An engine crankshaft axial displacement testing method and device, and an electronic device

Abstract

The application discloses an engine crankshaft axial displacement testing method and device and electronic equipment, and the method comprises the following steps: collecting a first acceleration of a first acceleration sensor and a second acceleration of a second acceleration sensor; obtaining a first displacement corresponding to the first acceleration through double integration, and obtaining a second displacement corresponding to the second acceleration through double integration; and obtaining a crankshaft axial displacement value by subtracting the first displacement from the second displacement. Thus, the problem of accurately testing the change rule of the crankshaft axial displacement with the engine working state is solved.

Description

Technical Field

[0001] This invention relates to the field of diesel engine technology, and in particular to a method and apparatus for testing the axial displacement of an engine crankshaft, as well as electronic equipment. Background Technology

[0002] During engine operation, the crankshaft is subjected to periodic pressure, which causes torsion, bending deformation, and vibration. If the axial displacement of the engine crankshaft is too large, it will lead to reliability problems such as thrust bearing wear and damper housing cracking. To test the change of crankshaft axial displacement with engine operating conditions, eddy current sensors and laser displacement sensors are generally used. Eddy current sensors have very high requirements for the sensitivity of materials and require significant modifications to the test object. In addition, they have poor resistance to electromagnetic interference in harsh environments. Laser displacement sensors, on the other hand, have high requirements for the reflectivity of the test object. Furthermore, laser displacement sensors themselves are large and cannot be placed in confined spaces. Summary of the Invention

[0003] The purpose of this application is to provide a method, apparatus, and electronic device for testing the axial displacement of an engine crankshaft. This is intended to address the problem of accurately testing the variation of crankshaft axial displacement with engine operating conditions.

[0004] In a first aspect, embodiments of this application provide an engine crankshaft axial displacement testing device, comprising:

[0005] A connecting shaft fixedly connected to the engine crankshaft, a bearing fixedly connected to the connecting shaft, a sleeve fixedly sleeved on the bearing, and a controller;

[0006] The sleeve is provided with a first acceleration sensor for monitoring the acceleration of the crankshaft, and the engine block is provided with a second acceleration sensor for monitoring the acceleration of the thrust bearing.

[0007] The controller is used to acquire a first acceleration signal from the first acceleration sensor and a second acceleration signal from the second acceleration sensor, and to obtain a first displacement corresponding to the first acceleration signal by double integration, and to obtain a second displacement corresponding to the second acceleration signal by double integration.

[0008] The crankshaft axial displacement value is obtained by subtracting the first displacement from the second displacement.

[0009] In some possible embodiments, the first acceleration sensor is disposed on the outer wall of the sleeve, and the second acceleration sensor is disposed at the free end of the engine body.

[0010] In some possible embodiments, the bearing is secured to the connecting shaft by fastening bolts and washers, the washers being positioned between the bearing and the connecting shaft.

[0011] In some possible embodiments, prior to performing the second integration, the controller is further configured to:

[0012] Filter the low-frequency voltage signal in the first acceleration signal;

[0013] The low-frequency voltage signal in the second acceleration signal is filtered.

[0014] In some possible embodiments, after acquiring the first acceleration signal from the first accelerometer and the second acceleration signal from the second accelerometer, and before performing secondary integration, the controller is further configured to:

[0015] The first acceleration signal is analyzed to obtain a first trend term, and the first trend term is deleted from the first acceleration signal; wherein, the first trend term is used to represent the signal drift caused by the thermal output of the first acceleration sensor;

[0016] The second acceleration signal is analyzed to obtain a second trend term, and the second trend term is deleted from the second acceleration signal; wherein, the second trend term is used to represent the signal drift caused by the thermal output of the second acceleration sensor.

[0017] In some possible embodiments, after acquiring the first acceleration signal from the first accelerometer and before obtaining the first displacement corresponding to the first acceleration signal through double integration, the controller is further configured to:

[0018] The first upsampled acceleration signal is obtained by upsampling and integrating the original sampling frequency of the first acceleration signal through voltage signal interpolation;

[0019] The first displacement corresponding to the first acceleration signal is obtained by double integration, including:

[0020] The first upsampled displacement is obtained by integrating the first upsampled acceleration signal twice.

[0021] The first displacement is obtained by downsampling the first upsampled displacement.

[0022] In some possible embodiments, after acquiring the second acceleration signal from the second accelerometer and before obtaining the second displacement corresponding to the second acceleration signal through quadratic integration, the controller is further configured to:

[0023] The second acceleration signal is obtained by upsampling and integrating the original sampling frequency through voltage signal interpolation to obtain the second upsampled acceleration signal;

[0024] The second displacement corresponding to the second acceleration signal is obtained by double integration, including:

[0025] The second upsampled displacement is obtained by integrating the second upsampled acceleration signal twice.

[0026] The second displacement is obtained by downsampling the second upsampled displacement.

[0027] Secondly, embodiments of this application provide a method for testing the axial displacement of an engine crankshaft, the method comprising:

[0028] The first acceleration from the first accelerometer sensor and the second acceleration from the second accelerometer sensor are collected.

[0029] The first displacement corresponding to the first acceleration is obtained by double integration, and the second displacement corresponding to the second acceleration is obtained by double integration.

[0030] The crankshaft axial displacement value is obtained by subtracting the first displacement from the second displacement.

[0031] Thirdly, embodiments of this application provide an electronic device, including at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the engine crankshaft axial displacement testing method provided in the second aspect above.

[0032] Fourthly, embodiments of this application provide a computer storage medium storing a computer program for causing a computer to execute the engine crankshaft axial displacement testing method provided in the second aspect above.

[0033] This application embodiment addresses the problem of accurately testing the variation of crankshaft axial displacement with engine operating conditions. It eliminates the need for complex modifications to the test object, features a simple and convenient structural layout, and improves the overall anti-interference capability of the testing system by eliminating the influence of temperature drift of the accelerometer, eliminating linear errors caused by integral differences, and reducing the influence of the accelerometer's frequency response characteristics. This results in more accurate test results. By monitoring changes in relative displacement in real time, the variation of crankshaft axial displacement with engine operating conditions is accurately measured.

[0034] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0035] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 This is a schematic diagram of an engine crankshaft axial displacement testing device according to an embodiment of this application;

[0037] Figure 2 This is a flowchart illustrating an engine crankshaft axial displacement testing method according to an embodiment of this application;

[0038] Figure 3 This is a detailed flowchart illustrating an engine crankshaft axial displacement testing method according to an embodiment of this application;

[0039] Figure 4 This is a schematic diagram of an electronic device structure according to an embodiment of this application.

[0040] 1-Sleeve, 2-Bearing, 3-Connecting shaft, 4-Shock absorber, 5-Main body, 6-Crankshaft, 7-Second acceleration sensor, 8-First acceleration sensor, 9-Fasting bolt, 10-Shim. Detailed Implementation

[0041] The technical solutions in the embodiments of this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or", for example, A / B can mean A or B; "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0042] In the description of the embodiments of this application, unless otherwise stated, the term "multiple" refers to two or more, and other quantifiers are similarly understood. The preferred embodiments described herein are for illustration and explanation only and are not intended to limit this application. Furthermore, the embodiments and features in the embodiments of this application can be combined with each other without conflict.

[0043] To further illustrate the technical solutions provided in the embodiments of this application, a detailed description is provided below in conjunction with the accompanying drawings and specific implementation methods. Although the embodiments of this application provide method operation steps as shown in the following embodiments or drawings, more or fewer operation steps may be included in the method based on conventional or non-inventive effort. For steps that do not logically have a necessary causal relationship, the execution order of these steps is not limited to the execution order provided in the embodiments of this application. In actual processing or when the control device executes the method, it may be executed sequentially or in parallel according to the method shown in the embodiments or drawings.

[0044] In view of the problem in the relevant technology of accurately measuring the change law of crankshaft axial displacement with engine operating conditions, this application proposes an engine crankshaft axial displacement testing method, device, and electronic equipment. This method can improve the anti-interference capability of the overall testing system by eliminating the influence of the accelerometer's own temperature drift, eliminating the linear error caused by integral difference, and reducing the influence of the accelerometer's own frequency response characteristics, thus making the test results more accurate. By monitoring the change of relative displacement in real time, the method accurately measures the change law of crankshaft axial displacement with engine operating conditions.

[0045] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings.

[0046] The engine crankshaft axial displacement testing device in the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0047] See Figure 1 This is a schematic diagram of an engine crankshaft axial displacement testing device according to an embodiment of this application. The device includes:

[0048] A connecting shaft 3 fixedly connected to the engine crankshaft, a bearing 2 fixedly connected to the connecting shaft 3, a sleeve 1 fixedly sleeved on the bearing 2, and a controller;

[0049] A first acceleration sensor 8 for monitoring the acceleration of the crankshaft 6 is provided on the sleeve 1, and a second acceleration sensor 7 for monitoring the acceleration of the thrust bearing is provided on the engine block 5.

[0050] Specifically, in actual operation, the crankshaft of a diesel engine not only rotates itself but also moves back and forth along its axial direction. The thrust bearing installed in the diesel engine is used to prevent the crankshaft from moving axially within the engine block. There is a gap between the crankshaft and the thrust bearing. If the crankshaft moves too much, it will rub and collide with the thrust bearing. Due to the influence of periodic burst pressure, the crankshaft will bend and torsional deform, which will cause relative movement between the crankshaft and the engine block, leading to a major engine failure. Since both the crankshaft and the bearing are located in the engine block, it is impossible to directly monitor their distance and displacement. Therefore, this application installs a first acceleration sensor on the sleeve 1 and a second acceleration sensor on the engine block.

[0051] As an optional implementation, the first acceleration sensor is disposed on the outer wall of the sleeve 1, and the second acceleration sensor is disposed at the free end of the engine body.

[0052] The first accelerometer may be, but is not limited to, a triaxial accelerometer, and the second accelerometer may be, but is not limited to, a triaxial accelerometer.

[0053] The sleeve 1 contains a bearing, and the sleeve 1 is interference-fitted with the bearing. A damper 4 is provided between the connecting shaft and the crankshaft. As an optional implementation, the bearing is fixed to the connecting shaft by fastening bolts 9 and washers 10, with the washers located between the bearing and the connecting shaft.

[0054] The bearing is fixedly connected to the connecting shaft by fastening bolts and shims, ensuring that the sleeve remains stationary when the connecting shaft rotates with the crankshaft. The shims eliminate radial and axial clearances in the bearing, ensuring the accuracy of the test results. When the test device is running, the connecting shaft, damper, and crankshaft rotate, while the sleeve and the outer ring of the bearing remain stationary, and the inner ring of the bearing rotates with the crankshaft.

[0055] As an optional implementation, the controller is used to acquire a first acceleration signal from the first accelerometer and a second acceleration signal from the second accelerometer. A first displacement corresponding to the first acceleration signal is obtained through double integration, and a second displacement corresponding to the second acceleration signal is obtained through double integration. The difference between the first displacement and the second displacement is used to obtain the crankshaft axial displacement value. When the test gap, i.e., the relative displacement, is less than a preset threshold, it indicates that the crankshaft and the thrust bearing are too close, posing a risk of frictional wear, requiring timely human intervention.

[0056] Specifically, when the engine starts running, the controller first acquires a first acceleration signal through a first acceleration sensor. By integrating this first acceleration signal twice (i.e., integrating the acceleration once), the velocity is obtained. Then, by integrating the velocity once more, the displacement is obtained. The first displacement is obtained by integrating the first acceleration signal twice. Simultaneously, the controller acquires a second acceleration signal through a second velocity sensor in the same manner. By integrating this second acceleration signal twice, the second displacement is obtained. Finally, the difference between the first and second displacements is used to obtain the relative displacement between the thrust bearing and the crankshaft, i.e., the axial displacement of the crankshaft.

[0057] When the diesel engine first starts running, during the process of acquiring the first and second displacements from the acceleration signals of the first and second acceleration sensors, the relative displacement is very stable because the crankshaft's axial displacement has not changed much. However, as the diesel engine's running time increases and operating conditions change, many factors affect the calculation of the relative displacement. This application optimizes the relative displacement value from the following three aspects.

[0058] 1. Eliminate the influence of temperature drift of the accelerometer itself.

[0059] As an optional implementation, after acquiring the first acceleration signal from the first accelerometer and the second acceleration signal from the second accelerometer, and before performing secondary integration, the controller is further configured to:

[0060] The first acceleration signal is analyzed to obtain a first trend term, and the first trend term is deleted from the first acceleration signal; wherein, the first trend term is used to represent the signal drift caused by the thermal output of the first acceleration sensor;

[0061] The second acceleration signal is analyzed to obtain a second trend term, and the second trend term is deleted from the second acceleration signal; wherein, the second trend term is used to represent the signal drift caused by the thermal output of the second acceleration sensor.

[0062] Specifically, the trend term refers to the voltage signal drift caused by the thermal output of the electronic components of the accelerometer itself on the voltage output generated by the accelerometer, which generally corresponds to 0Hz or extremely low frequencies.

[0063] The influence of temperature drift of the first accelerometer on the accuracy of the first accelerometer signal is eliminated by detrending the first accelerometer signal; the influence of temperature drift of the second accelerometer on the accuracy of the second accelerometer signal is eliminated by detrending the second accelerometer signal.

[0064] 2. Eliminate linear errors caused by integration.

[0065] As an optional implementation, after acquiring the first acceleration signal from the first accelerometer and before obtaining the first displacement corresponding to the first acceleration signal through double integration, the controller is further configured to:

[0066] The first upsampled acceleration signal is obtained by upsampling and integrating the original sampling frequency of the first acceleration signal through data signal interpolation;

[0067] The first displacement corresponding to the first acceleration signal is obtained by double integration, including:

[0068] The first upsampled displacement is obtained by integrating the first upsampled acceleration signal twice.

[0069] The first displacement is obtained by downsampling the first upsampled displacement.

[0070] Specifically, for the first accelerometer, before performing a second integration on the first acceleration signal, upsampling is performed, which is the process of interpolating the voltage signal. The voltage signal is integrated by upsampling at least four times the original sampling frequency. For example, if 10 points were collected per second before, after upsampling, 10,000 points are collected per second, which effectively eliminates the linearization error caused by the integration algorithm.

[0071] Downsampling refers to restoring the original sampling frequency of the sampled frequency data after a second integration in the upsampling time domain, thereby reducing the influence of the integration algorithm on the amplitude of the first upsampling displacement obtained by the second integration.

[0072] As an optional implementation, after acquiring the second acceleration signal from the second accelerometer and before obtaining the second displacement corresponding to the second acceleration signal through double integration, the controller is further configured to:

[0073] The second acceleration signal is obtained by upsampling and integrating the original sampling frequency through voltage signal interpolation to obtain the second upsampled acceleration signal;

[0074] The second displacement corresponding to the second acceleration signal is obtained by double integration, including:

[0075] The second upsampled displacement is obtained by integrating the second upsampled acceleration signal twice.

[0076] The second displacement is obtained by downsampling the second upsampled displacement.

[0077] Specifically, for the second accelerometer, before performing a second integration on the second velocity signal, upsampling is performed, which is the process of interpolating the voltage signal. The voltage signal is integrated by upsampling at least four times the original sampling frequency, effectively eliminating the linearization error caused by the integration algorithm.

[0078] Downsampling refers to restoring the original sampling frequency of the sampled frequency data after a second integration in the upsampling time domain, thereby reducing the influence of the integration algorithm on the amplitude of the second upsampling displacement obtained by the second integration.

[0079] Third, eliminate the influence of the accelerometer's own frequency.

[0080] As an optional implementation, before performing the second integration, the controller is further configured to: filter the low-frequency voltage signal in the first acceleration signal; and filter the low-frequency voltage signal in the second acceleration signal.

[0081] Specifically, before performing the second integration, the first acceleration signal acquired by the first accelerometer is filtered to remove low-frequency voltage signals; similarly, the second velocity signal acquired by the second accelerometer is filtered to remove low-frequency voltage signals. The low-frequency voltage signals have a frequency of 0Hz-10Hz. This low-frequency filtering reduces the influence of the inherent frequency response characteristics of both the first and second accelerometers.

[0082] This application requires no complex modifications to the test object, and its structural layout is simple and convenient. By eliminating the influence of the accelerometer's own temperature drift, eliminating the linear error caused by integral difference, and reducing the influence of the accelerometer's own frequency response characteristics, it improves the overall anti-interference capability of the test system, making the test results more accurate. By monitoring the changes in relative displacement in real time, it accurately tests the change law of crankshaft axial displacement with engine operating conditions.

[0083] Figure 2 This application provides a schematic flowchart of an engine crankshaft axial displacement testing method according to an embodiment, including:

[0084] Step 201: Collect the first acceleration from the first accelerometer and the second acceleration from the second accelerometer.

[0085] Step 202: Obtain the first displacement corresponding to the first acceleration by double integration, and obtain the second displacement corresponding to the second acceleration by double integration.

[0086] Step 203: Obtain the crankshaft axial displacement value by subtracting the first displacement from the second displacement.

[0087] As an optional implementation, before performing the second integration, the method further includes: filtering the low-frequency voltage signal in the first acceleration signal; and filtering the low-frequency voltage signal in the second acceleration signal.

[0088] As an optional implementation, after acquiring the first acceleration signal from the first accelerometer and before performing the second integration, the method further includes:

[0089] The first acceleration signal is analyzed to obtain a first trend term, and the first trend term is deleted from the first acceleration signal; wherein, the first trend term is used to represent the signal drift caused by the thermal output of the first acceleration sensor;

[0090] The second acceleration signal is analyzed to obtain a second trend term, and the second trend term is deleted from the second acceleration signal; wherein, the second trend term is used to represent the signal drift caused by the thermal output of the second acceleration sensor.

[0091] As an optional implementation, after acquiring the first acceleration signal from the first accelerometer and before obtaining the first displacement corresponding to the first acceleration signal through double integration, the method further includes:

[0092] The first upsampled acceleration signal is obtained by upsampling and integrating the original sampling frequency of the first acceleration signal through voltage signal interpolation;

[0093] The step of obtaining the first displacement corresponding to the first acceleration signal through double integration includes:

[0094] The first upsampled displacement is obtained by integrating the first upsampled acceleration signal twice.

[0095] The first displacement is obtained by downsampling the first upsampled displacement.

[0096] As an optional implementation, after acquiring the second acceleration signal from the second accelerometer and before obtaining the second displacement corresponding to the second acceleration signal through quadratic integration, the method further includes:

[0097] The second acceleration signal is obtained by upsampling and integrating the original sampling frequency through voltage signal interpolation to obtain the second upsampled acceleration signal;

[0098] The step of obtaining the second displacement corresponding to the second acceleration signal through double integration includes:

[0099] The second upsampled displacement is obtained by integrating the second upsampled acceleration signal twice.

[0100] The second displacement is obtained by downsampling the second upsampled displacement.

[0101] See Figure 3 The diagram shows a detailed flowchart of a method for testing the axial displacement of an engine crankshaft.

[0102] Step 301: Collect the first acceleration from the first accelerometer and the second acceleration from the second accelerometer.

[0103] Step 302: Analyze the first acceleration signal to obtain a first trend term, and delete the first trend term from the first acceleration signal; Analyze the second acceleration signal to obtain a second trend term, and delete the second trend term from the second acceleration signal.

[0104] Step 303: The first acceleration signal is upsampled and integrated at the original sampling frequency by voltage signal interpolation to obtain a first upsampled acceleration signal; the second acceleration signal is upsampled and integrated at the original sampling frequency by voltage signal interpolation to obtain a second sampled acceleration signal.

[0105] Step 304: Obtain the first upsampled displacement by integrating the first upsampled acceleration signal twice; obtain the first displacement by downsampling the first upsampled displacement; obtain the second upsampled displacement by integrating the second upsampled acceleration signal twice; obtain the second displacement by downsampling the second upsampled displacement.

[0106] Step 305: Filter the low-frequency voltage signal in the first acceleration signal; filter the low-frequency voltage signal in the second acceleration signal.

[0107] Step 306: Obtain the crankshaft axial displacement value by subtracting the first displacement from the second displacement.

[0108] It should be noted that the location of step 305 is not limited to... Figure 3 In the context of the steps, step 305 only needs to be executed before step 306.

[0109] Having introduced the engine crankshaft axial displacement testing method and apparatus according to exemplary embodiments of this application, we will now introduce an electronic device according to another exemplary embodiment of this application.

[0110] Those skilled in the art will understand that various aspects of this application can be implemented as a system, method, or program product. Therefore, various aspects of this application can be specifically implemented in the following forms: a completely hardware implementation, a completely software implementation (including firmware, microcode, etc.), or a combination of hardware and software implementations, collectively referred to herein as a "circuit," "module," or "system."

[0111] In some possible implementations, the electronic device according to this application may include at least one processor and at least one memory. The memory stores program code that, when executed by the processor, causes the processor to perform the steps in the engine crankshaft axial displacement testing method according to various exemplary embodiments of this application described above.

[0112] The following reference Figure 4 To describe the electronic device 130 according to this embodiment of the present application, namely the engine crankshaft axial displacement testing device described above. Figure 4 The electronic device 130 shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0113] like Figure 4 As shown, the electronic device 130 is presented in the form of a general-purpose electronic device. The components of the electronic device 130 may include, but are not limited to: at least one processor 131, at least one memory 132, and a bus 133 connecting different system components (including memory 132 and processor 131).

[0114] Bus 133 represents one or more of several bus structures, including a memory bus or memory controller, peripheral bus, processor, or local bus using any of the various bus structures.

[0115] The memory 132 may include a readable medium in the form of volatile memory, such as random access memory (RAM) 1321 and / or cache memory 1322, and may further include read-only memory (ROM) 1323.

[0116] The memory 132 may also include a program / utility 1325 having a set (at least one) of program modules 1324, including but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of these examples may include an implementation of a network environment.

[0117] Electronic device 130 can also communicate with one or more external devices 134 (e.g., keyboard, pointing device, etc.), and with one or more devices that enable a user to interact with electronic device 130, and / or with any device that enables electronic device 130 to communicate with one or more other electronic devices (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 135. Furthermore, electronic device 130 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 136. As shown, network adapter 136 communicates with other modules used in electronic device 130 via bus 133. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with electronic device 130, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0118] In some possible implementations, various aspects of the engine crankshaft axial displacement testing method provided in this application can also be implemented in the form of a program product, which includes program code. When the program product is run on a computer device, the program code is used to cause the computer device to perform the steps of the engine crankshaft axial displacement testing method according to the various exemplary embodiments of this application described above.

[0119] The program product may employ any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of readable storage media include: electrical connections having one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0120] The monitoring program product of the embodiments of this application may employ a portable compact disc read-only memory (CD-ROM) and include program code, and may run on an electronic device. However, the program product of this application is not limited thereto. In this document, the readable storage medium may be any tangible medium that contains or stores a program that may be used by or in conjunction with an instruction execution system, apparatus, or device.

[0121] A readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying readable program code. This propagated data signal may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A readable signal medium may also be any readable medium other than a readable storage medium, capable of sending, propagating, or transmitting a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0122] The program code contained on the readable medium may be transmitted using any suitable medium, including but not limited to wireless, wired, optical fiber, RF, etc., or any suitable combination thereof.

[0123] Program code for performing the operations of this application can be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java and C++, and conventional procedural programming languages ​​such as C or similar languages. The program code can execute entirely on the user's electronic device, partially on the user's device, as a standalone software package, partially on the user's electronic device and partially on a remote electronic device, or entirely on a remote electronic device or server. In cases involving remote electronic devices, the remote electronic device can be connected to the user's electronic device via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external electronic device (e.g., via the Internet using an Internet service provider).

[0124] It should be noted that although several units or sub-units of the device have been mentioned in the detailed description above, this division is merely exemplary and not mandatory. In fact, according to embodiments of this application, the features and functions of two or more units described above can be embodied in one unit. Conversely, the features and functions of one unit described above can be further divided and embodied by multiple units.

[0125] Furthermore, although the operations of the method of this application are described in a specific order in the accompanying drawings, this does not require or imply that these operations must be performed in that specific order, or that all the operations shown must be performed to achieve the desired result. Additionally or alternatively, certain steps may be omitted, multiple steps may be combined into one step, and / or one step may be broken down into multiple steps.

[0126] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0127] This application is described with reference to flowchart illustrations and block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block and / or block in the flowchart illustrations and block diagrams, as well as combinations of blocks and processes in the flowchart illustrations and block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the process. Figure 1 One or more processes and boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0128] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and boxes Figure 1 The function specified in one or more boxes.

[0129] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and boxes Figure 1 The steps of the function specified in one or more boxes.

[0130] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0131] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A device for testing the axial displacement of an engine crankshaft, characterized in that, include: A connecting shaft fixedly connected to the engine crankshaft, a bearing fixedly connected to the connecting shaft, a sleeve fixedly sleeved on the bearing, and a controller; The sleeve is provided with a first acceleration sensor for monitoring the acceleration of the crankshaft, and the engine block is provided with a second acceleration sensor for monitoring the acceleration of the thrust bearing. The controller is used to acquire a first acceleration signal from the first accelerometer and a second acceleration signal from the second accelerometer. The first acceleration signal is upsampled and integrated using voltage signal interpolation at the original sampling frequency to obtain a first upsampled acceleration signal. A first upsampled displacement is obtained by quadratic integration of the first upsampled acceleration signal. A first displacement is obtained by downsampling the first upsampled displacement. The second acceleration signal is obtained by upsampling and integrating the original sampling frequency through voltage signal interpolation to obtain the second upsampled acceleration signal; the second upsampled displacement is obtained by quadratic integration of the second upsampled acceleration signal; and the second displacement is obtained by downsampling the second upsampled displacement. The crankshaft axial displacement value is obtained by subtracting the first displacement from the second displacement.

2. The apparatus according to claim 1, characterized in that, The first acceleration sensor is located on the outer wall of the sleeve, and the second acceleration sensor is located at the free end of the engine body.

3. The apparatus according to claim 1, characterized in that, The bearing is fixed to the connecting shaft by fastening bolts and a washer, with the washer positioned between the bearing and the connecting shaft.

4. The apparatus according to claim 1, characterized in that, Before performing the second integration, the controller is also configured to: Filter the low-frequency voltage signal in the first acceleration signal; The low-frequency voltage signal in the second acceleration signal is filtered.

5. The apparatus according to claim 1, characterized in that, After acquiring the first acceleration signal from the first accelerometer and the second acceleration signal from the second accelerometer, and before performing secondary integration, the controller is further configured to: The first acceleration signal is analyzed to obtain a first trend term, and the first trend term is deleted from the first acceleration signal; wherein, the first trend term is used to represent the signal drift caused by the thermal output of the first acceleration sensor; The second acceleration signal is analyzed to obtain a second trend term, and the second trend term is deleted from the second acceleration signal; wherein, the second trend term is used to represent the signal drift caused by the thermal output of the second acceleration sensor.

6. A method for testing the axial displacement of an engine crankshaft, characterized in that, The method is applied to an engine crankshaft axial displacement testing device; the engine crankshaft axial displacement testing device includes a connecting shaft fixedly connected to the engine crankshaft, a bearing fixedly connected to the connecting shaft, and a sleeve fixedly sleeved on the bearing; a first acceleration sensor for monitoring the acceleration of the crankshaft is provided on the sleeve, and a second acceleration sensor for monitoring the acceleration of the thrust bearing is provided on the engine block; The method includes: The first acceleration from the first accelerometer sensor and the second acceleration from the second accelerometer sensor are collected. The first acceleration signal is obtained by upsampling and integrating the original sampling frequency through voltage signal interpolation to obtain a first upsampled acceleration signal; the first upsampled displacement is obtained by quadratic integration of the first upsampled acceleration signal; the first displacement is obtained by downsampling the first upsampled displacement; the second acceleration signal is obtained by upsampling and integrating the original sampling frequency through voltage signal interpolation to obtain a second upsampled acceleration signal; the second upsampled displacement is obtained by quadratic integration of the second upsampled acceleration signal; the second displacement is obtained by downsampling the second upsampled displacement; The crankshaft axial displacement value is obtained by subtracting the first displacement from the second displacement.

7. An electronic device, characterized in that, The method includes at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method as described in claim 6.

8. A computer storage medium, characterized in that, The computer storage medium stores a computer program that enables the computer to perform the method as described in claim 6.

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