3NB-1300钻井泥浆泵动力端系统的设计（含CAD图纸和说明书）

资源目录里展示的全都有预览可以查看的噢，，下载就有,,请放心下载，原稿可自行编辑修改=【QQ：11970985 可咨询交流】====================喜欢就充值下载吧。。。资源目录里展示的全都有，，下载后全都有,,请放心下载，原稿可自行编辑修改=【QQ：197216396 可咨询交流】==================== 本科毕业设计 （本科毕业论文） 外文文献及译文 文献、资料题目：Clutch、Differential、Governors and Automobile transmission 文献、资料来源：建筑机械 文献、资料发表（出版）日期： 院 （部）： 机电工程学院 专 业 班 级 姓 名 学 号 指导教师 翻译日期 外文文献： Clutch A clutch is a device which allows two components, usually drive shafts, to be engaged or disengaged by its operation. Although it is commonly used on motor vehicles there are various types of clutch available for industrial applications. Electromagnetic, single dry plate, multi dry plate, multi –oil immersed plate, centrifugal and vane are just some of the various types of clutch available. The job of the clutch on the motor vehicle is to disconnect the engine from the road wheels while changing gear and then to allow the engine to pick up speed smoothly, which is especially important on starting. There are several designs used: the single dry plate type for vehicles with a manual gearbox, and the vane type fluid coupling or torque converter, or centrifugal clutch, for automatic transmissions. Single plate clutch In a single plate clutch system, a flywheel made f cast iron is bolted to the rear end of the crankshaft. The face of the flywheel which touches the clutch plate is very smooth, so as not to promote wear. The clutch plate is a two-piece disc about eight inches (20 cm) in diameter. In the centre of the plate is a hole with splines (similar to gear teeth) init which correspond to the splines on the input shaft of the gearbox. The inner splined portion of the plate is connected to the outer friction part via ‘buffer’ springs which absorb the initial take-up shock. Both sides of the plate are covered with friction material on the outer one and a half inches (4 cm) of the diameter. This is a high friction, low wearing, heat resistant material, and is attached to the plate by rivets and bonding. The clutch cover consists of a pressed steel casing which houses a pressure plate backed up by several coil springs or a diaphragm spring, which provide the force to press the plate hard up against the flywheel. Vane and centrifugal clutch On automatic gearboxes, a fluid type clutch is used. As with the dry clutch assembly, a large casing bolts onto the flywheel and contains all the parts. The casing is a casting which has impeller vanes attached to the inside of it. Another large wheel, which is attached to the gearbox input shaft, has the output vanes around the edge of it. It is fitted inside the outer casing, to allow both parts to turn independently. The inside of the device is filled with oil, and sealed. As the flywheel rotates faster around the inner-output-vanes, the oil sets up a turbulence which makes the inner wheel rotate. This action now provides drive from the flywheel to the gearbox through the oil. The design allows the car to remain stationary when the engine is idling, but when the engine revs up, the oil is disturbed, thus giving a smooth take-off. Apart from the convenience of the automatic feature, this system eliminates a lot of moving parts. The only maintenance which is required is the periodic replacement of the oil. Centrifugal clutches contain a system of ‘bob’ weights which are attached by pivots to the flywheel. When the flywheel increases in speed, the weights are thrown out from the centre until they provide contact between the power source and the drive shaft. Such clutches are found on the simpler or semi-automatic systems. Other applications Clutches are also used in industrial applications such as machine tools which have to stop and start without the motor being switched off. For this any of the methods described for a car, in a modified form, or an electromagnetic clutch can be used. The latter is a device which contains two electromagnets facing each other inside an outer casing. If the power is switched off, both halves of the clutch are independent. When current is passed through the magnets, they come together, with a self engaging coupling or friction plates in between, thus providing a straight through drive. This type of clutch provides no graduation of the power engagement, which is unnecessary in production machinery, for example. Differential The differential is a gear assembly in a motor vehicle which allows the propeller shaft. or drive shaft ,to turn the wheels at different speeds when the vehicle is going around a curve. When a vehicle goes around a curve, the wheel on the inside of the curve travels less distance than the other, and so must turn more slowly, for safety in handling and to keep tyre wear to a minimum. A four wheel drive vehicle, such as a Jeep or a Land Rover, has two differentials. For maximum traction, a four wheel drive vehicle has been designed with three differentials, separating the front wheels, the rear wheels and the front from the rear, allowing each wheel to turn at its own speed under power. The only car which does not have a differential is the Daf car, built in Holland, which has a belt drive system allowing slippage of the belt on the pulleys. The differential is encased in a casting, which is located on most cars (having rear wheel drive) in the middle of the rear axles between the wheels. (It is sometimes called the ‘cabbage head’ because of its bulbous appearance.). The drive shaft enters the casting in the front and one axle enters at each side. A pinion gear, which is splined into the end of the drive shaft, turns a beveled crown gear which is fastened onto the end of one of the axles. An assembly of four small beveled gears (two pinions and two star gears) is bolted to the crown gear and turns with it. The other axle is driven by the small pinion gear opposite the crown gear. The assembly drives both axles at the same speed when the vehicle is being driven in a straight line, but allows the axle opposite the crown gear to turn slower or faster, as required. Some units are designed to give a limited-slip or slip-lock differential, to equalize power between the wheels on a slippery or a soft road surface, providing safe handling and minimizing the likelihood of getting stuck in snow or soft earth. The gear ratio (ratio of the number of teeth on one gear to the number of teeth on the other) between the crown gear and the pinion gear is one of the factors that determines the performance characteristics of the car, such as acceleration and top speed. Early cars had pinion and crown gears with straight teeth on them, which resulted in noisy operation of the differential and allowed play in the gear teeth, causing undue wear. Today the pinion and crown gears are helical gears, which means that the toothed surfaces are beveled and the teeth themselves are curved. This design eliminates play between the teeth, because as the gears spin together one tooth is in full contact before the previous tooth leaves. A properly constructed differential should last the life of the car without any maintenance at all. In order to produce a particularly quiet differential, the pinion and crown gears are lapped together in a lapping machine which duplicates the operating conditions of the completed differential. After lapping, the two gears are kept together as a set. hey are inspected together in a machine in a quiet room ,which determines the exact thickness of shims（sheet metal discs used to ensure a close fit）required in the assembly to ensure quiet operation: then they go to the differential assembly line. All proper shimming is installed: then the unit is test-run, filled with a heavy oil and sealed. Quiet operation of the differential is essential in a vehicle with unit-body construction, as opposed to a separate body bolted to a frame, because noise from the differential will be transmitted by the body itself. Governors A governor is an automatic regulating system designed to control the rotational speed of a prime mover such as a diesel engine (propelling a ship, for example) or, a steam turbine（driving an electrical alternator, for example). Feedback In the early days of steam, a speed-governed engine was easily identified by the spinning fly-ball device which spring by the action of centrifugal force. Less obvious was the mechanical connection between the sleeve and the throttle valve of the engine. Such a simple governor worked with the aid of EEDBACK; that is the system was adjusted continuously by using measurements of the quantity under control (in this case speed). The engineer could pre-load the sleeve spring to obtain the particular speed he wanted. Then an error from this desired speed brought about by an unpredictable change of output load on the engine in order to return the speed to its proper value. Hunting In 1868, James Clerk Maxwell gave the Royal Society a mathematical explanation of the undesirable‘dancing motion’，nowadays referred to as instability or hunting, meaning a continuous oscillation of the speed of such governors. This heralded the development of the classical theory of automatic control, without the application of which these simple governors would have continued to behave in an erratic and unpredictable manner. It was soon realized that, since the fly-ball device displaced the sleeve spring proportionately to the square of the speed (because of the nature of centrifugal force) instead of directly proportional to the speed itself, the sensitivity of the system was bound to change with the speed demanded of a particular system. So a system could be too sluggish at low speed and yet hunt at high speed. Fortunately in most applications, with the notable exceptions of engines used for road and rail transportation, the desired speed is not required to vary much if at all. It follows that, although it is now quite a simple matter to replace the mechanical fly-ball device with an electrical tacho-generator, capable of giving an output electrical potential directly proportional to speed, many modern governors are still built around a device utilizing centrifugal force, although this is scarcely visually recognizable as such. Load sensing The simple design of governor suffers from a further drawback known as droop, that is, a temporary or permanent change from the desired speed following a change in the output load imposed on the prime mover. An ideal governor, which does not suffer from droop, is called isochronous (meaning constant speed).One area where this matters particularly is in the generation of electrical power, where droop directly affects the frequency of the alternating supply. Governors for such systems may be fitted with a load-sensing device in which the load on the engine is measured and fed back as well as the speed. Such measurement of the load may be done by a coupling between the engine and the driven load or, where the load is an alternator, by measuring the electrical current in the machine. Inevitably this results in greeter complication and a more difficult design problem. Automobile transmission The automobile transmission uses a series of gears which enables the engine to continue to operate at maximum efficiency motion requires a large amount of power to overcome the inertia of the vehicle’s weight. This process requires high engine speed, needed for high power, and a gradual increase in a vehicle’s speed to avoid a jerky start. To do this, a low gear ratio allows the crankshaft to revolve several times in order to turn the rear axle once. The low gear ratio is used for starting, climbing steep slopes, and other situations in which maximum power is required. As power needs are reduced, a second, higher gear ratio is used which rotates the rear axle with fewer revolutions of the crankshaft. As the car’s speed increases, successively higher gear ratios are used until the drive from the engine to the rear wheels passes through the transmission without reduction. Two principal types of transmission are used, manual and automatic. Manual transmission This system permits the driver to select the desired gear ratio by manipulating a shift lever. Besides the forward speed gears, additional gearing is incorporated to permit the vehicle to operate in reverse. Manually operated passenger car transmissions used in the United States and Canada usually have three speeds forward and one in reverse. Trucks, tractors, buses, and other heavy-duty vehicles have as many as 10 forward speeds and 2 in reverse. These units are basically 10 forward speeds and 2 in reverse. These units are basically five-speed transmissions with a two-speed auxiliary gearbox. Transmissions that are to be shifted with the vehicle in motion incorporate sysnchromesh units to prevent gears from clashing as they are meshed. The synchromesh unit synchromizes the speed of the gears so that they revolve at the same speed as they slide into engagement. Automatic transmission This system changes gear ratios automatically in response to changes in engine speed or throttle dously after world war Ⅱ , and they are installed in more than half of the automobiles produced in the united states. Automobiles equipped with an automatic transmission have a control lever which allows the driver to select neutral, low, drive, and reverse. The engine is started in neutral, and the lever is moved to “drive” for normal operation when moving forward. In “drive” position the vehicle can accelerate from rest to maximum speed by simply depressing the accelerator. The “low” position prevent the transmission from shifting out of the lower gear ratios. It is used for climbing steep grades, in mud, or at other times when maximum power is needed. Some units have a “park” position, which locks the transmission to prevent a parked car from rolling. The automatic transmission makes it easier to drive a car, but it is less efficient than a manually shifted unit and increases gasoline consumption. For this reason, the automatic transmission makes it easier to drive a car, but it is less efficient than a manually shifted unit and increases gasoline consumption. For this reason, the automatic transmission is not as common in Europe, where economy of operation is a prime sales factor. Four basic types of automatic transmissions have been developed to the point where they have been installed in production vehicles. The first consists of a standard mechanical transmission and clutch which is automatically shifted by pneumatic, hydraulic, or electric power units. The second type uses a hydraulic torque converter plus a planetary gear system to increase engine torque. The third system combines a hydraulic coupling with an automatically shifted mechanical gearbox to provide torque. The third system combines a hydraulic coupling with an automatically shifted mechanical gearbox to provide torque amplification. The fourth type uses one or more stages of hydraulic torque conversion to provide torque multiplication. Automatic transmissions shift in response to signals from speed sensing and throttle position sensors. The units incorporating hydraulic torque converters use the hydraulic fluid, under pressure, to engage and disengage planetary gear trains. 中文译文： 离合器 离合器是通过其运转使两个元件，通常是传动轴，啮合或分离的一种装置。虽然离合器一般用在机动车辆上，但是各种类型的离合器也适于工业上的应用。常用的一些离合器的种类有：电磁式、单片干式、多片干式、多片油浸式、离心式和叶片式。 机动车辆的离合器的作用是：在换挡时将发动机与行走轮分离，然后让发动机平稳加速，这在启动时尤其重要。常用的集中离合器的结构型式有：装手动变速箱的机动车上用的那种单片干式离合器和自动换挡用的叶片式液力离合器，或液力变矩器，或离心式离合器。 单片离合器 在单片离合器装置中，用螺栓将铸铁飞轮固定在曲轴后端。与离合器片接触的飞轮表面非常平滑，其目的是减少磨损。离合器片是一套直径约为8英寸（20厘米）的两个圆盘。圆盘中心孔有花键（与齿轮相似），该花键槽与齿轮箱输入轴上的花键相啮合。离合器片的内缘花键槽部分通过“缓冲”弹簧与其外援摩擦部分相连接，缓冲弹簧缓冲（离合器）刚接合时的冲击。离合器片的两侧边缘镶盖着宽为1.5英寸（4厘米）的摩擦材料。这些摩擦材料是一种摩擦力大，磨损小而且耐热的材料，与离合器片铆接在一起。离合器外壳是压制成的钢板壳，此钢壳内装有压板，此压板由几个螺旋弹簧或一种膜片弹簧所支承，弹簧的弹力将压片紧紧地压在飞轮上。 叶片离心式离合器 在自动变速箱上，用了一种液力离合器。液力离合器同干式离合器的装配形式一样，一个大外壳用螺栓紧固在飞轮上，壳内装有各种零件。这一外壳是铸造成的，壳内装有一些叶轮片。以使这两组叶片各自独立转动。向该装置内充满油后再封好。当飞轮带动内输出片迅速旋转时，油就被扰动，并带动内轮转动。这一动作是通过油将飞轮的转动传给变速箱。该装置可允许在发动机空转时汽车保持不动，但是，当发动机加速时，油被扰动，从而使起动平稳。该装置除了自动变速方便这一特点之外，还减少许多运动机件。所要求的唯一保养就是要定期换油。 离心式离合器有一“悬动”重量体系，该体系与飞轮由枢轴连接。当飞轮转速加快时，此“悬动”重量从中心向外甩出，使动力源的输出轴与传动轴之间相连接为止。这种离合器用于比较简单的或半自动的变速装置上。 其他方面的离合器 离合器也用于工业上，如在机床上，当需要机床停车或再开动而不让电机停车时就需要离合器。为此，对前述的汽车上用的任何一种离合器，只要稍加改动一下形式或者使用电磁离合器，即均可适于机床的使用。 电磁离合器由两个电磁元件组成，这两个电磁元件在离合器外壳内相互紧贴着。若电源断开，则离合器的输入输出两轴则可各自独立自由转动。当电流通过电磁铁时，磁体之间就以自体啮合的联接方式，即如摩擦盘一样使两磁铁贴合在一起，从而使传动可靠。这种离合器不能使传动分级啮合，例如，在专用机械中就不需要这种离合器。 差速器 差速器是装在激动车辆上的一套齿轮装置。当车辆转弯时，差速器使转动轴以不同的速度驱动各驱动轮。当车转弯时，弯路内侧的车辆行走的距离要比另一侧车轮行走的距离短些。因此，为了驾驶安全和最大限度的减少轮胎的磨损，内侧车轮必须转的慢些。一台四轮驱动的车辆，像吉普车或越野车，都装两套差速器。为了得到最大的牵引力，四轮驱动车已设计成装有三套差速器，分别装在两个后轮间及后轮与前轮间，容许每个轮在动力作用下以各自的速度转动。唯一不装差速器的是荷兰造的“达夫”小汽车，该车有一套皮带传动装置，容许皮带在皮带轮上打滑。 差速器装在一个铸成的齿轮包内，该齿轮包安装在后轴的两个车轮之间，因为大多数汽车都是后轴驱动的。（因为它那圆圆的样子，有时叫它“甘蓝头”）传动轴从铸包的前面装进，后轴从两侧装进。小伞齿轮与主传动轴末端以花键相连接，并带动固定在一后轴轴端的那个冠形大齿轮转动。用螺栓连接把四个小伞齿轮（两个小齿轮和行星齿轮）与冠形大齿轮装配在一起，并随大伞齿轮传动。大伞齿轮对面的那个小齿轮驱动另一后轴。该传动机构以同速驱动机构两后轴时，汽车便直线行驶。但是，当需要时，大伞齿轮对面的那一后轴可慢转或快转。 有些汽车的总成设计，提出一种止滑或带滑动闭锁装置的差速器，以使在滑路面或软路面上两后轮间的传动动力大小相等，从而能安全操作，并使车陷入雪 地里或软地理的可能性最小。 伞齿轮与游星齿轮之间的传动比（一齿轮齿数以另一齿轮齿数之比）是决定汽车使用性能，如加速度和最高行速的因素之一。 早期汽车的大小伞齿轮是直齿，曾导致差速器运转时发出噪声，并容许齿轮齿间有间隙存在，从而加剧了磨损。当今的大小伞齿轮都是螺旋齿，即齿轮齿面为锥面，齿轮本身为曲面形。这种齿轮结构形式消除了齿轮间隙，因为在大、小齿轮同时旋转时，其任一齿在其前一齿离开之前是处于完全接触状态的。结构合理的差速器，其寿命应该与汽车的寿命相同，而根本不必维修。 为生产无噪声的差速器，就要将大、小伞齿轮一起放进研磨机中按照成品差速器的运转条件精研，反复进行研磨。研磨后，把两齿轮装成一组，再将它们装在机器中，在安静的房间里进行检查。依次决定装配所要求的垫片（用于紧配合的金属圆薄片）的精确厚度，以确保无噪声运转。然后把大、小伞齿轮放入差速器组装线上。该差速器中的所有齿轮都装在滚柱轴承上，并装上各种合适的垫片，充满重油密封好后进行试验运转。对于车体为整体结构的汽车来说，差速器的无噪声运转是极为重要的。因为差速器发出的噪声会从车体本身传出来。这与用螺栓连接在车架上的那种可分式车体结构根本不同。 调速器 调速器是用于控制原动机转速的一种调速装置，像柴油机（如船用柴油机）或者汽轮机（如驱动交流发电机的汽轮机）等。 调速器的反馈作用 在蒸汽机时代的初期，根据旋转飞球装置就很容易辨认出速度可调的蒸汽机。此旋转飞球装置靠着离心力的作用，在其滑套克服弹簧的压力而产生位移时来调节速度。该滑套与蒸汽机的节阀之间的机械联结机构不太明显。这种简单的调速器是借助于反馈作用进行调速的，也就是说，用所控制的测量值（在这种场合为速度）连续地调节这个系统。工程师可预先给滑套弹簧加压，以得到所要求的具体速度值。由蒸汽机输出负荷不可预知的变化所引起的偏离预定速度的误差会调节蒸汽机的供汽量，以使速度恢复到何时的值。 转速的波动 1868年，詹姆斯·克拉克·马克斯韦尔为英国皇家学会就那种令人讨厌的“舞蹈运动”作了精确的解释。现今这种运动被称为不稳定性运动或摆动。意思是指这种调节器速度的等幅震荡。这一解释预示了自动控制经典理论的发展，如果当时不应用该经典理论，这些简单的调速器就会仍然以无规律的，不可预测的方式运转。人们不久就认识到了，由于飞球装置使滑套弹簧位移与速度平方成正比（因离心力的特性引起），而不是直接与速度本身成正比，因此，该调节装置的灵敏性就一定会随着对具体装置所要求的速度而变化。但此调速装置在低速时不太灵敏，而在高速时又不甚稳定。幸运的是，除铁路、公路运输中所用的发动机外，对大多数发动机的转数几乎不要求有很大变化。即使有，也极小。由此可见，虽然现在用一电动转数传感器（能输出一直接与转速成正比的电压值）来代替那种机械的旋转飞球装置已是一个很简单的问题，但是，许多现代的调速器，仍是根据离心力的装置为基础制造成的，而像这样的装置用肉眼几乎是看不出来的。 载荷的传感 调速器的原始设计患有进一步被称为速度“呆滞”的这一缺陷。即由于施加给原动机的输出载荷的变化引起的偏离预定的速度所呈现的暂时性或永久性的变化。等时（意思是恒速）调速器由于没有速度“呆滞”的缺陷，被认为是一种理想的调速器。受其影响最大的是在发电领域，其调速器的速度“呆滞”直接影响交流电流的频率。该领域所用的调速器可装上一种负荷传感器，这样，不仅是发动机的转速，而且还有其载荷均可被测量，被反馈。发动机载荷的测量值，是通过发动机与被驱动的载荷之间的连接器测得；如果该载荷是一台交流发电机，则可通过测量发电机的电流而测到载荷的大小。这必然会导致结构更复杂因而设计更困难。 汽车传动系 汽车传动系使用一系列齿轮，在车速改变时，该系统能使发动机继续以高效率运转。起动汽车需要的功率大以克服车子本身的惯性。启动过程要求发动机的转速高，即大功率所必需的转速，同时还要求汽车逐步加速，以免造成颠簸起动。为此，低速比可使曲轴转动数轴而后轮轴只转一周。低速比用于起动，爬陡坡及其他需要最大功率的场合。当功率需要减小时，就用较高的变速比，此变速比使曲轴以较少的转数带动后轮轴。随着车速的增大，要连续地使用更高的变速比，直至发动机到后轮轴的传动在经过传动装置时无需减速为止。传动装置主要有两类：手动的和自动的。 手动传动系 该传动系要求司机熟练地操纵变速杆已选择所需的变速比。汽车一般除装有前进变速齿轮外，还装有辅助齿轮装置，以便倒车。在美国和加拿大，客车的手动系统有三个前进档和一个倒车档。卡车、拖拉机、公共汽车及其他重型车辆都有十个前进档和两个倒车档。这些机构主要有五速传动机构及一个二速辅助齿轮箱。那些使汽车在行进中可变速的传动系统都装有同步齿轮变速机构，以防止齿轮啮合时碰撞。同步齿轮变速机构使齿轮速度同步，这样，在这些齿轮进入啮合时，能同速转动。 自传动系统 该装置随发动机的速度变化或调速气门的变化而自动地改变速比。第二次世界大战后，应用自动换挡的车辆迅速增加。美国现今生产的汽车一半以上都装有自动换挡装置。装自动换挡的汽车都有一操纵杆，司机可用它选择中速、低速、行驶及倒车速度。发动机以中速起动，操纵杆移至“行驶”档为正常向前运动。挂“行驶”档时，只要踩下加速踏板，汽车便可从静止加速到最大速度。低档位置可防止变速机构变速超出较低的变速范围。 低档用于爬坡、泥路或其他需要大功率的场合。有的而车还装“停车”档，它可锁住变速机构以防止已停的汽车溜动。使用自动换挡装置使驾车容易，然而，它没有手动变速效率高，而且使其油耗量增大。因此自动变速机构在欧洲用的并不普遍，因为在那用经济实惠使汽车销售的首要因素。 现已研制出四种基本自动换挡装置，并已达到在汽车上安装使用的程度。第一种是标准的机械传动装置及靠气动力，液力或电力装置自动换档的离合器。第二种是液力变矩器加一行星齿轮机构，以增加发动机的扭矩。第三种是把液力联轴器与自动换档机械齿轮箱结合在一起以增大扭矩。第四种是用一级或多级的液力变矩器以增大扭矩。 自动换档是随着来自速度传感器和调速气门位置传感器的变化而变速的。该装置与液力变矩器相合并，利用高压液流使行星齿轮机构啮合或分离。 - 11 -