KR20040042334A - Device of control cam timing of cam shaft for vessel engine - Google Patents

Abstract

PURPOSE: A cam timing adjustment device of a camshaft for a large engine of a ship is provided to remove the need for additional cam timing adjustment work in the ship by exactly adjusting the fixing angles of a fuel cam and an exhaust cam on land and then installing the fuel cam and the exhaust cam to the engine and mounting the engine to an engine room of the ship. CONSTITUTION: A cam timing adjustment device of a camshaft for a large engine of a ship comprises a bed(1) on the top of which a rail, longitudinally moving a numerical value-adjusting device(20), and a rail laterally moving a reduction motor(4) are fixed; first support devices(60) primarily receiving the camshaft descending from a crane and supporting the camshaft to seat the camshaft on a rotary supporting device(50); the rotary supporting devices supporting the camshaft, to elaborately rotate the camshaft while holding up the camshaft put on the first support devices; a surface plate(8) assembled to one end of the camshaft by bolts and nuts and rotated together with the camshaft; the reduction motor having a pinion rotating a ring gear by engaging with the ring gear of the surface plate; an encoder sensing the rotation angle of the surface plate, and an encoder display displaying a signal of the encoder as a numerical value; and the numerical value-adjusting device installed on the rail of the bed, to display a change of the rotation angle of a fuel cam(101) or an exhaust cam(102) assembled to the camshaft as a numerical value and control the change of the rotation angle, by rotating the camshaft.

Description

Cam timing adjuster of camshaft for large engine of ship {DEVICE OF CONTROL CAM TIMING OF CAM SHAFT FOR VESSEL ENGINE}

The present invention relates to a cam timing adjusting device for a camshaft for a large engine of a ship, and the apparatus of the present invention is significantly shorter in working time than the conventional method of adjusting cam timing after assembling the camshaft to a large engine of a ship. It is possible to adjust and greatly shorten the working air of the whole engine assembly work.

The engine of a large ship is so large that it can be operated by an adult worker into the cylinder or standing in the cylinder by looking at the cylinder alone. This corresponds to a typical internal combustion engine, and crank rods, connecting rods, pistons, cylinders, engine blocks, etc., are essentially provided, and the cam shaft 100 is disposed on the upper portion of the fuel pump 500 that accurately controls the supply of fuel. A plurality of fuel cams 101 and exhaust cams 102 are assembled to the camshaft 100 as shown in FIG. Referring to FIG. 6, when the fuel cam 101 is rotated by the rotation of the cam shaft 100, the cam guide roller 501 is assembled on the upper side while being inclined slightly off the center of the fuel cam 101. This causes the fuel to be supplied at the correct timing into the cylinder. Therefore, the fixed angle of the fuel cam 101 and the exhaust cam 102 assembled to the cam shaft 100 has a very important meaning. If the fixed angles of the cams are shifted even a little, the correct fuel injection and exhaust are smoothly performed. Since it is not made, serious problems such as poor fuel economy, severe vibration of the engine, and low power are caused, which in turn causes a rapid decrease in the durability of the entire engine.

Therefore, the fixed angles of the fuel cam and the exhaust cam assembled on the camshaft must be precisely adjusted. In a large ship engine, the camshaft 100 itself has a weight of several tons or more and a length of several tens of meters. It is very difficult to fix the cam after precisely adjusting the fixing angle of the cams.

Looking at the conventional method for this purpose, the engine mounted on the cam shaft 100 is mounted on the ship, and then the gear ring and the cam timing gear is engaged with the ring gear assembled at the end of the cam shaft while rotating the cam timing gear fuel pump ( A dial gauge is inserted through the upper opening of the 500 to adjust the fixed angle of each fuel cam and the exhaust cam. The position of the cam timing gear and the position of the fuel cam and the exhaust cam differ by more than a few meters. Due to the limited range of work by the accessory device, the operator for adjusting the fixed angle of the cam and the operator located on the cam timing gear cannot see each other. Therefore, the cam timing is being adjusted while transmitting and receiving each walkie-talkie, which is very demanding, requires a lot of personnel, and requires sophistication. There is a decisive shortcoming and it is very difficult to carry out precise work through the dial gauge fixed to the fuel pump under bad conditions, so it takes more than a few days and has a high incidence of defects. There is a closed end where the overall air is greatly extended.

Therefore, the present invention, by precisely adjusting the fixed angle of the fuel cam and the exhaust cam assembled on the cam shaft and then directly installed in the engine and the engine can be mounted directly in the engine room of the ship to be used in the ship It is an object of the present invention to provide a cam timing adjusting device that eliminates the need for a separate cam timing adjusting operation.

To this end, the present invention has a rectangular shape, and the rail 2 for moving the numerical adjustment device 20 in the longitudinal direction and the rail 3 for moving the reduction motor 4 in the width direction are fixed to the upper surface. A bed 1; A plurality of primary support devices 60 for receiving and supporting a cam shaft descending from a crane to mount the cam shaft 100 on the rotation support device 50; A plurality of rotation support devices (50) supporting the cam shaft (100) to rotate precisely while supporting the cam shaft (100) mounted on the primary support device; A face plate (8) assembled with bolts and nuts on one end surface of the cam shaft (100) and having a ring gear (9) integrally fixed and rotating together with the cam shaft; A reduction motor (4) meshing with the ring gear of the face plate and having a pinion (5) for rotating the ring gear and installed on the rail (3); An encoder (6) inserted into the center of the face plate (8) for recognizing the rotation angle of the face plate rotating together with the cam axis, and an encoder display (7) for numerically displaying signals of the encoder (6); The rotation angle change of the fuel cam 101 or the exhaust cam 102 assembled to the cam shaft 100 is displayed numerically and controlled as the cam shaft 100 is rotated on the rail 2 of the bed. It is characterized by consisting of a numerical adjustment device 20 that can be.

1 is a front view of the present invention.

2 is a left side view of the present invention.

Figure 3 is a front view of the numerical adjustment device of the present invention.

4 is a left side view of the numerical adjustment device of the present invention.

5 is a reference diagram showing a primary support device of the present invention.

Figure 6 is a reference diagram showing a state in which the cam shaft is assembled on the fuel pump upper portion of a large engine for ships.

<Description of the symbols for the main parts of the drawings>

1: Bed 4: Reduced Motor

6, 29: encoder 7, 28: encoder display

8: faceplate 20: numerical adjusting device

50: primary support device 60: rotary support device

100: camshaft

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

First, the cam shaft 100, the fuel cam 101, and the exhaust cam 102, which are installed in the engine manufactured according to the specifications agreed with the owner, are manufactured, and then assembled as shown in FIG. Transporting them to the position where the present invention is installed in a state where the fixed angle is not matched with only the exact position of the exhaust cam 102 being lifted, and lifting the cam shaft 100 by a crane, and then as shown in FIG. The hydraulic pump 62 of the primary support device 60 arranged alternately with the 50 is operated to raise the support 64 in which the V-shaped groove 65 is formed in the upper center. Subsequently, the camshaft 100 is seated on the support 64 of the primary support device, and then the hydraulic pump 62 is operated to cause the support 64 to descend so that the two-row symmetrical roller of the rotation support device 50 is formed. (52) to be seated on top. Therefore, as shown in FIG. 1, when the cam shaft 100 is seated on the rotation support apparatus 50, the support 64 of the primary support apparatus 60 is lowered below the cam shaft without contacting the cam shaft 100. It is.

Next, after assembling each other with the bolt 10 and the nut 11 at the center of the flange and the face plate 8 formed at one end of the cam shaft 100, the reduction motor 4 is directed to the face plate 8. The pinion 5 is engaged with the ring gear 9 of the face plate. At the same time, it is installed on the bed 1 so that the shaft of the encoder 6 is inserted into the hole formed in the center of the face plate 8, and the numerical adjustment device 20 is moved so that the rightmost fuel cam ( At the center and concave reference point P of 101, as shown in Fig. 6, the roller 31 and the fuel cam are maintained by the distance L at which the center of the fuel cam 101 and the cam guide roller 501 are shifted. Align the position of 101 and then release the locking lever (not shown) of the rod support 25 so that the rod support 25 and the rod 26 are moved toward the fuel cam 101 by the elastic force of the spring 27. The roller 31 is brought into contact with the fuel cam 101. Here, the roller 31 has a diameter equal to the diameter of the cam guide roller 501 of FIG. 6 and the same distance as the center mismatch distance L between the cam guide roller 501 and the fuel cam 101 as described above. The reason is to maintain the same situation as the actual situation.

Next, press the button of the encoder display 7 connected to the encoder 6 to set it to 0 °, operate the reduction motor 4 to rotate the cam shaft 100, and then the reference point P of the fuel cam 101. If the roller 31 is in contact so that the center of the roller 31 is in contact with the), the button of the encoder display 28 is pressed to set 0 mm. Thereafter, the reduction motor 4 is operated again so that the fuel cam is rotated so that the roller 31 is pushed to the right of FIG. 4 and the value of 13.5 mm appears on the encoder display 28 according to the action of the encoder 29. Set (7) to 0 ° again. This completes the setting of the first fuel cam 101.

Then, the bar 26 is pulled to the right to fix it, and then the numerical adjusting device 20 is moved to the position of another fuel cam which is close to the first fuel cam, and then the encoder display 7 is set to 225 ° and the bar ( 26) to release the roller 31 in contact with the fuel cam. Thereafter, the cam cam is rotated by operating the reduction motor 4 so that the fuel cam is positioned at a position of 225 °. In this state, the numerical value displayed on the encoder display 28 does not become 13.5 mm.

On the other hand, as described above, the angle of 13.5mm and the angle of 225 °, etc. is a calculated value according to the cam timing according to the design specifications of the engine, the user of the present invention can not arbitrarily determine such angles and values, such angles and numbers Different engine capacities are given.

In the above state, the camshaft is stopped so that the cam shaft can no longer rotate, and then a hose extending from the high pressure hydraulic device is screwed into the oil filling hole formed in each fuel cam (exhaust cam is also the same). Then, a high pressure oil is introduced into the fuel cam. As a result, the surface of the cam shaft and the inner diameter surface of the fuel cam are minutely formed by the high pressure oil. In this state, the fuel cam is rotated by hitting the fuel cam, and the fuel cam pushes the roller 31 according to the rotation.

Therefore, the numerical value change occurs on the encoder display 28 according to the action of the encoder 29, and when the value on the encoder display 28 reaches 13.5 mm, the operation of the hydraulic device is immediately stopped and the hydraulic pressure is released. As a result, the fuel cam is brought into close contact with the camshaft firmly and fixed in that state, and the angle adjustment of the second fuel cam is finished.

Next, move the numerical adjustment device 20 in front of the other fuel cams in the order described above, and then set the numerical value on the encoder display 7 to be 90 °, and use the hydraulic device as described above. After rotating, the angle of the fuel cam is continuously adjusted and fixed so that the value on the encoder display 28 becomes 13.5 mm. The subsequent adjustment angles are 135 °, 270 °, 315 °, 180 °, 45 °. That is, in the practice of the present invention, the number of fuel cams is eight and the number of exhaust cams is eight. As described above, since the adjustment of the fuel cam corresponding to the subsequent order of the fuel cam described above is made by the above-described method, description thereof will be omitted.

On the other hand, when the adjustment of the fuel cam is completed in order, the angle of the exhaust cam 102 should be adjusted. The exhaust cam adjusts the encoder display 7 to 0 ° and rotates the cam axis 114.1 ° based on the fuel cam first adjusted. After adjusting, the first adjustment is made so that the numerical value on the encoder display 28 becomes 14 mm, and the following exhaust cam angles are 339.1 °, 204.1 °, 249.1 °, 24.1 °, 69.1 °, 294.1 °, This may be done in the order of 159.1 °.

As a result of adjusting the angles of the fuel cam and the exhaust cam through the present invention as described above, the error range of the angle falls within the tolerance range of ± 1 °, thereby obtaining excellent results in compliance with the international error range. The time required to accurately adjust the timing angles of the cam and the eight exhaust cams was only about three hours.

As described above, the present invention, as described above, is equipped with a cam shaft assembled in an engine mounted on a ship, and then escapes from the conventional method and apparatus for adjusting the cam timing with many problems and closed ends as described above. Through the invention, it is very simple and precisely adjusts the cam timing, assembles it into the engine and mounts the engine directly on the ship so that the working time can be reduced by 1/30 ~ 1/40 compared to the conventional one. Unlike the conventional method, it is possible to obtain a shortening effect and an improvement effect of precision which is improved by about 150% compared to the conventional one. The adjustment of the cam timing allows the secondary work in the engine room to be carried out without any interruption. A great advantage which can shorten the air may be soybeans.

Claims (4)

A bed 1 having a rectangular shape and having a rail 2 for moving the numerical adjustment device 20 in the longitudinal direction and a rail 3 for moving the reduction motor 4 in the width direction fixed to the upper surface. Wow; A plurality of primary support devices 60 for receiving and supporting a cam shaft descending from a crane to mount the cam shaft 100 on the rotation support device 50; A plurality of rotation support devices (50) supporting the cam shaft (100) to rotate precisely while supporting the cam shaft (100) mounted on the primary support device; A face plate (8) assembled with bolts and nuts on one end surface of the cam shaft (100) and having a ring gear (9) integrally fixed and rotating together with the cam shaft; A reduction motor (4) meshing with the ring gear of the face plate and having a pinion (5) for rotating the ring gear and installed on the rail (3); An encoder (6) inserted into the center of the face plate (8) for recognizing the rotation angle of the face plate rotating together with the cam axis, and an encoder display (7) for numerically displaying signals of the encoder (6); The rotation angle change of the fuel cam 101 or the exhaust cam 102 assembled to the cam shaft 100 can be displayed and controlled as the cam shaft 100 is installed on the rail 2 of the bed. Cam timing adjustment device for a large shaft cam shaft of a ship, characterized in that consisting of a numerical adjustment device (20). The method of claim 1, wherein the primary support device 60, the rectangular housing 61 is fixed on the bed (1), the hydraulic pumps 62 are installed in the housing and each piston 63 and The cam timing adjustment device of the cam shaft for a large engine of a ship, characterized in that consisting of a support (64) is fixed through the top of the piston of the hydraulic pump and the V-shaped groove 65 is formed in the center of the upper surface. According to claim 1, the rotary support device 50, characterized in that consisting of a square support 51 is fixed on the bed (1), and the rollers 52 are assembled in a two-row symmetric type on the upper side of the support. Cam timing adjustment device for large engine camshaft of ship. The method of claim 1, wherein the numerical adjustment device 20 is moved on the bed (1) by the rail 41 of the rail holder (40) fixed in a direction perpendicular to the rail (2) fixed on the bed (1) The support 32 to be fixed, the vertical plate 21 is fixed to the upper surface of the support 32, the rail 22 is assembled, and the horizontal rail 24 is moved horizontally on the vertical plate rail 22 ) Is assembled with a horizontal plate 23, rod support members 25 and 25a which can be moved on the rails 24 of the horizontal plate, a rod body 26 penetrating the rod support, and an outer periphery of the rod body. A spring 27 which is assembled to and assembled between the rod holders 25 and 25a and exerts a resilient force on the rod holder 25 on one side, and a pin to the bracket 30 assembled to one end of the rod. A roller 31 assembled with a 31a, an encoder 29 assembled above the end of the rod 31 opposite to the rod 31, and sensing a moving distance of the rod 26; Receives a signal of the encoder value cam timing adjustment device of the camshaft for the engine of a large ship, it characterized in that the encoder is configured to display 28 to display a.