A new engine timing tool

Abstract

This utility model belongs to the field of engine technology and provides a novel engine timing tool, comprising: a connector, with a handle fixedly connected to the bottom of the connector, two locking blocks fixedly connected to the left side of the front of the connector, and a locking plate fixedly connected to the right side of the front of the connector, with a limit groove on the right side of the front of the connector, and a square groove penetrating through the center of the locking plate; and a clamping assembly, located on the right side of the front of the connector. The connector includes two horizontal plates and two rotating rods. The two horizontal plates are fixedly connected to the right side of the front of the connector, and the top and bottom of the two horizontal plates are rotatably connected to lead screws via bearings. One end of each lead screw horizontally penetrates the locking plate and extends into the inner cavity of the square groove. This utility model achieves dual fixation of "clamping + pressing" through the locking blocks, locking plate, and clamping assembly. Rubber fastening pads provide anti-slip protection, and locking teeth assist in positioning to form three limits, solving the problem of insecure fixation in traditional tools, ensuring no displacement of the camshaft components during maintenance, and guaranteeing timing accuracy.

Description

Technical Field

[0001] This utility model belongs to the field of engine technology, specifically a new type of engine timing tool. Background Technology

[0002] Timing is a crucial component of the engine's valve train system. Through its connection to the crankshaft and a specific gear ratio, it ensures the accurate timing of intake and exhaust. The function of timing is to ensure that the piston stroke, valve opening and closing, and ignition sequence remain synchronized throughout the engine's operation. The engine's timing mechanism ensures that each cylinder achieves the following: the piston reaches top dead center, the valve closes, and the spark plug ignites precisely. However, the spatial positions of these components are easily altered during maintenance, and these alterations are difficult and time-consuming to correct. To prevent these changes during maintenance, components such as the camshaft must be secured before disassembly to prevent rotation.

[0003] However, current engine timing maintenance tools are often quite basic and have limited functionality. They can usually only clamp and secure the camshaft in a basic way, achieving only preliminary and simple positioning and clamping of the camshaft. They lack effective means to further strengthen the fixation. In other words, after the initial clamping operation of the camshaft is completed, it is difficult to implement more stable fixation measures on the camshaft. Due to the lack of additional fixation guarantees, the position of the camshaft is easily changed under the influence of these factors. Once the position of the camshaft changes, the originally precise timing setting will be broken. This will undoubtedly cause great trouble for the operator's timing maintenance work. If the change in the position of the camshaft is not detected in time, it may also cause the engine to fail to run normally after maintenance, or even cause more serious damage to the engine. This not only reduces work efficiency but also increases the difficulty and complexity of the work. Utility Model Content

[0004] To address the aforementioned technical problems, this utility model provides a novel engine timing tool to solve the problems in the prior art.

[0005] A new type of engine timing tool, comprising:

[0006] A connector, wherein a handle is fixedly connected to the bottom of the connector, two locking blocks are fixedly connected to the left side of the front of the connector, a locking plate is fixedly connected to the right side of the front of the connector, a limiting groove is formed on the right side of the front of the connector, and a square groove is formed through the middle of the locking plate.

[0007] A clamping assembly is located on the right side of the front of the connector. The connector includes two horizontal plates and two rotating rods. The two horizontal plates are fixedly connected to the right side of the front of the connector. The top and bottom of the two horizontal plates are rotatably connected to lead screws via bearings. One end of each lead screw horizontally passes through the clamping plate and extends into the inner cavity of the square groove. A first bevel gear is fixedly connected to one end of each lead screw passing through the clamping plate. A clamping block is fitted onto the outer ring of each lead screw. A lead screw hole is opened through the top of each clamping block. A limit block is fixedly connected to the right side of each clamping block. The two rotating rods are rotatably connected to the inner cavity of the square groove via bearings. One end of each rotating rod horizontally passes through the connector and extends to the outside. A ring is fixedly connected to one end of one of the rotating rods passing through the connector.

[0008] Preferably, the lead screw hole and the limiting block are respectively adapted to the lead screw and the limiting groove, and the two tightening blocks are both fitted onto the outer ring of the lead screw through the lead screw hole, and are slidably connected to the connecting member in the limiting groove through the limiting block.

[0009] Preferably, the outer rings of both rotating rods are fitted with gears, the two gears are meshed with each other, and the left side of both rotating rods is fixedly connected with a second bevel gear, the two second bevel gears are meshed with the corresponding first bevel gears.

[0010] Preferably, a first fastening pad is fixedly connected to one side of each of the two clamping blocks, and a second fastening pad is fixedly connected to the front of the clamping plate. Both the first and second fastening pads are made of rubber. An auxiliary component is disposed on the front of the connector.

[0011] Preferably, the auxiliary component includes a fixing plate fixedly connected to the center of the front of the connector, and the fixing plate has locking teeth fixedly connected to both its left and right sides.

[0012] Preferably, both of the said tooth types are SSP658.

[0013] Compared with the prior art, the present invention has the following beneficial effects:

[0014] 1. This utility model achieves dual fixation of "clamping + pressing" through the combination of a clamping block and a clamping plate with a top-tightening component. The rubber fastening pad provides anti-slip protection, and the clamping teeth assist in positioning to form a three-dimensional limit, completely solving the problem of unstable fixation of traditional tools. This ensures that components such as camshafts do not shift during maintenance and guarantees timing accuracy.

[0015] 2. This utility model uses gear and bevel gear transmission in the tool. The clamping block can be controlled synchronously by rotating the ring with a single handle. The operation is convenient and efficient, reducing debugging time. The standard chuck teeth are compatible with the gears on the camshaft in mainstream engines. The rubber buffer reduces the damage rate of parts, and the wear-resistant transmission structure extends the tool's life. It has both versatility and durability, significantly improving the efficiency and quality of engine maintenance. Attached Figure Description

[0016] Figure 1 This is a three-dimensional schematic diagram of the structure of this utility model;

[0017] Figure 2 This utility model Figure 1 A three-dimensional structural diagram of the connecting component;

[0018] Figure 3 This utility model Figure 1 A three-dimensional structural diagram of the center clamping assembly;

[0019] Figure 4 This utility model Figure 1 A three-dimensional structural diagram of the auxiliary components.

[0020] In the diagram: 1. Connector; 101. Handle; 102. Locking block; 103. Locking plate; 104. Limiting groove; 105. Square groove; 106. First fastening pad; 107. Second fastening pad; 2. Tightening assembly; 201. Horizontal plate; 202. Rotating rod; 203. Lead screw; 204. First bevel gear; 205. Tightening block; 206. Lead screw hole; 207. Limiting block; 208. Ring; 209. Gear; 210. Second bevel gear; 3. Auxiliary assembly; 301. Fixing plate; 302. Locking tooth. Detailed Implementation

[0021] The embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of this utility model.

[0022] Example 1:

[0023] Please refer to the attached document. Figure 1 and attached Figure 2 With appendix Figure 3 As shown, this utility model provides a novel engine timing tool, comprising:

[0024] Connector 1, with a handle 101 fixedly connected to the bottom of connector 1, two locking blocks 102 fixedly connected to the left side of the front of connector 1, and a locking plate 103 fixedly connected to the right side of the front of connector 1. A limiting groove 104 is opened on the right side of the front of connector 1, and a square groove 105 is opened through the middle of the locking plate 103.

[0025] The clamping assembly 2 is located on the right side of the front of the connector 1. The connector 1 includes two horizontal plates 201 and two rotating rods 202. The two horizontal plates 201 are fixedly connected to the right side of the front of the connector 1. The top and bottom of the two horizontal plates 201 are rotatably connected to lead screws 203 via bearings. One end of each lead screw 203 horizontally penetrates the clamping plate 103 and extends into the inner cavity of the square groove 105. A first bevel gear 204 is fixedly connected to one end of each lead screw 203 penetrating the clamping plate 103. A clamping block 205 is fitted on the outer ring of each lead screw 203. A lead screw hole 206 is opened through the top of each clamping block 205. A limit block 207 is fixedly connected to the right side of each clamping block 205. The two rotating rods 202 are rotatably connected to the inner cavity of the square groove 105 via bearings. One end of each rotating rod 202 horizontally penetrates the connector 1 and extends to the outside, penetrating one of the connecting parts of the connector 1. One end of each rotating rod 202 is fixedly connected to a ring 208. The lead screw hole 206 and the limiting block 207 are respectively adapted to the lead screw 203 and the limiting groove 104. Two clamping blocks 205 are fitted onto the outer ring of the lead screw 203 through the lead screw hole 206, and are slidably connected to the connector 1 in the limiting groove 104 through the limiting block 207. The outer rings of the two rotating rods 202 are fitted with gears 209, and the two gears 209 are meshed together. The left side of each of the two rotating rods 202 is fixedly connected to a second bevel gear 210, and the two second bevel gears 210 are meshed with the corresponding first bevel gear 204. One side of each of the two locking blocks 102 is fixedly connected to a first fastening pad 106, and the front of the locking plate 103 is fixedly connected to a second fastening pad 107. The first fastening pad 106 and the second fastening pad 107 are both made of rubber. An auxiliary component 3 is provided on the front of the connector 1.

[0026] As can be seen from the above, the connecting part 1 is easy to operate by hand via the handle 101, and the locking block 102 and locking plate 103 can initially position and clamp the camshaft and other components. The first fastening pad 106 and the second fastening pad 107 are made of rubber, which can play a role in anti-slip and protecting the components when clamping. The design of the clamping assembly 2 is particularly critical. When the ring 208 is rotated, the two rotating rods 202 are driven to rotate through the meshing transmission of the gear 209, which in turn causes the second bevel gear 210 to mesh with the first bevel gear 204, causing the lead screw 203 to rotate. Since the lead screw hole 206 is adapted to the lead screw 203, and the limiting block 207 cooperates with the limiting groove 104, the clamping block 205 will slide along the limiting groove 104 under the rotation of the lead screw 203, thereby achieving further clamping and fixing of the camshaft and other components. This structural design provides additional fixing protection and effectively avoids the change of component position during maintenance.

[0027] Example 2:

[0028] Please refer to the attached document. Figure 1 and attached Figure 4As shown, the auxiliary component 3 includes a fixing plate 301 fixedly connected to the center of the front of the connector 1. Both sides of the fixing plate 301 are fixedly connected with locking teeth 302, and both locking teeth 302 are of model SSP658.

[0029] As can be seen from the above, the fixing plate 301 is fixed in the middle of the front of the connector 1. The locking teeth 302 on its left and right sides are model SSP658. The locking teeth 302 can mesh with the gear structure on the camshaft, playing an auxiliary positioning and fixing role. On the basis of fixing the camshaft and other components by the locking block 102, the locking plate 103 and the clamping assembly 2, the tool fixing stability and reliability can be further improved. This allows the timing tool to fix the relevant components more accurately and firmly during engine maintenance, reducing the occurrence of timing set breakage due to component position changes, thereby improving the efficiency and quality of maintenance work and reducing the risk of engine damage.

[0030] Working principle: First, the engine components such as the camshaft are initially clamped by the left-side clamping block 102 and right-side clamping plate 103 of the connecting part 1. The rubber first fastening pad 106 and second fastening pad 107 on the surface of the clamping block 102 and clamping plate 103 can prevent slipping and protect the surface of the components. The handle 101 facilitates hand operation and ensures the relative position stability of the tool and the components. Then, the outer ring 208 is rotated, which drives the rotating rod 202 fixedly connected to it to rotate. The gears 209 on the outer rings of the two rotating rods 202 mesh with each other, so that the two rotating rods 202 rotate synchronously in opposite directions. The second bevel gear 210 on the left side of the rotating rod 202 meshes with the first bevel gear 204 at the end of the lead screw 203, thus holding the rotating rod 202 in place. The horizontal rotation of screw 203 is converted into the axial rotation of screw 203. When screw 203 rotates, the clamping block 205 moves along the screw axis through screw hole 206, while the limiting block 207 slides in the limiting groove 104 to ensure that the clamping block 205 moves only in a straight line and avoids deviation. The two screws 203 rotate synchronously, driving the clamping blocks 205 on both sides to clamp the camshaft in the middle, forming a clamping force and strengthening the fixing effect. The SSP658 model clasps 302 on the left and right sides of the fixing plate 301 of auxiliary component 3 can accurately mesh with the tooth grooves of the gear on the camshaft. The clasps 302 provide additional positioning points through mechanical meshing to prevent the tool from rotating circumferentially during clamping, further improving the overall fixing stability.

[0031] The embodiments of this utility model are given for the purpose of illustration and description. Although embodiments of this utility model have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the utility model. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this utility model.

Claims

1. A novel engine timing tool characterized by, include: A connector (1) is fixedly connected to a handle (101) at its bottom. Two locking blocks (102) are fixedly connected to the left side of the front of the connector (1). A locking plate (103) is fixedly connected to the right side of the front of the connector (1). A limiting groove (104) is opened on the right side of the front of the connector (1). A square groove (105) is opened through the middle of the locking plate (103). A clamping assembly (2) is disposed on the right side of the front of the connector (1). The connector (1) includes two horizontal plates (201), two rotating rods (202), and two lead screws (203). The two horizontal plates (201) are fixedly connected to the right side of the front of the connector (1). The two lead screws (203) are rotatably connected to the top and bottom of the horizontal plates (201) respectively through bearings. One end of the two lead screws (203) horizontally penetrates the clamping plate (103) and extends into the inner cavity of the square groove (105). The other ends of the two lead screws (203) are fixedly connected to... A first bevel gear (204) is connected to the two lead screws (203). The outer rings of the two lead screws (203) are fitted with a clamping block (205). The top of the two clamping blocks (205) is provided with a lead screw hole (206). The right side of the two clamping blocks (205) is fixedly connected with a limit block (207). The two rotating rods (202) are rotatably connected to the inner cavity of the square groove (105) through bearings. One end of the two rotating rods (202) passes horizontally through the connector (1) and extends to the outside. One end of one of the rotating rods (202) is fixedly connected with a ring (208).

2. A novel engine timing tool as claimed in claim 1, wherein: The lead screw hole (206) and the limiting block (207) are respectively adapted to the lead screw (203) and the limiting groove (104). The two clamping blocks (205) are both fitted onto the outer ring of the lead screw (203) through the lead screw hole (206) and are slidably connected to the connector (1) in the limiting groove (104) through the limiting block (207).

3. A novel engine timing tool as claimed in claim 1, wherein: The outer rings of the two rotating rods (202) are fitted with gears (209), and the two gears (209) are meshed with each other. The left side of the two rotating rods (202) is fixedly connected with a second bevel gear (210), and the two second bevel gears (210) are meshed with the corresponding first bevel gear (204).

4. A novel engine timing tool as claimed in claim 1, wherein: One fastening pad (106) is fixedly connected to one side of each of the two card blocks (102), and a second fastening pad (107) is fixedly connected to the front of the card plate (103). The first fastening pad (106) and the second fastening pad (107) are both made of rubber. An auxiliary component (3) is provided on the front of the connector (1).

5. A novel engine timing tool as claimed in claim 4 wherein: The auxiliary component (3) includes a fixing plate (301) fixedly connected to the center of the front of the connector (1), and the fixing plate (301) has locking teeth (302) fixedly connected to both the left and right sides.

6. A novel engine timing tool as claimed in claim 5 wherein: Both of the aforementioned grommets (302) are model SSP658.

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