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附 錄 附錄A Driver introductions Bridge 1. Features: ???? Drive Bridge at the end of powertrain, and the basic function of which is to increase came from the drive shaft or transmission of torque, and a reasonable distribution of power to the left and right driving wheel, and also bear in the role of the frame or the road and Legislative body between the vertical, horizontal and vertical of power. Driven by the general bridge reducer, differential, wheels, transmission and drive axle housings and other components. 2. The bridge design driver: （1）?Drive bridge design should meet the following basic requirements:（1）. Choice of the reduction ratio should be able to guarantee that vehicles have the power and the best fuel economy. （2）. Dimensions small to ensure that the necessary ground clearance.（3）. Transmission gears and other pieces of work stable and noise. （4）. Under various load and speed with high transmission efficiency.（5）. Guarantee sufficient strength, rigidity conditions, should strive for quality small, particularly unsprung mass should be as small as possible to improve vehicle ride comfort. （6）. Oriented suspension and coordination of movement, to the drive axle, and the steering mechanism should be coordinated with campaigns. （7）. Simple structure, and processing of, and easy to manufacture, enables easy adjustment. 3. Drive Bridge Category 3.1 non-driving axle-disconnect Disconnect-general non-driving axle, simple structure, low cost, reliable, widely used in a variety of truck, bus and the bus, in the majority of off-road vehicles and some cars also adopt this structure. Their specific structure, in particular the shell structure while the bridge is not the same, but there is one common characteristic is that Shell is a bridge support in the drive wheel about the rigid hollow beam, and the half-axle gear transmission components, such as installation of one of them. Then the whole drive axle, drive shaft driven wheel and some are in unsprung mass, larger vehicles unsprung mass, which is one of its shortcomings. Drive Axle size depends primarily on the outline of the main types reducer. In the tire size and drive underneath the minimum ground clearance has been determined by circumstances, it defines the diameter of the driven gear reducer size. Ratio of a given condition, if the single-stage reducer can not meet the requirements of ground clearance, with the dual-class structure. In the two-stage reducer, the two usually on a main gear reducer shell reducer, can also slow gear as a second-class round-reducer. The round-reducer: In order to improve cross-country motor vehicle ground clearance, can be a spur gear consisting of round-gear reducer initiatives under its follower of the vertical top gear; buses to reduce vehicle height and the center of mass of train floors height, so as to enhance stability and the convenience of the passengers get on and off, can be round-gear reducer initiatives under its vertical driven gear beneath some double-decker bus in order to further reduce the compartment floor height in a round-Gear reducer At the same time, the main reducer and differential assembly also moved to the driver's side wheel. In a few large-scale high-speed bus engine, multi-bridge drive vehicle and ultra-heavy laden car, and sometimes used for the worm reducer, it not only has the quality of small, compact size of circumstances can be large and transmission ratio Smoothing the merits of silent work, and the overall layout of the car is very convenient. 3.2-drive axle disconnect Disconnect-drive axle different from the non-driving axle-disconnect the obvious characteristics of a connection is that the former does not drive the wheels about the rigidity of the overall casing or beam. Disconnect drive bridge is the bridge sub-shell, and can be done between the relative motion, such as off-the bridge. In addition, it always match with independent suspension, it is also known as the independent suspension bridge driver. The middle of this bridge, the main reducer and differential, are mounting in the frame beams inside or on the floor, or backbone of the frame. Lord reducer, and the driveshaft and differential wheel drive part of the quality of transmission quality on all spring. As both sides of the drive wheel independent suspension can be used to the site relative to each other frame for the upper and lower compartments or swing, with a corresponding demand on the drive wheel and the gear casing or casing for the corresponding swing. The hoisting of the type of vehicle assembly and elastic damping device components and characteristics of the work is to determine vehicle ride comfort of the main factors, and the quality of auto parts spring the size of their ride also have a marked impact. Disconnect-drive axle unsprung mass smaller, independent suspension with the match, which drive the wheels of contact with the ground and on all-terrain better adaptability, which can greatly reduce car running on uneven road vibration and the tilt train, travelling to the vehicle's ride and the average driving speed, reducing the wheels and axles on the dynamic load and parts, increasing its reliability and service life. However, due to disconnect the drive Bridge and the independent suspension with the match of the complex structure, this structure is mainly seen on the ride comfort of the higher part of sedans and some off-road vehicle, and the latter more than a light following riders Bridge drive vehicles or heavy-duty off-road vehicle. 3.3 Bridge over drive layout In order to improve loading and adoption of some medium - and heavy-duty vehicles and all over the use of off-road vehicles are driven more bridge, and often used 4,6 × 4 × 8 × such as 6,8-driven type. Multi-Bridge driver in the circumstances, the driving force at the drive actuator pass in the way the two bridges. The two corresponding power transmission, the Multi-Bridge drive vehicle driving axle layout patterns into non-hollow and hollow. The former in order to force the pass at the drive actuator bridge to the actuator from the drive axle by its own dedicated power transmission drive shaft, not only to increase the number of drive shaft, and the cause of the drive axle Bridge parts in particular Shell, and other major parts Semiaxle not universal. On the 8 × 8 vehicle, this non-drive-through bridge is even more inappropriate, but also a difficult layout. In order to solve the above problems, modern bridges are used in cars driven through the drive axle-type layout. In the drive-through layout of the bridge, the bridge driveshaft layout in the same vertical longitudinal plane, and were not the driving axle drive shaft and use their own sub-actuator directly connected, but in front of the actuator or the back of the two adjacent bridge driveshaft is the tandem arrangement. The two ends of the car after driving axle impetus by the actuator and transmission through the middle of the bridge. The advantage is not only reduce the number of drive shaft, but also increase the driving axle parts of the mutual general, and to simplify the structure, reducing the size and quality. This vehicle design (such as car variant), manufacturing and maintenance, convenient 4. Drive axle components ???? Driven mainly by the main bridge reducer, differential, half-axle and drive axle housings and other components. ? 1. Lord reducer ???? Reducer to change the general direction of transmission, reduce speed and increase torque to ensure that there are sufficient vehicles and the driving force of the appropriate speed Paper. Reducer more main types, single-stage, two-stage, two-speed, such as round-reducer. ? (1) single-stage main reducer ???? By achieving a gear reducer deceleration devices, known as a single-stage reducer. Its structure is simple, light weight, Dongfeng BQl090 type light, widely used on medium-duty truck. ?( 2) Two-stage main reducer ???? Some of the larger truck load for a slowdown than larger, single-level main reducer drive, moving from the diameter of gear must be increased, it will affect the drive axle ground clearance, a two-reducer . Often referred to as the two-stage reducer. There are two double-reducing gear reducer, to the two-twisting by deceleration. ???? To enhance the meshing of gears cone smooth and strength, the first vice-gear reducer is spiral bevel gears. Two helical gear is the result of Vice gear. Active bevel gear rotation, led a round-driven rotary gear, thus completing a slowdown. Second-class deceleration initiative Gear Driven and bevel gear and a rotating coaxial, and driven gear driven rotary cylinder, a second-class deceleration. Driven by cylindrical gear installed in the differential case, therefore, when the follower cylinder gear rotates, and through the half axle differential rotation that drive the wheels. 2. Differential ???? About half axle differential to connect, to enable both sides of the wheels at different angular velocity of rotation torque transmission. Guarantee the normal wheels rolling. Some bridges-driven cars, in the actuator or in the hollow shaft of the transmission are available differential, known as bridge between differential. Its role in the automotive turn or uneven traffic on the road, before and after the drive wheel differential between role. At present domestic cars and other types of vehicles in the basic use of the symmetrical cone ordinary differential gear. Symmetric bevel gear from the planetary gear differential, half axle gear, planetary gear shaft (axle or a direct cross-axis) and differential shell components. Most car-use planetary gear differential, ordinary differential bevel gear cone by two or four planetary gears, gear shaft, the two conical about half axle differential gear and shell components. 3. Semiaxle ???? Semi-axle differential is the torque came to pass wheels, rotating wheel drive, and promote car travelling solid shaft. Since the installation of wheels different structures, and the force Semiaxle also different. Therefore, Semiaxle divided into floating, semi-floating, 3 / 4 floating three types. (1) Full-floating Semiaxle ???? Generally large and medium-sized cars are used all floating structures. Semiaxle end of the spline and with the half-axle differential gear connected to the outer end Semiaxle forging a flange, with bolts and wheels connected. Wheel through two further away from the text of Tapered Roller Bearings for the half axle casing. Semiaxle bridge shell casing pressure and after one match, composition drive axle housings. Supporting the use of such forms, and the bridge shell Semiaxle not directly linked to Semiaxle driving torque not only bear to bear any moment, such Semiaxle called the "floating" half axle. The so-called "floating" that is not half axle bending load. Floating Semiaxle all, the end-to-flange and shaft into one. But there are also some truck into separate parts of the flange, and a set of keys to spend half axle, in the end. As a result, the two ends are Semiaxle spline can be used for the first. (2) semi-floating Semiaxle ???? Semi-axle semi-floating with all of the floating-the same does not bear bending and torsion. Aloof-supported through a direct bearing on the inside half axle casing. Supporting this approach will bear moment Semiaxle outer end. Therefore, in addition to this Banxiu torque transmission, but also to sustain local moment, the semi-called floating Semiaxle. This structure type mainly used for small buses. (3), 3 / 4 floating Semiaxle ???? 3 / 4 floating Semiaxle is subject to the degree of bending short range semi-floating and the entire floating between. Application of this type currently Semiaxle little Xiaowoche only on the individual applications, such as Warsaw M20 car.  附錄B 驅(qū)動(dòng)橋相關(guān)介紹 一．?功能： 驅(qū)動(dòng)橋處于動(dòng)力傳動(dòng)系的末端，其基本功能是增大由傳動(dòng)軸或變速器傳來(lái)的轉(zhuǎn)矩，并將動(dòng)力合理的分配給左、右驅(qū)動(dòng)輪，另外還承受作用于路面和車架或車身之間的垂直立、縱向力和橫向力。驅(qū)動(dòng)橋一般由主減速器、差速器、車輪傳動(dòng)裝置和驅(qū)動(dòng)橋殼等組成。 二．?驅(qū)動(dòng)橋的設(shè)計(jì)： 驅(qū)動(dòng)橋設(shè)計(jì)應(yīng)當(dāng)滿足如下基本要求： 1.選擇的主減速比應(yīng)能保證汽車具有最佳的動(dòng)力性和燃料經(jīng)濟(jì)性。 2.外形尺寸要小，保證有必要的離地間隙。 3.齒輪及其他傳動(dòng)件工作平穩(wěn)，噪聲小。 4.在各種轉(zhuǎn)速和載荷下具有高的傳動(dòng)效率。 5.在保證足夠的強(qiáng)度、剛度條件下，應(yīng)力求質(zhì)量小，尤其是簧下質(zhì)量應(yīng)盡量小，以改善汽車平順性。 6.與懸架導(dǎo)向機(jī)構(gòu)運(yùn)動(dòng)協(xié)調(diào)，對(duì)于轉(zhuǎn)向驅(qū)動(dòng)橋，還應(yīng)與轉(zhuǎn)向機(jī)構(gòu)運(yùn)動(dòng)相協(xié)調(diào)。 7.結(jié)構(gòu)簡(jiǎn)單，加工工藝性好，制造容易，拆裝、調(diào)整方便。 三．驅(qū)動(dòng)橋的分類 3.1 非斷開(kāi)式驅(qū)動(dòng)橋 普通非斷開(kāi)式驅(qū)動(dòng)橋，由于結(jié)構(gòu)簡(jiǎn)單、造價(jià)低廉、工作可靠，廣泛用在各種載貨汽車、客車和公共汽車上，在多數(shù)的越野汽車和部分轎車上也采用這種結(jié)構(gòu)。他們的具體結(jié)構(gòu)、特別是橋殼結(jié)構(gòu)雖然各不相同，但是有一個(gè)共同特點(diǎn)，即橋殼是一根支承在左右驅(qū)動(dòng)車輪上的剛性空心梁，齒輪及半軸等傳動(dòng)部件安裝在其中。這時(shí)整個(gè)驅(qū)動(dòng)橋、驅(qū)動(dòng)車輪及部分傳動(dòng)軸均屬于簧下質(zhì)量，汽車簧下質(zhì)量較大，這是它的一個(gè)缺點(diǎn)。 驅(qū)動(dòng)橋的輪廓尺寸主要取決于主減速器的型式。在汽車輪胎尺寸和驅(qū)動(dòng)橋下的最小離地間隙已經(jīng)確定的情況下，也就限定了主減速器從動(dòng)齒輪直徑的尺寸。在給定速比的條件下，如果單級(jí)主減速器不能滿足離地間隙要求，可該用雙級(jí)結(jié)構(gòu)。在雙級(jí)主減速器中，通常把兩級(jí)減速器齒輪放在一個(gè)主減速器殼體內(nèi)，也可以將第二級(jí)減速齒輪作為輪邊減速器。對(duì)于輪邊減速器：越野汽車為了提高離地間隙，可以將一對(duì)圓柱齒輪構(gòu)成的輪邊減速器的主動(dòng)齒輪置于其從動(dòng)齒輪的垂直上方；公共汽車為了降低汽車的質(zhì)心高度和車廂地板高度，以提高穩(wěn)定性和乘客上下車的方便，可將輪邊減速器的主動(dòng)齒輪置于其從動(dòng)齒輪的垂直下方；有些雙層公共汽車為了進(jìn)一步降低車廂地板高度，在采用圓柱齒輪輪邊減速器的同時(shí)，將主減速器及差速器總成也移到一個(gè)驅(qū)動(dòng)車輪的旁邊。 在少數(shù)具有高速發(fā)動(dòng)機(jī)的大型公共汽車、多橋驅(qū)動(dòng)汽車和超重型載貨汽車上，有時(shí)采用蝸輪式主減速器，它不僅具有在質(zhì)量小、尺寸緊湊的情況下可以得到大的傳動(dòng)比以及工作平滑無(wú)聲的優(yōu)點(diǎn)，而且對(duì)汽車的總體布置很方便。 3.2 斷開(kāi)式驅(qū)動(dòng)橋 斷開(kāi)式驅(qū)動(dòng)橋區(qū)別于非斷開(kāi)式驅(qū)動(dòng)橋的明顯特點(diǎn)在于前者沒(méi)有一個(gè)連接左右驅(qū)動(dòng)車輪的剛性整體外殼或梁。斷開(kāi)式驅(qū)動(dòng)橋的橋殼是分段的，并且彼此之間可以做相對(duì)運(yùn)動(dòng)，所以這種橋稱為斷開(kāi)式的。另外，它又總是與獨(dú)立懸掛相匹配，故又稱為獨(dú)立懸掛驅(qū)動(dòng)橋。這種橋的中段，主減速器及差速器等是懸置在車架橫粱或車廂底板上，或與脊梁式車架相聯(lián)。主減速器、差速器與傳動(dòng)軸及一部分驅(qū)動(dòng)車輪傳動(dòng)裝置的質(zhì)量均為簧上質(zhì)量。兩側(cè)的驅(qū)動(dòng)車輪由于采用獨(dú)立懸掛則可以彼此致立地相對(duì)于車架或車廂作上下擺動(dòng)，相應(yīng)地就要求驅(qū)動(dòng)車輪的傳動(dòng)裝置及其外殼或套管作相應(yīng)擺動(dòng)。 汽車懸掛總成的類型及其彈性元件與減振裝置的工作特性是決定汽車行駛平順性的主要因素，而汽車簧下部分質(zhì)量的大小，對(duì)其平順性也有顯著的影響。斷開(kāi)式驅(qū)動(dòng)橋的簧下質(zhì)量較小，又與獨(dú)立懸掛相配合，致使驅(qū)動(dòng)車輪與地面的接觸情況及對(duì)各種地形的適應(yīng)性比較好，由此可大大地減小汽車在不平路面上行駛時(shí)的振動(dòng)和車廂傾斜，提高汽車的行駛平順性和平均行駛速度，減小車輪和車橋上的動(dòng)載荷及零件的損壞，提高其可靠性及使用壽命。但是，由于斷開(kāi)式驅(qū)動(dòng)橋及與其相配的獨(dú)立懸掛的結(jié)構(gòu)復(fù)雜，故這種結(jié)構(gòu)主要見(jiàn)于對(duì)行駛平順性要求較高的一部分轎車及一些越野汽車上，且后者多屬于輕型以下的越野汽車或多橋驅(qū)動(dòng)的重型越野汽車。 3.3 多橋驅(qū)動(dòng)的布置 為了提高裝載量和通過(guò)性，有些重型汽車及全部中型以上的越野汽車都是采用多橋驅(qū)動(dòng)，常采用的有4×4、6×6、8×8等驅(qū)動(dòng)型式。在多橋驅(qū)動(dòng)的情況下，動(dòng)力經(jīng)分動(dòng)器傳給各驅(qū)動(dòng)橋的方式有兩種。相應(yīng)這兩種動(dòng)力傳遞方式，多橋驅(qū)動(dòng)汽車各驅(qū)動(dòng)橋的布置型式分為非貫通式與貫通式。前者為了把動(dòng)力經(jīng)分動(dòng)器傳給各驅(qū)動(dòng)橋，需分別由分動(dòng)器經(jīng)各驅(qū)動(dòng)橋自己專用的傳動(dòng)軸傳遞動(dòng)力，這樣不僅使傳動(dòng)軸的數(shù)量增多，且造成各驅(qū)動(dòng)橋的零件特別是橋殼、半軸等主要零件不能通用。而對(duì)8×8汽車來(lái)說(shuō)，這種非貫通式驅(qū)動(dòng)橋就更不適宜，也難于布置了。 為了解決上述問(wèn)題，現(xiàn)代多橋驅(qū)動(dòng)汽車都是采用貫通式驅(qū)動(dòng)橋的布置型式,在貫通式驅(qū)動(dòng)橋的布置中，各橋的傳動(dòng)軸布置在同一縱向鉛垂平面內(nèi)，并且各驅(qū)動(dòng)橋不是分別用自己的傳動(dòng)軸與分動(dòng)器直接聯(lián)接，而是位于分動(dòng)器前面的或后面的各相鄰兩橋的傳動(dòng)軸，是串聯(lián)布置的。汽車前后兩端的驅(qū)動(dòng)橋的動(dòng)力，是經(jīng)分動(dòng)器并貫通中間橋而傳遞的。其優(yōu)點(diǎn)是，不僅減少了傳動(dòng)軸的數(shù)量，而且提高了各驅(qū)動(dòng)橋零件的相互通用性，并且簡(jiǎn)化了結(jié)構(gòu)、減小了體積和質(zhì)量。這對(duì)于汽車的設(shè)計(jì)(如汽車的變型)、制造和維修，都帶來(lái)方便 四．驅(qū)動(dòng)橋的組成 ??? 驅(qū)動(dòng)橋主要由主減速器、差速器、半軸和驅(qū)動(dòng)橋殼等組成。 ?1．主減速器 ?主減速器一般用來(lái)改變傳動(dòng)方向，降低轉(zhuǎn)速，增大扭矩，保證汽車有足夠的驅(qū)動(dòng)力和適當(dāng)?shù)乃倨?。主減速器類型較多，有單級(jí)、雙級(jí)、雙速、輪邊減速器等。 (?1）單級(jí)主減速器 由一對(duì)減速齒輪實(shí)現(xiàn)減速的裝置，稱為單級(jí)減速器。其結(jié)構(gòu)簡(jiǎn)單，重量輕，東風(fēng)BQl090型等輕、中型載重汽車上應(yīng)用廣泛。 (?2）雙級(jí)主減速器 對(duì)一些載重較大的載重汽車，要求較大的減速比，用單級(jí)主減速器傳動(dòng)，則從動(dòng)齒輪的直徑就必須增大，會(huì)影響驅(qū)動(dòng)橋的離地間隙，所以采用兩次減速。通常稱為雙級(jí)減速器。雙級(jí)減速器有兩組減速齒輪，實(shí)現(xiàn)兩次減速增扭。 ?為提高錐形齒輪副的嚙合平穩(wěn)性和強(qiáng)度，第一級(jí)減速齒輪副是螺旋錐齒輪。二級(jí)齒輪副是斜齒因拄齒輪。 ?主動(dòng)圓錐齒輪旋轉(zhuǎn)，帶動(dòng)從動(dòng)圓銀齒輪旋轉(zhuǎn)，從而完成一級(jí)減速。第二級(jí)減速的主動(dòng)圓柱齒輪與從動(dòng)圓錐齒輪同軸而一起旋轉(zhuǎn)，并帶動(dòng)從動(dòng)圓柱齒輪旋轉(zhuǎn)，進(jìn)行第二級(jí)減速。因從動(dòng)圓柱齒輪安裝于差速器外殼上，所以，當(dāng)從動(dòng)圓柱齒輪轉(zhuǎn)動(dòng)時(shí)，通過(guò)差速器和半軸即驅(qū)動(dòng)車輪轉(zhuǎn)動(dòng)。 2．差速器 ?差速器用以連接左右半軸，可使兩側(cè)車輪以不同角速度旋轉(zhuǎn)同時(shí)傳遞扭矩。保證車輪的正常滾動(dòng)。有的多橋驅(qū)動(dòng)的汽車，在分動(dòng)器內(nèi)或在貫通式傳動(dòng)的軸間也裝有差速器，稱為橋間差速器。其作用是在汽車轉(zhuǎn)彎或在不平坦的路面上行駛時(shí)，使前后驅(qū)動(dòng)車輪之間產(chǎn)生差速作用。 目前國(guó)產(chǎn)轎車及其它類汽車基本都采用了對(duì)稱式錐齒輪普通差速器。對(duì)稱式錐齒輪差速器由行星齒輪、半軸齒輪、行星齒輪軸（十字軸或一根直銷軸）和差速器殼等組成。目前大多數(shù)汽車采用行星齒輪式差速器，普通錐齒輪差速器由兩個(gè)或四個(gè)圓錐行星齒輪、行星齒輪軸、兩個(gè)圓錐半軸齒輪和左右差速器殼等組成。 ?3．半軸 ??半軸是將差速器傳來(lái)的扭矩再傳給車輪，驅(qū)動(dòng)車輪旋轉(zhuǎn)，推動(dòng)汽車行駛的實(shí)心軸。由于輪轂的安裝結(jié)構(gòu)不同，而半軸的受力情況也不同。所以，半軸分為全浮式、半浮式、3／4浮式三種型式。 (1）全浮式半軸 ??? 一般大、中型汽車均采用全浮式結(jié)構(gòu)。 半軸的內(nèi)端用花鍵與差速器的半軸齒輪相連接，半軸的外端鍛出凸緣，用螺栓和輪轂連接。輪轂通過(guò)兩個(gè)相距較遠(yuǎn)的圓錐滾子軸承文承在半軸套管上。半軸套管與后橋殼壓配成一體，組成驅(qū)動(dòng)橋殼。用這樣的支承形式，半軸與橋殼沒(méi)有直接聯(lián)系，使半軸只承受驅(qū)動(dòng)扭矩而不承受任何彎矩，這種半軸稱為“全浮式”半軸。所謂“浮”意即半軸不受彎曲載荷。 全浮式半軸，外端為凸緣盤(pán)與軸制成一體。但也有一些載重汽車把凸緣制成單獨(dú)零件，并借花鍵套合在半軸外端。因而，半軸的兩端都是花鍵，可以換頭使用。 (2）半浮式半軸 半浮式半軸的內(nèi)端與全浮式的一樣，不承受彎扭。其外端通過(guò)一個(gè)軸承直接支承在半軸外殼的內(nèi)側(cè)。這種支承方式將使半軸外端承受彎矩。因此，這種半袖除傳遞扭矩外，還局部地承受彎矩，故稱為半浮式半軸。這種結(jié)構(gòu)型式主要用于小客車。 (3）3／4浮式半軸 ?3／4浮式半軸是受彎短的程度介于半浮式和全浮式之間。此式半軸目前應(yīng)用不多，只在個(gè)別小臥車上應(yīng)用，如華沙M20型汽車。