Methods, devices, equipment and systems for monitoring the condition of overrunning clutches

Abstract

This application discloses a method, apparatus, device, and system for monitoring the state of an overrunning clutch. First, based on the first and second rotational speeds of the driven end (i.e., pulley or gear) within a power stroke, the vibration-damped speed fluctuation amplitude of the driven end is determined. Then, based on the vibration-damping principle of the overrunning clutch, the original speed fluctuation amplitude of the driven end is determined from the first rotational speed and the equivalent average speed of the driven end. Based on the difference between the speed fluctuation amplitudes before and after vibration-damping and the original speed fluctuation amplitude, the equivalent damping rate of the overrunning clutch is determined. Finally, based on the equivalent damping rate, it is determined whether the overrunning clutch has failed, and in the event of failure, a signal characterizing the overrunning clutch failure is output. This solution represents the real-time state of the overrunning clutch with the real-time vibration-damping effect, enabling timely detection of overrunning clutch failure and achieving the task of real-time monitoring of the overrunning clutch state on a power stroke basis.

Description

Technical Field

[0001] This application relates to the field of overrunning clutch technology, and more specifically, to an overrunning clutch status monitoring method, device, equipment and system. Background Technology

[0002] Increased engine shaft system excitation will increase crankshaft speed fluctuation, which in turn increases the speed fluctuation of the pulley and gear systems transmitted by the crankshaft. This leads to increased loads on pulley and gear system accessories and reduces the reliability of the pulley and gear systems driven by the crankshaft.

[0003] To improve reliability, overrunning clutches are typically installed between the engine crankshaft and pulleys, and between the engine crankshaft and gears, to reduce the speed fluctuations transmitted from the crankshaft to the pulley and gear systems. Based on the damping performance of the overrunning clutches, this approach can improve reliability to some extent; however, the speed fluctuations in the pulley and gear systems can still worsen, affecting their overall reliability. Summary of the Invention

[0004] In view of the above problems, this application is made to provide a method, apparatus, device and system for monitoring the state of an overrunning clutch, which can realize the task of real-time monitoring of the state of the overrunning clutch, so as to solve the above problems.

[0005] The specific plan is as follows:

[0006] Firstly, a method for monitoring the state of an overrunning clutch is provided, applied to a transmission system. The transmission system includes: an overrunning clutch, a driving end connected to the outer race of the overrunning clutch, and a driven end connected to the inner race of the overrunning clutch, wherein the driving end is a crankshaft of an engine, and the driven end is a pulley or a gear. The method for monitoring the state of the overrunning clutch includes:

[0007] The first rotational speed and the second rotational speed of the driven end are obtained. The first rotational speed is the maximum rotational speed corresponding to the power stroke of the target cylinder, and the second rotational speed is the minimum rotational speed corresponding to the power stroke of the target cylinder. The target cylinder is the cylinder of the engine that is currently in the power stroke.

[0008] Based on the rotational speed data of the active end, determine the average rotational speed of the active end corresponding to the power stroke of the target cylinder;

[0009] Obtain the preset transmission speed ratio between the driven end and the driving end, and calculate the product of the transmission speed ratio and the average speed of the driving end as the equivalent average speed of the driven end;

[0010] The equivalent damping rate of the overrunning clutch is calculated by calling the first expression, which is F = (|N t -N A |-|N d -N A |) / (2×|N t -N A |), where parameter F represents the equivalent vibration reduction rate, and parameter N t Represents the first rotational speed, parameter N A The equivalent average rotational speed is represented by parameter N. d This indicates the second rotational speed;

[0011] Based on the equivalent damping rate, determine whether the overrunning clutch has failed;

[0012] In the event of failure of the overrunning clutch, an alarm signal is output, which is used to characterize the failure of the overrunning clutch.

[0013] Secondly, a monitoring device for the condition of an overrunning clutch is provided, applied to a transmission system. The transmission system includes: an overrunning clutch, a driving end connected to the outer race of the overrunning clutch, and a driven end connected to the inner race of the overrunning clutch. The driving end is a crankshaft of an engine, and the driven end is a pulley or gear. The monitoring device for the condition of the overrunning clutch includes:

[0014] The driven end speed acquisition unit is used to acquire the first speed and the second speed of the driven end. The first speed is the maximum speed corresponding to the power stroke of the target cylinder, and the second speed is the minimum speed corresponding to the power stroke of the target cylinder. The target cylinder is the cylinder of the engine that is currently in the power stroke.

[0015] The driven end average speed acquisition unit is used to determine the average speed of the driving end corresponding to the power stroke of the target cylinder based on the speed data of the driving end; acquire a preset transmission speed ratio between the driven end and the driving end; and calculate the product of the transmission speed ratio and the average speed of the driving end as the equivalent average speed of the driven end.

[0016] The equivalent damping rate calculation unit is used to call the first expression to calculate the equivalent damping rate of the overrunning clutch. The first expression is F=(|N t -N A |-|N d -N A |) / (2×|N t -N A |), where parameter F represents the equivalent vibration reduction rate, and parameter N tRepresents the first rotational speed, parameter N A The equivalent average rotational speed is represented by parameter N. d This indicates the second rotational speed;

[0017] The failure state determination unit is used to determine whether the overrunning clutch has failed based on the equivalent damping rate.

[0018] An alarm unit is used to output an alarm signal in the event of failure of the overrunning clutch, the alarm signal being used to characterize the failure of the overrunning clutch.

[0019] Thirdly, an overrunning clutch status monitoring device is provided, including: a memory and a processor;

[0020] The memory is used to store programs;

[0021] The processor is used to execute the program to implement the various steps of the above-described overrunning clutch state monitoring method.

[0022] Fourthly, a monitoring system for the condition of an overrunning clutch is provided, applied to a transmission system. The transmission system includes: an overrunning clutch, a driving end connected to the outer race of the overrunning clutch, and a driven end connected to the inner race of the overrunning clutch, wherein the driving end is a crankshaft of an engine, and the driven end is a pulley or gear. The monitoring system for the condition of the overrunning clutch includes:

[0023] A first speed sensor is installed at the active end to measure the rotational speed of the active end;

[0024] A second speed sensor is installed at the driven end to measure the rotational speed of the driven end;

[0025] A monitoring device for the overrunning clutch state, connected to both the first and second speed sensors, is configured to: acquire a first rotational speed and a second rotational speed of the driven end, wherein the first rotational speed is the maximum rotational speed corresponding to the power stroke of the target cylinder, and the second rotational speed is the minimum rotational speed corresponding to the power stroke of the target cylinder, and the target cylinder is the cylinder of the engine currently in its power stroke; determine the average rotational speed of the driving end corresponding to the power stroke of the target cylinder based on the rotational speed data of the driving end; acquire a preset transmission ratio between the driven end and the driving end, calculate the product of the transmission ratio and the average rotational speed of the driving end as the equivalent average rotational speed of the driven end; and calculate the equivalent damping rate of the overrunning clutch by calling a first expression, wherein the first expression is F = (|N t -N A |-|N d -N A |) / (2×|Nt -N A |), where parameter F represents the equivalent vibration reduction rate, and parameter N t Represents the first rotational speed, parameter N A The equivalent average rotational speed is represented by parameter N. d The second rotational speed is indicated; based on the equivalent damping rate, it is determined whether the overrunning clutch has failed; in the event of overrunning clutch failure, an alarm signal is output, the alarm signal being used to characterize the overrunning clutch failure.

[0026] Using the above technical solution, this application monitors the state of the overrunning clutch based on the engine's power stroke. Specifically, based on the first and second rotational speeds of the driven end (i.e., pulley or gear) within the power stroke, the rotational speed fluctuation amplitude of the driven end after vibration reduction is determined. Based on the vibration reduction principle of the overrunning clutch, the rotational speed fluctuation amplitude of the driven end before vibration reduction is determined from the first rotational speed and the equivalent average rotational speed of the driven end. Then, based on the difference between the rotational speed fluctuation amplitudes before and after vibration reduction and the rotational speed fluctuation amplitude before vibration reduction, the equivalent vibration reduction rate of the overrunning clutch is determined. This equivalent vibration reduction rate characterizes the vibration reduction effect of the overrunning clutch within the power stroke. Finally, based on the equivalent vibration reduction rate, it is determined whether the overrunning clutch has failed, i.e., the real-time vibration reduction effect of the overrunning clutch represents its real-time state. In the event of overrunning clutch failure, a signal characterizing the failure of the overrunning clutch is output. This solution can sense the vibration reduction effect of the overrunning clutch in real time, and then determine the failure of the overrunning clutch if the vibration reduction effect of the overrunning clutch does not meet the vibration reduction requirements. This solution can reduce the possibility of the driven end speed fluctuation deterioration caused by the failure of the overrunning clutch to a certain extent, thereby improving the reliability of the pulley system and gear system. Attached Figure Description

[0027] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0028] Figure 1 An example is a schematic diagram of an overrunning clutch;

[0029] Figure 2 An example is provided showing the fluctuation curves of the inner and outer race speeds of an overrunning clutch;

[0030] Figure 3 A flowchart illustrating an overrunning clutch state monitoring method provided in this application embodiment;

[0031] Figure 4 A flowchart illustrating an overrunning clutch state monitoring method provided in this application embodiment;

[0032] Figure 5 An example of a three-dimensional curve of a vibration reduction model is shown;

[0033] Figure 6 A schematic diagram of an overrunning clutch status monitoring device provided in this application embodiment;

[0034] Figure 7 This is a schematic diagram of the overrunning clutch status monitoring device provided in an embodiment of this application. Detailed Implementation

[0035] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0036] The overrunning clutch in this application embodiment can be a roller overrunning clutch or other types of overrunning clutch. Figure 1 An example is a schematic diagram of a roller-type overrunning clutch, such as... Figure 1 As shown, a roller-type overrunning clutch may include: an outer ring 1.1, an inner ring 1.2, a roller 1.3, a spring 1.4, and a cage 1.5. In the transmission system, the outer ring 1.1 and the inner ring 1.2 are connected to different shafts, therefore, the outer ring 1.1 and the inner ring 1.2 can have different rotational speeds. If the rotational speed of the outer ring 1.1 is greater than the rotational speed of the inner ring 1.2, the roller 1.3 will engage between the outer ring 1.1 and the inner ring 1.2, and then the outer ring 1.1 and the inner ring 1.2 will rotate together; if the rotational speed of the outer ring 1.1 is less than the rotational speed of the inner ring 1.2, the roller 1.3 will disengage from the outer ring 1.1 and the inner ring 1.2, and then the outer ring 1.1 and the inner ring 1.2 will rotate at their respective rotational speeds.

[0037] Figure 2 An example is provided showing the fluctuation curves of the inner and outer race speeds of an overrunning clutch. It should be noted that the speed fluctuations described in this application can refer to the angular velocity form of torsional vibration of the shaft system. Combining the above content and... Figure 2 As shown, it can be determined that the fluctuation range of the inner race speed of the overrunning clutch is smaller than that of the outer race speed. Therefore, by placing an overrunning clutch between the crankshaft and the pulley (or gear), the speed fluctuation transmitted from the crankshaft to the pulley (or gear) can be reduced to a certain extent.

[0038] Based on the above, the inventors discovered through research that during the operation of the overrunning clutch, wear may occur, leading to a decrease in its vibration damping effect, or even a complete loss of vibration damping. This results in worsened speed fluctuations in the pulley and gear systems, affecting their reliability. In other words, the reliability of the overrunning clutch is a crucial factor affecting the reliability of the pulley and gear systems.

[0039] To avoid the deterioration of speed fluctuations in pulley and gear systems caused by overrunning clutch failure, the inventors believe it is necessary to monitor the real-time status of the overrunning clutch so that users can be notified in time that the overrunning clutch has failed and can replace it in a timely manner, thereby improving the reliability of pulley and gear systems.

[0040] Based on this, embodiments of this application provide a method, apparatus, device, and system for monitoring the state of an overrunning clutch, to achieve real-time monitoring of the overrunning clutch's state. Furthermore, since the primary function of the overrunning clutch is vibration damping, this application uses the vibration damping effect of the overrunning clutch to represent its state.

[0041] Figure 3 This is a flowchart illustrating a method for monitoring the state of an overrunning clutch according to an embodiment of this application. The method can be applied to a transmission system, which includes an overrunning clutch, a driving end, and a driven end. The driving end is connected to the outer race of the overrunning clutch and can be the crankshaft of an engine; the driven end is connected to the inner race of the overrunning clutch and can be a pulley or a gear. Figure 3 As shown, the method may include the following steps:

[0042] Step S101: Obtain the first rotational speed and the second rotational speed of the driven end.

[0043] Wherein, the first rotational speed is the maximum rotational speed corresponding to the power stroke of the target cylinder, which can be the peak value of the rotational speed fluctuation caused by the work done by the combustion gases in the target cylinder on the piston. The second rotational speed is the minimum rotational speed corresponding to the power stroke of the target cylinder, which can be the trough value of the rotational speed fluctuation caused by the work done by the combustion gases in the target cylinder on the piston. The target cylinder is the cylinder of the engine currently in its power stroke. It should be noted that in a multi-cylinder engine, each cylinder is in its power stroke sequentially. That is to say, at a certain moment, compared with the movement of cylinders in other strokes, the work done by the combustion gases in the cylinder in its power stroke is an important factor affecting the current rotational fluctuation amplitude. Therefore, this application determines the first and second rotational speeds based on the power stroke of the target cylinder, and calculates the equivalent damping rate of the overrunning clutch in units of the power stroke of each cylinder of the engine.

[0044] Step S102: Calculate the equivalent average speed of the driven end based on the speed data and transmission ratio of the driving end.

[0045] It should be noted that this application determines the vibration reduction effect of the overrunning clutch by comparing the speed fluctuations before and after vibration reduction using the overrunning clutch. However, in practical applications, it is difficult to obtain the driven end speed fluctuations before vibration reduction (i.e., before vibration reduction) without using the overrunning clutch. To solve this problem, this application, based on the unidirectional vibration reduction characteristics of the overrunning clutch, where the peak speed fluctuations of the driven end before and after vibration reduction are approximately the same, determines the driven end speed fluctuations before vibration reduction by using the peak speed of the driven end after vibration reduction and the average speed of the driven end before vibration reduction. Since the speed fluctuations of the driving end can be directly transmitted to the driven end before vibration reduction when the overrunning clutch is not used (i.e., before vibration reduction), the speed fluctuations of the two ends are approximately the same before vibration reduction. Therefore, by using the transmission speed ratio between the driven end and the driving end, the average speed of the driven end before vibration reduction can be obtained by mapping the average speed of the driving end after vibration reduction, i.e., the equivalent average speed of the driven end.

[0046] Based on the above, step S102 may include the following steps:

[0047] The first step is to determine the average rotational speed of the active end corresponding to the power stroke of the target cylinder based on the rotational speed data of the active end.

[0048] It should be noted that the rotational speed waveform of the active end is close to a sine wave, and the average rotational speed of the active end can be the average of the peak value of the rotational speed fluctuation and the valley value of the rotational speed fluctuation of the active end.

[0049] The second step is to obtain the preset transmission speed ratio between the driven end and the driving end, and calculate the product of the transmission speed ratio and the average speed of the driving end as the equivalent average speed of the driven end.

[0050] Step S103: Call the first expression to calculate the equivalent damping rate of the overrunning clutch.

[0051] Specifically, the first expression is F = (|N t -N A |-|N d -N A |) / (2×|N t -N A |), where parameter F represents the equivalent vibration reduction rate, and parameter N t Represents the first rotational speed, parameter N A The equivalent average rotational speed is represented by parameter N. d This indicates the second rotational speed.

[0052] It should be noted that the equation (|N)t -N A |-|N d -N A |) can be the formula (2×|N) t -N A |-|N t -N d The simplified result of |) represents the difference in the driven end speed fluctuation range before and after vibration reduction, which is the vibration reduction amount of the overrunning clutch. Then, the ratio of the vibration reduction amount to the fluctuation amplitude before vibration reduction is taken as the equivalent vibration reduction rate. Optionally, other forms can also be used to represent the equivalent vibration reduction rate of the overrunning clutch, for example, the vibration reduction amount and |N t -N A The ratio of |.

[0053] Step S104: Determine whether the overrunning clutch has failed based on the equivalent damping rate.

[0054] Optionally, if the equivalent damping rate is less than or equal to a preset damping rate threshold, the overrunning clutch is determined to have failed; otherwise, the overrunning clutch is determined not to have failed. Based on the above, increasing the damping rate threshold can increase the sensitivity to overrunning clutch failure.

[0055] Step S105: In the event of failure of the overrunning clutch, an alarm signal is output.

[0056] The alarm signal is used to indicate that the overrunning clutch has failed. For example, a user can replace the overrunning clutch after receiving the alarm signal.

[0057] The above method monitors the overrunning clutch status using the engine's power stroke as the unit. Specifically, utilizing the overrunning clutch's vibration damping principle, the driven end's speed fluctuation amplitude before vibration damping is determined based on the peak value of the driven end's speed fluctuation after vibration damping and the average speed of the driving end after vibration damping, without needing to test the driven end's speed before vibration damping. Then, based on the peak value and trough value of the driven end's speed fluctuation after vibration damping, the driven end's speed fluctuation amplitude after vibration damping is determined. Next, based on the difference between the speed fluctuation amplitudes before and after vibration damping and the speed fluctuation amplitude before vibration damping, the equivalent damping rate of the overrunning clutch is determined. This equivalent damping rate characterizes the overrunning clutch's vibration damping effect within the power stroke. Finally, based on the equivalent damping rate, it is determined whether the overrunning clutch has failed; that is, the real-time vibration damping effect of the overrunning clutch represents its real-time state, and in the event of overrunning clutch failure, a signal characterizing the overrunning clutch failure is output.

[0058] The aforementioned method can perceive the vibration reduction effect of the overrunning clutch in real time, and then use the real-time vibration reduction effect of the overrunning clutch to represent the real-time state of the overrunning clutch. Therefore, applying the solution of this application can, to a certain extent, reduce the possibility of deterioration in the driven end speed fluctuation caused by overrunning clutch failure, thereby improving the reliability of pulley systems and gear systems. Furthermore, the solution of this application can also be applied to other scenarios using overrunning clutch transmission and vibration reduction to achieve overrunning clutch monitoring tasks in other scenarios.

[0059] In some embodiments provided in this application, step S101 above, obtaining the first rotational speed of the driven end and the second rotational speed of the driven end, may include the following steps:

[0060] Step A: Based on the phase information of the engine camshaft, determine the first angle corresponding to the compression top dead center of the target cylinder.

[0061] The phase information of the camshaft can be obtained by measuring the camshaft position sensor.

[0062] Step B: Calculate the sum of the first angle and the first preset angle, and use it as the first target angle.

[0063] Since ignition typically occurs 10° to 15° after the top dead center of the compression stroke, the first preset angle can be 10° to 15°. The first target angle is the angle corresponding to the maximum combustion pressure value of the target cylinder. For example, assuming the top dead center of a cylinder is 150° and the first preset angle is 10°, the driven end speed corresponding to 150° + 10° = 160° can be used as the first speed.

[0064] Step C: Collect the rotational speed of the driven end corresponding to the first target angle to obtain the first rotational speed.

[0065] Step D: Calculate the sum of the first target angle and the second preset angle, and use it as the second target angle.

[0066] The second preset angle is half the rotation angle of the crankshaft during the power stroke of the target cylinder. It should be noted that multi-cylinder engines share a single crankshaft. For example, a six-cylinder engine performs six power strokes per cycle, with the crankshaft rotating 720°. Therefore, the crankshaft rotation angle corresponding to the power stroke of each cylinder is 720° ÷ 6 = 120°, and the second target angle is 120° ÷ 2 = 60°. The interval between the peak and trough values ​​is approximately half a cycle; the driven end speed corresponding to the second target angle can be used as the second speed.

[0067] Step E: Collect the rotational speed of the driven end corresponding to the second target angle to obtain the second rotational speed.

[0068] The above steps provide a scheme for determining the amplitude of the driven end speed fluctuation after vibration reduction based on a preset angle after the compression top dead center of each cylinder of the engine. The first and second speeds collected according to the above steps correspond to the operating conditions of the target cylinder of the engine. Therefore, it can reduce the interference of other factors that cause the driven end speed fluctuation to a certain extent.

[0069] In some embodiments provided in this application, step S104 above, determining whether the overrunning clutch has failed based on the equivalent damping rate, may include:

[0070] Step F: Based on the equivalent damping rate, determine whether the current state of the overrunning clutch is a failure state.

[0071] Optionally, if the equivalent damping rate is less than or equal to a preset damping rate threshold, the current state of the overrunning clutch is determined to be a failure state; otherwise, the current state of the overrunning clutch is determined not to be a failure state.

[0072] Step G: Determine whether the number of failed states in the current state and the preset number of consecutive historical states preceding the current state exceeds a preset number threshold. If yes, proceed to step H; otherwise, proceed to step I.

[0073] The historical state refers to the state of the overrunning clutch corresponding to the power stroke of each cylinder of the engine before the power stroke of the target cylinder.

[0074] Step H: Determine that the overrunning clutch has failed.

[0075] Step 1: Confirm that the overrunning clutch is not faulty.

[0076] The above method determines whether the overrunning clutch has failed based on the number of failure states in several real-time states. This can reduce the interference of external accidental factors, avoid misjudgments, and thus improve the reliability of overrunning clutch monitoring and the accuracy of failure diagnosis.

[0077] In another possible implementation, starting from a certain power stroke, the real-time status determination results for this and subsequent strokes are counted a preset number of times, where the preset number can be 99. It is then determined whether the number of failure states counted exceeds a preset maximum number of failures, or whether the proportion of failure states exceeds a preset proportion threshold. If so, the overrunning clutch is considered to have failed; otherwise, the overrunning clutch is considered not to have failed, the statistical results are cleared to zero, and subsequent real-time status determination results are recalculated. This method monitors the overrunning clutch's status in real time, determining whether the overrunning clutch has failed every 100 cycles to eliminate interference from accidental factors.

[0078] Building upon the above, the applicant further discovered that within the operating speed range of most engines, there exists a crankshaft system torsional vibration resonance speed. The closer the engine approaches this resonance speed, the greater the crankshaft speed fluctuation. Under the same load conditions, the overrunning clutch exhibits better vibration damping performance. In other words, the resonance speed is a crucial factor affecting the overrunning clutch's vibration damping rate. Furthermore, the crankshaft system resonance speed varies depending on the gear the engine is in, resulting in significant differences in crankshaft speed fluctuation under the same operating conditions. Therefore, the influence of resonance speed on the vibration damping rate can be expressed as: the influence of crankshaft speed fluctuation on the vibration damping rate at different engine speeds. Additionally, the overrunning clutch's vibration damping rate also varies significantly under different loads at the same speed. This means that load can be considered another influencing factor on the overrunning clutch's vibration damping rate. Furthermore, crankshaft speed fluctuation differs under different load conditions; the greater the load, the greater the crankshaft speed fluctuation. Based on this, the influence of load on the vibration damping rate can be expressed as: the influence of crankshaft speed fluctuation on the vibration damping rate. In general, the effects of resonant speed and load on the damping rate of the overrunning clutch can be reflected in the speed fluctuation (i.e., crankshaft speed fluctuation) before damping.

[0079] Based on the above, in order to reduce the impact of changes in vehicle inertia and load on condition monitoring, this application also provides another method for monitoring the condition of the overrunning clutch, the flowchart of which is shown below. Figure 4 As shown, the method may include the following steps:

[0080] Steps S201-S203 are the same as steps S101-S103 described above, and will not be repeated here.

[0081] Step S204: Call the second expression to calculate the equivalent speed fluctuation rate of the driven end corresponding to the power stroke of the target cylinder.

[0082] The second expression is △N=2×|N t -N A | / N A Wherein, parameter △N represents the equivalent speed fluctuation rate, parameter N t Represents the first rotational speed, parameter N A This represents the equivalent average speed. It should be noted that, although the speed data of the driven end is used when calculating the equivalent speed fluctuation rate, the speed fluctuation rate of the driving end (i.e., the crankshaft) can be mapped by the transmission speed ratio between the driving end and the driven end. The values ​​of the two speed fluctuation rates are consistent. Therefore, the calculation result of the second expression above is the crankshaft speed fluctuation rate.

[0083] Step S205: Call the pre-configured vibration reduction model to calculate the theoretical vibration reduction rate corresponding to the equivalent rotational speed fluctuation rate and the average rotational speed of the active end.

[0084] Optionally, a vibration reduction function test can be conducted on the intact overrunning clutch to statistically obtain its vibration reduction rate under different engine speeds and speed fluctuation rates. Based on the statistical data, a vibration reduction model for the overrunning clutch can be constructed. This model characterizes the vibration reduction rate of the intact overrunning clutch and the functional relationship between it and its influencing factors, including the driven end speed fluctuation rate and the driving end average speed. The theoretical vibration reduction rate represents the optimal vibration reduction rate achievable using the overrunning clutch under current operating conditions.

[0085] Step S206: Determine whether the overrunning clutch has failed based on the ratio of the equivalent damping rate to the theoretical damping rate.

[0086] Optionally, step S206 may include: calculating the real-time failure rate of the overrunning clutch, where the real-time failure rate is equal to (1 - equivalent damping rate / theoretical damping rate); determining whether the real-time failure rate is greater than or equal to a preset failure rate threshold; if so, determining that the overrunning clutch has failed; otherwise, determining that the overrunning clutch has not failed. For example, the failure rate threshold may be 0.6.

[0087] Step S207 is the same as step S105 described above, and will not be repeated here.

[0088] The above method takes into account the impact of the current engine speed and crankshaft speed fluctuation rate on the overrunning clutch damping rate. Based on the ratio of the equivalent damping rate to the theoretical damping rate, it determines whether the overrunning clutch has failed. This can, to some extent, avoid misjudgment of the overrunning clutch status caused by changes in vehicle inertia and load, and improve the accuracy of status monitoring and failure diagnosis.

[0089] In some embodiments provided in this application, the vibration reduction model may include several sub-models, and different sub-models are configured to correspond to different average speeds of the driving end. The sub-model is used to characterize the functional relationship between the speed fluctuation rate of the driven end and the vibration reduction rate of the intact overrunning clutch under its corresponding average speed of the driving end.

[0090] In one possible implementation, the configuration process of the vibration reduction model may include:

[0091] Step J: Within the engine's speed range, select a preset number of average speeds of the active end according to a preset step size.

[0092] Step K: For each average speed of the active end, set the average speed of the crankshaft to be equal to the average speed of the active end. Adjust the engine load and vehicle gear according to preset rules to change the crankshaft speed fluctuation rate, determine multiple test conditions, and test the vibration reduction rate of the intact overrunning clutch under each test condition.

[0093] The crankshaft rotational speed fluctuation rate can be expressed as ΔN = N R ÷N A , where parameter N R The parameter N represents the amplitude of the driven end speed fluctuation before vibration reduction, also known as the peak-to-peak value. A This represents the equivalent average speed of the driven end, determined based on the average speed of the driving end and the transmission speed ratio; the damping rate of the overrunning clutch can be expressed as ΔF = (N R -N R1 )÷N R Parameter N R1 This indicates the amplitude of the speed fluctuation of the driven end after vibration reduction.

[0094] Step L: For each average rotational speed of the active end, based on the rotational speed fluctuation rate and vibration reduction rate corresponding to the average rotational speed of the active end, a sub-model corresponding to the average rotational speed of the active end is fitted using locally weighted scatterplot smoothing (Lowess).

[0095] The vibration reduction model is composed of sub-models corresponding to the average rotational speed of each active end.

[0096] For example, Figure 5 An example is provided: a three-dimensional graph of a vibration reduction model, which can be stored in MAP format for retrieval, for example, stored in an engine electronic control unit (ECU).

[0097] In some embodiments provided in this application, step S205, which involves calling a pre-configured vibration reduction model to calculate the theoretical vibration reduction rate corresponding to the equivalent rotational speed fluctuation rate and the average rotational speed of the active end, may include:

[0098] Step M: Determine whether there is a sub-model in the vibration reduction model that corresponds to the average rotational speed of the active end; if yes, proceed to step N; otherwise, proceed to step O.

[0099] Step N: Call the sub-model corresponding to the average rotational speed of the active end to calculate the theoretical vibration reduction rate corresponding to the equivalent rotational speed fluctuation rate.

[0100] Step O: Among the average rotational speeds of each active end, determine the two average rotational speeds of the active ends that are closest to the average rotational speed of the active end, and use them as the current reference rotational speeds of the active ends.

[0101] Step P: For each active end reference speed, call the sub-model corresponding to the active end reference speed to calculate the reference damping rate corresponding to the equivalent speed fluctuation rate.

[0102] Step Q: Calculate the average of the two reference damping rates as the theoretical damping rate corresponding to the equivalent rotational speed fluctuation rate and the average rotational speed of the active end.

[0103] The above method calculates the theoretical vibration reduction rate using a sub-model corresponding to the average rotational speed of the active end when such a sub-model exists; otherwise, it calculates the corresponding theoretical vibration reduction rate using interpolation.

[0104] In some embodiments provided in this application, step S206, determining whether the overrunning clutch has failed based on the ratio of the equivalent damping rate to the theoretical damping rate, may include:

[0105] Step T: Determine whether the current state of the overrunning clutch is a failure state based on the ratio of the equivalent damping rate to the theoretical damping rate.

[0106] For an explanation of step T, please refer to step S206 above.

[0107] Step U: Determine whether the number of failed states in the current state and the preset number of consecutive historical states preceding the current state exceeds a preset number threshold. If yes, proceed to step V; otherwise, proceed to step W.

[0108] The historical state refers to the state of the overrunning clutch corresponding to the power stroke of each cylinder of the engine before the power stroke of the target cylinder.

[0109] Step U: Determine that the overrunning clutch has failed.

[0110] Step W: Determine that the overrunning clutch is not faulty.

[0111] Optionally, by increasing the above-mentioned vibration reduction rate threshold, decreasing the above-mentioned quantity threshold, or decreasing the above-mentioned failure rate threshold, the monitoring sensitivity of overrunning clutch failure can be improved to a certain extent, providing early warning to prompt users to replace it in time, thereby ensuring that the overrunning clutch works in a relatively good condition, improving the reliability of pulley systems and gear systems, and enhancing noise, vibration, and harshness (NVH) performance, which is in line with the development path of high explosion pressure and high reinforcement coefficient of engines and the requirements for sound quality.

[0112] The overrunning clutch state monitoring device provided in the embodiments of this application is described below. The overrunning clutch state monitoring device described below can be referred to in correspondence with the overrunning clutch state monitoring method described above.

[0113] See Figure 6 , Figure 6 This is a schematic diagram of a monitoring device for the status of an overrunning clutch disclosed in an embodiment of this application. The device can be applied to a transmission system, which may include: an overrunning clutch, a driving end connected to the outer race of the overrunning clutch, and a driven end connected to the inner race of the overrunning clutch. The driving end is the crankshaft of an engine, and the driven end is a pulley or gear.

[0114] like Figure 6 As shown, the device may include:

[0115] The driven end speed acquisition unit 6.1 is used to acquire the first speed and the second speed of the driven end, wherein the first speed is the maximum speed corresponding to the power stroke of the target cylinder, and the second speed is the minimum speed corresponding to the power stroke of the target cylinder, and the target cylinder is the cylinder of the engine currently in the power stroke;

[0116] The driven end average speed acquisition unit 6.2 is used to determine the average speed of the driving end corresponding to the power stroke of the target cylinder based on the speed data of the driving end; acquire a preset transmission speed ratio between the driven end and the driving end; and calculate the product of the transmission speed ratio and the average speed of the driving end as the equivalent average speed of the driven end.

[0117] The equivalent damping ratio calculation unit 6.3 is used to call the first expression to calculate the equivalent damping ratio of the overrunning clutch. The first expression is F=(|N t -N A |-|N d -N A |) / (2×|N t -N A |), where parameter F represents the equivalent vibration reduction rate, and parameter Nt Represents the first rotational speed, parameter N A The equivalent average rotational speed is represented by parameter N. d This indicates the second rotational speed;

[0118] Failure state determination unit 6.4 is used to determine whether the overrunning clutch has failed based on the equivalent damping rate;

[0119] The alarm unit 6.5 is used to output an alarm signal in the event of failure of the overrunning clutch, the alarm signal being used to characterize the failure of the overrunning clutch.

[0120] The aforementioned overrunning clutch status monitoring device can sense the vibration reduction effect of the overrunning clutch in real time. When the real-time vibration reduction effect of the overrunning clutch indicates that the overrunning clutch has failed, an alarm signal is output so that the overrunning clutch can be replaced in time. This reduces the possibility of the driven end speed fluctuation deterioration caused by the failure of the overrunning clutch to a certain extent, and improves the reliability of the pulley system and gear system.

[0121] In some embodiments provided in this application, the process by which the failure state determination unit 6.4 determines whether the overrunning clutch has failed based on the equivalent damping rate may include:

[0122] The second expression is used to calculate the equivalent speed fluctuation rate of the driven end corresponding to the power stroke of the target cylinder. The second expression is ΔN = 2 × |N t -N A | / N A Wherein, parameter △N represents the equivalent speed fluctuation rate, parameter N t Represents the first rotational speed, parameter N A This represents the equivalent average rotational speed;

[0123] The pre-configured vibration reduction model is invoked to calculate the theoretical vibration reduction rate corresponding to the equivalent speed fluctuation rate and the average speed of the driving end. The vibration reduction model is used to characterize the vibration reduction rate of the intact overrunning clutch and the functional relationship between its influencing factors, including the driven end speed fluctuation rate and the driving end average speed.

[0124] The failure of the overrunning clutch is determined based on the ratio of the equivalent damping rate to the theoretical damping rate.

[0125] In some embodiments provided in this application, the vibration reduction model may include several sub-models, and different sub-models are configured to correspond to different average speeds of the driving end. The sub-model is used to characterize the functional relationship between the speed fluctuation rate of the driven end and the vibration reduction rate of the intact overrunning clutch under its corresponding average speed of the driving end.

[0126] In some embodiments provided in this application, the process by which the failure state determination unit 6.4 calls a pre-configured vibration reduction model to calculate the theoretical vibration reduction rate corresponding to the equivalent rotational speed fluctuation rate and the average rotational speed of the active end may include:

[0127] Determine whether there is a sub-model in the vibration reduction model that corresponds to the average rotational speed of the active end;

[0128] If so, call the sub-model corresponding to the average rotational speed of the active end to calculate the theoretical vibration reduction rate corresponding to the equivalent rotational speed fluctuation rate;

[0129] If not, among the average rotational speeds of each active end, determine the two average rotational speeds of the active end that are closest to the average rotational speed of the active end, and use them as the current reference rotational speeds of the active end; for each reference rotational speed of the active end, call the sub-model corresponding to the reference rotational speed of the active end, and calculate the reference damping rate corresponding to the equivalent rotational speed fluctuation rate; calculate the average of the two reference damping rates, and use it as the theoretical damping rate corresponding to the equivalent rotational speed fluctuation rate and the average rotational speed of the active end.

[0130] In some embodiments provided in this application, the process by which the failure state determination unit 6.4 determines whether the overrunning clutch has failed based on the equivalent damping rate may include:

[0131] Based on the equivalent damping rate, determine whether the current state of the overrunning clutch is a failure state;

[0132] If the number of failed states in the current state and a preset number of consecutive historical states preceding the current state exceeds a preset threshold, then the overrunning clutch is determined to have failed.

[0133] The historical state refers to the state of the overrunning clutch corresponding to the power stroke of each cylinder of the engine before the power stroke of the target cylinder.

[0134] In some embodiments provided in this application, the process by which the driven end speed acquisition unit 6.1 acquires the first speed and the second speed of the driven end may include:

[0135] Based on the phase information of the engine's camshaft, determine the first angle corresponding to the compression top dead center of the target cylinder;

[0136] Calculate the sum of the first angle and the first preset angle as the first target angle, where the first target angle is the angle corresponding to the maximum gas pressure value of the target cylinder;

[0137] The rotational speed of the driven end corresponding to the first target angle is collected to obtain the first rotational speed;

[0138] Calculate the sum of the first target angle and the second preset angle as the second target angle, wherein the second preset angle is half the rotation angle of the crankshaft within the power stroke of the target cylinder;

[0139] The rotational speed of the driven end corresponding to the second target angle is collected to obtain the second rotational speed.

[0140] The overrunning clutch status monitoring device provided in this application embodiment can be applied to overrunning clutch status monitoring equipment, such as a terminal with data processing capabilities. The overrunning clutch status monitoring equipment can be applied to a transmission system, which may include: an overrunning clutch, a driving end connected to the outer ring of the overrunning clutch, and a driven end connected to the inner ring of the overrunning clutch, wherein the driving end is the crankshaft of an engine, and the driven end is a pulley or gear.

[0141] Optional, Figure 7 The hardware structure block diagram of the overrunning clutch status monitoring device is shown. Figure 7 The hardware structure of the overrunning clutch status monitoring device may include: at least one processor 7.1, at least one communication interface 7.2, at least one memory 7.3, and at least one communication bus 7.4;

[0142] In this embodiment of the application, the number of processor 7.1, communication interface 7.2, memory 7.3, and communication bus 7.4 is at least one, and processor 7.1, communication interface 7.2, and memory 7.3 communicate with each other through communication bus 7.4;

[0143] The processor 7.1 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention.

[0144] The memory 7.3 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device;

[0145] The memory stores a program, which the processor can call. The program is used for:

[0146] The first rotational speed and the second rotational speed of the driven end are obtained. The first rotational speed is the maximum rotational speed corresponding to the power stroke of the target cylinder, and the second rotational speed is the minimum rotational speed corresponding to the power stroke of the target cylinder. The target cylinder is the cylinder of the engine that is currently in the power stroke.

[0147] Based on the rotational speed data of the active end, determine the average rotational speed of the active end corresponding to the power stroke of the target cylinder;

[0148] Obtain the preset transmission speed ratio between the driven end and the driving end, and calculate the product of the transmission speed ratio and the average speed of the driving end as the equivalent average speed of the driven end;

[0149] The equivalent damping rate of the overrunning clutch is calculated by calling the first expression, which is F = (|N t -N A |-|N d -N A |) / (2×|N t -N A |), where parameter F represents the equivalent vibration reduction rate, and parameter N t Represents the first rotational speed, parameter N A The equivalent average rotational speed is represented by parameter N. d This indicates the second rotational speed;

[0150] Based on the equivalent damping rate, determine whether the overrunning clutch has failed;

[0151] In the event of failure of the overrunning clutch, an alarm signal is output, which is used to characterize the failure of the overrunning clutch.

[0152] Optionally, the refined and extended functions of the program can be found in the description above.

[0153] The following describes the overrunning clutch condition monitoring system provided in the embodiments of this application. The overrunning clutch condition monitoring system can be applied to a transmission system, which may include: an overrunning clutch, a driving end connected to the outer race of the overrunning clutch, and a driven end connected to the inner race of the overrunning clutch, wherein the driving end is the crankshaft of an engine, and the driven end is a pulley or gear. The overrunning clutch condition monitoring system may include:

[0154] A first speed sensor is installed at the active end to measure the rotational speed of the active end.

[0155] For example, the first speed sensor may be a first speed signal disc located on the engine crankshaft. Where the inner ring of the overrunning clutch is connected to a pulley, the first speed signal disc may be located at the free end of the crankshaft; where the inner ring of the overrunning clutch is connected to a gear, the first sensor may be located at the output end of the crankshaft.

[0156] A second speed sensor is installed at the driven end to measure the rotational speed of the driven end.

[0157] For example, the second speed sensor may be a second speed signal disk located at a pulley or gear connected to the crankshaft via an overrunning clutch.

[0158] A monitoring device for the overrunning clutch state, connected to both the first and second speed sensors, is configured to: acquire a first rotational speed and a second rotational speed of the driven end, wherein the first rotational speed is the maximum rotational speed corresponding to the power stroke of the target cylinder, and the second rotational speed is the minimum rotational speed corresponding to the power stroke of the target cylinder, and the target cylinder is the cylinder of the engine currently in its power stroke; determine the average rotational speed of the driving end corresponding to the power stroke of the target cylinder based on the rotational speed data of the driving end; acquire a preset transmission ratio between the driven end and the driving end, calculate the product of the transmission ratio and the average rotational speed of the driving end as the equivalent average rotational speed of the driven end; and calculate the equivalent damping rate of the overrunning clutch by calling a first expression, wherein the first expression is F = (|N t -N A |-|N d -N A |) / (2×|N t -N A |), where parameter F represents the equivalent vibration reduction rate, and parameter N t Represents the first rotational speed, parameter N A The equivalent average rotational speed is represented by parameter N. d The second rotational speed is indicated; based on the equivalent damping rate, it is determined whether the overrunning clutch has failed; in the event of overrunning clutch failure, an alarm signal is output, the alarm signal being used to characterize the overrunning clutch failure.

[0159] In some embodiments provided in this application, the overrunning clutch status monitoring system may further include: a camshaft position sensor connected to the overrunning clutch status monitoring device, the camshaft position sensor being used to collect phase information of the engine's camshaft.

[0160] Based on the above, the process by which the overrunning clutch status monitoring device acquires the first speed and the second speed of the driven end may include:

[0161] Based on the phase information of the engine's camshaft, determine the first angle corresponding to the compression top dead center of the target cylinder;

[0162] Calculate the sum of the first angle and the first preset angle as the first target angle, where the first target angle is the angle corresponding to the maximum gas pressure value of the target cylinder;

[0163] The rotational speed of the driven end corresponding to the first target angle is collected to obtain the first rotational speed;

[0164] Calculate the sum of the first target angle and the second preset angle as the second target angle, wherein the second preset angle is half the rotation angle of the crankshaft within the power stroke of the target cylinder;

[0165] The rotational speed of the driven end corresponding to the second target angle is collected to obtain the second rotational speed.

[0166] Optionally, the refined and extended functions of the overrunning clutch status monitoring device can be found in the description above.

[0167] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0168] The various embodiments in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. The various embodiments can be combined as needed, and the same or similar parts can be referred to each other.

[0169] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for monitoring the state of an overrunning clutch, characterized in that, An application is made in a transmission system, the transmission system comprising: an overrunning clutch, a driving end connected to the outer race of the overrunning clutch, and a driven end connected to the inner race of the overrunning clutch, wherein the driving end is the crankshaft of an engine, and the driven end is a pulley or gear, and the overrunning clutch status monitoring method comprises: The first rotational speed and the second rotational speed of the driven end are obtained. The first rotational speed is the maximum rotational speed corresponding to the power stroke of the target cylinder, and the second rotational speed is the minimum rotational speed corresponding to the power stroke of the target cylinder. The target cylinder is the cylinder of the engine that is currently in the power stroke. Based on the rotational speed data of the active end, determine the average rotational speed of the active end corresponding to the power stroke of the target cylinder; Obtain the preset transmission speed ratio between the driven end and the driving end, and calculate the product of the transmission speed ratio and the average speed of the driving end as the equivalent average speed of the driven end; The equivalent damping rate of the overrunning clutch is calculated by calling the first expression, which is F = (|N t -N A |-|N d -N A |) / (2×|N t -N A |), where parameter F represents the equivalent vibration reduction rate, and parameter N t N represents the first rotational speed. A The equivalent average rotational speed is represented by parameter N. d This indicates the second rotational speed; Based on the equivalent damping rate, determine whether the overrunning clutch has failed; In the event of failure of the overrunning clutch, an alarm signal is output, which is used to characterize the failure of the overrunning clutch.

2. The overrunning clutch state monitoring method according to claim 1, characterized in that, Determining whether the overrunning clutch has failed based on the equivalent damping rate includes: The second expression is used to calculate the equivalent speed fluctuation rate of the driven end corresponding to the power stroke of the target cylinder. The second expression is ΔN = 2 × |N t -N A | / N A Wherein, parameter △N represents the equivalent speed fluctuation rate, parameter N t N represents the first rotational speed. A This represents the equivalent average rotational speed; The pre-configured vibration reduction model is invoked to calculate the theoretical vibration reduction rate corresponding to the equivalent speed fluctuation rate and the average speed of the driving end. The vibration reduction model is used to characterize the vibration reduction rate of the intact overrunning clutch and the functional relationship between its influencing factors, including the driven end speed fluctuation rate and the driving end average speed. The failure of the overrunning clutch is determined based on the ratio of the equivalent damping rate to the theoretical damping rate.

3. The overrunning clutch state monitoring method according to claim 2, characterized in that, The vibration reduction model includes several sub-models, and different sub-models are configured to correspond to different average speeds of the driving end. The sub-model is used to characterize the functional relationship between the speed fluctuation rate of the driven end and the vibration reduction rate of the intact overrunning clutch under its corresponding average speed of the driving end.

4. The overrunning clutch state monitoring method according to claim 3, characterized in that, The step of calling the pre-configured vibration reduction model to calculate the theoretical vibration reduction rate corresponding to the equivalent rotational speed fluctuation rate and the average rotational speed of the active end includes: Determine whether there is a sub-model in the vibration reduction model that corresponds to the average rotational speed of the active end; If so, call the sub-model corresponding to the average rotational speed of the active end to calculate the theoretical vibration reduction rate corresponding to the equivalent rotational speed fluctuation rate; If not, among the average rotational speeds of each active end, determine the two average rotational speeds of the active end that are closest to the average rotational speed of the active end, and use them as the current reference rotational speeds of the active end; for each reference rotational speed of the active end, call the sub-model corresponding to the reference rotational speed of the active end, and calculate the reference damping rate corresponding to the equivalent rotational speed fluctuation rate; calculate the average of the two reference damping rates, and use it as the theoretical damping rate corresponding to the equivalent rotational speed fluctuation rate and the average rotational speed of the active end.

5. The overrunning clutch state monitoring method according to claim 1, characterized in that, Determining whether the overrunning clutch has failed based on the equivalent damping rate includes: Based on the equivalent damping rate, determine whether the current state of the overrunning clutch is a failure state; If the number of failed states in the current state and a preset number of consecutive historical states preceding the current state exceeds a preset threshold, then the overrunning clutch is determined to have failed. The historical state refers to the state of the overrunning clutch corresponding to the power stroke of each cylinder of the engine before the power stroke of the target cylinder.

6. The method for monitoring the state of an overrunning clutch according to any one of claims 1-5, characterized in that, The step of obtaining the first rotational speed and the second rotational speed of the driven end includes: Based on the phase information of the engine's camshaft, determine the first angle corresponding to the compression top dead center of the target cylinder; Calculate the sum of the first angle and the first preset angle as the first target angle, where the first target angle is the angle corresponding to the maximum gas pressure value of the target cylinder; The rotational speed of the driven end corresponding to the first target angle is collected to obtain the first rotational speed; Calculate the sum of the first target angle and the second preset angle as the second target angle, wherein the second preset angle is half the rotation angle of the crankshaft within the power stroke of the target cylinder; The rotational speed of the driven end corresponding to the second target angle is collected to obtain the second rotational speed.

7. A device for monitoring the state of an overrunning clutch, characterized in that, An application in a transmission system, the transmission system comprising: an overrunning clutch, a driving end connected to the outer race of the overrunning clutch, and a driven end connected to the inner race of the overrunning clutch, wherein the driving end is the crankshaft of an engine, and the driven end is a pulley or gear, the device comprising: The driven end speed acquisition unit is used to acquire the first speed and the second speed of the driven end. The first speed is the maximum speed corresponding to the power stroke of the target cylinder, and the second speed is the minimum speed corresponding to the power stroke of the target cylinder. The target cylinder is the cylinder of the engine that is currently in the power stroke. The driven end average speed acquisition unit is used to determine the average speed of the driving end corresponding to the power stroke of the target cylinder based on the speed data of the driving end; acquire a preset transmission speed ratio between the driven end and the driving end; and calculate the product of the transmission speed ratio and the average speed of the driving end as the equivalent average speed of the driven end. The equivalent damping rate calculation unit is used to call the first expression to calculate the equivalent damping rate of the overrunning clutch. The first expression is F=(|N t -N A |-|N d -N A |) / (2×|N t -N A |), where parameter F represents the equivalent vibration reduction rate, and parameter N t N represents the first rotational speed. A The equivalent average rotational speed is represented by parameter N. d This indicates the second rotational speed; The failure state determination unit is used to determine whether the overrunning clutch has failed based on the equivalent damping rate. An alarm unit is used to output an alarm signal in the event of failure of the overrunning clutch, the alarm signal being used to characterize the failure of the overrunning clutch.

8. A device for monitoring the status of an overrunning clutch, characterized in that, include: Memory and processor; The memory is used to store programs; The processor is used to execute the program to implement the various steps of the overrunning clutch state monitoring method as described in any one of claims 1-6.

9. A monitoring system for the status of an overrunning clutch, characterized in that, An application is made in a transmission system, the transmission system comprising: an overrunning clutch, a driving end connected to the outer race of the overrunning clutch, and a driven end connected to the inner race of the overrunning clutch, wherein the driving end is a crankshaft of an engine, and the driven end is a pulley or gear; the overrunning clutch status monitoring system comprises: A first speed sensor is installed at the active end to measure the rotational speed of the active end; A second speed sensor is installed at the driven end to measure the rotational speed of the driven end; A monitoring device for the overrunning clutch state, connected to both the first and second speed sensors, is configured to: acquire a first rotational speed and a second rotational speed of the driven end, wherein the first rotational speed is the maximum rotational speed corresponding to the power stroke of the target cylinder, and the second rotational speed is the minimum rotational speed corresponding to the power stroke of the target cylinder, and the target cylinder is the cylinder of the engine currently in its power stroke; determine the average rotational speed of the driving end corresponding to the power stroke of the target cylinder based on the rotational speed data of the driving end; acquire a preset transmission ratio between the driven end and the driving end, calculate the product of the transmission ratio and the average rotational speed of the driving end as the equivalent average rotational speed of the driven end; and calculate the equivalent damping rate of the overrunning clutch by calling a first expression, wherein the first expression is F = (|N t -N A |-|N d -N A |) / (2×|N t -N A |), where parameter F represents the equivalent vibration reduction rate, and parameter N t N represents the first rotational speed. A The equivalent average rotational speed is represented by parameter N. d The second rotational speed is indicated; based on the equivalent damping rate, it is determined whether the overrunning clutch has failed; in the event of overrunning clutch failure, an alarm signal is output, the alarm signal being used to characterize the overrunning clutch failure.

10. The overrunning clutch status monitoring system according to claim 9, characterized in that, The overrunning clutch status monitoring system further includes a camshaft position sensor connected to the overrunning clutch status monitoring device, the camshaft position sensor being used to collect phase information of the engine's camshaft; The process by which the overrunning clutch status monitoring device acquires the first rotational speed and the second rotational speed of the driven end includes: Based on the phase information of the engine's camshaft, determine the first angle corresponding to the compression top dead center of the target cylinder; Calculate the sum of the first angle and the first preset angle as the first target angle, where the first target angle is the angle corresponding to the maximum gas pressure value of the target cylinder; The rotational speed of the driven end corresponding to the first target angle is collected to obtain the first rotational speed; Calculate the sum of the first target angle and the second preset angle, and use it as the second target angle, where, The second preset angle is half the rotation angle of the crankshaft during the power stroke of the target cylinder; The rotational speed of the driven end corresponding to the second target angle is collected to obtain the second rotational speed.

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