Conical gearbox with V-belt transmission

Contents

INTRODUCTION

1 POWER AND KINEMATIC CALCULATIONS OF PRIVO-DA

1.1 Determination of design power of the drive

1.2 Selection of electric motor

1.3 Determination of the total gear ratio of the drive and its breakdown

for individual advances

1.4 Power and kinematic parameters of the drive

2 GEARBOX GEAR CALCULATION

2.1.1 Material Selection for Gear and Wheel Fabrication

2.1.2 Determination of allowable contact stresses during calculation

for endurance

2.1.3 Determination of allowable contact stresses during calculation

for contact strength under maximum load

2.1.4 Design Calculation for Contact Extension

2.1.5 Check calculation for contact extension

2.1.6 Test calculation for contact strength under action

maximum load

2.1.7 Determination of allowable bending stresses during calculation

for endurance

2.1.8 Determination of allowable stresses when calculating strength

at bending of maximum load

2.1.9 Endurance check calculation at outcast

2.1.10 Maximum bending strength test

load-koy

4 COUPLING SELECTION. DESIGN CALCULATION OF VA-LOV

4.1 Muf-t Selection

4.2 Design Calculation

5 DESIGN OF GEARS, HOUSING AND

GEARBOX COVERS

5.1 Design of serrated co-forest

5.2 Design of housing and gearbox cover

6 FIRST STAGE OF GEARBOX SKETCH ARRANGEMENT

6.1 Determination of distances between gearbox elements

6.2 Preselection of rolling bearings

7 CHECK OF ROLLING BEARINGS BY DYNAMIC

LIFTING STATION

7.1 Determination of forces loading the gear-and-gear shafts

7.2 Check of high-speed L/A bearings

7.2.1 Definition of support reactions

7.2.2 Determination of dynamic lifting capacity of bearings

7.3.2 Determination of dynamic lifting capacity of bearings

8 SECOND STAGE OF GEARBOX SKETCH ARRANGEMENT

9 TEST OF STRENGTH OF KEY JOINTS

10 UPDATED CALCULATION OF VA-LOV

10.1 Construction of internal force factual ditches

10.2 Calculation of shaft for fatigue strength

11 PURPOSE OF FITS OF GEARBOX MAIN PARTS

12DEVELOPMENT OF PLI-T STRUCTURE

13 LUBRICATION AND GEARBOX ASSEMBLY

13.1 Gearbox lubrication

13.2 Assembly and adjustment of reduction gear box

LIST OF LITERATURE

Introduction

A reduction gear is a mechanism consisting of a gear (worm) gear made in the form of a separate unit and serving to transfer torque from the shaft of the engine to the shaft of the working machine.

The purpose of the reduction gear is to reduce angular speeds and, accordingly, increase the rotating torque of the driven shaft compared to the driving shaft. The reduction gear consists of a body (cast iron or welded steel), in which the transmission elements are placed - gears, shafts, bearings, etc. Device for lubricating engagement and bearings is also arranged in reduction gear case.

During the design process, the engineer solves a number of complex and diverse tasks. For example, in addition to developing a machine capable of performing specified functions for a given service life, it must take into account the requirements of economics, technology, operation, transportation, safety, etc. In order to satisfy these requirements, the designer must be able to perform kinematic, power, strength and other calculations from many shapes that can be given to the parts, from many materials with numerous and diverse properties, he must take those that allow you to optimally use these properties to increase the efficiency and reliability of the product.

Reduction gear box lubrication

Lubrication of gear is performed by spraying of liquid oil. At contact voltages to 600 MPa and wheel circumferential speed > 2 m/s oil viscosity shall be approximately equal to 28∙10-6 m2/s [4, Table 11.1]. Take oil I-30A [4, Table 11.2].

Bearings are lubricated with plastic lubricant embedded in bearing chambers during assembly.

Gearbox assembly and adjustment

The gearbox is assembled in accordance with the assembly line. Prior to assembly, inner cavity of housing and reducer is thoroughly cleaned and covered with oil-resistant paint.

A key 50 is put on the high-speed shaft 4 and the gear 5 is pressed and then the ring 48 is put on and tightened with a nut 37. After that, we turn the shaft over to 1800 and place the holding ring 21 and press the roller bearings 40 preheated in oil to a temperature of 80-100 ° C, before placing the spacer ring 13 between them. Then, the sleeve 8, the spacer ring 12 are put on, the washer 46 is put on and the splined nut 35 is tightened, the cuffs 38 are applied and the through cover of the reduction gear case 11 is put on .

At the beginning of low-speed shaft assembly key 50 is laid and wheel 7 is pressed until stop against shaft collar, holding rings 20 are fitted and roller bearing 41 heated in oil is installed, spacer ring 14 is put on and covers 17 are put on. After that, we turn over the shaft to 1800 and place the holding ring 20 and install the roller bearing 41 heated in oil, put on the spacer ring 15 and apply the cuffs 39 and put on the through cover of the reducer body 11. Assembled shafts are laid in base of reduction gear box housing 2 and cover of reduction gear box housing 3 is put on. For alignment, the body cover is mounted on the base of the body by means of two conical pins 51 and the bolts 31 are tightened.

Oil outlet plug 23 with gasket 22 is screwed in and oil indicator 1 is fixed. Oil is poured into reducer and inspection hole is closed with cover 27.

Axial clearance in bearings is adjusted due to selection of total thickness of set of adjusting gaskets. Contact spot of gears is controlled by axial displacement of shafts by means of rearrangement of adjusting gaskets.

The assembled and adjusted gearbox is rolled and tested on the bench according to the test program.