A method and system for detecting engine input shaft speed

Abstract

The present invention relates to the technical field of engine input shaft speed detection, and discloses a method and system for detecting the speed of an engine input shaft, the method comprising: configuring an optical encoder, a piezoelectric accelerometer and a vibration sensor. The input shaft is driven to rotate, and the real-time rotation speed of the input shaft detected by the optical encoder is obtained, wherein if the real-time rotation speed of the input shaft is consistent with a pre-configured preset rotation speed, the input shaft is driven to rotate in the opposite direction. The real-time rotation speed of both ends of the input shaft when the input shaft rotates in the opposite direction is obtained, and the load score of the input shaft is determined based on the relationship between the real-time rotation speeds at both ends of the input shaft. The load score of the input shaft is obtained, and the load level of the input shaft is determined based on the relationship between the load score of the input shaft and the pre-configured preset load score. The present invention monitors the rotation speed and vibration state of the input shaft in real time, thereby accurately evaluating and dynamically adjusting the load level of the input shaft.

Description

Technical Field

[0001] The present invention relates to the technical field of engine input shaft speed detection, and in particular to a method and system for engine input shaft speed detection. Background Art

[0002] The engine input shaft, as the core component of the power transmission system, is responsible for transmitting the power generated by the engine to other components or systems. Its rotational motion is the key to energy conversion and directly affects the operating status of mechanical equipment or systems. Therefore, accurate detection of the engine input shaft speed is of great significance to ensure the efficient operation of the engine and improve the overall performance of the system.

[0003] However, the current engine input shaft load detection process has significant limitations, namely, excessive reliance on torque sensors for static measurement. This approach fails to fully capture the dynamic load changes of the input shaft under different operating conditions, thus limiting the comprehensiveness and accuracy of the test results. As a result, the accuracy and reliability of the test results are affected, and the ability to respond to load changes in a timely manner is also insufficient, which cannot meet the needs of modern engine systems for efficient and accurate detection.

[0004] Therefore, there is an urgent need to invent an engine input shaft detection technology to solve the problem in the current technology that the dynamic load changes of the input shaft under different operating conditions cannot be fully obtained, resulting in low accuracy and reliability of the detection results. Summary of the invention

[0005] The purpose of the present invention is to provide a method and system for detecting the speed of an engine input shaft, so as to solve the problem in the current technology that the dynamic load changes of the input shaft under different operating conditions cannot be fully obtained, resulting in low accuracy and reliability of the detection results.

[0006] The present invention provides a method for detecting the speed of an engine input shaft, the method comprising:

[0007] Configure optical encoders, piezoelectric accelerometers, and vibration sensors;

[0008] The input shaft is driven to rotate, and the real-time rotation speed of the input shaft detected by the optical encoder is obtained, wherein if the real-time rotation speed of the input shaft is consistent with a pre-configured preset rotation speed, the input shaft is driven to rotate in the opposite direction;

[0009] acquiring real-time rotation speeds at both ends of the input shaft when the input shaft rotates in the reverse direction, and determining a load score of the input shaft according to a relationship between the real-time rotation speeds at both ends of the input shaft;

[0010] The load score of the input shaft is obtained, and the load grade of the input shaft is determined according to the relationship between the load score of the input shaft and a preconfigured preset load score.

[0011] Further, according to the relationship between the real-time rotation speeds at both ends of the input shaft, the load score of the input shaft is determined, including:

[0012] When the real-time rotation speeds at both ends of the input shaft are consistent, the load score of the input shaft is determined to be Q1;

[0013] When the real-time rotation speeds at both ends of the input shaft are inconsistent, the basic score of the load score is determined according to the relationship between the real-time rotation speeds at both ends of the input shaft, and the basic score is corrected according to the acceleration in each direction detected by the piezoelectric accelerometer when the input shaft rotates and the vibration intensity detected by the vibration sensor when the input shaft rotates, and the corrected basic score is determined as the load score.

[0014] Furthermore, when determining the basic score of the load score according to the relationship between the real-time rotation speeds at both ends of the input shaft, it includes:

[0015] The speed difference of the real-time rotation speeds at both ends of the input shaft and the duration of the speed difference are obtained, and the basic score is determined according to the duration of the speed difference and the speed difference, wherein:

[0016] Preconfigure a preset duration, and obtain a duration difference between the preset duration and the duration of the speed difference;

[0017] The basic score is determined according to the duration difference and the speed difference.

[0018] Furthermore, when the basic score is corrected according to the acceleration in each direction when the input shaft rotates and the vibration severity when the input shaft rotates, it includes:

[0019] Acquire the real-time acceleration in each direction when the input shaft rotates;

[0020] Determine the real-time acceleration in any direction as a first feature, and determine the real-time acceleration in each direction except the first feature as a second feature;

[0021] Obtaining each acceleration difference between the first feature and the second feature, and determining whether to modify the basic score according to the relationship between each of the acceleration differences;

[0022] When the acceleration difference values ​​are consistent with each other and the acceleration difference values ​​are all smaller than the pre-configured preset acceleration difference value, it is determined that the basic score is not to be corrected;

[0023] When the acceleration differences are consistent with each other and each of the acceleration differences is greater than the preset acceleration difference of the preset configuration, a correction coefficient of the basic score is determined according to a ratio between the acceleration difference and the preset acceleration difference, and the basic score is corrected according to the correction coefficient;

[0024] When the acceleration differences are inconsistent, the maximum value between the acceleration differences is obtained, a correction coefficient of the basic score is determined according to the maximum value, and the basic score is corrected according to the correction coefficient.

[0025] Furthermore, when determining the correction coefficient of the basic score according to the ratio between the acceleration difference and the preset acceleration difference, it includes:

[0026] pre-configuring a first preset ratio and a second preset ratio;

[0027] Determining a correction coefficient of the basic score according to a relationship between the ratio and each pre-configured preset ratio;

[0028] When the ratio is less than the first preset ratio, the correction coefficient is determined to be L1;

[0029] When the ratio is greater than or equal to the first preset ratio and the ratio is less than the second preset ratio, the correction coefficient is determined to be L2;

[0030] When the ratio is greater than or equal to the second preset ratio, the correction coefficient is determined to be L3;

[0031] The first preset ratio is smaller than the second preset ratio, and L1<L2<L3<1.

[0032] Furthermore, obtaining the maximum value between the acceleration differences and determining the correction coefficient of the basic score according to the maximum value includes:

[0033] Pre-configuring a first preset acceleration difference value and a second preset acceleration difference value;

[0034] Determining a correction coefficient of the basic score according to a relationship between the acceleration difference corresponding to the maximum value and each pre-configured preset acceleration difference;

[0035] When the acceleration difference is less than or equal to the first preset acceleration difference, the correction coefficient is determined to be L1;

[0036] When the acceleration difference is greater than the first preset acceleration difference, and the acceleration difference is less than or equal to the second preset acceleration difference, determining the correction coefficient to be L2;

[0037] When the acceleration difference is greater than the second preset acceleration difference, determining the correction coefficient to be L3;

[0038] The first preset acceleration difference is smaller than the second preset acceleration difference, and L1<L2<L3<1.

[0039] Furthermore, when determining the correction coefficient of the basic score, it also includes:

[0040] Acquire the real-time vibration severity when the input shaft rotates, and determine whether to adjust the correction coefficient according to the relationship between the real-time vibration severity and a pre-configured preset vibration severity;

[0041] When the real-time vibration severity is less than or equal to the preset vibration severity, determining not to adjust the correction coefficient;

[0042] When the real-time vibration intensity is greater than the preset vibration intensity, an adjustment coefficient of the correction coefficient is determined according to the intensity difference between the real-time vibration intensity and the preset vibration intensity, and the correction coefficient is adjusted according to the adjustment coefficient.

[0043] Furthermore, when determining the adjustment coefficient of the correction coefficient according to the intensity difference between the real-time vibration severity and the preset vibration severity, it includes:

[0044] Pre-configuring a first preset strength difference and a second preset strength difference, and determining the adjustment coefficient according to a relationship between the strength difference and each preset strength difference of the preset configuration;

[0045] When the intensity difference is less than or equal to the first preset intensity difference, the adjustment coefficient is determined to be K1;

[0046] When the intensity difference is greater than the first preset intensity difference and the intensity difference is less than or equal to the second preset intensity difference, the adjustment coefficient is determined to be K2;

[0047] When the intensity difference is greater than the second preset intensity difference, the adjustment coefficient is determined to be K3;

[0048] The first preset strength difference is smaller than the second preset strength difference, and K1<K2<K3<1.5.

[0049] Further, according to the relationship between the load score of the input shaft and the pre-configured preset load score, determining the load level of the input shaft includes:

[0050] Obtain the load score Qi of the input shaft, i=1, 2, 3, and Q1<Q2<Q3…<Qi;

[0051] Preconfiguring a first preset load score and a second preset load score, and determining a load level of the input shaft according to a relationship between the load score Qi and each of the preconfigured preset load scores;

[0052] When the load score Qi is less than or equal to the first preset load score, the load level of the input shaft is determined to be level one;

[0053] When the load score Qi is greater than the first preset load score, and the load score Qi is less than or equal to the second preset load score, it is determined that the load level of the input shaft is level 2;

[0054] When the load score Qi is greater than the second preset load score, the load level of the input shaft is determined to be level three;

[0055] Among them, level one < level two < level three.

[0056] Compared with the prior art, the beneficial effect of the present invention is that, by comprehensively using an optical encoder, a piezoelectric accelerometer and a vibration sensor, accurate real-time monitoring of the engine input shaft is achieved. These sensors are responsible for capturing the speed, acceleration and vibration data of the input shaft, respectively, thereby providing multi-dimensional information to fully understand the working state of the input shaft. The optical encoder can record the speed of the input shaft in real time and detect the operation of the shaft by comparing it with the preset speed; the piezoelectric accelerometer measures the vibration on the shaft, reflecting the dynamic load in the operation of the machine; and the vibration sensor further provides a detailed analysis of the vibration. The comprehensive analysis of these data can accurately determine the load state of the input shaft under different working conditions. When the speed of the input shaft is consistent with the preset speed, the input shaft is driven to rotate in the opposite direction. This process can help detect and calibrate the speed difference and ensure the accuracy of the load measurement. By comparing the real-time rotation speeds at both ends of the input shaft during forward and reverse rotation, the speed difference can be calculated, and then the load score can be determined. This method can not only evaluate the load in real time, but also determine the load level of the input shaft by comparing the load score with the preset standard, and then determine the working state of the input shaft, so as to timely discover potential load abnormalities.

[0057] In another aspect, the present invention further provides a system for detecting the speed of an engine input shaft, comprising: a central control module, an optical encoder, a piezoelectric accelerometer, a vibration sensor and an evaluation module:

[0058] The central control module is used to drive the input shaft to rotate and obtain the real-time rotation speed of the input shaft detected by the optical encoder, wherein if the real-time rotation speed of the input shaft is consistent with the pre-configured preset rotation speed, the input shaft is driven to rotate in the opposite direction;

[0059] A piezoelectric accelerometer, used to detect acceleration in various directions when the input shaft rotates;

[0060] A vibration sensor, used to detect the vibration intensity when the input shaft rotates;

[0061] An evaluation module is electrically connected to the piezoelectric accelerometer, the vibration sensor and the central control module respectively, and is used to obtain the real-time rotation speed of the two ends of the input shaft when the input shaft rotates in the opposite direction, and determine the load score of the input shaft according to the relationship between the real-time rotation speeds of the two ends of the input shaft, wherein:

[0062] The evaluation module is further configured to determine a load grade of the input shaft according to a relationship between the load score of the input shaft and a preconfigured preset load score.

[0063] It can be understood that the method and system for detecting the engine input shaft speed in each embodiment of the present invention have the same beneficial effects and will not be described in detail. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0065] Figure 1 It is a flow chart of a method for detecting the speed of an engine input shaft according to the present invention;

[0066] Figure 2 The invention is an engineering block diagram of an engine input shaft speed detection system. DETAILED DESCRIPTION

[0067] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0068] In the description of the present application, it should be understood that the terms "center", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0069] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0070] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0071] like Figure 1 As shown, the present invention provides a method for detecting the speed of an engine input shaft, comprising:

[0072] Step S100: configuring an optical encoder, a piezoelectric accelerometer, and a vibration sensor.

[0073] Step S200: driving the input shaft to rotate, and obtaining the real-time rotation speed of the input shaft detected by the optical encoder, wherein if the real-time rotation speed of the input shaft is consistent with the pre-configured preset rotation speed, driving the input shaft to rotate in the opposite direction.

[0074] Step S300: acquiring the real-time rotation speeds of both ends of the input shaft when the input shaft rotates in the reverse direction, and determining the load score of the input shaft according to the relationship between the real-time rotation speeds of both ends of the input shaft.

[0075] Specifically, when the load score of the input shaft is determined according to the relationship between the real-time rotation speeds at both ends of the input shaft, the load score of the input shaft is determined to be Q1 when the real-time rotation speeds at both ends of the input shaft are consistent. When the real-time rotation speeds at both ends of the input shaft are inconsistent, the basic score of the load score is determined according to the relationship between the real-time rotation speeds at both ends of the input shaft, and the basic score is corrected according to the accelerations in various directions when the input shaft rotates detected by the piezoelectric accelerometer and the vibration intensity when the input shaft rotates detected by the vibration sensor, and the corrected basic score is determined as the load score.

[0076] Specifically, when determining the basic score of the load score according to the relationship between the real-time rotation speeds at both ends of the input shaft, it includes: obtaining the speed difference of the real-time rotation speeds at both ends of the input shaft and the duration of the speed difference, and determining the basic score according to the duration of the speed difference and the speed difference, wherein: pre-configuring a preset duration, and obtaining the duration difference between the preset duration and the duration of the speed difference. Determine the basic score based on the formula according to the duration difference and the speed difference.

[0077] Specifically, the speed difference △T (T1-T2) of the real-time rotation speed is obtained, wherein T1 is the real-time rotation speed of one end of the input shaft, and T2 is the real-time rotation speed of the other end of the input shaft. The duration difference △H (Hmax-H) between the preset duration and the duration of the speed difference is obtained, wherein Hmax is the preset duration, and H is the duration of the speed difference. Based on the formula S=J·△T·max(0,△H), the basic score S is determined, wherein J in the formula is the weight coefficient.

[0078] Specifically, it relies on the real-time measurement of the rotation speed difference at both ends of the input shaft. The real-time rotation speeds T1 and T2 at both ends of the input shaft are obtained through the optical encoder, and the speed difference ΔT=T1−T2 is calculated, which can reflect the uneven load of the shaft. Then, by monitoring the duration H of this speed difference, the stability and continuity of the load state can be judged. Further, in order to evaluate the deviation of the actual load state from the preset standard, the system compares the difference ΔH=Hmax−H between the preset duration Hmax and the actual measured speed difference duration H. This duration difference is used to measure whether the load state exceeds the preset normal range. By using max0,ΔH) in the scoring formula, it can be ensured that the duration difference has a positive impact on the basic score only when the actual duration exceeds the preset time, avoiding the impact of the negative duration difference on the score. The calculation formula of the basic score S is S=J·△T·max(0,△H), where the contribution of the speed difference and duration difference to the score is adjusted by the weight coefficient J. This comprehensive analysis method can combine the impact of speed difference and its duration to more comprehensively evaluate the load status. By considering the speed difference and its duration, load anomalies can be identified more accurately and potential problems can be discovered in a timely manner.

[0079] Specifically, when the basic score is corrected according to the acceleration in each direction when the input shaft rotates and the vibration intensity when the input shaft rotates, it includes: obtaining the real-time acceleration in each direction when the input shaft rotates. Determine the real-time acceleration in any direction as the first feature, and determine the real-time acceleration in each direction except the first feature as the second feature. Obtain each acceleration difference between the first feature and the second feature, and determine whether to correct the basic score according to the relationship between each acceleration difference: when each acceleration difference is consistent, and each acceleration difference is less than the preset acceleration difference configured in advance, it is determined that the basic score is not corrected. When each acceleration difference is consistent, and each acceleration difference is greater than the preset acceleration difference configured in advance, the correction coefficient of the basic score is determined according to the ratio between the acceleration difference and the preset acceleration difference, and the basic score is corrected according to the correction coefficient. When each acceleration difference is inconsistent, the maximum value between each acceleration difference is obtained, the correction coefficient of the basic score is determined according to the maximum value, and the basic score is corrected according to the correction coefficient.

[0080] Specifically, real-time acceleration data of the input shaft in different directions are collected. The acceleration data in one direction is determined as the first feature, and the data in the other directions are used as the second feature. By calculating the acceleration difference between the first feature and the second feature, the consistency and deviation of the acceleration in different directions can be evaluated. These differences are calculated to identify possible vibration unevenness and abnormal conditions, so as to make necessary corrections to the basic score. When the acceleration differences in all directions are consistent and are all lower than the preset acceleration threshold, it means that the vibration of the input shaft is within the normal range and there is no need to correct the basic score. This indicates that the operation state of the shaft is stable and there is no significant abnormal vibration or load change. Therefore, the original basic score can be maintained. If the acceleration differences are consistent but all higher than the preset value, the correction factor is determined based on the ratio of these differences to the preset acceleration threshold. This correction factor reflects the deviation between the actual acceleration and the preset value, ensuring that the basic score can accurately reflect the actual load state. This can effectively identify and adjust the score deviation caused by vibration or load increase, thereby optimizing the load assessment of the system. When the acceleration differences in each direction are inconsistent, the maximum difference will be selected to determine the correction factor. This is because inconsistent differences indicate complex vibration patterns or abnormal conditions, while the maximum difference provides the most significant load abnormality signal. Calculating the correction factor based on this maximum difference can effectively deal with non-uniform acceleration conditions of the input shaft and adjust the basic score. This processing ensures that the score responds appropriately to different types of acceleration abnormalities, thereby improving the adaptability to complex load conditions.

[0081] Specifically, when determining the correction coefficient of the basic score according to the ratio between the acceleration difference and the preset acceleration difference, it includes: pre-configuring a first preset ratio and a second preset ratio. According to the relationship between the ratio and each pre-configured preset ratio, the correction coefficient of the basic score is determined: when the ratio is less than the first preset ratio, the correction coefficient is determined to be L1. When the ratio is greater than or equal to the first preset ratio, and the ratio is less than the second preset ratio, the correction coefficient is determined to be L2. When the ratio is greater than or equal to the second preset ratio, the correction coefficient is determined to be L3. Among them, the first preset ratio is less than the second preset ratio, and L1<L2<L3<1.

[0082] Specifically, when obtaining the maximum value between each acceleration difference and determining the correction coefficient of the basic score according to the maximum value, it includes: pre-configuring a first preset acceleration difference and a second preset acceleration difference. According to the relationship between the acceleration difference corresponding to the maximum value and each pre-configured preset acceleration difference, determine the correction coefficient of the basic score: when the acceleration difference is less than or equal to the first preset acceleration difference, the correction coefficient is determined to be L1. When the acceleration difference is greater than the first preset acceleration difference, and the acceleration difference is less than or equal to the second preset acceleration difference, the correction coefficient is determined to be L2. When the acceleration difference is greater than the second preset acceleration difference, the correction coefficient is determined to be L3. Among them, the first preset acceleration difference is less than the second preset acceleration difference, and L1<L2<L3<1.

[0083] Specifically, when determining the correction coefficient of the basic score, it also includes: obtaining the real-time vibration intensity when the input shaft rotates, and determining whether to adjust the correction coefficient according to the relationship between the real-time vibration intensity and the pre-configured preset vibration intensity: when the real-time vibration intensity is less than or equal to the preset vibration intensity, it is determined that the correction coefficient is not adjusted. When the real-time vibration intensity is greater than the preset vibration intensity, the adjustment coefficient of the correction coefficient is determined according to the intensity difference between the real-time vibration intensity and the preset vibration intensity, and the correction coefficient is adjusted according to the adjustment coefficient.

[0084] Specifically, when determining the adjustment coefficient of the correction coefficient according to the intensity difference between the real-time vibration intensity and the preset vibration intensity, it includes: pre-configuring a first preset intensity difference and a second preset intensity difference, and determining the adjustment coefficient according to the relationship between the intensity difference and each preset intensity difference of the preset configuration: when the intensity difference is less than or equal to the first preset intensity difference, the adjustment coefficient is determined to be K1. When the intensity difference is greater than the first preset intensity difference, and the intensity difference is less than or equal to the second preset intensity difference, the adjustment coefficient is determined to be K2. When the intensity difference is greater than the second preset intensity difference, the adjustment coefficient is determined to be K3. Among them, the first preset intensity difference is less than the second preset intensity difference, and K1<K2<K3<1.5.

[0085] Specifically, the real-time vibration intensity of the input shaft in each direction during the rotation process is obtained and compared with the preset vibration intensity. This comparison process helps determine whether the vibration exceeds the expected range. If the real-time vibration intensity is lower than or equal to the preset value, it means that the vibration level of the shaft is within the normal range. At this time, the correction coefficient of the basic score remains unchanged and no additional adjustment is required. This process ensures the stability of the input shaft under normal operating conditions and avoids unnecessary score adjustments. However, when the real-time vibration intensity exceeds the preset vibration intensity, the correction coefficient will be adjusted according to the difference between the real-time intensity and the preset intensity. Specifically, two thresholds are pre-configured, namely the first preset intensity difference and the second preset intensity difference. According to the relationship between the actual intensity difference and the two preset thresholds, the appropriate adjustment coefficient is determined. If the intensity difference is less than or equal to the first preset intensity difference, the adjustment coefficient is K1; if the intensity difference is between the first and second preset intensity differences, the adjustment coefficient is K2; if the intensity difference exceeds the second preset intensity difference, the adjustment coefficient is K3. To ensure that the adjustment of the correction coefficient is reasonable and prevent over-correction.

[0086] It is understandable that by comparing the vibration severity with the preset threshold, the correction factor of the basic score can be dynamically adjusted to more accurately reflect the actual load state of the input shaft. This method provides a refined adjustment mechanism that can adapt to different degrees of vibration anomalies and avoid scoring errors caused by a single preset value or over-correction. Real-time adjustment of the correction factor not only improves the reliability of load monitoring, but also responds promptly when abnormal vibration occurs on the engine input shaft, preventing potential fault expansion, and ultimately improving the stability and operating efficiency of the equipment.

[0087] Step S400: Obtain the load score of the input shaft, and determine the load level of the input shaft according to the relationship between the load score of the input shaft and a pre-configured preset load score.

[0088] Specifically, when determining the load level of the input shaft according to the relationship between the load score of the input shaft and the pre-configured preset load score, it includes: obtaining the load score Qi of the input shaft, i=1,2,3, and Q1<Q2<Q3…<Qi. Pre-configure the first preset load score and the second preset load score, and determine the load level of the input shaft according to the relationship between the load score Qi and each pre-configured preset load score: when the load score Qi is less than or equal to the first preset load score, the load level of the input shaft is determined to be level one. When the load score Qi is greater than the first preset load score, and the load score Qi is less than or equal to the second preset load score, the load level of the input shaft is determined to be level two. When the load score Qi is greater than the second preset load score, the load level of the input shaft is determined to be level three. Among them, level one < level two < level three.

[0089] It can be understood that by comparing the actual load score with the preset standard, the system can intuitively judge the severity of the load state, and the graded management helps to take appropriate maintenance measures in time to prevent excessive wear or failure of equipment under different load conditions. In addition, this method ensures that the classification of load levels has clear standards, thereby further improving the accuracy and reliability of the detection results.

[0090] In the above embodiments, a method for detecting the speed of an engine input shaft is used to realize accurate real-time monitoring of the engine input shaft by comprehensively using an optical encoder, a piezoelectric accelerometer and a vibration sensor. These sensors are responsible for capturing the speed, acceleration and vibration data of the input shaft, respectively, thereby providing multi-dimensional information to fully understand the working state of the input shaft. The optical encoder can record the speed of the input shaft in real time and detect the operation of the shaft by comparing it with the preset speed. The piezoelectric accelerometer measures the vibration on the shaft, reflecting the dynamic load in the operation of the machine. The vibration sensor further provides a detailed analysis of the vibration. The comprehensive analysis of these data can accurately determine the load state of the input shaft under different working conditions. When the speed of the input shaft is consistent with the preset speed, the input shaft is driven to rotate in the opposite direction. This process can help detect and calibrate the speed difference and ensure the accuracy of the load measurement. By comparing the real-time rotation speeds at both ends of the input shaft during forward and reverse rotation, the speed difference can be calculated, and then the load score can be determined. This method can not only evaluate the load in real time, but also determine the load level of the input shaft by comparing the load score with the preset standard, and then determine the working state of the input shaft, so as to timely discover potential load abnormalities.

[0091] Based on the above embodiments, Figure 2 As shown, the present invention also provides a system for detecting the speed of an engine input shaft, comprising: a central control module, an optical encoder, a piezoelectric accelerometer, a vibration sensor and an evaluation module. The central control module is used to drive the input shaft to rotate, and obtain the real-time rotation speed of the input shaft detected by the optical encoder, wherein if the real-time rotation speed of the input shaft is consistent with the pre-configured preset speed, the input shaft is driven to rotate in the opposite direction. The piezoelectric accelerometer is used to detect the acceleration in each direction when the input shaft rotates. The vibration sensor is used to detect the vibration intensity when the input shaft rotates. The evaluation module is electrically connected to the piezoelectric accelerometer, the vibration sensor and the central control module respectively, and the evaluation module is used to obtain the real-time rotation speed of the two ends of the input shaft when the input shaft rotates in the opposite direction, and determine the load score of the input shaft according to the relationship between the real-time rotation speeds at the two ends of the input shaft, wherein: the evaluation module is also used to determine the load level of the input shaft according to the relationship between the load score of the input shaft and the pre-configured preset load score.

[0092] It can be understood that the method and system for detecting the engine input shaft speed in each embodiment of the present invention have the same beneficial effects and will not be described in detail.

[0093] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that they can still modify or replace the technical solution of the present invention with equivalents, and these modifications or equivalent replacements cannot cause the modified technical solution to deviate from the spirit and scope of the technical solution of the present invention.

[0094] The system provided in the above embodiment is only illustrated by the division of the above functional modules. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the modules or steps in the embodiments of the present invention can be decomposed or combined. For example, the modules in the above embodiment can be combined into one module, or further divided into multiple sub-modules to complete all or part of the functions described above. The names of the modules and steps involved in the embodiments of the present invention are only for distinguishing the modules or steps, and are not regarded as improper limitations of the present invention.

[0095] Those skilled in the art should be able to appreciate that the modules and method steps of each example described in conjunction with the embodiments disclosed herein can be implemented with electronic hardware, computer software or a combination of the two, and the programs corresponding to the software modules and method steps can be placed in random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disks, removable disks, CD-ROMs, or any other form of storage medium known in the technical field. In order to clearly illustrate the interchangeability of electronic hardware and software, the composition and steps of each example have been generally described in the above description according to the function. Whether these functions are performed in electronic hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present invention.

Claims

1. A method for detecting engine input shaft speed, characterized in that: include: Configure optical encoders, piezoelectric accelerometers, and vibration sensors; The input shaft is driven to rotate, and the real-time rotation speed of the input shaft detected by the optical encoder is obtained, wherein if the real-time rotation speed of the input shaft is consistent with a pre-configured preset rotation speed, the input shaft is driven to rotate in the opposite direction; acquiring real-time rotation speeds at both ends of the input shaft when the input shaft rotates in the reverse direction, and determining a load score of the input shaft according to a relationship between the real-time rotation speeds at both ends of the input shaft; Obtaining a load score of the input shaft, and determining a load grade of the input shaft according to a relationship between the load score of the input shaft and a preconfigured preset load score; Determining the load score of the input shaft according to the relationship between the real-time rotation speeds at both ends of the input shaft includes: When the real-time rotation speeds at both ends of the input shaft are consistent, the load score of the input shaft is determined to be Q1; When the real-time rotation speeds at both ends of the input shaft are inconsistent, the basic score of the load score is determined according to the relationship between the real-time rotation speeds at both ends of the input shaft, and the basic score is corrected according to the acceleration in each direction detected by the piezoelectric accelerometer when the input shaft rotates and the vibration intensity detected by the vibration sensor when the input shaft rotates, and the corrected basic score is determined as the load score.

2. The method for detecting engine input shaft speed according to claim 1, characterized in that: Determining the basic score of the load score according to the relationship between the real-time rotation speeds at both ends of the input shaft includes: The speed difference of the real-time rotation speeds at both ends of the input shaft and the duration of the speed difference are obtained, and the basic score is determined according to the duration of the speed difference and the speed difference, wherein: Preconfigure a preset duration, and obtain a duration difference between the preset duration and the duration of the speed difference; The basic score is determined according to the duration difference and the speed difference.

3. The method for detecting engine input shaft speed according to claim 2, characterized in that: When the basic score is corrected according to the acceleration in each direction when the input shaft rotates and the vibration severity when the input shaft rotates, it includes: Acquire the real-time acceleration in each direction when the input shaft rotates; Determine the real-time acceleration in any direction as a first feature, and determine the real-time acceleration in each direction except the first feature as a second feature; Obtaining each acceleration difference between the first feature and the second feature, and determining whether to modify the basic score according to the relationship between each of the acceleration differences; When the acceleration difference values ​​are consistent with each other and the acceleration difference values ​​are all smaller than the pre-configured preset acceleration difference value, it is determined that the basic score is not to be corrected; When the acceleration differences are consistent with each other and each of the acceleration differences is greater than the preset acceleration difference of the preset configuration, a correction coefficient of the basic score is determined according to a ratio between the acceleration difference and the preset acceleration difference, and the basic score is corrected according to the correction coefficient; When the acceleration differences are inconsistent, the maximum value between the acceleration differences is obtained, a correction coefficient of the basic score is determined according to the maximum value, and the basic score is corrected according to the correction coefficient.

4. The method for detecting engine input shaft speed according to claim 3, characterized in that: Determining the correction coefficient of the basic score according to the ratio between the acceleration difference and the preset acceleration difference includes: pre-configuring a first preset ratio and a second preset ratio; Determining a correction coefficient of the basic score according to a relationship between the ratio and each pre-configured preset ratio; When the ratio is less than the first preset ratio, the correction coefficient is determined to be L1; When the ratio is greater than or equal to the first preset ratio and the ratio is less than the second preset ratio, the correction coefficient is determined to be L2; When the ratio is greater than or equal to the second preset ratio, the correction coefficient is determined to be L3; The first preset ratio is smaller than the second preset ratio, and L1<L2<L3<1.

5. The method for detecting engine input shaft speed as claimed in claim 3, characterized in that: Obtaining the maximum value between the acceleration differences and determining the correction coefficient of the basic score according to the maximum value includes: Pre-configuring a first preset acceleration difference value and a second preset acceleration difference value; Determining a correction coefficient of the basic score according to a relationship between the acceleration difference corresponding to the maximum value and each pre-configured preset acceleration difference; When the acceleration difference is less than or equal to the first preset acceleration difference, the correction coefficient is determined to be L1; When the acceleration difference is greater than the first preset acceleration difference, and the acceleration difference is less than or equal to the second preset acceleration difference, determining the correction coefficient to be L2; When the acceleration difference is greater than the second preset acceleration difference, determining the correction coefficient to be L3; The first preset acceleration difference is smaller than the second preset acceleration difference, and L1<L2<L3<1.

6. The method for detecting engine input shaft speed as claimed in claim 3, characterized in that: When determining the correction factor of the basic score, it also includes: Acquire the real-time vibration severity when the input shaft rotates, and determine whether to adjust the correction coefficient according to the relationship between the real-time vibration severity and a pre-configured preset vibration severity; When the real-time vibration severity is less than or equal to the preset vibration severity, determining not to adjust the correction coefficient; When the real-time vibration intensity is greater than the preset vibration intensity, an adjustment coefficient of the correction coefficient is determined according to the intensity difference between the real-time vibration intensity and the preset vibration intensity, and the correction coefficient is adjusted according to the adjustment coefficient.

7. The method for detecting engine input shaft speed according to claim 6, characterized in that: When determining the adjustment coefficient of the correction coefficient according to the intensity difference between the real-time vibration severity and the preset vibration severity, it includes: Pre-configuring a first preset strength difference and a second preset strength difference, and determining the adjustment coefficient according to a relationship between the strength difference and each preset strength difference of the preset configuration; When the intensity difference is less than or equal to the first preset intensity difference, the adjustment coefficient is determined to be K1; When the intensity difference is greater than the first preset intensity difference and the intensity difference is less than or equal to the second preset intensity difference, the adjustment coefficient is determined to be K2; When the intensity difference is greater than the second preset intensity difference, the adjustment coefficient is determined to be K3; The first preset strength difference is smaller than the second preset strength difference, and K1<K2<K3<1.

5.

8. The method for detecting engine input shaft speed as claimed in claim 1, characterized in that: Determining the load level of the input shaft according to the relationship between the load score of the input shaft and the pre-configured preset load score includes: Obtain the load score Qi of the input shaft, i=1, 2, 3, and Q1<Q2<Q3…<Qi; Preconfiguring a first preset load score and a second preset load score, and determining a load level of the input shaft according to a relationship between the load score Qi and each of the preconfigured preset load scores; When the load score Qi is less than or equal to the first preset load score, the load level of the input shaft is determined to be level one; When the load score Qi is greater than the first preset load score, and the load score Qi is less than or equal to the second preset load score, it is determined that the load level of the input shaft is level 2; When the load score Qi is greater than the second preset load score, the load level of the input shaft is determined to be level three; Among them, level one < level two < level three.

9. A system for detecting the speed of an engine input shaft, applicable to a method for detecting the speed of an engine input shaft as claimed in any one of claims 1 to 8, characterized in that: include: Central control modules, optical encoders, piezoelectric accelerometers, vibration sensors and evaluation modules: The central control module is used to drive the input shaft to rotate and obtain the real-time rotation speed of the input shaft detected by the optical encoder, wherein if the real-time rotation speed of the input shaft is consistent with the pre-configured preset rotation speed, the input shaft is driven to rotate in the opposite direction; A piezoelectric accelerometer, used to detect acceleration in various directions when the input shaft rotates; A vibration sensor, used to detect the vibration intensity when the input shaft rotates; An evaluation module is electrically connected to the piezoelectric accelerometer, the vibration sensor and the central control module respectively, and is used to obtain the real-time rotation speed of the two ends of the input shaft when the input shaft rotates in the opposite direction, and determine the load score of the input shaft according to the relationship between the real-time rotation speeds of the two ends of the input shaft, wherein: The evaluation module is further configured to determine a load grade of the input shaft according to a relationship between the load score of the input shaft and a preconfigured preset load score.

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