A detection device for diesel engine counterweight adjustment

Abstract

The utility model relates to a detection device for diesel engine counterweight adjustment belongs to the technical field of crankshaft counterweight detection, the detection device for diesel engine counterweight adjustment, include: set up in the clamping plate of dynamic balance testing machine detection platform, the recess is established in the top of clamping plate, auxiliary assembly, auxiliary assembly sets up in the recess of clamping plate, wherein, clamping assembly includes setting up in the fin of clamping plate, the one side of fin is provided with guide plate, through setting up the fin of auxiliary assembly, can when the high -speed rotation of crankshaft, the heat of lubricating oil inside auxiliary shell is continuously discharged outward, to the heat of lubricating oil and outside each other exchange, reach the heat dissipation of lubricating oil, prevent the problem of high temperature and cause lubricating oil carbonization to occur, through setting up guide plate, and the guide plate is cotton board, can when the auxiliary shell cooperation heat insulating ring holds the limit of crankshaft neck, continuously supplies the oil for the crankshaft neck to keep lubrication, prevents the dry grinding phenomenon.

Description

Technical Field

[0001] This utility model relates to the field of crankshaft counterweight detection technology, and in particular to a detection device for diesel engine counterweight adjustment. Background Technology

[0002] The crankshaft is a key power transmission component in a diesel engine. Its main function is to convert linear motion in the cylinder into rotational motion. During operation, the crankshaft needs to withstand high pressure and high-speed rotation. To ensure its balance, counterweights are usually placed on the crankshaft surface and the mass distribution is adjusted. After the counterweights are placed, a dynamic balancing test machine is generally used to test the crankshaft at high speed to detect whether there is any imbalance during high-speed operation. During the test, the crankshaft neck is placed in a V-shaped plate for locking and positioning. Then, the crankshaft is driven to rotate externally and tested. When the crankshaft is running, the rollers in the V-shaped plate support the crankshaft neck, thereby assisting the crankshaft to rotate at high speed.

[0003] However, under high-speed operation, the direct contact friction between the roller and the crankshaft journal can easily lead to a significant local temperature rise. In severe cases, the sustained high temperature can also easily cause the lubricating oil to carbonize. Utility Model Content

[0004] Therefore, it is necessary to provide a detection device for adjusting the counterweight of a diesel engine to address the problem that the rollers limiting the crankshaft bearing support in the above-mentioned detection device are prone to overheating under high-speed operation, which affects the lubrication effect.

[0005] A testing device for adjusting the counterweight of a diesel engine includes: a clamping plate disposed in the testing platform of a dynamic balancing machine, wherein a groove is provided on the upper part of the clamping plate;

[0006] Auxiliary components are disposed in the grooves of the clamping plate;

[0007] The clamping assembly includes a heat sink disposed in the clamping plate, and a guide plate is disposed on one side of the heat sink.

[0008] In one embodiment, the clamping assembly further includes an auxiliary shell disposed in the clamping plate. The auxiliary shell is hollow and has an extrusion column inside. Both ends of the auxiliary shell are connected to guide tubes. Both ends of the extrusion column are provided with flow holes, which are connected to the guide tubes.

[0009] In one embodiment, the surface of the auxiliary shell is provided with a heat insulation ring, and the surface of the heat insulation ring is provided with a venting groove.

[0010] In one embodiment, one side of the heat sink extends through the outer side of the auxiliary housing and into the venting groove.

[0011] In one embodiment, the heat sinks are arranged in a ring array of multiple heat sinks, and the guide plate is placed between two heat sinks.

[0012] In one embodiment, the surface of the heat insulation ring is provided with an arc-shaped groove, and the curvature of the outer end of the heat sink and the guide plate is consistent with the arc-shaped groove.

[0013] In one embodiment, the clamping plate is hollow, a spring is provided below the clamping plate, a compression plate is fixedly connected to the upper end of the spring, an injection tube is connected to the inner wall of the groove of the compression plate, and one end of the injection tube extends into the guide tube.

[0014] Beneficial effects

[0015] 1. By setting up heat sinks in the auxiliary components, the heat of the lubricating oil inside the auxiliary housing can be continuously discharged to the outside when the crankshaft rotates at high speed, so as to exchange the heat of the lubricating oil with the outside, thereby dissipating heat from the lubricating oil and preventing the problem of lubricating oil carbonization caused by high temperature.

[0016] 2. By setting a guide plate, which is a cotton plate, the auxiliary housing and heat insulation ring can continuously supply oil to the crankshaft journal to maintain lubrication and prevent dry friction. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the structure of this utility model;

[0019] Figure 2 This is a schematic diagram of the internal structure of the clamping plate of this utility model;

[0020] Figure 3 This is a schematic diagram of the structure of the auxiliary component of this utility model;

[0021] Figure 4 This is a schematic diagram of the internal structure of the auxiliary shell of this utility model;

[0022] Figure 5 This is a side view of the internal structure of the auxiliary shell of this utility model.

[0023] Figure label:

[0024] 1. Clamping plate; 2. Auxiliary components; 201. Auxiliary shell; 202. Extrusion column; 203. Heat insulation ring; 204. Guide plate; 205. Heat sink; 3. Extrusion plate; 4. Spring. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0026] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on the other component or there may be an intermediate component. When a component is considered to be "connected to" another component, it can be directly connected to the other component or there may be an intermediate component present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this specification are for illustrative purposes only and do not represent the only possible implementation.

[0027] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0028] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature and the second feature are in indirect contact through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0029] Unless otherwise defined, all technical and scientific terms used in this specification have the same meaning as commonly understood by one of ordinary skill in the art to which this specification belongs. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used in this specification includes any and all combinations of one or more of the associated listed items.

[0030] The following is combined Figures 1-5 This invention describes a detection device for adjusting the counterweight of a diesel engine.

[0031] In one embodiment, a detection device for adjusting the counterweight of a diesel engine includes: a clamping plate 1 disposed in the detection platform of a dynamic balancing test machine, and a groove is provided on the upper part of the clamping plate 1;

[0032] Auxiliary component 2 is disposed in the groove of clamping plate 1;

[0033] like Figure 1 , Figure 3 , Figure 4 and Figure 5 As shown, the clamping assembly includes a heat sink 205 disposed in the clamping plate 1, and a guide plate 204 disposed on one side of the heat sink 205; the clamping assembly also includes an auxiliary shell 201 disposed in the clamping plate 1, the auxiliary shell 201 is hollow, and an extrusion column 202 is disposed inside the auxiliary shell 201. Both ends of the auxiliary shell 201 are connected to guide tubes, and both ends of the extrusion column 202 are provided with flow holes, which are connected to the guide tubes; a heat insulation ring 203 is disposed on the surface of the auxiliary shell 201, and a venting groove is provided on the surface of the heat insulation ring 203; one side of the heat sink 205 extends through to the outside of the auxiliary shell 201 and into the venting groove; multiple heat sinks 205 are arranged in a ring array, and the guide plate 204 is placed between two heat sinks 205; an arc-shaped groove is provided on the surface of the heat insulation ring 203, and the curvature of the outer end of the heat sink 205 and the guide plate 204 is consistent with the arc-shaped groove;

[0034] When the crankshaft is running at high speed, the surface of the crankshaft journal first generates friction with the heat insulation ring 203 and drives the auxiliary housing 201 to rotate. The heat insulation ring 203 first absorbs and melts the heat transferred from the crankshaft journal to cool it down. At the same time, the heat sink 205 extending from the end contacts the outside air and can dissipate the heat of the lubricating oil inside the auxiliary housing 201 to the outside. In this way, the problem of the lubricating oil heating up and carbonizing due to the high-speed rotation of the auxiliary housing 201 can be avoided.

[0035] When the auxiliary housing 201 rotates, since the guide plate 204 is a cotton plate, the guide plate 204 will guide the lubricating oil inside the auxiliary housing 201 to the outside through capillary effect and contact the crankshaft journal, which can lubricate the crankshaft journal and prevent dry friction and mirror wear of the crankshaft journal.

[0036] The clamping plate 1 is hollow. A spring 4 is provided below the clamping plate 1. A pressing plate 3 is fixedly connected to the upper end of the spring 4. An injection tube is connected to the inner wall of the groove of the pressing plate 3. One end of the injection tube extends into the guide tube.

[0037] First, the staff adds lubricating oil to the inside of the clamping plate 1. Then, the spring 4 can squeeze the lubricating oil upward through the compression plate 3 and completely fill the upper part of the clamping plate 1. At this time, the lubricating oil can enter the interior of the auxiliary shell 201 through the injection pipe and the guide pipe for lubrication.

[0038] The steps for the dynamic balancing testing machine to perform high-speed stability testing on the crankshaft are as follows: First, the worker hoists or pushes the crankshaft to the testing station and places the crankshaft journal inside the V-shaped plate. The two bottom V-shaped plates remain stationary to support the main journal of the crankshaft, while the two top V-shaped plates press down to lock the crankshaft. At this point, the external machine can drive one end of the crankshaft through a belt and gears or directly with an electric motor to make the crankshaft rotate. First, rotate at a low speed to check if it is stable, and then slowly accelerate to the test speed. The vibration sensor on the machine will feel the crankshaft shaking. If a certain part is too heavy, the shaking will become larger. The computer calculates which side is too heavy, how much counterweight needs to be added, or whether there is a deviation in the installation of the counterweight blocks based on the shaking data. This completes the counterweight test of the crankshaft.

[0039] Working principle: In actual use, the operator first places the crankshaft journal in the V-shaped groove of the clamping plate 1. Then, the heat insulation ring 203 on the surface of the auxiliary housing 201 will contact the crankshaft journal. When the crankshaft is running at high speed, the auxiliary housing 201 will rotate at high speed. First, the heat insulation ring 203 will absorb the heat and melt it to cool it down. At the same time, the heat sink 205 extending from the end will come into contact with the outside air, which can dissipate the heat of the lubricating oil inside the auxiliary housing 201 to the outside. In this way, the problem of the lubricating oil heating up and carbonizing due to the high-speed rotation of the auxiliary housing 201 can be avoided.

[0040] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0041] The above-described embodiments are merely illustrative of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of this utility model. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the appended claims.

Claims

1. A detection device for diesel engine counterweight adjustment, characterized by, include: The clamping plate (1) is set in the testing platform of the dynamic balancing test machine, and a groove is provided on the upper part of the clamping plate (1); Auxiliary component (2) is disposed in the groove of clamping plate (1); The clamping assembly includes a heat sink (205) disposed in the clamping plate (1), and a guide plate (204) is disposed on one side of the heat sink (205).

2. The detection device for adjusting the weight of a diesel engine according to claim 1, characterized in that, The clamping assembly also includes an auxiliary shell (201) disposed in the clamping plate (1). The auxiliary shell (201) is hollow and has an extrusion column (202) inside. Both ends of the auxiliary shell (201) are connected to guide tubes. Both ends of the extrusion column (202) are provided with flow holes, which are connected to the guide tubes.

3. The detection device for adjusting the weight of a diesel engine according to claim 2, characterized in that, The surface of the auxiliary shell (201) is provided with a heat insulation ring (203), and the surface of the heat insulation ring (203) is provided with a ventilation groove.

4. The detection device for adjusting the weight of a diesel engine according to claim 1, wherein One side of the heat sink (205) extends through to the outside of the auxiliary shell (201) and into the vent groove.

5. The detection device for adjusting the counterweight of a diesel engine according to claim 1, characterized in that, The heat sinks (205) are arranged in a ring array, and the guide plate (204) is placed between two heat sinks (205).

6. The detection device for adjusting the counterweight of a diesel engine according to claim 3, characterized in that, The surface of the heat insulation ring (203) is provided with an arc-shaped groove, and the curvature of the outer end of the heat sink (205) and the guide plate (204) is consistent with the arc-shaped groove.

7. The detection device for adjusting the counterweight of a diesel engine according to claim 1, characterized in that, The clamping plate (1) is hollow. A spring (4) is provided below the clamping plate (1). A pressing plate (3) is fixedly connected to the upper end of the spring (4). An injection tube is connected to the inner wall of the groove of the pressing plate (3). One end of the injection tube extends into the guide tube.

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