METHOD OF ASSEMBLING COMPONENTS

Abstract: The invention relates to a method of assembling two parts of which one part is a sub-assembly formed of a plurality of relatively movable components. The method comprises the steps of holding the components of the sub-assembly in their desired relative positions for assembly, cooling the sub-assembly sufficiently to prevent relative movement between the components of the sub-assembly, and offering the sub-assembly to the other part while the components of the sub-assembly are locked against one another. It is preferred to coat the sub-assembly prior to cooling with a liquid, the cooling being sufficient to freeze the liquid to cause locking of the components.

Description: The present invention relates to the automated assembly of components. Some engine parts present problems in automated assembly on account of the fact that one of the parts being assembled is itself a sub-assembly of components which are free to move relative to one another. One case where this problem is encountered is in fitting a piston and connecting rod assembly complete with piston rings into a cylinder bore. The rings are free to move and project from the piston, making it necessary for them to be compressed during insertion. Furthermore the piston can swivel on the connecting rod and this makes alignment awkward. However, alignment is necessary since the connecting rod must be used to drive the piston into the cylinder bore. The current trend is to assemble a complete crankshaft for a cylinder block and to introduce all the pistons at the same time into their respective bores and here there is a still further degree of movement between the connecting rods and the crankshaft. Another case where this problem is encountered is in fitting a rocker shaft complete with all the rockers onto a cylinder head. The rockers are again free to swivel and it is difficult for an automated process using robots to align all the rockers with their respective valves and push rods or cams prior to tightening the shaft mountings. Other situations where this problem is encountered will be apparent from the examples given above but for purposes of illustration, the invention will be described only by reference to the assembly of a crankshaft in a cylinder block. This case has been selected as it exemplifies a situation with a large number of relatively movable parts and it also demonstrates the difficulty presented by the fact that there is little space available for all the clamping devices that would be required to restrict the various degrees of freedom of the sub-assembly during its introduction into the cylinder block. For ease of servicing rather than initial manufacture, it has been proposed (see for example US-A-4,480,368) to pre-assemble a piston and a cylinder liner so that they may both be inserted in a cylinder block at the same time. This teaching offers no assistance to the automation of engine manufacture because inserting the piston into the liner still presents difficulty and securing the connecting rods to the crank shaft has to be done in situ which again presents difficulty. In assembly lines in which the crankshaft and the pistons have been inserted into an engine block as a single sub-assembly, it has been necessary for this step to be carried out manually but this of course is costly and the invention seeks to enable the mounting of such sub-assemblies to be automated. According to the present invention, there is provided a method of assembling two parts of which one part is a sub-assembly formed of a plurality of relatively movable components, the method comprising the steps of holding sub-assembly in a jig in which the components of the sub-assembly are retained in their desired relative positions in which they will fit into the other part, coating the components of the sub-assembly with a liquid, cooling the sub-assembly to freeze the liquid coating and thereby prevent relative movement of the components of the sub-assembly, removing the sub-assembly from the jig, and inserting the sub-assembly into the other part while the coating of the sub-assembly remains frozen. The liquid applied to the sub-assembly takes up any gaps between the relatively movable components of the sub-assembly and on freezing locks the components firmly to one another. The freezing point is of course constant and the temperature at which the locking up of the components will occur does not vary with manufacturing tolerances. Some of the requirements which should be satisfied by the liquid are as follows: 1. the liquid should freeze at a safe temperature, and should not be a wax but relatively incompressible when solid, 2. the liquid should not be corrosive to the components as it may remain for a considerable time in contact with them, 3. the liquid should key into the surface of the components and form a high friction bond, and 4. the surface tension of the liquid should permit it to creep readily into gaps between the components. Water and oil mixtures are particularly preferred for use as the liquid in the present invention as they are readily available, being often used as lubricants during machining of components. Furthermore, they satisfy the conditions set out above, they are inexpensive and do not present any form of hazard. However, other liquids may be used in at least some applications, for example vegetable oils. If water is used in the liquid, then inhibitors are preferably added to prevent corrosion. Water has the further advantage of expanding on freezing and this creates very considerable forces capable of holding even the piston rings compressed after they have been removed from the freezing rig. The invention will now be described further, by way of example, with reference to the accompanying drawing which shows the mounting of a crankshaft sub-assembly into an engine block. A crankshaft sub-assembly 10 in the drawing is to be introduced into an engine block 30. The crankshaft sub-assembly 10 comprises the crankshaft 12, the pistons 14 with their piston rings, the connecting rods 16, the big end bearings 18 and the main bearings 20. The main bearings are formed of a bearing housing 22, a bearing cap 24 and bearing shells (not shown) arranged between the crankshaft and the pillar block formed by the housing 22 and the cap 24. The bolts 26 for tightening the main bearings are also used for securing the main bearings to the cylinder block 30 and therefore in the sub-assembly the main bearings are not tightened. To prevent their falling apart, the bearing housing is formed with a wire strap 32 which engages in a groove or over a ridge in the bearing cap 24 to hold the two together temporarily during the assembly procedure. It should be mentioned that in a conventional engine, the bearing housing 22 is formed integrally with the engine block 30. However, the separation of the bearing housings 22 from the engine block simplifies assembly. The crankshaft sub-assembly can be seen to comprise several parts which are free to rotate. In particular, the connecting rods 16 can move relative to the crankshaft 18, the pistons 14 can pivot relative to the connecting rods 16 and the bearing housings 22 can rotate about the crankshaft. A complicated robot would be needed to hold such an assembly in the position illustrated to enable the sub-assembly 10 to be introduce into the engine block 30. Furthermore, during this introduction, the piston rings would need to be compressed and while the engine block illustrated has been designed to facilitate access to the rings (by the separation from the engine block of the bearing housings 22 and of the skirt of the crank case) in other engines access to the rings is very limited. During the course of mass production of engines, the crankshaft sub-assemblies are prepared off line and a stack of sub-assemblies is made available to the main engine production line, ready for mounting in engine blocks. To facilitate the mounting of the sub-assemblies in the engine blocks, the sub-assemblies 10 are immersed in or sprayed with a liquid. The liquid is preferably water with added soluble oil and corrosion inhibitors. The coated sub-assemblies are now mounted in suitable jigs which hold their components as required and they are then stored in a freezer. The liquid penetrates all the gaps between the component parts of the sub-assembly and on freezing locks the components together so that they remain in the required position even after removal from the jig. The jig in which the sub-assembly is mounted will in this case compress the piston rings, correctly line up the connecting rods, the bearing housing and the crankshaft and will maintain the pistons on the centre lines of the cylinder bores 40. After removal of the sub-assemblies 10 from the freezer, they are merely lowered into the engine blocks without any additional complication since the entire sub-assembly is now rigid and all its components are correctly aligned with the mating parts of the engine block. Furthermore, the clearance has been increased for the pistons since they are now at a lower temperature than the engine block. Water and oil mixtures are used as lubricants during machining of most crankshaft parts and it is usual to smear the surface of a bearing with a lubricant during assembly. The required liquid coating on the relatively movable components of the sub-assembly may therefore in practice already be present on the surfaces and no separate coating step may be required. It can also be seen that the components are usually covered with a liquid during conventional assembly of an engine and no additional problem is created as regards corrosion or contamination by using the present invention. It can be seen therefore that the invention considerably reduces the complexity of any automated machine required for the mounting of the crankshaft and also reduces the risk of damage being caused to components by a robot trying to assemble them by force when they are not correctly aligned.

Claims: A method of assembling two parts (10,30) of which one part (10) is a sub-assembly formed of a plurality of relatively movable components (12,14,16), the method comprising the steps of holding sub-assembly (10) in a jig in which the components of the sub-assembly are retained in their desired relative positions in which they will fit into the other part (30), coating the components of the sub-assembly with a liquid, cooling the sub-assembly (10) to freeze the liquid coating and thereby prevent relative movement of the components (12,14,16) of the sub-assembly, removing the sub-assembly (10) from the jig, and inserting the sub-assembly (10) into the other part (30) while the coating of the sub-assembly (10) remains frozen. A method as claimed in claim 1, wherein the liquid is water containing soluble oils and corrosion inhibitors. A method as claimed in claim 1 or 2, wherein the sub-assembly (10) includes an engine crankshaft (12), connecting rods (16), pistons (14) and piston rings, and in which the piston rings are compressed by the jig into the piston grooves prior to the cooling the sub-assembly. A method as claimed in any preceding claim, in which after removal from the jig and prior to insertion into the other part (30), the sub-assembly (10) is stored in a freezer.

Inventors: MARSHALL, ROBERT ANTHONY
Applicants: FORD FRANCE SOCIETE ANONYME, FORD MOTOR COMPANY, FORD MOTOR COMPANY LIMITED, FORD-WERKE AKTIENGESELLSCHAFT
Application year: 1987
Main classification: B23P17
IPC codes: B23P11, F02F7, B23P19