RU2145068C1 - Gear evaluating technical condition of internal combustion engine - Google Patents

Abstract

FIELD: manufacture of engines. SUBSTANCE: gear has power supply source, pickup of warning device, warning device of technical condition, converter made in the form of two coils, primary and secondary, technical condition meter made in the form of metal bar of variable section. One end of bar is coupled to return spring and is fitted with permanent magnets. Bar is mounted for movement through cores of coils. EFFECT: simplified manufacturing technology, increased reliability of evaluation of degree of contamination of oil with iron impurities. 6 dwg

Description

 The invention relates to in-place diagnostics of an internal combustion engine according to the composition of deposits in oil.

 A device for assessing the technical condition of an internal combustion engine, which contains a filter made with a constant magnetic field. These electromagnets are installed inside the measuring pipeline, through which oil is supplied to the diesel locomotive. When oil passes through electromagnets, deposits of diesel wear products (mainly small particles of iron) settle on the latter, in connection with which the oil pressure in the measuring pipeline changes. Oil pressure is measured by pressure gauges installed on the pipeline.

 As a control parameter, the pressure ratio in the primary and secondary lines is taken [1].

 The main disadvantage of this device is the difficulty of controlling the pressure ratio in the main and additional lines, the need to install two manometers.

 The technical solution of the device for assessing the technical condition of an internal combustion engine is also known [2].

 The indicated technical solution comprises a technical condition parameter meter, a converter, a signaling device sensor, an engine technical condition indicator and a measuring pipe, the measuring pipe being located in the engine oil system, and a measuring device, a recorder and a signaling device sensor located in the measuring pipe and connected through the sensor sensor to the signaling device, and the meter is made in the form of permanent magnets.

 To increase the accuracy of measurement, the transducer measuring the parameter of the technical condition of the engine is made in the form of a two-arm lever, stand, pusher, axis and return spring.

 Permanent magnets are placed on one of the shoulders of the two-arm lever, the other arm of which is connected with a return spring. The lever is placed on an axis on a stand placed inside the measuring pipe. The pusher is rigidly connected to the lever with the ability to interact with the sensor detector mounted on a rack in critical condition of the engine.

 The specified solution is selected as a prototype.

 During diesel operation, oil with diesel wear products in the form of small metal inclusions (iron) passes near the magnets, while the wear products are deposited on them. As deposits of diesel wear products on the magnets increase, the weight of the lever on which the magnets are placed increases. The more deposits accumulate on the magnets, the greater the weight of the two-arm lever on which the magnets are mounted. Upon reaching a certain amount of deposits on the magnet, corresponding to the critical condition of the engine, the lever with magnets overcomes the resistance of the spring and the electrical circuit closes, as indicated by the signaling device.

 The specified device also has a significant drawback, which is as follows: the device is difficult to manufacture, the two-arm lever often fails during operation, and therefore the quality of the evaluation of D.S.V.

 According to the invention, the task is to create such a device for assessing the technical condition of an internal combustion engine, in which a new embodiment of the blocks and their relative position would provide a high-quality and reliable indication of the presence of magnetic metal particles in the oil and thereby improve the quality and reliability of diagnostics of the technical condition of the internal combustion engine .

 According to the invention, this problem is solved as follows.

 In the known device for evaluating an internal combustion engine containing a power source, a technical condition parameter meter, a converter, a technical condition indicator and a measuring pipe located in the engine oil system, a control insert is installed in the measuring pipe, in which the meter and the converter are located, wherein the converter made in the form of two coils, one of which is connected to a power source, and the other (secondary) is connected to a signaling device, measure technical condition spruce formed as a metal rod, wherein one end of the rod associated with a return spring and is provided with permanent magnets, and the second end of the rod is formed with a variable cross section. The rod is made to move in directions through the cores of the primary and secondary coils.

 - Introduction to the device guides allows you to move the rod through the cores of the primary and secondary coils.

 - Installation of permanent magnets on the rod allows you to capture magnetic particles and judge the technical condition of the oil.

 - The implementation of one end of the rod with a variable cross-section allows you to determine when the rod passes through the secondary coil, the amount of impurities in the oil in the form of magnetic particles.

 All these signs can improve the quality of diagnosis and its reliability.

The device is illustrated by drawings:
- in FIG. 1 shows a diagram of a diesel lubrication system;
- in FIG. 2 - node 1 of FIG. 1;
- in FIG. 3 - site measurement of deposits in the lubrication system of an internal combustion engine (without deposits);
- in FIG. 4 - the same, with deposits of wear products of the internal combustion engine;
- in FIG. 5 - accumulation curves of deposits in diesel oil of copper, lead, iron (point A - critical wear on iron, engine operating time 600-700 hours; point B - critical wear on lead, engine operating time 1800 hours; point C - critical wear according to copper, engine operating time 2000 hours);
- in FIG. 6 is a graph of deposits of particles of wear products (iron) depending on the diesel engine operating time.

 The device comprises a crankcase 1, from which oil is supplied through a pipe 2 to a pump 3, and from a pump 3 to a measuring pipe 4. The measuring pipe 4 is divided into two pipes 5 and 6. The pipe has a control insert 7 made of non-magnetic material. In the insert 7, guides 8 are installed in which the rod 9 can move. The rod 9 is attached at one end with a return spring 10 to the inner surface of the insert 7.

 Magnet 11 (permanent) is mounted on the rod 9. The insert 7 is equipped with two coils: primary 12 and secondary 13 (insulation and installation of coils 12 and 13 are not conventionally shown in the drawing). The primary coil 12 is connected to the power source 14 through the key 15, and the secondary coil is connected to the signaling device 16.

 The measuring pipe 4 is installed using the flanges 17, and the control insert 7 - using the flanges 18.

 Cranes 19 and 20 are used to open and close pipelines 5 and 6 in the measuring pipe 4.

 From pipeline 4, oil is sent to diesel 21.

 The device operates as follows: during the operation of a diesel engine, oil from the crankcase 1 is piped 2 through a pump 3 to the measuring pipeline 4, and then to the diesel 21 and to the crankcase 1. In the measuring pipeline, the oil passes through the control insert 7, where iron particles are deposited on magnets 1. As particles (deposits) accumulate on the magnets 11, the rod 9 becomes heavier, overcomes the resistance of the spring 10 and begins to enter the core of the coil 13 through the core of the coil 12.

 It is known (see, for example, “Physics for the Curious” E. Rogers, M .: 1971, p. 393) that if the coil 12 is connected to an AC power source and brought to it another closed coil 13, then in the latter will occur electricity.

 When current flows through the coil, it acts on the first coil like a magnet. The magnetic connection between the coil with the current and the coil, in which it is necessary to induce current, can be strengthened by passing the cores with iron through both coils.

 As the wear products of the diesel 21 are deposited in the insert 7 (see Fig. 2), deposits of wear products will form on the rod 9. (mainly iron wear products). The readings of the detector 16 will depend on the amount of iron deposits on the rod 9, because it will enter the core of coil 13 with a different cross section. The larger the cross section, the greater the magnetic coupling between the coils and, accordingly, the higher the readings of the signaling device 16.

 In the absence of partial oil refills, it was found that the deposition of various wear elements in the oil occurs in different ways.

 When analyzing oil on locomotives that underwent factory repairs (i.e., all engine components and parts were replaced with new ones and the oil was refilled fresh), a spectral analysis of diesel oil was performed on each scheduled type of repair, while a visual inspection of the diesel engine components and parts was performed , measuring gaps in worn knots and parts.

 Based on these data, dependences were constructed (Fig. 5), characterizing the accumulation of wear elements in diesel oil depending on the engine operating time, from which it follows that in the initial period deposition of wear products proceeds rather quickly, and then begins to decrease markedly. The critical deposition of copper and lead to a critical norm occurs during the period of 1800-2000 hours of engine operation (copper - 60 g / t, lead - 80 g / t), and the deposition of iron to a critical norm (50 g / t) occurs most quickly in 600 -700 hours of engine operation.

 Therefore, we can conclude that at the beginning of bearing wear (in oil deposits of copper and lead) during scheduled repairs, it is possible in almost all cases to establish the start of wear in a timely manner and not to miss the critical point of wear, i.e. repair damages in a timely manner, because for 1800-2000 hours of engine operation, the diesel locomotive repeatedly (5-6 times) goes for scheduled repairs, and if the sleeve-piston assembly is worn out, you can skip the critical point of wear, which can lead to damage, because . for 600-700 hours of engine operation, the diesel locomotive goes for scheduled repairs 1-2 times, in rare cases 3 times.

 The proposed device, designed to determine the degree of oil pollution by iron, allows you to record the quantitative deposition of iron by changing its amount on the metering surface of the magnets 11 installed in the measuring pipe 4, and the device’s operation is not affected by the presence of foreign objects made of non-magnetic material in the oil, and partial or complete oil change, as magnets 11 hold iron particles, and then when working with new (fresh) oil, the deposition process on the magnets 11 of insert 7 continues.

 Using the proposed device allows you to quickly receive information about oil pollution with iron impurities, i.e. allows not only to determine the contamination of the oil, but also the amount of iron - the wear product in the piston-sleeve assembly. In order to relate the wear rate of the piston liner to deposits on insert 7, an analysis was carried out for a specific 10D100 thermal diesel engine. The analysis was carried out on a number of diesel diesel engines immediately after factory repair or new ones, after construction (with new parts and fresh oil). After a certain time, deposits were measured on the rod 9 of insert 7, spectral analysis of the oil at the MFS-5 installation and visual inspection of the piston-sleeve assembly. The analysis was carried out on fifteen 10D100 diesel engines. Based on the results of the analysis, a graph of the amount of deposition of wear products was constructed, while only iron deposits in the core strengthen the magnetic coupling between the coils located on insert 7. Point 11 in FIG. 6 corresponds to diesel operation after 600-700 hours of operation after overhaul. When the amount of iron deposits is 200-220 g on insert 7 at 600-700 hours of diesel operation (according to spectral analysis), the deposition in oil is 45-55 g / t, and visual inspection of the piston-sleeve assembly shows traces of rubbing, i.e. the piston-sleeve assembly is in critical condition.

 The deposits on the insert 7 are measured as follows: according to the first embodiment, the taps 19 and 20 of the pipelines 5 and 6 are opened, and the oil is sent through these pipelines to the diesel 21.

 If you apply an AC voltage, for example 36V, to the primary coil 12, then as the iron deviations accumulate on the magnets 11 of the rod 9, the magnetic coupling between the coils 12 and 13 is strengthened. The alarm 16 has a number of divisions 1, 2, 3, 4, etc. up to 12. If on the detector 16 after 700 hours (and less than 700 hours of diesel operation) the readings will be more than 6 divisions, then the diesel engine is faulty (according to the experiments).

 As experiments have shown, control metering can be accelerated by directing oil only through line 6 through insert 7, while valve 19 of line 5 should be closed. In this case, all the deposition in the oil is fixed on the insert 7 (magnets 11) faster, and when the engine is running after 400 hours (at least 400 hours), the readings of the indicator 16 over 6 divisions indicate that the iron contains 45-55 g / t in oil, which is not permissible (shown in FIG. 6 by a dashed line).

Information accepted during the preparation of the application:
[1] Copyright certificate of the USSR N 1168814 M. cl. G 01 M 15/00.

 [2] Copyright certificate of the USSR N 1539569 M. cl. G 01 M 15/00.

Claims (1)

 A device for evaluating the technical condition of an internal combustion engine, comprising a power source, a measurer of a technical condition parameter, a converter, a signaling device of a technical condition and a measuring pipe located in the engine oil system, characterized in that a control insert is located in the measuring pipe, inside which the meter and converter are placed while the converter is made in the form of two coils, one of which is the primary one connected to the power source, and the other the second — secondary — is connected to the signaling device, the meter is made in the form of a metal rod, a return spring attached at one end to the control insert, and guides, one end of the rod connected to the return spring and provided with permanent magnets rigidly mounted on it, the second end of the rod is made variable cross section, and the rod has the ability to move through the cores of the primary and secondary coils.

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