CN114595535A - De-weight optimization algorithm of automatic de-weight balance system for symmetric and asymmetric crankshafts - Google Patents

De-weight optimization algorithm of automatic de-weight balance system for symmetric and asymmetric crankshafts Download PDF

Info

Publication number
CN114595535A
CN114595535A CN202210251881.9A CN202210251881A CN114595535A CN 114595535 A CN114595535 A CN 114595535A CN 202210251881 A CN202210251881 A CN 202210251881A CN 114595535 A CN114595535 A CN 114595535A
Authority
CN
China
Prior art keywords
crankshaft
weight
deduplication
unbalance
correction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202210251881.9A
Other languages
Chinese (zh)
Inventor
张世民
陈婷婷
骆天
罗哲
黄明富
彭利伟
孙守清
鲁振波
李文峰
郑国振
李建华
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Xiaogan Songlin Intelligent Meter Co ltd
Original Assignee
Xiaogan Songlin Intelligent Meter Co ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Xiaogan Songlin Intelligent Meter Co ltd filed Critical Xiaogan Songlin Intelligent Meter Co ltd
Priority to CN202210251881.9A priority Critical patent/CN114595535A/en
Publication of CN114595535A publication Critical patent/CN114595535A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/17—Mechanical parametric or variational design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation

Abstract

The invention discloses a weight-removing optimization algorithm of an automatic weight-removing balance system of a symmetrical crankshaft and an asymmetrical crankshaft, which comprises the following steps of S1: the invention discloses a method for correcting unbalance of a crankshaft, which comprises the steps of firstly selecting a symmetrical or asymmetrical crankshaft, installing the crankshaft in a main shaft system and an electrical measurement system, and starting to carry out crankshaft unbalance detection and de-weight correction. According to the deduplication optimization algorithm of the automatic deduplication balance system for the symmetrical and asymmetrical crankshafts, the unbalance amount of the asymmetrical crankshafts is calculated by adopting a least square method algorithm and a multi-surface correction method, the deduplication weight can be automatically selected according to the size of the deduplication obtained through decomposition on the premise that the number of deduplication surfaces is minimum and the total deduplication is minimum, the size and the angle of the deduplication weight can be dynamically displayed, the deduplication efficiency is greatly improved, the application range of the deduplication efficiency is remarkably expanded, meanwhile, the appearance of a measured part after unbalanced deduplication correction is attractive, the deduplication correction time is shortened, and the production takt time is prolonged.

Description

De-weight optimization algorithm of automatic de-weight balance system for symmetric and asymmetric crankshafts
Technical Field
The invention relates to the technical field of a weight-removing balance system, in particular to a weight-removing optimization algorithm of an automatic weight-removing balance system for symmetrical and asymmetrical crankshafts.
Background
The dynamic balance technology is a comprehensive application technology of a door, and relates to multiple disciplines such as mechanical engineering, power engineering, electronic technology, optics, sensors, signal processing, testing and control, computer technology and the like. With the continuous progress of society and the development of electronic technology and computer technology, the dynamic balance measuring device is developed from a dispersed type to modularization and integration, the detection technology is developed from an integrated circuit to a computer-aided measuring direction, and a single machine type is developed to a semi-automatic and full-automatic direction gradually; the rapid increase of the cost of human resources promotes the management from human factors to intelligent and automatic management. In the current stage, dynamic balance technology is mainly based on innovative research of a test technology and a control method and application of a computer and an automation technology.
When the existing automatic crankshaft weight removing and balancing system is used, unbalanced errors caused by the equivalent weight rings are manually balanced up and down, and a large amount of production takt time is occupied, so that the balance detection precision of the asymmetric crankshaft is reduced, the production cost of a single crankshaft is increased, and the labor intensity of an operator is increased.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a de-weight optimization algorithm of an automatic de-weight balancing system for symmetrical and asymmetrical crankshafts, which solves the problems of unbalanced errors and a large amount of production takt time occupied caused by manually balancing weight equivalent rings up and down, further reduces the balance detection precision of the asymmetrical crankshafts, increases the production cost of single crankshafts and increases the labor intensity of operators.
In order to achieve the purpose, the invention is realized by the following technical scheme: a de-weight optimization algorithm of an automatic de-weight balancing system for symmetrical and asymmetrical crankshafts specifically comprises the following steps:
s1, crankshaft installation: firstly, selecting a symmetrical or asymmetrical crankshaft, installing the crankshaft in a main shaft system and an electric measurement system, and starting crankshaft unbalance detection and de-weight correction;
s2, duplicate removal optimization: calculating the crankshaft unbalance amount by adopting a crankshaft three-surface correction method and a multi-surface correction method, comparing the calculated results by tests, and finally performing operation difference compensation through a least square algorithm;
s3, data storage: the database is connected with a special dynamic balance program, the original data and the result data of the balance machine are stored in real time by using the computer input and output interface technology, the computer communication technology and the database communication technology, the difference value is directly displayed, and a signal lamp is lightened.
Preferably, the amount of the counterweight equivalent ring on the asymmetric crankshaft journal in S1 is compensated by physical counterweight compensation and electrical compensation, and the balance operation mode is adjusted to be that the draw-neck drives the crankshaft to perform balance detection operation; the supporting mode is adjusted to a high-speed oil mist lubrication multipoint ceramic bearing bush supporting mode; the vibration measuring system is adjusted into a function variable diameter spring rod semi-hard support integral frame type vibration measuring system, and the unbalance de-weight correcting system is adjusted into an oil mist internal cooling high-speed unbalance de-weight correcting system.
Preferably, the crankshaft three-face calibration method test operation in S2 specifically includes the following steps:
S2-A1: system calibration: dividing the crankshaft into 1-6 derweights such that 1 and 2 together serve as a correction surface, 5 and 6 together serve as a correction surface, and 3 and 4 together serve as a correction surface;
S2-A2: measuring initial unbalance
S2-A3: calculating the crankshaft unbalance: and resolving the crankshaft unbalance by using a three-face correction method, and obtaining the final crankshaft deadweight.
Preferably, the multi-face calibration method test operation in S2 specifically includes the following steps:
S2-B1: system calibration: dividing the crankshaft into 1-8 derweights such that 1 and 2 together serve as a correction surface, 7 and 8 together serve as a correction surface, and 3-6 together serve as a correction surface;
S2-B2: measuring initial unbalance
S2-B3: selecting the weight-removing block and the angle range: the weight-removing block is 1, 2, 3, 4, 5 and 6 (four cylinders) or 1, 2, 3, 4, 5, 6, 7 and 8 (six cylinders), and the angle range is-45 degrees;
S2-B4: decomposing the unbalance amount of the crankshaft: decomposing the crankshaft unbalance by adopting a multi-surface correction method, and obtaining the final crankshaft deadweight;
S2-B5: removing weight and measuring: and directly removing the weight according to the resolving result because the decomposed maximum weight removing amount does not exceed the maximum weight removing amount of one weight removing block, and then measuring the residual unbalance amount of the crankshaft again to obtain a final weight removing result.
Preferably, the algorithm for the de-weight optimization of the automatic de-weight balancing system for symmetric and asymmetric crankshafts according to claim 1, is characterized by: in S2, the decomposition and conversion formula of the crankshaft unbalance amount when performing the optimization decomposition is: under the initial condition, the unbalanced force couple sum of the four-cylinder crankshaft is zero, namely M1+ M2+ M3+ M4 is 0; the unbalanced force couple sum of the six-cylinder crankshaft is zero, namely M1+ M2+ M3+ M4+ M5+ M6 is 0; after calibration measurement, the size and the angle of the unbalance amount on the left and right correction surfaces are respectively ML、
Figure BDA0003547260820000031
And MR、
Figure BDA0003547260820000032
And then judging the magnitude of the left and right unbalance quantities, wherein the data results in different quadrants are different.
Preferably, the unbalance amount MLIn the first quadrant, let Mj＝MLAccording to the principle of parallel force decomposition, MjConverted to MLFor removing weight
Figure BDA0003547260820000033
And MROf right correction surface
Figure BDA0003547260820000034
Obtaining:
Figure BDA0003547260820000035
preferably, the unbalance amount MLIn the third quadrant, let My＝MLAccording to the principle of parallel force decomposition, MyConverted to M2For removing weight
Figure BDA0003547260820000036
And MyOf right correction surface
Figure BDA0003547260820000037
Obtaining:
Figure BDA0003547260820000038
preferably, the unbalance amount MLIn the second quadrant or the fourth quadrant, M is required to be adjustedLSplit into first and third quadrants, ML＝Mj+MyThen respectively adding Mj、MyConverted to M1、MRAnd M2、MRObtaining:
Figure BDA0003547260820000041
and
Figure BDA0003547260820000042
advantageous effects
The invention provides a deduplication optimization algorithm of an automatic deduplication balance system for symmetrical and asymmetrical crankshafts. Compared with the prior art, the method has the following beneficial effects:
the de-weight optimization algorithm of the automatic de-weight balancing system for the symmetrical and asymmetrical crankshafts is characterized in that the de-weight optimization algorithm is provided with S1 and a crankshaft is arranged: firstly, selecting a symmetrical or asymmetrical crankshaft, installing the crankshaft in a main shaft system and an electric measurement system, starting crankshaft unbalance detection and de-weight correction, and S2, de-weight optimization: calculating the unbalance of the asymmetric or symmetric crankshaft by adopting a crankshaft three-surface correction method and a multi-surface correction method, carrying out experimental comparison on the calculated result, and finally carrying out operation compensation through a least square algorithm, S3, data storage: the method is characterized in that a database is butted with a special dynamic balance program, original data and result data of a balancer are stored in real time by using a computer input/output interface technology, a computer communication technology and a database communication technology, a difference value is directly displayed, a signal lamp is lightened, a least square algorithm is adopted for operation and a multi-surface correction method for operation, a weight removing block can be automatically selected according to the size of the removed weight obtained by decomposition on the premise that the number of the removed weight is minimum and the total removed weight is minimum, the size and the angle of the removed weight are dynamically displayed, the weight removing efficiency is greatly improved, the application range of the weight removing block is remarkably expanded, the appearance of a measured part subjected to unbalanced weight removing correction is attractive, the weight removing correction time is shortened, and the production cycle time is prolonged.
Drawings
FIG. 1 is an algorithm flow diagram of the optimization algorithm of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1, the present invention provides a technical solution: a de-weight optimization algorithm of an automatic de-weight balancing system for symmetrical and asymmetrical crankshafts specifically comprises the following steps:
s1, crankshaft installation: firstly, selecting a symmetrical or asymmetrical crankshaft, installing the crankshaft in a main shaft system and an electric measurement system, and starting crankshaft unbalance detection and de-weight correction;
s2, duplicate removal optimization: calculating the unbalance of the asymmetric or symmetric crankshaft by adopting a crankshaft three-surface correction method and a multi-surface correction method, comparing the calculated results by tests, and finally performing operation difference compensation by using a least square algorithm;
s3, data storage: the database is connected with a special dynamic balance program, the original data and the result data of the balance machine are stored in real time by using the computer input and output interface technology, the computer communication technology and the database communication technology, the difference value is directly displayed, and a signal lamp is lightened.
In the embodiment of the invention, the amount of the counterweight equivalent ring on the asymmetric crankshaft connecting rod neck in the S1 is compensated through physical counterweight compensation and electrical compensation, and the balance operation mode is adjusted to be that the connecting rod neck drives the crankshaft to carry out balance detection operation; the supporting mode is adjusted to a high-speed oil mist lubrication multipoint ceramic bearing bush supporting mode; the vibration measuring system is adjusted into a function variable diameter spring rod semi-hard support integral frame type vibration measuring system, and the unbalance de-weight correcting system is adjusted into an oil mist inner cooling high-speed unbalance de-weight correcting system.
In the embodiment of the invention, the test operation of the crankshaft three-face correction method in the S2 specifically comprises the following steps:
S2-A1: system calibration: dividing the crankshaft into 1-6 derweights such that 1 and 2 together serve as a correction surface, 5 and 6 together serve as a correction surface, and 3 and 4 together serve as a correction surface;
S2-A2: measuring initial unbalance
S2-A3: calculating the crankshaft unbalance: and calculating the crankshaft unbalance by using a three-surface correction method, and obtaining the final crankshaft deadweight.
In the embodiment of the invention, the multi-face correction method test operation in the S2 specifically comprises the following steps:
S2-B1: system calibration: dividing the crankshaft into 1-8 derweights such that 1 and 2 together serve as a correction surface, 7 and 8 together serve as a correction surface, and 3-6 together serve as a correction surface;
S2-B2: measuring initial unbalance
S2-B3: selecting the weight-removing block and the angle range: the weight-removing block is 1, 2, 3, 4, 5 and 6 (four cylinders) or 1, 2, 3, 4, 5, 6, 7 and 8 (six cylinders), and the angle range is-45 degrees;
S2-B4: decomposing the unbalance amount of the crankshaft: decomposing the crankshaft unbalance by adopting a multi-surface correction method, and obtaining the final crankshaft deadweight;
S2-B5: removing weight and measuring: and directly removing the weight according to the calculation result because the decomposed maximum weight removal does not exceed the maximum weight removal of one weight removal block, and then measuring the residual unbalance of the crankshaft again to obtain the final weight removal result. In the embodiment of the invention, in the step S2, the decomposition and conversion formula of the crankshaft unbalance amount during the optimized decomposition is as follows: under the initial condition, the unbalance amounts of four cylinders of the crankshaft are all zero, namely M1-M2-M3-M4-0, after calibration measurement, the size and the angle of the unbalance amount on the left and right correction surfaces are respectively ML、
Figure BDA0003547260820000061
And MR、
Figure BDA0003547260820000062
And then judging the magnitude of the left and right unbalance quantities, wherein the data results in different quadrants are different.
In the embodiment of the present invention, whenUnbalance amount MLIn the first quadrant, let Mj＝MLAccording to the principle of parallel force decomposition, MjConverted to MLFor removing weight
Figure BDA0003547260820000063
And MROf right correction surface
Figure BDA0003547260820000064
Obtaining:
Figure BDA0003547260820000065
in the embodiment of the invention, when the unbalance amount MLIn the third quadrant, let My＝MLAccording to the principle of parallel force decomposition, MyConverted to M2For removing weight
Figure BDA0003547260820000066
And MyOf right correction surface
Figure BDA0003547260820000067
Obtaining:
Figure BDA0003547260820000068
in the embodiment of the invention, when the unbalance amount MLIn the second quadrant or the fourth quadrant, M is required to be adjustedLSplit into first and third quadrants, ML＝Mj+MyThen respectively apply Mj、MyConverted to M1、MRAnd M2、MRObtaining:
Figure BDA0003547260820000071
and
Figure BDA0003547260820000072
in summary, the data results obtained by solving the asymmetric crankshaft unbalance amount by using the crankshaft three-sided correction method and the multi-sided correction method in S2 are compared as follows: the weight removal of the crankshaft three-side correction method is 51.88g, and the weight removal of the multi-side correction method is 36.6g, so that the crankshaft multi-side correction method is successfully verified to be capable of greatly reducing the total weight removal of the crankshaft, the actual production efficiency is improved, the operation and the multi-side correction method are carried out by adopting a least square algorithm, the weight removal block can be automatically selected according to the size of the weight removal obtained by decomposition on the premise that the number of the weight removal faces is minimum and the total weight removal is minimum, the size and the angle of the weight removal are dynamically displayed, the weight removal efficiency is greatly improved, the application range of the weight removal block is remarkably expanded, meanwhile, the appearance of a measured part subjected to unbalanced weight removal correction is attractive, the weight removal correction time is shortened, and the production takt time is prolonged.
And those not described in detail in this specification are well within the skill of those in the art.
It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.

Claims (8)

1. A de-weight optimization algorithm of an automatic de-weight balancing system for symmetrical and asymmetrical crankshafts is characterized in that: the method specifically comprises the following steps:
s1, crankshaft installation: firstly, selecting a symmetrical or asymmetrical crankshaft, installing the crankshaft in a main shaft system and an electric measurement system, and starting crankshaft unbalance detection and de-weight correction;
s2, duplicate removal optimization: calculating the crankshaft unbalance amount by adopting a crankshaft three-surface correction method and a multi-surface correction method, comparing the calculated results by tests, and finally performing operation difference compensation through a least square algorithm;
s3, data storage: the database is connected with a special dynamic balance program, the original data and the result data of the balance machine are stored in real time by using the computer input and output interface technology, the computer communication technology and the database communication technology, the difference value is directly displayed, and a signal lamp is lightened.
2. The deduplication optimization algorithm of a symmetric and asymmetric crankshaft auto-deduplication balancing system of claim 1, wherein: the amount of the counterweight equivalent ring on the asymmetric crankshaft connecting rod neck in the S1 is compensated through physical counterweight compensation and electrical compensation, and the balance operation mode is adjusted to be that the connecting rod neck drives the crankshaft to carry out balance detection operation; the supporting mode is adjusted to a high-speed oil mist lubrication multipoint ceramic bearing bush supporting mode; the vibration measuring system is adjusted into a function variable diameter spring rod semi-hard support integral frame type vibration measuring system, and the unbalance de-weight correcting system is adjusted into an oil mist internal cooling high-speed unbalance de-weight correcting system.
3. The deduplication optimization algorithm of a symmetric and asymmetric crankshaft auto-deduplication balancing system of claim 1, wherein: the test operation of the crankshaft multi-surface correction method in the S2 concretely comprises the following steps:
S2-A1: system calibration: dividing the crankshaft into 1-6 derweights such that 1 and 2 together serve as a correction surface, 5 and 6 together serve as a correction surface, and 3 and 4 together serve as a correction surface;
S2-A2: measuring initial unbalance
S2-A3: calculating the crankshaft unbalance: and calculating the crankshaft unbalance by using a three-surface correction method, and obtaining the final crankshaft deadweight.
4. The deduplication optimization algorithm of a symmetric and asymmetric crankshaft auto-deduplication balancing system of claim 1, wherein: the multi-face correction method test operation in the S2 specifically comprises the following steps:
S2-B1: system calibration: dividing the crankshaft into 1-8 derweights such that 1 and 2 together serve as a correction surface, 7 and 8 together serve as a correction surface, and 3-6 together serve as a correction surface;
S2-B2: measuring initial unbalance
S2-B3: selecting the weight-removing block and the angle range: the weight-removing block is 1, 2, 3, 4, 5 and 6 (four cylinders) or 1, 2, 3, 4, 5, 6, 7 and 8 (six cylinders), and the angle range is-45 degrees;
S2-B4: decomposing the unbalance amount of the crankshaft: decomposing the crankshaft unbalance by adopting a multi-surface correction method, and obtaining the final crankshaft deadweight;
S2-B5: removing weight and measuring: and directly removing the weight according to the calculation result because the decomposed maximum weight removal does not exceed the maximum weight removal of one weight removal block, and then measuring the residual unbalance of the crankshaft again to obtain the final weight removal result.
5. The deduplication optimization algorithm of a symmetric and asymmetric crankshaft auto-deduplication balancing system of claim 1, wherein: in S2, the decomposition and conversion formula of the crankshaft unbalance amount when performing the optimization decomposition is: under the initial condition, the unbalanced force couple sum of the four-cylinder crankshaft is zero, namely M1+ M2+ M3+ M4 is 0; the unbalanced force couple sum of the six-cylinder crankshaft is zero, namely M1+ M2+ M3+ M4+ M5+ M6 is 0; after calibration measurement, the size and the angle of the unbalance amount on the left correction surface and the right correction surface are respectively ML、
Figure FDA0003547260810000021
And MR、
Figure FDA0003547260810000022
And then judging the magnitude of the left and right unbalance quantities, wherein the data results in different quadrants are different.
6. The deduplication optimization algorithm of an automatic deduplication balancing system for symmetric and asymmetric crankshafts according to claim 5, characterized by: the unbalance amount MLIn the first quadrant, let Mj＝MLAccording to the principle of parallel force decomposition, MjConverted to MLFor removing weight
Figure FDA0003547260810000023
And MROf right correction surface
Figure FDA0003547260810000024
Obtaining:
Figure FDA0003547260810000025
7. the deduplication optimization algorithm of an automatic deduplication balancing system for symmetric and asymmetric crankshafts according to claim 5, characterized by: the unbalance amount MLIn the third quadrant, let My＝MLAccording to the principle of parallel force decomposition, MyConverted to M2For removing weight
Figure FDA0003547260810000031
And MyOf right correction surface
Figure FDA0003547260810000032
Obtaining:
Figure FDA0003547260810000033
8. the deduplication optimization algorithm of an automatic deduplication balancing system for symmetric and asymmetric crankshafts according to claim 5, characterized by: the unbalance amount MLIn the second quadrant or the fourth quadrant, M is required to be adjustedLSplit into first and third quadrants, ML＝Mj+MyThen respectively adding Mj、MyConverted to M1、MRAnd M2、MRObtaining:
Figure FDA0003547260810000034
and
Figure FDA0003547260810000035
CN202210251881.9A 2022-03-15 2022-03-15 De-weight optimization algorithm of automatic de-weight balance system for symmetric and asymmetric crankshafts Pending CN114595535A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210251881.9A CN114595535A (en) 2022-03-15 2022-03-15 De-weight optimization algorithm of automatic de-weight balance system for symmetric and asymmetric crankshafts

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210251881.9A CN114595535A (en) 2022-03-15 2022-03-15 De-weight optimization algorithm of automatic de-weight balance system for symmetric and asymmetric crankshafts

Publications (1)

Publication Number Publication Date
CN114595535A true CN114595535A (en) 2022-06-07

Family

ID=81817503

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202210251881.9A Pending CN114595535A (en) 2022-03-15 2022-03-15 De-weight optimization algorithm of automatic de-weight balance system for symmetric and asymmetric crankshafts

Country Status (1)

Country Link
CN (1) CN114595535A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114646426A (en) * 2022-03-21 2022-06-21 孝感松林智能计测器有限公司 Method for automatically balancing and removing weight of asymmetric crankshaft in double-compensation mode

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114646426A (en) * 2022-03-21 2022-06-21 孝感松林智能计测器有限公司 Method for automatically balancing and removing weight of asymmetric crankshaft in double-compensation mode
CN114646426B (en) * 2022-03-21 2023-02-14 孝感松林智能计测器有限公司 Method for automatically balancing and removing weight of asymmetric crankshaft in double-compensation mode

Similar Documents

Publication Publication Date Title
CN112765768B (en) Discrete workshop digital traceability method based on Internet of things
CN114595535A (en) De-weight optimization algorithm of automatic de-weight balance system for symmetric and asymmetric crankshafts
CN116540682B (en) Method, system, device, equipment and medium for testing analog single machine
CN109885939B (en) Photovoltaic power station construction method and system based on building information model
CN117171914B (en) High-precision spindle performance test method and system
CN117076935B (en) Digital twin-assisted mechanical fault data lightweight generation method and system
CN112461548B (en) Method for determining durable bench test time of light truck fender bracket assembly
CN112115575A (en) Equipment lubricating oil state evaluation system and method
CN103345466A (en) Academic paper information detection method based on free internet information
CN116167222A (en) Digital prototype loading and virtual fault maintenance test method and system
CN115796705A (en) NVH (noise, vibration and harshness) grading evaluation method for electric drive assembly of new energy automobile
CN113254525B (en) Collaborative manufacturing engine system constructed based on industrial PAAS and implementation method
CN114676524A (en) Main shaft rigidity testing method based on dynamic load
CN111198086B (en) Vibration testing method applied to multistage series energy storage module
CN110259435B (en) Well condition change identification method based on oil pumping unit electrical parameters
CN109297582A (en) The detection device and detection method of fan abnormal sound
CN109856794B (en) Method for designing optimal parameters of lens mounting structure in strong overload environment
CN112927170A (en) Automatic defect removal method in semiconductor manufacturing process
CN106227909A (en) A kind of method once eliminating rotor of turbogenerator set Dynamic flexural
CN105571784A (en) Engine crankshaft balance rate detection method
CN116309378B (en) Electronic product intelligent detection system based on artificial intelligence
Ma et al. Absolute tests of three flats for interferometer with 800 mm aperture
GB2615453A (en) A control system for automating drilling operations
Loaiza et al. Evaluation of Video Signals for Coupling Fault Detection Using the Mirror Technique
Liu et al. Quantitative analysis for coupling between frequency dynamic and power angle oscillation

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination