Crankshaft and adjustable ignition advance angle ignition signal triggering device

Abstract

The utility model provides a kind of crankshaft and adjustable ignition advance angle ignition signal trigger device, the present design solves the difficulty of learner to the concept understanding of "initial ignition advance angle", "basic ignition advance angle" and "corrected ignition advance angle" with intuitive, practical training mode, provides help to detection signal mode, method, provides detection basis for fuel automobile maintenance technical personnel to master fault diagnosis and elimination method, to improve the power and economic type of fuel automobile, it includes base, the top of the base is fixedly installed with two supports, the top of two supports is fixedly installed with bearing seat, same crankshaft is rotatably installed on two bearing seats, first cylinder, second cylinder, third cylinder and fourth cylinder are provided on the crankshaft, signal disc is installed on the left end of the crankshaft, the right end of the crankshaft is installed with crank handle, the top of the base is provided with sensor mounting bracket, crank position sensor is installed on the sensor mounting bracket.

Description

Technical Field

[0001] This utility model relates to the field of road traffic vehicle application and maintenance technology in the transportation sector, and in particular to a crankshaft and an adjustable ignition advance angle ignition signal triggering device. Background Technology

[0002] The traditional manufacturing model for domestic automotive teaching equipment involves directly connecting all sensors, actuators, and the engine control unit (ECU) to form a hidden wiring harness. This makes it difficult to locate and test the function of sensor and ECU pins, causing numerous inconveniences for teaching and understanding, and affecting the improvement of teaching quality. In particular, when teaching "ignition advance angle," it is difficult to understand the concepts of "initial ignition advance angle," "basic ignition advance angle," and "corrected ignition advance angle" through lectures and videos alone. Auxiliary automotive teaching equipment can only show the crankshaft position sensor and signal disc, making it difficult to explain the extent of their influence on ignition advance angle and the relationships between them, which greatly reduces the effectiveness of classroom teaching. Utility Model Content

[0003] To address the shortcomings of existing technologies, this utility model solves the following technical problem: The traditional manufacturing method of domestic automotive teaching equipment involves directly connecting all sensors, actuators, and engine control units (ECUs) to form a hidden wiring harness, making it difficult to locate and detect the function of sensor and control unit pins, which brings many inconveniences to teaching and understanding. This invention provides a crankshaft and adjustable ignition advance angle ignition signal triggering device.

[0004] To achieve the above objectives, this utility model provides: A crankshaft and adjustable ignition advance angle ignition signal triggering device includes a base. Two brackets are fixedly mounted on the top of the base. Each bracket has a bearing seat fixedly mounted on its top. The same crankshaft is rotatably mounted on the two bearing seats. The crankshaft has a first cylinder, a second cylinder, a third cylinder, and a fourth cylinder. A signal disk is mounted on the left end of the crankshaft, and a crank handle is mounted on the right end of the crankshaft. A sensor mounting bracket is provided on the top of the base, and a crankshaft position sensor is mounted on the sensor mounting bracket. The crankshaft position sensor cooperates with the signal disk.

[0005] Preferably, a crankshaft centerline is provided on the crankshaft, and a signal disk centerline is provided on the signal disk, with the center of the signal disk centerline aligned with the crankshaft.

[0006] Preferably, the semi-circular dial has a center line that coincides with the center line of the signal dial.

[0007] Preferably, the gap between the crankshaft position sensor and the signal disk is 2mm.

[0008] Preferably, the crankshaft position sensor is provided with a center line that intersects the crankshaft center line perpendicularly.

[0009] Preferably, a shielding wire, a negative signal wire, and a positive signal wire are welded to the top of the base, and the shielding wire, the negative signal wire, and the positive signal wire are all electrically connected to the crankshaft position sensor.

[0010] Preferably, the semicircular dial is divided into 180 scales in units of 10. The 0 scale line is at the center of the arc, 90 degrees to the left and right. Angles are marked every 10 scales. The 0 scale line coincides with the vertical line between the top dead center of the first cylinder of the crankshaft model and the center line of the crankshaft. The semicircular dial is then fixed.

[0011] Compared with the prior art, the advantages of this utility model are: 1. Pioneering mechanical ignition advance angle visual adjustment system By precisely matching the rotatable signal disc with the 180° semi-circular dial (with a scale accuracy of 1°), the physical adjustment of the "angle between the missing tooth position and the top dead center of cylinder one" can be achieved (adjustable from 0° to 90°). Addressing industry pain points: Transforming abstract ECU control parameters (ignition advance angle) into intuitive mechanical angles, overcoming the problem of "ignition advance angle being invisible and difficult to demonstrate" in traditional teaching.

[0012] 2. The crankshaft position sensor maintains a standard 2mm gap with the signal disc, ensuring the output signal perfectly matches the input requirements of the actual engine ECU. It provides standardized interfaces for shielded wires, negative signal wires, and positive signal wires, which can be directly connected to real engine control units, ignition modules, and other equipment to achieve a seamless connection between "teaching aids and real vehicles".

[0013] 3. By adjusting the tooth gap angle, students can verify this themselves: Basic ignition advance angle (initial angle setting) Correcting ignition advance angle (dynamic adjustment when operating conditions change) It intuitively demonstrates the entire logic chain from "signal missing tooth position → ECU cylinder determination → ignition timing output", deepening the understanding of electronic ignition timing. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the structure of this design; Figure 2 This is a schematic diagram of the signal disk structure in this design; Figure 3 This is a schematic diagram of the semi-circular dial in this design.

[0015] In the diagram: 1. Base; 11. Bracket; 12. Bearing seat; 2. Crankshaft; 21. Cylinder 1; 22. Cylinder 2; 23. Cylinder 3; 24. Cylinder 4; 25. Crank handle; 3. Shielded wire; 4. Negative signal wire; 5. Positive signal wire; 6. Signal disk; 61. Signal disk center line; 7. Crankshaft position sensor; 71. Sensor mounting bracket; 8. Crankshaft center line; 9. Semicircular dial; 91. Dial center line. Detailed Implementation

[0016] The embodiments of this utility model will be further described in detail below with reference to the accompanying drawings.

[0017] See Figure 1-3 As shown, a crankshaft and adjustable ignition advance angle ignition signal triggering device includes a base 1. Two brackets 11 are fixedly installed on the top of the base 1. Each bracket 11 has a bearing seat 12 fixedly installed on its top. The same crankshaft 2 is rotatably mounted on the two bearing seats 12. The crankshaft 2 is provided with a first cylinder 21, a second cylinder 22, a third cylinder 23, and a fourth cylinder 24. A signal disk 6 is installed on the left end of the crankshaft 2, and a crank handle 25 is installed on the right end of the crankshaft 2. A sensor mounting bracket 71 is provided on the top of the base 1. A crankshaft position sensor 7 is installed on the sensor mounting bracket 71, and the crankshaft position sensor 7 cooperates with the signal disk 6.

[0018] In this embodiment, a crankshaft centerline 8 is provided on the crankshaft 2, and a signal disk centerline 61 is provided on the signal disk 6. The center position of the signal disk centerline 61 is aligned with the crankshaft 2.

[0019] In this embodiment, a center line 91 is provided on the semi-circular dial 9, and the center line 91 of the dial coincides with the center line 61 of the signal disk.

[0020] Specifically, the radius of the semicircular dial 9 is 7.5cm.

[0021] In this embodiment, the gap between the crankshaft position sensor 7 and the signal disk 6 is 2mm.

[0022] Specifically, signal disk 6 has 58 teeth, with 2 missing teeth.

[0023] In this embodiment, a centerline is provided on the crankshaft position sensor 7, and the centerline intersects the crankshaft centerline 8 perpendicularly.

[0024] In this embodiment, a shielding wire 3, a negative signal wire 4, and a positive signal wire 5 are welded to the top of the base 1. The shielding wire 3, the negative signal wire 4, and the positive signal wire 5 are all electrically connected to the crankshaft position sensor 7.

[0025] In this embodiment, the semicircular dial 9 is divided into 10 units and 180 scales are drawn. The 0 scale line is at the center of the arc, 90 degrees to the left and right. Angles are marked every 10 scales. The 0 scale line coincides with the vertical line between the top dead center of the first cylinder of the crankshaft model and the center line of the crankshaft. The semicircular dial 9 is then fixed.

[0026] During operation, the angle between the radius line of the missing tooth position on signal disc 6 and the line connecting the top dead center of cylinder 1 and the crankshaft centerline (the angle between the missing tooth and the top dead center of cylinder 1) can be adjusted, meaning the initial ignition advance angle is variable. The gap between crankshaft position sensor 7 and signal disc 6 is approximately 2mm. During practical training, crankshaft 2 and the adjustable ignition advance angle ignition signal triggering device are connected to the corresponding pins of the engine control unit using plug-in wires. Simultaneously, the ignition module is correctly connected as required. Changing the angle between the missing tooth and the top dead center of cylinder 1 introduces the concepts of "basic ignition advance angle" and "corrected ignition advance angle." By changing the angle between the missing tooth position on the crankshaft position sensor signal disc and the top dead center of cylinder 1 on the crankshaft model, the difficulty of explaining the "ignition advance angle" is solved. Based on the circuit diagram, by connecting various sensor and actuator circuits, learners can more intuitively learn and experience the control methods and detection methods of the engine control unit's input and output signals.

[0027] This utility model is not limited to the above-described preferred embodiment. Anyone can derive other products in various forms under the guidance of this utility model. However, regardless of any changes made in its shape or structure, any technical solution that is the same as or similar to this utility model is within its protection scope.

Claims

1. A crankshaft and adjustable ignition advance angle ignition signal triggering device, comprising a base (1), wherein two brackets (11) are fixedly mounted on the top of the base (1), characterized in that: The top of each of the two brackets (11) is fixedly mounted with a bearing seat (12), and the same crankshaft (2) is rotatably mounted on the two bearing seats (12). The crankshaft (2) is provided with a first cylinder (21), a second cylinder (22), a third cylinder (23) and a fourth cylinder (24). A signal disk (6) is mounted on the left end of the crankshaft (2), and a rocker arm (25) is mounted on the right end of the crankshaft (2). A sensor mounting bracket (71) is provided on the top of the base (1), and a crankshaft position sensor (7) is mounted on the sensor mounting bracket (71). The crankshaft position sensor (7) cooperates with the signal disk (6).

2. The crankshaft and adjustable ignition advance angle ignition signal triggering device according to claim 1, characterized in that: The crankshaft (2) is provided with a crankshaft centerline (8), and the signal disk (6) is provided with a signal disk centerline (61). The center position of the signal disk centerline (61) is aligned with the crankshaft (2).

3. The crankshaft and adjustable ignition advance angle ignition signal triggering device according to claim 1, characterized in that: It also includes a semi-circular dial (9), on which a dial center line (91) is provided, which coincides with the signal dial center line (61).

4. The crankshaft and adjustable ignition advance angle ignition signal triggering device according to claim 1, characterized in that: The gap between the crankshaft position sensor (7) and the signal disk (6) is 2mm.

5. The crankshaft and adjustable ignition advance angle ignition signal triggering device according to claim 1, characterized in that: The crankshaft position sensor (7) has a center line that intersects perpendicularly with the crankshaft center line (8).

6. The crankshaft and adjustable ignition advance angle ignition signal triggering device according to claim 1, characterized in that: The top of the base (1) is welded with a shielding wire (3), a negative signal wire (4) and a positive signal wire (5), which are all electrically connected to the crankshaft position sensor (7).

7. The crankshaft and adjustable ignition advance angle ignition signal triggering device according to claim 3, characterized in that: The semicircular dial (9) is divided into 10 units and has 180 graduations. The 0 graduation line is at the center of the arc, 90 degrees to the left and right, and the angle is marked every 10 graduations.

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