Anti-deviation welding device for engine housing machining

Abstract

This application relates to the field of welding equipment technology, specifically an anti-deviation welding device for engine casing processing. It includes a welding body and a welding unit. The welding unit includes a support column, a bearing seat, a drive shaft, a welding table, several positioning shafts, positioning components, and a trigger plate. It also includes an anti-deviation unit disposed on the welding table. The anti-deviation unit consists of a trigger assembly, a first limiting assembly, a second limiting assembly, and a guide assembly. The trigger assembly has a trigger head on its outer side that abuts against the trigger plate. This anti-deviation welding device for engine casing processing employs a graded triggering structure with a first limiting assembly providing initial front-end limiting and a second limiting assembly providing rear-end clamping limiting. This structure is compatible with different rotation angles of the welding table and, compared to traditional single fixed positioning structures, can adapt to multi-angle rotation welding scenarios, locking the positioning shafts in all directions and completely solving the problems of workpiece deviation and positioning shaft loosening and shaking during welding.

Description

Technical Field

[0001] This application relates to the field of welding equipment technology, and in particular to an anti-offset welding device for engine casing processing. Background Technology

[0002] During the manufacturing process of engine casings, in order to improve welding accessibility and weld quality, the welding table usually needs to be rotated at multiple angles so that the welding torch can be used for welding from different positions. However, engine casings are mostly cast parts with considerable weight. During the rotation and welding process, the workpiece is prone to slight slippage or wobbling relative to the positioning axis due to the combined effects of changes in the direction of gravity, welding thermal stress, and the contact force of the welding torch.

[0003] To address the aforementioned issues, existing technologies include welding devices that use multiple positioning shafts on the welding table for multi-point positioning of the engine casing. Furthermore, in practical applications, to prevent the positioning shafts from loosening during the flipping process, some existing technologies have attempted to add an electric push rod as a locking mechanism to the welding device. After the welding table flips to a predetermined angle, the electric push rod is activated to push the clamping plate to further clamp and position the workpiece, preventing it from sliding during welding.

[0004] However, this solution has significant shortcomings: the electric push rod and its associated drive motor, control circuit and power module significantly increase the overall weight of the welding device. For the already bulky welding table, the additional weight not only increases the load and energy consumption of the drive shaft, but also reduces the response speed and positioning accuracy of the flipping action. At the same time, as an active electrical component, the reliability and service life of the electric push rod are greatly limited under the high temperature spatter and electromagnetic interference of the welding environment. Therefore, an anti-offset welding device for engine casing processing is proposed to solve the above problems. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this application provides an anti-offset welding device for engine housing processing. This device features adaptive and graded locking based on the rotation angle of the welding table, requires no additional electrical drive components, and has a limit status self-checking function. It effectively solves the problem of workpiece offset caused by loose positioning shaft during the rotation welding process of engine housing.

[0006] This application provides an anti-offset welding device for engine housing machining, which adopts the following technical solution:

[0007] An anti-deviation welding device for engine housing processing includes a welding body and a welding unit. The welding unit includes a support column, a bearing seat, a drive shaft, a welding table, several positioning shafts, positioning components, and a trigger plate.

[0008] It also includes an anti-deviation unit set on the welding table; the anti-deviation unit consists of a trigger component, a limiting component one, a limiting component two, and a guide component, wherein the trigger component has a trigger head on its outer side that abuts against the trigger plate, and the trigger plate has a guide arc surface on its outer side that abuts against the trigger head; after the trigger component abuts against the trigger plate and is triggered, it works in conjunction with the limiting component one, the limiting component two, and the guide component to limit and detect the positioning part, preventing movement during the processing of the engine casing.

[0009] Optionally, the positioning component includes a side plate fixed to the top side of the welding table and a second positioning shaft mounted on the side plate. Several first positioning shafts are respectively mounted on the left and right sides and the bottom side of the welding table, and cooperate with the second positioning shafts for positioning to achieve fixation during the processing of the engine casing.

[0010] Optionally, the triggering assembly includes a sleeve and a mounting base fitted around the second positioning shaft. Both the sleeve and the mounting base are hollow inside. The mounting base is located inside the sleeve, and a buffer spring is installed between the outer side of the sleeve and the side plate. The trigger head is bolted to the other side of the sleeve. When the welding table is rotated by the drive shaft, the triggering assembly rotates synchronously. During the rotation, the trigger head contacts the guide arc surface, driving the sleeve to move closer to the side plate, thereby triggering the protection of the second positioning shaft.

[0011] Optionally: The inner side of the sleeve is provided with guide slopes that cooperate with the first limiting component and the second limiting component respectively. The guide slopes are conical in shape. The guide components are installed on the inner side of the sleeve. The guide components are in contact with the outer surface of the second positioning shaft. They are used not only to guide the sleeve during displacement, but also to detect the state of the second positioning shaft according to the guiding speed.

[0012] Optionally, the limiting component one includes an elastic block fixed to the outside of the mounting base. The inner side of the elastic block is embedded with a fitting block adapted to the second positioning shaft. The outer side of the elastic block is interference-fitted with the guide slope. When the sleeve is displaced, the interference-fitted guide slope drives the center of the elastic block to hug, so that the fitting block fits against the outer surface of the second positioning shaft, thereby achieving the hugging and limiting of the second positioning shaft and preventing the bottom positioning shaft two from loosening when bearing load.

[0013] Optionally, the limiting component one further includes a detection rod, which is slidably installed inside the elastic block and passes through the interior of the fitting block. A reset spring is installed between the detection rod and the elastic block.

[0014] Optionally, the second limiting component includes a limiting block slidably installed inside the mounting base. The bottom side of the limiting block is adapted to the shape of the second positioning shaft. A wedge block with an interference fit to the guide slope is installed on the other side of the limiting block. A second return spring is wound around the outer side of the limiting block. The second limiting component is located in front of the first limiting component. When the welding table slightly rotates and drives the trigger component to move, the second limiting component is triggered first. As the rotation angle of the welding table increases, the displacement of the trigger component extends, triggering the first limiting component to further limit the second positioning shaft.

[0015] Optionally, the guide assembly includes a U-shaped wheel frame and a guide wheel disposed inside the wheel frame. The guide wheel has a rotating shaft rotatably connected to the wheel frame. The wheel frame is bolted to the inside of the sleeve. The guide wheel abuts against the outer side of the positioning shaft. There are multiple guide assemblies, and the multiple guide assemblies are distributed in a ring at equal intervals.

[0016] Optionally, the guide assembly further includes a limiting seat and a centrifugal block slidably disposed inside the rotating shaft. The limiting seat is hollow inside and sleeved on the outside of the rotating shaft. One side of the centrifugal block is fixed with an abutment block adapted to the inner side of the limiting seat. The rotating shaft has a storage groove that slides with the centrifugal block.

[0017] Optional: A reset spring three connected to the inner wall of the receiving groove is installed on the other side of the centrifugal block; by installing the guide component, not only can the displacement of the trigger component be made smoother, but when the displacement of the trigger component triggers the limit component one and the limit component two, the limit status of the positioning shaft two can also be detected. When the limit component one and the limit component two become loose, the guide wheel will be driven to rotate. The rotation of the guide wheel will drive the centrifugal block to generate centrifugal force outward. By abutting the limit seat with the abutting block, not only is detection achieved, but deceleration and limit can also be further achieved through abutting.

[0018] In summary, this application includes at least one of the following beneficial technical effects:

[0019] 1. This invention employs a graded triggering structure with a pre-positioned limit component two and a rear-positioned clamping limit component one. This structure is adapted to different rotation angles of the welding table during operation. Compared to traditional single fixed positioning structures, it can adapt to multi-angle rotation welding scenarios, locking the positioning shaft in all directions and completely solving the problems of workpiece force shift and positioning shaft loosening and shaking during welding.

[0020] 2. The present invention, through the graded setting of limiting component two acting first and limiting component one acting later, avoids the impact damage caused by one-time clamping, and can provide appropriate clamping force at different flipping angles, thus taking into account the dual needs of protecting positioning shaft two and stable clamping.

[0021] 3. In this invention, the guiding component not only undertakes the guiding function, but also converts the abnormal movement of the positioning shaft two into a detectable centrifugal signal through the cooperation of the centrifugal block and the limiting seat. At the same time, it uses centrifugal resistance to realize automatic limit compensation, forming a closed-loop self-inspection mechanism, which significantly reduces the scrap rate caused by limit failure.

[0022] 4. In this invention, when the bonding block is tightly bonded to the second positioning shaft, the detection rod is compressed and retracts, outputting a limit position signal; if the limit is loose, the detection rod is reset under the action of the first reset spring, triggering an abnormal detection signal, thereby realizing real-time monitoring of the limit status. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the overall structure of this application;

[0024] Figure 2 This is a schematic diagram of the welding unit structure of this application;

[0025] Figure 3 This is a structural schematic diagram of the positioning component of this application;

[0026] Figure 4 This is a cross-sectional view of the welding unit in this application;

[0027] Figure 5 This is a cross-sectional view of the anti-offset unit of this application;

[0028] Figure 6 This is a cross-sectional view of the triggering component of this application;

[0029] Figure 7 This application Figure 5 A magnified structural diagram of structure A is shown below;

[0030] Figure 8 This is a schematic diagram of the structure of the bootstrap component in this application.

[0031] Explanation of reference numerals in the attached figures:

[0032] 100. Welding body; 200. Welding unit; 201. Support column; 202. Bearing housing; 203. Drive shaft; 204. Welding table; 205. Positioning shaft one; 206. Positioning component; 2061. Side plate; 2062. Positioning shaft two; 207. Trigger plate; 2071. Guide arc surface; 300. Anti-offset unit; 301. Trigger assembly; 3011. Sleeve; 3012. Mounting base; 3013. Guide slope; 3014. Buffer spring; 302. Trigger head; 303. Limiting component one; 3031. Elastic block; 3032. Adhesive block; 3033. Detection rod; 3034. Reset spring one; 304. Limiting component two; 3041. Limiting block; 3042. Wedge block; 3043. Reset spring two; 305. Guide component; 3051. Wheel frame; 3052. Guide wheel; 3053. Rotating shaft; 3054. Limiting seat; 3055. Centrifugal block; 3056. Abutment block; 3057. Reset spring three; 3058. Storage slot. Detailed Implementation

[0033] The following is in conjunction with the appendix Figures 1-8 This application will be described in further detail.

[0034] This invention provides an anti-offset welding device for engine housing processing. (See also...) Figures 1-3 The device mainly includes a welding body 100 and a welding unit 200, and also includes an anti-deviation unit 300 disposed on a welding table 204.

[0035] Specifically, see Figure 1 and Figure 2 The welding unit 200 includes a support column 201 fixedly mounted on the welding body 100, a bearing seat 202 disposed at the top of the support column 201, a drive shaft 203 rotatably supported by the bearing seat 202, a welding table 204 fixedly connected to the drive shaft 203 and used to support the engine housing, several positioning shafts 205 distributed on multiple sides of the welding table 204, positioning elements 206 for auxiliary positioning, and a trigger plate 207 fixedly mounted on the welding body 100 or the support column 201. Specifically, the bearing seat 202 is fixed to the top side of the support column 201, the drive shaft 203 is mounted on the bearing seat 202, and one end of the drive shaft 203 is fixed to the outside of the welding table 204. It should be noted that there are two support columns 201, two bearing seats 202, and two drive shafts 203. One of the drive shafts 203 is preferably driven by a servo motor in conjunction with a reducer, which can realize the rotation and locking of the welding table 204 at any angle within the required range.

[0036] Further, see Figure 3 and Figure 4The positioning component 206 includes a side plate 2061 vertically fixed to the top edge of the welding table 204, and a positioning shaft 2062 installed in the center hole of the side plate 2061 via a flange or expansion sleeve. Simultaneously, several positioning shafts 205 are fixedly installed on the left and right sides and bottom of the welding table 204 via threaded bases or adjustable supports. The multiple positioning shafts 205 and positioning shafts 2062 are spatially distributed in multiple directions, forming a multi-point positioning and mating system for the engine housing flange surface and side positioning holes. During initial clamping, the operator first aligns the positioning holes of the engine housing with each positioning shaft and performs preliminary fixing using quick-release clamps or nuts, thereby completing the rough positioning and clamping of the housing before welding. The ends of the positioning shafts 205 and 2062 are preferably provided with chamfers or guide cone surfaces to facilitate rapid workpiece loading.

[0037] To protect the positioning element 206; see [reference] Figures 4-8 The anti-deviation unit 300 consists of four main parts: a trigger assembly 301, a first limiting assembly 303, a second limiting assembly 304, and a guide assembly 305. Specifically, a trigger head 302 is fixedly disposed on the outer side of the trigger assembly 301. The trigger head 302 forms an abutment relationship with a pre-set guide arc surface 2071 on the trigger plate 207. There are two trigger plates 207 symmetrically installed on the outer side of the support column 201. The guide arc surface 2071 on the outer side of the trigger plate 207 is set as a cam surface or a spiral surface with a gradually changing radius of curvature along the rotation direction of the welding table 204. When the welding table 204 is flipped, the trigger component 301 moves synchronously with the welding table 204, and the trigger head 302 slides along the guide arc surface 2071, thereby converting the flipping angle into the axial displacement of the trigger component 301. This then works in conjunction with the first limiting component 303, the second limiting component 304, and the guide component 305 to achieve multi-level limiting and real-time status detection of the positioning component 206, thus preventing the engine casing from shifting during the processing.

[0038] As the core execution component that triggers the anti-deviation action, see [link / reference] Figure 5 and Figure 6 The trigger assembly 301 includes a sleeve 3011 coaxially sleeved outside the positioning shaft 2062, and a mounting base 3012 fixedly installed inside the side plate 2061 or directly integrally formed with the side plate 2061. The sleeve 3011 has a stepped cylindrical structure with an inner diameter larger than the outer diameter of the positioning shaft 2062 to form an annular movable space. The mounting base 3012 is a hollow cylindrical shape with an outer diameter smaller than the inner diameter of the sleeve 3011. The mounting base 3012 is coaxially nested inside the sleeve 3011, and one end of the mounting base 3012 is locked to the side plate 2061 by bolts.

[0039] Further, see Figures 4-6A buffer spring 3014 is installed between the outer end face of the sleeve 3011 and the outer surface of the side plate 2061. The buffer spring 3014 is preferably a cylindrical helical compression spring, which is sleeved on the outside of the positioning shaft 2062. One end of the spring abuts against the end face of the sleeve 3011, and the other end abuts against the surface of the side plate 2061, providing a continuous restoring force for the sleeve 3011. The trigger head 302 is detachably installed on the other end of the sleeve 3011, i.e., the side near the trigger plate 207, by bolts, and the extension direction of the trigger head 302 is perpendicular to the rotation axis of the welding table 204. Specifically, during operation, when the welding table 204 rotates around the bearing seat 202 under the drive of the drive shaft 203, since the trigger assembly 301 is fixed on the welding table 204, the trigger assembly 301, along with the sleeve 3011 and the trigger head 302, rotate synchronously. During rotation, the trigger head 302 gradually approaches and contacts the guide arc surface 2071 on the trigger plate 207. The guide arc surface 2071 generates a thrust on the trigger head 302 along the axial direction of the second positioning shaft 2062. This thrust overcomes the elastic force of the buffer spring 3014 and drives the sleeve 3011 to slide smoothly towards the side plate 2061, thereby initiating the protective limiting trigger action on the second positioning shaft 2062.

[0040] To further implement tiered limit switching, please refer to... Figure 5 and Figure 6 The inner wall surface of the sleeve 3011, facing the mounting base 3012, is provided with a conical guide slope 3013. The cone angle of the guide slope 3013 is preferably 15°-45°, with its larger end facing the trigger head 302 and its smaller end facing the side plate 2061. The guide slope 3013 forms an interference fit or a sliding wedging relationship with the outer walls of the first limiting component 303 and the second limiting component 304, respectively. At the same time, the guide component 305 is fixedly installed in the annular gap between the inner wall of the sleeve 3011 and the outer surface of the second positioning shaft 2062. It should be noted that the rolling surface of the guide component 305 always maintains contact with the outer surface of the positioning shaft 2062, and its function is dual: firstly, when the sleeve 3011 slides axially, the guide component 305 acts as a rolling support, making the movement of the sleeve 3011 relative to the positioning shaft 2062 smoother and avoiding jamming; secondly, the guide component 305 can also perform real-time dynamic detection of the locking state of the positioning shaft 2062 based on the rotational speed or axial movement speed of the positioning shaft 2062 during the displacement of the sleeve 3011.

[0041] As a key component for achieving locking and clamping, see [link / reference] Figures 5-7The limiting component 303 includes an elastic block 3031 fixedly installed on the outer wall of the mounting base 3012. The elastic block 3031 is preferably made of oil-resistant and high-temperature-resistant polyurethane rubber or metal rubber material, and is generally arc-shaped, with at least three evenly distributed along the circumference of the mounting base 3012. An adhesive block 3032 is embedded in the inner arc surface of the elastic block 3031. The inner surface of the adhesive block 3032 has an arc-shaped concave surface that matches the outer diameter of the positioning shaft 2062. The adhesive block 3032 is preferably made of copper-based powder metallurgy friction material or ceramic fiber reinforced composite material to improve the coefficient of friction and wear resistance during adhesion. It should be noted that the outer arc surface of the elastic block 3031 forms an interference fit with the guide slope 3013 of the inner wall of the sleeve 3011. When the sleeve 3011 is triggered and displaces towards the side plate 2061, the guide slope 3013 axially presses against the outer side of the elastic block 3031. Due to the wedge effect of the slope, the elastic block 3031 is forced to undergo radial elastic deformation and hug towards the center, thereby causing the contact block 3032 to tightly fit against the outer surface of the positioning shaft 2062. This process achieves a strong, clamping restraint on the positioning shaft 2062, effectively preventing the welding table 204 from loosening or bending under large rotation angles due to the large bending moment or shear force borne by the bottom positioning shaft 2062.

[0042] Furthermore, see Figure 7 The limiting component 303 also includes a detection rod 3033. The detection rod 3033 is radially slidably mounted in a guide hole inside the elastic block 3031, and its inner end penetrates the interior of the fitting block 3032, with its inner end face contacting the outer surface of the positioning shaft 2062. A return spring 3034 is installed between the outer end of the detection rod 3033 and the outer side wall of the elastic block 3031, and the return spring 3034 always applies an outward pushing force to the detection rod 3033. When the mating block 3032 is not yet tightly mated to the positioning shaft 2062, the detection rod 3033 is in an extended state under the action of the return spring 3034, with its outer end protruding from the surface of the elastic block 3031. When the mating block 3032 presses against the positioning shaft 2062, the positioning shaft 2062 pushes the detection rod 3033 inward, and the outer end of the detection rod 3033 retracts. This retraction action can be converted into an electrical signal by a proximity switch or displacement sensor installed on the outside of the elastic block 3031, which is used to determine whether the limit is in place. At the same time, it can also detect the working status of the limit component 303, so that subsequent staff can quickly repair any defective limit component 303.

[0043] As a primary limiting component that intervenes early at relatively small flip angles, see [reference] Figure 5 and Figure 7The second limiting component 304 includes a limiting block 3041 that is radially slidably mounted inside the mounting base 3012. The bottom of the limiting block 3041, near the second positioning shaft 2062, has an arc-shaped support surface adapted to the outer diameter of the second positioning shaft 2062, and this support surface preferably has anti-slip knurling or is inlaid with friction pads. A wedge block 3042 is fixedly mounted on the top of the limiting block 3041, away from the second positioning shaft 2062. The slope of the wedge block 3042 matches the cone angle of the guide slope 3013, forming an interference fit. Furthermore, a second return spring 3043 is wound around the outer periphery of the limiting block 3041. One end of the return spring 3043 abuts against the stepped surface of the limiting block 3041, and the other end abuts against the inner wall of the mounting base 3012, used to push the limiting block 3041 radially outward to reset after the trigger is released.

[0044] It should be noted that the second limiting component 304 is arranged in front of the first limiting component 303 along the axial direction of the second positioning shaft 2062. When the welding table 204 begins to rotate slightly, for example, within the range of 0° to 15°, and the driving trigger component 301 produces a small axial displacement, since the second limiting component 304 is located in front, its wedge block 3042 first contacts the guide slope 3013. The guide slope 3013 pushes the wedge block 3042 to make the limiting block 3041 move radially inward, thereby first triggering the second limiting component 304 to perform primary radial limiting on the second positioning shaft 2062. As the rotation angle of the welding station 204 continues to increase, for example, exceeding 15°, the axial displacement of the trigger component 301 is further extended, and the guide slope 3013 then acts on the elastic block 3031 of the limiting component 1 303, thereby realizing a graded triggering sequence in which the limiting component 2 304 acts first and the limiting component 1 303 acts later. By setting the pre-level, it is possible to avoid impact damage caused by excessive clamping at extremely small angles, and to ensure stronger locking force under heavy load conditions at large angles.

[0045] To ensure that sleeve 3011 has good guiding accuracy and low friction characteristics during sliding, refer to Figure 5 , Figure 7 and Figure 8 The guide assembly 305 includes a wheel frame 3051 with a concave cross-section and a guide wheel 3052 rotatably disposed in a groove inside the wheel frame 3051. A rotating shaft 3053 is fixedly inserted inside the guide wheel 3052, and both ends of the rotating shaft 3053 are rotatably connected to the two side walls of the wheel frame 3051 via rolling bearings or sliding bearings. The bottom of the wheel frame 3051 is bolted to the inner wall of the sleeve 3011. The outer circumferential surface of the guide wheel 3052 maintains abutment contact with the outer surface of the positioning shaft 2062. Multiple guide assemblies 305 are distributed equidistantly in a ring along the circumference of the positioning shaft 2062, forming a radially clamping rolling support for the positioning shaft 2062.

[0046] To further expand its detection and safety functions, see [link / reference]. Figure 8 The guide assembly 305 also includes a limiting seat 3054 fixedly disposed inside the wheel frame 3051 and sleeved on the outside of the rotating shaft 3053. The limiting seat 3054 is a hollow cylindrical structure with a smooth inner wall or a friction ring. At least one receiving groove 3058 is radially formed inside the rotating shaft 3053, and a centrifugal block 3055 is slidably disposed in the receiving groove 3058. An abutment block 3056 is fixedly connected to the outer end face of the centrifugal block 3055, i.e., the end near the inner wall of the limiting seat 3054. The outer surface shape of the abutment block 3056 is adapted to the shape of the inner wall of the limiting seat 3054, preferably an arc shape.

[0047] Furthermore, a return spring 3057 is installed on the inner end face of the centrifugal block 3055, near the center of the rotating shaft 3053. The other end of the return spring 3057 is fixedly connected to the inner wall of the receiving groove 3058, which is used to pull the centrifugal block 3055 back into the receiving groove 3058 when the rotating shaft 3053 is stationary or rotating at low speed, so that the abutment block 3056 remains in contact with the inner wall of the limiting seat 3054. Specifically, under normal working conditions, the guide wheel 3052 rotates passively with the sliding of the sleeve 3011, but because the positioning shaft 2062 is effectively locked, its rotational speed is maintained within a low range. At this time, the centrifugal force on the centrifugal block 3055 is less than the constraint force of the return spring 3057, and the abutment block 3056 does not contact the limiting seat 3054.

[0048] However, when the limiting component 303 or the limiting component 304 becomes loose due to wear, vibration, or lubrication failure after long-term use, the positioning shaft 2062 will inevitably experience slight circumferential rotation or axial movement. This abnormal movement is transmitted to the guide wheel 3052, causing the guide wheel 3052 and the rotating shaft 3053 to suddenly accelerate. As the rotational speed of the rotating shaft 3053 increases, the centrifugal force on the centrifugal block 3055 in the receiving groove 3058 increases. When the centrifugal force exceeds the elastic force of the return spring 3057, the centrifugal block 3055 is thrown outward, pushing the abutment block 3056 into close contact with the inner wall of the limiting seat 3054, generating frictional damping. This contact friction generates, on the one hand, a sudden speed change signal or vibration signal that can be captured by external sensors such as a Hall effect speed sensor, piezoelectric vibration sensor, or acoustic emission sensor mounted on the wheel frame 3051, thereby determining a limit failure and issuing an alarm; on the other hand, the contact friction itself generates an additional braking torque opposite to the direction of rotation, acting directly on the rotating shaft 3053, and then acting in the opposite direction on the positioning shaft 2062 through the guide wheel 3052, achieving secondary deceleration and limit. In other words, the guide assembly 305 integrates the triple functions of guidance, detection, and braking.

[0049] Combined with appendix Figures 1-8 The working principle of the above embodiments is as follows:

[0050] The engine housing blank is placed on the welding table 204. Multiple positioning shafts 205 distributed on the left, right and bottom sides of the welding table 204, and positioning shaft 2062 fixed on the side plate 2061, together form a multi-point positioning system to achieve rough positioning and clamping of the housing before welding.

[0051] When the welding table 204 is rotated around the bearing seat 202 to a predetermined welding angle under the drive of the drive shaft 203, the trigger assembly 301 fixed on the welding table 204 rotates together; the trigger head 302 on the outside of the trigger assembly 301 gradually approaches and abuts against the guide arc surface 2071 on the trigger plate 207; since the guide arc surface 2071 is a gradually curved surface, as the rotation angle increases, the guide arc surface 2071 generates an axial thrust on the trigger head 302, pushing the sleeve 3011 to overcome the resistance of the buffer spring 3014 and slide towards the side plate 2061 along the axial direction of the positioning shaft 2062;

[0052] When the sleeve 3011 slides inward, the conical guide slope 3013 on its inner side first contacts the wedge block 3042 of the limiting component 304, driving the limiting block 3041 to retract radially inward along the mounting base 3012, so that the bottom side of the limiting block 3041 fits against the outer wall of the positioning shaft 2062, thus achieving primary radial limiting.

[0053] As the flipping angle continues to increase and the displacement of the sleeve 3011 further increases, the guide slope 3013 further squeezes the elastic block 3031 of the limiting component 303, forcing the elastic block 3031 to radially hug, so that the inner fitting block 3032 tightly fits the outer surface of the positioning shaft 2062, achieving secondary enhanced clamping and limiting; this graded linkage design ensures that the initial anti-loosening is activated when flipping at a small angle, and provides stronger locking force under large angle or heavy load conditions;

[0054] During the entire sliding process of sleeve 3011, multiple annularly distributed guide components 305 roll in contact with the outer surface of positioning shaft 2062 via guide wheels 3052, which reduces sliding friction and ensures the coaxiality of sleeve 3011 movement. At the same time, if limiting component 1 303 or limiting component 2 304 becomes loose due to vibration or wear, positioning shaft 2062 will generate a slight circumferential rotation or axial movement. This movement is transmitted to guide wheels 3052, driving rotating shaft 3053 to accelerate rotation. Centrifugal block 3055 inside rotating shaft 3053 is thrown outward under centrifugal force, causing contact friction between abutting block 3056 and inner wall of limiting seat 3054, producing a damping effect. This can not only be detected by external sensors such as tachometers or acoustic emission sensors to determine limiting failure, but the contact friction itself also forms additional braking torque, performing secondary deceleration and limiting on positioning shaft 2062, realizing the functions of detection, feedback and braking.

[0055] The above are all preferred embodiments of this application and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. An anti-deviation welding device for machining engine housing, comprising a welding body (100) and a welding unit (200), characterized in that: The welding unit (200) includes a support column (201), a bearing seat (202), a drive shaft (203), a welding table (204), several positioning shafts (205), positioning components (206), and a trigger plate (207). It also includes an anti-deviation unit (300) set on the welding table (204); the anti-deviation unit (300) is composed of a trigger component (301), a limiting component one (303), a limiting component two (304) and a guide component (305), wherein the trigger component (301) is provided with a trigger head (302) that abuts against the trigger plate (207) on the outside, and the trigger plate (207) is provided with a guide arc surface (2071) that abuts against the trigger head (302) on the outside; after the trigger component (301) abuts against the trigger plate (207) and is triggered, it will work in conjunction with the limiting component one (303), the limiting component two (304) and the guide component (305) respectively to limit and detect the positioning part (206) and prevent movement during the processing of the engine casing.

2. The anti-deviation welding device for engine housing processing according to claim 1, characterized in that: The positioning component (206) includes a side plate (2061) fixed to the top side of the welding table (204) and a positioning shaft (2062) installed on the side plate (2061). Several positioning shafts (205) are respectively installed on the left and right sides and the bottom side of the welding table (204) and cooperate with the positioning shafts (2062) for positioning and fixing during the processing of the engine casing.

3. The anti-deviation welding device for engine housing processing according to claim 2, characterized in that: The trigger assembly (301) includes a sleeve (3011) and a mounting base (3012) sleeved outside the positioning shaft (2062). The sleeve (3011) and the mounting base (3012) are both hollow inside. The mounting base (3012) is located inside the sleeve (3011), and a buffer spring (3014) is installed between the outer side of the sleeve (3011) and the side plate (2061). The trigger head (302) is bolted to the other side of the sleeve (3011). When the welding table (204) is flipped by the drive shaft (203), the trigger assembly (301) rotates synchronously. During the rotation, the trigger head (302) contacts the guide arc surface (2071) and drives the sleeve (3011) to move closer to the side plate (2061), thereby triggering the protection of the positioning shaft (2062).

4. The anti-deviation welding device for engine housing processing according to claim 3, characterized in that: The inner side of the sleeve (3011) is provided with guide slopes (3013) that cooperate with the first limiting component (303) and the second limiting component (304) respectively. The guide slopes (3013) are conical in shape. The guide component (305) is installed on the inner side of the sleeve (3011). The guide component (305) contacts the outer surface of the second positioning shaft (2062). It is used not only to guide the sleeve (3011) during displacement, but also to detect the state of the second positioning shaft (2062) according to the guiding speed.

5. The anti-deviation welding device for engine housing processing according to claim 4, characterized in that: The limiting component 1 (303) includes an elastic block (3031) fixed to the outside of the mounting base (3012). The inner side of the elastic block (3031) is fitted with a fitting block (3032) adapted to the positioning shaft 2 (2062). The outer side of the elastic block (3031) is interference-fitted with the guide slope (3013). When the sleeve (3011) is displaced, the elastic block (3031) is driven to center-hug through the interference-fit guide slope (3013), so that the fitting block (3032) fits against the outer surface of the positioning shaft 2 (2062), thereby achieving the clamping and limiting of the positioning shaft 2 (2062) and preventing the bottom positioning shaft 2 (2062) from loosening when bearing load.

6. The anti-deviation welding device for engine housing processing according to claim 5, characterized in that: The limiting component (303) further includes a detection rod (3033), which is slidably installed inside the elastic block (3031) and penetrates inside the bonding block (3032). A reset spring (3034) is installed between the detection rod (3033) and the elastic block (3031).

7. The anti-deviation welding device for engine housing processing according to claim 4, characterized in that: The second limiting component (304) includes a limiting block (3041) slidably installed inside the mounting base (3012). The bottom side of the limiting block (3041) is adapted to the shape of the second positioning shaft (2062). A wedge block (3042) that is interference-fitted with the guide slope (3013) is installed on the other side of the limiting block (3041). A second return spring (3043) is wound around the outside of the limiting block (3041). The second limiting component (304) is located in front of the first limiting component (303). When the welding table (204) slightly flips and drives the trigger component (301) to move, the second limiting component (304) is triggered first. As the flip angle of the welding table (204) increases, the displacement of the trigger component (301) extends and triggers the first limiting component (303) to further limit the second positioning shaft (2062).

8. The anti-deviation welding device for engine housing processing according to claim 3, characterized in that: The guide assembly (305) includes a U-shaped wheel frame (3051) and a guide wheel (3052) disposed inside the wheel frame (3051). The guide wheel (3052) has a rotating shaft (3053) rotatably connected to the wheel frame (3051) installed inside. The wheel frame (3051) is bolted to the inside of the sleeve (3011). The guide wheel (3052) abuts against the outside of the positioning shaft (2062). There are multiple guide assemblies (305), and the multiple guide assemblies (305) are distributed equidistantly in a ring.

9. The anti-deviation welding device for engine housing processing according to claim 8, characterized in that: The guide assembly (305) further includes a limiting seat (3054) and a centrifugal block (3055) slidably disposed inside the rotating shaft (3053). The limiting seat (3054) is hollow inside and sleeved on the outside of the rotating shaft (3053). One side of the centrifugal block (3055) is fixed with an abutment block (3056) that is adapted to the inner side of the limiting seat (3054). The rotating shaft (3053) has a storage groove (3058) that slides with the centrifugal block (3055).

10. The anti-deviation welding device for engine housing processing according to claim 9, characterized in that: On the other side of the centrifugal block (3055), a reset spring three (3057) connected to the inner wall of the storage groove (3058) is installed; by installing the guide component (305), not only can the displacement of the trigger component (301) be smoother, but when the displacement of the trigger component (301) triggers the limit component one (303) and the limit component two (304), the limit status of the positioning shaft two (2062) can also be detected. When the limit component one (303) and the limit component two (304) become loose, the guide wheel (3052) will be driven to rotate. The rotation of the guide wheel (3052) will drive the centrifugal block (3055) to generate centrifugal force outward. By abutting the abutting block (3056) against the limit seat (3054), not only can detection be achieved, but also deceleration and limit can be further achieved through abutting.

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