自動(dòng)加料電動(dòng)車設(shè)計(jì)【自動(dòng)上料電動(dòng)車】
自動(dòng)加料電動(dòng)車設(shè)計(jì)【自動(dòng)上料電動(dòng)車】,自動(dòng)上料電動(dòng)車,自動(dòng)加料電動(dòng)車設(shè)計(jì)【自動(dòng)上料電動(dòng)車】,自動(dòng),加料,電動(dòng)車,設(shè)計(jì)
1.如何選用鏈輪的材料?答:鏈輪輪齒應(yīng)有足夠的接觸強(qiáng)度和耐磨性,常用材料為中碳鋼,(c3545鋼)不重要場合用Q235A、Q275A鋼,高速重載時(shí)采用合金鋼,低速時(shí)大鏈輪可采用鑄鐵,由于小鏈輪的齒合次數(shù)多,小鏈輪的材料應(yīng)優(yōu)于大鏈輪,并進(jìn)行熱處理。而我們由場合和速度可知選用45鋼。2.怎樣選用減速器?答:減速器多用來作為原動(dòng)機(jī)與工作機(jī)械之間的減速傳動(dòng)。根據(jù)傳動(dòng)型式,減速器可分為齒輪、蝸桿和齒輪蝸桿減速器,根據(jù)形狀不同,可分為圓柱、圓錐和圓錐圓柱齒輪減速器,根據(jù)傳動(dòng)級(jí)數(shù),可分為單級(jí)和多級(jí)減速器。由以上開關(guān)門計(jì)算數(shù)據(jù)可知道我門根據(jù)應(yīng)用場合的不同,以及設(shè)計(jì)的需要,選用WD12250C型為偏心輪開門與關(guān)門減速器,WD表示圓柱蝸桿減速器,即蝸桿在下,蝸輪在上,二者的中心距a=122mm,實(shí)際傳動(dòng)比i=50,采用第五種裝配形式,由小車的行走速度計(jì)算可以知道,我們應(yīng)該把小車的行車應(yīng)該選用減速器的型號(hào)為GZQ25020Z。3.什么是聯(lián)軸器,它主要有幾種形式?答:聯(lián)軸器是聯(lián)接兩軸于其它回轉(zhuǎn)體的一種裝置,使它們?cè)趥鬟f運(yùn)動(dòng)和動(dòng)力過程中而不脫節(jié)。它主要有機(jī)械式,液力式和電磁式三種。4. 減速器用于什么場合?根據(jù)傳動(dòng)型式有哪幾種?根據(jù)形狀不同,可分哪幾種答:減速器多用來作為原動(dòng)機(jī)與工作機(jī)械之間的減速傳動(dòng)。根據(jù)傳動(dòng)型式,減速器可分為齒輪、蝸桿和齒輪蝸桿減速器 根據(jù)形狀不同,可分為圓柱、圓錐和圓錐圓柱齒輪減速器,根據(jù)傳動(dòng)級(jí)數(shù),可分為單級(jí)和多級(jí)減速器。5. 行程開關(guān)的原理?答:行程開關(guān)的原理:行程開關(guān)里有常閉,常開兩個(gè)觸頭,我們利用它的常閉、和常開觸頭來對(duì)小車的開關(guān)門進(jìn)行控制,因其開門和關(guān)門時(shí)間各為2.1秒,但為了其更好的工作和提高其開門時(shí)間準(zhǔn)確性,在兩個(gè)偏心輪一側(cè)安裝行程開關(guān),當(dāng)其開門時(shí)間為2.1秒時(shí),偏心輪正好碰著行程開關(guān)動(dòng)作,切斷電源,停止轉(zhuǎn)動(dòng),每個(gè)偏心輪下一個(gè),而關(guān)門時(shí)間動(dòng)作過程和其開門斷電一樣. 設(shè) 計(jì)題目 自動(dòng)加料電動(dòng)車 系別 專業(yè)班級(jí) 姓名 學(xué)號(hào) 指導(dǎo)教師 日期 目 錄摘要2前言31電動(dòng)機(jī)選用42開門、關(guān)門軸的傳動(dòng)計(jì)算6 2.1帶輪的設(shè)計(jì)83.小車行走的傳動(dòng)計(jì)算及鏈輪的設(shè)計(jì)計(jì)算9 3.1主動(dòng)輪的速度10 3.2鏈輪的設(shè)計(jì)及計(jì)算12 3.3小鏈輪的尺寸設(shè)計(jì)13 3.4大鏈輪的尺寸設(shè)計(jì)154減速器的選用 165軸的選料及校核17 5.1減速器軸的設(shè)計(jì)18 5.2驅(qū)動(dòng)軸選料及校核19 5.3用于開關(guān)門的傳動(dòng)軸216.小車的容積計(jì)算267.零部件選擇278.箱體的設(shè)計(jì) 29結(jié)論30致謝31參考文獻(xiàn)33摘 要隨著科學(xué)進(jìn)步的不斷發(fā)展,各行各業(yè)技術(shù)的不斷改進(jìn)和更新;在化工冶煉行業(yè),由于勞動(dòng)強(qiáng)度大,工作環(huán)境差等原因,不得不去為改善其生產(chǎn)工藝和更新生產(chǎn)設(shè)備;而去提高勞動(dòng)生產(chǎn)率和產(chǎn)量。而鉛冶煉行業(yè)作為一個(gè)重金屬冶煉,不僅在保證勞動(dòng)工人的身體條件,而且也在其不斷提高其機(jī)械化程度和改善其工作環(huán)境,減少對(duì)人體的危害,減輕工人們的勞動(dòng)強(qiáng)度,改善個(gè)工作環(huán)境,同時(shí)也可以提高其勞動(dòng)生產(chǎn)率。以前所用的爐都是燒結(jié)鍋那樣的,不僅小而且污染大,而現(xiàn)在已經(jīng)不能被接受,更不能滿足其生產(chǎn)需要,為了適應(yīng)社會(huì)要求及變化,更換了更大容量的煉鉛爐,如果還采用原始的人工投料不僅慢,效率低,環(huán)境差,已不能適應(yīng)其生產(chǎn)。因此我們開發(fā)生產(chǎn)應(yīng)采用自動(dòng),生產(chǎn)率高的自動(dòng)送料小車,在保證提高生產(chǎn)率提高前提下,我們根據(jù)老師提供的部分資料,我們著手從自動(dòng)小車所用電動(dòng)機(jī)入手,再從減速器的選配入手,計(jì)算出小車的行進(jìn)速度,開、關(guān)料門的時(shí)間;以及軸、輪的轉(zhuǎn)速,并由此來選定驅(qū)動(dòng)軸所選軸及其鏈輪尺寸,再對(duì)其開門關(guān)門軸進(jìn)行計(jì)算得出結(jié)果,選擇合適的帶輪,鏈輪進(jìn)行轉(zhuǎn)動(dòng),控制其開關(guān)門時(shí)間,為保證其開關(guān)門準(zhǔn)確性我們采用行程開關(guān)來保證時(shí)間的精確和動(dòng)作的準(zhǔn)確,并且對(duì)小車的行走速度給予保證,利用電磁制動(dòng)器來使小車在行進(jìn)中斷電后不會(huì)由于慣性繼續(xù)運(yùn)動(dòng)。關(guān)鍵詞: 鏈輪,電磁制動(dòng)器, 行程開關(guān)前 言21世紀(jì)是經(jīng)濟(jì)騰飛,信息發(fā)達(dá)的時(shí)代,科技在這個(gè)偉大時(shí)代里扮演著重要角色。誰能及早把握科技,誰就能引領(lǐng)時(shí)代。時(shí)代在變,人也在變。企業(yè)要生存發(fā)展,追求效益,就要敢于改變理念,更新設(shè)備。善于科技創(chuàng)新,技術(shù)改進(jìn)。以前冶煉行業(yè)用的是小煉鉛爐從0.85平方米、1.14平方米再到2平方米、2.26平方米等等。隨著工業(yè)的不斷發(fā)展,小的設(shè)備已經(jīng)不能滿足現(xiàn)代化生產(chǎn)生活的需要,因此設(shè)計(jì)了大規(guī)模的煉鉛爐,5.6平方米,6平方米,7.65平方米,8.65平方米等等。以前小爐都是人工拉小車上料,效率低,也非常辛苦。擴(kuò)大規(guī)模后就應(yīng)該采用自動(dòng)加料,把人從惡劣的環(huán)境中解放出來,減輕工人的勞動(dòng)強(qiáng)度。剛開始設(shè)計(jì)時(shí),不知道從何下手。首先,從電動(dòng)機(jī)的選擇開始,根據(jù)工作環(huán)境和小車行走速度,可以選擇合適的電動(dòng)機(jī)和轉(zhuǎn)速,然后列舉大綱,減速器的選擇,開門、關(guān)門的傳動(dòng)計(jì)算。小車性走的傳動(dòng)計(jì)算和鏈輪的設(shè)計(jì)、計(jì)算。皮帶傳動(dòng)的設(shè)計(jì)與計(jì)算,小車容積計(jì)算,行程開關(guān)的工作原理,然后開始查找資料,濃縮三年所學(xué)的知識(shí)和經(jīng)驗(yàn),廣泛征求意見,經(jīng)過細(xì)心的篩選,終成定稿。本設(shè)計(jì)的自動(dòng)上料電動(dòng)車優(yōu)越性在于:根據(jù)實(shí)際需要和設(shè)計(jì)安排,能在指定位置實(shí)現(xiàn)自動(dòng)開門卸料,實(shí)現(xiàn)自鎖。保證安全。1電動(dòng)機(jī)選用電動(dòng)機(jī)已經(jīng)標(biāo)準(zhǔn)化、系列化,應(yīng)按工作機(jī)要求,根據(jù)選擇的傳動(dòng)方案,選擇電動(dòng)機(jī)類型、容量和轉(zhuǎn)速,并在產(chǎn)品目錄中查出其型號(hào)和尺寸。電動(dòng)機(jī)有交流電動(dòng)機(jī)和直流電動(dòng)機(jī)之分,一般工廠都采用三相交流電,因而采用交流電動(dòng)機(jī)。交流電動(dòng)機(jī)有異步電動(dòng)機(jī)和同步電動(dòng)機(jī)兩類。異步電動(dòng)機(jī)分為籠型和繞線型兩種,其中以普通籠型電動(dòng)機(jī)應(yīng)用最多,因所設(shè)計(jì)送料小車的場合需經(jīng)常啟動(dòng),工作環(huán)境條件差,以及頻繁制動(dòng)及正反轉(zhuǎn),則要求電動(dòng)機(jī)轉(zhuǎn)動(dòng)慣量小,過載能力大。由此我們可知應(yīng)該選用起重及冶金用三相異步電動(dòng)機(jī)YZ型,同時(shí)根據(jù)用戶要求可知道我們選用兩臺(tái)電動(dòng)機(jī)應(yīng)型號(hào)Y100L142.2型N=1430r/min,它表示電動(dòng)機(jī)型號(hào)為Y100 L14,額定功率為2.2kw,滿載轉(zhuǎn)速為1420 r/min,額定轉(zhuǎn)距合最大轉(zhuǎn)距都為2.2,極數(shù)為4極。載荷平穩(wěn),對(duì)起動(dòng)無特殊要求,選YR型異步電動(dòng)機(jī)封閉式結(jié)構(gòu),電壓為380伏。確定電動(dòng)機(jī)的功率: 工作機(jī)所需功率為=X0.85/100K電動(dòng)機(jī)的工作功率: =/電動(dòng)機(jī)到卷筒軸的總功率為: =0.960.970.96=0.693P=P/=10.11Kw=0.96(滾動(dòng)軸承) =0.97(齒輪精度為8級(jí))=0.96(聯(lián)軸器)查工具書,電動(dòng)機(jī)的額定功率為11Kw確定電動(dòng)機(jī)的轉(zhuǎn)速:卷筒機(jī)轉(zhuǎn)速為:n=600.851000/3003.1415=54.14r/m傳動(dòng)比的合理范圍(628)N=(628)54.14r/min=3731738經(jīng)綜合考慮,減輕電動(dòng)機(jī)的重量及傳動(dòng)裝置的重量和節(jié)約資金選用電動(dòng)機(jī)型號(hào)為Y160M4,其主要性能如表1.1:表1.1電動(dòng)機(jī)型號(hào)額定功率(KW)電壓(V)轉(zhuǎn)速(r/min)Y160M4113801460確定傳動(dòng)裝置的總傳動(dòng)比和分配各級(jí)的傳動(dòng)比由選定電動(dòng)機(jī)的轉(zhuǎn)速n和工作機(jī)的轉(zhuǎn)速nIa=nd/nw=1460/54.14=26.96傳動(dòng)裝置由二級(jí)傳動(dòng)而成,則總傳動(dòng)比的分配如下:=5.18,=5.2,=5.185.2=26.76接近26.76在誤差允許的范圍之內(nèi)。2開門關(guān)門軸的傳動(dòng)計(jì)算:由已知條件知道小車開門和關(guān)門時(shí)間各為2.1秒選用的減速器型號(hào)為WD122-50-C根據(jù)場合的需要,我們選定偏心輪的直徑為244mm,偏心輪轉(zhuǎn)完一周需4.2秒,那么1分鐘則為14.2r/min由選定的圓柱蝸桿減速器得知蝸輪蝸桿傳動(dòng)比為50:1由此可知蝸桿的轉(zhuǎn)速為:蝸桿轉(zhuǎn)速=蝸輪傳動(dòng)比i =14.250=710r/min2.1帶輪的設(shè)計(jì)帶傳動(dòng)簡圖 1.小帶輪、 2.V帶、 3.大帶輪2.1.1確定計(jì)算功率PC由表8.21查得KA=1.3 由式8.12得 PC=KAP=1.32.2=2.86KW(根據(jù)新編機(jī)械設(shè)計(jì)基礎(chǔ)154頁)2.1.2選取普通V帶型號(hào)根據(jù)PC=2.86KW n1=1430r/min 由圖8.12選用A型普通V帶2.1.3確定帶輪基準(zhǔn)直徑dd2和dd1 由表8.6和圖8.12選取dd180mm,(根據(jù)高等教育出版社機(jī)械設(shè)計(jì)礎(chǔ)113頁)且dd1=80mmdmin =75mm大帶輪基準(zhǔn)直徑為 dd2=n1/n2dd1=1430/780=161.13mm按表8.3選取標(biāo)準(zhǔn)值dd2=160mm,則實(shí)際傳動(dòng)比,從動(dòng)輪實(shí)際轉(zhuǎn)速為 i=dd2/dd1=160/80=2 n2=n1/i=1430/2=725r/min 從動(dòng)輪誤差率為 725-710/710100%=2.1%在5%以內(nèi)為允許值,而且傳動(dòng)間有一定的效率損失2.1.4驗(yàn)算帶速V V=d1n1/601000 =801430/601000m/s=5.99m/s2.1.5確定帶的基準(zhǔn)長度Ld和實(shí)際中心距a 設(shè)計(jì)處定中心距a0=310mm 由式8.15得 L0=2a0+/2(dd1+dd2)+(dd2-dd1)2/4a =2310+/2(160+80)+(160-80)/4310 =1002.1mm 由表8.4取基準(zhǔn)長度Ld=1000mm( 由式8.16得實(shí)際中心距a為 aa0+Ld- L0/2 =310+1000-1002.1/2 =308mm (根據(jù)新編機(jī)械設(shè)計(jì)基礎(chǔ)149頁) 檢驗(yàn)小帶輪包角a 由式8.17得 a1=180- dd2-dd1/a57.3 =180-160-80/30857.3 =165.111202.1.6確定V帶根數(shù)Z 由式8.18得 (出自新編機(jī)械設(shè)計(jì)基礎(chǔ)156頁) ZPc/(P0+P0)KaK1根據(jù)dd1=80mm n1=1430r/min,查表8.10得 P0=0.81KW 由式8.11得功率增量為P0 P0=Kb n1(1-1/Ki) 由表查得帶長度修正系數(shù)KL=0.89,由圖8.11查包角系數(shù)Ka=0.97 Z=2.86/(0.81+0.177)0.970.89 =3.356根 圓整Z=4根 (出自新編機(jī)械設(shè)計(jì)基礎(chǔ)153頁)2.1.7求拉力F0及帶輪軸上壓力FQ由表8.6得A型普通V帶每米質(zhì)量q=0.1kg/m,根據(jù)式8.19得單根V帶的初拉力V為: F0 =500Pc/zv(2.5/Ka-1)+qv2 =5002.86/45.99(2.5/0.97-1)+0.17(5.99)N =63.27N (出自新編機(jī)械設(shè)計(jì)基礎(chǔ)157頁)由式(8.20)可得作用在軸上得壓力FQ為 FQ=2F0Zsina1/2 =263.274sin165.11/2N =501.89N (出自新編機(jī)械設(shè)計(jì)基礎(chǔ)158頁)2.1.8設(shè)計(jì)結(jié)果選用4根A1000GB1154489V帶,中心距a=308mm,帶輪基準(zhǔn)直徑dd1=80mm,dd2=160mm 軸上壓力FQ=501.89N2.1.9帶輪的材料: 帶輪材料常用鑄鐵、鋼、鋁合金或工程塑料,灰鑄鐵應(yīng)用最廣,當(dāng)帶速V25m/s時(shí)采用HT150,當(dāng)V=2530m/s時(shí)采時(shí),則應(yīng)采用球墨鑄鐵,鑄鋼或鍛鋼,也可采用鋼板沖壓后焊接帶輪,因此我們根據(jù)條件選用HT150。用HT200,當(dāng)V2545m/s 3小車行走的傳動(dòng)計(jì)算以及鏈輪的設(shè)計(jì)計(jì)算3.1主動(dòng)輪的速度由已知條件小車行走速度33.3m/min,可知 V=d1n1/601000 得:33.3=3.14200n1/1000 n1=53r/min已知電動(dòng)機(jī)為P=2.2kw, n=1430r/min選用的減速器為OZQ25020Z型號(hào),因其為單級(jí)傳動(dòng),實(shí)際傳動(dòng)比為i=20,那么減速器輸出轉(zhuǎn)速為143020=71.5r/min3.2鏈輪的設(shè)計(jì)及計(jì)算鏈輪的齒形與齒輪的齒形相似,但其齒廓不是共軛齒廓,其齒形具有很大的靈活性。鏈輪齒形應(yīng)具備以下性能:保證鏈節(jié)能平穩(wěn)、自由的嚙入和嚙出;盡量減小鏈節(jié)與鏈輪嚙合時(shí)的沖擊和接觸應(yīng)力;有較大的容納鏈節(jié)距因磨損而增長的能力;便于加工。常用的齒形有:直線-圓弧齒形、兩圓弧齒形。滾子鏈鏈輪的軸面兩側(cè)齒形為圓弧或直線,以利鏈節(jié)的嚙入和嚙出。根據(jù)聯(lián)輪的使用場合和分類,本設(shè)計(jì)使用滾子鏈鏈輪。3.2.1選擇鏈輪齒數(shù)Z1,Z2估計(jì)鏈速V=0.53m/s,傳動(dòng)比i=n1/n2=71.5/53=1.36根據(jù)表9.5選取小鏈齒輪數(shù)Z1=20,則大鏈齒數(shù)Z2=iZ1=201.36=27.2 圓整得28 (出自新編機(jī)械設(shè)計(jì)基礎(chǔ)162頁)3.2.2確定鏈節(jié)數(shù) 初定中心距a0=15P,由式(9.8)得鏈節(jié)數(shù)LP為 LP=2a0/p+Z1+Z2/2+P(Z2-Z1)2/39.5a0 =215p/10+20+28/2+p(28-20) /39.515p =54 (出自新編機(jī)械設(shè)計(jì)基礎(chǔ)167頁) 取 LP=543.2.3根據(jù)功率曲線確定鏈型號(hào)由表9.2查得KA=1,按圖9.8估計(jì)鏈工作點(diǎn)在曲線頂點(diǎn)下側(cè),按表9.3KZ=1,由圖9.9查得KL=0.75(由曲線查得)采用單排鏈, 由表9.4得Km=1 (出自新編機(jī)械設(shè)計(jì)基礎(chǔ)164頁,) 鏈傳遞的功率由式(9.5)得P0KAP/KZKLKm=12/10.751=2.667KW (出自新編機(jī)械設(shè)計(jì)基礎(chǔ)170 頁,) 按圖9.8選取鏈號(hào)為16A,節(jié)距為P=25.4mm3.2.4驗(yàn)算鏈速: V=Z1Pn1/601000=2025.471.4/601000=0.615m/s V值與估計(jì)相等 3.2.5計(jì)算實(shí)際中心距 設(shè)計(jì)成可調(diào)整中心距的形式,故不必精確計(jì)算中心距,可取aa0=15P=1525.4=381mm3.2.6確定潤滑方式。 查圖6-39知采用人工潤滑 (出自新編機(jī)械設(shè)計(jì)基礎(chǔ)306頁) 3.2.7鏈輪軸的受力計(jì)算對(duì)鏈輪軸的F=1.25F=1.251000P/V =1.2510002/0.6=4167N 3.2.8鏈輪的設(shè)計(jì) 查表5.14可知鏈號(hào)為16A,滾子外徑d2=15.88mm (出自新編機(jī)械設(shè)計(jì)基礎(chǔ)164頁) 3.2.9鏈輪的材料鏈輪輪齒應(yīng)有足夠的接觸強(qiáng)度和耐磨性,常用材料為中碳鋼,(c3545鋼)不重要場合用Q235A、Q275A鋼,高速重載時(shí)采用合金鋼,低速時(shí)大鏈輪可采用鑄鐵,由于小鏈輪的齒合次數(shù)多,小鏈輪的材料應(yīng)優(yōu)于大鏈輪,并進(jìn)行熱處理。而我們由場合和速度可知選用45鋼33小鏈輪的尺寸設(shè)計(jì)分度圓直徑dddd=P/sin180/Z =25.4/sin180/Z=162.37mm齒頂圓直徑da damax=d+1.25P-dr =162.37+1.2525.4-15.88=178.24mm damin=162.37+(1-1.6/20)25.4-15.88=151.57mm 齒根圓直徑 ddf=d-dr=162.37-15.88=146.49mm .4大鏈輪的尺寸設(shè)計(jì)3.4.1鏈傳動(dòng)的特點(diǎn)鏈傳動(dòng)是在平行軸上的鏈輪之間,以鏈條作為撓性曳引元件來傳遞運(yùn)動(dòng)和動(dòng) 力的一種嚙合傳動(dòng)如圖。鏈傳動(dòng)簡圖 1-小鏈輪 2-鏈條 3-大鏈輪與帶傳動(dòng)、齒輪傳動(dòng)相比,鏈傳動(dòng)的主要優(yōu)缺點(diǎn)是:優(yōu)點(diǎn):沒有彈性滑動(dòng)和打滑,能保持準(zhǔn)確的平均傳動(dòng)比,傳動(dòng)效率較高(封閉式鏈傳動(dòng)傳動(dòng)效率=0.950.98);鏈條不需要象帶那樣張得很緊,所以壓軸力較小;傳遞功率大,過載能力強(qiáng);能在低速重載下較好工作;能適應(yīng)惡劣環(huán)境如多塵、油污、腐蝕和高強(qiáng)度場合。缺點(diǎn):瞬時(shí)鏈速和瞬時(shí)傳動(dòng)比不為常數(shù),工作中有沖擊和噪聲,磨損后易發(fā)生跳齒,不宜在載荷變化很大和急速反向的傳動(dòng)中應(yīng)用。鏈傳動(dòng)的使用范圍是:傳動(dòng)功率一般為100kW以下,效率在0.920.96之間,傳動(dòng)比i不超過7,傳動(dòng)速度一般小于15m/s。它廣泛應(yīng)用于石油、化工、農(nóng)業(yè)、采礦、起重、運(yùn)輸、紡織等各種機(jī)械和動(dòng)力傳動(dòng)中3.4.2鏈傳動(dòng)的類型按用途不同,鏈可分為傳動(dòng)鏈、起重鏈和曳引鏈。傳動(dòng)鏈主要用于傳遞運(yùn)動(dòng)和動(dòng)力,應(yīng)用很廣泛。本章只介紹傳動(dòng)鏈。傳動(dòng)鏈又可分為滾子鏈和齒形鏈。齒形鏈比套筒滾子鏈工作平穩(wěn)、噪聲小,承受沖擊載荷能力強(qiáng),但結(jié)構(gòu)較復(fù)雜,成本較高。滾子鏈的應(yīng)用最為廣泛。分度圓直徑d=P/sin180/Z=25.4/sin180/Z=228mm 齒頂圓直徑dadamax=d+1.25P-dr=228+1.2525.4-15.88=243.87mm damin=d+(1-1.6/28)P- d2=228+(1-1.6/28)25.4-15.8 =236.07mm齒根圓直徑 df df=d-d2=228-15.88=212.12mm齒寬(單排)bf1=0.95b1 =0.9515.75 =14.96mm因P12.7倒角寬 ba=(0.10.15)P=0.125.4=2.54mm倒角半徑 rx rxP=25.4mm4減速器選用減速器多用來作為原動(dòng)機(jī)與工作機(jī)械之間的減速傳動(dòng)。根據(jù)傳動(dòng)型式,減速器可分為齒輪、蝸桿和齒輪蝸桿減速器,根據(jù)形狀不同,可分為圓柱、圓錐和圓錐圓柱齒輪減速器,根據(jù)傳動(dòng)級(jí)數(shù),可分為單級(jí)和多級(jí)減速器。由以上開關(guān)門計(jì)算數(shù)據(jù)可知道我門根據(jù)應(yīng)用場合的不同,以及設(shè)計(jì)的需要,選用WD12250C型為偏心輪開門與關(guān)門減速器,WD表示圓柱蝸桿減速器,即蝸桿在下,蝸輪在上,二者的中心距a=122mm,實(shí)際傳動(dòng)比i=50,采用第五種裝配形式,由小車的行走速度計(jì)算可以知道,我們應(yīng)該把小車的行車應(yīng)該選用減速器的型號(hào)為GZQ25020Z,它表示為齒輪中心距a=250mm,實(shí)際傳動(dòng)比為20,采用裝配的形式為第三種。4.1減速器的技術(shù)要求 對(duì)減速器提出的要求,注在“技術(shù)要求”項(xiàng)目內(nèi),技術(shù)要求寫在裝配圖中的空白處。不同性能的機(jī)器(或部件),其技術(shù)要求是不同的。因此,在擬定,某一機(jī)器或部件的技術(shù)要求進(jìn)行前,箱體內(nèi)壁和具體的分析,現(xiàn)將一般減速器的技術(shù)要求列舉如下:1. 裝配所有鑄件的不加工面上應(yīng)清除鐵屑和贓物,并涂防銹油漆;2. 零件在裝配前必須用煤油清洗,配合面洗凈,擦干,涂油后進(jìn)行裝配;3. 滾動(dòng)軸承在裝配前需用汽油清洗,擦干涂油;安裝時(shí)嚴(yán)禁用手錘直接敲擊,應(yīng)墊以銅管或軟鐵管,并使力量均勻的分布在套圈上;4. 軸承裝配完畢后,用手轉(zhuǎn)動(dòng)應(yīng)輕快靈活,軸承的軸向游隙應(yīng)按規(guī)定加以保證;5. 減速器個(gè)剖分面,各接觸面及密封處,均不允許漏油,箱體剖分面允許涂密封膠,但不允許使用其它任何填料;6. 齒輪裝配后,應(yīng)檢查其齒側(cè)間隙;跑合后用涂色法檢查齒接觸斑點(diǎn),檢查結(jié)果應(yīng)符合齒輪傳動(dòng)公差的規(guī)定;7. 按JB1130-70 的規(guī)定進(jìn)行復(fù)核試車,試車合格后,用煤油洗擦零件,用汽油洗凈軸承,按要求進(jìn)行裝配,減速器內(nèi)應(yīng)洗凈后調(diào)換干凈的潤滑油,標(biāo)明潤滑油的牌號(hào),用量及其補(bǔ)充更換時(shí)間;8. 其它要求:如對(duì)外觀,包裝,運(yùn)輸?shù)确矫娴囊蟆?軸的選料及校核軸是組成機(jī)器的重要零件之一,軸的主要功用是支承旋轉(zhuǎn)零件,傳遞轉(zhuǎn)距和運(yùn)動(dòng),根據(jù)軸的承載性質(zhì)不同可將軸分為轉(zhuǎn)軸、心軸、傳動(dòng)軸之類。5.1減速器軸的設(shè)計(jì)從前面的設(shè)計(jì)可知,軸傳動(dòng)的功率為7.88,轉(zhuǎn)速為187,軸上安裝齒輪為直齒圓柱齒輪,分度圓直徑,輪轂長度為72mm,單向傳動(dòng)。5.1.1選擇軸的材料軸的材料種類很多,選擇時(shí)應(yīng)主要考慮如下因素:.軸的強(qiáng)度、剛度及耐磨性要求;.軸的熱處理方法及機(jī)加工工藝性的要求;.軸的材料來源和經(jīng)濟(jì)性等。軸的常用材料是碳鋼和合金鋼。碳鋼比合金鋼價(jià)格低廉,對(duì)應(yīng)力集中的敏感性低,可通過熱處理改善其綜合性能,加工工藝性好,故應(yīng)用最廣,一般用途的軸,多用含碳量為0.250.5%的中碳鋼。尤其是45號(hào)鋼,對(duì)于不重要或受力較小的軸也可用Q235A等普通碳素鋼。根據(jù)上述要求,故選用45號(hào)鋼正火處理,由表查得5.1.2計(jì)算軸的最小直徑 按紐矩計(jì)算最小直徑,對(duì)本減速器來說就是伸出端的直徑。查表得C=115,代入式 dmin=c得:115 =40.01mm因軸的伸出端要開一鍵槽,故要軸增大5%,即40.011.05=45mm按標(biāo)準(zhǔn)選取dmin=45mm5.1.3繪制結(jié)構(gòu)草圖1軸上需要安裝的零件的未知和定位方式如圖由于是單級(jí)圓拄齒輪減速器,故齒輪應(yīng)安裝在箱體內(nèi) ,使軸承對(duì)稱地安裝在齒輪兩惻,這樣有利于載荷平均分布。為避免引起載荷集中,軸的外端安裝一連軸器。齒輪用軸環(huán)和套筒作軸向定位,用平鍵和過盈配合作周向定位。左右端軸承與軸用過渡配合作軸定位,其推薦值有js6、k6、m6、n6、常用采用k6或n6.用軸環(huán)和左邊的軸承蓋對(duì)左軸承作軸向定位,用套筒和右邊軸承蓋對(duì)右軸承作軸向定位,聯(lián)軸器用平鍵作周向定位,用軸肩作軸向定位5.1.4確定軸的各段直徑 為考慮軸向固定聯(lián)軸器并便于裝拆軸承,齒輪及強(qiáng)度要求等,則取通過軸承蓋的軸頸為50mm;為使左右端的軸承相同,將左端的軸頸50mm. 50mm不于軸承配合處的公差按7處理,裝齒輪處的直徑為56.2mm,軸環(huán)的直徑為80mm.為避免左軸承不便拆卸或碰壞軸承保持架,將軸環(huán)做成階梯形,基左階梯直徑為50mm.選兩只7210c軸承。外形和基本參數(shù)如表1.2:表1.2基本尺寸額定負(fù)荷轉(zhuǎn)速質(zhì)量dDBCrCorr/minKg50902032.826.863000.465.1.5確定軸的各段長度 輪轂長72mm取軸頭長70mm承的寬為20mm左軸頸長定為20mm.的端面與箱體內(nèi)壁的距離大于18mm.環(huán)的長度為30 mm的長度也取30 mm構(gòu)草圖可看出,跨距L=152 軸頭的長度根據(jù)箱體的結(jié)構(gòu)和聯(lián)軸器的型號(hào)選擇彈簧桿聯(lián)軸器基本參數(shù)和主要尺寸如表1.3:表1.3許用扭矩N.m許用轉(zhuǎn)速r/mindDDLC質(zhì)量Kgmm430260035-5513980701-418軸頭長度取為80mm直徑 45mm5.2驗(yàn)算軸的強(qiáng)度5.2.1軸的受力圖 5.2.2從動(dòng)軸上的轉(zhuǎn)矩為: T2=9.5510n2=9.5510187=402427N.mm 圓周力為:Ft=d2=2682.8N徑向力:Fr=Fttan20=2682.8tan20=976N由于用直齒圓柱齒輪傳動(dòng),軸向力為0.5.2.3 作水平平面的內(nèi)的彎矩圖 支座反力: Ra=Rb=1342=1341NE點(diǎn)處的彎矩 Me=Ra2=134176=101916N.mm5.2.4作扭矩圖 扭矩: T=9.55n2=9.5510=402.427N.m5.2.5因單向傳動(dòng),扭矩可認(rèn)為按脈動(dòng)循環(huán)變化,所應(yīng)力校正系數(shù)取a=0.58 查表并用插直法得a-1f=53.8MPa危險(xiǎn)截面顯然在E處,其當(dāng)量彎矩為:Meq=M+(At)=101.9+(0.58402.4=372N.m確定危險(xiǎn)截面的軸徑:考慮到開鍵槽,故將軸徑增大5%,即40.171.05=42.17mm實(shí)際采用的軸徑為60mm,則強(qiáng)度足夠大,滿足需求.5.3 主動(dòng)軸 已知軸傳遞的功率為8.472Kw,轉(zhuǎn)速n1=935r/m,齒輪分度圓直徑為60mm, 壓力角a=20齒輪輪轂長為72mm,.5.3.1 選擇材料選用45號(hào)鋼,經(jīng)正火處理,a=588MPa5.3.2按扭矩為計(jì)算最小直徑,對(duì)本減速器來說就是伸出端的直徑。 查表得C=115,代入式 Dmin=115=23.97mm 23.971.05=25016mm 標(biāo)準(zhǔn)直徑dmin=26mm5.3.3確定軸外形,繪制結(jié)構(gòu)草圖。 選擇軸承型號(hào):NU2206,主要尺寸和參數(shù)如表1.4:表1.4基本尺寸額定負(fù)荷轉(zhuǎn)速質(zhì)量dDBK.Nr/minKg30622027.585000.29選擇連軸器: 選用彈簧稈連軸器,其基本參數(shù)和主要尺寸如表1.5:表1.5許用扭拒N.m許用轉(zhuǎn)r/minDDD1LC質(zhì)量mm Kg 143310024-329450601-35 根據(jù)從動(dòng)軸的外行尺寸和相關(guān)設(shè)計(jì)要求,確定主動(dòng)軸的外行尺寸如下:軸頸長;20mm 30mm軸環(huán)長:30mm 40mm套筒長:30mm 軸頭長70mm 直徑:=26mm安齒輪部分長:72mm, 40mm驗(yàn)算軸的強(qiáng)度扭矩:T1=9.55106=9.55106=86532N.mm圓周力:Ft=2884N徑向力:Fr= Ft tan20=28840.3639=1049N支座反應(yīng)力:Ra=Rb=1442N 如圖 E點(diǎn)處的彎矩ME=Ra=1442=109592N.mm因單向傳動(dòng),扭矩可認(rèn)為按脈動(dòng)循環(huán)變化,所以應(yīng)力校正系數(shù)取。=0.58查表并用插值法得=53.8MPa危險(xiǎn)截面顯然在E處,其扭矩為:T=9.55106=9.55106=86532N.mm當(dāng)量彎矩為:M=112N.mmd=mm考慮到開鍵槽,故將軸徑增大5%,即27.51.05=28.875mm而實(shí)際取為30mm,強(qiáng)度滿足實(shí)際要求,設(shè)計(jì)合理。5.4驅(qū)動(dòng)軸選料及校核因其工作時(shí)要承受一定的轉(zhuǎn)距,因其材料主要采用碳素鋼和合金鋼,根據(jù)其工作需要我們選20Cr,并回火處理,設(shè)計(jì)長度為1100mm,直徑為50mm.那么驅(qū)動(dòng)軸彎距值為: MZmax=21FL/100=218504167/100=743809.5n/mm 校核強(qiáng)度為: e=MZmax/n=743809.5/0.1d=743809.5/0.150=59.5Mpa 查表得13.2-16=65Mpa 滿足e-16條件,故設(shè)計(jì)由足夠強(qiáng)度,并有一定余量。T=9.551062.3=293846.15N/mm=T/WT=11.75Mpa20Mpa扭轉(zhuǎn)強(qiáng)度合格,因此說明驅(qū)動(dòng)軸符合要求,而從動(dòng)軸因只只隨驅(qū)動(dòng)軸轉(zhuǎn)動(dòng),只承受一定的轉(zhuǎn)矩故不去計(jì)算只考慮起材料。5.5用于開關(guān)門的傳動(dòng)軸因其主要用于傳遞轉(zhuǎn)距而承受彎距很小,故不作校核強(qiáng)度計(jì)算,只對(duì)其選材料,選擇碳素鋼為其材料并進(jìn)行調(diào)質(zhì)。d=40mmT=9.55106D/n=9.551062.2/725=28979.3N/m=T/WT=22.26Mpa 其扭轉(zhuǎn)強(qiáng)度合格,故可以使用符合要求。如下圖:6小車的容積計(jì)算車體傾斜以上部分高280 ,長1980,寬900 V=長高寬=0.281.980.9=0.49896米3車體斜體以下部分高950,長1980,寬900V=長高寬=0.951.980.9/2=0.84698米3 兩者相加為1.345米37零部件選擇7.1聯(lián)軸器的選用 聯(lián)軸器是聯(lián)接兩軸于其它回轉(zhuǎn)體的一種裝置,使它們?cè)趥鬟f運(yùn)動(dòng)和動(dòng)力過程中而不脫節(jié)。它主要有機(jī)械式,液力式和電磁式三種。機(jī)械式聯(lián)軸器是最廣泛的聯(lián)軸器,借助于機(jī)械構(gòu)件間機(jī)械作用力來傳遞轉(zhuǎn)矩。根據(jù)工作需要我們選擇套筒式聯(lián)軸器,材料為45鋼,直徑為60, 2個(gè)用外螺母于軸聯(lián)接,還有一個(gè)用于電動(dòng)機(jī)和減速器的聯(lián)結(jié)傳動(dòng),材料為45鋼。7.2螺栓選用根據(jù)傳動(dòng)需要我們選用 A級(jí)六角頭螺栓全螺紋GB578386 M1020 6個(gè)GB578386 M420 8個(gè)六角頭螺檔A級(jí)GB578286 M1255 24個(gè)GB578286 M1660 12個(gè)7.3軸承及軸軸承用來支撐軸及軸上的零件,保持軸旋轉(zhuǎn)精度,減少轉(zhuǎn)軸與支承口之間的摩擦,根據(jù)需要選用GB/T27694 規(guī)格6307 2個(gè)軸承選用 GB/T781398 SN307 2個(gè)7.4設(shè)計(jì)中的其它零件螺母: GB617086 M4 8GB617086 M16 2GB617086 M12 24GB617086 M16 12銷軸 GB880861560 2個(gè)GB880861070 2個(gè)開口銷 GB9186350 5個(gè)調(diào)整螺桿 長500mm 半徑為30mm 2個(gè)偏心輪 直徑為244mm軸端擋板2個(gè)墊圈: 斜墊 : GB8538816 12個(gè) GB8538812 8個(gè) 彈墊 : GB938716 12個(gè) GB938712 24個(gè)V帶A型 4根 L=1000鏈條 GB1243183 16A-154行程開關(guān) LX19121 2個(gè) 如圖行程開關(guān):行程開關(guān)里有常閉,常開兩個(gè)觸頭,我們利用它的常閉、和常開觸頭來對(duì)小車的開關(guān)門進(jìn)行控制,因其開門和關(guān)門時(shí)間各為2.1秒,但為了其更好的工作和提高其開門時(shí)間準(zhǔn)確性,在兩個(gè)偏心輪一側(cè)安裝行程開關(guān),當(dāng)其開門時(shí)間為2.1秒時(shí),偏心輪正好碰著行程開關(guān)動(dòng)作,切斷電源,停止轉(zhuǎn)動(dòng),每個(gè)偏心輪下一個(gè),而關(guān)門時(shí)間動(dòng)作過程和其開門斷電一樣.7.5制動(dòng)器電磁制動(dòng)器TJ2-100 1個(gè)由設(shè)計(jì)公式得 M=Mt-Mf 單位:N/mMt負(fù)載力矩,此處換算到制動(dòng)軸上傳動(dòng)系統(tǒng)慣性力矩(N/m)Mf被換算到制動(dòng)軸上總摩擦阻力力矩。 Mf=FN=0.094010=0.036N/m Mt=T T為驅(qū)動(dòng)軸的轉(zhuǎn)動(dòng)力矩因此選擇TJ2A-200D=100 H=235 n=6 A=120 G=125 e=85 e=65E=160 b=35 i=15 m=50 B=30單位為:mm由于小車在行走過程中,受電動(dòng)的驅(qū)動(dòng),突然電機(jī)斷電的話短時(shí)間內(nèi)可能會(huì)由于運(yùn)動(dòng)受慣性的影響而導(dǎo)致小車?yán)^續(xù)行走,防止小車走過規(guī)定的軌道和達(dá)到設(shè)計(jì)的要求,在驅(qū)動(dòng)電機(jī)的一端裝上TJ2A100的制動(dòng)器.制動(dòng)器為斷電吸合,通電張開,因?yàn)楫?dāng)電機(jī)不帶電時(shí),制動(dòng)器能通過兩邊的停止動(dòng)作,使小車停下,保證達(dá)到工作要求,而小車行走時(shí),兩邊則張開,不阻礙小車行走,也就保障了小車的運(yùn)動(dòng).8箱體的設(shè)計(jì)箱體的壁厚 =9.8mm箱蓋的壁厚 =9.8mm箱座凸緣厚度 b=14.7mm箱蓋凸緣厚度 =14.7mm箱座底凸緣厚度 =24.5mm地腳螺釘直徑 =18.9mm地腳螺釘數(shù)目 n=4軸承旁聯(lián)接螺栓直徑 =0.75=14.2箱蓋與箱座聯(lián)接螺栓直徑 =(0.50.6)=9.4mm聯(lián)接螺栓的間距 L=120mm軸承端蓋螺釘直徑 =(0.40.5)=8.5mm窺視孔蓋螺釘直徑 =(0.30.4)=6.6mm定位銷直徑 =(0.70.8)=7.05mm,至軸承座端距離 =+(812)=50mm大齒輪頂圓與內(nèi)箱壁的距離 11.2=12mm齒輪端面與內(nèi)箱壁距離 2=10mm箱蓋、箱座肋厚 =0.851=7.225mm m =0.85=7.65mm軸承箱蓋外徑 =1.25D+10=1.2590+10=122.5mm軸承端凸緣厚度 t=(11.2) =1.17.92=8.712mm軸承旁聯(lián)結(jié)螺栓距離 S=122.5mm結(jié) 論通過此次的畢業(yè)設(shè)計(jì),我從中受益非淺,使自己深深體會(huì)到了做一項(xiàng)設(shè)計(jì)不是想象的那么簡單。自己親自設(shè)計(jì)了這個(gè)小車,從一開始的資料到不斷的需要去圖書館跑找資料,不僅使自己長了知識(shí)也使我明白了一些道理。開始做設(shè)計(jì)不僅運(yùn)用了我在大學(xué)三年所學(xué)的東西,而且還運(yùn)用了我們從未接觸過的東西,如行程開關(guān),電磁制動(dòng)器等。這次設(shè)計(jì)不僅運(yùn)用了我們所學(xué)的各門科目有機(jī)械設(shè)計(jì)基礎(chǔ),機(jī)械制圖,Auto CAD,還用到了連我自己都沒有想到的工程力學(xué)及金屬工藝等,在學(xué)習(xí)時(shí)都認(rèn)真的學(xué)習(xí)和很好的掌握了,如果不是那樣真不知道該怎么去完成。完成此次設(shè)計(jì)使我明白,設(shè)計(jì)一樣?xùn)|西并不是單一的依靠一門學(xué)科,某種東西,它可能需要多方面的東西,是通過各個(gè)方面的知識(shí)積累以及動(dòng)手實(shí)踐做出來,而絕非憑空想出來的,它是實(shí)實(shí)在在不摻一點(diǎn)水兒的,只有自己掌握了各方面的知識(shí)才能更好的去制造去設(shè)計(jì),使我更加明白不論做什么都要認(rèn)真,一點(diǎn)一滴去積累,踏踏實(shí)實(shí)去做才能慢慢走向成功.致 謝功夫不負(fù)有心人,經(jīng)過兩周緊張而又忙碌的搜集整理和兩周的精心設(shè)計(jì),整整3個(gè)月的時(shí)間總算沒有白費(fèi),我們的畢業(yè)設(shè)計(jì)作品終于有所成效了。此次畢業(yè)設(shè)計(jì)的順利完成,我要大力感謝我們的指導(dǎo)老師XXX老師, X老師從一開始耐心細(xì)致的講解,以及給我們提供一些相關(guān)的材料,我們?cè)诖吮硎敬罅Φ母兄x??梢哉f,沒有X老師這位負(fù)責(zé)的指導(dǎo)老師,我們的畢業(yè)設(shè)計(jì)也不可能這樣順利的完成, X老師不僅從一開始就非常關(guān)注我們的設(shè)計(jì),而且在她很忙的情況下還幫我們指導(dǎo),我們對(duì)此衷心的感謝!同時(shí)還要感謝三年當(dāng)中對(duì)我進(jìn)行教育的各位老師,沒有他們的培養(yǎng)也不可能有今天的我們。通過三年課程的認(rèn)真學(xué)習(xí),使我們?cè)诖嘶A(chǔ)上利用所學(xué)東西順利進(jìn)行并完成了設(shè)計(jì)。 為此,再次感謝我們的指導(dǎo)老師在百忙之中給予我們作品的悉心指點(diǎn)與幫助。感謝她為我們指點(diǎn)迷律、出謀劃策。同時(shí),也感謝我們的這組的成員在這次設(shè)計(jì)中給予我的幫助!謝謝! 參考文獻(xiàn)1新編機(jī)械設(shè)計(jì)師手冊(cè)(上冊(cè)) 徐 明 主編 機(jī)械工業(yè)出版社2.機(jī)械零部件手冊(cè)造型設(shè)計(jì)指導(dǎo) 余夢(mèng)生 吳宗澤 主編 機(jī)械工業(yè)出版社3機(jī)械設(shè)計(jì)基礎(chǔ) 陳立德 主編 高等教育出版社4.機(jī)械設(shè)計(jì)基礎(chǔ)課程設(shè)計(jì)指導(dǎo)書 陳立德 主編 牛玉麗 副編 高等教育出版社5.機(jī)械設(shè)計(jì)通用手冊(cè) 張展 主編 中國勞動(dòng)出版社6.機(jī)械原理及機(jī)械零件 楊黎明 主編 高等教育出版社7.工程力學(xué) 徐廣民 主編 中國鐵道出版社8.新編機(jī)械設(shè)計(jì)基礎(chǔ) 岳優(yōu)蘭 主編 高等教育出版社 33Kuen-Bao Sheu , Tsung-Hua Hsu and low cost. Kinematic analyses and design are achieved to obtain the size of each component of this system. A design example is fabricated and tested. oline motorcycles cause serious environmental pollution in TaiwanC213s cities. The Environ- mental Protection Administration of the ROC has implemented some policies to reduce * Corresponding author. Tel.: +886 05 6315697; fax: +886 05 6321571. E-mail address: kbsheusunws.nfu.edu.tw (K.-B. Sheu). Applied Energy 83 (2006) 959974 APPLIED ENERGY 0306-2619/$ - see front matter C211 2005 Elsevier Ltd. All rights reserved. C211 2005 Elsevier Ltd. All rights reserved. Keywords: Hybrid electric motorcycle; Transmission; CVT 1. Introduction Motorcycles/scooters are a popular mode of transportation in many urban areas of Asia, such as Taiwan because of limited space, short daily trip distance, population density and the easy operation and maintenance of motorcycles. However, the exhausts from gas- Institute of Mechanical and Electro-Mechanical Engineering, National Formosa University, 64 Wunhua Road, Huwei, Yuenlin 63208, Taiwan, ROC Received 30 July 2005; received in revised form 2 October 2005; accepted 8 October 2005 Available online 19 December 2005 Abstract This hybrid power system incorporates a mechanical type rubber V-belt, continuously-variable transmission (CVT) and chain drives to combine power of the two power sources, a gasoline engine and an electric motor. The system uses four dierent modes in order to maximize the performance and reduce emissions: electric-motor mode; engine mode; engine/charging mode; and power mode. The main advantages of this new transmission include the use of only one electric motor/generator and the shift of the operating mode accomplished by the mechanical-type clutches for easy control Design and implementation of a novel hybrid-electric-motorcycle transmission * doi:10.1016/j.apenergy.2005.10.004 960 K.-B. Sheu, T.-H. Hsu / Applied Energy 83 (2006) 959974 air pollution, such as the strict exhaust standards for gasoline vehicles, an electric motor- cycle development action plan, and a subsidy for purchasing electric scooters 1. To facil- itate this, the government and industry have been applying fuel-cell technology to power scooters 25. However, the goal of replacing polluting combustion-engine motorcycles with battery powered ones has not been successful in Taiwan 6. Existing and proposed battery/fuel cell powered motorcycle designs have low performance and are not likely to displace the gasoline motorcycle in the near future 7,8. Another approach to reduce both pollution and get better performance is to utilize a hybrid concept of internal-com- bustion engine and battery at this stage. Over the past few years, hybrid electric vehicles (HEVs), primarily automobiles, have been actively developed and marketed 914. This study considers the design of a hybrid power-transmitting system that is suitable for motorcycles. In 1997, Honda Motors released a hybrid two-wheeler concept in the Tokyo motor show with the key goals of a 60% reduction in CO 2 emission and 2.5 times better fuel-eciency. In this system, a water-cooled 49 cc gasoline engine is packed with a DC brushless electric-motor together driving the rear wheel. The gasoline engine delivers power for high-speed performance and for hill climbing while the electric motor engages for low-speed cruising. In 1999, AVL Company proposed a hybrid system that used a 50 cc carburetted lean-burn two-stroke engine with a 0.75 kW electric motor mounted on the engine crankshaft mainly to provide increased torque during acceleration 15. Matsuto and Wachigai also proposed a motorcycle hybrid-drive system 1618. The main components of this system consists of the two power sources of an engine and an electric motor, a traction drive continuously-variable transmission (CVT), a final reduction drive and three clutches. The transmission shaft and the electric motor shaft are coaxial in series in the longitudinal direction of the vehicular body and in parallel with the crank shaft of the engine. Traditionally, the transmission devices used for motorcycles are divided into two cate- gories: (1) stepped transmission devices, that work by alternating the gear drives, and (2) CVTs, that transmit power by using a rubber V-shaped belt. Advantages of the rubber V-belt CVTs include smoother-speed characteristics, adequate speed ratio, a simpler mech- anism, low cost, less maintenance, etc. However, the mechanical eciency of the mechan- ical-type rubber V-belt CVT is quite low, especially, at the instant of speed ratio change with frequent stops 19,20. This paper presents a novel hybrid electric motorcycle transmission whose primary fea- ture is a mechanical type rubber V-belt CVT and chain drives to combine the power of two power sources, a gasoline engine and an electric motor. The hybrid power system is to run the electric motor at start-up and during low speeds, so that the emissions in urban areas are limited. As the vehicle speed increases to and passes a medium speed, the engine power is transmitted to the rubber V-belt CVT driving the vehicle. This combination can avoid the low-eciency regions of the CVT and retain good handling. This paper begins with a description of the hybrid-electric transmission and proceeds with a kinematic analysis and design to obtain the size of each component of this system. Finally, the prototype of this new design is fabricated and tested. 2. Parallel hybrid transmission Traditionally, HEVs for the automotive industries were classified into two types, series hybrid and parallel hybrid. With the recent developments of HEVs, they can now be cat- egorized in four kinds: series hybrid, parallel hybrid, seriesparallel hybrid, and complex hybrid 21. A series HEV uses the engine driving force after converting it into electricity via a generator. In a parallel hybrid, two power sources such as an engine and an electric motor are used to drive the vehicle simultaneously. The seriesparallel HEV is a combina- tion of both the series and parallel hybrid systems. In addition, a complex hybrid system involves a complex configuration which cannot be categorized into the above three types. As shown in Fig. 1, the proposed motorcycle hybrid system, a parallel hybrid, consists of a gasoline engine, an electric motor, a transmission, a power inverter, and an electronic con- troller. The transmission connects the engine, the electric motor, and the rear wheel of the motorcycle 22. The transmission is made up of a mechanical type rubber V-belt CVT with a shoe-type centrifugal clutch (engine clutch), two chain drives with two one-way clutches, and a final drive consisting of two gear-pairs. The electric motor can function as an electric motor or a generator, according to the driving condition and battery power levels. The electronic controller receives commands from the driver and feedback signals from sensors to select the operating mode and to decide how much power is needed to drive the wheels and how much to charge the battery. K.-B. Sheu, T.-H. Hsu / Applied Energy 83 (2006) 959974 961 The proposed hybrid power system can operate in four dierent modes to maximize the performance and reduce emissions: (1) electric motor mode; (2) engine modes 1 and 2; (3) engine/charging mode; and (4) power mode. (1) Electric motor mode As in start-up or low-speed situation, the electric motor converts chemical energy stored in the battery to drive the motorcycle while the gasoline engine is shut down to reduce emissions. As shown in Fig. 1, the electric motor transmits power via the chain drive 2 and the final drive alone powers the motorcycle by engaging the one-way clutch 2, whereas the one-way clutch 1 and engine clutch are disengaged. (2) Engine mode 1 and mode 2 During moderate and high speeds, the engine clutch is disengaged and both the one- way clutches 1 and 2 are engaged to operate the engine mode 1. Here, the engine alone drives the motorcycle via the chain drive 1 and 2 and through the final drive. As the engine speed increased, the engine clutch engaged and the one-way clutch 2 is automatically V-belt CVT Chain drive 2 Final drive One-way clutch 1 Motorcycle Engine clutch Battery Controller Inverter Operator commands Feed-back signals Engine Motor/ Generator Chain drive 1 One-way clutch 2 Fig. 1. Schematic diagram of the hybrid-electric motorcycle transmission. the chain drive is 962 K.-B. Sheu, T.-H. Hsu / Applied Energy 83 (2006) 959974 r c x cn =x cr Z cr =Z cn ; 1 where x cr (x cn )andZ cr (Z cn ) denote the angular speed and the number of teeth on the input (output) sprocket of the chain drive, respectively. The final drive assembly consists of two gear pairs. The speed ratio of the final drive is r f Z f1 C2Z f3 =Z f2 C2Z f4 ; 2 where Z f1 , Z f2 , Z f3 , and Z f4 are the numbers of teeth on the four gears of the final drive, respectively. 3.2. Speed ratio of the CVT The mechanical-type CVT used here operates by a speed-sensing pulley as the driver and a torque-sensing pulley as the driver jointed by a rubber V-belt. The driver consists of a movable flange, a fixed flange, and several centrifugal rollers (see Fig. 3(a) and the driven components consist of a movable flange, a fixed flange, a torsioncompression spring, and a torque-sensing mechanism (see Fig. 2). There is an axial force and torque acting on the driver and driven pulleys, respectively. The force balance between both the force acting on the driver and driven pulleys determines the actual speed-ratio of disengaged. Here, the engine alone drives the motorcycle through the rubber V-belt CVT and the final drive to operate the engine mode 2. If a higher speed of the shift point from the electric motor mode to the engine mode is selected, the engine mode 1 can be automat- ically discontinued. In addition, since the engine and the electric motor output shaft are coupled with chain drive 1, the electric motor can be switched into a neutral mode to allow the electric motor output shaft to spin freely. (3) Engine/charging mode During moderate or high-speed cruising, both the engine clutch and one-way clutch 1 are engaged and the one-way clutch 2 is disengaged. Part of the engine power is transmit- ted to the motorcycle through the rubber V-belt CVT and the final drive, and the other part to the electric motor via the chain drive 1 and one-way clutch 1. If the battery power is low, the electric motor is switched into the generator mode for charging the battery. Since the engine can be operating under high-load conditions, by reducing the low-load driving time in this operating mode, the hybrid system has less fuel consumption. (4) Power mode When climbing hills, the motorcycle is operated in a power mode. Here, the electric motor power via the one-way clutch 2 and the engine power through the rubber V-belt CVT are coupled together to drive the motorcycle simultaneously. 3. Kinematic analysis and design 3.1. Speed ratio of the chain drive and final drive The speed ratio is defined as the ratio of the output to the input link speeds. The trans- mission mechanism here uses two chain drives and a final drive assembly. The chain drive consists of an input and output sprocket connected with a silent chain. The speed ratio of the CVT in a running situation. There have been numerous analyses of the mechanical- K.-B. Sheu, T.-H. Hsu / Applied Energy 83 (2006) 959974 963 type CVTs 2328. Here, we utilize the results of Sheu et al. 28 with some modification to analyze the CVT of the hybrid-electric motorcycle transmission. The axial force acting on the movable flange of the driver and driven pulley depends on the engine speed and the external load of the motorcycle, respectively. The external load F road results from rolling force, wind force, the inclination force and acceleration force as F road l r W coshC n V 2 W sinhW DWa=g; 3 where V = R w x w represents the vehicle speed, in which R w is the driver wheel radius and x w output speed; W is the total weight of the vehicle and people; DW is the equivalent vehicle weight; l r is the rolling friction coecient; C n is the equivalent drag-coecient; a is the instantaneous acceleration of the vehicle; h is the angle of slope, and g is the gravity acceleration. Letting g f be the mechanical eciency of the final drive, the torque acting on the driven pulley of the CVT can be written as T vn F road R w r f 4 Fig. 2. Drive pulley of the rubber V-belt CVT. g f and the belt tension dierence (F 1 C0 F 2 ) can be expressed as F 1 C0F 2 T vn R n ; 5 where R n is the pitch diameter of the driven pulley. Referring to Fig. 2, the driven pulley has a movable flange that can slide axially along the shaft. Vehicle load on the driven shaft is converted to an axial force on the belt in the groove by the helical cam. Based on the force equilibrium acting on the movable flange by the torsioncompression spring F s and the force F hc , due to the vehicle load acting on the helical cam, the axial force of the driven pulley F vn , operating at an impending opening condition of a pitch diameter D n and belt tension dierence, can be expressed as F vn F hc C0F s D n D a C2 F 1 C0F 2 2 C2 cosbC0l a sinb sinbl a cosb F p K n D n0 C0D n tana=2; 6 where b is the angle between the helical cam surface of the torque-sensing mechanism and the shaft centerline; D a is the diameter of the helical cam; D n0 is the minimum pith diam- eter of the driven pulley; F p is the compression preload of the torsioncompression spring; K n is the spring rate of the torsioncompression spring; a is the groove angle of the pulley; and l a is the coecient of friction on the helical cam. For the axial force of the driver pulley, as seen in Fig. 3(b), based on the force equilib- rium, the axial force of the movable flange of the driver pulley acted on by the centrifugal roller can be derived as F cl my m x 2 e coscl h sinc sincC0l h cosc C16C17 sindl b sind cosdC0l b sind C16C17; 7 where l b and l h denote the coecients of friction between the roller and the roller back contact plate and the roller housing, respectively; m is the total mass of the centrifugal roll- er; d is the angle between the roller back contact plate and the perpendicular to shaft cen- terline; c is the contact angle of the housing and the centrifugal roller; and x e is the input angular velocity of the driver pulley. The distance between the center of the roller and the 964 K.-B. Sheu, T.-H. Hsu / Applied Energy 83 (2006) 959974 Fig. 3. Drive pulley of the rubber V-belt CVT. (a) Layout of the CVT drive pulley. (b) Control parameters of the CVT drive pulley. shaft centerline y m can be expressed as y m = y m0 C0 S m cosd, where y m0 is the location of the roller at zero rpm. The housing and centrifugal roller contact angle c is related to the location of the cen- trifugal roller, as expressed by cosc R m C0y off C0S m cosd qC0R m ; 8 where q is the radius of curvature of the roller housing, R m is the radius of the centrifugal roller, y o is the distance between the center point of the roller housing and the shaft sur- face, and S m is the travel of the roller along the roller center point. In addition, the axial displacement of the movable flange S r can be expressed as S r qC0R m 2 C0R m y off 2 q C0 q C0R m 2 C0R m y off S m cosd 2 q S m sind D r C0D r min tan a 2 ; 9 where D r is the pitch diameter of the driver pulley and a is the groove angle of the pulley. Substituting Eq. (9) into Eq. (8), the housing and centrifugal roller contact angle can be obtained. When the driver and driven pulley are combined in a drive, the axial force applied to the belt by the driven pulley is transmitted to the driver pulley. The equations that relate the belt tension and axial force of the driver pulley F vr and the driven pulley F vn are 23 F vr F 1 h r 2 1C0ltana=2 ltana=2 C20C21 ; 10 F vn F 1 C0F 2 cosa=2C0lsin/sina=2 2lcos/ C20C21 ; 11 F 1 F 2 exp lh n con/ lsin/cosa=2sina=2 C20C21 ; 12 where h r is the belt wrap angle on the driver pulley, h n is the belt wrap angle on the driven pulley,F 1 andF 2 arethebelttensionofthetightsideandslackside,listhecoecientoffric- tionbetweenthebeltandpulley,/isthefrictionangle,andaisthegrooveangleofthepulley. From Eqs. (5) and (6), the axial force of the driven pulley F vn and the belt tension dif- ference (F 1 C0 F 2 ) are given, and substituting Eqs. (11) and (12), the belt tension of the tight side and slack side can be determined as F 1 F 1 C0F 2 1C01=F 1 =F 2 ; 13 F 2 F 1 C0F 1 C0F 2 . 14 For a given F 1 , the axial force F vr of the driver pulley provided by the belt can be deter- mined from Eq. (10). When the axial force F vr of the driver pulley provided by the belt and the axial force F cl of the driver pulley supplied by the centrifugal roller are balanced, the drive is operated at a steady-state condition. The speed ratio r cvt of the CVT can be determined from the ratio of the diameters of the driver pulley D r and driven pulley D n . A computer program for analyzing and designing the mechanical-type CVT can be developed based on the design procedure described above. Fig. 4 shows the operating characteristics between simulations with the presented model and measurements carried K.-B. Sheu, T.-H. Hsu / Applied Energy 83 (2006) 959974 965 out with an existing 125 cc gasoline-engine scooter. The solid lines and symbols represent the analytical and experimental results, respectively, as the driving forces under the run- ning conditions of a steady speed on a flat-level road. The coecients of friction of the CVT used in the simulation program are 25: l a = 0.2, l = 0.45, and l b (l h ) = 0.05: the parameters of the driving forces are l r = 0.01, W = 170 kg, h =0C176, a = 0, and C n = 0.37. This existing transmission is tested on a test stand, as shown in Section 4. The analytical and experimental results for the operating characteristics of the existing 125 cc gasoline scooter are generally in good agreement. Therefore, this model can be used to develop the computer program for analyzing and designing the mechanical-type CVT of the hybrid-electric motorcycle transmission. 3.3. The speed ratio of the hybrid-power system (1) Electric-motor mode In this, the one-way clutch 2 engaged, whereas the one-way clutch 1 and engine clutch are disengaged. The electric motor power via the chain drive 2 and the final drive alone drives the motorcycle. Letting r c2 and r f be the speed ratio of the chain drive 2 and final 966 K.-B. Sheu, T.-H. Hsu / Applied Energy 83 (2006) 959974 drive, the speed ratio of this mode is r M r c2 C2r f . 15 (2) Engine mode 1 and mode 2 In the engine mode 1, the engine clutch is disengaged and both the one-way clutches 1 and 2 are engaged. The engine alone drives the motorcycle via the chain drives 1 and 2 and through the final drive. The speed ratio of the engine mode 1 can be written as r E1 r c1 C2r c2 C2r f ; 16 where r c1 denotes the speed ratio of the chain drive 1. In the engine mode 2, the engine clutch is engaged and the one-way clutch 2 is automatically disengaged. The engine alone drives the motorcycle through the V-belt CVT and the final drive. Letting r cvt be the speed ratio of the CVT, the speed ratio of the engine mode 2 is r E2 r cvt C2r f . 17 0 10 20 30 40 50 60 70 80 90 100 9000 8000 7000 6000 5000 4000 3000 2000 1000 0 Measured Simulation A 125cc gas-engine scooter running on flat level road (r cvt ) max(r cvt ) min Engine speed (rpm) Vehicle speed (km/hr) Fig. 4. Operating characteristics of a 125 cc gasoline-engine scooter. 4. Design examples 4.1. Prototype development The minimum speed ratio of a transmission system aects the start-up acceleration. In the electric motor mode of the hybrid power system, for the given output torque of the electric motor T M and the total eciency g M in this mode, the traction force F rear of the motorcycle can be calculated as F rear T M g M r M R w . 20
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