外文翻譯--驅動橋-差速器

附錄 英文文獻翻譯 Drive axle/differential All vehic les have some type of drive axle/differential assembly incorporated into the driveline. Whether it is front, rear or four wheel drive, differentials are necessary for the smooth application of engine power to the road. Powerflow The drive axle must transmit power through a 90 angle. The flow of power in conventional front 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 directed to the drive wheels. 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 are 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. Figure 11 Component parts of a typical driven axle assembly. Differential operation The differential is an arrangement 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. The accompanying illustration has been provided to help understand how this occurs. The drive pinion, which is turned by the driveshaft, turns the ring gear (1). The ring gear, which is attached to the differential case, turns the case (2). The pinion shaft, located in a bore in the differential case, is at right angles to the axle shafts and turns with the case (3). The differential pinion (drive) gears are mounted on the pinion shaft and rotate with the shaft (4). Differential side gears (driven gears) are meshed with the pinion gears and turn with the differential housing and ring gear as a unit (5). The side gears are splined to the inner ends of the axle shafts and rotate the shafts as the housing turns (6). When both wheels have equal traction, the pinion gears do not rotate on the pinion shaft, since the input force of the pinion gears is divided equally between the two side gears (7). When it is necessary to turn a corner, the differential gearing becomes effective and allows the axle shafts to rotate at different speeds (8). 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 by 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 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 or snow), all of the engine power can be transferred to only one wheel. Figure 12 Overview of differential gear operating principles. Limited-slip and locking differential operation Limited-slip and locking differentials provide the driving force to the wheel with the best traction before the other wheel begins to spin. This is accomplished through clutch plates, cones or locking pawls. The clutch plates or cones are located between the side gears and the inner walls of the differential case. When they are squeezed together through spring tension and outward force from the side gears, three reactions occur. Resistance on the side gears causes more torque to be exerted on the clutch packs or clutch cones. Rapid one wheel spin cannot occur, because the side gear is forced to turn at the same speed as the case. So most importantly, with the side gear and the differential case turning at the same speed, the other wheel is forced to rotate in the same direction and at the same speed as the differential case. Thus, driving force is applied to the wheel with the better traction. Locking differentials work nearly the same as the clutch and cone type of limited slip, except that when tire speed differential occurs, the unit will physically lock both axles together and spin them as if they were a solid shaft. Figure 13 Limited-slip differentials transmit power through the clutches or cones to drive the wheel having the best traction. Identifying a limited-slip drive axle Metal tags are normally attached to the axle assembly at the filler plug or to a bolt on the cover. During the life of the vehicle, these tags can become lost and other means must be used to identify the drive axle. To determine whether a vehicle has a limited-slip or a conventional drive axle by tire movement, raise the rear wheels off the ground. Place the transmission in PARK (automatic) or LOW (manual), and attempt to turn a drive wheel by hand. If the drive axle is a limited-slip type, it will be very difficult (or impossible) to turn the wheel. If the drive axle is the conventional (open) type, the wheel will turn easily, and the opposing wheel will rotate in the reverse direction. Place the transmission in neutral and again rotate a rear wheel. If the axle is a limited-slip type, the opposite wheel will rotate in the same direction. If the axle is a conventional type, the opposite wheel will rotate in the opposite direction, if it rotates at all. Gear ratio The drive axle of a vehicle is said to have a certain axle ratio. This number (usually a whole number and a decimal fraction) is actually a comparison of the number of gear teeth on the ring gear and the pinion gear. For example, a 4.11 rear means that theoretically, there are 4.11 teeth on the ring gear for each tooth on the pinion gear or, put another way, the driveshaft must turn 4.11 times to turn the wheels once. Actually, with a 4.11 ratio, there might be 37 teeth on the ring gear and 9 teeth on the pinion gear. By dividing the number of teeth on the pinion gear into the number of teeth on the ring gear, the numerical axle ratio (4.11) is obtained. This also provides a good method of ascertaining exactly which axle ratio one is dealing with. Another method of determining gear ratio is to jack up and support the vehicle so that both drive wheels are off the ground. Make a chalk mark on the drive wheel and the driveshaft. Put the transmission in neutral. Turn the wheel one complete turn and count the number of turns that the driveshaft/halfshaft makes. The number of turns that the driveshaft makes in one complete revolution of the drive wheel approximates the axle ratio. Figure 14 The numerical ratio of the drive axle is the number of the teeth on the ring gear divided by the number of the teeth on the pinion gear. 譯文： 驅動橋 /差速器 所有的車輛有一些類型的驅動橋 /差速器總成包含在傳動系統(tǒng)中。無論是前輪，后輪或四輪驅動 ，為在道路上順暢運用發(fā)動機的功率，差速器是必要的。 動力流向 見圖 1 驅動橋必須通過一個 90 度角來傳遞動力。在傳統(tǒng)的前置后驅車輛上，動力從發(fā)動機傳到傳動軸大約在一直線上。然而 ,在驅動橋，動力必須轉 90 度角 (從傳動軸上看 ),流向驅動輪。 這由一個小傳動齒輪完成，它變成一個圓形齒圈。該齒圈附在差速器殼上，其中一套是內花鍵小齒輪，傳到半軸。由于殼體是旋轉的，差速器內部差速齒輪傳到半軸，也是連接到驅動車輪。 圖 1 一個典型的驅動橋總成的組成部分 差速器運動 見圖 2 差速器是一項安排有兩個功能的齒輪：當轉彎時，允 許后輪以不同的速度旋轉和使動力流向兩個后輪。 附插圖 ,幫助大家了解這些運動。這個由傳動軸驅動的主動錐齒輪 , 驅動從動環(huán)形錐齒輪 (1)。 從動環(huán)形錐齒輪連接到差速器上，驅動差速器 ；(2)。 半軸齒輪 ,在差速器的一個孔上 ,在差速器的驅動下使半軸和傳動軸形成 90 度角 (3)。 差速器行星齒輪（驅動齒）安裝在十字軸和通過十字軸旋轉（ 4 ） 差速器半軸齒輪（驅動齒輪）與行星齒輪嚙合，由差速器殼驅動，行星齒輪和殼作為一個整體（ 5 ） 。 半軸齒輪通過內花鍵來連接半軸和隨著殼體的旋轉來驅動半軸（ 6 ） 當兩個車輪以同 樣的牽引力時，行星齒輪是不繞著十字軸旋轉的，因此，行星齒輪輸出的動力平均分配給兩個半軸齒輪（ 7 ） 當有必要拐彎時，差速器齒輪生效，并允許軸軸旋轉以不同的速度（ 8 ） 由于內側車輪輪減速，內側半軸和半軸齒輪花鍵也減慢。行星齒輪作為一個平衡杠桿保持兩個齒輪的齒都嚙合，以不同的速度來旋轉半軸。如果車速保持不變，內側車輪放慢至百分之九十的車速，外側車輪將加快到 1.1 倍。然而，由于這一系統(tǒng)被稱為一個開放的差速器，如果一個車輪陷入（如泥土或雪） ，所有的發(fā)動機功率都會轉移到一個車輪上。 圖 2 差速器齒輪運 動原理圖 限滑和鎖止差速器 見圖 3 限滑和鎖止差速器在一車輪空轉時提供最佳動力給另一車輪。這是通過離合器片，錐或鎖止棘爪來完成。 離合器片和錐位于半軸齒輪和差速器內壁之間。當他們通過彈簧的張力和來自半軸齒輪外向力量擠壓在一起時，三 種作用產生。半軸齒輪的反力造成更多的轉矩施加到離合器或離合器錐。單個車輪飛快地轉動不可能發(fā)生，因為半軸齒輪