二軸式兩軸式五檔變速器設(shè)計(jì)【含CAD圖紙、說明書】
二軸式兩軸式五檔變速器設(shè)計(jì)【含CAD圖紙、說明書】,含CAD圖紙、說明書,二軸式兩軸式,五檔,變速器,設(shè)計(jì),cad,圖紙,說明書,仿單
畢業(yè)設(shè)計(jì)（論文）評(píng)語(yǔ)
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畢業(yè)設(shè)計(jì)（論文）題目： 二軸五檔變速器設(shè)計(jì)
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畢業(yè)設(shè)計(jì)（論文）任務(wù)書
姓 名： 院 （系）： 汽車工程系
專 業(yè)： 班 號(hào)：
任務(wù)起至日期：
畢業(yè)設(shè)計(jì)（論文）題目： 二軸五檔變速器
立題的目的和意義：
隨著社會(huì)的快速發(fā)展和人們生活水平的迅速提高，汽車（尤其是轎車）作為一種必不可少的交通工具已走進(jìn)千家萬(wàn)戶?？傊?，汽車工業(yè)的發(fā)展水平直接代表著一個(gè)國(guó)家基礎(chǔ)工業(yè)和國(guó)民經(jīng)濟(jì)的實(shí)力。中國(guó)未來10年，經(jīng)濟(jì)型轎車至少應(yīng)翻一番。因此設(shè)計(jì)一種適合我國(guó)國(guó)情的經(jīng)濟(jì)型轎車的變速器具有十分重要的意義，而且也符合全球?qū)Νh(huán)境保護(hù)的要求，小排量低排放的經(jīng)濟(jì)型轎車肯定是未來汽車的主力。汽車的發(fā)展經(jīng)歷了三大革命，動(dòng)力革命（內(nèi)燃機(jī)的使用），傳動(dòng)革命（機(jī)械傳動(dòng)的完善和液體傳動(dòng)的使用）和控制革命（用傳感器、微機(jī)和電液閥進(jìn)行信息處理）。
兩軸式變速器與三變速器相比，其結(jié)構(gòu)簡(jiǎn)單、緊湊且除到檔外其他各檔的傳動(dòng)效率高、噪聲低。轎車多采用前置發(fā)動(dòng)機(jī)前輪驅(qū)動(dòng)的布置，因?yàn)檫@種布置使汽車的動(dòng)力—傳動(dòng)系統(tǒng)緊湊、操縱性好且使汽車質(zhì)量降低6%~10%。兩軸式變速器縱置時(shí)，傳動(dòng)系的結(jié)構(gòu)簡(jiǎn)單（即輸出軸與主減速器主動(dòng)齒輪做成一體從而簡(jiǎn)化了制造工藝，降低了成本）。
技術(shù)要求與主要內(nèi)容：
1. 機(jī)械式變速器方案的確定
2. 變速器主要參數(shù)的選擇與主要零件的設(shè)計(jì)
3. 變速器齒輪的強(qiáng)度計(jì)算與材料的選擇
4. 變速器軸的強(qiáng)度計(jì)算與校核
5. 變速器同步器的設(shè)計(jì)
6. 主減速器的設(shè)計(jì)
7. 差速器的設(shè)計(jì)
8. 主要零部件設(shè)計(jì)及校核
9. AutoCAD繪制裝配圖及零件圖
進(jìn)度安排：
第1~2周：選題，進(jìn)行調(diào)研，收集資料，完成開題報(bào)告。
第3~4周：確定總體方案，對(duì)所選參數(shù)進(jìn)行計(jì)算，完成總體詳細(xì)計(jì)算任務(wù)。
第5~6周：進(jìn)行總體設(shè)計(jì)，完成一張草圖。
第7~8周：進(jìn)行詳細(xì)設(shè)計(jì)，完成總裝圖和CAD圖。
第9~10周：完成設(shè)計(jì)修改，進(jìn)行對(duì)變速器設(shè)計(jì)性能分析；整理完成設(shè)計(jì)論文。
第11周：解題，完成圖紙和論文錯(cuò)誤修改，打印提交正式稿。
第12周：準(zhǔn)備答辯。
同組設(shè)計(jì)者及分工：
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距1894年，一個(gè)法國(guó)工程師給一輛汽車裝上世界上第一個(gè)變速器至今，汽車變速器已經(jīng)經(jīng)過了一百多年的發(fā)展。變速器為汽車重要的組成部分，是承擔(dān)放大發(fā)動(dòng)機(jī)扭矩，配合引擎功扭特性，實(shí)現(xiàn)理想動(dòng)力傳遞，從而適應(yīng)各種路況實(shí)現(xiàn)汽車行駛的主要裝置。
使用最早的是手動(dòng)變速器。后來為了方便駕駛，在領(lǐng)個(gè)相鄰齒輪間裝上了同步器，依靠同步器的作用，我們換擋就不需要去判斷車速了。目前手動(dòng)變速器依然在汽車界應(yīng)用非常廣泛，自動(dòng)變速器是個(gè)趨勢(shì)，但手動(dòng)變速器確是駕駛樂趣的極大體現(xiàn)者。
傳統(tǒng)的變速器利用不同的齒輪搭配實(shí)現(xiàn)了換擋変扭的目的，而齒輪搭配的變換就只有靠腳踩離合手拉擋桿來實(shí)現(xiàn)，這就是所謂的手動(dòng)變速器。為實(shí)現(xiàn)輕松換擋，取消離合腳踏和手動(dòng)掛擋的AT(AutomaticTransmission)變速器出現(xiàn)了，它主要利用液力變扭器配合傳統(tǒng)機(jī)械齒輪箱實(shí)現(xiàn)換擋功能。其實(shí)早在1948年的通用的奧茲莫比爾汽車上就已經(jīng)出現(xiàn)了如今自動(dòng)變速器的雛形，不過那時(shí)的自動(dòng)變速器僅僅是加了液力耦合器的手動(dòng)變速器而已。
因?yàn)锳T使用得較早，所以英文定名就叫“自動(dòng)變速器”。然而，AT并不等同于自動(dòng)變速器。只要能實(shí)現(xiàn)自動(dòng)換擋變速的便可叫自動(dòng)變速器，要達(dá)到此目的其實(shí)途徑很多：除AT外，還包括了無(wú)級(jí)變速器等其它形式。但以前的命名也無(wú)法推翻，所以我們姑且這樣認(rèn)為：自動(dòng)變速器（AT）包括：液力變速（AT）,電控變速（ECT）,無(wú)極變速（CVT）.
1908年，福特T型車最早采用一種兩個(gè)速比的自動(dòng)變速器。其構(gòu)造是采用多組齒輪，并且分成中央齒輪和周邊齒輪，最外邊則是一個(gè)轉(zhuǎn)輪，隨著中央齒輪從發(fā)動(dòng)機(jī)引入的扭矩不同，齒輪組相機(jī)行事，從而得到高低不一的轉(zhuǎn)速，包括倒車檔的反向旋轉(zhuǎn)。轉(zhuǎn)輪式自動(dòng)變速器存在一個(gè)缺點(diǎn)，即起步加速時(shí)令人有一種車輪打滑的感覺，于是駕車人會(huì)猛加油門，但車速又并不隨即增高。目前已有一些廠家，如日產(chǎn)和菲亞特，求助于電子裝置來設(shè)法消除這一缺點(diǎn)，日產(chǎn)Primera的6速變速器與菲亞特Punto的7速變速器便是這番努力的結(jié)果。駕車者根本無(wú)需扳動(dòng)手柄，便可以輕松自如地改變車速。
雖然自動(dòng)變速器不斷地演變進(jìn)步，但始終有缺點(diǎn)，即車速的反應(yīng)與踏板的動(dòng)作之間總有一定的差距，駕駛中缺乏直覺的印象。1969年出現(xiàn)的電子控制系統(tǒng)及1982年出現(xiàn)的數(shù)字技術(shù)對(duì)此作了改進(jìn)。
隨著發(fā)動(dòng)機(jī)燃油噴射與點(diǎn)火裝置的不斷完善，自動(dòng)變速器也有新的花樣，如設(shè)置了“運(yùn)動(dòng)式’或“雪地行駛”等不同的操控方式，有的在儀表盤上設(shè)有一個(gè)印有S字母的按鈕，可以在加速時(shí)變得格外迅捷；或者印有雪花圖案代表雪地行駛的按鈕，可避免在起步時(shí)打滑。更有甚者，新一代“隨機(jī)應(yīng)變式”變速器還可以順應(yīng)駕車者不同的習(xí)慣、相應(yīng)的反應(yīng)、使駕駛變得更加得心應(yīng)手。將自動(dòng)變速器智能化，并且普及到大眾化的汽車上，這是法國(guó)人的功勞。1997年標(biāo)致206與雷諾Clio率先采用了最先進(jìn)的電腦控制技術(shù)及被稱為“fuzzylogie”的原理，即“模糊邏輯”。這樣的汽車可以依據(jù)駕車者的性情、路面的狀況、車身的負(fù)荷乃至周邊環(huán)境等多種因素，在9種程式中挑選最適合的功能，實(shí)現(xiàn)智能化駕駛，以充分發(fā)揮車輛的性能，降低油耗，確保安全。如今無(wú)級(jí)變速器即CVT(ContinuouslyVariableTransmission)也已大量使用，無(wú)級(jí)變速器在變速系統(tǒng)中不使用齒輪，提供平穩(wěn)和“無(wú)級(jí)的”速比轉(zhuǎn)換的變速系統(tǒng)，同時(shí)具有重量輕、體積小、零件少的特點(diǎn)，是公認(rèn)的理想的汽車傳動(dòng)裝置。相比較AT，CVT無(wú)極變速器主要是在傳動(dòng)方式上有所不同。后者是采用傳動(dòng)鋼帶和工作直徑可變的主、從動(dòng)輪相配合來傳遞動(dòng)力，從而實(shí)現(xiàn)傳動(dòng)比的連續(xù)改變。
然而，傳統(tǒng)CVT在技術(shù)上存在著的弱點(diǎn)，如傳動(dòng)帶容易損壞，無(wú)法承受較大的載荷等等，使得該變速器一直以來多應(yīng)用在小排量、低功率的汽車上。隨著技術(shù)的發(fā)展，能源危機(jī)引發(fā)全球性的節(jié)約能源和環(huán)境保護(hù)意識(shí)的提高，在總結(jié)第一代的CVT的經(jīng)驗(yàn)基礎(chǔ)上，人們開發(fā)出了性能更佳，轉(zhuǎn)矩容量更大的CVT。但目前在要求打扭矩的車型上無(wú)級(jí)變速器依然無(wú)法擔(dān)當(dāng)重任。
與無(wú)級(jí)變速器共同發(fā)展的電控自動(dòng)變速器又迎來了DSG（雙離合器自動(dòng)變速器）的普及，如今大眾汽車已經(jīng)開始將以前只應(yīng)用于超級(jí)跑車的技術(shù)應(yīng)用到了普通家用轎車上來了。DSG技術(shù)使得自動(dòng)變速器換擋更加迅捷，動(dòng)力損失更小，因此更加節(jié)油。
自動(dòng)變速器的發(fā)展使汽車好像有了人的智慧，甚至比人更善于思索。它根據(jù)外界路面的變化，經(jīng)過計(jì)算，代替人作出準(zhǔn)確聰明的決斷。
附錄2
From 1894, a French engineer to a car fitted with the world's first transmission date, transmission has been car a hundred years of development. Important for the automotive transmission component of the commitment to enlarge the engine torque, torsional characteristics of reactive power with the engine, to achieve the desired power transmission, and thus adapt to various road conditions to achieve the main devices driving.
The first is the use of manual transmission. Later, for the convenience of motorists, in the collar between adjacent gear fitted with a synchronizer, the synchronizer rely on, and we do not need to shift to judge the speed. Manual transmission is still present in the automotive industry a wide range of applications, automatic transmission is a trend, but the manual transmission is great fun, embodied persons.
The traditional gear transmission with the use of different shift achieved the purpose of twisting, but with the change of gear by foot only hand-off to achieve, and this is the so-called manual transmission. Easily shift to achieve the abolition of clutch pedal and manual the AT (AutomaticTransmission) transmission occurred, it is the main browser using hydraulic Torque traditional mechanical gearbox with the shift function to achieve. In fact, as early as the 1948 Oldsmobile car GM has already emerged on the automatic transmission is now taking shape, but then the automatic transmission is only the addition of hydraulic coupler manual transmission only.
AT used because earlier, so the English name is called "automatic transmission." However, AT is not the same as in the automatic transmission. As long as we can to achieve the automatic transmission shift automatic transmission can be called, it is necessary to achieve this in fact means a lot: In addition to AT, but also includes other forms of CVT. However, before the overthrow of the name can not, so let us not think so: automatic transmission (AT) including: hydraulic transmission (AT), Electronically Controlled Transmission (ECT), non-polar transmission (CVT).
1908 Ford Model T the first use of a two-speed ratio automatic transmission. Constructed using multiple sets of gear, and gear into the central and peripheral gear, the outside is a runner, with the introduction of the central gear of the torque from the engine is different from camera gear groups so as to be different levels of speed, including Reverse rotation reversing file. Runner-type automatic transmission, there is a drawback, that is, when people start to accelerate there is a feeling of spin the wheels, so drivers will be meng refueling door, but does not immediately increase the speed again. At present, some manufacturers such as Nissan and Fiat, have recourse to some electronic device to try to eliminate this shortcoming, Nissan Primera and the 6-speed transmission Fiat Punto 7-speed gearbox is the result of this effort. Drivers pulled no need to handle, they can easily change the speed.
Although the automatic transmission continue to evolve and progress, but there will always be a drawback, that is, the response speed of action and between the pedal there will always be a gap, driving in the impression of a lack of intuition. Appeared in 1969 and the electronic control systems appeared in 1982, which was to improve digital technology.
With the engine fuel injection and ignition devices continued to be refined, automatic transmission is also new tricks, such as set up a "campaign-style 'or" snow road ", such as the manipulation of different ways, some in the instrument panel has a bearing S letter button, you can become extremely rapid acceleration; or snowflake patterns are printed on the button on behalf of the snow moving to avoid slipping in the start. Even worse, a new generation of "adaptable style" Transmission can also adapt to motorists different habits, the corresponding reaction, so that drivers will become more user-friendly. the intelligent automatic transmission, and spread to the vehicle mass, which is a credit to the French. in 1997 with the Renault Clio Peugeot 206 took the lead in the most advanced computer-controlled technology and is known as "fuzzylogie" the principle that "fuzzy logic." This car can drive based on the temperament, road conditions, vehicle load and the surrounding environment and other factors, in the nine kinds of programs select the most suitable function, the realization of intelligent driving, in order to give full play to the vehicle performance and reduce fuel consumption and ensure safety. now that is, continuously variable transmission CVT (ContinuouslyVariableTransmission) also have been widely used, continuously variable transmission system in the non-use of gears, to provide smooth and "no class" conversion ratio of the transmission system at the same time light weight, small size, the characteristics of small parts, is recognized as the ideal vehicle transmission. compared to AT, CVT transmission wuji primarily in the drive way there different. The latter is the use of drive belts and the work of the main variable diameter driven wheel to transfer power line in order to achieve the continuous transmission ratio change.
However, the traditional CVT technical weaknesses exist, such as the transmission belt easily damaged, can not afford a larger load, etc., makes the transmission has been used in more than a small displacement, low-power vehicles. As technology advances, the energy crisis triggered a global energy conservation and environmental protection awareness, at the conclusion of the first generation of CVT based on the experience, people develop a better performance, greater torque capacity CVT. However, playing in the torque requirements on the CVT model is still unable to take on heavy responsibilities.
Continuously Variable Transmission and the common development of electronically controlled automatic transmission also ushered in DSG (dual clutch automatic transmission) the popularity of Volkswagen has now started to apply only to the super sports car before the technology is applied to the ordinary family car has been up. DSG automatic transmission shifting technology enables faster, less power loss, so more fuel-efficient.
The development of automatic transmission car seems to have wisdom, and even more good than people think. It changes according to the road outside, after the calculation, instead of smart people to make an accurate decision.
畢業(yè)設(shè)計(jì)（論文）
題 目 二軸五檔變速器設(shè)計(jì)
專 業(yè)
學(xué) 號(hào)
學(xué) 生
指 導(dǎo) 教 師
答 辯 日 期
摘 要
變速器是汽車傳動(dòng)系統(tǒng)中比較關(guān)鍵的部件，它的設(shè)計(jì)好壞將直接影響到汽車的實(shí)際使用性能。變速器用來改變發(fā)動(dòng)機(jī)傳到驅(qū)動(dòng)輪上的轉(zhuǎn)矩和轉(zhuǎn)速，目的是在原地起步，爬坡，轉(zhuǎn)彎，加速等各種行駛工況下，使汽車獲得不同的牽引力和速度，同時(shí)使發(fā)動(dòng)機(jī)在最有利工況范圍內(nèi)工作。變速器設(shè)有空擋和倒擋。需要時(shí)變速器還有動(dòng)力輸出功能。
因?yàn)樽兯傧湓诘蜋n工作時(shí)作用有較大的力，所以一般變速箱的低檔都布置靠近軸的后支承處，然后按照從低檔到高檔順序布置各檔位齒輪。這樣做既能使軸有足夠大的剛性，又能保證裝配容易。變速箱整體結(jié)構(gòu)剛性與軸和殼體的結(jié)構(gòu)有關(guān)系。一般通過控制軸的長(zhǎng)度即控制檔數(shù)，來保證變速箱有足夠的剛性。
本文設(shè)計(jì)研究了兩軸式五擋手動(dòng)變速器，對(duì)變速器的工作原理做了闡述，變速器的各擋齒輪和軸做了詳細(xì)的設(shè)計(jì)計(jì)算，并進(jìn)行了強(qiáng)度校核，對(duì)一些標(biāo)準(zhǔn)件進(jìn)行了選型。變速器的傳動(dòng)方案設(shè)計(jì)并講述了變速器中各部件材料的選擇。
關(guān)鍵詞 擋數(shù)；傳動(dòng)比；齒輪；軸；強(qiáng)度校核
Abstract
Transmission is more cruical in automotive driveline components, it is dseigned to ditectly affect the quality of the actual use of performance automobiles. Transmission to change the engine reached on the driving wheel torque and speed, is aimed at marking start, climbing, turning, accelerate various driving conditions, the car was different traction and speed Meanwhile engine in the most favorable working conditions within the scope of the work. And the trans mission in neutral gear with reverse gear. Transmission also need power output function.
Gearbox because of the low-grade work at a larger role, In general, the low-grade gearbox layout are close to the axis after support, Following from low-grade to high-grade order of the layout of stalls gear. This will not only allow axis are large enough for a rigid, but also ensures easy assembly. Gear box overall structure and rigid axle and the shell structure of relations. Generally through the control shaft length control over several stalls to ensure that adequate gear box rigid.
This paper describes the design of two-axis five block manual trans mission, the transmission principle of work elaborated, Transmission of the gear shaft and do a detailed design, and the intensity of a school. For some standard parts for the selection. Transmission Trans mission program design. A brief description of the trans mission of all components of the material choice.
Keywords Block Transmission ratio Gear Axis Checking
目 錄
摘 要 I
Abstract II
第1章 緒論 1
1.1 概述 1
1.1.1 設(shè)計(jì)二軸五檔變速器的目的和意義 2
1.1.2 汽車變速器設(shè)計(jì)要求 2
1.1.3 研究變速的現(xiàn)狀 3
1.2 變速器的設(shè)計(jì)思想 3
第2章 變速器傳動(dòng)機(jī)構(gòu)與操縱機(jī)構(gòu)的布置 4
2.1 變速器傳動(dòng)機(jī)構(gòu)的布置方案 4
2.1.1 變速器傳動(dòng)方案分析與選擇 4
2.1.2 倒檔布置方案 5
2.2 操縱機(jī)構(gòu)布置方案 6
2.2.1 概述 6
2.2.2 典型的操縱機(jī)構(gòu)以及鎖止裝置 7
2.3 本章小結(jié) 9
第3章 變速器設(shè)計(jì)的總體方案 10
3.1 變速器主要參數(shù)的選擇 10
3.1.1 檔數(shù) 10
3.1.2 傳動(dòng)比范圍 10
3.1.3 變速器各檔傳動(dòng)比確定 11
3.1.4 中心距的選擇 12
3.1.5 齒輪參數(shù)的選擇 13
3.1.6 各擋齒輪的分配及傳動(dòng)比的計(jì)算 14
3.2 變速器齒輪強(qiáng)度校核 20
3.2.1 變速器齒輪彎曲強(qiáng)度的校核 21
3.2.2 輪齒接觸應(yīng)力的校核 22
3.2.3 變速器齒輪的材料及熱處理 23
3.3 軸的結(jié)構(gòu)和尺寸設(shè)計(jì) 24
3.3.1 初選軸的直徑 24
3.3.2 軸的強(qiáng)度驗(yàn)算 25
3.4 主減速比的計(jì)算 33
3.4.1 主減速齒輪計(jì)算載荷的確定 33
3.4.2 主減速器基本參數(shù)的選擇 34
3.4.3 主減速器螺旋錐齒輪的強(qiáng)度計(jì)算 36
3.4.4 主減速器齒輪的材料及熱處理 39
3.5 差速器設(shè)計(jì) 39
3.5.1 差速器齒輪的基本參數(shù)選擇 40
3.5.2 差速器齒輪的幾何尺寸計(jì)算與強(qiáng)度計(jì)算 41
3.6 本章小結(jié) 44
第4章 變速器同步器其它零件設(shè)計(jì) 46
4.1 運(yùn)慣性式同步器 46
4.1.1 鎖環(huán)式同步器的結(jié)構(gòu) 46
4.1.2 鎖環(huán)式同步器的工作原理 46
4.1.3 鎖環(huán)式同步器主要尺寸的確定 47
4.2 主要參數(shù)的確定 48
4.2.1 摩擦因數(shù)f 48
4.2.2 同步環(huán)主要尺寸的確定 48
4.2.3 鎖止角 50
4.2.4 同步時(shí)間 50
4.3 變速器箱體設(shè)計(jì)原則 50
4.4 本章小結(jié) 51
結(jié) 論 52
致 謝 53
參考文獻(xiàn) 54
附錄1 55
附錄2 57
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