JP2785473B2 - Thrust metal assembly device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for inserting a thrust metal between a crankshaft and a cylinder block when the crankshaft is assembled to the cylinder block.

2. Description of the Related Art A cylinder block of an engine has a bearing for rotatably supporting a journal portion of a crankshaft around an axis, but a bearing for supporting a main journal portion is provided in a thrust direction acting on the crankshaft. The bearing has a function of positioning it in the axial direction by receiving the force.A groove is formed on both side surfaces of the bearing, and a thrust metal is inserted between the groove and the crank arm. Is common. The bearing portion of the cylinder block is generally provided with a semicircular recess corresponding to the diameter of the journal portion, and when the journal portion is inserted into the bearing portion, the semicircular recess is also formed. The journals are configured to be rotatably supported by combining the provided caps. Further, the thrust metal is also divided into two semicircular arc shapes, and in a state where the journal portion is inserted into the bearing portion of the cylinder block, a gap formed between the side surface of the bearing portion and the crank arm portion is formed by the groove. One thrust metal having a semicircular arc shape is inserted and assembled, and when the cap is assembled, the other thrust metal is assembled.

Here, when inserting the one thrust metal into the gap between the bearing portion of the cylinder block and the crank arm portion, the plate thickness of the thrust metal is as thin as about 2 mm,
Conventionally, the operator pushes the thrust metal with his thumb while swinging the crankshaft on which the journal is mounted on the bearing around the axis, because automation is difficult due to conditions such as scratch resistance. Was. However, the operation of pushing such a thin thrust metal into a small gap is troublesome and troublesome, and it is not always easy for the operator, for example, the thumb is hurt by long hours of operation, and the labor is saved. There is a strong demand for the automatic assembly of the above, and the thrust metal is pressed against the crank arm by pressure air and the crankshaft is rotated around the axis, and the friction between the thrust metal and the crank arm causes friction. An assembling device has been considered in which the thrust metal is rotated and inserted into a gap between the thrust metal and a bearing portion.

The apparatus shown in FIGS. 7 to 9 is an example of such a case, and the grooves 76a and 76b formed in the insertion tool 56 are connected to the connection port 8.
The thrust metal 68 is adsorbed to both side surfaces 74a and 74b by being connected to the vacuum circuit 82 through the vacuum circuit 82 via the first and second cylinders 0a and 80b. It is carried in between 62b. Then, in this state, the switching valve of the air circuit is switched, and the grooves 76a, 76b are connected to the pressurizing circuit 84, so that the thrust metal 68 is pressed by the crank arms 62a, 62b according to the air pressure of the pressurized air. When the crankshaft 16 is rotated around the axis O in this state, the thrust metal 68 is rotated by friction between the crankshafts and the crank arms 62a and 62b, and is inserted into the gaps 66a and 66b.

In such an assembling apparatus, since the thrust metal is inserted into the gap due to friction between the crank arm and the thrust metal, the thrust metal is hardly damaged or deformed at the time of the insertion, and the thrust metal is hardly deformed. Automatic assembly of metal becomes possible.

SUMMARY OF THE INVENTION However, in the device for inserting the thrust metal into the gap by rotating the thrust metal by friction between the thrust metal and the crank arm as described above, Slight variations in the coefficient of friction and gap size greatly affect the insertion of thrust metal,
In particular, in the latter half of the insertion when the contact area between the bearing side surface and the thrust metal increases and the insertion resistance due to the friction increases, there is a problem that the insertion becomes impossible or the insertion time becomes longer. Reliability was not obtained.

The present invention has been made as a background of the above circumstances, and an object of the present invention is to enable a thrust metal to be reliably inserted in a short time.

Means for Solving the Problems In order to achieve this object, the insertion of the rear half of the thrust metal whose front end is previously inserted into the gap is performed by engaging the pushing member with the rear end of the thrust metal. The present invention, when assembling the crankshaft to a cylinder block having a bearing portion concave in a semicircular shape, by inserting the journal portion of the crankshaft into the bearing portion, When inserting a semi-circular thrust metal corresponding to the groove into a gap formed between the crank arm and the semi-circular groove provided along the semi-circular shape on the side surface of the bearing portion, A device in which the front end pushes the thrust metal previously inserted into one opening of the gap to the rear end,
(A) a pushing member which is disposed on the opposite side of the bearing portion with respect to the journal portion, and whose leading end projects toward the journal portion to a position where it can engage with the rear end of the thrust metal; (B) so that the tip of the pushing member moves in an arc substantially along the outer peripheral surface of the journal portion;
A driving device for moving the pushing member; and (c) being provided near the other opening of the gap, being engaged with a front end of the thrust metal when the thrust metal is pushed by the pushing member. And a push completion detecting means for detecting that the thrust metal has been completely pushed into the gap.

In such a thrust metal assembling apparatus, the thrust metal having the front end inserted in one of the openings in the gap between the bearing portion and the crank arm portion is substantially formed on the outer peripheral surface of the journal portion by the driving device. The leading end of the pushing member that is moved along the arc is engaged with the rear end of the thrust metal protruding from the gap, so that the pushing member is mechanically pushed into the gap along with the arc of the pushing member. . In addition, the front end of the thrust metal is engaged with the push completion detecting means provided near the other opening of the gap, thereby detecting that the thrust metal has been completely pushed into the gap.

Here, since the front end of the thrust metal is previously inserted into the gap, even if the thrust metal is mechanically pushed in as described above, the thrust metal is guided between the crank arm portion and the bearing portion, and the thrust metal is deformed. Is almost none. In other words, the reason that the thrust metal is easily deformed when mechanically assembled is that when the thrust metal is inserted into the gap, the thrust metal is forcibly pushed even when its front end contacts the upper surface of the bearing portion. When the thrust metal whose front end is previously inserted into the gap is mechanically pushed in as in the present invention, there is almost no possibility that the thrust metal is deformed by the pushing.

As a means for inserting the front end portion of the thrust metal into the gap in advance, a method of rotating the crankshaft while pressing the thrust metal against the crank arm portion by the pressurized air or the like is preferably employed as described above. However, other automatic insertion means may be used, or the operator may manually insert it.

As described above, according to the thrust metal assembling device of the present invention, the thrust metal is mechanically pushed into the gap by the pushing member, so that the thrust metal can be securely assembled in a short time, The cycle time is shortened and high reliability is obtained. Further, when the thrust metal is pushed by the pushing member, the front end of the thrust metal is engaged with the pushing completion detecting means provided near the other opening of the gap, whereby the thrust metal is completely pushed into the gap. Is detected,
Defective assembling due to falling off of the thrust metal is also detected well, and the reliability of the device is further improved.

Embodiment Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a perspective view of an assembling line in which a crankshaft assembling apparatus 10 and a cap assembling apparatus 12 are arranged side by side. In front of these assembling apparatuses 10 and 12, a cylinder block 14 is provided. A transport device 22 is provided for transporting a pallet 20 on which a plurality of caps 18 mounted on the cylinder block 14 are mounted.
The pallet 20 is positioned and stopped at a predetermined stop position in front of the assembling devices 10 and 12, respectively.

The crankshaft assembling apparatus 10 includes a chuck unit 24 as is clear from FIG. 2 showing a front view and FIG. 3 showing a right side view.
24 is supported by a Z-axis moving device 26 and is moved in the vertical direction. The Z-axis moving device 26 is supported by a Y-axis moving device 28 and is substantially horizontal in the Y-axis direction. Moved in the direction. Further, the Y-axis moving device 28 is supported by the X-axis moving device 30, and is moved substantially horizontally in the X-axis direction perpendicular to the Y-axis, that is, in the front-rear direction perpendicular to the plane of FIG. The cylinder block 14 and the crankshaft 16 are mounted on a pallet 20 in a posture parallel to the Y-axis direction.

Each of the moving devices 26, 28, 30 is a servo motor M
1, M2, and M3 (M1 and M3 are shown in FIG. 1), and the ball screw is driven to rotate to linearly move using a guide rod or a guide rail as a guide. Further, the Z-axis moving device 26 includes a piston rod
32 is an air cylinder connected to the chuck unit 24
The piston rod 32 is constantly urged upward by pressurized air, and is vertically screwed with the ball screw. Note that the X-axis moving device 30 is provided on a pair of support arms 36 that are fixedly provided.

The chuck unit 24 includes a main body frame 38 that is fixed to the Z-axis moving device 26 and is long in the Y-axis direction.
At both ends of the body frame 38, the crankshaft 16
Devices 40 and 42 for supporting the pallets in a posture parallel to the Y-axis direction
Are arranged. Each of the chuck devices 40 and 42 is provided with an air cylinder, and each engagement portion is protruded inward by pressurized air, thereby being engaged with both ends of the crankshaft 16 and the crankshaft 16. Is supported so as to be rotatable around the axis.

The chuck device 42 supporting the front side of the crankshaft 16, that is, the left end in FIG. 2, is provided with an engagement ring 44 which is engaged with the crankshaft 16 so as to be relatively unrotatable. The engagement ring 44 is driven to rotate in one direction by the motor with brake M4, that is, clockwise as viewed from the left side in FIG. The engagement ring 44 is provided with a key that is engaged with a key groove provided in parallel with the axis on the outer peripheral surface of the front end portion of the crankshaft 16, and is always driven by a spring (not shown) However, when the key is not inserted into the key groove in a state where the crankshaft 16 is supported by the chuck device 42, the key is relatively moved leftward against the urging force of the spring. Engagement ring 44 in FIG.
Is a state in which the key is inserted into the key groove so as to be engaged so as not to rotate relatively, and this is detected by the proximity switch SW1.

In a state where the crankshaft 16 is chucked by the chuck devices 40 and 42, the electromagnetic switching valve malfunctions due to a power failure or the like, so that the chuck state is maintained even when the supply of the pressure air is shut off, so that the chuck holding device 46, 48
Is provided. One of the chuck holding devices 46 is the second
As shown in FIG. 6 showing a cross section taken along the line VI-VI in FIG. 6, the air is constantly drawn upward by the same pressure air as the air circuits supplied to the chuck devices 40 and 42. When the supply is interrupted, a holding pin 50 is provided which is protruded downward by a built-in spring, and the holding pin 50 is engaged with a notch of a rod 52 which is moved with the operation of the chuck device 40. Accordingly, the holding state of the crankshaft 16 by the chuck device 40 is maintained. The other chuck holding device 48 is similarly configured.

Further, the chuck unit 24 includes the pallet.
Proximity switch SW2 for detecting the presence or absence of crankshaft 16 on 20, photoelectric switch SW3 for detecting whether the crank arm of crankshaft 16 is substantially horizontal, and proximity switch for detecting the presence or absence of cylinder block 14. Switch SW4
Are arranged respectively. These switches SW2, SW3,
SW4 is a left side view of the chuck unit 24, FIG.
FIG. 5 is a sectional view taken along the line VV of FIG. 2, and FIG. 6 is a sectional view taken along the line VI-VI of FIG. The photoelectric switch SW3 is
It is composed of a pair of light emitter 53a and light receiver 53b.

On the other hand, in a middle portion of the main body frame 38 in the Y-axis direction, specifically, in a chuck state of the crankshaft 16 by the chuck devices 40 and 42, a central journal portion (main journal portion) 54 of the crankshaft 16 is provided.
The insertion tool 56 is disposed at a position directly above the insertion tool 56 in a downward posture. The insertion tool 56 is formed by a pair of guide rods 58 as shown in detail in FIG. 7 showing a section VII-VII in FIG. 2 and FIG. 8 showing a section VIII-VIII in FIG. 38 in the vertical direction, ie Z
It is mounted so as to be movable in the axial direction and can be moved up and down by a lifting cylinder 60.

The insertion tools 56 are provided in gaps 66a, 66b between the crank arms 62a, 62b located on both sides of the main journal 54 and the bearings 64 of the cylinder block 14, respectively, in the upper thrust metal (hereinafter simply referred to as thrust metal). For inserting 68. That is, the cylinder block
14 is provided with a bearing portion 64 having an upper end surface concaved in a semicircular shape, and the main journal portion 54 is rotatably supported around the axis O by the bearing portion 64. Semi-circular arc-shaped grooves 70a, 70b are formed on the upper side surfaces along the semi-circular shape, and gaps 66a, 66b are formed between the grooves 70a, 70b and the crank arms 62a, 62b. It is like that. And those gaps 66
A semi-circular thrust metal 68 corresponding to the grooves 70a, 70b is inserted into the a, 66b using the insertion tool 56, respectively. Note that a semi-cylindrical crankshaft bearing 72 is mounted on the bearing portion 64 in advance. Also, the seventh
8 and 8 show a state where the crankshaft 16 is slightly lifted from the bearing portion 64. FIG.

The insertion tool 56 is provided with the pair of crank arms 62.
The main journal portion 54 has a thickness smaller than the axial dimension of the main journal portion 54 minus the thickness of the two thrust metals 68 so that it can be inserted between the a and 62b. The tip has a concave semicircular shape corresponding to the outer peripheral surface of the main journal portion 54. Further, when the insertion tool 56 is lowered by the elevating cylinder 60 in a state where the crankshaft 16 is held by the chuck devices 40 and 42, the tip of the insertion tool 56 is close to the outer peripheral surface of the main journal portion 54. Then, the concave semicircular shape is positioned at the insertion position that is substantially concentric with the axis O.

Both sides of the insertion tool 56, namely the crankshaft 16
The left side 74a located on the front side and the right side 74b located on the rear side are provided with grooves 76a, 76b along the semicircular shape of the respective ends. These grooves 76a, 76b are formed by being divided into four in the circumferential direction, and are formed through four communication passages 78a, 78b.
The connection ports 80a and 80b provided individually are connected to each other. An air circuit shown in FIG. 9 is connected to the connection ports 80a and 80b, and the four solenoids SOL1 to SOL4
Are respectively excited to switch the switching valve, so that the connection ports 80a and 80b are independently connected to the vacuum circuit 82 and the pressurizing circuit 84, respectively.

The vacuum circuit 82 is provided with a vacuum pump, and the inside of the grooves 76a, 76b is made negative pressure through the connection ports 80a, 80b, so that the distal end portions of both side surfaces 74a, 74b of the insertion tool 56. The thrust metal 68 is adsorbed and held. The thrust metal 68 is passed from the metal supply device 86 shown in FIG. 3 to the insertion tool 56, and the metal supply device 86, as shown in FIG.
A delivery jig 88 is provided for sucking and holding the pair of thrust metals 68 at a position substantially equal to the plate thickness of the insertion tool 56 in an upwardly convex position. The metal supply device 86 is provided with the chuck unit 24 in FIG.
Is provided immediately below the original position indicated by the dashed line. The pressurizing circuit 84 includes a pressurizing pump, and pressurized air is ejected from the grooves 76a and 76b through the connection ports 80a and 80b.

The vacuum switches SW5 and SW6 in FIG. 9 are for detecting that the thrust metal 68 has been attracted to the insertion tool 56. Further, the delivery jig 88 is provided with communication paths 88a, 88b selectively connected to the vacuum circuit and the pressurizing circuit similarly to the grooves 76a, 76b of the insertion tool 56, and the thrust metal 68 can be sucked and pressed against the insertion tool 56 by pressurization.

Returning to FIG. 7, the distal end of the right side surface 74b of the insertion tool 56 is engaged with the outer peripheral edge of the thrust metal 68 to be sucked and held to define a pair of holding positions and postures of the thrust metal 68. Guide pins 90b are provided. As is clear from FIG. 11, which shows a cross section taken along the line XI-XI of FIG. 7, a pair of guide pins 90a is similarly provided on the opposite left side surface 74a. The protrusion dimensions of these guide pins 90a, 90b from the side surfaces 74a, 74b are smaller than the plate thickness of the thrust metal 68.

7. The tip of the insertion tool 56 on the right side in FIG.
That is, as is apparent from FIG. 12, which shows a cross section taken along the line XII-XII in FIG. 7, pins 92a, 92b parallel to the Y-axis direction are provided on both side surfaces 74a and 74b, respectively. Stoppers 94a and 94b are attached so as to be rotatable around. These stoppers 94a and 94b are engaged with the outer peripheral edge of the thrust metal 68 when the insertion tool 56 is inserted from above into the delivery jig 88 shown in FIG. It is pivoted outward as shown in FIG. Also, in FIG. 7, the thrust metal 68 is rotated counterclockwise so that the front end 68f is inserted into one opening of the gaps 66a, 66b, that is, into the left opening in FIG. Stoppers 94a, 94b
When the engagement with the thrust metal 68 is released, the stoppers 94a and 94b are rotated downward by their own weight, engaged with the front end 68f of the thrust metal 68 rotated by 180 °, and Prevent rotation. Side surfaces 74a, 7 of these stoppers 94a, 94b
The protruding dimension from 4b is also smaller than the thickness of the thrust metal 68.

As shown in FIG. 13 showing a front view of the distal end of the insertion tool 56, the left side in FIG. 7, that is, the front end of the chuck unit 24,
Detection arms 96a and 96b are attached to both sides 74a and 74b. These detection arms 96a, 96b are rotatable around pins parallel to the Y-axis direction, similarly to the stoppers 94a, 94b, and the insertion tool 56 is inserted into the delivery jig 88 from above. At this time, it is engaged with the outer peripheral edge of the thrust metal 68 and rotated outward. When the thrust metal 68 is inserted into the gaps 66a and 66b and rotated by 180 °, and the engagement between the rear end 68r and the detection arms 96a and 96b is released, the detection arms 96a and 96b Is rotated downward by its own weight. Proximity switches SW7 and SW8 are provided near the detection arms 96a and 96b, respectively.
It is detected that the thrust metal 68 has been completely inserted into the gaps 66a, 66b from the rotational state of the a, 96b. The protrusion dimensions of these detection arms 96a, 96b from the side surfaces 74a, 74b are also smaller than the plate thickness of the thrust metal 68.

The insertion tool 56 is also provided with lubricating oil supply holes 98a, 98b on both side surfaces 74a, 74b so that lubricating oil is supplied from the lubricating unit 102 (see FIG. 17) via the connection ports 100a, 100b. Has become. The lubrication unit 102 includes a pump, a switching valve, and the like, and has the connection ports 100a, 1
The lubricating oil is simultaneously supplied to 00b, and the supply is stopped at the same time. The illustration of the supply hole 98a and the connection port 100a on the left side surface 74a is omitted.

On the front surface of the main body frame 38, a pushing device 200 is mounted via a mounting plate 104. This pushing device 200 corresponds to an embodiment of the present invention, and FIG. 14 is a right side view and FIG. 15 is a longitudinal sectional view from the front.
As shown in the figure, the cylinder block 14 is disposed on a substantially horizontal support plate 202 and is moved by the X-axis moving device 30.
After being retracted to a position just above the Z-axis moving device
26 allows it to be lowered to the depressed position shown in the figure. In FIGS. 1 to 3 and the like,
The pushing device 200 is omitted.

On the upper surface of the support plate 202, a main body block 206 is fixedly mounted.
08, 210 are fixed parallel to the Y-axis direction and vertically separated from each other. On the output shafts of the rotary cylinders 208 and 210, interlocking links 212 and 214 of the same length are attached so as to be relatively non-rotatable. At the tip of the interlocking links 212 and 214, a connecting bar 220 is connected to the interlocking links 212 and 214 via hinge pins 216 and 218. And are connected so as to be relatively rotatable.

A pressure air is supplied to the rotary cylinders 208 and 210 via a common switching valve, and a first rotation position in which the interlocking links 212 and 214 are respectively directed upward,
In FIG. 14, it is possible to rotate substantially simultaneously with the second rotation position rotated 90 ° counterclockwise. Also, hinge pins 216, 21 for connecting the connecting bar 220 to their interlocking links 212, 214.
8 have the same turning radius r, and are the same as the radius of curvature R of the thrust metal 68. As a result, the connecting bar 220 is moved substantially in parallel within an angle range of 90 ° along an arc having a radius R, and is shown by a dashed line with the first swing position shown by a solid line in FIG. It can be reciprocated between the second swing position.

The connection bar 220 has a longitudinal shape that is long in the up-down direction, and its lower end protrudes downward from a notch 224 provided in the support plate 202, and is bifurcated in the Y-axis direction. Holders 226a, 226b
Is provided. When the connecting bar 220 is in the same position as the insertion tool 56 in the Y-axis direction, that is, when the chuck unit 24 is retracted, the pushing bar 200 is moved to the center of the main journal portion 54 of the crankshaft 16 set in the cylinder block 14. It is arranged on the support plate 202 so as to be located above.

One of the holder portions 226b located on the rear side of the crankshaft 16 has a lid member 228b fixed to a side surface opening of a groove formed in a vertical direction so as to open at a lower end portion on a side surface of the connection bar 220. Accordingly, a mounting hole 230b opened at the lower end is provided. The upper end of the push bar 232b is vertically movably inserted into the mounting hole 230b, and the push bar 232b is urged by a compression coil spring 234b to always protrude downward. Further, an engagement pin 236b is fixed to the pushing bar 232b, and the engagement pin 236b
Is engaged with the lower ends of the vertically long holes 238b provided in the connection bar 220 and the lid member 228b, so that the pushing bar 232b can always be pushed upward in the protruding position shown in the drawing. Is held. Whether or not the pushing bar 232b is held at the protruding position is detected based on whether or not the proximity switch SW10 disposed on the lid member 228b detects the engaging pin 236b. The other holder 226a
The holding member 226b has the same configuration as that of the holder portion 226b, and holds the pushing bar 232a. Whether the push bar 232a is held at the protruding position is detected by the proximity switch SW9.

The front end (lower end) of the pushing bar 232b is connected to a connecting lever.
In a state where 220 is held in the first swing position, the pushing device 2
00 is lowered to the pushing position, so that it is located immediately above the main journal portion 54 and separated from the axis O by the radius of curvature R, and close to the rear side crank arm portion 62b with a slight gap. Then, it is inserted to an engagement position where it can engage with the thrust metal 68. The length of the pushing bar 232b and the pushing position of the pushing device 200 are determined in this way. In this case, when the thrust metal 68 is not inserted more than half as shown by the two-dot chain line in FIG. 14, the pushing bar 232b contacts the outer peripheral edge of the thrust metal 68 when the pushing device 200 is lowered. They are brought into contact and relatively pushed into the mounting holes 230b, which are detected by the proximity switch SW10.

When the connecting bar 220 is moved from the first swing position to the second swing position by the rotary cylinders 208 and 210 in the state where the pushing device 200 is lowered to the pushing position as described above, the tip of the pushing bar 232b is moved. The thrust metal 68 is lowered substantially along an arc having a radius of curvature R centered on the axis O of the main journal portion 54, whereby the thrust metal 68 is pressed at its rear end 68r by the push bar 232b to form the gap 66b.
Completely pushed into. The dashed line in FIG. 14 shows this state. When the normal thrust metal 68 is pushed, the compression coil spring 234b
Has a spring force that is not pushed into the mounting hole 230b.

The push bar 232a on the front side is also the push bar 232b.
When the thrust metal 68 on the rear side is pushed by the pushing bar 232b, the thrust metal 68 on the front side is pushed into the gap 66a.

In the present embodiment, the pushing bars 232a and 232b correspond to pushing members, and the driving device 240 is constituted by the rotary cylinders 208 and 210 for moving the pushing bars 232a and 232b in an arc, the interlocking links 212 and 214, the connecting bar 220, and the like. ing.

On the other hand, on the side opposite to the side where the pushing bars 232a, 232b make an arc movement about the axis O, that is, on the right side in FIG. 14, an assembling completion detecting device for detecting whether or not the thrust metal 68 is correctly assembled. 242 are provided. The assembly completion detecting device 242 is fixed to the lower surface of the main body block 206 via a mounting block 244, and the lower end of the mounting block 244 is as shown in the rear view of FIG. A pair of detection bars 246a and 246b are provided to be movable in the vertical direction. The detection bars 246 and 246b are urged downward by compression coil springs 248a and 248b (248a is not shown), and the detection portions 250a and 250b are always above the guide portion 252 provided integrally with the mounting block 244. It is movably held upward at a descending end position abutting the end face.

The inspection bars 246a and 246b are also provided with claw portions 254a and 254b, respectively, which are thinner than the thrust metal 68, and the claw portions 254a, 254a, 254b is inserted into the other opening of the gaps 66a, 66b, that is, into the opening on the right side in FIG. Therefore, when the thrust metal 68 on the front side and the rear side is completely pushed in by the pushing bars 232a and 232b, respectively, the front end 68f is brought into contact with the claws 254a and 254a.
The measurement bars 246a and 246b are pushed up respectively. A pair of proximity switches SW11 and SW12 are attached to the mounting block 244 via blocks 256a and 256b, and detect the detection units 250a and 250b to detect that the inspection bars 246a and 246b have been pushed up. It has become. The assembling completion detecting device 242 corresponds to a pressing completion detecting unit.

Such a crankshaft assembling apparatus 10 is provided with a control circuit shown in FIG.
0 controls its operation. The control device 110 includes a CPU,
RAM and ROM, and by performing signal processing according to a program stored in advance in the ROM while utilizing the temporary storage function of the RAM, for example, the flowcharts of FIGS. 18 to 22 and the time chart of FIG. 23. Operate as indicated. Also, a clock signal source for performing time measurement is provided.

The control device 110 is supplied with a detection signal from each of the switches SW1 to SW12.In addition, the chuck unit 24 is raised to the rising end position by the Z-axis moving device 26. That the insertion tool 56 has been raised and lowered to the raised end position and the lowered end position by the lifting cylinder 60, the push bars 232a and 232b have been moved to the upper and lower ends by the rotary cylinders 208 and 210, and the cranks by the chuck devices 40 and 42. A detection signal is supplied from each sensor for detecting that the chuck and unchuck of the shaft 16 and the holding pins 50 of the chuck holding devices 46 and 48 have been pulled upward, and the like.

The control device 110 also sends an X-axis motor drive control circuit 1
12, Y axis motor drive control circuit 114, Z axis motor drive control circuit 1
A drive signal is output to 16, and the servo motors M3, M2, M1 are each driven by NC control. Servo motor M3, M
2 and M1 each include a rotary encoder, and a position signal is supplied to the control device 110. From the control device 110, the solenoids of the respective switching valves of the air circuit including the solenoids SOL1 to SOL4 are turned ON (excitation) and O, respectively, by the switching valve device 118.
A switching signal for FF (non-excitation) is output, and the elevating cylinder 60, the rotary cylinders 208 and 210, the chuck devices 40 and 42,
The operation of the chuck holding devices 46 and 48 is controlled, and the negative pressure and the pressurization of the insertion tool 56 are switched. Further, it outputs a drive signal to the motor drive control circuit 120 to control the operation of the motor with brake M4, and outputs a switching signal to the lubrication unit 102 to switch the lubricating oil supply state to the insertion tool 56.

Next, the flowcharts of FIGS. 18 to 22 and FIG.
The operation of the crankshaft assembling apparatus 10 will be described with reference to the time chart in FIG.

First, in step S1, pressurized air is supplied to the chuck holding devices 46 and 48, and their holding pins 50 are respectively pulled upward against the urging force of the springs. Next, step S2 is executed, and the insertion tool 56 is
Receive thrust metal 68 from 86.

Step S2 is specifically executed according to the flowchart of FIG. 19, and the chuck unit 24 previously positioned at the original position indicated by the dashed line in FIG. As a result, the insertion tool 56 is lowered by the elevating cylinder 60 to the lower end position. As a result, as shown in FIG. 10, the insertion tool 56 is inserted from above into the delivery jig 88 of the metal supply device 86 that holds the two thrust metals 68 in advance.

Then, in step S12, the solenoids SOL1 and SOL3 are turned on, the grooves 76a and 76b formed on both side surfaces 74a and 74b of the insertion tool 56 are both set to a negative pressure, and the delivery jig 8
The communication paths 88a, 88b of 8 are switched from negative pressure to pressurization, and the thrust metal 68 is pressed against both side surfaces 74a, 74b of the insertion tool 56. Is adsorbed. When the suction of the thrust metal 68 is detected by the signals from the vacuum switches SW5 and SW6, step S13 is executed, and the Z-axis moving device 26
As a result, the chuck unit 24 is raised to the original position, and the insertion tool 56 is raised to the raised end position by the lifting cylinder 60.

Thus, the operation of step S2 in FIG. 18 ends.
The portion indicated by the time Ta in the time chart of FIG. 23 indicates the operation when the thrust metal 68 is received.

Next, step S3 is executed, and the crankshaft 16 is received from the pallet 20. This step S3 is executed in accordance with the flowchart of FIG. 20, and in step S21, the chuck unit 24 is advanced from the original position by the X-axis moving device 30, and in step S22, Z
It is lowered by the shaft moving device 26 and is positioned at the shaft receiving position shown by a two-dot chain line in FIG. The shaft receiving position is set at a position where the center line of both chuck devices 40 and 42 substantially coincides with the axis O of the crankshaft 16 on the pallet 20. The X-axis moving device 30
The signal from the sensor that detects that the chuck unit 24 is held at the rising end position by the Z-axis moving device 26 is turned ON, that is, the chuck unit 24 is held at the rising end position. Make sure you are done.

In the following step S23, it is determined whether or not the crankshaft 16 is present based on the signal from the proximity switch SW2. If the crankshaft 16 is not present, the abnormal routine of step S24 is executed and a series of operations is completed. I do. This abnormal routine is, for example, lighting of an abnormal lamp, return of the chuck unit 24 to the original position, and the like.
If the crankshaft 16 is present, step S25 is executed. First, the rear end of the crankshaft 16 is chucked and positioned by the rear-side chuck device 40, and then in step S26, the front-side chuck device 42
To chuck the front end of the crankshaft 16. The chucking operation may be performed on the front side and the rear side at the same time.

Thereafter, in step S27, the chucking unit 24 is raised to the raised end position by the Z-axis moving device 26, whereby the receiving operation of the crankshaft 16 ends. The portion indicated by time Tb in the time chart of FIG. 23 indicates the operation when receiving the crankshaft 16.

The metal insertion in step S4 is performed as shown in FIG. In step S31, the chuck unit 24 is moved forward by the X-axis moving device 30, and in step S32, the motor M4 is rotationally driven. The forward position of the chuck unit 24 is the cylinder block on the pallet 20
It is a position just above 14, and the rotation of the motor M4
Until the signal from the proximity switch SW1 is turned ON at 3,
In other words, the engagement ring rotated by the motor M4
44 is engaged with the crankshaft 16 so that it cannot rotate relative to the crankshaft 16, and continues until the crankshaft 16 is driven to rotate.

When the signal from the switch SW1 is turned ON and the rotation of the motor M4 is stopped in step S34, subsequently, step S35 is executed, the chuck unit 24 is lowered by the Z-axis moving device 26, and inserted by the lifting cylinder 60. The tool 56 is lowered to the lower end position.
7 and 8, the journal portion 54 of the crankshaft 16 is inserted into the bearing portion 64 of the cylinder block 14, and the insertion tool 56 is connected to the crank arm portion of the crankshaft 16. Inserted between 62a and 62b. The lower position of the chuck unit 24 is such that the journal portion 54 of the crankshaft 16 is
The thrust metal 68 held by the insertion tool 56 is positioned at a position close to the bearing portion 64 of the bearing portion 64 with a slight gap therebetween.
It is located at an assembly position substantially concentric with 70a, 70b.

In the next step S36, it is determined whether or not the cylinder block 14 is present based on a signal from the proximity switch SW4.If the cylinder block 14 is not present, in step S37, the abnormal lamp is turned on or the check unit 24 is turned off. An abnormal routine including a return to the original position is executed, and a series of operations ends. Cylinder block 14
Is present, step S38 is executed, the chuck unit 24 is slightly moved to the front side by the Y-axis moving device 28, and the lubricating oil is supplied from the lubricating unit 102 to the insertion tool 56 so that the lubricating oil supply hole 98a And 98b. Chuck unit 24 on the front side,
That is, the reason for moving to the left in FIG. 8 is to widen the gap between the bearing portion 64 of the cylinder block 14 and the crank arm portion 62a so that the thrust metal 68 can be easily inserted into the gap 66a. .

Further, in the following step S39, the solenoid SOL1 is turned off and the solenoid SOL2 is turned on, and for example, about 6 kg / cm ² of pressure air is ejected from the groove 76a formed on the front side surface 74a of the insertion root 56, The crankshaft 16 is driven to rotate at a rotation speed of, for example, about 30 rpm by the motor M4. When the compressed air is ejected from the groove 76a, the thrust tal 68 held on the side surface 74a is pressed against the side surface of the crank arm portion 62a, and the crankshaft 16 is rotationally driven in that state, thereby causing the thrust metal to be thrust. 68 is inserted into the gap 66a by the friction between the crank 68 and the crank arm 62a. The lubricating oil discharged from the lubricating oil supply holes 98a and 98b enhances the adhesion between the thrust metal 68 and the crank arm 62a, and prevents the thrust metal 68 from being damaged when it is inserted into the gap 66a. ing. Since the crankshaft 16 is rotationally driven with a small gap between the crankshaft 16 and the cylinder block 14, there is no danger that the crankshaft bearing 72 pre-assembled to the bearing portion 64 will come off and rotate.

It is reset following the step S40 the timer T and starts to count whether time greater than t ₁ timekeeping contents predetermined its timer T in step S41 is determined. When the time t ₁ less than, subsequently step S42
Is executed and whether the signal from the proximity switch SW7 is ON or not,
In other words, it is determined whether or not the thrust metal 68 on the front side has been completely inserted into the gap 66a.
Steps S41 and S42 are repeated until the result becomes YES. The time t ₁ is the time that can be inserted into the burr and warp such relatively condition is poor even if the more than half the gap 66a of the thrust metal 68, is set to, for example, about 5 seconds.

If the determination in any of the above steps S41 and S42 is YES, step S43 is executed, the solenoid SOL2 is turned off, and the supply of the pressure air to the groove 76a is stopped.
The rotation drive of the crankshaft 16 by the motor M4 is stopped. Then, in step S44, the Y-axis moving device 28
8, the chuck unit 24 is moved to the rear side, that is, to the right in FIG. 8, and the rear gap 66b is enlarged. Then, in steps S45 to S49, the thrust metal 68 is inserted into the gap 66b in the same manner as the front side. Inserted into The rotation stop of the crankshaft 16 in step S49 is performed based on the signal from the photoelectric switch SW3 so that the crank arm portion 62 of the crankshaft 16 stops in a substantially horizontal posture. Further, the supply of the lubricating oil from the lubricating unit 102 is also stopped in the above step S49.

Thereafter, in step S50, the chuck unit 24 is moved to the original position by the Y-axis moving device 28, and the bearing portion 64 is relatively positioned substantially at the center between the crank arms 62a and 62b, and in step S51 Z axis moving device 2
6, the chuck unit 24 is slightly lowered, and the crankshaft is rotated so that the journal portion 54 comes into close contact with the bearing portion 64.
Set 16 Then, in step S52, both chuck devices 40 and 42 are unchucked, and
At 53, the chuck unit 24 is raised to the rising end by the Z-axis moving device 26, and the insertion tool 56 is also raised to the rising end by the lifting cylinder 60. When the chuck device 42 is uncucked, the engagement ring 44
Is also retracted, and the engagement with the crankshaft 16 is released.

Thus, the insertion operation of the thrust metal 68 by the insertion tool 56 ends. The portion indicated by time Tc in the time chart of FIG. 23 shows the operation when the thrust metal 68 is inserted into the gaps 66a and 66b by the insertion tool 56.

Step S5 in FIG. 18 is performed according to the flowchart in FIG. 22, and first, in step S61, the X-axis moving device 30
The chuck unit 24 is moved backward, whereby the pushing device 200 is positioned directly above the cylinder block 14, and in step S62, the Z-axis moving device 2
6, the chuck unit 24 is lowered. At this time, the connecting bar 220 of the pushing device 200 is held at the first swinging position, and the thrust metal 68 on the front side and the rear side is held.
When both are pushed into the gaps 66a and 66b more than half, the pushing bars 232a and 232b are both kept at the protruding position, but if the insertion amount of the thrust metal 68 is less than half, the pushing The bars 232a and 232b are pushed into the mounting holes 230a and 230b, and the proximity switches SW9 and SW10 are turned on.
Therefore, when the chuck unit 24 is lowered, it is determined in step S63 whether or not the signal from the proximity switch SW9 or SW10 is ON. If either of them is ON, the thrust metal 68 by the pushing device 200 is turned on. Cannot be pushed in, and the abnormal routine of step S70 is executed, and a series of operations is completed by turning on the abnormal lamp, returning to the original position, and the like.

If the chuck unit 24 is lowered to the lower end, that is, the pushing position without the signals from the proximity switches SW9 and SW10 being turned ON, the determination in step S64 is YES, and step S65 is executed. In step S65, the connecting bar 220 is circularly moved with the swing radius R from the first swing position to the second swing position by the lorry cylinders 208 and 210, and is accordingly disposed at the lower end of the connecting bar 220. The pushing bars 232a and 232b are moved downward along the outer peripheral surface of the journal portion 54 in an arc. Thereby, the thrust metal 68 on the front side and the rear side is completely pushed into the gaps 66a and 66b, respectively. Also in this pushing process, if the pushing resistance becomes excessive due to the twisting of the thrust metal 68 or the like, the pushing bars 232a and 232b are pushed into the mounting holes 230a and 230b, and the assembling failure of the thrust metal 68 occurs. It is determined whether or not the signal from the proximity switch SW9 or SW10 is ON. If the signal is ON, the abnormality routine of step S70 is executed. The pushing operation of the thrust metal 68 by the pushing device 200 is performed relatively smoothly by the lubricating oil supplied from the insertion tool 56 in the step S4, and the thrust metal 68 is pushed.
The lubricating oil may be newly supplied at the time of the pushing.

If the push bars 232a and 232b are moved to the lower ends without the signals from the proximity switches SW9 and SW10 being turned on, the determination in step S67 is YES, and the determination in step S6 is YES.
8 is executed. In step S68, it is determined whether or not the signals from the proximity switches SW11 and SW12 are both ON, that is, both the front-side and rear-side thrust metal 68 have the gaps 66a and 66.
It is determined whether or not the connection bar 220 has been completely pushed into the position b. If both signals are ON, the connecting bar 220 is moved from the second swing position to the first swing position by the rotary cylinders 208 and 210 in step S69. Returned, Z-axis moving device
26 pushes the pushing device 200 up to the rising end. If one of the signals does not turn on due to the missing or deformed thrust metal 68, step S68
Is NO, and the abnormality routine of step S70 is executed.

Thus, the pushing operation of the thrust metal 68 by the pushing device 200 ends. The portion indicated by time Td in the time chart of FIG. 23 shows the operation when the thrust metal 68 is pushed into the gaps 66a and 66b by the pushing device 200.

Thereafter, step S6 in FIG. 18 is executed, and the chuck unit 24 is retracted to the original position by the X-axis moving device 30, whereby a series of operations of the crankshaft assembling device 10 ends.

FIG. 24 is a view showing a state where the crankshaft 16 is assembled to the cylinder block 14 by the crankshaft assembling apparatus 10 and the thrust metal 68 is mounted in the gaps 66a and 66b. Then, the cap 18 is assembled to the cylinder block 14 together with the lower thrust metal 122 by the cap assembling device 12 in the next step. In this case, since the crankshaft 16 is mounted so that the crank arm 62 is substantially horizontal, the crank arm 62 and the counterweight 124 do not interfere with the mounting of the cap 18. A crankshaft bearing 126 is mounted on the cap 18 in advance.

Thus, the crankshaft assembling apparatus 10 of the present embodiment is
In, the thrust metal 68 is held by the insertion tool 56 and inserted between the crank arms 62a and 62b, and the thrust metal 68 is
Since the thrust metal 68 is inserted into the gaps 66a and 66b by rotating the crankshaft 16 while pressing the thrust metal 62a and 62b, the burden on the operator when assembling the thrust metal 68 is greatly reduced. It is possible to reduce labor and labor. In particular, in the present embodiment, the pushing device 20
Since the thrust metal 68 is completely pushed in mechanically by using 0, the operator only needs to monitor the occurrence of an abnormality or the like, and the automation rate of the engine front assembly line is improved.

Further, the thrust metal 68 is pressed against the crank arm portions 62a and 62b by the pressurized air, and the thrust metal 68 is caused to rotate together with the crankshaft 16 by friction between them so that the thrust metal 68 is inserted into the gaps 66a and 66b. As a result, there is no possibility that the thrust metal 68 will be damaged or deformed when it is inserted. In the present embodiment, since the lubricating oil is supplied at the time of insertion, the damage to the thrust metal 68 can be more effectively avoided, while the thrust metal between the metal supply device 86 and the insertion tool 56 is prevented. The delivery of 68 is also performed by suction with a negative pressure, and the insertion tool 56 sucks and holds the thrust metal 68. Scratch at the time is also well prevented.

When inserting the thrust metal 68 on the front side, move the crankshaft 16 to the front side to
When a is widened and the rear-side thrust metal 68 is inserted, the crankshaft 16 is moved to the rear side to widen the gap 66b, so that there is an advantage that the thrust metal 68 can be inserted well.

Also, since the pushing device 200 is also used, the insertion tool 5
Compared to the case where the thrust metal 68 is assembled with only 6, the thrust metal 68 can not be inserted in the middle and the insertion time does not increase, and it is possible to assemble it in a short time and reliably. Shorter time and higher reliability can be obtained. The thrust metal 68 is scratched or deformed when the thrust metal 68 is inserted into the gaps 66a and 66b when the front end 68f of the thrust metal 68 comes into contact with the upper surface of the bearing portion 64. In addition, this is caused by forcibly mechanically trying to push it in, and when the front end 68f is already mechanically pushed into the gap 66a, 66b as in the present embodiment. Are the crank arms 62a and 62b and the bearing 64
Therefore, there is almost no risk of deformation or the like caused by the pushing.

Further, in the present embodiment, since the final assembly completion determination is made based on the signals from the switches SW11 and SW12 in step S68 in FIG. 22, for example, the signals of the switches SW7 and SW8 in steps S42 and S48 in FIG. When it is determined that the pair of thrust metals 68 have been assembled together by the assembly completion judgment based on
As compared with a case where step S6 is immediately executed without executing step S6, an assembly failure due to the thrust metal 68 falling off can be detected well, and the reliability of the apparatus is further improved.

As mentioned above, although one Example of this invention was described in detail based on drawing, this invention can be implemented in another aspect.

For example, in the above embodiment, the thrust metal
Although the insertion tool 68 is held by the insertion tool 56, it is also possible to use an electromagnet or a gripping device for gripping the peripheral edge of the thrust metal 68.

Further, in the above-described embodiment, the thrust metal 68 is pressed against the crank arm portion 62 by pressurized air, but a semi-circular pressing member in which a plurality of rotatable rollers around the axis are radially arranged is used as a cam. Other pressing means such as pressing the thrust metal 68 against the crank arm portion 62 via the rollers by driving by such means can be adopted. It is also possible to drive the roller to rotate so that the thrust metal 68 can be easily inserted into the gaps 66a and 66b.

Further, in the above embodiment, two thrust metals 68 are simultaneously held and inserted by a series of operations.
The thrust metal 68 may be transported and inserted one by one. Thrust metal 68 is always 1
It is not necessary to dispose them on both sides of the two bearings 64, and they may be arranged one by one on the opposite surfaces of the two bearings.

In the above embodiment, the thrust metal 68 on the front side is used.
After inserting the thrust metal 68 on the rear side, the thrust metal 68 on the rear side is inserted. Of course, the thrust metal 68 on the rear side may be inserted from the thrust metal 68 on the rear side. In the case where is relatively large, for example, it is also possible to hold the crankshaft 16 in the middle and insert both thrust metals 68 at the same time.

In the above embodiment, the crankshaft 16 is moved toward the front side and the thrust metal 68 is inserted into the gap 66a on the hundt side. Then, the crankshaft 16 is moved toward the rear side and the thrust metal 68 is inserted into the gap 66b on the rear side. However, while the thrust metal 68 is pressed against the crank arms 62a and 62b by the pressure air, the crankshaft 16 is repeatedly moved left and right while being rotationally driven, so that the thrust metal 68 is changed while changing the insertion condition. 68 may be inserted at the same time.

In the above embodiment, the insertion tool 56 is
However, other moving means such as a motor using an electric motor and a ball screw may be employed.

Further, in the above-described embodiment, the insertion tool 56 is provided in the chuck unit 24 that conveys the crankshaft 16, but the insertion tool 56 may be provided separately from the chuck unit 24 and moved independently. good.

Further, the pushing device 200 of the above-described embodiment is a rotary cylinder 2
08, 210, the interlocking links 212, 214, and the connection bar 220, etc., constitute a drive device 240.
It is also possible to reduce the number of rotary cylinders to one by connecting the insides of the fourteen parts or rotating them in conjunction with each other using a synchronous gear or the like. Further, instead of the rotary cylinder, an electric motor with a speed reducer, a direct acting cylinder, or the like can be adopted. For example, Fig. 25 shows an example of such a cylinder.
By linearly moving the rack 262 by the 260, the interlocking links 212 and 214 are simultaneously rotated by the same angle via the pinions 264 and 266 meshed with the rack 262,
The connecting bar 220 and the pushing bars 232a and 232b can be moved in an arc.

In addition, the length of the interlocking links 212 and 214 is the same, and the connecting bar 220 is configured to be translated in parallel.
At least the push bar 232a, 232b tip is the journal 2
It suffices that the circular motion is made substantially along the outer peripheral surface of the camshaft 4, and a cam mechanism or the like can be used instead of the link mechanism.

Further, in the above embodiment, the swing angle range of the connection bar 220, that is, the pushing bars 232a and 232b is 90 °. However, it is possible to enlarge the swing angle up to about 120 °. This means that the amount of insertion of the thrust metal 68 by 56 may be smaller.

Further, in the above embodiment, a pair of pushing bars 232a, 232b are provided, and the thrust metal 68 on the front side and the rear side is pushed in at the same time, but one thrust metal 68 is pushed by one pushing member. Alternatively, two of them may be pushed simultaneously. The tip shape of the pushing member is set as appropriate.

Further, in the above-described embodiment, the case where the pushing device 200 is provided in the chuck unit 24 has been described. However, the pushing device 200 can be installed separately from the chuck unit 24, or the pushing device 200 can be inserted into the chuck unit 24. For example, the tool 56 and the pushing device 200 are arranged so as to be movable in the X-axis direction, and the positions thereof are alternated, and the pushing device 200 is also moved up and down by the elevating cylinder 60 or the like. It is also possible to continuously insert and push the thrust metal 68 while holding it by the position. In that case, the crankshaft 16 can also be driven to rotate when the pushing device 200 pushes the crankshaft.

In the above embodiment but is configured to terminate on the expiration of a predetermined time t ₁ the insertion operation is predetermined in thrust metal 68 by the rotation of the pressure air and the crankshaft 16, it is supplied to the insertion tool 56 The insertion operation may be terminated by detecting that a predetermined amount of thrust metal 68 has been inserted, for example, by utilizing the fact that the flow rate and pressure of the compressed air vary depending on the presence or absence of the thrust metal 68.

Further, in the above-described embodiment, in step S68 after the operation of the push bars 232a, 232b, it is determined whether or not the assembly is completed by the signals of the switches SW11 and SW12. Prior to the pushing, the thrust metal is turned on by the signals of switches SW11 and SW12.
It is determined whether or not the assembly of step 68 has already been completed, and in the case of completion of the assembly, the chuck unit 24 is raised without performing the subsequent steps to end the pushing operation,
At the time of the insertion operation in the step S4 in the figure, it is determined whether or not the pair of thrust metals 68 has been assembled together by the signals of the switches SW7 and SW8, and if the assembly has been completed, immediately without executing the step S5, Step S6 may be executed.

Further, in the above-described embodiment, the thrust metal 68 is inserted into the gaps 66a and 66b by the insertion tool 56 prior to the mechanical pressing by the pressing device 200, but the front end 68f of the thrust metal 68 is set in advance. The device to be inserted into the gaps 66a, 66b is not necessarily limited to the device using the insertion tool 56, but may be another automatic insertion device capable of inserting the front end 68f, or may be a manual operation performed by an operator. Or you can.

Although not specifically exemplified, the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of the drawings]

FIG. 1 is a perspective view showing the overall configuration of a crankshaft assembling apparatus provided with a thrust metal assembling apparatus according to one embodiment of the present invention. FIG. 2 is a front view in which a part of the crankshaft assembling apparatus of FIG. 1 is omitted. FIG. 3 is a right side view in which a part of the crankshaft assembling apparatus of FIG. 1 is omitted. FIG. 4 is a left side view in which a part of the chuck unit in the crankshaft assembling apparatus of FIG. 1 is cut away. FIG. 5 is a sectional view taken along line VV in FIG. FIG. 6 is a sectional view taken along the line VI-VI in FIG. FIG. 7 is a sectional view taken along the line VII-VII in FIG. FIG. 8 is a sectional view taken along line VIII-VIII in FIG. FIG. 9 is a diagram illustrating an air circuit connected to the insertion tool of FIGS. 7 and 8. FIG. 10 is a longitudinal sectional view showing a delivery jig of a metal supply device provided at a rear portion of the crankshaft assembling device of FIG. FIG. 11 is a sectional view taken along line XI-XI in FIG. FIG. 12 is a sectional view taken along the line XII-XII in FIG. FIG. 13 is a front view showing the distal end portion of the insertion tool shown in FIGS. 7 and 8. FIG. 14 is a right side view, partially cut away, of a pushing device according to an embodiment of the present invention which is used by being attached to the crankshaft assembling device of FIG.
FIG. 15 is a front view in which a part of the pushing device of FIG. 14 is cut away. FIG. 16 is a rear view of the assembly completion detecting device provided in the pushing device of FIG. FIG. 17 is a block diagram showing a drive control circuit provided in the crankshaft assembling apparatus of FIG. FIG. 18 is a flowchart for explaining the overall operation of the crankshaft assembling apparatus shown in FIG. FIG. 19 is a flowchart specifically illustrating the operation of step S2 in FIG. FIG. 20 is a flowchart specifically illustrating the operation of step S3 in FIG. FIG. 21 is a flowchart specifically illustrating the operation of step S4 in FIG. Figure 22 shows the
18 is a flowchart specifically illustrating the operation of step S5 in FIG. FIG. 23 is a time chart for explaining the operation of the crankshaft assembling apparatus of FIG. 24th
The figure shows a state where the crankshaft and the thrust metal have been assembled to the cylinder block by the crankshaft assembling apparatus of FIG. 1 and explains the process of assembling the cap to this. FIG. 25 is a view for explaining another embodiment of the driving device in the pushing device of FIG. 10: Crankshaft assembly device 14: Cylinder block 16: Crankshaft 54: Journal 62a, 62b: Crank arm 64: Bearing, 66a, 66b: Clearance 68: Thrust metal, 68f: Front end 68r: Rear end 70a, 70b: Groove 200: Push-in device (thrust metal assembling device) 232a, 232b: Push-in bar (push-in member) 240: Drive device 242: Assembly completion detecting device (push-in completion detecting means)

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Claims (1)

(57) [Claims] When a crankshaft is assembled to a cylinder block having a bearing part concaved in a semicircular shape, a journal part of the crankshaft is inserted into the bearing part, so that the half of the bearing part is attached to a side surface of the bearing part. When a semi-arc-shaped thrust metal corresponding to the groove is inserted into a gap formed between the crank arm and the crank arm by a semi-arc-shaped groove provided along the circular shape, the front end of the thrust metal is A device for pushing a thrust metal inserted into one opening to a rear end portion, wherein the thrust metal is disposed on a side opposite to the bearing portion with the journal portion interposed therebetween, and a tip portion of the thrust metal is directed toward the journal portion. A pushing member protruding to a position where the pushing member can be engaged with the rear end, and a pushing member such that a tip end of the pushing member moves in an arc along substantially the outer peripheral surface of the journal portion. A driving device to be moved, provided near the other opening of the gap, and when the thrust metal is pushed in by the pushing member, the thrust metal is engaged with a front end of the thrust metal so that the thrust metal is And a push-in completion detecting means for detecting that the thrust metal has been completely pushed into the thrust metal assembling apparatus.