帕萨特B5滑动钳式盘式制动器结构设计【含CAD图纸、proe三维模型、设计说明书文档】
THE BRAKE BIBLEBrakes - what do they do?The simple answer: they slow you down.The complex answer: brakes are designed to slow down your vehicle but probably not by the means that you think. The common misconception is that brakes squeeze against a drum or disc, and the pressure of the squeezing action is what slows you down. This in fact is only part of the equation. Brakes are essentially a mechanism to change energy types. When youre traveling at speed, your vehicle has kinetic energy. When you apply the brakes, the pads or shoes that press against the brake drum or rotor convert that energy into thermal energy via friction. The cooling of the brakes dissipates the heat and the vehicle slows down. Its the First Law of Thermodynamics, sometimes known as the law of conservation of energy. This states that energy cannot be created nor destroyed, it can only be converted from one form to another. In the case of brakes, it is converted from kinetic energy to thermal energy.Angular force. Because of the configuration of the brake pads and rotor in a disc brake, the location of the point of contact where the friction is generated also provides a mechanical moment to resist the turning motion of the rotor.Thermodynamics, brake fade and drilled rotors.If you ride a motorbike or drive a race car, youre probably familiar with the term brake fade, used to describe what happens to brakes when they get too hot. A good example is coming down a mountain pass using your brakes rather than your engine to slow you down. As you start to come down the pass, the brakes on your vehicle heat up, slowing you down. But if you keep using them, the rotors or drums stay hot and get no chance to cool off. At some point they cant absorb any more heat so the brake pads heat up instead. In every brake pad there is the friction material that is held together with some sort of resin and once this starts to get too hot, the resin starts to vapourise, forming a gas. Because the gas cant stay between the pad and the rotor, it forms a thin layer between the two whilst trying to escape. The pads lose contact with the rotor, reducing the amount of friction and voila. Complete brake fade.The typical remedy for this would be to get the vehicle to a stop and wait for a few minutes. As the brake components cool down, their ability to absorb heat returns and the next time you use the brakes, they seem to work just fine. This type of brake fade was more common in older vehicles. Newer vehicles tend to have less out gassing from the brake pad compounds but they still suffer brake fade. So why? Its still to do with the pads getting too hot. With newer brake pad compounds, the pads transfer heat into the calipers once the rotors are too hot, and the brake fluid starts to boil forming bubbles in it. Because air is compressible (brake fluid isnt) when you step on the brakes, the air bubbles compress instead of the fluid transferring the motion to the brake calipers. Voila. Modern brake fade.So how do the engineers design brakes to reduce or eliminate brake fade? For older vehicles, you give that vapourised gas somewhere to go. For newer vehicles, you find some way to cool the rotors off more effectively. Either way you end up with cross-drilled or grooved brake rotors. While grooving the surface may reduce the specific heat capacity of the rotor, its effect is negligible in the grand scheme of things. However, under heavy braking once everything is hot and the resin is vapourising, the grooves give the gas somewhere to go, so the pad can continue to contact the rotor, allowing you to stop.The whole understanding of the conversion of energy is critical in understanding how and why brakes do what they do, and why they are designed the way they are. If youve ever watched Formula 1 racing, youll see the front wheels have huge scoops inside the wheel pointing to the front (see the picture above). This is to duct air to the brake components to help them cool off because in F1 racing, the brakes are used viciously every few seconds and spend a lot of their time trying to stay hot. Without some form of cooling assistance, the brakes would be fine for the first few corners but then would fade and become near useless by half way around the track. Rotor technology.If a brake rotor was a single cast chunk of steel, it would have terrible heat dissipation properties and leave nowhere for the vapourised gas to go. Because of this, brake rotors are typically modified with all manner of extra design features to help them cool down as quickly as possible as well as dissapate any gas from between the pads and rotors. The diagram here shows some examples of rotor types with the various modification that can be done to them to help them create more friction, disperse more heat more quickly, and ventilate gas. From left to right. 1: Basic brake rotor. 2: Grooved rotor - the grooves give more bite and thus more friction as they pass between the brake pads They also allow gas to vent from between the pads and the rotor. 3: Grooved, drilled rotor - the drilled holes again give more bite, but also allow air currents (eddies) to blow through the brake disc to assist cooling and ventilating gas. 4: Dual ventilated rotors - same as before but now with two rotors instead of one, and with vanes in between them to generate a vortex which will cool the rotors even further whilst trying to actually suck any gas away from the pads.An important note about drilled rotors: Drilled rotors are typically only found (and to be used on) race cars. The drilling weakens the rotors and typically results in microfractures to the rotor. On race cars this isnt a problem - the brakes are changed after each race or weekend. But on a road car, this can eventually lead to brake rotor failure - not what you want. I only mention this because of a lot of performance suppliers will supply you with drilled rotors for street cars without mentioning this little fact. Big rotors.How does all this apply to bigger brake rotors - a common sports car upgrade? Sports cars and race bikes typically have much bigger discs or rotors than your average family car. A bigger rotor has more material in it so it can absorb more heat. More material also means a larger surface area for the pads to generate friction with, and better heat dissipation. Larger rotors also put the point of contact with the pads further away from the axle of rotation. This provides a larger mechanical advantage to resist the turning of the rotor itself. To best illustrate how this works, imagine a spinning steel disc on an axle in front of you. If you clamped your thumbs either side of the disc close to the middle, your thumbs would heat up very quickly and youd need to push pretty hard to generate the friction required to slow the disc down. Now imagine doing the same thing but clamping your thumbs together close to the outer rim of the disc. The disc will stop spinning much more quickly and your thumbs wont get as hot. That, in a nutshell explains the whole principle behind why bigger rotors = better stopping power.The different types of brake.All brakes work by friction. Friction causes heat which is part of the kinetic energy conversion process. How they create friction is down to the various designs. I thought Id cover these because theyre about the most basic type of functioning brake that you can see, watch working, and understand. The construction is very simple and out-in-the-open. A pair of rubber blocks are attached to a pair of calipers which are pivoted on the frame. When you pull the brake cable, the pads are pressed against the side or inner edge of the bicycle wheel rim. The rubber creates friction, which creates heat, which is the transfer of kinetic energy that slows you down. Theres only really two types of bicycle brake - those on which each brake shoe shares the same pivot point, and those with two pivot points. If you can look at a bicycle brake and not understand whats going on, the rest of this page is going to cause you a bit of a headache.Drum brakes - single leading edgeThe next, more complicated type of brake is a drum brake. The concept here is simple. Two semicircular brake shoes sit inside a spinning drum which is attached to the wheel. When you apply the brakes, the shoes are expanded outwards to press against the inside of the drum. This creates friction, which creates heat, which transfers kinetic energy, which slows you down. The example below shows a simple model. The actuator in this case is the blue elliptical object. As that is twisted, it forces against the brake shoes and in turn forces them to expand outwards. The return spring is what pulls the shoes back away from the surface of the brake drum when the brakes are released. See the later section for more information on actuator types.The “single leading edge“ refers to the number of parts of the brake shoe which actually contact the spinning drum. Because the brake shoe pivots at one end, simple geometry means that the entire brake pad cannot contact the brake drum. The leading edge is the term given to the part of the brake pad which does contact the drum, and in the case of a single leading edge system, its the part of the pad closest to the actuator. This diagram (right) shows what happens as the brakes are applied. The shoes are pressed outwards and the part of the brake pad which first contacts the drum is the leading edge. The action of the drum spinning actually helps to draw the brake pad outwards because of friction, which causes the brakes to “bite“. The trailing edge of the brake shoe makes virtually no contact with the drum at all. This simple geometry explains why its really difficult to stop a vehicle rolling backwards if its equipped only with single leading edge drum brakes. As the drum spins backwards, the leading edge of the shoe becomes the trailing edge and thus doesnt bite. Drum brakes - double leading edgeThe drawbacks of the single leading edge style of drum brake can be eliminated by adding a second return spring and turning the pivot point into a second actuator. Now when the brakes are applied, the shoes are pressed outwards at two points. So each brake pad now has one leading and one trailing edge. Because there are two brake shoes, there are two brake pads, which means there are two leading edges. Hence the name double leading edge.Disc brakesSome background. Disc brakes were invented in 1902 and patented by Birmingham car maker Frederick William Lanchester. His original design had two discs which pressed against each other to generate friction and slow his car down. It wasnt until 1949 that disc brakes appeared on a production car though. The obscure American car builder Crosley made a vehicle called the Hotshot which used the more familiar brake rotor and calipers that we all know and love today. His original design was a bit crap though - the brakes lasted less than a year each. Finally in 1954 Citron launched the way-ahead-of-its-time DS which had the first modern incarnation of disc brakes along with other nifty stuff like self-levelling suspension, semi-automatic gearbox, active headlights and composite body panels. (all things which were re-introduced as “new“ by car makers in the 90s). Disc brakes are an order of magnitude better at stopping vehicles than drum brakes, which is why youll find disc brakes on the front of almost every car and motorbike built today. Sportier vehicles with higher speeds need better brakes to slow them down, so youll likely see disc brakes on the rear of those too.制动器制动器:它们的作用?简单的说:它会使你的汽车慢下来。复杂的说:制动器被用来让你的车减速,但可能不是你所想的意思。普遍的误解是,制动器挤压制动鼓或制动片,挤压的压力的作用使你的车慢下来。但这只是制动的一部分。制动系统本质上是改变能量的类型。当你在全速行驶时,你的汽车获得动能。当你踩下刹车,垫子或鞋子对制动鼓和转子的作用转化为摩擦热能。刹车的冷却使车的热能消散,减慢车速。这是热力学第一定律,有时被视为能量守恒定律。也是就说:能量不能被创造也不能被消灭,只能由一种形式转换成另一种。制动情况下,它是动能转化为热能。角向力。 因为在盘式制动器的刹车片和转子的位置,摩擦产生的接触点的位置也产生了一个机械的抵御转子的回转运动。热力学,制动失效,钻孔转子。如果你骑摩托车或驾驶一辆赛车,你或许熟悉制动失效,描述当制动器太热,他发生了什么。一个很好的例子就是从山上下来使用刹车制动,而不是你的引擎使你减速。当汽车开始滑动下来时,刹车使汽车产生热能,使你减速。但是如果你持续使用他们, 转子或鼓留热并没有机会冷却。从某种意义上说他们不能吸收更多的热量,使刹车垫热了起来。在每一个垫子的摩擦材料有某种共同的树脂一旦开始变得太热,该树脂开始蒸发,形成气。由于气体之间不能待在垫层及转子,而是形成薄薄的一层在两个之间准备排走。垫失去与转子的接触,减少摩擦和热量。这是完全的制动失效。典型的补救办法,将车停了下来,等待几分钟。由于制动部件降温,吸收热量的原因,下一次您使用刹车的能力,似乎会好一点。这种类型的制动失效在旧车辆更常见。新的车辆往往从刹车垫中减少排气,但他们仍有制动失效。为什么呢?它仍然因为刹车垫太热。犹由于新的刹车垫合成,衬垫的热传递到卡钳一旦转子太热了,制动液开始沸腾冒泡。因为空气是可压缩的(制动液不是)当你踩刹车,气泡的压缩代替了流体转移到制动卡钳。这就是现代制动失效。工程师们是怎样设计减少或消除刹车制动失效的? 年长的车辆,是使气化的气体有地方排掉。新的车辆,找到一些方式来冷却转子更为有效。无论如何你最终获得交叉钻孔或沟槽刹车盘。当槽表面是可以减少比热容量的转子,其效果可以忽略不计的。然而当大力刹车时一旦一切都是热和树脂材料蒸发,槽让气体排去, 所以垫可以继续接触转子,让车减速停下来。整个的理解能量转换的关键是,刹车他们该做什么,以及为什么它们设计成这样。如果你曾看过一级方程式赛车,你就可以看到向前的前轮里面有很大的洞(如上图所示) 。这是管道空气刹车部件,以帮助他们冷却下来,因为在 F1 赛车中,刹车每隔几秒钟频繁使用,花很多时间预留热量。如果没有某种冷却协助,刹车就可能在最开始的几个转角失灵,最后刹车失效赛车在一半路程出局。转子技术。如果制动转子是一个单一的钢铁铸块,这将有严重的散热性能和气化气无法排去。因此,刹车盘通常使用各种额外的设计特点的方式来改进帮助他们冷却下来,尽快使垫和转子之间的任何气体排走。 这里的图表显示了转子类型的各种修改,可以改进帮助他们创造更多的摩擦力,更迅速地驱散更多的热量,通风气体的一些例子。 从左至右。1:基本制动转子。2:沟槽转子-沟槽给予更多口,他们之间产生更多的摩擦,还允许气体从垫和转子之间的排走。3:沟槽钻孔转子-再给多一点口,但也让气流(涡旋)通过制动盘协助冷却和通风。4:双通风转子-以前一样,然而现在有了两个转子而不是一个,和他们之间叶片产生涡流将进一步冷却转子同时试图实际上从衬垫中排掉任何气体。重要的一点:钻孔转子通常只使用于赛车。钻孔使得转子变弱,通常会导致转子产生各类裂缝。在赛车中这不是一个问题在每场比赛或者每周都会更换刹车盘。但在路上的车,最终会导致刹车转子失灵的,不是你能想象的。我只提这件事,因为有许多供应商将为您提供钻孔转子,没有直接提到这个事实。这是如何适用于更大的刹车转子-一种普遍的跑车升级?汽车和自行车运动比赛通常有比一般的家庭汽车更大的盘或转子。一个更大的转子有更多的材料在里面,因此它可以吸收更多的热量。更多的物质也意味着更大的表面积,垫片产生摩擦,和更好的散热。较大的角度也将转子接触垫进一步远离轴旋转。这提供了一个更大的机械优势抵抗旋转的转子本身。这个工作最好的说明,设想一种纺纱钢轴上的阀瓣在你的面前。如果你夹紧你的大拇指任何一方的阀瓣靠近中间,你的大拇指将热得非常快,你会需要推动相当大的摩擦力使阀瓣慢下来。现在想象做同样的事情,但是你的大拇指夹在一起接近外缘的阀瓣。阀瓣将停止旋转得特别快,你的大拇指也不会很热。简单地说解释整个原理就是更大转子=更好的制动原则。不同类型的制动器。所有制动器都产生摩擦力。摩擦力是热的一部分动能转换过程。他们是如何不同的设计产生了摩擦的。我想我覆盖这些,因为它们是最基本类型的制动方式,你可以看到,看工作了解。设计非常简单,在外部。一双橡胶块连接到一双卡钳,能在机架上旋转。当你拉刹车线,刹车垫压向一侧或自行车轮辋的内侧边缘。 橡胶产生摩擦,产生热量,这是动能转移使车慢下来。 自行车制动实际上只有两个类型 - 自行车刹车制动蹄上有相同的摩擦点,并有两个摩擦点。 如果你可以看了自行车制动,不明白发生了什么事情,本页面的其余部分你理解起来有麻烦了。 鼓式制动器-单前沿下一个,更加复杂的类型的制动是鼓式制动器。这是简单的概念。两个半圆形的刹车片装在里面连接一个旋转的车轮的鼓。当你踩下刹车,刹车片向外扩大挤压内侧的鼓。这造成了摩擦,产生热量,转移动能,这将使车减速。下面的例子显示了一个简单的模型。制动器在这种情况下是蓝色椭圆形的对象。因为这是扭曲的,它的力使刹车片迫使他们向外扩张。当松开刹车,回位弹簧从制动鼓的表面拉回刹车片。看到章节后面更多信息。“单前沿“是指实际接触的旋转鼓轮制动蹄部件的数量。因为制动蹄片在一端,简单的几何意味着整个刹车片无法都接触到制动鼓。单前沿就是部分刹车片的术语,那些接触制动鼓,在单一制动情况下的方法,在最接近制动器的衬垫。此图 (右侧) 显示当刹车时,会发生什么情况。这刹车片向外压和制动衬垫的最初接触制动鼓的部分刹车片就是前沿。制动鼓旋转实际上有助于制动片向外加压,因为刹车片向口子的摩擦力。后沿的制动蹄片与制动鼓几乎没有接触。这个简单的几何解释了,为什么汽车是很难停止向后滚动,如果它只配单前缘沿鼓式制动器。由于制动鼓向后旋转,前沿的刹车片成为了后沿,因为制动不会咬合。鼓刹车-双前沿可以通过添加回位弹簧和旋转第二个制动器中心点来消除鼓式制动器的单个前沿的缺点。踩下刹车时,刹车片在两个点向外压。所以每个刹车片现在有一个前沿的和一个后沿。因为有两个刹车蹄,那里有两个刹车片,这意味着有两个边沿。因此名称双前沿。盘式制动器一些背景。盘式制动器在 1902 年被发明,伯明翰汽车制造商检基威廉 兰彻斯特的专利。他原先的设计了两个光盘,紧贴彼此产生摩擦来使车减速。直到 1949 盘式制动器的量产车上使用。在美国汽车创始人克罗斯利发明了我们目前熟知和喜爱的快车,就是使用了很多类似的盘动制动器和卡钳。他原先的设计虽然有点缺陷-制动器持续不到一年。终于在 1954 年雪铁龙推出先进的 DS,成就了像自流平悬浮、 半自动变速箱、 活动前灯和复合车身盘式制动器的第一次现代化身。 (所有事情,在 90 年代的汽车制造商都重新作为“新型“) 。盘式制动器比鼓式制动器好了一个数量级来使车辆制动,这就是为什么你会发现的现代几乎所以汽车和摩托车都使用的是盘式制动器。运动型车辆具有更高的速度需要更好的制动减速,所以您会明白盘式制动器在这些车上的使用。1毕业实习报告学 生 姓 名:学 院:专 业 及 班 级 :学 号:实 习 地 点:实 习 时 间:指 导 教 师:2前言刚刚完成了毕业实习,这是一个很重要的一个过程。通过这次实习,我来到了各个工厂,理论联系实际,能让我们从感性上了解与专业有关的生产工艺流程及各生产设备的特点,为毕业设计打下坚实的基础。我们走出学校,走进工厂,和工厂来次亲密接触。而对于我们这些还未走出社会,参加实际工作的学生来说,这是一片新的土壤,新的天空。短短的几个星期,我们以前学的理论知识经历了一次历练,我们的思想也一次次被刷新。结束了将近四年的专业学习,我们在老师的带领下,通过自己动手的方式对我们在书本上学习到的理论知识加深印象和感性升华。对我们的专业学习和以后在工作生产中有了许多的帮助。读了四年的大学,然而大多数人对本专业的认识还是不够, 学校为了使我们更多了解机电产品、设备以及工艺加工方法和设计,提高对机电工程制造技术的认识,加深机电在工业各领域应用的感性认识,开阔视野,了解相关设备及技术资料,熟悉典型零件的加工工艺,特意安排了我们到几个拥有较多类型的机电一体化设备,生产技术较先进的工厂进行实习。为期几个星期的实习,了解了工厂的生产情况,加深了与专业有关的各种知识,各厂工人的工作情况等等。第一次亲身感受了所学知识与实际的应用,电子技术在机械制造工业的应用,精密机械制造在机器制造的应用,等等理论与实际的相结合,让我们大开眼界,也是对以前所学知识的一个初审.通过这次实习,进一步巩固和深化所学的理论知识,弥补以前单一理论教学的不足,为毕业设计和工作打好了基础。3一、实习目的机械设计制造及其自动化专业是一门实践性很强的专业,毕业实习是本科教学计划中非常重要的一个教育环节,是我们机械专业知识结构中不可缺少的组成部分,是增强学生群众观点、劳动观点、工程观点和建设有中国特色社会主义事业的责任心和使命感的过程。通过毕业实习,学生能增长实践知识、培养自身各方面能力,将理论知识同生产实践相结合;还可以了解本专业发展前沿,涉猎相关学科知识,使机械设计制造及其自动化专业的学生初步具有科学研究与解决工程实际问题的能力、较强的实践动手能力和创新意识的高级应用型人才。 毕业实习是大学本科专业学习中不可缺少的重要部分,通过一段时间的生产实习后,使自己具备足够的技能,应付将来市场的挑战并保持强劲的竞争力。毕业生产实习其目的在于通过实习使学生获得基本生产的感性知识,理论联系实际,扩大知识面;同时专业实习又是锻炼和培养学生业务能力及素质的重要渠道,培养当代大学生具有吃苦耐劳的精神,也是学生接触社会、了解产业状况、了解国情的一个重要途径,逐步实现由学生到社会的转变,培养我们初步担任技术工作的能力、初步了解企业管理的基本方法和技能;体验企业工作的内容和方法。这些实际知识,对毕业设计和以后的工作生活,都是十分必要的基础。4二、实习公司简介湘潭江麓精密机械有限公司座落在一代伟人毛泽东主席的故乡湖南省湘潭市,是一家由中国兵器-江麓机械集团控股的专门从事粉末冶金、非标机械设备设计与制造的有限责任公司。公司主要产品有全自动粉末、碳刷等系列压力设备;粉末冶金行业专用系列设备及冶金非标、航空高速传动装置等。其中 FZJ160 全自动粉末压力机在 1989 年荣获国家科技进步二等奖;TZJ160 碳刷压力机为国内首家生产的集送线、压制、剪线为一体的碳刷成型设备;ZN-FZJ160 型智能压力机又开创了国内自主研制、开发数字化粉末成型设备的先河,填补了国家空白。多年来产品遍布全国各地,远销美国,以良好的设备性能、一流的服务,深受用户好评。 该公司以江麓机械集团的机械加工能力、技术力量为依托,坚持应用最新的技术标准及严格的军工质量标准,与国际先进科技接轨,致力于生产高、精设备,追求国内领先、国际同步的技术,崇尚没有最好、只有更好的设备使用效果和质量。快速的发展,持续的专业经营使湘潭江麓精密机械有限公司迅速壮大为拥有多个核心产业项目的多元化企业。以设计、制造为主,兼顾高、精设备的维修,在粉末冶金、机械传动行业深得用户的信赖。5三、实习过程1.主要实习流程1)安全第一。对于任何机械厂,安全始终是重中之重,所以在实习老师的带领下,首先对我们进行了一些安全教育和以及在实习过程中的安全事项和需注意的项目。比如在进加工车间时了,不允许穿凉鞋进厂;进厂必须穿长裤;禁止在厂里吸烟,进厂后衣服不准敞开,外套不准乱挂在身上,不得背背包进厂;人在厂里不要成堆,不要站在生产主干道上;在没有实习老师的允许情况下,不准乱按按扭、开关;2)毛坯选择。首先我们来到了零件的原始毛坯加工车间,在老师的指导作用下,我们了解到了下面知识,零件一般是由毛胚加工而成。而在现有的生产条件下,毛胚主要有铸件,锻件和冲压件等几个种类。铸件是把熔化的金属液浇注到预先制作的铸型腔中,待其冷却凝固后获得的零件毛胚。在一般机械中,铸件的重量大都占总机重量的 50%以上,它是零件毛胚的最主要来源。铸件的突出优点是它可以是各种形状复杂的零件毛胚,特别是具有复杂内腔的零件毛胚,此外,铸件成本低廉。据指导我们实习的师傅说,我们厂主要就是靠这种方式制作毛坯。但其缺点是在其生产过程中,工序多,铸件质量难以控制,铸件机械性能较差,而锻件是利用冲击力或压力使用,加热后的金属胚料产生塑性变形,从而获得的零件毛胚。锻件的结构复杂程度往往不及铸件。但是,锻件具有良好的内部组织,从而具有良好的机械性能。所以用于做承受重载和冲击载荷的重要机器零件和工具的毛胚,冲压件是利用冲床和专用模具,使金属板料产生塑性变形或分离,从而获得的制体。冲压通常是在常温下进行,冲压件具有重量轻,刚性好,尺寸精度高等优点,在很多情况下冲压件可直接作为零件使用。3)加工车间。来到加工车间,这里给我的第一感觉就是太大了车间共分为五部分,分别为车削加工,铣削及其他加工,钳工,数控加工,焊接,几乎是涵盖机械加工的各个方面,大概有五六百人同时在里面进行各种零件加工,虽然我们在学校的时候也进行过金工实习,做过一些零件,对机床也有一定认识,但是真的处于那种加工零件的气氛下,有很大的不同,一是我们学校的机床都是有一定年代的,很少近年出来的新型加工机床二是在速度上,我们的加工速度也太慢了,加工同一个零件,我们需要6的时间大概是这些加工师傅的五六倍,根本不能进行工业化的生产。在此次对加工车间的认识过程中,我更加明白了机械加工一些流程;胚料-划线 -刨床(工艺上留加工余量)-粗车-热处理,调质-车床半精加工-磨-齿轮加工-淬火(齿面)-磨面;齿轮零件加工工艺:粗车-热处理-精车-磨内孔-磨芯,轴端面-磨另一端面-滚齿-钳齿-剃齿-铡键槽-钳工-完工。4)装配车间。任何机器都是有一个又一个零件装配而来,在装配车间,这里大概有接近一百多人在进行零件的收集和装配,以及包装,再发送至储货厂,在这个车间,工人师傅首先将起所收集的零件进行飞类,一便于进行组装,确定装配方法,装配顺序,所需工具;再进行清洗零件,去除油污,锈蚀,涂油,确保机器组装以后,表面整洁美观。在产品装配完成以后,还要对零件各方面进行调试,检查运动件的灵活性,密封性等性能能,再转箱入库。5)质保,销售和售后处理最后,我们来到质检部门,他们主要是对所生产出来的产品进行随机性的抽查,记录其数据,并返回到加工车间,对产品进行修正和修改,更好的生产储合格产品。至于销售部分,据销售相关部门介绍,由于该企业采取的订单式生产,所以销路一路看好。2.重点实习区在加工车间我们实习时间最长,重点了解各机床的使用范围及使用方式。1)车车床在一般机器制造厂的金属切削机床中所占的比重最大,约占机床总台数的40%。车 床的种类很多,按其结构及用途可分为:卧式车床、立式车床、转塔车床、多刀车床、仿形车床、单轴纵切自动车床、多轴棒料自动车床等,另外还有曲轴及 A轮轴车床、铲齿车床及其他车床。各种车床中,普通车床是用途最广的一种通用机床,它的传动和构造也很典型,几乎所有形式的通用机床,都有其相应的数控机床存在,两类机床的要求有所不同。数控车床是目前使用较广泛的数控机床。数控车床是数字程序控制车床的简称,它集通用性好的万能型车床、加工精度高的精密型车床和加工效率高的专用型车床的特点于一身,是国内使用量最大,覆盖面最广的一种数控机床。72)钳 钳工作业主要包括錾削、锉削、锯切、划线、钻削、铰削、攻丝和套丝、刮削、研磨、矫正、弯曲和铆接等。钳工是机械制造中最古老的金属加工技术。在机械制造过程中钳工是广泛应用的基本技术,其原因是:划线、刮削、研磨和机械装配等钳工作业,至今尚无适当的机械化设备可以全部代替;某些最精密的样板、模具、量具和配合表面(如导轨面和轴瓦等),仍需要依靠工人的手艺作精密加工;在单件小批生产、修配工作或缺乏设备条件的情况下,采用钳工制造某些零件仍是一种经济实用的方法。钳工的常用设备有:钳工工作台、台虎钳、砂轮机、台式钻床立式、钻床摇臂钻床。3)磨 磨床是利用磨具对工件表面进行磨削加工的机床。 大多数的磨床是使用高速旋转的砂轮进行磨削加工,少数的是使用油石、砂带等其他磨具和游离磨料进行加工,如珩磨机、超精加工机床、砂带磨床、研磨机和抛光机等。磨床能加工硬度较高的材料,如淬硬钢、硬质合金等;也能加工脆性材料,如玻璃、花岗石。磨床能作高精度和表面粗糙度很小的磨削,也能进行高效率的磨削,如强力磨削等。4) 铣 铣床是指主要用铣刀在工件上加工各种表面的机床。通常铣刀旋转运动为主运动,工件(和)铣刀的移动为进给运动。它可以加工平面、沟槽,也可以加工各种曲面、齿轮等。铣床是用铣刀对工件进行铣削加工的机床。铣床除能铣削平面、沟槽、轮齿、螺纹和花键轴外,还能加工比较复杂的型面,效率较刨床高,在机械制造和修理部门得到广泛应用。铣床是一种用途广泛的机床,在铣床上可以加工平面(水平面、垂直面)、沟槽(键槽、T 形槽、燕尾槽等)、分齿零件(齿轮、花键轴、链轮、螺旋形表面(螺纹、螺旋槽)及各种曲面。此外,还可用于对回转体表面、内孔加工及进行切断工作等。铣床在工作时,工件装在工作台上或分度头等附件上,铣刀旋转为主运动,辅以工作台或铣头的进给运动,工件即可获得所需的加工表面。由于是多刀断续切削,因而铣床的生产率较高。简单来说,铣床就是用铣刀对工件进行铣削加工的机床。 5)刨 刨床是用刨刀对工件的平面、沟槽或成形表面进行刨削的直线运动机床。使用刨床加工,刀具较简单,但生产率较低,因而主要用于单件,小批量生产及机修车间,8在大批量生产中往往被铣床所代替。刨床是用刨刀对工件的平面、沟槽或成形表面进行刨削的机床。刨床是使刀具和工件之间产生相对的直线往复运动来达到刨削工件表面的目的。往复运动是刨床上的主运动。机床除了有主运动以外,还有辅助运动,也叫进刀运动,刨床的进刀运动是工作台(或刨刀)的间歇移动。在刨床上可以刨削水平面、垂直面、斜面、曲面、台阶面、燕尾形工件、T 形槽、V 形槽,也可以刨削孔、齿轮和齿条等。如果对刨床进行适当的改装,那么,刨床的适应范围还可以扩大。 用刨床刨削窄长表面时具有较高的效率,它适用于中小批量生产和维修车间。刨床是用刨刀对工件的平面、沟槽或成形表面进行刨削的直线运动机床。9四、 实习总结转眼几周的实习结束了,虽然实习的时间比较短,但是在该次实习中,我们算是真正到达机械制造业的第一前线,粗步了解了机械制造业的现状和发展趋势。在科学技术高速发展的今天,它必将更快更紧密得融合到各个领域中,而这一切也将大大拓宽机械制造业的发展方向。它的发展趋势可以归结为“四个化”:柔性化、灵捷化、智能化、信息化.即使工艺装备与工艺路线能适用于生产各种产品的需要,能适用于迅速更换工艺、更换产品的需要,使其与环境协调的柔性,使生产推向市场的时间最短且使得企业生产制造灵活多变的灵捷化,还有使制造过程物耗,人耗大大降低,高自动化生产,追求人的智能于机器只能高度结合的智能化以及主要使信息借助于物质和能量的力量生产出价值的信息化。 通过现场观看各种工种的工作情况,我们了解到许多设备的实际操作和运行原理,大致知道了一些操作工艺过程与方法,当然也能更好的将书本学的知识和实际结合起来。对我的专业素养和技能的提升有着重要的作用,算是让我真正的把在学校学习到的知识联系到了实践上。当然本次实习也让我意识到自己本身还是存在着很大的欠缺,这不仅表现在专业知识有所欠缺,同时也表现在理论联系实际的能力较差。将来的我不仅仅要是优秀的毕业大学生,更应该是一名合格的基层工人,只有这样定位自己才能不断地提升自身的素质、素养,不断地改进自己的知识结构水平,让自己投入到理论学习中,好好积累基础理论知识,才有机会在将来的工作中更好的理论联系实际,也只有这样才能成为一名合格的基层工人或者一名合格的技术人员。 虽然通过这次实习所学到的知识有限的,但通过这次实习让我们明白了我在实际操作、技能等方面还存在很大的不足。 “纸上谈来终觉浅,绝知此事要躬行”,所以说这种实习对我们这种在理论学习下了大功夫的学生面前显的是那么重要。只有通过在学习过程中的不断实习,才能让我们将理论和实际联系起来,也只有这样才能让我10们不断进步,最后成为一名实干型专业人才。
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