System and method for detecting engine installation timing phase

Abstract

The invention discloses a system and a method for detecting the installation timing phase of an engine. The system comprises a crankshaft position measuring module and a position identifier, the position identifier is arranged on a crankshaft of a to-be-tested engine and corresponds to an initial position angle of the crankshaft; the crankshaft position measurement module is used for detecting a position identifier when the to-be-tested engine runs, and determining the moment when the position identifier is detected; the moment when the position identifier is detected, the initial position angle and the rotating speed of the crankshaft are used for determining the rotating position angle of the crankshaft; the rotation position angle of the crankshaft is used as a reference value of the rotation angle of the crankshaft when the installation timing phase of the to-be-tested engine is determined.

Description

Technical Field

[0001] The embodiments of the present invention relate to engine detection technologies, and in particular, to a system and method for detecting the installed timing phase of an engine. Background Art

[0002] In the field of engine manufacturing, precise control of the initial timing phase is crucial. At present, the control of the initial timing phase during the engine manufacturing process mainly relies on aspects such as the manufacturing dimensional tolerances of components and the accuracy of timing tooling. However, this control method has obvious limitations. Since the true crankshaft rotation angle and cam lift cannot be known, it is difficult for engine-related models to be accurately calibrated based on accurate phase parameters, resulting in the actual operating parameters deviating from the ideal state. Consequently, the overall performance of the engine decreases, fuel consumption increases, and related indicators exceed the allowable range.

[0003] Therefore, there is an urgent need for a technical solution that can accurately obtain the true crankshaft rotation angle of the engine during the engine assembly stage to solve the problems existing in the control and detection of the initial timing phase during the current engine manufacturing process and ensure the stability and reliability of the engine performance. Summary of the Invention

[0004] The present invention provides a system and method for detecting the installed timing phase of an engine to achieve the purpose of solving at least one defect existing in the prior art.

[0005] In a first aspect, the embodiments of the present invention provide a system for detecting the installed timing phase of an engine, including: a crankshaft position measurement module, a position identifier;

[0006] The position identifier is set on the crankshaft of the engine to be tested, and the position identifier corresponds to the starting position angle of the crankshaft;

[0007] The crankshaft position measurement module is used to detect the position identifier when the engine to be tested is running and determine the moment when the position identifier is detected;

[0008] The moment when the position identifier is detected, the starting position angle, and the rotational speed of the crankshaft are used to determine the rotational position angle of the crankshaft;

[0009] The rotational position angle of the crankshaft is used as the reference value of the crankshaft rotation angle when determining the installed timing phase of the engine to be tested.

[0010] Optionally, the setting position of the position identifier satisfies:

[0011] When the crankshaft position measurement module detects the position identifier, the theoretical position of the piston of the first cylinder of the engine to be tested is the top dead center of the piston stroke.

[0012] Optionally, in the plane where the position identifier is set, a preset angle is formed between the position identifier and the large tooth gap of the crankshaft signal wheel.

[0013] Optionally, the crankshaft position measurement module includes a vision sensor;

[0014] The position identifier includes an identification code.

[0015] Optionally, it further includes:

[0016] A test bench, a valve lift position measurement module, a piston lift position measurement module, a drive module, and a data storage module;

[0017] The test bench is used to fix the engine to be tested;

[0018] The valve lift position measurement module is used to measure the stroke position of the valve when the engine to be tested is running;

[0019] The piston lift position measurement module is used to measure the stroke position of the piston when the engine to be tested is running;

[0020] The drive module is used to drive the crankshaft and the camshaft of the engine to be tested to rotate;

[0021] The data storage module is used to generate and store the rotation position angle of the crankshaft, and store the stroke position of the valve and the stroke position of the piston.

[0022] Optionally, the valve lift position measurement module includes a valve lift measurement rod;

[0023] One end of the valve lift measurement rod connected to the engine is arranged on the back of the intake valve tappet of the first cylinder.

[0024] Optionally, the piston lift position measurement module includes a piston lift measurement rod;

[0025] One end of the piston lift measurement rod connected to the engine is arranged on the top of the piston of the first cylinder.

[0026] Optionally, the drive module includes a crankshaft drive device;

[0027] The crankshaft drive device is used to drive the crankshaft to rotate. When the crankshaft rotates, it drives the chain to move through the timing system, and the chain is used to drive the camshaft to rotate.

[0028] Optionally, the data storage module is further configured to:

[0029] Determine the correspondence between the rotation position angle of the crankshaft, the stroke position of the valve, and the stroke position of the piston.

[0030] In a second aspect, an embodiment of the present invention further provides a method for detecting the installation timing phase of an engine. When the engine to be tested is running, the rotational position angle of the crankshaft is obtained, and the rotational position angle of the crankshaft is used as the reference value of the crankshaft angle when determining the installation timing phase of the engine to be tested.

[0031] The rotational position angle of the crankshaft is generated by any system for detecting the installation timing phase of an engine described in the embodiments of the present invention.

[0032] Compared with the prior art, the beneficial effects of the present invention are as follows: The present invention proposes a system for detecting the installation timing phase of an engine, which includes a crankshaft position measurement module. The crankshaft position measurement module is used to generate the rotational position angle of the crankshaft by detecting the position identifier on the crankshaft when the engine to be tested is running. In this solution, the rotational position angle of the crankshaft is generated by directly detecting the position identifier on the crankshaft when the crankshaft rotates through the calibrated crankshaft position measurement module, which can comprehensively cover the influence of part size differences and manufacturing scatter on the timing phase. This means that in actual operation, regardless of how the specific sizes of the various parts inside the engine fluctuate within the tolerance range, the system can accurately capture the true rotational position angle of the crankshaft, thereby providing the most realistic basic data for determining the timing phase. For example, in engines produced in different batches, there may be certain differences in the sizes of key components such as the crankshaft and camshaft, and these differences will affect the actual timing phase of the engine. This system can accurately take these factors into consideration, ensuring the comprehensiveness and accuracy of the detection results, avoiding timing phase detection errors caused by ignoring part sizes and manufacturing scatter, and thus improving the overall performance and stability of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 is a schematic structural diagram of the system for detecting the installation timing phase of an engine in the embodiment;

[0034] Figure 2 is a schematic structural diagram of the system for detecting the installation timing phase of an engine from another perspective in the embodiment;

[0035] Figure 3 is a schematic diagram of the position where the position identifier is set in the embodiment;

[0036] Figure 4 is a flowchart of the method for detecting the installation timing phase of an engine in the embodiment. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0037] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It can be understood that the specific embodiments described herein are only for explaining the present invention, rather than limiting the present invention. In addition, it should be noted that for the convenience of description, only the parts related to the present invention rather than all the structures are shown in the drawings.

[0038] Embodiment 1

[0039] This embodiment provides a system for detecting the installation timing phase of an engine, including: a crankshaft position measurement module and a position identifier.

[0040] The crankshaft position measurement module is used to generate the rotational position angle of the crankshaft by detecting the position identifier on the crankshaft when the engine to be tested is running.

[0041] The rotational position angle of the crankshaft serves as the reference value of the crankshaft angle when determining the installation timing phase of the engine to be tested.

[0042] In this solution, it is assumed that the engine to be tested at least includes:

[0043] Cylinder block group: mainly composed of a cylinder block, a cylinder head, a cylinder gasket, an oil pan, etc. The cylinder block is the main body of the engine, which provides installation positions and movement spaces for components such as pistons, connecting rods, and crankshafts. The cylinder head is installed on the upper part of the cylinder block and together with the cylinder block forms a combustion chamber. The cylinder gasket is located between the cylinder block and the cylinder head and is used to ensure the airtightness of the cylinder and prevent gas, coolant, and engine oil from leaking. The oil pan is installed at the bottom of the cylinder block and is used to store engine oil and enclose the crankcase.

[0044] Piston connecting rod group: composed of a piston, piston rings, a piston pin, and a connecting rod, etc. The piston moves up and down in the cylinder, forms a seal with the cylinder wall through the piston rings to prevent the leakage of combustion gases. The piston pin connects the piston and the small end of the connecting rod and transmits the gas pressure received by the piston to the connecting rod. The connecting rod then converts the reciprocating motion of the piston into the rotational motion of the crankshaft and bears complex forces during the movement process.

[0045] Crankshaft flywheel group: mainly includes a crankshaft and a flywheel. The crankshaft is a key component of the engine. It is connected to the piston through the connecting rod, converts the reciprocating motion of the piston into its own rotational motion, and outputs power. The flywheel is installed at the rear end of the crankshaft and can store and release energy to make the engine operation more stable.

[0046] Valve train: Usually consists of valves, valve seats, valve guides, valve springs, etc. Valves are divided into intake valves and exhaust valves. The intake valve is used to control the entry of air or combustible mixture into the cylinder, and the exhaust valve is used to discharge the burned exhaust gas. The valve seat cooperates with the valve to ensure the sealing performance when the valve is closed. The valve guide provides guidance for the movement of the valve, enabling the valve to move up and down accurately. The valve spring is used to keep the valve in a sealed state when it is closed and to quickly reset it after the valve is opened.

[0047] Valve train drive group: mainly includes components such as camshaft, tappet, push rod, rocker arm, etc. The cam on the camshaft pushes the tappet to move up and down by rotation. The tappet transmits the force to the push rod, and the push rod then transmits the force to the rocker arm. The rocker arm uses the rocker arm shaft as a fulcrum to amplify the force of the push rod and act on the valve, causing the valve to open and close at a certain time and law, realizing the intake and exhaust processes of the engine.

[0048] Crankshaft timing pulley / sprocket: Installed at the front end of the crankshaft, it is the driving wheel of the timing drive mechanism. It rotates with the rotation of the crankshaft and transmits power to the camshaft timing pulley / sprocket through the timing belt or chain.

[0049] Crankshaft position sensor: Used to detect the position and rotational speed information of the crankshaft and transmit this information to the Engine Control Unit (ECU).

[0050] Camshaft timing pulley / sprocket: Installed at the front end of the camshaft, it is the driven wheel of the timing drive mechanism. It is connected to the crankshaft timing pulley / sprocket through the timing belt or chain and rotates with the rotation of the crankshaft.

[0051] Camshaft: There are multiple cams on the camshaft, and each cam corresponds to an intake valve or an exhaust valve. When the camshaft rotates, the contour of the cam will push components such as valve tappets, push rods, or rocker arms, causing the intake valve and exhaust valve to open and close at a certain time and sequence, realizing the intake and exhaust processes of the engine.

[0052] Camshaft position sensor: Used to detect the position information of the camshaft and transmit it to the ECU. The camshaft position sensor cooperates with the crankshaft position sensor to enable the ECU to accurately judge the working stroke of the engine, thereby precisely controlling the ignition and fuel injection timing.

[0053] In this solution, a crankshaft position measurement module is set independent of the engine to be tested, and a position identifier is set on the crankshaft of the engine to be tested.

[0054] Exemplarily, in this solution, an additional position identifier is set on the crankshaft, and this position identifier can be generated by machining or by means such as inkjet coding.

[0055] For example, an optical encoding disc can be set on the crankshaft, and the encoding disc is engraved with light-transmitting and light-impermeable areas arranged in a certain pattern to form an optical encoding pattern. When the crankshaft rotates, the encoding disc also rotates, and the position of the crankshaft is determined by detecting the changes in the light-transmitting and light-impermeable areas.

[0056] In conjunction with the optical encoder, a photoelectric sensor can be used as a crankshaft position measurement module. The photoelectric sensor consists of a light-emitting element and a photosensitive element. When the light-transmitting area on the encoder passes, the light can irradiate the photosensitive element, causing the photosensitive element to generate an electrical signal; when the light-opaque area passes, the photosensitive element will not generate an electrical signal. By collecting and processing these electrical signals, the rotational position information of the crankshaft can be obtained.

[0057] Alternatively, one or more keyways may be machined on the crankshaft as position markers. These keyways may be rectangular, semicircular, etc., of a specific shape and size. When the crankshaft rotates, the keyway rotates with the crankshaft, and the rotational position angle of the crankshaft is determined by detecting the position of the keyway.

[0058] In combination with the keyway, an inductive sensor can be used as a crankshaft position measurement module. The inductive sensor uses the principle of electromagnetic induction. When the keyway on the crankshaft passes through the sensor, it will cause a change in the magnetic field inside the sensor, thereby generating an induced electromotive force. By detecting and processing the induced electromotive force, the rotation position information of the crankshaft can be obtained.

[0059] For example, in this solution, the position mark is set to correspond to the starting position angle of the crankshaft, for example, the starting position angle can be set to 0°. Alternatively, according to actual design requirements (for example, combining the number of teeth or tooth structure of the crankshaft signal wheel, adding an angle to the theoretical crankshaft rotation angle corresponding to the large tooth gap), the initial position angle can be any value between 0 and 360°.

[0060] Exemplarily, in this solution, when the system for detecting the engine installation timing phase is working, the crankshaft position measurement module detects the position mark and determines the moment when the position mark is detected.

[0061] Exemplarily, in this solution, the time when the position mark is detected, the starting position angle, and the rotation speed of the crankshaft are used to generate a rotational position angle of the crankshaft (at any time).

[0062] Exemplarily, in this scheme, the rotation speed of the crankshaft can be determined by the moments when two adjacent position marks are detected. The rotation angle of the crankshaft at any moment is the sum of the starting position angle and the rotation angle. The rotation angle is the product of the duration and the angle rotated per second (determined by the crankshaft rotation speed). The duration is the time elapsed between the moment corresponding to the starting position angle and the current moment.

[0063] Exemplarily, in this solution, it is set that the crankshaft position measurement module is calibrated before use. Through calibration, the measurement error range of the crankshaft position measurement module can be determined, thereby eliminating the measurement deviation of the rotational position angle of the crankshaft caused by the measurement error of the crankshaft position measurement module.

[0064] In this solution, the rotational position angle of the crankshaft is specifically used to determine the engine installation timing phase. The engine installation timing phase refers to the precise moment and angular relationship of the crankshaft angle corresponding to the actions of related components such as the opening and closing of the intake and exhaust valves and the piston movement when assembling the engine components together.

[0065] Exemplarily, in this solution, it is set that when determining the engine installation timing phase, the engine installation timing phase is determined according to the stroke position of the valve, the stroke position of the piston, and the rotational position angle of the crankshaft obtained by measurement.

[0066] Exemplarily, in this solution, the rotational position angle of the crankshaft can also be specifically used to determine the initial timing phase of the engine. The initial timing phase refers to the relative angular position relationship set between key components such as the crankshaft and the camshaft when the engine is assembled or started. This position relationship determines the starting moment reference for key operations such as engine intake, exhaust, and ignition. Usually, based on the crankshaft rotation angle position, when a specific position (such as the position mark on the crankshaft corresponding to the top dead center of the first cylinder piston) is specified, the angular position of the camshaft is defined as the initial timing phase.

[0067] In this solution, the method for measuring the stroke position of the valve and the stroke position of the piston is not limited, and it can be freely selected according to requirements.

[0068] This embodiment provides a system for detecting the engine installation timing phase. The system includes a crankshaft position measurement module. The crankshaft position measurement module is used to generate the rotational position angle of the crankshaft by detecting the position mark on the crankshaft when the engine to be tested is running. In this solution, by directly detecting the position mark on the crankshaft when the crankshaft rotates through the calibrated crankshaft position measurement module to generate the rotational position angle of the crankshaft, it can comprehensively cover the influence of part size differences and engine manufacturing scatter on the timing phase. This means that in actual operation, regardless of how the specific dimensions of the internal parts of the engine fluctuate within the tolerance range, the system can accurately capture the true rotational position angle of the crankshaft, thereby providing the most realistic basic data for determining the timing phase. For example, in engines produced in different batches, there may be certain differences in the dimensions of key components such as the crankshaft and the camshaft. These differences will affect the actual timing phase of the engine. This system can accurately take these factors into consideration, ensuring the comprehensiveness and accuracy of the detection results, avoiding timing phase detection errors caused by ignoring part dimensions and engine manufacturing scatter, and thus improving the overall performance and stability of the engine.

[0069] On the basis of any of the foregoing solutions, in an implementable solution, the setting position of the position identifier satisfies:

[0070] When the crankshaft position measurement module detects the position identifier, the theoretical position of the piston of the first cylinder of the engine to be tested is the top dead center of the piston stroke.

[0071] Exemplarily, in this solution, first, the corresponding position of the crankshaft when the piston of the first cylinder is at the top dead center of the piston stroke is determined. Then, using high-precision processing equipment, a position identifier is machined on the surface of the crankshaft at this position.

[0072] For example, for a common four-stroke engine, when the piston of the first cylinder reaches the top dead center, the crankshaft rotates through a certain angle, and a groove with a certain width and depth is machined on the circumferential surface of the crankshaft corresponding to this angle.

[0073] Exemplarily, in this solution, when installing the crankshaft position measurement module, it is installed at a position where the groove can be accurately detected, ensuring that when the groove passes through the crankshaft position measurement module, the crankshaft position measurement module can sense an obvious signal change.

[0074] Exemplarily, in this solution, the purpose of setting the position identifier corresponding to the top dead center of the piston stroke is:

[0075] During the production and maintenance of the engine, different operators and different production batches require a unified standard to determine the timing phase. The top dead center is the limit position of the engine piston movement and is a fixed and accurately positionable point. Using the position identifier corresponding to the top dead center provides a stable and reliable reference for determining the installed timing phase of the engine. Under any circumstances, as long as the position identifier corresponding to the top dead center is found, the installed timing phase of the engine can be determined according to the established rules and parameters, avoiding timing phase errors caused by inconsistent judgment criteria.

[0076] On the basis of any of the foregoing solutions, in an implementable solution, in the plane where the position identifier is set, a preset angle is formed between the position identifier and the large tooth gap of the crankshaft signal wheel.

[0077] Exemplarily, in this solution, the crankshaft signal wheel and the crankshaft can be fixedly connected by means of key connection, bolt connection, interference fit, etc. After the crankshaft signal wheel is fixedly installed on the crankshaft, the crankshaft signal wheel and the crankshaft are relatively fixed.

[0078] In this solution, when the crankshaft signal wheel is fixed on the crankshaft, in the plane where the position identifier is set, the theoretical angle between the central axis of the position identifier and the leading edge or trailing edge of the large tooth gap of the crankshaft signal wheel is the preset angle.

[0079] Exemplarily, in this solution, the crankshaft rotation angle can be determined through the crankshaft position measurement module and the position identifier. Combining the valve stroke and piston stroke determined by measurement, the initial timing phase of the engine can be determined, and further it can be determined whether the initial timing phase is outside the designed phase tolerance.

[0080] When the initial timing phase is outside the designed phase tolerance, based on the above preset angle, it can be determined whether the reason for the phase deviation is caused by the assembly deviation among the crankshaft, the crankshaft signal disk, the engine block, and the crankshaft sensor.

[0081] Exemplarily, in this solution, the crankshaft rotation angle can be determined through the crankshaft position measurement module and the position identifier. At the same time, the crankshaft rotation angle can also be determined through the crankshaft sensor and the crankshaft signal wheel configured in the engine itself.

[0082] According to the designed preset angle and the working principle of the engine, in the ideal assembly state, when the crankshaft position measurement module detects the position identifier, the missing tooth signal detected by the crankshaft sensor should correspond to the preset angle.

[0083] For example, if the preset angle is 60°, then at a specific crankshaft rotation angle (corresponding to 60°) after the position identifier is detected, the crankshaft sensor should detect the leading edge or trailing edge of the missing tooth.

[0084] During actual operation, due to possible deviations in the assembly of the crankshaft, the signal disk, the engine block, and the sensor, there will be a difference between the actually detected crankshaft sensor signal and the theoretical signal. If there is an assembly deviation, such as a deviation in the installation angle of the signal disk, when the crankshaft position measurement module detects the position identifier, the actual crankshaft rotation angle at which the crankshaft sensor detects the missing tooth signal will be inconsistent with the crankshaft rotation angle corresponding to the preset angle theoretically. By calculating the angle difference between the two, the assembly deviation value can be obtained.

[0085] Based on any of the foregoing solutions, in an implementable solution, the crankshaft position measurement module includes a vision sensor; the position identifier includes an identification code.

[0086] Exemplarily, in this solution, the identification code can adopt color inkjet coding.

[0087] Exemplarily, in this solution, an area that is flat and easy to be detected by the vision sensor can be selected on the surface of the crankshaft, and the designed identification code can be sprayed on this area by using a high-precision color inkjet device.

[0088] The identification code can be a colored mark with a specific pattern, number, or QR code. For example, a unique pattern is formed by combining squares and circles of different colors, and the size and color contrast of the pattern should ensure that the visual sensor can clearly identify it. Ensure the adhesion and durability of the color spray code to prevent the identification code from being blurred or falling off due to factors such as wear and oil stains during engine operation.

[0089] Exemplarily, in this solution, the visual sensor is installed at a suitable position to ensure that the field of view of the sensor can cover the area where the identification code is located, and the distance and angle between the two are appropriate to obtain a clear image.

[0090] Exemplarily, in this solution, the visual sensor can be configured with a data processing system, which is used to receive and process the image data collected by the visual sensor. This system can be based on a computer platform and install specialized image recognition and analysis software. The software needs to have function modules such as image preprocessing, feature extraction, and pattern matching. Connect the visual sensor and the data processing system through a data cable or a wireless transmission module to ensure the stability and real-time performance of data transmission.

[0091] Exemplarily, in this solution, the visual sensor focuses the image of the position identifier on the image sensor through an optical lens. The image sensor converts the optical signal into an electrical signal, and then forms digital image data after analog-to-digital conversion. The data processing system uses image recognition algorithms to identify based on the characteristics such as the color, shape, and texture of the position identifier.

[0092] After the identification code is recognized, according to the imaging principle of the visual sensor and the pre-calibrated coordinate system, the position and angle of the identification code in the image can be determined through geometric calculations. Since the identification code is fixedly connected to the crankshaft, the rotational position angle of the crankshaft can be calculated based on the position and angle information of the identification code and the relative position relationship between the visual sensor and the crankshaft.

[0093] In this solution, the color spray code identification code can be flexibly designed according to actual needs. Whether it is a simple number, letter, or a complex pattern or QR code, it can be spray-printed on the surface of the crankshaft through a high-precision color spray device. This makes this solution applicable to the crankshaft position detection of engines with different models and structures, and has wide applicability.

[0094] On the basis of any of the foregoing solutions, in an implementable solution, the system for detecting the installation timing phase of the engine further includes:

[0095] A test bench, a valve lift position measurement module, a piston lift position measurement module, a drive module, and a data storage module;

[0096] The test bench is used to fix the engine to be tested;

[0097] The valve lift position measurement module is used to measure the stroke position of the valve when the engine to be tested is running;

[0098] The piston lift position measurement module is used to measure the stroke position of the piston when the engine to be tested is running;

[0099] The driving module is used to drive the crankshaft and camshaft of the engine to be tested to rotate;

[0100] The data storage module is used to generate and store the rotation position angle of the crankshaft, and store the stroke position of the valve and the stroke position of the piston.

[0101] Exemplarily, in this solution, it is set that the crankshaft position measurement module, the valve lift position measurement module, the piston lift position measurement module are communicatively connected to the data storage module.

[0102] Exemplarily, in this solution, when the driving module drives the crankshaft and camshaft of the engine to be tested to rotate, the crankshaft position measurement module, the valve lift position measurement module, and the piston lift position measurement module synchronously transmit the measurement data to the data storage module.

[0103] Exemplarily, in this solution, the synchronous data of the crankshaft position measurement module to the data storage module is the moment when the position identifier is detected, and the data storage module is configured to generate and store the rotation position angle of the crankshaft based on the received moment and the preset starting position angle.

[0104] Exemplarily, in this solution, the synchronous data of the valve lift position measurement module to the data storage module is the measured stroke position of the valve, and the synchronous data of the piston lift position measurement module to the data storage module is the measured stroke position of the piston.

[0105] Exemplarily, in this solution, the measurement methods of the valve lift position measurement module and the piston lift position measurement module are not limited. For example, the valve lift position measurement module and the piston lift position measurement module can use laser sensors.

[0106] Taking the piston lift position measurement module as an example, a laser displacement sensor is installed at a suitable position outside the engine block so that the laser beam emitted by it is vertically aligned with the top of the piston in cylinder 1. When the piston moves up and down in the cylinder, the laser displacement sensor will measure the change in the distance between the sensor and the top of the piston in real time. Using these distance data, the lift of the piston can be calculated through calculation, and then the piston lift position at different moments can be obtained.

[0107] Exemplarily, in this solution, before testing, the valve lift position measurement module and the piston lift position measurement module are calibrated. The stroke position of the valve measured by the valve lift position measurement module after calibration is used as the true valve stroke data, and the stroke position of the piston measured by the piston lift position measurement module after calibration is used as the true piston stroke data.

[0108] Exemplarily, in this solution, the corresponding relationship between the crankshaft angle, valve lift, and piston stroke at different times can be obtained by using the true valve stroke data, piston stroke data, and crankshaft angle (the rotational position angle of the crankshaft). Compared with relying on the crankshaft position sensor and the camshaft position sensor to determine the initial timing phase, in the detection of the initial timing phase, the camshaft position sensor often introduces some uncertain factors (these uncertain factors may include the accuracy error of the sensor itself, signal interference, and deviation of the installation position, etc.), which affect the accuracy of the detection result. This solution uses the rotational position angle of the crankshaft generated by the crankshaft position measurement module, the stroke position of the valve measured by the valve lift position measurement module, and the stroke position of the piston measured by the piston lift position measurement module as the measurement values when determining the initial timing phase, effectively avoiding the various uncertainties brought by the camshaft position sensor. By directly focusing on the core components of the engine operation such as the crankshaft, piston, and valve, the error sources that may appear in the intermediate links are reduced, making the detection result more reliable and stable.

[0109] Based on any of the foregoing solutions, in an implementable solution, the valve lift position measurement module includes a valve lift measurement rod.

[0110] One end of the valve lift measurement rod connected to the engine is disposed on the back of the intake valve tappet of cylinder 1.

[0111] Exemplarily, in this solution, the valve lift measurement rod can be composed of a rod body, a measurement head, a sensor, etc. The rod body is generally made of a rigid material to ensure the stability and accuracy during measurement. The measurement head contacts the object to be measured and transmits the lift change of the object to the rod body. The sensor can then convert the lift change into an electrical signal, etc., for easy acquisition and processing by electronic devices.

[0112] Exemplarily, in this solution, the valve lift measurement rod can specifically adopt an inductive lift measurement rod. The measurement head is configured to be connected to the back of the intake valve tappet of cylinder 1. When the measurement head undergoes displacement, it will cause a change in the inductance, and the lift of the valve is determined by measuring the change in the inductance.

[0113] Based on any of the foregoing solutions, in an implementable solution, the piston lift position measurement module includes a piston lift measurement rod.

[0114] One end of the piston lift measurement rod connected to the engine is disposed on the top of the piston of cylinder 1.

[0115] Exemplarily, in this solution, the working principle and selection of the piston lift measuring rod are the same as those of the valve lift measuring rod, and the specific content will not be elaborated here.

[0116] Based on any of the foregoing solutions, in an implementable solution, it is set that the driving module includes a crankshaft driving device.

[0117] The crankshaft driving device is used to drive the crankshaft to rotate. When the crankshaft rotates, it drives the chain to move through the timing system, and the chain is used to drive the camshaft to rotate.

[0118] Based on the solution that the foregoing system for detecting the installation timing phase of the engine further includes a test bench, a valve lift position measuring module, a piston lift position measuring module, a driving module, and a data storage module, in an implementable solution, the data storage module is further configured to:

[0119] Determine the corresponding relationship between the rotation position angle of the crankshaft and the stroke positions of the valves and the piston.

[0120] Exemplarily, in this solution, the corresponding relationship between the rotation position angle of the crankshaft and the stroke positions of the valves and the piston includes: at the same moment, the corresponding relationship between the crankshaft rotation angle and the stroke position of the valve, the crankshaft rotation angle and the stroke position of the piston, and / or the corresponding relationship between the stroke position of the valve and the stroke position of the piston.

[0121] Exemplarily, in this solution, the above corresponding relationship can be compared with a preset relationship, so as to further determine whether the assembly of the engine to be tested is within the error range required by the design.

[0122] Figure 1 It is a schematic structural diagram of the system for detecting the installation timing phase of the engine in the embodiment. Figure 2 It is a schematic structural diagram of the system for detecting the installation timing phase of the engine from another perspective in the embodiment. Figure 3 It is a schematic diagram of the position where the position identifier is set in the embodiment. Refer to Figures 1 to 3 , based on any of the foregoing solutions, in an implementable solution, the system includes:

[0123] A test bench, a data storage module 1, a lift measurement module 2, a valve lift measuring rod 2-1, a piston lift measuring rod 2-2, a crankshaft measurement module 3, a vision sensor 3-1, a driving module 4, a transmission shaft 4-1;

[0124] The test bench is used to fix the engine to be tested, and the lift measurement module 2, the crankshaft measurement module 3, and the driving module 4 are arranged on the test bench.

[0125] The measuring head of the valve lift measuring rod 2-1 is connected to the back of the intake valve tappet 5 of the first cylinder, and the rod body of the valve lift measuring rod 2-1 is connected to the lift measuring module 2.

[0126] The measuring head of the piston lift measuring rod 2-2 is connected to the top of the piston 6 of the first cylinder, and the rod body of the piston lift measuring rod 2-2 is connected to the lift measuring module 2.

[0127] Position marks 8 and a crankshaft signal wheel 9 are provided on the crankshaft 7. There is a preset angle between the position mark 9 and the large tooth gap of the crankshaft signal wheel 9, such as Figure 3 the relative angle a1 of the crankshaft signal wheel shown.

[0128] The transmission shaft 4-1 is in transmission connection with the crankshaft 7. The vision sensor 3-1 is in communication connection with the crankshaft measuring module 3. The lift measuring module 2 and the crankshaft measuring module 3 are in communication connection with the data storage module 1.

[0129] In this solution, the valve lift measuring rod 2-1 and the piston lift measuring rod 2-2 are respectively in contact with the back of the intake valve tappet and the top of the piston. As the engine runs, the valve lift measuring rod 2-1 and the piston lift measuring rod 2-2 move up and down. The lift measuring module 2 records the operating strokes of the valve and the piston at different times and transmits them to the data storage module 1. The data storage module 1 can obtain the moments of the maximum lift of the valve and the piston.

[0130] When the crankshaft 7 rotates, the position mark 8 on the crankshaft 7 is detected by the vision sensor 3-1, and the crankshaft measuring module 3 records the rotational position angle of the crankshaft during operation.

[0131] The data storage module 1 receives the stroke positions of the valve and the piston sent by the lift measuring module 2, and the rotational position angle of the crankshaft sent by the crankshaft measuring module 3, and determines and stores the installation timing phase of the engine according to the stroke positions of the valve and the piston and the rotational position angle of the crankshaft.

[0132] In this solution, the drive module 4 drives the crankshaft 7 to rotate at a certain speed through the transmission shaft 4-1. At the same time, the timing system drives the camshaft to operate through a chain to achieve the opening and closing of the valves.

[0133] In this solution, through the stored stroke positions of the valve and the piston and the rotational position angle of the crankshaft, the corresponding relationship between the crankshaft angle and the valve / piston lift at different times can be obtained, and then the installation timing phase can be obtained. Comparing this relative position relationship with the design requirements and combining the accuracy information of the sensors (measuring rods, vision sensors) themselves, it can be determined whether the installation timing phase exceeds the control requirements.

[0134] When the control requirements are exceeded, disassembly and repair can be prompted. When the control requirements are not exceeded, the installed timing phase of the engine can be bound to the QR code of the (engine) whole machine, and written into the ECU during the vehicle assembly process. Based on the installed timing phase, customized correction and adjustment of each engine can be realized to make the engine achieve the optimal performance.

[0135] Embodiment 2

[0136] This embodiment proposes a method for detecting the installed timing phase of an engine, including:

[0137] Obtain the rotational position angle of the crankshaft when the engine to be tested is running, and use the rotational position angle of the crankshaft as the reference value of the crankshaft angle when determining the installed timing phase of the engine to be tested.

[0138] Figure 4 It is the flowchart of the method for detecting the installed timing phase of the engine in the embodiment, refer to Figure 4 , the method can be specifically:

[0139] S101. Obtain the rotational position angle of the crankshaft when the engine to be tested is in motion.

[0140] S102. Obtain the stroke position of the valve and the stroke position of the piston when the engine to be tested is in motion.

[0141] S103. Determine the installed timing phase of the engine according to the rotational position angle of the crankshaft, the stroke position of the valve, and the stroke position of the piston.

[0142] In this embodiment, it is set that the rotational position angle of the crankshaft is generated by any one of the systems for detecting the installed timing phase of the engine described in Embodiment 1, and the generation method of the rotational position angle is the same as the corresponding content described in Embodiment 1, and the specific content will not be elaborated here.

[0143] Exemplarily, in this solution, the stroke position of the valve can be generated by any one of the valve lift position measurement modules described in Embodiment 1, and the stroke position of the piston can be generated by any one of the piston lift position measurement modules described in Embodiment 1.

[0144] Exemplarily, in this solution, determine the corresponding relationship between the rotational position angle of the crankshaft, the stroke position of the valve, and the stroke position of the piston as the installed timing phase of the engine.

[0145] Exemplarily, in this solution, it can be set that the starting position angle of the crankshaft corresponds to the first phase, the top dead center of the piston stroke corresponds to the second phase, and the opening or closing moment of the valve corresponds to the third phase, and the installed timing phase of the engine is determined by the phase deviation between the first phase, the second phase, and the third phase.

[0146] In this solution, the calibrated crankshaft position measurement module directly detects the position marks on the crankshaft during rotation to generate the rotation position angle of the crankshaft, which can comprehensively cover the influence of part size differences and manufacturing variances on the timing phase. Based on this, during actual operation, regardless of how the specific sizes of the internal parts of the engine fluctuate within the tolerance range, the system can accurately capture the true rotation position angle of the crankshaft, thereby providing the most realistic basic data for determining the timing phase.

[0147] Based on the foregoing solution, in an implementable solution, the method further includes: comparing the correspondence with the preset relationship to obtain the phase tolerance. If the phase tolerance is within the preset tolerance, store the engine installation timing phase; otherwise, generate an engine repair reminder message.

[0148] Exemplarily, in this solution, if the phase tolerance is within the preset tolerance, the engine installation timing phase of the engine can be bound to the whole vehicle QR code. Based on the QR code, the engine installation timing phase can be burned and input into the engine ECU during the vehicle assembly process, and then the engine program of each vehicle can be customized and adjusted through the ECU program to achieve the optimal performance.

[0149] Note that the above is only the preferred embodiment of the present invention and the applied technical principles. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described here. Various obvious changes, re-adjustments, and substitutions can be made by those skilled in the art without departing from the protection scope of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments. Without departing from the concept of the present invention, more other equivalent embodiments can be included, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A system for detecting engine installation timing phase, characterized in that: include: Crankshaft position measurement module, position identification; The position mark is set on the crankshaft of the engine to be tested, and the position mark is set to correspond to the starting position angle of the crankshaft; The crankshaft position measurement module is used to detect the position mark when the engine to be tested is running, and determine the time when the position mark is detected; The time when the position mark is detected, the starting position angle and the rotation speed of the crankshaft are used to determine the rotation position angle of the crankshaft; The rotational position angle of the crankshaft is used as a reference value of the crankshaft rotation angle when determining the installation timing phase of the engine to be tested.

2. The system for detecting engine timing phase according to claim 1, characterized in that: The location of the location identifier satisfies: When the crankshaft position measurement module detects the position mark, the theoretical position of a cylinder piston of the engine to be tested is the top dead center of the piston stroke.

3. The system for detecting engine timing phase according to claim 1, characterized in that: In the plane where the position mark is set, a preset angle is formed between the position mark and the large tooth gap of the crankshaft signal wheel.

4. The system for detecting engine timing phase according to claim 1, characterized in that: The crankshaft position measurement module includes a visual sensor; The location identifier includes an identification code.

5. The system for detecting engine timing phase according to any one of claims 1 to 4, characterized in that: Also includes: Test bench, valve lift position measurement module, piston lift position measurement module, drive module, data storage module; The test bench is used to fix the engine to be tested; The valve lift position measurement module is used to measure the stroke position of the valve when the engine to be tested is running; The piston lift position measurement module is used to measure the stroke position of the piston when the engine to be tested is running; The driving module is used to drive the crankshaft and camshaft of the engine to be tested to rotate; The data storage module is used to generate and store the rotational position angle of the crankshaft, and store the stroke position of the valve and the stroke position of the piston.

6. The system for detecting the engine installation timing phase as claimed in claim 5, characterized in that: The valve lift position measurement module includes a valve lift measurement rod; One end of the valve lift measuring rod connected to the engine is arranged on the back of a cylinder intake valve tappet.

7. The system for detecting the engine installation timing phase as claimed in claim 5, characterized in that: The piston lift position measurement module includes a piston lift measurement rod; One end of the piston lift measuring rod connected to the engine is arranged on the top of a cylinder piston.

8. The system for detecting the engine installation timing phase as claimed in claim 5, characterized in that: The drive module includes a crankshaft drive device; The crankshaft driving device is used to drive the crankshaft to rotate. When the crankshaft rotates, the chain is driven to move through the timing system, and the chain is used to drive the camshaft to rotate.

9. The system for detecting the engine installation timing phase as claimed in claim 5, characterized in that: The data storage module is also configured as: The corresponding relationship between the rotational position angle of the crankshaft and the stroke position of the valve and the stroke position of the piston is determined.

10. A method for detecting an engine installation timing phase, characterized in that: Acquire the rotational position angle of the crankshaft when the engine to be tested is running, and use the rotational position angle of the crankshaft as a reference value of the crankshaft angle when determining the installation timing phase of the engine to be tested; the rotational position angle of the crankshaft is generated by the system for detecting the engine installation timing phase according to any one of claims 1 to 9.

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