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SY5430JBC28搅拌泵车液压系统设计【优秀液压系统设计含11张CAD图纸】

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关键词：: sy5430jbc28 搅拌泵车液压系统 SY5430JBC28搅拌泵车液压系统设计

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SY5430JBC28搅拌泵车液压系统设计【优秀液压系统设计含11张CAD图纸】

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任务书

课题名称SY5430JBC28搅拌泵车液压系统设计

一、课题研究的目的与主要内容

研究目的：

1.通过该课题的研究和设计巩固所学的有关专业理论知识，掌握液压系统设计一般的过程；

2. 本设计将基于自已所学的专业,对搅拌泵车液压系统进行的设计,在这过程中可以用到专业领域各科知识,如液压传动,机械设计等,这将是多自己大学四年以来所学的知识进行一次大的总结。

3.可以通本次设计提高自己查找和查阅资料的能力，提高自己的设计水平，提高动手能力，这样有利于自己以后的工作。

研究的主要内容:

在这个设计中主的要设计内容为：液压系统的工作要求、液压系统方案的确定、液压站的设计、最后绘制出全部的图纸和编写出设计说明书。

二、基本要求

（1）认真分析前面初步确定的搅拌泵车液压系统设计方案，并查找相关设计手册确定主要技术参数。

（2）查找征对设计有用的文献资料，通过自己实习的体会并查相关的标准，然后使用CAD设计软件，绘制出重要零部件图并完成装配图的绘制，最后按照指导老师的要求，正确完成说明书和图纸。

（3）整理资料，撰写设计、计算说明书，整理译文。

内容提要

混凝土搅拌泵车是一机多用的一种工程机械，它集混泥土运输、泵送、布料功能于一身。其紧凑的结构和高效的灵活特点，更加适合在狭小的工地甚至居民区进行施工。搅拌泵车自带混凝土可以满足小方量泵送作业的需求，在大方量泵送工作时，它可以补充搅拌车运输过程中缺料的弊端，实现不断地泵送，省时又经济。泵车的核心技术就是液压系统的设计，由于泵车的工作条件恶劣，要求实现的动作较复杂，于是对液压系统的设计提出了较高要求，其液压系统也是工程机械液压系统中较为复杂的。因此，对泵车液压系统的分析设计对推动我国泵车发展具有十分重要的意义。

本次设计的课题是SY5430JBC28混凝土搅拌泵车液压系统设计，内容首先陈述了课题提出的背景，分析了泵车的发展趋势及市场需求，再对泵车的基本构造进行确定。通过对泵车液压系统总体分析设计了开式回路，制定了液压系统工作原理图和各回路液压系统工作原理图。最后完成对泵送机构进行设计与计算和配套件选型。

此设计在整体上结构布局合理,液压元件的选择和使用具有较好的经济性和实用性,并且性能方面得到了最好的发挥。

Content summary

Concrete pump truck is a machine with an engineering machinery, it sets concrete transport pump, cloth, in a function. Its compact structure and efficient and flexible characteristics, is more suitable for small sites even residential area construction. Mixing pump carrying concrete can meet the demand of small-size pumping operation in large quantity, pump work, it can complement the mixer transportation process in short of material defects, to achieve continuous pumping, time-saving and economic. Pump the core technology is the design of the hydraulic system, the pump 's working conditions, the demands of the movement is complex, and the hydraulic system design put forward higher requirements, the hydraulic system of engineering machinery hydraulic system is more complex. Therefore, the pump hydraulic system analysis of the design on the promotion of China's pump development has very important significance.

This design is the subject of SY5430JBC28concrete pump hydraulic system design, content is first stated the background, analysis of the pump and the development trend of the market demand, the basic structure of pump. The pump hydraulic system overall analysis of the design of open loop, developed hydraulic system principle diagram and the circuit hydraulic system principle diagram. The final completion of the pumping mechanism design and calculation and matching pieces of selection.

The design on the whole structure of reasonable layout, the choice of hydraulic components and use with good economical and practical performance, and has been the best play.

内容提要Ⅰ

Content summaryⅡ

1 绪论1

1.1 前言1

1.2 课题提出的背景1

2 泵车结构4

2.1 底盘部分4

2.2 臂架系统8

2.3 泵送系统14

3 液压系统的设计21

3.1 液压系统动作说明21

3.2 泵送回路22

3.3 泵送的高低压切换23

3.4 泵车臂架部分液压系统的设计26

总结46

参考文献47

附录48

致谢49

1 绪论

1.1 前言

搅拌泵车集混凝土运输、泵送、布料功能于一身，具有结构紧凑和高效灵活的特点，其自带混凝土可以满足小方量泵送作业的需求；在大方量泵送工作时，它可以补充搅拌车运输过程中缺料的弊端，实现不间断地泵送，省时又经济，从而提供一个全新的混凝土作业方案。[1]在作业中，搅拌泵车的动力装置的动力驱动拌筒的正反转以及转速的变化，来完成进料、搅拌、搅动、出料，再驱动泵送机构、搅拌机构、分配机构和臂架机构等工作装置。而液压系统作为泵车最重要组成部分，随着施工要求的提高，人们对液压系统的要求越来越高。[2]

1.2 课题提出的背景

1.2.1 课题提出的宏观背景

我国搅拌泵车起步较晚，当时靠从国外引进搅拌泵车到国内进行施工。随着我国建筑业的发展，泵车生产厂家逐渐增多，但臂架部分开始大都是进口，如中联中科、辽宁海若从意大利引进臂架，安徽星马从日本极东引进臂架，徐州工程机械厂从普茨迈斯特引进臂架等等，现在逐步改为自制为主和进口为辅生产配套模式。

参考文献

[1]/supply/90333900.html,2012-09-11

[2]三一重工混凝土机械公司培训部.三一重工混凝土机械基础知识教材[M].2008：13-62.

[3]三一重工混凝机械公司培训部.三一重工混凝土机械底盘基础知识教材[M].2006:8-10.

[4]中联重科混凝土机械公司培训部.中联重科混凝土机械基础知识教材[M].2008：5-6.

[5]三一重工搅拌运输车公司培训部.三一重工搅拌运输车基础知识教材[M].2008:128.

[6]张利平主编．液压传动系统及设计[M]. 北京：化学工业出版社,2005.175-247.

[7] 马俊.张增峰.张宝群主编.液压基础[M].长沙:三一集团有限公司，2006:12-112

[8]雷天觉主编.新编液压工程手册[M].北京:理工大学出版社,1998：173-180.

[9]徐灏主编.机械设计手册(第5卷) [M].北京:机械工业出版社,1992：256-358.

[10]王三民.诸文俊主编.机械原理与设计[M].北京:机械工业出版社,2000：87-93.

[11] 姜继海.宋锦春,高常识主编.液压与气压传动[M].北京:高等教育出版社,2002：120-123.

[12]王广怀.液压技术应用[M].哈尔滨：哈尔滨工业大学出版社，2001.23-45.

[13] 许福玲.陈尧明主编.液压与气压传动（4版）[M].北京：机械工业出版社，2007：141-169.

内容简介：: 邵阳学院毕业设计（翻译原文） 1 GEAR AND SHAFT INTRODUCTION Abstract: The important position of the wheel gear and shaft cant falter in traditional machine and modern machines.The wheel gear and shafts mainly install the direction that delivers the dint at the principal axis box.The passing to process to make them can is divided into many model numbers, useding for many situations respectively.So we must be the multilayers to the understanding of the wheel gear and shaft in many ways . Key words: Wheel gear;Shaft In the force analysis of spur gears, the forces are assumed to act in a single plane. We shall study gears in which the forces have three dimensions. The reason for this, in the case of helical gears, is that the teeth are not parallel to the axis of rotation. And in the case of bevel gears, the rotational axes are not parallel to each other. There are also other reasons, as we shall learn. Helical gears are used to transmit motion between parallel shafts. The helix angle is the same on each gear, but one gear must have a right-hand helix and the other a left-hand helix. The shape of the tooth is an involute helicoid. If a piece of paper cut in the shape of a parallelogram is wrapped around a cylinder, the angular edge of the paper becomes a helix. If we unwind this paper, each point on the angular edge generates an involute curve. The surface obtained when every point on the edge generates an involute is called an involute helicoid. The initial contact of spur-gear teeth is a line extending all the way across the face of the tooth. The initial contact of helical gear teeth is a point, which changes into a line as the teeth come into more engagement. In spur gears the line of contact is parallel to the axis of the rotation; in helical gears, the line is diagonal across the face of the tooth. It is this gradual of the teeth and the smooth transfer of load from one tooth to another, which give helical gears the ability to transmit heavy loads at high speeds. Helical gears subject the shaft bearings to both radial and thrust loads. When the thrust loads become high or are objectionable for other reasons, it may be desirable to use double helical gears. A double helical gear (herringbone) is equivalent to two helical gears of opposite hand, mounted side by side on the same shaft. They develop opposite thrust reactions and thus cancel out the thrust load. When two or more single helical gears are mounted on the same shaft, the hand of the gears should be selected so as to produce the minimum thrust load. Crossed-helical, or spiral, gears are those in which the shaft centerlines are neither parallel nor intersecting. The teeth of crossed-helical fears have point contact with each other, which changes to line contact as the gears wear in. For this reason they will carry out very small loads and are mainly for instrumental applications, and are definitely not recommended for use in the transmission of power. nts邵阳学院毕业设计（翻译原文） 2 There is on difference between a crossed helical gear and a helical gear until they are mounted in mesh with each other. They are manufactured in the same way. A pair of meshed crossed helical gears usually have the same hand; that is ,a right-hand driver goes with a right-hand driven. In the design of crossed-helical gears, the minimum sliding veloc ity is obtained when the helix angle are equal. However, when the helix angle are not equal, the gear with the larger helix angle should be used as the driver if both gears have the same hand. Worm gears are similar to crossed helical gears. The pinion or worm has a small number of teeth, usually one to four, and since they completely wrap around the pitch cylinder they are called threads. Its mating gear is called a worm gear, which is not a true helical gear. A worm and worm gear are used to provide a high angular-velocity reduction between nonintersecting shafts which are usually at right angle. The worm gear is not a helical gear because its face is made concave to fit the curvature of the worm in order to provide line contact instead of point contact. However, a disadvantage of worm gearing is the high sliding velocities across the teeth, the same as with crossed helical gears. Worm gearing are either single or double enveloping. A single-enveloping gearing is one in which the gear wraps around or partially encloses the worm. A gearing in which each element partially encloses the other is, of course, a double-enveloping worm gearing. The important difference between the two is that area contact exists between the teeth of double-enveloping gears while only line contact between those of single-enveloping gears. The worm and worm gear of a set have the same hand of helix as for crossed helical gears, but the helix angles are usually quite different. The helix angle on the worm is generally quite large, and that on the gear very small. Because of this, it is usual to specify the lead angle on the worm, which is the complement of the worm helix angle, and the helix angle on the gear; the two angles are equal for a 90-deg. Shaft angle. When gears are to be used to transmit motion between intersecting shaft, some of bevel gear is required. Although bevel gear are usually made for a shaft angle of 90 deg. They may be produced for almost any shaft angle. The teeth may be cast, milled, or generated. Only the generated teeth may be classed as accurate. In a typical bevel gear mounting, one of the gear is often mounted outboard of the bearing. This means that shaft deflection can be more pronounced and have a greater effect on the contact of teeth. Another difficulty, which occurs in predicting the stress in bevel-gear teeth, is the fact the teeth are tapered. Straight bevel gears are easy to design and simple to manufacture and give very good results in service if they are mounted accurately and positively. As in the case of squr gears, however, they become noisy at higher values of the pitch-line velocity. In these cases it is often good design practice to go to the spiral bevel gear, which is the bevel counterpart of the helical gear. As in the case of helical nts邵阳学院毕业设计（翻译原文） 3 gears, spiral bevel gears give a much smoother tooth action than straight bevel gears, and hence are useful where high speed are encountered. It is frequently desirable, as in the case of automotive differential applications, to have gearing similar to bevel gears but with the shaft offset. Such gears are called hypoid gears because their pitch surfaces are hyperboloids of revolution. The tooth action between such gears is a combination of rolling and sliding along a straight line and has much in common with that of worm gears. A shaft is a rotating or stationary member, usually of circular cross section, having mounted upon it such elementsas gears, pulleys, flywheels, cranks, sprockets, and other power-transmission elements. Shaft may be subjected to bending, tension, compression, or torsional loads, acting singly or in combination with one another. When they are combined, one may expect to find both static and fatigue strength to be important design considerations, since a single shaft may be subjected to static stresses, completely reversed, and repeated stresses, all acting at the same time. The word “shaft” covers numerous variations, such as axles and spindles. Anaxle is a shaft, wither stationary or rotating, nor subjected to torsion load. A shirt rotating shaft is often called a spindle. When either the lateral or the torsional deflection of a shaft must be held to close limits, the shaft must be sized on the basis of deflection before analyzing the stresses. The reason for this is that, if the shaft is made stiff enough so that the deflection is not too large, it is probable that the resulting stresses will be safe. But by no means should the designer assume that they are safe; it is almost always necessary to calculate them so that he knows they are within acceptable limits. Whenever possible, the power-transmission elements, such as gears or pullets, should be located close to the supporting bearings, This reduces the bending moment, and hence the deflection and bending stress. Although the von Mises-Hencky-Goodman method is difficult to use in design of shaft, it probably comes closest to predicting actual failure. Thus it is a good way of checking a shaft that has already been designed or of discovering why a particular shaft has failed in service. Furthermore, there are a considerable number of shaft-design problems in which the dimension are pretty well limited by other considerations, such as rigidity, and it is only necessary for the designer to discover something about the fillet sizes, heat-treatment, and surface finish and whether or not shot peening is necessary in order to achieve the required life and reliability. Because of the similarity of their functions, clutches and brakes are treated together. In a simplified dynamic representation of a friction clutch, or brake, two inertias I1 and I2 traveling at the respective angular velocities W1 and W2, one of which may be zero in the case of brake, are to be brought to the same speed by engaging the clutch or brake. Slippage occurs because the two elements are running at nts邵阳学院毕业设计（翻译原文） 4 different speeds and energy is dissipated during actuation, resulting in a temperature rise. In analyzing the performance of these devices we shall be interested in the actuating force, the torque transmitted, the energy loss and the temperature rise. The torque transmitted is related to the actuating force, the coefficient of friction, and the geometry of the clutch or brake. This is problem in static, which will have to be studied separately for eath geometric configuration. However, temperature rise is related to energy loss and can be studied without regard to the type of brake or clutch because the geometry of interest is the heat-dissipating surfaces. The various types of clutches and brakes may be classified as fllows: 1. Rim type with internally expanding shoes 2. Rim type with externally contracting shoes 3. Band type 4. Disk or axial type 5. Cone type The analysis of all type of friction clutches and brakes use the same general procedure. The following step are necessary: 1. Assume or determine the distribution of pressure on the frictional surfaces. 2. Find a relation between the maximum pressure and the pressure at any point 3. Apply the condition of statical equilibrium to find (a) the actuating force, (b) the torque, and (c) the support reactions. Miscellaneous clutches include several types, such as the positive-contact clutches, overload-release clutches, overrunning clutches, magnetic fluid clutches, and others. A positive-contact clutch consists of a shift lever and two jaws. The greatest differences between the various types of positive clutches are concerned with the design of the jaws. To provide a longer period of time for shift action during engagement, the jaws may be ratchet-shaped, or gear-tooth-shaped. Sometimes a great many teeth or jaws are used, and they may be cut either circumferentially, so that they engage by cylindrical mating, or on the faces of the mating elements. Although positive clutches are not used to the extent of the frictional-contact type, they do have important applications where synchronous operation is required. Devices such as linear drives or motor-operated screw drivers must run to definit

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