CN114264466A - Method and device for predicting service life of vibration damper - Google Patents
Method and device for predicting service life of vibration damper Download PDFInfo
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- CN114264466A CN114264466A CN202111593018.3A CN202111593018A CN114264466A CN 114264466 A CN114264466 A CN 114264466A CN 202111593018 A CN202111593018 A CN 202111593018A CN 114264466 A CN114264466 A CN 114264466A
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Abstract
The application discloses a method and a device for predicting the service life of a shock absorber. A first rate of change is calculated based on the first and second torque amplitude values of the engine crankshaft. And under the condition that the first change rate is not greater than the preset change rate threshold value, identifying the engine rotating speed of the engine crankshaft when the shock absorber is in a stable working state as a target engine rotating speed, and identifying a torsional amplitude value occurring at the same time as the target engine rotating speed as a target torsional amplitude value. And acquiring the running time of the shock absorber corresponding to the target engine rotating speed, the target torsional amplitude value and the running state from a preset data table. Based on the preset service time and the operation time of the shock absorber, the residual life of the shock absorber is obtained through calculation, compared with the prior art, the method is scientific and reasonable, quantitative prediction of the life of the shock absorber can be achieved, and the prediction result is more accurate.
Description
Technical Field
The application relates to the technical field of engines, in particular to a method and a device for predicting the service life of a shock absorber.
Background
With the improvement of engine emission regulations, the requirement for reducing oil consumption is increased, the combustion pressure in a cylinder is also continuously increased, and great challenges are brought to the reliability of an engine shafting. The shock absorber is used as a shafting shock absorption device, the shock absorption function must be ensured, however, under the actual working condition, the working environment of the shock absorber is severe, and the consistency control of the damping elements of the shock absorber is difficult, so that the risk is brought to the service life of the shock absorber. Therefore, it becomes necessary to predict the life of the shock absorber.
At present, the existing shock absorber life prediction method is generally as follows: the damping state of the shock absorber is monitored using the damping element of the shock absorber, and when the damping state of the shock absorber is a non-over-damping state, it is determined that the shock absorber is out of service (i.e., it is determined that the life of the shock absorber is exhausted). However, most shock absorbers are designed to operate in an over-damped condition, and failure of the shock absorber cannot be determined effectively when the damping condition of the shock absorber is a non-over-damped condition. Obviously, the existing shock absorber life prediction mode can only determine whether the shock absorber fails, but cannot accurately predict the residual life of the shock absorber.
Disclosure of Invention
The application provides a method and a device for predicting the service life of a shock absorber, aiming at accurately predicting the residual service life of the shock absorber.
In order to achieve the above object, the present application provides the following technical solutions:
a method of predicting shock absorber life comprising:
acquiring the resonant frequency of an engine after the engine is started;
analyzing the resonance frequency to obtain the running state of the shock absorber;
acquiring a first torsional amplitude value and a second torsional amplitude value of an engine crankshaft; the first torque amplitude value is: the method comprises the steps that the torsional amplitude value of an engine crankshaft is just increased from a preset idle speed to a preset rotating speed, and the engine torque is equal to a first preset torque; the second torsional amplitude value is: a torsional amplitude value of the engine crankshaft at the moment the engine torque is just increased from the first preset torque to a second preset torque;
calculating a first rate of change based on the first torque amplitude value and the second torque amplitude value;
under the condition that the first change rate is not larger than a preset change rate threshold value, identifying the engine rotating speed of the engine crankshaft when the shock absorber is in a stable working state as a target engine rotating speed, and identifying a torsional amplitude value occurring at the same time as the target engine rotating speed as a target torsional amplitude value;
acquiring the running time of the shock absorber corresponding to the target engine rotating speed, the target torsional amplitude value and the running state from a preset data table;
and calculating the residual service life of the shock absorber based on the preset service time and the running time of the shock absorber.
Optionally, after the engine is started, acquiring a resonant frequency of the engine includes:
after the engine is started, acquiring a torsional amplitude value and an engine rotating speed of an engine crankshaft at each moment shown in a first time period; the first time period includes: the rotating speed of the engine is increased to each moment of the preset rotating speed from the preset idle speed;
screening out a torque amplitude value with the largest value from all torque amplitude values shown in the first time period as an effective torque amplitude value;
the engine speed occurring at the same time as the effective torsional amplitude value is used as the resonance frequency of the engine crankshaft.
Optionally, analyzing the resonant frequency to obtain an operating state of the shock absorber includes:
if the resonance frequency is greater than a preset frequency threshold value, determining that the shock absorber is in an over-damping state;
if the resonance frequency is equal to the preset frequency threshold, determining that the shock absorber is in an optimal damping state;
and if the resonance frequency is smaller than the preset frequency threshold value, determining that the shock absorber is in an underdamping state.
Optionally, after calculating a first change rate based on the first torque amplitude value and the second torque amplitude value, the method further includes:
and sending an alarm prompt of structural failure of the shock absorber to a user under the condition that the first change rate is greater than a preset change rate threshold value.
Optionally, in the case that the first change rate is not greater than a preset change rate threshold, identifying the engine speed of the engine crankshaft when the shock absorber is in a steady operation state as a target engine speed, including:
under the condition that the first change rate is not greater than a preset change rate threshold value, acquiring the change rate of the torsional amplitude value of the engine crankshaft when the engine is in a working state; wherein the torsion amplitude value change rate is characterized by: the variation of the torsional amplitude value of the engine crankshaft in a preset time length; the variation is an absolute value of a difference between the third torsional amplitude value and the fourth torsional amplitude value; the third torsional amplitude value is the torsional vibration amplitude generated at the first moment; the fourth torsional amplitude value is the torsional vibration amplitude generated at the second moment; the first time and the second time are the time when the engine is in a working state, and the interval time between the first time and the second time before the second time is equal to the preset time length;
and under the condition that the change rate of the torsional amplitude value is smaller than a preset change rate threshold value, determining that the shock absorber is in a stable working state at the second moment, and marking the engine rotating speed occurring at the second moment as a target engine rotating speed.
Optionally, the method further includes:
sending an alarm prompt of structural failure of the shock absorber to a user under the condition that the change rate of the torsional amplitude value is greater than a preset frequency threshold; the preset frequency threshold is greater than the preset rate of change threshold.
Optionally, the obtaining, from a preset data table, a damper operating time corresponding to the target engine speed, the target torsional amplitude value, and the operating state includes:
judging whether the target torsional amplitude value is larger than a preset torsional vibration threshold value or not;
and under the condition that the target torsional amplitude value is not larger than the preset torsional vibration threshold value, acquiring the running time of the shock absorber corresponding to the target engine rotating speed, the target torsional amplitude value and the running state from a preset data table.
Optionally, the method further includes:
and sending an alarm prompt of the failure of the function of the shock absorber to a user under the condition that the target torsional amplitude value is greater than the preset torsional vibration threshold value.
Optionally, after calculating the remaining life of the shock absorber based on the preset service time of the shock absorber and the running time of the shock absorber, the method further includes:
displaying the residual service life to a user through a preset interface under the condition that the residual service life is larger than zero;
and sending an alarm prompt of the functional failure of the shock absorber to the user under the condition that the residual service life is not more than zero.
An apparatus for predicting the life of a shock absorber, comprising:
the frequency acquisition unit is used for acquiring the resonant frequency of the engine after the engine is started;
the frequency analysis unit is used for analyzing the resonance frequency to obtain the running state of the shock absorber;
the amplitude acquisition unit is used for acquiring a first torsional amplitude value and a second torsional amplitude value of the crankshaft of the engine; the first torque amplitude value is: the method comprises the steps that the torsional amplitude value of an engine crankshaft is just increased from a preset idle speed to a preset rotating speed, and the engine torque is equal to a first preset torque; the second torsional amplitude value is: a torsional amplitude value of the engine crankshaft at the moment the engine torque is just increased from the first preset torque to a second preset torque;
a change rate calculation unit configured to calculate a first change rate based on the first torque amplitude value and the second torque amplitude value;
the identification unit is used for identifying the engine rotating speed of the engine crankshaft when the shock absorber is in a stable working state as a target engine rotating speed and identifying a torsional amplitude value occurring at the same time as the target engine rotating speed as a target torsional amplitude value under the condition that the first change rate is not larger than a preset change rate threshold;
the time acquisition unit is used for acquiring the running time of the shock absorber corresponding to the target engine rotating speed, the target torque amplitude value and the running state from a preset data table;
and the service life calculating unit is used for calculating the residual service life of the shock absorber based on the preset service time of the shock absorber and the running time of the shock absorber.
According to the technical scheme, after the engine is started, the resonance frequency of the engine is obtained. And analyzing the resonance frequency to obtain the running state of the shock absorber. A first torque amplitude value and a second torque amplitude value of an engine crankshaft are obtained. Based on the first and second torque amplitude values, a first rate of change is calculated. And under the condition that the first change rate is not greater than the preset change rate threshold value, identifying the engine rotating speed of the engine crankshaft when the shock absorber is in a stable working state as a target engine rotating speed, and identifying a torsional amplitude value occurring at the same time as the target engine rotating speed as a target torsional amplitude value. And acquiring the running time of the shock absorber corresponding to the target engine rotating speed, the target torsional amplitude value and the running state from a preset data table. And calculating the residual service life of the shock absorber based on the preset service time and the running time of the shock absorber. By utilizing the scheme shown in the application, the residual life of the shock absorber is predicted based on actual working conditions such as the rotating speed of the engine, the torque of the engine, the torsional amplitude value of a crankshaft of the engine and the like as reference bases, compared with the prior art, the method is scientific and reasonable, quantitative prediction of the life of the shock absorber can be realized, and the prediction result is more accurate.
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In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1a is a schematic flow chart illustrating a method for predicting the life of a shock absorber according to an embodiment of the present disclosure;
FIG. 1b is a schematic flow chart illustrating a method for predicting the life of a shock absorber according to an embodiment of the present disclosure;
FIG. 1c is a schematic flow chart illustrating a method for predicting the life of a shock absorber according to an embodiment of the present disclosure;
FIG. 2a is a schematic structural diagram of a power generation system according to an embodiment of the present disclosure;
FIG. 2b is a line drawing provided by an embodiment of the present application;
FIG. 2c is another line drawing provided by an embodiment of the present application;
FIG. 3 is a schematic flow chart illustrating another method for predicting the life of a shock absorber according to an embodiment of the present disclosure;
fig. 4 is a schematic structural diagram of a device for predicting the life of a shock absorber according to an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The following are terms and corresponding explanations that may be referred to in this application:
torsional vibration: the axial alternating motion and the corresponding deformation of the shafting generated under the action of the external periodic excitation torque are called torsional vibration of the shafting, which is called torsional vibration for short. Engines, motors, gearboxes, etc. all produce periodic excitation torque. When torsional vibration is generated, alternating torsional stress can be generated on a crankshaft or a transmission shaft system, and when the fatigue limit is exceeded, failure such as shaft system crack, fracture and the like can be caused.
Silicon oil damper: a damping type shock absorber is composed of an inner inertia ring and an outer shell, wherein silicone oil is filled between the inertia ring and the shell, and the torsional vibration of a shafting can be reduced by utilizing the damping characteristic of the silicone oil.
Resonance: when the excitation frequency is equal to the natural frequency of the structure, the vibration response of the structure is amplified.
Over-damping, under-damping, optimal damping: for a shock absorber, there is an optimum damping when the amplitude of the vibration is at a minimum. When the damping is larger than the optimal damping, the vibration amplitude is increased along with the increase of the damping, and the vibration amplitude is called as over-damping; when the damping is less than optimal, the vibration amplitude increases as the damping decreases, known as under-damping. Most shock absorbers are currently designed in an over-damped state to ensure adequate life of the damping elements.
As shown in fig. 1a, fig. 1b and fig. 1c, a flow chart of a method for predicting the life of a shock absorber provided by an embodiment of the present application is schematically illustrated, and the method includes the following steps:
s101: after the engine is started, the torque amplitude value of the engine crankshaft at each moment shown in the first time period and the engine speed are obtained.
Wherein the first time period comprises: the engine speed is raised from the preset idle speed to each time the preset speed is experienced. The so-called torsional amplitude value is the torsional angle of the engine crankshaft. After the engine is started, the rotating speed of the engine is increased from the preset idle speed to the preset rotating speed, so that the engine enters a working state, and the preset rotating speed is the rotating speed of the engine in normal working.
In general, the torsion angle of the engine crankshaft can be obtained by collecting a preset rotation speed sensor, and belongs to the common knowledge familiar to those skilled in the art, specifically, assuming that the shock absorber is composed of m teeth, the time for calculating the engine rotation speed is the time for rotating by m °, an angular displacement is calculated for each tooth, the calculation formula of the angular displacement is shown in formula (1), and the angular displacement of the engine crankshaft for two revolutions (2 m points in total) is taken to perform fourier transform, so as to obtain the torsion angle of the engine crankshaft.
In the formula (1), θnRepresents the torsion angle, tcRepresenting the time taken for a revolution of the engine's crankshaft, tnRepresenting the time it takes for the engine crankshaft to rotate n teeth and m representing the number of teeth of the damper.
It should be noted that the preset rotation speed sensor may specifically be a magnetoelectric rotation speed sensor, and the magnetoelectric rotation speed sensor is preset on a shock absorber, where the shock absorber includes but is not limited to a silicone oil torsional shock absorber (which will usually carry a rotation speed signal hole), and the shock absorber is mounted on a crankshaft (also understood as a free end of an engine) of the engine. Specifically, the engine shown in the embodiment of the present application is applied to a power generation system, and a schematic structural diagram of the power generation system is shown in fig. 2 a.
In addition, the engine speed is obtained by a known method familiar to those skilled in the art, specifically, but not limited to, real-time acquisition by using a preset sensor.
S102: and screening out the torque amplitude value with the largest value from all the torque amplitude values shown in the first time period as an effective torque amplitude value.
S103: the engine speed occurring at the same time as the effective torsional amplitude value is taken as the resonance frequency of the engine crankshaft.
S104: and analyzing the resonance frequency to obtain the running state of the shock absorber.
If the resonance frequency is greater than a preset frequency threshold, determining that the shock absorber is in an over-damping state; if the resonance frequency is equal to the preset frequency threshold, determining that the shock absorber is in the optimal damping state; and if the resonance frequency is smaller than the preset frequency threshold value, determining that the shock absorber is in an underdamping state.
S105: a first torque amplitude value and a second torque amplitude value of an engine crankshaft are obtained.
Wherein the first torque amplitude value is: the torsional amplitude value of the engine crankshaft is just increased from the preset idle speed to the preset rotating speed and the engine torque is equal to the first preset torque. The second torsional amplitude value is: the torque amplitude value of the engine crankshaft at the moment the engine torque is just increased from the first predetermined torque to the second predetermined torque. In the embodiment of the present application, the second predetermined torque is greater than the first predetermined torque, and the engine torque is obtained by a manner known to those skilled in the art, specifically, but not limited to, real-time collection by using a predetermined sensor.
Generally, after the engine speed is increased from the preset idle speed to the preset speed, the engine will gradually bear a corresponding load, that is, the engine torque will be increased from a first preset torque (which may be zero by default) to a second preset torque, which is the torque when the engine bears the corresponding load, and when the engine torque reaches the second preset torque, the engine enters the working state.
S106: based on the first and second torque amplitude values, a first rate of change is calculated.
Wherein, the calculation formula of the first change rate is as follows: the first rate of change is | second torque amplitude value |/| second preset torque |/|.
S107: and judging whether the first change rate is larger than a preset change rate threshold value or not.
If the first change rate is greater than the preset change rate threshold, S108 is executed, otherwise S109 is executed.
S108: and sending an alarm prompt of the structural failure of the shock absorber to a user.
And if the first change rate is greater than a preset change rate threshold value, determining that the shock absorber structure is failed. A structural failure is a failure of the damper, for example, a break in the damper.
It should be noted that, as the silicone oil of the shock absorber cracks, the damping of the shock absorber gradually decreases, and the damping capability of the shock absorber gradually weakens, so that the torsional amplitude value of the engine crankshaft increases with the increase of the engine torque, which can be specifically shown in fig. 2 b. Based on the finding that the value of the torsional amplitude of the engine crankshaft increases as the engine torque increases, it is determined whether the damper structure is failed through the first conversion ratio before the engine torque reaches the second preset torque. In fig. 2b, the engine load rate represents the engine speed, and the slopes of the two curves represent the first rate of change of the shock absorber under different damping conditions, respectively.
Specifically, when the shock absorber has the problems of shell cleaning, unqualified silicone oil filling amount and the like, the shock absorber structure can be caused to fail, the shock absorption capacity is weakened, before the engine enters a normal working state (namely the engine rotating speed is equal to a preset rotating speed, and the engine torque is increased from a first preset torque to a second preset torque), a first change rate calculated based on S106 is usually larger than a preset change rate threshold value, and therefore an alarm prompt of the shock absorber structure failure can be directly sent to a user, so that the user can perform fault detection on the shock absorber as soon as possible, and accidents are avoided.
S109: and acquiring the change rate of the torsional amplitude value of the engine crankshaft when the engine is in a working state.
Wherein, the change rate of the torsional amplitude value is characterized in that: the variation of the torsional amplitude value of the engine crankshaft in a preset time period. The variation is an absolute value of a difference between the third and fourth torque amplitude values. The third torsional amplitude value is the torsional amplitude generated at the first moment. The fourth torsional amplitude value is the torsional amplitude generated at the second moment. The first time and the second time are the time when the engine is in the working state, and the interval time between the first time and the second time before the second time is equal to the preset time length.
It should be noted that, when the engine speed is equal to the preset speed and the engine torque is equal to the second preset torque, the engine is in the working state.
S110: and judging whether the change rate of the torsion amplitude value is greater than a first preset threshold value.
If the change rate of the torsion amplitude value is greater than the first preset threshold value, S111 is executed, otherwise, S112 is executed.
S111: and sending an alarm prompt of the structural failure of the shock absorber to a user.
And if the change rate of the torsional amplitude value is greater than a first preset threshold value, the structural failure of the shock absorber is represented.
S112: and judging whether the change rate of the torsion amplitude value is smaller than a second preset threshold value.
If the rate of change of the torque amplitude value is smaller than the second preset threshold, S113 is executed, otherwise S114 is executed.
S113: it is determined that the shock absorber is in a steady state operation at the second time.
After execution of S113, execution continues with S115.
The first preset threshold is larger than the second preset threshold. And determining that the damping temperature of the shock absorber reaches the preset balance temperature at the second moment under the condition that the change rate of the torsional amplitude value is smaller than a second preset threshold value. Generally, if the damping temperature of the shock absorber reaches a preset equilibrium temperature, the shock absorber is in a stable working state.
The damper consumes resonance energy by a damping material such as silicone oil or rubber, and suppresses resonance by thermal energy release. Therefore, during the operation of the engine, the damping temperature of the shock absorber will continuously rise (the rise of the damping temperature will cause the reduction of the damping, so that the damping effect is reduced), when the calorific value of the damping and the heat dissipation capacity of the engine crankshaft reach a balance, the damping temperature will tend to be stable and not rise any more, and correspondingly, the torsional amplitude value of the engine crankshaft does not rise any more. Therefore, during the process of predicting the service life of the shock absorber, the torsional amplitude value of the engine crankshaft when the damping temperature reaches the preset balance temperature is used as a reference basis. After the shock absorber is in a stable working state, if the damping of the shock absorber is reduced, the torsional amplitude value of the crankshaft of the engine will be increased along with the increase of the damping temperature, and based on the finding, whether the shock absorber is in the stable working state can be judged through the torsional amplitude change rate, and whether the function of the shock absorber fails can be judged.
S114: it is determined that the shock absorber is not in a stable operating state at the second time.
And determining that the damping temperature of the shock absorber does not reach the preset balance temperature at the second moment under the condition that the change rate of the torsional amplitude value is greater than or equal to a second preset threshold and is smaller than a first preset threshold. Generally speaking, if the damping temperature of the shock absorber does not reach the preset equilibrium temperature, it means that the shock absorber is not in a stable working state.
S115: the engine speed occurring at the second moment is identified as a target engine speed, and the torsional amplitude value occurring at the same moment as the target engine speed is identified as a target torsional amplitude value.
S116: and judging whether the target torsional amplitude value is larger than a preset torsional vibration threshold value.
If the target torsional amplitude value is greater than the preset torsional vibration threshold value, S117 is performed, otherwise S118 is performed.
S117: and sending an alarm prompt of the failure of the function of the shock absorber to a user.
And if the target torsional amplitude value is greater than the preset torsional vibration threshold value, the function failure of the shock absorber is represented. The so-called functional failure means that the life of the damper is exhausted, and the damper cannot provide the damping function for the crankshaft of the engine any more.
S118: and acquiring the running time of the shock absorber corresponding to the target engine rotating speed, the target torsional amplitude value and the running state of the shock absorber from a preset data table.
The preset data table further comprises a plurality of torsional amplitude values and engine rotating speeds, and the running time of the shock absorber corresponds to each engine rotating speed, each torsional amplitude value and the state type. In the embodiment of the present application, the state types include an over-damped state, an optimal damped state, and an under-damped state.
It should be noted that the data shown in the preset data table can be represented by a line graph, and specifically, can be seen from fig. 2 c. In fig. 2c, the torsion angle represents the torsion amplitude value, the load represents the engine speed, the preset torsion threshold is 0.35, the curve in the range of [0, 1000 ] of the operating time of the shock absorber belongs to the over-damping state, the point corresponding to 1000 belongs to the optimal damping state, and the curve in the range of (1000, 5000) belongs to the under-damping state.
S119: and calculating the residual service life of the shock absorber based on the preset service time and the running time of the shock absorber.
The specific implementation process of calculating the residual life of the shock absorber based on the preset service time and the running time of the shock absorber is as follows: the remaining life is the preset service time-the damper running time.
S120: and judging whether the residual service life is greater than zero.
If the remaining life is greater than zero, S121 is executed, otherwise S122 is executed.
S121: and displaying the remaining life to a user through a preset interface.
S122: and sending an alarm prompt of the failure of the function of the shock absorber to a user.
In summary, by using the scheme shown in the embodiment, the remaining life of the shock absorber is predicted based on actual working conditions such as the engine speed, the engine torque, the torsional amplitude value of the engine crankshaft and the like as reference bases, compared with the prior art, the method is scientific and reasonable, quantitative prediction of the life of the shock absorber can be realized, and the prediction result is more accurate. In addition, whether the shock absorber fails in structure can be judged through the first change rate and the change rate of the torsional amplitude value, and whether the shock absorber fails in function can be judged according to the target torsional amplitude value and the residual service life, so that qualitative prediction of the shock absorber failure is achieved, and the accuracy of the shock absorber service life prediction is further improved.
It should be noted that, in the above embodiment, reference S121 is an alternative implementation manner of the method for predicting the life of the shock absorber described in this application. In addition, S122 mentioned in the above embodiment is also an optional implementation of the method for predicting the life of the shock absorber described in the present application. For this reason, the flow mentioned in the above embodiment can be summarized as the method described in fig. 3.
As shown in fig. 3, a flow chart of another method for predicting the life of a shock absorber provided in the embodiment of the present application is schematically shown, and includes the following steps:
s301: after the engine is started, the resonant frequency of the engine is obtained.
S302: and analyzing the resonance frequency to obtain the running state of the shock absorber.
S303: a first torque amplitude value and a second torque amplitude value of an engine crankshaft are obtained.
Wherein the first torque amplitude value is: the method comprises the steps that the engine speed is just increased from a preset idle speed to a preset speed, and the torsional amplitude value of an engine crankshaft is obtained when the engine torque is equal to a first preset torque; the second torsional amplitude value is: the torque amplitude value of the engine crankshaft at the moment the engine torque is just increased from the first predetermined torque to the second predetermined torque.
S304: based on the first and second torque amplitude values, a first rate of change is calculated.
S305: and under the condition that the first change rate is not greater than the preset change rate threshold value, identifying the engine rotating speed of the engine crankshaft when the shock absorber is in a stable working state as a target engine rotating speed, and identifying a torsional amplitude value occurring at the same time as the target engine rotating speed as a target torsional amplitude value.
S306: and acquiring the running time of the shock absorber corresponding to the target engine rotating speed, the target torsional amplitude value and the running state from a preset data table.
S307: and calculating the residual service life of the shock absorber based on the preset service time and the running time of the shock absorber.
In summary, by using the scheme shown in the embodiment, the remaining life of the shock absorber is predicted based on actual working conditions such as the engine speed, the engine torque, the torsional amplitude value of the engine crankshaft and the like as reference bases, compared with the prior art, the method is scientific and reasonable, quantitative prediction of the life of the shock absorber can be realized, and the prediction result is more accurate.
Corresponding to the method for predicting the service life of the shock absorber provided by the embodiment of the application, the embodiment of the application also provides a device for predicting the service life of the shock absorber.
As shown in fig. 4, an architecture diagram of a device for predicting the life of a shock absorber provided for an embodiment of the present application includes:
the frequency acquisition unit 100 is used for acquiring the resonant frequency of the engine after the engine is started.
Wherein, the frequency obtaining unit 100 is specifically configured to: after the engine is started, acquiring a torsional amplitude value and an engine rotating speed of an engine crankshaft at each moment shown in a first time period; the first time period includes: raising the rotating speed of the engine to each moment when the rotating speed is increased from the preset idle speed; screening out a torque amplitude value with the largest value from all torque amplitude values shown in the first time period as an effective torque amplitude value; the engine speed occurring at the same time as the effective torsional amplitude value is taken as the resonance frequency of the engine crankshaft.
And the frequency analysis unit 200 is used for analyzing the resonance frequency to obtain the operating state of the shock absorber.
Wherein, the frequency analysis unit 200 is specifically configured to: if the resonance frequency is greater than the preset frequency threshold, determining that the shock absorber is in an over-damping state; if the resonance frequency is equal to the preset frequency threshold, determining that the shock absorber is in the optimal damping state; and if the resonance frequency is smaller than the preset frequency threshold value, determining that the shock absorber is in an underdamping state.
An amplitude acquisition unit 300 for acquiring a first torsional amplitude value and a second torsional amplitude value of the engine crankshaft; the first torque amplitude value is: the method comprises the steps that the engine speed is just increased from a preset idle speed to a preset speed, and the torsional amplitude value of an engine crankshaft is obtained when the engine torque is equal to a first preset torque; the second torsional amplitude value is: the torque amplitude value of the engine crankshaft at the moment the engine torque is just increased from the first predetermined torque to the second predetermined torque.
A change rate calculation unit 400, configured to calculate a first change rate based on the first torque amplitude value and the second torque amplitude value.
And the identification unit 500 is used for identifying the engine rotating speed of the engine crankshaft when the shock absorber is in a stable working state as the target engine rotating speed and identifying the torsional amplitude value occurring at the same time as the target engine rotating speed as the target torsional amplitude value under the condition that the first change rate is not greater than the preset change rate threshold value.
The identification unit 500 is specifically configured to: under the condition that the first change rate is not greater than a preset change rate threshold value, acquiring the change rate of the torsional amplitude value of the engine crankshaft when the engine is in a working state; wherein, the change rate of the torsional amplitude value is characterized in that: the variation of the torsional amplitude value of the engine crankshaft in a preset time length; the variation is the absolute value of the difference between the third torsional amplitude value and the fourth torsional amplitude value; the third torsional amplitude value is the torsional amplitude generated at the first moment; the fourth torsional amplitude value is the torsional amplitude generated at the second moment; the first time and the second time are the time when the engine is in the working state, and the interval time between the first time and the second time before the second time is equal to the preset time length; and under the condition that the change rate of the torsional amplitude value is smaller than a second preset threshold value, determining that the shock absorber is in a stable working state at a second moment, and marking the engine rotating speed occurring at the second moment as the target engine rotating speed.
And a time obtaining unit 600, configured to obtain, from a preset data table, a damper operation time corresponding to the target engine rotation speed, the target torque amplitude value, and the operation state.
The time obtaining unit 600 is specifically configured to: judging whether the target torsional amplitude value is larger than a preset torsional vibration threshold value or not; and under the condition that the target torsional amplitude value is not greater than the preset torsional vibration threshold value, acquiring the running time of the vibration damper corresponding to the target engine rotating speed, the target torsional amplitude value and the running state from the preset data table.
And the service life calculating unit 700 is used for calculating the residual service life of the shock absorber based on the preset service time and the running time of the shock absorber.
The life display unit 800 is configured to display the remaining life to the user through a preset interface when the remaining life is greater than zero.
And an alarm prompt unit 900, configured to send an alarm prompt of a structural failure of the shock absorber to a user when the first change rate is greater than a preset change rate threshold.
Wherein, the alarm prompt unit 900 is further configured to: sending an alarm prompt of structural failure of the shock absorber to a user under the condition that the change rate of the torsional amplitude value is greater than a first preset threshold value; the first preset threshold is greater than the second preset threshold.
The alarm prompt unit 900 is further configured to: and sending an alarm prompt of the failure of the function of the shock absorber to a user under the condition that the target torsional amplitude value is greater than the preset torsional vibration threshold value.
The alarm prompt unit 900 is further configured to: and sending an alarm prompt of the failure of the function of the shock absorber to a user under the condition that the residual service life is not more than zero.
In summary, by using the scheme shown in the embodiment, the remaining life of the shock absorber is predicted based on actual working conditions such as the engine speed, the engine torque, the torsional amplitude value of the engine crankshaft and the like as reference bases, compared with the prior art, the method is scientific and reasonable, quantitative prediction of the life of the shock absorber can be realized, and the prediction result is more accurate.
The present application further provides a computer readable storage medium comprising a stored program, wherein the program performs the method for predicting the life of a shock absorber provided by the present application.
The present application also provides a device for predicting the life of a shock absorber, comprising: a processor, a memory, and a bus. The processor is connected with the memory through a bus, the memory is used for storing programs, and the processor is used for running the programs, wherein the programs are run to execute the method for predicting the service life of the shock absorber.
The functions described in the method of the embodiment of the present application, if implemented in the form of software functional units and sold or used as independent products, may be stored in a storage medium readable by a computing device. Based on such understanding, part of the contribution to the prior art of the embodiments of the present application or part of the technical solution may be embodied in the form of a software product stored in a storage medium and including several instructions for causing a computing device (which may be a personal computer, a server, a mobile computing device or a network device) to execute all or part of the steps of the method described in the embodiments of the present application. And the aforementioned storage medium includes: u disk, removable hard disk, read only memory, random access memory, magnetic or optical disk, etc. for storing program codes.
The embodiments are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same or similar parts among the embodiments are referred to each other.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. A method of predicting shock absorber life, comprising:
acquiring the resonant frequency of an engine after the engine is started;
analyzing the resonance frequency to obtain the running state of the shock absorber;
acquiring a first torsional amplitude value and a second torsional amplitude value of an engine crankshaft; the first torque amplitude value is: the method comprises the steps that the torsional amplitude value of an engine crankshaft is just increased from a preset idle speed to a preset rotating speed, and the engine torque is equal to a first preset torque; the second torsional amplitude value is: a torsional amplitude value of the engine crankshaft at the moment the engine torque is just increased from the first preset torque to a second preset torque;
calculating a first rate of change based on the first torque amplitude value and the second torque amplitude value;
under the condition that the first change rate is not larger than a preset change rate threshold value, identifying the engine rotating speed of the engine crankshaft when the shock absorber is in a stable working state as a target engine rotating speed, and identifying a torsional amplitude value occurring at the same time as the target engine rotating speed as a target torsional amplitude value;
acquiring the running time of the shock absorber corresponding to the target engine rotating speed, the target torsional amplitude value and the running state from a preset data table;
and calculating the residual service life of the shock absorber based on the preset service time and the running time of the shock absorber.
2. The method of claim 1, wherein said obtaining a resonant frequency of an engine after the engine is started comprises:
after the engine is started, acquiring a torsional amplitude value and an engine rotating speed of an engine crankshaft at each moment shown in a first time period; the first time period includes: the rotating speed of the engine is increased to each moment of the preset rotating speed from the preset idle speed;
screening out a torque amplitude value with the largest value from all torque amplitude values shown in the first time period as an effective torque amplitude value;
the engine speed occurring at the same time as the effective torsional amplitude value is used as the resonance frequency of the engine crankshaft.
3. The method of claim 1, wherein said analyzing said resonant frequency for an operating condition of the shock absorber comprises:
if the resonance frequency is greater than a preset frequency threshold value, determining that the shock absorber is in an over-damping state;
if the resonance frequency is equal to the preset frequency threshold, determining that the shock absorber is in an optimal damping state;
and if the resonance frequency is smaller than the preset frequency threshold value, determining that the shock absorber is in an underdamping state.
4. The method of claim 1, wherein after calculating a first rate of change based on the first and second torque amplitude values, further comprising:
and sending an alarm prompt of structural failure of the shock absorber to a user under the condition that the first change rate is greater than a preset change rate threshold value.
5. The method of claim 1, wherein said identifying an engine speed of said engine crankshaft when said shock absorber is in a steady state operating condition as a target engine speed if said first rate of change is not greater than a preset rate of change threshold comprises:
under the condition that the first change rate is not greater than a preset change rate threshold value, acquiring the change rate of the torsional amplitude value of the engine crankshaft when the engine is in a working state; wherein the torsion amplitude value change rate is characterized by: the variation of the torsional amplitude value of the engine crankshaft in a preset time length; the variation is an absolute value of a difference between the third torsional amplitude value and the fourth torsional amplitude value; the third torsional amplitude value is the torsional vibration amplitude generated at the first moment; the fourth torsional amplitude value is the torsional vibration amplitude generated at the second moment; the first time and the second time are the time when the engine is in a working state, and the interval time between the first time and the second time before the second time is equal to the preset time length;
and under the condition that the change rate of the torsional amplitude value is smaller than a preset change rate threshold value, determining that the shock absorber is in a stable working state at the second moment, and marking the engine rotating speed occurring at the second moment as a target engine rotating speed.
6. The method of claim 5, further comprising:
sending an alarm prompt of structural failure of the shock absorber to a user under the condition that the change rate of the torsional amplitude value is greater than a preset frequency threshold; the preset frequency threshold is greater than the preset rate of change threshold.
7. The method according to claim 1, wherein said obtaining a damper operating time corresponding to the target engine speed, corresponding to the target torque amplitude value, and corresponding to the operating state from a preset data table comprises:
judging whether the target torsional amplitude value is larger than a preset torsional vibration threshold value or not;
and under the condition that the target torsional amplitude value is not larger than the preset torsional vibration threshold value, acquiring the running time of the shock absorber corresponding to the target engine rotating speed, the target torsional amplitude value and the running state from a preset data table.
8. The method of claim 7, further comprising:
and sending an alarm prompt of the failure of the function of the shock absorber to a user under the condition that the target torsional amplitude value is greater than the preset torsional vibration threshold value.
9. The method of claim 1, wherein after calculating the remaining life of the shock absorber based on the preset damper life time and the damper operating time, further comprising:
displaying the residual service life to a user through a preset interface under the condition that the residual service life is larger than zero;
and sending an alarm prompt of the functional failure of the shock absorber to the user under the condition that the residual service life is not more than zero.
10. An apparatus for predicting the life of a shock absorber, comprising:
the frequency acquisition unit is used for acquiring the resonant frequency of the engine after the engine is started;
the frequency analysis unit is used for analyzing the resonance frequency to obtain the running state of the shock absorber;
the amplitude acquisition unit is used for acquiring a first torsional amplitude value and a second torsional amplitude value of the crankshaft of the engine; the first torque amplitude value is: the method comprises the steps that the torsional amplitude value of an engine crankshaft is just increased from a preset idle speed to a preset rotating speed, and the engine torque is equal to a first preset torque; the second torsional amplitude value is: a torsional amplitude value of the engine crankshaft at the moment the engine torque is just increased from the first preset torque to a second preset torque;
a change rate calculation unit configured to calculate a first change rate based on the first torque amplitude value and the second torque amplitude value;
the identification unit is used for identifying the engine rotating speed of the engine crankshaft when the shock absorber is in a stable working state as a target engine rotating speed and identifying a torsional amplitude value occurring at the same time as the target engine rotating speed as a target torsional amplitude value under the condition that the first change rate is not larger than a preset change rate threshold;
the time acquisition unit is used for acquiring the running time of the shock absorber corresponding to the target engine rotating speed, the target torque amplitude value and the running state from a preset data table;
and the service life calculating unit is used for calculating the residual service life of the shock absorber based on the preset service time of the shock absorber and the running time of the shock absorber.
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