【導(dǎo)讀】近幾年來我國汽車行業(yè)發(fā)展迅速，產(chǎn)量連年突破新高。汽車工業(yè)已成為國民經(jīng)濟(jì)的。第四大支柱行業(yè)，同時我國僅次于美、日、德的汽車第四大生產(chǎn)國。但是，目前國內(nèi)對同步器的研究很少，其生產(chǎn)還處于照抄照搬的模仿階段，而在普。兩個旋轉(zhuǎn)速度不一樣齒輪強行嚙合必然會發(fā)生沖擊碰撞，損壞齒輪。加油門，以減少齒輪的轉(zhuǎn)速差。出"同步器"，通過同步器使將要嚙合的齒輪達(dá)到一致的轉(zhuǎn)速而順利嚙合。同步器有常壓式，慣性式和自行增力式等種類。慣性式同步器是依靠摩擦作用實現(xiàn)。接觸，從而避免了齒間沖擊。慣性同步器按結(jié)構(gòu)又分為鎖環(huán)式和鎖銷式兩種。產(chǎn)生一種鎖止作用，防止齒輪在同步前進(jìn)行嚙合。圈接合，并進(jìn)一步與待接合齒輪的齒圈接合而完成換檔過程。本次設(shè)計以中國某型貨車為模型，參考部分整車數(shù)據(jù)，通。由于駕駛員始終對于接合套施加一個軸向力，使接合套齒端倒角壓緊鎖環(huán)齒。n2不變，只是n1趨近于n2。這是因為鎖環(huán)2連同接合套3通過花鍵毅7與整個汽車相

　　

【正文】 ced on the transmission in the various areas of applicatio indiffer differentiated prioritization of criteria (refer to ) thereby results in an individual preference for certain transmissions types in the individual the whole, you can say that as in the past, manual transmissions continue to dominate in trucks where emphasisis placed on 北京工商大學(xué)畢業(yè)論文（設(shè)計） 29 costsavings, fuel consumpt ion and efficiency rather than in stances where fort plays a decisive role, such as in city buses with frequent stopping and starting operations, preference is given to powershift automatic automatic transmissions,which stemfrom manual transmissions,at tempt to bine the advan tages of favourable efficiency with a satisfactory degree of shifting fort. The requirement for fort and easyer operation is however currently being increasingly important (refer to F ).A s far as the transmission is concerned, this means both areduction and harmonization of shift forces in manually shifted transmission as well as an increasing interest in automated transmissions with in the drive train with an optimumadaptation to the bustion engine. Furthermore, a reduction in the number of gears (from 16 to 12 o r 10 gears) can also be seen, in particular in drive train concepts with engine management. Wherea selectrical drive concepts remain the preferred option in all special applications in trucks, important activities should be noted in the bus field, especially with regard to city generally introduced low floor technology is not the sole initiator of this work consists of finding a lternatives to the standardm echanical drive train by means of a characteristics curveoptimized method of operating the diesel engine using hybrid , alternative sources of energy such as batteries,catenary wire operation,but also fuel cells are also a lready being tested. The follwing information uses selected examples to indicate the extent to which thesvarious approaches affect fuel consumption, noise level and fort. Fuel consumption The general formula for calculating the fuel consumption is well known from analysis of the lognitudinal dynamics of road vehicles taking into account the different levels of drive resistance and engine and /or drive train characteristics: The transmission with in the drive train directly and indirectly influences the 北京工商大學(xué)畢業(yè)論文（設(shè)計） 30 fuel consumptionvia 178。vehicle massm 178。transfer efficiency of the drive train η 178。specific fuel consumption be (refer to ) Measures undertaken on the transmission include weight reduction, improved efficiency and assistance in the optimum recording of the fuel characteristics curve. In view of the fact that the transmission makes up a relatively low proportion of the total vehicle mass, measures to reduce weight can of course only improve the overall this, considerable results could be obtained using specific developments regarding gear technology, the continuous use of a luminium a lloys as housing material and far reaching calculations for dynamism and strength. In the case of Eco lite transmissions (used local delivery trucks), all these measures have resulted in an inerease in the power weight ratio of 38%with in 9 years 38% (F ). As in the past, more performance is requiredof heavyduty represents a challenge for ZF: to also be able to supply transmissions perfect for vehicles with 600 bhp engines and to rque levels of up to 2700 areas of application for these transmissions are both long distance travel and well as harsh off road operations and heavyduty tran sportation vehicles, in which the ZF Tran smatic, a bination of the ZFEco split transmission and a to rque converter clutch (W SK), are used. System aticoptimization steps by means of FEM calculations, ponent and test riginvestigatons, special gear grinding procedures, gear conrections to contend with hig to rque levels together with high quality materials for gears and bearings as well as improved lubricants have resulted in the ZFEcosplit 16 S 251(F ), the world’s most powerful synchromesh length and weight only had to be increased slightly as a result of the up graded technology. 北京工商大學(xué)畢業(yè)論文（設(shè)計） 31 When pared with the first generation of the Eco split range, we have managed to increase the powerweight ratio of the Eco sp lit t ran sm ission by %.(F ).F also shows the new fully automatic A S T ronic transmission (F ), which has once again brought about an inerease in the powerweight ratio. The A ST ronic transmission is an automatically shifted transmission system based on a robust, mechanical basic transmission is engagedusing constant mesh and does not have synchromesh, the engine /transmission shaft speeds are a ligned in the main transmission during shift s with input from the EDC engine and transmission very good powerweight ratio is achieved not least thanks to the plete in tegration of the clutchplate, the shift module with in tegrated transmission electronics and the ZFintarder. If required the transmission can also be operated in semiautomatic mode (manual gear slection).Extremely costeffective driving is however available, especially to the average driver, through the use of the fully automatic mode together with the ZF shift strategy. In addition to the fuel saving (on average 3%) in automatic mode, the A ST ronic transmission results in another sign ificant operating cost saving since driver training is no longer required and as clutch service is no longer required due to a shifting method which conserves the clutch and other advantages resulting from the long service life(F ): Sign ificant progress has also recently been made in the development of oil (F ).Where a sat the start of the 1980s, an oil changemade in Eco split transmissions every 80000km, acurrent mileage of 300 000 and in the future 500000 km can be attained thanks to the progre