四自由度棒料搬運(yùn)機(jī)械手設(shè)計(jì)[圓柱坐標(biāo)型 2KG] 氣動(dòng)機(jī)械手【CAD高清圖紙和文檔】

【溫馨提示】 dwg后綴的文件為CAD圖，可編輯，無水印，高清圖，壓縮包內(nèi)文檔可直接點(diǎn)開預(yù)覽，需要原稿請(qǐng)自助充值下載，請(qǐng)見壓縮包內(nèi)的文件，所見才能所得，下載可得到【資源目錄】下的所有文件哦-有疑問可咨詢QQ:1304139763 或 414951605 摘 要 在社會(huì)不斷發(fā)展的今天，機(jī)器人在工業(yè)現(xiàn)場(chǎng)中的應(yīng)用也越來越廣泛，用機(jī)器的力量 代替人力，而將人類從繁重的體力勞動(dòng)中解放出來是歷史發(fā)展的趨勢(shì)。 近十幾年來，機(jī)器人的開發(fā)不僅越來越優(yōu)化，而且涵蓋了許多領(lǐng)域，應(yīng)用的范疇十 分廣闊。 在工業(yè)上，自動(dòng)控制系統(tǒng)有著廣泛的應(yīng)用，如工業(yè)自動(dòng)化機(jī)床控制，計(jì)算機(jī)系統(tǒng)， 機(jī)器人等。而工業(yè)機(jī)器人是相對(duì)較新的電子設(shè)備，它正開始改變現(xiàn)代化工業(yè)面貌。 本設(shè)計(jì)的機(jī)械手是基于提高勞動(dòng)生產(chǎn)率、產(chǎn)品質(zhì)量和經(jīng)濟(jì)效益，減輕工人勞動(dòng)強(qiáng)度 而設(shè)計(jì)的。在某些勞動(dòng)條件極其惡劣的條件下，工人難以用手工工作，可用本機(jī)械手代 替人力勞動(dòng)。 本設(shè)計(jì)為四自由度圓柱坐標(biāo)型工業(yè)機(jī)械手，其工作方向?yàn)閮蓚€(gè)直線方向和兩個(gè)旋轉(zhuǎn) 方向。 本設(shè)計(jì)中的四自由度棒料搬運(yùn)機(jī)械手，主要是針對(duì)質(zhì)量少于 2KG 的圓形棒料的搬運(yùn)。 通過氣爪手指的不同選擇可滿足直徑小于 60mm 的棒料的搬運(yùn)。 在控制器的作用下，機(jī)械手執(zhí)行將工件從一條流水線拿到另一條流水線并把工件翻 轉(zhuǎn)過來這一簡(jiǎn)單的動(dòng)作。 關(guān)鍵詞：四自由度；機(jī)械手；搬運(yùn)；工業(yè)機(jī)器人 Abstract Today that develop continuously in the society, The robot are more and more Using at industry scene application. Replaces the manpower with the machine strength, Its the historical development tendency that liberates the humanity from the arduous physical labor. In the recent several years, the robot development not only more and more optimizes, but also moreover has covered many domains. Industrially, automatic control systems are found in numerous applications, such as automation machine tool control, computer systems and robotics. Industrial robots are relatively new electromechanical devices that are beginning to change the appearance of modern industry. This paper design for enhances the labor productivity, product quality, economic efficiency and reduces the worker labor intensity. Some job working at extremely bad environment, that people cant work in hand, so the robots can replace worker to do it. This scheme introduced a cylindrical robot for four degree of freedom. It is composed of two linear axes and two rotary axis current This paper mainly use at the transporting of circular good material that quality is short to 2KG. The different fingernail finger was Choice for transporting the good material that diameter is smaller than 60mm. Under controller function the robot move the components from one assembly line to other assembly line and turn over it in space, perform relatively simple takes. Key words: four degrees of freedom; robot; transporting; Industrial robot 目 錄 摘 要 .IV Abstract.V 目 錄.VII 1 緒論 .1 1.1 工業(yè)機(jī)器人的技術(shù)與發(fā)展 .1 1.2 本設(shè)計(jì)中的四自由度棒料搬運(yùn)機(jī)械手所實(shí)現(xiàn)的功能 .2 1.3 本設(shè)計(jì)中的四自由度棒料搬運(yùn)機(jī)械手設(shè)計(jì)的意義 .2 2 機(jī)械手的總體設(shè)計(jì) .3 2.1 設(shè)計(jì)要求 .3 2.2 機(jī)械手的組成 .3 2.3 總方案的擬定 .4 2.4 機(jī)器人的工作空間 .4 2.5 機(jī)械手驅(qū)動(dòng)系統(tǒng)的設(shè)計(jì) .5 2.5.1 機(jī)械手驅(qū)動(dòng)器 .5 2.5.2 機(jī)械手傳動(dòng)機(jī)構(gòu) .5 3 機(jī)械手的傳動(dòng)設(shè)計(jì) .7 3.1 滾珠絲杠的選擇 .7 3.2 諧波齒輪減速器參數(shù)的確定 .8 4 機(jī)械手的各電機(jī)選擇 .12 4.1 機(jī)械手手臂升降步進(jìn)點(diǎn)擊的選擇 .12 4.2 機(jī)械手底座回轉(zhuǎn)驅(qū)動(dòng)電動(dòng)機(jī)的選擇 .14 5 機(jī)械手各氣動(dòng)件的設(shè)計(jì)計(jì)算 .18 5.1 氣爪夾緊力的起算與氣爪的選擇 .18 5.1.1 氣爪夾緊力的要求 .18 5.1.2 缸徑的確定 .19 5.1.3 行程的確定 .20 5.1.4 氣缸的動(dòng)速度 .20 5.1.5 擺動(dòng)氣缸的選擇 .21 5.2 手臂伸縮氣缸的選擇 .23 6 機(jī)器人控制系統(tǒng)的設(shè)置 .26 6.1 機(jī)械手控制器的選擇 .26 6.2 機(jī)械手控制系統(tǒng)的特點(diǎn)及對(duì)控制功能的基本要求 .26 6.3 控制系統(tǒng)的總體設(shè)計(jì) .27 7 手臂驗(yàn)算與機(jī)械手參數(shù).29 7.1 手臂平衡的驗(yàn)算 .29 7.2 機(jī)械手參數(shù) .30 8 結(jié)論與展望 .31 8.1 結(jié)論 .31 8.2 不足之處及未來展望 .31 致 謝 .32 參考文獻(xiàn) .33 四自由度棒料搬運(yùn)機(jī)械手設(shè)計(jì) 1 1 緒論 1.1 工業(yè)機(jī)器人的技術(shù)與發(fā)展 機(jī)器人（又稱機(jī)械手，機(jī)械人，英文名稱：Robot） ，在人類科技發(fā)展史上其來有自， 早在三國時(shí)代，諸葛亮發(fā)明的木牛流馬即是古代中國人的智能結(jié)晶。隨著近代的工業(yè)革 命，機(jī)器產(chǎn)業(yè)的不斷發(fā)展成為近代工業(yè)的主要支柱。 機(jī)器人的研究從一開始就是擬人化的，所以才有機(jī)械手、機(jī)械臂的開發(fā)與制作，也 是為了以機(jī)械來代替人去做人力所無法完成的勞作或探險(xiǎn)。但近十幾年來，機(jī)器人的開 發(fā)不僅越來越優(yōu)化，而且涵蓋了許多領(lǐng)域，應(yīng)用的范疇十分廣闊。 工業(yè)機(jī)器人是典型的機(jī)電一體化高技術(shù)產(chǎn)品。在許多生產(chǎn)領(lǐng)域，它對(duì)于提高生產(chǎn)自 動(dòng)化水平，提高勞動(dòng)生產(chǎn)率、產(chǎn)品質(zhì)量和經(jīng)濟(jì)效益，改善工人勞動(dòng)條件的作用日見顯著。 不少勞動(dòng)條件惡劣、生產(chǎn)要求苛刻的場(chǎng)合，工業(yè)機(jī)器人代替人力勞動(dòng)已是必然的趨勢(shì)。 工業(yè)機(jī)器人是一種機(jī)體獨(dú)立，動(dòng)作自由度較多，程序可靈活變更，能任意定位，自 動(dòng)化程度高的自動(dòng)操作機(jī)械。主要用于加工自動(dòng)線和柔性制造系統(tǒng)中傳遞和裝卸工件或 夾具。 工業(yè)機(jī)器人以剛性高的手臂為主體，與人相比，可以有更快的運(yùn)動(dòng)速度，可以搬運(yùn) 更重的東西，而且定位精度相當(dāng)高，它可以根據(jù)外部來的信號(hào)，自動(dòng)進(jìn)行各種操作。 工業(yè)機(jī)器人的發(fā)展，由簡(jiǎn)單到復(fù)雜，由初級(jí)到高級(jí)逐步完善，它的發(fā)展過程可分為 三代： 第一代工業(yè)機(jī)器人就是目前工業(yè)中大量使用的示教再現(xiàn)型工業(yè)機(jī)器人，它主要由手部、 臂部、驅(qū)動(dòng)系統(tǒng)和控制系統(tǒng)組成。它的控制方式比較簡(jiǎn)單，應(yīng)用在線編程，即通過示教 存貯信息，工作時(shí)讀出這些信息，向執(zhí)行機(jī)構(gòu)發(fā)出指令，執(zhí)行機(jī)構(gòu)按指令再現(xiàn)示教的操 作。 第二代工業(yè)機(jī)器人是帶感覺的機(jī)器人。它具有尋力覺、觸覺、視覺等進(jìn)行反饋的能力。 其控制方式較第一代工業(yè)機(jī)器人要復(fù)雜得多，這種機(jī)器人從 1980 年開始進(jìn)入了實(shí)用階段， 不久即將普及應(yīng)用。 第三代工業(yè)機(jī)器人即智能機(jī)器人。這種機(jī)器人除了具有觸覺、視覺等功能外，還能夠 根據(jù)人給出的指令認(rèn)識(shí)自身和周圍的環(huán)境，識(shí)別對(duì)象的有無及其狀態(tài)，再根據(jù)這一識(shí)別 自動(dòng)選擇程序進(jìn)行操作，完成規(guī)定的任務(wù)。并且能跟蹤工作對(duì)象的變化，具有適應(yīng)工作 環(huán)境的功能。這種機(jī)器人還處于研制階段，尚未大量投入工業(yè)應(yīng)用。 世界上工業(yè)機(jī)器人萌芽于 50 年代的美國，經(jīng)過 40 多年的發(fā)展，已被不斷地應(yīng)用于 人類社會(huì)很多領(lǐng)域，正如計(jì)算機(jī)技術(shù)一樣，機(jī)器人技術(shù)正在日益改變著我們的生產(chǎn)方式。 無錫太湖學(xué)院學(xué)士學(xué)位論文 2 進(jìn)入 90 年代，世界機(jī)器人工業(yè)繼續(xù)穩(wěn)步增長，每年增長率保持在 10%左右，世界上已擁 有機(jī)器人數(shù)量達(dá)到 70 萬臺(tái)左右，1992、1993 年世界機(jī)器人市場(chǎng)曾一度出現(xiàn)小的低谷，近 年除日本外，歐美機(jī)器人市場(chǎng)也開始復(fù)蘇，并日益興旺。與全球機(jī)器人市場(chǎng)一樣，中國 機(jī)器人市場(chǎng)也逐漸活躍，1997 年上半年，我國從事機(jī)器人及相關(guān)技術(shù)產(chǎn)品研制、生產(chǎn)的 存檔編碼： 無錫太湖學(xué)院 12 屆畢業(yè)作業(yè)周次進(jìn)度計(jì)劃、檢查落實(shí)表 系別：信機(jī)系 班級(jí)：機(jī)械92 學(xué)生姓名：陳華 課題（設(shè)計(jì)）名稱:四自由度棒料搬運(yùn)機(jī)械手設(shè)計(jì) 開始日期:2012.11.12 周次 起止日期 工作計(jì)劃、進(jìn)度 每周主要完成內(nèi)容 存在問題、改進(jìn)方法 指導(dǎo)教師意見并簽字 備 注 1 2012年11月12日2012年11月18日 接受老師下達(dá)的畢業(yè)設(shè)計(jì)任務(wù)書，收集相關(guān)資料 初步明確了設(shè)計(jì)的任務(wù)，收集所需要的資料 通過跟導(dǎo)師的交流和溝通，增加了對(duì)課題的了解 2 2012年11月19日2012年11月25日 收集機(jī)械手的資料 網(wǎng)上搜索機(jī)械手的資料 通過網(wǎng)上搜索來了機(jī)械手的結(jié)構(gòu) 3 2012年11月26日2012年12月02日 撰寫開題報(bào)告 根據(jù)相關(guān)資料熟悉數(shù)控車床上下工 件機(jī)械手的具體結(jié)構(gòu)，為畢設(shè)做好 前期工作 需要反復(fù)查閱資料，工作量大，可以克服 410 2012年12月03日2013年01月20日 指導(dǎo)專業(yè)實(shí)訓(xùn) 專業(yè)實(shí)訓(xùn) 專業(yè)實(shí)訓(xùn)涉及內(nèi)容指導(dǎo)老師須講解、解惑 1112 2013年01月21日2013年03月01日 指導(dǎo)畢業(yè)實(shí)習(xí) 畢業(yè)實(shí)習(xí) 實(shí)習(xí)涉及內(nèi)容指導(dǎo)老師須講解 13 2013年03月04日2013年03月10日 收集資料，深入了解課題 補(bǔ)充講解 有關(guān)畢業(yè)設(shè)計(jì)涉及內(nèi)容指導(dǎo)老師須講解 14 2013年03月11日2013年03月17日 收集資料，進(jìn)一步了解課題 指導(dǎo)老師為學(xué)生解疑，進(jìn)一步指導(dǎo) 和導(dǎo)師積極交流，尋找方法 15 2013年03月18日2013年03月24日 熟悉整個(gè)機(jī)械手的結(jié)構(gòu)及設(shè)計(jì)參數(shù) 根據(jù)現(xiàn)有資料，熟悉整個(gè)機(jī)械手的 結(jié)構(gòu) 及設(shè)計(jì)參數(shù)，為下面的工作做充分 準(zhǔn)備 機(jī)械手結(jié)構(gòu)復(fù)雜，設(shè)計(jì)參數(shù)多，需要耐心研究 16 2013年03月25日2013年03月31日 收集氣動(dòng)相關(guān)資料 根據(jù)氣動(dòng)裝備需要，確定氣缸及氣動(dòng)三大件的類型 查閱氣缸資料，研究其特性 17 2013年04月01日2013年04月07日 繪制草圖 根據(jù)所夾工件的結(jié)構(gòu)特點(diǎn)和相關(guān)參 數(shù)， 完成機(jī)械手的總體結(jié)構(gòu)的設(shè)計(jì)草圖 繪制草圖時(shí)要綜合考慮多方面因素 周次 起止日期 工作計(jì)劃、進(jìn)度 每周主要完成內(nèi)容 存在問題、改進(jìn)方法 指導(dǎo)教師意見并簽字 備 注 18 2013年04月08日2013年04月14日 具體設(shè)計(jì) 根據(jù)設(shè)計(jì)參數(shù)和裝夾要求，完成相 關(guān)計(jì)算 （主要包括電機(jī)功率計(jì)算及選型、 齒輪的計(jì)算、滾珠絲杠相關(guān)的計(jì)算 等等） 這一階段需要計(jì)算的量較大，工作繁重； 具體選型方面，需查閱各方面資料，任務(wù)重 19 2013年04月15日2013年04月21日 裝配圖的繪制 繼續(xù)上一階段工作，并根據(jù)計(jì)算結(jié) 果確定 機(jī)械手結(jié)構(gòu)尺寸，完成部分總裝圖 這一段時(shí)期的任務(wù)比較煩重，是整個(gè)設(shè)計(jì)的重中之重 ， 需要格外細(xì)心 20 2013年04月22日2013年04月28日 裝配圖的繪制 繼續(xù)上一階段工作，并根據(jù)計(jì)算結(jié) 果確定 機(jī)械手結(jié)構(gòu)尺寸，完成部分總裝圖 這一段時(shí)期的任務(wù)比較煩重，是整個(gè)設(shè)計(jì)的重中之重 ， 需要格外細(xì)心 21 2013年04月29日2013年05月05日 零件圖的繪制 完成裝配圖和重要零部件的部件圖或零件圖 繪制總裝圖及零件圖 22 2013年05月06日2013年05月12日 零件圖的繪制 完成裝配圖和重要零部件的部件圖或零件圖 繪制總裝圖及零件圖 23 2013年05月13日2013年05月19日 整理說明書 整理設(shè)計(jì)說明書 反復(fù)檢查以前工作中的紕漏，并做修改 24 2013年05月20日2013年05月25日 整理資料，準(zhǔn)備答辯 整理相關(guān)資料，完成設(shè)計(jì)說明書。準(zhǔn)備答辯。 針對(duì)答辯充分準(zhǔn)備 說明： 1、“工作計(jì)劃、進(jìn)度”、“指導(dǎo)教師意見并簽字”由指導(dǎo)教師填寫，“每周主要完成內(nèi)容”，“存在問題、改進(jìn)方法”由學(xué)生填寫。 2、本表由各系妥善歸檔，保存?zhèn)洳椤?編號(hào)無錫太湖學(xué)院畢業(yè)設(shè)計(jì)（論文）相關(guān)資料題目： 四自由度棒料搬運(yùn)機(jī)械手設(shè)計(jì) 信機(jī) 系 機(jī)械工程及其自動(dòng)化 專業(yè)學(xué) 號(hào)： 0923076學(xué)生姓名： 陳 華 指導(dǎo)教師： 馮 鮮（職稱：講師 ） （職稱： ）2013年5月25日目 錄一、畢業(yè)設(shè)計(jì)（論文）開題報(bào)告二、畢業(yè)設(shè)計(jì)（論文）外文資料翻譯及原文三、學(xué)生“畢業(yè)論文（論文）計(jì)劃、進(jìn)度、檢查及落實(shí)表”四、實(shí)習(xí)鑒定表無錫太湖學(xué)院畢業(yè)設(shè)計(jì)（論文）開題報(bào)告題目： 四自由度棒料搬運(yùn)機(jī)械手設(shè)計(jì) 機(jī)電系 機(jī)械工程及其自動(dòng)化 專業(yè)學(xué) 號(hào)： 0923076 學(xué)生姓名： 陳 華 指導(dǎo)教師： 馮 鮮 （職稱：講 師 ） （職稱： ）2012年11月26日課題來源隨著世界經(jīng)濟(jì)的快速發(fā)展和現(xiàn)代科學(xué)技術(shù)的進(jìn)步,物流產(chǎn)業(yè)作為國民經(jīng)濟(jì)中一個(gè)新興的服務(wù)部門,正在全球范圍內(nèi)迅速發(fā)展.在國際上,物流產(chǎn)業(yè)被認(rèn)為是國民經(jīng)濟(jì)發(fā)展的動(dòng)脈和基礎(chǔ)產(chǎn)業(yè),其發(fā)展程度成為衡量一國現(xiàn)代化程度和綜合國力的重要標(biāo)志之一,被喻為促進(jìn)經(jīng)濟(jì)發(fā)展的“加速器”.物流產(chǎn)業(yè)是指鐵路、公路、水路、航空等基礎(chǔ)設(shè)施,以及工業(yè)生產(chǎn)、商業(yè)批發(fā)零售和第三方倉儲(chǔ)運(yùn)輸及綜合物流企業(yè)為實(shí)現(xiàn)商品的實(shí)體位移所形成的產(chǎn)業(yè).國民經(jīng)濟(jì)各個(gè)領(lǐng)域的物流經(jīng)濟(jì)實(shí)體從橫向構(gòu)成了物流產(chǎn)業(yè).這個(gè)產(chǎn)業(yè)由鐵道、公路、水運(yùn)、空運(yùn)、倉儲(chǔ)、托運(yùn)等行業(yè)為主體組成,同時(shí)還包含了商業(yè)、物資業(yè)、供銷、糧食、外貿(mào)等行業(yè)中的一半領(lǐng)域,還涉及到機(jī)械、電器業(yè)中的物流裝備生產(chǎn)行業(yè)和國民經(jīng)濟(jì)所有行業(yè)的供應(yīng)、生產(chǎn)、銷售中的物流活動(dòng)。 近年來工業(yè)自動(dòng)化的發(fā)展機(jī)械器件逐漸成為一門新興的學(xué)科,并得到了較快的發(fā)展。工業(yè)現(xiàn)場(chǎng)的很多重體力勞動(dòng)必將由機(jī)器代替,這一方面可以減輕工人的勞動(dòng)強(qiáng)度,另一方面可以大大提高勞動(dòng)生產(chǎn)率。例如,目前在我國的許多中小型生產(chǎn)行業(yè)中,往往沖壓成形這一工序還需人工上下料,既費(fèi)時(shí)費(fèi)力,又影響效率。為此我們研制了一套上下料機(jī)械手模擬裝置，以此為基礎(chǔ),為進(jìn)一步實(shí)用化做好充分準(zhǔn)備。機(jī)械手是工業(yè)自動(dòng)控制領(lǐng)域中經(jīng)常遇到的一種控制對(duì)象. 是一種模仿人手動(dòng)作，并按設(shè)定程序，軌跡和要求代替人手抓（吸）取，搬運(yùn)工件或工具進(jìn)行操作的自動(dòng)化裝置。其可以完成許多工作,如搬物、裝配、切割、噴染等等,應(yīng)用面非常廣泛。工業(yè)生產(chǎn)中常用的進(jìn)行水平/垂直位移的機(jī)械設(shè)備的動(dòng)作由氣缸驅(qū)動(dòng)，氣缸又又相應(yīng)的電磁閥控制，該機(jī)械手除外形尺寸比實(shí)物小些以外,其結(jié)構(gòu)、原理及功能與實(shí)際的機(jī)械手是完全一致的?？茖W(xué)依據(jù)機(jī)器人（又稱機(jī)械手，機(jī)械人，英文名稱：Robot），在人類科技發(fā)展史上其來有自，早在三國時(shí)代，諸葛亮發(fā)明的木牛流馬即是古代中國人的智能結(jié)晶。隨著近代的工業(yè)革命，機(jī)器產(chǎn)業(yè)的不斷發(fā)展成為近代工業(yè)的主要支柱。 機(jī)器人的研究從一開始就是擬人化的，所以才有機(jī)械手、機(jī)械臂的開發(fā)與制作，也是為了以機(jī)械來代替人去做人力所無法完成的勞作或探險(xiǎn)。但近十幾年來，機(jī)器人的開發(fā)不僅越來越優(yōu)化，而且涵蓋了許多領(lǐng)域，應(yīng)用的范疇十分廣闊。 工業(yè)機(jī)器人是典型的機(jī)電一體化高技術(shù)產(chǎn)品。在許多生產(chǎn)領(lǐng)域，它對(duì)于提高生產(chǎn)自動(dòng)化水平，提高勞動(dòng)生產(chǎn)率、產(chǎn)品質(zhì)量和經(jīng)濟(jì)效益，改善工人勞動(dòng)條件的作用日見顯著。不少勞動(dòng)條件惡劣、生產(chǎn)要求苛刻的場(chǎng)合，工業(yè)機(jī)器人代替人力勞動(dòng)已是必然的趨勢(shì)。 工業(yè)機(jī)器人是一種機(jī)體獨(dú)立，動(dòng)作自由度較多，程序可靈活變更，能任意定位，自動(dòng)化程度高的自動(dòng)操作機(jī)械。主要用于加工自動(dòng)線和柔性制造系統(tǒng)中傳遞和裝卸工件或夾具。工業(yè)機(jī)器人以剛性高的手臂為主體，與人相比，可以有更快的運(yùn)動(dòng)速度，可以搬運(yùn)更重的東西，而且定位精度相當(dāng)高，它可以根據(jù)外部來的信號(hào)，自動(dòng)進(jìn)行各種操作。國內(nèi)現(xiàn)狀及發(fā)展趨勢(shì) 物流這一概念的形成和物流管理學(xué)科的建立只不過幾十年的歷史,引入我國也僅十幾年時(shí)間。但是物流這一概念賴以形成的流通行業(yè)卻已歷史久遠(yuǎn),早在人類社會(huì)出現(xiàn)商品交換的時(shí)期就已經(jīng)出現(xiàn)了。隨著時(shí)間的流逝，物流的發(fā)展趨勢(shì)大致可以歸納為以下幾點(diǎn)： 物流需求彈性逐年增高,經(jīng)濟(jì)增長越來越依賴于物流的發(fā)展。 第三方物流的比重逐年增加。 進(jìn)一步加快國際化進(jìn)程。 物流體系綜合化； 三流一體化。 國外機(jī)械手工業(yè)、鐵路工業(yè)中不僅在單機(jī)、專機(jī)上采用機(jī)械手上下料，減輕工人的勞動(dòng)強(qiáng)度，而且在鐵路工業(yè)中應(yīng)用機(jī)械手以加工鐵路車軸、輪等大、中批零件。并和機(jī)床共同組成一個(gè)綜合的數(shù)控加工系統(tǒng)。采用機(jī)械手進(jìn)行裝配更始目前研究的重點(diǎn)，國外已研究采用攝象機(jī)和力傳感裝置和微型計(jì)算機(jī)連在一起，能確定零件的方位達(dá)到鑲裝的目的。 國外機(jī)械手的發(fā)展趨勢(shì)是大力研制具有某種智能的機(jī)械手。使它具有一定的傳感能力，能反饋外界條件的變化，作相應(yīng)的變更。視覺功能即在機(jī)械手上安裝有電視照相機(jī)和光學(xué)測(cè)距儀（即距離傳感器）以及微型計(jì)算機(jī)。 觸覺功能即是在機(jī)械手上安裝有觸覺反饋控制裝置。工作時(shí)機(jī)械手首先伸出手指尋找工作，通過安裝在手指內(nèi)的壓力敏感元件產(chǎn)生觸覺作用，然后伸向前方，抓住工件。 總之，隨著傳感技術(shù)的發(fā)展機(jī)械手裝配作業(yè)的能力也將進(jìn)一步提高。更重要的是將機(jī)械手、柔性制造系統(tǒng)和柔性制造單元相結(jié)合，從而根本改變目前機(jī)械制造系統(tǒng)的人工操作狀態(tài)。研究?jī)?nèi)容本設(shè)計(jì)中的四自由度棒料搬運(yùn)機(jī)械手，主要是針對(duì)圓形棒料的搬運(yùn)。本設(shè)計(jì)中的機(jī)械手有四個(gè)自由度，由底座的旋轉(zhuǎn)，手臂的升降，手臂的伸縮，手爪 的旋轉(zhuǎn)組成。本設(shè)計(jì)中的機(jī)械手是一種通用型棒料搬運(yùn)機(jī)械手。通過氣爪手指的不同選擇可滿足不同直徑的棒料的搬運(yùn)。通過示教再現(xiàn)或程序的直接控制可實(shí)現(xiàn)在機(jī)械手工作范圍內(nèi)把棒料從指定點(diǎn)搬運(yùn)到另一指定點(diǎn)，并把棒料翻轉(zhuǎn)過來。通過對(duì)機(jī)械手的相應(yīng)控制還可實(shí)現(xiàn)對(duì)棒料的排列。擬采取的研究方法、技術(shù)路線、實(shí)驗(yàn)方案及可行性分析由設(shè)計(jì)要求本設(shè)計(jì)機(jī)械手實(shí)現(xiàn)的作用：自動(dòng)線上有A,B兩條輸送帶，之間距離為0.7米，現(xiàn)設(shè)計(jì)機(jī)械手將一棒料翻轉(zhuǎn)過來。確定為四自由度的機(jī)械手。其中2個(gè)為旋轉(zhuǎn)，兩個(gè)為平移。在工業(yè)機(jī)器人的諸多功能中，抓取和移動(dòng)是最只要的功能。這兩項(xiàng)功能的實(shí)現(xiàn)的技術(shù)基礎(chǔ)是精巧的機(jī)械結(jié)構(gòu)設(shè)計(jì)和良好的伺服控制驅(qū)動(dòng)。 本次設(shè)計(jì)就是在這一思維下展開的。根據(jù)設(shè)計(jì)內(nèi)容和需求確定機(jī)械手，利用步進(jìn)電機(jī)驅(qū)動(dòng)和諧波齒輪傳動(dòng)來實(shí)現(xiàn)機(jī)器人的旋轉(zhuǎn)運(yùn)動(dòng)；利用另一臺(tái)步進(jìn)電機(jī)驅(qū)動(dòng)滾珠絲杠旋轉(zhuǎn)，從而使與滾珠絲杠螺母副固連在一起的手臂實(shí)現(xiàn)上下運(yùn)動(dòng)；考慮到本設(shè)計(jì)中的機(jī)械手工作范圍不大，故利用氣缸驅(qū)動(dòng)實(shí)現(xiàn)手臂的伸縮運(yùn)動(dòng)；末端夾持器則選用氣爪來做夾持器，用小型氣缸驅(qū)動(dòng)夾緊。氣爪的旋轉(zhuǎn)則由與氣爪連接的擺動(dòng)氣缸實(shí)現(xiàn)。研究計(jì)劃及預(yù)期成果研究計(jì)劃：2012年11月12日2012年11月18日：按照任務(wù)書要求查閱論文相關(guān)參考資料，填寫畢業(yè)設(shè)計(jì)開題報(bào)告書。2012年11月19日2012年11月24日：填寫畢業(yè)實(shí)習(xí)報(bào)告。2012年11月25日2012年12月2日：按照要求修改畢業(yè)設(shè)計(jì)開題報(bào)告。2013年12月3日2013年12月17日：學(xué)習(xí)并翻譯一篇與畢業(yè)設(shè)計(jì)相關(guān)的英文材料。2013年1月11日2013年1月15日：PLC程序設(shè)計(jì)。2013年1月21日2013年2月2日：CAD設(shè)計(jì)。2013年3月6日2013年5月25日：畢業(yè)論文撰寫和修改工作。預(yù)期成果： 通過氣爪手指的不同選擇可滿足小于直徑60mm的棒料的搬運(yùn)。通過示教再現(xiàn)或程序的直接控制可實(shí)現(xiàn)在機(jī)械手工作范圍內(nèi)把棒料從指定點(diǎn)搬運(yùn)到另一指定點(diǎn)，并把棒料翻轉(zhuǎn)過來。通過對(duì)機(jī)械手的相應(yīng)控制還可實(shí)現(xiàn)對(duì)棒料的排列。特色或創(chuàng)新之處采用多自由度，可一定程度的模擬人手動(dòng)作?？膳浜弦恍┖?jiǎn)單的工具并行使用。已具備的條件和尚需解決的問題機(jī)械爪通用性不強(qiáng)，有一定的限制。指導(dǎo)教師意見 指導(dǎo)教師簽名：年 月 日教研室（學(xué)科組、研究所）意見 教研室主任簽名： 年 月 日系意見 主管領(lǐng)導(dǎo)簽名： 年 月 日英文原文Spin control for carsStability control systems are the latest in a string of technologies focusing on improved diriving safety. Such systems detect the initial phases of a skid and restore directional control in 40 milliseconds, seven times faster than the reaction time of the average human. They correct vehicle paths by adjusting engine torque or applying the left- or-right-side brakes, or both, as needed. The technology has already been applied to the Mercedes-Benz S600 coupe.Automatic stability systems can detect the onset of a skid and bring a fishtailing vehicle back on course even before its driver can react. Safety glass, seat belts, crumple zones, air bags, antilock brakes, traction control, and now stability control. The continuing progression of safety systems for cars has yielded yet another device designed to keep occupants from injury. Stability control systems help drivers recover from uncontrolled skids in curves, thus avoiding spinouts and accidents. Using computers and an array of sensors, a stability control system detects the onset of a skid and restores directional control more quickly than a human driver can. Every microsecond, the system takes a snapshot, calculating whether a car is going exactly in the direction it is being steered. If there is the slightest difference between where the driver is steering and where the vehicle is going, the system corrects its path in a split-second by adjusting engine torque and/or applying the cats left- or right-side brakes as needed. Typical reaction time is 40 milliseconds - seven times faster than that of the average human. A stability control system senses the drivers desired motion from the steering angle, the accelerator pedal position, and the brake pressure while determining the vehicles actual motion from the yaw rate (vehicle rotation about its vertical axis) and lateral acceleration, explained Anton van Zanten, project leader of the Robert Bosch engineering team. Van Zantens group and a team of engineers from Mercedes-Benz, led by project manager Armin Muller, developed the first fully effective stability control system, which regulates engine torque and wheel brake pressures using traction control components to minimize the difference between the desired and actual motion. Automotive safety experts believe that stability control systems will reduce the number of accidents, or at least the severity of damage. Safety statistics say that most of the deadly accidents in which a single car spins out (accounting for four percent of all deadly collisions) could be avoided using the new technology. The additional cost of the new systems are on the order of the increasingly popular antilock brake/traction control units now available for cars. The debut of stability control technology took place in Europe on the Mercedes-Benz S600 coupe this spring. Developed jointly during the past few years by Robert Bosch GmbH and Mercedes-Benz AG, both of Stuttgart, Germany, Vehicle Dynamics Control (VDC). in Bosch terminology, or the Electronic Stability Program (ESP), as Mercedes calls it, maintains vehicle stability in most driving situations. Bosch developed the system, and Mercedes-Benz integrated it into the vehicle. Mercedes engineers used the state-of-the-art Daimler-Benz virtual-reality driving simulator in Berlin to evaluate the system under extreme conditions, such as strong crosswinds. They then put the system through its paces on the slick ice of Lake Hornavan near Arjeplog, Sweden. Work is currently under way to adapt the technology to buses and large trucks, to avoid jack-knifing, for example. Stability control systems will first appear in mid-1995 on some European S-Class models and will reach the U.S. market during the 1996 model year (November 1995 introduction). It will be available as a $750 option on Mercedes models with V8 engines, and the following year it will be a $2400 option on six-cylinder $1650 of the latter price is for the traction control system, a prerequisite for stability control.Bosch is not alone in developing such a safety system. ITT Automotive of Auburn Hills, Mich., introduced its Automotive Stability Management System (ASMS) in January at the 1995 North American International Auto Show in Detroit. ASMS is a quantum leap in the evolution of antilock brake systems, combining the best attributes of ABS and traction control into a total vehicle dynamics management system, said Timothy D. Leuliette, ITT Automotives president and chief executive officer. ASMS monitors what the vehicle controls indicate should be happening, compares that to what is actually happening, then works to compensate for the difference, said Johannes Graber, ASMS program manager at ITT Automotive Europe. ITTs system should begin appearing on vehicles worldwide near the end of the decade, according to Tom Mathues, director of engineering of Brake & Chassis Systems at ITT Automotive North America. Company engineers are now adapting the system to specific car models from six original equipment manufacturers. A less-sophisticated and less-effective Bosch stability control system already appears on the 1995 750iL and 850Ci V-12 models from Munich-based BMW AG. The BMW Dynamic Stability Control (DSC) system uses the same wheel-speed sensors as traction control and standard anti-lock brake (ABS) systems to recognize conditions that can destabilize a vehicle in curves and corners. To detect such potentially dangerous cornering situations, DSC measures differences in rotational speed between the two front wheels. The DSC system also adds a sensor for steering angle, Utilizes an existing one for vehicle velocity, and introduces its own software control elements in the over allantilock-brake/traction-control/stability-control system. The new Bosch and ITT Automotive stability control systems benefit from advanced technology developed for the aerospace industry. Just as in a supersonic fighter, the automotive stability control units use a sensor-based computer system to mediate between the human controller and the environment - in this case, the interface between tire and road. In addition, the system is built around a gyroscopelike sensor design used for missile guidance. Beyond abs and traction controlStability control is the logical extension of ABS and traction control, according to a Society of Automotive Engineers paper written by van Zanten and Bosch colleagues Rainer Erhardt and Georg Pfaff. Whereas ABS intervenes when wheel lock is imminent during braking, and traction control prevents wheel slippage when accelerating, stability control operates independently of the drivers actions even when the car is free-rolling. Depending on the particular driving situation, the system may activate an individual wheel brake or any combination of the four and adjust engine torque, stabilizing the car and severely reducing the danger of an uncontrolled skid. The new systems control the motion not only during full braking but also during partial braking, coasting, acceleration, and engine drag on the driven wheels, circumstances well beyond what ABS and traction control can handle. The idea behind the three active safety systems is the same: One wheel locking or slipping significantly decreases directional stability or makes steering a vehicle more difficult. If a car must brake on a low-friction surface, locking its wheels should be avoided to maintain stability and steerability. Whereas ABS and traction control prevent undesired longitudinal slip, stability control reduces loss of lateral stability. If the lateral forces of a moving vehicle are no longer adequate at one or more wheels, the vehicle may lose stability, particularly in curves. What the drive fishtailing is primarily a turning or spinning around the vehicles axis. A separate sensor must recognize this spinning, because unlike ABS and traction control, a cars lateral movement cannot be calculated from its wheel speeds. Spin handlers The new systems measure any tendency toward understeer (when a car responds slowly to steering changes), or over-steer (when the rear wheels try to swing around). If a car understeers and swerves off course when driven in a curve, the stability control system will correct the error by braking the inner (with respect to the curve) rear wheel. This enables the driver, as in the case of ABS, to approach the locking limit of the road-tire interface without losing control of the vehicle. The stability control system may reduce the vehicles drive momentum by throttling back the engine and/or by braking on individual wheels. Conversely, if the hteral stabilizing force on the rear axle is insufficient, the danger of oversteering may result in rear-end breakaway or spin-out. Here, the system acts as a stabilizer by applying the outer-front wheel brake. The influence of side slip angle on maneuverability, the Bosch researchers explained, shows that the sensitivity of the yaw moment on the vehicle, with respect to changes in the steering angle, decreases rapidly as the slip angle of the vehicle increases. Once the slip angle grows beyond a certain limit, the driver has a much harder time recovering by steering. On dry surfaces, maneuverability is lost at slip-angle values larger than approximately 10 degrees, and on packed snow at approximately 4 degrees. Most drivers have little experience recovering from skids. They arent aware of the coefficient of friction between the tires and the road and have no idea of their vehicles lateral stability margin. When the limit of adhesion is reached, the driver is usually caught by surprise and very often reacts in the wrong way, steering too much. Oversteering, ITTs Graber explained, causes the car to fishtail, throwing the vehicle even further out of control. ASMS sensors, he said, can quickly detect the beginning of a skid and momentarily activate the brakes at individual wheels to help return the vehicle to a stable line. It is important that stability control systems be user-friendly at the limit of adhesion - that is, to act predictably in a way similar to normal driving. The biggest advantage of stability control is its speed - it can respond immediately not only to skids but also to shifting vehicle conditions (such as changes in weight or tire wear) and road quality. Thus, the systems achieve optimum driving stability by changing the lateral stabilizing forces. For a stability control system to recognize the difference between what the driver wants (desired course) and the actual movement of the vehicle (actual course), current cars require an efficient set of sensors and a greater computer capacity for processing information. The Bosch VDC/ESP electronic control unit contains a conventional circuit board with two partly redundant microcontrollers using 48 kilobytes of ROM each. The 48-kB memory capacity is representative of the large amount of intelligence required to perform the design task, van Zanten said. ABS alone, he wrote in the SAE paper, would require one-quarter of this capacity, while ABS and traction control together require only one half of this software capacity. In addition to ABS and traction control systems and related sensors, VDC/ESP uses sensors for yaw rate, lateral acceleration, steering angle, and braking pressure as well as information on whether the car is accelerating, freely rolling, or braking. It obtains the necessary information on the current load condition of the engine from the engine controller. The steering-wheel angle sensor is based on a set of LED and photodiodes mounted in the steering wheel. A silicon-micromachine pressure sensor indicates the master cylinders braking pressure by measuring the brake fluid pressure in the brake circuit of the front wheels (and, therefore, the brake pressure induced by the driver). Determining the actual course of the vehicle is a more complicated task. Wheel speed signals, which are provided for antilock brakes/traction control by inductive wheel speed sensors, are required to derive longitudinal slip. For an exact analysis of possible movement, however, variables describing lateral motion are needed, so the system must be expanded with two additional sensors - yaw rate sensors and lateral acceleration sensors. A lateral accelerometer monitors the forces occurring in curves. This analog sensor operates according to a damped spring-mass mechanism, by which a linear Hall generator transforms the spring displacement into an electrical signal. The sensor must be very sensitive, with an operating range of plus or minus 1.4 g. Yaw rate gyro At the heart of the latest stability control system type is the yaw rate sensor, which is similar in function to a gyroscope. The sensor measures the speed at which the car rotates about its vertical axis. This measuring principle originated in the aviation industry and was further developed by Bosch for large-scale vehicle production. The existing gyro market offers two widely different categories of devices: $6000 units for aerospace and navigation systems (supplied by firms such as GEC Marconi Avionics Ltd., of Rochester, Kent, U.K.) and $160 units for videocameras. Bosch chose a vibrating cylinder design that provides the highest performance at the lowest cost, according to the SAE paper. A large investment was necessary to develop this sensor so that it could withstand the extreme environmental conditions of automotive use. At the same time, the cost for the yaw rate sensor had to be reduced so that it would be sufficiently affordable for vehicle use. The yaw rate sensor has a complex internal structure centered around a small hollow steel cylinder that serves as the measuring element. The thin wall of the cylinder is excited with piezoelectric elements that vibrate at a frequency of 15 kilohertz. Four pairs of these piezo elements are arranged on the circumference of the cylinder, with paired elements positioned opposite each other. One of these pairs brings the open cylinder into resonance vibration by applying a sinusoidal voltage at its natural frequency to the transducers; another pair, which is displaced by 90 degrees, stabilizes the vibration. At both element pairs in between, so-called vibration nodes shift slightly depending on the rotation of the car about its vertical axis. If there is no yaw input, the vibration forms a standing wave. With a rate input, the positions of the nodes and antinodes move around the cylinder wall in the opposite direction to the direction of rotation (Coriolis acceleration). This slight shift serves as a measure for the yaw rate (angular velocity) of the car. Several drivers who have had hands-on experience with the new systems in slippery cornering conditions speak of their cars being suddenly nudged back onto the right track just before it seems that their back ends might break away. Some observers warn that stability controls might lure some drivers into overconfidence in low-friction driving situations, though they are in the minority. It may, however, be necessary to instruct drivers as to how to use the new capability properly. Recall that drivers had to learn not to pump antilock brake systems. Although little detail has been reported regarding next-generation active safety systems for future cars (beyond various types of costly radar proximity scanners and other similar systems), it is clear that accident-avoidance is the theme for automotive safety engineers. The most survivable accident is the one that never happens, said ITTs Graber. Stability control technology dovetails nicely with the tremendous strides that have been made to the physical structure and overall capabilities of the automobile. The next such safety system is expected to do the same.中文譯文汽車的轉(zhuǎn)向控制控制系統(tǒng)穩(wěn)定性是針對(duì)提高駕駛安全性提出的一系列措施中最新的一個(gè)。這個(gè)系統(tǒng)能夠在40毫秒內(nèi)實(shí)現(xiàn)從制動(dòng)開始到制動(dòng)恢復(fù)的過程，這個(gè)時(shí)間是人的反應(yīng)時(shí)間得七倍。他們通過調(diào)整