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关键词：: 履带拖拉机中央传动转向离合器离合器设计课程毕业设计 352履带拖拉机的中央传动及转向离合器设计

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履带拖拉机（中央传动及转向离合器设计）

352履带拖拉机的中央传动及转向离合器设计【优秀转向离合器课程毕业设计含4张CAD图纸】

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电力机车简介--文献翻译.doc

目录.doc

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转向离合器总成.dwg

任务书

设计（论文）题目352履带拖拉机（中央传动及转向离合器设计）

主要研

究课题主要研究352履带拖拉机中央传动及转向离合器基本结构与设计方法。参照国内外拖拉机中央传动及转向离合器的基本参数，查阅有关资料，完成352履带拖拉机中央传动及转向离合器的性能计算与基本结构设计。

主要技术指标（或研究目标）

352履带拖拉机的基本参数：发动机功率25.8Kw，发动机转速2000r/min，整机速度范围2～10Km/h，整机使用重量3.5t，履带板节距125mm。

完成中央传动及转向离合器的设计计算，绘制中央传动及转向离合器装配图，完成总和不少于3张零号图纸的结构设计图、装配图和零件图，其中应包括计算机绘制的具有中等难度的1号图纸一张以上。

按要求格式独立撰写不少于12000字的设计说明书，全部用计算机打印（编排要求到河南科技大学网站查：毕业设计说明书（论文）的格式规定），查阅与课题相关的文献资料15篇以上，应有中英文摘要，独立完成10000以上印刷符号的外语译文。

进度计划（5周）调研，搜集、分析资料；

（6周）全组集体讨论，制定、确定总体方案；

（7-10周）完成主要总图设计；

（11-14周）完成零、部件图设计说明书；

（15周）整理图纸及全部设计文件，最后交卷；

（16周）审核、互审评阅设计；

（17周）答辩，评定成绩。

352履带拖拉机（中央传动及转向离合器设计）

摘要

中央传动用来增加传动系的传动比,以达到减速增扭的目的,通常还用来改变转矩的传递方向,使转矩从纵置的变速箱输出轴传递给横置的中央传动两侧输出轴。

中央传动应有适当的传动比,以保证拖拉机具有良好的牵引性与经济性;结构应紧凑,以减小后桥尺寸和和质量,保证后桥有足够的离地间隙；齿轮装置应有足够的承载能力和支承刚度,如系锥齿轮副,则还应便于调整。

中央传动的齿轮形式目前主要有圆柱齿轮和圆锥齿轮。圆柱齿轮结构简单,加工较容易,在传动时不致产生轴向力。但仅适用于采用横置变速箱的拖拉机。而圆锥齿轮应用则较为广泛。

履带拖拉机在行使过程中，需要经常改变行驶方向，这就需要有一套能够按照司机意志来改变或恢复拖拉机行驶方向的专设机构，它将司机踩下转向离合器踏板的动作转变为车轮的偏转动作，这就是所谓的转向系统。转向性能是保证车辆安全，减轻驾驶员劳动强度和提高作业效率的重要因素。

转向离合器转向系统由于构造简单，制造方便，维修容易，在拖拉机上广泛采用。它具有转向半径小，直线行驶性好等优点。但由于传递的转矩较大，只得采用多片式离合器，而多片式离合器分离彻底性比较差。这对转向离合器来说，除了使摩擦面的磨损略微增大外，对整机性能没有太大影响，不像主离合器分离不彻底会造成换档困难。

关键词：中央传动，转向离合器，锥齿轮，转向系统

352 TRACKED TRACTOR（CENTRAL TRANSMISSION AND STEERING CLUTCH DESIGN）

ABSTRACT

Central spread to use to increase to spread to move to fasten of spread and move ratio, the purpose that to attain to decelerate to increase to twist, usually return to use to change the torque to deliver the direction, make torque place become soon the box outputs the stalk to deliver to horizontal place central to spread to move the two sides exportation stalk.

Central spread to move and should have appropriate of spread and move ratio, with the assurance that the tractor has to lead the sex and economy goodly; structure should tightly packed, after to let up the bridge size and and quantity, the assurance is behind the bridge has to leave a ground of cleft enough;The wheel gear device should have the enough loading ability and pay to accept just degree, return if department the bevel gears is vice, should easy to adjustment.

Central spread the dynamic wheel gear form to mainly have the cylinder wheel gear and the bevel gearses currently.The cylinder wheel gear structure is simple, processing to compare easily, produce the stalk toward dint unlikely while spread move.But be applicable to the adoption only horizontal place to become soon the tractor of the box.But the cone wheel gear the application then compare extensively.

The track tractor professional makes in the process, needing to usually change to drive the direction, this need to be have a set of can change or recover the tractor to drive the particularly establish of the direction organization according to the driver will, it deflect the action change that the driver tramples bottom to change direction the clutch pedal for the felloe action, this is to change direction the system so calledly.Change direction the function is to guarantee the vehicle safety, easing the pilot the labor strength and raise important factor of the homework efficiency.

steering mechanism changes direction the system because of structure in brief, make convenience, maintain easily, in the dalliance on board extensive doption.It has the radius of change direction small, drive sex good etc. advantage straightly.But because the torque that deliver compare greatly, have to several type clutches of adoption, but several types clutch separate thoroughly sex is worse.This says towards steering mechanismcome, in addition to making rub to face of wearing away the inching aggrandizement, having no to the whole machine function to affect too greatly, be unlike the main clutch separation ill success and will result in shift gear the difficulty.

Key words: Central transmission , steering clutch ,bevel gears, steering system

第一章前言1

第二章中央传动及转向离合器概论2

§2.1 履带拖拉机转向机构概述2

§2.2 中央传动的概述3

第三章中央传动及转向离合器方案分析5

§3.1 转向离合器方案分析5

§3.2 中央传动方案分析10

第四章转向系统设计计算 14

§4.1 螺旋锥齿轮的计算14

§4.2 转向离合器设计计算17

§4.3 带式制动器的设计计算19

第五章主要零件的强度校核与计算21

§5.1 螺旋锥齿轮的承载能力计算21

§5.2 轴强度计算22

§5.3 轴承寿命计算24

第六章结论28

参考文献29

致谢30

第一章前言

拖拉机的主要任务是用来拖带农机具进行各种田间作业（如翻地、播种、中耕等）；也可作为其他农业机械（如脱谷机、扬场机等）的动力；另外拖带拖车可进行运输作业。为适应农业生产中各项作业的需要，拖拉机分有履带式和轮式两种。

履带式拖拉机的特点是行走部分与地面的接触面积大，压强小，对土壤压实的作用小，而且不易打滑，可以在湿度较大的土壤上进行作业。一般履带式拖拉机的离地间隙小而功率大，适用于大面积的翻地、播种等主要农业作业。如东方红－54和75拖拉机。

参考文献

［1］王望予.汽车设计.北京：机械工业出版社,2004.8

［2］臧杰,阎岩.汽车构造.下册北京：机械工业出版社,2005.8

［3］张文春.汽车理论.北京：机械工业出版社,2005.7

［4］甘永立.几何量公差与检测.上海：上海科学技术出版社,2004.7

［5］辽宁省农业机械化学校《拖拉机构造》北京:机械工业出版社,1972.10

［6］王昆，何小柏.机械设计课程设计.北京：高等教育出版社,1996

［7］吉林工业大学拖拉机考研室.拖拉机构造.下册北京：机械工业出版社,1972.10

［8］［苏］李沃夫斯基.拖拉机传动装置.北京：中国农业机械出版社, 1979.3

［9］濮良贵，纪名刚.机械设计.北京：高等教育出版社,2001

［10］孙桓，陈作模.机械原理.北京：高等教育出版社 2000.8

［11］第一机械工业部机械研究院农业机械研究所.农业机械设计手册.北京：机械工业出版,1972.2

［12］文九巴.机械工程材料.北京：机械工业出版社,2002.7

［13］侯洪生.机械工程图学.北京：科学出版社,2001

［14］刘鸿义.简明材料力学.北京：高等教育出版社,1997

［15］徐灏.机械设计手册.北京：机械工业出版社,1991

摩擦片总成.gif

内容简介：: Introduction to Locmotive A locomotive is a railway vehicle that provides the motive power for a train,and has nohy detached from their trains, are known as power cars. Traditionally,locomotive hual their trains. Increasingly common these days in passenger service is push-pull operation,where the locomotive push the trains in one direction and are controled from a control cab at the opposite end of the train in the other. Beniefits of locomotives There are many reasons why the motive power for trains has been traditonally isolated in a locmotive,rather than is self-propelled vehicles.these include: Ease of maintenance it is easier to maintain one locomotive than many self-propelled cars. Safety it is often safer to locate the trains power system away from passenger. This was particularly the case for the steam locomtive,but still has some relevance. Easy replacement of motive power should the locomotive break down, it is easy to replace it with a new one . Failure of the motive power unit does not require taking the whoole train out of service. Efficiency idle trains do not waste expensive motive power resources. Separate locomotives mean that the costly motive power assets can be moved around as needed. Obsolescence cycles separating the motive power from the payload-hauling cars means that either can be replaced without affecting the other. At some times, locomotive have become obsolete when their cars are not, or vice versa. Electric Locomotives The electric locomotive is supplied externally with electric power, either through an overhead pickup or through a third-rail. While the cost of electrifying track is rather high, electric trains and locomotives are significantly cheaper to run than diesel ones, and are capable of superior acceleration as well as regenerative braking, making them ideal for passenger service in densely populated areas. Almost all high speed train systems(e.g.IEC,TGV, bullet train) use electric power, because the power needed for such performance is not easily carried on board. Fot example the most powerfu electric locomotives that are used today on the channel tunnel freight services use 7Mwatts of power. The first known electric locomotive was buit by a Scotsman, Roert Davidson of Aberdeen in 1837 and was powered by galvanic cells. Modern electric locomotive range from small battery-powered machines for use in mines to large main-line locomotives of 6,000 horsepower(4.5MW) or more. In reality most modern locomotives are electricaly driven. Pure electric locomotives take their electrical supply from an external source while diesel-electric locomotives carry their own generating station. nts Main line electric locomotives first appeared at the beginning of the 20th century.The reason for their introduction was the problem of smoke, especially in tunnlels caused by steam locomotives. In the UK this was the London underground system while in the USA, it was under river tunnles and needs to eliminate smoke in built up areas. Early electric locomotives all relied on external power sourcing. Once up and running they tend to be reliable and efficint, but the supply infrastructure is a large capital expense that does require ongoing maintenance. For this reason only heavily used lines could justify electrification. For suburban lines the reduction in pollution from steam locomotives was a benefit all were aware ofl The world speed record for a wheeled train was set in 1990 ba a French TGV which reached a speed of 515.3km/h (320mph). While recently designed electrififed railway systems invariably operate on alternating current, many existing direct current sytems are still in use e.g. in South Africa,Spain,and the United Kingdom(750v and 1500v); Netherlands(1500v); Belgiu, Italy, Poland (3000 v), and the cites of Mumbia and Chicagio (which will be switched to AC by 2025). Early locomotives came in a variety of forms. Generally they were designed to run off the supplied current. so locomotives with a direct current (DC) supply had DC motors while a alterntating current(AC) supplied locomotives with AC motors. AC can be either single or three phase. While the former requies two wire supply, one overhead the other being the track, three phase require three supply wire.Three phase locomotives therefore had two overhead supplies,the track being the third. DC supplies were either overhead or by means of a track level supply, commonly called the third rail. AC traction motors tended to be smaller than DC motors. This often meant electric locomotives with steam engine type cranks. DC motors could be smaller and set up to drive the axles.usually through a gear ,but in some early examples by being part of the axle. Even so, some notable DC electric locomotives had large DC motors driving large driving wheels. One possibility with electric locomotives is that the motor can be used as a generator during braking, feeding electricity back into the supply system; this is called regenerative barking. This is not a new idea, it was one reason for the adoption by some railways of 3 phase AC suppies. Especially in mountainous aresa where the locomotive going down would generate much of the suppy for a locomotive going up. The Swiss railway uses the system; three modern locomotives heading downwards generate enough power to power a single locomotive in its upward journey. Today all eclctric locomotives tend to have drive motors close to the axles, although some still have the motor in the body driving the wheels through internal drive shafts. Modern solid state electrical control systems means the motor does not need to match the supply. This meams multi-voltage cross border locomotives are now quite nts common. Drive motors are generally DC, but there are 3 phase motors on some locomotives. A small number of electric locomotives can also operate off batery power to enable short journeys or shuting to occur on non-electrified lines or yards. Pure battery locomotives also found usage in mines and other underground workings where diesel fumes or smoke are not safe aand where external electricity supplies could not be used. Battery locomotives are also used on many underground railways for maintenance operations as they are required to operate in areas where the electricity supply has been temmporarily disconnected. Parts of Electric Locomotive Awynchronoux Motor Modern traction motor type using three phase AC electrical supply and now the favoured deisgn for modern train traction systems . Can be used on DC and AC electrified. railways with suitable control electronics and on diesel-electric locomtives. Axle Brush The means by which the power supply ciruit is completed with the substation once power has been drawn on the locomotive. Current collected from the overhead line or third rail is returned via the axle brush and one of the running rails. Battery All trains are provided with a battery to provide start up current for supplying essential circuitts, such as emergency lighting ,when the line supply fails. The battery is usually connected across the DC control supply circuit. Circuit Breaker An electric train is almost always provied with some sort of circuit breaker to isolate the power supply when there is a fault, or for maintenance. On AC systems they are usually on the roof near the pantograph. There are two types-the air blast circuit breaker and the vacuum circuit breaker or VCB. The air or vacuum part is used to extinguish the arc which occurs as the two tips of the circuit breaker are opened. The VCB is popular in the UK and the air blast circuit breaker is more often seen on the continent of Europe. Converter Generic term for any solid state electronic system for converting alternating current to direct current or vice versa. Where an AC supply has to be converted to DC it is called a rectifier and where DC is converted to AC it is called an inverter. The word originated in the US but is now common elsewhere. Cooling Fans To keep the thyristors and other electronic power systems cool, the interior of a modern locomotive is equipped with an air management system, electronically controlled to keep all systems operating at the correct temperature. The fans are powered by an auxiliary inverter producing 3-phase AC at about 400 volts. nts DC link Used on modern electronic power systems between the single phase rectifier and the 3-phase inverter. It is easier to convert the single phase AC from the overheak line to the 3-phase required for the motors by rectifying it to DC and then inverting the DC to 3-phase AC. Inverter Electronic power device mounted on trains to provide alternating current from direct current. Popular nowadays for DC railways to allow three phase drive or for auxiliary supplies which need an AC supply. Line Breaker Electro-mechanical switch in a traction motor power circuit used to active or disable the circuit the circuit. It is nomally closed to start the train and remains closed all the time power is required. It is opened by a command from the driving controller,no-volts detected, overload detected and (were required) wheel spin or slide detected. It is linked to the overload and no-volt control circuits so that it actually functions as a protective circuit breaker. Master Controller Drivers power control device located in the cab. The driver moves the handle of the master controller to apply or reduce power to the locomotive or train. Motor Blowers Traction motors on electric locomotives get very hot and to keep their temperature at a reasonable level for long periods of hard word, they are usually fitted with electric fans called motor blowers. On a modern locomotive,they are powered by an auxiliary 3-phase AC supply of around 400 volts supplied by an auxiliary inverter. Rectifer A converter consisting of thyristors and diodes which is used to convert AC to DC. A modern locomotive will usually have at least two, one for the power circuits and one or more for the auxiliary circuits. Synchronous Motor Traction motor where the field coils are mounted on the drive shaft and the armature coils in the housing, the inverse of normal practice.Favoured by the French and used on the high speed TGV Atlantique trains, this is a single-phase machine controlled by simple inverter. Now superseded by the asynchronous motor. Transformer A set of windings with a magnetic core used to step down or step up a voltage from one level to another.The voltage differences are determined by the proportion of windings in the input side compared with the proportion on the output side. An essential requirement for locomotives and trains using AC power, where the line voltage has to be stepped down before use on the train. Equipment Layout Ventilation System Equipment layout and ventilation systems 设备布置和通风系统设计 Equipment layout and design of the ventilation system nts 电力机车简介机车是为列车提供驱动力，而自身并没有效装载能力的车辆；他的唯一目标是沿着轨道牵引列车。通常自带动力的车辆不被视为机车，在客运方面自带动力的车辆用得越来越普遍，但是很少用在货运。自带驱动力的车辆以驱动列车的车辆，通常它们不视为机车，因为它们具有有效装载能力，并且很少从列车上摘挂，它们称之为动车。一般来说，机车牵引列车。现今在客运业务上拖拉式运营方式越来越常见，采用这种运营方式的特点是：机车在一端牵引列车，然而却由在另一端的司机室控制。机车的优点：在一般情况下 ,为什么将为列车提供驱动力的机车和车辆是分开的，而不是车辆自带动力的原因包括以下几点： 1 易于维修维修一台机车和维修自带动力的车辆相比要容易。 2 安全通常将列车牵引动力装置安装在远离乘客的地方比较安全，这一点对于蒸汽机车来说显得相当重要，但是有时会仍然会出现一些不如意的情况。 3 易于更换动力如果动力装置损坏，用一个新的来更换它即可，这样地来显得比较容易，从而一个动力装置产生故障时不至于整台机车无法工作。 4 效率当列车空载运行时可以将机车从列车上摘卸下来。机车再去执行其它牵引业务，这意味着不但可以降低列车运营成本，还可以提高机车的使用效率。 5.将机车和车辆分离开来意味着当机车出现故障时，只需更换机车就可以这样就可以不影响列车的运营。在有些情况下车辆比机车先报废，如果机车和车辆不可摘挂，那么即使机车完好也得跟着报废，这样就意味着浪费和成本高，然而机车可以从列车上摘下来，只需更换车辆即可，这样五来大大的降低了成本提高了经济效益。电力机车 nts 电力机车是通过接触网或第三轨由外部提供电能。尽管电气化铁道的造价相当高，然而运营成本却比内燃机车低，良好的加速性能和可再生制动，使得它们在繁忙干线地区成为客运业务的理想选择。几乎所有的高速铁路都采用电力牵引（例如 ICE， TGV），由于具有如此高的性能，机车所需要的电能是不容易得到提供。例如应用在海底隧道货运业务的现今最大功率的机车的功率高达 7MW。第一台电力机车由 Scotsman和 Robert Davidson于 1837年设计并生产，该电力机车由电流单元提供动力。现代电力机车包括从由蓄电池提供能量的用于矿山的机车到功率高达 6000马力 (4.5M)甚至功率更高的干线电力机车。事实上，现代许多机车它们是电力驱动的，纯电力机车是从外部获得电能，然而内燃电力机车它们却自带发电装置。干线电力机车第一次出现在 20世纪初，电力机车的诞生是由于蒸汽机车产生在运行过程产生的烟雾给驾乘带来不便和不安全，特别是在隧道。在英国引入电力机车的是由于地铁系统的需要。然而在美国引入电力机车却是由于河底隧道这样一个特殊的工作环境下采用内燃牵引无法满足要求。早期电力机车全都依靠外部提供电能，尽管它们运行可靠和效率高，但是建造接触网是一笔相当大的投资，并且需要不断维护。基于此，电气化铁道仅仅在繁忙干线采用。在市郊采用电气化铁道可以减轻由蒸汽机车燃烧所带来的粉尘污染。世界列车最高运行速度纪录由法国 TGV在 1990年创立。速度高达 515.3千米每小时 (320mph)。然而，近来所设计的电气化铁道几乎都采用交流制，当然许多已有的直流供电制仍然在用，例如：南非，西班牙，英国（ 750V 和 1500V），挪威（ 1500V），安哥拉，意大利，波兰（ 3000V），芝加哥和 Mumbai（它们将由 2025转换成交流供电制）。早期的机车有各种型式。通常它们设计成与供电制相匹配的机车。于是采用直流供电制的电气化铁道的铁路系统，电力机车的牵引电机为直流电机。采用交流供电制的电气化铁道的铁路系统，电力机车的牵引电机为交流电机。交流可以是单相，也可以是三相，单相需要两根导线，一根是接触网，另一根是钢轨。三相需要三根导线，因此三相电力机车有两根接触网，钢轨作为第三根。直流供电可以用接触网或钢轨供电，通常称之为第三轨。 nts 交流牵引电机体积比直流牵引电机的体积小。通常这就意味着直流电机可以做得体积小些。安装驱动轴，通常采用齿轮传动。但是在早期也有采用轴的。即便如此，一些著名的直流电力机车采用直流电动机驱动车轮。采用电力机车作为牵引动力的一种可能就是在制动期间电动机可作为发电机并把发出的电能反馈给接触网，这种被称之为再生抽动。这是一个新的想法，这就是三相交流供电制为什么要采用的原因。特别是在山区，机车下坡时产生的能量以供机车使用。瑞士铁路采用这种系统。三个下程供给一个上程。现今，所有电力机车都趋于将驱动电机安装在靠近车轮轴的位置，尽管仍有些电力机车将驱动电机安装在车体内通过传动装置来驱动车轮。现代实体

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