Torque converter shaft gear builder destroys the end and response measures


Manipulating the clutch operating device to put the clutch in the "combined" state, the shifting fork moves the sliding ring 3 to the left through the slider (not shown), and pushes the inner ring gear 2 to the left by positioning the steel ball 5, and the gear 1 Engage, the output shaft 10 is coupled to the gear 1 for torque or power output. At this time, the positioning steel ball 5 falls into the positioning groove of the output shaft 10 to play a positioning role, and restricts the movement of the inner ring gear 2.
The operating device of the clutch is operated so that the clutch is in the "separated" state, the shifting fork 4 is moved to the right by the slider sliding ring 3, and the positioning steel ball 5 is jumped out of the output shaft 10 by the return spring (not shown in the figure). Positioning slot. The slip ring 3 continues to move to the right, and the inner ring gear is moved to the right by the collar 6 attached to the right end of the inner ring gear 2, and is disengaged from the gear 1. The positioning steel ball 5 falls into the other positioning groove of the output shaft 10, and the output is output. The shaft 10 is disengaged from the gear 1 to block torque or power output. Gear; 19-stop ring; 20-bearing.
Wear condition and cause analysis of gear clutch parts As shown in the figure after the disassembly of the slip ring and the slider.
(1) Medium a and medium A are the wear parts of the slider on the slip ring and the fork, and the ring has a circular wear mark on the right end surface of the arcuate groove of the slip ring, and has a certain depth, and the wear depth of the slider A surface is about It is 3mm (the wear on the B side of the slider is shallow and it is normal wear). The cause of the wear is that when the operator pulls the clutch handle of the clutch, the force is too strong, and the right wall of the slip ring groove is rubbed against the slider. During the assembly alignment process, when the clutch "separation" position is determined, the handle of the control system handle is displaced, causing the slip ring to rub against the slider. Due to the coupling of the clutch operating system to the drawbar, during the assembly process or during use, the adjustment is improper, so that when the slip ring and the slider are in the "separated" state, the slider and the right wall of the slip ring groove are frictionally rubbed to cause wear.
As the wear is intensified, the temperature rises, especially in the slider, because the mass is small, the heat dissipation is poor, and the temperature rises faster, causing burning and bonding.
(2) The wear of the b portion of 2 is due to manufacturing errors (such as snap ring groove position error, etc.) and assembly errors, resulting in wear after the axial clearance X of the slip ring and the gear 15 is small or negative after assembly.
That is, when the slip ring has not been blocked by the collar 6, the right end surface of the slip ring has already collided with the left end surface of the gear 15. When the clutch operating device is in the "separated" position, the slip ring and the gear 15 collide with each other. When the slip ring and the slider are not burned together, the slip ring 3 is still rotating, and the friction between the slip ring and the gear 15 causes friction marks on the entire end surface of the slip ring. When the slip ring 3 and the slider are burned together, the slip ring does not rotate, and the gear 15 rotates, and the friction between the slip ring 3 and the gear 15 is a circular arc mark. The closer to the center of the slip ring, the heavier the friction marks. In addition, the gear on the helical gear shaft 11 meshes with the helical gear 17 to generate an axial force. Since the helical gear may have an axial assembly clearance (caused by manufacturing and assembly errors), the gear 15 is axially swayed and collides with the right end surface of the slip ring 3 to generate friction. Once the slip ring 3 and the slider are burned together, the slip ring does not rotate, and the gear 15 rubs the end surface of the slip ring 3 to generate a circular arc friction trace.
(3) The e-part is due to the unbalanced axial force of the slip ring, resulting in a yaw, and the outer surface of the ring gear 2 is rubbed against the left end of the slip ring, and the trace is annular.
(4) The wear of the middle d portion is caused by the friction between the slip ring and the positioning steel ball 5 (normal wear).
(5) The wear of the middle c portion is caused by the friction between the slip ring and the collar 6 (normal wear).
Solution (1) During the assembly process, when the clutch is in the "separated" state, make sure that the right end of the slip ring 3 has a certain clearance with the left end of the gear 15.
(2) In order to avoid excessive force during operation, a mechanical limit mechanism is provided at the shaft, as shown. The rotating shaft is equipped with a positioning pin. When installing, the clutch handle is respectively adjusted to adjust the adjusting screw on the opening positioning disc to determine the two extreme positions of the clutch "combination" and "separation". After adjustment, the nut is locked. The open disc is Set on the rotating shaft and fixed to the supporting plate in the middle (the actual assembly can be intermittently welded). In this way, on the one hand, the excessive force is avoided during the operation, and the slip ring 3 is worn against the slider; on the other hand, the arbitrariness of the clutch operating device during assembly is avoided, thereby ensuring the quality of the assembly.
The limit mechanism (3) clutch handle structure is as shown. The structure is simple and suitable for use in places where vibration is not intense. Since the WD320 power-stabilized vehicle is operated by the excitation principle, the excitation frequency is up to 35 Hz, the vibration is large, and the working conditions are bad. Once the bolt is loose, the gap between the handle and the rotating shaft is getting larger and larger. The situation that the clutch "cannot be hanged or can not be opened" is easy to damage the clutch.
If the torque converter clutch device is connected by a key between the rotating shaft and the handle, the "combination" and "separation" of the clutch will be safer and more reliable. (4) As shown in Fig. 5, the connecting rod is 1080mm long and the diameter is only 10mm. It is an elongated rod with insufficient rigidity. When the operating handle is operated, it is subjected to tensile force and pressure, which is easy to cause elastic deformation and bending deformation. When the clutch is "separated", the lever is under pressure. If the rigidity is insufficient, the operation may not be in place or over-headed. In order for the clutch to operate safely and reliably, the handle and the shaft assembly work schematically, and a thicker steel pipe should be used instead. (5) When the WD320 type power stabilized vehicle is running at high speed, running or connecting the train, in order to facilitate the observation of the clutch "combination" and "separation" status in the driver's cab, a clutch release sensor switch is installed in the limit mechanism. And install a signal indicator.

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