Wireless temperature measuring device and temperature measuring method for dry friction clutch

Abstract

The application relates to a wireless temperature measuring device and method for a dry friction clutch, which comprises a telemetry receiving unit, a signal adjusting and transmitting unit, a transmission rotor unit secondary coil mounting kit, an induction power supply stator coil, a power supply unit, a coil support ring, a balance block, a power supply wire, a K-type thermocouple, a power supply unit mounting bracket and a stator coil bracket; the signal adjusting and transmitting unit is mounted on a clutch rotating body, the K-type thermocouple is mounted on a clutch pressure plate or a part to be measured in temperature, the K-type thermocouple is connected with the signal adjusting and transmitting unit; the transmission rotor unit secondary coil mounting kit is fixed on the clutch rotating body, the power supply unit is mounted on the power supply unit mounting bracket, and the transmission rotor unit secondary coil mounting kit and the signal adjusting and transmitting unit are both mounted on the coil support ring; the balance block is mounted on a symmetrical position of the signal adjusting and transmitting unit relative to a rotating axis.

Description

Technical Field

[0001] This invention relates to the field of vehicle clutch testing and data acquisition technology, specifically to a wireless temperature measurement device and method for a dry friction clutch. Background Technology

[0002] In the research and calibration of dry friction clutches for automated manual transmissions (AMTs) in commercial vehicles, measured temperature data is required to verify thermal load, calibrate the slippage work temperature model, and optimize shift control strategies. The accuracy of existing temperature estimation models is highly dependent on measured temperature calibration; if continuous and reliable temperature data cannot be obtained, both model calibration and control strategy verification will be constrained.

[0003] Current clutch temperature testing methods have the following shortcomings: wired thermocouples combined with slip rings are prone to wear and signal interruption under strong vibration, high dust and high temperature environments, and have complex structures and poor versatility; conventional wireless temperature measurement devices are mostly designed for general rotating parts and lack adaptation to the clutch's confined space, dynamic balance requirements and high temperature environment, and battery power is limited by capacity and temperature resistance. Summary of the Invention

[0004] The purpose of this invention is to provide a wireless temperature measurement device and method for dry friction clutches to solve the problems existing in the prior art.

[0005] In a first aspect, a wireless temperature measurement device for a dry friction clutch is provided for measuring the temperature of a dry friction clutch in an automatic mechanical transmission for commercial vehicles. The dry friction clutch includes a clutch cover assembly, a clutch driven plate assembly, and a clutch disengagement actuator. The dry friction clutch is housed in the clutch cavity of the transmission assembly. The wireless temperature measurement device for the dry friction clutch includes: a telemetry receiving unit, a signal conditioning transmitting unit, a transmission rotor unit secondary coil mounting kit, an induction power supply stator coil, a power supply unit, a coil support ring, a balance block, a power supply wire, a K-type thermocouple, a power supply unit mounting bracket, and a stator coil bracket. The signal conditioning and transmitting unit is mounted on the clutch rotating body, the K-type thermocouple is mounted on the clutch pressure plate or the part to be measured, and the K-type thermocouple is connected to the signal conditioning and transmitting unit. The secondary coil mounting kit of the transmission rotor unit is fixed on the clutch rotating body and connected to the signal conditioning and transmitting unit through the power supply line; The induction power supply stator coil is fixed to the non-rotating part of the clutch cavity by the stator coil bracket. The induction power supply stator coil and the transmission rotor unit secondary coil mounting kit are arranged opposite to each other and form a non-contact electromagnetic induction power supply structure. The power supply unit is mounted on the power supply unit mounting bracket. The input end of the power supply unit is used to connect to the vehicle power supply or independent test power supply. The output end of the power supply unit is connected to the induction power supply stator coil. The telemetry receiving unit is wirelessly connected to the signal conditioning transmitting unit via radio frequency communication. The telemetry receiving unit is equipped with a CAN2.0 bus interface, a WLAN communication interface, and an Ethernet communication interface. The coil support ring is fixed to the clutch housing or the rotating mounting part, and the transmission rotor unit secondary coil mounting kit and the signal conditioning and transmitting unit are both mounted on the coil support ring; The balance block is installed at a position symmetrical to the signal conditioning and transmitting unit with respect to the axis of rotation.

[0006] Optionally, the signal conditioning and transmitting unit is provided with multiple measurement channels, and the input end of the measurement channel is connected to the K-type thermocouple or strain gauge sensor; The signal conditioning transmitting unit is a sealed or potted structure, and its interior is equipped with a 16-bit analog-to-digital converter circuit and a sixth-order Butterworth anti-aliasing filter circuit; a 2.4GHz radio frequency communication module is provided between the signal conditioning transmitting unit and the telemetry receiving unit, and the radio frequency communication module is equipped with a data error frame detection circuit.

[0007] Optionally, the signal conditioning and transmitting unit, the coil support ring, and the secondary coil mounting kit of the transmission rotor unit are installed outside the motion envelope of the clutch disengagement actuator and other moving parts in the cavity.

[0008] Optionally, the secondary coil mounting kit of the transmission rotor unit is bonded to the outer wall of the coil support ring, and a high-temperature resistant fastener is provided on the outer periphery of the secondary coil mounting kit of the transmission rotor unit; the signal conditioning and transmitting unit is disposed on the inner wall of the coil support ring, and a mounting hole is provided on the clutch housing, and the signal conditioning and transmitting unit is fixed to the coil support ring by bolts passing through the mounting hole.

[0009] Optionally, there is a preset axial or radial gap between the induction power supply stator coil and the secondary coil mounting kit of the transmission rotor unit; the input terminal of the power supply unit is electrically connected to the vehicle 24V power supply.

[0010] Optionally, the coil support ring is fixed to the clutch cover assembly or the rotatable mounting part by bolts, and the transmission rotor unit secondary coil mounting kit and the induction power supply stator coil are located on the side of the clutch housing near the gearbox assembly.

[0011] Optionally, the power supply unit mounting bracket and the stator coil bracket are fixed to the housing of the gearbox assembly by bolts, or fixed to a non-rotating structure in the clutch cavity.

[0012] Secondly, a wireless temperature measurement method for a dry friction clutch is provided, utilizing the wireless temperature measurement device for a dry friction clutch as described in any of the above embodiments, comprising the following steps: S1, install the K-type thermocouple on the clutch pressure plate or other parts to be measured, reliably connect the K-type thermocouple to the signal conditioning and transmitting unit, and arrange the wire harness of the K-type thermocouple along the surface of the rotating part and fix it with high temperature resistant material; S2, the signal conditioning and transmitting unit, the secondary coil mounting kit of the transmission rotor unit, and the coil support ring are installed on the clutch rotating body. The coil support ring is fixed to the clutch cover assembly or a corresponding rotating mounting part. The secondary coil mounting kit of the transmission rotor unit is electrically connected to the signal conditioning and transmitting unit through the power supply line. The sensor wiring harness is arranged, and the installation position avoids the clutch disengagement actuator and other moving parts in the cavity. The balance block is installed at a symmetrical position of the signal conditioning and transmitting unit with respect to the rotation axis. The mass of the balance block and the sum of the mass of the signal conditioning and transmitting unit and its connecting wiring harness meet the dynamic balance check conditions. S3, install the power supply unit, the induction power supply stator coil, and the stator coil bracket in the non-rotating part of the clutch cavity, fix the power supply unit mounting bracket and the stator coil bracket to the non-rotating structure of the gearbox assembly housing or the clutch cavity, and maintain a gap between the induction power supply stator coil and the secondary coil mounting kit of the transmission rotor unit that meets the requirements of energy coupling efficiency and operation safety. S4, power is supplied to the rotating end through the electromagnetic coupling between the inductive power supply stator coil and the secondary coil mounting kit of the transmission rotor unit, providing continuous power to the signal conditioning and transmitting unit; S5, the temperature signal of the K-type thermocouple is collected by the signal conditioning and transmitting unit, and after sixth-order Butterworth anti-aliasing filtering and analog-to-digital conversion, it is transmitted to the telemetry receiving unit through 2.4GHz wireless radio frequency communication; S6, the telemetry receiving unit receives temperature data and communicates with the measurement software device through CAN2.0 bus, WLAN or Ethernet. At the same time, it collects engine speed, engine torque, clutch position, transmission gear and vehicle speed signals from the vehicle CAN bus and synchronizes the temperature data with the vehicle operating parameters in time. S7 calculates clutch slippage work based on synchronized temperature data and vehicle operating parameters, compares and calibrates the measured temperature curve with the slippage work temperature model, and is used for clutch thermal load verification, temperature model correction, or automatic mechanical transmission shift control strategy optimization.

[0013] Optionally, in step S6, the measurement software device communicates with the telemetry receiving unit via CAN2.0 bus, WLAN or Ethernet to realize parameter setting, data browsing, process control and data recording functions.

[0014] The technical solutions provided by the embodiments of this disclosure may include the following beneficial effects: 1. Adapted to the confined space of AMT clutches in commercial vehicles. This invention employs a miniaturized signal conditioning and transmitting unit and a customizable coil mounting structure, which can be placed on the back of the clutch pressure plate, the housing, or other rotating parts. This avoids interference areas within the separation system and cavity, and does not significantly affect the original structure and separation characteristics of the clutch.

[0015] 2. Stable and reliable wireless transmission. This invention uses wireless radio frequency communication to transmit temperature data, eliminating the need for traditional slip rings or collector rings. This avoids problems such as contact wear, poor contact, and wire entanglement, improving data continuity and reliability in commercial vehicle environments with strong vibration, high dust, and high electromagnetic interference.

[0016] 3. Non-contact power supply is suitable for long-cycle testing. This invention uses an induction-powered stator coil and a transmission rotor unit secondary coil to form a non-contact electromagnetic induction power supply structure, continuously supplying power to the rotating end signal conditioning and transmitting unit. This solution does not rely on chemical batteries in high-temperature environments, nor does it suffer from the physical wear problems associated with slip ring power supplies, thus meeting the requirements of long-distance, long-cycle real-vehicle road testing.

[0017] 4. The rotating end is sealable, making it highly adaptable to various environments. Since both power supply and signal transmission can be done non-contactly, the rotating end module can be sealed or potted, thereby improving its resistance to high temperatures, vibration, oil, and dust.

[0018] 5. Reduce the impact on dynamic balance. By properly arranging the rotating end modules on the coil support ring and setting balance blocks at symmetrical positions, the imbalance caused by the new testing device can be compensated, reducing the impact on the high-speed rotational stability of the clutch.

[0019] 6. Facilitates synchronous analysis with vehicle CAN data. The telemetry receiving unit supports CAN2.0, WLAN, or Ethernet communication, enabling synchronous acquisition with the vehicle ECU, TCU, or measurement software. This aligns temperature data with key parameters such as speed, torque, and clutch position on the time axis, providing high-quality measured data for friction work model calibration and control strategy optimization. Attached Figure Description

[0020] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a schematic diagram of the connection of the telemetry data acquisition equipment.

[0021] Figure 2 Structural layout diagram of the power supply and data acquisition section of the telemetry equipment.

[0022] Figure 3 for Figure 2 A schematic diagram of the chamber portion of the gearbox assembly that houses the clutch.

[0023] Figure 4 for Figure 3 A partially enlarged view of the installed power supply unit.

[0024] Figure 5 for Figure 3 A partially enlarged view of the stator coil mounting bracket.

[0025] Figure 6 This is a diagram showing the installation layout of the rotating and signal components during testing.

[0026] Explanation of reference numerals in the attached figures 1. Telemetry receiving unit; 2. Signal conditioning transmitting unit; 3. Transmission rotor unit secondary coil mounting kit; 4. Induction power supply stator coil; 5. Power supply unit; 6. Coil support ring; 7. Balance block; 8. Power supply line; 9. Type K thermocouple; 10. Power supply unit mounting bracket; 11. Stator coil bracket; 12. Clutch cover assembly; 13. Clutch driven plate assembly; 14. Gearbox assembly; 15. Clutch disengagement actuator. Detailed Implementation

[0027] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0028] In this disclosure, unless otherwise stated, directional terms such as "upper," "lower," "left," and "right" are used for ease of description based on the drawing orientations of the corresponding figures, while "inner" and "outer" are defined based on the contours of the corresponding components themselves. Terms such as "first" and "second" used in this disclosure are used to distinguish one element from another and do not have sequential or importance implications. Furthermore, when the following description refers to the figures, unless otherwise indicated, the same numbers in different figures represent the same or similar elements.

[0029] Commercial vehicle AMTs typically employ dry friction clutches. Accurately obtaining the true temperature of the clutch friction pair under real-world vehicle operating conditions is crucial for verifying clutch thermal load, establishing and refining temperature models, optimizing shift control strategies, and evaluating clutch durability during the research, development, testing, and calibration of AMTs.

[0030] During clutch operation, relative sliding occurs between components such as the driving plate, driven plate, and pressure plate, generating a significant amount of heat. Current engineering practices typically employ temperature estimation models based on parameters such as sliding work, heat dissipation coefficient, heat capacity, and boundary heat transfer conditions to predict the clutch's thermal state. However, the accuracy of these models heavily relies on calibration using measured temperature data. If continuous, reliable temperature data strictly synchronized with the vehicle's operating conditions cannot be obtained, both model calibration and control strategy verification will be limited.

[0031] Currently, clutch temperature testing mainly includes wired thermocouple and slip ring connection methods, infrared thermal imaging telemetry, and conventional wireless temperature measurement methods. The wired thermocouple and slip ring connection method requires wiring and slip ring installation on rotating components, resulting in a complex structure, significant modifications, and poor versatility. Furthermore, in the high vibration, high dust, high temperature, and electromagnetic interference environments of commercial vehicles, signal interruption is easily caused by slip ring contact wear or poor contact. Infrared thermal imaging telemetry is obstructed by the flywheel housing or gearbox clutch cavity, making it difficult to directly observe the friction interface or key temperature measurement points within the enclosed cavity. Conventional wireless temperature measurement methods are mostly used for bearings, motors, or general rotating components, lacking specific design for the high temperature, high vibration, limited installation space, dynamic balancing requirements, and synchronous acquisition with the vehicle's CAN bus faced by AMT clutch modules.

[0032] Therefore, a dedicated temperature measuring device is needed that can be installed on the rotating parts of the clutch, has a stable power supply for a long time, provides reliable wireless transmission, and can collect data synchronously with the whole vehicle.

[0033] Disadvantages of existing technology: 1. Insufficient signal transmission reliability. Existing wired transmission methods relying on slip rings suffer from problems such as contact wear, changes in contact resistance, the risk of wire entanglement, and electromagnetic interference. In long-term vehicle road tests, data packet loss, signal drift, or channel failure are prone to occur, making it difficult to generate continuous and complete temperature profiles.

[0034] 2. Bottlenecks exist in power supply to rotating parts. For acquisition modules installed on high-speed rotating components, traditional battery-powered solutions are limited by battery size, capacity, temperature resistance, and safety, making them unsuitable for long-term operation within the high-temperature chamber of the clutch. Some passive or speed-dependent power supply solutions have insufficient output under low-speed, idling, or stationary clutch conditions, which can easily lead to equipment failure to start or data loss.

[0035] 3. Insufficient synchronization capability with vehicle operation data. Some existing temperature measurement devices independently collect temperature data, which cannot achieve high-precision time synchronization with signals such as engine speed, torque, clutch position, and transmission status in the vehicle's CAN bus. This time discrepancy between temperature data and the vehicle's operating status affects the accuracy of friction work calculations, thermal model corrections, and control strategy verification.

[0036] 4. Insufficient adaptability to the clutch module installation environment. The internal space of the clutch chamber in commercial vehicles is compact, and the rotating parts of the clutch have high requirements for dynamic balance and structural reliability. Conventional testing equipment is large in size, has inconsistent installation methods, or cannot perform balance compensation, which can easily affect the original disengagement characteristics and rotational stability of the clutch.

[0037] Firstly, such as Figure 1 and Figure 2 As shown, this disclosure provides a wireless temperature measurement device for a dry friction clutch, which is installed in the clutch system of an automatic mechanical transmission (AMT). The gearbox assembly 14 has a cavity for accommodating the clutch. The clutch cover assembly 12, the clutch driven plate assembly 13, and the clutch disengagement actuator 15 are located within this cavity, and the wireless temperature measurement device is installed within this cavity. The wireless temperature measurement device includes a telemetry receiving unit 1, a signal conditioning transmitting unit 2, a transmission rotor unit secondary coil mounting kit 3, an induction-powered stator coil 4, a power supply unit 5, a coil support ring 6, a balance block 7, a power supply wire 8, a K-type thermocouple 9, a power supply unit mounting bracket 10, and a stator coil bracket 11.

[0038] The signal conditioning and transmitting unit 2 is mounted on the clutch rotating body. This unit has six measurement channels, the inputs of which are connected to K-type thermocouples 9 or strain gauge sensors. The signal conditioning and transmitting unit 2 has a sealed or potted structure, internally incorporating a 16-bit analog-to-digital converter circuit and a sixth-order Butterworth anti-aliasing filter circuit to ensure the accuracy and stability of temperature signal acquisition. A 2.4GHz radio frequency communication module is installed between the signal conditioning and transmitting unit 2 and the telemetry receiving unit 1. This module includes a data error frame detection circuit to improve data reliability in the complex electromagnetic environment of the vehicle.

[0039] The K-type thermocouple 9 is installed on the clutch pressure plate or other parts to be tested. During installation, mounting holes are machined in the clutch pressure plate or the part to be tested, and the K-type thermocouple 9 is inserted. The K-type thermocouple 9 is accurately connected to the corresponding channel of the signal conditioning and transmitting unit 2. The thermocouple wire harness is arranged along the surface of the rotating part and reliably fixed with high-temperature resistant materials to prevent the wire harness from loosening, wearing, or interfering with other parts under high-speed rotation and vibration.

[0040] Understandably, combining temperature sensing, rotary end signal conditioning and wireless transmission, non-contact inductive power supply, rotary end mounting support and dynamic balance compensation, and vehicle-wide data synchronization output at the receiving end creates a complete temperature measurement system suitable for real-vehicle testing environments of dry friction clutches. This combination avoids the wear and reliability issues caused by slip ring signals and slip ring power supply, while also taking into account the requirements of clutch cavity space, rotary dynamic balance, and vehicle-wide data synchronization.

[0041] As can be seen, this invention enables real-time, continuous, and reliable acquisition of the temperature of the rotating parts of the clutch without relying on slip rings or using chemical batteries in high-temperature environments as the main power source. The temperature data is then output synchronously with the vehicle's operating status data, providing a real and reliable data foundation for clutch thermal load verification, slip friction temperature model calibration, and AMT shift control strategy optimization.

[0042] like Figure 6 As shown, the transmission rotor unit secondary coil mounting kit 3 is fixed on the clutch rotating body and electrically connected to the signal conditioning and transmitting unit 2 via the power supply line 8.

[0043] like Figure 5As shown, the induction-powered stator coil 4 is fixed to the non-rotating part of the clutch cavity by the stator coil bracket 11. The power supply unit 5 is mounted on the power supply unit mounting bracket 10. The input end of the power supply unit 5 is connected to the vehicle's 24V power supply or a dedicated test power supply, and the output end of the power supply unit 5 is connected to the induction-powered stator coil 4. The induction-powered stator coil 4 and the transmission rotor unit secondary coil mounting kit 3 are arranged opposite to each other to form a non-contact electromagnetic induction power supply structure. There is a preset axial or radial gap between them to meet the requirements of energy coupling efficiency and vehicle operation safety. During operation, the power supply unit 5 supplies power to the induction-powered stator coil 4. Non-contact energy transfer is achieved through electromagnetic induction between the induction-powered stator coil 4 and the transmission rotor unit secondary coil mounting kit 3, continuously supplying power to the signal conditioning and transmitting unit 2 at the rotating end.

[0044] Telemetry receiving unit 1 is wirelessly connected to signal conditioning transmitting unit 2 via radio frequency communication. Telemetry receiving unit 1 is equipped with a CAN2.0 bus interface and a WLAN / Ethernet communication interface, and can perform parameter setting, data browsing, process control, and data recording through measurement software.

[0045] like Figure 2 and Figure 6 As shown, the coil support ring 6 is fixed to the clutch cover assembly 12 or the corresponding rotating mounting part by bolts. During actual vehicle testing, the installation position of the rotating end assembly is first determined according to the spatial structure of the gearbox clutch cavity. Since the space on the outer side of the clutch is usually relatively small, and it is necessary to avoid the clutch disengagement actuator 15 and other moving parts in the cavity, the transmission rotor unit secondary coil mounting kit 3 and the induction power supply stator coil 4 are arranged on the side of the clutch housing close to the gearbox assembly 14. The installation positions of the signal conditioning and transmitting unit 2, the coil support ring 6, and the transmission rotor unit secondary coil mounting kit 3 are located outside the motion envelope of the clutch disengagement actuator 15 and other moving parts in the cavity.

[0046] The secondary coil mounting kit 3 of the transmission rotor unit is bonded to the outer wall of the coil support ring 6, and its outer circumference is reinforced by high-temperature resistant cable ties or other high-temperature resistant fasteners. The signal conditioning and transmitting unit 2 is disposed on the inner wall of the coil support ring 6. A mounting hole is provided on the clutch housing, and the signal conditioning and transmitting unit 2 is fixed to the coil support ring 6 by bolts passing through the mounting hole.

[0047] To reduce the impact of the signal conditioning and transmitting unit 2 on the rotational dynamic balance, a balance block 7 is installed at a position symmetrical to the rotational axis of the clutch. The sum of the mass of the balance block 7 and the mass of the signal conditioning and transmitting unit 2 and its connecting harness meets the dynamic balance check conditions to offset the imbalance generated by the newly added test component during rotation.

[0048] like Figure 4 and Figure 5 As shown, the power supply unit mounting bracket 10 and stator coil bracket 11 are made according to the structure of the gearbox clutch cavity of the test vehicle and are fixed to the housing of the gearbox assembly 14 by bolts, or fixed to the non-rotating structure inside the clutch cavity.

[0049] Secondly, a wireless temperature measurement method for a dry friction clutch is provided, utilizing the wireless temperature measurement device for a dry friction clutch as described in any of the above embodiments, comprising the following steps: S1, install the K-type thermocouple on the clutch pressure plate or other parts to be measured, reliably connect the K-type thermocouple to the signal conditioning and transmitting unit, and arrange the wire harness of the K-type thermocouple along the surface of the rotating part and fix it with high temperature resistant material; S2, the signal conditioning and transmitting unit, the secondary coil mounting kit of the transmission rotor unit, and the coil support ring are installed on the clutch rotating body. The coil support ring is fixed to the clutch cover assembly or a corresponding rotating mounting part. The secondary coil mounting kit of the transmission rotor unit is electrically connected to the signal conditioning and transmitting unit through the power supply line. The sensor wiring harness is arranged, and the installation position avoids the clutch disengagement actuator and other moving parts in the cavity. The balance block is installed at a symmetrical position of the signal conditioning and transmitting unit with respect to the rotation axis. The mass of the balance block and the sum of the mass of the signal conditioning and transmitting unit and its connecting wiring harness meet the dynamic balance check conditions. S3, install the power supply unit, the induction power supply stator coil, and the stator coil bracket in the non-rotating part of the clutch cavity, fix the power supply unit mounting bracket and the stator coil bracket to the non-rotating structure of the gearbox assembly housing or the clutch cavity, and maintain a gap between the induction power supply stator coil and the secondary coil mounting kit of the transmission rotor unit that meets the requirements of energy coupling efficiency and operation safety. S4, power is supplied to the rotating end through the electromagnetic coupling between the inductive power supply stator coil and the secondary coil mounting kit of the transmission rotor unit, providing continuous power to the signal conditioning and transmitting unit; S5, the temperature signal of the K-type thermocouple is collected by the signal conditioning and transmitting unit, and after sixth-order Butterworth anti-aliasing filtering and analog-to-digital conversion, it is transmitted to the telemetry receiving unit through 2.4GHz wireless radio frequency communication; S6, the telemetry receiving unit receives temperature data and communicates with the measurement software device through CAN2.0 bus, WLAN or Ethernet. At the same time, it collects engine speed, engine torque, clutch position, transmission gear and vehicle speed signals from the vehicle CAN bus and synchronizes the temperature data with the vehicle operating parameters in time. S7 calculates clutch slippage work based on synchronized temperature data and vehicle operating parameters, compares and calibrates the measured temperature curve with the slippage work temperature model, and is used for clutch thermal load verification, temperature model correction, or automatic mechanical transmission shift control strategy optimization.

[0050] Optionally, in step S6, the measurement software device communicates with the telemetry receiving unit via CAN2.0 bus, WLAN or Ethernet to realize parameter setting, data browsing, process control and data recording functions.

[0051] During testing, the K-type thermocouple 9 collects the temperature of the clutch under test in real time and transmits the temperature signal to the signal conditioning and transmitting unit 2. The signal conditioning and transmitting unit 2 performs sixth-order Butterworth anti-aliasing filtering and 16-bit analog-to-digital conversion on the temperature signal before transmitting it to the telemetry receiving unit 1 via 2.4GHz wireless radio frequency communication. After receiving the temperature data, the telemetry receiving unit 1 communicates with the measurement software via CAN2.0 bus, WLAN, or Ethernet to achieve parameter setting, data browsing, process control, and data recording functions. The measurement software simultaneously collects engine speed, engine torque, clutch position, transmission gear, and vehicle speed signals from the vehicle's CAN bus and synchronizes them with the temperature data to obtain a dataset that strictly corresponds to the temperature and the vehicle's operating status. Through the synchronously collected data, the clutch slippage work can be further calculated, and the measured temperature curve can be compared and calibrated with the slippage work temperature model, providing a basis for AMT shift strategy optimization, clutch thermal load verification, and life assessment.

[0052] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0053] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0054] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A wireless temperature measurement device for a dry friction clutch, used to measure the temperature of a dry friction clutch in a commercial vehicle automatic mechanical transmission, wherein the dry friction clutch includes a clutch cover assembly, a clutch driven plate assembly, and a clutch disengagement actuator, and the dry friction clutch is housed within the clutch cavity of the transmission assembly, characterized in that... The wireless temperature measurement device for a dry friction clutch includes: a telemetry receiving unit, a signal conditioning transmitting unit, a transmission rotor unit secondary coil mounting kit, an induction power supply stator coil, a power supply unit, a coil support ring, a balance block, a power supply wire, a K-type thermocouple, a power supply unit mounting bracket, and a stator coil bracket. The signal conditioning and transmitting unit is mounted on the clutch rotating body, the K-type thermocouple is mounted on the clutch pressure plate or the part to be measured, and the K-type thermocouple is connected to the signal conditioning and transmitting unit. The secondary coil mounting kit of the transmission rotor unit is fixed on the clutch rotating body and connected to the signal conditioning and transmitting unit through the power supply line; The induction power supply stator coil is fixed to the non-rotating part of the clutch cavity by the stator coil bracket. The induction power supply stator coil and the transmission rotor unit secondary coil mounting kit are arranged opposite to each other and form a non-contact electromagnetic induction power supply structure. The power supply unit is mounted on the power supply unit mounting bracket. The input end of the power supply unit is used to connect to the vehicle power supply or independent test power supply. The output end of the power supply unit is connected to the induction power supply stator coil. The telemetry receiving unit is wirelessly connected to the signal conditioning transmitting unit via radio frequency communication. The telemetry receiving unit is equipped with a CAN2.0 bus interface, a WLAN communication interface, and an Ethernet communication interface. The coil support ring is fixed to the clutch housing or the rotating mounting part, and the transmission rotor unit secondary coil mounting kit and the signal conditioning and transmitting unit are both mounted on the coil support ring; The balance block is installed at a position symmetrical to the signal conditioning and transmitting unit with respect to the axis of rotation.

2. The wireless temperature measuring device for a dry friction clutch according to claim 1, characterized in that, The signal conditioning and transmitting unit is provided with multiple measurement channels, and the input end of the measurement channel is connected to the K-type thermocouple or strain gauge sensor. The signal conditioning transmitting unit is a sealed or potted structure, and its interior is equipped with a 16-bit analog-to-digital converter circuit and a sixth-order Butterworth anti-aliasing filter circuit; a 2.4GHz radio frequency communication module is provided between the signal conditioning transmitting unit and the telemetry receiving unit, and the radio frequency communication module is equipped with a data error frame detection circuit.

3. The wireless temperature measuring device for a dry friction clutch according to claim 2, characterized in that, The signal conditioning and transmitting unit, the coil support ring, and the secondary coil mounting kit of the transmission rotor unit are installed outside the motion envelope of the clutch disengagement actuator and other moving parts in the cavity.

4. The wireless temperature measuring device for a dry friction clutch according to claim 3, characterized in that, The secondary coil mounting kit of the transmission rotor unit is bonded to the outer wall of the coil support ring, and a high-temperature resistant fastener is provided on the outer periphery of the secondary coil mounting kit of the transmission rotor unit; the signal conditioning and transmitting unit is disposed on the inner wall of the coil support ring, and a mounting hole is provided on the clutch housing, and the signal conditioning and transmitting unit is fixed to the coil support ring by bolts passing through the mounting hole.

5. The wireless temperature measuring device for a dry friction clutch according to claim 3, characterized in that, There is a preset axial or radial gap between the induction power supply stator coil and the secondary coil mounting kit of the transmission rotor unit; the input terminal of the power supply unit is electrically connected to the vehicle 24V power supply.

6. The wireless temperature measuring device for a dry friction clutch according to claim 3, characterized in that, The coil support ring is fixed to the clutch cover assembly or the rotatable mounting part by bolts, and the transmission rotor unit secondary coil mounting kit and the induction power supply stator coil are located on the side of the clutch housing near the gearbox assembly.

7. The wireless temperature measuring device for a dry friction clutch according to claim 1, characterized in that, The power supply unit mounting bracket and the stator coil bracket are fixed to the housing of the gearbox assembly by bolts, or fixed to a non-rotating structure in the clutch cavity.

8. A wireless temperature measurement method for a dry friction clutch, utilizing the wireless temperature measurement device for a dry friction clutch as described in any one of claims 1 to 7, characterized in that, Includes the following steps: S1, install the K-type thermocouple on the clutch pressure plate or other parts to be measured, reliably connect the K-type thermocouple to the signal conditioning and transmitting unit, and arrange the wire harness of the K-type thermocouple along the surface of the rotating part and fix it with high temperature resistant material; S2, the signal conditioning and transmitting unit, the secondary coil mounting kit of the transmission rotor unit, and the coil support ring are installed on the clutch rotating body. The coil support ring is fixed to the clutch cover assembly or a corresponding rotating mounting part. The secondary coil mounting kit of the transmission rotor unit is electrically connected to the signal conditioning and transmitting unit through the power supply line. The sensor wiring harness is arranged, and the installation position avoids the clutch disengagement actuator and other moving parts in the cavity. The balance block is installed at a symmetrical position of the signal conditioning and transmitting unit with respect to the rotation axis. The mass of the balance block and the sum of the mass of the signal conditioning and transmitting unit and its connecting wiring harness meet the dynamic balance check conditions. S3, install the power supply unit, the induction power supply stator coil, and the stator coil bracket in the non-rotating part of the clutch cavity, fix the power supply unit mounting bracket and the stator coil bracket to the non-rotating structure of the gearbox assembly housing or the clutch cavity, and maintain a gap between the induction power supply stator coil and the secondary coil mounting kit of the transmission rotor unit that meets the requirements of energy coupling efficiency and operation safety. S4, power is supplied to the rotating end through the electromagnetic coupling between the inductive power supply stator coil and the secondary coil mounting kit of the transmission rotor unit, providing continuous power to the signal conditioning and transmitting unit; S5, the temperature signal of the K-type thermocouple is collected by the signal conditioning and transmitting unit, and after sixth-order Butterworth anti-aliasing filtering and analog-to-digital conversion, it is transmitted to the telemetry receiving unit through 2.4GHz wireless radio frequency communication; S6, the telemetry receiving unit receives temperature data and communicates with the measurement software device through CAN2.0 bus, WLAN or Ethernet. At the same time, it collects engine speed, engine torque, clutch position, transmission gear and vehicle speed signals from the vehicle CAN bus and synchronizes the temperature data with the vehicle operating parameters in time. S7 calculates clutch slippage work based on synchronized temperature data and vehicle operating parameters, compares and calibrates the measured temperature curve with the slippage work temperature model, and is used for clutch thermal load verification, temperature model correction, or automatic mechanical transmission shift control strategy optimization.

9. The wireless temperature measurement method for a dry friction clutch according to claim 8, characterized in that, In step S6, the measurement software device communicates with the telemetry receiving unit via CAN2.0 bus, WLAN or Ethernet to realize parameter setting, data browsing, process control and data recording functions.

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