最新外文翻译汽车差速器.docx

1、最新外文翻译汽车差速器外文翻译汽车差速器Failure analysis of an automobile differential pinion shaftAbstractDifferential is used to decrease the speed and to provide moment increase for transmitting the movement coming from the engine to the wheels by turning it according to the suitable angle in vehicles and to provide

2、 that inner and outer wheels turn differently. Pinion gear and shaft at the entrance are manufactured as a single part whereas they are in different forms according to automobile types. Mirror gear which will work with this gear should become familiar before the assembly. In case of any breakdown, t

3、hey should be changed as a pair. Generally, in these systems there are wear damages in gears. The gear inspected in this study has damage as a form of shaft fracture.In this study, failure analysis of the differential pinion shaft is carried out. Mechanical characteristics of the material are obtain

4、ed first. Then, the microstructure and chemical compositions are determined. Some fractographic studies are carried out to asses the fatigue and fracture conditions.Keywords: Differential; Fracture; Power transfer; Pinion shaft1. IntroductionThe final-drive gears may be directly or indirectly driven

5、 from the output gearing of the gearbox. Directly driven final drives are used when the engine and transmission units are combined together to form an integral construction. Indirectly driven final drives are used at the rear of the vehicle being either sprung and attached to the body structure or u

6、nsprung and incorporated in the rear-axle casing. The final-drive gears are used in the transmission system for the following reasons 1:(a) to redirect the drive from the gearbox or propeller shaft through 90 and,(b) to provide a permanent gear reduction between the engine and the driving road-wheel

7、s.In vehicles, differential is the main part which transmits the movement coming from the engine to the wheels. On a smooth road, the movement comes to both wheels evenly. The inner wheel should turn less and the outer wheel should turn more to do the turning without lateral slipping and being flung

8、. Differential, which is generally placed in the middle part of the rear bridge, consists of pinion gear, mirror gear,differential box, two axle gear and two pinion spider gears.A schematic illustration of a differential is given in Fig. 1. The technical drawing of the fractured pinion shaft is also

9、 given in Fig. 2. Fig. 3 shows the photograph of the fractured pinion shaft and the fracture section is indicated.In differentials, mirror and pinion gear are made to get used to each other during manufacturing and the same serial number is given. Both of them are changed on condition that there are

10、 any problems. In these systems, the common damage is the wear of gears 24. In this study, the pinion shaft of the differential of aminibus has been inspected. The minibus is a diesel vehicle driven at the rear axle and has a passenger capacity of 15 people. Maximum engine power is 90/4000 HP/rpm, a

11、nd maximum torque is 205/1600 Nm/rpm. Its transmission box has manual system (5 forward, 1 back). The damage was caused by stopping and starting the minibus at a traffic lights. In this differential, entrance shaft which carries the pinion gear was broken. Various studies have been made to determine

12、 the type and possible reasons of the damage.These are:studies carried out to determine the material of the shaft;studies carried out to determine the micro-structure;studies related to the fracture surface.There is a closer photograph of the fractured surfaces and fracture area in Fig. 4. The fract

13、ure was caused by taking out circular mark gear seen in the middle of surfaces.Fig. 1. Schematic of the analysed differential.Fig. 2. Technical drawing of the analysed pinion shaftFig. 3. The picture of the undamaged differential pinion analysed in the studyFig. 4. Photographs of failed shaft2. Expe

14、rimental procedure Specimens extracted from the shaft were subjected to various tests including hardness tests and metallographic and scanning electron microscopy as well as the determination of chemical composition. All tests were carried out at room temperature.2.1. Chemical and metallurgical anal

15、ysis Chemical analysis of the fractured differential material was carried out using a spectrometer. The chemical composition of the material is given in Table 1. Chemical composition shows that the material is a low alloy carburising steel of the AISI 8620 type.Hardenability of this steel is very lo

16、w because of low carbon proportion. Therefore, surface area becomes hard and highly enduring, and inner areas becomes tough by increasing carbon proportion on the surface area with cementation operation. This is the kind of steel which is generally used in mechanical parts subjected do torsion and b

17、ending. High resistance is obtained on the surface and high fatigue endurance value can be obtained with compressive residual stress by making the surface harder 57.In which alloy elements distribute themselves in carbon steels depends primarily on the compound- and carbide-forming tendencies of eac

18、h element. Nickel dissolves in the a ferrite of the steel since it has less tendency to form carbides than iron. Silicon combines to a limited extent with the oxygen present in the steel to form nonmetallic inclusions but otherwise dissolves in the ferrite. Most of the manganese added to carbon stee

19、ls dissolves in the ferrite. Chromium, which has a somewhat stronger carbide-forming tendency than iron, partitions between the ferrite and carbide phases. The distribution of chromium depends on the amount of carbon present and if other stronger carbide-forming elements such as titanium and columbi

20、um are absent. Tungsten and molybdenum combine with carbon to form carbides if there is sufficient carbon present and if other stronger carbide-forming elements such as titanium and columbium are absent. Manganese and nickel lower the eutectoid temperature 8.Preliminary micro structural examination

21、of the failed differential material is shown in Fig. 5. It can be seen that the material has a mixed structure in which some ferrite exist probably as a result of slow cooling and high Si content. High Si content in this type of steel improves the heat treatment susceptibility as well as an improvem

22、ent of yield strength and maximum stress without any reduction of ductility 9. If the microstructure cannot be inverted to martensite by quenching, a reduction of fatigue limit is observed.Table 1 Chemical analysis of the pinion gear material (wt%)Fe C Si Mn P S Cr Mo Ni 96.92 0.235 0.252 0.786 0.04

23、4 0.016 0.481 0.151 0.517 and fracture surfaces.Fig. 5. Micro structure of the material (200).There are areas with carbon phase in Fig. 5(a). There is the transition boundary of carburisation in Fig. 5(b) and (c) shows the matrix region without carburisation. As far as it is seen in these photograph

24、s, the piece was first carburised, then the quenching operation was done and than tempered. This situation can be understood from blind martensite plates.2.2. Hardness testsThe hardness measurements are carried out by a MetTest-HT type computer integrated hardness tester. The load is 1471 N. The med

25、ium hardness value of the interior regions is obtained as 43 HRC. Micro hardness measurements have been made to determine the chance of hardness values along the cross-section because of the hardening of surface area due to carburisation. The results of Vickers hardness measurement under a load of 4

26、.903 N are illustrated in Table 2.2.3. Inspection of the fractureThe direct observations of the piece with fractured surfaces and SEM analyses are given in this chapter. The crack started because of a possible problem in the bottom of notch caused the shaft to be broken completely. The crack started

27、 on the outer part, after some time it continued beyond the centre and there was only a little part left. And this part was broken statically during sudden starting of the vehicle at the traffic lights. As a characteristic of the fatigue fracture, there are two regions in the fractured surface. Thes

28、e are a smooth surface created by crack propagation and a rough surface created by sudden fracture. These two regions can be seen clearly for the entire problem as in Fig. 4. The fatigue crack propagation region covers more than 80% of the cross-section.Table 2 Micro hardness values Distance from su

29、rface (lm) 50 100 200 400 CenterValues HV (4903N) 588 410 293 286 263Fig.Fig. 6. SEM image of the fracture surface showing the ductile shear.Fig. 7. SEM image of the fracture surface showing the beach marks of the fatigue crack propagation.Shaft works under the effect of bending, torsion and axial f

30、orces which affect repeatedly depending on the usage place. There is a sharp fillet at level on the fractured section. For this reason, stress concentration factors of the area have been determined. Kt = 2.4 value (for bending and tension) and Kt = 1.9 value (for torsion) have been acquired accordin

31、g to calculations. These are quite high values for areas exposed to combined loading.These observations and analysis show that the piece was broken under the influence of torsion with low nominal stresses and medium stress concentration 10.The scanning electron microscopy shows that the fracture has

32、 taken place in a ductile manner (Fig. 6). There are some shear lips in the crack propagation region which is a glue of the plastic shear deformations. Fig. 7 shows the beach marks of the fatigue crack propagation. The distance between any two lines is nearly 133 nm.3. ConclusionsA failed differential pinion shaft is analysed in this study. The pinion shaft is produced from AISI 8620 low carbon carburising steel which had a carburising, quenching and tempering heat treatment process. Mechanical properties, micro structural properties, chemical compositions an