACT·················································································II第一章前言···················································································11.1 选题的依据及课题的意义·························································11.2 研究概况及发展趋势综述·························································1第二章 驱动桥结构方案分析··························································3第三章 主减速器设计 ··································································43.1 主减速器的结构形式······························································43.1.1 主减速器的齿轮类型························································43.1.2 主减速器的减速形式························································43.1.3 主减速器主，从动锥齿轮的支承形式······································43.2 主减速器基本参数的选择与设计计算············································53.2.1 主减速比确定································································53.2.2 主减速器计算载荷的确定····················································63.2.3 主减速器锥齿轮基本参数的选择··········································83.2.4 主减速器圆弧锥齿轮的几何尺寸计算····································103.2.5 主减速器圆弧锥齿轮的强度计算··········································113.2.6 主减速器齿轮的材料及热处理·············································163.2.7 主减速器轴承的计算······················································16第四章 差速器设计·····································································234.1 对称式圆锥行星齿轮差速器的结构·············································234.2 对称式圆锥行星齿轮差速器的设计·············································234.2.1 差速器齿轮的基本参数的选择············································234.2.2 差速器齿轮的几何计算····················································254.2.3 差速器齿轮的强度计算····················································27第五章 驱动半轴的设计·······························································285.1 半浮式半轴计算载荷的确定·····················································285.2 半浮式半轴的杆部直径的初选··················································295.3 半轴花键的强度计算·····························································295.4 半轴材料选择，与热处理··························································30第六章 驱动桥壳的设计·······························································316.1 桥壳的结构形式··································································316.2 桥壳的受力分析与强度计算·····················································316.2.1 桥壳的静弯曲应力计算····················································326.2.2 在不平路面冲击载荷作用下的桥壳强度计算····························336.2.3 汽车以最大牵引力行驶时的桥壳强度计算······························336.2.4 汽车紧急制动时的桥壳强度计算·········································34结论···························································································36参考文献·····················································································37致谢···························································································38第一章前言1.1 选题的依据及课题的意义驱动桥在地盘系统中占有特别重要的位置，驱动桥位于汽车传动系的末端，并将万向传动装置传来的发动机转矩通过主减速器、差速器、半轴、等传递给驱动轮，实现降低转速、增大转矩。

目前全球汽车保有量已突破10亿辆，中国占据了其中的10%中国的汽车保有量已经超过日本，成为仅次于美国(2011年2.4亿辆)的世界第二大汽车保有国业内预计，2020年我国汽车保有量将突破2亿辆[1]从宏观政策看，国家一直坚持扩大内需，增大扶持汽车发展的力度政策，一方面坚定取缔一切不合理收费的决心，破除任何形式的行政保护和地方割据每年以2000亿元的资金投入加速国家“五纵七横”公路干线网的建设，高速公路通车。