CA6140型車床進(jìn)給箱設(shè)計(jì)【含8張CAD圖紙+PDF圖】
喜歡就充值下載吧。資源目錄里展示的文件全都有,請(qǐng)放心下載,有疑問咨詢QQ:414951605或者1304139763 = 喜歡就充值下載吧。資源目錄里展示的文件全都有,請(qǐng)放心下載,有疑問咨詢QQ:414951605或者1304139763 =
江蘇科技大學(xué)畢業(yè)設(shè)計(jì)(論文)開題報(bào)告學(xué)生姓名 班級(jí)學(xué)號(hào) 指導(dǎo)教師 畢業(yè)設(shè)計(jì)(論文)題目CA6140型車床進(jìn)給箱設(shè)計(jì)選題的目的和意義目的:通過對(duì)CA6140車床進(jìn)給箱的研究,將大學(xué)所學(xué)知識(shí)綜合的、全面的運(yùn)用到此次畢業(yè)設(shè)計(jì)中,從而增強(qiáng)各方面的能力,包括文獻(xiàn)檢索能力、閱讀分析能力、設(shè)計(jì)計(jì)算能力及說明概括能力。意義:機(jī)床進(jìn)給箱是用以改變機(jī)床切削時(shí)的進(jìn)給量或改變表面形成運(yùn)動(dòng)中刀具與工件相對(duì)運(yùn)動(dòng)關(guān)系的機(jī)構(gòu)又稱走刀箱,內(nèi)裝進(jìn)給運(yùn)動(dòng)的變速齒輪,可調(diào)整進(jìn)給量和螺距,并將運(yùn)動(dòng)傳至光桿或絲桿。車床是最廣泛的金屬切削加工設(shè)備之一,而CA6140臥室普通車床又最具有代表性,因此研究CA6140型車床能幫助我牢固的掌握有關(guān)切削機(jī)床的基本知識(shí)。進(jìn)給箱是車床的主要部件之一,對(duì)進(jìn)給箱的研究既可以讓我對(duì)CA6140車床的結(jié)構(gòu)、功能及零部件有個(gè)相對(duì)深刻的掌握,又能夠?qū)iT針對(duì)進(jìn)給箱做比較透徹的研究。國內(nèi)外研究現(xiàn)狀及存在的問題車床是最廣泛的金屬切削加工設(shè)備之一,而CA6140臥室普通車床又最具有代表性,因此CA6140型車床已被國內(nèi)外無數(shù)科學(xué)家所研究過。其結(jié)構(gòu)、功能、用途乃至每個(gè)零部件都被透徹的研究過了,而在這以后,很多研究被用于改進(jìn)CA6140型車床,包括其數(shù)控改造、PLC改造、MATLAB改造等等。隨著市場(chǎng)需求的變化,數(shù)控機(jī)床,特別是普及型以上的數(shù)控機(jī)床產(chǎn)品將逐步成為市場(chǎng)主流產(chǎn)品。國產(chǎn)普及型車床占有率還不高,但其加工中心技術(shù)相對(duì)比較成熟,已得到廣泛認(rèn)可,現(xiàn)急需加強(qiáng)其產(chǎn)業(yè)化發(fā)展,國產(chǎn)數(shù)控機(jī)床只有不斷的改進(jìn)和完善,才能逐步壯大。高檔數(shù)控機(jī)床歷來被國際社會(huì)認(rèn)為是關(guān)系到一個(gè)國家經(jīng)濟(jì)實(shí)力的和國防安全的戰(zhàn)略性物資,工業(yè)發(fā)達(dá)國家從未停止過對(duì)我國進(jìn)口高檔數(shù)控機(jī)床的封鎖和限制從未停止過。因此,自己研發(fā)高端工業(yè)設(shè)備已成為亟待解決的關(guān)鍵問題。國產(chǎn)數(shù)控機(jī)床只有不斷的改進(jìn)和完善,才能逐步發(fā)展壯大。主要研究內(nèi)容1CA6140車床的總體分析,包括總體結(jié)構(gòu)、功能以及總體設(shè)計(jì)和計(jì)算,并完成總體裝配圖2CA6140傳動(dòng)設(shè)計(jì),包括傳動(dòng)方式、傳動(dòng)路線及其計(jì)算3CA6140進(jìn)給箱設(shè)計(jì),包括其組件及零部件的設(shè)計(jì)計(jì)算 4CA6140進(jìn)給箱部分改進(jìn)方法,即對(duì)臥式車床雙軸滑移齒輪進(jìn)給箱傳動(dòng)系統(tǒng)的研究研究方法、步驟和措施等方法及措施:1查閱相關(guān)資料,確定相關(guān)尺寸參數(shù)、運(yùn)動(dòng)參數(shù)和動(dòng)力參數(shù)。2對(duì)傳動(dòng)系統(tǒng)的研究,包括傳動(dòng)路線、傳動(dòng)比、變速機(jī)構(gòu)、換向機(jī)構(gòu),確定傳動(dòng)方案并驗(yàn)證,繪制傳動(dòng)系統(tǒng)圖。3運(yùn)用CAD依據(jù)傳動(dòng)系統(tǒng)設(shè)計(jì)各傳動(dòng)機(jī)構(gòu)及車床進(jìn)給箱的其它零部件,完成明細(xì)表及標(biāo)注。4繪制機(jī)床進(jìn)給箱總體圖。運(yùn)用CAD將各組件轉(zhuǎn)配成整體,并完成明細(xì)表及標(biāo)注。步驟:1熟悉設(shè)計(jì)內(nèi)容,準(zhǔn)備相關(guān)資料2相關(guān)資料檢索、閱讀、分析3設(shè)計(jì)及繪圖4編寫設(shè)計(jì)說明書指導(dǎo)教師意見指導(dǎo)教師簽字: 年 月 日注:如頁面不夠可加附頁2西安工業(yè)大學(xué)畢業(yè)設(shè)計(jì)(論文)摘要CA6140型臥式車床是普通精度級(jí)的萬能機(jī)床,它的特有功能是車削一定范圍內(nèi)的各種螺紋,包括切削公制螺紋、英制螺紋、模數(shù)螺紋和徑節(jié)螺紋的功能,要求進(jìn)給傳動(dòng)鏈的變速機(jī)構(gòu)能嚴(yán)格準(zhǔn)確地按照標(biāo)準(zhǔn)螺距數(shù)列來變化。CA6140型臥式車床進(jìn)給箱固定在床身左前面,內(nèi)有進(jìn)給運(yùn)動(dòng)的變換裝置及操縱機(jī)構(gòu),其功能是改變被加工螺紋的螺距或機(jī)動(dòng)進(jìn)給的進(jìn)給量。變換裝置包括移換機(jī)構(gòu),用來實(shí)現(xiàn)倒數(shù)關(guān)系及特殊因子;基本螺距機(jī)構(gòu),用來實(shí)現(xiàn)車削出導(dǎo)程值按等差數(shù)列排列的螺紋;倍增機(jī)構(gòu),用來實(shí)現(xiàn)車削螺紋的導(dǎo)程值成倍數(shù)關(guān)系變化的螺紋。當(dāng)U倍 =1時(shí)發(fā)現(xiàn)一條新的傳動(dòng)鏈,可以提高部分公制及模數(shù)螺紋的切削精度,并使傳動(dòng)路線大大縮短。關(guān)鍵詞:進(jìn)給箱;變換裝置;移換機(jī)構(gòu);基本螺距機(jī)構(gòu);倍增機(jī)構(gòu) 目錄1 緒論-12 CA6140進(jìn)給箱傳動(dòng)方案設(shè)計(jì)-42.1 CA6140普通車床簡(jiǎn)介-42.2 進(jìn)給箱的傳動(dòng)機(jī)構(gòu)-52.3 進(jìn)給箱切螺紋機(jī)構(gòu)設(shè)計(jì)-82.4 切螺紋系統(tǒng)及齒數(shù)比的確定-92.5 增倍機(jī)構(gòu)設(shè)計(jì)以及移換機(jī)構(gòu)設(shè)計(jì)-102.6 車制螺紋的工作過程-123 主要零件設(shè)計(jì)-21 3.1 齒式離合器的設(shè)計(jì)-213.2 各軸及軸上組件的設(shè)計(jì)驗(yàn)算-213.2.1 中心距a的確定-223.2.2 XII軸上齒輪的設(shè)計(jì)驗(yàn)算-223.2.3 XIV軸上齒輪的驗(yàn)算-253.2.4 XIV軸的設(shè)計(jì)驗(yàn)算-303.2.5 XV軸上齒輪的設(shè)計(jì)驗(yàn)算-353.2.6 XV軸的設(shè)計(jì)驗(yàn)算-383.2.7 XVI軸齒輪的設(shè)計(jì)驗(yàn)算-404 雙聯(lián)滑移齒輪進(jìn)給箱傳動(dòng)系統(tǒng)的研究-444.1 新傳動(dòng)鏈車公制螺紋-444.2 新傳動(dòng)鏈車模數(shù)螺紋-454.3 新傳動(dòng)鏈的特點(diǎn)及適用范圍-46結(jié)論-48致謝-49參考文獻(xiàn)-50I1 緒 論1、畢業(yè)設(shè)計(jì)的目的及意義 畢業(yè)設(shè)計(jì)是本科生教學(xué)活動(dòng)中最后的一個(gè)重要環(huán)節(jié)。通過這個(gè)教學(xué)環(huán)節(jié)要求達(dá)到下列幾個(gè)目的: 1、通過畢業(yè)設(shè)計(jì),把在本科階段中所獲得的知識(shí)在實(shí)際的設(shè)計(jì)工作中綜合地加以運(yùn)用。使這些知識(shí)得到鞏固,加強(qiáng)和發(fā)展,并使理論知識(shí)和生產(chǎn)實(shí)踐密切地結(jié)合起來。因此,畢業(yè)設(shè)計(jì)是大學(xué)學(xué)習(xí)階段的總結(jié)性作業(yè)。 2、畢業(yè)設(shè)計(jì)是高等學(xué)校學(xué)生第一次進(jìn)行的比較完整的設(shè)計(jì)過程。通過畢業(yè)設(shè)計(jì),培養(yǎng)學(xué)生獨(dú)立工作、發(fā)現(xiàn)問題和解決問題的能力;能根據(jù)設(shè)計(jì)課題查找有關(guān)的資料,了解本課題的前沿和發(fā)展方向;樹立正確的設(shè)計(jì)思想,掌握設(shè)計(jì)的基本方法和步驟,為以后從事設(shè)計(jì)工作打下良好的基礎(chǔ)。 3、使學(xué)生能夠熟練地應(yīng)用有關(guān)參考資料,計(jì)算圖表、手冊(cè),圖集,規(guī)范,并熟悉有關(guān)國家標(biāo)準(zhǔn)和部頒標(biāo)準(zhǔn)(如GB,JB等),以完成一個(gè)工程技術(shù)人員在機(jī)械工程設(shè)計(jì)方面所必須具備的基本訓(xùn)練。2、畢業(yè)設(shè)計(jì)的內(nèi)容 方案論證; 總體分析、設(shè)計(jì)、計(jì)算; 傳動(dòng)設(shè)計(jì); 進(jìn)給箱及部分組件、零件設(shè)計(jì) 相關(guān)資料檢索、翻譯。3、完成后應(yīng)交的作業(yè)(包括各種說明書、圖紙等)1.畢業(yè)設(shè)計(jì)全部資料光盤。2.畢業(yè)設(shè)計(jì)說明書。(正文不少于1.5萬字)3.總體裝配圖、進(jìn)給箱裝配圖及部分組件、零件圖。(合計(jì)不少于3張A0圖量)4.相關(guān)內(nèi)容檢索資料與翻譯(原文不少于15000字符)4、設(shè)計(jì)步驟(1)準(zhǔn)備階段 1、根據(jù)設(shè)計(jì)題目進(jìn)行相關(guān)資料的查找與檢索。了解本課題的前沿動(dòng)態(tài)和發(fā)展方向。 2、進(jìn)行設(shè)計(jì)前應(yīng)先準(zhǔn)備好有關(guān)的設(shè)計(jì)資料、手冊(cè)、圖冊(cè)及工具等。 3、對(duì)設(shè)計(jì)任務(wù)書進(jìn)行詳細(xì)的研究和分析,明確設(shè)計(jì)要求和內(nèi)容;分析原始數(shù)據(jù)和工作條件。4、擬定總的設(shè)計(jì)步驟和進(jìn)度計(jì)劃。5、畢業(yè)設(shè)計(jì)進(jìn)度計(jì)劃表:(見下頁)(2)設(shè)計(jì)與計(jì)算CA6140普通車床的加工范圍較廣,可以用于加工軸類、套筒類和盤類的回轉(zhuǎn)表面,如車削內(nèi)外圓表面,它還常用于車削各種常用螺紋,且這次設(shè)計(jì)是根據(jù)加工螺紋的要求來進(jìn)設(shè)計(jì)。主要工作是對(duì)進(jìn)給箱的機(jī)構(gòu)及其傳動(dòng)比進(jìn)行設(shè)計(jì),主要包括其基本組、增倍組等各齒輪的齒數(shù)選擇以及內(nèi)部結(jié)構(gòu)(如軸的設(shè)計(jì)、齒輪的設(shè)計(jì)、軸上零件的固定方式、潤滑、密封等)。5、完成日期及進(jìn)度自2009年03月16日起至2009年06月19日止。進(jìn)度安排:03.1603.20: 熟悉設(shè)計(jì)內(nèi)容,準(zhǔn)備相關(guān)資料。03.2103.29: 相關(guān)資料檢索、閱讀、分析,確定設(shè)計(jì)方案,完成開題報(bào)告。03.3006.01: 設(shè)計(jì),繪圖。06.0206.11: 編寫畢業(yè)設(shè)計(jì)說明書。06.12: 提交畢業(yè)設(shè)計(jì)全部資料。06.1306.19: 總結(jié)及答辯。6、設(shè)計(jì)時(shí)應(yīng)注意的事項(xiàng)(1)發(fā)揮獨(dú)立工作能力 設(shè)計(jì)中發(fā)現(xiàn)的問題,應(yīng)該首先自己考慮,提出自己的看法和意見,與指導(dǎo)教師一同研究,不應(yīng)向指導(dǎo)教師要答案,對(duì)設(shè)計(jì)中的錯(cuò)誤和解決途徑,可由教師指出,但具體答案也應(yīng)該由自己去找。對(duì)給出的回轉(zhuǎn)式破碎機(jī)結(jié)構(gòu)圖,僅供設(shè)計(jì)時(shí)參考,對(duì)結(jié)構(gòu)圖必須作仔細(xì)的研究和比較,以明確優(yōu)、劣,正、誤,取長補(bǔ)短,改進(jìn)設(shè)計(jì),切忌盲目照抄。(2)貫徹三邊的設(shè)計(jì)方法設(shè)計(jì)時(shí)應(yīng)貫徹邊畫、邊算、邊修改的設(shè)計(jì)方法。產(chǎn)品的設(shè)計(jì)總是經(jīng)過多次的修改才能得到較高的設(shè)計(jì)質(zhì)量,因此在設(shè)計(jì)時(shí)應(yīng)該避免害怕返工或單純追求圖紙的表面美觀,而不愿意修改已發(fā)現(xiàn)的不合理地方。(3)及時(shí)檢查和整理計(jì)算結(jié)果設(shè)計(jì)開始時(shí),就應(yīng)準(zhǔn)備一本稿本,把設(shè)計(jì)過程中所考慮的主要問題及一切計(jì)算寫在稿本上,這樣便于隨時(shí)檢查、修改,并容易保存,不要采用零散稿紙,以免散失而需重新演算,造成時(shí)間浪費(fèi)。要向指導(dǎo)教師提出的問題和解決問題的方法,以及從其它參考書籍中摘錄的資料和數(shù)據(jù),也應(yīng)及時(shí)記在稿本上,使各力面的問題都做到有根有據(jù),理由充分,這樣在最后編寫計(jì)算說明書時(shí),可以節(jié)省很多時(shí)間。 2 CA6140進(jìn)給箱傳動(dòng)方案設(shè)計(jì)2.1 CA6140普通車床簡(jiǎn)介 CA6140型臥式車床是普通精度級(jí)的萬能機(jī)床,它能完成多種加工工藝:軸類、套筒類和盤類的回轉(zhuǎn)表面,如車削內(nèi)外圓柱面、圓錐面、環(huán)槽及成型回轉(zhuǎn)面,車削端面及各種常用螺紋,還可以進(jìn)行擴(kuò)孔、鉆孔、絞孔、和滾花等工作。CA6140型普通車床的加工范圍較廣,由于它的結(jié)構(gòu)復(fù)雜,而且自動(dòng)化程度低,所以適用于單件、小批生產(chǎn)及修配車間,它的結(jié)構(gòu)主要部件組成有:(1)主軸箱:主軸箱內(nèi)裝有主軸,以及主軸變速和變向的傳動(dòng)齒輪。通過卡盤等夾具裝夾工件,使主軸帶動(dòng)工件按需要的轉(zhuǎn)速旋轉(zhuǎn),以實(shí)現(xiàn)主運(yùn)動(dòng);(2)刀裝部件:主要由床鞍(大拖板)、橫拖板、小拖板和四方刀架等組成,用于裝夾車刀,并使車刀作縱向、橫向或斜向的運(yùn)動(dòng);(3)尾架:主要用其后頂尖支撐工件,也可安裝鉆頭、絞刀導(dǎo)孔加工刀具,以進(jìn)行孔加工,還可適當(dāng)調(diào)整,實(shí)現(xiàn)加工長錐形的工件;(4)進(jìn)給箱:進(jìn)給箱內(nèi)有進(jìn)給運(yùn)動(dòng)的變速裝置及操縱機(jī)構(gòu),其功能是改變被加工螺紋的螺距或機(jī)動(dòng)進(jìn)給的進(jìn)給量;(5)溜板箱:溜板箱的功能是把進(jìn)給箱的運(yùn)動(dòng)傳遞給刀架,使刀架事項(xiàng)縱向進(jìn)給、橫向進(jìn)給,快速移動(dòng)或車螺紋;(6)床身:床身是車床的基本支撐件,為機(jī)床各部件的安裝基準(zhǔn),使機(jī)床各部件在工作過程中保持準(zhǔn)確的相對(duì)位置;(7)光杠和絲杠:光杠用于一般車削,絲杠用于車削螺紋。CA6140普通車床的主要技術(shù)性能如下:主要參數(shù)及要求: 工件最大回轉(zhuǎn)直徑400mm,工件最大長度1000mm; 主軸轉(zhuǎn)速:正轉(zhuǎn)(24級(jí))10-1400 r/min,反轉(zhuǎn)(12級(jí))14-1580 r/min; 加工螺紋:公制螺紋導(dǎo)程1-192 mm,英制螺紋2-24牙/英寸,模數(shù)螺紋m=0.25-48mm,徑節(jié)螺紋1-96牙/英寸; 進(jìn)給范圍:縱向(64級(jí))0.023-25.4mm/r,橫向(64級(jí))0.011-12.6mm/r; 電機(jī)功率:主電機(jī)7.5KW。刀架縱向快速速度: 4米/分。車削螺紋范圍: 公制螺紋44種 S=1192mm。英制螺紋20種 =224牙/英寸。模數(shù)螺紋39種 m=0.2548mm。徑節(jié)螺紋37種 DP=196牙/英寸。主電動(dòng)機(jī): 7.5千瓦,1450轉(zhuǎn)/分。 2.2 進(jìn)給箱的傳動(dòng)機(jī)構(gòu)CA6140型臥式車床進(jìn)給箱又叫走刀箱,它固定在床身左前面,內(nèi)裝有進(jìn)給變速機(jī)構(gòu),用來變換進(jìn)給量和各種螺紋的導(dǎo)程,進(jìn)給運(yùn)動(dòng)鏈?zhǔn)沟都軐?shí)現(xiàn)縱向或橫向的進(jìn)給運(yùn)動(dòng)及變速換向。進(jìn)給鏈從主軸起經(jīng)換向機(jī)構(gòu)、掛輪、進(jìn)給箱,再經(jīng)光杠或絲杠,溜板箱最后至縱溜板或橫溜板。普通車床的特有功能是車削一定范圍內(nèi)的各種螺紋,要求進(jìn)給傳動(dòng)鏈的變速機(jī)構(gòu)能嚴(yán)格準(zhǔn)確地按照標(biāo)準(zhǔn)螺距數(shù)列來變化。所以普通車床進(jìn)給傳動(dòng)鏈的變速機(jī)構(gòu)(包括掛輪和進(jìn)給箱的變速機(jī)構(gòu))主要是依據(jù)各種螺紋的標(biāo)準(zhǔn)螺距數(shù)列的有要求,同時(shí)兼顧到以便車削的進(jìn)給量范圍來設(shè)計(jì)的。傳動(dòng)鏈中的螺紋進(jìn)給傳動(dòng)鏈?zhǔn)侵鬏S一轉(zhuǎn),刀架移動(dòng)S毫米(導(dǎo)程S=kP,其中k為實(shí)數(shù),P為螺距)。13U0UxP絲=S-(1.2-1)其中U0為主軸至絲杠之間全部定比傳動(dòng)機(jī)構(gòu)的固定傳動(dòng)比,是一個(gè)常數(shù)Ux為主軸至絲杠之間換置機(jī)構(gòu)的可變傳動(dòng)比P絲為機(jī)床絲杠的螺距,CA6140機(jī)床的P絲=12mmS為被加工螺紋的導(dǎo)程2.3 進(jìn)給箱切螺紋機(jī)構(gòu)設(shè)計(jì)CA6140型車床具有切削公制螺紋、英制螺紋、模數(shù)螺紋和徑節(jié)螺紋的功能,機(jī)床的縱向絲杠螺紋用公制,螺距P=12(mm)代入式(1.2-1)得主軸每轉(zhuǎn)一下,刀架移動(dòng)量為S毫米,這即為車削螺紋的導(dǎo)程值。對(duì)于單頭螺紋是螺距值,因此當(dāng)螺紋的基本參數(shù)不是用螺距表示時(shí)必須將其加以換算,然后代入式(1.2-1)。具體方法如下:公制螺紋:其基本參數(shù)為螺距P(mm),因而S=P(mm);英制螺紋:基本參數(shù)l為每一英寸長度內(nèi)包含的牙數(shù)a即a(牙/英寸)因而,英制螺紋的螺距為Sa=24.5/a毫米;模數(shù)螺紋:公制螺桿上的螺紋稱模數(shù)螺紋,它的基本參數(shù)是以螺桿相嚙合的蝸輪模數(shù)m(mm)來表示,因而,模數(shù)螺紋的螺距Tm應(yīng)等于蝸桿的周節(jié)長度,即Pm=m,Sm =kPm=km;徑節(jié)螺紋:英制蝸桿上的螺紋稱為徑節(jié)螺紋,它的基本參數(shù)是以與螺桿相嚙合的蝸輪參數(shù)徑節(jié)DP來表示,徑節(jié)的DP=Z/D(牙/英寸)其中Z和D分別為蝸輪的齒數(shù)和分度圓直徑(英寸),即蝸輪或齒輪折算到每英寸分度圓直徑上的齒數(shù)。因而徑節(jié)螺紋的導(dǎo)程為:PDP=/DP(in)25.4/DP,SDP=k PDP=25.4k/DP螺紋種類螺紋公稱參數(shù)螺紋種類參數(shù)代號(hào)單位螺距S(mm)公制螺紋螺距PMmS=kP英制螺紋每英寸牙數(shù)a牙/英寸Sa=kPa=25.4R/a模數(shù)螺紋模數(shù)mmmSm=kPm=km徑節(jié)螺紋徑節(jié)DP英寸SDP=kPDP=25.4k/DP表1.3-1各種螺紋的公稱參數(shù)及螺距1、米制螺紋將常用的米制螺紋標(biāo)準(zhǔn)數(shù)據(jù)t的數(shù)列1、1.25、1.5、1.75、2、2.5、3、3.5、4、5、5.5、6、7、8、9、10、11、12排列成下表1.3-1所示:11.251.51.7522.252.533.544.555.56789101112表1.3-2 標(biāo)準(zhǔn)米制螺紋導(dǎo)程由表中可以看出各橫行的螺距數(shù)列是等差數(shù)列,而縱列是等比數(shù)列即1、2、4、8的公比數(shù)是2,根據(jù)這些特點(diǎn),在進(jìn)給箱中可用一個(gè)變速組來變換得到某一橫行的等差數(shù)列,這個(gè)變速組的傳動(dòng)比應(yīng)是等差數(shù)列,通常稱為基本組。以此為基礎(chǔ),再串聯(lián)一個(gè)擴(kuò)大組,把基本組得到的螺距按1:2:4:8關(guān)系增大或縮小,而得到全部螺距數(shù)列,此擴(kuò)大組通常稱“增倍組”。根據(jù)進(jìn)給傳動(dòng)降速機(jī)構(gòu)在后的原則,取ib=1、1/2、1/4、1/8。機(jī)床所能加工的其他三種螺紋中,徑節(jié)螺紋較少用,這三種螺紋的公稱參數(shù)列在表中。公制和英制螺紋及模數(shù)和徑節(jié)螺紋之間的倒數(shù)關(guān)系和特殊因子為25.4;公制和模數(shù)螺紋及英寸和徑節(jié)螺紋之間特殊因子為。上述倒數(shù)關(guān)系和特殊因子25.4及的關(guān)系都要在設(shè)計(jì)切螺紋系統(tǒng)時(shí)給予解決?,F(xiàn)將車床上這四種螺紋所能加工的螺距T及其和公制螺紋的關(guān)系列于表1.3-3和表1.3-4。從表中可以看出這四種螺紋的基本參數(shù)有一個(gè)共同的變化特點(diǎn),即在橫行上是等差數(shù)列,而在縱行上按2倍的關(guān)系擴(kuò)大或縮小,我們可以考慮到用車公制螺紋的基本組和擴(kuò)大組來加工另外三種螺紋。2、模數(shù)螺紋我們只需改變公制螺紋傳動(dòng)鏈中的某個(gè)傳動(dòng)比,使平衡式左邊產(chǎn)生一個(gè)特殊因子,以便在運(yùn)動(dòng)中與螺距Pm=m的因子消去,從而變換基本組和增倍組的傳動(dòng)比,就可以像公制螺紋那樣,得到分段等差數(shù)列的模數(shù)系列。倍比關(guān)系公制及模數(shù)螺紋(P及m)1/320.251/160.50.751/811.251.51/41.7522.252.532.751/23.544.5565.51789101211表1.3-3CA6140車床加工螺紋基本參數(shù)的排列規(guī)律注: 內(nèi)數(shù)值為模數(shù)螺紋所獨(dú)有。3、英制螺紋它和公制螺紋螺距數(shù)列有兩點(diǎn)區(qū)別:a、英制螺紋每英寸牙數(shù)a換算成螺距Ta=25.4/a(mm)后,a在分母上如果將上述公制螺紋的基本組的主動(dòng)與從動(dòng)關(guān)系顛倒過來,即基本組的傳動(dòng)比變?yōu)?/ij,那么就可以利用具有等差數(shù)列的傳動(dòng)比ij來得到參數(shù)a的等差數(shù)列; b、英制螺紋的螺距數(shù)值中有一個(gè)數(shù)字因子25.4,因需要改變其中的某些傳動(dòng)比,使平衡式左邊能產(chǎn)生一個(gè)因子25.4,以便與英制平衡式25.4相抵消。此外,當(dāng)英制螺紋要車制a分別為3.25和19時(shí),公制螺紋的基本組少兩個(gè)傳動(dòng)比,故在表1.3-3上加上19和3.25兩個(gè)模數(shù),它們僅僅為了與英寸與徑節(jié)螺紋統(tǒng)一而列入的。故表1.3-3變?yōu)槿缦卤?.3-4所示:倍比關(guān)系公制及模數(shù)螺紋2n-5_0.5_2n-4_1_1.25_1.5_2n-31.7522.25_2.52.7533.252n-23.544.5_55.56_2n-1789_101112_2n_19_表1.3-4 擴(kuò)大螺紋參數(shù)的排列規(guī)律4、徑節(jié)螺紋徑節(jié)螺紋的螺距TDP=25.4/DP(mm),其中DP也是在分母上螺距中也有一個(gè)數(shù)字銀子25.4,這些和英制螺紋相似,故可采用英制螺紋的傳動(dòng)路線。另外,還有一個(gè)因子,可以和模數(shù)螺紋一樣用掛輪來解決。倍比數(shù)英制及徑節(jié)螺紋8(56)(64)(72)(80)(88)(96)428323640444821416181920222417891011121/244.5561/422.533.5表1.3-5CA6140車床加工英制及徑節(jié)螺紋的基本參數(shù)排列注:()內(nèi)數(shù)值為徑節(jié)螺紋獨(dú)有。2.4 切螺紋系統(tǒng)及齒數(shù)比的確定普通車床中的切螺紋系統(tǒng)有雙軸滑移齒輪結(jié)構(gòu)、擺移塔齒輪結(jié)構(gòu)和三軸滑移齒輪結(jié)構(gòu)。我們選用雙軸滑移齒輪結(jié)構(gòu),并且讓基本組和擴(kuò)大組的傳動(dòng)中心距相等,這樣有利于減小進(jìn)給箱的尺寸?;韭菁y機(jī)構(gòu):用來實(shí)現(xiàn)表1.3-3中橫行所代表的等差數(shù)列;倍增機(jī)構(gòu):用來實(shí)現(xiàn)表1.3-3,表1.3-4中各縱行之間的2n關(guān)系即ud通常取2、1、1/2、1/4、1/8;擴(kuò)大螺距機(jī)構(gòu):傳動(dòng)比為Ue,用來進(jìn)一步擴(kuò)大螺距,Ue通常取4、8、16、32等;定比傳動(dòng)副:傳動(dòng)比Uf; 左右螺紋換向機(jī)構(gòu):傳動(dòng)比Ur;交換齒輪裝置:傳動(dòng)比為U;螺紋種類變換機(jī)構(gòu):傳動(dòng)比Uk;移換機(jī)構(gòu):傳動(dòng)比為Ui,用來實(shí)現(xiàn)倒數(shù)關(guān)系及特殊因子。上述各組成部分傳統(tǒng)的分布順序如下:擴(kuò)大螺距結(jié)構(gòu)一般放在主傳動(dòng)變速系統(tǒng)內(nèi),具體情況在CA6140主軸箱內(nèi)由擴(kuò)大螺紋導(dǎo)程結(jié)構(gòu)的傳動(dòng)齒輪是主運(yùn)動(dòng)的傳動(dòng)齒輪。只有在主軸上的離合器M2合上,主軸處于離速狀態(tài)時(shí)才用擴(kuò)大螺紋導(dǎo)程。它的擴(kuò)大倍數(shù)分別是1、4、16。定比傳動(dòng)一般放在主軸或擴(kuò)大螺距換向結(jié)構(gòu)之前在主軸箱中換向結(jié)構(gòu)Ur在交換齒輪之前也在床頭箱中,交換齒輪設(shè)置在床頭箱與進(jìn)給箱之間的交換齒輪上,移換結(jié)構(gòu)一般放在基本螺距結(jié)構(gòu)前后二處?;韭菥嘟Y(jié)構(gòu)一般放在第一個(gè)移換結(jié)構(gòu)之后,變換結(jié)構(gòu)既可放在基本螺距結(jié)構(gòu)之前,也可放在基本螺距結(jié)構(gòu)之后。倍增結(jié)構(gòu)的傳統(tǒng)布局是放在基本螺距之后?,F(xiàn)在,從表1-3排定的螺紋表中,取公制螺紋數(shù)列中的6.5、7、8、9、9.5、10、11、12為基準(zhǔn)數(shù)列則:Ubj=Sj/G=Sjmin,Sj2,Sj3,Sjmax/G。由6.5、7、8、9、9.5、10、11、12這個(gè)要求滑移齒輪能實(shí)現(xiàn)的基本螺紋參數(shù)查的機(jī)構(gòu)方案編號(hào)411,為了使軸向尺寸較小選中心距為63mm,同時(shí),由雙軸滑移齒輪結(jié)構(gòu)推薦方案表查得G=7(由機(jī)床設(shè)計(jì)手冊(cè)P1402查得)。所以Ub=6.5/7、7/7、8/7、9/7、10/7、11/7、12/72.5 倍增機(jī)構(gòu)設(shè)計(jì)以及移換機(jī)構(gòu)設(shè)計(jì)1、增倍機(jī)構(gòu)設(shè)計(jì)考慮原則:(1)根據(jù)和基本組的同中心距取a=63;(2)選用最常用的四速機(jī)構(gòu):三軸機(jī)構(gòu)。根據(jù)倍數(shù)關(guān)系由機(jī)床設(shè)計(jì)手冊(cè)7.3-45查得,選用方案15,可得各齒輪的參數(shù)。Z13=18,Z14=45,Z15=28,Z16=35,Z17=15,Z18=48,Z19=28. Z20=18,m=2。2、移換機(jī)構(gòu)齒輪齒數(shù)確定 移換機(jī)構(gòu)主要用于和交換齒輪(一般放于交換齒輪之前)配合來實(shí)現(xiàn)特殊因子傳動(dòng)比Us都是為了用于實(shí)現(xiàn)倒數(shù)關(guān)系以及特殊因子25.4和,以解決各種螺紋種類變換問題。一般來說,用的最多的方案就是用移換機(jī)構(gòu)(Ui)來解決倒數(shù)關(guān)系和特殊因子25.4。而用交換齒輪(Uc)來解決特殊因子這樣可以簡(jiǎn)化調(diào)整即加工常用的公制和英制螺距時(shí),不需要改變交換齒輪,只有在加工不常用的模數(shù)和徑節(jié)螺紋時(shí)才改變交換齒輪。當(dāng)螺紋種類變換機(jī)構(gòu)的傳動(dòng)比為Uk,則特因傳動(dòng)比Us為Us=UfUtUjUk-(1.5-1)由此可列出螺紋系數(shù)的運(yùn)動(dòng)平衡式: 1主軸UsUbUdUe=S(mm)-(1.5-2)其中P為絲杠導(dǎo)程,S為工作導(dǎo)程,所以,Us=S/(UbUdUeP)-(1.5-3)令Ub=1,Ud=1,Ue=1時(shí)的螺紋參數(shù)分別為t0、m0、n0、p0,則:Ust=t0/P=1/ktUsm=m0/P=/kmUsn=25.4/(p0P)=25.4/kn-(1.5-4)Usp=25.4/(p0P)=25.4/kpkt,km,kn,kp為各種螺紋相應(yīng)的因特系數(shù)且kt=P/t0,km=Pm0,kn=Pn0,kp=Pp0。腳標(biāo)t,m,n,p分別表示用于加工公制模數(shù)、英制、徑節(jié)、螺紋,設(shè)加工公制和英制螺紋時(shí)的交換齒輪傳動(dòng)比為Uctn,加工模數(shù)螺紋時(shí)的移換機(jī)構(gòu)傳動(dòng)比為Ucmp,加工英制和徑節(jié)螺紋時(shí)移換機(jī)構(gòu)的傳動(dòng)比Uinp,加工公制和模數(shù)螺紋時(shí)的移換機(jī)構(gòu)傳動(dòng)比Uitm,則:加工公制螺紋時(shí)的特因傳動(dòng)比:Ust=UfUrUctnUitm-(1.5-5)加工英制螺紋時(shí)的特因傳動(dòng)比:Usn=UfUrUctnUinp -(1.5-6)兩式相除得:Usn/Ust=Uinp/Uitm -(1.5-7)將式(1.5-7)中的Usn及Ust代入上式中得:Uinp/Uitm=25.4/(t0n0) -(1.5-8)在絕大多數(shù)機(jī)床中Uinp和Uitm都按以下兩種方案分配:(a)當(dāng)uinp=1/uitm時(shí),Unp/Uitm=UinpxUinp=25.4/(n0xt0)故 Uitm=sqrt(n0t0/25.4)-(1.5-9) Uinp=sqrt(25.4/(n0t0)-(1.5-10) (b)當(dāng)Uitm=1時(shí),Uinp/Uitm=Uinp=25.4/(n0t0)本車床中從兩軸滑移傳動(dòng)齒數(shù)比設(shè)計(jì)及表1.3-3和表1.3-4可知:t0=7mm,m0=1.75,n0=1.25t/in,p0=7由式(1-13)Uinp=sqrt25.4/(n0t0)=sqrt(25.44/49)由機(jī)床設(shè)計(jì)手冊(cè)P1435表7.3-46查取25.4/36由平方因子組成的近似值,即:25.4=(3272)/54 ,n=+0.063所以25.4=(3272)/5436=(32722232)/54代入公式(1.5-10)得Uimp=sqrt(2234722)/(5472)=36/25 Uitm=25/36根據(jù)Uitm的值查表,公制螺紋經(jīng)過三對(duì)齒輪傳動(dòng):Uitm=25/3625/3636/25=25/36=Z9/Z10Z20/Z12Z12/Z11Uinp=36/25=Z21/Z11。3、交換齒輪齒數(shù)求法在雙軸滑移齒輪機(jī)構(gòu)中往往取Ufxut=1由式(1.5-5)和(1.5-6)可得Uctn=Ust/ Uitm=rsn/ Uinp-(1.5-11)Ucmp= Usm/ Uitm=rsp/ Uinp-(1.5-12)當(dāng)Uinp=1/ Uitm時(shí),將Uinp=sqrt=25.4/(n0t0)和Usm=25.4/(n0P)代入(1.5-11)式得:Uctn= Usn/Uinp=25.4/(n0P)sqrt(25.4/(n0t0) =sqrt(25.4t0)/n0P2)由式(1.5-12)得:Ucmp= Usm/ Uitm=(m0/P)/Ust/Uctn) =(m0/P)/(t0/P)Uctn=m0/t0Uctn又因?yàn)閁itm=25/36,Uinp=36/25將其代入式(1.5-5)及(1.5-6)得:Uctn=(7/12)/(25/36)=21/25Ucncp=25/(712)25.4/36已知: Usm=7/48=UcmpUitm=25/36uc/tUst=7/12=UitmUctn=36/25uctpUsn=25.4/21=UinpUctn=25/36uctnUsp=25.4/84=UinpUcmp=36/25ucmp得出: Ucmt=7/4836/25Uctp=7/1225/36Uctn=25.4/2125/36Ucmp=25.4/8425/36 由機(jī)床設(shè)計(jì)手冊(cè)查表/4近似因子值及相對(duì)誤差表,取齒輪變位量較小的近似因子組:u=25/9721/25=100/9764/10036/25而u=63/7525/36=100/7563/10025/36.所以交換齒輪Z=63,Z=64,Z=100,Z=75,Z=97,至此整個(gè)進(jìn)給箱齒輪傳動(dòng)設(shè)計(jì)全部完畢。2.6 車制螺紋的工作過程1 車削公制螺紋時(shí)車削公制螺紋時(shí),進(jìn)給箱中的齒式離合器M3、M4脫開,M5接合,運(yùn)動(dòng)由主軸VI經(jīng)齒輪副58/58、換向機(jī)構(gòu)33/33(車左螺紋時(shí)經(jīng)33/2525/33)、掛輪63/100100/75傳到進(jìn)給箱中,然后由移換機(jī)構(gòu)的齒輪副25/36傳至軸XVI再經(jīng)過28/28、36/28、32/28傳至軸XV然后由移換機(jī)構(gòu)的齒輪副組滑移變速機(jī)構(gòu),最后經(jīng)離合器M5傳至絲杠XIX。當(dāng)溜板箱中的開合螺母與絲杠相嚙合時(shí)就可帶動(dòng)刀架車削米制螺紋,其螺距與齒輪搭配情況見表(1.6-1),其運(yùn)動(dòng)式為:S=158/5833/3363/100100/7525/36U基25/3636/25U倍12。式中:U基 從軸XIV傳到XV的齒輪副傳動(dòng)比 U倍 從軸XVI傳到XVII的齒輪副傳動(dòng)比將上式化簡(jiǎn)得S=7 U基 U倍由式可知,如適當(dāng)?shù)倪x擇U基 及U倍 的值,就可以得到各種S值。在軸XIV到XV之間共有8種不同傳動(dòng)比U基1 =26/28=6.5/7 U基2 =28/28=7/7U基3 =32/28=8/7 U基4 =36/28=9/7U基5 =19/14=9.5/7 U基6 =20/14=10/7U基7 =33/21=11/7 U基8 =36/21=12/7在軸XVI到XVII中有4中不同的傳動(dòng)比 U倍1=18/4515/48=1/8 U倍2=28/3515/48=1/4U倍3 =18/4535/28=1/2 U倍4 =28/3535/28=1由上可知,利用基本組和倍增組可得到常用的、按等分等差數(shù)列排列的公制標(biāo)準(zhǔn)螺距。表1.6-1 CA6140型普通車床的公制螺紋表從表中可以看到,能夠車削的最大導(dǎo)程為12mm,當(dāng)機(jī)床需加工大于12mm的螺紋時(shí)就得使用擴(kuò)大機(jī)構(gòu)。正常螺距時(shí) =58/58=1擴(kuò)大螺距時(shí) 軸IX到III之間齒輪副80/20時(shí)U擴(kuò)1=58/2680/2080/2044/4426/58=16 軸IX到III之間齒輪副50/50時(shí)U擴(kuò)2=58/2680/2050/5044/4426/58=4所以擴(kuò)大螺距機(jī)構(gòu)的功用是將螺距擴(kuò)大至4到16倍 2 車削模數(shù)螺紋時(shí)車削模數(shù)螺紋的傳動(dòng)路線與公制螺紋的基本相同,唯一的差別是掛輪需換為64/100100/97,其螺距Sm=158/5833/3364/100100/9725/36U基25/3636/25U倍12=7U基U倍/4由此式可以看出,利用車削公制螺紋的那一套U基U倍 ,可以車削出按分段等差數(shù)列排列的各種模數(shù)螺紋。表1.6-2是CA6140型普通車床的模數(shù)螺紋表。表1.6-2 CA6140型普通車床的模數(shù)螺紋表3 車削英制螺紋時(shí)為了實(shí)現(xiàn)特殊因子25.4,將M3和M5離合器接合,M4脫開,同時(shí)軸XVI左端的滑移齒輪Z25移至左面位置,與固定的軸XIV上的齒輪Z36相嚙合,則運(yùn)動(dòng)由軸XIII經(jīng)M3先傳到軸XV,然后傳到軸XIV,再經(jīng)齒輪副36/25傳至軸XVI,其余部分的傳動(dòng)路線與車削公制螺紋時(shí)的基本相同,其傳動(dòng)路線運(yùn)動(dòng)平衡式為:Sa=1r(主軸) 58/5833/3363/100100/751/ U基36/25U倍12 =4/725.4 U基/ U倍其中63/100 100/7536/25=63/7536/25=25.4/21,Sa=kTi=25.4/a= 4/725.4U基/U倍,從而得 a=7/4 U基/ U倍k(扣/英寸)。由上式可知,只要改變基本組中的主動(dòng)軸和被動(dòng)軸以及改變傳動(dòng)鏈中的部分傳動(dòng)比使其包含特殊因子25.4,就可以車削出按分段等差數(shù)列的各種a值的英制螺紋。表1.6-3 CA6140型普通車床的英制螺紋表4 車削徑節(jié)螺紋時(shí)由于徑節(jié)螺紋導(dǎo)程系列的規(guī)律與英制螺紋一樣,只是含有特殊因子25.4,所以其傳動(dòng)路線與車削英制螺紋完全相同,只是掛輪需換為64/100100/97。車削徑節(jié)螺紋的運(yùn)動(dòng)平衡式:SDP=158/5833/3364/1001/ U基36/25U倍12 =25.4 U倍/7 U基由上式可知,只要改變U基U倍的值就可以車削出導(dǎo)程SDP成分段調(diào)和數(shù)列的徑節(jié)螺紋。5 車削非標(biāo)準(zhǔn)螺紋時(shí)當(dāng)需要車削非標(biāo)準(zhǔn)螺紋而用進(jìn)行變換機(jī)構(gòu)無法得到所要求的導(dǎo)程時(shí),須將離合器M3、M4和M5全部嚙合,把軸XIII、XV、XVIII和絲杠聯(lián)成一體,使運(yùn)動(dòng)由掛輪直接傳至絲杠,被加工螺紋的導(dǎo)程S依靠調(diào)整掛輪架的傳動(dòng)比U來實(shí)現(xiàn),此時(shí)運(yùn)動(dòng)平衡式為:S=1r(主軸) 58/5833/33U掛12,將上式簡(jiǎn)化后得到掛輪的換置公式:U掛=a/bc/d=S/12。應(yīng)用此換置公式,適當(dāng)?shù)倪x擇掛輪a、b、c及d的齒數(shù)就可以車削出所需的導(dǎo)程S。6 機(jī)動(dòng)進(jìn)給車削外圓或內(nèi)圓表面時(shí),可使用機(jī)動(dòng)進(jìn)給的縱向進(jìn)給。車削端面時(shí),可使用機(jī)動(dòng)的橫向進(jìn)給。(1) 傳動(dòng)路線機(jī)動(dòng)進(jìn)給運(yùn)動(dòng)是由光杠經(jīng)溜板箱傳動(dòng)的,經(jīng)齒輪副36/32、32/56、超越離合器及安全離合器M8、軸XXIV、蝸桿渦輪副4/29傳至XXIII。當(dāng)運(yùn)動(dòng)有軸XXIII經(jīng)齒輪副40/48或40/30、30/48、雙向離合器M6、軸XXIV、齒輪副28/80、軸XXV傳至小齒輪Z11時(shí),由于小齒輪Z12與固定在創(chuàng)身上的齒條相嚙合,小齒輪轉(zhuǎn)動(dòng)時(shí)就使刀架作機(jī)動(dòng)的縱向進(jìn)給。當(dāng)運(yùn)動(dòng)由軸XXIII經(jīng)齒輪副40/48或40/30、30/48、雙向離合器M7、軸XXVIII及齒輪副48/48、59/18傳至橫向進(jìn)給絲杠XXX后,就使橫刀架作機(jī)動(dòng)橫向進(jìn)給。(2) 縱向機(jī)動(dòng)進(jìn)給量的計(jì)算機(jī)床的64種縱向進(jìn)給量由4種傳動(dòng)路線來傳動(dòng)。A正常進(jìn)給量 機(jī)床共有正常的縱向進(jìn)給量32種,0.081.22mm/轉(zhuǎn),這時(shí),運(yùn)動(dòng)有主軸經(jīng)正常螺距及公制螺紋傳動(dòng)路線傳動(dòng)。B較大進(jìn)給量 當(dāng)需要較大的進(jìn)給量時(shí),使運(yùn)動(dòng)由主軸經(jīng)正常螺距及英制螺紋傳動(dòng)路線傳動(dòng)。可得從0.861.59mm/轉(zhuǎn),8種較大的縱向進(jìn)給量。C加大進(jìn)給量 當(dāng)主軸處于較低的12級(jí)轉(zhuǎn)速時(shí),如運(yùn)動(dòng)有主軸經(jīng)擴(kuò)大螺距機(jī)構(gòu)及英制路線傳動(dòng),可將進(jìn)給量擴(kuò)大4到16倍。D細(xì)進(jìn)給量 當(dāng)主軸以高轉(zhuǎn)速(4501400轉(zhuǎn)/分)運(yùn)轉(zhuǎn)時(shí),如運(yùn)動(dòng)由主軸經(jīng)擴(kuò)大螺距機(jī)構(gòu)、公制螺紋傳動(dòng)路線及倍增組中的齒輪副18/4515/48傳動(dòng),可得到0.0280.054mm/轉(zhuǎn)8種進(jìn)給量。(3) 橫向機(jī)動(dòng)進(jìn)給量正常進(jìn)給量時(shí)橫向機(jī)動(dòng)進(jìn)給的運(yùn)動(dòng)平衡式為:S橫=158/5833/3363/100100/7525/36U基25/3636/25U倍28/5636/3232/564/2940/4848/4859/185將上式與S縱的運(yùn)動(dòng)平衡式做比較,得S橫/S縱=1/2故 S橫=0.5S縱由此可知,當(dāng)主軸箱及進(jìn)給箱中的傳動(dòng)路線相同時(shí),所得到的橫向進(jìn)給量是縱向進(jìn)給量的一半,橫向進(jìn)給量的級(jí)數(shù)與縱向進(jìn)給量同為64種。CA6140傳動(dòng)系統(tǒng)圖 3 主要零件設(shè)計(jì)3.1 齒式離合器的設(shè)計(jì)(1)齒式離合器的結(jié)構(gòu)齒式離合器是由一對(duì)內(nèi)外齒輪組成嵌合副,其特點(diǎn)是齒輪的加工比端面牙容易,而且強(qiáng)度高,在傳遞相同轉(zhuǎn)矩條件下,其外形尺寸較其他離合器小,故結(jié)構(gòu)緊湊、簡(jiǎn)單,有時(shí)還可以脫開后的外齒輪兼作齒輪傳動(dòng)用。為了提高齒的強(qiáng)度并使接合方便,可將外齒制成短齒。齒式離合器只能在靜止后者低轉(zhuǎn)速差下進(jìn)行接合。齒式離合器的材料和齒輪傳動(dòng)所用材料相同。(2)齒式離合器的強(qiáng)度計(jì)算齒式離合器傳遞轉(zhuǎn)矩的能力主要由齒面壓強(qiáng)條件確定p=2/1.5Dzbm式中 離合器的計(jì)算轉(zhuǎn)矩 D齒輪的分度圓直徑 z參與嚙合的實(shí)際齒數(shù) m齒輪模數(shù) 載荷分布不均勻系數(shù),可取0.70.8P齒輪材料工作表面的許用壓強(qiáng),對(duì)未經(jīng)熱處理的齒面,可取2540MPa,對(duì)經(jīng)過熱處理的齒面可取4770 MPa。b內(nèi)齒輪的齒寬,可取b=(0.10.2)D3.2 各軸及軸上組件的設(shè)計(jì)驗(yàn)算以下所用公式全部根據(jù)機(jī)械設(shè)計(jì)(邱宣懷主編)3.2.1中心距a的確定初步選擇中心距為a=63且a=(Z1+ Z2)m/2則由此可算出各齒輪的模數(shù)如下:XII軸上Z25的模數(shù)為2XIII軸上Z36的模數(shù)為2, Z19 Z20 的模數(shù)為3.75,Z36 Z33 的模數(shù)為2.25Z26 Z28 的模數(shù)為2.25, Z36 Z32 Z36 的模數(shù)為2XIV軸上Z14的模數(shù)為3.75,Z21、Z28的模數(shù)為2.25,Z28、Z25的模數(shù)為2XV 軸上的Z25、Z28 、Z18的模數(shù)為2XVI軸上的Z35 、Z15、 Z45的模數(shù)為2,Z56的模數(shù)為1.5XVII軸上的雙聯(lián)滑移齒輪Z28Z48的模數(shù)為2,Z28的模數(shù)為1.5。綜上可知各齒輪的齒數(shù)、模數(shù)及分度圓直徑。3.2.2 XII軸上齒輪的設(shè)計(jì)驗(yàn)算由前面設(shè)計(jì)可知齒輪的齒數(shù)Z1=25,模數(shù)m=2,Z2=36,則可知d1=50mm,d2 =72mm1齒面接觸疲勞強(qiáng)度驗(yàn)算轉(zhuǎn)速n1 n1 =1450 130/2300.9851/4363/5064/97=378r/min功率P1 P1=P=7.50.960.970.980.99=5.05kw轉(zhuǎn)矩T1 T1 =9.55 P1/ n1 =9.555.05/378=127600Nmm接觸疲勞極限Hlim 由圖12.17c 得,Hlim1 =1250MPaHlim2 =1150MPa圓周速度v v=d1 n1 /601000=0.99m/s齒寬系數(shù)d 由表12.13,取d =1齒寬 b= dd1 =150=50mm精度等級(jí) 選8級(jí)載荷系數(shù)K K= KA KV KHKH (式12.5)使用系數(shù)KA 由表12.9,KA =1.5動(dòng)載系數(shù)KV 由圖12.9,KV =1.2齒間載荷分配系數(shù)KH 由表12.10,先求 Ft =2 T1/d1 =7580 KA Ft/b=227100=1.88-3.2(1/ Z1 +1/ Z2 )cos =1.66 Z= =0.88由此得 KH=1.1齒向載荷分配系數(shù)KH 由表12.11 KH =A+B (b/d)+Cb =1.36由此得 K= KA KV KHKH =1.51.21.11.36 =2.69彈性系數(shù)ZE 由表12.12,ZE =189.8節(jié)點(diǎn)區(qū)域系數(shù)ZH 由圖12.16,ZH =2.5接觸最小安全系數(shù)SHmin 由表12.14,SHmin=1.05總工作時(shí)間th th =1030080.2 =4800h應(yīng)力循環(huán)次數(shù)NL 由表12.15,估計(jì) NL, 則指數(shù)m=8.78 NL1= Nv1 =60nithi (Ti/Tmax ) (式12.13) =2原估計(jì)應(yīng)力循環(huán)次數(shù)正確NL2 = NL1/i=1.41接觸壽命系數(shù)ZN 由圖12.18,NN1 =1.25 NN2 =1.35許用接觸應(yīng)力H H1 =Hlim1 NN1 / SHmin (式12.11) =7101.25/1.05 =845MPa H2 =Hlim2 NN2/ SHmin =5801.35/1.05 =746MPa驗(yàn)算H H =ZE ZH Z (式12.8) =189.82.50.88 =1130MPa H2計(jì)算結(jié)果表明齒輪的接觸疲勞強(qiáng)度滿足要求。2齒根彎曲疲勞強(qiáng)度驗(yàn)算重合度系數(shù)Y Y=0.25+0.75/ =0.7齒間載荷分配系數(shù)KF 由表12.10,KF=1/ Y=1.43齒向載荷分配系數(shù)KF 由圖12.14,KF=1.3載荷系數(shù)K K= KA KV KFKF =1. 21.51.431.3=3.35齒形系數(shù)YF 由圖12.21, YF1=2.46 YF2 =2.19應(yīng)力修正系數(shù)YS 由圖12.22,YS1=1.65 YS2=1.8彎曲疲勞極限Flim 由圖12.23c,F(xiàn)lim1 =920MPa Flim2 =850MPa彎曲最小安全系數(shù)SFlim 由表12.14,SFlim =1.25彎曲壽命系數(shù)YN 由圖12.24,YN1 =0.95 YN2 =0.97尺寸系數(shù)Yx 由圖12.25,Yx =1許用彎曲應(yīng)力F F1 =Flim1Y3大連理工大學(xué)網(wǎng)絡(luò)教育學(xué)院畢業(yè)論文(設(shè)計(jì))模板 專科畢業(yè)設(shè)計(jì)(論文)題目:CA6140進(jìn)給箱傳動(dòng)方案設(shè)計(jì)院 (系): 高職學(xué)院 專 業(yè): 機(jī)電一體化技術(shù) 班 級(jí): 10級(jí)04班 學(xué) 號(hào): 101384213 學(xué) 生: 王 冠 導(dǎo) 師: 盧志偉 2013年 04月譯 文學(xué) 院: 機(jī)械工程學(xué)院 專 業(yè): 機(jī)械設(shè)計(jì)制造及其自動(dòng)化學(xué) 號(hào): 0545501141姓 名: 周 煒 指導(dǎo)教師: 李欽奉 教授Failure Analysis,Dimensional Determination And Analysis,Applications Of CamsJack BaubleAbstract:It is absolutely essential that a design engineer know how and why parts fail so that reliable machines that require minimum maintenance can be designed;Cams are among the most versatile mechanisms availableA cam is a simple two-member deviceThe input member is the cam itself,while the output member is called the followerThrough the use of cams,a simple input motion can be modified into almost any conceivable output motion that is desiredKey words: failure high-speed cams design propertiesINTRODUCTIONIt is absolutely essential that a design engineer know how and why parts fail so that reliable machines that require minimum maintenance can be designedSometimes a failure can be serious,such as when a tire blows out on an automobile traveling at high speedOn the other hand,a failure may be no more than a nuisanceAn example is the loosening of the radiator hose in an automobile cooling systemThe consequence of this latter failure is usually the loss of some radiator coolant,a condition that is readily detected and correctedThe type of load a part absorbs is just as significant as the magnitudeGenerally speaking,dynamic loads with direction reversals cause greater difficulty than static loads,and therefore,fatigue strength must be consideredAnother concern is whether the material is ductile or brittleFor example,brittle materials are considered to be unacceptable where fatigue is involvedMany people mistakingly interpret the word failure to mean the actual breakage of a partHowever,a design engineer must consider a broader understanding of what appreciable deformation occursA ductile material,however will deform a large amount prior to ruptureExcessive deformation,without fracture,may cause a machine to fail because the deformed part interferes with a moving second partTherefore,a part fails(even if it has not physically broken)whenever it no longer fulfills its required functionSometimes failure may be due to abnormal friction or vibration between two mating partsFailure also may be due to a phenomenon called creep,which is the plastic flow of a material under load at elevated temperaturesIn addition,the actual shape of a part may be responsible for failureFor example,stress concentrations due to sudden changes in contour must be taken into accountEvaluation of stress considerations is especially important when there are dynamic loads with direction reversals and the material is not very ductileIn general,the design engineer must consider all possible modes of failure,which include the followingStressDeformationWearCorrosionVibrationEnvironmental damageLoosening of fastening devicesThe part sizes and shapes selected also must take into account many dimensional factors that produce external load effects,such as geometric discontinuities,residual stresses due to forming of desired contours,and the application of interference fit jointsCams are among the most versatile mechanisms availableA cam is a simple two-member deviceThe input member is the cam itself,while the output member is called the followerThrough the use of cams,a simple input motion can be modified into almost any conceivable output motion that is desiredSome of the common applications of cams areCamshaft and distributor shaft of automotive engine Production machine toolsAutomatic record playersPrinting machinesAutomatic washing machinesAutomatic dishwashersThe contour of high-speed cams (cam speed in excess of 1000 rpm) must be determined mathematicallyHowever,the vast majority of cams operate at low speeds(less than 500 rpm) or medium-speed cams can be determined graphically using a large-scale layoutIn general,the greater the cam speed and output load,the greater must be the precision with which the cam contour is machinedDESIGN PROPERTIES OF MATERIALSThe following design properties of materials are defined as they relate to the tensile testStatic Strength The strength of a part is the maximum stress that the part can sustain without losing its ability to perform its required functionThus the static strength may be considered to be approximately equal to the proportional limit,since no plastic deformation takes place and no damage theoretically is done to the materialStiffness Stiffness is the deformation-resisting property of a materialThe slope of the modulus line and,hence,the modulus of elasticity are measures of the stiffness of a materialResilience Resilience is the property of a material that permits it to absorb energy without permanent deformationThe amount of energy absorbed is represented by the area underneath the stress-strain diagram within the elastic regionToughness Resilience and toughness are similar propertiesHowever,toughness is the ability to absorb energy without ruptureThus toughness is represented by the total area underneath the stress-strain diagram, as depicted in Figure 28bObviously,the toughness and resilience of brittle materials are very low and are approximately equalBrittleness A brittle material is one that ruptures before any appreciable plastic deformation takes placeBrittle materials are generally considered undesirable for machine components because they are unable to yield locally at locations of high stress because of geometric stress raisers such as shoulders,holes,notches,or keywaysDuctility A ductility material exhibits a large amount of plastic deformation prior to ruptureDuctility is measured by the percent of area and percent elongation of a part loaded to ruptureA 5%elongation at rupture is considered to be the dividing line between ductile and brittle materialsMalleability Malleability is essentially a measure of the compressive ductility of a material and,as such,is an important characteristic of metals that are to be rolled into sheetsHardness The hardness of a material is its ability to resist indentation or scratchingGenerally speaking,the harder a material,the more brittle it is and,hence,the less resilientAlso,the ultimate strength of a material is roughly proportional to its hardnessMachinability Machinability is a measure of the relative ease with which a material can be machinedIn general,the harder the material,the more difficult it is to machine COMPRESSION AND SHEAR STATIC STRENGTHIn addition to the tensile tests,there are other types of static load testing that provide valuable informationCompression Testing Most ductile materials have approximately the same properties in compression as in tensionThe ultimate strength,however,can not be evaluated for compressionAs a ductile specimen flows plastically in compression,the material bulges out,but there is no physical rupture as is the case in tensionTherefore,a ductile material fails in compression as a result of deformation,not stressShear Testing Shafts,bolts,rivets,and welds are located in such a way that shear stresses are producedA plot of the tensile testThe ultimate shearing strength is defined as the stress at which failure occursThe ultimate strength in shear,however,does not equal the ultimate strength in tensionFor example,in the case of steel,the ultimate shear strength is approximately 75% of the ultimate strength in tensionThis difference must be taken into account when shear stresses are encountered in machine componentsDYNAMIC LOADSAn applied force that does not vary in any manner is called a static or steady loadIt is also common practice to consider applied forces that seldom vary to be static loadsThe force that is gradually applied during a tensile test is therefore a static loadOn the other hand,forces that vary frequently in magnitude and direction are called dynamic loadsDynamic loads can be subdivided to the following three categoriesVarying Load With varying loads,the magnitude changes,but the direction does notFor example,the load may produce high and low tensile stresses but no compressive stressesReversing Load In this case,both the magnitude and direction changeThese load reversals produce alternately varying tensile and compressive stresses that are commonly referred to as stress reversalsShock Load This type of load is due to impactOne example is an elevator dropping on a nest of springs at the bottom of a chuteThe resulting maximum spring force can be many times greater than the weight of the elevator,The same type of shock load occurs in automobile springs when a tire hits a bump or hole in the roadFATIGUE FAILURE-THE ENDURANCE LIMIT DIAGRAMThe test specimen in Figure 2.10a,after a given number of stress reversals will experience a crack at the outer surface where the stress is greatestThe initial crack starts where the stress exceeds the strength of the grain on which it actsThis is usually where there is a small surface defect,such as a material flaw or a tiny scratchAs the number of cycles increases,the initial crack begins to propagate into a continuous series of cracks all around the periphery of the shaftThe conception of the initial crack is itself a stress concentration that accelerates the crack propagation phenomenonOnce the entire periphery becomes cracked,the cracks start to move toward the center of the shaftFinally,when the remaining solid inner area becomes small enough,the stress exceeds the ultimate strength and the shaft suddenly breaksInspection of the break reveals a very interesting pattern,as shown in Figure 2.13The outer annular area is relatively smooth because mating cracked surfaces had rubbed against each otherHowever,the center portion is rough,indicating a sudden rupture similar to that experienced with the fracture of brittle materials This brings out an interesting factWhen actual machine parts fail as a result of static loads,they normally deform appreciably because of the ductility of the material.Thus many static failures can be avoided by making frequent visual observations and replacing all deformed partsHowever,fatigue failures give to warningFatigue fail mated that over 90% of broken automobile parts have failed through fatigueThe fatigue strength of a material is its ability to resist the propagation of cracks under stress reversalsEndurance limit is a parameter used to measure the fatigue strength of a materialBy definition,the endurance limit is the stress value below which an infinite number of cycles will not cause failureLet us return our attention to the fatigue testing machine in Figure 2.9The test is run as follows:A small weight is inserted and the motor is turned onAt failure of the test specimen,the counter registers the number of cycles N,and the corresponding maximum bending stress is calculated from Equation 2.5The broken specimen is then replaced by an identical one,and an additional weight is inserted to increase the loadA new value of stress is calculated,and the procedure is repeated until failure requires only one complete cycleA plot is then made of stress versus number of cycles to failureFigure 2.14a shows the plot,which is called the endurance limit or S-N curveSince it would take forever to achieve an infinite number of cycles,1 million cycles is used as a referenceHence the endurance limit can be found from Figure 2.14a by noting that it is the stress level below which the material can sustain 1 million cycles without failureThe relationship depicted in Figure 2.14 is typical for steel,because the curve becomes horizontal as N approaches a very large numberThus the endurance limit equals the stress level where the curve approaches a horizontal tangentOwing to the large number of cycles involved,N is usually plotted on a logarithmic scale,as shown in Figure 2.14bWhen this is done,the endurance limit value can be readily detected by the horizontal straight lineFor steel,the endurance limit equals approximately 50% of the ultimate strengthHowever,if the surface finish is not of polished equality,the value of the endurance limit will be lowerFor example,for steel parts with a machined surface finish of 63 microinches ,the percentage drops to about 40%For rough surfaces,the percentage may be as low as 25% The most common type of fatigue is that due to bendingThe next most frequent is torsion failure,whereas fatigue due to axial loads occurs very seldomSpring materials are usually tested by applying variable shear stresses that alternate from zero to a maximum value,simulating the actual stress patternsIn the case of some nonferrous metals,the fatigue curve does not level off as the number of cycles becomes very largeThis continuing toward zero stress means that a large number of stress reversals will cause failure regardless of how small the value of stress isSuch a material is said to have no endurance limitFor most nonferrous metals having an endurance limit,the value is about 25% of the ultimate strengthEFFECTS OF TEMPERATURE ON YIELD STRENGTH AND MODULUS OF ELASTICITYGenerally speaking,when stating that a material possesses specified values of properties such as modulus of elasticity and yield strength,it is implied that these values exist at room temperatureAt low or elevated temperatures,the properties of materials may be drastically differentFor example,many metals are more brittle at low temperaturesIn addition,the modulus of elasticity and yield strength deteriorate as the temperature increasesFigure 2.23 shows that the yield strength for mild steel is reduced by about 70% in going from room temperature to 1000oFFigure 2.24 shows the reduction in the modulus of elasticity E for mild steel as the temperature increasesAs can be seen from the graph,a 30% reduction in modulus of elasticity occurs in going from room temperature to 1000oFIn this figure,we also can see that a part loaded below the proportional limit at room temperature can be permanently deformed under the same load at elevated temperaturesCREEP: A PLASTIC PHENOMENONTemperature effects bring us to a phenomenon called creep,which is the increasing plastic deformation of a part under constant load as a function of timeCreep also occurs at room temperature,but the process is so slow that it rarely becomes significant during the expected life of the temperature is raised to 300oC or more,the increasing plastic deformation can become significant within a relatively short period of timeThe creep strength of a material is its ability to resist creep,and creep strength data can be obtained by conducting long-time creep tests simulating actual part operating conditionsDuring the test,the plastic strain is monitored for given material at specified temperaturesSince creep is a plastic deformation phenomenon,the dimensions of a part experiencing creep are permanently alteredThus,if a part operates with tight clearances,the design engineer must accurately predict the amount of creep that will occur during the life of the machineOtherwise,problems such binding or interference can occur Creep also can be a problem in the case where bolts are used to clamp tow parts together at elevated temperaturesThe bolts,under tension,will creep as a function of timeSince the deformation is plastic,loss of clamping force will result in an undesirable loosening of the bolted jointThe extent of this particular phenomenon,called relaxation,can be determined by running appropriate creep strength testsFigure 2.25 shows typical creep curves for three samples of a mild steel part under a constant tensile loadNotice that for the high-temperature case the creep tends to accelerate until the part failsThe time line in the graph (the x-axis) may represent a period of 10 years,the anticipated life of the productSUMMARYThe machine designer must understand the purpose of the static tensile strength testThis test determines a number of mechanical properties of metals that are used in design equationsSuch terms as modulus of elasticity,proportional limit,yield strength,ultimate strength,resilience,and ductility define properties that can be determined from the tensile testDynamic loads are those which vary in magnitude and direction and may require an investigation of the machine parts resistance to failureStress reversals may require that the allowable design stress be based on the endurance limit of the material rather than on the yield strength or ultimate strengthStress concentration occurs at locations where a machine part changes size,such as a hole in a flat plate or a sudden change in width of a flat plate or a groove or fillet on a circular shaftNote that for the case of a hole in a flat or bar,the value of the maximum stress becomes much larger in relation to the average stress as the size of the hole decreasesMethods of reducing the effect of stress concentration usually involve making the shape change more gradualMachine parts are designed to operate at some allowable stress below the yield strength or ultimate strengthThis approach is used to take care of such unknown factors as material property variations and residual stresses produced during manufacture and the fact that the equations used may be approximate rather that exactThe factor of safety is applied to the yield strength or the ultimate strength to determine the allowable stressTemperature can affect the mechanical properties of metalsIncreases in temperature may cause a metal to expand and creep and may reduce its yield strength and its modulus of elasticityIf most metals are not allowed to expand or contract with a change in temperature,then stresses are set up that may be added to the stresses from the loadThis phenomenon is useful in assembling parts by means of interference fitsA hub or ring has an inside diameter slightly smaller than the mating shaft or postThe hub is then heated so that it expands enough to slip over the shaftWhen it cools,it exerts a pressure on the shaft resulting in a strong frictional force that prevents loosening 故障的分析、尺寸的決定以及凸輪的分析和應(yīng)用摘要:作為一名設(shè)計(jì)工程師有必要知道零件如何發(fā)生和為什么會(huì)發(fā)生故障,以便通過進(jìn)行最低限度的維修以保證機(jī)器的可靠性;凸輪是被應(yīng)用的最廣泛的機(jī)械結(jié)構(gòu)之一,是一種僅僅有兩個(gè)組件構(gòu)成的設(shè)備。主動(dòng)件本身就是凸輪,而輸出件被稱為從動(dòng)件。通過使用凸輪,一個(gè)簡(jiǎn)單的輸入動(dòng)作可以被修改成幾乎可以想像得到的任何輸出運(yùn)動(dòng)。關(guān)鍵詞:故障 高速凸輪 設(shè)計(jì)屬性前言介紹:作為一名設(shè)計(jì)工程師有必要知道零件如何發(fā)生和為什么會(huì)發(fā)生故障,以便通過進(jìn)行最低限度的維修以保證機(jī)器的可靠性。有時(shí)一次零件的故障或者失效可能是很嚴(yán)重的一件事情,比如,當(dāng)一輛汽車正在高速行駛的時(shí)候,突然汽車的輪胎發(fā)生爆炸等。另一方面,一個(gè)零件發(fā)生故障也可能只是一件微不足道的小事,只是給你造成了一點(diǎn)小麻煩。一個(gè)例子是在一個(gè)汽車?yán)鋮s系統(tǒng)里的暖氣裝置軟管的松動(dòng)。后者發(fā)生的這次故障造成的結(jié)果通常只不過是一些暖氣裝置里冷卻劑的損失,是一種很容易被發(fā)現(xiàn)并且被改正的情況。能夠被零件進(jìn)行吸收的載荷是相當(dāng)重要的。一般說來,與靜載重相比較,有兩個(gè)相反方向的動(dòng)載荷將會(huì)引起更大的問題,因此,疲勞強(qiáng)度必須被考慮。另一個(gè)關(guān)鍵是材料是可延展性的還是脆性的。例如,脆的材料被認(rèn)為在存在疲勞的地方是不能夠被使用的。很多人錯(cuò)誤的把一個(gè)零件發(fā)生故障或者失效理解成這樣就意味著一個(gè)零件遭到了實(shí)際的物理破損。無論如何,一名設(shè)計(jì)工程師必須從一個(gè)更廣泛的范圍來考慮和理解變形是究竟如何發(fā)生的。一種具有延展性的材料,在破裂之前必將發(fā)生很大程度的變形。發(fā)生了過度的變形,但并沒有產(chǎn)生裂縫,也可能會(huì)引起一臺(tái)機(jī)器出毛病,因?yàn)榘l(fā)生畸變的零件會(huì)干擾下一個(gè)零件的移動(dòng)。因此,每當(dāng)它不能夠再履行它要求達(dá)到的性能的時(shí)候,一個(gè)零件就都算是被毀壞了(即使它的表面沒有被損毀)。有時(shí)故障可能是由于兩個(gè)兩個(gè)相互搭配的零件之間的不正常的磨擦或者異常的振動(dòng)引起的。故障也可能是由一種叫蠕變的現(xiàn)象引起的,這種現(xiàn)象是指金屬在高溫下時(shí)一種材料的塑性流動(dòng)。此外,一個(gè)零件的實(shí)際形狀可能會(huì)引起故障的發(fā)生。例如,應(yīng)力的集中可能就是由于輪廓的突然變化引起的,這一點(diǎn)也需要被考慮到。當(dāng)有用兩個(gè)相反方向的動(dòng)載荷,材料不具有很好的可延展性時(shí),對(duì)應(yīng)力考慮的評(píng)估就特別重要。 一般說來,設(shè)計(jì)工程師必須考慮故障可能發(fā)生的全部方式,包括如下一些方面:壓力變形磨損腐蝕振動(dòng)環(huán)境破壞固定設(shè)備松動(dòng)在選擇零件的大小與形狀的時(shí)候,也必須考慮到一些可能會(huì)產(chǎn)生外部負(fù)載影響的空間因素,例如幾何學(xué)間斷性,為了達(dá)到要求的外形輪廓及使用相關(guān)的連接件,也會(huì)產(chǎn)生相應(yīng)的殘余應(yīng)力。凸輪是被應(yīng)用的最廣泛的機(jī)械結(jié)構(gòu)之一,是一種僅僅有兩個(gè)組件構(gòu)成的設(shè)備。主動(dòng)件本身就是凸輪,而輸出件被稱為從動(dòng)件。通過使用凸輪,一個(gè)簡(jiǎn)單的輸入動(dòng)作可以被修改成幾乎可以想象得到的任何輸出運(yùn)動(dòng)。常見的一些關(guān)于凸輪應(yīng)用的例子有:凸輪軸和汽車發(fā)動(dòng)機(jī)工程的裝配專用機(jī)床自動(dòng)電唱機(jī)印刷機(jī)自動(dòng)的洗衣機(jī)自動(dòng)的洗碗機(jī)高速凸輪(凸輪超過1000 rpm的速度)的輪廓必須從數(shù)學(xué)意義上來定義。無論如何,大多數(shù)凸輪以低速(少于500 rpm)運(yùn)行而中速的凸輪可以通過一個(gè)大比例的圖形表示出來。一般說來,凸輪的速度和輸出負(fù)載越大,凸輪的輪廓在被床上被加工時(shí)就一定要更加精密。材料的設(shè)計(jì)屬性當(dāng)他們與抗拉的試驗(yàn)有關(guān)時(shí),材料的下列設(shè)計(jì)特性被定義如下。靜強(qiáng)度:一個(gè)零件的強(qiáng)度是指零件在不會(huì)失去它被要求的能力的前提下能夠承受的最大應(yīng)力。因此靜強(qiáng)度可以被認(rèn)為是大約等于比例極限,從理論上來說,我們可以認(rèn)為在這種情況下,材料沒有發(fā)生塑性變形和物理破壞。剛度:剛度是指材料抵抗變形的一種屬性。這條斜的模數(shù)線以及彈性模數(shù)是一種衡量材料的剛度的一種方法。彈性:彈性是指零件能夠吸收能量但并沒有發(fā)生永久變形的一種材
收藏
編號(hào):98153488
類型:共享資源
大?。?span id="ojwjvrd" class="font-tahoma">3.68MB
格式:ZIP
上傳時(shí)間:2022-05-28
50
積分
- 關(guān) 鍵 詞:
-
含8張CAD圖紙+PDF圖
CA6140
車床
進(jìn)給
設(shè)計(jì)
CAD
圖紙
PDF
- 資源描述:
-
喜歡就充值下載吧。。資源目錄里展示的文件全都有,,請(qǐng)放心下載,,有疑問咨詢QQ:414951605或者1304139763 ======================== 喜歡就充值下載吧。。資源目錄里展示的文件全都有,,請(qǐng)放心下載,,有疑問咨詢QQ:414951605或者1304139763 ========================
展開閱讀全文
- 溫馨提示:
1: 本站所有資源如無特殊說明,都需要本地電腦安裝OFFICE2007和PDF閱讀器。圖紙軟件為CAD,CAXA,PROE,UG,SolidWorks等.壓縮文件請(qǐng)下載最新的WinRAR軟件解壓。
2: 本站的文檔不包含任何第三方提供的附件圖紙等,如果需要附件,請(qǐng)聯(lián)系上傳者。文件的所有權(quán)益歸上傳用戶所有。
3.本站RAR壓縮包中若帶圖紙,網(wǎng)頁內(nèi)容里面會(huì)有圖紙預(yù)覽,若沒有圖紙預(yù)覽就沒有圖紙。
4. 未經(jīng)權(quán)益所有人同意不得將文件中的內(nèi)容挪作商業(yè)或盈利用途。
5. 裝配圖網(wǎng)僅提供信息存儲(chǔ)空間,僅對(duì)用戶上傳內(nèi)容的表現(xiàn)方式做保護(hù)處理,對(duì)用戶上傳分享的文檔內(nèi)容本身不做任何修改或編輯,并不能對(duì)任何下載內(nèi)容負(fù)責(zé)。
6. 下載文件中如有侵權(quán)或不適當(dāng)內(nèi)容,請(qǐng)與我們聯(lián)系,我們立即糾正。
7. 本站不保證下載資源的準(zhǔn)確性、安全性和完整性, 同時(shí)也不承擔(dān)用戶因使用這些下載資源對(duì)自己和他人造成任何形式的傷害或損失。
裝配圖網(wǎng)所有資源均是用戶自行上傳分享,僅供網(wǎng)友學(xué)習(xí)交流,未經(jīng)上傳用戶書面授權(quán),請(qǐng)勿作他用。