Engine crankshaft rear oil seal end face runout detection tool

Abstract

The utility model discloses an engine crankshaft rear oil seal end face runout detection frock, it includes positioning mechanism and detection mechanism, the positioning mechanism is columnar structure, it has the first positioning portion and second positioning portion who connects in proper order, the first positioning portion is used to slide and enter the axle hole of rear axle journal of crankshaft, the second positioning portion is used to with the end surface of rear axle journal and the detection mechanism is connected, the axle body with positioning mechanism coaxial arrangement, one end of axle body with positioning mechanism rotatory connection. The utility model has the beneficial effect that: this engine crankshaft rear oil seal end face runout detection frock can detect the circumferential runout of the first end face and the second end face of rear oil seal simultaneously, and the height difference can be calculated according to the difference of the first end face and the second end face detection, can reduce the circumferential runout value error of the first end face and the second end face of rear oil seal, improve the measurement accuracy of height difference.

Description

Technical Field

[0001] This utility model relates to the field of oil seal testing technology, and in particular to a tooling for detecting runout of the rear oil seal end face of an engine crankshaft. Background Technology

[0002] The engine crankshaft rear oil seal, also commonly known as the main rear oil seal, is a crucial sealing element in the engine lubrication system. It is installed at the rear end of the engine block, and its primary function is to seal the gap between the rotating crankshaft and the stationary engine block, preventing engine oil from leaking out through this gap. Figure 1 - Figure 2 As shown, during engine assembly, the rear oil seal 1 is first pressed into the seat hole 21 of the cylinder block 2, and then the rear journal 31 of the crankshaft 3 is passed through the central hole of the rear oil seal 1 to ensure that the elastic lip of the rear oil seal 1 tightly holds the rear journal 31 of the crankshaft 3 (that is, the root of the flange connected to the flywheel). After the rear journal 31 of the crankshaft 3 and the rear oil seal 1 are assembled, the circumferential runout of the first end face 11 and the second end face 12 of the rear oil seal 1 needs to be checked, and the height difference between the first end face 11 and the second end face 12 of the rear oil seal 1 also needs to be checked to ensure the installation accuracy of the rear oil seal 1 and avoid oil leakage caused by misalignment of the rear oil seal 1, thereby protecting the performance and service life of the internal engine components.

[0003] Existing oil seal end face runout detection fixtures (such as the end runout detection device for engine crankshaft oil seals disclosed in application number 202311042414.6) can only detect the circumferential runout of one end face at a time, and cannot simultaneously detect the circumferential runout of the first and second end faces of the rear oil seal. If this fixture is used to detect the circumferential runout and height difference of the first and second end faces of the rear oil seal, the first and second end faces of the rear oil seal need to be detected separately, and the height difference is calculated based on the difference between the two detections. This method is prone to causing large errors in the circumferential runout values ​​of the first and second end faces of the rear oil seal, reducing the measurement accuracy of the height difference. Utility Model Content

[0004] The purpose of this utility model is to overcome the above-mentioned technical deficiencies and propose a tooling for detecting the runout of the rear oil seal end face of an engine crankshaft. This solves the technical problem that the existing tooling for detecting the runout of the oil seal end face cannot simultaneously detect the circumferential runout of the first and second end faces of the rear oil seal, which easily leads to large errors in the circumferential runout values ​​of the first and second end faces of the rear oil seal, thus reducing the measurement accuracy of the height difference.

[0005] To achieve the above technical objectives, the present invention provides a tooling for detecting runout of the rear oil seal end face of an engine crankshaft, comprising: The positioning mechanism is a columnar structure with a first positioning part and a second positioning part connected in sequence. The first positioning part is used to slide into the shaft hole of the rear journal of the crankshaft, and the second positioning part is used to abut against the end face of the rear journal. The testing mechanism includes a shaft, a plate, and two dial indicators. The shaft is coaxially arranged with the positioning mechanism, and one end of the shaft is rotatably connected to the positioning mechanism. The plate is connected to the shaft. The two dial indicators are both located on the side of the shaft and are both connected to the plate. The probes of the two dial indicators are respectively used to abut against the first end face and the second end face of the rear oil seal.

[0006] Furthermore, the positioning mechanism includes a base, a plurality of first positioning shafts, a plurality of second positioning shafts, and a driving assembly. The first positioning shafts are arranged in a circular array to enclose a first positioning interval. One end of each first positioning shaft is slidably connected to one end of the base, and the other end of each first positioning shaft forms a first positioning part. The second positioning shafts are also arranged in a circular array to enclose a second positioning interval. One end of each second positioning shaft is slidably connected to the other end of the base. The second positioning interval is coaxial with the first positioning interval, and the other end of each second positioning shaft forms a second positioning part. The driving assembly is connected to both the first and second positioning shafts and is used to drive the first and second positioning shafts to retract or separate from each other to adjust the diameter of the first and second positioning intervals. It also causes the other end of each first positioning shaft to abut against the wall of the shaft hole of the rear journal, and the other end of each second positioning shaft to abut against the end face of the rear journal.

[0007] Furthermore, the base is a cylindrical structure sealed at both ends.

[0008] Furthermore, a plurality of first through holes are provided on the arc-shaped wall at one end of the base, and each of the first through holes is distributed in a ring array structure, with each of the first positioning shafts sliding through each of the first through holes in a one-to-one correspondence.

[0009] Furthermore, a plurality of second through holes are provided on the arc-shaped wall at the other end of the seat body. Each of the second through holes is distributed in a ring array structure, and each of the second positioning shafts slides through each of the second through holes in a one-to-one correspondence.

[0010] Furthermore, the outer end of the first positioning shaft has a tapered structure. The drive assembly includes multiple connecting shafts, multiple elastic elements, and a transmission disk. Each connecting shaft is detachably connected to each of the first positioning shafts and each of the second positioning shafts, so that the corresponding first positioning shafts and second positioning shafts form an integral structure. One end of each elastic element is connected to the seat body, and the other end of each elastic element is connected to each of the first positioning shafts or each of the second positioning shafts, so that the tapered structure of the first positioning shaft is located outside the seat body. The transmission disk is coaxially rotatably disposed inside the seat body. The transmission disk has multiple arc-shaped grooves, which are distributed in a circular array structure. Each arc-shaped groove is slidably connected to each of the connecting shafts, so that each of the first positioning shafts moves synchronously.

[0011] Furthermore, a first screw hole is provided on the inner end of the first positioning shaft, a second screw hole is provided on the inner end of the second positioning shaft, a first thread and a second thread are provided on the connecting shaft, the connecting shaft passes through the first screw hole and the second screw hole, and is screwed to the first screw hole via the first thread, and screwed to the second screw hole via the second thread.

[0012] Furthermore, the middle part of the plate is detachably connected to the shaft, and the plate has a fixed state that is fixedly connected to the shaft and an active state that can move along the length direction of the shaft to adjust the distance between it and one end of the shaft.

[0013] Furthermore, the shaft is provided with a third thread, and a third threaded hole is opened in the middle of the plate, which is sleeved on the shaft through the third threaded hole, and the third threaded hole is screwed to the third thread.

[0014] Furthermore, both dial indicators are slidably connected to the plate body. The detection mechanism also includes two adjusting components, which are connected one-to-one with the two dial indicators to drive the two dial indicators to reciprocate along the length of the plate body, so as to adjust the distance between the dial indicators and the shaft body.

[0015] Compared with the prior art, the beneficial effects of this utility model include: In use, the first positioning part of the positioning mechanism is slidably inserted into the shaft hole of the rear journal of the crankshaft, and the second positioning part of the positioning mechanism is abutted against the end face of the rear journal. One hand applies force to the second positioning part to make it close to the end face of the rear journal, and the other hand applies force to the plate, which can make the shaft rotate around its own axis, thereby driving the two dial indicators to rotate one revolution. During the rotation of the two dial indicators, the circumferential runout of the first end face and the second end face of the rear oil seal can be detected respectively. The height difference between the first end face and the second end face can be calculated based on the difference between the two dial indicator readings. This crankshaft rear oil seal end face runout detection fixture can simultaneously detect the circumferential runout of the first end face and the second end face of the rear oil seal, and then calculate the height difference based on the difference between the first end face and the second end face readings, which can reduce the error of the circumferential runout value of the first end face and the second end face of the rear oil seal and improve the measurement accuracy of the height difference. Attached Figure Description

[0016] Figure 1 It is a three-dimensional structural diagram of the existing engine crankshaft rear oil seal and cylinder block assembly; Figure 2 This is a schematic diagram of the existing rear oil seal's three-dimensional structure; Figure 3 This is a three-dimensional structural schematic diagram of a tooling for detecting runout of the rear oil seal end face of an engine crankshaft provided by this utility model; Figure 4 This is a cross-sectional view of a tooling for detecting runout of the rear oil seal face of an engine crankshaft provided by this utility model; In the diagram: 1 - Rear oil seal, 11 - First end face, 12 - Second end face, 2 - Cylinder block, 21 - Seat hole, 3 - Crankshaft, 31 - Rear journal, 311 - Shaft hole, 100 - Positioning mechanism, 110 - Seat body, 111 - First through hole, 112 - Second through hole, 113 - Tube body, 114 - Sealing plate, 120 - First positioning shaft, 130 - Second positioning shaft, 140 - Drive assembly, 141 - Connecting shaft, 142 - Elastic element, 143 - Transmission disc, 1431 - Arc groove, 150 - Magnet, 200 - Detection mechanism, 210 - Shaft body, 220 - Plate body, 221 - Slide groove, 230 - Dial indicator, 240 - Adjusting element. Detailed Implementation

[0017] 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 the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this utility model and are not intended to limit this utility model.

[0018] This utility model provides a tooling for detecting runout of the rear oil seal end face of an engine crankshaft, the structure of which is as follows: Figure 3- Figure 4 As shown, the device includes a positioning mechanism 100 and a detection mechanism 200. The positioning mechanism 100 is a columnar structure with a first positioning part and a second positioning part connected in sequence. The first positioning part is used to slide into the shaft hole 311 of the rear journal 31 of the crankshaft 3, and the second positioning part is used to abut against the end face of the rear journal 31. The detection mechanism 200 includes a shaft body 210, a plate body 220, and two dial indicators 230. The shaft body 210 is coaxially arranged with the positioning mechanism 100, and one end of the shaft body 210 is rotatably connected to the positioning mechanism 100. The plate body 220 is connected to the shaft body 210. The two dial indicators 230 are both arranged on the side of the shaft body 210 and are both connected to the plate body 220. The probes of the two dial indicators 230 are respectively used to abut against the first end face 11 and the second end face 12 of the rear oil seal 1.

[0019] In use, the first positioning part of the positioning mechanism 100 is slid into the shaft hole 311 of the rear journal 31 of the crankshaft 3, and the second positioning part of the positioning mechanism 100 is brought into contact with the end face of the rear journal 31. One hand applies force to the second positioning part, making it press against the end face of the rear journal 31, while the other hand applies force to the plate 220, causing the shaft 210 to rotate around its own axis. This drives the two dial indicators 230 to rotate one revolution. During one revolution of the two dial indicators 230, the rear oil level can be adjusted accordingly. The circumferential runout of the first end face 11 and the second end face 12 of the rear oil seal 1 is detected. The height difference between the first end face 11 and the second end face 12 can be calculated based on the difference between the two dial indicators 230. This engine crankshaft rear oil seal end face runout detection fixture can simultaneously detect the circumferential runout of the first end face 11 and the second end face 12 of the rear oil seal 1, and then calculate the height difference based on the difference between the first end face 11 and the second end face 12. This can reduce the error of the circumferential runout value of the first end face 11 and the second end face 12 of the rear oil seal 1 and improve the measurement accuracy of the height difference.

[0020] As a preferred embodiment, please refer to Figure 3 and Figure 4The positioning mechanism 100 includes a base 110, a plurality of first positioning axes 120, a plurality of second positioning axes 130, and a drive assembly 140. The first positioning axes 120 are arranged in a circular array to form a first positioning interval. One end of each first positioning axis 120 is slidably connected to one end of the base 110, and the other end of each first positioning axis 120 forms a first positioning part. The second positioning axes 130 are arranged in a circular array to form a second positioning interval. One end of each second positioning axis 130 is slidably connected to the other end of the base 110. The second positioning interval is coaxial with the first positioning interval, and the other end of each second positioning axis 130 forms a second positioning part. The drive assembly 140 is connected to each of the first positioning axes 120 and each of the second positioning axes 130. Shaft 130 is connected to drive each of the first positioning shafts 120 and each of the second positioning shafts 130 to retract or separate from each other, thereby adjusting the diameter of the first positioning interval and the second positioning interval, and causing the other end of each of the first positioning shafts 120 to abut against the hole wall of the shaft hole 311 of the rear journal 31, and also causing the other end of each of the second positioning shafts 130 to abut against the end face of the rear journal 31. By operating the drive assembly 140, the drive assembly 140 drives each of the first positioning shafts 120 and each of the second positioning shafts 130 to retract or separate from each other, thereby adjusting the diameter of the first positioning interval and the second positioning interval. This allows the positioning mechanism 100 to adapt to the rear journals 31 of crankshaft 3 with different diameters. The positioning mechanism 100 can adapt to the rear journals 31 of crankshaft 3 within a certain diameter range.

[0021] As a preferred embodiment, please refer to Figure 3 and Figure 4 The base 110 is a cylindrical structure with both ends sealed.

[0022] As a preferred embodiment, please refer to Figure 3 and Figure 4 The base 110 has a plurality of first through holes 111 on the arc-shaped wall at one end. The first through holes 111 are arranged in a ring array structure. The first positioning shafts 120 slide through the first through holes 111 in a one-to-one correspondence. The first through holes 111 can guide the first positioning shafts 120.

[0023] As a preferred embodiment, please refer to Figure 3 and Figure 4The other end of the seat 110 has a plurality of second through holes 112 on its arc-shaped wall. The second through holes 112 are arranged in a ring array structure. The second positioning shafts 130 slide through the second through holes 112 in a one-to-one correspondence. The second through holes 112 can guide the second positioning shafts 130.

[0024] As a preferred embodiment, please refer to Figure 3 and Figure 4 The base 110 includes a tube body 113 and two sealing plates 114. The tube body 113 has a plurality of first through holes 111 and a plurality of second through holes 112. The two sealing plates 114 are detachably and fixedly connected to the openings at both ends of the tube body 113, which facilitates the disassembly and assembly of the drive assembly 140 inside the tube body 113.

[0025] As a preferred embodiment, please refer to Figure 3 and Figure 4The outer end of the first positioning shaft 120 has a tapered structure. The drive assembly 140 includes multiple connecting shafts 141, multiple elastic elements 142, and a transmission disk 143. Each connecting shaft 141 is detachably connected to each of the first positioning shafts 120 and each of the second positioning shafts 130, so that the corresponding first positioning shafts 120 and second positioning shafts 130 form an integral structure. One end of each elastic element 142 is connected to the seat 110, and the other end of each elastic element 142 is connected to each of the first positioning shafts 120 or each of the second positioning shafts 130, so that the tapered structure of the first positioning shaft 120 is located outside the seat 110, and the transmission disk 143 rotates coaxially. The transmission disc 143, housed within the seat 110, has multiple arc-shaped grooves 1431 arranged in a circular array. Each arc-shaped groove 1431 is slidably connected to a corresponding connecting shaft 141, allowing the first positioning shafts 120 to move synchronously. As the seat 110 enters the shaft hole 311 of the rear journal 31 of the crankshaft 3, the conical structure of each first positioning shaft 120 abuts against the inner edge of the shaft hole 311. As the seat 110 continues to enter, each first positioning shaft 120 moves inward along the corresponding first through hole 111 due to the pressure from the inner edge of the shaft hole 311. The transmission disc 143 facilitates the movement of each first positioning shaft... The synchronous inward movement of the first positioning shafts 120 causes them to converge, reducing the diameter of the first positioning interval. Simultaneously, each second connecting shaft 141 moves inward along its corresponding second through hole 112, causing the second positioning shafts 130 to converge and reducing the diameter of the second positioning interval until each first connecting shaft 141 enters the shaft hole 311. The outer ends of each first connecting shaft 141 abut against the wall of the shaft hole 311 under the action of the corresponding elastic element 142. Then, the seat body 110 continues to move into the shaft hole 311 until the outer ends of each second connecting shaft 141 abut against the end face of the rear journal 31. When the seat body 110 exits the shaft hole 311... After being removed, each of the first positioning shafts 120 moves outward along the corresponding first through hole 111 under the action of the corresponding elastic element 142. Due to the action of the transmission disk 143, the first positioning shafts 120 move outward synchronously, thereby separating from each other. The diameter of the first positioning interval increases to its initial value. At the same time, each of the second connecting shafts 141 moves outward along the corresponding second through hole 112, thereby separating from each other. The diameter of the second positioning interval increases to its initial value. The synchronous retraction or separation of multiple first positioning shafts 120 and multiple second positioning shafts 130 can be achieved solely through a purely mechanical structure.No need to set up drivers or complex control systems, resulting in lower costs.

[0026] As a preferred embodiment, please refer to Figure 3 and Figure 4 The first positioning shaft 120 has a first screw hole on its inner end, and the second positioning shaft 130 has a second screw hole on its inner end. The connecting shaft 141 is provided with a first thread and a second thread. The connecting shaft 141 passes through the first screw hole and the second screw hole, and is screwed to the first screw hole via the first thread and to the second screw hole via the second thread. Thus, the first positioning shaft 120 and the second positioning shaft 130 can be quickly assembled and disassembled via the connecting shaft 141.

[0027] As a preferred embodiment, please refer to Figure 4 The elastic element 142 is a spring.

[0028] As a preferred embodiment, please refer to Figure 3 and Figure 4 The transmission disk 143 is coaxially rotatably mounted inside the base 110 via a bearing. Specifically, the outer ring of the bearing is coaxially fixedly connected to an inner end face of the base 110, and the inner ring of the bearing is coaxially fixedly connected to the transmission disk 143, ensuring smooth rotation and avoiding jamming.

[0029] As a preferred embodiment, please refer to Figure 3 and Figure 4 The positioning mechanism 100 also includes a plurality of magnets 150, each of which is fixedly connected to the outer end of each of the second connecting shafts 141. Each of the magnets 150 is also used to magnetically attract the end face of the rear journal 31. Since the rear journal 31 of the crankshaft 3 of the engine is made of iron, the positioning mechanism 100 is detachably fixedly connected to the rear journal 31 by magnetic attraction between the magnets 150 and the rear journal 31, preventing the seat 110 from rotating and improving the detection accuracy.

[0030] As a preferred embodiment, please refer to Figure 3 and Figure 4 One end of the shaft 210 is rotatably connected to the positioning mechanism 100 via a bearing. Specifically, the outer ring of the bearing is coaxially fixedly connected to the other outer end face of the seat 110, and the inner ring of the bearing is coaxially fixedly connected to one end of the shaft 210 to ensure smooth rotation and avoid jamming.

[0031] As a preferred embodiment, please refer to Figure 3 and Figure 4The middle part of the plate 220 is detachably connected to the shaft 210. The plate 220 has a fixed state that is fixedly connected to the shaft 210 and an active state that can move along the length direction of the shaft 210 to adjust the distance between it and one end of the shaft 210. By manipulating the plate 220, the plate 220 can be in an active state, thereby adjusting the distance between the plate 220 and one end of the shaft 210, and further adjusting the distance between the two dial indicators 230 and the positioning mechanism 100, so that the probes of the two dial indicators 230 abut against the first end face 11 and the second end face 12 of the rear oil seal 1, respectively.

[0032] As a preferred embodiment, please refer to Figure 3 and Figure 4 The shaft 210 is provided with a third thread, and the plate 220 is provided with a third threaded hole in the middle. The plate 220 is sleeved on the shaft 210 through the third threaded hole. The third threaded hole is screwed to the third thread. The position of the plate 220 on the shaft 210 can be conveniently adjusted by rotating the plate 220.

[0033] As a preferred embodiment, please refer to Figure 3 and Figure 4 Both dial indicators 230 are slidably connected to the plate 220. The detection mechanism 200 also includes two adjusting members 240, which are connected one-to-one with the two dial indicators 230. They are used to drive the two dial indicators 230 to reciprocate along the length of the plate 220 to adjust the distance between the dial indicator 230 and the shaft 210. By manipulating the adjusting members 240, the adjusting members 240 drive the two dial indicators 230 to reciprocate along the length of the plate 220, thereby adjusting the distance between the dial indicator 230 and the shaft 210. This allows the dial indicator 230 to adapt to rear oil seals 1 of different diameters. For rear oil seals 1 within a certain diameter range, the dial indicator 230 can be adapted.

[0034] As a preferred embodiment, please refer to Figure 3 and Figure 4 The plate 220 has two sliding grooves 221 that extend along its length. The dial indicator 230 is slidably connected to the two sliding grooves 221 in a one-to-one correspondence. The sliding grooves 221 can guide the dial indicator 230.

[0035] As a preferred embodiment, please refer to Figure 3 and Figure 4The adjusting component 240 is a screw rod, which is arranged along the length direction of the plate 220. The two ends of the screw rod are rotatably connected to the plate 220. The dial indicator 230 has a fourth screw hole and is sleeved on the screw rod through the fourth screw hole. The fourth screw hole is screwed to the screw rod. By rotating the screw rod in the forward or reverse direction, since the dial indicator 230 is screwed to the screw rod through the fourth screw hole and the dial indicator 230 is limited and guided by the slide groove 221, the dial indicator 230 can be driven to reciprocate along the length direction of the plate 220 during the forward or reverse rotation of the screw rod.

[0036] To better understand this utility model, the following is combined with... Figure 1 - Figure 4 The working principle of the technical solution of this utility model will be described in detail below: In use, the seat 110 is placed into the shaft hole 311 of the rear journal 31 of the crankshaft 3. As the seat 110 enters the shaft hole 311 of the rear journal 31 of the crankshaft 3, the tapered structures of each of the first positioning shafts 120 abut against the inner edge of the shaft hole 311. As the seat 110 continues to enter, each of the first positioning shafts 120 moves inward along the corresponding first through hole 111 due to the pressure from the inner edge of the shaft hole 311. Due to the action of the transmission disc 143, the first positioning shafts 120 move inward synchronously, thereby achieving mutual convergence of the first positioning shafts 120 and reducing the diameter of the first positioning interval. Simultaneously, each of the second connecting shafts 141 moves inward along the corresponding first through hole 111. The through hole 112 moves inward, causing the second positioning shafts 130 to retract towards each other, reducing the diameter of the second positioning interval until the first connecting shafts 141 enter the shaft hole 311. The outer ends of the first connecting shafts 141 abut against the wall of the shaft hole 311 under the action of the corresponding elastic element 142. Then, the seat 110 continues to move into the shaft hole 311 until the outer ends of the second connecting shafts 141 abut against the end face of the rear journal 31. At this point, the magnets 150 magnetically attract the end face of the rear journal 31, enabling a detachable and fixed connection between the seat 110 and the rear journal 31, preventing the seat 110 from rotating. Then, by rotating the screw in either the forward or reverse direction, the dial indicator 23... The dial indicator 230 is screwed to the screw via the fourth screw hole, and the dial indicator 230 is guided and limited by the slide groove 221. When the screw rotates in the forward or reverse direction, the dial indicator 230 can be driven to reciprocate along the length of the plate 220, so that the two dial indicators 230 correspond one-to-one with the first end face 11 and the second end face 12 of the rear oil seal 1. Then, by rotating the plate 220, the position of the plate 220 on the shaft 210 can be conveniently adjusted until the probes of the two dial indicators 230 abut against the first end face 11 and the second end face 12 of the rear oil seal 1. When a force is applied to the plate 220 by hand, the shaft 210 can be rotated around its own axis, thereby driving the two dial indicators 230 to move back and forth along the length of the plate 220. During one rotation of the dial indicator 230, the circumferential runout of the first end face 11 and the second end face 12 of the rear oil seal 1 can be detected respectively. The height difference between the first end face 11 and the second end face 12 can be calculated based on the difference measured by the two dial indicators 230. After the circumferential runout detection of the first end face 11 and the second end face 12 of the rear oil seal 1 is completed, the seat 110 is moved out of the shaft hole 311. After the seat 110 is moved out of the shaft hole 311, each of the first positioning shafts 120 moves outward along the corresponding first through hole 111 under the action of the corresponding elastic element 142. Due to the action of the transmission disc 143, the synchronous outward movement of each of the first positioning shafts 120 is achieved.This allows for the separation of the first positioning shafts 120, increasing the diameter of the first positioning interval to its initial value. Simultaneously, each of the second connecting shafts 141 moves outward along its corresponding second through hole 112, achieving the separation of the second positioning shafts 130 and increasing the diameter of the second positioning interval to its initial value. This engine crankshaft rear oil seal end face runout detection fixture can simultaneously detect the circumferential runout of the first end face 11 and the second end face 12 of the rear oil seal 1. Based on the difference between the detected values ​​of the first end face 11 and the second end face 12, the height difference is calculated, reducing the error in the circumferential runout value of the first end face 11 and the second end face 12 of the rear oil seal 1 and improving the measurement accuracy of the height difference.

[0037] The engine crankshaft rear oil seal end face runout detection fixture provided by this utility model has the following beneficial effects: (1) The crankshaft rear oil seal end face runout detection fixture of this engine can realize the synchronous mutual retraction or separation of multiple first positioning shafts 120 and multiple second positioning shafts 130 by relying solely on a purely mechanical structure, without the need for a driver and a complex control system, and has a low cost. (2) Since the diameter of the rear journal 31 of the crankshaft 3 is different, the diameter of the rear oil seal 1 is also different. The crankshaft rear oil seal end face runout detection tool of this engine can detect the runout of the first end face 11 and the second end face 12 of the rear oil seal 1 within a certain diameter range, and has strong compatibility. (3) The crankshaft rear oil seal end face runout detection fixture of this engine can simultaneously detect the circumferential runout of the first end face 11 and the second end face 12 of the rear oil seal 1, and then calculate the height difference based on the difference between the first end face 11 and the second end face 12. This can reduce the error of the circumferential runout value of the first end face 11 and the second end face 12 of the rear oil seal 1 and improve the measurement accuracy of the height difference.

[0038] The specific embodiments of this utility model described above do not constitute a limitation on the scope of protection of this utility model. Any other corresponding changes and modifications made based on the technical concept of this utility model should be included within the scope of protection of the claims of this utility model.

Claims

1. A tooling for detecting runout of the rear oil seal end face of an engine crankshaft, characterized in that, include: The positioning mechanism is a columnar structure with a first positioning part and a second positioning part connected in sequence. The first positioning part is used to slide into the shaft hole of the rear journal of the crankshaft, and the second positioning part is used to abut against the end face of the rear journal. The testing mechanism includes a shaft, a plate, and two dial indicators. The shaft is coaxially arranged with the positioning mechanism, and one end of the shaft is rotatably connected to the positioning mechanism. The plate is connected to the shaft. The two dial indicators are both located on the side of the shaft and are both connected to the plate. The probes of the two dial indicators are respectively used to abut against the first end face and the second end face of the rear oil seal.

2. The engine crankshaft rear oil seal end face runout detection fixture according to claim 1, characterized in that, The positioning mechanism includes a base, multiple first positioning shafts, multiple second positioning shafts, and a drive assembly. The first positioning shafts are arranged in a circular array to form a first positioning interval. One end of each first positioning shaft is slidably connected to one end of the base, and the other end of each first positioning shaft forms a first positioning part. The second positioning shafts are also arranged in a circular array to form a second positioning interval. One end of each second positioning shaft is slidably connected to the other end of the base. The second positioning interval is coaxial with the first positioning interval, and the other end of each second positioning shaft forms a second positioning part. The drive assembly is connected to both the first and second positioning shafts and is used to drive the first and second positioning shafts to retract or separate, thereby adjusting the diameter of the first and second positioning intervals. It also causes the other end of each first positioning shaft to abut against the wall of the shaft hole in the rear journal, and the other end of each second positioning shaft to abut against the end face of the rear journal.

3. The engine crankshaft rear oil seal end face runout detection fixture according to claim 2, characterized in that, The base is a cylindrical structure sealed at both ends.

4. The engine crankshaft rear oil seal end face runout detection fixture according to claim 3, characterized in that, Multiple first through holes are provided on the arc-shaped wall at one end of the base. Each of the first through holes is distributed in a ring array structure, and each of the first positioning shafts slides through each of the first through holes in a one-to-one correspondence.

5. The engine crankshaft rear oil seal end face runout detection fixture according to claim 3, characterized in that, Multiple second through holes are provided on the arc-shaped wall at the other end of the base. Each second through hole is distributed in a ring array structure, and each second positioning shaft slides through each second through hole in a one-to-one correspondence.

6. The engine crankshaft rear oil seal end face runout detection fixture according to claim 3, characterized in that, The outer end of the first positioning shaft is a tapered structure. The driving assembly includes multiple connecting shafts, multiple elastic elements, and a transmission disk. Each connecting shaft is detachably connected to each of the first positioning shafts and each of the second positioning shafts, so that the corresponding first positioning shafts and second positioning shafts form an integral structure. One end of each elastic element is connected to the seat body, and the other end of each elastic element is connected to each of the first positioning shafts or each of the second positioning shafts, so that the tapered structure of the first positioning shaft is located outside the seat body. The transmission disk is coaxially rotatably disposed inside the seat body. The transmission disk has multiple arc-shaped grooves, which are distributed in a circular array structure. Each arc-shaped groove is slidably connected to each of the connecting shafts, so that each of the first positioning shafts moves synchronously.

7. The engine crankshaft rear oil seal end face runout detection fixture according to claim 6, characterized in that, The first positioning shaft has a first screw hole on its inner end, and the second positioning shaft has a second screw hole on its inner end. The connecting shaft has a first thread and a second thread. The connecting shaft passes through the first screw hole and the second screw hole, and is screwed to the first screw hole via the first thread, and to the second screw hole via the second thread.

8. The engine crankshaft rear oil seal end face runout detection fixture according to claim 1, characterized in that, The middle part of the plate is detachably connected to the shaft. The plate has a fixed state that is fixedly connected to the shaft and a movable state that can move along the length direction of the shaft to adjust the distance between it and one end of the shaft.

9. The engine crankshaft rear oil seal end face runout detection fixture according to claim 8, characterized in that, The shaft is provided with a third thread, and a third threaded hole is opened in the middle of the plate. The plate is sleeved on the shaft through the third threaded hole, and the third threaded hole is screwed to the third thread.

10. The engine crankshaft rear oil seal end face runout detection fixture according to claim 8, characterized in that, Both dial indicators are slidably connected to the plate body. The detection mechanism also includes two adjusting components, which are connected one-to-one with the two dial indicators to drive the two dial indicators to reciprocate along the length of the plate body to adjust the distance between the dial indicators and the shaft body.

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