Method for evaluating the lubricated wear of a camshaft and related device

Abstract

The application discloses a camshaft lubrication wear evaluation method and a related device, and belongs to the technical field of vehicles. The method comprises the following steps: establishing a finite element grid model of a cylinder cover of a cylinder of a valve train of an internal combustion engine, a camshaft connected with the cylinder cover and a shaft cover of the camshaft, and obtaining a target finite element grid model; building a dynamics simulation model of the valve train; performing simulation analysis on the dynamics simulation model of the valve train, and obtaining stress conditions of cam pieces and journal pins of the camshaft under at least one kind of working condition; building a three-dimensional joint dynamics simulation model among the cylinder cover, the camshaft and a crank mechanism of the internal combustion engine; and performing joint simulation analysis based on the target finite element grid model, the stress conditions of the cam pieces and the journal pins of the camshaft under the at least one kind of working condition and the three-dimensional joint dynamics simulation model, and obtaining a lubrication wear evaluation result of the camshaft. The application can well evaluate the lubrication wear effect of the camshaft, and is widely applied to solving the wear problem of the camshaft.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method and apparatus for assessing the lubrication and wear of a camshaft. Background Technology

[0002] The internal combustion engine is a crucial component of a vehicle. As the power and fuel economy requirements for internal combustion engines become increasingly stringent, higher development demands are being placed on various engine components. The camshaft, being one of the key components affecting the operating conditions of an internal combustion engine, therefore requires greater strength and journal support. In a four-stroke internal combustion engine, the camshaft rotates at half the speed of the crankshaft and needs to withstand significant torque, leading to wear. Good lubrication is essential to reduce friction, necessitating an evaluation of the camshaft's lubrication and wear performance.

[0003] Current technologies rely solely on development experience to determine camshaft lubrication wear. Consequently, in cases of vehicle seizure or other problems, the cause is often directly attributed to insufficient oil supply or poor oil quality. However, changing the oil also incurs high costs and poor compatibility. Therefore, how to efficiently and accurately assess camshaft lubrication wear has become a pressing issue. Summary of the Invention

[0004] This application provides a method and related apparatus for assessing the lubrication wear of a camshaft, which can efficiently and accurately assess the lubrication wear of the camshaft. The technical solution is as follows:

[0005] On the one hand, a method for evaluating the lubrication wear of a camshaft is provided, the method comprising:

[0006] Establish finite element mesh models of the cylinder head, the camshaft connected to the cylinder head, and the camshaft cover in the valve train of an internal combustion engine to obtain the target finite element mesh model;

[0007] A dynamic simulation model of the aforementioned gas distribution mechanism is constructed;

[0008] The dynamic simulation model of the valve train is simulated and analyzed to obtain the force conditions of the cam plate and journal of the camshaft under at least one working condition;

[0009] A three-dimensional joint dynamic simulation model of the cylinder head, the camshaft, and the crankshaft mechanism of the internal combustion engine is constructed.

[0010] Based on the target finite element mesh model, the stress conditions of the cam plate and journal of the camshaft under the at least one working condition, and the three-dimensional joint dynamic simulation model, a joint simulation analysis is performed to obtain the lubrication and wear assessment results of the camshaft.

[0011] Optionally, the step of establishing a finite element mesh model of the cylinder head, the camshaft connected to the cylinder head, and the camshaft cover in the valve train of the internal combustion engine to obtain the target finite element mesh model includes:

[0012] Obtain three-dimensional solid models of the cylinder head, the camshaft, and the shaft cover;

[0013] Finite element analysis was performed on the three-dimensional solid models of the cylinder head, the camshaft, and the shaft cover to obtain the target finite element mesh model.

[0014] Optionally, the construction of the dynamic simulation model of the gas distribution mechanism includes:

[0015] Obtain a three-dimensional solid model of the gas distribution mechanism;

[0016] Based on the three-dimensional solid model of the gas distribution mechanism, a dynamic simulation model of the gas distribution mechanism is built.

[0017] Optionally, the simulation analysis of the dynamic simulation model of the valve train to obtain the force conditions of the cam plates and journals of the camshaft under at least one operating condition includes:

[0018] For each of the at least one operating conditions, the dynamic simulation model of the valve train is used to simulate and analyze the operation of the valve train under the operating condition, so as to obtain the force conditions of the cam plate and the journal under the operating condition.

[0019] Optionally, the joint simulation analysis based on the target finite element mesh model, the stress conditions of the camshaft's cam plates and journals under the at least one working condition, and the three-dimensional joint dynamic simulation model, to obtain the lubrication and wear assessment results of the camshaft, includes:

[0020] The target finite element mesh model is imported into the three-dimensional co-dynamic simulation model to obtain the three-dimensional co-finite element mesh dynamic simulation model.

[0021] Based on the force conditions of the cam plate and journal of the camshaft under the at least one working condition, a joint simulation analysis is performed on the three-dimensional joint finite element mesh dynamic simulation model to obtain the lubrication and wear conditions of the camshaft under the at least one working condition.

[0022] Based on the lubrication and wear conditions of the camshaft under at least one of the aforementioned operating conditions, the lubrication and wear assessment result of the camshaft is determined.

[0023] Optionally, the lubrication wear condition includes the maximum total oil film pressure, the maximum roughness contact pressure, and the roughness friction loss ratio;

[0024] The determination of the lubrication wear assessment result of the camshaft based on the lubrication wear condition of the camshaft under at least one operating condition includes:

[0025] Select the maximum total oil film pressure, maximum roughness contact pressure, and roughness friction loss ratio of the camshaft under the target working condition, wherein the target working condition is the worst working condition among the at least one working condition;

[0026] If, under the target operating condition, the maximum total oil film pressure of the camshaft is less than the oil film pressure threshold, the maximum roughness contact pressure is less than the roughness contact pressure threshold, and the friction loss ratio is less than the loss ratio threshold, then the lubrication wear condition of the camshaft is determined to meet the evaluation requirements.

[0027] Optionally, before importing the target finite element mesh model into the three-dimensional co-dynamic simulation model, the method further includes:

[0028] Key parts are extracted from the target finite element mesh model to reduce the target finite element mesh model. The key parts include the connection part between the cylinder head and the camshaft, the connection part between the cam plate of the camshaft and the journal, and the connection part between the bearing cover and the journal.

[0029] The step of importing the target finite element mesh model into the three-dimensional co-dynamic simulation model includes:

[0030] The reduced target finite element mesh model is imported into the three-dimensional co-dynamic simulation model.

[0031] On the other hand, a lubrication wear assessment device for a camshaft is provided, the device comprising:

[0032] A module is established to create finite element mesh models of the cylinder head, the camshaft connected to the cylinder head, and the camshaft cover in the valve train of an internal combustion engine, thereby obtaining the target finite element mesh model.

[0033] The first construction module is used to build a dynamic simulation model of the gas distribution mechanism;

[0034] The first simulation analysis module is used to perform simulation analysis on the dynamic simulation model of the valve train mechanism to obtain the force conditions of the cam plate and journal of the camshaft under at least one working condition.

[0035] The second construction module is used to build a three-dimensional joint dynamic simulation model of the cylinder head, the camshaft, and the crankshaft mechanism of the internal combustion engine;

[0036] The second simulation analysis module is used to perform joint simulation analysis based on the target finite element mesh model, the force conditions of the cam plate and journal of the camshaft under the at least one working condition, and the three-dimensional joint dynamic simulation model, to obtain the lubrication and wear assessment results of the camshaft.

[0037] Optionally, the establishment module is specifically used for:

[0038] Obtain three-dimensional solid models of the cylinder head, the camshaft, and the shaft cover;

[0039] Finite element analysis was performed on the three-dimensional solid models of the cylinder head, the camshaft, and the shaft cover to obtain the target finite element mesh model.

[0040] Optionally, the first construction module is specifically used for:

[0041] Obtain a three-dimensional solid model of the gas distribution mechanism;

[0042] Based on the three-dimensional solid model of the gas distribution mechanism, a dynamic simulation model of the gas distribution mechanism is built.

[0043] Optionally, the first simulation analysis module is specifically used for:

[0044] For each of the at least one operating conditions, the dynamic simulation model of the valve train is used to simulate and analyze the operation of the valve train under the operating condition, so as to obtain the force conditions of the cam plate and the journal under the operating condition.

[0045] Optionally, the second simulation analysis module includes:

[0046] The model import submodule is used to import the target finite element mesh model into the three-dimensional joint dynamics simulation model to obtain the three-dimensional joint finite element mesh dynamics simulation model.

[0047] The simulation analysis submodule is used to perform joint simulation analysis on the three-dimensional joint finite element mesh dynamic simulation model based on the force conditions of the cam plate and journal of the camshaft under the at least one working condition, so as to obtain the lubrication and wear conditions of the camshaft under the at least one working condition.

[0048] A determination submodule is used to determine the lubrication wear assessment result of the camshaft based on the lubrication wear condition of the camshaft under the at least one operating condition.

[0049] Optionally, the lubrication wear condition includes the maximum total oil film pressure, the maximum roughness contact pressure, and the roughness friction loss ratio;

[0050] The determination submodule is specifically used for:

[0051] Select the maximum total oil film pressure, maximum roughness contact pressure, and roughness friction loss ratio of the camshaft under the target working condition, wherein the target working condition is the worst working condition among the at least one working condition;

[0052] If, under the target operating condition, the maximum total oil film pressure of the camshaft is less than the oil film pressure threshold, the maximum roughness contact pressure is less than the roughness contact pressure threshold, and the roughness friction loss ratio is less than the loss ratio threshold, then the lubrication wear condition of the camshaft is determined to meet the evaluation requirements.

[0053] Optionally, the second simulation analysis module further includes:

[0054] An extraction submodule is used to extract key parts from the target finite element mesh model to reduce the target finite element mesh model. The key parts include the connection part between the cylinder head and the camshaft, the connection part between the cam plate of the camshaft and the journal, and the connection part between the bearing cover and the journal.

[0055] The model import submodule is specifically used for:

[0056] The reduced target finite element mesh model is imported into the three-dimensional co-dynamic simulation model.

[0057] On the other hand, a computer device is provided, the computer device including a memory and a processor, the memory for storing computer programs, and the processor for executing the computer programs stored in the memory to implement the steps of the above-described method for evaluating the lubrication wear of a camshaft.

[0058] On the other hand, a computer-readable storage medium is provided, wherein a computer program is stored therein, and when executed by a processor, the computer program implements the steps of the above-described camshaft lubrication wear assessment method.

[0059] On the other hand, a computer program product containing instructions is provided, which, when run on a computer, cause the computer to perform the steps of the camshaft lubrication wear assessment method described above.

[0060] The technical solution provided in this application can bring at least the following beneficial effects:

[0061] In this application, by combining the finite element mesh models of the cylinder head, the camshaft connected to the cylinder head, and the camshaft cover in the valve train of an internal combustion engine, the dynamic simulation model of the valve train, and the three-dimensional joint simulation model of the cylinder head, camshaft, and crankshaft, the lubrication and wear results of the camshaft are obtained. This overcomes the limitation of traditional software in being unable to calculate the lubrication and wear problem of the camshaft and realizes the function of more accurate analysis of the lubrication and wear problem of the camshaft in the valve train. Attached Figure Description

[0062] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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.

[0063] Figure 1 This is a flowchart of a method for evaluating the lubrication wear of a camshaft provided in an embodiment of this application;

[0064] Figure 2 This is a structural schematic diagram of a three-dimensional solid model of a cylinder head, camshaft, and shaft cover provided in an embodiment of this application;

[0065] Figure 3 This is a schematic diagram of a dynamic simulation model of a gas distribution mechanism provided in an embodiment of this application;

[0066] Figure 4 This is a schematic diagram of a three-dimensional joint dynamic simulation model of a cylinder head, camshaft, and crankshaft mechanism provided in an embodiment of this application;

[0067] Figure 5 This is a schematic diagram of a maximum roughness contact pressure provided in an embodiment of this application;

[0068] Figure 6 This is a schematic diagram of rough friction loss provided in an embodiment of this application;

[0069] Figure 7 This is a schematic diagram of the structure of a camshaft lubrication and wear assessment device provided in an embodiment of this application;

[0070] Figure 8 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application. Detailed Implementation

[0071] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0072] Before providing a detailed explanation of the camshaft lubrication wear assessment method provided in the embodiments of this application, the application scenarios and implementation environments involved in the embodiments of this application will be introduced first.

[0073] The internal combustion engine is a crucial component of a vehicle. As the power and fuel economy requirements for internal combustion engines become increasingly stringent, higher development demands are being placed on various engine components. The camshaft, being one of the key components affecting the operating conditions of an internal combustion engine, therefore requires greater strength and journal support. In a four-stroke internal combustion engine, the camshaft rotates at half the speed of the crankshaft and needs to withstand significant torque, leading to wear. Good lubrication is essential to reduce friction, necessitating an evaluation of the camshaft's lubrication and wear performance.

[0074] Because the relevant technologies rely solely on development experience to determine the lubrication and wear of the camshaft, situations such as vehicle seizure are often directly attributed to insufficient oil supply or poor oil quality, leading to a simple oil change. However, oil changes can result in high costs and poor compatibility. Furthermore, neglecting the lubrication and wear of the camshaft in internal combustion engine after-sales troubleshooting can cause the vehicle to malfunction again.

[0075] Based on this, this application provides a method for evaluating the lubrication and wear of a camshaft. This method combines the finite element mesh models of the cylinder head, camshaft, and crankshaft cover, the dynamic simulation model of the valve train, and the three-dimensional joint simulation model of the cylinder head, camshaft, and crankshaft for analysis to obtain the lubrication and wear results of the camshaft. This allows for determination of whether the lubrication and wear condition of the camshaft meets the evaluation requirements, enabling more accurate analysis of camshaft lubrication and wear problems in the valve train.

[0076] The camshaft lubrication wear assessment method provided in this application is executed by a computer device, such as a PC (Personal Computer), mobile phone, smartphone, PDA (Personal Digital Assistant), PPC (Pocket PC), tablet computer, smart car system, etc.

[0077] Those skilled in the art should understand that the above-described computer devices are merely examples, and other existing or future computer devices that are applicable to the embodiments of this application should also be included within the scope of protection of the embodiments of this application, and are hereby incorporated by reference.

[0078] It should be noted that the application scenarios and implementation environments described in the embodiments of this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided in the embodiments of this application. As those skilled in the art will know, as the application scenarios and implementation environments evolve, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0079] The lubrication and wear assessment method for camshafts provided in the embodiments of this application will now be explained in detail.

[0080] Please refer to Figure 1 , Figure 1 This is a flowchart of a lubrication wear assessment method for a camshaft provided in an embodiment of this application. The method includes the following steps.

[0081] Step 101: Establish the finite element mesh model of the cylinder head, the camshaft connected to the cylinder head, and the camshaft cover in the valve train of the internal combustion engine to obtain the target finite element mesh model.

[0082] An internal combustion engine is a type of engine that burns fuel (gasoline, diesel, kerosene) inside a cylinder. The expanding gases create pressure that pushes the piston up and down, generating power. Externally, an internal combustion engine consists of the engine block, cylinder head, gear chamber, and flywheel. Internally, it comprises two mechanisms, three systems, and two equipment components. The two mechanisms are the crankshaft and connecting rod mechanism (the main power-generating components) and the valve train; the three systems are the fuel system, lubrication system, and cooling system; and the two equipment components are the electrical and hydraulic systems.

[0083] The valve train consists of two parts: the valve assembly and the valve train. The valve assembly includes valves, valve seats, valve guides, valve springs, spring seats, and valve locks; the valve train includes timing gears, camshafts, tappets, pushrods, adjusting screws, rocker arms, and rocker arm shafts. The function of the valve train is to periodically open and close the intake and exhaust valves of each cylinder, allowing fresh combustible mixture (gasoline engine) or air (diesel engine) to enter the cylinders in a timely manner, and allowing exhaust gases to be expelled from the cylinders in a timely manner. During the compression and power strokes, the valves are closed to ensure the combustion chamber is sealed.

[0084] The cylinder head, or cylinder seal, seals the cylinder and, together with the piston, forms the combustion chamber, bearing the weight of the high-temperature, high-pressure combustion gases. The cylinder head withstands the mechanical loads from the gas forces and the tightening bolts, as well as the high thermal loads from contact with the hot combustion gases. To ensure a good seal, the cylinder head must not be damaged or deformed. Therefore, the cylinder head must possess sufficient strength and rigidity.

[0085] Camshafts in internal combustion engines can be positioned at the bottom, side, or top. Currently, the top-mounted type is commonly used, meaning that the camshaft is located on the cylinder head and directly drives the valves via tappets. This eliminates a large set of reciprocating components such as tappets and pushrods, making it very suitable for high-speed internal combustion engines.

[0086] The function of the camshaft cover is to axially fix the camshaft, prevent axial movement of the camshaft, provide lubricating oil to lubricate and cool the camshaft, and prevent the camshaft journal from being scored, so as to avoid damage to the camshaft when the engine is running.

[0087] In some embodiments, three-dimensional solid models of the cylinder head, camshaft, and shaft cover are obtained, and finite element analysis is performed on the three-dimensional solid models of the cylinder head, camshaft, and shaft cover to obtain the target finite element mesh model.

[0088] In this embodiment, the three-dimensional solid models of the cylinder head, camshaft, and axle cover are all created based on the internal combustion engine coordinate system, and the material properties and computational domains of the three-dimensional solid models of the cylinder head, camshaft, and axle cover correspond one-to-one with their respective actual geometric models. All parameters of the three-dimensional solid models of the cylinder head, camshaft, and axle cover are assigned values ​​according to their actual values, and are the same as the dimensions of the solid parts.

[0089] For example, please refer to Figure 2 , Figure 2 This is a structural schematic diagram of a three-dimensional solid model of a cylinder head, camshaft, and shaft cover provided in an embodiment of this application.

[0090] It's important to note that finite element analysis (FEM) is a tool used to solve engineering problems. It involves substituting a complex problem with a simpler one before solving it. The solution domain is considered as a collection of small, interconnected subdomains called finite elements. A suitable approximate solution is assumed for each element, and then the overall conditions satisfying the domain, such as the equilibrium conditions of the structure, are derived to obtain the solution. Because the actual problem is replaced by a simpler one, this solution is not an exact solution but an approximate one. Since most practical problems are difficult to solve precisely, and finite element analysis offers high computational accuracy and can adapt to various complex shapes, it has become an effective engineering analysis method.

[0091] The basic steps of finite element analysis are usually: preprocessing, solution calculation, and post-processing. Preprocessing mainly involves defining the solution model based on the actual problem, including the following aspects: (1) defining the geometric region of the problem, that is, approximating the physical properties and geometric region of the solution domain based on the actual problem; (2) defining the element type; (3) defining the material properties of the element; (4) defining the geometric properties of the element, such as length and area; (5) defining the connectivity of the element; (6) defining the basis functions of the element; (7) defining the boundary conditions; and (8) defining the loads. Solution calculation involves assembling the elements into a total matrix equation for the entire discrete domain. Assembly is performed at adjacent element nodes. The continuity of state variables and their derivatives (if possible) is established at the nodes. The simultaneous equations can be solved using direct methods or iterative methods. The solution result is an approximate value of the state variables at the element nodes. Post-processing involves analyzing and evaluating the obtained solution according to relevant criteria. Post-processing allows users to easily extract information and understand the calculation results.

[0092] It should be noted that the coordinate system of the internal combustion engine is as follows: the origin Oe is the intersection of the crankshaft centerline and the rear end face (RFB) of the internal combustion engine; the Xe axis is parallel to the crankshaft centerline and points to the front end of the internal combustion engine; the Ze axis is parallel to the cylinder line and points to the cylinder head; the Ye axis is determined according to the right-hand rule and should be perpendicular to the center plane where the cylinder centerline is located, pointing to the left side of the internal combustion engine (viewed from the gearbox end to the pulley end).

[0093] Step 102: Build a dynamic simulation model of the gas distribution mechanism.

[0094] In some embodiments, a three-dimensional solid model of the gas distribution mechanism is obtained, and a dynamic simulation model of the gas distribution mechanism is built based on the three-dimensional solid model of the gas distribution mechanism.

[0095] In this embodiment, the three-dimensional solid model of the valve train is created based on the internal combustion engine coordinate system, and the material properties and computational domain of the three-dimensional solid model of the valve train correspond one-to-one with its actual geometric model. All parameters of the three-dimensional solid model of the valve train are assigned values ​​according to their actual values ​​and are the same size as the solid parts.

[0096] The dynamic simulation model of the valve train is used to simulate the actual working process of the valve train. By performing simulation analysis on the dynamic simulation model of the valve train, the working conditions of each component in the valve train can be simulated. After obtaining the three-dimensional solid model of the valve train, the behavior or characteristics of each component in the valve train changing over time can be understood through simulation calculations of the three-dimensional solid model of the valve train.

[0097] To establish a dynamic simulation model of the gas distribution mechanism, it is essential to first clarify the simulation objective and identify the key issues to be addressed. Secondly, it is crucial to define the boundaries of the gas distribution mechanism, as its dynamic analysis is based on the interactions of its internal elements. It is assumed that changes in the external environment do not fundamentally affect the mechanism's behavior, nor are they controlled by its internal factors. Therefore, a three-dimensional solid model of the gas distribution mechanism is used to determine its boundaries, thereby identifying which parts should be included in the model and which should not, thus constructing the dynamic simulation model of the gas distribution mechanism.

[0098] There are various methods for establishing a dynamic simulation model of the gas distribution mechanism, and this application does not limit this method. For example, please refer to... Figure 3 , Figure 3 This is a schematic diagram of a dynamic simulation model of a gas distribution mechanism provided in an embodiment of this application.

[0099] Step 103: Perform simulation analysis on the dynamic simulation model of the valve train to obtain the force conditions of the cam plate and journal of the camshaft under at least one working condition.

[0100] In some embodiments, for each of at least one operating condition, the dynamic simulation model of the valve train is simulated and analyzed under this operating condition to obtain the force conditions of the cam plate and journal of the camshaft under this operating condition.

[0101] Based on the above description, the dynamic simulation model of the valve train is used to simulate the actual working process of the valve train. By performing simulation analysis on the dynamic simulation of the valve train, the working conditions of each component in the valve train can be simulated. Therefore, for each of the at least one working conditions, the operation of the dynamic simulation model of the valve train under each working condition can be simulated and analyzed, thereby determining the working condition of the camshaft under each working condition, including the force conditions on the cam plates and journals of the camshaft.

[0102] The camshaft consists of two main parts. The first part is the intake and exhaust cams, also known as cam plates. The second part is the support part of the camshaft, called the support journal or journal. During the simulation analysis of the dynamic simulation model of the valve train, the stress on the cam plates and journal can be measured. Furthermore, by analyzing the stress on the cam plates and journal, the lubrication and wear effect of the camshaft can be analyzed more accurately.

[0103] It should be noted that the operating condition of an internal combustion engine at a certain moment is referred to as its operating condition, expressed by the effective power output and crankshaft speed at that moment. The crankshaft speed is the engine speed. There are three types of operating conditions for internal combustion engines: the first type is called the constant speed operating condition, where the engine operates at a constant speed while the load changes; the second type is where the engine power and speed have a certain functional relationship; and the third type is where there is no fixed functional relationship between engine power and speed, and both power and speed vary independently over a wide range. At least one of these operating conditions can be selected in the embodiments of this application.

[0104] The at least one operating condition is set by the technician. If the technician knows what the worst operating condition is, the at least one operating condition may only include the worst operating condition. If the technician does not know what the worst operating condition is, the at least one operating condition may include multiple operating conditions. In this case, the lubrication and wear of the camshaft under multiple operating conditions can be determined through subsequent steps, thereby determining the worst operating condition.

[0105] Step 104: Build a three-dimensional joint dynamic simulation model of the cylinder head, camshaft, and crankshaft mechanism of the internal combustion engine.

[0106] The crankshaft is a crucial component of an internal combustion engine. It receives forces from the connecting rods and converts these forces into torque, which is then output through the crankshaft to drive other accessories in the engine. The crankshaft is subjected to the combined effects of centrifugal force from the rotating mass, periodically varying gas inertial forces, and reciprocating inertial forces. Therefore, the crankshaft must possess sufficient rigidity and strength, good ability to withstand impact loads, wear resistance, and adequate lubrication.

[0107] A three-dimensional joint dynamics simulation model of the cylinder head, camshaft, and crankshaft mechanism of an internal combustion engine is used to simulate the actual working process of these three components. In some embodiments, a three-dimensional solid model of the cylinder head, camshaft, and crankshaft mechanism of the internal combustion engine can be obtained. By simulating the three-dimensional solid model of the cylinder head, camshaft, and crankshaft mechanism of the internal combustion engine, the behavior or characteristics of each component in the valve train over time can be understood, thereby establishing a three-dimensional joint dynamics simulation model of the cylinder head, camshaft, and crankshaft mechanism of the internal combustion engine.

[0108] The process of building a three-dimensional joint dynamic simulation model of the cylinder head, camshaft, and crankshaft mechanism of the internal combustion engine is similar to the process of building the dynamic simulation model of the valve train mechanism described above. For details, please refer to the above description; this application's embodiments will not repeat them. For example, please refer to... Figure 4 , Figure 4 This is a schematic diagram of a three-dimensional joint dynamic simulation model of a cylinder head, camshaft, and crankshaft mechanism provided in an embodiment of this application.

[0109] Step 105: Based on the target finite element mesh model, the stress conditions of the cam plate and journal of the camshaft under at least one working condition, and the three-dimensional joint dynamic simulation model of the cylinder head, camshaft and crankshaft mechanism of the internal combustion engine, a joint simulation analysis is performed to obtain the lubrication and wear assessment results of the camshaft.

[0110] In some embodiments, the lubrication wear assessment results of the camshaft can be determined by following steps (1)-(3).

[0111] (1) Import the target finite element mesh model into the three-dimensional joint dynamic simulation model of the cylinder head, camshaft and crankshaft mechanism of the internal combustion engine to obtain the three-dimensional joint finite element mesh dynamic simulation model.

[0112] In some embodiments, the entire target finite element mesh model can be directly imported into a three-dimensional joint dynamics simulation model of the cylinder head, camshaft, and crankshaft mechanism of the internal combustion engine to obtain a three-dimensional joint finite element mesh dynamics simulation model. In other embodiments, key parts of the target finite element mesh model can be extracted to reduce its size. These key parts include the connection between the cylinder head and the camshaft, the connection between the cam plate and the journal, and the connection between the journal and the bearing cover. This allows the reduced target finite element mesh model to be imported into the three-dimensional joint dynamics simulation model without importing the entire target finite element mesh model, thereby reducing the computational load on the computer and improving computational performance.

[0113] Since the embodiments of this application are mainly used to analyze the lubrication and wear of the camshaft, the key parts in the target finite element mesh model mainly include the parts related to the camshaft, such as the connection part of the cylinder head to the camshaft, the connection part of the camshaft cam plate to the journal, and the connection part of the bearing cover to the journal, etc.

[0114] (2) Based on the stress conditions of the cam plate and journal of the camshaft under at least one working condition, a joint simulation analysis is performed on the three-dimensional joint finite element mesh dynamic simulation model to obtain the lubrication and wear conditions of the camshaft under at least one working condition.

[0115] After obtaining the stress conditions of the cam plate and journal of the camshaft under at least one working condition, the relevant parameters of the three-dimensional joint finite element mesh dynamic simulation model can be set based on the stress conditions of the cam plate and journal of the camshaft under at least one working condition. Then, the three-dimensional joint finite element mesh dynamic simulation model with the relevant parameters is subjected to joint simulation analysis to obtain the lubrication and wear conditions of the camshaft under at least one working condition.

[0116] (3) Based on the lubrication and wear of the camshaft under at least one working condition, determine the lubrication and wear assessment result of the camshaft.

[0117] In some embodiments, the lubrication wear condition includes the maximum total oil film pressure, the maximum roughness contact pressure, and the roughness friction loss ratio. In this case, the maximum total oil film pressure, maximum roughness contact pressure, and roughness friction loss ratio of the camshaft are selected under a target operating condition, which is the worst operating condition among at least one operating condition. If, under the target operating condition, the maximum total oil film pressure of the camshaft is less than an oil film pressure threshold, the maximum roughness contact pressure is less than a roughness contact pressure threshold, and the roughness friction loss ratio is less than a loss ratio threshold, then the lubrication wear condition of the camshaft is determined to meet the evaluation requirements. Otherwise, the lubrication wear condition of the camshaft is determined to not meet the evaluation requirements.

[0118] Maximum total oil film pressure refers to the maximum pressure exerted on the oil film formed during camshaft rotation. This oil film refers to the oil film between the camshaft journal and the cam bore.

[0119] Maximum roughness contact pressure refers to the maximum pressure generated due to the roughness of the camshaft surface in contact with other components. Roughness contact pressure occurs on the camshaft and other components that are in contact and pressing against each other. Pressure is a contact force; pressure cannot be generated between any two separated objects, and there is no pressing force between objects in contact. The direction of pressure is always perpendicular to the contact surfaces of the objects and points towards the object being pressed. It should be noted that the rougher the camshaft surface, the smaller the effective contact area between the mating surfaces, the greater the contact pressure, the greater the frictional resistance, and the faster the wear. For an example, please refer to... Figure 5 , Figure 5 This is a schematic diagram of the maximum roughness contact pressure provided in an embodiment of this application. The diagram illustrates the pressure generated by the surface roughness when the camshaft contacts other components under certain working conditions.

[0120] The roughness friction loss ratio refers to the proportion of friction loss caused by the roughness of the camshaft surface to the total friction loss. It should be noted that friction loss refers to the portion of pressure lost due to friction between the surfaces of two moving parts. For an example, please refer to... Figure 6 , Figure 6 This is a schematic diagram of rough friction loss provided in an embodiment of this application. The diagram illustrates the friction loss and total friction loss caused by the roughness of the camshaft surface under a certain working condition.

[0121] It should be noted that the total oil film pressure threshold, roughness contact pressure threshold, and roughness friction loss threshold are preset. In actual applications, they can be adjusted according to different needs. This application embodiment does not limit this.

[0122] Since the target operating condition is the worst among at least one operating condition, if the total oil film pressure of the camshaft under the target operating condition is less than the oil film pressure threshold, the roughness contact pressure is less than the roughness contact pressure threshold, and the roughness friction loss ratio is less than the loss ratio threshold, then the total oil film pressure of the camshaft under other operating conditions will also necessarily be less than the oil film pressure threshold, the roughness contact pressure will also necessarily be less than the roughness contact pressure threshold, and the roughness friction loss ratio will also necessarily be less than the loss ratio threshold. Therefore, the lubrication wear assessment result of the camshaft can be determined by the lubrication wear condition under the target operating condition.

[0123] After obtaining the camshaft lubrication and wear assessment results, the vehicle's quality can be evaluated before it leaves the factory. If the camshaft lubrication and wear meets the assessment requirements, the vehicle meets the standards; if not, the vehicle's quality does not meet the standards and needs improvement, which can reduce the likelihood of subsequent camshaft failures. During maintenance and repairs after the vehicle leaves the factory, assessing the camshaft lubrication and wear in internal combustion engine after-sales troubleshooting allows for a more detailed analysis of whether the malfunction is due to insufficient oil supply, poor oil quality, or camshaft wear and seizure. This efficient and accurate analysis helps reduce future vehicle failures.

[0124] In this embodiment, by combining the finite element mesh models of the cylinder head, the camshaft connected to the cylinder head, and the camshaft cap in the valve train of an internal combustion engine, the dynamic simulation model of the valve train, and the three-dimensional joint simulation model of the cylinder head, camshaft, and crankshaft, the lubrication and wear results of the camshaft are obtained. This overcomes the limitation of traditional software in calculating camshaft lubrication and wear problems, and achieves a more accurate analysis of camshaft lubrication and wear problems in the valve train. Moreover, the maximum total oil film pressure, maximum roughness contact pressure, and roughness friction loss ratio calculated through dynamic simulation analysis can effectively evaluate the lubrication and wear effect of the camshaft, and can be widely applied to solving camshaft wear problems in internal combustion engines.

[0125] Figure 7 This is a schematic diagram of a camshaft lubrication and wear assessment device provided in an embodiment of this application. This device can be implemented as part or all of a computer device using software, hardware, or a combination of both. Please refer to... Figure 7 The device includes: a setup module 701, a first construction module 702, a first simulation analysis module 703, a second construction module 704, and a second simulation analysis module 705.

[0126] Module 701 is used to create finite element mesh models of the cylinder head, camshaft connected to the cylinder head, and camshaft cover in the valve train of an internal combustion engine, so as to obtain the target finite element mesh model.

[0127] The first construction module 702 is used to build a dynamic simulation model of the gas distribution mechanism;

[0128] The first simulation analysis module 703 is used to perform simulation analysis on the dynamic simulation model of the valve train mechanism to obtain the force conditions of the cam plate and journal of the camshaft under at least one working condition.

[0129] The second building module 704 is used to build a three-dimensional joint dynamic simulation model of the cylinder head, camshaft, and crankshaft mechanism of the internal combustion engine.

[0130] The second simulation analysis module 705 is used to perform joint simulation analysis based on the target finite element mesh model, the stress conditions of the cam plate and journal of the camshaft under at least one working condition, and the three-dimensional joint dynamic simulation model, to obtain the lubrication and wear evaluation results of the camshaft.

[0131] Optionally, module 701 is specifically used for:

[0132] Obtain 3D solid models of the cylinder head, camshaft, and shaft cover;

[0133] Finite element analysis was performed on the three-dimensional solid models of the cylinder head, camshaft, and shaft cover to obtain the target finite element mesh model.

[0134] Optionally, the first building module 702 is specifically used for:

[0135] Obtain a three-dimensional solid model of the gas distribution mechanism;

[0136] A dynamic simulation model of the gas distribution mechanism is built based on a three-dimensional solid model of the gas distribution mechanism.

[0137] Optionally, the first simulation analysis module 703 is specifically used for:

[0138] For each of at least one operating condition, the dynamic simulation model of the valve train is used to simulate and analyze the operation of the valve train under that condition, and the stress on the cam and journal under that condition is obtained.

[0139] Optionally, the second simulation analysis module 705 includes:

[0140] The model import submodule is used to import the target finite element mesh model into the three-dimensional co-dynamic simulation model to obtain the three-dimensional co-finite element mesh dynamic simulation model.

[0141] The simulation analysis submodule is used to perform joint simulation analysis on the three-dimensional joint finite element mesh dynamic simulation model based on the force conditions of the cam plate and journal of the camshaft under at least one working condition, so as to obtain the lubrication and wear conditions of the camshaft under at least one working condition.

[0142] The determination submodule is used to determine the lubrication wear assessment result of the camshaft based on the lubrication wear condition of the camshaft under at least one operating condition.

[0143] Optionally, the lubrication wear condition of the camshaft includes the maximum total oil film pressure, the maximum roughness contact pressure, and the roughness friction loss ratio;

[0144] The specific purpose of determining the submodule is:

[0145] Select the maximum total oil film pressure, maximum roughness contact pressure, and roughness friction loss ratio of the camshaft under the target working condition. The target working condition is the worst working condition among at least one working condition.

[0146] If the maximum total oil film pressure of the camshaft under the target operating condition is less than the oil film pressure threshold, the maximum roughness contact pressure is less than the roughness contact pressure threshold, and the roughness friction loss ratio is less than the loss ratio threshold, then the lubrication wear condition of the camshaft is determined to meet the evaluation requirements.

[0147] Optionally, the second simulation analysis module 705 also includes:

[0148] The extraction submodule is used to extract the key parts of the target finite element mesh model in order to reduce the target finite element mesh model. The key parts of the finite element mesh model include the connection part between the cylinder head and the camshaft, the connection part between the cam blade and the journal of the camshaft, and the connection part between the bearing cover and the journal.

[0149] The model import submodule is specifically used for:

[0150] The reduced target finite element mesh model is imported into the three-dimensional co-dynamic simulation model.

[0151] In this embodiment, by combining the finite element mesh models of the cylinder head, the camshaft connected to the cylinder head, and the camshaft cap in the valve train of an internal combustion engine, the dynamic simulation model of the valve train, and the three-dimensional joint simulation model of the cylinder head, camshaft, and crankshaft, the lubrication and wear results of the camshaft are obtained. This overcomes the limitation of traditional software in calculating camshaft lubrication and wear problems, and achieves a more accurate analysis of camshaft lubrication and wear problems in the valve train. Moreover, the maximum total oil film pressure, maximum roughness contact pressure, and roughness friction loss ratio calculated through dynamic simulation analysis can effectively evaluate the lubrication and wear effect of the camshaft, and can be widely applied to solving camshaft wear problems in internal combustion engines.

[0152] It should be noted that the camshaft lubrication wear assessment device provided in the above embodiments is only illustrated by the division of the above functional modules when assessing the lubrication wear of the camshaft. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the camshaft lubrication wear assessment device and the camshaft lubrication wear assessment method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process is detailed in the method embodiments, which will not be repeated here.

[0153] Figure 8This is a schematic diagram of the structure of a computer device 800 provided in an embodiment of this application. The computer device 800 can be a portable mobile terminal, such as a smartphone, tablet computer, MP3 player (Moving Picture Experts Group Audio Layer III), MP4 player (Moving Picture Experts Group Audio Layer IV), laptop computer, or desktop computer. The computer device 800 may also be referred to as user equipment, portable terminal, laptop terminal, desktop terminal, or other names.

[0154] Typically, computer device 800 includes a processor 801 and a memory 802.

[0155] Processor 801 may include one or more processing cores, such as a quad-core processor or an octa-core processor. Processor 801 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 801 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 801 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 801 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0156] The memory 802 may include one or more computer-readable storage media, which may be non-transitory. The memory 802 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 802 is used to store at least one instruction, which is executed by the processor 801 to implement the camshaft lubrication wear assessment method provided in the method embodiments of this application.

[0157] In some embodiments, the computer device 800 may also optionally include a peripheral device interface 803 and at least one peripheral device. The processor 801, memory 802, and peripheral device interface 803 can be connected via a bus or signal line. Each peripheral device can be connected to the peripheral device interface 803 via a bus, signal line, or circuit board. Specifically, the peripheral device includes at least one of the following: a radio frequency circuit 804, a touch display screen 805, a camera assembly 806, an audio circuit 807, a positioning assembly 808, and a power supply 809.

[0158] Peripheral device interface 803 can be used to connect at least one I / O (Input / Output) related peripheral device to processor 801 and memory 802. In some embodiments, processor 801, memory 802 and peripheral device interface 803 are integrated on the same chip or circuit board; in some other embodiments, any one or two of processor 801, memory 802 and peripheral device interface 803 can be implemented on separate chips or circuit boards, which is not limited in this embodiment.

[0159] The radio frequency (RF) circuit 804 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The RF circuit 804 communicates with communication networks and other communication devices via electromagnetic signals. The RF circuit 804 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals back into electrical signals. Optionally, the RF circuit 804 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, etc. The RF circuit 804 can communicate with other computer devices through at least one wireless communication protocol. This wireless communication protocol includes, but is not limited to: the World Wide Web, metropolitan area networks, intranets, various generations of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks, and / or WiFi (Wireless Fidelity) networks. In some embodiments, the RF circuit 804 may also include circuitry related to NFC (Near Field Communication), which is not limited in this application embodiment.

[0160] Display screen 805 is used to display a UI (User Interface). This UI may include graphics, text, icons, videos, and any combination thereof. When display screen 805 is a touch display screen, it also has the ability to collect touch signals on or above its surface. These touch signals can be input as control signals to processor 801 for processing. In this case, display screen 805 can also be used to provide virtual buttons and / or a virtual keyboard, also known as soft buttons and / or a soft keyboard. In some embodiments, there may be one display screen 805, which is disposed on the front panel of the computer device 800; in other embodiments, there may be at least two display screens, respectively disposed on different surfaces of the computer device 800 or in a folded design; in still other embodiments, display screen 805 may be a flexible display screen, disposed on a curved or folded surface of the computer device 800. Furthermore, display screen 805 may be configured as a non-rectangular irregular shape, i.e., a non-rectangular screen. Display screen 805 may be made of materials such as LCD (Liquid Crystal Display) or OLED (Organic Light-Emitting Diode).

[0161] The camera assembly 806 is used to acquire images or videos. Optionally, the camera assembly 806 includes a front-facing camera and a rear-facing camera. Typically, the front-facing camera is located on the front panel of the computer device, and the rear-facing camera is located on the back of the computer device. In some embodiments, there are at least two rear-facing cameras, which are any one of a main camera, a depth-sensing camera, a wide-angle camera, and a telephoto camera, to achieve background blurring by fusion of the main camera and the depth-sensing camera, panoramic shooting by fusion of the main camera and the wide-angle camera, VR (Virtual Reality) shooting, or other fusion shooting functions. In some embodiments, the camera assembly 806 may also include a flash. The flash can be a single-color temperature flash or a dual-color temperature flash. A dual-color temperature flash is a combination of a warm-light flash and a cool-light flash, which can be used for light compensation at different color temperatures.

[0162] The audio circuit 807 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, converting the sound waves into electrical signals that are input to the processor 801 for processing, or input to the radio frequency circuit 804 for voice communication. For stereo sound acquisition or noise reduction purposes, multiple microphones may be used, each located in a different part of the computer device 800. The microphone may also be an array microphone or an omnidirectional microphone. The speaker is used to convert electrical signals from the processor 801 or the radio frequency circuit 804 into sound waves. The speaker may be a conventional diaphragm speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can convert electrical signals not only into audible sound waves but also into inaudible sound waves for purposes such as distance measurement. In some embodiments, the audio circuit 807 may also include a headphone jack.

[0163] The positioning component 808 is used to locate the current geographical location of the computer device 800 in order to enable navigation or LBS (Location Based Service). The positioning component 808 can be a positioning component of GPS (Global Positioning System), BeiDou system, or Galileo system.

[0164] Power supply 809 is used to supply power to various components in computer device 800. Power supply 809 can be alternating current, direct current, a disposable battery, or a rechargeable battery. When power supply 809 includes a rechargeable battery, the rechargeable battery can be a wired rechargeable battery or a wireless rechargeable battery. A wired rechargeable battery is a battery that is charged via a wired line, while a wireless rechargeable battery is a battery that is charged via a wireless coil. The rechargeable battery can also be used to support fast charging technology.

[0165] In some embodiments, the computer device 800 further includes one or more sensors 810. The one or more sensors 810 include, but are not limited to: an accelerometer 811, a gyroscope 812, a pressure sensor 813, a fingerprint sensor 814, an optical sensor 815, and a proximity sensor 816.

[0166] Accelerometer 811 can detect the magnitude of acceleration along the three coordinate axes of a coordinate system established by computer device 800. For example, accelerometer 811 can be used to detect the components of gravitational acceleration along the three coordinate axes. Processor 801 can control touchscreen display 805 to display the user interface in landscape or portrait view based on the gravitational acceleration signal acquired by accelerometer 811. Accelerometer 811 can also be used for games or for acquiring user motion data.

[0167] The gyroscope sensor 812 can detect the orientation and rotation angle of the computer device 800. The gyroscope sensor 812, in conjunction with the accelerometer sensor 811, can collect 3D motion data from the user on the computer device 800. Based on the data collected by the gyroscope sensor 812, the processor 801 can perform the following functions: motion sensing (e.g., changing the UI based on the user's tilt), image stabilization during shooting, game control, and inertial navigation.

[0168] The pressure sensor 813 can be disposed on the side bezel of the computer device 800 and / or on the lower layer of the touch display screen 805. When the pressure sensor 813 is disposed on the side bezel of the computer device 800, it can detect the user's grip signal on the computer device 800, and the processor 801 can perform left / right hand recognition or quick operation based on the grip signal collected by the pressure sensor 813. When the pressure sensor 813 is disposed on the lower layer of the touch display screen 805, the processor 801 can control the operable controls on the UI interface based on the user's pressure operation on the touch display screen 805. The operable controls include at least one of button controls, scroll bar controls, icon controls, and menu controls.

[0169] The fingerprint sensor 814 is used to collect a user's fingerprint. The processor 801 identifies the user based on the fingerprint collected by the fingerprint sensor 814, or vice versa. When the user's identity is verified as trusted, the processor 801 authorizes the user to perform relevant sensitive operations, including unlocking the screen, viewing encrypted information, downloading software, making payments, and changing settings. The fingerprint sensor 814 can be located on the front, back, or side of the computer device 800. When the computer device 800 has physical buttons or a manufacturer's logo, the fingerprint sensor 814 can be integrated with the physical buttons or the manufacturer's logo.

[0170] An optical sensor 815 is used to collect ambient light intensity. In one embodiment, the processor 801 can control the display brightness of the touch screen 805 based on the ambient light intensity collected by the optical sensor 815. Specifically, when the ambient light intensity is high, the display brightness of the touch screen 805 is increased; when the ambient light intensity is low, the display brightness of the touch screen 805 is decreased. In another embodiment, the processor 801 can also dynamically adjust the shooting parameters of the camera assembly 806 based on the ambient light intensity collected by the optical sensor 815.

[0171] A proximity sensor 816, also known as a distance sensor, is typically located on the front panel of a computer device 800. The proximity sensor 816 is used to detect the distance between the user and the front of the computer device 800. In one embodiment, when the proximity sensor 816 detects that the distance between the user and the front of the computer device 800 is gradually decreasing, the processor 801 controls the touchscreen display 805 to switch from a screen-on state to a screen-off state; when the proximity sensor 816 detects that the distance between the user and the front of the computer device 800 is gradually increasing, the processor 801 controls the touchscreen display 805 to switch from a screen-off state to a screen-on state.

[0172] Those skilled in the art will understand that Figure 8 The structure shown does not constitute a limitation on the computer device 800, and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0173] In some embodiments, a computer-readable storage medium is also provided, which stores a computer program that, when executed by a processor, implements the steps of the camshaft lubrication wear assessment method described above. For example, the computer-readable storage medium may be a ROM, RAM, CD-ROM, magnetic tape, floppy disk, or optical data storage device.

[0174] It is worth noting that the computer-readable storage medium mentioned in the embodiments of this application can be a non-volatile storage medium, in other words, it can be a non-transient storage medium.

[0175] It should be understood that all or part of the steps of the above embodiments can be implemented by software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented wholly or partially in the form of a computer program product. The computer program product includes one or more computer instructions. The computer instructions can be stored in the above-described computer-readable storage medium.

[0176] That is, in some embodiments, a computer program product containing instructions is also provided, which, when run on a computer, causes the computer to perform the steps of the camshaft lubrication wear assessment method described above.

[0177] It should be understood that "at least one" as mentioned herein refers to one or more, and "multiple" refers to two or more. 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 this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. In addition, in order to clearly describe the technical solutions of the embodiments of this application, the terms "first," "second," etc., are used in the embodiments of this application to distinguish identical or similar items with substantially the same function and effect. Those skilled in the art will understand that the terms "first," "second," etc., do not limit the quantity or execution order, and the terms "first," "second," etc., are not necessarily different.

[0178] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, data stored, data displayed, etc.) and signals involved in the embodiments of this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0179] The above descriptions are embodiments provided in this application and are not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method of evaluating the lubrication wear of a camshaft, characterized by, The method includes: Establish finite element mesh models of the cylinder head, the camshaft connected to the cylinder head, and the camshaft cover in the valve train of an internal combustion engine to obtain the target finite element mesh model; A dynamic simulation model of the aforementioned gas distribution mechanism is constructed; The dynamic simulation model of the valve train is simulated and analyzed to obtain the force conditions of the cam plate and journal of the camshaft under at least one working condition; A three-dimensional joint dynamic simulation model of the cylinder head, the camshaft, and the crankshaft mechanism of the internal combustion engine is constructed. Based on the target finite element mesh model, the stress conditions of the cam plate and journal of the camshaft under the at least one working condition, and the three-dimensional joint dynamic simulation model, a joint simulation analysis is performed to obtain the lubrication and wear assessment results of the camshaft. The process of the joint simulation analysis includes: The target finite element mesh model is imported into the three-dimensional co-dynamic simulation model to obtain the three-dimensional co-finite element mesh dynamic simulation model. Based on the force conditions of the cam plate and journal of the camshaft under the at least one working condition, a joint simulation analysis is performed on the three-dimensional joint finite element mesh dynamic simulation model to obtain the lubrication and wear conditions of the camshaft under the at least one working condition. Based on the lubrication and wear conditions of the camshaft under at least one of the aforementioned operating conditions, the lubrication and wear assessment result of the camshaft is determined.

2. The method of claim 1, wherein, The establishment of finite element mesh models of the cylinder head, camshaft connected to the cylinder head, and camshaft cover in the valve train of an internal combustion engine, to obtain the target finite element mesh model, includes: Obtain three-dimensional solid models of the cylinder head, the camshaft, and the shaft cover; Finite element analysis was performed on the three-dimensional solid models of the cylinder head, the camshaft, and the shaft cover to obtain the target finite element mesh model.

3. The method of claim 1, wherein, The dynamic simulation model of the gas distribution mechanism includes: Obtain a three-dimensional solid model of the gas distribution mechanism; Based on the three-dimensional solid model of the gas distribution mechanism, a dynamic simulation model of the gas distribution mechanism is built.

4. The method of claim 1, wherein, The dynamic simulation model of the valve train is used for simulation analysis to obtain the force conditions of the cam plates and journals of the camshaft under at least one operating condition, including: For each of the at least one operating conditions, the dynamic simulation model of the valve train is used to simulate and analyze the operation of the valve train under the operating condition, so as to obtain the force conditions of the cam plate and the journal under the operating condition.

5. The method of claim 1, wherein, The lubrication and wear conditions include the maximum total oil film pressure, the maximum roughness contact pressure, and the roughness friction loss ratio; The determination of the lubrication wear assessment result of the camshaft based on the lubrication wear condition of the camshaft under at least one operating condition includes: Select the maximum total oil film pressure, maximum roughness contact pressure, and roughness friction loss ratio of the camshaft under the target working condition, wherein the target working condition is the worst working condition among the at least one working condition; If, under the target operating condition, the maximum total oil film pressure of the camshaft is less than the oil film pressure threshold, the maximum roughness contact pressure is less than the roughness contact pressure threshold, and the roughness friction loss ratio is less than the loss ratio threshold, then the lubrication wear condition of the camshaft is determined to meet the evaluation requirements.

6. The method of claim 1 or 5, wherein, Before importing the target finite element mesh model into the three-dimensional co-dynamic simulation model, the method further includes: Key parts are extracted from the target finite element mesh model to reduce the target finite element mesh model. The key parts include the connection part between the cylinder head and the camshaft, the connection part between the cam plate of the camshaft and the journal, and the connection part between the bearing cover and the journal. The step of importing the target finite element mesh model into the three-dimensional co-dynamic simulation model includes: The reduced target finite element mesh model is imported into the three-dimensional co-dynamic simulation model.

7. A camshaft lubrication wear assessment device, characterised in that, The device includes: A module is established to create finite element mesh models of the cylinder head, the camshaft connected to the cylinder head, and the camshaft cover in the valve train of an internal combustion engine, thereby obtaining the target finite element mesh model. The first construction module is used to build the dynamic simulation model of the gas distribution mechanism; The first simulation analysis module is used to perform simulation analysis on the dynamic simulation model of the valve train mechanism to obtain the force conditions of the cam plate and journal of the camshaft under at least one working condition. The second construction module is used to build a three-dimensional joint dynamic simulation model of the cylinder head, the camshaft, and the crankshaft mechanism of the internal combustion engine; The second simulation analysis module is used to perform joint simulation analysis based on the target finite element mesh model, the force conditions of the cam plate and journal of the camshaft under the at least one working condition, and the three-dimensional joint dynamic simulation model, to obtain the lubrication and wear evaluation results of the camshaft. The second simulation analysis module is used for: The target finite element mesh model is imported into the three-dimensional co-dynamic simulation model to obtain the three-dimensional co-finite element mesh dynamic simulation model. Based on the force conditions of the cam plate and journal of the camshaft under the at least one working condition, a joint simulation analysis is performed on the three-dimensional joint finite element mesh dynamic simulation model to obtain the lubrication and wear conditions of the camshaft under the at least one working condition. Based on the lubrication and wear conditions of the camshaft under at least one of the aforementioned operating conditions, the lubrication and wear assessment result of the camshaft is determined.

8. A computer device, comprising: The computer device includes a memory and a processor. The memory is used to store computer programs, and the processor is used to execute the computer programs stored in the memory to implement the steps of the method according to any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The storage medium stores a computer program, which, when executed by a processor, implements the steps of the method described in any one of claims 1-6.

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