重載履帶車輛發(fā)動(dòng)機(jī)再制造技術(shù)分析與評(píng)估體系探討 畢業(yè)論文外文翻譯

1、<p><b>　　英文文獻(xiàn)及翻譯</b></p><p>　　Investigation of Remanufacturing Technology and evaluation system of Heavy Duty Caterpillar Engine</p><p>　　1 Introduction</p><p>　　Wi

2、th the resource increasingly drying up and the environment contaminative pricking up, the significance of continual development was understood gradually by people. </p><p>　　The remanufacturing engineering i

3、s came into being and became one new engineering subject as the resource requirement was increasingly went up by human being. And it is regarded importantly by all the countries and become one important technology suppor

4、t to carry out the strategic of continual development[1,2].</p><p>　　Owing to the mal-conditions of operating and the high reinforcement, heavy duty caterpillar engines have a very short service life compari

5、ng with the civil vehicle. It is the unequal-life of the engine’s parts and working surfaces that results in the failure of some parts and working surfaces and the engines goes to out-of-service. Short service life of e

6、ngine and unconformity with the life cycle of vehicle had become a bottleneck to the maintenance in the armored cavalry[3].</p><p>　　It is urgent for the ensuring and maintaining of armored equipment to star

7、t the remanufacturing of armored vehicle engine based on high technology for prolonging its service life. Notable benefit in economy and military fairs will be gained by the same service life with the vehicle after reman

8、ufacturing of the engine. </p><p>　　2 feasibility analysis</p><p>　　The manufacturing technology used in the heavy duty caterpillar engine is following the old technology of the soviet times, wh

9、ich have 50 years up to now. And a great many new technique and material have occurred in these 50 years.The suface engineering technology, which adopting many surface intensify technology to consolidating the surface of

10、 material and getting the high wearability, was developed from the 1980s. It provides a technology base to remanufacturing the equipment engine[4]. Now, t</p><p>　　3 Remanufacturing of heavy duty caterpillar

11、 engine</p><p>　　3.1 Conception of remanufacturing for heavy duty caterpillar engine</p><p>　　Not all the products are suitable for remanufacturing. Heavy duty caterpillar engine has an obvious

12、ly difference in designing, fabrication process , working condition and service life with civil vehicle engine. For example, the friction surface has a same life to the main body of engine (equal-life designing as DEUTZ

13、 engine)and most parts have wear out after an overhaul life of a civil vehicle engine, while for heavy duty caterpillar engine, it is another case that many parts have an ability t</p><p>　　Generally speaki

14、ng, the fixed parts such as case, housing and bearing block have a long life while the service life of moving parts is shorter and the friction surfaces have shorter life than the parts which deliver the torque. It is th

15、e unequal-life of parts and their working surfaces which result in the failure of some parts/working-surface and out-of-service of equipment as a whole. In other words, the unequal-life of parts and their working surface

16、s provides a material base for remanufacturi</p><p>　　Because of the long terms of design and service, remanufacturing is an upgrade procedure for heavy duty caterpillar engines. Based on the prototype vers

17、ion, many advanced technology and new parts are adopted to promoting some key performances of the old products greatly, i.e. the remanufacturing of engines is coincident with the society of resource-saving and green envi

18、ronmental protection. </p><p>　　The goals of heavy duty caterpillar engine remanufacturing are as follows: based on the systematic analyzing to engine, improve the wearing and friction state of engine’s fri

19、cative pairs by the surface strengthening of key parts applying the multi-surface engineering technology, find a more suitable material with matching surface modified nature to reduce the attrition of working surfaces, a

20、nd finally double the service life of the engine. </p><p>　　3.2 Key remanufacturing technique</p><p>　　A lot of key techniques applied in remanufacturing come from the up-to-date achievement of

21、science and technology such as advanced surface technique, micro and nano-coating and wear-resistance self-recovery material and technique, renovation heat treatment technique, molding technique of remanufacturing blank

22、and up-date of outdated products. The main classification of key technology for remanufacturing was summarized as Fig.1[8].</p><p>　　Fig.1 Classification of key technology for remanufacturing</p><

23、p>　　The key technique of remanufacture engineering includes many types, in which the advanced and compound surface techniques play an important role in repairing and strengthening the failure surfaces of waste and old

24、 parts. Various surface coating techniques are widely used because the attrition wear and corrosion of waste and old parts appear mainly on the surface. Based on micro and nano-materials, for micro and nano-coating and w

25、ear-resistance self-recovery technique, a special coating technolog</p><p>　　3.3 General planning</p><p>　　Unlike traditional overhaul, remanufacturing completes a progress of upgrading for prom

26、otion of performance and service life against the engine out-of-service.</p><p>　　Measured and analyzed systematically, the main parts of engine were sorted into four classes by their status: used without an

27、y treating, remanufactured, new and upgrade. The degree of wear was analyzed for the parts used continuously and remanufactured, and the service life of the parts was evaluated by life predicted method. The remanufacturi

28、ng process was according to the new parts productive standard and the key parts were reinforced by means of multi-surface engineering technologies such as </p><p>　　The procedure of remanufacturing to engine

29、 is stepped as follows: first, find out the main parts which have a strong effects to engine service life such as cylinder/rings, crankshaft journal/bearings bush on referencing the experience of repair factory; then by

30、analyzing of work condition, materials, fabrication process and the normal failure form of these parts, basic test researching would be carried out in laboratory using some new material and craft especially the advanced

31、surface engineerin</p><p>　　3.4 Treatment of main friction pairs</p><p>　　Because of particularity in use of heavy duty caterpillar engine, the remanufacturing program has its uniqueness and dif

32、ferent technical measures would be used for different pasts. As the first time to remanufacture to the tank engine, we make our focus on the main key friction pairs which have s strong affection on the service life of en

33、gine while untreated new products were used for accessories section like turbocharger, oil pump and water pump.</p><p>　　3.4.1 Crankshaft and connecting rod mechanism</p><p>　　Recovering the siz

34、e of journals by nano-electronic brush plating;</p><p>　　Anti-carbon deposit and TBS coat were used synchronously at piston crown to reduce heat transfer from piston and improve the working condition of firs

35、t ring groove while the piston skirt was plasma sprayed with Al alloy to recover size and strengthen.</p><p>　　At the friction surface of gas ring Mo layers were sprayed to reduce the coefficient of friction

36、 and abrasion of cylinder with rings.</p><p>　　A self-lubricating film was gained at inner surface of cylinder by medium-frequency quenching and ion sulfurizing at normal temperature. Supersonic plasma spray

37、 was applied at outside surface of cylinder for reducing cavitation wear.</p><p>　　3.4.2 Air distributing mechanism</p><p>　　Sulfurizing at journal of camshaft to reduce the friction and wear.&l

38、t;/p><p>　　The coefficient between valve and guide was reduced by ion sulfurizing at normal temperature and nano-addition agent in the oil.</p><p>　　3.4.3 Engine body</p><p>　　Using su

39、personic plasma spray, the surfaces were strengthened and recovered in size for engine case, bearing saddle bore.</p><p>　　4 Design of evaluation criterion system</p><p>　　It is necessary that

40、the stability of engine performance, reliability and anti-resistance abradability be verified by bench test to evaluate the processing set-up and technical measure used in tank engine remanufacturing. </p><p&g

41、t;　　The standards aim at the change of engine performance and the state of main parts, i.e. the engine’s performance become bad or not, the abrasion of the main parts is overproof or not after running at test bed for 100

42、0 hours guided by warrant test program.</p><p>　　The tests should be completed are as follows: full load characteristic test, constant speed characteristic test at rated speed, lub-oil consumption measure, l

43、ub-oil sample optical spectrum analysis, reliability test, engine vibration measure. Besides the items specified in the Chinese standard and military standard, the circulate flow measurements of oil and cool water were d

44、one for judging the states of oil pump and water pump indirectly, the vibration of the crankcase was measured to monitor t</p><p>　　The performance index measured must be converted first to number at the sta

45、ndard atmospheric condition by Chinese standard and then the change rates of performance reflecting engine technical statues be analyzed such as rated power, brake specific fuel consumption(BSFC), smoke, and specific lub

46、-oil consumption. Based on the research to test specifications of civil vehicle engine and combining the working condition of tank engine, we take the criterion as follows: the test will be considered as m</p><

47、;p>　　As to the abrasion of engine parts, metallographic analysis and size measuring should be done for the parts remanufactured such as piston, cylinder, crankshaft, valve, camshaft. If the sizes of main parts are not

48、 overrun and there are not breaking-off on the working surface of bearings, we can say that the remanufacturing technique is successful.</p><p>　　5 Conclusion</p><p>　　Introducing the significan

49、ce of remanufacture to tank engine, the author analyzed the service of tank engine and the failure of main parts first, then pointed out that the remanufacture for heavy duty caterpillar engine has its special content an

50、d style to normal civil vehicle engine. The applying of remanufacture technique is to promote the service life of tank engine by using modern surface engineering. After introducing the remanufacture technique program and

51、 measure in detail, a preliminary </p><p>　　[references]</p><p>　　[1]Xu Binshi, Li Renghan, Liang Xiubing. The development of green remanufacturing engineering. China Surface Engineering. 2001,

52、14(2): 1-4.</p><p>　　[2]Xu Binshi, Ma Shining, Liu Shican. The remanufacturing engineering of 21 centuries[J]. Chinese mechanism engineering. 2000,11 (1):36-38.</p><p>　　[3] Liang Zhijie , Xu B

53、inshi,et al..Discussion and Feasibility Analysis of Remanufacturing technology for Armored Equipment Engines, [J] China Surface Engineering. 2006 (19)5: 89 -91.</p><p>　　[4] Liu Qian,Dai Qingrong ..Present C

54、ondition of Again Manufacture of the Automobile Engine and its Crucial Technique[J]. Plant Maintenance Engineering Beijing.2003 No.2 :9-10</p><p>　　[5]Zhang Ping, Liang Zhijie, Wang Haijun. Study on Remanu

55、facturing technology of Cylinder Liner/Piston Ring for Armored Equipment Engine. China Surface Engineering. 2006 (19)5: 92 -95.</p><p>　　[6] Zhang Guoqing , Jing Xuedong , et al.. Assessment on Remanufactura

56、bility of the Automobile Engines [J]. China Mechanical Engineering. Beijing. 2005,(16)8:739-742</p><p>　　[7]Xu Binshi, Ma Shining, Liu Shican. Application od surface engineering and remanufacturing engineeri

57、ng[J]. Material protection. 2000,33 (1):1-5.</p><p>　　[8]Zhu shaohua, Liu Shican, Zhusheng. Discussiong of connotation and subject structure for remanufacturing engineering. China Surface Engineering. 2001,

58、14(2): 5-7.</p><p>　　重載履帶車輛發(fā)動(dòng)機(jī)再制造技術(shù)分析與評(píng)估體系探討</p><p><b>　　前言</b></p><p>　　隨著資源的日益枯竭和環(huán)境污染的加劇，人們逐漸認(rèn)識(shí)到可持續(xù)發(fā)展的重要意義，并不斷探索實(shí)現(xiàn)可持續(xù)發(fā)展的手段。再制造工程就是在人類對(duì)資源要求的日益增長(zhǎng)和對(duì)環(huán)境保護(hù)的迫切需要的情況下形成的一門(mén)新的工程

59、學(xué)科，且因其巨大的資源、環(huán)境、社會(huì)效益而受到世界各國(guó)的重視，成為落實(shí)可持續(xù)發(fā)展戰(zhàn)略的重要技術(shù)支撐[1，2]。</p><p>　　再制造工程是以裝備全壽命周期設(shè)計(jì)和管理為指導(dǎo),以裝備實(shí)現(xiàn)性能跨越式提升為目標(biāo),以優(yōu)質(zhì)、高效、節(jié)能、節(jié)材、環(huán)保為準(zhǔn)則,以先進(jìn)技術(shù)和產(chǎn)業(yè)化生產(chǎn)為手段,對(duì)裝備進(jìn)行修復(fù)和改造的一系列技術(shù)措施或工程活動(dòng)的總稱。再制造是零件水平上的制造,零件的附加值得以保留,具有相當(dāng)?shù)慕?jīng)濟(jì)效益,有利于環(huán)保和可持續(xù)

60、發(fā)展。</p><p>　　汽車零部件的再制造是研究最早的領(lǐng)域,已經(jīng)形成了相當(dāng)規(guī)模的產(chǎn)業(yè)。對(duì)汽車再制造而言,發(fā)動(dòng)機(jī)的再制造占主要的份額,國(guó)內(nèi)許多廠家如濟(jì)南復(fù)強(qiáng)動(dòng)力公司和上海大眾等針對(duì)發(fā)動(dòng)機(jī)的再制造做了大量的研發(fā)工作,可以預(yù)言再制造發(fā)動(dòng)機(jī)在未來(lái)的汽車發(fā)動(dòng)機(jī)市場(chǎng)上所占的比例一定會(huì)越來(lái)越高[3]。</p><p>　　目前世界范圍軍用重載履帶車輛絕大多數(shù)以柴油機(jī)為動(dòng)力,其可靠性直接影響重載履帶車

61、輛的機(jī)動(dòng)性能和戰(zhàn)斗力。由于強(qiáng)化程度較高和工作條件惡劣, 重載履帶車輛發(fā)動(dòng)機(jī)的使用壽命普遍較短,遠(yuǎn)低于一般民用車輛。重載履帶發(fā)動(dòng)機(jī)的壽命短以及與車體壽命周期不一致已經(jīng)成為制約裝備保障維修的瓶頸。因此,對(duì)重載履帶車輛發(fā)動(dòng)機(jī)進(jìn)行基于高科技的再制造,延長(zhǎng)其使用壽命,已成為裝備保障、維修工作的一個(gè)迫切任務(wù)。再制造后,發(fā)動(dòng)機(jī)的使用壽命力爭(zhēng)達(dá)到與車體相同,具有相當(dāng)?shù)慕?jīng)濟(jì)效益和軍事效益。</p><p><b>　　2

62、 可行性分析</b></p><p>　　目前使用最多的重載履帶車輛發(fā)動(dòng)機(jī)主要沿用的是上世紀(jì)50年代蘇聯(lián)的制造技術(shù)，至今已有50余年的時(shí)間。在當(dāng)今這個(gè)科學(xué)技術(shù)發(fā)展日新月異的年代，在50年的時(shí)間里出現(xiàn)了大量的新技術(shù)、新材料和新工藝。80年代以來(lái)國(guó)際上出現(xiàn)的表面工程技術(shù)，通過(guò)各種表面強(qiáng)化和改性工藝，能夠使零件表面得到充分的強(qiáng)化，獲得整體材料無(wú)法達(dá)到的耐磨損、耐腐蝕和耐高溫性能，為材料表面強(qiáng)化和改性提供了有

63、效的技術(shù)手段；這就為裝備發(fā)動(dòng)機(jī)的再制造奠定了可靠的技術(shù)基礎(chǔ)[4]。目前，民用發(fā)動(dòng)機(jī)由于廣泛采用新技術(shù)、新材料和新的表面處理方法，其使用壽命已經(jīng)達(dá)到了8000～10000h。如德國(guó)出產(chǎn)的道依茨發(fā)動(dòng)機(jī)，其使用壽命已經(jīng)超過(guò)了10000 h，其摩擦副與發(fā)動(dòng)機(jī)殼體完全實(shí)現(xiàn)了等壽命設(shè)計(jì)。同時(shí)，50年后的今天，現(xiàn)代的裝備再制造工程理念、潤(rùn)滑油納米自修復(fù)添加劑技術(shù)，為發(fā)動(dòng)機(jī)大修壽命的大幅度提升提供了良好的機(jī)遇。根據(jù)產(chǎn)品壽命的“水桶理論”，只要提高影響發(fā)

64、動(dòng)機(jī)性能的最低幾塊板的長(zhǎng)度，即延長(zhǎng)發(fā)動(dòng)機(jī)關(guān)鍵摩擦副的使用壽命，如缸套/活塞環(huán)、曲軸/軸瓦和凸輪軸/氣門(mén)調(diào)整盤(pán)等摩擦副，就可以延長(zhǎng)發(fā)動(dòng)機(jī)的壽命[5]。這為裝備發(fā)動(dòng)機(jī)的再制造提供了理論和實(shí)踐依據(jù)。因此，</p><p>　　3重載履帶車輛發(fā)動(dòng)機(jī)再制造技術(shù)分析</p><p>　　3．1重載履帶車輛發(fā)動(dòng)機(jī)再制造的理念</p><p>　　不是所有的產(chǎn)品都適合再制造。與民用

65、車輛發(fā)動(dòng)機(jī)相比，重載履帶車輛發(fā)動(dòng)機(jī)從設(shè)計(jì)理念、制造工藝、使用條件、壽命等方面均有很大不同。例如同樣是到了大修期，民用車輛發(fā)動(dòng)機(jī)摩擦副的使用壽命與發(fā)動(dòng)機(jī)本體基本實(shí)現(xiàn)了等壽命設(shè)計(jì)（如德國(guó)的道依茨發(fā)動(dòng)機(jī)），多數(shù)零件已經(jīng)嚴(yán)重磨損，“壽終正寢”。而重載履帶車輛發(fā)動(dòng)機(jī)到其大修期時(shí)，往往有很多零件還具備繼續(xù)服役的能力，個(gè)別的甚至正處在良好的狀態(tài)。因此對(duì)完成一個(gè)服役周期（大修期）的重載履帶車輛發(fā)動(dòng)機(jī)進(jìn)行再制造，無(wú)論目的、技術(shù)方案還是技術(shù)手段等都與一般民

66、用發(fā)動(dòng)機(jī)的再制造有所不同[6]。</p><p>　　在裝備零件中，通常固定件的使用壽命長(zhǎng)，如箱體、支架、軸承座等，而運(yùn)轉(zhuǎn)件的使用壽命短。在運(yùn)轉(zhuǎn)件中，承擔(dān)扭矩傳遞的主體部分使用壽命長(zhǎng)，而摩擦表面使用壽命短。這種各零部件的不等壽命性和零件各工作表面的不等壽命性，往往造成裝備中部分零件以及零件局部表面的失效，而導(dǎo)致裝備整體的報(bào)廢。每個(gè)零件的各工作表面的使用壽命不相等，為再制造的實(shí)施提供了物質(zhì)基礎(chǔ)[7]。</p&

67、gt;<p>　　對(duì)重載履帶車輛發(fā)動(dòng)機(jī)而言，由于其設(shè)計(jì)和服役周期長(zhǎng)，再制造還是一個(gè)升級(jí)改造的過(guò)程。以舊機(jī)型為基礎(chǔ)，不斷吸納先進(jìn)技術(shù)、先進(jìn)部件，可以使舊產(chǎn)品的某些重要性能大幅度提升，符合建設(shè)資源節(jié)約型社會(huì)和綠色環(huán)保的要求。</p><p>　　因此，對(duì)重載履帶車輛發(fā)動(dòng)機(jī)再制造的目標(biāo)就是：在對(duì)發(fā)動(dòng)機(jī)系統(tǒng)考慮的基礎(chǔ)上，應(yīng)用多種復(fù)合的表面工程技術(shù)對(duì)關(guān)鍵零部件進(jìn)行表面強(qiáng)化，改善發(fā)動(dòng)機(jī)內(nèi)摩擦副的摩擦磨損狀態(tài)，尋

68、找最佳的材料及表面改性匹配以最大限度地減少摩擦副之間的磨損，發(fā)揮再制造技術(shù)的后發(fā)優(yōu)勢(shì)，將發(fā)動(dòng)機(jī)使用壽命提高一倍。</p><p>　　3．2再制造關(guān)鍵技術(shù)</p><p>　　裝備再制造工程是通過(guò)各種高新技術(shù)來(lái)實(shí)現(xiàn)的。在這些再制造技術(shù)中，有很多是及時(shí)吸取最新科學(xué)技術(shù)成果的關(guān)鍵技術(shù)，如先進(jìn)表面技術(shù)、微納米涂層及微納米減摩自修復(fù)材料和技術(shù)、修復(fù)熱處理技術(shù)、再制造毛坯快速成形技術(shù)及過(guò)時(shí)產(chǎn)品的性能

69、升級(jí)技術(shù)等，其主要分類如圖1所示[8]。</p><p>　　圖1 再制造關(guān)鍵技術(shù)的分類</p><p>　　再制造工程的關(guān)鍵技術(shù)所包含的種類十分廣泛，其中主要技術(shù)是先進(jìn)表面技術(shù)和復(fù)合表面技術(shù)，主要用來(lái)修復(fù)和強(qiáng)化廢舊零件的失效表面。由于廢舊零部件的磨損和腐蝕等失效主要發(fā)生在表面，因而各種各樣的表面涂敷技術(shù)應(yīng)用得最多。微納米涂層及微納米減摩自修復(fù)技術(shù)是以微納米材料為基礎(chǔ)，通過(guò)特定涂敷工藝對(duì)

70、表面進(jìn)行高性能強(qiáng)化和改性，或應(yīng)用摩擦化學(xué)等理論在摩擦損傷表面原位形成自修復(fù)膜層的技術(shù)，可以解決許多再制造中的難題，并使性能大幅度提高。修復(fù)熱處理是一種通過(guò)恢復(fù)內(nèi)部組織結(jié)構(gòu)來(lái)恢復(fù)零部件整體性能。除上述這些有特色的技術(shù)外，通用的機(jī)械加工和特種加工技術(shù)也經(jīng)常使用。再制造毛坯快速成形技術(shù)是根據(jù)零件幾何信息,采用積分堆積原理和激光同軸掃描等方法進(jìn)行金屬的熔融堆積。除上述這些有特色的技術(shù)外,通用的機(jī)械加工和特種加工技術(shù)也經(jīng)常使用。</p>

71、;<p>　　3．3再制造技術(shù)方案</p><p>　　裝備再制造是針對(duì)已到服役期的發(fā)動(dòng)機(jī)進(jìn)行的，其內(nèi)容不是傳統(tǒng)的大修，而是提高性能延長(zhǎng)使用壽命的升級(jí)改造過(guò)程。</p><p>　　以系統(tǒng)的觀點(diǎn)，對(duì)發(fā)動(dòng)機(jī)的全部零部件進(jìn)行檢測(cè)和分析，根據(jù)各自的技術(shù)狀況分成四類：直接利用件、再制造件、新品件、新品強(qiáng)化件，首先對(duì)直接利用件和再制造件進(jìn)行磨損狀態(tài)分析，并利用壽命預(yù)測(cè)方法對(duì)每一部件進(jìn)行

72、壽命評(píng)估，然后按照新品制造的標(biāo)準(zhǔn)來(lái)進(jìn)行再制造，并綜合采用多種復(fù)合的表面工程技術(shù)對(duì)關(guān)鍵零部件進(jìn)行重點(diǎn)強(qiáng)化處理，采用的關(guān)鍵再制造技術(shù)包括：激光淬火、離子注入、低溫離子滲硫、磁控濺射、超音速等離子噴涂、納米電刷鍍、滲氮、滲硼、納米添加劑、智能化滲油潤(rùn)滑處理、等離子浸沒(méi)注入等技術(shù)。</p><p>　　發(fā)動(dòng)機(jī)再制造具體步驟為，首先根據(jù)以往大修廠的經(jīng)驗(yàn)，確定影響發(fā)動(dòng)機(jī)壽命的主要零件，如缸套與活塞環(huán)、曲軸軸頸與主軸瓦和連桿軸

73、瓦等，針對(duì)其工作條件、材料、制造工藝、一般破壞失效形式等進(jìn)行深入的分析，結(jié)合新材料、新工藝特別是先進(jìn)的表面工程技術(shù)，先在實(shí)驗(yàn)室使用樣件進(jìn)行基礎(chǔ)試驗(yàn)研究，然后選擇若干種方案組合配套，最后分別在發(fā)動(dòng)機(jī)的不同氣缸和軸頸實(shí)施，在發(fā)動(dòng)機(jī)臺(tái)架試驗(yàn)后再檢查分析各方案的優(yōu)劣。應(yīng)該說(shuō)這些關(guān)鍵零部件的再制造成功與否決定了整個(gè)發(fā)動(dòng)機(jī)再制造的成敗。對(duì)于發(fā)動(dòng)機(jī)其他的摩擦副，如凸輪軸與軸承、氣門(mén)桿與氣門(mén)導(dǎo)管、傳動(dòng)齒輪軸與軸承等，根據(jù)其服役工況和磨損形式，采取適宜的

74、表面技術(shù)處理，對(duì)于附屬配件（水泵、機(jī)油泵、低壓柴油泵和渦輪增壓器等）進(jìn)行局部強(qiáng)化處理，以保證其能夠滿足延長(zhǎng)整機(jī)壽命的要求。延長(zhǎng)發(fā)動(dòng)機(jī)使用壽命后可能出現(xiàn)的其它情況如水垢、積碳、密封件老化等也要采取有針對(duì)性的措施。至于主要結(jié)構(gòu)件能夠再制造的次數(shù)，屬于材料疲勞周期范疇的問(wèn)題，是一個(gè)基礎(chǔ)課題，需要進(jìn)行專項(xiàng)研究。</p><p>　　3．4 發(fā)動(dòng)機(jī)關(guān)鍵摩擦副的再制造處理</p><p>　　重載履帶

75、車輛發(fā)動(dòng)機(jī)因其用途的特殊性，決定了其再制造也具有一定的獨(dú)特性，不同的部件采取不同的技術(shù)措施。由于這是首次對(duì)重載履帶發(fā)動(dòng)機(jī)進(jìn)行的再制造，焦點(diǎn)集中在影響發(fā)動(dòng)機(jī)使用壽命的幾個(gè)關(guān)鍵摩擦副上，因此對(duì)增壓器、機(jī)油泵、水泵等件沒(méi)有進(jìn)行再制造處理，基本采用新品，待對(duì)其壽命規(guī)律進(jìn)行深入研究后再考慮采取相應(yīng)的技術(shù)改進(jìn)措施。</p><p>　　3．4．1 曲柄連桿機(jī)構(gòu)</p><p>　　采用納米電刷鍍技術(shù)進(jìn)

76、行曲軸再制造，恢復(fù)軸頸的尺寸；</p><p>　　活塞頂部采用采用防積碳涂層+熱障涂層復(fù)合處理，減少經(jīng)活塞傳出的熱量，改善活塞環(huán)與活塞環(huán)槽尤其是第一道環(huán)槽的工作條件；裙部采用等離子噴涂鋁合金進(jìn)行尺寸恢復(fù)和強(qiáng)化；</p><p>　　活塞環(huán)氣環(huán)摩擦表面噴涂Mo潤(rùn)滑涂層，減小與氣缸套的摩擦系數(shù)，減輕磨損； </p><p>　　缸套內(nèi)表面中頻淬火+低溫離子滲硫復(fù)合處理

77、，獲得自潤(rùn)滑膜層。外壁采用超音速等離子噴涂技術(shù)噴涂防腐功能涂層，減輕氣缸套的穴蝕。</p><p><b>　　3．4．2配氣機(jī)構(gòu)</b></p><p>　　凸輪軸軸頸表面滲硫，減少摩擦磨損；</p><p>　　氣門(mén)桿采用低溫離子滲硫處理改善其與氣門(mén)導(dǎo)管的摩擦系數(shù)，采用納米添加劑在導(dǎo)管表面形成自潤(rùn)滑層；</p><p&g

78、t;　　排氣門(mén)座圈激光堆焊，進(jìn)氣門(mén)座圈激光淬火強(qiáng)化處理。</p><p>　　3．4．3發(fā)動(dòng)機(jī)箱體</p><p>　　發(fā)動(dòng)機(jī)箱體、軸承座孔、上下箱體結(jié)合面采用噴涂技術(shù)進(jìn)行尺寸恢復(fù)并強(qiáng)化。</p><p><b>　　4 評(píng)估體系設(shè)計(jì) </b></p><p>　　為全面、科學(xué)地對(duì)重載履帶發(fā)動(dòng)機(jī)再制造工藝方案和所采用技術(shù)

79、措施的實(shí)際效果作出評(píng)判，需進(jìn)行發(fā)動(dòng)機(jī)臺(tái)架試驗(yàn)來(lái)驗(yàn)證，考核發(fā)動(dòng)機(jī)性能穩(wěn)定性、零部件運(yùn)轉(zhuǎn)的可靠性和耐磨性。 </p><p>　　評(píng)判標(biāo)準(zhǔn)為發(fā)動(dòng)機(jī)性能和主要零部件的技術(shù)狀況，即發(fā)動(dòng)機(jī)按保險(xiǎn)期試驗(yàn)大綱在試驗(yàn)臺(tái)架上運(yùn)轉(zhuǎn)1000小時(shí)后發(fā)動(dòng)機(jī)性能是否下降，主要零部件磨損是否超標(biāo)。具體試驗(yàn)方案主要依據(jù)國(guó)軍標(biāo)GJB1822－93重載履帶車輛用柴油機(jī)臺(tái)架試驗(yàn)方法來(lái)制定。</p><p>　　臺(tái)架試驗(yàn)的內(nèi)容主

80、要有發(fā)動(dòng)機(jī)外特性試驗(yàn)、標(biāo)定轉(zhuǎn)速下負(fù)荷特性試驗(yàn)、機(jī)油消耗率檢測(cè)、機(jī)油油樣鐵譜分析、可靠性試驗(yàn)、發(fā)動(dòng)機(jī)振動(dòng)檢測(cè)、噴油提前角及噴油壓力檢測(cè)等。臺(tái)架試驗(yàn)的外特性試驗(yàn)中，除了國(guó)標(biāo)與國(guó)軍標(biāo)規(guī)定的測(cè)試項(xiàng)目外，增加機(jī)油循環(huán)流量和冷卻水循環(huán)流量測(cè)量，用以間接判斷機(jī)油泵和水泵的工作狀況；增加氣缸體和上曲軸箱振動(dòng)測(cè)試，主要目的是監(jiān)測(cè)活塞與氣缸套間隙、主軸承和連桿軸承間隙的變化情況；增加噴油系統(tǒng)不解體檢測(cè)，主要目的是監(jiān)測(cè)噴油壓力、噴油泵與噴油器技術(shù)狀況、噴油提

81、前角等的變化情況。</p><p>　　對(duì)于發(fā)動(dòng)機(jī)性能，首先按國(guó)標(biāo)規(guī)定將實(shí)際測(cè)試發(fā)動(dòng)機(jī)數(shù)據(jù)換算為標(biāo)準(zhǔn)狀況下性能參數(shù)。然后對(duì)發(fā)動(dòng)機(jī)的功率、燃油比油耗、排氣煙度、機(jī)油比油耗等反映柴油機(jī)技術(shù)狀況的參數(shù)變化趨勢(shì)進(jìn)行分析。在廣泛調(diào)研民用車輛發(fā)動(dòng)機(jī)有關(guān)標(biāo)準(zhǔn)的基礎(chǔ)上，結(jié)合軍用履帶車輛發(fā)動(dòng)機(jī)的實(shí)際工作狀況，初步考慮以下判別標(biāo)準(zhǔn)：發(fā)動(dòng)機(jī)臺(tái)架耐久性試驗(yàn)時(shí)間達(dá)到1000小時(shí)后，與耐久試驗(yàn)開(kāi)始時(shí)相比較，發(fā)動(dòng)機(jī)功率下降不超過(guò)4％、機(jī)油消耗

82、率增加值不大于25%、排氣溫度增加值不大于10%，即認(rèn)為符合性能要求，滿足發(fā)動(dòng)機(jī)臺(tái)架考核要求。由于軍用履帶車輛發(fā)動(dòng)機(jī)的再制造是首次進(jìn)行，所訂的發(fā)動(dòng)機(jī)性能判別標(biāo)準(zhǔn)是否很科學(xué)，還待臺(tái)架試驗(yàn)后認(rèn)真細(xì)致地分析和研究試驗(yàn)結(jié)果后才能最終判定。</p><p>　　對(duì)于發(fā)動(dòng)機(jī)零部件表面磨損狀況，發(fā)動(dòng)機(jī)臺(tái)架可靠性試驗(yàn)時(shí)間達(dá)到1000小時(shí)后，對(duì)進(jìn)行再制造工藝處理的零件如活塞、氣缸套、曲軸、氣門(mén)、凸輪軸等進(jìn)行金相分析和形位尺寸檢測(cè)，

83、檢查零件的技術(shù)狀況。如果發(fā)動(dòng)機(jī)關(guān)鍵零部件如主軸頸、連桿軸頸、連桿小頭襯套、活塞、活塞環(huán)、氣缸套等尺寸沒(méi)有超限；主軸瓦和連桿軸瓦表面沒(méi)有有剝落；軸瓦磨損不超限，則確定所采用的再制造工藝是成功的。</p><p><b>　　5 結(jié) 論</b></p><p>　　本文在闡述軍用履帶車輛發(fā)動(dòng)機(jī)再制造意義的基礎(chǔ)上，分析了重載履帶發(fā)動(dòng)機(jī)服役狀況及主要零部件失效的特點(diǎn)，并對(duì)發(fā)動(dòng)

84、機(jī)再制造的可行性進(jìn)行了分析；與一般民用車輛發(fā)動(dòng)機(jī)相比，軍用履帶車輛發(fā)動(dòng)機(jī)的再制造有著其獨(dú)特的內(nèi)容和形式。針對(duì)重載履帶發(fā)動(dòng)機(jī)，明確了再制造技術(shù)的目標(biāo)是充分發(fā)揮現(xiàn)代表面工程技術(shù)的優(yōu)勢(shì)，提高現(xiàn)行重載履帶發(fā)動(dòng)機(jī)使用壽命，對(duì)采取的再制造技術(shù)方案和技術(shù)措施作了詳細(xì)介紹，提出了評(píng)判重載履帶發(fā)動(dòng)機(jī)再制造工作是否成功的初步標(biāo)準(zhǔn)，對(duì)今后建立發(fā)動(dòng)機(jī)再制造綜合效能評(píng)判體系做了有益的工作。</p><p><b>　　參考文獻(xiàn)：

85、</b></p><p>　　1.徐濱士, 李仁涵, 粱秀兵. 綠色再制造工程的進(jìn)展[J]. 中國(guó)表面工程. 2001, 14(2): 1-4</p><p>　　2.徐濱士, 馬世寧, 劉世參, 張偉. 21世紀(jì)的再制造工程[J]. 中國(guó)機(jī)械工程, 2000(11) ,No.1-2:36-38.</p><p>　　3.梁志杰,徐濱士,等. 軍用裝甲

86、裝備發(fā)動(dòng)機(jī)再制造技術(shù)初探與可行性分析[J].中國(guó)表面工程, 2006, 19 (5).</p><p>　　4.劉謙, 戴慶榮. 汽車發(fā)動(dòng)機(jī)再制造發(fā)展現(xiàn)狀及其關(guān)鍵技術(shù)[J]. 設(shè)備管理與維修, 2003, (2) : 9 - 12.</p><p>　　5.張平,梁志杰,王海軍等. 裝甲裝備發(fā)動(dòng)機(jī)氣缸套/活塞環(huán)摩擦副再制造技術(shù)研究[J]. 中國(guó)表面工程, 2006,19 (5): 92-9

87、5.</p><p>　　6.張國(guó)慶,荊學(xué)東,等. 汽車發(fā)動(dòng)機(jī)可再制造性評(píng)價(jià)[J].中國(guó)機(jī)械工程, 2005, 16 (8).</p><p>　　7.徐濱士，馬世寧，劉世參等. 表面工程的應(yīng)用和再制造工程[J]. 材料保護(hù), 2000,33 (1):1-5. </p><p>　　8.朱紹華, 劉世參, 朱勝. 談綠色再制造工程的內(nèi)涵和學(xué)科構(gòu)架[J]. 中國(guó)表面工