第五章驱动桥设计主减速器yj.pptx

第三节 主减速器设计(Design of final drive);主、从动齿轮轴线垂直相交于一点,制造简单; (Gear axes are perpendicular and intersect at one point, it is simple to manufacture); 工作平稳、可承受较大负荷.(It can operate steadily and suffer heavy load.) 缺点(Disadvantages): 噪声较大，对啮合精度很敏感; (Operation is noisy and sensitive to the meshing accuracy) 支承轴承需预紧;(Support bearings need to be preloaded.)。;主、从动齿轮的轴线垂直交错一偏移距E;(Gear axes are perpendicular and interlaced with offset distance E) 偏移距的存在，使主动齿轮螺旋角?1大于从动齿轮螺旋角?2 。;K1，一般K=1.25～1.50;双曲面齿轮传动与螺旋锥齿轮传动相比,还具有如下优点(Hypoid gear, compared with spiral bevel gear, also has the following advantages)： 更高的运转平稳性(Operation is more smooth); 双曲面主动齿轮的螺旋角大，重合度大，传动平稳性较高; 齿轮弯曲强度和接触强度较高(Gear bending strength and contact strength are higher); 不产生根切的最小齿数少，有利于增加传动比(It can help to increase the transmission ratio); 双曲面主动齿轮轴若布置在从动齿轮中心上方，便于实现多轴驱动桥的贯通，增大传动轴的离地高度。若布置在从动齿轮中心下方可降低万向传动轴的高度，有利于降低轿车车身高度，并可减小车身地板中部凸起通道的高度; 一般, 传动比?4.5时，采用双曲面齿轮传动更合理; 传动比?2时，可选用螺旋锥齿轮传动; 中等传动比，两种齿轮传动均可采用。 If the transmission ratio 4.5 ,the hypoid gear is more reasonable; If the transmission ratio 2, the spiral bevel gear is suggested;If the transmission ratio is medium, either type is appropriate. ;双曲面齿轮传动的缺点(The disadvantages of hypoid gear)： 沿齿长的纵向滑动，降低传动效率。双曲面齿轮副约96％，螺旋锥齿轮副约99％; 齿面间大的压力和摩擦功，可能导致油膜破坏和齿面烧结咬死，即抗胶合能力较低。 双曲面主动齿轮具有较大的轴向力，使其轴承负荷增大。 双曲面齿轮传动必须采用可改善油膜强度和防刮伤添加剂的特种润滑油，螺旋锥齿轮传动用普通润滑油即可。;3. 圆柱齿轮传动(Cylindrical gear);4．蜗杆传动(Worm gear);（二）主减速器??减速形式(Forms of final drive);1．单级主减速器(Single reduction final drive); ;整体式双级主减速器的多种传动方案(Multiple transmission schemes of the integral double reduction final drive) ;分开式双级主减速器(Split double reduction final drive):驱动桥中央减速器+轮边减速器(The main reducer of drive axle + wheel reducer);3.双速主减速器(Two speed reduction final drive);4．贯通式主减速器(Thru-drive);双级贯通式主减速器: 锥齿轮一圆柱齿轮式 圆柱齿轮一锥齿轮式 用于需要较大主减速比的中、重型多桥驱动的汽车 Double reduction thru-drive:Bevel gear —Cylindrical gear typeCylindrical gear — bevel gear typeIt’s used for large final gear ratio, heavy-duty multi-axle drive vehicle