臺灣博碩士論文加值系統

漸開線圓柱齒輪目前在電動車輛變速箱領域廣泛的應用，電動車載的馬達轉速普遍為12000 rpm以上，需在300毫秒至500毫秒內完成馬達啟、停至勻速段等過程，起、停階段產生之扭矩為傳統燃油車變速箱扭矩的四倍工況，在此大扭矩的負載工況下，將會對軸、殼體、齒輪工作齒腹產生較大的形變，此時需要透過齒面工作齒腹修形進行最佳化齒面嚙合狀態。本研究提出一完整的電動摩托車輛動態傳動系統設計模型，以市售電動摩托車輛傳動系統為雛形進行設計，確認可供傳動系統之應用空間、馬達功率大小、馬達額定功率、馬達額定轉速、馬達最大功率、馬達最大轉速、皮帶輪減速比、齒輪箱減速比等工況，透過KISSsys傳動系統強度及壽命分析軟體建置一組電動摩托車輛傳動系統模型，該模型組成物包括：(1)馬達輸入皮帶輪組、(2)一級圓柱齒輪箱、(3)輸出皮帶輪組、及(4)輸出輪組。在建置KISSsys傳動系統物理模型考慮了：(1)馬達輸入曲線、(2)馬達功率、(3)馬達輸入轉速、(4)輸入皮帶輪速比、(5)一級圓柱齒輪箱減速比及軸承、齒輪強度需求、(6)輸出輪組皮帶輪速比、(7)齒輪箱體積可應用空間。透過KISSsys軟體建立完整電動車載傳動系統參數配置，將建立之傳動零組件及工況匯入RecurDyn機構動態分析軟體中，進行傳動系統組成物形變及應力分析，將輸入、輸出軸上的皮帶輪組作用的壓軸力及力矩作為模擬齒輪箱動態負載時產生之軸偏擺量邊界設定，並將變速箱殼體、輸入齒輪軸及輸出齒輪軸、軸承設定為柔體(Flexibility)條件進行動態應力及形變分析，最終獲得於動態負載下齒輪對工作齒腹接觸位置及相應應力分析及齒輪衝擊力差值、齒輪傳動誤差等結果。本研究中電動摩托車傳動系統模組藉由RecurDyn進行齒輪箱動態模擬分析，模擬得出齒輪箱動態運轉時齒輪軸偏擺情況，再針對該軸偏擺情況產生之齒印嚙合情況進行齒輪工作齒腹修形優化齒印接觸位置及齒輪嚙合表現，有效的改善齒輪箱工作齒腹齒印邊緣接觸、傳動誤差、工作齒腹衝擊力差值及工作齒腹接觸應力等現象。相較於齒輪靜態接觸分析得出之相關結果，採用柔體(Flexibility)動態接觸分析方法在模擬真實結果會更相近。

The involute cylindrical gears are widely used in the transmission systems of electric vehicles. Electric motors in these vehicles typically operate at speeds above 12,000 rpm, requiring processes like start-up and stopping to be completed within 300 to 500 milliseconds. The torque produced during these stages is four times that of traditional fuel vehicle transmissions. Under such high torque load conditions, significant deformation occurs in the shafts, housings, and gear working flanks. Optimizing the gear mesh through flank modification is essential in such scenarios.

This study proposes a comprehensive design model for the dynamic transmission system of electric motorcycles. Using the commercial electric motorcycle transmission system as a prototype, the study confirms the available space for the transmission system, motor power, rated power, rated speed, maximum power, maximum speed, belt drive ratio, and gearbox reduction ratio under various conditions. A transmission system model for electric motorcycles is built using KISSsys transmission strength and life analysis software. The model components include: (1) motor input belt drive assembly, (2) primary cylindrical gearbox, (3) output belt drive assembly, and (4) output wheel assembly.

In constructing the physical model with KISSsys, the following factors were considered: (1) motor input curve, (2) motor power, (3) motor input speed, (4) input belt drive ratio, (5) primary cylindrical gearbox reduction ratio and bearing, gear strength requirements, (6) output wheel assembly belt drive ratio, and (7) the usable space for the gearbox. A complete parameter configuration for the electric vehicle transmission system is established using KISSsys, and the established transmission components and conditions are imported into the RecurDyn software for dynamic analysis of deformation and stress.

Boundary conditions for the dynamic load of the gearbox are set using the axial force and torque applied by the belt drive assemblies on the input and output shafts. The gearbox housing, input shaft, output shaft, and bearings are treated as elastic bodies for dynamic stress and deformation analysis. The final results include the gear working flank contact position and corresponding stress analysis, as well as gear impact force variance and transmission error under dynamic load conditions.

In this study, the electric motorcycle transmission system module is dynamically simulated using RecurDyn, with results showing the gear axis deflection during dynamic operation. Gear flank modification is optimized based on the resulting gear tooth contact conditions to improve gear mesh performance, effectively reducing edge contact, transmission error, impact force variance, and contact stress on the gear working flanks. Compared to static contact analysis results, using elastic body dynamic contact analysis methods provides more accurate simulation results.

摘要......i
Abstract......iii
誌謝......v
目錄......vi
表目錄......x
圖目錄......xi
符號說明......xviii
第一章 緒論......1
1.1 研究背景與研究動機......1
1.2 文獻回顧......2
1.3 研究目的......3
1.4 研究方法......3
1.5 本文架構......5
第二章 齒輪工作齒腹修形、使用工況及齒輪強度修正係數基本理論......6
2.1 電動車載傳動系統介紹：汽車、摩托車齒輪箱、工況介紹......6
2.2 齒輪工作齒腹修形方式......6
2.3 齒輪強度修正係數......10
2.3.1 工況應用係數KA......10
2.3.2 動載荷係數KV......11
2.3.3 載荷分佈不均勻係數K\gamma......11
2.4 齒輪接觸校核因子......11
2.4.1 齒輪傳動誤差......11
2.4.2 齒輪衝擊力差值(嚙入/嚙出衝擊力)......12
2.4.3 軸傾斜與平行度誤差......12
2.4.4 齒輪接觸應力......13
2.5 齒輪箱外部載荷......14
2.5.1 時規皮帶及皮帶輪......14
2.5.2 時規皮帶輪作用壓軸力......15
2.6 小結......16
第三章 齒輪箱三維建模與邊界設定......17
3.1 電動車載傳動系統模組建立......17
3.1.1 KISSsys電動摩托車齒輪箱結構建模參數......17
3.1.2 皮帶輪組設定......18
3.1.3 軸三維模型......19
3.1.4 漸開線圓柱齒輪三維模型......21
3.1.5 軸承參數......23
3.1.6 殼體三維模型......24
3.2 傳動系統模型載荷與強度校核......25
3.3 RecurDyn動態分析設定......26
3.3.1 齒輪箱組成物參數設定......26
3.3.2 作用皮帶壓軸力設定......27
3.3.3 接觸面定義......28
3.3.4 材料機械性質設定......28
3.3.5 RecurDyn Meta設定......29
3.3.6 使用工況條件設定......30
3.3.7 建立有限元素分析模型......30
3.4 小結......32
第四章 RecurDyn傳動系統動態模擬分析結果......33
4.1 工作齒腹無修形之性能......33
4.1.1 軸傾斜值與平行度誤差值......33
4.1.2 齒輪傳動誤差......36
4.1.3 齒輪衝擊力差值......38
4.1.4 工作齒腹赫茲應力及齒印位置......40
4.2 工作齒腹修形後之性能......47
4.2.1 工作齒腹修形優化......47
4.2.2 軸傾斜值與平行度誤差值......47
4.2.3 齒輪傳動誤差......49
4.2.4 齒輪衝擊力差值......51
4.2.5 工作齒腹赫茲應力及齒印位置......53
4.3 工作齒腹修形參數公差帶定義......60
4.4 小結......66
第五章 結論與未來展望......68
5.1 結論......68
5.2 未來研究方向......69
參考文獻......70
Extended Abstract......72
1. Introduction......73
2. Research methods......74
3. Conclusion......75

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