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What errors may occur during CNC machining and CNC machining​?

 CNC machining and numerical control machining are a method to control the movement of machine tools and the production process of machining through computer digitization and information digitization. It is an intelligent numerical control device developed as an economical, high-speed, reliable, multi-functional, intelligent, and open structure. CNC machining is also an important indicator that can measure the continuous level and comprehensive ability of a safety technology, as well as the degree of modernization of related science and technology capabilities, especially in aviation, biology, medical and other high-tech cultural industries, and it is also a powerful indicator. reflect. So, what errors may occur during CNC machining and CNC machining? Let us understand together:   The use of approximate machining motion or approximate tool contours causes errors in the CNC principle of machining. The reason why it is called machining principle error is because of the error in machining

What are the rules for metal stamping die scrap tube?

The Purpose Standardize the management of the scrapping of the company's metal stamping dies, prevent the loss of company assets, and formulate this system specially. Scope of application It is suitable for the management of the company's scrap molds. Definition If the molds listed in the assets of the company fall under one of the following circumstances, the use management department may apply for scrapping. 1. Molds that exceed the specified service life. 2. The mold is severely damaged by accidents or accidents, and molds that cannot be repaired or have no repair value. 3. Metal stamping dies that have not reached the service life, but due to safety, quality, efficiency and other issues, the repair still fails to meet the minimum requirements of the customer's product process or affects the production safety and efficiency. 4. Product customers have stopped placing orders or have not placed orders for molds in several years. 4. Responsibilities 1. Responsibilities of th

TI TPS65266RHBR

# TPS65266RHBR TI TPS65266RHBR New Switching Voltage Regulators 2.7Vto6.5V InputV3A 2A/2A Output Cur Syn , TPS65266RHBR pictures, TPS65266RHBR price, #TPS65266RHBR supplier ------------------------------------------------------------------- Email: [email protected] https://www.slw-ele.com/tps65266rhbr.html ------------------------------------------------------------------- Manufacturer: Texas Instrument s  Product Category: Switching Voltage Regulator s  RoHS:  Details   Mounting Style: SMD/SMT  Package / Case: VQFN -32  Output Voltage: Adjustable  Output Current: 2 A, 3 A  Number of Outputs: 3 Output  Input Voltage MAX: 6.5 V  Topology: Buck  Input Voltage MIN: 2.7 V  Switching Frequency : 1 MHz  Minimum Operating Temperature: - 40 C  Maxim um Operating Temperature: + 85 C  Series: TPS65266  Packaging: Cut Tape  Packaging: MouseReel  Packaging: Reel Switching Voltage Regulators 2.7Vto6.5V InputV3A 2A/2A Output Cur Syn

Improper installation position of the breathing tube of the crankcase of the ND2 locomotive diesel engine

 

Tests on locomotives with crankcase explosions and further expansion to all ND2 locomotives in the entire section show that there is a higher pressure in the crankcase when the diesel engine is working normally. For example, when the ND2157# locomotive went online for testing, the oil and gas pressure in the crankcase was as high as 1.47MPa. When the ND2 locomotive diesel engine works under high load conditions, the temperature of the oil and gas in the crankcase is generally around 90°C, while the temperature of the exhaust gas in the exhaust box is as high as 500°C or more. Especially when the combustion state of the diesel engine is poor, the exhaust gas temperature is higher, which can reach 600-700°C. Although the high-speed exhaust gas flow in the exhaust box has a certain gas diversion effect on the breathing tube installed in it, because the temperature of the exhaust gas is too different from the temperature of the oil and gas, it is very easy to cause the high-temperature exhaust gas to flow back into the crankcase through the breathing tube. .

ND2 locomotive diesel engine crankcase breathing tube is installed improperly, not only can not effectively exhaust, but will cause the oil and gas pressure in the crankcase to rise due to the backflow of high-temperature exhaust gas. Improvement measures (1) Change the arc-shaped thin steel plate of the explosion-proof valve to flat thin steel plate, so that not only the upper and lower ends, but also the left and right sides of the explosion-proof valve can be closely attached to the surrounding rectangular hole of the intermediate body of the explosion-proof valve to improve its sealing performance . And when the explosion-proof valve is activated, the flat thin steel plate can also return to its original position. (2) Change the installation position of the crankcase breathing tube, change the breathing tube upwards to pass through the locomotive roof directly to the atmosphere, and install a rain cover on the exhaust port. In this way, not only the “backflow” problem is completely solved, but the airflow induction effect generated by the air sweeping over the exhaust port when the locomotive is running can still be used to pump air to the crankcase through the breathing tube to reduce the pressure in the box. The Nanchang Locomotive Depot conducted the above-mentioned reorientation and loading test on the exhaust ports of the crankcase breathing tubes of two ND2 locomotives, and achieved satisfactory results. (3) Install diesel engine crankcase overpressure automatic stop device. The device is composed of electrical and mechanical parts. When the pressure in the tank reaches a certain set value, it can promptly alarm and stop the diesel engine. The electrical part consists of a differential pressure control circuit, an alarm control circuit and a shutdown control circuit. There is a certain amount of conductive fluid in the U-shaped differential pressure gauge. The test tube connected to the test end is connected to the oil and gas separator of the crankcase of the diesel engine, and the vent tube at the vent end is in communication with the atmosphere.

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