轎車-桑塔納3000汽車主減速器及差速器設(shè)計(jì)含4張CAD圖

轎車-桑塔納3000汽車主減速器及差速器設(shè)計(jì)含4張CAD圖,轎車,桑塔納,3000,汽車,減速器,差速器,設(shè)計(jì),CAD There is an increasing trend toward introducing mechatronic systems wherever possible. It is, therefore, no wonder that a certain type of mechatronic system is an integral part of every manufactured car. To speed up the development of such systems, new methods and various sophisticated tools are constantly being designed, with the aim to reduce the time and cost of development. Many intelligent mechatronic systems [1–6] being developed are related to the chassis and powertrain of vehicles. This article also deals with the development of a system associated with the powertrain of vehicles or, more specifically, the development of a mechatronic system for an automatic differential lock. The basic function of this system is to evaluate the slip of the wheels and powertrain shafts. The control system evaluates sensor signals from wheel speed sensors, the vehicle pedals, an air pressure sensor in the pneumatic circuit, feedback sensors, control switches and buttons, Controller Area Network—CAN messages from other Electronic Control Units—ECUs, and touch displays. The system then sends the signals to the actuators which are assembled from the electrovalve, the pneumatic circuit, a feedback sensor, and a special dog clutch. When the electrovalve is opened, pressurized air is introduced into the pneumatic cylinder, thereby moving its piston with the bracket; this locks the special dog clutch. These actuators are located in the appropriate differentials or used to connect the front axle input shafts to the transfer case of the vehicle to activate all-wheel drive. The driver controls the system with three switches and one button. The first switch is used to set the automatic and manual control modes. The two other switches and the button are used to activate all-wheel drive and lock the rear inter-differentials, the rear axle-differentials, and the front axle differentials in manual control mode. Another option is to set up three driving modes for road, field, and terrain/snow on the touch display. Information on all-wheel drive activation or locking the relevant differentials is also provided on the display. This system was developed to improve the properties of the vehicle’s powertrain, improve fuel economy, and reduce tire wear. A vehicle fitted with this system is more environmentally friendly and protects the powertrain against inappropriate differential lock control by inexperienced drivers, therefore, the system is controlled automatically. The testing and the evaluation of this system was carried out in the form of prototyping, where a controller with a control algorithm was connected to the vehicle prototype. The powertrain of the vehicle prototype consisted of an engine, a transmission, a transfer case, a rear inter-differential, and four axles with an axle-differential. The powertrain enabled the front axles drive to be activated. In the area of drive control, differential lock, and all-wheel drive activation, the Zahnradfabrik Friedrichshafen Automatic Drive-Train Management—ZF ADM differential locking system described in [7,8] can be used for trucks. Another system is the Meritor driver-controlled differential lock (DCDL) . These two companies created a new ZF Meritor, so it can be assumed that DCDL is the same system as ZF ADM, i.e., a system that evaluates wheel slip. The control algorithm evaluates slip and locks or unlocks the relevant differentials. A dog clutch is used in the differential. There are a number of systems on the market that control torque distribution and the locking of differentials in passenger cars, such as Torque Vectoring. However, these systems cannot currently be used for trucks or special vehicles due to their high transmission torque. For this reason, it is necessary to use a dog clutch for differential locking. A similar system is introduced in this article describing the principle of the developed control algorithm and prototype testing on a vehicle 6 在可能的情況下，引入機(jī)電一體化系統(tǒng)的趨勢(shì)越來(lái)越明顯。因此，難怪某一類型的機(jī)電系統(tǒng)是每一輛汽車的組成部分。為了加快這類系統(tǒng)的開(kāi)發(fā)，正在不斷設(shè)計(jì)新的方法和各種復(fù)雜的工具，目的是減少開(kāi)發(fā)的時(shí)間和成本。許多正在開(kāi)發(fā)的智能機(jī)電系統(tǒng)[1–6]都與車輛的底盤(pán)和動(dòng)力系統(tǒng)有關(guān)。本文還論述了與車輛動(dòng)力總成相關(guān)的系統(tǒng)的開(kāi)發(fā)，或者更具體地說(shuō)，自動(dòng)差速鎖機(jī)電一體化系統(tǒng)的開(kāi)發(fā)。該系統(tǒng)的基本功能是評(píng)估車輪和動(dòng)力傳動(dòng)軸的打滑?？刂葡到y(tǒng)評(píng)估來(lái)自車輪轉(zhuǎn)速傳感器、車輛踏板、氣動(dòng)回路中的空氣壓力傳感器、反饋傳感器、控制開(kāi)關(guān)和按鈕、控制器局域網(wǎng)CAN信息（來(lái)自其他電子控制單元ECU）和觸摸顯示屏的傳感器信號(hào)。然后，系統(tǒng)將信號(hào)發(fā)送到執(zhí)行器，執(zhí)行器由電動(dòng)閥、氣動(dòng)回路、反饋傳感器和專用爪形離合器組裝而成。當(dāng)電動(dòng)閥打開(kāi)時(shí)，壓縮空氣進(jìn)入氣缸，從而使氣缸的活塞與支架一起移動(dòng)；這將鎖定特殊的爪形離合器。這些執(zhí)行器位于相應(yīng)的差速器中，或用于將前橋輸入軸連接到車輛的分動(dòng)箱，以啟用全輪驅(qū)動(dòng)。駕駛員用三個(gè)開(kāi)關(guān)和一個(gè)按鈕控制系統(tǒng)。第一個(gè)開(kāi)關(guān)用于設(shè)置自動(dòng)和手動(dòng)控制模式。其他兩個(gè)開(kāi)關(guān)和按鈕用于啟用全輪驅(qū)動(dòng)，并在手動(dòng)控制模式下鎖定后差速器、后軸差速器和前軸差速器。另一個(gè)選項(xiàng)是在觸摸屏上設(shè)置道路、野外和地形/雪地三種駕駛模式。顯示屏上還提供了有關(guān)全輪驅(qū)動(dòng)激活或鎖定相關(guān)差速器的信息。開(kāi)發(fā)該系統(tǒng)是為了改善車輛動(dòng)力系統(tǒng)的性能，提高燃油經(jīng)濟(jì)性，減少輪胎磨損。安裝此系統(tǒng)的車輛更環(huán)保，并保護(hù)動(dòng)力總成免受無(wú)經(jīng)驗(yàn)駕駛員不適當(dāng)?shù)牟钏冁i控制，因此，系統(tǒng)是自動(dòng)控制的。該系統(tǒng)的測(cè)試和評(píng)估是以原型的形式進(jìn)行的，在原型上連接一個(gè)帶有控制算法的控制器。車輛原型的動(dòng)力系統(tǒng)由發(fā)動(dòng)機(jī)、變速器、分動(dòng)箱、后差速器和四個(gè)帶軸差速器的軸組成。動(dòng)力總成使前橋驅(qū)動(dòng)被激活。在驅(qū)動(dòng)控制、差速鎖和全輪驅(qū)動(dòng)激活方面，[7,8]中描述的Zahnradfabrik Friedrichshafen自動(dòng)傳動(dòng)系管理ZF ADM差速鎖系統(tǒng)可用于卡車。另一個(gè)系統(tǒng)是美馳驅(qū)動(dòng)器控制差速鎖（DCDL）。這兩家公司創(chuàng)建了一個(gè)新的ZF Meritor，因此可以假設(shè)DCDL與ZF ADM是同一個(gè)系統(tǒng)，即評(píng)估車輪打滑的系統(tǒng)?？刂扑惴ㄔu(píng)估打滑并鎖定或解鎖相關(guān)差速器。差速器中使用爪形離合器。市場(chǎng)上有許多系統(tǒng)可以控制扭矩分配和客車差速器的鎖定，例如扭矩矢量控制。然而，這些系統(tǒng)目前不能用于卡車或特殊車輛，因?yàn)樗鼈兊母邆鬏斉ぞ?。因此，有必要使用爪形離合器進(jìn)行差速鎖止。本文介紹了一個(gè)類似的系統(tǒng)，描述了所開(kāi)發(fā)的控制算法的原理，并在一輛汽車上進(jìn)行了原型測(cè)試