A detection device for automobile crankshaft pulleys

Abstract

This utility model relates to the field of automotive pulley technology, specifically to an automotive crankshaft pulley testing device. It includes a fixed bracket and further includes: a test pulley mounting shaft rotatably disposed in the middle of the fixed bracket, with a drive motor connected to its rear end; and a load pulley mounting shaft parallel to the outside of the test pulley mounting shaft, rotatably connected to the middle of the fixed bracket, with a load drive shaft connected to its rear end. This utility model precisely controls the liquid level by controlling the amount of liquid injected into the hydraulic transmission cylinder, thereby changing the number and effective area of ​​the submerged turbine blades, achieving stepless, continuous, and precise adjustment of the load from zero to maximum. It overcomes the shortcomings of traditional counterweight methods, which can only change the load in steps or abruptly, and can more accurately simulate various complex actual working conditions.

Description

Technical Field

[0001] This utility model relates to the field of automotive pulley technology, and in particular to an automotive crankshaft pulley detection device. Background Technology

[0002] The crankshaft pulley is a core component of the engine's front-end accessory drive system. It is responsible for transmitting power from the crankshaft to accessories such as the generator, water pump, and air conditioning compressor. It also plays an important role in absorbing crankshaft torsional vibration. Its performance and reliability are directly related to the smooth operation and lifespan of the entire engine system. Therefore, during the manufacturing process, the finished crankshaft pulley must undergo a series of rigorous tests, among which the transmission simulation test that simulates its actual working conditions is particularly crucial.

[0003] Currently, in transmission simulation testing, a drive motor is typically used to rotate the test shaft, and the crankshaft pulley to be tested is installed on the test shaft. To simulate the actual load on the accessories during engine operation, a common method is to add a mechanical counterweight to the test shaft. By changing the weight or position of the counterweight, the rotational inertia and load torque of the entire test system can be adjusted. However, this load adjustment method has obvious drawbacks: it is not very flexible. Changing the load depends on physically replacing counterweights of different masses. The whole process is cumbersome and time-consuming, and it is impossible to adjust the load size in real time and dynamically during the continuous operation of the test system. Therefore, it cannot simulate the instantaneous changes in the operating conditions of a car engine, resulting in a deviation between the test conditions and the real situation. Utility Model Content

[0004] In view of this, the purpose of this utility model is to propose an automotive crankshaft pulley testing device to solve the problem that the current testing equipment relies on physically replacing counterweights of different masses to change the load. The whole process is cumbersome and time-consuming, and it is impossible to adjust the load size in real time and dynamically during the continuous operation of the testing system, resulting in deviations between the test conditions and the actual situation.

[0005] To achieve the above objectives, this utility model provides an automotive crankshaft pulley detection device, including a fixed bracket, and further comprising:

[0006] The test pulley mounting shaft is rotatably positioned in the middle of the fixed bracket, and a drive motor is connected to the rear end of the test pulley mounting shaft;

[0007] A load pulley mounting shaft is arranged parallel to the outside of the test pulley mounting shaft. The load pulley mounting shaft is rotatably connected to the middle of the fixed bracket. A load drive shaft is connected to the rear end of the test pulley mounting shaft.

[0008] A hydraulic transmission cylinder is vertically installed below the fixed support. Multiple spacer plates are evenly arranged in parallel inside the hydraulic transmission cylinder, dividing the inside of the hydraulic transmission cylinder into multiple unit transmission chambers. A connecting conveying port is provided in the middle of the spacer plate, and adjacent unit transmission chambers are connected to each other through the connecting conveying port.

[0009] A central bushing is located at the center of the hydraulic transmission cylinder and the spacer enclosure plate. The load drive shaft is rotatably connected to the hydraulic transmission cylinder and the spacer enclosure plate through the central bushing. Turbine blades are rotatably installed inside the unit transmission chamber. All turbine blades inside the unit transmission chamber are interconnected with the load drive shaft. The load drive shaft drives all turbine blades to rotate synchronously.

[0010] An adjusting delivery pipe is connected to the bottom end of the hydraulic transmission cylinder, the top end of the hydraulic transmission cylinder is provided with an exhaust balance port, and the inside of the hydraulic transmission cylinder is filled with liquid.

[0011] Furthermore, a liquid storage tank is connected to the other end of the regulating delivery pipe, and a metering delivery pump is installed in the middle of the regulating delivery pipe.

[0012] Furthermore, torque and speed sensors are installed between the test pulley mounting shaft and the shaft end of the drive motor, and between the load pulley mounting shaft and the load drive shaft.

[0013] Furthermore, an annular rotating groove is provided around the middle of the side wall of the unit transmission chamber, and a load transmission ring is rotatably fitted in the middle of the annular rotating groove. Pump wheel blades are provided around the inner side of the load transmission ring.

[0014] Furthermore, a counterweight load wheel is arranged around the outer side of the load transmission ring, and a rotating connecting ring is arranged around the outer side of the counterweight load wheel. The counterweight load wheel is rotatably connected to the fixed bracket through the rotating connecting ring, and the counterweight load wheel is connected to the load transmission ring through a clutch transmission mechanism provided between the counterweight load wheel and the load transmission ring.

[0015] Furthermore, the clutch transmission mechanism includes an annular friction plate surrounding the inner side of the counterweight load wheel, and a plurality of fitting grooves are evenly arranged around the outer side of the load transmission ring. A friction transmission pad is also fitted in the middle of the fitting groove, and a traction spring is provided on the inner side of the friction transmission pad. The two ends of the traction spring are respectively connected to the friction transmission pad and the load transmission ring.

[0016] The beneficial effects of this invention are as follows: As can be seen from the above description, the automotive crankshaft pulley detection device provided by this invention precisely controls the liquid level by controlling the amount of liquid injected into the hydraulic transmission cylinder, thereby changing the number and working area of ​​the submerged turbine blades, achieving stepless, continuous, and precise adjustment of the load from zero to maximum. This overcomes the shortcomings of traditional counterweight methods, which can only change the load in stages and abruptly, and can more accurately simulate various complex actual working conditions. 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 only for this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a front structural diagram of an embodiment of the present utility model;

[0019] Figure 2 This is a schematic diagram of the bottom structure of an embodiment of the present utility model;

[0020] Figure 3 This is a partial structural schematic diagram of the fixing bracket according to an embodiment of the present utility model;

[0021] Figure 4 This is a schematic diagram of the counterweight load wheel according to an embodiment of the present invention;

[0022] Figure 5 This is a schematic diagram of the structure of the hydraulic transmission cylinder according to an embodiment of the present utility model;

[0023] Figure 6 This is a schematic diagram of the internal structure of the hydraulic transmission cylinder according to an embodiment of the present utility model;

[0024] Figure 7 This is a schematic diagram of the turbine blade structure according to an embodiment of the present invention;

[0025] Figure 8 This is a schematic diagram of the load transmission ring according to an embodiment of the present invention.

[0026] The diagram is marked as follows:

[0027] 1. Fixed bracket; 101. Adjusting delivery pipe; 102. Liquid storage tank; 103. Metering delivery pump; 104. Torque and speed sensor; 2. Test pulley mounting shaft; 201. Drive motor; 202. Test pulley; 203. Transmission belt; 3. Load pulley mounting shaft; 301. Load drive shaft; 302. Turbine blade; 303. Transmission pulley; 4. Hydraulic transmission cylinder; 401. Exhaust balance port; 402. Spacing sealing plate; 403. Connecting delivery port; 404. Unit transmission chamber; 405. Central bushing; 406. Annular rotating groove; 5. Load transmission ring; 501. Pump wheel blade; 6. Counterweight load wheel; 601. Rotary connecting ring; 7. Clutch transmission mechanism; 701. Annular friction plate; 702. Fitting slide groove; 703. Friction transmission bearing; 704. Traction spring. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to specific embodiments.

[0029] It should be noted that, unless otherwise defined, the technical or scientific terms used in this utility model should have the ordinary meaning understood by one of ordinary skill in the art to which this utility model pertains. The terms "first," "second," and similar terms used in this utility model do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0030] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 As shown, an automotive crankshaft pulley testing device includes a fixed bracket 1, and further includes:

[0031] The test pulley mounting shaft 2 is rotatably positioned in the middle of the fixed bracket 1, and a drive motor 201 is connected to the rear end of the test pulley mounting shaft 2;

[0032] The load pulley mounting shaft 3 is arranged parallel to the outside of the test pulley mounting shaft 2. The load pulley mounting shaft 3 is rotatably connected to the middle of the fixed bracket 1. The rear end of the test pulley mounting shaft 2 is connected to the load drive shaft 301.

[0033] The hydraulic transmission cylinder 4 is vertically installed below the fixed support 1. Multiple spaced sealing plates 402 are evenly arranged in parallel inside the hydraulic transmission cylinder 4. The multiple spaced sealing plates 402 divide the inside of the hydraulic transmission cylinder 4 into multiple unit transmission chambers 404. A connecting conveying port 403 is provided in the middle of the spaced sealing plates 402. Adjacent unit transmission chambers 404 are connected to each other through the connecting conveying port 403.

[0034] A central bushing 405 is located at the center of the hydraulic transmission cylinder 4 and the spacer enclosure plate 402. The load drive shaft 301 is rotatably connected to the hydraulic transmission cylinder 4 and the spacer enclosure plate 402 through the central bushing 405. Turbine blades 302 are rotatably installed inside the unit transmission chamber 404. All turbine blades 302 inside the unit transmission chamber 4 are connected to the load drive shaft 301. The load drive shaft 301 drives all turbine blades 302 to rotate synchronously.

[0035] The regulating delivery pipe 101 is connected to the bottom end of the hydraulic transmission cylinder 4. The top end of the hydraulic transmission cylinder 4 is provided with an exhaust balance port 401, and the inside of the hydraulic transmission cylinder 4 is filled with liquid.

[0036] In this embodiment, the device mainly includes a fixed bracket 1, a test pulley mounting shaft 2, a load pulley mounting shaft 3, a hydraulic transmission cylinder 4, and an adjusting conveying pipe 101. The fixed bracket 1 is the main support body of the entire device. The test pulley mounting shaft 2 is rotatably mounted in the middle of the fixed bracket 1 via bearings. Its rear end is connected to a drive motor 201 via a coupling, which provides the rotational power required for testing. The load pulley mounting shaft 3 is mounted parallel to the outside of the test pulley mounting shaft 2 via bearings. Its rear end is connected to a load drive shaft 301 for transmitting torque. The hydraulic transmission cylinder 4 is vertically fixed below the fixed bracket 1. Multiple spacer plates 402 are evenly and parallelly fixed inside the cylinder. These spacer plates 402 divide the inner cavity of the hydraulic transmission cylinder 4 into multiple independent unit transmission chambers 404 from top to bottom. Each spacer plate 402 has a connecting conveying port 403 at its center, allowing liquid communication between adjacent unit transmission chambers 404. A central bushing 405 is fixed at the center of the hydraulic transmission cylinder 4 and all the spacer plates 402. The load drive shaft 301 extends downwards and is connected to the central bushing 405 via bearings. 5. A rotatable connection allows free rotation relative to the stationary hydraulic transmission cylinder 4. Turbine blades 302 are fixedly installed inside each unit transmission chamber 404. All turbine blades 302 are coaxially fixedly connected to the load drive shaft 301, enabling the load drive shaft 301 to drive all turbine blades 302 to rotate synchronously. An adjusting delivery pipe 101 is connected to the bottom end of the hydraulic transmission cylinder 4, used for injecting or discharging liquid into the hydraulic transmission cylinder 4. An exhaust balance port 401 is opened at the top end of the hydraulic transmission cylinder 4 to maintain pressure balance inside the cylinder during liquid injection or discharge and to ensure smooth liquid filling. The interior of the hydraulic transmission cylinder 4 is filled with a liquid of a specific viscosity, such as oil or a water-based solution, as the medium for generating the load. During testing, the automobile crankshaft pulley to be tested is mounted as a test pulley 202 on the test pulley mounting shaft 2; a matching transmission pulley 303 is mounted on the load pulley mounting shaft 3.Finally, the transmission belt 203 is fitted onto the test pulley 202 and the transmission pulley 303 to form a closed-loop transmission. The drive motor 201 is started, and power is sequentially transmitted through the test pulley mounting shaft 2, the test pulley 202, the transmission belt 203, the transmission pulley 303, the load pulley mounting shaft 3, and the load drive shaft 301, ultimately reaching all the turbine blades 302. This drives them to rotate within the hydraulic transmission cylinder 4. As the turbine blades 302 rotate in the liquid, they experience viscous resistance, which acts in the opposite direction on the entire transmission system, thus simulating the actual working load of the automotive accessory system. When the load needs to be increased, more liquid is injected into the hydraulic transmission cylinder 4 by adjusting the delivery pipe 101, raising the liquid level and immersing more of the turbine blades. The unit transmission chamber 404 and its internal turbine blades 302 experience a significant increase in rotational resistance due to the increased number of submerged blades and the increased surface area in contact with the liquid. Consequently, the test load increases. When a load reduction is needed, some liquid is discharged through the delivery pipe 101, lowering the liquid level. This reduces the number of submerged unit transmission chambers 404 and turbine blades 302, decreasing rotational resistance and lowering the test load. Under a set speed and load, the device operates for a specified time or cycle to test the crankshaft pulley. By controlling the amount of liquid injected into the hydraulic transmission cylinder 4, the device precisely controls the liquid level, thereby changing the number and working area of ​​the submerged turbine blades 302. This achieves stepless, continuous, and precise load adjustment from zero to maximum. It overcomes the limitations of traditional counterweight methods, which only allow for stepped, abrupt load changes, and can more accurately simulate various complex actual working conditions.

[0037] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 As shown, preferably, the other end of the regulating delivery pipe 101 of the device is connected to a liquid storage tank 102, and a metering delivery pump 103 is provided in the middle of the regulating delivery pipe 101. Through the metering delivery pump 103, the liquid in the liquid storage tank 102 can be accurately pumped into the vertically arranged hydraulic transmission cylinder 4 through the regulating delivery pipe 101. The liquid sequentially fills the bottom unit transmission chamber 404, and is filled upwards step by step through the connecting delivery port 403 in the center of each spaced sealing plate 402. The exhaust balance port 401 at the top of the hydraulic transmission cylinder 4 ensures that air is smoothly discharged, so that the liquid can be completely filled to the target height. By calculating the required liquid level height and driving the metering delivery pump 103 to deliver a specific volume of liquid, the liquid level can be accurately maintained at the target height, realizing digital and quantitative control of the load size.

[0038] like Figure 1 , Figure 2 , Figure 3, Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 As shown, preferably, torque and speed sensors 104 are provided between the test pulley mounting shaft 2 and the shaft end of the drive motor 201, and between the load pulley mounting shaft 3 and the load drive shaft 301. These two torque and speed sensors 104 are used to measure the torque value of their respective shaft segments and the rotational speed of the corresponding shafts in real time and online, so as to collect, display and record key parameters such as input and output torque, speed, power and efficiency in real time.

[0039] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 As shown, preferably, an annular rotating groove 406 is arranged around the middle of the side wall of the unit transmission chamber 404 of the device. A load transmission ring 5 is rotatably fitted in the middle of the annular rotating groove 406. A pump wheel blade 501 is arranged around the inner side of the load transmission ring 5, and a counterweight load wheel 6 is arranged around the outer side of the load transmission ring 5. A rotating connecting ring 601 is arranged around the outer side of the counterweight load wheel 6. The counterweight load wheel 6 is rotatably connected to the fixed bracket 1 through the rotating connecting ring 601. The counterweight load wheel 6 is connected to the load transmission ring 5 through a clutch transmission mechanism 7 arranged between the counterweight load wheel 6 and the load transmission ring 5. Thus, during the test, when the load drive shaft 301 drives the vortex... When the impeller blade 302 rotates and agitates the liquid, the flowing liquid impacts the impeller blade 501, thereby transferring the kinetic energy of the liquid to the load transmission ring 5, driving it to rotate. On the outside of the load transmission ring 5, a counterweight load wheel 6 is fixedly arranged around it. The counterweight load wheel 6 is a metal ring with a large mass, such as a cast iron ring. Its mass is precisely calculated to provide a specific moment of inertia. The outside of the counterweight load wheel 6 is supported on a rotating connecting ring 601 by a bearing. The rotating connecting ring 601 is rotatably connected to the fixed bracket 1 by a bracket, ensuring that the counterweight load wheel 6 and the load transmission ring 5 can rotate independently as a whole.

[0040] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8As shown, preferably, the clutch transmission mechanism 7 of the device includes an annular friction plate 701 surrounding the inner side of the counterweight load wheel 6. Multiple engagement grooves 702 are evenly arranged around the outer side of the load transmission ring 5. A friction transmission pad 703 is also engaged in the middle of the engagement grooves 702. A traction spring 704 is arranged inside the friction transmission pad 703. The two ends of the traction spring 704 are respectively connected to the friction transmission pad 703 and the load transmission ring 5. The preload force provided by the spring pulls the friction transmission pad 703 inward, causing it to disengage from the annular friction plate 701. When the load transmission ring 5 is driven to rotate by the fluid flow, the friction transmission pad 703 rotates along with it. At lower speeds, the centrifugal force generated by the friction transmission pad 703 is insufficient to overcome the preload force of the traction spring 704. Therefore, the friction transmission pad 703 remains in the retracted position, separated from the annular friction plate 701, and the clutch is disengaged. As the rotational speed of the load transmission ring 5 gradually increases, the centrifugal force generated by the friction transmission pad 703 also increases. When the rotational speed reaches a preset critical value, the centrifugal force will overcome the preload of the spring and push the friction transmission pad 703 to slide outward radially, eventually pressing its outer surface against the annular friction plate 701. Through the frictional torque generated between the two, the power of the load transmission ring 5 is transmitted to the counterweight load wheel 6, causing it to start rotating. The clutch then enters the engagement state, so the device can automatically sense the change in rotational speed and engage automatically when the predetermined threshold is reached, without the need for external control unit intervention. This realistically simulates the load characteristics of many accessories in a car engine, such as centrifugal fans and water pumps, i.e., the phenomenon that their resistance increases significantly with increasing rotational speed. The engagement process relies on the centrifugal force to gradually increase the frictional force, making the application of load a smooth and gradual process rather than a sudden impact, thus more accurately reproducing the real working conditions.

[0041] The automotive crankshaft pulley detection device provided by this utility model precisely controls the liquid level by controlling the amount of liquid injected into the hydraulic transmission cylinder 4, thereby changing the number and working area of ​​the submerged turbine blades 302, and realizing stepless, continuous, and precise adjustment of the load from zero to maximum. It overcomes the shortcomings of traditional counterweight methods, which can only change the load in stages and jumps, and can more accurately simulate various complex actual working conditions.

[0042] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this utility model is limited to these examples; within the framework of this utility model, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of the different aspects of this utility model as described above, which are not provided in the details for the sake of brevity. Any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A device for detecting a crank pulley of an automobile, comprising a fixed support (1), characterized in that, Also includes: The test pulley mounting shaft (2) is rotatably positioned in the middle of the fixed bracket (1), and a drive motor (201) is connected to the rear end of the test pulley mounting shaft (2); The load pulley mounting shaft (3) is arranged parallel to the outside of the test pulley mounting shaft (2). The load pulley mounting shaft (3) is rotatably connected to the middle of the fixed bracket (1). The rear end of the test pulley mounting shaft (2) is connected to a load drive shaft (301). A hydraulic transmission cylinder (4) is vertically arranged below the fixed support (1). Multiple spacer plates (402) are evenly arranged in parallel inside the hydraulic transmission cylinder (4). The multiple spacer plates (402) divide the inside of the hydraulic transmission cylinder (4) into multiple unit transmission chambers (404). A connecting conveying port (403) is provided in the middle of the spacer plate (402). Adjacent unit transmission chambers (404) are connected to each other through the connecting conveying port (403). A central bushing (405) is located at the center of the hydraulic transmission cylinder (4) and the spacer enclosure plate (402). The load drive shaft (301) is rotatably connected to the hydraulic transmission cylinder (4) and the spacer enclosure plate (402) through the central bushing (405). Turbine blades (302) are rotatably arranged inside the unit transmission chamber (404). All turbine blades (302) inside the unit transmission chamber are connected to the load drive shaft (301). The load drive shaft (301) drives all turbine blades (302) to rotate synchronously. An adjusting delivery pipe (101) is connected to the bottom end of the hydraulic transmission cylinder (4). The top end of the hydraulic transmission cylinder (4) is provided with an exhaust balance port (401). The inside of the hydraulic transmission cylinder (4) is filled with liquid.

2. The automobile crank pulley detection device according to claim 1, characterized by The other end of the regulating delivery pipe (101) is connected to a liquid storage tank (102), and a metering delivery pump (103) is provided in the middle of the regulating delivery pipe (101).

3. The apparatus for detecting a crank pulley of an automobile according to claim 1, characterized by Torque and speed sensors (104) are provided between the test pulley mounting shaft (2) and the shaft end of the drive motor (201) and between the load pulley mounting shaft (3) and the load drive shaft (301).

4. The apparatus for detecting a crank pulley of an automobile according to claim 1, characterized by The side wall of the unit transmission chamber (404) is provided with an annular rotating groove (406), and a load transmission ring (5) is rotatably fitted in the middle of the annular rotating groove (406). Pump wheel blades (501) are provided on the inner side of the load transmission ring (5).

5. The apparatus for detecting a crank pulley of an automobile according to claim 4, characterized by A counterweight load wheel (6) is arranged around the outer side of the load transmission ring (5), and a rotating connecting ring (601) is arranged around the outer side of the counterweight load wheel (6). The counterweight load wheel (6) is rotatably connected to the fixed bracket (1) through the rotating connecting ring (601). The counterweight load wheel (6) is connected to the load transmission ring (5) through a clutch transmission mechanism (7) arranged between it and the load transmission ring (5).

6. The apparatus for detecting a crank pulley of an automobile according to claim 5, characterized by The clutch transmission mechanism (7) includes an annular friction plate (701) surrounding the inner side of the counterweight load wheel (6). The outer side of the load transmission ring (5) is uniformly surrounded by a plurality of fitting grooves (702). A friction transmission pad (703) is fitted in the middle of the fitting groove (702). A traction spring (704) is provided on the inner side of the friction transmission pad (703). The two ends of the traction spring (704) are respectively connected to the friction transmission pad (703) and the load transmission ring (5).

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