Engine crankshaft signal acquisition system

Abstract

The invention discloses an engine crankshaft signal acquisition system, and relates to the technical field of engine crankshaft detection, the engine crankshaft signal acquisition system comprises a machine body, a crankshaft, a torsion damper and a crankshaft angle sensor, the front end of the crankshaft penetrates through a front end cover of the machine body to be connected with the torsion damper, and the periphery of the torsion damper is provided with a gear ring; the crankshaft rotation angle sensor is arranged on the front end face of the machine body, and the induction end of the crankshaft rotation angle sensor faces the gear ring and is in induction fit with the gear ring to calculate the rotation angle and rotation speed of the crankshaft. The crankshaft angle sensor is refitted to the front end of the engine, and signal interference of the range extender on the crankshaft angle sensor can be avoided.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engine crankshaft detection, and more particularly to an engine crankshaft signal acquisition system. BACKGROUND

[0002] The main function of the crankshaft angle sensor is to detect the crankshaft speed and angle of the engine, determine the position of the crankshaft, and transmit the detection results to the engine computer or other computers, so as to control the ignition and injection timing of the engine, and the injection amount.

[0003] At present, the crankshaft angle sensor is arranged on the flywheel housing at the rear end of the engine. When the range extender is developed on the basis of the engine, the flywheel housing is connected with the range extender generator. When the range extender generator operates, electromagnetic interference occurs, which causes signal interference of the crankshaft angle sensor.

[0004] Therefore, how to provide an engine crankshaft signal acquisition system capable of avoiding signal interference of the range extender on the crankshaft angle sensor at the rear end of the engine is a problem to be solved by the person skilled in the art at present. SUMMARY

[0005] Therefore, the purpose of the present application is to provide an engine crankshaft signal acquisition system, which can avoid signal interference of the range extender on the crankshaft angle sensor by modifying the crankshaft angle sensor to the front end of the engine.

[0006] In order to achieve the above-mentioned purpose, the present application provides the following technical scheme:

[0007] An engine crankshaft signal acquisition system comprises a body, a crankshaft, a torsional damper and a crankshaft angle sensor. The front end of the crankshaft is connected with the torsional damper through the front end cover of the body. The peripheral edge of the torsional damper is provided with a gear ring. The crankshaft angle sensor is arranged on the front end surface of the body, and the sensing end thereof is opposite to the gear ring, so as to be in sensing cooperation with the gear ring to calculate the angle and speed of the crankshaft.

[0008] Preferably, the torsional damper comprises an integrated hub and belt pulley. The outer periphery of the hub is provided with a signal disc. The peripheral edge of the signal disc is provided with a plurality of signal teeth to form the gear ring.

[0009] Preferably, the plurality of signal teeth have at least one large tooth, and the width of the large tooth is greater than the width of the remaining signal teeth.

[0010] Preferably, the plurality of signal teeth also have two teeth, and the gap between the two teeth is used to provide the zero reference of the crankshaft.

[0011] Preferably, the signal disc is provided with a zero reference mark opposite to the gap between the two teeth.

[0012] Preferably, the several signal teeth further have two teeth two, the signal disc is provided with an auxiliary mark one opposite the tooth gap between the two teeth two, the front end cover is provided with an auxiliary mark two, when the auxiliary mark one and the auxiliary mark two are aligned, the zero reference mark is aligned with the induction end.

[0013] Preferably, further comprising a bracket, the crankshaft angle sensor is arranged on the bracket, in the initial installation state, the bracket is positioned on the engine body through the first connecting assembly, and the induction end is aligned with the zero reference mark.

[0014] Preferably, the bracket comprises an integral bottom plate and a vertical plate, the crankshaft angle sensor is arranged on the vertical plate and the induction end thereof is perpendicular to the vertical plate, the bottom plate is connected and positioned with the engine body through the first connecting assembly, and the vertical plate is arranged along the axial direction of the hub.

[0015] Preferably, the crankshaft angle sensor is detachably arranged on the vertical plate through a second connecting assembly.

[0016] Preferably, the vertical plate is provided with a plug-in interface, and the plug-in interface is plugged with a wire harness plug connected with the crankshaft angle sensor.

[0017] The engine crankshaft signal acquisition system provided by the application has the advantages that the front end of the crankshaft protruding from the front end cover of the engine body is connected with a torsional damper, therefore, in addition to the flywheel connected with the rear end of the crankshaft, the rotational characteristics of the torsional damper can also directly reflect the real motion state of the crankshaft. Thus, the peripheral edge of the torsional damper is provided with a gear ring, the crankshaft angle sensor is arranged on the engine body and the induction end thereof is aligned with the gear ring, and the crankshaft angle sensor can calculate the angle and speed of the crankshaft through the gear ring signal.

[0018] Therefore, when the range extender is developed on the basis of the engine, the crankshaft angle sensor is refitted to the front end of the engine, the signal interference of the crankshaft angle sensor caused by the operation of the generator of the range extender can be avoided without affecting the detection of the angle and speed of the crankshaft, and the detection structure is ensured to be accurate and reliable. BRIEF DESCRIPTION OF DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are only embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor on the basis of the provided drawings.

[0020] Figure 1 The structure diagram of the engine crankshaft signal acquisition system provided by the present application;

[0021] Figure 2 As Figure 1 the torsional damper structure schematic diagram shown in the figure;

[0022] Figure 3 As Figure 1 the mounting schematic diagram of the bracket and the crankshaft angle sensor shown in the figure;

[0023] Figure 4 As Figure 1 the structure schematic diagram of the bracket shown in the figure.

[0024] Reference signs:

[0025] 1-body; 2-front end cover; 3-torsional damper; 31-hub; 32-pulley; 33-signal disc; 331-signal tooth; 332-large tooth; 4-crankshaft angle sensor; 41-sensing end; 5-zero reference mark; 6-assistant mark one; 7-assistant mark two; 8-bracket; 81-bottom plate; 82-stand plate; 9-positioning pin; 10-first fastener; 11-second fastener; 12-flat plate; 13-first through hole; 14-second through hole; 15-plug interface. DETAILED DESCRIPTION

[0026] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0027] The core of the present application is to provide an engine crankshaft signal acquisition system, which modifies the crankshaft angle sensor to the front end of the engine, so as to avoid signal interference of the range extender on the crankshaft angle sensor.

[0028] Please refer to Figure 1 , the present application provides an engine crankshaft signal acquisition system, comprising a body 1, a crankshaft, a torsional damper 3 and a crankshaft angle sensor 4, the front end of the crankshaft passes through the front end cover 2 of the body 1 to connect the torsional damper 3, the peripheral edge of the torsional damper 3 is provided with a gear ring, the crankshaft angle sensor 4 is arranged on the front end face of the body 1 and its sensing end 41 directly faces the gear ring, which is used for sensing cooperation with the gear ring to calculate the angle and speed of the crankshaft.

[0029] It should be noted that the front end face of the body 1 is provided with the front end cover 2 with a through hole to prevent oil leakage. The front end of the crankshaft passes through the front end cover 2 to connect the torsional damper 3, the torsional damper 3 rotates with the crankshaft, which is used for reducing the vibration of the engine shaft system. It is not difficult to know that in addition to the flywheel connected to the rear end of the crankshaft, the rotation characteristics of the torsional damper 3 can also directly reflect the real motion state of the crankshaft.

[0030] A ring gear is mounted on the periphery of the torsional vibration damper 3 and rotates with the crankshaft. A crankshaft angle sensor 4 is mounted on the engine body 1, with its sensing end 41 facing the ring gear. The crankshaft angle sensor 4 is typically connected to a control system (e.g., an engine computer). Thus, the ring gear's rotation trajectory can be captured in real time by the crankshaft angle sensor 4, converted into crankshaft angle and speed signals, and transmitted to the control system, providing a timing control reference for the control system, thereby controlling the engine's ignition and injection timing, as well as the amount of fuel injected.

[0031] Therefore, when developing a range extender based on the engine, that is, when a motor is added to the engine to convert the engine power into electricity to drive the vehicle by electricity, the torsional vibration damper 3 and the crankshaft angle sensor 4 with the above-mentioned structure can be used to collect signals, that is, the crankshaft angle sensor 4 is modified to the front end of the engine. In this way, without affecting the crankshaft speed and angle detection, the signal interference of the crankshaft angle sensor 4 during operation of the range extender generator can be avoided, thereby ensuring that the detection structure is accurate and reliable.

[0032] On the basis of the above embodiment, considering the specific setting mode of the torsional vibration damper 3, as a preferred embodiment, please refer to Figure 1 and Figure 2 The torsional vibration damper 3 includes a hub 31 and a pulley 32 that are integrally connected. A signal disk 33 is sleeved on the outer periphery of the hub 31. A plurality of signal teeth 331 are spaced apart on the periphery of the signal disk 33 to form a gear ring.

[0033] The hub 31 serves as the main body of the torsional vibration damper 3. A rubber ring is provided on the outer circumference of the hub 31 to form a composite structure that dampens crankshaft vibration. A pulley 32 is connected to the hub 31 to achieve a vibration reduction effect by storing and buffering vibration energy.

[0034] The outer periphery of the hub 31 is sleeved with the signal disc 33. It is not difficult to know that the hub 31 and the signal disc 33 are coaxially arranged. The outer edge of the signal disc 33 away from the hub 31 is provided with a plurality of signal teeth 331 spaced axially around the hub 31 to form the aforementioned gear ring.

[0035] It should be noted that the crankshaft angle sensor 4 and the ring gear work by sensing the gaps between the signal teeth 331 and adjacent teeth 331. As the signal disk 33 rotates with the crankshaft, the sensing end 41 of the crankshaft angle sensor 4 senses the alternating changes between the signal teeth 331 and the gaps between them, generating a corresponding pulsed electrical signal to calculate the crankshaft angle and speed. These signals are then transmitted to the control system.

[0036] Based on the above embodiments, as a further preferred embodiment, please refer to Figure 2, if several signal teeth 331 have at least one large tooth 332, the width of the large tooth 332 is greater than the width of the rest of the signal teeth 331. The width of the large tooth 332 is different from the width of the rest of the signal teeth 331, and when rotating, a characteristic pulse signal can be generated to provide signal fluctuation for signal acquisition.

[0037] On the basis of the above-mentioned embodiments, as a further preferred, if several signal teeth 331 also have two teeth, the tooth gap between the two teeth is used to generate a low-voltage signal to provide a zero reference of the crankshaft.

[0038] The tooth gap width between the two teeth can be greater than the tooth gap width (standard tooth gap width) between the rest of the signal teeth 331. Thus, when the tooth gap between the two teeth rotates to the position directly opposite the sensing end 41 of the crankshaft angle sensor 4, the crankshaft angle sensor 4 will generate a low-voltage signal or a zero-voltage signal due to no tooth cutting magnetic field, which can be used as a zero reference of the crankshaft, that is, a signal output reference point (OT point), and the OT point position corresponds to the position of the top dead center of the engine, which is the reference position of the signal output when the crankshaft rotates. In this way, when the OT point passes through the position directly opposite the sensing end 41 of the crankshaft angle sensor 4, the control system can recognize it as the position of the top dead center, and the crankshaft angle counter can be reset synchronously to ensure accurate alignment of the timing of fuel injection and ignition.

[0039] Further, the rest of the signal teeth 331 are arranged at equal intervals, that is, they are arranged according to the same standard tooth gap width. In this way, the multiple equally spaced signal teeth 331 generate an equal time interval pulse sequence through the crankshaft angle sensor 4, which can reduce errors caused by uneven or unstable signals, thereby more accurately detecting the angle and speed of the crankshaft.

[0040] On the basis of the above-mentioned embodiments, as a further preferred, please refer to Figure 1 and Figure 2 The signal disc 33 is provided with a zero reference mark 5 directly opposite the tooth gap between the two teeth. That is, the OT point mark is provided on the signal disc 33, which facilitates manual judgment of whether the sensing end 41 of the crankshaft angle sensor 4 is aligned with the OT point during assembly, so as to prevent the signal disc 33 from being assembled with a deviation, thereby preventing the control system from misjudging the position of the OT point.

[0041] On the basis of the above-mentioned embodiments, as a further preferred, please refer to Figure 1 and Figure 2 If several signal teeth 331 also have two teeth, the signal disc 33 is provided with an auxiliary mark one 6 directly opposite the tooth gap between the two teeth, and the front cover 2 is provided with an auxiliary mark two 7. During assembly, the auxiliary mark one 6 and the auxiliary mark two 7 are aligned, and at the same time, the zero reference mark 5 and the sensing end 41 are aligned, so as to ensure that the OT point is aligned, thereby more effectively ensuring the accuracy of the alignment of the crankshaft angle sensor 4 and the OT point during manual assembly.

[0042] On the basis of the above-mentioned embodiments, as a further preferred, please refer to Figure 3 , the crank angle sensor 4 is provided on the bracket 8, in the initial installation state, the bracket 8 is positioned on the engine body 1 by the first connecting assembly, and the sensing end 41 is directed to the zero position reference mark 5. Thus, the bracket 8 not only plays a role in supporting the crank angle sensor 4, but also plays a role in positioning the crank angle sensor 4, so that the crank angle sensor 4 can be accurately aligned with the OT point, avoiding the situation that the detection result is inaccurate due to the offset of the crank angle sensor 4.

[0043] Considering the specific arrangement of the bracket 8, as a preferred, the bracket 8 includes an integral bottom plate 81 and a vertical plate 82, the crank angle sensor 4 is arranged on the vertical plate 82 and the sensing end 41 thereof is perpendicular to the vertical plate 82, the bottom plate 81 is positioned and connected with the engine body 1 by the first connecting assembly, and the vertical plate 82 is arranged along the axial direction of the hub 31.

[0044] Specifically, the bracket 8 is a component integrally machined and formed by the bottom plate 81 and the vertical plate 82, which has a simple structure and high carrying capacity, and can stably support the crank angle sensor 4. In addition, the sensing end 41 of the crank angle sensor 4 is vertically arranged on the vertical plate 82, and when assembled, the bottom plate 81 is positioned and connected with the front end face of the engine body 1 by the first connecting assembly, so that the vertical plate 82 is arranged along the axial direction of the hub 31, so that the sensing end 41 is arranged along the radial direction of the hub 31, thereby ensuring that the sensing end 41 is arranged along the radial direction of the signal disc 33, and further ensuring that each signal tooth 331 on the signal disc 33 passes through the sensing end 41 to generate a pulse signal one by one, thereby avoiding the situation that the signal tooth 331 does not trigger the sensing end 41, resulting in inaccurate detection results.

[0045] In a specific embodiment, please refer to Figure 3 , the first connecting assembly includes two first fasteners 10 (such as bolts or screws) and a positioning pin 9, the middle part of the bottom plate 81 is provided with a positioning hole one, the front end face of the engine body 1 is provided with another positioning hole, the positioning pin 9 is installed between the two positioning holes, and then the two first fasteners 10 are used to fasten the two ends of the bottom plate 81 at the positioning position respectively, thereby completing the positioning and connection of the bracket 8 and the engine body 1.

[0046] On the basis of the above-mentioned embodiments, as a further preferred, the crank angle sensor 4 is detachably arranged on the vertical plate 82 by the second connecting assembly, thereby facilitating manual disassembly and assembly of the crank angle sensor 4.

[0047] In a specific embodiment, please refer to Figure 3 and Figure 4The second connecting assembly comprises a flat plate 12 and a second fastener 11 (for example, a bolt), the first through hole 13 and the second through hole 14 are arranged side by side on the vertical plate 82, one end of the flat plate 12 is sleeved on the crank angle sensor 4, the other end of the flat plate 12 is provided with a third through hole, the crank angle sensor 4 is inserted into the first through hole 13, and the second fastener 11 is sequentially fastened on the vertical plate 82 through the third through hole and the second through hole 14, so that the crank angle sensor 4 can be detachably connected.

[0048] On the basis of the above-mentioned embodiments, as a further preferred, please refer to Figure 3 The vertical plate 82 is provided with a plug-in interface 15, and the plug-in interface 15 is plugged with a wire harness plug connected with the crank angle sensor 4.

[0049] The plug-in interface 15 on the vertical plate 82 can uniformly accommodate the wire harness interface of the electric wire, the signal line and the like of the crank angle sensor 4, avoid the disorderly arrangement of the wire harness, and the plug-in connection is more convenient for disassembling the crank angle sensor 4.

[0050] In summary, the engine crank signal acquisition system provided by the application mainly has the following advantages:

[0051] (1) The crank angle sensor 4 is modified to the front end of the engine, which can avoid the signal interference of the crank angle sensor 4 during the operation of the range extender generator, and ensure the accuracy and reliability of the detection structure.

[0052] (2) The function integration is made on the original engine front end train system components (such as the torsional damper 3), the scheme has high integration degree, and the structure of the system is simple.

[0053] (3) The double-marking OT point alignment scheme is provided, which is convenient for manual operation alignment, has good assembly process, and can more accurately detect the rotation angle and rotation speed of the crankshaft.

[0054] It should be noted that in the present specification, the relationship terms such as first and second are only used to distinguish one entity from another entity, and do not necessarily require or imply any such actual relationship or order between the entities.

[0055] The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the difference from other embodiments, and the same or similar parts between various embodiments can be referred to each other.

[0056] The above has carried out the detailed introduction to the engine crankshaft signal acquisition system provided by the application. The principle and implementation mode of the application are described by applying specific examples in this paper, and the above example description is only used to help understand the method of the application and its core idea. It should be pointed out that for ordinary skilled persons in the technical field, some improvements and modifications can be made to the application without departing from the principle of the application, and these improvements and modifications also fall within the protection scope of the claims of the application.

Claims

1. An engine crankshaft signal acquisition system, characterized in that: The invention comprises a machine body (1), a crankshaft, a torsional vibration damper (3) and a crankshaft angle sensor (4), wherein the front end of the crankshaft passes through the front end cover (2) of the machine body (1) and is connected to the torsional vibration damper (3), a gear ring is provided on the periphery of the torsional vibration damper (3), and the crankshaft angle sensor (4) is provided on the front end surface of the machine body (1) with its sensing end (41) facing the gear ring, and is used for sensing and cooperating with the gear ring to calculate the angle and speed of the crankshaft.

2. The engine crankshaft signal acquisition system according to claim 1, characterized in that: The torsional vibration damper (3) comprises a hub (31) and a pulley (32) connected in an integral manner. A signal disc (33) is provided on the outer periphery of the hub (31). A plurality of signal teeth (331) are provided at intervals on the periphery of the signal disc (33) to form the gear ring.

3. The engine crankshaft signal acquisition system according to claim 2, characterized in that: Several of the signal teeth (331) have at least one large tooth (332), and the width of the large tooth (332) is greater than the width of the remaining signal teeth (331).

4. The engine crankshaft signal acquisition system according to claim 3, characterized in that: Several of the signal teeth (331) also have two teeth one, and the tooth gap between the two is used to provide a zero position reference of the crankshaft.

5. The engine crankshaft signal acquisition system according to claim 4, characterized in that: The signal disk (33) is provided with a zero position reference mark (5) facing the tooth gap between the two teeth.

6. The engine crankshaft signal acquisition system according to claim 5, characterized in that: The plurality of signal teeth (331) further include two teeth 2, the signal disk (33) is provided with an auxiliary mark 1 (6) facing the tooth gap between the two teeth 2, the front end cover (2) is provided with an auxiliary mark 2 (7), and when the auxiliary mark 1 (6) is aligned with the auxiliary mark 2 (7), the zero position reference mark (5) is aligned with the sensing end (41).

7. The engine crankshaft signal acquisition system according to claim 6, characterized in that: It also includes a bracket (8), the crankshaft angle sensor (4) is arranged on the bracket (8), and in an initial installation state, the bracket (8) is positioned on the body (1) through a first connecting component, and the sensing end (41) is aligned with the zero reference mark (5).

8. The engine crankshaft signal acquisition system according to claim 7, characterized in that: The bracket (8) comprises a bottom plate (81) and a vertical plate (82) connected in an integral manner. The crankshaft angle sensor (4) is arranged on the vertical plate (82) and the sensing end (41) thereof is perpendicular to the vertical plate (82). The bottom plate (81) is positionally connected to the engine body (1) via the first connecting assembly, and the vertical plate (82) is arranged along the axial direction of the wheel hub (31).

9. The engine crankshaft signal acquisition system according to claim 8, characterized in that: The crankshaft angle sensor (4) is detachably mounted on the vertical plate (82) via a second connecting assembly.

10. The engine crankshaft signal acquisition system according to claim 9, characterized in that: The vertical plate (82) is provided with a plug interface (15), and the plug interface (15) is plugged into a wiring harness socket connected to the crankshaft angle sensor (4).

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