车辆工程外文翻译-模锻技术通过轴钉牢装配应用于汽车轮毂轴承单元【中文3200字】【PDF+中文WOR】

车辆工程外文翻译-模锻技术通过轴钉牢装配应用于汽车轮毂轴承单元【中文3200字】【PDF+中文WOR】,中文3200字,PDF+中文WOR,车辆,工程,外文,翻译,技术,通过,钉牢,装配,应用于,汽车,轮毂,轴承,单元,中文,3200,PDF,WOR 外文翻译 原文： Proceedings of the 7th ICFDM2006 International Conference on Frontiers of Design and Manufacturing June 19-22, 2006, Guangzhou, China THE SWAGING TECHNOLOGY USED IN SHAFT CLINCHING ASSEMBLY FOR AUTOMOTIVE HUB BEARING UNIT Xiao Yunya 1, 2 , Zhou Zhixiong1and Lv Jianmin3 1College of Mechanical and Automotive Engineering, Hunan University, China 2Department of Electromechanical Engineering, Shaoguan University, China 3Shaoguan Southeast Bearing Co., Ltd.,China Abstract: Recently, shaft end clinching is being adopted in the hub bearing unit assembly, which will raise as technological trend and gradually replace clamp nut in future. In a machine reconstructed from lathe, the sample of shaft end clinched hub unit is successfully manufactured by swaging technology with given parameters. Some tests confirm that the shaft end clinching hub unit has functions greater than the traditional hub unit with clamp nut. In the end, the future application and the further research direction of the swaging technology are discussed. Key Words: hub bearing unit, swaging, shaft clinching, assembly Hub unit bearings are widely being adopted for cars as they are lighter and stronger and easily to mounting. In the hub bearing unit assembly, the shaft clinching tightening replaces clamp nut and becomes technological trend. It is adopted in the mostly famous international companies of bearing manufacture. However, the deformation of the workpiece in clinching process is complex and difficult to be controlled. It brings phenomenons such as distortion of structure in the connecting area, shortage of supporting rigidity, inadequacy of strength, disqualification of rotational accuracy and lack of life. Thus leads the hub unit to invalidation easily. Up to now, the swaging technology used in shaft clinching for hub unit is not well mastered. With the support from some corporations, the pilot study of the swaging technology is completed. The problems from technics and equipment of clinching are solved, and the sample of swaged edge of hub bearing unit is manufactured successfully. 1. Introduction Hub bearing unit is assembled from several components, which is pre-adjusted and lubricated for life. The unit was originally designed for use in cars and trucks to replace the traditional taper roller bearings, which is ready to install and free maintenance. With the hub bearing units not only the number of parts, but also the overall weight of the wheel arrangement is reduced. They also reduce assembly time because they do not require any special adjustment. Each unit is self-contained and ready to be bolted in place. This kind of bearing has come through three generations since it was designed by SKF in 1938. The 4th generation hub unit is now under development though it has not yet been mass-produced. Figure 1 illustrates the structure of hub bearing units [3]. The 1st generation hub bearing unit is composed of two single-row bearings with their outer rings integrated, where grease is filled with seals. Compared with the 1st generation, the 2nd generation hub bearing unit is much more light weight and miniaturization ， which has integrated flange into the outer ring of 1st generation wheel bearing. The 3rd generation hub bearing unit is an advanced type of 2nd generation, which the outboard inner ring of the inner-ring rotation type hub unit and hub-shaft are integrated. In this generation hub unit, number of built-in high-performance sensor type has increased. [2] Figure.1 Hub unit bearings To further reduce the weight and size of the hub bearing unit and improve its reliability, NSK has recently developed a novel shaft end clinching hub unit. In the new hub design, the clamp nut which fastens the inner and outer rings together is replaced with a swaged edge. The swaging that used in shaft clinching is a technique that deforms the end part of hub shaft by swaging forging in which inboard of inner ring and proper shaft force by this deformation. Figure 2 shows examples of 3rd generation type clinched shaft hub units for a driven wheel and drive wheel respectively. In addition, this technique is also applicable to the inner ring rotation type 2nd generation hub units [2]. driven wheel drive wheel Figure2 Shaft clinching hub unit There are several advantages of the swaged hub unit in comparison to conventional retaining nut assemblies. The nut is saved in the swaged hub unit. The swaged hub unit’s size is smaller and weight is less than the conventional retaining nut assemblies. The structure of the unit becomes compact. And the vehicle fuel consumption is reduced [1]. The clamping force can be controlled accurately during the swaging process. Then the effect of error from parts is avoided. The fluctuation of pre-adjusted force is reduced greatly. As every hub unit gains the best pre-adjusted force after assembly, the life of bearing unit can be extended. The clinching tightening is an un-reversible assembly. The assembly is not failure though the vibration caused from running process is been loaded on the hub unit. The shaft clinching process is capable to perfectly comply with the problem of “loosening of tightening” that was impossible to be solved for the nut tightening. Then the shaft clinching improves the reliability and safety of the product greatly. This technology enables resource and energy of the manufacture of hub bearing unit to be saved. Due to predigest the assembly process, the cost of the whole vehicle is further reduced. 2. Process and Experiment The swaging process is an applied “rocking die forging”. Figure 3 illustrates the principle of the rocking die forging [3]. On the center point of a workpiece, the axis OY of a conical upper die, which is titled by an angle αfrom the centerline OX of the work, is turned about the OX axis. This gives rocking motion to the upper die, and the workpiece is continuously formed as the upper die continues the rocking rotation. The motions needed by the shaping principle can be achieved from a lathe. As Figure 4 showing, a rolling head is fixed on the end of the lathe shaft. The head is tilted an angle αfrom the centerline of workpiece and self-rotating. The workpiece is fixed on the worktable restructured from the tow- board which is drived by hydraulic pressure. During the rolling process while the tilted rolling head is rotated on the bearing assembly, the shaft end of the flanged inner ring (workpiece) will receive a pressure provided from hydraulic-driving worktable and yield plastic deformation until it is firmly fixed to the smaller inner ring. Photo 1 shows the reconstructed machine. Figure3 Principle of the rocking die forging Figure4 The motions needed by the shaping principle The rolling head is the key unit device for the swaging experimentation. Figure 5 illustrates its structure. It is consisted of a roll-wheel, a bearing, a nut, 3 inner hexangular bolts and a joining- tray. The bearing is a double row angular contact ball bearing, actually a hub bearing unit, which supports both of the double-direction axial forces and the radial force. It ensures the roll-wheel to be self-revolving with the effect of friction from the contact area between the roll-wheel and the workpiece during the swaging process. The rolling head is fixed on the lathe shaft with the joining-tray which can adjust its gradient angle to meet the angle needed between the rolling head and the centerline of workpiece. The roll-wheel swages the workpiece, endures heavy force and serious attrition. Special material with the capabilities to endure the force and attrition is adopted to manufacture the roll-wheel, and especial heat treatment is adopted to ensure the perfect strength and rigidity. Photo 1 The reconstructed machine for swaging In order to ensure the quality of the clinching assembly, the shape of the rolling head used in the experimentation should be optimized. It is not enough to only have purely axial grinding- pressure but also to keep the perfect radial grinding pressures in the process of the clinching assembly. The key is that the diameter of the ball-head of the rolling head should be larger than that of the inner hole of the bearing, and keep an appropriation touching angle. At the same time, the rolling head must be grinding with no slippage in the process of the swaging so as to avoid the hub unit rotation caused by the friction when touching each other, thus reducing the quality and the precision of the clinching assembly The swaging process is executed in the reconstructed lathe machine. Although the processing load is small as a result of the rolling head inclination angle α, axial and radial loads are applied to the assembly during the swaging process. This can result in potential adverse effects that influence bearing performance, such as deformation or stiffness of the rolling elements and raceways. To eliminate or reduce these adverse effects, it thus becomes necessary to confirm the technical parameter through the swaging experimentation. After repetitious experiments on swaging, the parameter is confirmed at last. Under the integrated effect of the given parameters which includes pressure, loading speed and rotating speed, the sample of swaged end hub unit is successfully manufactured. Photo 2 shows the real product. Figure5 The rolling head Photo 2 The sample of swaged end hub unit 3. Conclusion and Discussion In order to examine the static strength of the swaged edge, a static strength test was carried into execution. A moment load was applied until the bearing failed. At the end, neither the swaged bearing nor the bearing assembled with a clamp nut failed at the fastening joint. Failure occurred in the flanged inner ring at the corner of the mating face with the smaller inner ring. The test determined that the swaged edge was not the weak point of the bearing. Photo 3 shows the failure of hub bearing unit. In addition, the sample of swaged hub bearing unit also passed the running endurance test under heavy load. It verified that the swaged edge is sufficient for fatigue strength. It is indicated on the result of the test that swaged hub bearing unit has functions greater than the traditional hub bearing unit with clamp nut. Although the feasibility of swaging used in shaft clinching for hub bearing unit assembly is confirmed on the experimentation and the sample of swaged end hub unit is manufactured successfully, but still there are many problems waiting to be solved before mass-produce. In order to master the swaging technology entirely, a general research should be demanded to perform. It includes analyzing the potential failure mode of swaging, simulating the plastic deformation course of the hub unit during the swaging process and optimizing the geometric shape of the shaft edge and roll-wheel. Based on these studies, many base theories of swaging can be constructed and some key technologies for swaging the hub unit can be mastered. Using these theories and key technologies, a novel high efficient and precise special swaging machine for shaft clinching hub units will be developed. Photo 3 The failure of hub bearing unit It is quite important to master the swaging technology for manufacture either the 2nd generation and 3rd generation hub units or the new generation hub unit. As a hub unit, it should includded bearing assemblies. These new generations of hub bearing unit are not exceptions. Figure 6 shows the structure of hub 4, hub 5 and hub 6 designed by SKF. Because the bearing assemblies are composed of outer ring, rolling balls, flanged shaft and inner ring, it is pivotal to adopt the swaging technology when assemble them into a unit, thus it’s significant to develop the swaging technology for the shaft clinching assembly. Hub4 Hub5 Hub6 Figure6 New generations of hub bearing unit It is discovered by analyzing the conFigureuration of the hub bearing unit in detail that the number of parts of the hub unit can be further reduced with the swaging technology used in shaft clinching. The shaft end of theflanged inner ring may be directly swaged to raceway, and the smaller inner ring can be saved, then the parts of the unit are decreased. Thus it will predigest the structure of the hub unit, improve the reliability, reduce the cost of manufacture. One reason of this design is that the tightening position is not the weak point of the hub unit, but the root of the flanged inner ring. The other is informed by the FEM analysis that small inner ring receives not heavy axial load during the vehicle running, so the small inner ring can be saved. But before putting this project in practice, the key questions such as assembly of the balls, the dimension precision of the swaged raceway, the plastic deformation under heavy pressure must be solved. References [1] Junshi Sakamoto. Trends and New Technologies of Hub Unit Bearings.Motion & Control, 2005(17):2~9 [2] T.NUMATA. Technical Trends of Automotive Wheel Bearings. KOYO Engineering Journal English Edition, 2003(162E):32~36 [3] Hirohide Ishida,Takeyasu Kaneko. Development of Hub Unit Bearing with Swaging. Motion & Control,2001(10):9~14 [4] K.TODA,T.ISHII,S.KASHIWAGI,T.MITARAI.. Development of Hub Units with Shaft Clinching for Automotive Wheel Bearings. KOYO Engineering Journal English Edition,2001 (158):26~30 Contact Info: Zhou Zhixiong Professor College of Mechanical and Automotive Engineering Hunan University Hunan, ChangSha,410082 China Phone:86-731-8821732 Fax:86-731- 8821732 Email:zhouzx8@163.com Website: http://jqy.hnu.cn 【中文3200字】 正在进行的2006第七届关于前沿的设计和制造的ICFDM国际会议， 2006年 6月19日至22日， 中国，广州 模锻技术通过轴钉牢装配应用于汽车轮毂轴承单元 肖云亚1，2，周志雄1和吕建民3 1 中国 湖南大学 机械与汽车工程 2 中国 韶关大学 机电工程 3 中国 韶关 东南轴承有限公司 摘要：最近，轴端钉牢正在被轮毂轴承单元装配中所采用， 这将成为科技发展趋势，并在将来逐渐取代螺母夹紧。 在一台由车床改装过的机器上，轴端钉牢轮毂单元样品按特定参数通过模锻技术成功的被研制。 一些试验证实，轴端钉牢轮毂单元的功能，比传统的螺母夹紧的轮毂单元更完善。 最后，关于模锻技术的应用前景和进一步研究的方向被讨论。 关键词: 轮毂轴承单元，模锻， 轴钉牢，装配。 轮毂单元轴承被广泛采用于轿车，因为他们都更轻和更强且易于安装。 在轮毂轴承单元装配中，轴钉牢夹紧取代螺母夹紧，成为技术趋势。 它被大部分国际著名的轴承制造公司所采用。 然而，工件的变形在钉牢的过程中很复杂，很难加以控制。 它导致如结构的连接部位变形，支持刚度不足，受力不均，旋转精度降低和使用寿命减少的现象。 因而易导致轮毂单元失效。 到现在为止，通过轮毂单元应用于轴钉牢的模锻技术，还不能很好的掌握。在一些企业的支持下模锻技术的初步研究已经完成。钉牢的工艺和装备问题已经解决， 具有陷型边缘的轴端钉牢轮毂单元样品制造成功。 1、 介绍 轮毂轴承单元是由几个部分组成，即预调整和终身润滑。 准备安装和免费维修的该单元最初设计是为了使用在汽车和卡车上，以取代传统的圆锥滚子轴承。 这种轮毂轴承单元不仅包括若干组成部分，而且整排车轮的重量减少了。它们也减少了装配时间，因为他们并不需要任何特殊的调整。每个单位是独立的，并准备用螺栓固定到适当的位置。这种轴承历经了三代，自从它在1938年被SKF设计出来。 第四代轮毂单元目前正在开发但尚未批量生产。图1举例说明轮毂轴承单元的结构[3] 第一代轮毂轴承单元由被一个外圈整合的两个单排轴承组成的，利用油封里边充满了黄油。相比第一代，第二代轮毂轴承单元更为轻巧和小型化， 它把第一代轮毂轴承外圈整合成法兰。第三代轮毂轴承单元是第二代轴承的一种改进类型， 其中内圈的外侧是由内圈可以旋转的轮毂单位和轮毂轴整合为一体的。在这一代轮毂单元中，内置式高性能传感器类型有所增加。 图1 轮毂单元轴承 为了进一步减少轮毂轴承单元的重量和体积，并提高其可靠性NSK最近开发出一种新型轴端钉牢轮毂单元。在这种新的轮毂设计中，扣紧内圈和外圈的夹紧螺母一起被陷型边缘所代替。这种应用于轴钉牢的模锻是一种通过模锻使轮毂轴末端变形，轴承内圈的内侧和轴的特定部位通过这种变形而压紧的技术。 2、 过程和实验 模锻是一种应用“摇动锻造”过程。图3是摇动锻造的原理图。放在中心点上一个加工件，Y轴上是一个与X轴中心线呈α度的圆锥形的上模，这个上模转向X轴。这就给上模一个摇摆运动。工件随着上模的不断摆动逐渐成型。 被动轮 主动轮 图2 轴钉牢轮毂单元 模锻轮毂单元较之传统的螺母锁紧装配有几个优点。模锻轮毂单元节省了螺母。模锻轮毂单元比传统的螺母锁紧装配的尺寸更小，重量更轻。这种单元的结构更加紧凑。汽车燃料消费量也减少了[1]。加紧力能被准确的控制在模锻过程中。那么部件误差的影响就能避免。预紧力的波动大大降低。当每个轮毂单元装配后经过最佳的预紧，轴承单元的使用寿命会增大。钉牢收紧是一种不可逆的装配。这种装配不会失败，虽然受载的轴承单元在转动的过程中会产生振动。轴的钉牢过程是能够完全根据实际情况“松或紧”的，而螺母锁紧是不可能做到的。因此轴钉牢能极大改进产品的可靠性和安全性。这个工艺能够节约制造轮毂轴承单元的成本和能量。由于简化了装配过程，整车成本进一步降低。 需要修整原则的运动通过一台车床可以实现。如图4所示，一个旋转头被固定在车床的轴上。这个旋转头倾斜于加工件中心线α度并绕它旋转。加工件被固定在工作台上随液压驱动的拖曳板被调整在旋转的过程中，轴承组合件带动旋转头旋转。轴端法兰内圈（加工件）将受到一个由液压工作台提供的压力并产生塑性变形直到它稳定的固定在更小的内圈上。照片1显示是的一台被改造的机器。 图3模锻件的摆动原理 图4修整原则需要的运动 这个旋转头在模端实验中是一个关键单元装置。图5是它的结构图。它由一个滚动轮，一个轴承，一个螺母，三个内六角螺栓和一个连接盘构成。轴承是双列角接触球轴承。实际上一个轮毂轴承单元，同时承受轴向力和径向力。它确保在转动过程中受到滚轮和加工件接触部分的摩擦力的影响滚轮能围着自身旋转。这个旋转头利用连接盘被固定在轴端，这个连接盘能够调节自身的倾斜度来满足旋转头和工件中心线的角度要求。滚动轮型锻加工件，要承受很大的力和严重的磨损。用能承受力和磨损的特殊材料制造成滚轮并且采用特殊的热处理来保证满足要求的硬度和强度。 照片1 为模锻改造的机床 为了保证订牢装备的质量，旋转头的形状在实验中要被最优化的。在钉牢的过程中它不仅要有足够的完全的轴向摩擦力，还要保持满足要求的径向磨削力。关键是球头的直径即旋转头要比轴承内孔要大并保持一个足够的接触角度。同时，在模锻过程中旋转头必须没有滑动以防止因为接触到其他地方造成的摩擦带动轮毂单元旋转。因此减小订牢设备的质量和精度。 图5旋转头 照片2模锻轮毂末端单元样品 3．结论和讨论 为了检查模锻边缘的静应力。一个静态应力测试被实施。应用一个瞬时载荷直到轴承失效。最后，通过螺母夹紧的模锻轴承和轴承组合体都没有失效，只有夹紧连接处实效。失效发生在法兰内圈和更小内圈的紧密配合面。测试证明模锻边缘并不是轴承的危险点。照片3显示的是轮毂轴承单元的失效。另外，轮毂轴承单元的样品也通过了在重载荷下的转动应力测试。它校验了模锻边缘具有足够的疲劳应力。测试的结果需要被指出的是，模锻轮毂轴承单元比螺母夹紧的传统轮毂轴承单元功能更强大。 虽然轮毂轴承单元装配应用轴钉牢的可行性只在实验中被确认和模锻轮毂末端单元样品被成功制造。不过批量生产之前仍然有很多问题等待被解决。为了完全掌握模锻技术，一个综合性的研究要求被执行。它包括分析模锻样式的潜在失效，模拟轮毂单元在模锻过程中的塑性变形和使轴端和滚论的几何形状的最优化。基于这些研究，许多基础理论能够被创立并且一些关于模锻轮毂单元的关键工艺能够被掌握，利用这些理论和关键工艺，一个用来制造轴钉牢轮毂单元的新颖的高级的有效的专用模锻机床将被发展。 照片3轮毂轴承单元的失效 为了精通制造的模锻工艺这是非常重要不管是第二代和第三代轮毂单元还是新一代轮毂单元。一个轮毂单元应该包括轴承组合件。这一点对于新一代轮毂轴承单元也不例外。图6显示的是由SKF设计的轮毂4，轮毂5，和轮毂6的机构。因为轴承组合件包括外圈，滚动体，凸缘轴和内圈，采用模锻技术集合它们到单元里面去是关键的，因此为轴钉牢装备发展模锻技术是有意义的。 轮毂4 轮毂5 轮毂6 图6 新一代轮毂轴承单元 通过详细分析轮毂轴承单元的外型，通过应用于轴钉牢的模锻技术轴承的组成部件数量能更进一步减少被发现。带凸缘的内圈的末端也许能被模锻到轴承沟上。更小的内圈也许能够省略。到那时单元的组成部件就减少了。这样就将简化轮毂单元的结构，改善它的可靠性，减少制造成本。这样设计的一个理由是轮毂单元的危险点并不是上紧位置而是带凸缘的内圈的根部。另一个是通过FEM分析获悉小内圈在转动过程中受到的不是很重的轴向载荷。所以小内圈可以省略。不过在开展这项项目之前仍在在实践中，关键问题比如滚动体的装配，模锻轴承沟的精确尺寸，在重载荷下的塑性变形必须解决。 参考文献 [1] Junshi.Sakamoto.轮毂单元轴承的发展趋势和新工艺.运动&控制，2005（17）：2~9 [2]T.NUMATA.汽车车轮轴承的技术动向.KOYO英文版工程杂志，2003(162E):32~36 [3] Hirohide Ishida, Takeyasu Kaneko.轮毂单元轴承的模锻发展. 运动&控制. 2001(10):9~14 [4] K.TODA,T.ISHII,S.KASHIWAGI,T.MITARAI.应用于汽车车轮轴承上的轴钉牢轮毂单元的发展，KOYO英文版工程杂志. 2001 (158):26~30 通讯信息： 410082中国 湖南 长沙 湖南大学 机械与汽车工程学院 周志雄教授 电话：86-731-8821732 传真：86-731- 8821732 Email:zhouzx8@163.com 网址: http://jqy.hnu.cn