机械 毕业设计 论文 课程设计

摘 要
履带车辆的转向机构是重要的总成之一，其性能的优劣直接影响着车辆的转向机
动性和生产效率。因此对性能优良的转向机构的研究一直是车辆工程领域的重要研究
课题。
履带式工程机械的转向机构普遍采用单功率流的转向离合器和制动器，两者相配
合，使两侧履带以不同速度行驶，实现转向。这种结构非常简单，同时也易于实现转
向，但是要实现小半径转向时需借助摩擦元件的打滑来实现，造成严重的功率浪费，
降低摩擦元件的使用寿命。同时驾驶操作费力，还不好准确把握车辆的转向半径。
本设计为推土机设计采用的一套动力差速式转向装置。该转向机构主要包括一个
转向差速机构、一个液压泵、一个液压转向马达和转向控制器，它将转向和差速和为
一体，简化了机械的结构，提高了机械的使用性能。该机构具有差速的同时，还具有
差速锁的效果，并具有降速增扭的功能，大大提高了履带车辆行驶通过性和转向性能。
关键词：差速式转向机构；转向离合器；转向半径；履带车辆；转向控制器

ABSTRACT
The steering mechanism of tracked vehicle is one important part of the unit, and its
performance will directly affect the mobility and productivity of the vehicle. Therefore, the
research on steering mechanism is an important subject in the field of vehicle engineering.
The marching project machinery rotation gear generally uses the steering clutch and
the brake which the single power flows, two coordinates which cause two sides caterpillar
bands with the different speed to change the direction. This kind of structure is extremely
simple, and will be also easy to realize changes, however, if you want to realize the changes
of the small radius, you have to do it with the aid of rub parts slipping and it will cause the
serious power waste, reduces the service life of rub parts. Simultaneously it will be in great
trouble to take the operation and hold the radial turning of vehicles.
The design is a set of diverting device with difference speed which uses for the
bulldozer design. The steering mechanism mainly includes the differential steering
mechanism, a hydraulic pump, a motor of hydraulic pressure and a steering clutch. It can
make the changing direction and the difference speed into one body, simplify the machinery
structure, enhanced the machinery operational performance. This structure not only has
different speed, but also has the effect of differential lock, and has the function which
reduces speed and increases turns and enhances passing nature of the tracked vehicle and
the performance of changing direction.
Key words: Differential Steering Mechanism；Steering Clutch；Radial Turning；Tracked
Vehicle；Steering Controller

目 录
摘要······························································································································ Ⅰ
Abstract ························································································································ Ⅱ
第1 章 绪论················································································································ 1
1.1 履带车辆转向机构的选题背景目的及意义····················································· 1
1.2 履带车辆转向机构研究现状············································································· 2
1.2.1 单功率流转向机构·················································································· 2
1.2.2 双功率流转向机构·················································································· 3
1.3 履带车辆转向机构发展趋势············································································· 4
1.3.1 纯液压无级转向机构·············································································· 4
1.3.2 复合转向机构·························································································· 5
1.3.3 机械液压连接无级转向机构·································································· 5
1.4 差速式转向机构的主要构成············································································· 6
1.5 本文主要工作···································································································· 7
第2 章 动力差速式转向机构运动学分析·························································· 8
2.1 差速式转向机构的组成与工作原理································································· 8
2.2 差速式转向机构的运动学分析········································································· 9
2.2.1 转速分析································································································· 9
2.2.2 转矩分析······························································································· 11
2.2.3 功率分析······························································································· 14
2.3 本章小结·········································································································· 15
第3 章 履带理论转向阻力矩分析····································································· 16
3.1 履带与路面摩擦引起的力··············································································· 16
3.2 履带侧面推土产生的力··················································································· 17
3.3 本章小结·········································································································· 19
第4 章 动力差速式转向机构的设计································································· 20
4.1 各传动比的选择······························································································ 20
4.2 各零件运动参数的计算··················································································· 20
4.2.1 车辆直线行驶························································································ 20
4.2.2 车辆绕一侧履带中心转向···································································· 21
4.3 零件设计·········································································································· 22
4.3.1 行走驱动锥齿轮的设计········································································ 22
4.3.2 转向马达锥齿轮的设计········································································ 26
4.3.3 行星排Ⅰ与行星排Ⅲ的设计································································ 30
4.3.4 行星排Ⅱ的设计···················································································· 34
4.3.5 轴的设计······························································································· 39
4.3.6 键的设计······························································································· 45
4.4 传动机构组装简图·························································································· 48
4.5 本章小结·········································································································· 49
结论······························································································································ 50
参考文献····················································································································· 51
致谢······························································································································ 52

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