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平衡重式电动叉车总体设计及工作装置设计,平衡,电动叉车,总体,设计,工作,装置
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Xxx大学本科生毕业设计姓 名： XXX 学 号： XXXXX 学 院： XXXXXXXXX 专 业： XXXXXXXXXX 设计题目： XXXXXXX 专 题： 指导教师： XXXX 职 称： 教授 2015 年 5 月 摘 要叉车具有装卸和搬运功能，机动灵活，能适应多变的装卸搬运要求，普遍适用于港口、车站、货场、车间、仓库、油田及机场等处，还可以进入船舱和集装箱内进行装卸作业，除此之外，还广泛应用于军事部门和特殊防爆部门，有的车辆可无人驾驶，到人员不断接近的地方工作适用于柔性加工系统，总之，随着物流技术的不断发展和工业化水平的提高，叉车使用范围将日益扩大，成为一种产量与品种很多的装卸搬运机械。本叉车是参照市场上已有产品大连6113BG型10吨叉车设计，基本参数与相近，最大载重量也为10吨，本设计主要设计了变速箱、起降油缸、差速器、货叉前端，其中货叉前端档块为创新点。现代叉车技术发展的主要趋势是充分考虑舒适性、安全可靠性和可维护性 ,产品专业化、系列多样化,大量应用新技术,完善操控系统,重视节能和环保 ,全面提升产品的性能和品质。通过对国际国内叉车造型设计的现状分析，运用工业设计的理论和方法，研究了叉车造型设计的要素及设计原则：造型要求简洁明快、线条流畅，以体现车身的力度感与坚实稳重的感；色彩力求单纯，给人以轻松、愉悦的感觉，主色调以明度较高的黄 色、橙色为宜；车身前后左右要求有宽大的玻璃，仪表具有良好的可读性。研究结果对叉车设计具有重要的实际指导意义。关键词：叉车； 三轴式； 滑移直齿轮变速； 紧凑ABSTRACTForklifts can do handing works,and can flexibility to adapt to changing of handing requirements,and generally applicable to ports,railway stations,freight yard,workshops,warehouses,oil fields and the airport and places,and forklifts could still enter the cabin and container handing operations within.In addition,forklifts are alseo widely used in military and special explosionproof sector,some vehicles will be unmanned,that officers should hot work in places close to or for Flexible Manufacturing Systerm.In short, as the logistics and technological development and the enhancement of the level of industrialization,the use of fork lifts will be expanding ,and it will become a yield varieties with a lot of material handing machinery.The forklift is based produces already on the market in Dalian 6113 BG-10-ton forklift design,the basit parameters was similar,for the largest load of 10 tons.The main degin of the design is the transmission, Other parts only briefly describes or do not given the design.Within this total,the transmission of three-axis,gearbex,sliding gear transmission,simple and compact structure,by the same agencies to achieve a variable speed transmission and reverse operation.The major trend ofmodern technology developmentof the fork truck is to be fully in consideration of the friendly operation, the reliability, the safety, the goodmaintenance, the specialization, the series, and the diversificat, and to adopt new technology, to improve steering system, and to focuson energy saving and environmentprotection in order to promote the trucks capacity and quality.Based on the analysis of current status of international and domestic forklift truck form design， the key elements and design principles in forklift truck form design was researched using industriM design theory and methodology：It Was put forward that the form offorklift truck should be simple and lively tll smooth lines in order to convey the sense of strength and steadiness；the color strives simplicity to make people feel pleasant and light mainly usingtones ofyeHow and orange；there shouldbe big ass atthefrontand back oftrucks；thein struments should be easy to readThe research results provided practical reference for forklift truck designKeywords： fork truck; 3-axis; sliding gear transmission; compact 目 录1 绪论1.1 国内叉车外观造型设计的现状1.2 国际叉车外观造型设计的现状1.3 叉车造型设计几个方面1.4 叉车技术的发展趋势1.5 叉车在特殊条件下的应用 2叉车设计总体方案2.1 设计总体方案确定12.1.1 方案的制定原则2.1.2 设计方案的规划 2.1.3 方案设计内容总结 2.2 叉车发动机的选择2.2.1 发动机基本型式的选择2.2.2 发动机主要性能指标的选择3 变速箱设计3.1 变速箱的构造和原理3.2 变速箱的结构方案图3.3 变速箱主要参数的选择3.3.1 变速箱挂慢速档时参数选择3.3.2 变速箱挂快速档时参数选择3.3.3 变速箱挂倒档时参数选择3.3.4 中心距确定3.3.5 齿轮模数确定3.3.6 齿数分配3.3.7 齿轮其他基本几何参数与结构图3.3.8 主要零件的计算3.4 齿轮公差组的确定3.5 轴的结够设计及强度计算3.5.1 第一轴的结够设计及强度计算3.5.2 中间轴的结够设计及强度计算3.6 轴承的选择与校核3.7 键的选择与校核3.8 确定箱体的基本参数 4 差速器设计4.1 差速器的类型及选择 4.2 差速器齿轮设计4.2.1 齿轮主要参数选择 4.2.2 几何参数的计算4.2.3 行星齿轮轴直径及支撑长度确定4.3 齿轮强度计算 4.4 主减速器齿轮几何尺寸计算5 液压驱动与控制系统的设计5.1 驱动马达的选择5.2 举升液压缸的计算 5.2.1 液压缸主要尺寸的确定 5.2.2 液压缸的结构设计 5.3 货叉前端液压缸设计5.4 驱动方案的选择 5.5 驱动方案的确定6 液压系统的常见问题及解决措施 结论 参考文献 附录1 叉车总图 翻译部分英文原文 中文译文 致谢 编号：（ ）字 号XXX毕业设计叉车设计 xxxxxx xxxxxxxx xxxxxxxx题目： 姓名： 学号： 班级： 2015年5月xxx毕业设计 第10页英文原文Boom timeAhealthy market means that underground truck and LHD markers are enjoying high order levels, with new models and technology also coming .in the LHD sector, several new models are already on the market from firms including EJC, Fermel, Rham Equipment and Schopf (WME Oct & Nov 2004), while Atlas Copco intends to launch at least one new design in 2005 possibly an St14.But it is the truck sector that is the most active right now with renewed emphasis on power to weight ratios right through the payload range The latest models are taking advantage of advances in diesel technology by fitting more powerful engines and allowing better speeds on steep ramp hauls .The impact of this is significant, as higher speeds mean lower cycle times and offer major gains in productivity, even allowing reductions in fleet sizes.At the top of the payload scale competition is now particularly fierce. Sandvik Tamrock is certainly pushing the boundaries with its Toro 60, a three axle truck with a rigid chassis and a 60 tonne capacity. This Cummins-powered truck offers a good power to weight ratio and a payload advantage over Caterpillars AD55 and atlas Copos MT5010 that Sandvik Tamrock says should allow mines to trim fleet size, especially over longer ramp hauls. sandvik Tamrock expects the Toro 60 to take back some of the market claimed by Cats successful AD55,with its 55 tonne payload. However Atlas Copco is fighting back against both Caterpillar and Sandvik tamrock with yet another upgrade to its MT5010 truck, providing a power increase from 488-597kw/650-800hp. The new Cummins Qsk19 diesel boosts the MT5010s power to weight ratio from 5.27-6.5kw/tonne, allowing it to reclaim ground over the AD55 and Toro60, despite their larger payload. Atlse Copco also says that driveline problems which afflicted earlier truck designs have long since been eliminated. The company points out that MT5010 is a successful design with units operating I Australia recording speeds of 14kph on 1:10 ramps, despite having 23,000 hours on the clock. Evaluating which of these three trucks offers the highest productivity could only be achieved by detailed study(and perhaps require testing), possibly with a different result depending on the nature of the specific mining application. The revised MT5010 has a higher power to weight ratio than either the AD55 or the Toro 60 but these trucks have bigger payloads of 55 and 60 tonnes respectively. The machine that best suits a given mining operation may be due to a number of basic factors such as haul distance and ramp gradient as well as ventilation infrastructure, ambient temperature and even material type. Overall though the customer will be the winner, with the latest large Atlas Copco, Caterpillar and Sandvik Tamrock trucks all offering much better productivity and reliability than was ever available to the 50+tonne class before.The same dort of power to weight ratio gains can be seen further down the truck payload range. Atlas Copco, Caterpillar, Dux, EJC, MTI and Zanam legmet have all fitted more powerful diesels to trucks with payloads in the 12-30tonne range,with similar benefits to those seen at the top of the capacity scale. For example, one Canadian mine replaced its earlier generation 16 and 17 tonners with newer 20 tonners,which offer short travel times on ramp, despite their increased payload and this has resulted in a substantial productivity gain overall. That the new generation of engines produce more power from similar outer dimensions is important, as they give a better payload/litre of fuel burned. However the cleaner emissions have added benefits, with cost advantages to mine ventilation requirements.In general, the new small-mid sized trucks themselves are externally similar to previous models, but are fitted with stronger drivetrains and axles to cope with the additional power (WME Oct2004&WME Nov 2004). Small detail changes like extended oil life or filters with replaceable elements make identifiable benefits to service costs. While the basic designs of these updated trucks remains similar, the better drivelines and new generation diesels mean that the machines require less maintenance are more reliable and are considerably cheaper to run.Self-driveAutomation is still on the agenda with regard to LHDs and trucks, with the many benefits being shown at those mines that have taken the plunge and opted for this technology. These is still progress to be made with regard to orders but Caterpillar and Sandvilk Tamrock are both pushing hard to sign up customers for their LHD(and truck)automation systems, MINEGEM and Automine respectively. At the moment only Codelco is using the full Automine automation system at the Pipa Norte and Diablo Regimiento zones of its EITeniente copper mine in Chile. But DeBeers and Sandvik TAmrock are developing a system for the Finsch mine in South Africa. And while Caterpillar has yet to notch up a commercial sale for MINEGEM, the technology is being used for production at the northparkes and Olympic Dam mines in Australia.There are a lot of similarities in the way MINEGEM and Automine work, with laser equipment mounted onboard the LHDs. These scan the tunnels ahead of the machines as they tram, picking up changes in the tunnel profile and allowing the machine to recognize its position in milliseconds. The lasers update tunnel maps continuously to, resulting in large volumes of date shuttling back and forth constantly. Cats MINEGEM system operates on a wireless LAN infrastructure with an 11 Mbps capacity. Sandvik TAmrocks Automine system requires similar broadband communicational capabilities. Both MINEGEM and Automine are controlled by conventional and readily available computing hardware, while a good deal of the components is standard off-the-shelf items selected for their ability to cope with the tough mining cycle. With these technologies, one operator can supervise the running of up to three LHDs that run more or less autonomously, with the only manual input being for the bucket loading part of their operating cycle. Caterpilliars MINEGEM is a package built up of several layers and this allows customers to select the separate components they require. The tactical layer of MINEGEM provides automatic steering for an LHD and prevents it from colliding with the walls of the tunnel or against other vehicles. The operator fills the bucket and selects forward or reverse, with the system providing automated tramming and bucket dumping. The strategic layer is more complex as this integrates the operation of up to three LHDs, oversees their operation and has higher level planning capabilities. It is the strategic layer that is in chare of traffic control functions, so that multiple cycles can be scriptedfor blending ores from different drawpoints for instance, with the overall benefit of increasing production efficiency.Safety is improved as the operators can be situated away from where the machines are running (they dont even have to be in the mine at all and in theory, could be sitting in an office on the other side of the world). Moreover, the machines require less maintenance and have lower running costs as gearchanges are made at optimum times, engines are not over-revved, there is less wheel-spin and the risk from collisions with tunnel walls of other machines is all but eliminated.However, the complete Automine and MINEGEM technologies are not inexpensive and suit applications in purpose-built mine areas (or even mines).The automated equipment runs in parts of the mine that are separated from other operations and with personnel access carefully controlled. There are however comparatively few large(and/or new)mines with the sort of block caving or sublevel caving applications that best suit this sophisticated full automation technology and can justify the investment. As a result, Caterpilliar and Sandvik Tamrock (separately) identified a need for less sophisticated systems that offer many of the same operating benefits, while being substantially less costly. By opting for just the tactical layer of MINEGEM (called Co-Pilot), a mining firm can introduce an effective and comparatively low-cost technology for single LHD automation. And CO-Pilot comes with a manual over-ride, allowing it to be used as a conventional remote control if/when required. In this respect, Sandvik Tamrock has a broadly similar product in the shape of its Automate system, which is also designed for single LHD automate and has equivalent control specifications.With Automation or Co-Pilot, mines can introduce single LHD automation into applications where conventional remote control systems are used at present. The advantage of this is that single machines can benefit from the automated tramming, without the expense of the complete machine automation package(or the inherent changes to infrastructure and mine layout). Both Caterpilliar and Sandvik Tamrock point out that this technology has huge potential with firms using conventional remote control and will be of particular benefit at mines with high incidences LHD collision damage. And, as anyone who has ever operated a radio-controlled car can attest, it can be difficult to judge distances between a moving machine and its surroundings from a distance. The single automation equipment will take away this risk of collisions and make substantial reductions in machine downtime and repairs, as well as boosting productivity. A study commissioned by Caterpillar from Australian body STEM shows that replacing conventional remote controls with simpler single LHD systems would provide payback times of three years(and even less in some instances), while providing productivity gains of up to 37%.For the moment, mining firms seem reluctant to invest in full LHD automation due to the expense and complexity of the technology. But with the production and cost benefits offered by Cats MINEGEM Co-Pilot and Sandvik Tamrocks Automate system for single LHD automation in existing mines, that situation could well change soon.Russian firm MOaZ builds two underground trucks, the 7405-9586 for narrow operating conditions and the more conventional 7529, both of which have 22 tonne payloads. The 7405-9586 weighs 19.5 tonnes unladen, has a canopy as standard, is powered by a JMZ-238KM2 diesel rated at 140kw and measures 2.9m wide for use in narrow access areas. As this model has 2WD it can cope with 9maximum slopes and best suits flat hauls or tunneling applications, offering a maximum speed of 40 kph. The 7529, weighs 24 tonnes unladen, features 4WD and has a more powerful JMZ-238BN2 engine delivering 190 kw, allowing use on steeper ramps. This machine also has a top speed of 40 kph and is equipped with an enclosed cab as standard. Both the 7405-9586 and 7529 trucks can be fitted with Deutz engines if required.German firm Paus built two tractors for Kali & Salz that tow pallets on trailers using a gooseneck connection. The vehicles are powered by 176 kw Deutz BF6M1013 engines. These offer payloads of up to 30 tonnes and are used to carry equipment, spare parts and materials underground, though product haulage is still by truck. Paus also has a number of loaders now operating at mines in Russia, with a number of engineering coming in a well from Australia. These are from engineering firms carrying out feasibility studies and are not expected become equipment orders immediately, but the firm is confident that these will translate into actual deals. The company adds that it is now receiving interest in the novel undercutting type machines, of which it built 15 units for operations in Belarus. In addition, Paus is building a number of ditch cleaning machines for Norilsk Nickel in Russia. These are based around a small mine locomotive, with an excavator boom that allows the machine t clear the dewatering ditches running alongside the tracks.中文译文风靡时期良好的市场意味着地下卡车和LHD制造者正在享有一流的水平，同时新模式和技术不断涌向市场。在LHD行业，来自EJC，FERMEL，RHAM EQUIPMENT和SCHOPF公司的新模式已出现在市场上，与此同时，ATLAS COPCO公司预计最迟在2005年开始从事一种新型设计-ST14。但是，在卡车行业，现在最活跃的事情是重新重视功重比和有效载荷的变化。最新模式通过安装更大功率的发动机和允许在陡的斜坡行程中有较好的运行速度，充分利用了柴油机在技术上的发展。这种作用是显著的，速度愈高意味着循环周期愈短，获得的生产效率愈高，甚至允许减小规模。在有效载荷极限方面的竞争，现在是特别的激烈。SANDVIK TAMROCK正推出TORO60、三轴带有固定底座和容量60T的卡车，这种功率的卡车，可以提供比CATERPILLAR公司AD55和ATLAS公司的MT5010更好的功重比，以至于SANDVIL TAMROCK公司说这种设备允许矿井改变它的规模，特别是长的斜坡行程的地方。SANDVIK TAMROCK 期望TORO60可以夺回由有效载荷是55T的CAT公司的有成效的AD55占领的市场，然而，ATLAS COPCO公司用另一种改进型的可提供功率488-597KW/650-800HP变化范围的MT5010卡车同CATERPILLAR 和SANDVIK TAMROCK两家公司作斗争。新型QSK19柴油机使MT5010的功重比从5.27KW/T增加到6.5KW/T，这使它重新获得由AD55和TORO60占领的市场，ATLAS COPCO公司说尽管AD55和TORO60有很大的有效载荷，但困扰卡车设计者的路线问题，很长时间才被消除。根据在澳大利亚的 速度14KPH 1：10斜坡上的单元操作，公司指出，MT5010是一项非常成功的设计，尽管耗时23000H。对这三种卡车，哪种能提供更高的生产率的评估，只有通过细节的研究才能实现，不同的结果依赖于特定矿井应用的性质。虽然AD55有55T的有效载荷和TORO60有60T的有效载荷，但与AD55和TORO60相比，改进型MT5010有更高的功重比。某种机器最适用于某种给定的矿井操作可能是因为一些基本因素，比如：行程距离、坡度、通风设施、周围环境的温度，甚至材料类型。不过总体上说，顾客是赢家，与以前的50T级可获得的生产率和可靠度相比，最新大型的ATLAS 、COPCO CATERPILLAR 和 SANDVIK TAMROCK公司生产的卡车全都可以提供更好的生产率和可靠度。卡车有效载荷变化不久，同种功重比的获得即可看到。ATLAS COPCOC、ATERPILLAR、 DUX、EJC、MTI和ZANAM LEGMET 公司安装更大功率的柴油机在卡车上，这允许有效载荷在12-30T范围内变化，类似成效在容量范围上也能看到。例如，一加拿大矿井，用新型20T取代了它早期的16T-17T，它在斜坡上费时较短，尽管只增加了有效载荷，但大体上仍提高了生产率。与同表面尺寸的发电机相比，新一代发电机提供更大的功率是重要的，因为燃料燃烧时，它们能给更多的能量。不管怎样，排放物愈清洁，利润愈高，通风设施成本愈低。一般来说，新中小型卡车表面上类似于以往的模式，只是安装了更坚固的驾驶装置和便于应付额外功率的轴。一些小细节的改变，如增加汽油的寿命或取代过滤器，可以识别对服务成本的优势。这些更新过的卡车的基本设计仍保持类似性，好的路线和新一代柴油机意味着机器需要较少的维修，拥有更高的可信赖度和相当低的运行成本。自动驾驶对于LHD和卡车来说，自动化一直是重要事情，对于这项技术已有许多优势呈现在那些矿业面前等待他们做出决定和选择。定单一直在增加，尽管如此，CATERPILLAR和SANDVIK TAMROCK两家公司一直对为了他们各自的自动化系统、MINEGEM和自动采矿的签约顾客施压。此时此刻，仅CODELCO公司正在应用全自动系统，在CHILE的EITENIENTE矿的PIPA NORTE 和DIABLE REGIMENTO区域。但是DEBEERS 和SANDVIK TAMROCK 公司正在为了在南非的FINSCH矿井应用而研发一种新的系统。此时，CATERPILLAR公司已获得MINEGEM的商业化买卖权，此技术正在应用于澳大利亚的NORTHPARKES和OLYMPIC DAM矿井中。MINEGEM和AUTOMATE之间有许多类似的地方，在LHD上都安装有激光装置。当卡车运行时，这些激光装置可以扫描机器前面的隧道，接收隧道侧面轮廓的变化，然后允许在几秒内对它的位置做出辨别。激光装置根据连续前进后退所得大量的数据更新隧道地图。CATERPILLAR公司的MINEGEM系统运行于容量是11MPS的无线LAN基本设施上。SANDVIK TAMROCK公司的自动采矿系统需要广泛
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