Online fixed-point meshing control method and device for automatic synchronous clutch

Abstract

The invention discloses an online fixed-point meshing control method and device for an automatic synchronous clutch. The method comprises the steps that the rotating speed of a driving shaft of the automatic synchronous clutch is kept at a preset rotating speed; acquiring a meshing angle difference measurement value in a key phase signal period of a driving shaft of the automatic synchronous clutch; and when the measured value of the meshing angle difference meets the inequality condition of the speed increasing of the driving shaft, a driving shaft speed increasing signal is sent to a rotating speed control system so as to control the impulse rotation meshing of the driving shaft. According to the method, the adverse effect of the random meshing position of the SSS clutch on shafting vibration is eliminated, shafting vibration of a power system using the SSS clutch is controllable, and the safety and reliability of equipment are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of clutch control, and in particular to an online fixed-point engagement control method and device for an automatic synchronous clutch. Background Art

[0002] The SSS clutch was first invented and applied in warship power systems. After continuous development, the clutch structure has been continuously improved, and the transmission torque has been continuously increased. It is currently mainly used in various types of combined power cycle devices in military and electric power thermal systems. In the application of some large-scale combined power cycle devices, it was found that after each engagement of the SSS clutch, the vibration of the shaft system fluctuated irregularly compared with the last engagement, which brought hidden dangers to the safe operation of the unit. After long-term exploration and data statistics, it was found that, affected by the clutch body state and installation factors, there are excellent vibration areas and deteriorated vibration areas in the SSS clutch engagement position, that is, in some engagement positions, the power system shaft system vibration is good, and in some engagement positions, the shaft system vibration deteriorates beyond the alarm value, and even approaches the trip value. However, since the SSS clutch is a purely mechanical device, its engagement angle has random characteristics. At present, there is no quantitative online control method to make the SSS clutch engage at a specified position. There are uncontrollable factors in the shaft system vibration of some electric power thermal production equipment using SSS clutches. Summary of the invention

[0003] In view of the problems in the prior art, an embodiment of the present invention provides an online fixed-point engagement control method and device for an automatic synchronous clutch, so as to solve the problem of uncontrollable shaft system vibration of electric power and heat production equipment using an SSS clutch in the prior art.

[0004] An embodiment of the present invention provides an online fixed-point engagement control method for an automatic synchronous clutch, the method comprising:

[0005] Maintaining the driving shaft speed of the automatic synchronous clutch at a preset speed;

[0006] Obtaining a measured value of a meshing angle difference within a key phase signal cycle of a driving shaft of the automatic synchronous clutch;

[0007] When the measured value of the meshing angle difference satisfies the inequality condition of the driving shaft speed increase, a driving shaft speed increase signal is sent to the speed control system to control the driving shaft to engage.

[0008] In one embodiment, the engagement angle difference measurement value within the key phase signal cycle of the active shaft of the automatic synchronous clutch is obtained by a double key phase signal acquisition method.

[0009] In one embodiment, the inequality condition for the driving shaft speed increase is:

[0010] θ 0目标 -Δt滞后 ×ΔV×60-θ0|≤Δθ;

[0011] In the formula, θ 0目标 Δt is the angle difference when the driving shaft speed is the preset speed; 滞后 is the lag time from the moment when the speed control system sends out the control speed increase signal to the moment when the driving shaft starts to increase the speed at a fixed rate; ΔV is the difference between the driven shaft speed and the preset speed; Δθ is the interval angle of the measured phase difference series; θ0 is the measured value of the meshing angle difference.

[0012] In one embodiment, the angle difference θ when the driving shaft speed is a preset speed 0目标 It is calculated using the following formula:

[0013] θ 0目标 =θ 目标 -Δθ1+Δθ2;

[0014] Among them, θ 目标 is the optimal engagement angle of the clutch obtained according to the experiment; Δθ1 is the change in the angle difference during the period when the speed control system controls the driving shaft to accelerate from a preset speed to the driven shaft speed at a fixed acceleration rate obtained according to the experiment; Δθ2 is the change in the angle difference during the period from when the speed control system stops controlling the driving shaft to accelerate to when the engagement is completed obtained according to the experiment.

[0015] In one embodiment, the speed control system obtained according to the experiment controls the driving shaft to accelerate from a preset speed to the driven shaft speed at a fixed acceleration rate, and the angle difference change Δθ1 is calculated by the following formula:

[0016]

[0017] Wherein, ΔV is the difference between the driven shaft speed and the preset speed; a is the fixed acceleration rate.

[0018] In one embodiment, by statistically analyzing the meshing angle of the automatic synchronous clutch and the corresponding shaft system vibration conditions, the vibration optimization area and the vibration deterioration area are determined, and then the optimal meshing angle of the automatic synchronous clutch is determined.

[0019] In one embodiment, the measured phase difference series interval angle Δθ is calculated by the following formula:

[0020]

[0021] Among them, T1 is the key phase signal period of the driven shaft, and T2 is the key phase signal period of the active shaft.

[0022] In one embodiment, controlling the driving shaft to engage in a rotary motion specifically includes: controlling the driving shaft to accelerate from a preset speed to a driven shaft speed at a fixed acceleration rate, and then utilizing mechanical motion inertia to achieve rotary engagement.

[0023] The embodiment of the present invention further provides an online fixed-point engagement control device for an automatic synchronous clutch, the device comprising:

[0024] A first control module, configured to maintain a rotation speed of a driving shaft of an automatic synchronous clutch at a preset rotation speed;

[0025] An acquisition module, used for acquiring a measured value of a meshing angle difference within a key phase signal cycle of an active shaft of the automatic synchronous clutch;

[0026] The second control module is used to send a driving shaft speed increase signal to the speed control system to control the driving shaft to engage at a fixed speed increase rate when the engagement angle difference measurement value satisfies the inequality condition of the driving shaft speed increase.

[0027] An embodiment of the present invention further provides a computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements any of the above methods when executing the computer program.

[0028] An embodiment of the present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, any of the above methods is implemented.

[0029] An embodiment of the present invention further provides a computer program product, wherein the computer program product includes a computer program, and when the computer program is executed by a processor, any of the above methods is implemented.

[0030] An embodiment of the present invention provides an online fixed-point engagement control method and device for an automatic synchronous clutch, the method comprising: maintaining the speed of the active shaft of the automatic synchronous clutch at a preset speed; obtaining the engagement angle difference measurement value within the key phase signal period of the active shaft of the automatic synchronous clutch; when the engagement angle difference measurement value satisfies the inequality condition of the active shaft speed increase, an active shaft speed increase signal is sent to the speed control system to control the active shaft to engage. The present invention eliminates the adverse effects of the random engagement position of the SSS clutch on the vibration of the shaft system, realizes the controllable vibration of the shaft system of the power system using the SSS clutch, and improves the safety and reliability of the equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the prior art descriptions. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0032] Figure 1 A schematic diagram of the structure of an SSS clutch provided by an embodiment of the present invention;

[0033] Figure 2 A schematic diagram of a ratchet pawl provided in an embodiment of the present invention;

[0034] Figure 3 A schematic diagram of the phase measurement principle of a double-key phase signal acquisition method provided by an embodiment of the present invention;

[0035] Figure 4 A schematic diagram of double-key phase signal monitoring provided by an embodiment of the present invention;

[0036] Figure 5 A schematic diagram of key phase signal monitoring and analysis provided by an embodiment of the present invention;

[0037] Figure 6 Another schematic diagram of key phase signal monitoring and analysis provided by an embodiment of the present invention;

[0038] Figure 7 A schematic diagram of an SSS clutch engagement process provided by an embodiment of the present invention;

[0039] Figure 8 A schematic diagram of the structural design of a dual clutch engagement control test bench provided by an embodiment of the present invention;

[0040] Fig. 9 Schematic diagram of an instrumentation system for a dual clutch engagement control test bench provided by an embodiment of the present invention

[0041] Fig.10 A flow chart of an online fixed-point engagement control method for an automatic synchronous clutch provided in an embodiment of the present invention.

[0042] Fig.11 A schematic structural diagram of an online fixed-point engagement control device for an automatic synchronous clutch provided in an embodiment of the present invention.

[0043] Fig.12 A schematic diagram of a computer device entity structure provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0044] To make the purpose, technical solution and advantages of the embodiments of the present invention more clear, the embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings. Here, the exemplary embodiments of the present invention and their descriptions are used to explain the present invention, but are not intended to limit the present invention.

[0045] In order to facilitate understanding of the technical solution provided by this application, the research background of the technical solution of this application is briefly described below.

[0046] The Synchro-self-shifting clutch (hereinafter referred to as the SSS clutch) is a torque transmission connection device for a power system. The rotating shafts on both sides of the clutch are defined as the driving shaft and the driven shaft respectively. The function achieved is that when the speed of the driving shaft is greater than that of the driven shaft, the SSS clutch engages, the driving shaft and the driven shaft are connected to form a shaft system through the clutch, and the driving shaft transmits torque to the driven shaft. When the speed of the driving shaft is less than that of the driven shaft, the SSS clutch disengages, the driving shaft and the driven shaft are separated, and the two rotors run at their respective speeds. The SSS clutch is a purely mechanical device, and the realization of the above functions relies on its own mechanical characteristics. The working process can be likened to screwing a nut onto a bolt. If the bolt and the nut rotate at the same speed, the nut will not move axially on the bolt. If the bolt and the nut rotate at different speeds, the nut will move axially along the bolt, and the direction of movement is determined by the positive or negative difference in the speed of the two.

[0047] The basic principle of SSS clutch is as follows Figure 1 As shown. The helical spline of the driving shaft (input shaft) corresponds to the thread of the bolt. A spiral sliding component similar to a nut is installed on the helical spline. A ratchet structure is installed on one end of the sliding component, and a driving shaft clutch tooth is installed on the other end. The driven shaft (output shaft) is equipped with a pawl structure and a driven shaft clutch tooth. The core component of the SSS clutch that can drive the shaft system to complete engagement and disengagement through the speed difference is the ratchet pawl structure, as shown in the schematic diagram Figure 2 As shown. According to the ratchet pawl principle, when the ratchet speed is lower than the pawl speed, the pawl slides over the back of the ratchet teeth, and neither of them is subjected to force. When the ratchet speed is greater than the pawl speed, the pawl is inserted into the ratchet tooth groove, and the ratchet pawl is relatively stationary and transmits torque.

[0048] When the speed of the SSS clutch driving shaft is greater than that of the driven shaft, the ratchet on the driving shaft spiral sliding part and the ratchet on the driven shaft are relatively static under force, so the speed of the spiral sliding part is the same as that of the driven shaft. At this time, the speed of the driving part is greater than that of the spiral sliding part. The spiral sliding part is equivalent to the nut rotating on the spiral spline and starting to make positive axial movement. As the axial movement proceeds, the clutch teeth on the driving shaft spiral sliding part and the clutch teeth of the driven shaft are meshed, and the ratchet on the spiral sliding part and the ratchet on the driven shaft are disengaged. Finally, the driving shaft torque is transmitted to the driven shaft through the clutch teeth. When the speed of the driving shaft is less than that of the driven shaft, the speed of the driving spiral sliding part (equivalent to the speed of the driven shaft) is greater than the speed of the driving shaft, and the spiral sliding part rotates on the spiral spline and starts to make reverse axial movement. As the axial movement proceeds, the clutch teeth on the driving shaft spiral sliding part and the clutch teeth on the driven shaft are disengaged. At this time, the clutch teeth and ratchet on the spiral sliding part are not under force, and the speed is the same as that of the driving shaft, and no axial movement is performed, and the clutch is disengaged. From the above description, it can be seen that the meshing process of the SSS clutch starts with the force on the ratchet pawl. There is more than one force combination of the ratchet and pawl in the clutch, and each force combination of the ratchet and pawl corresponds to an engagement position, that is, the engagement position of the driving shaft and the driven shaft in the circumferential direction (that is, the circumferential engagement position of the two rotors). Before engagement, the driving shaft and the driven shaft rotate at their own speeds. The timing of the force applied to the pawl and a ratchet wheel depends on the timing when the speed of the driving shaft exceeds that of the driven shaft. This causes the force combination of the ratchet and pawl to be random, that is, the engagement position of the rotors on both sides of the SSS clutch is random and uncontrollable.

[0049] In order to realize the online fixed-point engagement position control of the automatic synchronous clutch, such as Fig.10 As shown, an embodiment of the present invention provides an online fixed-point engagement control method for an automatic synchronous clutch, the method comprising:

[0050] Step 1: Maintain the driving shaft speed of the automatic synchronous clutch at a preset speed;

[0051] Specifically, the preset speed is very close to the driven shaft speed V 从动轴 A speed V of the driven shaft can be obtained by experiment. 从动轴 While keeping unchanged, by maintaining the driving shaft speed of the automatic synchronous clutch at a preset speed and starting to increase the speed from the preset speed to control the driving shaft's impact engagement, the driving shaft speed can be controlled at a preset speed very close to the driven shaft speed. The speed increase of the driving shaft can be minimized, and the driving shaft can be more accurately controlled to increase its speed to the driven shaft speed, thereby more accurately controlling the online fixed-point engagement of the automatic synchronous clutch.

[0052] Step 2, obtaining a measured value of the meshing angle difference within a key phase signal period of the driving shaft of the automatic synchronous clutch;

[0053] In one embodiment, the engagement angle difference measurement value within the key phase signal cycle of the active shaft of the automatic synchronous clutch is obtained by a double key phase signal acquisition method.

[0054] Specifically, the meshing angle difference measurement value obtained by the double-key phase signal acquisition method proposed in the present invention is not a continuous signal in time, but a series of discrete signals, which is more in line with the actual situation. The present invention uses the double-key phase signal acquisition method to design a double-key phase synchronous sampling scheme, and performs real-time acquisition, measurement and analysis of the key phase signals of the active shaft and the driven shaft on both sides of the clutch to obtain the meshing angle difference measurement value within the key phase signal period of the active shaft of the automatic synchronous clutch. In a more practical situation, it can more accurately control the online fixed-point engagement of the automatic synchronous clutch.

[0055] It is worth noting that when the driven shaft key phase signal cycle T1 = the driving shaft key phase signal cycle T2, the method outputs a meshing angle difference measurement value every T2 seconds, and the value remains unchanged. When the driven shaft key phase signal cycle T1 < the driving shaft key phase signal cycle T2, the method outputs a meshing angle difference measurement value every T2 seconds, and the meshing angle difference measurement value consists of a series of periodic numbers with fixed interval angles.

[0056] like Figure 3 Shown is a schematic diagram of the phase measurement principle of a double-key phase signal acquisition method provided by an embodiment of the present invention.

[0057] (1) Key phase system

[0058] In the vibration measurement of rotating machinery, phase generally refers to the fundamental frequency phase, which is the time difference between the key phase pulse and the positive peak value of vibration. To measure the phase, a groove (called a key slot) is required on the shaft as a reference for measurement, as well as a sensor (called a key phase sensor) that receives the reference signal. The key slot and its corresponding key phase sensor form a key phase system. Whenever the key slot passes through the key phase sensor, the voltage of the key phase sensor outputs a pulse. The phase difference between this pulse and the first positive peak value of the 1X harmonic signal is defined as the phase φ. The vibration phase measurement principle is as follows: Figure 3 shown.

[0059] Each time the groove passes through the key phaser, the key phaser generates a pulse. The time between two pulses represents a complete rotation cycle, so in the vibration test system, the key phase is also used to measure the speed. For a power system, the positions of the vibration probe, key slot, and key phaser in the radial plane of the rotor will not change once they are determined.

[0060] (2) Shaft key phase measurement system with SSS clutch

[0061] The shaft system composition of the conventional power system will not change, and the positions of the vibration sensors, keyways, and key phasers on the shaft system will not change. Only one key phase system is needed to meet the speed and phase measurement requirements. In a power system with an SSS clutch, when the SSS clutch is engaged, the driving shaft and the driven shaft in the shaft system form a shaft system and rotate at the same speed. When the SSS clutch is disengaged, the driving shaft and the driven shaft in the shaft system are separated and rotate at their own speeds. The shaft system composition of the power system with an SSS clutch changes with the switching of working conditions. This working mode requires it to have a dual key phase measurement system, that is, the key phase systems of the driving shaft and the driven shaft are independent, the vibration phase and speed signals of the driving shaft are taken from the driving shaft key phase system, and the vibration phase and speed signals of the driven shaft are taken from the driven shaft key phase system. Keyways and key phasers are provided on each of the two rotors.

[0062] (3) Definition of meshing position

[0063] When the SSS clutch is engaged, the relative positions of the driving shaft and the driven shaft in the circumferential direction are completely random. In order to study the influence of the engagement position on the vibration of the shaft bearing and find the engagement position that is conducive to vibration, it is now defined that when the driving shaft and the driven shaft are engaged, the angular difference between the driving shaft keyway rotating in the same direction as the driven shaft keyway is the engagement angle α (range: 0° to 359°). The engagement angle represents the engagement position of the driving shaft and the driven shaft, which is also the engagement position (angle) of the SSS clutch.

[0064] (4) Meshing position measurement method

[0065] For ease of understanding, this article assumes that the key phaser installation positions of the active shaft and the driven shaft are in a straight line along the axial direction. If there is a deviation between the installation positions of the two, the final measurement value can be corrected according to the installation data. In the same time dimension, the active shaft key phase signal and the driven shaft key phase signal are taken for synchronous measurement and analysis. The schematic diagram of dual key phase signal monitoring is shown in the figure. Figure 4 As shown, the key phase signal is triggered by the falling edge. The key phase signal trigger time difference tn is defined as: the time difference between the key phase signal trigger time of the active axis and the key phase signal trigger time of the nearest slave axis in reverse chronological order.

[0066] Case 1: The SSS clutch is engaged, and the driving shaft and the driven shaft run at the same speed. At this time, the driven shaft key phase signal period T1 = the driving shaft key phase signal period T2, and the trigger time difference of the two key phase signals is a fixed value, that is, t1 = t2 = t const (fixed value), a schematic diagram of key phase signal monitoring and analysis is shown in Figure 5 As shown. const It reflects the angle difference of the keyways on the two rotors in the circumferential position, that is, the meshing position of the rotors on both sides of the SSS clutch. According to the definition of the meshing angle, the meshing angle θ can be calculated by the following formula:

[0067]

[0068] Among them, t const is the trigger time difference of the two key phase signals, and T1 is the key phase signal period of the driven axis.

[0069] Case 2: The period T1 of the key phase signal of the driven axis remains unchanged, and the period T2 of the key phase signal of the active axis remains unchanged. T1<T2. At this time, the schematic diagram of the key phase signal monitoring and analysis is as follows: Figure 6 The time difference between the trigger points of the two key phase signals is a set of cyclic values, namely t1, t2, ... t n The values ​​are all in periodic cyclic changes, and the increment of adjacent values ​​is determined by the values ​​of T1 and T2. In case 2, the SSS clutch is not engaged, t n The key phase system measures the time difference between the driving shaft keyway and the driven shaft keyway adjacent in reverse chronological order. At this time, the angle difference θ between the driving shaft keyway rotating in the same direction and the driven shaft keyway n It can be calculated by the following formula:

[0070]

[0071] Among them, t n The key phase system measures the time difference between the driving shaft keyway and its adjacent driven shaft keyway in reverse chronological order, and T1 is the key phase signal period of the driven shaft.

[0072] The angle difference obtained by the double-key phase signal acquisition method proposed in this patent is not a continuous signal in time, but a series of discrete signals. In case one, the method outputs a meshing angle difference measurement value every T2 seconds, and the value remains unchanged. In case two, the method outputs a meshing angle difference measurement value every T2 seconds. The meshing angle difference measurement value consists of a series of periodic numbers with fixed interval angles. The interval angle Δθ between the meshing angles depends on the rotation period of the two rotors, that is, the speed difference. The interval angle of the measured phase difference series can be calculated by the following formula:

[0073]

[0074] Among them, T1 is the key phase signal period of the driven shaft, and T2 is the key phase signal period of the active shaft.

[0075] Therefore, when T2 is closer to T1, Δθ is smaller and the meshing angle difference measurement value is more consistent.

[0076] Step 3: When the measured value of the meshing angle difference satisfies the inequality condition of the driving shaft speed increase, a driving shaft speed increase signal is sent to the speed control system to control the driving shaft to engage.

[0077] Specifically, when the driving shaft starts to speed up to the preset speed V0 and keeps the speed unchanged, the meshing angle difference measurement value θ0 is constantly changing in a cycle, and the angle interval between adjacent angle difference data is Δθ. When the meshing angle difference measurement value θ0 satisfies the inequality condition of the driving shaft speed increase, the driving shaft speed increase signal is immediately sent to the speed control system to control the driving shaft to engage at a fixed speed increase rate a, thereby achieving the set final meshing angle θ 目标 .

[0078] After the inequality condition of the active shaft speed increase is obtained through experimental verification, the present invention applies the inequality condition of the active shaft speed increase to the actual working condition. In the actual working condition, the active shaft speed of the automatic synchronous clutch is maintained at a preset speed; the meshing angle difference measurement value within the active shaft key phase signal cycle of the automatic synchronous clutch is obtained; when the meshing angle difference measurement value meets the inequality condition of the active shaft speed increase, an active shaft speed increase signal is sent to the speed control system to control the active shaft to engage, thereby realizing the controllable online fixed-point engagement position of the automatic synchronous clutch.

[0079] In one embodiment, by statistically analyzing the meshing angle of the automatic synchronous clutch and the corresponding shaft system vibration conditions, the vibration optimization area and the vibration deterioration area are determined, and then the optimal meshing angle of the automatic synchronous clutch is determined.

[0080] Specifically, the clutch engagement angle of the power system shaft with SSS clutch is measured by using the double-key phase synchronous sampling method, and the shaft vibration data after clutch engagement is quantitatively related to the engagement angle. By statistically analyzing a large number of engagement angles and their corresponding shaft vibration conditions, the vibration optimization area and vibration deterioration area of ​​the SSS clutch are determined, that is, the optimal clutch engagement angle θ is determined. 目标 . Δθ2 is determined by analyzing a large number of clutch engagement processes.

[0081] In one embodiment, the speed control system obtained according to the experiment controls the driving shaft to accelerate from a preset speed to the driven shaft speed at a fixed acceleration rate, and the angle difference change Δθ1 is calculated by the following formula:

[0082]

[0083] Wherein, ΔV is the difference between the driven shaft speed and the preset speed; a is the fixed acceleration rate.

[0084] Specifically, according to the angle difference measurement theory, when the speeds of the driving shaft and the driven shaft are inconsistent, the angle difference is constantly changing. Let the angle difference at time t0 be θ0, the length of the time period from time t0 to time t1 be Δt1, and the change in angle difference be Δθ1. Since the speed of the driven shaft is greater than that of the driving shaft at this time, according to the definition of angle difference, Δθ1 is an increment. The speed change is ΔV=V从动轴 -V0, in r / min. Assume that the acceleration rate of the driving shaft in the time period Δt1 is a known quantity a, then Δt1 = ΔV / a, in s. Δθ1 can be obtained by analytical calculation based on the following integral function:

[0085]

[0086] Therefore, when V0 and the rate of increase a within the Δt1 time period are determined, Δθ1 is also determined.

[0087] In one embodiment, the angle difference θ when the driving shaft speed is a preset speed 0目标 It is calculated using the following formula:

[0088] θ 0目标 =θ 目标 -Δθ1+Δθ2;

[0089] Among them, θ 目标 is the optimal engagement angle of the clutch obtained according to the experiment; Δθ1 is the change in the angle difference during the period when the speed control system controls the driving shaft to accelerate from a preset speed to the driven shaft speed at a fixed acceleration rate obtained according to the experiment; Δθ2 is the change in the angle difference during the period from when the speed control system stops controlling the driving shaft to accelerate to when the engagement is completed obtained according to the experiment.

[0090] Specifically, the preset speed V0 is first determined, Δθ is calculated, and then the speed at which the driving shaft increases from the preset speed V0 to V 从动轴 The acceleration value a is determined, and Δθ1 is finally determined. 目标 , Δθ2 and Δθ1, the angle difference θ when the driving shaft speed is V0 0目标 As the only unknown quantity, it can be calculated.

[0091] In one embodiment, the inequality condition for the driving shaft speed increase is:

[0092] |θ 0目标 -Δt 滞后 ×ΔV×60-θ0|≤Δθ;

[0093] In the formula, θ 0目标 Δt is the angle difference when the driving shaft speed is the preset speed; 滞后 Δt is the lag time from the moment the speed control system sends out the speed control signal to the moment the driving shaft starts to speed up at a fixed speed. 滞后 It can be obtained through field tests and can be regarded as a known quantity; ΔV is the difference between the driven shaft speed and the preset speed, which is a known quantity, that is, ΔV = V 从动轴 -V0; Δθ is the interval angle of the measured phase difference series, which is also a known quantity; θ0 is the measured value of the meshing angle difference.

[0094] The core idea of ​​the above formula is that when the measured θ0 = calculated θ 0目标 When the driving shaft continues to increase speed, the angle difference will satisfy θ 0目标 =θ 目标 -Δθ1+Δθ2, the clutch will eventually engage at angle θ 目标 .

[0095] The present invention further refines and amends the control logic judgment according to the actual situation. First, the change of the angle difference during the period from the time when the signal is sent to the time when the driving shaft starts to accelerate is taken into account. Second, the measured angle difference θ0 is discontinuous, and the interval angle is Δθ. θ0 may not be equal to θ 0目标 , so the inequality form is adopted to ensure the triggering of the speed increase signal.

[0096] In one embodiment, controlling the driving shaft to engage in a rotary motion specifically includes: controlling the driving shaft to accelerate from a preset speed to a driven shaft speed at a fixed acceleration rate, and then utilizing mechanical motion inertia to achieve rotary engagement.

[0097] Specifically, the driving shaft is controlled to accelerate from a preset speed to the driven shaft speed and then the acceleration is stopped. At this time, the driving shaft will continue to accelerate according to mechanical inertia until the acceleration is 0. The speed increases from the driven shaft speed to the highest point and then drops to the driven shaft speed.

[0098] In one embodiment, the SSS clutch online fixed-point engagement control method includes the following:

[0099] (1) Basic theory

[0100] like Figure 7 The figure shows a schematic diagram of an SSS clutch engagement process provided by an embodiment of the present invention. The actual engagement process of the SSS clutch has several important time nodes. According to the order of time development, it is defined that when the driving shaft speed V 主动轴 The moment when V0 is reached is T0, which is very close to V 从动轴 A speed, V 主动轴 Reach V 从动轴 The time is t1, V 主动轴 The maximum moment is t2, and the moment when the meshing process is completed is t3. During the actual meshing process of the clutch, V 主动轴 There will be a value greater than V 从动轴 The stage (t1 to t3 period) is because the driving shaft speed must be slightly greater than the driven shaft first, so that the ratchet pawl is stressed and the clutch sliding part moves axially. After the clutch teeth are fully engaged, V 主动轴 Equal to V 从动轴 .

[0101] Assume that the length of the time period from t1 to t3 is Δt2, and the change in the angle difference is Δθ2. The driving shaft speed reaches V at t1. 从动轴 After that, the speed will continue to increase, reaching the maximum speed at t2, and then it will decrease, and the meshing will be completed at t3. Since the speed of the driven shaft is greater than that of the driving shaft during the period from t1 to t3, according to the definition of the angle difference, Δθ2 is the decrement. Through engineering application, it is found that Δθ2 is determined by the mechanical characteristics of the SSS clutch, which can be obtained through the analysis of a large amount of meshing data and is a known constant.

[0102] Now assume that during the meshing process, the driving shaft increases its speed to V0 and the speed remains unchanged. The driving shaft and the driven shaft run at their respective speeds. This working condition belongs to case 2. According to the above formula, the angle difference θ0 measured by the double-key phase measurement system can be calculated by the following formula:

[0103] θ0=Δθ×n+θ 初始 (n=0,1,2,3...0,1,2...).

[0104] In the formula, θ 初始 is the initial angle difference when the driving shaft speeds up to V0. This value is an uncontrollable value, which depends on the time when the low-pressure rotor reaches the target speed V0. Therefore, θ0 is a value that changes periodically, and the interval between adjacent values ​​is Δθ.

[0105] Assume θ 初始 =0, V 从动轴 / V0=1.01, and then we substitute it into the above formula to get Δθ=3.6, which corresponds to a cyclic sequence of θ0 of 2, 3.6, 7.2...356.4, 0, 3.6... This interval value can be approximately regarded as the continuous monitoring angle difference in engineering.

[0106] (2) Fixed-point meshing control strategy

[0107] According to the above analysis, under the premise of determining the calculation and statistical methods of Δθ1 and Δθ2, the engagement angle θ of the SSS clutch corresponding to the moment t3 of the engagement process completion can be calculated by the following formula:

[0108] θ=θ0+Δθ1-Δθ2.

[0109] This is the core formula of the present invention to realize the fixed-point engagement control logic of the SSS clutch. The control idea is to determine the engagement angle θ, calculate θ0 according to the above formula, and use this to formulate the speed increase rule of the driving shaft so that the clutch will finally engage at the specified angle.

[0110] The present invention is verified by the SSS clutch engagement control system test steps as follows:

[0111] 1. Design of SSS clutch engagement control test bench

[0112] The actual mechanical structure of the SSS clutch is relatively complex. In order to test and verify the function of the SSS clutch engagement controller, dual motors and dual electromagnetic clutches are used to simulate the actual SSS clutch operation control corresponding functions. Figure 8 Shown is a schematic diagram of the structural design of a dual-clutch engagement control test bench provided in an embodiment of the present invention.

[0113] 1.1. Design of meshing test bench structure and dynamic process simulation

[0114] The SSS clutch engagement control system includes two electromagnetic clutches. The No. 2 test shaft simulates the high and medium pressure rotors and is the active shaft with an operating speed of 1310 rpm. The No. 1 test shaft is the driven shaft and simulates the low pressure rotor. Fig. 9 Shown is a physical picture of a dual clutch engagement control test bench provided in an embodiment of the present invention.

[0115] Engagement process: No. 2 motor drags No. 2 shaft to maintain rated speed rotation, at this time No. 2 clutch is disengaged, No. 1 clutch is engaged, and No. 1 motor drags No. 1 shaft through No. 1 clutch to increase speed at a predetermined rate. When reaching the predetermined speed platform (1275rpm), it remains stable and waits for the meshing controller to continue the speed increase instruction, and continues to increase speed. When reaching the rated speed (1310rpm), No. 2 clutch is engaged to simulate the meshing process, and No. 1 clutch is disconnected at the same time to protect No. 1 motor.

[0116] Disengagement: When disengagement is required, disengage the 2# clutch directly and determine the state of the 1# clutch based on the situation.

[0117] 1.2. Design of instrumentation and control system for meshing test bench

[0118] The motor speed, clutch disengagement and engagement status are all controlled by PLC. At the same time, two-way key phase signals are installed on the 1# and 2# experimental shafts. Corresponding vibration sensor measuring points can be installed according to actual needs.

[0119] In order to cooperate with the fixed-point meshing control function of the test meshing controller and control the test process of the test bench, a corresponding instrumentation control system is specially designed for the test bench system, such as Fig. 9The figure shows a schematic diagram of an instrumentation and control system of a dual-clutch engagement control test bench provided by an embodiment of the present invention. The instrumentation and control system of the dual-clutch engagement control test bench includes: touch screen monitoring, PLC control system, 2# motor inverter, 2# shaft tachometer, 1# motor inverter, 1# shaft tachometer, host computer monitoring, and engagement controller. The host computer monitoring sends a continuing speed increase instruction to the PLC control system through the engagement controller. The PLC control system controls the 1# motor through the 1# motor inverter, and the PLC control system controls the 2# motor through the 2# motor inverter.

[0120] 2. SSS clutch engagement control test bench verification

[0121] A dual-motor and dual-electromagnetic clutch test bench system is used to test and verify the function of the SSS clutch engagement controller.

[0122] 2.1、Test bench speed control function test

[0123] SSS clutch engagement control fixed-point engagement control requires speed measurement, speed stability, speed increase process stability, and speed increase rate consistency. Therefore, first of all, the speed control function must meet the requirements:

[0124] (1) The 2# shaft simulates the high and medium pressure rotor, and the test verifies that it can run stably at the rated speed of 1310 rpm, with a speed deviation of <5 rpm;

[0125] (2) The 1# shaft simulated the low-pressure rotor and the test verified that it could increase the speed from 0 to the speed platform (1275 rpm) at a predetermined rate and run stably with a speed deviation of <5 rpm;

[0126] (3) Before and after the speed plateau (1275 rpm), the test verified that the 1# shaft could increase speed at a predetermined and consistent rate (1.3 rpm / s);

[0127] (4) The 1# shaft simulates the low-pressure rotor, and the test verifies that it can run stably at the rated speed of 1310 rpm, with a speed deviation of <5 rpm.

[0128] 2.2. Clutch engagement control function test

[0129] The test bench instrumentation and control system can realize the dual clutch engagement and disengagement functions, and manually and automatically simulate the actual low-pressure rotor speed increase and automatic engagement process:

[0130] (1) Manual engagement process control test verification: Through the touch screen buttons, the 2# shaft can be manually controlled to increase speed and maintain a stable rated speed of 1310 rpm; the 1# shaft can be manually controlled to increase speed from 0 speed to the speed platform (1275 rpm) at a predetermined rate, and then manually control the speed to increase to the rated speed of 1310 rpm and run steadily; the 1# clutch can be manually controlled to disengage and the 2# clutch to engage, and the 2# shaft can maintain a stable rated speed of 1310 rpm.

[0131] (2) Automatic meshing process control test verification: Through the touch screen buttons, the 2# shaft can be manually controlled to increase speed and maintain a stable operation at the rated speed of 1310rpm; the 1# shaft can be manually controlled to increase speed from 0 speed to the speed platform (1275rpm) at a predetermined rate. According to the control logic proposed in this patent, the meshing controller sends a "continue speed increase command" signal, the 1# shaft automatically increases speed to the rated speed of 1310rpm, the 1# clutch automatically disengages and the 2# clutch automatically engages, and the 2# shaft maintains a stable operation at the rated speed of 1310rpm. The #1 and #2 motors are stopped. After the shafts stop rotating, the phase difference between the key slots of the 1# and 2# shafts can be measured.

[0132] 2.3. Clutch directional engagement control function test

[0133] In order to simulate the directional engagement function of the SSS clutch of an actual unit, different final engagement angles were set by the upper computer software of the engagement controller, and the directional engagement control function of the engagement controller was verified experimentally.

[0134] (1) The two keys are installed at the same angle (vertical direction) and the phase difference is 0;

[0135] (2) The meshing angle is defined as the phase difference from the key phase groove of the 1# shaft (low-pressure rotor) to the #2 shaft (high- and medium-pressure rotor) along the rotation direction.

[0136] (3) Through the above-mentioned automatic meshing process control, different final meshing angles are set, and the error between the final meshing angle and the preset angle is shown in Table 1.

[0137] Table 1

[0138]

[0139] In the embodiment of the present invention, compared with the technical solutions in the prior art, the present invention adopts a dual-key phase signal acquisition method, designs a dual-key phase synchronous sampling scheme, performs real-time acquisition, measurement and analysis of the key phase signals of the driving shaft and the driven shaft on both sides of the clutch, formulates an SSS clutch meshing position online measurement method, quantitatively corresponds the vibration of the shaft system with the meshing position, and determines the optimal meshing position. Based on the characteristic that the measured angle difference is a periodic cyclic series with equal intervals when the speeds of the driving shaft and the driven shaft are constant (but not the same), the measured angle difference signal is connected to the speed control system, and the SSS clutch active shaft speed increase rule is designed. According to this rule, the SSS clutch is controlled to fit at a specified position, which solves the problem of uncontrollable shaft system vibration caused by the random fitting position of the SSS clutch.

[0140] like Fig.11 As shown, an embodiment of the present invention further provides an online fixed-point engagement control device for an automatic synchronous clutch, the device comprising:

[0141] A first control module, configured to maintain a rotation speed of a driving shaft of an automatic synchronous clutch at a preset rotation speed;

[0142] An acquisition module, used for acquiring a measured value of a meshing angle difference within a key phase signal cycle of an active shaft of the automatic synchronous clutch;

[0143] In one embodiment, the acquisition module acquires the engagement angle difference measurement value within the key phase signal cycle of the active shaft of the automatic synchronous clutch by a double key phase signal acquisition method.

[0144] The second control module is used to send a driving shaft speed increase signal to the speed control system to control the driving shaft to engage at a fixed speed increase rate when the engagement angle difference measurement value satisfies the inequality condition of the driving shaft speed increase.

[0145] In one embodiment, the inequality condition for the driving shaft speed increase is:

[0146] θ 0目标 -Δt 滞后 ×ΔV×60-θ0|≤Δθ;

[0147] In the formula, θ 0目标 Δt is the angle difference when the driving shaft speed is the preset speed; 滞后 is the lag time from the moment when the speed control system sends out the control speed increase signal to the moment when the driving shaft starts to increase the speed at a fixed rate; ΔV is the difference between the driven shaft speed and the preset speed; Δθ is the interval angle of the measured phase difference series; θ0 is the measured value of the meshing angle difference.

[0148] In one embodiment, the angle difference θ when the driving shaft speed is a preset speed 0目标 It is calculated using the following formula:

[0149] θ 0目标 =θ 目标 -Δθ1+Δθ2;

[0150] Among them, θ 目标 is the optimal engagement angle of the clutch obtained according to the experiment; Δθ1 is the change in the angle difference during the period when the speed control system controls the driving shaft to accelerate from a preset speed to the driven shaft speed at a fixed acceleration rate obtained according to the experiment; Δθ2 is the change in the angle difference during the period from when the speed control system stops controlling the driving shaft to accelerate to when the engagement is completed obtained according to the experiment.

[0151] In one embodiment, the speed control system obtained according to the experiment controls the driving shaft to accelerate from a preset speed to the driven shaft speed at a fixed acceleration rate, and the angle difference change Δθ1 is calculated by the following formula:

[0152]

[0153] Wherein, ΔV is the difference between the driven shaft speed and the preset speed; a is the fixed acceleration rate.

[0154] In one embodiment, the second control module determines the vibration optimization area and the vibration deterioration area by performing statistical analysis on the engagement angle of the automatic synchronous clutch and the corresponding shaft system vibration, and further determines the optimal engagement angle of the automatic synchronous clutch.

[0155] In one embodiment, the measured phase difference series interval angle Δθ is calculated by the following formula:

[0156]

[0157] Among them, T1 is the key phase signal period of the driven shaft, and T2 is the key phase signal period of the active shaft.

[0158] In one embodiment, the second control module controls the driving shaft to engage by impact rotation, specifically comprising: controlling the driving shaft to accelerate from a preset speed to a driven shaft speed at a fixed acceleration rate, and then utilizing mechanical motion inertia to achieve impact rotation engagement.

[0159] Since the principle of solving the problem by the device is similar to that of the aforementioned method, the implementation of the device can refer to the implementation of the aforementioned method, and the repeated parts will not be repeated.

[0160] like Fig.12 As shown, an embodiment of the present invention further provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements any of the above methods when executing the computer program.

[0161] An embodiment of the present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, any of the above methods is implemented.

[0162] An embodiment of the present invention further provides a computer program product, wherein the computer program product includes a computer program, and when the computer program is executed by a processor, any of the above methods is implemented.

[0163] In the embodiment of the present invention, compared with the technical solutions in the prior art, by first designing a dual-key phase synchronous sampling method, the key phase signals of the driving shaft and the driven shaft on both sides of the clutch are collected, measured and analyzed in real time, and an SSS clutch meshing position online measurement method is formulated to quantitatively correspond the vibration of the shaft system with the meshing position, and determine the optimal meshing position. Based on the characteristic that the measured angle difference is a periodic cyclic series with equal intervals when the speeds of the driving shaft and the driven shaft are constant (but not the same), the measured angle difference signal is connected to the speed control system, and the SSS clutch driving shaft speed increase rule is designed. According to this rule, the SSS clutch is controlled to engage at a fixed point, eliminating the adverse effects of the random meshing position of the SSS clutch on the vibration of the shaft system, and realizing the controllable vibration of the shaft system of the power system using the SSS clutch, thereby improving the safety and reliability of the equipment.

[0164] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0165] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0166] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0167] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0168] The specific embodiments described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An online fixed-point engagement control method for an automatic synchronous clutch, characterized in that: include: Maintaining the driving shaft speed of the automatic synchronous clutch at a preset speed; Obtaining a measured value of a meshing angle difference within a key phase signal cycle of a driving shaft of the automatic synchronous clutch; When the measured value of the meshing angle difference satisfies the inequality condition of the driving shaft speed increase, a driving shaft speed increase signal is sent to the speed control system to control the driving shaft to engage.

2. The method according to claim 1, characterized in that: The engagement angle difference measurement value within the key phase signal cycle of the driving shaft of the automatic synchronous clutch is obtained by a double key phase signal acquisition method.

3. The method according to claim 1, characterized in that: The inequality condition for the driving shaft speed increase is: i 0目标 -Δt 滞后 ×ΔV×60-θ0|≤Δθ; In the formula, θ 0目标 Δt is the angle difference when the driving shaft speed is the preset speed; 滞后 is the lag time from the moment when the speed control system sends out the control speed increase signal to the moment when the driving shaft starts to increase the speed at a fixed rate; ΔV is the difference between the driven shaft speed and the preset speed; Δθ is the interval angle of the measured phase difference series; θ0 is the measured value of the meshing angle difference.

4. The method according to claim 3, characterized in that: The angle difference θ when the driving shaft speed is the preset speed 0目标 It is calculated using the following formula: i 0目标 =θ 目标 -Δθ1+Δθ2; Among them, θ 目标 is the optimal engagement angle of the clutch obtained according to the experiment; Δθ1 is the change in the angle difference during the period when the speed control system controls the driving shaft to accelerate from a preset speed to the driven shaft speed at a fixed acceleration rate obtained according to the experiment; Δθ2 is the change in the angle difference during the period from when the speed control system stops controlling the driving shaft to accelerate to when the engagement is completed obtained according to the experiment.

5. The method according to claim 4, characterized in that: The angle difference variation Δθ1 during the period when the speed control system obtained according to the experiment controls the driving shaft to accelerate from the preset speed to the driven shaft speed at a fixed acceleration rate is calculated by the following formula: Wherein, ΔV is the difference between the driven shaft speed and the preset speed; a is the fixed acceleration rate.

6. The method according to claim 4, characterized in that: By statistically analyzing the meshing angle of the automatic synchronous clutch and its corresponding shaft system vibration, the vibration optimization area and the vibration deterioration area are determined, and then the optimal meshing angle of the automatic synchronous clutch is determined.

7. The method according to claim 3, characterized in that: The measured phase difference series interval angle Δθ is calculated by the following formula: Among them, T1 is the key phase signal period of the driven shaft, and T2 is the key phase signal period of the active shaft.

8. The method according to any one of claims 1 to 7, characterized in that: The controlling the driving shaft to engage in a rush-spin engagement specifically includes: controlling the driving shaft to accelerate from a preset speed to a driven shaft speed at a fixed acceleration rate, and then utilizing mechanical motion inertia to achieve a rush-spin engagement.

9. An automatic synchronous clutch online fixed-point engagement control device, characterized in that: include: A first control module, configured to maintain a rotation speed of a driving shaft of an automatic synchronous clutch at a preset rotation speed; An acquisition module, used for acquiring a measured value of a meshing angle difference within a key phase signal cycle of an active shaft of the automatic synchronous clutch; The second control module is used to send a driving shaft speed increase signal to the speed control system to control the driving shaft to engage at a fixed speed increase rate when the engagement angle difference measurement value satisfies the inequality condition of the driving shaft speed increase.

10. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the method according to any one of claims 1 to 8 is implemented.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 8 is implemented.

12. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 8 is implemented.

Images