CN201047439Y - Gear box for speed characteristic experiment of continuously variable speed engine - Google Patents

Abstract

The utility model discloses a reduction gearbox used for a large displacement stepless speed-variable engine speed characteristic test. A drive shaft gear, a damping gear mechanism and a driven shaft gear are sequentially arranged from front to rear in a hollow chamber enclosed by a reduction gearbox body and a reduction gearbox cover; the shaft body part of the drive shaft gear is respectively supported on the reduction gearbox body and the reduction gearbox cover by a bearing; the hole wall at the left end of an internal hole of the drive shaft gear is provided with an internal spline; the driven shaft gear is engaged with the drive shaft gear by the damping gear mechanism; the shaft body part of the driven shaft gear is supported on the reduction gearbox body by the bearing; the left end extends out of the left end surface of the reduction gearbox body; furthermore, the hole wall of an internal hole of the extension part is provided with an internal spline. The utility model can transmit the power of an engine to a mainshaft of the engine by the reduction gearbox, thus implementing changing a stepless speed-variable engine to a step speed-variable engine; the utility model is convenient for connecting a power tester at the power output terminal of the engine and exactly and fast carries out the speed characteristic test of the large displacement stepless speed-variable engine.

Description

Gear box for speed characteristic experiment of continuously variable speed engine

technical field

The utility model belongs to the technical field of engines, and in particular relates to a reduction box for speed characteristic experiments of continuously variable speed engines.

Background technique

The purpose of the engine speed characteristic test is to detect whether the performance parameters of the engine such as power, torque, and fuel consumption under different working conditions (speed) meet the design and use requirements through the dynamometer. During the test, the reduction ratio of the transmission needs to be entered in the dynamometer.

The speed characteristics test of the continuously variable transmission engine, because there is no transmission in the continuously variable transmission engine, it is a continuously variable transmission, and the reduction ratio cannot be accurately input, so the performance parameters of each engine speed point cannot be accurately tested.

The general-purpose small-displacement continuously variable transmission engines are connected to the dynamometer by various types of couplings, and the engine speed characteristic test is carried out directly from the crankshaft end. For a continuously variable transmission engine with a large displacement, due to its large power and torque, if a general coupling is used to test the engine performance directly from the crankshaft end, the coupling and the dynamometer are easily damaged. Manufacturers are facing a difficulty. Limited by power, torque and speed, it is difficult to find a suitable coupling.

In addition, testing the engine from the crankshaft end requires high concentricity between the engine and the dynamometer during installation, and it takes a long time to install and align, especially for large-displacement engines with large volume and mass. convenient.

Utility model content

The technical problem to be solved by the utility model is to provide a speed reduction box for a large-displacement continuously variable speed engine speed characteristic experiment, which is used to accurately test the performance parameters of each speed point of the engine.

The technical scheme of the utility model is as follows: a speed reduction box for a continuously variable speed engine speed characteristic experiment. In the cavity surrounded by the reduction box body and the reduction box cover, the driving shaft gear, the buffer gear mechanism and the driven shaft gear are arranged in sequence from front to back, and the shaft part of the driving shaft gear is respectively supported on the reduction box by two bearings. On the body and the reduction box cover, the left end of the drive shaft gear shaft part protrudes from the left end face of the reduction box body, and the left end hole wall of the inner hole of the drive shaft gear shaft body part is provided with an internal spline, on the right side of the reduction box cover A small front sealing cover is installed on the side corresponding to the driving shaft gear; the driven shaft gear meshes with the driving shaft gear through a buffer gear mechanism, and the shaft part of the driven shaft gear is supported on the reduction box through a bearing. Its left end protrudes from the left end face of the reduction box body, and the hole wall of the inner hole of the extension part is provided with internal splines, and a rear sealing small cover is installed on the right side of the reduction box cover corresponding to the driven shaft gear.

The shape and size of the left end surface of the reduction box in the utility model and the installation hole are compatible with the plane of the right box of the engine, and the gearbox can be positioned and fixed skillfully by using the existing plane of the right box of the engine, the positioning pin hole and the screw hole. on the engine. The engine driving wheel shaft (or crankshaft) passes through the inner hole of the driving shaft gear shaft part and is connected by splines; the engine main shaft passes through the inner hole of the driven shaft gear shaft part and is also connected by splines. In this way, when the driving wheel shaft (or crankshaft) of the engine rotates, it drives the driving shaft gear to rotate together, and the driving shaft gear drives the driven shaft gear and the engine main shaft to rotate synchronously through the buffer gear mechanism, that is, the power of the engine is transmitted to the engine main shaft through the reduction box, thereby The stepless variable speed engine has been transformed into a stepwise variable speed engine. At this time, a dynamometer can be conveniently connected to the power output end of the engine, and the speed characteristic test of the large-displacement stepless variable speed engine can be carried out accurately and quickly.

The above-mentioned buffer gear mechanism includes a transmission shaft gear, a synchronous gear, a shock absorber, a cover plate, a rivet and a collar, wherein the transmission shaft gear is meshed with the drive shaft gear, and the two ends of the shaft body of the transmission shaft gear pass through two bearings respectively. Supported on the reduction box body and the reduction box cover; the synchronous gear meshed with the driven shaft gear is set on the shaft body of the transmission shaft gear. 6 small bosses evenly distributed on the circumference of the gear plate of the transmission shaft extend into the corresponding via holes on the synchronous gear. A shock absorber is arranged between each small boss and the hole wall, and the cover on the left side of the shock absorber The plate is connected with the small boss through rivets, and the shock absorber is fixed on the transmission shaft gear.

When the drive shaft gear rotates, it drives the transmission shaft gear to rotate together. The transmission shaft gear drives the synchronous gear to rotate through the small boss and the shock absorber. The synchronous gear transmits the power of the engine to the driven shaft gear and the engine main shaft. Under the action of the damping block, the buffer gear mechanism skillfully buffers and absorbs the impact force generated by the engine's work-explosion combustion, so as to ensure the reliability of the reduction box operation.

The right end of the inner hole of the shaft part of the driving shaft gear is press-fitted with a shaft sleeve through an interference fit, and an annular groove is opened on the right side of the inner spline in the inner hole. The bushing fits the drive shaft with clearance during the test installation, and the bushing and the inner spline together ensure the transmission accuracy and power output of the drive shaft gear; the ring groove is used to install the O-ring to ensure that the lubricating oil does not leak from the spline end.

In order to prevent lubricating oil from leaking from the left side of the reduction box body, an oil seal is installed between the left journal of the shaft body of the driving shaft gear and the reduction box body, and the oil seal is located on the left side of the corresponding bearing; at the same time, the driven shaft gear An oil seal is also installed between the shaft body part and the reduction box body, and the oil seal is also located on the left side of the corresponding bearing.

In order to ensure that the lubricating oil does not leak from the right side of the reduction box body, the installation end of the above-mentioned front sealing small cover extends integrally to the left side to form an annular boss, which extends into the reduction box cover and is outside the ring boss. An O-ring is set on the circumference. At the same time, there are 4 screw holes evenly distributed on the round surface of the mounting end of the front sealing small cover, and 8 screw holes are evenly distributed on the reduction box cover correspondingly, so that the front sealing small cover can be connected with the reduction box cover in two groups during use. The cooperation of the screw holes can greatly prolong the service life of the screw holes on the reduction box cover.

The left end hole wall of the inner hole of the driven shaft gear shaft part is provided with an annular groove, and the right end of the inner hole is press-fitted with a shaft sleeve through interference fit. The ring groove is used to install the O-ring to ensure that the lubricating oil does not leak from the spline end; the shaft sleeve is in clearance fit with the engine main shaft during the test installation, and the shaft sleeve and the inner spline together ensure the transmission accuracy and power output of the driven shaft gear .

The mounting end of the above-mentioned rear sealing small cover extends integrally to the left to form an annular boss, which extends into the reduction box cover, and an O-ring is set on the outer circumference of the annular boss to prevent the lubricating oil from The right side of the gearbox cover is leaking.

Oil holes communicating with the inner cavity are all opened on the lower front and upper rear wall of the above-mentioned reduction box body, and oil nipples are arranged in each oil hole. The lubricating oil in the outer oil tank enters the reduction box body through the upper oil nipple, then flows out from the lower oil nipple, and returns to the outer oil tank, so that the lubricating oil circulates and takes away part of the heat in the box to play a cooling role; the upper oil nipple It can also be used to refuel, and the grease nipple below can also be used to drain oil.

A waste gas nozzle is installed on the box wall above the rear and upper side of the above-mentioned reduction box body, and an oil baffle plate is installed below the inlet of the waste gas nozzle through screws. The exhaust gas generated during the operation of the reduction box is discharged through the exhaust nozzle, and the oil baffle will block the splashed lubricating oil when the gear is running, preventing it from overflowing from the exhaust nozzle.

An oil inspection hole is provided on the cover wall below the rear and lower part of the above-mentioned reduction box cover, and an oil inspection window is housed in the oil inspection hole. Through the oil inspection window, it is convenient to observe and control the oil capacity in the gearbox.

Beneficial effects: the utility model overcomes the difficulty that the coupling and the dynamometer are easily damaged when the performance of the large-displacement continuously variable speed engine is tested directly from the crankshaft end due to the large power and torque. It is designed according to the speed characteristic test of the continuously variable speed engine, and the utility model can be skillfully positioned and fixed on the engine by utilizing the existing right box joint plane, positioning pin holes and screw holes of the engine. The power of the engine is transmitted to the main shaft of the engine through the reduction box, thereby realizing the conversion of the continuously variable speed engine into a step-change engine. At this time, it is convenient to connect the dynamometer to the power output end of the engine to conduct the engine speed characteristic test. The utility model has the characteristics of reasonable design, simple structure, convenient installation, reliable operation, etc. It can be used in the engine development and design stage, and can also be used for the speed characteristic inspection of mass-produced engines; the use of the reduction box can improve the working efficiency of the engine test, and is accurate and fast The speed characteristic test of the large-displacement continuously variable transmission engine is carried out in a timely manner.

Description of drawings

Fig. 1 is the structural representation of the utility model.

Fig. 2 is a Q-direction rotation diagram of Fig. 1, which is also a front view of the utility model.

Fig. 3 is a view from the direction of P in Fig. 1 .

Fig. 4 is a schematic diagram of the connection between the utility model and the engine.

Detailed ways

Below in conjunction with accompanying drawing and embodiment the utility model is further described:

As shown in Fig. 1, Fig. 2 and Fig. 4, the left end surface of the reduction box body 1 is suitable for the combined plane shape and size of the engine right case 25, and the edge of the reduction box body 1 mounting surface is provided with a joint plane with the engine right case The mounting holes 1a corresponding to the positioning pin holes and the screw holes are used to fix the reduction box body 1 on the joint plane of the engine right case 25 by positioning pins and bolts. The right end face of reduction box body 1 is installed reduction box cover 2 by bolt, and the front and rear of this reduction box cover 2 respectively offer a through hole that can be blocked by the sealing cap. In the cavity surrounded by the reduction box body 1 and the reduction box cover 2, the drive shaft gear 3, the buffer gear mechanism and the driven shaft gear 4 are sequentially arranged from front to back.

As shown in Fig. 1 and Fig. 2, the drive shaft gear 3 is composed of a toothed disc part and a shaft body part coaxial with the center line. The toothed disc part and the shaft body part are an integral structure, and the toothed disc part is located in the middle of the shaft body part to the right on the circumferential surface. The left part of the shaft body part is supported on the reduction box body 1 through the bearing 5, and the left end of the shaft body part protrudes from the left end face of the reduction box body 1, and the length of the extension part is the same as the installation step surface on the engine driving wheel shaft 26 to the right side of the engine. The distance between the coupling planes of the box is equivalent; on the left side of the bearing 5, an oil seal 16 is installed between the journal of the shaft part of the driving shaft gear 3 and the reduction box body 1 to ensure that the lubricating oil does not flow from the left side of the reduction box body 1. leakage. The right end of the shaft body part of the driving shaft gear 3 is supported in the front through hole of the reduction box cover 2 through the bearing 5′, and the front sealing small cover 6 is arranged on the right side of the front through hole, and the front sealing small cover 6 is evenly distributed on the circular surface of the mounting end. There are 4 screw holes, and there are 8 screw holes evenly distributed on the reduction box cover 2 correspondingly. hole life. The mounting end of the front sealing small cover 6 extends integrally to the left side to form an annular boss 6a, which stretches into the front through hole of the reduction box cover 2, and an O Type sealing ring 17, prevents lubricating oil from leaking.

The shaft part of the driving shaft gear 3 is a through pipe structure, and the left end hole wall of the inner hole is provided with an inner spline 3a, which is compatible with the outer spline on the engine driving wheel shaft 26; The right hole wall of the spline 3a is provided with an annular groove 3b for installing an O-ring to ensure that the lubricating oil does not leak from the spline end. The right end of the inner hole of the shaft part of the driving shaft gear 3 is press-fitted with a shaft sleeve 31 through an interference fit. The shaft sleeve 31 is in clearance fit with the driving wheel shaft 26 during the test installation. The shaft sleeve 31 and the inner spline 3a together ensure that the driving shaft gear 3 Transmission accuracy and power output.

As shown in Figure 1 and Figure 3, the buffer gear mechanism is composed of transmission shaft gear 9, synchronous gear 10, shock absorber 11, cover plate 12, rivet 13 and collar 14 and other components, wherein the transmission shaft gear 9 and the drive shaft gear The two ends of the transmission shaft gear 9 shaft body are respectively supported on the reduction box body 1 and the reduction box cover 2 by two bearings 15, 15'; the synchronous gear 10 is set on the shaft body of the transmission shaft gear 9, The synchronous gear 10 is axially limited by the collar 14 on its left side, and abuts against the chainring part of the transmission shaft gear 9 . On the left disk surface of the transmission shaft gear 9, there are 6 small bosses 9a evenly distributed on the circumference, and the radial section of the small bosses 9a is approximately an isosceles trapezoid; In the via hole, the circular damping block 11 fitted on the small boss 9a is tightly fitted with the wall of the via hole, and the left end of the shock absorbing block 11 exceeds the end face of the small boss 9a; the cover plate 12 is located on the shock absorbing block 11 On the left side, the cover plate 12 is riveted with the small boss 9a through a rivet 13, and the damping block 11 is fixed on the transmission shaft gear 9.

As shown in Figure 1, the driven shaft gear 4 is composed of an integrally formed toothed part and a shaft part, and its toothed part is located at the right end of the shaft part and meshes with the synchronous gear 10; it is close to the shaft of the toothed part The body is supported on the reduction box body 1 through the bearing 7, and the left end of the shaft body and most of the shaft body protrude from the left end surface of the reduction box body 1; on the left side of the bearing 7, the shaft body part of the driven shaft gear 4 and the reduction box body Oil seal 27 is housed between body 1, to prevent lubricating oil from leaking. The shaft part of the driven shaft gear 4 is a through-tube structure, and an inner spline 4a is arranged on the left side wall of the middle part of the inner hole, and the inner spline 4a is adapted to the outer spline on the engine main shaft 28; The left end hole wall of the inner hole is provided with an annular groove 4b for installing an O-ring to ensure that the lubricating oil does not leak from the spline end; the right end of the inner hole is press-fitted with a shaft sleeve 18 through interference fit During the test installation, it is in clearance fit with the engine main shaft 28, and the shaft sleeve 18 and the inner spline 4a together ensure the transmission accuracy and power output of the driven shaft gear 4.

The rear through hole on the said reduction box cover 2 is facing the driven shaft gear 4, and the right side of the rear through hole is provided with a rear sealing small cover 8, and 4 screws are evenly distributed on the circular surface of the mounting end of the rear sealing small cover 8. hole, and correspondingly evenly distributed with 8 screw holes on the gear box cover 2, the rear sealing small cover 8 can cooperate with two groups of screw holes on the gear box cover 2 to prolong the service life of the screw holes on the gear box cover 2. The mounting end of the rear sealing small cover 8 extends integrally to the left side to form an annular boss 8a, which stretches into the rear through hole of the reduction box cover 2, and is fitted with O on the outer circumference of the annular boss 8a. Type sealing ring 19, prevents lubricating oil from leaking.

Can further know from Fig. 2, all offer the oil hole that communicates with its inner chamber on the box wall of reduction box body 1 front bottom and rear top, and oil nipple 20 is housed in each oil hole. The lubricating oil in the outer oil tank arranged outside the reduction box enters the reduction box body 1 through the upper oil nozzle 20, then flows out from the lower oil nozzle 20, and returns to the outer oil tank, so that the lubricating oil circulates and will take away part of the oil in the box. The heat acts as a cooling effect; the upper grease nipple can also be used for refueling, and the lower grease nipple can also be used for draining oil.

A waste gas nozzle 21 is housed on the case wall above the rear top of the reduction box body 1, and an oil baffle plate 23 is installed by a screw 22 below the entrance of the waste gas nozzle 21 . The waste gas that produces during the operation of reduction box is got rid of by waste gas nozzle 21, and oil baffle plate 23 will block the lubricating oil that splashes during gear operation, prevents it from overflowing from waste gas nozzle 21.

On the cover wall of above-mentioned reduction box cover 2 rear bottoms, offer oil inspection hole, transparent engine oil inspection window 24 is housed in this machine oil inspection hole. The engine oil capacity in the reduction box can be easily observed and controlled through the engine oil inspection window 24 .

As shown in Figure 4, when the utility model is used for the speed characteristic test of a large-displacement continuously variable transmission engine, the left end face of the reduction box body 1 fits with the joint plane of the right box 25 of the engine, and is fixed on the On the joint plane of engine right case 25; Engine driving wheel shaft (or crankshaft) 26 passes the inner hole of driving shaft gear 3 axle body parts, is locked by the nut 29 on the right side of axle sleeve 31, and engine driving wheel shaft 26 and driving shaft gear The shaft parts of 3 are connected by splines; the engine main shaft 28 passes through the inner hole of the shaft part of the driven shaft gear 4, and its tail end is locked by a nut 30, and the shaft body of the engine main shaft 28 and the driven shaft gear 4 The sections are also connected by splines. The power of the driving shaft 26 of the engine drives the transmission shaft gear 9 to rotate through the driving shaft gear 3, and after being buffered and damped by the damping block 11 on the small boss 9a, the power is transmitted to the synchronous gear 10, and the synchronous gear 10 drives the driven shaft gear 4 rotates, and finally the driven shaft gear 4 drives the engine main shaft 28 to rotate. In this way, the power of the engine is transmitted to the main shaft of the engine through the reduction box, thereby realizing the transformation of the continuously variable speed engine into a step-change engine. Speed characteristic test of large displacement continuously variable transmission engine. After the experiment is finished, loosen the mounting bolts on the front sealing small cover 6 and the rear sealing small cover 8, remove the front sealing small cover 6 and the rear sealing small cover 8 from the reduction box cover 2, and then unscrew the nuts 29, 30, The reduction box body 1 and the reduction box cover 2 can be taken off as a whole from the right case 25 of the engine.

Claims (10)

1. A reduction box for a continuously variable speed engine speed characteristic experiment, characterized in that: the left end face of the reduction case body (1) is the mounting surface provided with the mounting hole (1a) on the edge, and the right end face of the reduction case body (1) Install the reduction box cover (2) through bolts, and arrange the driving shaft gear (3), the buffer gear mechanism and the driven shaft in sequence from front to back in the cavity surrounded by the reduction box body (1) and the reduction box cover (2) gear (4), wherein the shaft part of the driving shaft gear (3) is respectively supported on the reduction box body (1) and the reduction box cover (2) through two bearings (5, 5'), and the driving shaft gear (3) ) the left end of the shaft part protrudes from the left end surface of the reduction box body (1), and the left end hole wall of the inner hole of the shaft part of the driving shaft gear (3) is provided with an internal spline (3a), and the reduction box cover (2 ) on the right side corresponding to the driving shaft gear (3) is equipped with a small front sealing cover (6); the driven shaft gear (4) is meshed with the driving shaft gear (3) through a buffer gear mechanism, and the driven shaft The shaft part of the gear (4) is supported on the reduction box body (1) through the bearing (7), and its left end protrudes from the left end surface of the reduction box body (1), and the hole wall of the inner hole of the protruding part is provided with an inner spline (4a), and a rear sealing small cover (8) is installed at the position corresponding to the driven shaft gear (4) on the right side of the reduction box cover (2). 2. The gear box for speed characteristic experiment of continuously variable variable speed engine according to claim 1, characterized in that: said buffer gear mechanism comprises transmission shaft gear (9), synchronous gear (10), damping block (11), Cover plate (12), rivets (13) and collar (14), wherein the transmission shaft gear (9) is meshed with the driving shaft gear (3), and the two ends of the shaft body part of the transmission shaft gear (9) pass through two The bearings (15, 15') are respectively supported on the reduction box body (1) and the reduction box cover (2); the synchronous gear (10) meshed with the driven shaft gear (4) is sleeved on the transmission shaft gear (9) On the shaft body, the synchronous gear (10) is limited by the collar (14) and abuts against the toothed part of the drive shaft gear (9), and there are 6 small bosses evenly distributed on the circumference of the drive shaft gear (9) (9a) protrudes into the corresponding via hole on the synchronous gear (10), and a damping block (11) is provided between each small boss (9a) and the via hole wall, and the cover on the left side of the damping block (11) The plate (12) is connected with the small boss (9a) through the rivet (13), and the damping block (11) is fixed on the transmission shaft gear (9). 3. According to claim 1 or 2, the speed reduction box for the experiment of continuously variable speed engine speed characteristics is characterized in that: the right end of the inner hole of the shaft body part of the drive shaft gear (3) is press-fitted with a shaft sleeve (31), the right hole wall of the inner spline (3a) in the inner hole is provided with an annular groove (3b). 4. According to claim 1 or 2, the speed reduction box for the speed characteristic experiment of the continuously variable transmission engine is characterized in that: the shaft journal on the left side of the shaft part of the driving shaft gear (3) and the reduction box body (1) Oil seal (16) is housed between, and this oil seal (16) is positioned at the left side of corresponding bearing (5). 5. according to claim 1 or 2 described gearboxes for speed characteristic experiments of continuously variable transmission engines, it is characterized in that: the mounting end of the front sealing small cover (6) extends integrally to the left side, forming an annular boss (6a ), the annular boss (6a) extends into the reduction box cover (2), and an O-ring seal (17) is sleeved on the outer circumference of the annular boss (6a). 6. According to claim 1 or 2, the speed reduction box for the experiment of continuously variable speed engine speed characteristics is characterized in that: the left end hole wall of the inner hole of the shaft body part of the driven shaft gear (4) is provided with an annular groove (4b ), the right end of the inner hole is press-fitted with an axle sleeve (18) by interference fit. 7. according to claim 1 or 2 described gearboxes for speed characteristic experiments of continuously variable transmission engines, it is characterized in that: the installation end face of described rear sealing small cover (8) integrally extends to the left side, forms the annular boss (8a ), the annular boss (8a) stretches into the reduction box cover (2), and an O-ring seal (19) is sleeved on the outer circumference of the annular boss (8a). 8. The reduction box for the speed characteristic experiment of the continuously variable transmission engine according to claim 1, characterized in that: on the box wall at the front bottom and the rear top of the reduction box body (1), there are openings communicating with its inner cavity. Oil hole, grease nipple (20) is housed in each oil hole. 9. The reduction box for the speed characteristic experiment of continuously variable transmission engine according to claim 1, characterized in that: an exhaust gas nozzle (21) is installed on the box wall above the rear of the reduction housing (1), and the exhaust gas nozzle ( 21) The bottom of the inlet is equipped with an oil baffle (23) by screws (22). 10. The gearbox for continuously variable speed engine speed characteristics experiment according to claim 1, characterized in that: an oil inspection hole is set on the cover wall below the rear and lower part of the gearbox cover (2), and in the oil inspection hole Install the oil inspection window (24).

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