驅(qū)動(dòng)橋外文翻譯

1、<p><b>　　附 錄1</b></p><p>　　Drive Axle</p><p>　　All vehicles have some type of drive axle/differential assembly incorporated into the driveline. Whether it is front, rear or four

2、 wheel drive, differentials are necessary for the smooth application of engine power to the road.</p><p>　　The drive axle must transmit power through a 90° angle. The flow of power in conventional front

3、 engine/rear wheel drive vehicles moves from the engine to the drive axle in approximately a straight line. However, at the drive axle, the power must be turned at right angles (from the line of the driveshaft) and direc

4、ted to the drive wheels.</p><p>　　This is accomplished by a pinion drive gear, which turns a circular ring gear. The ring gear is attached to a differential housing, containing a set of smaller gears that ar

5、e splined to the inner end of each axle shaft. As the housing is rotated, the internal differential gears turn the axle shafts, which are also attached to the drive wheels.</p><p>　　The differential is an ar

6、rangement of gears with two functions: to permit the rear wheels to turn at different speeds when cornering and to divide the power flow between both rear wheels.</p><p>　　(1)The accompanying illustration ha

7、s been provided to help understand how this occurs. The drive pinion, which is turned by the driveshaft, turns the ring gear.</p><p>　　(2)The ring gear, which is attached to the differential case, turns the

8、case.</p><p>　　(3)The pinion shaft, located in a bore in the differential case, is at right angles to the axle shafts and turns with the case.</p><p>　　(4)The differential pinion (drive) gears a

9、re mounted on the pinion shaft and rotate with the shaft.</p><p>　　(5)Differential side gears (driven gears) are meshed with the pinion gears and turn with the differential housing and ring gear as a unit.&l

10、t;/p><p>　　(6)The side gears are splined to the inner ends of the axle shafts and rotate the shafts as the housing turns.</p><p>　　(7)When both wheels have equal traction, the pinion gears do not r

11、otate on the pinion shaft, since the input force of the pinion gears is divided equally between the two side gears.</p><p>　　(8)When it is necessary to turn a corner, the differential gearing becomes effecti

12、ve and allows the axle shafts to rotate at different speeds.</p><p>　　As the inner wheel slows down, the side gear splined to the inner wheel axle shaft also slows. The pinion gears act as balancing levers b

13、y maintaining equal tooth loads to both gears, while allowing unequal speeds of rotation at the axle shafts. If the vehicle speed remains constant, and the inner wheel slows down to 90 percent of vehicle speed, the outer

14、 wheel will speed up to 110 percent. However, because this system is known as an open differential, if one wheel should become stuck (as in mud</p><p>　　Engineers searched diligently for ways to allow each d

15、riving wheel to operate at its own speed. Many ideas were tried with mixed results before the basic design for the present-day, standard differential was finally developed. The successful idea that is still used in princ

16、iple today was to divide the engine power by dividing the axle in two-attaching each driving wheel separately to its own half-axle and placing in between, an ingenious, free-rotating pinion and gear arrangement. The arra

17、ngemen</p><p>　　On/off road vehicles and other trucks required to haul heavy loads are sometimes equipped with double reduction axles. A double reduction axle uses two gear sets for greater overall gear redu

18、ction and peak torque development. This design is favored for severe-ser-vice applications, such as dump trucks, cement mixers, and other heavy haulers.</p><p>　　The double reduction axle uses a heavy-duty s

19、piral bevel or hypoid pinion and ring gear combination for the first reduction. The second reduction is accomplished with a wide-faced helical spur pin-ion and gear set. The drive pinion and ring gear function just as in

20、 a single reduction axle. However, the differential case is not bolted to the ring gear. Instead, the spur pinion is keyed to and driven by the ring gear. The spur pinion is in turn constantly meshed with the helical spu

21、r gear to which</p><p>　　Many heavy duty trucks are equipped with two rear drive axles. These tandem axle trucks require a special gear arrangement to deliver power to both the forward and rearward rear driv

22、ing axles. This gearing must also be capable of allowing for speed differences between the axles. Two axle hub arrangements are available to provide support between the axle hub and the truck's wheels: the semi-float

23、ing type axle and the fully floating type axle. Of the two ,the semi-floating is the simplest, cheapes</p><p>　　In the semi-floating type axle, drive power from the differential is taken by each axle half-sh

24、aft and transferred directly to the wheels. A single bearing assembly, located at the outer end of the axle, is used to support the axle half-shaft. The part of the axle ex-tending beyond the bearing assembly is either s

25、plined or tapered to a wheel hub and brake drum assembly. The main disadvantage of this type of axle is that the outer end of each axle shaft must carry and support the weight of the tr</p><p>　　Drive axle o

26、peration is controlled by the differential carrier assembly. A differential carrier assembly consists of a number of major components. These include:</p><p>　　1. Input shaft and pinion gear</p><p&

27、gt;　　2. Ring gear</p><p>　　3. Differential with two differential case halves, a differential spider ,four pinion gears ,and two side gears with washers.</p><p>　　This differential assembly fits

28、between the axle shafts, with the shafts being splined to the differential side gears. The parts of the differential carrier are held in position by a number of bearings and thrust washers.</p><p>　　The lead

29、ing end of the input shaft is connected to the drive shaft by a yoke and universal joint. The pinion gear on the other end of the input shaft is in constant mesh with the ring gear. The ring gear is bolted to a flange on

30、 the differential case. Insied the case, the legs of the spider are held in matching grooves in the case halves. The legs of the spider also support the four pinion gears. In addition ,the case houses the side gears ,whi

31、ch are in mesh with the pinions and are splined to t</p><p>　　When the drive shaft torque is applied to the input shaft and drive pinion, the input shaft and pinion rotate in a direction that is perpendicula

32、r to the truck's drive axles. The drive pinion is beveled at 45 degrees and engages the ring gear, which is also beveled at 45 degrees, causing the ring gear to revolve at 90 degrees to the drive shaft. This means th

33、e torque flow changes direction and becomes parallel to the axles and wheels.</p><p>　　The drive shaft must also be able to change in length while transmitting torque. As the rear axle reacts to road surfac

34、e changes, torque reactions and braking forces, it tends to rotate for-ward or backward, requiring a corresponding change in the length of the drive shaft. In order to transmit engine torque to the rear axles, the drive

35、shaft must be durable and strong. An engine producing 1 000 pound--feet of torque, when multiplied by a 12 to t gear ration in the transmission, will deliver 12</p><p>　　Drive shafts are constructed of high-

36、strength steel tubing to provide maximum strength with minimum weight. The diameter of the shaft and wall thickness of the tubing is determined by several factors ~ maximum torque and vehicle payload, type of operation,

37、road conditions, and the brake torque that might be encountered. One-piece ,two-piece ,and three-piece drive shafts are used, depending on the length of the drive line. Each end of the drive shaft has a yoke used to conn

38、ect the shaft to other </p><p>　　A typical slip joint consists of a hardened, ground splined shaft welded to the drive shaft tube that is inserted into a slip yoke that has matching internal splines. The sli

39、ding splines between a slib joint and a permanent joint must support the drive shaft and be capable of sliding under full torque loads. The propeller shaft is generally hollow to promote light weight and of a diameter su

40、fficient to impart great strength. Quality steel, aluminum, and graphite are used in its construction. Som</p><p>　　The universal yoke and splined stub (where used) are welded to the ends of a hollow shaft.

41、The shaft must run true, and it must be carefully balanced to avoid vibrations. The propeller shaft is often turning at engine speeds. It can cause great damage if bent, unbalanced or if there is wear in the universal jo

42、ints. As the rear axle moves up and down, it swings on an arc that is different from that of the drive line. As a result, the distance between transmission and rear axle will change to some</p><p>　　When the

43、 propeller shaft turns the differential, the axles and wheels are driven forward. The driving force developed between the tires and the road is first transferred to the rear axle housing. From the axle housing, it is tra

44、nsmitted to the frame or body in one of three ways:</p><p>　　1. Through leaf springs that are bolted to the housing and shackled to the frame.</p><p>　　2. Through control or torque arms shackled

45、 to both frame and axle housing.</p><p>　　3. Through a torque tube that surrounds the propeller shaft which is bolted to the axle housing and pivoted to the transmission, by means of a large ball socket.<

46、/p><p><b>　　二、中文翻譯</b></p><p><b>　　驅(qū)動(dòng)橋</b></p><p>　　汽車傳動(dòng)系統(tǒng)中驅(qū)動(dòng)橋和差速器有許多形式。無論是前輪、后輪還是四輪驅(qū)動(dòng)，差速器都是必要的，以便使發(fā)動(dòng)機(jī)的功率充分的發(fā)揮到路面上。</p><p>　　驅(qū)動(dòng)橋必須通過一個(gè)90°角傳遞動(dòng)力

47、。以傳統(tǒng)的后輪驅(qū)動(dòng)汽車為例，動(dòng)力由前置引擎?zhèn)鞯酱笾略谝粭l直線上的驅(qū)動(dòng)橋，然后動(dòng)力必須經(jīng)過一個(gè)直角傳遞給驅(qū)動(dòng)車輪。</p><p>　　這一過程是通過一個(gè)小齒輪傳遞到一個(gè)齒圈上而完成的。該齒圈連接到差速器殼，殼里面裝有一組小齒輪，小齒輪與帶有花鍵的每個(gè)軸的軸端相聯(lián)接，由橋殼的旋轉(zhuǎn)，從而差速齒輪帶動(dòng)軸轉(zhuǎn)動(dòng)，這個(gè)軸同時(shí)連接的就是驅(qū)動(dòng)車輪。</p><p>　　圖示為一個(gè)典型驅(qū)動(dòng)橋的組成</

48、p><p>　　差速器齒輪具有兩個(gè)基本的功能：在轉(zhuǎn)彎時(shí)允許后輪以不同的速度轉(zhuǎn)動(dòng)并將動(dòng)力分配到兩后輪。</p><p>　?。?）提供的說明是為了幫助理解這一過程是如何實(shí)現(xiàn)的。軸帶動(dòng)小驅(qū)動(dòng)齒輪在齒圈上旋轉(zhuǎn)。</p><p>　?。?）該齒圈與差速器殼相連，并帶動(dòng)殼旋轉(zhuǎn)。</p><p>　?。?）差速器殼內(nèi)設(shè)有一小孔，放置一個(gè)小齒輪軸，該小軸與差速

49、器成直角，并隨殼體轉(zhuǎn)動(dòng)。</p><p>　　（4）差速行星齒輪驅(qū)動(dòng)裝在小軸上的齒輪，使軸轉(zhuǎn)動(dòng)。</p><p>　　（5）差速器邊上的齒輪（驅(qū)動(dòng)齒輪）與小齒輪嚙合，并與做在一體的差速器殼和齒圈一起轉(zhuǎn)動(dòng)。</p><p>　?。?）一側(cè)帶花鍵的齒輪與兩軸端配合，隨橋殼旋轉(zhuǎn)。</p><p>　　（7）當(dāng)兩車輪具有相同的驅(qū)動(dòng)力的時(shí)候，小齒輪（行

50、星齒輪）在其軸架（行星架）上不旋轉(zhuǎn)，輸入到小齒輪上的力平均分配給兩端的齒輪。</p><p>　　（8）當(dāng)需要轉(zhuǎn)彎時(shí)，差動(dòng)齒輪開始起作用，能夠?qū)崿F(xiàn)兩端的半軸以不同的速度旋轉(zhuǎn)。</p><p>　　由于內(nèi)側(cè)車輪速度減慢，同側(cè)的花鍵軸齒輪也變慢，行星齒輪作為平衡杠桿，保持兩邊的輪齒負(fù)荷相等，同時(shí)允許兩邊的半軸以不同的的速度旋轉(zhuǎn)。如果汽車的行進(jìn)速度保持不變，內(nèi)側(cè)車輪的速度將減低90%。外側(cè)車輪的

51、速度將增加到110%。但是，因?yàn)橄到y(tǒng)有差速器，所以一旦有一個(gè)車輪轉(zhuǎn)速保持不變（如在泥或雪地），那么所有的發(fā)動(dòng)機(jī)功率將全部轉(zhuǎn)移到另外的一個(gè)車輪。</p><p>　　工程師們努力地尋找方法使每個(gè)驅(qū)動(dòng)輪都按照自己的速度運(yùn)行。在如今標(biāo)準(zhǔn)的差速器被最終發(fā)明出來之前，許多想法被交叉嘗試。目前在理論上非常成功的、一直沿用到今天的想法是通過把車軸分離成對(duì)稱的兩部分。每一個(gè)半軸都連接到分離的驅(qū)動(dòng)輪上，然后中間安放一個(gè)獨(dú)立的自由旋

52、轉(zhuǎn)的小齒輪和其它兩個(gè)齒輪來分離來自發(fā)動(dòng)機(jī)的動(dòng)力。這個(gè)結(jié)構(gòu)被稱為差速裝置。因?yàn)檫@種裝置能提供給每個(gè)車輪實(shí)際所需要的速度并且把來自發(fā)動(dòng)機(jī)的動(dòng)力分成相同的驅(qū)動(dòng)力作用給每個(gè)車輪。許多卡車有時(shí)需要裝備雙級(jí)減速驅(qū)動(dòng)橋來拖拽重物。雙級(jí)減速驅(qū)動(dòng)橋使用兩套減速齒輪來降低速度使轉(zhuǎn)矩達(dá)到峰值。這種設(shè)計(jì)是非常受優(yōu)待的例如自卸式卡車、混凝土攪拌車和其它重型貨車。</p><p>　　雙減速車橋采用了重型的螺旋錐齒輪或準(zhǔn)雙曲面齒輪和環(huán)行齒輪

53、配合從而進(jìn)行第一級(jí)減速。第二級(jí)減速是通過寬面的螺旋柱形直齒輪及其它齒輪組的配合完成的。主動(dòng)小齒輪和環(huán)行齒輪在單級(jí)減速橋上運(yùn)行，而差速器箱沒有被環(huán)形齒輪鎖死，相反，環(huán)形齒輪能將柱形直齒輪鍵入并驅(qū)動(dòng)，柱形直齒輪就可以依次不斷地與差速器箱中的螺旋正齒輪相嚙合。</p><p>　　許多重型載貨汽車都配備了兩個(gè)后驅(qū)動(dòng)橋，這種平衡懸架軸的卡車需要一種特殊的齒輪配置方法來解決后驅(qū)動(dòng)橋上的向前與向后的傳動(dòng)。這些齒輪必須要考慮到

54、車軸間的轉(zhuǎn)速差。兩個(gè)車軸軸轂的排列為軸轂和車輪間提供了有力的支持。在半浮動(dòng)式軸與全浮動(dòng)式軸中，半浮動(dòng)式軸的設(shè)計(jì)較簡單、價(jià)格便宜的，而全浮動(dòng)式軸多受歡迎于重型卡車中。</p><p>　　對(duì)于半浮動(dòng)式軸，來自差速器的動(dòng)力施加與兩個(gè)半軸，并直接傳遞到輪子上。一個(gè)單軸承組（位于軸承外端）被用于支撐半軸。軸端外延到軸承組上的部分與輪閘和輪鼓的連接是花鍵或錐形連接。這種軸的缺點(diǎn)是每個(gè)半軸的外端都有支撐輪子上的車體。如果有一

55、個(gè)半軸斷裂，車輪就會(huì)脫離。</p><p>　　驅(qū)動(dòng)軸的動(dòng)作由差速器結(jié)構(gòu)控制。差速器結(jié)構(gòu)由以下幾個(gè)主要的部件： </p><p>　　1.輸入軸和齒輪結(jié)構(gòu) </p><p><b>　　2.齒圈 </b></p><p>　　3.差速器包括兩個(gè)差速器半箱，差速架，4個(gè)齒輪，兩個(gè)帶墊圈的邊齒輪。 </p>&

56、lt;p>　　差速器結(jié)構(gòu)位于兩個(gè)半軸之間，通過邊齒輪與之花鍵連接。差速器部件用許多軸承和止推墊圈固定。 </p><p>　　輸入軸頭通過一個(gè)套和萬向節(jié)與驅(qū)動(dòng)軸連接。輸入軸另一端的齒輪與齒圈嚙合。齒圈被銷在差速箱的輪緣上。箱內(nèi)，支架腿嚙合與箱子的凹槽。支架腿同時(shí)支撐著4個(gè)小齒輪。此外，差速箱還包裹著邊齒輪，而邊齒輪與小齒輪嚙合并與軸花鍵連接。當(dāng)驅(qū)動(dòng)軸的轉(zhuǎn)矩施加與輸入軸并帶動(dòng)小齒輪，輸入軸和小齒輪就會(huì)在與車軸

57、垂直的方向轉(zhuǎn)動(dòng)。傳動(dòng)齒輪和環(huán)形齒輪都通過45°斜齒相互嚙合，使環(huán)形齒輪與驅(qū)動(dòng)軸的轉(zhuǎn)動(dòng)方向形成90°角。這意味著扭矩改變了方向后與車軸和車輪平行。</p><p>　　驅(qū)動(dòng)橋在傳遞轉(zhuǎn)矩的同時(shí)還能改變長度。因?yàn)楹筝S反映路面的變化，轉(zhuǎn)矩的反映和制動(dòng)力的變化，適應(yīng)向前或者向后的旋轉(zhuǎn)。同時(shí)還要適應(yīng)驅(qū)動(dòng)橋的長度變化。為了把發(fā)動(dòng)機(jī)的轉(zhuǎn)矩傳遞到后軸，驅(qū)動(dòng)橋必須耐用而且結(jié)實(shí)。發(fā)動(dòng)機(jī)產(chǎn)生1000鎊·尺的

58、轉(zhuǎn)矩時(shí)乘以一個(gè)齒輪12個(gè)齒在驅(qū)動(dòng)橋上就產(chǎn)生了12000鎊·尺的轉(zhuǎn)矩。后軸必須足夠結(jié)實(shí)來傳遞扭轉(zhuǎn)力矩給承載軸上不能產(chǎn)生變形和段裂。</p><p>　　驅(qū)動(dòng)橋是由高強(qiáng)度的空心鋼管制成的以最小的重量來提供最大的動(dòng)力軸的直徑和軸壁的薄厚是由扭矩的峰值、車輛的額定載重、運(yùn)行的方式、路面狀況和制動(dòng)力矩共同決定的。每一個(gè)驅(qū)動(dòng)橋的末端都有十字軸用來連接軸和其它的縱向驅(qū)動(dòng)組件的。這個(gè)十字軸被剛性的焊接在半軸的軟管上或者

59、是滑動(dòng)叉上。這個(gè)支撐管一頭連接著萬向節(jié)，另一頭接在支配管上用來輸入和輸出變速器和軸的動(dòng)力。</p><p>　　一個(gè)經(jīng)淬火的滑聯(lián)合，花鍵軸焊接傳動(dòng)軸管插入一個(gè)滑動(dòng)叉有內(nèi)花鍵相配合。滑動(dòng)花鍵之間的滑動(dòng)聯(lián)合常設(shè)聯(lián)合必須支持傳動(dòng)軸，并承受滑動(dòng)下全負(fù)荷扭矩。傳動(dòng)軸是空心的，并重量輕普遍應(yīng)用，一個(gè)足夠大的直徑以傳遞的巨大轉(zhuǎn)矩。 優(yōu)質(zhì)鋼、鋁、石墨被用于制造的材料。 并安裝一個(gè)橡膠的扭振減振阻尼器。</p>&l

60、t;p>　　普遍的軛狀花鍵管被焊接到兩端的空心軸。軸的運(yùn)行必須準(zhǔn)確，并它必須小心平衡，以避免受振動(dòng)。 傳動(dòng)軸往往是轉(zhuǎn)彎時(shí)發(fā)動(dòng)機(jī)的轉(zhuǎn)速。如果轉(zhuǎn)彎時(shí)，不平衡或有磨損的萬向節(jié)，它可以造成很大損害。由于后軸上下移動(dòng)， 它搖擺出一個(gè)弧形的，不同的傳動(dòng)線。在變速器和后軸將有某種程度的改變。 </p><p>　　當(dāng)傳動(dòng)軸轉(zhuǎn)差，車軸和車輪是驅(qū)動(dòng)前進(jìn)。主動(dòng)力之間的輪胎和道路是首先被轉(zhuǎn)移到后軸殼。從動(dòng)軸套，它是傳送給骨架或機(jī)