Non-uniformly arranged cylinder body crankshaft system and detection method thereof

Abstract

The invention discloses a non-uniformly-arranged cylinder body crankshaft system and a detection method thereof, and relates to the technical field of engine manufacturing, the crankshaft system comprises a cylinder body, a plurality of main bearing seats are mounted on the cylinder body, and the main bearing seats are located on the two sides of a cylinder hole in the cylinder body; and the non-uniformly arranged crankshaft rods are assembled in the cylinder body and correspond to the main bearing seat. According to the non-uniformly arranged cylinder body crankshaft system and the detection method thereof, the distance between the main bearing seat corresponding to the first cylinder and the last cylinder and the adjacent main bearing seat is increased, and meanwhile, the crank arms at the front end and the rear end are thickened; when a commercial vehicle bears high detonation pressure, a front-end driving high-power air conditioner and a generator or a rear-end flywheel of engineering machinery improves inertia due to optimization of NVH (Noise Vibration and Harshness) performance, the problems of fatigue of a crank arm, abnormal wear of a main journal and the like caused by insufficient support of a traditional uniform arrangement structure can be effectively avoided, and the damage resistance of a crankshaft under high load is remarkably enhanced; the service life is prolonged.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engine manufacturing, in particular to a non-uniformly arranged crankshaft system of a cylinder block and a detection method thereof. BACKGROUND

[0002] In the field of engine manufacturing, the crankshaft system as a core component connecting piston movement and power output, its structural rationality directly determines the reliability, power performance and service life of the engine; in the prior art, the main bearing seats of the engine cylinder block are generally arranged in a uniform spacing manner, that is, the distance between adjacent main bearing seats remains consistent; such design can meet the basic use requirements in the traditional low-load engine field, and is widely used due to simple machining process and controllable cost.

[0003] At present, the existing Chinese patent with patent application number: "CN202010924000.6" discloses a V-type 6-cylinder diesel engine crankshaft, which comprises a main journal, a connecting rod journal and a crank arm. The main journal is installed on the cylinder block; the connecting rod journal is connected with the connecting rod big head hole. The main journal and the connecting rod journal are respectively connected with the two sides of the crank arm, and one main journal, one connecting rod journal and one crank arm form one crank. Among them, the ratio of the cylinder center distance to the cylinder diameter is 1.1-1.2; among them, the ratio of the diameter of the main journal to the cylinder diameter is 0.8-0.9; among them, the ratio of the diameter of the connecting rod journal to the cylinder diameter is 0.65-0.75; on the corresponding cylinder block, the distance between the main bearing seats is consistent, which cannot be applied to high explosion pressure and high load at the front and rear ends.

[0004] However, with the increasing requirements of industrial development on the power performance and economy of the engine, high explosion pressure and high load have become typical characteristics of the new generation of engines, and the limitations of the traditional uniform arrangement structure have become increasingly prominent; in the field of commercial vehicles, the demand for high power for long-distance transportation has driven the explosion pressure of the engine to continue to increase, and at the same time, the front end needs to drive air conditioners, generators and other equipment, and the front end load increases significantly due to the constant temperature demand of the cab and the increase of on-board electrical appliances when climbing in summer. At this time, the uniformly arranged main bearing seat cannot provide sufficient support for the front end of the crankshaft, which is easy to cause fatigue damage of the front end crank arm and even aggravate the wear of the main journal.

[0005] The problems in the field of engineering machinery are also prominent; excavators, loaders and other equipment need to frequently withstand start-stop impact and variable load conditions, in order to reduce the influence of vibration and noise on the operation comfort, the inertia of the flywheel at the rear end is continuously increased to buffer the torque fluctuation; but the main bearing seat arranged in the traditional uniform manner cannot effectively disperse the stress at the rear end, and problems such as abnormal clearance between the main journal and the bearing seat, oil leakage or abnormal noise often occur, which seriously affects the working efficiency of the equipment.

[0006] More importantly, to meet the high load demand, the existing uniform arrangement structure often needs to increase the axial length of the crankshaft or thicken the main shaft neck to strengthen the strength, which is contrary to the current development trend of engine lightweight and compactness; for example, to improve the carrying capacity, the crankshaft of commercial vehicles is extended, and the weight of the whole machine increases, which leads to the increase of fuel consumption, and it is difficult to meet the stringent requirements of new energy vehicles on energy efficiency; engineering machinery faces the dilemma of insufficient installation space due to the increase of the size of the crankshaft, therefore, we propose a non-uniform arrangement of the crankshaft system of the cylinder block and a detection method thereof. SUMMARY

[0007] (I) Technical problems solved

[0008] In view of the shortcomings of the prior art, the present application provides a non-uniform arrangement of the crankshaft system of the cylinder block and a detection method thereof, which solves the problem that the uniform arrangement of the main bearing seat in the prior art cannot adapt to high explosion pressure and high load at the front and rear ends, and at the same time realizes the minimization and lightweight of the axial length of the crankshaft.

[0009] (II) Technical solutions

[0010] In order to achieve the above purpose, the present application is realized by the following technical solutions:

[0011] A non-uniform arrangement of the crankshaft system of the cylinder block, comprising a cylinder block, a crankshaft, a plurality of main bearing seats, a belt pulley and a flywheel,

[0012] The plurality of main bearing seats are installed on the cylinder block, the crankshaft is assembled on the plurality of main bearing seats, the belt pulley is installed at the front end of the crankshaft, and the flywheel is installed at the rear end of the crankshaft; the crankshaft comprises a plurality of main shaft necks, a plurality of connecting rod necks and a plurality of crank arms, the main shaft necks are assembled on the main bearing seats, the connecting rod necks are connected with the connecting rod big head holes, and the main shaft necks and the connecting rod necks are respectively connected on both sides of the crank arms, one main shaft neck, one connecting rod neck and one crank arm constitute a crank; the thickness of the crank arm near the front end and the thickness of the crank arm near the rear end are greater than the thickness of other crank arms, and the width of the main shaft neck and the width of the connecting rod neck are fixed values;

[0013] The distance between the main bearing seat corresponding to the first cylinder and the adjacent main bearing seat, and the distance between the main bearing seat corresponding to the last cylinder and the adjacent main bearing seat are both greater than the distance between other adjacent main bearing seats, and the distance between the main bearing seat corresponding to the first cylinder and the adjacent main bearing seat, and the distance between the main bearing seat corresponding to the last cylinder and the adjacent main bearing seat are the distance between other adjacent main bearing seats plus two and a half percent of the diameter of the cylinder hole.

[0014] Preferably, the belt pulley is composed of a belt pulley outside and a belt pulley inside, the belt pulley outside is used to drive the air conditioner to run, and the belt pulley inside is used to drive the generator to run.

[0015] Preferably, the non-uniformly arranged main bearing seat structure can minimize the axial length of the crankshaft, thereby reducing the weight of the entire machine.

[0016] A detection method of a non-uniformly arranged cylinder block crankshaft system, comprising:

[0017] S1, obtaining multi-dimensional detection information of the crankshaft system, wherein the multi-dimensional detection information comprises distance information between main bearing seats, diameter information of cylinder holes, thickness information of crank arms, vibration information of the crankshaft, and stress distribution information of the crankshaft;

[0018] S2, obtaining a distance judgment value according to the distance information between the main bearing seats;

[0019] S3, obtaining a diameter matching value according to the diameter information of the cylinder holes;

[0020] S4, obtaining a thickness difference value according to the thickness information of the crank arms;

[0021] S5, obtaining a vibration stability value according to the vibration information of the crankshaft;

[0022] S6, obtaining a stress concentration value according to the stress distribution information of the crankshaft;

[0023] S7, obtaining a comprehensive detection result according to the distance judgment value, the diameter matching value, the thickness difference value, the vibration stability value, and the stress concentration value;

[0024] S8, judging whether the comprehensive detection result exceeds a preset double-threshold range;

[0025] If it exceeds, it is determined that the crankshaft system does not meet the design requirements;

[0026] If it does not exceed, it is determined that the crankshaft system meets the design requirements.

[0027] Preferably, the step of obtaining a distance judgment value according to the distance information between the main bearing seats comprises:

[0028] S201, obtaining the distance between the first cylinder corresponding main bearing seat and the adjacent main bearing seat, the distance between the last cylinder corresponding main bearing seat and the adjacent main bearing seat, and the distance sequence between the intermediate cylinder corresponding main bearing seats in the distance information between the main bearing seats;

[0029] S202, calculating the difference value of the distance between the first cylinder corresponding main bearing seat and the adjacent main bearing seat and the distance between the intermediate cylinder corresponding main bearing seats, and the difference value of the distance between the last cylinder corresponding main bearing seat and the adjacent main bearing seat and the distance between the intermediate cylinder corresponding main bearing seats, to generate a distance difference value sequence;

[0030] S203, obtaining a distance deviation ratio according to the distance difference value sequence and the diameter information of the cylinder holes;

[0031] S204, correspond the distance deviation ratio to a preset numerical range to obtain a distance judgment value.

[0032] Preferably, the step of obtaining the vibration stability value according to the vibration information of the crankshaft comprises:

[0033] S501, obtaining vibration frequency and vibration amplitude data at different rotating speeds according to the vibration information of the crankshaft;

[0034] S502, generating a vibration frequency and vibration amplitude change curve and calculating the fluctuation degree of the curve;

[0035] S503, correcting the fluctuation degree in combination with temperature information during engine operation to obtain a temperature-compensated fluctuation value;

[0036] S504, obtaining the vibration stability value according to the temperature-compensated fluctuation value.

[0037] Preferably, the step of obtaining the stress concentration value according to the stress distribution information of the crankshaft comprises:

[0038] S601, obtaining the stress size and stress distribution area of each part of the crankshaft according to the stress distribution information of the crankshaft;

[0039] S602, identifying the area where the stress size exceeds the safe range and calculating the area ratio of the area;

[0040] S603, obtaining the stress growth rate in combination with the data obtained by the engine burst pressure test;

[0041] S604, obtaining the stress concentration value according to the area ratio and the stress growth rate.

[0042] Preferably, the step of obtaining the comprehensive detection result according to the distance judgment value, the diameter matching value, the thickness difference value, the vibration stability value and the stress concentration value comprises:

[0043] S701, assigning corresponding weights to the distance judgment value, the diameter matching value, the thickness difference value, the vibration stability value and the stress concentration value according to the importance of each parameter in evaluating the performance of the crankshaft;

[0044] S702, obtaining a coefficient of the influence of the environmental temperature on the detection data as a compensation factor;

[0045] S703, multiplying each parameter value by the corresponding weight, adding them up, and then multiplying by the compensation factor to obtain the comprehensive detection result.

[0046] Preferably, the preset double threshold range includes a primary threshold value and a secondary threshold value, the primary threshold value being the minimum qualified value of the comprehensive detection result, and the secondary threshold value being the minimum excellent value of the comprehensive detection result;

[0047] If the comprehensive detection result is lower than the primary threshold value, it is determined as unqualified;

[0048] If the comprehensive detection result is between the primary threshold value and the secondary threshold value, it is determined as qualified;

[0049] If the comprehensive detection result is higher than the secondary threshold value, it is determined as excellent.

[0050] Preferably, the method further comprises a step of generating optimization suggestions according to the determination result:

[0051] If the crankshaft system is determined as not meeting the design requirements, the parameter having the greatest impact on the comprehensive detection result is found out;

[0052] According to the deviation direction and specific value of the parameter, targeted structural adjustment suggestions are generated;

[0053] If it is determined that the design requirements are met, a comparison report of the actual measurement value and the standard value of each parameter is output.

[0054] Preferably, the step of obtaining multi-dimensional detection information of the crankshaft system comprises:

[0055] The distance information between the main bearing seats is collected by a distance measuring tool, and at least three measurements are taken at each distance measuring point, and the average value of the three measurements is taken as the distance data of the point;

[0056] The diameter of the cylinder hole at different positions is measured using a diameter measuring tool, and each position is measured twice, and the average value of the two measurements is taken as the diameter data of the position;

[0057] The thickness of the crank arm is detected using a thickness measuring instrument, and three detection points are selected at different positions of the crank arm, and the average value of the thickness measurements is taken as the thickness data of the crank arm;

[0058] The vibration information of the crankshaft at different rotating speeds is collected by a vibration sensor, and the sensor is installed at the main bearing seat and continuously collects data for not less than ten minutes;

[0059] The stress distribution information of the crankshaft is obtained by using a stress sensing element, and the sensing element is pasted on the crank arm and the main shaft neck of the crankshaft, and the engine operating state is kept stable during the collection process.

[0060] (Three) beneficial effects

[0061] 1. Increase the spacing between the main bearing housings corresponding to the first and last cylinders and their adjacent main bearing housings, while thickening the crank arms at the front and rear ends. Under high explosion pressure, when the front drives a high-power air conditioner and generator, or when the flywheel at the rear of construction machinery increases its inertia due to optimized NVH performance, this design effectively avoids problems such as crank arm fatigue and abnormal wear of the main journal caused by insufficient support in the traditional uniformly arranged structure. This significantly enhances the crankshaft's resistance to damage under high loads and extends its service life. Secondly, the non-uniformly arranged main bearing housings only adjust the spacing between the front and rear ends, while keeping the spacing of other cylinders unchanged. This avoids the drawback of increasing the overall axial length to improve strength in the traditional solution. This design can shorten the crankshaft's axial length and reduce the overall weight while ensuring high load-bearing capacity. This meets the lightweight requirements of new energy commercial vehicles to reduce energy consumption and is also suitable for the compact installation space requirements of construction machinery.

[0062] 2. By collecting multi-dimensional information such as main bearing housing spacing, cylinder bore diameter, crank arm thickness, vibration state, and stress distribution, and combining it with comprehensive analysis of characteristic parameters such as distance judgment value and vibration stability value, a comprehensive evaluation of crankshaft system performance can be achieved. The dual threshold judgment mechanism can accurately distinguish product performance levels, and the targeted optimization suggestions generated based on the test results can effectively guide production debugging, reduce later failures caused by manufacturing deviations, and ensure the stable performance of mass-produced products.

[0063] 3. The front pulley is designed with an outer and inner side, and the non-uniform structure strengthens the support of the front end, which can flexibly cope with the power demand fluctuations under different working conditions of commercial vehicles; the combination of the rear flywheel and the thickened crank arm can better buffer the torque fluctuations under the changing working conditions of construction machinery, and optimize the vibration and noise performance of the whole machine. Attached Figure Description

[0064] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, the preferred embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0065] Figure 1 This is an overall structural diagram of Embodiment 1 of the present invention;

[0066] Figure 2 This is an overall flowchart of Embodiment 2 of the present invention;

[0067] Figure 3 This is a system block diagram in Embodiment 2 of the present invention.

[0068] Legend:

[0069] 1. Cylinder block; 11. Cylinder bore;

[0070] 2, crankshaft rod; 21, pulley; 22, flywheel; 23, crank arm; 24, main journal; 25, connecting rod journal;

[0071] 3, main bearing seat. DETAILED DESCRIPTION

[0072] The embodiment of the present application provides a non-uniformly arranged cylinder block crankshaft system and a detection method thereof, solves the problem that the uniformly arranged main bearing seat in the prior art cannot adapt to high explosion pressure and high load at the front end and the rear end, increases the distance between the main bearing seat corresponding to the first cylinder and the last cylinder and the adjacent main bearing seat, and thickens the crank arm at the front end and the rear end; when the commercial vehicle bears high explosion pressure, the front end drives a high-power air conditioner and a generator, or the rear end flywheel of the engineering machinery improves the inertia due to the optimization of NVH performance, the problems of crank arm fatigue and main journal abnormal wear caused by insufficient support of the traditional uniform arrangement structure can be effectively avoided, the damage resistance of the crankshaft under high load is significantly enhanced, and the service life is prolonged; secondly, the non-uniformly arranged main bearing seat only adjusts the distance between the front end and the rear end, and the distance between the other cylinder blocks remains unchanged, thereby avoiding the disadvantages of the traditional scheme of increasing the overall axial length for the purpose of improving the strength; while ensuring the high bearing capacity, the axial length of the crankshaft can be shortened, and the overall weight is reduced, so that the demand of new energy commercial vehicles for light weight is met to reduce energy consumption, and the installation space requirement of engineering machinery for compact structure is met.

[0073] Embodiment 1: as shown in the following table, the technical scheme in the embodiment of the present application is to solve the problem that the uniformly arranged main bearing seat in the prior art cannot adapt to high explosion pressure and high load at the front end and the rear end, and the general idea is as follows: Figure 1

[0074] The crankshaft system is a core transmission component of the engine, and the rationality of the structure directly affects the reliability and power performance; with the development of the engine to high explosion pressure and high power, the power of the front end driving air conditioner and generator is increased, and the inertia of the rear end flywheel is improved for the optimization of NVH (noise, vibration and sound roughness) performance, so that the load at the front end and the rear end is significantly increased; the crankshaft system with the uniformly arranged main bearing seat is prone to problems such as crank arm fatigue and main journal wear due to insufficient support balance; and the scheme of increasing the length of the crankshaft for the purpose of improving the strength is contrary to the goals of light weight and compactness; therefore, the non-uniformly arranged crankshaft system and the matching detection method are designed to solve the above problems

[0075] In view of the problems in the prior art, the present application provides a non-uniformly arranged cylinder block crankshaft system, and the specific content is as follows:

[0076] The system is composed of a cylinder block 1, a crankshaft rod 2, a plurality of main bearing seats 3, a pulley 21 and a flywheel 22, and each component cooperates to realize power transmission and load bearing: the main bearing seat 3 is installed on the cylinder block 1 and provides support for the crankshaft rod 2; ​

[0077] The crankshaft 2 comprises a plurality of main journal 24, connecting rod journal 25 and crank arm 23, the main journal 24 is assembled in the main bearing 3, the connecting rod journal 25 is connected with the connecting rod big head hole to transmit the piston movement, one main journal 24, one connecting rod journal 25 and two side crank arms 23 form a crank;

[0078] The pulley 21 is located at the front end of the crankshaft 2, and the outer side drives the air conditioner and the inner side drives the generator, which meets the power demand of the front-end multiple equipment; the flywheel 22 is installed at the rear end of the crankshaft 2, and the torque fluctuation generated by the inertial buffering of the piston reciprocating motion is used to optimize the vibration performance of the whole machine; the core innovation is the non-uniform structure design, which realizes high load adaptation through targeted strengthening of the front and rear ends, and the specific performance is as follows:

[0079] The non-uniform spacing of the main bearing 3 is different from the mode that all adjacent main bearings 3 have consistent spacing in the traditional uniform arrangement; the distance between the main bearing 3 corresponding to the first cylinder and the last cylinder and the adjacent main bearing 3 is greater than the distance between the other adjacent main bearings 3, and the difference is 2.5% of the diameter of the cylinder hole 11; taking a commercial vehicle 6-cylinder engine as an example: the cylinder hole diameter is 130 mm, the spacing between the intermediate adjacent main bearings 3 is 200 mm, the spacing between the first cylinder and the adjacent main bearing 3 is 200 mm+130 mm x 2.5%=203.25 mm, and the spacing between the last cylinder and the adjacent main bearing 3 is also 203.25 mm; this design disperses the stress generated by the explosion pressure and load by increasing the support span of the front and rear ends, and through finite element analysis, this structure reduces the stress concentration coefficient of the front crank arm 23 from 1.8 to 1.2, and reduces the contact stress of the rear main journal 24 by 25%.

[0080] The thickness difference design of the crank arm 23 is matched with the spacing optimization of the main bearing 3, the thickness of the crank arm 23 near the front and rear ends is greater than that of the middle part, and the width of the main journal 24 is 50 mm and the width of the connecting rod journal 25 is 40 mm; still taking the commercial vehicle 6-cylinder engine as an example: the thickness of the middle crank arm 23 is 15 mm, the thickness of the front crank arm 23 is increased to 18 mm, an increase of 20%, and the thickness of the rear crank arm 23 is increased to 17 mm, an increase of 13%; local thickening can improve the anti-deformation ability of the crank arm 23, and under the same load, the maximum deflection of the front crank arm 23 is reduced from 0.3 mm to 0.15 mm, avoiding the intensification of shaft vibration caused by excessive deformation.

[0081] In terms of lightweight and compact balance, the non-uniform arrangement only adjusts the spacing of the front and rear ends, and the spacing of the intermediate cylinder body remains unchanged, avoiding the increase of the axial length of the crankshaft 2; the axial length of the above-mentioned 6-cylinder engine crankshaft 2 is shortened from 680 mm of the traditional scheme to 640 mm, a reduction of 6%, the weight of the whole machine is reduced by 5.3 kg, while meeting the high load demand, solving the contradiction between strength improvement and size control.

[0082] Example 2: as Figure 2 and Figure 3The system detection method of the non-uniformly arranged crankshaft of the cylinder block is shown based on Example 1, and the specific content is as follows:

[0083] The detection method is used to comprehensively verify whether the crankshaft system meets the design requirements, and to ensure that the structural parameters and performance indicators meet the standards. The overall process is: obtaining multi-dimensional detection information, calculating characteristic parameters, generating comprehensive detection results, determining the performance level through double threshold values, and outputting optimization suggestions or qualified reports. The implementation and analysis of each step are described in detail as follows:

[0084] 1. Multi-dimensional detection information acquisition:

[0085] This step is the basis of detection, and key data reflecting the structure and performance of the system need to be obtained through high-precision measurement to ensure that the information is comprehensive and accurate.

[0086] Main bearing seat spacing detection: The distances between the first cylinder corresponding main bearing seat and the adjacent main bearing seat, the last cylinder corresponding main bearing seat and the adjacent main bearing seat, and other adjacent main bearing seats need to be measured; a micrometer with a precision of not less than 0.01 mm is used, and each distance is measured at least 3 times, and the average value is taken as the measured value; the purpose of multiple measurements is to reduce accidental errors and ensure data reliability. For example, for a front-end spacing of 203.25 mm, the 3 measurement readings are 203.24 mm, 203.26 mm, and 203.25 mm, with an average value of 203.25 mm, which is consistent with the design value, indicating that the spacing meets the requirements.

[0087] Cylinder bore diameter detection: The diameters at different positions of the cylinder bore are measured, preferably at the upper, middle, and lower positions, using an inner diameter gauge with a precision of not less than 0.001 mm, and measuring 2 times at each position to take the average value, and finally taking the average value of the 3 positions as the cylinder bore diameter reference; this data is used to verify that the difference between the front and rear end spacings is 2.5% of the cylinder bore diameter, which is a design requirement; for example, when the average cylinder bore diameter is 130.02 mm, the difference of 2.5% is 3.25 mm, which is consistent with the actual difference between the front and rear end spacings, indicating that the structural parameters are matched.

[0088] Crank arm thickness detection: The thicknesses of the crank arms at the front end, rear end, and middle position are measured using an ultrasonic thickness gauge, and 3 evenly distributed measurement points are selected at each position, such as the two ends and the middle of the crank arm, and the average value is taken as the thickness of that position; this operation is used to verify the design that the front and rear end crank arm thicknesses are greater than the middle position, for example, the average values of the front end, rear end, and middle are 18.02 mm, 17.01 mm, and 15.00 mm, respectively, which meet the thickening requirements.

[0089] Vibration information collection: Install vibration sensors at the main bearing seat to collect vibration frequency and amplitude at typical speeds such as 1000 r / min, 2000 r / min, 3000 r / min, etc. The continuous collection time should not be less than 10 minutes; long-time collection can cover the speed fluctuation process and reflect dynamic stability; for example, at 2000 r / min, the average vibration amplitude is 0.12 mm, the design threshold is 0.2 mm, the fluctuation is small, and the operation is stable.

[0090] Stress distribution collection: Paste stress sensing sheets at key parts such as crank arms and main shaft necks to collect real-time stress data during engine operation, focusing on stress values and distribution areas under high explosion pressure conditions; for example, at high explosion pressure of 25 MPa, the maximum stress of the front crank arm is 270 MPa, the design limit is 350 MPa, and there is no local stress concentration, indicating that the structure's carrying capacity meets the standard.

[0091] 2. Feature parameter calculation:

[0092] Based on the collected information, five characteristic parameters are calculated to convert raw data into quantifiable performance indicators for subsequent comprehensive evaluation.

[0093] Distance judgment value: Reflects the deviation of the main bearing seat spacing from the design value, calculates the deviation ratio through (measured spacing - design spacing) / design spacing, and then maps it to the 0-1 interval, where 0 means no deviation and 1 means deviation exceeds the standard; for example, the front end spacing deviation is 0, the mapping value is 0; the intermediate spacing deviation is 0, the comprehensive distance judgment value is 0, indicating that the spacing fully meets the design; this parameter directly verifies the accuracy of the non-uniform spacing and is the basis for structural qualification.

[0094] Diameter matching value: Verify that the difference between the front and rear end spacing is 2.5% of the cylinder bore diameter, this design correlation, calculate the matching degree through the measured spacing difference / (2.5% x measured cylinder diameter), map it to the 0-1 interval, where 1 means complete matching; for example, the measured spacing difference is 3.25 mm, the cylinder diameter is 130.02 mm, the matching degree is 1, indicating that the spacing and cylinder diameter correlation meets the design, ensuring the pertinence of structural optimization.

[0095] Thickness difference value: Evaluate the thickening effect of the front and rear crank arms, calculate the difference ratio through (front and rear end thickness - intermediate thickness) / intermediate thickness, map it to the 0-1 interval, the larger the value, the more the thickening conforms to the design; for example, the front end thickness difference ratio is 0.201, the mapping value is 0.201, indicating that the thickening degree meets the standard and can improve the anti-deformation ability.

[0096] Vibration stability value: reflects the dynamic stability of the crankshaft operation, first calculate the fluctuation coefficient of vibration amplitude, i.e. fluctuation amplitude / average amplitude, then combine with engine temperature correction, such as vibration is easy to increase at high temperature, the correction coefficient is appropriately increased, finally map to 0-1 interval, where 0 represents stability; for example, the corrected fluctuation coefficient is 0.05 at 80°C, the mapping value is 0.05, indicating good dynamic performance.

[0097] Stress concentration value: evaluate the fatigue resistance of the structure, calculate the proportion of stress exceeding area / total detection area, map to 0-1 interval, where 0 represents no exceeding; for example, the stress exceeding area is 0, the mapping value is 0, indicating no stress concentration, and the structure fatigue resistance performance meets the standard.

[0098] Working condition adaptive weight adjustment mechanism, specifically as follows:

[0099] In traditional detection methods, the weights of each parameter are fixed, such as distance judgment value 30%, stress concentration value 25%, etc., but in actual application, the influence degree of parameters on system performance is different under different working conditions. For example: high temperature environment will aggravate the damage of vibration to the structure, such as engine compartment temperature > 80°C in summer, at this time the importance of vibration stability value is improved; under high burst pressure working condition, i.e. when the commercial vehicle climbs, the burst pressure > 25MPa, the influence of stress concentration on safety is more significant.

[0100] Based on this, the method increases the working condition recognition step before comprehensive evaluation:

[0101] Through real-time collection of current environmental temperature and actual burst pressure value of the sensor, a working condition-weight mapping model is established:

[0102] When the environmental temperature > 80°C, the weight of vibration stability value is increased from 20% to 30%, the weight of distance judgment value is decreased from 30% to 20%, and the weight of other parameters is adjusted proportionally;

[0103] When the burst pressure > 25MPa, the weight of stress concentration value is increased from 25% to 35%, the weight of diameter matching value is decreased from 10% to 5%, and the weight of other parameters is adjusted proportionally;

[0104] Under normal temperature and conventional burst pressure working condition, the original fixed weight is still used, for example, distance 30%, stress 25%, vibration 20%, thickness 15%, diameter 10%, normal temperature is 25-80°C, and conventional burst pressure ≤ 25MPa.

[0105] 3, comprehensive detection result and judgment:

[0106] Through weighted fusion of feature parameters, combined with environmental compensation, the comprehensive result is generated, and then the performance level is judged through double threshold value, to realize the comprehensive evaluation of the system.

[0107] Comprehensive result calculation: According to the influence of each parameter on performance, the preset distance judgment value is 30% and the stress concentration value is 25% weight, which directly affects the safety of the structure, the vibration stability value is 20%, the thickness difference value is 15%, and the diameter matching value is 10% next; At the same time, the environmental temperature compensation coefficient is introduced, such as the vibration parameter weight is improved at high temperature, and the final comprehensive result is calculated by the sum of each parameter value x weight x compensation coefficient; For example, the comprehensive result of a product is 0.130, which is low, indicating excellent performance.

[0108] Double threshold determination: Set the primary threshold as the qualified line, set to 0.6, and the secondary threshold as the excellent line, set to 0.8; If the comprehensive result is less than 0.6, it is determined to be excellent, and the comparison report of the measured value and the standard value is output; If 0.6≤result<0.8, it is determined to be qualified, which can be put into use; If the result is greater than or equal to 0.8, it is determined to be unqualified, and specific adjustment suggestions need to be output, such as correcting the installation position of the main bearing seat when the spacing deviation is too large; For example, the distance judgment value of a product is 0.9, the spacing deviation is large, and the comprehensive result is 0.7, which is determined to be qualified but needs to be fine-tuned to ensure that the problem can be traced and solved.

[0109] According to the determination result, the targeted feedback is output:

[0110] If it is determined that it does not meet the design requirements, the comprehensive result is greater than or equal to 0.8: Through the reverse tracing of the feature parameter weight, the parameter with the highest contribution in the comprehensive detection result is found, that is, the parameter with the greatest impact; For example, the comprehensive result of a product is 0.85, among which the distance judgment value 0.9 contributes the most, with a weight of 30%, indicating that the spacing deviation of the main bearing seat is the main problem; According to the deviation direction of the parameter, such as the front end spacing measured 205.00mm> design value 203.25mm, the deviation is positive, and the specific value is 1.75mm, the structure adjustment suggestion is generated, such as correcting the installation position of the main bearing seat, and the front end spacing is adjusted by 1.75mm through precision tooling to ensure that it meets the design value.

[0111] If it is determined that it meets the design requirements, the comprehensive result is less than 0.8: The comparison report of the actual measurement value and the standard value of each parameter is output, and the compliance of each index is clearly marked; For example, the distance judgment value is 0, the diameter matching value is 1, and the thickness difference value is 0.201, corresponding to the measured spacing 203.25mm, the standard is 203.25mm, the cylinder hole diameter is 130.02mm, and the standard is 130mm, which provides data support for production consistency control.

[0112] The comprehensive detection result is calculated by equal to the sum of the feature parameters x dynamic weight x environmental compensation coefficient, and the double threshold determination mechanism remains unchanged, the primary threshold is 0.6 and the secondary threshold is 0.8.

[0113] By the design of non-uniform spacing of main bearing seat and differentiated thickness of crank arm, the pain point of traditional structure unable to adapt to high explosion pressure and high load is solved, and the balance between reliability and lightweight is realized; The matching detection method realizes multi-dimensional parameter acquisition, weighted fusion and double threshold judgment, which fully guarantees the product consistency; The verification of commercial vehicle engine shows that the scheme can significantly improve the performance and reduce the energy consumption, which provides a feasible path for the optimization of engine core components, and has a wide application prospect.

[0114] By multi-dimensional acquisition, quantitative calculation and hierarchical judgment, the performance consistency of non-uniformly arranged crankshaft system is fully guaranteed; The system design realizes the balance between high load adaptability and lightweight through structure optimization, which provides a feasible path for the optimization of engine core components, and has a wide application prospect

[0115] Finally, it should be pointed out that: obviously, the above examples are only examples for clearly illustrating the present application, and are not limited to the implementation. For ordinary skilled in the art, on the basis of the above description, other different forms of changes or variations can also be made. Here, it is not necessary and impossible to enumerate all the implementation. The obvious changes or variations derived therefrom are still within the protection scope of the present application.

Claims

1. A non-uniformly arranged cylinder block crankshaft system, characterized by, The crankshaft system comprises: a cylinder block, on which a plurality of main bearing seats are mounted and which is located on both sides of the cylinder bore of the cylinder block; non-uniformly arranged crankshafts, which are assembled in the cylinder block and correspond to the main bearing seats; wherein the crankshafts comprise a plurality of crank arms, and the two sides of each crank arm are connected with a main journal and a connecting rod journal, respectively, and the main journal is assembled on the main bearing seat; the distance between the main bearing seat corresponding to the first cylinder and the adjacent main bearing seat, and the distance between the main bearing seat corresponding to the last cylinder and the adjacent main bearing seat are both greater than the distance between other adjacent main bearing seats, and the distance is the distance between other adjacent main bearing seats plus 2.5% of the diameter of the cylinder bore.

2. A non-uniformly banked crankshaft system for a cylinder block as set forth in claim 1, wherein, The two ends of the crankshaft are respectively connected with a belt pulley and a flywheel, and the belt pulley is divided into inner and outer sides, the outer side of which is used to drive the air conditioner to operate, and the inner side of which is used to drive the generator to operate.

3. A method of detecting a non-uniformly arranged crankshaft of a cylinder block, characterized by, The detection method comprises: obtaining multi-dimensional detection information of the crankshaft system, wherein the multi-dimensional detection information comprises distance information between the main bearing seats, diameter information of the cylinder bore, thickness information of the crank arm, vibration information of the crankshaft, and stress distribution information of the crankshaft; obtaining a distance judgment value according to the distance information between the main bearing seats; obtaining a diameter matching value according to the diameter information of the cylinder bore; obtaining a thickness difference value according to the thickness information of the crank arm; obtaining a vibration stability value according to the vibration information of the crankshaft; obtaining a stress concentration value according to the stress distribution information of the crankshaft; obtaining a comprehensive detection result according to the distance judgment value, the diameter matching value, the thickness difference value, the vibration stability value, and the stress concentration value; judging whether the comprehensive detection result exceeds a preset double threshold range; if yes, determining that the crankshaft system does not meet the design requirements; otherwise, if no, determining that the crankshaft system meets the design requirements.

4. A method of detecting a non-uniformly arranged crankshaft of a cylinder block according to claim 3, characterized by, The step of obtaining the distance judgment value according to the distance information between the main bearing seats comprises: obtaining a sequence of distances between the main bearing seat corresponding to the first cylinder and the adjacent main bearing seat, the main bearing seat corresponding to the last cylinder and the adjacent main bearing seat, and the main bearing seat corresponding to each intermediate cylinder; calculating the difference between the distance between the main bearing seat corresponding to the first cylinder and the adjacent main bearing seat and the distance between the main bearing seat corresponding to each intermediate cylinder, and the difference between the distance between the main bearing seat corresponding to the last cylinder and the adjacent main bearing seat and the distance between the main bearing seat corresponding to each intermediate cylinder, to generate a sequence of distance difference values; obtaining a distance deviation ratio according to the sequence of distance difference values and the diameter information of the cylinder bore; corresponding the distance deviation ratio to a preset numerical range to obtain the distance judgment value.

5. A method of detecting a non-uniformly arranged crankshaft of a cylinder block according to claim 3, characterized by, The step of obtaining the vibration stability value according to the vibration information of the crankshaft comprises: obtaining vibration frequency and vibration amplitude data at different rotation speeds according to the vibration information of the crankshaft; generating a change curve of the vibration frequency and the vibration amplitude, and calculating the fluctuation degree of the curve; combining the temperature information when the engine is running to correct the fluctuation degree to obtain a temperature-compensated fluctuation value; obtaining the vibration stability value according to the temperature-compensated fluctuation value.

6. A method of detecting a non-uniformly arranged crankshaft of a cylinder block according to claim 3, characterized by, The step of obtaining the stress concentration value according to the stress distribution information of the crankshaft comprises: According to the stress distribution information of the crankshaft, the stress size and the stress distribution area of each part of the crankshaft are obtained; The area proportion of the region whose stress size exceeds the safety range is calculated; The stress growth rate is obtained by combining the data obtained by the engine burst pressure test; The stress concentration value is obtained according to the area proportion and the stress growth rate.

7. A method of detecting a non-uniformly arranged crankshaft of a cylinder block according to claim 3, characterized by, The steps of obtaining the comprehensive detection result according to the distance judgment value, the diameter matching value, the thickness difference value, the vibration stability value and the stress concentration value, comprising: According to the importance of each parameter in evaluating the performance of the crankshaft, the corresponding weight is assigned to the distance judgment value, the diameter matching value, the thickness difference value, the vibration stability value and the stress concentration value respectively; The coefficient of the influence of the environmental temperature on the detection data is obtained as a compensation factor; The comprehensive detection result is obtained by multiplying each parameter value by the corresponding weight and then adding them together, and then multiplying by the compensation factor.

8. A method of detecting a non-uniformly arranged crankshaft of a cylinder block according to claim 3, characterized by, The preset double threshold range includes a primary threshold and a secondary threshold, the primary threshold is the minimum qualified value of the comprehensive detection result, and the secondary threshold is the minimum excellent value of the comprehensive detection result; If the comprehensive detection result is lower than the primary threshold, it is determined as unqualified; If the comprehensive detection result is between the primary threshold and the secondary threshold, it is determined as qualified; If the comprehensive detection result is higher than the secondary threshold, it is determined as excellent.

9. A method of detecting a non-uniformly arranged crankshaft of a cylinder block according to claim 3, characterized by, It also includes the step of generating optimization suggestions according to the determination result: If the crankshaft system is determined not to meet the design requirements, find the parameter that has the greatest impact on the comprehensive detection result; According to the deviation direction and specific value of the parameter, targeted structure adjustment suggestions are generated; If it is determined to meet the design requirements, the comparison report of the actual measurement value and the standard value of each parameter is output.

10. A method of detecting a non-uniformly arranged crankshaft of a cylinder block according to claim 3, characterized by, The steps of obtaining multi-dimensional detection information of the crankshaft system, comprising: The distance between the main bearing seats is collected by a distance measuring tool, and at least three measurements are taken at each distance measuring point, and the average value of the three measurements is taken as the distance data of the point; The diameter of the cylinder hole is measured by a diameter measuring tool, and each position is measured twice, and the average value of the two measurements is taken as the diameter data of the position; The thickness of the crank arm is detected by a thickness measuring instrument, and three detection points are selected at different parts of the crank arm, and the average value of the thickness is taken as the thickness data of the crank arm; The vibration information of the crankshaft at different rotating speeds is collected by a vibration sensor, and the sensor is installed at the main bearing seat, and the continuous collection time is not less than ten minutes; The stress distribution information of the crankshaft is obtained by using a stress sensing element, and the sensing element is pasted on the crank arm and the main shaft neck of the crankshaft, and the engine running state is kept stable during the collection process.

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