生活中工艺蜡瓶提升一体机设计——提升机设计【包含CAD图纸+PDF图】
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2008届本科生毕业设计Abstract Rubber rollers and conveyor belts transport flexible sheet-type media. With high-speed belt transporting systems such as mail sorters, demand for an increase in speed may cause the belt to come off. Therefore, we have examined the effects of belt transport speed and other factors that may cause belt mis-tracking fora basic belt conveyor system, consisting of one flat belt and two crown-face rollers. Experiments were conducted and we have formulated an experimental expression of the amount of belt mis-tracking using the roller misalignment parameters. As for transport speed, a speed increase did not enlarge belt mistracking. This tendency was explained byASME/JSME Joint Conference on Micromechatronics forInformation and Precision Equipment (MIPE 2006) Santa Clara,CA, June 2123, 2006.Y. Kobayashi (&) _ K. ToyaToshiba Corporation, 1, Komukai-Toshiba-cho,Saiwai-ku, Kawasaki 212-8582, Japane-mail: yuko.kobayashitoshiba.co.jp1 IntroductionA great deal of research has been reported on transport simulation technology for flexible sheet-type media in office automation equipment and labor saving machines such as copiers, ATMs and mail-sorters. The development of simulation tools may help to shorten the development period of these kinds of products. Cheng et al. (2004) simulated belt skew for a basic belt conveyor system, consisting of one flat belt and two cylindrical rollers using MSC (Marc commercial finite element analysis software). The belt skew or mis-tracking was caused by angular misalignment of rollers. The mechanism of belt skew, the relationship of other factors with belt skew, and the effect of tensioning rollers on reducing belt skew were studied. The qualitative tendencies of belt skew obtained by simulation were in good agreement with experimental results. However, the quantitative results did not seem to be in good agreement with experimental results. Also, the effect of belt transport speed was not mentioned be-cause of the cylindrical roller system. 2 Belt transport systemExperiments were carried out using a belt transport system consisting of two crown-face rollers (diameter/ = 30 mm, roller width B = 10 mm, crown height H= 0.3 mm, roller distance L = 205 mm) and one flat belt as shown in Fig. 1. The near roller is the driven roller and the far roller is the drive roller. The coordinate axis origin is set at the drive roller center of gravity. The driven roller direction is the x-axis, the right-hand direction of the diagram is the y-axis and the upward direction is the z-axis. The parameters of the roller misalignments are given by the driven roller with a local coordinate system set at the driven roller center of gravity. The in-plaeen the initial belt position and the final steady position along the y-axis will be called a belt sliding distance in this paper. The belt sliding distance Y was measured by detecting the top edge of the belt by a laser sensor placed at about x-axis 70 mm. The belt tension was controlled by belt expansion rate (when a belt length of 100 mm is expanded to 101 mm, the expansion rate is 1%), or practically speaking, the belt tension was controlled by the roller distance.Fig. 1 Belt transport system3 Mechanism of the belt mistracking The belt mis-tracking is generated by the misalignment of the rollers. Figure 2 shows the case for cylindrical Rollers with in-plane misalignment angle of the driven roller. When the belt touches the driven roller, the belt and the ally the belt will come off. As for a crown-face roller, it has a self-aligning effect. Figure 3 shows a crown-face roller without misalignment angles of roller, and the belt center is not in the center of the roller. When the roller rotates, the belt edge point X1 will not lead to point X3 but trace a new tracking line to point X2. This makes the belt slide toward the centerline. Therefore, if crown-face rollers have misalignment angles, the belt will not fall off but stay somewhere on the roller where mis-tracking force and self-aligning force balance. Fig. 2 Belt mistracking on cylindrical rollerFig. 3 Self aligning effect of crown-face rollers4 Experimental resultsFigure 4 shows the effect of the in-plane roller angle on the belt sliding distance, and that of the out-of-plane roller angle .As for the in-plane roller airmed experiment -ally that these roller misalignment angles a and b affected the belt sliding distance independently and the effect of angle b was twice as large as the effect of angle a. The parallel gap y of the driven roller generated the belt sliding distance of about half the amount of y as shown in Fig. 5.These mis- alignments of rollers , and y are the main factors that generate the belt mis-tracking and they affect the belt sliding distance independently. As for the belt expansion rate, the belt sliding distance increased as the belt expansion rate was enlarged. The belt sliding distance decreased when the crown heights H of the rollers were enlarged and when the belt width B was widened. From these experimental results, we have achieved an expression of the belt sliding distance by empirical formula (1). The belt sliding distance Y can be de- scribed by the in-plane roller angle , the out-of-plane roller angle , the belt expansion rate e and the driven roller gap y as independent variables, where as constant K1, K2, K3 and K4 are dependent on crown height H and belt width B. (1) Figure 6 shows the xperimental results for the rela tion between transport speed V and belt sliding distance (belt expansion rate e = 0.85%, roller distance L = 205 mm, b = 0.166). At low speeds (less than 2 m/s), the belt sliding distance becomes slightly larger by decreasing the speed. As the speed increases, t distance does not increase at high trans-porting speed (10 m/s). The cause will be mentioned in the following chapter.Fig. 4 Effect of misalignment (experiment) (L = 205 mm,e = 0.85%, H = 0.30 mm, B = 10 mm)Fig. 5 Effect of parallel gap Fig. 6 Effect of transport speed (experiment). (b = 0.166,L = 205 mm, B = 10 mm, H = 0.3 mm, e = 0.85%)5 Effect of transport speedOkubo et al. (1998) studied the forces that cause belt sliding on a cylindrical roller experimentally.They found that the belt sliding force was proportional to roller misalignment angle and the thrust friction force generated by rolling sideslip. In particular, the latter force is related to a cornering force that occurs in the opposite direction to centrifugal force, such as when a car makes a turn. The cornering force will be the key factor iheel is turned to the left and the car will move to the traveling direction with velocity V. The slip angle of the front tire a (an angle between tire running direction and tire surface of revolution) generates side force F which prevents the car from sliding to the right-hand direction of the diagram in Fig. 7. Side force F can be expressed by formula (2), whereas C is constant. (2) Also, the side force F can be divided into two vectors as shown in Fig. 7. The vector which makes a right angle with traveling direction is called cornering force Ff. If slip angle a is small, the cornering force Ff is almost equal to the side force F. Also, the slip angle of the front tire a can be expressed by formula (3) using slipping angle b (angle between the car direction and the traveling direction), velocity of car center of balance V, yaw rate r (angular velocity of car around the z-axis), actual steering angleaken from typical automotive engineering articles.Therefore,the relation between cornering force Ff and speed V can be expressed byformula (4) by substituting formula (3) for formula (2), whereas parameters b, r, d and were replaced by constants C1 and C2. (3) (4) The cornering force on a tire can be applied to the belt sliding force on a roller. That is, roller as a tire and belt as a road. Therefore, the effect of the cornering force generated on the roller will be added on the belt sliding distance. The experi -mental results of transport speed on belt sliding distance shown in Fig. 6 can be approximated by formula (4) by selecting appropriate values for constants C1 and C2. Therefore, the tendency of transport speed V on the belt sliding distance can be explained by applying the cornering force. Also,formula (4) indicates that the increase of transport speed does not enlarge the belt sliding distance.Fig. 7 Cornering force of the tire6 Analysis modelSimulation was conducted using LMS DADS (Dynamic Analysis and Design System), which is a software to predict the behavior of single or multi-body mechanical systems. Firstly, because the belt transport system contains software would be more interesting and constructive.An analysis model was made for the belt transport system shown in Fig. 1. The crown-face roller (rigid body) was made by drawing an arc in the xy-plane and rotating around the y-axis. The belt was made by dividing the belt width and length into solid body elements connected by springs and dampers. Each solid body element has five contact points (four points in the corners and one point in the center of the element). The contact points are sphere with diameter equal to the belt thickness t. The contact is decided by the distance between the center of contact points and the roller surface. If the distance is smaller than t/2, the belt element and the roller are in contact and the contact force is calculated by Hertzs Contact theory. The reaction force calculated by Hertzs Contact theory is given on the roller in the next time step to prevent the belt element from penetrating the roller. A prior examination was conducted for a suitable number of elements of the belt width. When the belt width was divided into five elemimulation was about 1.6 times longer. Cornering force of the tire three elements, and the belt length was divided so that ten elements contact half the circumference of the roller. The belt tension was controlled by expanding the belt elements by belt expansion rate e.The parameters same as those of experiment were, the in-plane roller angle b, the out-of-plane roller angle a, the crown height H, roller distance L, belt expansion rate e, belt width B and transport speed V. As for simulation, belt thickness t, Youngs Modulus E, roller-belt friction coefficient l and Poissons ratio v were added to the above parameters. Youngs Modulus E for simulation was calculated by formula (5), referring to the belt catalog, whereas P is belt tension (which is half the amount of the axial load 147 N), A is belt section area (A = B t) and e is belt expansion rate (=0.01). Youngs Modulus E was calculated 600 N/mm2.7 Simulation resultsFigure 8 shows the simulation results of the effect ofthe in-plane roller angle b on the belt sliding distance,and that of the out-of-plane roller angle a. The belt sliding distance was linear for the in-plane roller angleb and for the out-of-plane roller angle a and the ten-dency corresponded to the results achie shows factorial effects by conducting 27 simulations for 10 parameters measured in 3 levels.The parameters are, out-of-plane angle a, in-plane angle b, crown height H, roller distance L, belt expansion rate e, belt width B, belt thickness t, Youngs Modulus E, friction coefficient between roller and belt l and Poissons ratio v. The vertical axis is sensitivities of control factors g, which can be expressed by formula (6), whereas Yi is the belt sliding distance. The value g shows the sensitivity of the belt sliding distance. For example, if g is large, the belt sliding distance is large.Figure 9 shows that out of ten parameters, the in-plane roller angle b, out-of-plane roller anistance. That is minimizing the misalignment angles a and b, elevating crown height H, lengthening roller distance L, and widening belt width B. However, the length of roller distance L may affect the belt vibration, which will notbe discussed in the paper.8 Appropriateness of analysis modelThe qualitative tendencies of the simulation results were in good agreement with the experimental results. Simulation was conducted with parameters equal to in-plane roller angle b = 0.5_ (out-of-plane roller angle a = 0_), the belt sliding distance was 2.30 mm by experiment and 0.95 mm by simulation. The simulation result was about 40% of the experimental value.There was a difference in axial load on rollers despitethe same belt expansion rate. According to the belt catalog, the flat belt (10 mm width) should generateaxial load of 147 N on flat rollers at belt expansionrate e = 1.0%. The simulation result of axial loadon rollers was only 91 N at e = 1.0%. One reason forthis difference may be caused by the difference in rollers, flat rollers and crown-face rollers. On the other hand, the experimental result of axial load was about214 N at e = 1.0% which was measured (indirectly forexperimental reason) with load sensor. One reason forthis difference may be caused by set up error of rollerdistance. The roller distance determines the beltexpansion rate and it is likely that a small error leads to a large difference in axial load on rollers. Second reason may be caused by variation of belt characteristics. Therefore, it would be better to control belt tension by axial load on rollers than by belt expansion rate.Accordingly, axial load on rollers were made equalbetween simulation and experiment (the axial load 180 N, roller distance L = 205 mm). The belt sliding distance for an in-plane roller angle b = 0.5_ (out-ofplane roller angle a = 0_) was 1.64 mm by simulation and 2.30 mm by experiment. The simulation result was e experimental value. Therefore the simulation results generally agreed with the experimental results quantitatively. In existing machines, the allowable belt skew depends on where and how the belts are used. It is important to roughly grasp the belt sliding distance and make fine adjustments by the actual equipments. Consequently, simulation results agreed with the experimental results qualitatively and quantitatively. This indicates that the analysis model applied to the belt transport simulations by motion system analysis software was applicable.9 ConclusionsWe have examined the belt mis-tracking for a basic belt conveyor system, consisting of one flat belt and two crown-face rollers. Experiments and simulation using commercial motion system analysis software were conducted.1. The belt sliding distance can be expressed by an empirical formula using in-plane roller mis roller gap.2. Confirmation of the fact that increase of transport speed does not increase the belt sliding distance was achieved by experiments. The cornering force of automotive engineering explained the phenomenon.3. The sensitivity of belt sliding distance for ten parameters was studied by simulation. Roller mis-alignments, crown height and roller distance had large effects on belt sliding distance.4. The qualitative tendencies of the simulation results were in good agreement with the experimental results.Also,when theaxial load on roller sand the other parameters were made equal, the simulation results generally agreed with the experimental re-sults quantitatively. This indicates that the analysis model applied to the belt transport simulations by motion system analysis software was applicable. 带传输速度和其它因数对带偏移的影响摘要 橡胶滚子和传送带运输柔性薄介质。像邮件分类器那样的高速的带传送系统，要求速度的增加可能导致皮带脱落。因此, 我们已经对由一个平带和二个圆锥滚子组成的基本的带式运送机系统，这趋向可由汽车工程学的回转向心力解释。同时，使用商业的动作系统分析软件实施仿真。来自仿真和实验的皮带偏移的定性趋势非常吻合，而且因数的结果也被简化为十个参数。定量的，当滚子的轴向载荷和其他的叁数被做的相等的时候，依照仿真的带偏移与实验值基本一致。1 介绍很多的研究关于柔性薄介质的运输仿真技术在办公室自动化设备和节省劳动力的机器方面的应用已经被报导,像是复印机，自动柜员机和邮件分类器。 仿真工具的发展也许会缩短开发这些种产品的周期。Cheng et al. (2004) 使用 MSC (马可商业有限元分析软件)为由一个平带和二个圆锥滚子组成的基本的带传送系统仿真了带隆起面. 皮带的隆起面或偏移是由滚子的角度失准所引起。带的隆起面装置, 皮带隆起面的其他因数的关系, 及张紧轮在减少皮带隆起面上的效果等，正在被研究。通过仿真获得的皮带隆起面的定性的趋向与实验的结果吻合。然而, 定量的结果似乎与实验的结果不是很一致。并且,由于圆锥滚子系统的因素，带输送速度的影响没被提到。2 带传输系统实验被实施，使用由如图 1 所显示的圆锥滚子(直径=30 毫米，滚子宽度 B=10 毫米，圆锥高度 H=0.3毫米,滚子距离 L=205 毫米) 和平带的一个带传输系统。近的滚子是从动滚子，而且远的滚子是主动滚子。座标轴原点被设定在主动滚子重心。从动滚子方向是 X轴,图的右侧方向是 Y轴，向上的方向是 Z轴。滚子偏心系数被给出，在从动滚子重心设置的有同样的坐标系统的从动滚子上。内表面滚子角 (Z轴的旋转角), 外表面滚子角 (X轴的旋转角)，从动滚子间隙 y和Y轴平行。 滚子偏心引起皮带向 Y轴的正负方向偏移, 然而滚子的隆起效果阻止皮带滑离开。 最终，皮带受到的压力将会被平衡，并且它将会追踪一个稳定的位置。皮带偏移的机构将会在下列的章节被提到。在这篇论文中，沿着Y轴方向皮带的初始位置和最后的稳定位置之间的滑动距离被称为“皮带滑动距离。皮带滑动距离 Y 通过被放置在X轴大约 70 毫米的一个激光感应器检测皮带的上边缘而被测得。皮带张力被皮带膨胀率 (当一个 100 毫米的皮带长度被扩大为 101 毫米的时候, 膨胀率是 1%) 控制, 或者更确切地说,皮带张力被滚子距离控制了。图 1 带传输系统3 皮带偏移机构皮带偏移通过滚子的偏心发生。图 2 显示了从动轮的内表面偏心角 的圆柱滚子的情况。当皮带接触滚子的时候，如果在他们之间没有滑动，那么皮带和滚子将会一起随着从动滚子的旋转而运动。在那里在前面皮带边缘点 X1 将不采取行动来磨利 X3 但是将会向前追踪一个新的追踪线磨利 X2,然而一个新的追踪线用滚子桥线来制造一个直角。逐渐地, 皮带将会滑动到那正的发生皮带偏移的线图的手方向和最后皮带将会脱落。 美国标准对于一个隆起-面的滚子, 它有自己，自动的意义排列影响。没有滚子的失准角的图 3 表演一个隆起-面的滚子, 和皮带中心不在滚子的中心。当滚子使旋转的时候，皮带边缘点 X1 将不带领磨利 X3 但是追踪一个新的追踪线磨利X2 。这做皮带滑动向中线。因此，如果隆起-面的滚子有失准角,皮带将不下跌但是停留在排列力平衡的偏移强迫的滚子和自己，自动的意义上的某处。图 2 圆柱滚子上带的偏移4 实验结果从动滚子的平行间隙 y 产生了如图 5 所显示的大约y 一半数量皮带滑动距离。滚子的这些失偏心度a、b 和 y 是产生皮带偏移的主要的因数，而且他们独立地影响皮带滑动距离。对于皮带膨胀率，当皮带膨胀率被扩大的时候，皮带滑动距离增加。皮带滑动距离减少当滚子的隆起高度 H 增大和皮带宽度 B 被加宽。从这些实验的结果，我们已达成由实验验式得到的皮带滑动距离的一个表达式。(1) 皮带滑动距离 Y 能被描述通过作为独立变量的内平面滚子角 b,外平面滚子角a，皮带膨胀率和从动滚子间隙 y, 然而常数 K1，K2, K3 和K4 则依赖隆起高度 H 和皮带宽度 B。 (1) 图 6 显示了传输速度 V 和皮带滑动距离之间的关系的实验结果(带膨胀系数 =0.85% ，滚子距离L=205mm,=0.166).在低速下(低于2 m/s),皮带滑动距离变得轻微增大通过速度的递减。随着速度的增大，皮带的滑动距离变成一个恒定的值2。因此，皮带滑动距离不以高的运输速度(10
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