Clutch calculation and design analysis ZIL-130 - DBE, Drawings

Contents

Introduction

1. Technical characteristic ZIL -

Design of clutch and control drives

Clutch classification

Analyze the use of different types of constructs

Materials used for fabrication of main parts

Select Source Data

Clutch Calculation and Design Analysis

2.1 Evaluation of adhesion wear resistance

2.2 Assessment of the thermal stress of the clutch

2.3 Calculation of adhesion parts for strength

2.3.1 Calculation of clutch pressure springs

2.3.2 Calculation of clutch damper springs

2.3.3 Calculation of the hub of the driven disk

2.3.4 Calculation of clutch shaft

3. Conclusion

4. List of used literature

5. Application

Introduction:

In this course work, we calculate the grip of a car with a wheel formula of 4 × 2 full weight 13677 kg. The prototype is the clutch of the ZIL130 car. The clutch is the head unit of the transmission. It is located between the engine and gearbox and is designed for short-term disconnection of the engine and transmission and their connection again with the required smoothness. The clutch also serves to protect the parts of the transmission from dynamic overloads.

Short-term disconnection of the engine from the transmission is necessary during gearshift, during braking of the car, as well as when starting the engine in cold weather, in order to reduce the resistance to crankshaft rotation.

Smooth connection of the engine and transmission is necessary when touching the car from the place, that is, when accelerating from the initial speed v = 0 to the speed va corresponding to the minimum stable crankshaft speed; after gear shifting; when maneuvering a car.

In accordance with the purpose, the design of the clutch is characterized in that the coupling between the driving and driven parts thereof is carried out by an adjustable force of mechanical friction (friction clutch), hydrodynamic forces (hydraulic clutch) or an electromagnetic field (electromagnetic clutch). These coupling methods between the driven and driving parts of the clutch allow them to rotate at different angular speeds (with a slip), which is necessary for smooth connection of the engine and the transmission, and also limit the transmitted torque.

Technical characteristics of ZIL-130

1.2. Clutch classification

1). According to the method of transmitting torque, the clutch is: friction, hydraulic, electromagnetic.

2). According to the control method, a clutch with forced control, with an amplifier and without an amplifier, as well as with automatic control is distinguished.

3). According to the method of pressure generation, the clutch pressure disk is divided into spring, semi-centrifugal and centrifugal.

4). According to the shape of the friction surfaces, disc, cone and drum clutches are distinguished.

5). According to the number of driven clutch disks, there are one-, two- and multi-disc ones.

1.3 Analysis of use of different types of structures

Modern cars usually have one or two-disc friction clutches with forced control. These designs provide the basic requirements for clutches.

Single-disc clutches are easy to manufacture and maintain, provide good heat removal from friction pairs, have a small mass and high wear resistance.

The two-disc clutches necessitate the use of increased trip force, have large dimensions, a significant moment of inertia of the driven parts and an increased turn-off stroke.

On many modern cars and buses, automatic clutches are installed to ensure smooth touching from the spot and gearshift automatically.

1.4 Materials Used for Manufacturing of Main Clutch Parts

Working springs are made of Steel 65G.

The drive disk is made of gray cast iron SCh 2848, SCh 3252, which has good anti-galling and frictional properties when operating in combination with friction pads.

Driven disk is made of steel with increased elasticity.

The hub of the driven disk is made of steel of grades Steel 40 and Steel 40X.

Friction linings were previously made of asbestos, metal fillers and a binder (synthetic resins, rubber), now due to toxicity, asbestos has been replaced by other substances.

The clutch release lever, their axes and support forks are made of low or medium carbon steel and subjected to cyanidation to HRC 5660 hardness.

The clutch casing is made of Steel 10.

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