180T六梁橋式鑄造起重機(jī)結(jié)構(gòu)設(shè)計(jì)

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1、word 畢 業(yè) 設(shè) 計(jì)〔論 文〕 設(shè)計(jì)(論文)題目：180T六梁橋式鑄造起重機(jī) 結(jié)構(gòu)設(shè)計(jì) 姓 名 學(xué)院〔系〕 機(jī)械電子工程學(xué)院 專(zhuān) 業(yè) 機(jī)械設(shè)計(jì)制造與其自動(dòng)化〔CAD〕 年 級(jí) 機(jī)自051207班 指導(dǎo)教師 2009年 6月13日 大學(xué)畢業(yè)設(shè)計(jì)(任務(wù))說(shuō)明書(shū) 學(xué)院〔直屬系〕：機(jī)械電子工程學(xué)院 時(shí)間： 2009 年6月13 日 學(xué) 生 姓 名 指 導(dǎo) 教 師 設(shè)計(jì)〔論文〕題目 180噸六梁橋式鑄造起重機(jī)結(jié)構(gòu)設(shè)計(jì) 主要研 究?jī)?nèi)容 載荷分析與其組合；

2、內(nèi)力計(jì)算，按照不同的載荷組合計(jì)算各危險(xiǎn)面的內(nèi)力，簡(jiǎn)化計(jì)算模型是必須考慮主、端梁之間相互約束的影響；在此根底上進(jìn)展各截面的靜強(qiáng)度、靜剛度、動(dòng)剛度、疲勞強(qiáng)度、局部穩(wěn)定性和整體穩(wěn)定性的驗(yàn)算，以與主、端梁的連接計(jì)算，最后確定結(jié)構(gòu)的截面工程尺寸。 研究方法 在滿(mǎn)足結(jié)構(gòu)的強(qiáng)度，剛度，穩(wěn)定性以與疲勞強(qiáng)度的情況下，減小結(jié)構(gòu)的尺寸，做到經(jīng)濟(jì)性安全性最優(yōu)組合。 主要技術(shù)指標(biāo)(或研究目標(biāo)) 工作級(jí)別為A8級(jí)，且為六梁結(jié)構(gòu)。副主梁與副端梁的連接可采用焊接。 主要參考文獻(xiàn) [1] 徐克晉主編 《金屬結(jié)構(gòu)》 ：機(jī)械工業(yè) 1982. [2] 徐格寧主編 《起重運(yùn)輸機(jī)金屬結(jié)構(gòu)設(shè)計(jì)》 ：機(jī)械工業(yè) 1995

3、. [3] 某某起重機(jī)器廠編 《起重機(jī)設(shè)計(jì)手冊(cè)》 某某：某某人民 1979. [4] 徐格寧主編 《機(jī)械裝備金屬結(jié)構(gòu)設(shè)計(jì)》 普通高等教育‘十一五’ [5] 起重機(jī)設(shè)計(jì)手冊(cè)編寫(xiě)組 《起重機(jī)設(shè)計(jì)手冊(cè)》 ：機(jī)械工業(yè) 1977. [6] 倪慶興、王殿臣主編 《起重輸送機(jī)械圖冊(cè)》 :機(jī)械工業(yè) 1992. [7] X質(zhì)文、王金諾主編 《起重機(jī)設(shè)計(jì)手冊(cè)》 ：中國(guó)鐵道 1997. [8] 陳道楠、盛某某主編 《起重機(jī)課程設(shè)計(jì)》 冶金工業(yè) 1982. - 37 - / 43 目錄 摘要II AbstractIII 前言IV 第一章總體方案設(shè)計(jì)- 1 - §1.1 原始參

4、數(shù)- 1 - §- 1 - §1.3 材料選擇與許用應(yīng)力- 1 - §- 2 - 第二章橋架分析- 10 - §2.1 載荷組合確實(shí)定- 10 - §2.2 橋架假定- 10 - §2.3 載荷計(jì)算- 10 - §- 18 - §2.5 垂直載荷- 19 - §2.6 水平載荷- 22 - 第三章主主梁計(jì)算- 27 - §3.1 強(qiáng)度校核- 27 - §3.2 主主梁疲勞強(qiáng)度校核- 28 - §3.3 主梁的穩(wěn)定性- 30 - §3.4 剛度計(jì)算- 35 - 第四章副主梁校核- 38 - §4.1 強(qiáng)度校核- 38 - §4.2 副主梁疲勞強(qiáng)度校核- 39

5、- §4.3 副主梁的穩(wěn)定性- 41 - §4.4 剛度計(jì)算- 44 - §4.5 橋架拱度- 46 - 第五章端梁校核- 48 - §5.1 主主梁端部耳板設(shè)計(jì)- 48 - §5.2 副主梁一側(cè)端梁的校核- 51 - 致謝- 57 - 參考文獻(xiàn)- 58 - 附錄A- 59 - 附錄B- 65 - 摘要 六梁鑄造起重機(jī)是橋式起重機(jī)的重要組成局部，是中大型起重設(shè)備，由四根主梁和兩根端梁組成。本設(shè)計(jì)采用偏軌箱型主梁，設(shè)計(jì)過(guò)程中從強(qiáng)度、剛度、穩(wěn)定性三個(gè)方面來(lái)計(jì)算，對(duì)于A7工作級(jí)別的起重機(jī)來(lái)說(shuō)還要進(jìn)展疲勞強(qiáng)度校核，這就和A6以下工作級(jí)別的起重機(jī)的設(shè)計(jì)有了很大的區(qū)別，在設(shè)計(jì)時(shí)

6、會(huì)出現(xiàn)靜強(qiáng)度有很大的富余，在計(jì)算局部穩(wěn)定性的時(shí)候還要注意局部輪壓的作用，這時(shí)候需要驗(yàn)算加勁肋的區(qū)格驗(yàn)算，很有可能需要再次驗(yàn)算。設(shè)計(jì)中在滿(mǎn)足剛度、強(qiáng)度、穩(wěn)定性的前提下，探討了該機(jī)型金屬結(jié)構(gòu)受力的空間傳遞分配規(guī)律，推導(dǎo)出內(nèi)力計(jì)算公式。本文針對(duì)空間橋架內(nèi)力的傳遞進(jìn)展探討，在一定假定條件下，得出主、副梁與主、端梁間的傳遞規(guī)律。 關(guān)鍵詞：鑄造起重機(jī),應(yīng)力, 疲勞強(qiáng)度, 穩(wěn)定性 Abstract Casting six beams overhead cranes are an important ponent part of the med

7、ium and large lifting equipment, by the four main girder beams and two-ponent, the design based on the partial tracks box girder, the design process from the strength, stiffness, Stability three aspects, for the working-level A7 crane will run for calibration. This and the followingworking-level A6

8、crane design with vastly different, in the design when there are large static strength of the surplus in the calculation of regional stability but also to the partial pressure of the round, This needs time checking STIFFENER checking the grid, is likely to be checked again. The structure of the cran

9、e is posed of the primary centrol girder, the assistant centrol girder, the primary dead-end girder and the assistant dead-end girder according to the trait of the crane. On the advance of the intensity, rigidity and structure supporting the load is studied mainly. At the same time we also include t

10、he formulate which is used to calculate the internal force. Some kinds of conditions are assured in order to hold the internal relation between them. Key words: rigidity, intensity, fatigue strength, stability 前言 本設(shè)計(jì)為180/50t橋式鑄造起重機(jī)金屬結(jié)構(gòu)設(shè)計(jì)，由于此橋式鑄造起重機(jī)的起重量大、跨度大、工作級(jí)別高，在設(shè)計(jì)計(jì)算時(shí)疲勞強(qiáng)度

11、為其首要約束條件。因此在選材時(shí)選用穩(wěn)定性好，對(duì)應(yīng)力集中情況不敏感的Q235-A，降低材料的本錢(qián)。 為減少結(jié)構(gòu)的超靜定次數(shù)，改善受力，同時(shí)又方便運(yùn)輸，橋架采用六梁鉸接式結(jié)構(gòu)。主、副小車(chē)的起重量均偏大，故采用偏軌箱型梁橋架。偏軌箱型梁橋架不僅可減小小車(chē)的外形尺寸，同時(shí)也增大了起升空間，有利于鑄造廠間的應(yīng)用。 在設(shè)計(jì)時(shí)，本著滿(mǎn)足疲勞強(qiáng)度、剛度、穩(wěn)定性的前提下，盡可能節(jié)約材料?？紤]鑄造起重機(jī)主、副小車(chē)之間有一定得高度差，使副小車(chē)能自如地從主小車(chē)下面通過(guò)，故在設(shè)計(jì)主主梁時(shí)采用大截面、薄鋼板，從而達(dá)到節(jié)省材料、重量輕的要求。同時(shí)采用大截面又提高了梁的剛度和穩(wěn)定性。 根據(jù)梁的受力特點(diǎn)，偏軌箱型梁主腹板

12、上側(cè)受局部壓應(yīng)力，將主腹板上側(cè)的板加厚。而其它受力較小的地方如此采用較薄的板，以節(jié)約材料。 在設(shè)計(jì)過(guò)程中，全部采用國(guó)家標(biāo)準(zhǔn)，并借鑒了在實(shí)習(xí)時(shí)所參觀的某某重工、某某重工起重同類(lèi)產(chǎn)品的設(shè)計(jì)。在結(jié)構(gòu)上進(jìn)展改良，對(duì)橋架的受力進(jìn)展了較詳盡的分析。整個(gè)設(shè)計(jì)安全、可靠、節(jié)材、耐用，滿(mǎn)足了設(shè)計(jì)要求。 第一章 總體方案設(shè)計(jì) §1.1 原始參數(shù) 起重量Q(主/副) 180/50t 跨度S 22m 工作級(jí)別Ai A8 起升高度H(主/副)

13、 20/22m 輪距(主/副/大車(chē)) 4080/1850/9800 mm 軌距(主/副/大車(chē)) 8700/3000/22000 mm 輪壓(主/副/大車(chē)) 34500/19640/87600 kg 起重機(jī)重量 220t § 根據(jù)已給參數(shù)，此橋式鑄造起重機(jī)噸位、跨度較大，為減少結(jié)構(gòu)的超靜定次數(shù)，改善受力，方便運(yùn)輸，選用六梁鉸接式結(jié)構(gòu)。結(jié)構(gòu)框架如圖(1) 圖(1) §1.3 材料選擇與許用應(yīng)力 根據(jù)總體結(jié)構(gòu)，鑄造起重機(jī)工作級(jí)別A8為重級(jí)，工作環(huán)境溫度

14、較高，設(shè)計(jì)計(jì)算時(shí)疲勞強(qiáng)度為其首要約束條件，選用Q235-A，考慮起重量較大，主/副梁均采用偏軌箱型梁。 材料的許用應(yīng)力與性能常數(shù)見(jiàn)表1、表2。 表1.1 材料許用應(yīng)力 板厚 正應(yīng)力 剪應(yīng)力 mm >16 370 370 表1.2 材料性能常數(shù)表 彈性模量E 剪切彈性模量G 密度 § 1. 主主梁尺寸 初選高度=1294~1571mm 考慮大車(chē)運(yùn)行機(jī)構(gòu)安裝在主梁內(nèi)，且主主梁與副主梁的高度差必須滿(mǎn)足一定得要求，故將主主梁取為大截面薄鋼板的形式，以達(dá)到節(jié)省材料、重量輕的要

15、求。因此取腹板高度mm。 為了省去走臺(tái)，對(duì)寬型偏軌箱型梁，主主梁腹板內(nèi)側(cè)間距取mm>=440mm。 上下翼緣板厚度mm，上翼緣板長(zhǎng)2530mm，下翼緣板長(zhǎng)2326mm，主腹板厚度 mm，副腹板厚度 mm。上下翼緣板外伸局部長(zhǎng) 不一樣。有軌道一側(cè)上翼緣板外伸長(zhǎng)度mm，取250mm。其它翼緣外伸局部長(zhǎng)度 mm。 mm (焊縫厚度) 取=50mm。 軌道側(cè)主腹板受局部壓應(yīng)力，應(yīng)將板加厚，由局部壓應(yīng)力的分布長(zhǎng)度，設(shè)計(jì)離上翼緣板350mm的一段腹板板厚取為18mm。 主主梁跨中截面尺寸如圖(2) 圖(2) 2．主主梁跨端截面尺寸 高度mm 要確定主主梁跨端截面尺寸，只需確定其高

16、度，取=1300mm，跨端下翼緣板厚度為18mm。 主主梁跨端截面尺寸如圖(3) 3．截面性質(zhì) (1) 主主梁跨中 建立如圖示的坐標(biāo)系，計(jì)算形心位置 1257mm。 1239mm 計(jì)算彎心位置 mm 彎心近似地在截面對(duì)稱(chēng)形心軸上，其至主腹板中線的距離為1021mm。 凈截面面積 毛截面面積 計(jì)算慣性矩 對(duì)形心軸的慣性矩 對(duì)形心軸的慣性矩 (2) 主主梁跨端截面性質(zhì) 凈截面面積 毛截面面積 建立圖示的坐標(biāo)系，計(jì)算形心位置 計(jì)算慣性矩，對(duì)形心軸的慣性矩 對(duì)形心軸的慣性矩 二、副主梁尺寸 1. 初選梁高 =129

17、4~1571mm，取腹板高度 ，上下翼緣板厚度 ，腹板厚度：主腹板 ，副腹板厚度 ，副主梁總高 副主梁寬度 ， 取腹板內(nèi)側(cè)間距 且 1100，主腹板一側(cè)上翼緣板外伸長(zhǎng)度 ，取外伸長(zhǎng) ，其余懸伸長(zhǎng)大于1.5倍的焊縫厚度，取。其尺寸如如下圖 圖(4) 2. 副主梁跨端截面尺寸確實(shí)定 確定其高度 ，取腹板高度為800 副主梁跨端截面尺寸如圖(5) 圖(5) 3. 截面性質(zhì) ( 1) 跨中 建立圖示的直角坐標(biāo)系，求形心位置 凈截面面積 毛截面面積 計(jì)算彎心位置A 彎心距主腹板板厚中線的距離為 計(jì)算慣性矩 對(duì)形心軸的慣性矩：

18、 對(duì)形心軸的慣性矩： 副主梁跨端截面性質(zhì) 建立圖示的坐標(biāo)系，求截面形心位置 凈截面面積 毛截面面積 對(duì)形心軸的慣性矩： 對(duì)形心軸的慣性矩： 三、端梁截面尺寸 考慮大車(chē)車(chē)輪的安裝與臺(tái)車(chē)的形狀尺寸，端梁內(nèi)寬取為600。初設(shè)截面尺寸如如下圖 圖(6) 形心即對(duì)稱(chēng)中心 對(duì)形心軸的慣性矩： 凈截面面積 毛截面面積 四、各截面尺寸與性質(zhì)匯總表 圖(7) 尺寸匯總表 1.3 單位：mm 主主梁 跨中 18 18 14 12 2530 2326 2200 2

19、400 跨端 18 18 14 12 2530 2326 2200 1264 副主梁 跨中 16 16 10 8 1270 1180 1100 1500 跨端 16 16 10 8 1270 1180 1100 800 端梁 12 12 10 10 660 660 600 776 凈面積 毛面積 主主梁 跨中 1239 1257 151208 5351034 跨端 1237 675 121672 2837066 副主梁 跨中 629 7

20、82 66200 1681244 跨端 624 427 53600 904944 端梁 330 400 31360 480680 第二章 橋架分析 §2.1 載荷組合確實(shí)定 一、動(dòng)力效應(yīng)系數(shù)的計(jì)算 1．起升沖擊系數(shù) 對(duì)橋式鑄造起重機(jī) 2．起升動(dòng)載系數(shù) 主主梁 副主梁 3．運(yùn)行沖擊系數(shù) 為大車(chē)運(yùn)行速度 ，為軌道街頭處兩軌面得高度差 ，根據(jù)工作級(jí)別，動(dòng)載荷用載荷組合 進(jìn)展計(jì)算，應(yīng)用運(yùn)行沖擊系數(shù)。 §2.2 橋架假定 為了簡(jiǎn)化六梁鉸結(jié)橋架的計(jì)算，特作如下假定： 1． 根據(jù)起重機(jī)的實(shí)際工

21、作情況，以主、副小車(chē)一起工作為最不利載荷工況。 2． 主主梁、副主梁的端部與端梁在同一水平面內(nèi)。 3． 由于端梁用鉸接分成5段，故副主梁的垂直載荷對(duì)相互間受力分析互不影響。 4． 將端梁結(jié)構(gòu)看作多跨靜定梁，主主梁受力作為根本結(jié)構(gòu)對(duì)副主梁無(wú)影響；副主梁受力作為附屬局部對(duì)主主梁有影響。 5． 計(jì)算副主梁水平載荷時(shí)，將鉸接點(diǎn)看成剛性連接。 §2.3 載荷計(jì)算 1．主主梁自重 由設(shè)計(jì)給出的主小車(chē)輪壓34500kg，選用車(chē)輪材料ZG35CrMnSi，車(chē)輪直徑，軌道型號(hào)QU120，許用值38700kg。由軌道型號(hào)QU120查得軌道理論重量，主小車(chē)軌道重量

22、 欄桿等重量 主梁的均布載荷 2．主小車(chē)布置，兩側(cè)起升機(jī)構(gòu)對(duì)稱(chēng)布置，重心位于對(duì)稱(chēng)中心。 吊具質(zhì)量 起升載荷 小車(chē)重量 因主小車(chē)噸位較大，采用臺(tái)車(chē)形式八個(gè)車(chē)輪，可某某際主小車(chē)滿(mǎn)載時(shí)的靜輪壓 一根主主梁上 空載小車(chē)輪壓 3．慣性載荷 一根主主梁上小車(chē)慣性力 主小車(chē)上主動(dòng)輪占一半，按主動(dòng)車(chē)輪打滑條件確定主小車(chē)的慣性力 大車(chē)起、制動(dòng)產(chǎn)生的慣性力 4．偏斜運(yùn)行側(cè)向力 一根主主梁的重量為 主主梁跨端焊接上兩塊耳板，與副主梁端梁連接，在計(jì)算時(shí)，按假想端梁截面進(jìn)展計(jì)算。 圖(8) 與主主梁連接的端梁局部〔將超出軌距的一局部所假想而成的端梁截面尺寸

23、〕 其截面尺寸如下 形心 對(duì)形心軸 的慣性矩： 對(duì)形心軸的慣性矩： 端梁凈截面積 端梁毛截面積 一根端梁?jiǎn)挝婚L(zhǎng)度重量 一組大車(chē)運(yùn)行機(jī)構(gòu)重量 司機(jī)室與其電氣設(shè)備的重量 主主梁側(cè)假想端梁重 (1) 滿(mǎn)載小車(chē)在主主梁跨中 左側(cè)端梁總靜輪壓由如下圖(12)計(jì)算 由 查圖3-8得，側(cè)向力為 滿(mǎn)載小車(chē)在主主梁左端極限位置 左側(cè)端梁總靜輪壓為 此處省略?NNNNN NNNNNNN NNNN NNN NN 字 起升質(zhì)量 起升載荷 起升鋼絲繩滑輪組的最大下放長(zhǎng)度為 取，為吊具最小下放距離 橋架跨中靜位

24、移為 查選用倍率 ，， 由鋼絲繩靜拉力 選用型鋼絲繩 起升鋼絲繩滑輪組的靜伸長(zhǎng) 結(jié)構(gòu)質(zhì)量影響系數(shù) 橋式起重機(jī)的垂直自振頻率 4．水平動(dòng)剛度 起重機(jī)水平動(dòng)剛度以物品高位懸掛，滿(mǎn)載小車(chē)位于橋架跨中的水平自振頻率來(lái)表征。 半橋架中點(diǎn)的換算質(zhì)量為 半剛架跨中在單位水平力作用下產(chǎn)生的水平位移為 橋式起重機(jī)的水平自振頻率為 §4.5 橋架拱度 橋架跨度中央的標(biāo)準(zhǔn)拱度值 考慮制造因素，實(shí)取 跨度中央兩邊按拋物曲線 設(shè)置拱度，如如下圖(34) 距跨中為 的點(diǎn)， 距跨中為 的點(diǎn)， 距跨中為 的點(diǎn)，

25、 第五章 端梁校核 §5.1 主主梁端部耳板設(shè)計(jì) 計(jì)算主主梁跨端結(jié)構(gòu)受力，工況：滿(mǎn)載小車(chē)位于主梁跨端，大小車(chē)同時(shí)運(yùn)行起制動(dòng)與橋架偏斜。 1．垂直載荷 主梁最大支承力 因作用點(diǎn)的變動(dòng)引起的附加力矩為 按假想端梁計(jì)算自重 計(jì)算簡(jiǎn)圖(35) 端梁支座反力如圖， 截面1-1 彎矩 剪力 截面2-2 彎矩 剪力 2．水平載荷 端梁的水平載荷有，，，，亦按簡(jiǎn)支梁計(jì)算，見(jiàn)圖(36) 因作用點(diǎn)外移引起的附加水平彎矩為 彎矩 截面1-1 剪切力 截面2-2

26、在，，，水平力作用下， 2-2處水平反力 3．主梁端部耳板設(shè)計(jì) 截面性質(zhì)：建立如圖示坐標(biāo)系 校核截面2-2處 腹板中軸處切應(yīng)力 合格 1． 截面1-1處銷(xiāo)軸所受剪應(yīng)力在驗(yàn)算端梁完計(jì)算，見(jiàn)后面。 §5.2 副主梁一側(cè)端梁的校核 載荷計(jì)算：副主梁與端梁看作是多跨靜定梁的附屬局部；主主梁對(duì)附屬局部無(wú)影響。 工況：取滿(mǎn)載小車(chē)位于主梁跨端，大小車(chē)同時(shí)起、制動(dòng)與橋架偏斜。 (1) 垂直載荷 主梁最大支承力 因作用點(diǎn)的變動(dòng)引起的附加力矩為 端梁自重 端梁在垂直載荷作用下按簡(jiǎn)支梁計(jì)算 端梁支反力 截面1-1

27、 截面2-2 (2) 水平載荷 端梁的水平載荷有，，，，按簡(jiǎn)支梁計(jì)算。 因作用點(diǎn)外移引起的附加水平彎矩為 先求支反力： 端梁的水平反力 水平剪切力 彎矩 截面1-1 剪切力 軸向力 2．強(qiáng)度校核 只需校核2-2截面 截面角點(diǎn)①處應(yīng)力 腹板邊緣的應(yīng)力 翼緣板對(duì)中軸的靜矩為 折算應(yīng)力為 3．疲勞強(qiáng)度 只考慮垂直載荷，工況：滿(mǎn)載小車(chē)位于跨中與跨端截面2-2。 滿(mǎn)載小車(chē)在副主梁跨端時(shí)，端梁截面2-2的最大彎矩和剪切力為 空載小車(chē)位于跨中時(shí)，端梁支反力 下翼緣板焊縫應(yīng)力 根

28、據(jù)A8與Q235，下翼緣板采用雙面貼角焊縫，應(yīng)力集中等級(jí)，查得 焊縫拉伸疲勞許用應(yīng)力 合格 按查得 取拉伸疲勞許用應(yīng)力 合格 4．穩(wěn)定性 整體穩(wěn)定性 〔穩(wěn)定〕 局部穩(wěn)定性 翼緣板 〔穩(wěn)定〕 腹板 不需設(shè)置橫隔板。 5．校核銷(xiāo)軸所受的力 如圖(40),耳板與端梁連接處銷(xiāo)軸1、4，所受垂直方向的剪力較大，而2、3受水平方向拉力，其在垂直方向幾乎不受力。只需校核受力較大的1、4銷(xiāo)軸。 設(shè)計(jì)銷(xiāo)軸直徑為 對(duì)銷(xiāo)軸 合格 對(duì)支撐板的擠壓應(yīng)力，設(shè)支撐板厚20mm。 支撐板的擠壓力 合格 6．副主梁與端梁的

29、連接 副主梁與端梁采用連接板貼角焊縫連接，主梁兩側(cè)各用一塊連接板與端梁的腹板焊接，連接板厚 ，高度 ，取 主梁腹板與端梁腹板之間留有的間隙，在組裝橋架時(shí)用來(lái)調(diào)整跨度。主梁翼緣板伸出梁端套裝在端梁翼緣板外側(cè)。用貼角焊縫，周邊焊住，必要時(shí)在主梁端部?jī)?nèi)側(cè)，主、端梁的上下翼緣板處焊上三角板，以增強(qiáng)連接的水平剛度，承受水平剪力。 副主梁最大支承力 連接處需要的焊縫長(zhǎng)度為： 〔合格〕 至此橋架設(shè)計(jì)全部合格，橋架結(jié)構(gòu)施工圖見(jiàn)附圖。 致謝 經(jīng)過(guò)近三個(gè)月的設(shè)計(jì)，我對(duì)橋式鑄造起重機(jī)的設(shè)計(jì)步驟、內(nèi)容和方法有了更深入的了解，同時(shí)鞏固了已學(xué)的金屬結(jié)構(gòu)的相關(guān)知識(shí)，為以后

30、的工作學(xué)習(xí)打下了堅(jiān)實(shí)的根底。 這次設(shè)計(jì)橋式鑄造起重機(jī)的突出特點(diǎn)是工作級(jí)別高、起重量大。在設(shè)計(jì)計(jì)算時(shí)高工作級(jí)別的結(jié)構(gòu)所允許的疲勞強(qiáng)度許用值很低，疲勞強(qiáng)度成為設(shè)計(jì)計(jì)算的首要約束條件，因此要重點(diǎn)校核疲勞強(qiáng)度。另一個(gè)收獲就是要學(xué)會(huì)根據(jù)結(jié)構(gòu)受力的特點(diǎn)應(yīng)用材料，將材料用到該用的地方。而受力小的地方就盡可能少用材料。比如主腹板上側(cè)受局部壓應(yīng)力較大，如此局部加厚主腹板上側(cè)局部，使其能夠承當(dāng)更大的應(yīng)力。這種有針對(duì)性的設(shè)計(jì)能最大限度地節(jié)省材料，更加合理。 在設(shè)計(jì)過(guò)程中，得到了學(xué)院有關(guān)領(lǐng)導(dǎo)的關(guān)心和支持，尤其是指導(dǎo)教師給了我們很大的幫助，在此對(duì)他們認(rèn)真負(fù)責(zé)的精神和付出的辛苦表示衷心的感謝。 由于時(shí)間較緊，而且我

31、也是第一次完成這樣完整的設(shè)計(jì)，由于實(shí)踐經(jīng)驗(yàn)的欠缺，在設(shè)計(jì)中一定有許多考慮不周的地方。需要在今后的學(xué)習(xí)和工作中總結(jié)提高。希望各位教師和同學(xué)批評(píng)指正。 參考文獻(xiàn) [1] 徐克晉主編 《金屬結(jié)構(gòu)》 ：機(jī)械工業(yè) 1982. [2] 徐格寧主編 《起重運(yùn)輸機(jī)金屬結(jié)構(gòu)設(shè)計(jì)》 ：機(jī)械工業(yè) 1995. [3] 某某起重機(jī)器廠編 《起重機(jī)設(shè)計(jì)手冊(cè)》 某某：某某人民 1979. [4] 徐格寧主編 《機(jī)械裝備金屬結(jié)構(gòu)設(shè)計(jì)》 普通高等教育‘十一五’ [5] 起重機(jī)設(shè)計(jì)手冊(cè)編寫(xiě)組 《起重機(jī)設(shè)計(jì)手冊(cè)》 ：機(jī)械工業(yè) 1977. [6]

32、倪慶興、王殿臣主編 《起重輸送機(jī)械圖冊(cè)》 :機(jī)械工業(yè) 1992. [7] X質(zhì)文、王金諾主編 《起重機(jī)設(shè)計(jì)手冊(cè)》 ：中國(guó)鐵道 1997. [8] 陳道楠、盛某某主編 《起重機(jī)課程設(shè)計(jì)》 冶金工業(yè) 1982. [9] 徐格寧、智浩編 《某某重型機(jī)械學(xué)院學(xué)報(bào)》 1993年第4期第14卷《鑄造起重機(jī)橋架空間結(jié)構(gòu)分析與疲勞計(jì)算》 1993. [10] X鴻文主編 《材料力學(xué)》 高等教育 2003. 附錄A Portal power China’s rapid economic growth in the

33、 past decade has resulted in a big increase in freight traffic through the country’s seaports . Old ports are being expanded and new ports built to handle the large growth in container and bulk cargo traffic all along the Chinese coastline. China’s port expansion programme has provided a strong boo

34、st to the domestic port equipment industry, which has enjoyed a strong increase in demand for port cranes of various types, including container cranes and portal cranes along with bulk cargo handling equipment. State-run China Harbour Engineering (group) Corporation Ltd, established under the rulin

35、g State Council, is China’s largest supplier of port cranes and bulk cargo handling equipment. The organization controls both Shanghai Zhenhua Port Machinery Co Ltd (ZPMC),the world’s largest manufacturer of quayside container cranes, and Shanghai Port Machinery Plant (SPMP), which specializes in th

36、e manufacturer of portal cranes and other cranes used in ports along with dry bulk cargo handling equipment. SPMP’s main market is China, although the pany is looking to expand its overseas sales. Although less well known than its associate ZPMC, SPMP also operates large manufacturing facilities, a

37、nd is due to move part of its production shortly to Changxing Island near Shanghai where ZPMC already operates a large container crane fabrication plant. Portal and other harbour cranes are SPMP’s major production item. During the past two years, the corporation has won contracts for 145 portal cra

38、nes from port authorities throughout China, both from new ports under construction and ports undergoing expansion. In recent years, SPMP has also supplied portal cranes to the United States, Iraq,and Myanmar.The port Rangoon of Myanmar in has purchased a 47m,40t portal crane while BIW of the United

39、 States has purchased three cranes-15t,150t, and 300t portal cranes. Elsewhere, SPMP has supplied 12 portal cranes to several ports in Iraq since the end of the Saddam regime. In China, SPMP’s recent major orders for portal cranes include eight 40t, 45m radius cranes for Tianjin Overseas Mineral

40、Terminal, while Yan Tai Port Bureau in Guangdong in southern China has purchased six 40t, 45m radius cranes. Other large orders include seven 10t, 25m radius cranes for Zhenjiang Port Group and an order of 1025t, 33m radius cranes from Fangcheng Port Bureau, while the Yingkou Port Group has ordered

41、1325t,35m radius cranes along with two 40t, 44m radius port cranes. MANY CRANES BUILT TO ORDER SPMP also supplies other cranes used in ports and harbours, many of which are built to order for clients. Quayside container cranes have been supplied to a number of foreign clients including Bangkok P

42、ort in Thailand, Kaohsiung Port in Taiwan, and Port of Vancouver in Canada. In China, SPMP has supplied quayside container cranes to Shanghai Port, Tianjin Port, Yin Kou Port, Yan Tai Port and others. The pany also supplies rubber-tyred container gantry cranes to domestic and overseas clients. Cust

43、omers for other cranes used in ports include Guangzhou Port in Guangdong, which purchased a 25t floating crane while Zhonggang Port has bought two double trolley 125/63t gantry cranes, along with a700t overhead crane, In 2003 Zhonggang Port awarded a contract to SPMP for a 2,600t floating crane, whi

44、chi is the largest crane the pany has made in recent years. Other customers include Zhongyuan Nanytong Shipyard of Jiangsu Province has purchased two 300t goliath cranes for use in its shipyard, while Shanghai Waigaoqiao Shipyard uses two of SPMP’s 600t goliath cranes for its shipbuilding operation

45、s. SPMP has two factories. The Shanghai plant employs 2,000 workers while a factory in Jiangsu Province employs 1,500 workers. The bined total of 3,500 workers includes 800 technical and management staff involved in designing, developing, and building portal and other cranes along with dry bulk carg

46、o loading and unloading equipment. Currently, SPMP is preparing to vacate its Shanghai factory site as the pany’s existing plot of land is part of a riverside area earmarked by the Shanghai Expo in 2010. SPMP’s Shanghai factory will close at the end of 2006, and move to a new site on nearby Changxi

47、ng Island. “The new factory will be much bigger than the present plant,〞 Li said. “Phase 1 will be ready for us when we move at the end of 2006.〞 In addition to moving the Shanghai factory to a new site, SPMP expects future business operation with ZPMC. Officials at China Harbour Engineering (Gro

48、up) Corporation are understood to have told SPMP of plants for SPMP and ZPMC to co-operate more in bidding for projects in future. Both panies are expected to retain their individual manufacturing capability, however, with precise details of future co-operation still some way from being finalised.

49、Meanwhile, SPMP associate pany ZPMC is strengthening its position as the world’s largest manufacturer of ship-to-shore container cranes, supplying slightly more than half the annual international container crane market. In addition to operating four crane production plexes for its crane manufacturin

50、g and other businesses. ZPMC’s full range of products includes quayside container cranes, rubber-tyred gantry cranes, bulk material ship loaders and unloaders, bucket-wheel stackers and reclaimers, portal cranes, floating cranes, and engineering vessels. The pany has also diversified into manufactu

51、ring other large steel structures including large steel bridges. ZPMC EXPANDING PRODUCTION ZPMC’s cranes and other products are in use at over 150 shipping terminals in 37 countries and regions worldwide. By the end of December 2005, ZPMC had supplied 705 quayside container cranes, and had orders

52、in hand to deliver another 128 quayside container cranes in 2006. In addition, at the end of 2005 ZPMC had delivered 1,148 rubber-tyred gantry cranes to customers worldwide and had orders in hand to deliver 308 rubber-tyred gantry cranes to customers in 2006. ZPMC is expanding production facilities

53、 in expectation that the volume of orders will grow in future. The pany owns four crane production plexes in Shanghai and the surrounding area at Jiangyin, Changzhou, Zhangjiang and Changxing Island. The Changxing production site, which was pleted in 2001, covers one million sq m, and has a 3.5km c

54、oastline. The facility is capable of manufacturing 160 quayside ship-to-shore container cranes each year along with 300 rubber-tyred gantry cranes and 200,000 metric tons of large steel bridge structures. Plans call for a futher 3 million sq m of land to be reclaimed at Changxing, which ZPMC will d

55、evelop to bee its largest production centre. Korea looks inward In a fragmented global port crane industry, Korean manufacturers are being forced to look for more business in their domestic markets South Korea’s container crane and port crane equipment manufacturing ind

56、ustry has bee more focused on the domestic market in recent years as manufacturers have faced tough price petition from ZPMC of China in major foreign markets. The problem is the same as that faced by other port crane manufacturers around the world, none of which account for more than about an 8% sh

57、are of the world container crane market. As well as ZPMC, petition from European and Japanese equipment suppliers is also strong, both for quayside container cranes and for rubber-tyred gantry crane contracts. While South Korean firms-including Hyundai Heavy Industries, Samsung Heavy Industries,

58、Doosan Heavy Industries, and Hanjin Heavy Industries – continue to bid for international contracts, winning large orders has bee increasingly rare. Doosan Heavy Industries & Construction Co Ltd is believed to be the only South Korean port crane maker to have won a large container crane contract d

59、uring the past few years, with most orders booker by Korean manufacturers being for less than 10 crane units. Doosan recently pleted delivery of a 42-unit rubber-tyred gantry crane (RTGC) order to the Port of Singapore Authority PSN that was awarded in 2004. Including a recent contract. Doosan ha

60、s received orders to supply the Port of Singapore with a total of 120 RTGCs since 1997. The recent batch of RTGCs is designed for increased safety. Esch of the RTGCs is fitted with 16 wheels instead of the usual eight. “We have supplied container cranes locally and overseas. Most projects are one o

61、r two units, but Singapore has been 120 units,〞 mented a source in Doosan Heavy Industries’ material handling equipment division. “Container cranes can lift one or two containers depending on the client, but the twin spreader design is normal now. Our biggest contract before was with Pusan Port for

62、over 10 container cranes.〞 BUILDING POWER PLANTS Doosan Heavy Industries’ major activities include the design and construction of power plants. Apart from supplying protection equipment, Doosan also manufactures turbines and generator sets. Doosan has a large castings and forging division. Other

63、 major activities include the construction of desalination plants in the Middle East. Container port handling equipment is produced by Doosan’s material handling equipment division, which supplies coal handling equipment and bulk cargo handling facilities for other industries. Port of Singapor

64、e Authority is the largest customer for RTGCs. Other recent clients include Southern Gateway Terminals in Colombo, Sri Lanka, and Korea Express in the Port of Pusan. Doosan also supplies ship to shore container cranes. Recent quayside gantry crane clients include Jakarta Container Terminal in Ind

65、onesia, Jawaharlal Nehru Port near Mumbai in India, and Frazer Terminal in Vancouver. “Prospects for our port crane sales are not bright. ZPMC is dominating the world market due to price,〞 the source mented. “We are looking for projects not invoving ZPMC as they are not concerned with all projects.

66、 We got contracts in Singapore in 2004 and 2005. We had no success anywhere else, but we are still bidding on various tenders.〞 Doosan is expected to be one of the bidders for container cranes to be installed in South Korea’s planned Kwangyang Bay Port expansion. The pany’s R&D division is involved developing new automated controls that will be required for quayside container cranes installed in the port expansion. “Container cranes are well developed in technical terms. There is nothing els