A system and method for detecting engine installed timing phase

Abstract

The application discloses a system and method for detecting engine installation timing phase, and the system comprises a crankshaft position measurement module and a position mark. The position mark is arranged on a crankshaft of an engine to be tested, and a starting position angle of the crankshaft corresponding to the position mark is set. The crankshaft position measurement module is used for detecting the position mark when the engine to be tested is running, and determining a time point when the position mark is detected. The time point when the position mark is detected, the starting position angle and the rotating speed of the crankshaft are used for determining a rotating position angle of the crankshaft. The rotating position angle of the crankshaft is used as a reference value of the crankshaft rotation angle when the installation timing phase of the engine to be tested is determined.

Description

Technical Field

[0001] The present invention relates to engine testing technology, and more particularly to a system and method for detecting the timing phase of an engine. Background Technology

[0002] In engine manufacturing, precise control of the initial timing phase is crucial. Currently, the management of the initial timing phase during engine manufacturing primarily relies on dimensional tolerances of components and the precision of timing tooling. However, this approach has significant limitations. Because the actual crankshaft angle and camshaft lift are unknown, engine models cannot be accurately calibrated based on precise phase parameters, causing actual operating parameters to deviate from ideal conditions. This, in turn, leads to a decrease in overall engine performance, increased fuel consumption, and related indicators exceeding permissible limits.

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

[0004] This invention provides a system and method for detecting the timing phase of an engine, in order to solve at least one defect in the prior art.

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

[0006] The position marker is set on the crankshaft of the engine to be tested, and the position marker is set to the starting position angle of the crankshaft.

[0007] The crankshaft position measurement module is used to detect the position marker and determine the moment when the position marker is detected during the operation of the engine under test.

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

[0009] The crankshaft rotation position angle is used as the reference value for determining the installation timing phase of the engine under test.

[0010] Optionally, the location of the location identifier is set to satisfy the following conditions:

[0011] When the crankshaft position measurement module detects the position marker, the theoretical position of the piston of cylinder one of the engine under test is the top dead center of the piston stroke.

[0012] Optionally, within the plane where the position marker is set, the position marker is at a preset angle to the large tooth gap of the crankshaft signal wheel.

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

[0014] The location identifier includes an identification code.

[0015] Optional, also includes:

[0016] Test bench, valve lift position measurement module, piston lift position measurement module, drive module, 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 valve travel position when the engine under test is running;

[0019] The piston lift position measurement module is used to measure the piston stroke position when the engine under test is running;

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

[0021] The data storage module is used to generate and store the rotational position angle of the crankshaft, 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 measuring rod;

[0023] The valve lift measuring rod is connected to the engine at one end, which is located on the back of the intake valve tappet of cylinder one.

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

[0025] The piston lift measuring rod is connected to the engine at one end, which is located on the top of the piston of cylinder one.

[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. The chain is used to drive the camshaft to rotate.

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

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

[0030] Secondly, embodiments of the present invention also provide a method for detecting the engine timing phase, which obtains the crankshaft rotation position angle when the engine under test is running, and uses the crankshaft rotation position angle as a reference value for determining the engine timing phase of the engine under test;

[0031] The rotational position angle of the crankshaft is generated by any of the engine timing phase detection systems described in the embodiments of the present invention.

[0032] Compared with existing technologies, the advantages of this invention are as follows: This invention proposes a system for detecting the timing phase of an engine assembly. This system includes a crankshaft position measurement module. The crankshaft position measurement module is used to generate the crankshaft's rotational position angle by detecting the position markings on the crankshaft when the engine under test is running. In this solution, the crankshaft rotational position angle is generated by directly detecting the position markings on the crankshaft when it rotates using a calibrated crankshaft position measurement module. This comprehensively covers the influence of component size differences and manufacturing variations on the timing phase. This means that in actual operation, regardless of how the specific dimensions of the various components inside the engine fluctuate within tolerance ranges, this system can accurately capture the true rotational position angle of the crankshaft, thus providing the most realistic basic data for determining the timing phase. For example, in engines produced in different batches, the dimensions of key components such as the crankshaft and camshaft may differ to some extent, and these differences will affect the actual timing phase of the engine. This system can accurately take these factors into account, ensuring the comprehensiveness and accuracy of the test results, avoiding timing phase detection errors caused by ignoring component sizes and manufacturing variations, thereby improving the overall performance and stability of the engine. Attached Figure Description

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

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

[0035] Figure 3 This is a schematic diagram illustrating the location of the location identifier in the embodiment;

[0036] Figure 4 This is a flowchart of the method for detecting the engine mounting timing phase in the embodiment. Detailed Implementation

[0037] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0038] Example 1

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

[0040] The crankshaft position measurement module is used to generate the crankshaft rotation position angle by detecting the position markings on the crankshaft when the engine under test is running.

[0041] The crankshaft rotation position angle is used as the reference value for determining the installation timing phase of the engine under test.

[0042] In this plan, the engine to be tested is specified to include at least:

[0043] Engine Block Assembly: Primarily composed of the cylinder block, cylinder head, cylinder head gasket, and oil pan. The cylinder block is the main body of the engine, providing mounting positions and movement space for components such as pistons, connecting rods, and crankshaft. The cylinder head is mounted on the upper part of the cylinder block, forming the combustion chamber together with the cylinder block. The cylinder head gasket is located between the cylinder block and the cylinder head, ensuring the cylinder's sealing and preventing leakage of gases, coolant, and engine oil. The oil pan is installed at the bottom of the cylinder block, storing engine oil and sealing the crankcase.

[0044] Piston and connecting rod assembly: Composed of piston, piston rings, piston pin, and connecting rod. The piston moves up and down inside the cylinder, forming a seal with the cylinder wall through the piston rings to prevent combustion gas leakage. The piston pin connects the piston and the small end of the connecting rod, transmitting the gas pressure on 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 this motion.

[0045] Crankshaft and flywheel assembly: mainly consists of the crankshaft and flywheel. The crankshaft is a key component of the engine; it is connected to the piston via connecting rods, converting the reciprocating motion of the piston into its own rotational motion and outputting power. The flywheel, mounted at the rear end of the crankshaft, stores and releases energy, making the engine run more smoothly.

[0046] Valve assembly: Typically consists of valves, valve seats, valve guides, and valve springs. Valves are divided into intake valves and exhaust valves. Intake valves control the entry of air or combustible mixture into the cylinder, while exhaust valves expel combustion gases. Valve seats cooperate with the valves to ensure a tight seal when closed. Valve guides guide the valve's movement, allowing it to move accurately up and down. Valve springs maintain the valve's seal when closed and quickly return it to its original position when opened.

[0047] Valve train assembly: mainly includes components such as camshaft, tappets, pushrods, and rocker arms. The cam on the camshaft rotates to push the tappets up and down, the tappets transmit force to the pushrods, and the pushrods transmit force to the rocker arms. The rocker arms, with their pivots on the rocker arm shaft, amplify the force from the pushrods and apply it to the valves, causing the valves to open and close according to a certain time and pattern, thus realizing the intake and exhaust processes of the engine.

[0048] Crankshaft timing pulley / sprocket: Mounted at the front end of the crankshaft, it is the driving pulley of the timing transmission mechanism. It rotates with the crankshaft, transmitting power to the camshaft timing pulley / sprocket via a timing belt or chain.

[0049] Crankshaft position sensor: Used to detect the position and speed of the crankshaft and transmit this information to the engine control unit (ECU).

[0050] Camshaft timing pulley / sprocket: Mounted at the front end of the camshaft, it is the driven pulley of the timing transmission mechanism. It is connected to the crankshaft timing pulley / sprocket via a timing belt or chain, and rotates in sync with the crankshaft.

[0051] Camshaft: The camshaft has multiple cams, each corresponding to an intake or exhaust valve. When the camshaft rotates, the profile of the cam pushes components such as valve tappets, pushrods, or rocker arms, causing the intake and exhaust valves to open and close in a certain time and sequence, thus realizing the intake and exhaust process 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 works in conjunction with the crankshaft position sensor to enable the ECU to accurately determine the engine's working stroke, thereby precisely controlling the ignition and fuel injection timing.

[0053] In this scheme, the crankshaft position measurement module is set to be independent of the engine under test, and the position marker is set on the crankshaft of the engine under test.

[0054] For example, in this solution, an additional position mark is set on the crankshaft. This position mark can be generated by machining or by inkjet printing.

[0055] For example, an optical encoder disk can be installed on the crankshaft. The encoder disk has light-transmitting and opaque areas arranged in a certain pattern to form an optical encoder pattern. When the crankshaft rotates, the encoder disk also rotates, and the position of the crankshaft is determined by detecting the changes in the light-transmitting and opaque areas.

[0056] In conjunction with an 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 light passes through the light-transmitting area of ​​the encoder, it illuminates the photosensitive element, causing it to generate an electrical signal; when light passes through the opaque area, the photosensitive element does not generate an electrical signal. By collecting and processing these electrical signals, the crankshaft's rotational position information can be obtained.

[0057] Alternatively, one or more keyways can be machined into the crankshaft as position markers. These keyways can be rectangles, semicircles, etc., of specific shapes and sizes. As the crankshaft rotates, the keyways rotate with it, and the rotation angle of the crankshaft can be determined by detecting the position of the keyways.

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

[0059] For example, in this solution, the starting position angle of the crankshaft is set to the position identifier. For instance, the starting position angle can be set to 0°. Alternatively, depending on the actual design requirements (e.g., based on the number of teeth or tooth structure of the crankshaft signal wheel, an angle can be added 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] For example, in this solution, when the system for detecting the engine mounting timing phase is working, the crankshaft position measurement module detects the position marker and determines the moment when the position marker is detected.

[0061] For example, in this solution, the time when the position identifier is detected, the starting position angle, and the crankshaft rotation speed are used to generate a determined (at any time) crankshaft rotation position angle.

[0062] For example, in this solution, the crankshaft rotation speed can be determined by the time when two adjacent position markers are detected. The rotation angle of the crankshaft at any time is the sum of the initial 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 time corresponding to the initial position angle and the current time.

[0063] For example, in this solution, the crankshaft position measurement module is calibrated before use. Calibration can determine the measurement error range of the crankshaft position measurement module, thereby eliminating the measurement deviation of the crankshaft rotation position angle caused by the measurement error of the crankshaft position measurement module.

[0064] In this scheme, the crankshaft rotation position angle is specifically used to determine the engine mounting timing phase. The engine mounting timing phase refers to the precise timing and angle relationship between the crankshaft rotation angle and the opening and closing of the intake and exhaust valves and the piston movement and other related component actions when the engine components are assembled together.

[0065] For example, in this solution, when determining the engine mounting timing phase, the engine mounting timing phase is determined based on the measured valve stroke position, piston stroke position, and crankshaft rotation angle.

[0066] For example, in this solution, the crankshaft's rotational position angle can also be used to determine the engine's initial timing phase. The initial timing phase refers to the relative angular positional relationship between key components such as the crankshaft and camshaft during engine assembly or startup. This positional relationship determines the starting time reference for key engine operations such as intake, exhaust, and ignition. Typically, based on the crankshaft's rotational angle position, the angular position of the camshaft at a specific position (such as the position mark on the crankshaft corresponding to the top dead center of cylinder one) is defined as the initial timing phase.

[0067] In this solution, there are no restrictions on the method of measuring the valve stroke position and the piston stroke position; they can be freely selected according to requirements.

[0068] This embodiment proposes a system for detecting the timing phase of an engine assembly. The system includes a crankshaft position measurement module. This module is used to generate the crankshaft's rotational position angle by detecting the position markings on the crankshaft during engine operation. In this solution, the crankshaft position measurement module, after calibration, directly detects the position markings on the crankshaft during rotation to generate the crankshaft's rotational position angle, comprehensively covering the impact of component size differences and manufacturing variations on the timing phase. This means that in actual operation, regardless of how the specific dimensions of the engine's internal components fluctuate within tolerance ranges, the system can accurately capture the true rotational position angle of the crankshaft, thus providing the most realistic baseline data for determining the timing phase. For example, in engines produced in different batches, the dimensions of key components such as the crankshaft and camshaft may differ to some extent, affecting the engine's actual timing phase. This system accurately incorporates these factors, ensuring the comprehensiveness and accuracy of the test results, avoiding timing phase detection errors caused by neglecting component dimensions and manufacturing variations, thereby improving the overall performance and stability of the engine.

[0069] Based on any of the aforementioned solutions, in one possible implementation, the location of the set position of the position identifier satisfies:

[0070] When the crankshaft position measurement module detects the position marker, the theoretical position of the piston of cylinder one of the engines under test is the top dead center of the piston stroke.

[0071] For example, in this solution, the corresponding position of the crankshaft when the piston of cylinder one is at top dead center of the piston stroke is first determined. Then, a position mark is machined on the crankshaft surface at that position using high-precision machining equipment.

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

[0073] For example, in this solution, when installing the crankshaft position measurement module, it is installed at a position that can accurately detect the groove, ensuring that the crankshaft position measurement module can sense a significant signal change when the groove passes through it.

[0074] For example, in this solution, the purpose of setting the position marker to correspond to the top dead center of the piston stroke is:

[0075] In engine production and maintenance, different operators and different production batches require a unified standard to determine the timing phase. Top dead center (TDC) is the extreme position of the engine piston movement, a fixed and precisely locatable point. Using a position marker corresponding to TDC provides a stable and reliable reference for determining the engine's installation timing phase. Regardless of the situation, as long as the position marker corresponding to TDC is found, the engine's installation timing phase can be determined according to established rules and parameters, avoiding timing phase errors caused by inconsistent judgment standards.

[0076] Based on any of the aforementioned solutions, in one possible implementation, the position marker is at a preset angle to the large tooth gap of the crankshaft signal wheel within the plane where the position marker is set.

[0077] For example, in this solution, the crankshaft signal wheel and the crankshaft can be fixedly connected by 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 scheme, when the crankshaft signal wheel is fixed on the crankshaft, the theoretical angle between the central axis of the position mark and the leading edge or trailing edge of the large tooth notch of the crankshaft signal wheel in the plane where the position mark is set is a preset angle.

[0079] For example, in this solution, the crankshaft angle can be determined by the crankshaft position measurement module and the position marker. Combined with the valve stroke and piston stroke determined by the measurement, the initial timing phase of the engine can be determined, and then 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 phase deviation is caused by the assembly deviation between the crankshaft, crankshaft signal disc, engine block and crankshaft sensor.

[0081] For example, in this solution, the crankshaft angle can be determined by the crankshaft position measurement module and the position marker. At the same time, the crankshaft angle can also be determined by the crankshaft sensor and crankshaft signal wheel configured on the engine itself.

[0082] Based on the preset angle and the engine's working principle, under ideal assembly conditions, when the crankshaft position measurement module detects the position marker, the large tooth gap 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 marker is detected, the crankshaft sensor should detect the leading or trailing edge of the large tooth gap.

[0084] In actual operation, due to potential assembly deviations in the crankshaft, signal disc, cylinder block, and sensors, the actual detected crankshaft sensor signal will differ from the theoretical signal. If there is an assembly deviation, such as an error in the signal disc installation angle, when the crankshaft position measurement module detects the position indicator, the actual crankshaft angle detected by the crankshaft sensor as a large tooth gap signal will not match the theoretically corresponding preset crankshaft angle. By calculating the angle difference between the two, the assembly deviation value can be obtained.

[0085] Based on any of the aforementioned solutions, in one possible implementation, the crankshaft position measurement module includes a vision sensor; the position identifier includes an identification code.

[0086] For example, in this solution, the identification code can be a color inkjet code.

[0087] For example, in this solution, a flat area that is easy for visual sensors to detect can be selected on the crankshaft surface, and the designed identification code can be printed on the area using a high-precision inkjet printer.

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

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

[0090] For example, in this solution, the vision sensor can be configured with a data processing system to receive and process image data acquired by the vision sensor. This system can be based on a computer platform and equipped with specialized image recognition and analysis software. The software needs to have functional modules such as image preprocessing, feature extraction, and pattern matching. The vision sensor and the data processing system are connected via a data cable or wireless transmission module to ensure the stability and real-time performance of data transmission.

[0091] For example, in this solution, the visual sensor focuses the image of the location marker onto the image sensor through an optical lens. The image sensor converts the light signal into an electrical signal, which is then converted from analog to digital to form digital image data. The data processing system uses image recognition algorithms to identify the location marker based on its color, shape, texture, and other features.

[0092] After identifying the identification code, the position and angle of the identification code in the image can be determined through geometric calculations based on the imaging principle of the vision sensor and a pre-calibrated coordinate system. 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, combined with the relative positional relationship between the vision sensor and the crankshaft.

[0093] In this solution, the color inkjet marking code can be flexibly designed according to actual needs. Whether it's simple numbers and letters, or complex patterns and QR codes, they can all be printed on the crankshaft surface using high-precision color inkjet printing equipment. This makes the solution applicable to crankshaft position detection for different models and structures of engines, giving it wide applicability.

[0094] Based on any of the aforementioned solutions, in one feasible implementation, the system for detecting the engine mounting timing phase further includes:

[0095] Test bench, valve lift position measurement module, piston lift position measurement module, drive module, data storage module;

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

[0097] The valve lift position measurement module is used to measure the valve travel position when the engine under test is running;

[0098] The piston lift position measurement module is used to measure the piston's stroke position when the engine under test is running;

[0099] The drive module is used to drive the crankshaft and camshaft of the engine under test to rotate;

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

[0101] For example, in this solution, the crankshaft position measurement module, valve lift position measurement module, piston lift position measurement module, and data storage module are configured to communicate with each other.

[0102] For example, in this solution, when the drive module drives the crankshaft and camshaft of the engine under test to rotate, the crankshaft position measurement module, valve lift position measurement module, and piston lift position measurement module synchronously transmit the measurement data to the data storage module.

[0103] For example, in this solution, the synchronization data from the crankshaft position measurement module to the data storage module is the moment when the position identifier is detected. The configuration data storage module generates and stores the crankshaft rotation position angle based on the received moment and the preset starting position angle.

[0104] For example, in this solution, the synchronization data from the valve lift position measurement module to the data storage module is the measured valve stroke position, and the synchronization data from the piston lift position measurement module to the data storage module is the measured piston stroke position.

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

[0106] Taking a piston lift position measurement module as an example, a laser displacement sensor is installed at a suitable location outside the engine block, with its emitted laser beam vertically aligned with the top of the piston in cylinder one. As the piston moves up and down within the cylinder, the laser displacement sensor measures the change in distance between the sensor and the piston top in real time. Using this distance data, the piston lift can be calculated, thus obtaining the piston lift position at different times.

[0107] For example, in this solution, before testing, the valve lift position measurement module and the piston lift position measurement module are calibrated. The valve stroke position measured by the calibrated valve lift position measurement module is used as the actual valve stroke data, and the piston stroke position measured by the calibrated piston lift position measurement module is used as the actual piston stroke data.

[0108] For example, in this solution, by utilizing real valve stroke data, piston stroke data, and crankshaft angle (the rotational position angle of the crankshaft), the corresponding relationship between crankshaft angle, valve lift, and piston stroke at different times can be obtained. Compared to relying on crankshaft position sensors and camshaft position sensors to determine the initial timing phase, this solution avoids the uncertainties introduced by the camshaft position sensor (which may include sensor accuracy errors, signal interference, and installation position deviations) in determining the initial timing phase. Instead, it uses the crankshaft rotational position angle generated by the crankshaft position measurement module, the valve stroke position measured by the valve lift position measurement module, and the piston stroke position measured by the piston lift position measurement module as the measured values ​​for determining the initial timing phase. By directly focusing on the core components of engine operation, such as the crankshaft, piston, and valves, potential error sources in intermediate stages are reduced, resulting in more reliable and stable detection results.

[0109] Based on any of the aforementioned solutions, in one possible implementation, the valve lift position measurement module includes a valve lift measuring rod.

[0110] The end of the valve lift measuring rod that connects to the engine is located on the back of the intake valve tappet of cylinder one.

[0111] For example, in this solution, the valve lift measuring rod can consist of a rod body, a measuring head, and a sensor. The rod body is generally made of a rigid material to ensure stability and accuracy during measurement. The measuring head contacts the object being measured, transmitting the object's lift change to the rod body. The sensor can convert the lift change into electrical signals, which are then collected and processed by electronic equipment.

[0112] For example, in this solution, the valve lift measuring rod can be an inductive lift measuring rod, with the measuring head connected to the back of the intake valve tappet of cylinder one. When the measuring head is displaced, it will cause a change in inductance. The valve lift is determined by measuring the change in inductance.

[0113] Based on any of the aforementioned solutions, in one possible implementation, the piston lift position measurement module includes a piston lift measuring rod.

[0114] The piston lift measuring rod is connected to the engine at one end, which is located on the top of the piston of cylinder one.

[0115] For example, 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 details will not be repeated.

[0116] Based on any of the aforementioned solutions, in one possible implementation, the drive module is configured to include a crankshaft drive device.

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

[0118] Based on the aforementioned system for detecting engine timing phase, which also includes a test bench, a valve lift position measurement module, a piston lift position measurement module, a drive module, and a data storage module, in one possible implementation, the data storage module is further configured as follows:

[0119] Determine the correspondence between the crankshaft rotation angle and the valve stroke position and piston stroke position.

[0120] For example, in this solution, the correspondence between the crankshaft rotation position angle and the valve stroke position and the piston stroke position includes: at the same moment, the correspondence between the crankshaft rotation angle and the valve stroke position, the crankshaft rotation angle and the piston stroke position, and / or the correspondence between the valve stroke position and the piston stroke position.

[0121] For example, in this solution, the above correspondence can be compared with a preset relationship to determine whether the assembly of the engine under test is within the error range required by the design.

[0122] Figure 1 This is a schematic diagram of the system structure for detecting the engine timing phase in the embodiment. Figure 2 This is a schematic diagram of the system structure for detecting the engine mounting timing phase from another perspective in the embodiment. Figure 3 This is a schematic diagram of the location marker setting in the embodiment, for reference. Figures 1-3 Based on any of the aforementioned solutions, in one possible implementation, the system includes:

[0123] Test bench, data storage module 1, lift measurement module 2, valve lift measurement rod 2-1, piston lift measurement rod 2-2, crankshaft measurement module 3, vision sensor 3-1, drive module 4, drive shaft 4-1;

[0124] The test bench is used to fix the engine to be tested. The lift measurement module 2, crankshaft measurement module 3, and drive module 4 are set 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 cylinder 1, 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 cylinder 1, and the rod body of the piston lift measuring rod 2-2 is connected to the lift measuring module 2.

[0127] The crankshaft 7 is equipped with a position indicator 8 and a crankshaft signal wheel 9. The position indicator 9 and the large tooth gap of the crankshaft signal wheel 9 are at a preset angle, such as... Figure 3 The relative angle α1 between the crankshaft signal wheel is shown.

[0128] Drive shaft 4-1 is connected to crankshaft 7 via transmission. Vision sensor 3-1 is connected to crankshaft measurement module 3 via communication. Lift measurement module 2 and crankshaft measurement module 3 are connected to data storage module 1 via communication.

[0129] In this design, valve lift measuring rod 2-1 and piston lift measuring rod 2-2 contact the back of the intake valve tappet and the piston top, respectively. As the engine runs, valve lift measuring rod 2-1 and piston lift measuring rod 2-2 move up and down. Lift measuring module 2 records the valve and piston travel at different times and transmits the data to data storage module 1. Data storage module 1 can then determine the time of maximum valve and piston lift.

[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 measurement module 3 records the rotation position angle of the crankshaft during operation.

[0131] Data storage module 1 receives the valve stroke position and piston stroke position sent by lift measurement module 2, and receives the crankshaft rotation position angle sent by crankshaft measurement module 3. Based on the valve stroke position, piston stroke position and crankshaft rotation position angle, it determines the engine timing phase and stores it.

[0132] In this scheme, 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 rotate through the chain to realize the opening and closing of the valves.

[0133] In this scheme, by storing the valve stroke position, piston stroke position, and crankshaft rotation angle, the corresponding relationship between crankshaft angle and valve / piston lift at different times can be obtained, thus determining the engine timing phase. By comparing this relative positional relationship with the design requirements, and combining it with the accuracy information of the sensors (measuring rod, vision sensor), it can be determined whether the engine timing phase exceeds the control requirements.

[0134] When the control requirements are exceeded, a disassembly and repair prompt can be made. When the control requirements are not exceeded, the engine's installation timing phase can be bound to the QR code of the entire engine and burned into the ECU during the vehicle assembly process. Based on the installation timing phase, customized correction and adjustment can be achieved for each engine to achieve optimal engine performance.

[0135] Example 2

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

[0137] The crankshaft rotation position angle is obtained when the engine under test is running. The crankshaft rotation position angle is used as the reference value for determining the crankshaft rotation angle when the engine under test is installed.

[0138] Figure 4 This is a flowchart of the method for detecting the engine timing phase in the embodiment, see reference. Figure 4 The method can be specifically as follows:

[0139] S101. Obtain the crankshaft rotation angle when the engine under test is in motion.

[0140] S102. Obtain the valve travel position and piston travel position when the engine under test is in motion.

[0141] S103. Determine the engine timing phase based on the crankshaft rotation angle, valve stroke position, and piston stroke position.

[0142] In this embodiment, the crankshaft rotation position angle is generated by any of the engine timing phase detection systems described in Embodiment 1. The method of generating the rotation position angle is the same as the corresponding content described in Embodiment 1, and the specific content will not be repeated.

[0143] For example, in this solution, the valve stroke position can be generated using any valve lift position measurement module described in Embodiment 1, and the piston stroke position can be generated using any piston lift position measurement module described in Embodiment 1.

[0144] For example, in this solution, the correspondence between the crankshaft rotation position angle and the valve stroke position and piston stroke position is determined as the engine mounting timing phase.

[0145] For example, in this solution, the starting position angle of the crankshaft can be set to correspond to the first phase, the top dead center of the piston stroke can be set to correspond to the second phase, and the opening or closing time of the valve can be set to correspond to the third phase. The engine timing phase can be determined by the phase deviation between the first phase, the second phase, and the third phase.

[0146] In this solution, the crankshaft rotation position angle is generated by directly detecting the position mark on the crankshaft when it rotates through a calibrated crankshaft position measurement module. This can comprehensively cover the influence of part size differences and manufacturing variations on the timing phase. Based on this, in actual operation, no matter how the specific dimensions of each part inside the engine fluctuate within the tolerance range, the system can accurately capture the true rotation position angle of the crankshaft, thus providing the most realistic basic data for determining the timing phase.

[0147] Based on the aforementioned scheme, in one feasible implementation, the method further includes: comparing the corresponding relationship with the preset relationship to obtain the phase tolerance; if the phase tolerance is within the preset tolerance, storing the engine installation timing phase; otherwise, generating engine repair prompt information.

[0148] For example, in this solution, if the phase tolerance is within the preset tolerance, the engine timing phase of the engine can be bound to the whole machine QR code. Based on the QR code, the engine timing phase can be burned into the engine ECU during the vehicle assembly process. Then, the ECU program can be used to realize the customized correction and adjustment of the engine program for each vehicle to achieve optimal performance.

[0149] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection 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, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A system for detecting the installed timing phase of an engine, characterized in that, The system comprises: a crankshaft position measuring module, a position mark; the position mark is arranged on the crankshaft of the engine to be tested, and the position mark is arranged corresponding to the starting position angle of the crankshaft; the crankshaft position measuring 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 rotating speed of the crankshaft are used to determine the rotating position angle of the crankshaft; the rotating 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; The system further comprises: a test bench, a valve lift position measuring module, a piston lift position measuring module, a driving module, a data storage module; the test bench is used to fix the engine to be tested; the valve lift position measuring module is used to measure the stroke position of the valve when the engine to be tested is running; the piston lift position measuring 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 rotation of the crankshaft and the camshaft of the engine to be tested; the data storage module is used to generate and store the rotating position angle of the crankshaft, the stroke position of the valve and the stroke position of the piston.

2. The system for detecting the installed timing phase of an engine of claim 1, wherein, The arrangement position of the position mark satisfies: When the crankshaft position measuring module detects the position mark, the theoretical position of the piston of one cylinder of the engine to be tested is the top dead center of the piston stroke.

3. The system for detecting the installed timing phase of an engine of claim 1, wherein, In the plane where the position mark is arranged, the position mark and the large tooth gap of the crankshaft signal wheel form a preset angle.

4. The system for detecting the installed timing phase of an engine of claim 1, wherein, The crankshaft position measuring module comprises a visual sensor; The position mark comprises a mark code.

5. The system for detecting the installed timing phase of an engine of claim 1, wherein, The valve lift position measuring module comprises a valve lift measuring rod; one end of the valve lift measuring rod connected with the engine is arranged at the back of the intake valve tappet of one cylinder.

6. The system for detecting the installed timing phase of an engine of claim 1, wherein, The piston lift position measuring module comprises a piston lift measuring rod; one end of the piston lift measuring rod connected with the engine is arranged at the top of the piston of one cylinder.

7. The system for detecting the installed timing phase of an engine of claim 1, wherein, The driving module comprises a crankshaft driving device; the crankshaft driving device is used to drive the rotation of the crankshaft, and when the crankshaft rotates, the timing system drives the chain to move, and the chain is used to drive the rotation of the camshaft.

8. The system for detecting the installed timing phase of an engine of claim 1, wherein, The data storage module is further configured to: determine the corresponding relationship between the rotating position angle of the crankshaft and the stroke position of the valve and the stroke position of the piston.

9. A method of detecting an installed timing phase of an engine, characterized by, obtain the rotating position angle of the crankshaft when the engine to be tested is running, and use the rotating position angle of the crankshaft as the reference value of the crankshaft rotation angle when determining the installed timing phase of the engine to be tested; the rotating position angle of the crankshaft is generated by the system for detecting the installed timing phase of the engine according to any one of claims 1 to 8.

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