A method, device and vehicle for monitoring a shock absorber of a diesel engine crankshaft

Abstract

The present application provides a monitoring method, device and vehicle for the shock absorber of a diesel engine crankshaft, and relates to the field of vehicle safety technology. The method comprises: installing a signal disk and a speed sensor at the front end of the diesel engine crankshaft. Using the speed sensor to collect the square wave signal formed when each tooth of the signal disk rotates, so as to obtain the collected data. According to the collected data and the pre-trained state monitoring model, it is determined whether the current shock absorber has failed. The state monitoring model is modeled using the principal component analysis method. Using this method, whether the shock absorber has failed can be monitored in real time, and the response speed is fast, which can prevent the damage of components caused by the failure of the shock absorber. In addition, the method is simple to implement, and only requires the additional addition of a signal disk and a speed sensor. The hardware cost is low, stable and reliable, and has high practicality.

Description

Technical Field

[0001] The present application relates to the field of vehicle safety technology, and in particular to a monitoring method, device and vehicle for a shock absorber of a diesel engine crankshaft. Background Art

[0002] The diesel engine crankshaft system is a typical elastic system with a certain natural frequency. When the diesel engine is running, the crankshaft will be subjected to the periodic excitation force, generating torsional vibration. When the excitation force frequency is the same as the crankshaft natural frequency, the crankshaft torsional vibration will be aggravated due to resonance. When the crankshaft torque increases to a certain extent, it may cause the crankshaft to be damaged.

[0003] In order to reduce the torsional vibration of the crankshaft, a crankshaft damper is installed at the front end of the crankshaft. However, when the crankshaft damper fails, the torsional vibration of the crankshaft will increase sharply, which will cause damage to the timing gear, camshaft or flywheel bolts of the diesel engine, and even cause serious shaft breakage accidents in severe cases.

[0004] Therefore, it is necessary to realize real-time monitoring of the crankshaft shock absorber, so as to timely detect abnormal state of the shock absorber and protect the diesel engine parts from being damaged due to failure of the shock absorber. At present, there are three main methods for monitoring the failure of the shock absorber. The first is to observe whether there is obvious damage and deformation on the appearance of the shock absorber; the second is to listen to the sound of the diesel engine when it is working. If the vibration is aggravated and the noise increases, it means that the shock absorber may have failed; the third is whether there is a temperature rise on the surface of the shock absorber. If there is no temperature rise, it means that the shock absorber has failed. However, the above three methods require the experience of the inspectors, the judgment is inaccurate, and the state of the shock absorber cannot be monitored in real time, and the alarm cannot be reported in time. When the problem is found, the shock absorber has already failed, which may have caused damage to the diesel engine parts. Summary of the invention

[0005] In order to solve the above-mentioned technical problems existing in the prior art, the present application provides a method, a device and a vehicle for monitoring the shock absorber of a diesel engine crankshaft, which can monitor in real time whether the shock absorber fails.

[0006] In the first aspect, the present application provides a method for monitoring the shock absorber of a diesel engine crankshaft, the method comprising: installing a signal disk and a speed sensor at the front end of the diesel engine crankshaft. Using the speed sensor to collect a square wave signal formed when each tooth of the signal disk rotates, to obtain collected data. Based on the collected data and a pre-trained state monitoring model, determine whether the shock absorber is currently failed, and the state monitoring model is modeled using principal component analysis.

[0007] The method provided by the present application can monitor whether the shock absorber fails in real time, with a fast response speed, and can prevent damage to components caused by shock absorber failure. In addition, the method is simple to implement, requiring only an additional signal disk and a speed sensor, with low hardware cost, stability and reliability, and high practicality.

[0008] In a possible implementation, determining whether the shock absorber is currently failed based on the collected data and a pre-trained state monitoring model specifically includes:

[0009] Grouping the collected data and obtaining a crankshaft angular displacement sequence for each group of the collected data, wherein the crankshaft angular displacement is a crankshaft angle that deviates from an original design of the crankshaft;

[0010] Acquire characteristic parameters according to each group of crankshaft angular displacement sequences;

[0011] The characteristic parameters are used as inputs of the condition monitoring model to determine whether the shock absorber is currently failed.

[0012] In a possible implementation, the characteristic parameter includes at least one of the following:

[0013] The maximum value of the crankshaft angular displacement sequence, the minimum value of the crankshaft angular displacement sequence, the average value of the crankshaft angular displacement sequence, the mode of the crankshaft angular displacement sequence, the variance of the crankshaft angular displacement sequence, the positive value ratio of the crankshaft angular displacement sequence, the negative value ratio of the crankshaft angular displacement sequence, the positive value average value of the crankshaft angular displacement sequence, the negative value average value of the crankshaft angular displacement sequence, the average value of the difference between adjacent groups of crankshaft angular displacement sequences, the maximum value of the difference between adjacent groups of crankshaft angular displacement sequences, the minimum value of the difference between adjacent groups of crankshaft angular displacement sequences, or the mode of the difference between adjacent groups of crankshaft angular displacement sequences.

[0014] In a possible implementation, the method further includes:

[0015] When it is determined that the shock absorber has failed, an alarm operation is performed.

[0016] In the second aspect, the present application also provides a monitoring device for a diesel engine crankshaft shock absorber, the device comprising a signal disk, a speed sensor and a controller. The signal disk is installed at the front end of the diesel engine crankshaft; the speed sensor is used to collect the square wave signal formed when each tooth of the signal disk rotates to obtain the collected data, and send the collected data to the controller; the controller is used to determine whether the shock absorber is currently failed based on the collected data and a pre-trained state monitoring model, and the state monitoring model is modeled using the principal component analysis method.

[0017] The device provided by the present application can monitor whether the shock absorber fails in real time, with a fast response speed, and can prevent damage to components caused by shock absorber failure. It is also simple to implement, requiring only an additional signal disk and speed sensor, and the controller can reuse the existing hardware on the vehicle, so the hardware cost is low, stable and reliable, and has high practicality.

[0018] In one possible implementation, the controller is specifically used to group the collected data and obtain a crankshaft angular displacement sequence for each group of the collected data, wherein the crankshaft angular displacement is a crankshaft angle that deviates from the original design of the crankshaft; obtain characteristic parameters based on each group of the crankshaft angular displacement sequence; and use the characteristic parameters as input of the state monitoring model to determine whether the shock absorber is currently failed.

[0019] In a possible implementation, the characteristic parameter includes at least one of the following:

[0020] The maximum value of the crankshaft angular displacement sequence, the minimum value of the crankshaft angular displacement sequence, the average value of the crankshaft angular displacement sequence, the mode of the crankshaft angular displacement sequence, the variance of the crankshaft angular displacement sequence, the positive value ratio of the crankshaft angular displacement sequence, the negative value ratio of the crankshaft angular displacement sequence, the positive value average value of the crankshaft angular displacement sequence, the negative value average value of the crankshaft angular displacement sequence, the average value of the difference between adjacent groups of crankshaft angular displacement sequences, the maximum value of the difference between adjacent groups of crankshaft angular displacement sequences, the minimum value of the difference between adjacent groups of crankshaft angular displacement sequences, or the mode of the difference between adjacent groups of crankshaft angular displacement sequences.

[0021] In a possible implementation, the monitoring device further includes an alarm. The alarm is electrically connected to the controller; and the controller is further configured to perform an alarm operation when it is determined that the shock absorber has failed.

[0022] In a possible implementation, the controller is an electronic control unit (Electronic Control Unit, ECU).

[0023] In a third aspect, the present application further provides a vehicle, the vehicle comprising a diesel engine crankshaft, a shock absorber, and a monitoring device for the diesel engine crankshaft shock absorber provided by the above implementation. The shock absorber is used to reduce the torsional vibration of the diesel engine crankshaft. The monitoring device is used to monitor the shock absorber in real time. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 A flow chart of a method for monitoring a diesel engine crankshaft damper provided in an embodiment of the present application;

[0025] Figure 2 A logic block diagram of shock absorber failure detection provided in an embodiment of the present application;

[0026] Figure 3 A schematic diagram of a monitoring device for a diesel engine crankshaft damper is also provided in an embodiment of the present application;

[0027] Figure 4 A schematic diagram of another monitoring device for a diesel engine crankshaft damper provided in an embodiment of the present application;

[0028] Figure 5 A schematic diagram of a vehicle provided in accordance with an embodiment of the present application. DETAILED DESCRIPTION

[0029] In order to enable those skilled in the art to more clearly understand the present application scheme, the application scenario of the present application technical scheme is first described below.

[0030] A diesel engine is an internal combustion engine that uses diesel as fuel. The crankshaft of a diesel engine is an important part of the diesel engine. The crankshaft receives the force from the connecting rod, converts it into torque output and drives other accessories on the engine. Therefore, the crankshaft is required to have sufficient strength and rigidity, and the journal surface must be wear-resistant, work evenly, and have good balance.

[0031] The diesel engine crankshaft system is a typical elastic system with a certain natural frequency. When the diesel engine is running, the crankshaft will be subjected to the periodic excitation force, generating torsional vibration. When the excitation force frequency is the same as the crankshaft natural frequency, the crankshaft torsional vibration will be aggravated due to resonance. When the crankshaft torque increases to a certain extent, it may cause the crankshaft to be damaged.

[0032] In order to reduce the torsional vibration of the crankshaft, a crankshaft damper is installed at the front end of the crankshaft. However, when the crankshaft damper fails, the torsional vibration of the crankshaft will increase sharply, which will cause damage to the timing gear, camshaft or flywheel bolts of the diesel engine, and even cause serious shaft breakage accidents in severe cases.

[0033] Therefore, it is necessary to monitor in real time whether the working state of the shock absorber is normal. To this end, the embodiment of the present application provides a monitoring method, device and vehicle for the shock absorber of a diesel engine crankshaft. The monitoring method can monitor in real time whether the shock absorber fails, has a fast response speed, and can prevent damage to components caused by the failure of the shock absorber. In addition, the method is simple to implement, requiring only the addition of a signal disk and a speed sensor, with low hardware cost, stability and reliability, and high practicality.

[0034] In order to enable persons skilled in the art to more clearly understand the solution of the present application, the technical solution in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0035] In the present application, unless otherwise clearly specified and limited, the term "connection" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0036] The embodiment of the present application provides a method for monitoring a diesel engine crankshaft damper, which is described below in conjunction with the accompanying drawings.

[0037] See also Figure 1 , which is a flow chart of a method for monitoring a diesel engine crankshaft damper provided in an embodiment of the present application.

[0038] The method comprises the following steps:

[0039] S101: Install the signal plate and speed sensor at the front end of the diesel engine crankshaft.

[0040] Among them, the speed sensor uses a magnetoresistor as a sensing element. When the object to be measured has raised (or recessed) magnetic or magnetically conductive materials, as the object to be measured rotates, the speed sensor outputs a pulse signal related to the rotation frequency, thereby achieving the purpose of speed measurement or displacement detection.

[0041] The signal disk is equivalent to the switch that controls the engine. The design and precise control of its phase angle play a vital role in the coordinated work of each cylinder of the engine. The signal disk provides a signal to the speed sensor. The embodiment of the present application does not limit the specific implementation method of the signal disk. In one possible implementation method, the signal disk can be a direct-reading signal disk. The direct-reading signal disk is a circular disk stamped from a steel plate and installed on the camshaft. The periphery of the signal disk is provided with a plurality of signal teeth.

[0042] S102: Using a rotation speed sensor to collect a square wave signal formed when each tooth of the signal disk rotates, to obtain collected data.

[0043] When the diesel engine is running, the crankshaft rotates, driving the signal disk to rotate. At this time, the speed sensor collects the square wave signal formed when each tooth of the signal disk rotates, and the collected result is also the collected data. In some embodiments, the speed sensor can continuously obtain the collected data in real time; in other embodiments, the speed sensor can intermittently obtain the collected data according to a preset period.

[0044] S103: Determine whether the current shock absorber fails based on the collected data and a pre-trained state monitoring model, where the state monitoring model is modeled using a principal component analysis method.

[0045] In a possible implementation, the collected data are first grouped, and a crankshaft angular displacement sequence of each group of collected data is obtained, where the crankshaft angular displacement is a crankshaft angle that deviates from an original design of the crankshaft.

[0046] Then, characteristic parameters are obtained according to each set of crankshaft angular displacement sequences.

[0047] The characteristic parameters include but are not limited to one or more of the following:

[0048] The maximum value of the crankshaft angular displacement sequence, the minimum value of the crankshaft angular displacement sequence, the average value of the crankshaft angular displacement sequence, the mode of the crankshaft angular displacement sequence, the variance of the crankshaft angular displacement sequence, the positive value ratio of the crankshaft angular displacement sequence, the negative value ratio of the crankshaft angular displacement sequence, the positive value average value of the crankshaft angular displacement sequence, the negative value average value of the crankshaft angular displacement sequence, the average value of the difference between adjacent groups of crankshaft angular displacement sequences, the maximum value of the difference between adjacent groups of crankshaft angular displacement sequences, the minimum value of the difference between adjacent groups of crankshaft angular displacement sequences, or the mode of the difference between adjacent groups of crankshaft angular displacement sequences.

[0049] The characteristic parameters are used as the input of the condition monitoring model to determine whether the current shock absorber is failed.

[0050] In practical applications, when acquiring characteristic parameters, the collected signals are grouped, and square wave signals of N cycles are grouped. The characteristic parameters of each group of signals are extracted. First, the crankshaft angular displacement sequence of each group of signals is calculated. The signal disk includes 120 teeth as an example. When the signal disk includes different numbers of teeth, the implementation method is similar and will not be repeated here. The calculation method is shown in the following formula:

[0051]

[0052] Among them, θ n Indicates the crankshaft angular displacement corresponding to the nth tooth, n is a positive integer, n = 1, 2, ..., 120. t c Indicates the time it takes for the signal disk to make one revolution, t n Indicates the time it actually takes to move to the nth tooth.

[0053] When using statistical analysis methods to study multivariate problems, too many variables will increase the complexity of the subject. Naturally, we hope to obtain more information with fewer variables. In many cases, there is a certain correlation between variables. When there is a certain correlation between two variables, it can be interpreted that the information reflected by these two variables on this subject has a certain overlap. Principal Component Analysis (PCA) is to delete redundant duplicate variables (closely related variables) for all the variables originally proposed, and establish as few new variables as possible, so that these new variables are unrelated to each other, and these new variables keep the original information as much as possible in reflecting the information of the subject.

[0054] The statistical method of trying to regroup the original variables into a group of new, mutually unrelated comprehensive variables, and taking out several fewer comprehensive variables according to actual needs to reflect as much information as possible from the original variables is called principal component analysis or principal component analysis, which is also a method used for dimensionality reduction in mathematics. In order to enable those skilled in the art to more clearly understand the technical solution of the present application, the process of modeling using principal component analysis is described below.

[0055] See also Figure 2 , which is a logic block diagram of shock absorber failure detection provided in an embodiment of the present application.

[0056] First, randomly select a few initial variable subsets from all the feature parameters for input and perform principal component analysis. The main steps are as follows:

[0057] Standardize the characteristic parameters, the specific formula is as follows:

[0058]

[0059] x is the original feature parameter, x * is the standardized characteristic parameter. μ is the expectation of x, and σ is the standard deviation of x.

[0060] Then calculate the covariance matrix of the sample and perform singular value decomposition on the result. The specific formula is as follows:

[0061]

[0062] Where X is the data matrix, n is the variable dimension, Λ=diag(λ1,λ2…,λ n ) is the diagonal matrix composed of eigenvalues, and P is the corresponding eigenvector matrix.

[0063] The number of principal components is selected by the cumulative variance contribution method, and the calculation formula is as follows:

[0064]

[0065] Among them, k≤n is the number of principal components selected.

[0066] Principal component analysis using T 2 The statistics are used for status monitoring, and the calculation formula is as follows:

[0067]

[0068] in x T is the data matrix after selecting the number of principal components, is the corresponding eigenvector matrix, and T 2 Threshold of statistic It can be calculated by the following formula:

[0069]

[0070] Among them, α is the significance level, 1-α is the confidence level, and F α (k,nk) is an F distribution with the first degree of freedom k and the second degree of freedom nk.

[0071] The detection logic of principal component analysis is to calculate the threshold through training feature data Use the data to be detected to calculate the statistics T of each set of feature parameters 2 ,when The current sample is considered invalid.

[0072] Use variable optimization algorithm: optimize the variables based on the initial variable subset and judgment accuracy, and select the most suitable variables for modeling:

[0073] a. Define the initial variable subset, that is, randomly select some variables from the total variables as variable subsets, and randomly create 20 variable subsets in total;

[0074] b. The judgment accuracy obtained by modeling using variable subsets to obtain the fitness of each variable subset;

[0075] c. Keep the top 10 variable subsets with the best fitness, and generate new variable subsets through mutual selection, hybridization, and mutation of subsets, and re-model to obtain the fitness of each newly generated variable subset;

[0076] d. Compare the fitness of the original variable subset and the newly generated variable subset, and retain the 20 variable subsets with larger fitness values;

[0077] e. Repeat steps b, c, and d to obtain the maximum fitness value;

[0078] f. Perform principal component analysis on the maximum fitness variable subset to obtain the final detection model.

[0079] During the real-time monitoring process, the speed sensor signal collected for N cycles is acquired and stored in the memory, the characteristic value is calculated and imported into the detection model for detection, and if the detection result is failure, it is determined that the shock absorber at this time has failed.

[0080] In some embodiments, the method further includes: performing an alarm operation when the shock absorber failure is confirmed to promptly remind the driver and reduce safety hazards.

[0081] The embodiments of the present application do not specifically limit the alarm operation. The alarm operation may be a ringing alarm, a vibration alarm, a flashing light alarm, a voice broadcast alarm, or displaying an alarm message on a screen inside the vehicle, etc. A combination of the above multiple alarm methods may also be used.

[0082] In summary, the method provided by the embodiment of the present application can monitor whether the shock absorber fails in real time, with a fast response speed, and can prevent damage to components caused by shock absorber failure. In addition, the method is simple to implement, requiring only an additional signal disk and a speed sensor, with low hardware cost, stability and reliability, and high practicality.

[0083] Based on the diesel engine crankshaft damper monitoring method provided in the above embodiment, the embodiment of the present application further provides a diesel engine crankshaft damper monitoring device, which is described in detail below with reference to the accompanying drawings.

[0084] See also Figure 3 , which is a schematic diagram of a monitoring device for a diesel engine crankshaft shock absorber provided in an embodiment of the present application.

[0085] The monitoring device for the shock absorber includes a signal disk 301 , a rotation speed sensor 302 and a controller 303 .

[0086] The signal disk 301 is installed at the front end of the diesel engine crankshaft 300 .

[0087] The rotation speed sensor 302 is used to collect the square wave signal formed when each tooth of the signal disk 301 rotates to obtain collected data, and send the collected data to the controller 303.

[0088] The controller 303 is used to determine whether the current shock absorber fails based on the collected data and the pre-trained state monitoring model.

[0089] The state monitoring model is modeled using the principal component analysis method. The specific modeling process can be found in the description in the above embodiments, and the embodiments of the present application will not be repeated here.

[0090] The controller 303 in the above embodiments of the present application can be an application specific integrated circuit (ASIC), a programmable logic device (PLD), a digital signal processor (DSP) or a combination thereof. The above PLD can be a complex programmable logic device (CPLD), a field programmable gate array (FPGA), a generic array logic (GAL) or any combination thereof, which is not specifically limited in the embodiments of the present application.

[0091] In a possible implementation, the controller 303 is an electronic control unit (ECU). In practical applications, the controller 303 can directly reuse the existing ECU of the current vehicle.

[0092] In a possible implementation, the controller 303 is specifically configured to group the collected data and obtain a crankshaft angular displacement sequence of each group of collected data.

[0093] Crankshaft angular displacement is the crankshaft angle that deviates from the original design of the crankshaft.

[0094] The controller 303 then obtains characteristic parameters according to each set of crankshaft angular displacement sequences, and uses the characteristic parameters as inputs of a state monitoring model to determine whether the current shock absorber has failed.

[0095] The characteristic parameters include at least one of the following:

[0096] The maximum value of the crankshaft angular displacement sequence, the minimum value of the crankshaft angular displacement sequence, the average value of the crankshaft angular displacement sequence, the mode of the crankshaft angular displacement sequence, the variance of the crankshaft angular displacement sequence, the positive value ratio of the crankshaft angular displacement sequence, the negative value ratio of the crankshaft angular displacement sequence, the positive value average value of the crankshaft angular displacement sequence, the negative value average value of the crankshaft angular displacement sequence, the average value of the difference between adjacent groups of crankshaft angular displacement sequences, the maximum value of the difference between adjacent groups of crankshaft angular displacement sequences, the minimum value of the difference between adjacent groups of crankshaft angular displacement sequences, or the mode of the difference between adjacent groups of crankshaft angular displacement sequences.

[0097] See also Figure 4 , which is a schematic diagram of another monitoring device for a diesel engine crankshaft shock absorber provided in an embodiment of the present application.

[0098] Furthermore, the monitoring device may also include an alarm 304 .

[0099] The alarm 304 is electrically connected to the controller 303 .

[0100] The controller 303 is also used to perform an alarm operation when it is determined that the shock absorber has failed.

[0101] The embodiment of the present application does not specifically limit the alarm method of the alarm 304. For example, the alarm can sound an alarm, vibrate an alarm, flash a light alarm, or give a voice broadcast alarm, or control the screen in the vehicle to display alarm information.

[0102] In summary, the monitoring device provided in the embodiment of the present application can monitor whether the shock absorber fails in real time, has a fast response speed, and can prevent damage to components caused by shock absorber failure. In addition, the method is simple to implement, requiring only an additional signal disk and a speed sensor, has low hardware cost, is stable and reliable, and has high practicality.

[0103] Based on the monitoring device for the diesel engine crankshaft shock absorber provided in the above embodiment, the embodiment of the present application further provides a vehicle, which will be described in detail below with reference to the accompanying drawings.

[0104] See also Figure 5 , which is a schematic diagram of a vehicle provided in an embodiment of the present application.

[0105] The illustrated vehicle 400 includes a diesel engine crankshaft 300 , a shock absorber 401 , and a monitoring device 402 for the shock absorber.

[0106] The monitoring device 402 of the shock absorber includes a signal disk, a rotation speed sensor and a controller.

[0107] For the specific implementation method and working principle of the shock absorber monitoring device 402, please refer to the relevant description in the above embodiments, and the embodiments of this application will not be repeated.

[0108] The embodiment of the present application provides a monitoring device for shock absorbers applied to the vehicle, which can monitor whether the shock absorbers are invalid in real time, has a fast response speed, and can prevent damage to components caused by the failure of the shock absorbers. In addition, the device is simple, requiring only an additional signal plate and a speed sensor, has low hardware cost, is stable and reliable, and has high practicality, thereby also improving the safety of the vehicle.

[0109] It should be understood that in the present application, "at least one (item)" means one or more, and "plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the objects associated before and after are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

[0110] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. The device embodiments described above are merely schematic, wherein the units and modules described as separate components may or may not be physically separated. In addition, some or all of the units and modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Those of ordinary skill in the art can understand and implement it without paying creative work.

[0111] The above is only a specific implementation of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A method for monitoring a shock absorber of a diesel engine crankshaft, characterized in that: The method comprises: A signal disc and a speed sensor are installed at the front end of the diesel engine crankshaft; The rotation speed sensor is used to collect the square wave signal formed when each tooth of the signal disk rotates, so as to obtain the collected data; Determining whether the shock absorber is currently failed based on the collected data and a pre-trained state monitoring model, wherein the state monitoring model is modeled using a principal component analysis method; Determining whether the shock absorber is currently failed based on the collected data and the pre-trained state monitoring model specifically includes: Grouping the collected data and obtaining a crankshaft angular displacement sequence for each group of the collected data, wherein the crankshaft angular displacement is a crankshaft angle that deviates from an original design of the crankshaft; Acquire characteristic parameters according to each group of crankshaft angular displacement sequences; The characteristic parameters are used as inputs of the condition monitoring model to determine whether the shock absorber is currently failed.

2. The monitoring method according to claim 1, characterized in that: The characteristic parameters include at least one of the following: The maximum value of the crankshaft angular displacement sequence, the minimum value of the crankshaft angular displacement sequence, the average value of the crankshaft angular displacement sequence, the mode of the crankshaft angular displacement sequence, the variance of the crankshaft angular displacement sequence, the positive value ratio of the crankshaft angular displacement sequence, the negative value ratio of the crankshaft angular displacement sequence, the positive value average value of the crankshaft angular displacement sequence, the negative value average value of the crankshaft angular displacement sequence, the average value of the difference between adjacent groups of crankshaft angular displacement sequences, the maximum value of the difference between adjacent groups of crankshaft angular displacement sequences, the minimum value of the difference between adjacent groups of crankshaft angular displacement sequences, or the mode of the difference between adjacent groups of crankshaft angular displacement sequences.

3. The monitoring method according to claim 1, characterized in that: The method further comprises: When it is determined that the shock absorber has failed, an alarm operation is performed.

4. A monitoring device for a diesel engine crankshaft damper, characterized in that: The monitoring device comprises: a signal disk, a rotation speed sensor and a controller; The signal disc is installed at the front end of the diesel engine crankshaft; The rotation speed sensor is used to collect the square wave signal formed when each tooth of the signal disk rotates to obtain collected data, and send the collected data to the controller; The controller is used to determine whether the shock absorber is currently failed based on the collected data and a pre-trained state monitoring model, wherein the state monitoring model is modeled using a principal component analysis method; The controller is specifically used to group the collected data and obtain a crankshaft angular displacement sequence for each group of the collected data, wherein the crankshaft angular displacement is a crankshaft angle that deviates from an original design of the crankshaft; obtain characteristic parameters according to each group of the crankshaft angular displacement sequence; and use the characteristic parameters as input of the state monitoring model to determine whether the shock absorber is currently failed.

5. The monitoring device according to claim 4, characterized in that: The characteristic parameters include at least one of the following: The maximum value of the crankshaft angular displacement sequence, the minimum value of the crankshaft angular displacement sequence, the average value of the crankshaft angular displacement sequence, the mode of the crankshaft angular displacement sequence, the variance of the crankshaft angular displacement sequence, the positive value ratio of the crankshaft angular displacement sequence, the negative value ratio of the crankshaft angular displacement sequence, the positive value average value of the crankshaft angular displacement sequence, the negative value average value of the crankshaft angular displacement sequence, the average value of the difference between adjacent groups of crankshaft angular displacement sequences, the maximum value of the difference between adjacent groups of crankshaft angular displacement sequences, the minimum value of the difference between adjacent groups of crankshaft angular displacement sequences, or the mode of the difference between adjacent groups of crankshaft angular displacement sequences.

6. The monitoring device according to claim 5, characterized in that: The monitoring device also includes an alarm; The alarm is electrically connected to the controller; The controller is also used to perform an alarm operation when it is determined that the shock absorber has failed.

7. The monitoring device according to claim 5, characterized in that: The controller is an electronic control unit ECU.

8. A vehicle, characterized in that: The vehicle comprises: a diesel engine crankshaft, a shock absorber, and a monitoring device for the diesel engine crankshaft shock absorber according to any one of claims 4 to 7; The shock absorber is used to reduce the torsional vibration of the diesel engine crankshaft; The monitoring device for the diesel engine crankshaft shock absorber is used for real-time monitoring of the shock absorber.

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