装配图单线画线机
装配图单线画线机,装配,单线,画线
画线机是用滚轮等再日用陶瓷、玻璃制品的圆形或椭圆形器皿上,画一条或多条彩色、彩带的机械。可以分为单色机画线机和多色画线机。本次设计主要是研究设计单色画线机,即单线画线机。陶瓷是无机材料之母,从家庭至宇宙对陶瓷的渴求量愈来愈大,其许多优越、潜在特性不断被发现,近20年来各国非常重视陶瓷的研究、开发与应用,各国将先后进入陶瓷世界。陶瓷一般指陶器和瓷器的合称,“陶”为烧成之意,“瓷”是指硬而之谜的器物。陶瓷是我国历史悠久的古老文化之一,也是文明的象征。我国陶瓷的出现可上溯到距今一万年左右,距今3000年前的殷周时代,有了以高岭土为原料的白陶,已懂得用釉的方法。原始瓷器是以铁为着色剂的青釉器,是青瓷的前身。晋朝出现“瓷”字,说明当时人们已认识到陶和瓷的区别。陶瓷是一种与我们日常生活以及在各种工程项目能够经常接触到的材料。随着技术经济的发展,在某些科学领域陶瓷已形成其他材料无法比拟的优点。例如,工程陶瓷,由工程陶瓷的制成的零件具有耐磨、耐热、耐摩擦、热膨胀系数小等一系列优点,是当今世界高技术含量的产品。在国外已越来越多地应用工程陶瓷取代金属零件,使产品地寿命、稳定性等大大提高。在如,低温烧结陶瓷(LTCC)大家一定还都记得在手机行业刚刚起步时的代表作大哥大,它又笨又重,携带不方便,而现在的手机就越来越袖珍了,这里的关键就是LTCC技术的发展。;LTCC技术是把很多东西整合在一起,其全称为“低温共烧陶瓷”技术,简单地说,就是一种整合、小型化地技术将各种被动组件整合在一起,缩小到陶瓷式电路板上,如果没有它,手机是无法达到轻薄短小地效果地。总之,陶瓷已经成为与我们密不可分地伙伴了。我国陶瓷生产历史悠久,日用陶瓷一直畅销国内外。在我们的生活中,能够给人们留下直观印象的是日用陶瓷。这里不乏一些工艺美术品。因此,对于陶瓷制品,我们不仅要求其本身质量要好、使用方便,同时还要对其表面进行一定程度的美化处理,绘制出各种线条精美的图案,增加美感及艺术感。然而,传统的陶瓷画线主要是由手工完成的,画出的线条宽窄不一,严重影响产品的质量,与其是在画宽度3mm以上的线条时,用手工的方法根本无法实现,因此生产陶瓷的厂家不得不将线条印成画纸,将画纸贴在陶瓷制品上进行彩烤,而这又大大提高了成本。陶瓷生产厂家一直都无法解决这一问题。随着机械化、自动化技术的不断发展,研制新型高效的画线机以代替手工作业已成为迫切需要。目前,世界各国对装饰机械的研制十分迅速,不断推陈出新。其中以画线机和印花机发展最为迅速。我国在这方面发展比较晚,目前用于生产陶瓷机械数量较小,品种较单一,因此有必要投入人力物力财力设计新产品,引进设备,消化技术。1.3 工作内容和要求1.3.1 画线机总体参数的确定主要技术指标及重要技术参数主要技术指标 画线色种: 单色公称生产能力:6-12件/分 彩色宽度: 0.25-6mm 制品最大直径:406mm 制品最大高度:230mm 总功率消耗: 3.5kw 整机重要: 约100kg 外型尺寸: 约1.4m0.8m1.6m重要技术参数 电动机的变速范围:1000-3000rpm 最短画线时间: 1.22s 最长画线时间: 4.14s 画线辅助时间: t3s1.3.2 单线画线机的机构设计单线自动画线机主要由主机架、工作台、施彩器组件、真空泵、气动系统、电器部分组成.其主要功能包括:驱动功能、画线功能、自动装卸功能、辅助功能、测控功能、安全保护功能。功能分解如下图:单线画线机驱动施彩头电机驱动吸盘主电机驱动单线画线机前伸后仰吸 盘吸气放气辅 助支撑导向测控单线画线机画线安全保护漏电保护过载保护 图1 单线画线机的功能结构图依据这些功能,系统组成为:动力系统、传动系统、执行系统、辅助系统、测控系统、安全保护系统。各主要系统概述如下:动力系统:为操作部件提供动力,如机械手的仰俯、旋转、单线机的移动画线。本设计中动力装置为电动机和气压系统。传动系统:是将动力机的运动和动力传递给执行机构或执行构件的中间装置。主要有带传动、齿轮传动、蜗轮蜗杆传动等。在本设计中,由电动机到施釉轮之间的传动是通过带传动来完成的。执行机构:能直接完成预期工作任务的机构和部件,为完成对陶瓷制品的画线功能所需的执行机构的部件主要是机械手、施釉轮及带釉轮。测控系统:是控制画线机各执行机构按规定程序和要求,以一定顺序和规律运动完成画线机,具体测控有机械手旋转角度、升降角度、单线机的位移量、放气时间等。辅助系统:为完成画线功能,以上各功能还需要一些辅助系统支持,如支承、下料、送料等辅助系统。为了保证准确可靠地实现画线机地画线功能,实现画线自动化,需满足以下条件: 机构地布局应合理,相互之间保证不干涉,不阻挡。 总体布局应使工人操作安全方便,节省空间。 吸盘吸、放气时要考虑工人操作时间地合理性。 机器的电动、气动部分都需外壳罩住,已加工与未加工的工件放置要整齐,物料陪送线路要清晰、合理。 本机分四部分安装,各部分安装好后再连接在一起构成一个整体,这样能够提高效率,保证质量且运输时也方便。1.3.3 相关部件、零件设计 单线画线机主要有施彩器传动系统、气动系统、真空系统、电器系统四部分.其中零件要首先选择标准件,若标准件中没有合适的零件可自行进行设计.在本机的设计中,我们需要设计选择电机、传动系统、减速器、阻尼装置等. 表1 形态学矩阵分功能 解 法 1 2 3 4 5 6A动力源B位移传动C位移D取物传动E取物电动机齿轮传动轨道及车轮拉杆挖斗汽油机蜗轮蜗杆传动轮胎绳传动抓斗柴油机带传动履带汽缸传动钳式斗蒸气透平链传动气垫液压缸传动机械手液动机液力耦合器气动马达1.3.3.1 电动机的选择 电动机施机械系统中最常用的动力机,与其他动力机相比,它具有较高的驱动效率,且其种类和型号较多,与工作机械连接方便,具有良好的调速、启动、制动和反向控制性能.易于实现远距离、自动控制,工作时无环境污染,可满足大多数机械的工作要求.1.3.3.2 气动系统的选择特点: 元件结构简单、紧凑、易于制造,且不污染环境.可集中供气和远距离输送,便于管理. 易于实现快速的直线往复运动,摆动的高速转动.输出力和运动速度调节很方便,且能实现过载自动保护. 工作环境适应性较强. 由于压缩空气的工作压力不高,一般在0.4-0.6MPa,故输出力和力矩不高,且传动效率也较低,一般用于输出力不大的传动装置.采用扩力机械或气液增压装置,可提高输出力. 由于空气有压缩性,故运动速度的稳定性较差,较难实现精密控制.采用气液联动方式,可提高运动速度的稳定性. 由于气信号的传递速度比电信号慢得多,故不宜用于遥控及复杂得控制系统.组成:起源部分、执行部分、控制部分、辅助部分.1.3.3.3减速器的选择本机可选择常用的阿基米德圆柱蜗杆减速器,这种减速器适用于蜗杆转速不超过1500r/min,环境温度为-40-+40C的场合,可以正反两向运转.在选用减速器时,首先根据工作要求确定传动比i,再按蜗轮轴的计算转矩查蜗轮轴额定转矩表,确定减速器的中心距.然后按机器布置,润滑等要求选择减速器的装配形式.必要时要进行散热计算.1.4 课题的重点和难点1.4.1 单线画线机设计重点单线自动画线机的用途是在陶瓷制品上画出装饰线条或图案,以达到美化陶瓷质朴那的目的。这种机械代替了手工画线工作,提高了劳动生产率以及精度,可以画出粗细均匀的线条,克服了手工作业的缺点与不足,满足了广大消费者的审美要求并提高了劳动生产率。我国地域辽阔,该机不受地形气候等外界因素影响和限制,并且易于维修,工作可靠,适用于相关陶瓷生产部门。经各种常用系统的计算比较得出,当施釉轮与被加工陶瓷盘间实现纯滚动,且滚动画线速度在0.4m/s时,画线效果最佳,故单线画线机的一切设计要以此为宗旨。通过带传动的装置,电动机将动力传递给了施釉轮与带釉轮,两轮开始旋转,此时主从摩擦轮接触,带动陶瓷旋转,设计合理的技术参数,可实现上述的画线速度要求,画线机开始画线。在每个陶瓷画线的开始与结束,为了便与装卸陶瓷,支承施釉头组件的杆件必须能够实现摆动,以使施釉头组件准确靠近、离开瓷器。经多方面的比较,我们最终选择气动系统实现这一环节。另外,在被加工定位的这一环节也有讲究。由于陶瓷制品易碎这一特点,使得我们必须摒弃普通机床夹具而选择其它的定位夹紧方法。基于盘状陶瓷表面光洁的特点,我们想到了可以利用真空吸附夹紧方式定位,及手部为真空吸盘。1.4.2单线画线机的设计难点对于单线自动画线机,最重要的是能够画出均匀清晰的线条,以满足广大消费者的审美要求,因此对各机构的运动精度和定位精度要求较高。画线机的运动精度和定位精度主要包括以下几个方面:施彩头组件摆动的运动与机械手的运动需协调一致,即与装、卸料工作要配合。为了保证施釉轮与制品之间的接触精度,单线机的前进与后退要有较高的定位精度。机械手的旋转角度是否精确,关系到安放工件时的中心线能否与吸盘中心重合。由于这些精度将直接关系到产品质量,建议采取开环伺服系统进行控制。1.5 单线画线机的机械系统的方案设计机械系统的方案设计,是机械设计中极其重要的一环。正确、合理的机械系统的方案,对于提高机械的性能、质量、市场竞争力和经济效益等都是至关重要的。单线画线机制成品M 陶瓷器件M指令S信息显示S能量E输出E 图2 单线画线机黑箱图1.5.1 执行系统的方案设计 包括执行系统的功能原理设计,执行系统的运动规律设计,执行系统的形式设计,执行系统的协调设计以及执行系统的方案评价。1.5.2 传动系统的方案设计 包括选择合理的传动装置的类型、确定传动路线的方案以及合理分配传动系统。1.5.3 原动机类型的选择 包括原动机的类型、转速、以及原动机容量的选择。1.5.4 操纵控制系统的选择 包括机电控制系统、机液控制系统、电业控制系统、液压控制系统、气动系统、电气控制系统以及微机控制系统。1.6 国内外同类产品的对比国外很多国家重视装饰机械的研制与开发,特别时在画线机、印花机方面的发展时十分迅速的,与国外产品比起来,该产品的生产效率低且柔性化程度不高;但在国内,由于这一方面起步较晚,发展较慢,所以该产品已经达到了一个新的水平。1.7关于用户的需求和企业发展计划的介绍对于用户来说,他们希望用更好的陶瓷制品,外表美观大方,且物美价廉,这就是用户所追求的方向。因此,企业的发展应以此为导向,来满足用户的需求。这样的企业才能有所创造,有所发展。1.8 可能用到的知识和技能 理论知识:机械原理、机械设计、材料力学、机械制造技术等 应用软件:AutoCAD、CATIA、ADAMS、Office word等。1.9 需要自学的知识和技能 由于在本科的学习阶段,我们主要学习了一些专业理论知识而过少解除各科知识在实际当中的应用。因此,在设计过程中,我们应注重在实际应用方面丰富自己的头脑。针对这次的毕业设计,我应多多学习关于陶瓷加工机械方面的知识,争取创造条件实际观察陶瓷的单线画线机的工作过程,了解其原理。另外,在三维造型方面,目前市面流行的工程软件很多,除了CATIA,我们还可以考虑用其他的软件。若有条件,我会考虑学习另外的软件来进行三维造型。2 工作计划表2 进度计划表2006.2-2006.3调研、译文、参考文献2006.4.1-2006.4.15总体布置、草图、开题报告2006.4.15-2006.5.1总体设计、总装图2006.5.1-2006.5.15部件设计、相关计算2006.5.15-2006.6.1零件、部件、设计、论文2006.6.1-2006.6.20修改、完善、图纸论文、答辩摘要本次设计的是单色自动画线机,其主要功能是在一个瓷器上画出一条粗细均匀的线。本文主要讨论了设计的必要性,通过系统功能分解、功能合成、方案设计提出新方案。这一点对产品的成败起决定性作用。计算和安排一些与设计有关的重要数据的设计计算书、分析典型零部件的结构工艺性、阐明如何操作的说明书、设计总结等等。1、 设计计算说明1.1该机主要有施彩轮传动系统、气动系统、真空系统、电器系统四部分组成1.2施彩轮传动系统中施彩轮转速得确定施根据以下试验确定的:速度(m/s)0.10.20.30.40.50.6画线效果滴釉苦釉粗细不均符合要求缺釉毛刺由表可知,画线轮的最佳转速为0.4m/s。1.2.1施彩轮电机功率及吸盘电机功率的确定施彩轮与被画陶瓷器件的摩擦力矩为: 将P40,5,R0.03,f0.9代入上式(此数据为试验所得), M1.215(公斤米)由式中为电机所用总功率 n为电机减速输出转速 h为传动效率由以上可得主机电机功率为0.17KW。1.3气缸的选择: 由于瓷器在烧成过程中不可避免产成变形现象,因而画线轮要用适当压力对瓷器实行压紧。这一压力在每平方厘米一公斤为好,总压力为40公斤,画出线条符合质量要求。而行程长度为20mm为最佳,因而我们取准力为40mm,行程为20mm的气缸作为纵向气缸。为了适应于陶瓷制品周边的变形或者不规则形状的画线施彩轮靠轮必须始终给瓷器周边以压应力,因而试验证明,横向气缸压力应与纵向汽缸相等。为适应于鱼盘等不规则瓷器的画线工作,气缸行程选择80mm为宜。1.4该机真空度及抽气速率的决定 以日用陶瓷中的16寸盘(本机所画最大口径的画线盘)为例:1.5带动摩擦轮的电动机的选择画线轮与瓷器之间应保证0.4m/s速度的纯滚动,拟定主、从摩擦轮的转速为: 由电动机到摩擦轮之间设置一级蜗杆减速器,其传动比为62,则电动机的转速范围为:(18.863.7)62=11604000rpm,据此选择直流电动机如如下: 型号: G4524 额定功率: 60KW 额定转速: 4000rpm 额定电流: 2.5A 额定转矩: 1.7KNm1.6主传动路线:住传动路线即由主电动机传到主动摩擦轮的路线。由于带传动具有缓冲减震的作用,所以由主电动机带动一级皮带传动。因为直流电动机转速一般较高,在带传动以后选择了一个标准蜗杆减速器,其输出通过一个弹性套柱销联轴器传到主动摩擦轮上,再经从动摩擦轮带动吸盘进行旋转画线工作。1.7实现瓷器自转的传动路线:摩擦轮电动机直接连接在一个蜗轮蜗杆减速器上。其输入轴竖直,输出轴水平放置且直接连接到主动摩擦轮,当从动摩擦轮与主动摩擦轮接触时,动力便传到从动摩擦轮继而带动吸盘旋转。1.8主动蜗轮蜗杆减速器的选择: 根据功率、传动比及安装要求,选择主减速器为WS150蜗杆减速器。传动比约为40,单向工作,JC=15%。1.9为实现画线的全自动控制,对电器的基本说明 首先为了实现陶瓷品种的变化,为使陶瓷的画线速度保持0.4m/s吸盘主电机应采用直流电机,采用控制电枢可调整流装置,其基本控制如下: 2画线机画线质量总结以下因素对画线质量有明显影响:2.1画线轮中心与此其重心在同一平面是取得最佳画线效果的主要因素之一,如图1.1,如果画线轮偏上或偏下(相对瓷器中心比较)都会给瓷器带上毛刺的线,影响产品质量。如图1.2、图1.3。2.2画线轮偏摆对画线的影响画线轮由于安装加工等引起的偏摆将使画出线条成曲线状,如图1.42.3颜料的混合和黏度对画线的影响画线用颜料的黏度将给所画线条带来影响,如果黏度过大则所画线条较标准宽度宽,如果黏库过小则出现滴油现象,试验表明最好是两份介质和一份燃料构成。3目前存在的问题画线机体积大;各调整螺栓不够方便;整机艺术造型不够理想。导轨的设计1概述1.1导轨的作用导轨主要用来支承和引导运动部件沿一定的轨迹运动并支承受运动部件的重量和工作载荷。两个作相对运动的部件构成一对导轨副,其中不动的配合面成为固定导轨或静导轨,运动的配合面称为运动导轨过动导轨。在运动导轨和固定之间;一般只允许有一个自由度。1.2导轨应满足的要求1.2.1导向精度几何精度接触精度1.2.2精度保持性1.2.3移动灵敏度1.2.4低速运动的平稳性1.2.5抗振性和稳定性1.2.6刚度1.2.7结构工艺性1.2.8对温度变化的适应能力常用滑动导轨的类型、特点和应用类型工作原理和摩擦性导向精度灵敏度和定位精度低速运动平稳性精度保持性抗振形和稳定性应用特点滑动导轨普通滑动导轨整体式导轨副工作面是混合摩擦状态,静动摩擦系数相差较大,低速时摩擦系数随速度增加而减小采用精铣、磨削或刮削可达到较高的几何精度较差、不采用减磨措施时,定位精度为00.02mm低速时(160mm/min)易产生爬行导轨表面淬火可将耐磨性提高12倍好广泛应用于普通精度的机械结构简单,制造容易,维护简便,成本低镶装式采用镶铜、有色金属或塑料板,改变导轨机体的摩擦特性,增加耐磨性一般比整体式的好一般比整体式好贴涂塑式由工程塑料做成动高贵表面,与金属制静导轨的摩擦系数较小,只随着速度增加而略有增大,但承载能力较差用聚四氟乙烯软带时,定位精度可达0.002mm无爬行好广泛用于粳米和重型机械,也常用于旧机器导轨的大修结构简单,制造容易,维修简便,制造成本较低,静导轨常用镶钢式静压导轨液体压力油通过节流器进入导轨承载面,在任何速度下均为液体摩擦状态;油膜承载能力大油膜有均化误差的作用,精度可达0.0010.006mm/1000mm微量位移定位精度为0.002mm摩擦系数很小,约为混合摩擦得1%低速运动时无爬行,定位精确,速度均匀导轨无磨损,精度保持性好油膜有吸振能力用于重型、大型和精密机械如数控机床制造复杂,调整较难,需要一套较复杂的供油系统气体用压缩空气经节流器进入导轨面内腔,形成厚约0.020.025mm厚的气垫,比液体静压导轨摩擦系数下,承载能力低空气介质有很好的冷却作用,减小导轨热变形,导向精度可达0.00025mm/300mm很高,定位精度可达0.125mm重复精度0.025很好,低速无爬行导轨副无金属接触,还可以用空气起净化作用可以采用花岗岩作机座,隔振性很好,由于气隙很小,在很小振幅下已产生接触,阻尼性强多用于数控机床三坐标测量机等需要一套供气系统,承载能力低,空气不需回收,不污染环境,结构比液压体静压导轨简单动压导轨液体利用导轨面间的相对运动形成压力油楔,将动导轨浮起,形成液体摩擦有“浮升”现象,导向精度一般一般不能用于低速起动和停止时速度低,不能建立动压,有磨损油膜有吸振能力只适用于高速运动的主运动导轨,如立式车床的圆周运动导轨2滑动导轨结构设计2.1滑动导轨的截面形状设计2.1.1直线滑动导轨的截面形状设计直线运动导轨的截面,应保证运动部件只能沿直线方向运动,限制运动部件的转动和横向移动。当移动部件的尺寸较小,为细长条状或行程较小时,可将导轨做成封闭性。选择截面形状时要注意:导轨磨损量随表面比压增加而增加,设计时应尽可能使导轨面垂直于外力的方向。导轨磨损后对导向精度的影响要小。2.2滑动导轨的间隙调整装置为保证导轨的正常运动,运动件和支承件之间应保持适当的间隙,间隙过小会增加摩擦力,操作费力还会加快磨损,间隙过大会使精度降低,甚至会产生振动。因此,除在装配过程中应仔细地调整导轨的间隙外,在使用一段时间后因默存还需要重调。调整的方法:采用磨、刮相应地结合面或加垫片的方法,以获取合适的间隙。用镶条和压板来调整导轨的间隙。2.2.1镶条和压板的结构型式用镶条来调整矩形和燕尾形导轨的间隙时,把镶条布置在受力较小的一侧。压板用于调整辅助导轨的间隙,并承受倾覆力矩。2.2.2导轨加紧装置有些导轨(如非水平放置的导轨)在移动到预定位置后,要求将它的位置固定,为此采用专用的锁(夹)紧装置。常用的锁紧方式有机械锁紧和液压锁紧。2.3滑动导轨的材料和热处理2.3.1对导轨材料的要求导轨材料应具有以下性能:良好的耐磨性在导轨不封闭,动导轨频繁停歇和反向,润滑不良的情况下,导轨面的磨损较快而且不均匀。在润滑剂洁净,不发生擦伤的条件下,处于混合摩擦区段的滑动导轨表面出现的磨损可以认为是正常磨损,滑动导轨材料匹配及其相对寿命值见表导轨材料匹配(动导轨/静导轨)相对寿命铸铁/铸铁(均为普通铸铁)铸铁/淬硬铸铁铸铁/淬硬钢淬硬铸铁/淬硬铸铁铸铁/镀铬或喷涂钼铸铁1235104534良好的摩擦特性在设计滑动导轨时,为避免在低速运动时出现爬行,除合理选用润滑剂及加强船东系统得刚度以外,要求导轨副的静摩擦和动摩擦系数差以及滑动速度对动摩擦系数的影响都要小。良好的尺寸稳定性导轨在加工和使用过程中,残余应力引起的变形,温度和温度的变化,都会影响稽核尺寸的稳定性。对于塑料导轨除了材料的线胀系数大,导热性差,易吸湿外,还存在冷流性和常温蠕变性大的问题。工艺性好,成本低。2.3.2常用的滑动导轨材料铸铁是应用最广泛的滑动导轨材料,它具有良好的耐磨性和抗振性。铸铁导轨常与支承部件或支座制成一体。为增强导轨的抗磨损能力,可将铸铁导轨表面淬火,镀铬式喷涂相等。对于灰铸铁HT200或HT300,若采用高频淬火,淬火前的硬度不应低于180HBS,淬火后可取4855HRC,硬化层厚度1.52.5mm,其相对寿命可提高12倍,这种方法工艺设备简单,操作方便,淬火变形小。对于镀铬铸铁(或钢)/铸铁导轨副,其镀层厚度0.0250.05mm,硬度为6872HRC,耐磨性提高23倍。常用镶装材料有钢、有色金属、合金铸铁及工程塑料等。钢材;又可分为冷轧弹簧钢带,经高频淬火的中碳结构钢、渗碳钢、氮化钢、轴承钢或特殊的工具钢等。常用的工程塑料有酚醛夹布塑料,聚酰胺(尼龙)和聚四氟乙烯,改性聚甲醛等。2.4滑动导轨的技术要求2.4.1表面粗糙度刮研导轨刮研导轨可以达到最高的精度,同时还具有接触好,变形小,表面可以存油的优点。它的缺点是劳动强度大,生产率低,刮研导轨主要用于高精度机床和精密机械,在缺乏磨削设备时,也可用于精密机床和普通精度机床。磨削导轨磨削导轨可以达到较高的精度和表面粗糙度,生产率高,而且是加工淬硬导轨的唯一方法。2.4.2几何精度单条的V形导轨,其几何精度包括:导轨在垂直面内的直线度,导轨在水平面内的直线度,打soguibiaomiande扭曲。单条的平导轨,其几何精度包括:导轨在纵向的直线度,导轨工作表面的平面度。与同一运动部件配合的两条或两条以上导轨(即导轨的组合),除注明各单导轨的精度外,还应注明各导轨之间的平行度,有时还要注明各导轨之间的平面度(扭曲)。几个运动部件的各导轨组合之间,应注明其相互位置精度要求,如平行度或垂直度。在规定上述各项精度时,有时还要注明其误差的方向性,例如“只许凸起”、“只许凹下”,“只许向下偏”等。使用说明书一、技术特征1、用途: 本机主要用于日用陶瓷盘类制品单线画线。2、参数: 产品规格:盘类最大直径406mm; 生产能力:812件/分; 总动力消耗:3KW; 最大描线彩带宽度:6mm; 外型尺寸:130010001000(高宽厚); 整机重量:500kg。二、基本结构本机主要有主机架、工作台、施彩轮组件、真空泵、气动系统、电气部分组成。三、安装将该机小心的立放在水平地面上,调整四螺栓,使其保持水平,然后清除防锈物。将压缩机放在室外的专门小屋里,将出气管与主机进气管接通。用气管接连真空泵与主机吸盘,用螺栓压在机壳上铜线使其接地,接地铜棒不得低于一米,应保证安全。然后用380v电源及零件接到主机接线柱上。再接上压缩机及真空泵电源,接线应严格按照电工安全操作规程进行,保证接线牢固、可靠、安全。四、调整将真空泵加足润滑油,再将主机上的油雾气及活动部位加油,检查电器等是否安全可靠后,开动真空泵,空压机,观察其转向是否正确,如不正确应立即纠正,然后打开气阀观察其动作的可靠性。把所需画线瓷件,如8寸盘等放到吸盘上吸住后,开启气缸控制按钮,这时横向气缸将施彩轮推到盘边,连个定位滚靠到盘边,纵向气缸将画线轮推靠盘上所要画线的位置进行画线,线画至两三圈后,纵向气缸将施彩轮头拉下,横向气缸将施彩机架立回原位,完成画线过程。画线时如果发现线条有一定缺陷,应考虑以下调整措施:画线轮与盘所画线位置的线速度是否保持一致,用速度表测量画线轮速度,然后测量速度,再测量盘所画线位置速度是否如同画线轮一样线速度。调整颜色黏度,直至达到理想线条。调整时间继电器适当增减画线圈数。调整画线轮传动电机的速度,达到理想为止。对于生产能力在5寸以下的盘类每分钟8-12件为好,5寸以上盘类一般在每分钟6-10件为好。画线轮用完后,连同釉盒应一同卸下清洗干净,并放到煤油中浸泡到下次使用为止。五、日常操作及维护1、本机开动前应检查电器的安全性,是否有可靠的接地措施。传动部件,真空泵,空气压缩机及动作磨损部位是否已加足润滑油,所有调整部位是否紧固好。2、所有润滑部位应每班注油一次。3、施彩头,画线轮、刮油器应每班清洗干净,如果不用,应放到煤油里浸泡。4、所有部位应保持清洁。长期停用应防止锈蚀。标准化审查报告:1、画线机应具备有关技术未见所规定的结构和使用性能,满足 用户的要求。2、画线机各部位应灵活可靠。3、画线机各气动密封可靠,在规定的进气压力范围内,各气缸不得有漏气现象。4、画线机画线轮在正常运转情况下,其外圆跳动不得超过0.10mm,其两侧跳动不得超过0.15毫米。5、画线机真空系统应可靠,陶瓷制品被吸住后不得有松动现象,去除真空后,制品应立即去下。6、画线机外购件应符合现行有关标准的要求,并具有合格证明书。7、画线机影响人身安全的部位应设置相应得保安设备。8、画线机电器应安全可靠,画线机外壳硬又可靠的接地措施。9、画线机工作时不应有不正常声响,噪声声压级不得超过80dB(A)。10、画线机在正常运转情况下中修前运转时间不得少于2000小时,大修前运转时间不得少于4000小时,使用寿命不得少于十年。11、画线机的铸铝件,应符合GB1173的规定。12、机械加工件应符合GB342.5-6标准的规定。13、画线机施彩头及摆动支架等铸件上的浇口、冒口、飞边、多肉、结疤、粘沙、结沙等应清除平整。14、画线机表面不应有图样未规定的凸凹和粗糙不平等缺陷,外漏加工表面不允许有磕碰,擦痕等损伤。15、画线机油漆应符合QB842.7标准的规定。带传动的设计计算1、确定设计功率2、选择带型根据及小带轮转速(取为2000rmp),选择Z型V带。3、确定带轮基准直径取主动轮基准直径并验算带速4、确定中心矩和带长5、验算小带轮包角6、确定带的根数Z 7、确定初拉力 8、计算压轴力Q复位弹簧优化设计1、一直条件:安装高度安装载荷最大工作载荷工作行程h=30.25mm,弹簧的工作频率弹簧丝用油淬回火的50钢丝,进行喷丸处理;工作温度为20C。要求弹簧中径为15mm20mm,弹簧总圈数为46;安全系数为1.2;设计一个具有重量最轻的弹簧结构方案。2、性能参数初选弹簧钢丝直径3mmd8mm,对应得抗拉强度可知其脉动循环疲劳极限为取可靠度为90%,则查得可靠性系数。温度修正系数:。再考虑喷丸处理,按提高疲劳强度10%计算,得实际应用脉动循环疲劳极限为:弹簧平均载荷和载荷幅为 要求弹簧具有的刚度为 弹簧的最大形变为 3、设计变量取弹簧钢丝直径、弹簧中径和弹簧总圈数为设计变量,即 并作为连续变量考虑。目标函数为弹簧的重量:4、约束条件根据对弹簧功能和结构的要求,可列出下列约束方程:由公式得疲劳强度的约束 根据旋绕比的要求,得约束 根据对弹簧中径尺寸的要求,得约束 根据稳定性条件,得约束 为保证弹簧具有足够的刚度,要求弹簧的刚度与设计要求的刚度误差小于1/100,由此得约束 ADAMS1.1虚拟样机技术的研究范围机械工程中的虚拟样机技术有被称为机械系统动态仿真技术,是国际上20世纪80年代随着计算机技术的发展而迅速发展起来的一项计算机辅助工程(CAE)技术。工程师在计算机上建立样机模型,为模型进行各种动态性能分析,然后盖紧样机设计方案,用数字化形式代替传统的实物样机试验。运用虚拟样机技术,可以大大简化机械产品的设计开发过程,大幅度缩短产品的开发周期,大量减少产品开发费用和成本,明显提高产品质量,提高产品的系统及性能,获得最优化的创新的设计产品。因此,该技术一出现,立即受到了工业发达国家、有关科研机构和大学、公司的极大重视,许多著名制造厂商纷纷将虚拟样机技术引入各自的产品开发中,取得了很好的经济效益。虚拟样机技术的研究范围主要是机械系统运动学和动力学分析,其核心是利用计算机辅助分析技术进行机械系统得运动学和动力学分析,以确定系及其各构件在任意时刻的位置、速度、和加速度,同时,通过求解袋鼠方程组去顶一起系统计其各构件运动所需的作用力及其反作用力。机械系统动力学自动分析软件ADAMS(Autoumatic Dynamic Analysis Mechanical Systems)是美国MDI公司(Mechanical Dynamics Inc)开发的非常著名的虚拟样机分析软件。参考文献1瓷器、精瓷与彩瓷 刘达权 北京:轻工业出版社,19842新型陶瓷 邱关明 北京:兵器工业出版社,1993.33设计材料与加工工艺 张锡 北京:化学工业出版社,2004.84陶瓷造型基础 杨永善 北京:轻工业出版社,19855日用陶瓷工业学 李家驹 武汉:武汉工业大学出版社,19926高性能陶瓷论文集 郭景坤 北京:人民交通出版社,1998.57机械系统设计 朱龙根 北京:机械工业出版社,2001.88非标准设备机械手册 张展 北京:兵器工业出版社9中国机电产品大辞典 北京:机械工业出版社10现代综合机械设计手册(下) 北京出版社11机械设计 谭庆昌,赵洪志 吉林科学技术出版社12材料力学 聂毓琴,孟广伟 吉林科学技术出版社 13机械制造技术基础 于骏一,张福润 机械工业出版社 14机械原理 秦荣荣,崔可维 吉林科学技术出版社400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-5760 Web: www.sae.org SAE TECHNICAL PAPER SERIES 2002-01-1691 Developing Next Generation Axle Fluids: Part I Test Methodology to Measure Durability and Temperature Reduction Properties of Axle Gear Oils Edward S. Akucewich, James N. Vinci, Farrukh S. Qureshi and Robert W. Cain The Lubrizol Corporation International Spring Fuels & Lubricants Meeting & Exhibition Reno, Nevada May 6-9, 2002 The appearance of this ISSN code at the bottom of this page indicates SAEs consent that copies of the paper may be made for personal or internal use of specific clients. This consent is given on the condition, however, that the copier pay a per article copy fee through the Copyright Clearance Center, Inc. Operations Center, 222 Rosewood Drive, Danvers, MA 01923 for copying beyond that permitted by Sections 107 or 108 of the U.S. Copyright Law. This consent does not extend to other kinds of copying such as copying for general distribution, for advertising or promotional purposes, for creating new collective works, or for resale. Quantity reprint rates can be obtained from the Customer Sales and Satisfaction Department. To request permission to reprint a technical paper or permission to use copyrighted SAE publications in other works, contact the SAE Publications Group. No part of this publication may be reproduced in any form, in an electronic retrieval system or otherwise, without the prior written permission of the publisher. ISSN 0148-7191 Copyright 2002 Society of Automotive Engineers, Inc. Positions and opinions advanced in this paper are those of the author(s) and not necessarily those of SAE. The author is solely responsible for the content of the paper. A process is available by which discussions will be printed with the paper if it is published in SAE Transactions. For permission to publish this paper in full or in part, contact the SAE Publications Group. Persons wishing to submit papers to be considered for presentation or publication through SAE should send the manuscript or a 300 word abstract of a proposed manuscript to: Secretary, Engineering Meetings Board, SAE. Printed in USA All SAE papers, standards, and selected books are abstracted and indexed in the Global Mobility Database ABSTRACT Light trucks and sport utility vehicles (SUVs) have become extremely popular in the United States in recent years, but this shift to larger passenger vehicles has placed new demands upon the gear lubricant. The key challenge facing vehicle manufacturers in North America is meeting government-mandated fuel economy requirements while maintaining durability. Gear oils must provide long-term durability and operating temperature control in order to increase equipment life under severe conditions while maintaining fuel efficiency. This paper describes the development of a full-scale light duty axle test that simulates a variety of different driving conditions that can be used to measure temperature reduction properties of gear oil formulations. The work presented here outlines a test methodology that allows gear oil formulations to be compared with each other while accounting for axle changes due to wear and conditioning during testing. Results are shown from a variety of different axle configurations and loading conditions. This test method shows the importance of accounting for changes in the axle when comparing test results whenever severe conditions are experienced. INTRODUCTION Within the last few years, there has been a renewed desire to make fuel economy improvements in North Americas light trucks and sport utility vehicles (SUVs). Vehicle manufacturers have set aggressive fuel efficiency improvement objectives for these vehicles. Because of this, gear lubricants have been targeted to contribute fuel economy improvements over the current products used in these applications. This is not as easy as it may seem. In addition to acceptable fuel economy, gear lubricants are required to protect axle components under a variety of stressed conditions. These include high speed scuffing, low speed, high torque wear, corrosion and oxidation. In light truck and racing applications, gear oils must provide long-term durability and operating temperature control under extreme conditions, such as trailer towing or extended high speed applications. Higher operating temperatures for prolonged periods can adversely affect metallurgical properties and reduce fluid film thickness, both of which can lead to premature equipment failures. In our view, operating temperature is an important indicator of durability. While fuel economy is now the driving force in next generation lubricant development, it is clearly recognized that any improvements in fuel economy must not be at the expense of axle durability or performance. Fuel economy improvements can be measured via the U.S. EPA 55/45 driving cycles(1). Automotive manufacturers use this test to certify a vehicles fuel economy. This test can also be used to show fuel economy improvements in gear oil lubricants. Many manufacturers feel that stabilized operating temperature under the proper controlled conditions is an important indicator of the durability performance of a lubricant under severe conditions. In the case of operating temperature assessment, there exists no standard test method or methodology. Typically, when applied in a laboratory test stand a single axle is broken-in and then used repeatedly to evaluate many lubricants. Under severe conditions, the stabilized operating temperatures for a given reference oil decreases each time it is run in an axle. As the number of test runs on an axle increases the stabilized operating temperature of the reference oil is lower. This poses a problem when evaluating candidate lubricants. With a changing target, how can a lubricant be accurately evaluated? This paper describes a laboratory test method that accounts for test-to-test changes in the axle and gives the lubricant formulator an accurate way of comparing test results. In addition, common pitfalls of this method and operating guidelines will be described. 2002-01-1691 Developing Next Generation Axle Fluids: Part I Test Methodology to Measure Durability and Temperature Reduction Properties of Axle Gear Oils Edward S. Akucewich, James N. Vinci, Farrukh S. Qureshi and Robert W. Cain The Lubrizol Corporation Copyright 2002 Society of Automotive Engineers, Inc. 2 The remainder of this paper is divided into four parts. First, the test stand used to develop and utilize the test procedure is described. Second, the test methodology is discussed in detail. The third section focuses on presenting test results that demonstrate the usefulness of the test methodology. Finally, the last section summarizes the papers findings and offers some conclusions. PART 1 - AXLE TEST STAND CONFIGURATION This full-scale axle dynamometer test stand was designed and set up to simulate a variety of operating conditions. A schematic of the test stand is shown in Figure 1. This figure illustrates the axle rig and its major components. Figure 2 shows a picture of the test stand. Figure 1: Schematic of Axle Test Stand Input torque Output Torque Meter (2) Output Torque Meter (1) Box shroud + fan (optional) ENGINE: V8 GASOLINE DynamometerDynamometer Speed Increaser Speed Increaser 3 Figure 2: Photograph of Test Stand STAND CONFIGURATION - Power is supplied to the axle by a gasoline fueled 7.4 liter V8 engine through a heavy duty 4-speed automatic transmission that can be automatically shifted by the data acquisition and control (DAC) system. The axle used for lubricant evaluation is rigidly mounted to the stand. The power driven through the axle is absorbed by two air gap eddy current dynamometers. A speed increaser is placed between the axle wheel end and the dynamometer to boost output speed to the dynamometer for low speed applications. The stand used is flexible and with a quick change of torque meters and/or axle fixtures is able to accommodate a wide range of axle sizes, from small passenger vehicle axles to large on highway truck axles. TORQUE METERS - A single in-line torque meter integral to the drive shaft measures the input pinion torque to the axle. Two in-line torque meters measure the output torque from the axle to the dynamometers. One output torque meter has been placed between each axle wheel end and speed increaser. In addition, the torque meters used are the enhanced accuracy, DC operated models. This was done to increase and maintain a high degree of accuracy and repeatability. These torque meters are periodically dead weight calibrated to insure accurate torque measurements. AXLE COOLING AND TEMPERATURE MONITORING - Behind the axle a fan is positioned to provide airflow across the axle. This was done to simulate the actual airflow cooling experienced in field tests. The fan speed, size and position were selected to produce temperatures in the axle which match field test data for the axle being tested. In addition, two water spray nozzles are positioned around the axle. These spray nozzles are used for two purposes. First, they are used to control the lubricant temperature during axle break-in. Second, they provide protection against high axle lubricant temperatures. Depending upon the lubricant under evaluation, this test procedure has the potential of experiencing very high axle lubricant 4 temperatures. To protect the axle, high temperature limits have been put in place for each test stage. Another major concern is the measurement of the ambient air and axle lubricant temperatures. Thus, care was taken to properly position the thermocouples. The axle lubricant temperature is measured by a thermocouple positioned directly next to the axle ring gear. The thermocouple is held in place by a specially modified axle cover. The ambient air temperature is measured by placing a thermocouple in the air stream produced by the fan. Both thermocouples are periodically calibrated to insure accurate temperature measurements. DATA ACQUISITION AND CONTROL SYSTEM - A DSP Redline ADAPT / MRTP system is used to control the operation of the stand and to acquire data throughout the test. In addition to the ambient and lubricant temperatures, this system monitors and records additional temperatures (engine oil, transmission oil, dyno, gear box, fuel, and coolant), torques (input and two outputs), speeds (engine, pinion, axle shafts, and dynos) and axle efficiency (ratio of output torque to input torque) throughout the test. Data is logged periodically. This system controls the operation of the stand with five control loops. Two control loops are used to maintain the desired pinion speed. This is done by modulating each dynamometer current to achieve a desired pinion rpm. The load on the pinion is maintained by adjusting the engine throttle. A fourth control loop is used to control the axle lubricant temperature during axle break in and to prevent high temperatures from damaging the axle during lubricant evaluations. Finally, a fifth control loop is used to insure that the automatic transmission is running each test stage in the appropriate gear. It is important that the automatic transmission is operating in the proper gear. Some of the test stages during this test run at relatively high loads. Premature failure will occur if the transmission does not operate in the appropriate gear for a given test stage. PART 2 - TEST METHOD In general, the evaluation of the lubricants durability was assessed by determining its stabilized operating temperature and axle efficiency at a number of discrete speed / torque conditions. The test procedure used is described below. REFERENCE OILS - Reference oils are critical to this test methodology. For the development of this test procedure and evaluation of lubricants, two reference oils were used. The fluids used as reference oils are as follows: Good Reference: Synthetic SAE 75W-140 Poor Reference: Synthetic SAE 75W-90 The good reference has been shown to provide outstanding performance in a wide variety of severe service applications. This fluid provided excellent temperature reduction in a controlled severe duty field test. This reference oil is used to break-in the axle and is periodically tested on a given axle to track any changes that might occur in stabilized operating temperatures. The poor reference was also field tested and did not provide the same level of durability or temperature reduction in severe conditions as the good reference. Testing has shown however that this lubricant provides measurable fuel economy benefits. This reference oil is used to verify that the test procedure can distinguish between oils that provide different levels of performance in the field. AXLE BREAK-IN - Before an axle can be used for lubricant evaluation, a break-in procedure is run. This procedure consists of a series of controlled load and speed conditions. The axle lubricant temperature is controlled throughout the break-in procedure where it is not allowed to exceed 250F (121C). The good reference oil is used for the break-in procedure. Running an adequate break-in is critical in preparing the axle for accurate lubricant evaluations. Once broken in an axle can run multiple candidate lubricant evaluations. TEST STAGES - Following the break-in procedure, candidate lubricants are evaluated by determining the stabilized operating temperature and efficiency at five combinations of speed and loads (stages) to approximate different severe operating conditions. Table 1 outlines the test conditions used. 5 Table 1 Durability and Operating Temperature Test Conditions STAGE GENERAL CONDITION CORRELATION I High torque / low speed Heavy Load - Start-Up II Moderate torque / high speed High Speed - Flat Surface III Moderate torque / moderate-high speed Heavy Load - Flat Surface IV Moderate-high torque / moderate speed Heavy Load - Moderate Grade V High Torque / low-moderate speed Heavy Load - Steep Grade Each of the load stages is run until a stabilized lubricant temperature is achieved. This typically takes 1.5 to 2.5 hours. Once a stabilized temperature is reached, the next test stage is started. This cycle is repeated until all test stages have been evaluated. At the completion of each test stage, the ambient air temperature, stabilized lubricant temperature and stabilized axle efficiency is recorded(2). AMBIENT AIR TEMPERATURE ADJUSTMENTS - It has been observed that changes in ambient air temperature affect the stabilized operating temperature of the axle lubricant. Since this test method was run in a laboratory where the ambient air temperature may vary, changes in ambient air temperatures must be accounted for. Adjusting the axle lubricant temperature to account for ambient air temperature changes is done by normalizing the axle lubricant temperature relative to an ambient air temperature of 80F with the following equation: Tcorrected = Taxle + (80F Tambient) Where, Tcorrected = lubricant temperature (F) corrected for the ambient air temperature. Taxle = measured lubricant temperature (F). Tambient = measured ambient air temperature (F). Before applying any of the methodology described below, the axle lubricant temperature is adjusted to account for ambient air temperature differences. REFERENCE TEMPERATURE CHANGES - As the number of tests run on an axle increases, the stabilized operating temperature for a given load condition of any single oil is lower. This fact poses a problem when evaluating a candidate lubricant. To solve this problem in the past, reference oil is tested periodically and the candidate result is compared to the last reference test result. However, if the reference test temperature gets lower after each test run, comparing the candidate to the last reference result will make the candidate seem better than it actually is relative to the reference. Figure 3 shows the change in stabilized operating temperatures for stage V conditions on a test axle when the good reference oil is tested. The stabilized operating temperature goes down as the number of test runs on the axle increases. For this test procedure, this trend occurs on all 5 test stages. 6 Figure 3: Stabilized Operating Temperature For the Good Reference Oil Over the Life of a Test Axle Under Stage V Conditions REFERENCE TARGET TEMPERATURE - To make a fair comparison between a reference and a candidate, the reference oils stabilized operating temperature used for comparison should be adjusted for the number of runs made on the axle. This adjustment must be done for each test stage and lubricant evaluated on an axle. The adjusted reference oil temperature or “reference target temperature” can then be compared to the candidate oils stabilized operating temperature for the load stage in question. Based on the reference test data, an equation for each test stage can be generated taking into account the reduction in the reference stabilized operating temperature as the number of test runs increases on an axle. This must be done for each axle tested. Once generated, candidate results can be accurately compared to reference oil performance. Figure 4 shows a curve fitted to the stabilized operating temperatures of the good reference oil for Stage V test conditions. Stabilized Axle Temperature Good Reference Oil Stage V Conditions 180 200 220 240 260 280 Increased Axle Runs Corrected Temperature (Deg F) 7 Figure 4: Curve Fitted To Stabilized Operating Temperature Results for Good Reference Oil on a Test Axle Under Stage V Conditions From the equation developed in Figure 4, a reference target temperature can be calculated for each test run on the axle for each test stage. Candidate test results can now be accurately compared to reference test results. In addition, this method allows the formulator to more accurately compare results that were tested on different axles since your comparison is relative to the reference oil. AXLE EFFICIENCY CHANGES - Just as with the stabilized temperature, a similar effect occurs with the axle efficiency measurements on test axles. The axle efficiency gradually increases as the number of tests on an axle increases. Figure 5 shows the changes in the axle efficiency and the reference target efficiency equation developed from the test results. Stabilized Axle Temperature Good Reference Oil Stage V Conditions y = 0.0172x2 - 1.4508x + 237.02 R2 = 0.9302 200 210 220 230 240 250 260 Increased Axle Runs Corrected Temperature (Deg F) 8 Figure 5: Stabilized Axle Efficiency Values For the Good Reference Oil Over Life of a Test Axle Under Stage II Conditions It has been our experience with this test procedure that the stabilized axle efficiency for any test stage is inversely proportional to the stabilized operating temperature. The higher the efficiency, the lower the operating temperature. Thus our primary focus in the paper is on the operating temperatures and not the axle efficiencies. The test methodology described in this paper can be applied to both. ASSESSMENT OF TEST REPEATABILITY - Test repeatability can be estimated from the reference test results on each axle. This is done by comparing the differences between the actual stabilized operating temperature and the calculated reference target temperature for each reference test in an axle for a given test stage. For example, the test repeatability was calculated to be 5.9F for Stage V conditions shown in Figure 4. Our experience has been that repeatability estimates range from 0.5 to 8.0 F depending upon the test stage run, axle used and lubricants tested.(3, 4) The test repeatability on any given axle is greatly affected by the quality of the candidate oils tested. Running a poor quality oil affects the results of the tests that run on the axle after it finishes. This introduces additional variability in the test stand. Thus it is important to run go
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