JPH07167744A - Diesel engine valve system wear tester - Google Patents

Abstract

(57) [Summary] (Correction) [Purpose] Diesel engine valve that can easily and reproducibly adjust the severity, which is the load factor applied to the test body, in the valve system wear test of diesel engine. Providing system wear test equipment. [Structure] The valve train wear test apparatus includes (1) another pulley is mounted in place of the injection pulley in a diesel engine, and means for controlling the frequency of the transmission member is provided. (2) Instead of the injection pulley in the diesel engine valve train, another pulley is installed, and the valve spring retainer in the engine has various cotter hole diameters and / or the valve spring spacer has various thicknesses. We prepared multiple units and made them freely replaceable.

Description

Detailed Description of the Invention

[0001]

TECHNICAL FIELD The present invention relates to a diesel engine valve train wear test apparatus.

[0002]

2. Description of the Related Art In order to improve engine speed and change operating conditions according to various requirements such as high speed and high output of engines, exhaust gas countermeasures, lead-free gasoline, improvement of fuel saving performance, extension of oil change distance, In recent years, interest in valve train wear is increasing. In Japan, several major automobile companies first established their own in-house test methods for valve system wear to evaluate lubricants and materials. Unifying test methods, JAS
O standard was established. Also, in recent years, research and development on valve system wear prevention performance of engine oil have advanced mainly in oil companies, and the Japan Petroleum Institute holds a rating symposium and workshops on valve system wear to make efforts to match the evaluation standards of each test organization. I've been When carrying out the wear test on a bench, there are a method of actually firing with fuel and a method of driving with a motor. Compared to the former,
The latter is a significantly superior method in terms of equipment simplification, cost, handling, and repeatability. The frequency of performing the valve train wear test by the motoring method tends to increase year by year. However, as the number of times this test was conducted and the number of test devices increased, it became clear that there were variations in data due to unification of evaluation criteria and test devices themselves beyond their proficiency. For example, one of the representative motoring engine tests, JASO standard Toyota 3A and old standard Toyota 20R engine, the results of testing each standard oil are JASO.
More recently, it was reported that there are large variations in wear damage results even at only a few laboratories. After that, the content announced by the ISO National Committee to comply with the international standard was also the same, and there were still large variations in reproducibility. Further, it has been found that when the repeatability test is performed about 10 to 15 times, there is a considerable difference between the first and last results. Therefore, the inventors of the present invention have conducted various studies on the cause of the variation in the data, and as a result, the reproducibility of the severity, which is a load factor applied to the test body, is poor and the same load cannot be applied. I found him.

However, when evaluating the wear resistance of the valve train,
If the rigor of the test equipment falls outside its suitability range,
You have to adjust it to be within that range. The present inventors have made various examinations as to what causes the variation in the severity, because the severity to be set in the test device is reproducible within a certain range, and as a result, the rigidity is relatively high. In the case of low engine, it was clarified that the forced vibration and torsional vibrations cause the dance and abnormal vibration of the valve train, which greatly affects the wear and damage of the valve train. It was discovered that the severity can be adjusted reproducibly and freely within a predetermined range by forcibly changing the appropriate conditions of the parts involved in the engine. A device was developed and proposed as Japanese Patent Application No. 4-351963.

However, when the fields of passenger cars and commercial vehicles using diesel engines have expanded recently, and a large number of small high-speed diesel engines having an OHC type valve mechanism have appeared in the market, scuffing occurs in the valve train like gasoline engines. In order to solve the problem of wear, it was necessary to develop a highly accurate valve train wear test device suitable for diesel engines.

In the case of medium and small high speed diesel engines,
As shown in FIG. 7, a timing belt 35 is hung on a front injection pulley 31, a camshaft pulley 32, an oil pump pulley 33, and a crank timing pulley 34 to drive them synchronously.
The injection pulley 31 is driven together with the injection pump, and the lubrication of the injection pump at this time is maintained by the fuel, and the others are maintained by the lubricating oil.

Therefore, in order to drive the valve train of a diesel engine by motoring, when the timing belt is directly hung on the injection pulley, fuel is not supplied to the engine, and therefore there is no fuel to keep the lubrication of the injection pump. It was found that the injection pump was seized and the apparatus proposed in Japanese Patent Application No. 4-351963 cannot be used for the wear test for diesel engines.

[0007]

[Object] An object of the present invention is a diesel engine valve system wear test device capable of reproducibly and easily adjusting the severity, which is a load factor applied to a test body, in a valve train wear test of a diesel engine. Is in the point of providing.

[0008]

[Structure] The first of the present invention is a diesel engine valve operating system,
A valve system wear test device comprising a motor for forcibly driving an engine valve system, and a transmission member for transmitting rotation of the motor to the valve system, wherein instead of an injection pulley in a diesel engine, another The present invention relates to a diesel engine valve train wear test device, characterized in that it is equipped with a pulley and means for controlling the frequency of the transmission member.

As one specific example, a diesel engine, engine oil temperature control means, a pulley connected to a crankshaft or a camshaft of the engine, and a pulley, a motor and a motor rotating shaft which are separate from the injection pulley of the diesel engine. A diesel engine valve train wear test device comprising a pulley connected to the belt, a belt spanned between the two pulleys, and means for changing the tension of the belt.

As an example of the pulley different from the injection pulley of the diesel engine, there is a pulley mechanism as shown in FIG. This pulley mechanism is a "pulley including a radial type rolling bearing composed of an outer race, an inner race and balls interposed between the outer race and the inner race and a pulley having the radial type rolling bearing at the center thereof" 41 and its inner race. It may consist of a fitted shaft 42 and a disc plate for fixing the shaft 42 and the bearing inner race.

A second aspect of the present invention is a valve operating system wear test comprising a diesel engine valve operating system, a motor for forcibly driving the engine valve operating system, and a transmission member for transmitting the rotation of the motor to the valve operating system. A device, wherein instead of the injection pulley in a diesel engine, another pulley is mounted, and a valve spring retainer in the engine having various cotter hole diameters and / or a valve spring spacer having various thicknesses is used. The present invention relates to a diesel engine valve train wear test device characterized in that a plurality of them are prepared and can be replaced.

As one specific example of this, a diesel engine, a temperature control means for engine oil, a pulley connected to a crankshaft or a camshaft of the engine, and a pulley separate from the injection pulley of the diesel engine, a motor, and a rotary shaft of the motor. A plurality of pulleys connected to each other, a belt spanned between the two pulleys, and valve spring retainers in the valve train having various cotter hole diameters and / or valve spring spacers having various thicknesses. An example of this is a valve train wear test device that can be replaced.

A third aspect of the present invention relates to the valve train wear test apparatus according to the second aspect, further comprising means for controlling the frequency of the transmission member.

The cotter hole diameter of the retainer in the valve train is
Prepare holes of various sizes in parallel to the wall of genuine parts. Usually, it is sufficient to prepare 5 to 10 kinds in which the hole diameter is changed by 0.1 mm. The thickness of the valve spring spacer is 0.1
It suffices to prepare 5 to 10 types that are changed by mm. Then, according to the degree of scuffing of the rocker arm pad, a retainer having an appropriate cotter hole diameter or a spring spacer having an appropriate thickness is replaced. Of course, if the engine is different, the same severity will not occur unless the cotter hole diameter of the retainer or the thickness of the spring spacer is changed, but even with one engine, all cylinders are the same. Therefore, the severity can be adjusted by changing the cotter hole diameter of the retainer or the thickness of the spring spacer for each cylinder. Of course, one of the merits of the present invention is that the severity can be freely adjusted for each cylinder, not to mention for each engine. Curiously, the retainer becomes more severe as the cotter hole diameter becomes larger, and becomes smaller as the hole diameter becomes smaller. Also, the thinner the spring spacer, the stronger the severity, and the thicker it becomes, the less severe the spring spacer becomes. Also,
When the present invention is used in combination with the technique of the valve train wear test device filed by the present applicant on Dec. 9, 1992, the severity adjustment becomes easier. A third aspect of the present invention is the second aspect of the present invention, wherein a means for controlling the frequency of the transmission member is attached.

The transmission member is a belt, a chain or a rope, and transmits the rotation of the motor to the valve train of the engine via the pulley, the sprocket and the grooved wheel. An elastic material is preferable for the transmission member in order to control the frequency. As the belt, a V belt, a toothed belt, a ribbed belt or the like can be used. To control the frequency, specifically, the tension (tension) of the belt (chain), the thickness of the belt (chain), the belt (chain)
It can be adjusted according to the material, the length of the belt (chain), etc.

As a concrete method of changing the frequency with the same transmission member, in FIG. 1, the position of the valve system and the position of the motor are relatively shifted to change the span and tension of the belt. You can More specifically, by finely adjusting the height of the motor, the tension and span of the belt can be changed to adjust the severity. Further, the tension can be adjusted by pressing the rotor as the load applying means of FIG.

Regarding the vibration of the belt, it is already known that there is the following relational expression (Himeji Institute of Technology, Research Report No. 21, October 1968, Kazuo Sugawara, Kumi Sekiguchi: Vibration of V-belt). According to it

[Equation 1]

[Equation 2] However, f: Free frequency of belt c / sec p: Belt tension kgf ρA: Belt density kgsec ² / cm ² l: Span length cm q: Bending rigidity coefficient cm ² / sec v: Belt speed cm / sec n: Natural number Therefore, the free frequency is increased by increasing the belt tension. Also when the belt is driven,
As the speed increases, the free frequency decreases. The relationship between the natural frequency of the engine valve system and the belt system and the free frequency of the belt is shown in FIG. Figure 2
As shown in, when the test device is driven at a certain rotation speed,
When the engine system and belt system frequencies or their integral multiples approach and overlap with the free frequency of the belt, the vibrations become intense and finally resonance occurs. Generally, the amplitude is dangerously large at this time, which causes damage to the mechanical elements, excessive fatigue, and unwanted noise. That is, the conditional expression at this time is

[Equation 3] It is represented by. However, fv: Natural frequency of valve train
m: Natural number At this time, the degree of severity given to the valve train becomes the maximum, and it is a condition under which the surface damage of the valve train such as scuffing occurs most rapidly.

Therefore, in the present invention, the frequency of the transmission member such as a belt, a chain or a rope is made to coincide with or approach the natural frequency of the valve operating system, so that both of them sometimes resonate or close to each other. By making the above, it is possible to arbitrarily apply the severity required for the test to the test body. In particular, 1 of the present invention
In the embodiment, the tension p of the belt is changed by adjusting the distance between the pulleys around which the belt is stretched, and the free frequency f of the belt is controlled, whereby the frequency of the belt and the valve operating system are controlled. It is possible to freely create a condition that causes the natural frequency to resonate, or a condition that causes it to resonate slightly. If the frequency of the belt is displayed as the amount of flexure of the belt and the severity is displayed as rocker pad scuffing DR, the relationship between the amount of flexure and the severity is shown in FIG.
become that way. The numerical values in FIG. 3 are numerical values when an experiment is performed under specific conditions, but FIG. 3 is merely for showing the relative relationship between the severity and the deflection amount.

Diesel engines produce soot, an incomplete combustion product typical of diesel combustion. This soot mixes into the engine oil from the combustion chamber via the piston / cylinder. It is already clear that soot mixed in oil adversely affects engine wear, especially valve train wear. This is because (1) the abrasion-resistant coating formed by decomposition of the anti-wear agent is adsorbed on the surface of the soot, which makes it difficult to form the coating. (2) Soot grinds the abrasion-resistant coating to cause abrasion. Is promoted, (3) the wear is promoted by the acid or the wear promoting substance attached to the soot, and (4) the soot causes oil starvation to promote the wear. This wear-promoting mechanism is complicated and needs further study in the future, but in any case, in order to emphasize the correlation with the actual machine operation and adjust the severity to a level close to the actual machine operating conditions, the engine is used as a substitute for soot. Carbon black was mixed and used in an appropriate ratio within the range of 1 to 5% in oil.

Table 1 shows the properties of typical soot collected from oil used in a diesel engine and exhaust manifolds, and the carbon black under test selected as a substitute.

[Table 1] Soot S-1 Carbon Black C-1 ━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━ Line 6.5 liters above ━━━━━ Engine test Engine oil used CD10W / 30 ━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━ ━━━━━━━━━━━━ Properties Specific surface area m ² / g 124 130 pH 2.1 3.4 Composition% wt C 89.0 95.0 H 1.2 0.3 O 5.4 4 0.0 N 0.4 0.2 S 1.0 0.4 Other 3.0 0.1

As shown in Table 1, the properties of the soot carbon black to be tested are quite similar. In addition, similarities have already been confirmed by observation with an electron microscope of the aggregated state and structure. In conducting the test, a predetermined amount of the above carbon black is put in the test oil in advance, and an appropriate method for dispersing it in the oil, for example, stirring with a homomixer under constant conditions every time, and immediately after completion of the work Start test operation. The filter used at this time is a so-called dummy filter in which the filter element is removed and the inner volume is made as small as possible. The internal volume is preferably 50-150 ml, actually 1
It will be about 00 to 200 ml.

The present invention will be described with reference to the drawings. Figure 1
Shows one embodiment of the present invention. The three V-belts 4 are suspended between the pulley 3 connected to the crankshaft 2 of the engine 1 and the pulley 5 connected to the rotating shaft of the motor 6, and the pulleys 3 are rotated by changing the height position of the motor 6, for example. The distances of 5 and 5 are changed to adjust the tension of the V belt. The tension of the belt can be known with a tension gauge. Vibrations at various tensions were measured by vibrometers 7 set on the engine and the motor, respectively. In the test device, the pulley 3 is attached to the crankshaft 2 on the rear side of the engine and is connected to the pulley 5 on the side of the motor 6, but the camshaft flange on the front side of the engine is used. It is also possible to attach a pulley and connect it to the pulley on the motor side (see Fig. 5). The test apparatus of FIG. 1 is equipped with a device 8 capable of controlling the temperature of the engine oil to be constant. Reference numeral 9 is a pump, and 10 is a heat exchanger. 11 and 12 are accelerometers. An inverter 13 finely adjusts the rotation speed with high precision. Reference numeral 14 is a control recorder, which displays and records room temperature, oil temperature, oil pressure, integrated time, and rotation speed. Since the engine 1 of FIG. 1 uses the entire engine, the lower part of the engine 1 is provided with an oil pan or the like. However, if the temperature of the engine oil is well controlled, the cylinder block and oil pan can be omitted. If the cylinder block and oil pan are omitted and the whole is downsized, it can be made into a desk type. For example, the cylinder block and the oil pan 15 that are originally associated with the engine can be removed and replaced with a small oil pan 24 dedicated to this instrument as shown in FIG. 5, and the teeth for transmitting the driving force from the motor 6 can be used. The attached belt 26 was hung on the pulley 16 directly connected to the flange portion of the cam shut 25 on the front side of the engine. As a result, it was possible to reduce the size and make it a desk type.

[0023]

【Example】

 Example 1 (1) Instrument used (see FIG. 1)

[Table 2] (a) Engine model Isuzu 4FC1 (diesel engine) Total displacement cm ³ 1995 Number of cycles 4 Number of cylinders 4 Valve arrangement OHC rocker arm type 1-3-4-2 Maximum torque kgf · m / rpm 12.0 / 2000 Remarks Remove piston, connecting rod, flywheel from engine (b) Drive device (i) Motor type Toshiba three-phase induction motor or equivalent output / voltage kw / v 3.7 / 200 rpm rpm 1440 (ii) transmission Belt type Narrow width V-belt, wrapped type, three-star McStar wedge belt Identification number (belt length mm) 3V-450 (1143) Number 3 (iii) Bushing pulley type Flat plate type designation (large) Q1-30 (small) HF -3 (c) Preparation parts for adjustment (i) Valve spring retainer In addition to genuine parts, (Ii) Valve spring spacers with genuine spacers and spacer thicknesses of 0.2mm and 0.3mm are available. (2) Engine oil Isuzu Motors Pure oil and factory filling oil Product name Besco Multi Super 10W / 30 [as REO1 (D)]

(2) Properties of engine oil

[Table 3] Test item REO1 (D) specific gravity 15/4 ° C 0.879 flash point (COC) ° C 230 kinematic viscosity mm ² / S @ 40 ° C 59.7 @ 100 ° C 11.4 viscosity index 186 pour point C -35.0 Total acid number mg KOH / g 1.78 Total base number (hydrochloric acid method) mg KOH / g 9.80 Sulfated ash% wt 1.30 Phosphorus% wt 0.11 Zinc %% wt 0.13 Calcium Min% wt 0.35

(3) Test conditions

[Table 4] Engine speed rpm 2000 ± 20 Oil pan oil temperature ℃ 90 ± 2 Valve spring kgf Outer spring (@ 41mm compression) 14.6 ~ 16.8 Inner spring (@ 38.5mm compression) 8.46 ~ 9.74 Carbon black (Cl) dispersion amount% 3.0 ± 0.05 Test time h 200

(4) Severity adjustment target

[Table 5] Evaluation item REO1 (D) Rocker arm pad rating (DR) 70 ± 5 Note that the adjustment range of severity is not limited to this. For example, in the case of REO1 (D), 0 to 0 according to the present invention. The range of 90 can be easily covered. The rocker arm pad rating (DR) is a numerical value indicating what percentage of the total area (pads) where scuffing may occur, where scuffing occurs.

(5) Severity adjustment result (i) Retainer cotter hole and belt tension adjustment are used together

[Table 6] (1) (2) (3) REO1 (D) REO1 (D) REO1 (D) Belt deflection (@ 10kgf ) mm * 1 Engine V-belt 19.0 18.2 18.2 Intermediate V-belt 19.0 18.2 18.2 Motor side V-belt 19.0 18.2 18.2 Change of retainer cotter hole diameter No. 1 * 4 Genuine Genuine Genuine retainer Retainer 2 Genuine Genuine Genuine retainer Retainer Retainer 3 Genuine Genuine Genuine cotter hole diameter is increased by retainer retainer 0.1mm 4 Genuine Genuine retainer Retainer 5 Genuine Genuine retainer Retainer Genuine retainer Genuine retainer Genuine retainer Genuine retainer Genuine retainer Genuine retainer Genuine retainer Genuine retainer Genuine retainer Genuine Genuine Genuine Genuine retainer Retainer Retainer 8 Genuine Genuine cotter Retainer retainer 0.2mm larger in diameter

[0028]

[Table 7] (1) (2) (3) REO1 (D) REO1 (D) REO1 (D) Engine vibration * 2 Lateral displacement mmp-p 0.08 0.09 0.09 Acceleration g 0.21 0.23 0.22 Longitudinal displacement mmp- p 0.13 0.18 0.18 Acceleration g 0.30 0.34 0.35 Valve system wear damage Rocker arm pad DR 30.6 66.7 70.8 〃 Wear amount mg 2.5 4.7 4.9 Cam nose DR * 3 29.2 65.3 66.7 〃 Wear amount μm 22.2 48.6 49.8 * 1: Deflection measurement method 4 shows the dent width of the belt in mm when the central portion of the span is pushed by a tension gauge as shown in FIG. 4 and the load is 10 kgf. The "engine side" is the side of the engine because three V belts are used in parallel. "Middle"
Is the middle of the three V-belts. The "motor side" refers to the one on the motor side among the three V belts. * 2: The direction that is horizontal and perpendicular to the camshaft axis of the engine is shown as the horizontal direction, and the vertical direction is shown as the vertical direction.
The displacement is represented by the distance from peak to peak in mm. * 3: Cam nose DR is what percentage of cam nose friction contact part
Displays whether scuffing has occurred in the part of.

[0029]

[Table 8] * 4: In the table, No. 1 to 8 indicate the order of rocker arms counted from the front side of the engine. * 5: Rocker arm pad MR is a rocker arm pad score, and is a numerical value that indicates what percentage of the total area of the surface (pad) where scuffing may occur does not have scuffing. And the relationship with the rocker arm pad DR in Table 7 is

[Equation 4] Is.

(Ii) Combined use of valve spring spacer thickness and belt tension adjustment

[Table 9] (4) (5) (6) REO1 (D) REO1 (D) REO1 (D) Belt deflection * 1 (@ 10kgf ) mm V belt on engine side 19.0 18.0 18.0 Intermediate V belt 19.0 18.0 18.0 V-belt on the motor side 19.0 18.0 18.0 Change of spacer thickness No. 1 * 4 As genuine product As genuine product As genuine product 2 As genuine product As genuine product Change to spacer 0.2mm thicker than genuine product 3 As genuine product As genuine product As genuine product 4 As genuine product As it is Genuine product As it is Genuine product 5 As it is Genuine product As it is Genuine product Change to spacer with 0.3mm thicker than Genuine product 6 As genuine product As it is Genuine product As it is Genuine product 7 As genuine product As it is Genuine product Changed to spacers that are 0.2mm thicker than the original product 8 Changed to genuine products Changed to spacers that are 0.2mm thicker than genuine product

[0031]

[Table 10] (4) (5) (6) REO1 (D) REO1 (D) REO1 (D) Engine vibration * 2 Lateral displacement mmp-p 0.08 0.10 0.10 Acceleration g 0.21 0.23 0.22 Longitudinal displacement mmp- p 0.13 0.19 0.17 Acceleration g 0.30 0.36 0.35 Valve system wear damage Rocker arm pad DR 30.6 76.4 69.4 〃 Wear amount mg 2.5 4.8 4.7 Cam nose DR * 3 29.2 70.8 66.7 〃 Wear amount μm 22.2 52.2 49.6 Rocker arm pad MR * 5 No. l * 4 8 4 4 2 7 3 4 3 7 4 4 4 7 3 3 5 7 2 4 6 7 3 3 7 7 3 4 8 8 3 4

(Iii) Adjustment by belt tension (Claim 1)
Corresponding to)

[Table 11] (7) (8) (9) (10) REO1 (D) REO1 (D) REO1 (D) REO1 (D) Belt deflection * 1 (@ 10kgf ) mm V-belt on engine side 19.0 18.2 18.0 18.1 Intermediate V-belt 19.0 18.2 18.0 18.1 Motor-side V-belt 19.0 18.2 18.0 18.1 Engine vibration * 2 Lateral displacement mmp-p 0.08 0.09 0.10 0.09 Acceleration g 0.21 0.23 0.23 0.23 Vertical displacement mmp-p 0.13 0.18 0.19 0.18 Acceleration g 0.30 0.34 0.36 0.35 Valve system wear damage Rocker arm pad DR 30.6 66.7 76.4 69.4 〃 Wear amount mg 2.5 4.7 4.8 4.7 Cam nose DR * 3 29.2 65.3 70.8 66.7 〃 Wear amount μm 22.2 48.6 52.2 49.3

Example 2 (corresponding to claim 2) (1) Instrument used (see FIG. 5) In the instrument of Example 1, the entire engine portion is used, but in the instrument of this Example, The cylinder block and the oil pan 15 originally attached to the engine were removed, and the small oil pan 24 dedicated to this instrument was replaced. Further, the toothed belt 26 for transmitting the driving force from the motor 6 is the pulley 1 directly connected to the flange portion of the cam shaft 25 on the front side of the engine.
Multiplied by 6. This made it possible to reduce the size and make it a desk type.

[0034]

Table 12 (a) Engine type Isuzu 4FC1 (diesel engines) total engine cm ³ 1995 Number of cycles 4 cylinders having 4 valves arranged OHC rocker arm 1-3-4-2 maximum torque kgf · m / rpm 12.0 / 2000 Remarks Remove cylinder block, crankshaft, piston, connecting rod, oil pan, flywheel, etc. from the engine (b) Drive device (i) Motor type Toshiba 3-phase induction motor or equivalent Output / voltage kw / v 1.50 / 200 rpm rpm 1440 (ii) Transmission belt model Samsung timing belt (toothed belt), 375H-150 number 1 (iii) Pulley model Toothed pulley (2) Engine oil Same as Example 1.

(3) Target of Severity Adjustment Normally, engine vibration is handled as a combination of valve train vibration and crank system vibration, and the same applies to the equipment used in the first embodiment. However, as in the second embodiment, the cylinder block, the crankshaft, the oil pan, etc. originally attached to the engine are removed and only the upper structure of the engine is attached. System vibrations can be treated as relatively pure. Further, in the second embodiment, a crank system and three Vs are provided between the valve system and the motor.
As shown in FIG. 5, the driving force of the motor is directly transmitted to the valve operating system (camshaft 25) by one timing belt (toothed belt) 26 without inserting the belt for testing. The severity was adjusted by changing the tension of the timing belt by applying the load shown in FIG. 4 using a means such as pressing the rotor of the belt tensioner. Table 1
The amount of flexure of the belt of No. 4 was determined by adjusting this pressing force. The adjustment range of severity is shown in Table 13.
In the case of REO1 (D), for example, the range of 0 to 90 can be easily covered by the present invention.

[0036]

[Table 13] Evaluation item REO1 (D) Rocker arm pad rating (DR) 70 ± 5

(4) Severity adjustment result

[Table 14] (1) (2) (3) REO1 (D) REO1 (D) REO1 (D) Belt deflection * 1 14.6 14.0 14.1 (@ 10kgf) mm Engine vibration * 2 Lateral displacement mmp-p 0.06 0.06 0.06 Acceleration g 0.18 0.19 0.18 Longitudinal displacement mmp-p 0.09 0.11 0.10 Acceleration g 0.27 0.38 0.36 Valve system wear Damage Rocker arm pad DR 26.4 75.0 70.8 〃 Wear amount mg 2.3 4.8 4.4 Cam nose DR * 3 22.2 68.1 66.7 〃 Amount of wear μm 21.6 49.8 47.1

[0038]

According to the invention of each claim, since the injection pulley is removed and a different pulley is used, the injection pump is not driven and seizure of the pump does not occur. According to the present invention of claims 1 and 2, by controlling the frequency of the transmission member, the severity can be easily set to an arbitrary value with good reproducibility. According to the present invention of claims 3 and 4, the severity is adjusted by changing the cotter hole diameter of the valve spring retainer or the thickness of the valve spring spacer in the diesel engine, and the severity of each diesel engine can be adjusted. Of course, it is possible to freely adjust the severity of each cylinder that no one has ever considered. Further, in the invention in which the control of the frequency of the transmission member according to claim 5 is also used, the severity can be adjusted more easily. Therefore, the wear test results of the valve trains by the respective devices of the present invention can provide highly reproducible, accurate and reliable data.

[Brief description of drawings]

FIG. 1 is a model diagram showing a specific example of a valve train wear test apparatus of the present invention.

FIG. 2 shows an analytical model of a resonance occurrence phenomenon due to an overlapping of engine valve system and belt frequencies.

FIG. 3 shows a relationship between a belt deflection amount (load 10 kgf) (unit: mm) and severity in one specific example of the device of the present invention.

FIG. 4 is a schematic diagram for explaining a method of measuring the amount of deflection of the transmission member according to the present invention.

FIG. 5 is a model diagram showing another specific example of the valve train wear test apparatus of the present invention.

FIG. 6 is a schematic view of a pulley mechanism used in place of the injection pulley of the diesel engine used in the present invention.

FIG. 7 is a configuration diagram of parts viewed from the front side of the diesel engine.

[Explanation of symbols] 1 engine (valve system) 2 crankshaft 3 pulley 4 V belt 5 pulley 6 motor 7 vibrometer 8 engine oil temperature control device 9 pump 10 heat exchanger 11 accelerometer 12 accelerometer 13 inverter 14 control Recorder 15 Oil pan 16 Pulley 17 Valve 18 Valve 19 Valve 20 Valve 21 Hydraulic control switch 22 Oil pressure meter 23 Filter 24 Oil pan with heater 25 Camshaft 26 Timing belt (Toothed belt) 31 Injection pulley 32 Camshaft pulley 33 Oil pump Pulley 34 Crank timing pulley 35 Timing belt 41 Pulley 42 Shaft 43 Disc plate (rotation stopper)

Claims (5)

[Claims] 1. A valve train wear test device comprising a diesel engine valve train, a motor for forcibly driving the engine valve train, and a transmission member for transmitting rotation of the motor to the valve train. A diesel engine valve train wear test device, characterized in that, instead of an injection pulley in a diesel engine, another pulley is mounted and means for controlling the frequency of the transmission member is provided. 2. A pulley connected to a diesel engine, an engine oil temperature control means, a crankshaft or a camshaft of the engine, and a pulley separate from the injection pulley of the diesel engine, a motor, and a motor rotating shaft. A wear test apparatus for a diesel engine valve train system comprising a belt stretched between two pulleys and means for changing the tension of the belt. 3. A valve train wear test device comprising a diesel engine valve train, a motor for forcibly driving the engine valve train, and a transmission member for transmitting the rotation of the motor to the valve train. In place of the injection pulley in the diesel engine, another pulley is mounted, and a plurality of cotter hole diameters and / or valve spring spacers of various thicknesses are prepared as valve spring retainers in the engine. A diesel engine valve train wear test device characterized by being freely replaceable. 4. A pulley connected to a diesel engine, an engine oil temperature control means, a crankshaft or a camshaft of the engine, and a pulley separate from an injection pulley of the diesel engine, a motor, and a rotary shaft of the motor. A belt spanned between two pulleys, and a plurality of valve spring retainers in the valve train with various cotter hole diameters and / or valve spring spacers with various thicknesses are available and can be replaced. A diesel engine valve train wear test device characterized in that 5. The diesel engine valve train wear test device according to claim 3, further comprising means for controlling the frequency of the transmission member.