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3吨柴油动力货车全套设计带CAD图纸,柴油,动力,货车,全套,设计,CAD,图纸
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车辆与动力工程学院毕业设计说明书The NV4500 five-speed transmission in our high-mileage diesel-powered 95 Chevy 2500 pickup was exhibiting some bad behavior. Part of the problem was that the clutch wasnt releasing completely when the clutch pedal was depressed. This made selecting First Gear a grinding challenge. Eventually, the main driver of this rig quit using the clutch during standard gearshifts because it wasnt disengaging anyway. Another problem was that as the transmission began to age, it began to leak. In a pinch, someone ignored the requirement of Castrol Syntorq LT synthetic oil (or equivalent) and fed it petroleum-based oil. Things quickly went from bad to worse as the synchronizer rings objected to the wrong oil. It wasnt long before the trans was becoming very hard to live with.Since were not manual-transmission rebuild experts, we took the truck to someone who is. Larrys Automotive is located on the outskirts of Rock City, Illinois. The owner, Rick Jacobson, has been wrenching on trucks and cars since he was 12 years old, so he knows his stuff. His knowledge is vast and varied, and his resume includes a couple of years fabricating and wrenching for noted off-road racer Scott Taylor. Jacobson and his team of technicians not only have a working knowledge of vehicles (including heavy trucks) from end to end, they also know the intricate workings of both automatic and manual transmissions. Best of all, Jacobson is a wheeler, so hes intimately familiar with how we use our rigs.Jacobson and his crew removed our crusty trans and then they totally disassembled it and gave us the tally of what bad things were lurking inside. The list of parts we needed was lengthy. Normally, theyd just order the parts and complete the rebuild in a few days, but we wanted to utilize specific companies, so we hit the phone.The first place we called was Rockland Standard Gear. RSG, as theyre called, has been in business for more than 25 years, and theyre one of the largest suppliers of manual transmission and transfer-case parts in the country. Heres some mind-boggling facts: They are the only aftermarket company ever selected to rebuild transmissions for ZF; they are one of five Master distributors for Borg-Warner transfer-case parts; they are one of 10 Elite distributors for Tremec; and they are a major distributor for New Venture Gear. Needless to say, we knew they could handle our NV4500 needs.Since were not manual-transmission rebuild experts, we took the truck to someone who is. Larrys Automotive is located on the outskirts of Rock City, Illinois. The owner, Rick Jacobson, has been wrenching on trucks and cars since he was 12 years old, so he knows his stuff. His knowledge is vast and varied, and his resume includes a couple of years fabricating and wrenching for noted off-road racer Scott Taylor. Jacobson and his team of technicians not only have a working knowledge of vehicles (including heavy trucks) from end to end, they also know the intricate workings of both automatic and manual transmissions. Best of all, Jacobson is a wheeler, so hes intimately familiar with how we use our rigs.Jacobson and his crew removed our crusty trans and then they totally disassembled it and gave us the tally of what bad things were lurking inside. The list of parts we needed was lengthy. Normally, theyd just order the parts and complete the rebuild in a few days, but we wanted to utilize specific companies, so we hit the phone.The first place we called was Rockland Standard Gear. RSG, as theyre called, has been in business for more than 25 years, and theyre one of the largest suppliers of manual transmission and transfer-case parts in the country. Heres some mind-boggling facts: They are the only aftermarket company ever selected to rebuild transmissions for ZF; they are one of five Master distributors for Borg-Warner transfer-case parts; they are one of 10 Elite distributors for Tremec; and they are a major distributor for New Venture Gear. Needless to say, we knew they could handle our NV4500 needs.Since the clutch in our Chevy was original, our second call was to Center force. The company has been around since the early 80s and was started by Bill Hays, the founder of Hays Clutches in the 1950s. Bill Hays designed and patented the Center force Weighted Clutch System, which increases pressure-plate clamping force while maintaining easy pedal effort. Further, his new design solved the sticking-over-center problem of diaphragm clutches. Centerforce offers a full range of clutches and flywheels for a number of applications.What follows is a synopsis of the major items addressed by the team at Larrys Automotive. Itll give you a good idea of what you can expect if you plan on having your NV4500 rebuilt. Heres our Larrys Automotive-rebuilt trans ready to reinstall in our Chevy pickup. The folks at RSG note that one of the important things to remember about the NV4500 is that it requires Castrol Syntorq LT synthetic oil (or equivalent-RSG has an equivalent that they sell under their own brand name) due to the synchronizer material and design, as well as the large amount of gear teeth in mesh in this unit. Using standard gear oil will cause the NV4500 to shift poorly and eventually fail.Our input shaft (left) was showing significant wear at the point where the pilot bearing contacted the shaft, so we installed a new shaft from RSG. Jacobson always inspects the entire shaft for any signs of wear. Surprisingly, the gear on the other end (which is actually Fourth Gear) was in pretty good shapeOn the left you can see our old synchro ring for the Third to Fourth gearshift, pictured next to the new RSG synchro ring. All synchro rings are a common wear item on manual transmissions. When these wear, they basically lose friction and the result is grinding when shifting. All of our synchros were toast, so they were replaced with new units from RSG. The NV4500 uses two kinds of synchros: multi-piece and single-piece.This is our Second Gear (left) pictured next to our new RSG Second Gear. Jacobson found that the drive ring on the First to Second Gear single-piece synchro was worn into the teeth on Second Gear. Also, where the shift collar engages into the teeth of the gear, the teeth were chipped. This was most likely due to forcing the unit into gear before the synchro had caught up to the gear5 Here you can see Fifth Gear. Our old one is on the left and the new RSG unit is on the right. Ours clearly showed wear from pulling heavy loads. The hard surface was worn off the teeth and the inside splines also showed wear.On the left you can see an example of a tapered roller bearing that we removed from our trans. These are critical components that must be inspected, but they dont always need to be replaced. All of our bearings, with the exception of the caged needle bearings, showed gray areas indicating wear, as well as pitting. New tapered roller bearings were included in RSGs Bearing and Seal kit.RSG sent us a remanufactured shift tower (right). Our shift forks showed a lot of wear, which often results in them not engaging the shift collar far enough into the gear. This can cause the trans to pop out of gear. Jacobson normally inspects the shift tower for a variety of wear items that can make a trans operate poorly.This is the front bearing retainer, which holds the front main bearing in, and its what the throwout bearing rides on. After a thorough inspection, Jacobson gave ours a clean bill of health. After inspecting the bearing surfaces, splines, and Fifth Gear nut retaining threads, Jacobson also found that our mainshaft was in great shape. As we started reassembling our trans, Jacobson pointed out that all new items such as snap rings are included in the RSG small parts kit and they must be installed. Here you can see the shaft with First and Second Gear and other components installed. Jacobson is installing the pin that locks in a thrust washer. Part of its duties include keeping Second Gear from turning against Third Gear. There are three pins like this in the NV4500.Here you can see the mainshaft with everything mocked up but without the bearings pressed on in their finished position. During reassembly, Jacobson says its important to ensure that the synchros and slide collars arent installed backwards. All transmissions, especially the NV3500, will have all kinds of issues if these parts are reassembled incorrectly12 Surprisingly, our countershaft was in good shape. We just installed a new bearing and overdrive synchro ring. This shaft carries a load in all gears except Fourth Gear (Fourth Gear is the 1.00:1 gear, so it doesnt route power through the countershaft)Its important to correctly install the rear bearing retainer (shown), because it also holds the reverse idler gearshaft in place. If the reverse idler gearshaft is incorrectly installed, you can bend the bearing retainer and even possibly crack the transmission case.These shims go between the rear bearing retainer and the bearing to provide proper endplay for the mainshaft (the countershaft also uses shims to set endplay). After installing new bearings, the endplay may change, so endplay must be measured with a dial indicator. New shims are included in the RSG small parts kit.Here you can see our dual mass flywheel after it was resurfaced. Before it was sent out, Jacobson gave it a thorough inspection that included looking for heat cracks and inspecting the springs to make sure they were intact and in good shape. Overall, our flywheel was in good shape, especially considering the high mileage and abuse it has endured.With almost 100,000 miles on the odometer, it came as no surprise that out factory clutch was shot, so we installed a new Centerforce Dual Friction clutch assembly. This bad boy generates up to a 90 percent increase in holding capacity over the stock clutch. Even with this vastly increased holding capacity, it provides smooth engagement and light pedal pressure. Centerforce also sent a clutch pilot tool and a clutch release (throwout) bearing.The technicians at Larrys Automotive did battle with our pilot bearing in an effort to remove it from the engine block. Part of the problem was that the input shaft had severely worn the pilot bearing, so there was little for the puller to latch onto. This is a common issue with high-mileage manual-transmission vehiclesFluid leakage and a dragging clutch forced us to install a new clutch slave. The leakage problem was solved, but not the dragging. Jacobson and his crew ended up lengthening the stock clutch linkage by about 0.25 inch to effectively raise the clutch pedal from the floor when depressed. This allowed the clutch to totally disengageA busy shop and our tight deadlines meant we had to install the trans old-school without the truck on a hoist. First, the clutch and bellhousing were installed, then the trans, and then the transfer case and driveshafts. Our first drive revealed a perfect shifting transmission, and thanks to the creativity of the guys at Larrys Automotive, we no longer have a dragging clutchFifth Gear And The Dodge NV4500.Having problems with Fifth Gear in your Dodge NV4500? There is a fix. According to the folks at Rockland Standard Gear, the Dodge NV4500 had a design defect in the splines on the mainshaft Fifth Gear. The splines were not long enough and they were manufactured with an incorrect angle. This caused a slight creep of the Fifth Gear on the mainshaft due to throttle changes, which resulted in many of the units having the Fifth Gear loosen its retaining nut. This allowed the gear to move out of position on the mainshaft and cease to function. If you have a Dodge NV4500 with this problem, you have options. One is to purchase the kit that RSG offers. It includes a gear and mainshaft that utilize split-ring washers under a locknut to retain the gear under thrust loads. It also has redesigned full-length splines on the gear and corrected spline angles.NV公司5速传输在我们的高里程柴油动力95雪佛兰2500皮卡中显露出一些不良性能。部分4500存在当离合器踏板被压抑时离合器不能完全释放的问题。这就出现了要选择第一齿轮磨床的挑战。最终，这种钻机退出的主要驱动力是使用装在标准齿轮之间的离合器，因为它无论如何都不会脱离。另一个问题是当传输时间变长就会开始泄漏。在一个夹送，有人无视Castrol Syntorq审裁处合成油和美联储它以石油为基础的石油的规定。事情很快变得更糟糕，作为同步器戒指反对错了油。 因为我们还没有手动传动重建专家，我们选择了适当的人选去做。拉里汽车是坐落于郊区的岩城，伊利诺州。它的所有人是里克雅各布森，在他12岁的时候就一直沉浸在卡车和汽车里，所以他了解他所拥有的。他拥有丰富的和广泛的知识，他的重新开始包括两年的改造和离道车手斯科特泰勒。雅各布森和他的团队的技术不仅对车辆（包括重型卡车）有头至尾的操作知识，他们也知道关于自动和手动变速器的错综复杂的运作。最重要的是，雅各布森是一个创始者，所以他很熟悉我们是如何使用我们的装备。雅各布森和他的机组人员删除我们的，然后他们把它完全拆解，并给我们所有潜伏在其中的不好的方面的总数。名单中的一部分方面我们需要漫长的时间去解决。通常，他们只要求这部分可以在数天内完成重建，但我们想要利用特定的公司，所以我们要找到解决的途径。 放在首位的是我们所谓的罗克兰标准齿轮。正如薪酬研究小组所称的，它已在业务中存在了至少25年，他们是最大的手动变速器的供应商之一，并可以在国内进行转移。这里有一些想法惊人的事实：他们是唯一的售后公司始终都选定重建的变速器ZF ，他们是一对五的分销商在博格-华纳转移的情况下，;他们是一对十的精英分销商Tremec ;他们是一个主要的分销商作为新企业的齿轮。不用说，我们知道他们可以处理我们对nv4500的需要。 由于离合器在我们的雪佛兰是原生的，所以我们又称它为第二个中心的力量。该公司从八十年代初期一致被关注，并由在20世纪50年代发现离合器的海斯创建。比尔海斯设计了加权离合器系统并获得专利，该系统使压力增加板的夹紧力增强，同时保持踏板的牢固。此外，他的新设计解决了膜片离合器超过中心的问题。第一个中心力量提供全套的离合器和飞轮为一申请数目。 以下概要的主要项目所涉及的是在拉里汽车的团队。您可以预期如果您打算让您的nv4500重建，它会给您一个好的建议。这里是我们的拉里的汽车重建跨准备重新安装在我们的雪佛兰皮卡。乡亲在薪酬研究小组注意到，其中一个重要的事情要记住有关nv4500的是，它需要castrol syntorq审裁处合成油（或同等学历-薪酬研究小组有一个相等于他们下出售自己的品牌名称） ，由于同步器材料和设计，以及大量的齿轮齿数在网格在这股。使用标准的齿轮油，会导致nv4500转向不佳，并最终失败。我们的输入轴（左）表现出显着的磨损点，试验轴承接触轴，所以我们安装了一个新的轴从薪酬研究小组。雅各布森始终考察整个轴的任何迹象磨损。令人惊讶的是，对齿轮的另一端（其实是四档）是非常好的表现在左边你可以看到我们的老同步响第三至第四变速，照片旁边的新的薪酬研究小组同步环。所有同步环是一种常见的磨损的项目手册传送的安全性。当这些磨损，他们基本上失去了摩擦和结果是磨削时移。我们所有的synchros分别致祝酒辞，所以他们更换新单位从薪酬研究小组。该nv4500使用两种synchros ：多件;单件。这是我们的第二个齿轮（左）合照明年我们新的薪酬研究小组第二齿轮。雅各布森发现该驱动器响就第一项至第二齿轮单件同步被磨损到牙齿上第二个齿轮。此外，那里转移到衣领从事牙齿的齿轮，牙齿插话。这是最有可能是由于迫使结合本单位的齿轮前同步已赶上了以齿轮在这里您可以看到第五齿轮。我们的老，一个是在左边和新的薪酬研究小组的单位是正确的。我们清楚地表明，从磨损拉重物。硬表面磨损小康牙齿和内花键还表明，磨损。在左边你可以看到一个例子，一个圆锥滚子轴承，我们从我们的转运。这些都是关键部件必须检查，但他们并不总是需要更换。我们所有的轴承，除笼针轴承，显示灰色地带，显示磨损，以及孔蚀。新的圆锥滚子轴承被列入在薪酬研究小组的轴承和密封包。薪酬研究小组向我们发出一再造转移塔（右） 。我们的转移叉表明了很多磨损，这往往结果在他们不要从事转移的衣领远远不够成齿轮。这可能会导致跨到弹出的齿轮。雅各布森通常考察的转变，塔各种磨损的项目可以使一个跨经营不善。这是前轴承聘，担任前线主轴承在，它的是什么throwo
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