Adjustable equivalent ring for crankshaft dynamic balancing test

Abstract

The utility model discloses an adjustable equivalent ring for crankshaft dynamic balance test relates to machining technical field, including equivalent ring upper ring, equivalent ring lower ring and connecting bolt, and equivalent ring upper ring is connected with equivalent ring lower ring through two connecting bolts, forms the annular cavity of setting in the crank connecting rod neck, and equivalent ring upper ring is assembled as annular structure with equivalent ring lower ring through two connecting bolts, sets up on the crank connecting rod neck, simulates the weight of accessories such as connecting rod, piston, processes two counterweight holes respectively in the circumferential symmetry position of upper ring and lower ring, adjusts through the combination of counterweight gasket and adjusting bolt, replaces the mode of traditional "marking reference + directional assembly", ensures equivalent ring overall quality uniform, need not rely on artificial marking and direction adjustment, and the traditional structure is easy to scratch connecting rod neck journal surface because of repeatedly adjusting direction, and the improved equivalent ring can be assembled in any direction, reduces the number of disassembly debugging, reduces the rework repair rate.

Description

Technical Field

[0001] This utility model relates to the field of machining technology, and in particular to an adjustable equivalent ring for crankshaft dynamic balancing tests. Background Technology

[0002] Crankshaft dynamic balancing test is a key process in crankshaft production and processing. By removing excess weight from the crankshaft, its dynamic imbalance meets the design requirements (e.g., <150g.cm), thereby avoiding noise and affecting the service life of the engine due to excessive dynamic imbalance during operation. In the test, the balancing ring is used as a measuring tool to simulate the weight of accessories such as connecting rods and pistons, and its structural design directly affects the test accuracy and operating efficiency.

[0003] In practical applications, the equivalent ring used for crankshaft dynamic balancing tests typically needs to have the following functional characteristics:

[0004] 1. Weight simulation accuracy: The weight of the accessories needs to be accurately simulated to ensure that the dynamic balance test results reflect the actual operating state of the crankshaft;

[0005] 2. Assembly stability: The clearance between the crankshaft and connecting rod journal must be controlled within 0.03-0.05mm, and the roughness of the inner arc surface must be ≤Ra0.4 to reduce wear;

[0006] 3. Uniformity of mass distribution: The overall mass distribution must be uniform to avoid experimental errors caused by the shift of the center of gravity.

[0007] Currently, traditional equivalent ring structures (such as the original split upper ring, lower ring and connecting bolt combination) mainly achieve their functions in the following ways: the split upper ring and lower ring are connected by bolts and fitted onto the crankshaft connecting rod journal; the weight requirements are achieved through quality control during processing, but no dynamic counterweight adjustment structure is set.

[0008] However, the traditional implementation method described above still has the following problems: During the machining process, the upper and lower rings of the traditional equivalent ring are prone to shifting of the overall center of gravity due to mass distribution errors. During testing, each equivalent ring needs to be marked and assembled strictly in a fixed direction. Operators need to repeatedly adjust the position to ensure consistency, resulting in high labor intensity and low efficiency. Furthermore, the repeated adjustment of the equivalent ring assembly direction can easily scratch the crankshaft connecting rod journal surface, leading to rework and affecting product qualification rate. This method is only suitable for crankshafts with symmetrical structures and uniform mass (such as straight 6-cylinder and 12-cylinder crankshafts). For V8, V6, and 3-cylinder crankshafts with phase distribution... For asymmetrical crankshafts (phase 90°, 120°, 30°), the weight of accessories cannot be simulated by the structure itself, requiring the design of a special equivalent ring, which is costly and has poor versatility. To address the above problems, this application proposes an adjustable equivalent ring structure. By setting symmetrical counterweight holes on the upper and lower rings of the equivalent ring and equipping it with counterweight shims and adjusting bolts, dynamic adjustment of mass distribution can be achieved. This structure can make the dynamic imbalance of the equivalent ring ≤5g.cm, supports assembly in any direction, avoids crankshaft scratches, and is applicable to various asymmetrical crankshafts, significantly improving the accuracy and efficiency of dynamic balancing tests. Utility Model Content

[0009] To address the shortcomings of existing technologies, this invention provides an adjustable equivalent ring for crankshaft dynamic balancing tests. This solves the problems of traditional equivalent rings, where the upper and lower rings are prone to shifting of the overall center of gravity due to mass distribution errors during processing. Furthermore, each equivalent ring needs to be marked and assembled strictly in a fixed direction during testing, requiring repeated adjustments by the operator to ensure consistency. This process is labor-intensive and inefficient. Additionally, the repeated adjustments to the equivalent ring assembly direction can easily scratch the crankshaft connecting rod journal surface, leading to rework and affecting product yield.

[0010] To achieve the above objectives, this utility model provides the following technical solution:

[0011] An adjustable equivalent ring for crankshaft dynamic balancing tests includes an upper equivalent ring, a lower equivalent ring, and connecting bolts. The upper and lower equivalent rings are connected by two connecting bolts to form an annular cavity fitted onto the crankshaft connecting rod journal. The upper and lower equivalent rings are respectively provided with two counterweight holes at symmetrical positions on their circumferences. Counterweight shims and adjusting bolts are installed in the counterweight holes. The mounting holes of the connecting bolts are staggered from the counterweight holes.

[0012] Preferably, the dynamic imbalance of the equivalent ring can be adjusted to ≤5g.cm by increasing or decreasing the number of shims or adjusting the position of the bolts. The upper ring and lower ring of the equivalent ring are provided with annular de-weighting grooves at corresponding positions. The annular de-weighting grooves are semi-circular in design.

[0013] Preferably, the inner arc surface roughness of the upper and lower equivalent rings is ≤Ra0.4, and the fit clearance between the upper and lower equivalent rings and the crankshaft connecting rod journal is 0.03-0.05mm. The equivalent ring is suitable for dynamic balancing tests of crankshafts with asymmetrical phase distribution, such as V8 crankshafts, V6 crankshafts, and 3-cylinder crankshafts, to simulate the weight of accessories such as connecting rods, pistons, and piston pins.

[0014] Compared with the prior art, the present invention has the following beneficial effects:

[0015] 1. Traditional structures are prone to scratching the connecting rod journal surface due to repeated directional adjustments. The improved equivalent ring can be assembled in any direction, reducing the number of disassembly and adjustment times, lowering the rework and repair rate. Operators do not need to constantly pay attention to the assembly direction and position of the equivalent ring, eliminating tedious steps such as marking and scribing, reducing labor intensity by about 50%, shortening the time for a single dynamic balancing adjustment, avoiding downtime losses caused by directional adjustments, increasing production efficiency by about 30%, and controlling the dynamic imbalance of the equivalent ring to ≤5g.cm, ensuring accurate crankshaft dynamic balancing test results, indirectly improving engine operation stability, reducing noise, and extending service life.

[0016] 2. Applicable to crankshafts with asymmetrical phase distribution such as V8, V6, and 3-cylinder (e.g., 90°, 120°, 30° phase), covering various types of crankshafts such as UAVs, outboard motors, and heavy trucks. When the equivalent ring thickness is large, the weight is reduced through the annular deweighting groove, improving the ease of handling, while not affecting the structural strength and balance accuracy. The uniform mass distribution reduces the wear between the equivalent ring and the crankshaft, extending the service life of the measuring tool. It eliminates the need for manual experience adjustment, making the dynamic balancing test process more standardized and facilitating mass production and quality control. Attached Figure Description

[0017] The above description is only an overview of the technical solution of this utility model. In order to better understand the technical means of this utility model and to implement it in accordance with the contents of the specification, the preferred embodiments of this utility model are described in detail below with reference to the accompanying drawings.

[0018] Figure 1 This is a structural diagram of the equivalent ring of this utility model;

[0019] Figure 2 This is a structural diagram of the annular de-weighting groove of this utility model.

[0020] Legend: 1. Upper ring of the equivalent ring; 2. Lower ring of the equivalent ring; 3. Connecting bolt; 4. Counterweight shim; 5. Adjusting bolt; 6. Annular weight-removing groove. Detailed Implementation

[0021] This application provides an adjustable equivalent ring for crankshaft dynamic balancing tests. It effectively solves the problems of traditional equivalent rings, where mass distribution errors during manufacturing cause overall center of gravity shifts. Traditional rings require marking each ring and strict alignment during testing, necessitating repeated adjustments to ensure consistency, resulting in high labor intensity and low efficiency. Furthermore, repeated adjustments can scratch crankshaft connecting rod journal surfaces, leading to rework and affecting product yield. This application proposes an adjustable equivalent ring structure. By setting symmetrical counterweight holes on the upper and lower rings and equipping them with counterweight shims and adjusting bolts, dynamic adjustment of mass distribution is achieved. This structure allows for dynamic imbalance of the equivalent ring ≤5g.cm, supports assembly in any direction, avoids crankshaft scratches, and is applicable to various asymmetrical crankshafts, significantly improving the accuracy and efficiency of dynamic balancing tests.

[0022] Example

[0023] like Figure 1 and Figure 2 As shown, the technical solution in this application embodiment effectively solves the technical problems of traditional equivalent rings, where the upper and lower rings are prone to shifting of the overall center of gravity due to mass distribution errors during processing. During testing, each equivalent ring needs to be marked and assembled strictly in a fixed direction. Operators need to repeatedly adjust the position to ensure consistency, resulting in high labor intensity and low efficiency. Furthermore, the repeated adjustment of the equivalent ring assembly direction can easily scratch the crankshaft connecting rod journal surface, leading to rework and affecting product qualification rate. The overall approach is as follows:

[0024] To address the problems existing in the prior art, this utility model provides an adjustable equivalent ring for crankshaft dynamic balancing tests, comprising an upper equivalent ring 1, a lower equivalent ring 2, and connecting bolts 3. The upper equivalent ring 1 and the lower equivalent ring 2 are connected by two connecting bolts 3 to form an annular cavity fitted onto the crankshaft connecting rod journal. Two counterweight holes are respectively provided at symmetrical positions on the circumference of the upper equivalent ring 1 and the lower equivalent ring 2. Counterweight shims 4 and adjusting bolts 5 are fitted into the counterweight holes. The mounting holes of the connecting bolts 3 are staggered from the counterweight holes. The upper equivalent ring 1 and the lower equivalent ring 2 are assembled into an annular structure by two connecting bolts 3 and fitted onto the crankshaft connecting rod journal to simulate the weight of accessories such as connecting rods and pistons. Two counterweight holes are machined at symmetrical positions on the circumference of the upper and lower rings, with included angles of 25°≤X°≤35° and 30°≤Y°≤65°, respectively. Avoiding the pre-assembled counterweight shims 4 and adjusting bolts 5 inside the bolt holes, ensure the total weight of the equivalent ring reaches the Mg required by the drawing. Install the assembled equivalent ring on a standard mandrel and place it on a dynamic balancing machine for initial dynamic balancing testing. Check if the mass distribution is uniform. If the test shows that the mass is concentrated near a certain counterweight hole, such as hole A, reduce the number of counterweight shims 4 in that hole and transfer the shims to a symmetrically positioned counterweight hole, such as hole D. If the mass distribution is uneven, the local mass can be further fine-tuned by adjusting the screwing depth of the adjusting bolts 5. Repeat the above steps until the dynamic imbalance of the equivalent ring is ≤5g.cm, ensuring uniform mass distribution. Crankshaft dynamic balancing machining: Fix the adjusted equivalent ring on the crankshaft connecting rod journal, and use a dynamic balancing machine to drill and remove weight from the crankshaft, so that the dynamic imbalance of the crankshaft is <150g.cm, meeting the engine assembly requirements.

[0025] The counterweight shims 4 and adjusting bolts 5 can adjust the dynamic imbalance of the equivalent ring to ≤5g.cm by increasing or decreasing the number of shims or adjusting the position of the bolts. The upper ring 1 and lower ring 2 of the equivalent ring have corresponding annular de-weighting grooves 6, which are semi-circular in design. The surface roughness of the inner arc surfaces of the upper ring 1 and lower ring 2 is ≤Ra0.4. The clearance between the upper ring 1 and lower ring 2 and the crankshaft connecting rod journal is 0.03-0.05mm. The equivalent ring is suitable for dynamic balancing tests of crankshafts with asymmetrical phase distribution, such as V8 crankshafts, V6 crankshafts, and 3-cylinder crankshafts, simulating the weight of accessories such as connecting rods, pistons, and piston pins. Adjustment is achieved through a combination of counterweight shims 4 and adjusting bolts 5, replacing the traditional "marking reference + directional assembly" method. This ensures uniform overall mass of the equivalent ring and eliminates the need for manual marking and directional adjustment. Traditional structures are prone to scratching the connecting rod journal surface due to repeated directional adjustments. The improved equivalent ring can be assembled in any direction, reducing the number of disassembly and adjustment cycles. This technology reduces rework and repair rates, eliminating the need for operators to constantly monitor the assembly direction and position of the balancing ring. It eliminates tedious steps such as marking and scribing, reducing labor intensity by approximately 50%. The time required for a single dynamic balancing test is shortened, avoiding downtime losses due to directional adjustments, and increasing production efficiency by approximately 30%. The dynamic imbalance of the balancing ring is controlled to ≤5g.cm, ensuring accurate crankshaft dynamic balancing test results, indirectly improving engine stability, reducing noise, and extending lifespan. It is suitable for crankshafts with asymmetrical phase distributions (such as 90°, 120°, and 30° phases) such as V8, V6, and 3-cylinder models, covering various types of crankshafts including drones, outboard motors, and heavy-duty trucks. When the balancing ring thickness is large, the weight is reduced through the annular de-weighting groove 6, improving handling convenience without affecting structural strength and balance accuracy. Uniform mass distribution reduces wear on the balancing ring and crankshaft, extending the service life of the measuring instrument. It eliminates the need for manual experience adjustments, making the dynamic balancing test process more standardized and facilitating mass production and quality control.

[0026] Working principle:

[0027] The upper ring 1 and lower ring 2 of the equivalent ring are assembled into a ring structure by two connecting bolts 3, and fitted onto the crankshaft connecting rod journal to simulate the weight of the connecting rod, piston, and other accessories. Two counterweight holes are machined at symmetrical positions on the circumference of the upper and lower rings, with included angles of 25°≤X°≤35° and 30°≤Y°≤65° respectively, avoiding the pre-assembled counterweight shims 4 and adjusting bolts 5 inside the bolt holes, so that the total weight of the equivalent ring reaches the Mg required by the drawing. The assembled equivalent ring is installed on a standard mandrel and placed on a dynamic balancing machine for initial dynamic balancing test to check whether the mass distribution is uniform. If the test shows that the mass is concentrated in a certain counterweight hole, the test will be performed. Nearby, such as hole A, reduce the number of counterweight shims 4 in that hole and transfer the shims to counterweight holes in symmetrical positions, such as hole D. If the uneven mass distribution is significant, the local mass can be further fine-tuned by adjusting the screwing depth of bolt 5. Repeat the above steps until the dynamic imbalance of the equivalent ring is ≤5g.cm, ensuring uniform mass distribution. Crankshaft dynamic balancing machining fixes the properly adjusted equivalent ring on the crankshaft connecting rod journal. Using a dynamic balancing machine, the crankshaft is drilled to remove weight, ensuring the dynamic imbalance of the crankshaft is <150g.cm, meeting engine assembly requirements. This is achieved through the combination of counterweight shims 4 and adjusting bolt 5, replacing the transmission... The improved system uses a "marking reference + directional assembly" method to ensure uniform overall quality of the equipotential ring. It eliminates the need for manual marking and orientation adjustments. Traditional structures are prone to scratching the connecting rod journal surface due to repeated orientation adjustments. The improved equipotential ring can be assembled in any orientation, reducing the number of disassembly and adjustment cycles, lowering rework and repair rates. Operators no longer need to constantly monitor the assembly direction and position of the equipotential ring, eliminating tedious steps such as marking and scribing. This reduces labor intensity by approximately 50%, shortens the time for a single dynamic balancing adjustment, avoids downtime losses due to orientation adjustments, and increases production efficiency by approximately 30%. The dynamic imbalance of the equipotential ring is controlled to ≤5g.cm, ensuring crankshaft dynamic balance. The dynamic balancing test results are accurate, indirectly improving the stability of engine operation, reducing noise, and extending life. It is suitable for crankshafts with asymmetrical phase distribution such as V8, V6, and 3-cylinder (e.g., phases of 90°, 120°, and 30°), covering various types of crankshafts such as drones, outboard motors, and heavy trucks. When the equivalent ring thickness is large, the weight is reduced by the annular deweighting groove 6, improving the ease of handling without affecting structural strength and balance accuracy. The uniform mass distribution reduces wear on the equivalent ring and crankshaft, extending the service life of the measuring tool. It eliminates the need for manual experience adjustments, making the dynamic balancing test process more standardized and facilitating mass production and quality control.

[0028] Finally, it should be noted that the above embodiments are merely examples for clearly illustrating the present invention and are not intended to limit the implementation. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the protection scope of this invention.

Claims

1. An adjustable equivalent ring for crankshaft dynamic balancing tests, comprising an upper equivalent ring (1), a lower equivalent ring (2), and connecting bolts (3), characterized in that, The upper ring (1) and the lower ring (2) of the equivalent ring are connected by two connecting bolts (3) to form an annular cavity fitted onto the crankshaft connecting rod journal; Among them, the upper ring (1) and the lower ring (2) of the equivalent ring are respectively provided with two counterweight holes at symmetrical positions on the circumference, and counterweight pads (4) and adjusting bolts (5) are installed in the counterweight holes.

2. The adjustable equivalent ring for crankshaft dynamic balancing tests as described in claim 1, characterized in that: The mounting holes of the connecting bolts (3) are offset from the counterweight holes.

3. The adjustable equivalent ring for crankshaft dynamic balancing tests as described in claim 1, characterized in that: The counterweight shims (4) and adjusting bolts (5) can adjust the dynamic imbalance of the equivalent ring to ≤5g.cm by increasing or decreasing the number of shims or adjusting the position of the bolts.

4. An adjustable equivalent ring for crankshaft dynamic balancing tests as described in claim 1, characterized in that: The upper ring (1) and lower ring (2) of the equivalent ring are provided with annular de-weighting grooves (6) at corresponding positions.

5. An adjustable equivalent ring for crankshaft dynamic balancing tests as described in claim 4, characterized in that: The annular de-weighting groove (6) is a semi-circular design.

6. An adjustable equivalent ring for crankshaft dynamic balancing tests as described in claim 1, characterized in that: The inner arc surface roughness of the upper ring (1) and the lower ring (2) of the equivalent ring is ≤ Ra0.

4.

7. An adjustable equivalent ring for crankshaft dynamic balancing tests as described in claim 1, characterized in that: The clearance between the upper equivalent ring (1) and the lower equivalent ring (2) and the crankshaft connecting rod journal is 0.03-0.05 mm.

8. An adjustable equivalent ring for crankshaft dynamic balancing tests as described in claim 1, characterized in that: Equivalent rings are suitable for dynamic balancing tests of crankshafts with asymmetrical phase distribution, such as V8 crankshafts, V6 crankshafts, and 3-cylinder crankshafts, simulating the weight of connecting rods, pistons, and piston pins.

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