An online fixed-point engagement control method and device for an automatic synchronous clutch

Abstract

The application discloses an automatic synchronous clutch online fixed-point engagement control method and device, and the method comprises the following steps: keeping the driving shaft rotating speed of the automatic synchronous clutch at a preset rotating speed; acquiring the engagement angle difference measurement value in the key phase signal cycle of the driving shaft of the automatic synchronous clutch; when the engagement angle difference measurement value satisfies the inequality condition of the driving shaft speed-up, sending the driving shaft speed-up signal to the rotating speed control system to control the driving shaft to engage by impact. The application eliminates the adverse effects of the random engagement position of the SSS clutch on the shaft system vibration, realizes the controllable shaft system vibration of the power system using the SSS clutch, and improves the safety and reliability of the equipment.

Description

Technical Field

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

[0002] The SSS clutch was first invented and applied to naval propulsion systems. Through continuous development, its structure has been improved, and the transmitted torque has increased. Currently, it is mainly used in various combined power cycle devices within military and power / thermal systems. In some large combined power cycle applications, it has been found that after each engagement of the SSS clutch, the shaft vibration exhibits irregular fluctuations compared to the previous engagement, posing a potential safety hazard to the unit. Long-term exploration and data statistics have revealed that, influenced by the clutch's condition and installation factors, the SSS clutch engagement position has both excellent and deterioration zones. Specifically, in some engagement positions, the power system shaft vibration is good, while in others, it deteriorates beyond alarm values, even approaching tripping thresholds. However, because the SSS clutch is a purely mechanical device, its engagement angle exhibits randomness. Currently, there is no quantitative online control method to ensure the SSS clutch engages at a specified position, resulting in uncontrollable factors affecting the shaft vibration of some power / thermal production equipment using SSS clutches. Summary of the Invention

[0003] To address the problems in the prior art, embodiments of the present invention provide an online fixed-point engagement control method and device for an automatic synchronous clutch, which solves the problem of uncontrollable shaft vibration in power and thermal production equipment using SSS clutches in the prior art.

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

[0005] Maintain the drive shaft speed of the automatic synchronizing clutch at the preset speed;

[0006] Obtain the measured value of the engagement angle difference within the key phase signal period of the drive shaft of the automatic synchronous clutch;

[0007] When the measured value of the meshing angle difference satisfies the inequality condition for the acceleration of the drive shaft, an acceleration signal for the drive shaft is sent to the speed control system to control the drive shaft to engage.

[0008] In one embodiment, the meshing angle difference measurement value within the key phase signal cycle of the drive shaft of the automatic synchronous clutch is obtained by the dual-key phase signal acquisition method.

[0009] In one embodiment, the inequality condition for the acceleration of the drive shaft 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 drive shaft speed is at the preset speed. 滞后 ΔV is the lag time from the moment the self-speed control system issues the control speed-up signal until the moment the drive shaft begins to accelerate 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 sequence; θ0 is the measured value of the meshing angle difference.

[0012] In one embodiment, the angle difference θ when the drive shaft speed is a preset speed 0目标 The following formula is used to calculate:

[0013] θ 0目标 =θ 目标 -Δθ1+Δθ2;

[0014] Where, θ 目标 Δθ1 is the angle difference change during the period when the speed control system controls the drive shaft to accelerate from the preset speed to the driven shaft speed at a fixed rate, as obtained from the experiment; Δθ2 is the angle difference change during the period when the speed control system stops controlling the drive shaft to accelerate until the engagement is completed, as obtained from the experiment.

[0015] In one embodiment, the change in angle difference Δθ1 during the period when the speed control system based on experiments controls the drive shaft to accelerate from a preset speed to the driven shaft speed at a fixed rate of increase is calculated by the following formula:

[0016]

[0017] Where 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 engagement angle of the automatic synchronizing clutch and the corresponding shaft vibration, the vibration optimization region and the vibration deterioration region are determined, thereby determining the optimal engagement angle of the automatic synchronizing clutch.

[0019] In one embodiment, the measurement phase difference sequence interval angle Δθ is calculated using the following formula:

[0020]

[0021] Where T1 is the key phase signal period of the driven shaft, and T2 is the key phase signal period of the driving shaft.

[0022] In one embodiment, controlling the drive shaft to engage rotation specifically includes: controlling the drive shaft to accelerate from a preset speed to the driven shaft speed at a fixed rate of increase, and then using mechanical inertia to achieve engagement rotation.

[0023] This invention also provides an online fixed-point engagement control device for an automatic synchronous clutch, the device comprising:

[0024] The first control module is used to maintain the speed of the drive shaft of the automatic synchronizing clutch at a preset speed.

[0025] The acquisition module is used to acquire the meshing angle difference measurement value within the key phase signal period of the drive shaft of the automatic synchronous clutch;

[0026] The second control module is used to send a drive shaft acceleration signal to the speed control system when the measured value of the meshing angle difference satisfies the inequality condition for the drive shaft acceleration, so as to control the drive shaft to engage at a fixed acceleration rate.

[0027] This invention also 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 executes the computer program to implement any of the methods described above.

[0028] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements any of the methods described above.

[0029] This invention also provides a computer program product, which includes a computer program that, when executed by a processor, implements any of the methods described above.

[0030] This invention provides an online fixed-point engagement control method and apparatus for an automatic synchronous clutch. The method includes: maintaining the drive shaft speed of the automatic synchronous clutch at a preset speed; acquiring a measured value of the engagement angle difference within a key phase signal period of the drive shaft of the automatic synchronous clutch; and when the measured value of the engagement angle difference satisfies the inequality condition for drive shaft acceleration, sending a drive shaft acceleration signal to the speed control system to control the drive shaft to engage. This invention eliminates the adverse effects of random engagement position of the SSS clutch on shaft vibration, realizes controllable shaft vibration in power systems using SSS clutches, and improves the safety and reliability of the equipment. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings:

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

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

[0034] Figure 3 This is a schematic diagram illustrating the phase measurement principle of a double-bonded phase signal acquisition method provided in an embodiment of the present invention.

[0035] Figure 4 This is a schematic diagram of double-bonded phase signal monitoring provided in an embodiment of the present invention;

[0036] Figure 5 This is a schematic diagram of a bond phase signal monitoring and analysis provided in an embodiment of the present invention;

[0037] Figure 6 This is another schematic diagram of bond phase signal monitoring and analysis provided in an embodiment of the present invention;

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

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

[0040] Figure 9 A schematic diagram of a dual-clutch engagement control test bench control system provided in an embodiment of the present invention.

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

[0042] Figure 11 This is a schematic diagram of an online fixed-point engagement control device for an automatic synchronous clutch provided in an embodiment of the present invention.

[0043] Figure 12 This is a schematic diagram of the physical structure of a computer device provided in an embodiment of the present invention. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. Here, the illustrative 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] To facilitate understanding of the technical solution provided in this application, the research background of the technical solution in this application will be briefly explained below.

[0046] The Synchro-Self-Shifting (SSS) clutch is a torque transmission connection device in a power system. The two rotating shafts on either side of the clutch are defined as the driving shaft and the driven shaft, respectively. Its function is as follows: when the speed of the driving shaft is greater than that of the driven shaft, the SSS clutch engages, connecting the driving and driven shafts into a single shaft system, allowing the driving shaft to transmit torque to the driven shaft. When the speed of the driving shaft is less than that of the driven shaft, the SSS clutch disengages, separating the driving and driven shafts, and the two rotors operate at their respective speeds. The SSS clutch is a purely mechanical device, achieving the above functions through its own mechanical characteristics. Its operation can be likened to tightening a nut onto a bolt. If the bolt and nut rotate at the same speed, the nut will not move axially along the bolt. If the bolt and nut rotate at different speeds, the nut will move axially along the bolt, the direction of movement determined by the sign of the difference in their speeds.

[0047] The basic principle of the SSS clutch is as follows: Figure 1 As shown in the diagram. The helical spline of the drive shaft (input shaft) corresponds to the thread of the bolt. A helical sliding component, similar to a nut, is mounted on the helical spline. One end of the sliding component has a ratchet structure, and the other end has the drive shaft clutch teeth. The driven shaft (output shaft) has a pawl structure and driven shaft clutch teeth. The core component of the SSS clutch, which enables the shaft system to engage and disengage through speed differences, is the ratchet and pawl structure, as illustrated in the diagram. Figure 2 As shown. According to the ratchet and pawl principle, when the ratchet speed is lower than the pawl speed, the pawl slides across the back of the ratchet teeth, and neither is subjected to force. When the ratchet speed is higher than the pawl speed, the pawl inserts into the ratchet tooth groove, and the ratchet and pawl are relatively stationary while transmitting torque.

[0048] When the SSS clutch's driving shaft speed is greater than the driven shaft speed, the ratchet on the driving shaft's helical sliding component and the pawl on the driven shaft are relatively stationary under force. Therefore, the rotational speed of the helical sliding component is the same as that of the driven shaft. At this time, the driving component's speed is greater than that of the helical sliding component, and the helical sliding component, equivalent to a nut rotating on a helical spline, begins to move in the forward axial direction. As the axial movement continues, the clutch teeth on the driving shaft's helical sliding component engage with the clutch teeth on the driven shaft, and the ratchet on the helical sliding component disengages from the pawl on the driven shaft. Finally, the driving shaft torque is transmitted to the driven shaft through the clutch teeth. When the driving shaft speed is less than that of the driven shaft, the rotational speed of the driving helical sliding component (equal to the driven shaft speed) is greater than that of the driving shaft. The helical sliding component rotates on the helical spline and begins to move in the reverse axial direction. As the axial movement continues, the clutch teeth on the driving shaft's helical sliding component disengage from the clutch teeth on the driven shaft. At this time, neither the clutch teeth nor the ratchet on the helical sliding component are under force, and their rotational speed is the same as that of the driving shaft. They no longer move in the axial direction, and the clutch is completely disengaged. From the above description, it can be seen that the engagement process of the SSS clutch begins with the ratchet and pawl being subjected to force. The ratchet and pawl in a clutch have more than one combination of forces, and each combination corresponds to a specific engagement position, namely the circumferential engagement position of the driving shaft and driven shaft (i.e., the circumferential engagement position of the two rotors). Before engagement, the driving shaft and driven shaft rotate at their respective speeds. The timing at which the pawl and a particular ratchet are subjected to force depends on when the speed of the driving shaft exceeds that of the driven shaft. This results in the ratchet and pawl force combinations being random, meaning the engagement position of the rotors on both sides of the SSS clutch is random and uncontrollable.

[0049] To achieve controllable online fixed-point engagement position of the automatic synchronous clutch, such as Figure 10 As shown, this embodiment of the invention provides an online fixed-point engagement control method for an automatic synchronous clutch, the method comprising:

[0050] Step 1: Maintain the drive shaft speed of the automatic synchronizing clutch at the preset speed;

[0051] Specifically, the preset rotational speed is very close to the driven shaft rotational speed V. 从动轴 A fixed preset speed for each automatic synchronizing clutch can be obtained experimentally. This invention addresses the issue of the driven shaft speed V. 从动轴 If the speed of the drive shaft of the automatic synchronous clutch remains unchanged, the drive shaft can be controlled to engage by keeping its speed at a preset speed and starting to accelerate from the preset speed. By controlling the speed of the drive shaft at a preset speed that is very close to the speed of the driven shaft, the acceleration of the drive shaft can be minimized. This allows for more precise control of the drive shaft to accelerate to the speed of the driven shaft, and thus more precise control of the automatic synchronous clutch to engage at a fixed point online.

[0052] Step 2: Obtain the measured value of the engagement angle difference within the key phase signal cycle of the drive shaft of the automatic synchronous clutch;

[0053] In one embodiment, the meshing angle difference measurement value within the key phase signal cycle of the drive shaft of the automatic synchronous clutch is obtained by the dual-key phase signal acquisition method.

[0054] Specifically, the engagement angle difference measurement value obtained by the dual-key phase signal acquisition method proposed in this invention is not a continuous signal in time, but a series of discrete signals, which is more in line with reality. This invention, through the dual-key phase signal acquisition method, designs a dual-key phase synchronous sampling scheme to collect, measure, and analyze the key phase signals of the driving shaft and driven shaft on both sides of the clutch in real time, obtaining the engagement angle difference measurement value within the key phase signal period of the driving shaft of the automatic synchronous clutch. Under more realistic conditions, this allows for more precise control of the online fixed-point engagement of the automatic synchronous clutch.

[0055] It is worth noting that when the driven shaft key phase signal period T1 equals the driving shaft key phase signal period T2, this method outputs a meshing angle difference measurement value every T2 seconds, and the value remains unchanged. When the driven shaft key phase signal period T1 < the driving shaft key phase signal period T2, this 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 intervals.

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

[0057] (1) Bonding system

[0058] In 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 the vibration. To measure the phase, a groove (called a keyway) needs to be set on the shaft as a measurement reference, and a sensor (called a keyer) is needed to receive the reference signal. The keyway and its corresponding keyer form a keying system. Each time the keyway passes through the keyer, the voltage output of the keyer generates 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 principle of vibration phase measurement is as follows: Figure 3 As shown.

[0059] Each time the groove passes the key phaser, the key phaser generates a pulse. The time between two pulses represents a complete rotational cycle; therefore, in vibration testing systems, the key phase is also used to measure rotational speed. For a power system, the positions of the vibration probe, keyway, and key phaser in the rotor's radial plane are fixed and do not change.

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

[0061] In a conventional power system, the shaft system composition remains unchanged, and the positions of vibration sensors, keyways, and key phasers on the shaft system do not change. Only one key phase system is needed to meet the requirements for speed and phase measurement. In a power system with an SSS clutch, when the SSS clutch is engaged, the driving and driven shafts form a single shaft system, rotating at the same speed. When the SSS clutch disengages, the driving and driven shafts separate and rotate at their respective speeds. The shaft system composition of a power system with an SSS clutch changes depending on the operating conditions. This operating mode requires a dual key phase measurement system, meaning the key phase systems for the driving and driven shafts are independent. The vibration phase and speed signals of the driving shaft are taken from the driving shaft key phase system, while the vibration phase and speed signals of the driven shaft are taken from the driven shaft key phase system. Each rotor has a keyway and a key phaser.

[0062] (3) Definition of meshing position

[0063] When the SSS clutch is engaged, the relative positions of the driving shaft and 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 bearings and to find the engagement position that is favorable to vibration, we define the engagement angle α (range: 0° to 359°) as the angle difference between the keyway of the driving shaft and the keyway of the driven shaft when the driving shaft is engaged and rotated in the same direction. The engagement angle represents the engagement position of the driving shaft and the driven shaft, which is the engagement position (angle) of the SSS clutch.

[0064] (4) Meshing position measurement method

[0065] For ease of understanding, this paper assumes that the key phase positions of the drive shaft and driven shaft are aligned axially along a straight line. If there is a deviation in their installation positions, the final measured value can be corrected based on the installation data. Simultaneous measurement and analysis are performed on the key phase signals of the drive shaft and driven shaft at the same time. A schematic diagram of dual-key phase signal monitoring is shown below. Figure 4 As shown, the key phase signal is triggered by a falling edge. The key phase signal trigger time difference tn is defined as: the time difference between the trigger time of the driving shaft key phase signal and the trigger time of the most recent driven shaft key phase signal, taken as the reference and in reverse chronological order.

[0066] Scenario 1: The SSS clutch is engaged, and the driving shaft and driven shaft operate at the same speed. At this time, the driven shaft key phase signal period T1 equals the driving shaft key phase signal period T2, and the trigger time difference between the two key phase signals is a fixed value, i.e., t1 = t2 = t2. const (Fixed value), a schematic diagram of a bond phase signal monitoring and analysis is shown below. Figure 5 As shown. t const This reflects the angular difference in the circumferential position of the keyways on the two rotors, i.e., 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 T1 is the trigger time difference between the two key phase signals, and T2 is the cycle of the driven shaft key phase signal.

[0069] Scenario 2: The driven shaft key phase signal period T1 remains constant, and the driving shaft key phase signal period T2 remains constant, with T1 < T2. The schematic diagram for key phase signal monitoring and analysis in this case is shown below. Figure 6 As shown, 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 a periodic cycle, and the increments of adjacent values ​​are determined by the values ​​of T1 and T2. In case two, the SSS clutch is not engaged, t n This reflects the time difference measured by the key phase system between the driving shaft keyway and its immediately adjacent driven shaft keyway in reverse chronological order, at which point the driving shaft keyway rotates to the driven shaft keyway by an angle θ. n It can be calculated using the following formula:

[0070]

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

[0072] The angle difference obtained by the dual-phase signal acquisition method proposed in this patent is not a continuous signal in time, but a series of discrete signals. In scenario one, the method outputs a meshing angle difference measurement value every T2 seconds, and the value remains unchanged. In scenario 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 intervals. 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 sequence can be calculated by the following formula:

[0073]

[0074] Where T1 is the key phase signal period of the driven shaft, and T2 is the key phase signal period of the driving shaft.

[0075] Therefore, the closer T2 is to T1, the smaller Δθ is, and the more consistent the measured values ​​of the meshing angle difference are.

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

[0077] Specifically, once the drive shaft accelerates to the preset speed V0, it maintains a constant speed. During this time, the measured meshing angle difference θ0 continuously cycles, with the angle interval between adjacent angle difference data being Δθ. When the measured meshing angle difference θ0 satisfies the inequality condition for drive shaft acceleration, a drive shaft acceleration signal is immediately sent to the speed control system, controlling the drive shaft to engage at a fixed acceleration rate a, thereby achieving the set final meshing angle θ. 目标 .

[0078] This invention, after experimentally verifying the inequality condition for the acceleration of the drive shaft, applies this inequality condition to actual working conditions. In actual working conditions, the drive shaft speed of the automatic synchronous clutch is maintained at a preset speed; the meshing angle difference measurement value within the key phase signal period of the drive shaft of the automatic synchronous clutch is obtained; when the meshing angle difference measurement value satisfies the inequality condition for the acceleration of the drive shaft, an acceleration signal for the drive shaft is sent to the speed control system to control the drive shaft to engage, thereby achieving controllable online fixed-point engagement position of the automatic synchronous clutch.

[0079] In one embodiment, by statistically analyzing the engagement angle of the automatic synchronizing clutch and the corresponding shaft vibration, the vibration optimization region and the vibration deterioration region are determined, thereby determining the optimal engagement angle of the automatic synchronizing clutch.

[0080] Specifically, the double-key phase-synchronous sampling method was used to measure the clutch engagement angle of the powertrain shaft system equipped with an SSS clutch, quantitatively linking the shaft vibration data after clutch engagement with the engagement angle. Through statistical analysis of a large number of engagement angles and their corresponding shaft vibrations, the vibration optimization and deterioration regions of the SSS clutch were determined, i.e., the optimal clutch engagement angle θ was determined. 目标 By analyzing a large number of clutch engagement processes, Δθ2 was determined.

[0081] In one embodiment, the change in angle difference Δθ1 during the period when the speed control system based on experiments controls the drive shaft to accelerate from a preset speed to the driven shaft speed at a fixed rate of increase is calculated by the following formula:

[0082]

[0083] Where 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 rotational 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 time interval from time t0 to time t1 be Δt1, and the change in angle difference be Δθ1. Since the driven shaft rotational speed is greater than that of the driving shaft at this time, according to the definition of angle difference, Δθ1 is the increment. The change in velocity is ΔV = V从动轴 -V0, in r / min. Let the rate of ascent of the drive shaft during the time interval Δt1 be a known quantity, then Δt1 = ΔV / a, in seconds. Δθ1 can be analytically calculated using the following integral function:

[0085]

[0086] Therefore, once V0 and the rate of ascent a during the time interval Δt1 are determined, Δθ1 is also determined accordingly.

[0087] In one embodiment, the angle difference θ when the drive shaft speed is a preset speed 0目标 The following formula is used to calculate:

[0088] θ 0目标 =θ 目标 -Δθ1+Δθ2;

[0089] Where, θ 目标 Δθ1 is the angle difference change during the period when the speed control system controls the drive shaft to accelerate from the preset speed to the driven shaft speed at a fixed rate, as obtained from the experiment; Δθ2 is the angle difference change during the period when the speed control system stops controlling the drive shaft to accelerate until the engagement is completed, as obtained from the experiment.

[0090] Specifically, first determine the preset rotational speed V0, then calculate Δθ, and then determine the speed at which the drive shaft rises from the preset rotational speed V0 to V0. 从动轴 The acceleration value 'a' is then used to determine Δθ1. After determining θ... 目标 After Δθ2 and Δθ1, the angle difference θ when the drive 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 acceleration of the drive shaft 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 drive shaft speed is at the preset speed. 滞后 Δt is the lag time from the moment the speed control system sends the speed-up signal until the moment the drive shaft begins to accelerate at a fixed rate. 滞后 It can be obtained from on-site tests and can be considered a known quantity; ΔV is the difference between the driven shaft speed and the preset speed, which is also a known quantity, i.e., ΔV = V 从动轴 -V0; Δθ is the angle between the measured phase difference sequence, 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 measurement θ0 = the calculation θ 0目标 As the drive shaft continues to accelerate, the change in angle difference will satisfy θ. 0目标 =θ 目标 -Δθ1+Δθ2, the clutch will eventually engage at angle θ. 目标 .

[0095] This invention further refines and modifies the control logic based on actual conditions. Firstly, it considers the change in angle difference during the period from signal issuance to the start of acceleration of the drive shaft. Secondly, it considers that the measured angle difference θ0 is discontinuous, with an interval of Δθ, and θ0 may not be equal to θ. 0目标 Therefore, an inequality is used to ensure the triggering of the acceleration signal.

[0096] In one embodiment, controlling the drive shaft to engage rotation specifically includes: controlling the drive shaft to accelerate from a preset speed to the driven shaft speed at a fixed rate of increase, and then using mechanical inertia to achieve engagement rotation.

[0097] Specifically, the drive shaft is controlled to accelerate from a preset speed to the driven shaft speed, and then the acceleration applied to the drive shaft is stopped. At this time, the drive shaft will continue to accelerate according to mechanical inertia until the acceleration is 0, and then the speed will rise from the driven shaft speed to the highest point and then drop back 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 diagram shown is a schematic of the engagement process of an SSS clutch according to an embodiment of the present invention. The actual engagement process of the SSS clutch has several important time points. According to the chronological order of time development, the engagement process is defined as follows: when the drive shaft speed V... 主动轴 The moment V0 is reached is T0, and V0 is very close to V. 从动轴 A rotational speed, V 主动轴 Reaching V 从动轴 The time is t1, V 主动轴 The maximum engagement time is t2, and the engagement process completes at t3. During the actual clutch engagement process, V... 主动轴 There will exist values ​​greater than V 从动轴 During the phase from t1 to t3, the driving shaft speed needs to be slightly higher than that of the driven shaft to achieve force on the ratchet and pawl, pushing the clutch sliding parts to move axially. After the clutch teeth are fully engaged, V... 主动轴 equals V 从动轴 .

[0101] Let the length of the time interval from time t1 to time t3 be Δt2, and the change in angle difference be Δθ2. The rotational speed of the drive shaft reaches V at time t1. 从动轴 The speed will continue to increase until it reaches its maximum at time t2, then decrease until engagement is complete at time t3. Since the driven shaft speed is greater than the driving shaft speed during the time interval from time t1 to t3, Δθ2 is the reduction according to the definition of angle difference. Engineering applications have shown that Δθ2 is determined by the mechanical characteristics of the SSS clutch and can be obtained through analysis of a large amount of engagement data; it is a known constant.

[0102] Now, assuming that during the meshing process, the driving shaft accelerates to V0 and then maintains a constant speed, and the driving and driven shafts run at their respective constant speeds, this is case two. According to the aforementioned formula, the angle difference θ0 measured by the double-bonded 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 The initial angular difference at which the drive shaft accelerates to V0 is an uncontrollable value, depending on the time it takes for the low-pressure rotor to reach the target speed V0. Therefore, θ0 is a periodically changing value, with adjacent values ​​spaced at Δθ.

[0105] Assume θ 初始 =0, V 从动轴 / V0=1.01, and by substituting into the aforementioned formula, we get Δθ=3.6, which corresponds to a cyclic sequence of θ0 such as 2, 3.6, 7.2...356.4, 0, 3.6... In engineering, this interval value can be approximated as continuous monitoring of angular difference.

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

[0107] Based on the above analysis, and assuming the calculation and statistical methods for Δθ1 and Δθ2 are determined, the engagement angle θ of the SSS clutch corresponding to the completion time t3 of the engagement process can be calculated by the following formula:

[0108] θ = θ0 + Δθ1 - Δθ2.

[0109] This is the core formula for realizing the fixed-point engagement control logic of the SSS clutch in this invention. The control idea is to calculate θ0 based on the above formula after determining the engagement angle θ, and then formulate the acceleration rule of the drive shaft so that the clutch finally engages at the specified angle.

[0110] The following are the experimental verification steps of this invention through the SSS clutch engagement control system:

[0111] 1. Design of SSS Clutch Engagement Control Test Bench

[0112] The actual mechanical structure of the SSS clutch is quite complex. To test and verify the function of the SSS clutch engagement controller, a dual-motor and dual-electromagnetic clutch are used to simulate the corresponding functions of the actual SSS clutch operation control. For example... Figure 8 The diagram shown is a structural design schematic 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. Test shaft 2 simulates a high-pressure rotor and is the driving shaft, operating at 1310 rpm. Test shaft 1 is the driven shaft, simulating a low-pressure rotor. Figure 9 The image shown is a physical diagram of a dual-clutch engagement control test bench provided in an embodiment of the present invention.

[0115] Engagement process: Motor 2 drives shaft 2 to maintain its rated speed. At this time, clutch 2 disengages and clutch 1 engages. Motor 1 drives shaft 1 through clutch 1 to increase speed at a predetermined rate. After reaching the predetermined speed plateau (1275 rpm), it remains stable and waits for the engagement controller to issue a further speed increase command. It continues to increase speed, and when it reaches the rated speed (1310 rpm), clutch 2 engages to simulate the engagement process. At the same time, clutch 1 disengages to protect motor 1.

[0116] Disengage: When disengagement is required, directly disengage clutch #2 and determine the state of clutch #1 according to the situation.

[0117] 1.2 Design of the Instrumentation and Control System for the Meshing Test Bench

[0118] The motor speed, clutch disengagement, and engagement are all controlled by a PLC. Two key phase signals are installed on experimental shafts #1 and #2, and corresponding vibration sensor measuring points can be installed as needed.

[0119] To facilitate the implementation of the fixed-point meshing control function of the testing meshing controller and to control the testing process on the test bench, a corresponding instrumentation and control system was specifically designed for the test bench system, such as... Figure 9The diagram shows a schematic of a dual-clutch engagement control test bench control system provided in an embodiment of the present invention. This dual-clutch engagement control test bench control system includes: a touchscreen monitoring system, a PLC control system, a #2 motor frequency converter, a #2 shaft tachometer, a #1 motor frequency converter, a #1 shaft tachometer, a host computer monitoring system, and an engagement controller. The host computer monitoring system sends a continue speed-up command to the PLC control system through the engagement controller. The PLC control system controls the #1 motor through the #1 motor frequency converter, and the PLC control system controls the #2 motor through the #2 motor frequency converter.

[0120] 2. Verification of SSS clutch engagement control test bench

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

[0122] 2.1 Test of the speed control function of the test bench

[0123] SSS clutch engagement control and fixed-point engagement control require consistent speed measurement, speed stability, acceleration process stability, and acceleration rate consistency. Therefore, the speed control function must first meet these requirements.

[0124] (1) The test verified that the No. 2 shaft simulates a high-pressure rotor and can operate stably at the rated speed of 1310 rpm with a speed deviation of <5 rpm.

[0125] (2) The No. 1 shaft simulates a low-pressure rotor. The test verifies that it can increase the speed from 0 speed to the speed plateau (1275 rpm) at a predetermined rate and run stably with a speed deviation of <5 rpm.

[0126] (3) Tests before and after the speed plateau (1275 rpm) verified that the No. 1 shaft can accelerate at a predetermined and consistent rate (1.3 rpm / s);

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

[0128] 2.2 Clutch Engagement Control Function Test

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

[0130] (1) Manual engagement process control test verification: The speed of shaft #2 can be manually controlled to maintain a stable operation at the rated speed of 1310 rpm by using the touch screen button; shaft #1 can be manually controlled to increase its speed from 0 rpm to the speed plateau (1275 rpm) at a predetermined rate, and then manually controlled to increase its speed to the rated speed of 1310 rpm by the button; clutch #1 can be manually disengaged and clutch #2 can be engaged, and shaft #2 can maintain a stable operation at the rated speed of 1310 rpm.

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

[0132] 2.3 Clutch directional engagement control function test

[0133] To simulate the directional engagement function of the SSS clutch in an actual unit, different final engagement angles were set through the host computer software of the engagement controller, and the directional engagement control function of the engagement controller was tested and verified.

[0134] (1) The two key phases are installed at the same angle (vertical direction) with a phase difference of 0;

[0135] (2) Define the meshing angle as the phase difference between the keyway of shaft #1 (low-pressure rotor) and shaft #2 (high-pressure rotor) along the rotation direction.

[0136] (3) By controlling the automatic meshing process as described above, different final meshing angles were set, and the error between the final meshing angle and the preset angle was tested and shown in Table 1.

[0137] Table 1

[0138]

[0139] In this embodiment of the invention, compared with the technical solutions in the prior art, the present invention uses a dual-key phase signal acquisition method and designs a dual-key phase synchronous sampling scheme to collect, measure, and analyze the key phase signals of the driving shaft and driven shaft on both sides of the clutch in real time. It then formulates an online measurement method for the SSS clutch engagement position, quantitatively corresponding shaft vibration with the engagement position to determine the optimal engagement position. Based on the characteristic that the measured angle difference is a periodic cyclic sequence with equal intervals when the speeds of the driving and driven shafts are constant (but not identical), the measured angle difference signal is connected to the speed control system. An SSS clutch driving shaft acceleration rule is designed, and the SSS clutch is controlled to fit at a specified position according to this rule, thus solving the problem of uncontrollable shaft vibration caused by the random fitting position of the SSS clutch.

[0140] like Figure 11 As shown, this embodiment of the invention also provides an online fixed-point engagement control device for an automatic synchronous clutch, the device comprising:

[0141] The first control module is used to maintain the speed of the drive shaft of the automatic synchronizing clutch at a preset speed.

[0142] The acquisition module is used to acquire the meshing angle difference measurement value within the key phase signal period of the drive shaft of the automatic synchronous clutch;

[0143] In one embodiment, the acquisition module acquires the meshing angle difference measurement value within the key phase signal period of the drive shaft of the automatic synchronous clutch using a dual-key phase signal acquisition method.

[0144] The second control module is used to send a drive shaft acceleration signal to the speed control system when the measured value of the meshing angle difference satisfies the inequality condition for the drive shaft acceleration, so as to control the drive shaft to engage at a fixed acceleration rate.

[0145] In one embodiment, the inequality condition for the acceleration of the drive shaft 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 drive shaft speed is at the preset speed. 滞后 ΔV is the lag time from the moment the self-speed control system issues the control speed-up signal until the moment the drive shaft begins to accelerate 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 sequence; θ0 is the measured value of the meshing angle difference.

[0148] In one embodiment, the angle difference θ when the drive shaft speed is a preset speed 0目标 The following formula is used to calculate:

[0149] θ 0目标 =θ 目标 -Δθ1+Δθ2;

[0150] Where, θ 目标 Δθ1 is the angle difference change during the period when the speed control system controls the drive shaft to accelerate from the preset speed to the driven shaft speed at a fixed rate, as obtained from the experiment; Δθ2 is the angle difference change during the period when the speed control system stops controlling the drive shaft to accelerate until the engagement is completed, as obtained from the experiment.

[0151] In one embodiment, the change in angle difference Δθ1 during the period when the speed control system based on experiments controls the drive shaft to accelerate from a preset speed to the driven shaft speed at a fixed rate of increase is calculated by the following formula:

[0152]

[0153] Where 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 performs statistical analysis on the engagement angle of the automatic synchronous clutch and the corresponding shaft vibration to determine the vibration optimization region and the vibration deterioration region, and then determines the optimal engagement angle of the automatic synchronous clutch.

[0155] In one embodiment, the measurement phase difference sequence interval angle Δθ is calculated using the following formula:

[0156]

[0157] Where T1 is the key phase signal period of the driven shaft, and T2 is the key phase signal period of the driving shaft.

[0158] In one embodiment, the second control module controls the drive shaft to engage in a rotary motion by controlling the drive shaft to accelerate from a preset speed to the driven shaft speed at a fixed rate of increase, and then using mechanical inertia to achieve rotary engagement.

[0159] Since the principle by which this device solves the problem is similar to that of the aforementioned method, the implementation of this device can be found in the implementation of the aforementioned method, and the repetitions will not be repeated.

[0160] like Figure 12 As shown, embodiments of the present invention also provide a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement any of the methods described above.

[0161] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements any of the methods described above.

[0162] This invention also provides a computer program product, which includes a computer program that, when executed by a processor, implements any of the methods described above.

[0163] In this embodiment of the invention, compared with the technical solutions in the prior art, a dual-key phase synchronous sampling method is first designed to collect, measure, and analyze the key phase signals of the driving and driven shafts on both sides of the clutch in real time. An online measurement method for the SSS clutch engagement position is then formulated, quantitatively correlating shaft vibration with the engagement position to determine the optimal engagement position. Based on the characteristic that the measured angle difference is a periodic cyclic sequence with equal intervals when the speeds of the driving and driven shafts are constant (but not identical), the measured angle difference signal is connected to the speed control system. An SSS clutch driving shaft acceleration rule is designed, and the SSS clutch is controlled to engage at a fixed point according to this rule. This eliminates the adverse effects of random engagement positions of the SSS clutch on shaft vibration, achieving controllable shaft vibration in the power system using the SSS clutch and improving the safety and reliability of the equipment.

[0164] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied 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] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0166] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0167] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0168] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are 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 within the scope of protection of the present invention.

Claims

1. A method for online fixed-point engagement control of an automatic synchronous clutch, characterized in that, include: Maintain the drive shaft speed of the automatic synchronizing clutch at the preset speed; Obtain the measured value of the engagement angle difference within the key phase signal period of the drive shaft of the automatic synchronous clutch; When the measured value of the meshing angle difference satisfies the inequality condition for the acceleration of the drive shaft, an acceleration signal for the drive shaft is sent to the speed control system to control the drive shaft to engage. By statistically analyzing the engagement angle of the automatic synchronous clutch and the corresponding shaft vibration, the vibration optimization area and the vibration deterioration area are determined, and then the optimal engagement angle of the automatic synchronous clutch is determined. The inequality condition for the acceleration of the drive shaft is: |θ 0目标 -Δt 滞后 ×ΔV×60-θ0|≤Δθ; In the formula, θ 0目标 Δt is the angle difference when the drive shaft speed is at the preset speed. 滞后 ΔV is the lag time from the moment the self-speed control system issues the control speed-up signal to the moment the drive shaft begins to accelerate 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 sequence; θ0 is the measured value of the meshing angle difference. The angle difference θ when the drive shaft speed is a preset speed 0目标 The following formula is used to calculate: i 0目标 =θ 目标 -Δθ1+Δθ2; Where, θ 目标 Δθ1 is the angle difference change during the period when the speed control system controls the drive shaft to accelerate from the preset speed to the driven shaft speed at a fixed rate, as obtained from the experiment; Δθ2 is the angle difference change during the period when the speed control system stops controlling the drive shaft to accelerate until the engagement is completed, as obtained from the experiment. The change in angle difference Δθ1 during the period when the speed control system obtained from the experiment controls the drive shaft to accelerate from the preset speed to the driven shaft speed at a fixed rate of acceleration is calculated by the following formula: Where ΔV is the difference between the driven shaft speed and the preset speed; a is the fixed acceleration rate.

2. The method as described in claim 1, characterized in that, The meshing angle difference within the key phase signal cycle of the drive shaft of the automatic synchronous clutch is obtained by the dual-key phase signal acquisition method.

3. The method as described in claim 1, characterized in that, The measured phase difference sequence interval angle Δθ is calculated using the following formula: Where T1 is the key phase signal period of the driven shaft, and T2 is the key phase signal period of the driving shaft.

4. The method according to any one of claims 1-3, characterized in that, The control of the drive shaft to engage rotation specifically includes: controlling the drive shaft to accelerate from a preset speed to the driven shaft speed at a fixed rate of increase, and then using mechanical inertia to achieve engagement rotation.

5. An automatic synchronous clutch online fixed-point engagement control device, characterized in that, include: The first control module is used to maintain the speed of the drive shaft of the automatic synchronizing clutch at a preset speed. The acquisition module is used to acquire the meshing angle difference measurement value within the key phase signal period of the drive shaft of the automatic synchronous clutch; The second control module is used to send a drive shaft acceleration signal to the speed control system when the measured value of the meshing angle difference satisfies the inequality condition of the drive shaft acceleration to control the drive shaft to engage at a fixed acceleration rate; by statistically analyzing the meshing angle of the automatic synchronous clutch and its corresponding shaft 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. The inequality condition for the acceleration of the drive shaft is: |θ 0目标 -Δt 滞后 ×ΔV×60-θ0|≤Δθ; In the formula, θ 0目标 Δt is the angle difference when the drive shaft speed is at the preset speed. 滞后 ΔV is the lag time from the moment the self-speed control system issues the control speed-up signal to the moment the drive shaft begins to accelerate 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 sequence; θ0 is the measured value of the meshing angle difference. The angle difference θ when the drive shaft speed is a preset speed 0目标 The following formula is used to calculate: i 0目标 =θ 目标 -Δθ1+Δθ2; Where, θ 目标 Δθ1 is the angle difference change during the period when the speed control system controls the drive shaft to accelerate from the preset speed to the driven shaft speed at a fixed rate, as obtained from the experiment; Δθ2 is the angle difference change during the period when the speed control system stops controlling the drive shaft to accelerate until the engagement is completed, as obtained from the experiment. The change in angle difference Δθ1 during the period when the speed control system obtained from the experiment controls the drive shaft to accelerate from the preset speed to the driven shaft speed at a fixed rate of acceleration is calculated by the following formula: Where ΔV is the difference between the driven shaft speed and the preset speed; a is the fixed acceleration rate.

6. 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, it implements the method of any one of claims 1 to 4.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method of any one of claims 1 to 4.

8. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the method of any one of claims 1 to 4.

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