A dynamic parameter monitoring system for a friction clutch

Abstract

This invention relates to the technical field of friction clutches, specifically to a dynamic parameter monitoring system for friction clutches. The system includes a controller and temperature sensors, acceleration sensors, pressure sensors, displacement sensors, and data acquisition equipment mounted on the clutch. The temperature, acceleration, pressure, and displacement sensors are used to monitor the internal temperature signal of the clutch, the impact force signal of the clutch engagement pinion, the pressure signal of the internal hydraulic cylinder of the clutch, and the piston position signal of the internal clutch, respectively. The data acquisition equipment collects real-time monitoring data from the temperature, acceleration, pressure, and displacement sensors and transmits the real-time monitoring data to the controller. This system can monitor key operating parameters of the clutch from multiple dimensions in a coordinated manner, identify various potential faults in advance, effectively reduce equipment failures, and improve the stability and reliability of clutch operation.

Description

Technical Field

[0001] This invention relates to the technical field of friction clutches, specifically to a dynamic parameter monitoring system for friction clutches. Background Technology

[0002] Friction clutches are core components of power transmission systems in automobiles, ships, and engineering machinery. They perform the core functions of power engagement, disengagement, and overload buffering, and are widely used in the power fields of passenger cars, commercial vehicles, ships, and heavy-duty engineering equipment.

[0003] Due to the complex and variable operating conditions of clutches, long-term exposure to frequent clutch slippage and alternating impacts can easily lead to faults such as friction plate thermal decay, piston jamming, oil pressure instability, and excessive engagement impact. These faults can range from minor issues like decreased transmission efficiency and poorer smoothness of gear shifting to more serious problems like friction plate burning, piston seizure, and power interruption, potentially causing safety accidents such as vehicle breakdowns and ship power loss. Therefore, monitoring the operating condition of the clutch plays a crucial role in improving its reliability and lifespan. In this regard, the existing technology "A Visual Monitoring Method and System for Friction Plate Operating Conditions" (CN113983092) discloses a scheme for monitoring the operating condition of friction plates. This method acquires the number of clutch engagements and disengagements within a preset time range, the vehicle's deceleration, and the current temperature of the friction plate at different radii when the number of engagements or disengagements exceeds a preset threshold. This allows for the detection of friction plate deformation, thereby ensuring stable clutch operation. However, this existing technology still has the following technical problems: Because the operation of a clutch is affected by a combination of parameters, in addition to the temperature of the friction plates, many other operating parameters also affect the operation of the clutch. For example, the impact torque generated when a large clutch is dynamically engaged can affect the smoothness of clutch operation; and the stability of the oil pressure after clutch engagement can also affect the torque transmission performance of the clutch. In other words, simply monitoring the temperature parameters of the friction plates cannot fully reflect the overall operating state of the clutch, making the existing monitoring solutions unable to reflect the true state of the clutch, thus affecting the operational stability of the clutch.

[0004] Therefore, in order to ensure the reliability of clutch operation and enable operators to monitor the real-time working status of the clutch, predict and handle faults, it is urgent to propose a system that can improve the accuracy of dynamic parameter monitoring of friction clutches. Summary of the Invention

[0005] This invention provides a dynamic parameter monitoring system for friction clutches, which can solve the problem that existing solutions cannot accurately reflect the true state of the clutch, thus easily reducing the operational stability of the clutch.

[0006] This application provides the following technical solution: a dynamic parameter monitoring system for a friction clutch, including a controller, and a temperature sensor, an acceleration sensor, a pressure sensor, a displacement sensor, and a data acquisition device installed on the clutch; The temperature sensor, acceleration sensor, pressure sensor, and displacement sensor are used to monitor the internal temperature signal of the clutch, the impact force signal of the clutch engagement, the internal hydraulic cylinder pressure signal of the clutch, and the internal piston position signal of the clutch, respectively. The data acquisition device is used to collect real-time monitoring data from temperature sensors, acceleration sensors, pressure sensors, and displacement sensors, and transmit the real-time monitoring data to the controller.

[0007] Beneficial effects: 1. Real-time temperature monitoring of friction plates and mating plates using temperature sensors. During clutch engagement, the friction elements undergo a sliding friction process. The heat generated by this friction causes thermal expansion of the friction plates and mating plates. Due to uneven temperature changes in different parts, and internal and external constraints on the friction plates and mating plates, heat cannot be released quickly, and deformation cannot occur freely. This results in thermal stress accumulating inside the friction plates. When this thermal stress reaches the material's limit, irregular deformation occurs in the friction plates. The higher the temperature, the greater the deformation, which in turn affects clutch performance. To address this, this solution uses temperature sensors installed on the clutch housing to detect the real-time temperature of the friction plates and mating plates. During clutch engagement, the real-time temperature of the friction plates and mating plates is monitored, allowing for real-time control of the friction plate's temperature status.

[0008] 2. Monitoring clutch engagement impact signals using accelerometers. For some large clutches, such as marine clutches, due to their large moment of inertia at the output end, a significant impact torque is generated during dynamic clutch engagement. This torque can affect the stability of the entire vessel and, in severe cases, may damage certain components. To address this, this solution uses accelerometers on the outer diameter and end face of the clutch output shaft to monitor the transient acceleration and inertial force signals during output shaft engagement. This allows for the actual measurement of the generated impact torque, facilitating accurate evaluation of the clutch components' load-bearing capacity, predicting the probability of component damage, and ensuring reliable clutch operation.

[0009] 3. The hydraulic oil pressure signal inside the cylinder is monitored by a pressure sensor. When the clutch is engaged, the oil pressure in the cylinder remains stable within a certain range, ensuring close contact between the friction plates and the mating plates. Torque is transmitted through mutual friction. If the oil pressure in the cylinder decreases, the transmitted torque of the clutch will be reduced, making it unable to cope with various working conditions. To address this, this solution uses a pressure sensor to monitor the internal pressure signal of the cylinder, facilitating timely assessment of oil pressure stability and ensuring the reliability of the clutch during operation.

[0010] 4. Detecting the piston position signal inside the hydraulic cylinder using a displacement sensor. When the clutch disengages, the oil pressure in the cylinder gradually returns to zero, and the piston begins to reset under the push of the spring. If the oil drain hole in the cylinder becomes blocked, preventing the oil pressure from returning to zero, the piston will not be able to reset completely, and the friction plates will be in a slipping state, posing a risk of clutch burnout and affecting the operation of the entire power system. To address this, this solution uses a displacement sensor to monitor the piston's movement, thereby enabling real-time monitoring of the piston displacement, predicting faults, and handling them promptly to ensure reliable clutch operation.

[0011] 5. Through the coordinated monitoring of various sensors in the above system, namely, real-time monitoring of the temperature of the friction plates and mating plates by temperature sensors to avoid thermal stress deformation and ablation; quantification of the impact torque of the connecting plates under high inertia conditions by acceleration sensors to prevent fatigue damage to transmission components; continuous monitoring of cylinder oil pressure by pressure sensors to ensure stable torque transmission; and acquisition of piston movement by displacement sensors to predict the continuous slippage risk caused by reset jamming, multi-dimensional monitoring works in concert to facilitate the identification of early abnormalities in each mechanism, proactively address various gradual and sudden failure risks, eliminate clutch operation hazards, and thus reduce clutch damage, power interruption, and other malfunctions, thereby improving the overall operational stability and reliability of friction clutches. Furthermore, this monitoring system is adaptable to various specifications of friction clutches; only the dimensions of the detection device need to be adjusted accordingly for assembly and use. It can be used in aerospace, automotive, high-speed rail, shipbuilding, and construction machinery fields, with a wide range of applications and strong versatility, meeting the dynamic parameter monitoring needs of clutches of different tonnages and sizes.

[0012] Furthermore, the temperature sensors are disposed on the clutch housing and are evenly distributed along the axial direction of the clutch housing. The sensing probe of the temperature sensor extends into the clutch housing and is located at the tooth tip of the outer spline of the mating plate.

[0013] Beneficial effects: Placing the temperature sensor probe at the top of the spline teeth on the outer side of the friction pair enables rapid and accurate acquisition of the working temperature of the friction pair, reducing temperature measurement lag. It can promptly capture instantaneous high temperatures to provide early warning of thermal deformation of the friction pair, intuitively reflect the uniformity of heat dissipation of the friction pair, and facilitate the identification of the risk of thermal stress failure caused by local overheating.

[0014] Furthermore, the acceleration sensor is disposed on the outer circumference and end face of the clutch output shaft.

[0015] Beneficial effects: By placing acceleration sensors on the outer circle and end face of the clutch output shaft, the two measuring points can simultaneously collect instantaneous vibration and impact signals from both radial and axial dimensions, thereby eliminating measurement errors caused by single-point acquisition. This facilitates accurate assessment of the load-bearing capacity of transmission components, early prediction of component fatigue damage risks, and ensures the smooth operation of the clutch system.

[0016] Furthermore, the pressure sensor is mounted on the outer circumference of the clutch output shaft.

[0017] Beneficial effects: Placing the pressure sensor on the outer circumference of the clutch output shaft can stably collect relevant signals of the oil pressure inside the housing, continuously provide feedback on the pressure changes of the hydraulic system, and facilitate the judgment of the stability of the oil pressure supply.

[0018] Furthermore, the displacement sensor is disposed on the end face of the clutch output shaft, and the sensing probe of the displacement sensor extends axially into the clutch output shaft and is attached to the piston end.

[0019] Beneficial effects: By placing the displacement sensor on the end face of the clutch output shaft, with the sensing probe extending axially into the housing and fitting against the piston end, the actual piston reset stroke can be directly and in real time collected. Unlike the traditional solution that relies on external oil pressure and output torque to indirectly determine the disengagement status, this solution has smaller measurement errors and can accurately identify hidden faults such as piston jamming and incomplete reset, avoiding major safety accidents caused by switching operating conditions before the piston is fully disengaged; thus improving the safety and reliability of clutch operation.

[0020] Furthermore, the displacement sensor is a spring-loaded sensor, and the sensing probe of the displacement sensor moves along with the piston when the piston moves.

[0021] Beneficial effects: This solution uses a spring-loaded displacement sensor, whose sensing probe can move synchronously with the piston. The probe is always in close contact with the piston end, and can track the complete movement and reset stroke and reset speed of the piston in real time. It will not have contact loss or signal interruption problems due to slight piston displacement. The displacement acquisition accuracy is higher, and it can accurately capture subtle abnormalities such as piston incomplete reset, jamming, and slow return. It can reliably determine whether the clutch is completely disengaged, and comprehensively improve the safety of clutch operation and monitoring accuracy.

[0022] Furthermore, the data acquisition device is connected to the temperature sensor, acceleration sensor, pressure sensor, and displacement sensor via signal transmission cables.

[0023] Beneficial effects: The data acquisition equipment connects to various sensors through independent signal transmission cables, which facilitates the collection and summarization of monitoring data before sending it to the controller for processing. The wired signal transmission method has strong anti-interference capabilities and low transmission delay, and can stably and accurately transmit multi-dimensional raw monitoring signals of temperature, impact, oil pressure, and displacement, ensuring real-time linkage analysis of multiple parameters and rapid fault diagnosis.

[0024] Furthermore, a lubricating oil temperature sensor is provided on the mounting housing of the clutch housing, which is used to monitor the temperature of the lubricating oil thrown out into the mounting housing from the friction plate; a lubricating oil pressure sensor is provided on the external oil pipe of the clutch, which is used to monitor the pressure of the high-pressure oil entering the external oil pipe.

[0025] Beneficial effects: The various temperature sensors, acceleration sensors, pressure sensors, and displacement sensors mentioned above are used to monitor the core component parameters inside the clutch. However, these internal parameters may be distorted due to disturbances such as high temperature and oil mist inside the clutch. The lubricating oil temperature sensor and lubricating oil pressure sensor are mainly used to monitor the temperature and pressure of the lubricating oil after it leaves the friction plates and flows into the outside of the clutch. They can serve as a reference benchmark for the internally collected data. Through coordinated monitoring of internal and external components and cross-comparison of data, the accuracy of monitoring various clutch parameters can be improved, ensuring the reliability of the monitoring system.

[0026] A method for monitoring the dynamic parameters of a friction clutch includes the following steps: I. Start the monitoring system; the system executes self-test and initialization commands. II. Set parameters, including alarm value, sampling frequency, and initial step size parameters; III. Monitoring begins. Temperature sensors, acceleration sensors, pressure sensors, displacement sensors, lubricating oil temperature sensors, and lubricating oil pressure sensors in the system collect data in real time. The data acquisition equipment collects the data and transmits it to the controller wirelessly. IV. The controller uses preset data to determine whether the monitored data is normal. If all data are normal during the monitoring process, the system will automatically save the data. If any data is abnormal during the monitoring process, it is necessary to determine whether the abnormal data is due to the data exceeding the set value or data loss. V. If the data exceeds the set value, the system will display an alarm confirmation box. If you select alarm, the system will stop monitoring. If you select no alarm, the system will return to step I for self-check and initialization. If the data is lost, the system will display a data loss confirmation box. If you select data loss, the system will stop monitoring. If you select no data loss, the system will return to step I for self-check.

[0027] Beneficial effects: This monitoring method can simultaneously collect multi-dimensional dynamic parameters of clutch temperature, impact, oil pressure, and piston displacement, providing comprehensive monitoring coverage. It is adaptable to various specifications of friction clutches. By distinguishing between parameter over-limit and data loss through layered judgment and setting differentiated handling logic, it can not only provide timely warnings of clutch operation faults, but also quickly identify sensor and transmission link hardware problems. The fault handling is clear, which can effectively identify various potential clutch failures in advance, improve the reliability of clutch operation and the practicality of monitoring.

[0028] Furthermore, in step IV, the controller has a built-in adaptive adjustment module. When all data are normal during the monitoring process, the adaptive adjustment module compares the real-time monitoring data with the preset data. When the oil pressure data, temperature data, and clutch vibration and impact data approach the end value of the preset data range, the controller issues an adjustment command to adaptively adjust the relevant working parameters of the clutch engagement condition, so that the clutch engagement operation parameters return to the optimal intermediate range for the next engagement.

[0029] Beneficial effects: This solution breaks away from the industry's conventional control approach of only protecting against over-limit conditions. It proactively adjusts the parameters in advance when the monitored data approaches the preset range threshold without triggering an alarm, thus stabilizing the next connection parameters to the optimal intermediate range. This not only avoids the friction plates accumulating high temperature, bias pressure, and impact losses under long-term offset conditions, extending the service life of the friction plates, but also reduces the number of equipment alarm shutdowns, effectively ensuring a significant improvement in the long-term smoothness and stability of the clutch operation. Attached Figure Description

[0030] Figure 1 This is an isometric view of the clutch structure of the present invention.

[0031] Figure 2 This is a schematic diagram of the layout of the monitoring system of the present invention on the clutch.

[0032] Figure 3 This is a flowchart of the monitoring system in Example 1.

[0033] Figure 4 This is an isometric view of the monitoring system in Example 2.

[0034] Figure 5 This is a comparison chart of the instantaneous highest temperatures of the internal and external friction plates in Example 2.

[0035] Figure 6 This is a comparison diagram of the oil pressure of the internal and external oil cylinders in Example 2.

[0036] Figure 7 This is a flowchart of the monitoring system in Example 3. Detailed Implementation

[0037] The following detailed description illustrates the specific implementation method: The markings in the accompanying drawings include: input shaft 1, input flange 2, friction plate 3, mating plate 4, clutch housing 5, piston 6, oil cylinder 7, nut 8, bolt 9, output shaft 10, oil inlet 11, temperature sensor 12, pressure sensor 13, displacement sensor 14, fourth cable 15, second cable 16, power supply 17, first cable 18, data acquisition device 19, third cable 20, acceleration sensor 21, wire clamp 22, controller 23, receiving antenna 24, lubricating oil temperature sensor 38, and lubricating oil pressure sensor 39.

[0038] Example 1 This embodiment uses a wet friction clutch in a certain type of marine gearbox as an example to describe the structure of the system in detail.

[0039] like Figure 1 As shown, the clutch structure includes a clutch housing 5 disposed between the input shaft 1 and the output shaft 10. The left end of the clutch housing 5 is fixed with an input flange 2 by bolts 9 and nuts 8. The input flange 2 and the input shaft 1 can rotate relative to each other, and a sealing gasket is provided at the rotation gap between them. An output flange is integrally formed on the output shaft 10. The output flange is connected and fixed to the right end face of the clutch housing 5 by bolts 9 and nuts 8. A piston 6 and a hydraulic cylinder 7 are disposed inside the output shaft 10. Friction plates 3 and mating plates 4 are disposed at intervals inside the clutch housing 5.

[0040] To facilitate the description of the operating principle of this system, the following is a brief description of the working process of this wet friction clutch: The outer circumference of the input shaft 1 is provided with an external spline. The input shaft 1 extends from the left end of the clutch housing 5 into the interior of the clutch housing 5 and connects with the internal spline provided in the hole of the friction plate 3 to achieve synchronous drive, forming the active part of the clutch; the inner wall of the clutch housing 5 is provided with an internal spline, and the outer circle of the mating plate 4 is provided with an external spline. The external spline of the mating plate 4 connects with the internal spline of the clutch housing 5 to achieve synchronous drive, and together with the piston 6 and the output shaft 10, they form the driven part of the clutch. Meanwhile, there is a certain distance between the friction plate 3 and the mating plate 4 in the axial direction, and there is also a rotational clearance between the outer circle of the friction plate 3 and the inner wall of the clutch housing 5. Therefore, when the clutch is not engaged, the friction plate 3 of the driving part is in a rotating state, and the mating plate 4 of the driven part is in a stationary state. When the clutch is engaged, high-pressure fluid enters the cylinder 7 through the oil inlet 11 in the enlarged diagram Z, causing the high-pressure fluid to push the piston 6 to move. The left end face of the piston 6 will first contact the stationary mating plate 4 and push the mating plate 4 to press against the friction plate 3. After the mating plate 4 presses against the friction plate 3, the friction force... Under the action of the torque, the mating plate 4 will gradually rotate following the friction plate 3. The rotation of the mating plate 4 will drive the clutch housing 5 and the input flange 2 and output shaft 10 connected to the left and right ends of the clutch housing 5 to rotate as well. At this time, the driven part of the clutch can gradually maintain the same rotation as the driving part under the drive of the friction torque. When the clutch disengages, the high-pressure liquid flows out from the oil inlet 11 to release the pressure, the liquid pressure pushing the piston 6 disappears, the piston 6 is pushed back to its original position by the internal spring, the friction plate 3 and the mating plate 4 automatically separate, and the components of the driven part of the clutch gradually stop rotating. Since the wet clutch is existing technology, its specific structure will not be described in detail.

[0041] like Figure 2 and Figure 3As shown, a dynamic parameter monitoring system for a friction clutch includes a controller 23 and a temperature sensor 12, an acceleration sensor 21, a pressure sensor 13, a displacement sensor 14, and a data acquisition device 19 mounted on the clutch housing 5. The data acquisition device 19 is connected to the temperature sensor 12, acceleration sensor 21, pressure sensor 13, and displacement sensor 14 via signal transmission cables. A power supply 17 is also mounted on the clutch housing, and the power supply 17 is also connected to the data acquisition device 19 via signal transmission cables. The power supply 17 is externally covered with heat-insulating and vibration-damping aerogel, with an IP54 protection rating, and can withstand temperatures ranging from -20℃ to 120℃. It is powered by a parallel connection of household AAA batteries, with a single-charge endurance of ≥100 hours. The data acquisition device 19 and the power supply 17 are fixed to the clutch housing 5 with screws. In this embodiment, the signal transmission cables are made of Teflon high-temperature resistant wire, which is oil-proof and heat-insulating. The power supply 17 supplies power to the data acquisition device 19 and all sensors through the signal transmission cables, and the data acquisition device 19 also collects real-time monitoring data from all sensors through the signal transmission cables.

[0042] like Figure 2 As shown, temperature sensors 12 are disposed on the clutch housing 5 and are evenly distributed along the axial direction of the clutch housing 5. In this embodiment, three temperature sensors 12 are disposed, and the temperature monitoring range is -50℃ to 250℃. The sensing probe of the temperature sensor 12 extends radially into the clutch housing 5 and is disposed at the tooth tip of the outer spline of the mating plate 4. It is used to collect the temperature of the lubricating oil between the friction plate 3 and the mating plate 4 as the temperature of the friction plate 3 and the mating plate 4.

[0043] Accelerometer 21 is installed on the outer circle and end face of clutch output shaft 10. In this embodiment, the protection level of acceleration sensor 21 is IP54, the temperature range is -40℃ to 150℃, and the range is ±100g. It is used to collect the impact force signal when the clutch engages. The two measuring points can simultaneously collect the instantaneous vibration and impact signal of the engagement from the radial and axial dimensions, respectively, thereby eliminating the measurement error caused by the single measuring point.

[0044] The pressure sensor 13 is installed on the outer circle of the clutch output shaft 10. In this embodiment, the protection level of the pressure sensor 13 is IP54, the temperature range is -20℃ to 120℃, and the range is 4MPa. The sensing probe of the pressure sensor 13 extends radially into the oil cylinder 7, but does not interfere with the axial movement of the piston 6.

[0045] The displacement sensor 14 is disposed on the end face of the clutch output shaft 10. The sensing probe of the displacement sensor 14 extends axially into the clutch output shaft 10 and abuts against the end of the piston 6. In this embodiment, the displacement sensor 14 is a spring-loaded sensor with an IP54 protection rating, a temperature range of -20℃ to 120℃, and a maximum measured displacement of 20mm. When the piston 6 moves, the sensing probe of the displacement sensor 14 moves with the piston 6.

[0046] The transmission cables include a first cable 18, a second cable 16, a third cable 20, and a fourth cable 15, all of which are secured by cable clamps 22. In this embodiment, the first cable 18 connects the power supply 17 and the data acquisition device 19; the second cable 16... Figure 2 The data acquisition device 19 extends from one end and is connected to the temperature sensor 12 along the outer circle of the input flange 2; the third cable 20 is connected from the other end of the data acquisition device 19 to the acceleration sensor 21; the fourth cable 15 is connected from one end of the data acquisition device 19 to the pressure sensor 13 and the displacement sensor 14.

[0047] In this embodiment, the controller 23 can be a laptop, desktop computer or smartphone with monitoring software installed. The data acquisition device 19 transmits the real-time monitoring data of each sensor to the controller 23 through the receiving antenna 24. The controller 23 can then present the collected data to the staff in the form of graphics and values ​​after analog-to-digital conversion, and set up an alarm device inside it. When the data exceeds the set limit value, the system will issue an alarm.

[0048] When the input shaft 1 drives the output shaft 10 to rotate, this monitoring system will follow the rotation of the driven part, thus enabling real-time data monitoring at any time.

[0049] like Figure 3 As shown, this embodiment also discloses a method for monitoring the dynamic parameters of a friction clutch, including the following steps: I. Start the monitoring system; the system executes self-test and initialization commands. II. Set parameters, including alarm value, sampling frequency, and initial step size parameters; III. Monitoring begins. Temperature sensor 12, acceleration sensor 21, pressure sensor 13, displacement sensor 14 collect data in real time, and lubricating oil temperature sensor 38 and lubricating oil pressure sensor 39 collect data from data acquisition device 19 and transmit the data to controller 23 wirelessly. In this embodiment, data acquisition device 19 transmits the real-time monitoring data of each sensor to controller 23 through receiving antenna 24. IV. The controller 23 uses preset data to determine whether the monitored data is normal. If all data are normal during the monitoring process, the system will automatically save the data. If any data is abnormal during the monitoring process, it is necessary to manually determine whether the abnormal data is due to the data exceeding the set value or data loss. V. If the abnormal data condition is determined to be data exceeding the set value, the system will display an alarm confirmation box. If alarm is selected, the system will stop monitoring and require fault repair and maintenance. If no alarm is selected, the system will return to step I for self-testing and initialization and then restart the system. If the abnormal data condition is determined to be data loss, the system will display a data loss confirmation box. If data loss is selected, the system will stop monitoring and require fault repair and maintenance. If no data loss is selected, the system will return to step I for self-testing and initialization and then restart the system.

[0050] Example 2 The difference between this embodiment and Embodiment 1 is that, as Figure 4 As shown, a lubricating oil temperature sensor 38 is also provided on the mounting housing of the clutch housing 5. The sensing end of the lubricating oil temperature sensor 38 extends into the mounting housing. The lubricating oil temperature sensor 38 is used to monitor the temperature of the lubricating oil thrown out into the mounting housing from the friction plate 3. A lubricating oil pressure sensor 39 is also provided on the external oil pipe of the clutch. The sensing probe of the lubricating oil pressure sensor 39 extends into the external oil pipe to monitor the pressure of the high-pressure oil entering the external oil pipe, so as to monitor the change of high-pressure oil pressure to help determine the resetting status of the piston 6.

[0051] The advantage of this embodiment is that, since the various temperature sensors 12, acceleration sensors 21, pressure sensors 13, and displacement sensors 14 in Embodiment 1 are used to monitor the core component parameters inside the clutch, and these internal parameters may be distorted due to disturbances such as high temperature and oil mist inside the clutch, the lubricating oil temperature sensor 38 and lubricating oil pressure sensor 39 are mainly used to monitor the temperature and pressure of the lubricating oil after it leaves the friction plate 3 and flows into the outside of the clutch. These can serve as a reference for the internally collected data. Figure 5 and Figure 6 As shown, Figure 5 For the comparison of the instantaneous highest temperatures of the internal and external friction plates, from Figure 5 It can be seen that, under different operating conditions, the instantaneous maximum temperature of the internal friction plate 3 of the clutch is always about 8°C higher than that of the external clutch. Figure 6 For the comparison of oil pressure in the internal and external cylinders 7, from Figure 6It can be seen that when the clutch is engaged or disengaged, the oil pressure in the external cylinder 7 rises at a slower rate than that in the internal cylinder 7; when disengaged, the oil pressure in the external cylinder 7 falls at a faster rate than that in the internal cylinder 7. Based on this characteristic, external and internal monitoring data can be cross-compared to improve the accuracy of monitoring various clutch parameters and ensure the reliability of the monitoring system.

[0052] Example 3 The difference between this embodiment and Embodiment 1 is that in step IV of a dynamic parameter monitoring method for a friction clutch, the controller has a built-in adaptive adjustment module. When all data are normal during the monitoring process, the adaptive adjustment module compares the real-time monitoring data with the preset data. When the real-time monitoring data, namely oil pressure data, temperature data, and engagement vibration and impact data, approach the end value of the preset data range, the controller issues an adjustment command to adaptively adjust the relevant working parameters of the clutch engagement condition, so that the clutch engagement operation parameters return to the optimal intermediate range for the next engagement.

[0053] Specifically, as shown in the figure, the adaptive adjustment module built into the controller of the monitoring system is interconnected with the product's control system. Based on real-time monitoring data acquired by various sensors, it adjusts various actuators to achieve adaptive adjustment of the product. An example is provided below: ① For example: During this clutch engagement and disengagement process, the monitoring data collected by the pressure sensor is transmitted to the control system. The adaptive adjustment module compares and evaluates the collected hydraulic oil pressure data with the preset data. If the oil pressure data during this engagement and disengagement process deviates from the upper limit or lower limit, the adaptive adjustment module will automatically adjust the opening of the product's integrated oil valve so that the oil pressure value during the next clutch engagement and disengagement tends to the middle value. This stabilizes the oil pressure value in the cylinder, making the extrusion force on the friction plate more consistent each time, thereby effectively extending the service life of the friction plate.

[0054] ②For example: During this clutch engagement process, the temperature data collected by the temperature sensor is transmitted to the control system. The adaptive adjustment module compares and evaluates the collected temperature data of the friction plates and mating plates with the preset data. If the temperature value during this engagement process is too high, the adaptive adjustment module will automatically adjust the product's lubrication system and appropriately increase the lubricating oil flow of the friction plates during the next engagement, thereby reducing the temperature of the friction plates and effectively extending the service life of the friction plates.

[0055] ③ For example: During this clutch engagement and disengagement process, the acceleration data collected by the acceleration sensor is transmitted to the control system. The adaptive adjustment module compares and evaluates the collected acceleration data with the preset data. If the vibration and impact during this engagement and disengagement process is too large, the control system automatically adjusts the opening of the product oil integrated valve so that the flow rate of high-pressure oil is appropriately reduced during the next engagement and disengagement, thereby reducing the engagement and disengagement impact and effectively extending the service life of the friction plates.

[0056] The advantage of this embodiment is that, for the adjustment logic of existing monitoring and control systems, the industry uniformly uses the alarm threshold as the control boundary point. That is, when the oil pressure, temperature, and vibration data reach the alarm limit, the corresponding protection action is executed. For the deviation of parameters within the safe range, not exceeding the preset value range end value, or slightly exceeding the preset value range end value, the industry generally believes that no intervention is required, and it is assumed that slight deviation will not significantly affect the life of the friction plate.

[0057] However, this solution breaks with this conventional wisdom and proposes a completely new control logic. When data is detected approaching the end of a preset range during monitoring, adaptive control is initiated in advance. This allows the next operating data to directly return to the optimal range. This avoids the problem of friction plates being subjected to uneven oil pressure, high temperature, and impact loads due to data repeatedly approaching the end of the preset range, which leads to continuous cumulative wear and accelerated aging of the friction plates. This ensures long-term stable operation of the clutch and effectively extends the service life of the friction plates.

[0058] The above are merely embodiments of the present invention, and the invention is not limited to the fields covered by this embodiment. Commonly known structures and characteristics in the solutions are not described in detail here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the structure of the present invention, and these should also be considered within the scope of protection of the present invention. These modifications and improvements will not affect the effectiveness of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A dynamic parameter monitoring system for a friction clutch, installed on the clutch, characterized in that: This includes a controller, and temperature sensors, acceleration sensors, pressure sensors, displacement sensors, and data acquisition devices mounted on the clutch; The temperature sensor, acceleration sensor, pressure sensor, and displacement sensor are used to monitor the internal temperature signal of the clutch, the impact force signal of the clutch engagement, the internal hydraulic cylinder pressure signal of the clutch, and the internal piston position signal of the clutch, respectively. The data acquisition device is used to collect real-time monitoring data from temperature sensors, acceleration sensors, pressure sensors, and displacement sensors, and transmit the real-time monitoring data to the controller.

2. The dynamic parameter monitoring system for a friction clutch according to claim 1, characterized in that: The temperature sensors are mounted on the clutch housing and are evenly distributed along the axial direction of the clutch housing. The sensing probes of the temperature sensors extend into the clutch housing and are positioned at the tooth tip of the outer spline of the mating plates.

3. The dynamic parameter monitoring system for a friction clutch according to claim 2, characterized in that: The acceleration sensor is mounted on the outer circumference and end face of the clutch output shaft.

4. The dynamic parameter monitoring system for a friction clutch according to claim 3, characterized in that: The pressure sensor is mounted on the outer circumference of the clutch output shaft.

5. The dynamic parameter monitoring system for a friction clutch according to claim 4, characterized in that: The displacement sensor is mounted on the end face of the clutch output shaft, and the sensing probe of the displacement sensor extends axially into the clutch output shaft and is attached to the piston end.

6. The dynamic parameter monitoring system for a friction clutch according to claim 5, characterized in that: The displacement sensor is a spring-loaded sensor; when the piston moves, the sensor's probe moves along with the piston.

7. The dynamic parameter monitoring system for a friction clutch according to claim 6, characterized in that: The data acquisition device is connected to the temperature sensor, acceleration sensor, pressure sensor, and displacement sensor via signal transmission cables.

8. The dynamic parameter monitoring system for a friction clutch according to claim 1, characterized in that: The clutch mounting housing is also equipped with a lubricating oil temperature sensor, which is used to monitor the temperature of the lubricating oil thrown out into the mounting housing from the friction plate; the clutch external oil pipe is equipped with a lubricating oil pressure sensor, which is used to monitor the pressure of the high-pressure oil entering the external oil pipe.

9. A method for monitoring the dynamic parameters of a friction clutch, applied to the dynamic parameter monitoring system for a friction clutch as described in any one of claims 1-8, characterized in that, The steps include the following: I. Start the monitoring system; the system executes self-test and initialization commands. II. Set parameters, including alarm value, sampling frequency, and initial step size parameters; III. Monitoring begins. Temperature sensors, acceleration sensors, pressure sensors, displacement sensors, lubricating oil temperature sensors, and lubricating oil pressure sensors in the system collect data in real time. The data acquisition equipment collects the data and transmits it to the controller wirelessly. IV. The controller uses preset data to determine whether the monitored data is normal. If all data are normal during the monitoring process, the system will automatically save the data. If any data is abnormal during the monitoring process, it is necessary to determine whether the abnormal data is due to the data exceeding the set value or data loss. V. If the data exceeds the set value, the system will pop up an alarm confirmation box. If you select alarm, the system will stop monitoring. If you select no alarm, the system will return to step I to perform self-check and initialization. If data loss is detected, the system will display a confirmation box indicating whether data is lost. If data loss is selected, the system will stop monitoring. If no data is lost, the system will return to step I to perform a self-check.

10. The method for monitoring dynamic parameters of a friction clutch according to claim 9, characterized in that: In step IV, the controller has a built-in adaptive adjustment module. When all data are normal during the monitoring process, the adaptive adjustment module compares the real-time monitoring data with the preset data. When the oil pressure data, temperature data, and clutch vibration and impact data approach the end value of the preset data range, the controller issues an adjustment command to adaptively adjust the relevant working parameters of the clutch engagement condition, so that the clutch engagement operation parameters return to the optimal intermediate range for the next engagement.

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