微型車驅(qū)動橋結(jié)構(gòu)分析和疲勞壽命預測研究

微型車驅(qū)動橋結(jié)構(gòu)分析和疲勞壽命預測研究,微型車,驅(qū)動,結(jié)構(gòu),分析,以及,疲勞,壽命,預測,研究,鉆研 畢 業(yè) 設 計（論 文）外 文 參 考 資 料 及 譯 文 譯文題目：PROSPECTS OF AUTOMOBILE TIRE RECYCLING 汽車輪胎回收利用的展望 學生姓名： ?！　I(yè)： 所在學院： 指導教師： 職　　稱： PROSPECTS OF AUTOMOBILE TIRE RECYCLING Statement of the problem. The legislative system of legal handling of waste in the Russian Federation is focused on governing the handling waste as an environment pollutant. There is almost no legal regulations for handling waste as secondary material resources. Therefore, there is a pressing need to describe directions to be taken in the recycling of automobile tires. Results and conclusions. The system of legal regulations for handling wastes has been analyzed.A growing need to utilize automobile tires has been indicated. Physical and mechanical indicators have been established and the residual durability of metal cord as a product of tire processing has been evaluated. The comparative analysis with an industrial fiber has been carried out. The most technological and economic directions to be taken in the recycling of rubber scraps in order to domestically manufacture tile and of metal cord to manufacture fiber-concrete of various types are suggested for a “floating floor” structure. Keywords: recycling, waste, processing, secondary resources, powder rubber, fiber-concrete, metal cord. Introduction Presently industrially developed economies pursue the concept of industrial metabolism which involves the repetitive inclusion of wastes into industrial manufacture, extraction of useful minerals which are necessary for the manufacture of production and its removal after the end of its lifespan. Meanwhile the RF current waste legislation makes provisions for the environmental safety, i. e. monitoring the waste management activities as an environmental pollutant. The waste legislation regarding it as secondary material resource is actually not in place. 1. RF waste legislation The major disadvantages of the current waste legislation regarding its management are ——no guidelines regarding the state policy in the development of the secondary raw materials market; ——putting the waste management activities at the heart of the political agenda; ——the controlling bodies as well as local authorities, owners of production and consumption waste and production manufacturers having no responsibilities and liabilities regarding the waste management activities; ——no set of guidelines concerning the details involved in ascribing waste to the category of secondary raw material as well as on raising awareness about waste as well as calculating the costs associated with movement of waste; ——no economic policies to regulate waste management activities thus offering a boost to relevant small and medium businesses. It is primarily economical but not technological factors that are a major contributor to low levels of waste recycling. Local authorities that are legally put in charge of how wastes are dealt with do a poor job of improving the quality of waste management locally without the Federal authorities stepping in. Massive reserves of natural raw materials the industry makes use of have negative implications on the level of waste management particularly with prices on major raw materials and fossil fuel energy reserves soaring worldwide. This makes the extraction of natural resources far more profitable compared to the recycling of waste into secondary raw materials. The Secondary Material Resources Act is currently in the pipeline. A fundamentally new economic approach to waste management (collection and recycling) involves a longterm recycling tax imposed on the package and the product itself. This tax will not be invested into the budget but a special fund to subsidize those engaging in different in the management of different kinds of waste (plastic, rubber, glass, etc.) and cash flow distribution is meant to be controlled by self-regulatory organizations that bring together recycling market participants. In order to improve the legal guidelines for waste management, to develop the secondary raw material market, the new law makes provisions for the following two: 1)creating more comfortable legal conditions for the use of traditional mechanisms of economic incentives for waste management businesses; 2)legal introduction of special compelling and incentive mechanisms of waste management. Special tools and mechanisms for regulating waste collection and recycling are ——administrative and economic coercion into recycling wastes into raw materials, fossil fuel due to the restrictions on the consumption of primary raw materials provided that there are resources of interchangeable secondary raw materials; ——ban on the dumping of waste in landfill sites and household waste landfills of wastes which are considered valuable raw materials in this particular region; ——-high payment rates for disposal of wastes at landfills when they can actually be reprocessed or used as a secondary raw material (a list of such wastes is specified by local control authorities); ——promoting the demand for secondary raw materials products by employing the mechanisms of the state and municipal order; ——creating mechanisms of economic incentives for the use of waste as a secondary raw material (as well as taxation and bank loan benefits, land charge, rent, railway benefits). All these are tailored to be economically attractive to medium and small businesses in the organization of industrial waste recycling and consumption, its further use and thereby in tackling the pressing economic problems of today. 2. Recycling directions One of the most common type of wastes is worn car tyres of automotive enterprises which are increasing in number. These days handling of scrap car tyres in part is regulated by two international conventions, fourteen federal laws, nine regulations of the RF government, twelve legislation guidelines of federal and executive authorities. The above standards have no direct effect therefore most scrap tyres are still not recycled in Russia by their simple burial in the vicinity of roads, landfills and dumping sites. Penza region has a total of 138835 cars with 500 scrap tyres 250—280 of which the Rostekhnadzor estimates to be annually reprocessed and recycled . At the moment each waste-producing enterprise has to report on a number of wastes produced. Countless tire fitting shops, garage cooperatives just dump tyres in landfills or pile them up in neighboring ditches and waste areas. Besides most automotive vehicles are privately owned and part of the non-organized sector. Therefore most automotive wastes are scarcely recycled and aggravate the environmental problem. In particular for the city of Penza and Penza region the non-organized private sector that is not in fact overseen by environmental agencies make up 90 % and this problem needs to be addressed as a matter of urgency. There are several organizations in Penza region that deal with accepting scrap car tyres for recycling. These organizations join efforts in cutting, pressing and selling tyres. Pressed tyres are used as a fuel source for industrial furnaces. However, this method of recycling is most harmful to the environment and human health. This is due to zinc and sulphur oxides being released into the air. Smoke of burning tyres contains carcinogenic substances and a great number of dioxides. There is no production of tyre recycling for a further use of processing products as environmentally friendly secondary raw material on the industrial scope in Penza region. At the same time the analysis of the existing methods of recycling indicates a possibility of obtaining and utilizing recycling products of scrap car tyres as secondary resources. The most economically and environmentally viable is mechanical recycling of scrap car tyres. Currently the base LLC Penzmash (Penza) piloted the line for tyre recycling. The advantage of this line compared to many similar ones is a chance to recycle tyres of cars and trucks. The productivity of the setup is up to 3 t of types per shift. This results in crumb rubber of the fraction of 1…4 mm, metal cord and textile. Many applications of these recycling products should be an economic incentive for more use of the developed setup. Not only recurring wastes but also wastes in landfills, woodlands, rivers and lakes. 3. Resource saving construction materials based on the products of car tyre recycling In order for the line to perform well, materials and technologies are needed that would contain the recycling products and prove to be more cost-efficient but have better quantity and quality characteristics since it is not always helpful in getting a kickstart in the market. In part there are such technologies available. Therefore Chinese companies developed and implemented a hot forging press mainly made of crumb rubber. It is known as fact that after recycling of car tyres the resulting metal cord is taken for scrap at the price of metal though being a top quality and efficient material .Hence the need to develop and create more common and cutting-edge materials with the use of waste becomes more obvious. The performed analysis of tyres from different manufacturers domestically and abroad suggests that these day a tyre is a complex heterogeneous structure whose recycling products are identical in their physical and mechanical properties and have strong durability indexes that slightly change their original properties in the process of operation. In order to find out changes in durability properties the residual strength of the metal cord was estimated after a tyre failed. The coefficient of wear (averaged wear percentage) was used as a characteristics of residual strength and is given by where κ is the averaged coefficient of wear of the entire metal cord; n is a number of the tested tyres. It was found out that strength characteristics of tyre metal cord by all popular manufacturers are identical in their chemical and geometric characteristics and are in accordance with the steel type 80—90 according to GOST 14959, i. e. they are as good as steel used to manufacture industrial fibre. The averaged coefficient of wear is 8…10 %. The experimental data shows that the quality of the domestic wire after it fails is as good as that of foreign analogues(Table 1, 2). The performed research shows that the use lines for mechanical processing of tyres allows to obtain 65…90 t of metal fibre a year which makes more than 10000 m3 of fibre concrete.Of course the problem of complete purification of this metal from rubber impurities and textile fibre is yet to be addressed. This might be due to the fact that there is no great demand for this production as well as for fibre concrete even though the advantages it offers are well known about. Domestic constructions require high-strength fibre concrete and thus high-quality materials to obtain it. At the same time the use of fibre with incompletely purified metal cord to obtain fibre concrete of medium types used in industrial and civil construction. Table 1 Strength characteristics of metal cord Tyre type Number of samples Sample diameter, mm Acceptable deflection of the diameters Compression strength, kg/mm2 Wear coefficient, % Acceptable, kg/mm2 Residual, kg/mm2 Belshina (Belarus Tyre Plant) 3 0.22 +0.01 269 242.6 8.2 Kama (Nizhnekamsk Tyre Plant) 3 0.22 +0.01 270 244.2 8.1 Michelin 3 0.22 +0.01 268 243.1 8.8 Goodyear 3 0.22 +0.01 266 242.6 9.2 Bridgestone 3 0.22 +0.01 275 255.2 8.0 Pirelli 3 0.26 +0.01 235 213.7 9.5 Continental 3 0.22 +0.01 252 228.5 11.0 Presently a construction design of the closure includes a closure plate and a bracing wire with the thickness of 20—40 mm. This construction is in formal compliance with the requirements of Sanitary Code (SNiP) 23-03-2003 “Noise Protection”. The used structure is flawed in a way that it shows to be inefficient with impact noise. The“floating” floor thus seems to be most technologically viable. Its structure is such that noise insulating material is laid onto the closure plate in a pan on which cement covering with the thickness of 60 mm is put. This construction solution involves no contact between the wall and closure plate which allows the impact noise frequency to decrease by 11—19 dB. In order to ensure crack resistance, the cement covering is reinforced with a grid with cells of 50×50 mm and the wire diameter of 3—5 mm. The laying of the grid takes long (2—3 h) with the failure to adhere to the technological requirements not really preventing cracks but giving rise to them. The cost of a square metre of the grid is 90—250 roubles. The most technological is the fibre concrete use in the construction of the bracing wire. This is caused by a rise in the productivity rate, decreasing labour costs, structure weight and cost. Table 2 Comparative characteristics of steel fibre and metal cord Name Length, mm Diameter, mm Strength, kg/mm2 Cost, roubles/t 1. Metal cord 15…50 0.2…1.0 210…280 5000…10000 2.Metal fibre (industrial) 10…50 0.1…1.0 110…300 30000….72000 Conclusions The use of industrial fibre in a bracing wire is not economically viable since the loads are not high and the cost of fibre concrete with the use of industrial fibre goes up as high as 3000 roubles/m3. Therefore it becomes a reasonable option to recycle car tyres to design a bracing wire. The use of fine powder rubber to produce flexible rubber tile domestically is of practical and scientific interest. The resulting flexible and elastic material is easy to cut, which allows it to take on a variety of shapes and sizes. Tile provides good vibrant noise isolation and waterproof. In order for the roofing to take its original shape there can be a granular covering on the upper tile base to promote the resistance to ultraviolet. The implementation of the suggested directions is helpful in tackling an environmental problem of transport waste recycling and also in expanding the raw material base of construction materials by the use of secondary resources. By and large the use of secondary materials based on anthropogenic formations and wastes enables a sharp decline in the production rate and special construction materials also provide a reduction in anthropogenic burden on the environment. 汽車輪胎回收利用的展望 問題的聲明： 在俄羅斯聯(lián)邦立法系統(tǒng)中，處理廢棄物的法律重點是廢物作為環(huán)境污染物的處理。對于處理廢棄物作為二次資源材料幾乎沒有法律規(guī)定。因此，對汽車輪胎的回收有一個迫切需要說明的方向。 結(jié)果和結(jié)論： 對廢物處理的法律法規(guī)體系分析后，指出了汽車輪胎的利用需求日益增長。物理和機械性能指標已經(jīng)建立并對輪胎加工的產(chǎn)品的金屬線的殘余耐久性進行了評估。已經(jīng)進行了與工業(yè)纖維的對比分析。在橡膠廢料的回收利用方面，要采取最科學和經(jīng)濟的方法，以國產(chǎn)瓷磚和金屬線來制造各類纖維混凝土的建議是一個“浮動地板”的結(jié)構(gòu)。 關(guān)鍵詞:回收、廢物、加工、二次資源,粉末橡膠、纖維混凝土、金屬線。 介紹 目前工業(yè)發(fā)達國家追求工業(yè)代謝的概念包括工業(yè)生產(chǎn)中廢棄物的重復加入、對生產(chǎn)制造必要的有用礦物的提取和在其使用壽命結(jié)束后的處理。同時，射頻電流廢物法規(guī)對環(huán)境安全做出了規(guī)定，即對作為環(huán)境污染物的廢物監(jiān)測管理活動。關(guān)于作為二次材料資源的廢物立法實際上是不到位的。 1.射頻廢物立法 現(xiàn)行的廢物立法在其管理方面的主要缺點在于 ——沒有關(guān)于二級原材料市場發(fā)展的國家政策指導方針; ——將廢物管理活動放在政治議程的核心; ——控制機構(gòu)和地方當局、生產(chǎn)和消費廢物和對廢物管理活動沒有責任和義務的生產(chǎn)廠商; ——沒有一套涉及將廢物歸類為二級原料、提高對廢物的認識和計算廢物運輸?shù)幕ㄙM的細節(jié)準則; ——沒有經(jīng)濟政策來規(guī)范廢物管理活動從而促進相關(guān)中小型企業(yè)的發(fā)展。 廢物回收的低水平的主要原因主要是經(jīng)濟因素而不是技術(shù)因素。在當?shù)貨]有聯(lián)邦當局介入的情況下，法律上負責如何處理廢物的地方當局在提高廢物管理質(zhì)量的工作是不到位的。工業(yè)用天然原材料的大量儲備對廢物管理水平有著負面影響，特別在主要原材料價格和全球化石燃料能源儲備飆升的環(huán)境下。這使得天然資源的提取相對于廢物回收再利用更有利可圖。 二次物質(zhì)資源法正在在規(guī)劃中。一個全新的經(jīng)濟廢物管理方法（在收集和回收方面）包括一個在包裝和產(chǎn)品本身上的長期回收稅。這個稅將不會被投資到預算中，但有一個特殊資金資助那些從事不同種類的廢物（塑料，橡膠和玻璃等）和現(xiàn)金流動分配的管理，是指通過自律來控制的匯集回收市場參與者的組織。 為了提高廢物管理的法律準則，發(fā)展二級原材料市場，新的法律為以下兩點做出了規(guī)定: 1)為運用傳統(tǒng)經(jīng)濟激勵機制的廢物管理企業(yè)創(chuàng)造更舒適的法律環(huán)境; 2)對廢物管理的特殊強制性和激勵機制做法律介紹。 調(diào)節(jié)廢物收集和回收的特殊工具和機制 ——由于對原材料消耗量的限制，假設有可替換的二次原材料資源，行政和經(jīng)濟強制回收廢料為原材料、化石燃料; ——禁止在垃圾填埋場和生活垃圾填埋場對這一地區(qū)有用原材料的垃圾傾倒; ——當它們實際上可以再加工或作為二級原料時（此類廢物名單由當?shù)毓芾聿块T指定），在垃圾填埋場處置廢物的高付款率; ——通過采用國家和市政秩序機制，促進對二級原材料產(chǎn)品的需求; ——為利用廢物為二級原料的行為創(chuàng)造經(jīng)濟激勵機制（如稅收和銀行貸款、土地費用、租金、鐵路利益） 所有這些都專門為了組織工業(yè)廢物回收和消費的中小企業(yè)的經(jīng)濟吸引力，廢物的進一步使用解決了當今緊迫的經(jīng)濟問題。 2.回收方面 最常見的一種廢物類型是汽車企業(yè)越來越多的廢棄輪胎?，F(xiàn)在，部分廢棄汽車輪胎的處理受到兩個國際公約、十四個聯(lián)邦法律、九個法規(guī)的射頻政府、十二個聯(lián)邦和行政當局的立法控制。上述的標準并沒有直接的影響，因此，大多數(shù)廢棄輪胎在俄羅斯仍沒有被回收利用，它們簡單地掩埋在附近的道路、垃圾填埋場和傾倒地點。 奔薩地區(qū)共有138835輛擁有500個廢棄輪胎的汽車，其中俄羅斯聯(lián)邦生態(tài)、技術(shù)和原子能監(jiān)督局估計每年有250-280個廢棄輪胎需要重新處理和回收利用。目前，每個廢物生產(chǎn)企業(yè)都必須對一些產(chǎn)生的廢物做報告。數(shù)不勝數(shù)的輪胎配件店、車庫合作社只在廢物填埋場傾銷輪胎或者將其堆放在附近的溝渠和廢物區(qū)。而且大多數(shù)車輛是私人擁有的，其他部分是非組織部門的。因此，大部分的汽車垃圾都沒有回收利用，這加劇了環(huán)境問題。尤其在奔薩和奔薩地區(qū)的非組織私營部門中實際上并不受環(huán)保部門監(jiān)督的占90％，這是一個急需解決的問題。 在奔薩地區(qū)有幾個處理廢舊輪胎回收的組織。這些組織在切割、沖壓和銷售輪胎方面做出了努力。壓胎被用作工業(yè)爐的燃料。然而，這種回收方法對環(huán)境和人類健康都是有害的。這是因為鋅和硫氧化物被釋放到空氣中。燃燒的輪胎煙霧含有致癌物質(zhì)和大量的二氧化物。 在奔薩地區(qū)，沒有關(guān)于回收輪胎進一步加工為工業(yè)范圍內(nèi)對環(huán)境友好的二級原料方面的生產(chǎn)。同時，對現(xiàn)有的回收方法的分析表明了一個廢棄輪胎作為二級資源回收利用的可能性。在經(jīng)濟上和環(huán)境上最可行的是廢棄輪胎的機械回收。 目前Penzmash（奔薩）基地有限公司將線作為輪胎回收的試點。相較于許多類似線，這條線的優(yōu)點是這是一個回收汽車和卡車輪胎的機會。設備的生產(chǎn)力是每班每種多達3噸。這導致了金屬線和紡織的橡膠粉末的比例是1:4。這些回收產(chǎn)品的許多應用應該是更多的開發(fā)設備使用的一個經(jīng)濟激勵。不僅包括經(jīng)常性廢物，也包括在垃圾填埋場、林地、河流和湖泊的廢物。 3.基于汽車輪胎回收的資源節(jié)約建筑材料 為了生產(chǎn)線表現(xiàn)良好 ，材料和技術(shù)是需要的，這包含回收產(chǎn)品，并證明更具成本效益的同時有更好的數(shù)量和質(zhì)量特征，因為這并不總是有助于市場得到啟動的。在一定程度上也有此類技術(shù)提供。 因此，中國企業(yè)開發(fā)并實現(xiàn)了一種主要由橡膠屑制成的熱鍛機。眾所周知的是，在回收汽車輪胎后產(chǎn)生的金屬線雖然是一種優(yōu)質(zhì)高效的材料，但它是和金屬一樣價格的廢料。因此隨著廢物的使用更加明顯，需要開發(fā)和創(chuàng)造更多常見和尖端的材料。 對國內(nèi)外不同廠商的輪胎進行的分析表明，這幾天的輪胎具有一個復雜的異構(gòu)結(jié)構(gòu)，它的回收產(chǎn)品在它們的物理和機械性能發(fā)面是相同的，并具有很強的耐久性指標，在操作過程中，它們的原有性能略有改變。 為了找出耐久性的變化，估計在輪胎故障后的金屬線的殘余強度。磨損系數(shù)（平均磨損率）作為剩余強度的特性，并給出 其中，κ是整個金屬線的平均磨損系數(shù); n是測試輪胎的編號。 據(jù)發(fā)現(xiàn)，所有受歡迎的制造商的輪胎金屬線的強度特性在它們的化學和幾何特性方面是相同的，并與 GOST-14959中的鋼型80-90一致，即它們與制造工業(yè)纖維的鋼一樣好。平均磨損系數(shù)為8～10％。實驗數(shù)據(jù)表明國內(nèi)電線故障后的質(zhì)量與國內(nèi)類似物（表1、2）一樣好。 進行的研究表明，輪胎機械加工用線每年可以得到65-90噸的金屬纖維，這超過了10000立方米的纖維混凝土。當然，這種金屬從橡膠雜質(zhì)和紡織纖維的完全純化的問題還沒有得到解決。這可能是因為這種產(chǎn)品和纖維混凝土沒有很大的需求，即使它提供的優(yōu)點是眾所周知的。 國內(nèi)建設需要高強度纖維混凝土，并由此得到高質(zhì)量材料。同時，用不完全純化的金屬線纖維得到用于工業(yè)和民用建筑中的纖維混凝土。 表1 金屬線的強度特性 樣本數(shù) 樣品直徑, mm 可接受的直徑偏差 抗壓強度,kg/mm2 磨損系數(shù), % 可接受的, kg/mm2 殘渣, kg/mm2 3 0.22 +0.01 269 242.6 8.2 3 0.22 +0.01 270 244.2 8.1 3 0.22 +0.01 268 243.1 8.8 3 0.22 +0.01 266 242.6 9.2 3 0.22 +0.01 275 255.2 8.0 3 0.26 +0.01 235 213.7 9.5 3 0.22 +0.01 252 228.5 11.0 目前，一個封閉的建筑設計包括一個封閉板和一個20-40毫米厚度的支撐線。這種建筑符合衛(wèi)生規(guī)范（簡）23-03-2003的“噪音保護”要求。 所使用的結(jié)構(gòu)在某種程度上是有缺陷的，它顯示了在沖擊噪音方面的低效率。因此“浮動”地板似乎是最具技術(shù)可行性的。它的結(jié)構(gòu)類似于隔音材料被放置在一個水泥覆蓋的厚度為60毫米的封閉平底鍋上。這種解決方案包括墻壁和封閉板之間的無接觸，這使得沖擊噪音頻率減少11-19分貝。為了保證抗裂性，水泥覆蓋物用一個50×50毫米的網(wǎng)格一個3-5毫米的鋼絲直徑加強。 網(wǎng)格的鋪設需要2-3個小時的故障，并堅持技術(shù)要求，但沒有真正的防止裂縫卻會引起它們。一平方米的網(wǎng)格成本90-250盧布。 最有技術(shù)的是纖維混凝土在支撐線施工中的應用。這是因為生產(chǎn)率的上升，人工成本的降低，結(jié)構(gòu)重量和成本的降低。 表2 比較鋼纖維和金屬線的特征 名稱 長度,mm 直徑,mm 強度,kg/mm2 成本,roubles/t 1. 金屬線 15-50 0.2-1.0 210-280 5000-10000 2. 金屬纖維 (工業(yè)) 10-50 0.1-1.0 110-300 30000-72000 結(jié)語 工業(yè)用纖維在支撐線中的應用在經(jīng)濟上是不可行的，因為負載不高，并且纖維混凝土與工業(yè)纖維的使用成本高達3000盧布/立方米。因此，回收汽車輪胎設計一個支撐線成為了一個合理的選擇。 在國內(nèi)，使用細粉橡膠生產(chǎn)彈性橡膠瓦是實用和科學的。由此產(chǎn)生的柔性和彈性材料易于切割，這使得它可以采取各種形狀和大小。瓦片擁有良好的隔振隔音和防水。 為了讓屋頂采取它的原來形狀，可以用一個顆粒覆蓋在上瓦底來促進抵抗紫外線。 建議方向的實施有助于解決運輸廢物回收中的環(huán)境問題，也提高了二級資源在建筑材料的原材料基地的使用。 由于人類活動產(chǎn)生的二次材料和廢物的大量使用，生產(chǎn)效率急劇下降，而且特殊建筑材料也減輕了人類對環(huán)境造成的負擔。