CN114264466B - Method and device for predicting service life of shock absorber - Google Patents
Method and device for predicting service life of shock absorber Download PDFInfo
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Abstract
The application discloses a method and a device for predicting service life of a shock absorber, which are used for analyzing resonant frequency of an engine after the engine is started to obtain the running state of the shock absorber. A first rate of change is calculated based on the first and second torsional amplitude values of the engine crankshaft. And under the condition that the first change rate is not greater than a preset change rate threshold value, marking the engine speed of the engine crankshaft when the shock absorber is in a stable working state as a target engine speed, and marking the torsion amplitude value which occurs at the same time with the target engine speed as a target torsion amplitude value. And acquiring the running time of the shock absorber corresponding to the target engine speed, the target torsional vibration value and the running state from a preset data table. Based on the preset service time of the shock absorber and the running time of the shock absorber, the residual service life of the shock absorber is calculated, and compared with the prior art, the method is scientific and reasonable, quantitative prediction of the service 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 service life of a shock absorber.
Background
With the improvement of engine emission regulations, the requirement for reducing oil consumption is increased, and the combustion pressure in an air cylinder is also increased continuously, so that great challenges are brought to the reliability of an engine shafting. The vibration damper is used as a shafting vibration damper, the vibration damping function must be ensured, however, under the actual working condition, the working environment of the vibration damper is worse, and the consistency control of the damping element of the vibration damper is harder, so that the service life of the vibration damper is at risk. Therefore, it becomes necessary for the life prediction of the damper.
Currently, the existing life prediction methods of shock absorbers are 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-overdamped state, the shock absorber is determined to be out of service (i.e., the life of the shock absorber is determined to have been exhausted). However, most shock absorbers are designed to operate in an over-damped condition and fail to effectively identify a shock absorber failure when the damping condition of the shock absorber is non-over-damped. Obviously, the existing life prediction mode of the shock absorber can only judge whether the shock absorber fails or not, but the residual life of the shock absorber cannot be accurately predicted.
Disclosure of Invention
The application provides a method and a device for predicting the service life of a shock absorber, and aims to accurately predict 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:
when an engine is started, acquiring the resonance frequency of the engine;
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 torsional amplitude value is: the method comprises the steps that when the rotation speed of an engine is just increased from a preset idle speed to a preset rotation speed and the torque of the engine is equal to a first preset torque, the torque amplitude value of a crankshaft of the engine is increased; the second torsional amplitude value is: the engine torque is just increased from the first preset torque to a second preset torque, and the torque amplitude value of the engine crankshaft is equal to the torque amplitude value of the engine crankshaft;
calculating a first rate of change based on the first and second torsional amplitude values;
when the first change rate is not greater than a preset change rate threshold value, the engine speed of the engine crankshaft when the shock absorber is in a stable working state is marked as a target engine speed, and the torsional vibration value which occurs at the same time with the target engine speed is marked as a target torsional vibration value;
obtaining the running time of the shock absorber corresponding to the target engine speed, the target torsion 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 of the shock absorber and the running time of the shock absorber.
Optionally, the acquiring the resonance frequency of the engine after the engine is started includes:
after the engine is started, obtaining the torsion amplitude values of the engine crankshaft at all moments shown in the first time period and the engine rotating speed; the first period of time includes: the engine speed is increased from a preset idle speed to each moment of the preset speed;
screening out the torque amplitude value with the maximum value from the torque amplitude values shown in the first time period, and taking the torque amplitude value as an effective torque amplitude value;
the engine speed which occurs at the same time as the effective torque amplitude value is taken as the resonance frequency of the engine crankshaft.
Optionally, the analyzing the resonance frequency to obtain an operation state of the shock absorber includes:
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 value, 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 underdamped state.
Optionally, after calculating the first rate of change based on the first torsional amplitude value and the second torsional amplitude value, the method further includes:
and sending an alarm prompt for the structural failure of the shock absorber to a user under the condition that the first change rate is larger than a preset change rate threshold value.
Optionally, the identifying, when the first rate of change is not greater than a preset rate of change threshold, the engine speed of the engine crankshaft when the shock absorber is in a stable working state as the target engine speed includes:
acquiring the torsion amplitude value change rate of the engine crankshaft when the engine is in a working state under the condition that the first change rate is not greater than a preset change rate threshold; wherein the torsional amplitude value rate of change characterizes: the change amount of the torsional vibration value of the engine crankshaft within a preset time length; the variation is the absolute value of the difference between the third and fourth torsional amplitude values; the third torsional vibration value is the torsional vibration value generated at the first moment; the fourth torsional vibration value is the torsional vibration value generated at the second moment; the first time and the second time are all times when the engine is in a working state, and the first time is before the second time, and the interval time between the first time and the second time is equal to the preset duration;
and under the condition that the change rate of the torsional vibration 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 at the second moment as a target engine rotating speed.
Optionally, the method further comprises:
sending an alarm prompt of structural failure of the shock absorber to a user under the condition that the change rate of the torsional vibration value is larger than a preset frequency threshold value; the preset frequency threshold is greater than the preset rate of change threshold.
Optionally, the obtaining, from a preset data table, the damper operating time corresponding to the target engine speed, the target torque amplitude value, and the operating state includes:
judging whether the target torsional vibration value is larger than a preset torsional vibration threshold value or not;
and under the condition that the target torsional vibration value is not greater 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 vibration value and the running state from a preset data table.
Optionally, the method further comprises:
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 vibration value is larger than the preset torsional vibration threshold value.
Optionally, after calculating the remaining life of the shock absorber based on the preset usage time of the shock absorber and the running time of the shock absorber, the method further includes:
displaying the residual life to a user through a preset interface under the condition that the residual life is larger than zero;
and sending an alarm prompt of the failure of the shock absorber function to the user under the condition that the residual service life is not more than zero.
A device for predicting life of a shock absorber, comprising:
a frequency acquisition unit for acquiring a resonance frequency of an 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;
an amplitude value acquisition unit for acquiring a first torsion amplitude value and a second torsion amplitude value of an engine crankshaft; the first torsional amplitude value is: the method comprises the steps that when the rotation speed of an engine is just increased from a preset idle speed to a preset rotation speed and the torque of the engine is equal to a first preset torque, the torque amplitude value of a crankshaft of the engine is increased; the second torsional amplitude value is: the engine torque is just increased from the first preset torque to a second preset torque, and the torque amplitude value of the engine crankshaft is equal to the torque amplitude value of the engine crankshaft;
a change rate calculation unit configured to calculate a first change rate based on the first torsion amplitude value and the second torsion amplitude value;
the identification unit is used for identifying the engine speed of the engine crankshaft when the shock absorber is in a stable working state as a target engine speed and identifying a torsion amplitude value which occurs at the same time as the target engine speed as a target torsion amplitude value under the condition that the first change rate is not greater than a preset change rate threshold value;
a time acquisition unit for acquiring a damper operation time corresponding to the target engine speed, the target torque amplitude value, and the operation state from a preset data table;
and the service life calculation 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 and second torsional amplitude values of an engine crankshaft are obtained. A first rate of change is calculated based on the first and second torsional amplitude values. And under the condition that the first change rate is not greater than a preset change rate threshold value, marking the engine speed of the engine crankshaft when the shock absorber is in a stable working state as a target engine speed, and marking the torsion amplitude value which occurs at the same time with the target engine speed as a target torsion amplitude value. And acquiring the running time of the shock absorber corresponding to the target engine speed, the target torsional vibration 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 of the shock absorber and the running time of the shock absorber. By using the scheme, the residual service life of the shock absorber is predicted based on the actual working conditions such as the engine rotating speed, the engine torque, the torsional vibration amplitude value of the engine crankshaft and the like as reference, and compared with the prior art, the method is scientific and reasonable, the quantitative prediction of the service 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 that are required in the embodiments or the description of the prior art will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1a is a schematic flow chart of a method for predicting life of a shock absorber according to an embodiment of the present disclosure;
FIG. 1b is a schematic flow chart of a method for predicting life of a shock absorber according to an embodiment of the present disclosure;
FIG. 1c is a schematic flow chart of a method for predicting 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 application;
FIG. 2b is a line drawing of an embodiment of the present application;
FIG. 2c is another line drawing provided by an embodiment of the present application;
FIG. 3 is a flow chart of another method for predicting life of a shock absorber according to an embodiment of the present application;
fig. 4 is a schematic structural diagram of a device for predicting life of a shock absorber according to an embodiment of the present application.
Detailed Description
The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all, of the embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
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 under the action of the external periodic excitation moment are called torsional vibration of the shafting, and the axial alternating motion and the corresponding deformation are called torsional vibration for short. The engine, motor, gearbox, etc. all generate a periodic excitation torque. When torsional vibration is generated, alternating torsional stress can be generated on the crankshaft or the transmission shaft system, and when the torsional stress exceeds a fatigue limit, failure such as shafting crack and fracture can be caused.
Silicone oil damper: a damping type vibration damper is composed of an internal inertial ring and an external shell, wherein silicon oil is filled between the inertial ring and the shell, and the torsional vibration of a shafting can be reduced by utilizing the damping characteristic of the silicon oil.
Resonance: and 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 and optimal damping: for a shock absorber there is an optimal damping where the amplitude of the vibration is minimal. When the damping is greater than the optimal damping, the vibration amplitude is increased along with the increase of the damping, which is called over-damping; when the damping is less than optimal, the amplitude of the vibration increases as the damping decreases, known as under-damping. Most shock absorbers are currently designed in an over-damped condition to ensure adequate life of the damping element.
As shown in fig. 1a, fig. 1b, and fig. 1c, a flow chart of a method for predicting service life of a shock absorber according to an embodiment of the present application includes the following steps:
s101: after the engine is started, the torque amplitude values of the engine crankshaft at all moments shown in the first time period and the engine rotating speed are obtained.
Wherein the first time period comprises: the engine speed is raised from the preset idle speed to the preset speed at various times. The so-called torsional amplitude value, i.e. the torsion angle of the engine crankshaft. When the engine is started, the engine speed is increased from the preset idle speed to the preset speed, so that the engine enters a working state, and the preset speed is the 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, which belongs to common knowledge familiar to those skilled in the art, specifically, assuming that a damper is formed by m teeth, calculating the time for which the engine rotation speed is m ° in one time, calculating an angular displacement for each tooth, and taking the angular displacement (2 m points in total) of two rotations of the engine crankshaft to perform fourier transformation as shown in formula (1), so as to obtain the torsion angle of the engine crankshaft.
In the formula (1), θ n Represents the torsion angle, t c Represents the time taken for one revolution of the crankshaft of the engine, t n Representing the time taken for the engine crankshaft to rotate n teeth, m representing the number of teeth of the damper.
It should be noted that the preset rotation speed sensor may be specifically a magneto-electric rotation speed sensor, where the magneto-electric rotation speed sensor is preset on a damper, and the damper includes, but is not limited to, a silicone oil torsion damper (usually carrying a rotation speed signal hole), and the damper is mounted on an engine crankshaft (also understood as an engine free end). Specifically, the engine disclosed 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 common knowledge familiar to the person skilled in the art, and specifically includes, but is not limited to, real-time acquisition by using a preset sensor.
S102: and screening out the torque amplitude value with the maximum value from the torque amplitude values shown in the first time period, and taking the torque amplitude value as an effective torque amplitude value.
S103: the engine speed occurring at the same time as the effective torque 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 value, determining that the shock absorber is in an over-damping state; if the resonance frequency is equal to a preset frequency threshold value, 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 underdamped state.
S105: a first and second torsional amplitude values of an engine crankshaft are obtained.
Wherein the first torsional amplitude value is: the engine speed is just increased from the preset idle speed to the preset speed, and the engine torque is equal to the torque amplitude value of the engine crankshaft at the first preset torque. The second torsional amplitude value is: the engine torque just rises from the first preset torque to the second preset torque. In this embodiment of the present application, the second preset torque is greater than the first preset torque, and the engine torque is obtained by a method known to those skilled in the art, including but not limited to, real-time acquisition using a preset sensor.
Generally, when the engine speed is increased from the preset idle speed to the preset speed, the engine will gradually bear the corresponding load, that is, the engine torque will be increased from the first preset torque (which may default to zero) to the second preset torque, that is, the torque when the engine bears the corresponding load, and when the engine torque reaches the second preset torque, the engine will be in an operating state.
S106: a first rate of change is calculated based on the first and second torsional amplitude values.
The calculation formula of the first change rate is as follows: the first rate of change= |second torque amplitude value-first torque amplitude value|/|second preset torque-first preset torque|.
S107: and judging whether the first change rate is larger than a preset change rate threshold value.
If the first rate of change is greater than the preset rate of change threshold, then S108 is performed, otherwise S109 is performed.
S108: and sending an alarm prompt for the structural failure of the shock absorber to a user.
And if the first change rate is greater than the preset change rate threshold value, determining that the shock absorber structure fails. So-called structural failure, i.e. representing a failure of the damper, e.g. a breakage of 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 decreases, so that the torsion amplitude value of the engine crankshaft increases with the increase of the engine torque, and in particular, see fig. 2 b. Based on the finding that the magnitude of the torsional vibration of the engine crankshaft increases as the engine torque increases, a determination is made as to whether the damper structure fails by the first conversion rate before the engine torque reaches the second preset torque. In fig. 2b, the engine load factor represents the engine speed, and the slopes of the two curves represent the first rate of change of the shock absorber in different damping states, respectively.
Specifically, when the shock absorber has the problems of shell wiping or the filling amount of silicone oil is not up to standard, the shock absorber structure is invalid, the shock absorbing capacity is weakened, and before the engine enters a normal working state (namely, the engine rotating speed is equal to the preset rotating speed, and the engine torque is lifted from the first preset torque to the second preset torque), the first change rate calculated based on the step S106 is generally larger than the preset change rate threshold, so that an alarm prompt of the shock absorber structure invalidation can be directly sent to a user, and the user can perform fault inspection on the shock absorber as soon as possible, thereby avoiding accidents.
S109: and acquiring the change rate of the torsional amplitude value of the engine crankshaft when the engine is in a working state.
Wherein, torsional amplitude value change rate characterization: the amount of change in the torque amplitude value of the engine crankshaft within a preset period of time. The variation is the absolute value of the difference between the third and fourth torque amplitude values. The third torsional vibration value is the torsional vibration value occurring at the first moment. The fourth torsional vibration value is the torsional vibration value occurring at the second moment. The first time and the second time are all times 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 duration.
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, it represents that the engine is in an operating state.
S110: judging whether the change rate of the torsional vibration value is larger than a first preset threshold value.
If the torsion amplitude value change rate is greater than the first preset threshold, S111 is executed, otherwise S112 is executed.
S111: and sending an alarm prompt for the structural failure of the shock absorber to a user.
If the change rate of the torsional vibration value is larger than a first preset threshold value, the damper represents that the damper structure fails.
S112: and judging whether the change rate of the torsional vibration value is smaller than a second preset threshold value.
If the torsion amplitude value change rate is smaller than the second preset threshold value, 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 S113 is performed, S115 is continued.
Wherein the first preset threshold is greater than the second preset threshold. And under the condition that the change rate of the torsional vibration value is smaller than a second preset threshold value, determining that the damping temperature of the shock absorber reaches the preset balance temperature at the second moment. Generally, if the damping temperature of the shock absorber reaches the preset equilibrium temperature, it represents that 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 heat energy release. Therefore, during the working process of the engine, the damping temperature of the shock absorber continuously rises (the rising of the damping temperature can lead to the reduction of the damping, so that the damping effect is reduced), and when the heat productivity of the damping and the heat dissipation capacity of the engine crankshaft reach balance, the damping temperature tends to be stable and does not rise any more, and correspondingly, the torsion amplitude value of the engine crankshaft also does not rise any more. Therefore, in predicting the life of the shock absorber, the torsional vibration value of the engine crankshaft when the damping temperature reaches the preset balance temperature is required to be used as a reference. When the damper is in a stable working state, if the damping of the damper is reduced, the torsional vibration amplitude value of the engine crankshaft rises along with the rise of the damping temperature, based on the finding, whether the damper is in the stable working state or not can be judged through the torsional vibration amplitude change rate, and meanwhile, whether the damper is in failure or not can be judged.
S114: it is determined that the shock absorber is not in a steady state operation 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 vibration value is larger than or equal to a second preset threshold value and smaller than the first preset threshold value. Generally, 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 time is identified as a target engine speed, and the torque amplitude value occurring at the same time as the target engine speed is identified as a target torque amplitude value.
S116: and judging whether the target torsional vibration value is larger than a preset torsional vibration threshold value.
If the target torsional vibration value is greater than the preset torsional vibration threshold value, S117 is executed, otherwise S118 is executed.
S117: and sending an alarm prompt for the failure of the function of the shock absorber to a user.
And if the target torsional vibration value is larger than the preset torsional vibration threshold value, the damper is represented to be invalid in function. So-called failure, that is, meaning that the life of the damper has been exhausted, the damper is no longer able to provide a damping function to the engine crankshaft.
S118: and acquiring the running time of the shock absorber corresponding to the target engine speed, the target torsional vibration value and the running state of the shock absorber from a preset data table.
The preset data table further comprises a plurality of torsional vibration values and engine rotating speeds, and the operating time of the shock absorber corresponds to each engine rotating speed, each torsional vibration value and the state type. In the embodiment of the 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 may be represented by a line graph, and specifically, may be shown in 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 specifically 0.35, the curve in the range of [0, 1000 ] on the running time of the shock absorber belongs to the over-damped state, the point corresponding to 1000 belongs to the optimal damped state, and the curve in the range of (1000, 5000) belongs to the under-damped state.
S119: and 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.
The specific implementation process 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 is as follows: remaining life = preset use time-damper run time.
S120: and judging whether the residual life is greater than zero.
If the remaining life is greater than zero, S121 is performed, otherwise S122 is performed.
S121: and displaying the residual life to a user through a preset interface.
S122: and sending an alarm prompt for 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 the actual working conditions such as the engine rotational speed, the engine torque, the torsional amplitude value of the engine crankshaft and the like as reference, and compared with the prior art, the method is scientific and reasonable, and can realize quantitative prediction of the life of the shock absorber, and the prediction result is more accurate. In addition, whether the structure of the shock absorber fails or not can be judged through the first change rate and the torsion amplitude value change rate, whether the shock absorber fails or not is judged according to the target torsion amplitude value and the residual service life, and therefore qualitative prediction of the shock absorber failure is achieved, and accuracy of shock absorber service life prediction is further improved.
It should be noted that S121 mentioned in the foregoing embodiment is an alternative implementation of the method for predicting the life of the shock absorber described in the present application. In addition, S122 mentioned in the foregoing embodiment is also an alternative implementation of the method for predicting the lifetime of the shock absorber described in the present application. For this reason, the procedure mentioned in the above embodiment can be summarized as the method described in fig. 3.
As shown in fig. 3, a flowchart of another method for predicting the life of a shock absorber according to an embodiment of the present application includes the following steps:
s301: when the engine is started, the resonance frequency of the engine is acquired.
S302: and analyzing the resonance frequency to obtain the running state of the shock absorber.
S303: a first and second torsional amplitude values of an engine crankshaft are obtained.
Wherein the first torsional amplitude value is: the engine speed is just increased from the preset idle speed to the preset speed, and the engine torque is equal to the torque amplitude value of the engine crankshaft when the first preset torque; the second torsional amplitude value is: the engine torque just rises from the first preset torque to the second preset torque.
S304: a first rate of change is calculated based on the first and second torsional amplitude values.
S305: and under the condition that the first change rate is not greater than a preset change rate threshold value, marking the engine speed of the engine crankshaft when the shock absorber is in a stable working state as a target engine speed, and marking the torsion amplitude value which occurs at the same time with the target engine speed as a target torsion amplitude value.
S306: and acquiring the running time of the shock absorber corresponding to the target engine speed, the target torsional vibration 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 of the shock absorber 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 the actual working conditions such as the engine rotational speed, the engine torque, the torsional amplitude value of the engine crankshaft and the like as reference, and compared with the prior art, the method is scientific and reasonable, and can realize quantitative prediction of the life of the shock absorber, 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 life of a shock absorber according to an embodiment of the present application includes:
the frequency acquisition unit 100 is configured to acquire a resonance frequency of the engine after the engine is started.
The frequency acquisition unit 100 is specifically configured to: after the engine is started, obtaining the torsion amplitude values of the engine crankshaft at all moments shown in the first time period and the engine rotating speed; the first time period includes: the engine speed is increased from the preset idle speed to each moment of the preset speed; screening out the torsion amplitude value with the maximum value from the torsion amplitude values shown in the first time period, and taking the torsion amplitude value as an effective torsion amplitude value; the engine speed occurring at the same time as the effective torque 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 operation state of the shock absorber.
The frequency analysis unit 200 is specifically configured to: 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 a preset frequency threshold value, 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 underdamped state.
An amplitude acquisition unit 300 for acquiring a first torsional amplitude value and a second torsional amplitude value of an engine crankshaft; the first torsional amplitude value is: the engine speed is just increased from the preset idle speed to the preset speed, and the engine torque is equal to the torque amplitude value of the engine crankshaft when the first preset torque; the second torsional amplitude value is: the engine torque just rises from the first preset torque to the second preset torque.
The change rate calculating unit 400 is configured to calculate a first change rate based on the first torsional amplitude value and the second torsional amplitude value.
And the identification unit 500 is configured to identify, as the target engine speed, the engine speed of the engine crankshaft when the shock absorber is in a stable operating state, and identify, as the target torque amplitude value, a torque amplitude value that occurs at the same time as the target engine speed, in a case where the first rate of change is not greater than a preset rate of change threshold.
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 vibration value of the engine crankshaft when the engine is in a working state; wherein, torsional amplitude value change rate characterization: the variation of the torsional amplitude value of the engine crankshaft within a preset time length; the variation is the absolute value of the difference between the third and fourth torsional amplitude values; the third torsional vibration value is the torsional vibration value occurring at the first moment; the fourth torsional vibration value is the torsional vibration value generated at the second moment; the first moment and the second moment are all moments which are experienced when the engine is in a working state, and the interval time between the first moment and the second moment before the second moment is equal to the preset duration; and under the condition that the change rate of the torsional vibration value is smaller than a second preset threshold value, determining that the shock absorber is in a stable working state at the second moment, and marking the engine speed at the second moment as the target engine speed.
A time acquisition unit 600 for acquiring, from a preset data table, a damper operation time corresponding to the target engine speed, corresponding to the target torsional vibration value, and corresponding to the operation state.
The time acquisition unit 600 specifically is configured to: judging whether the target torsional vibration value is larger than a preset torsional vibration threshold value or not; and under the condition that the target torsional vibration value is not greater 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 vibration value and the running state from a preset data table.
And a life calculating unit 700 for calculating the remaining life of the damper based on the preset usage time and the damper operation time of the damper.
And a life displaying unit 800, configured to display the remaining life to the user through a preset interface in a case where the remaining life is greater than zero.
And the alarm prompting unit 900 is configured to send an alarm prompting of the structural failure of the shock absorber to a user when the first rate of change is greater than the preset rate of change threshold.
The alarm prompting unit 900 is further configured to: under the condition that the change rate of the torsional vibration value is larger than a first preset threshold value, sending an alarm prompt of structural failure of the shock absorber to a user; the first preset threshold is greater than the second preset threshold.
The alarm prompting unit 900 is further configured to: and sending an alarm prompt for the failure of the function of the shock absorber to a user under the condition that the target torsional vibration value is larger than a preset torsional vibration threshold value.
The alarm prompting unit 900 is further configured to: and sending an alarm prompt for the failure of the shock absorber function 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 the actual working conditions such as the engine rotational speed, the engine torque, the torsional amplitude value of the engine crankshaft and the like as reference, and compared with the prior art, the method is scientific and reasonable, and can realize quantitative prediction of the life of the shock absorber, and the prediction result is more accurate.
The application also provides a computer readable storage medium, wherein the computer readable storage medium comprises a stored program, and the program executes the method for predicting the service life of the shock absorber.
The application also provides a predicting device for the service 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 a program, and the processor is used for running the program, wherein the method for predicting the service life of the shock absorber is executed when the program runs.
The functions described in the methods of the present application, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a computing device readable storage medium. Based on such understanding, a portion of the embodiments of the present application that contributes to the prior art or a portion of the technical solution may be embodied in the form of a software product stored in a storage medium, comprising several instructions for causing a computing device (which may be a personal computer, a server, a mobile computing device or a network device, etc.) to perform all or part of the steps of the methods described in the embodiments of the present application. And the aforementioned storage medium includes: various media capable of storing program codes, such as a U disk, a mobile hard disk, a read-only memory, a random access memory, a magnetic disk or an optical disk.
In this specification, each embodiment is described in a progressive manner, and each embodiment is mainly described in a different point from other embodiments, so that the same or similar parts between 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 (8)
1. A method of predicting the life of a shock absorber, comprising:
when an engine is started, acquiring the resonance frequency of the engine;
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 torsional amplitude value is: the method comprises the steps that when the rotation speed of an engine is just increased from a preset idle speed to a preset rotation speed and the torque of the engine is equal to a first preset torque, the torque amplitude value of a crankshaft of the engine is increased; the second torsional amplitude value is: the engine torque is just increased from the first preset torque to a second preset torque, and the torque amplitude value of the engine crankshaft is equal to the torque amplitude value of the engine crankshaft;
calculating a first rate of change based on the first and second torsional amplitude values; the calculation formula of the first change rate is as follows: first change rate= |second torsion amplitude value-first torsion amplitude value|/|second preset torque-first preset torque|;
when the first change rate is not greater than a preset change rate threshold value, the engine speed of the engine crankshaft when the shock absorber is in a stable working state is marked as a target engine speed, and the torsional vibration value which occurs at the same time with the target engine speed is marked as a target torsional vibration value;
obtaining the running time of the shock absorber corresponding to the target engine speed, the target torsion amplitude value and the running state from a preset data table;
calculating the residual life of the shock absorber based on the preset service time of the shock absorber and the running time of the shock absorber;
the obtaining the resonance frequency of the engine after the engine is started comprises the following steps:
after the engine is started, obtaining the torsion amplitude values of the engine crankshaft at all moments shown in the first time period and the engine rotating speed; the first period of time includes: the engine speed is increased from a preset idle speed to each moment of the preset speed;
screening out the torque amplitude value with the maximum value from the torque amplitude values shown in the first time period, and taking the torque amplitude value as an effective torque amplitude value;
taking the engine rotating speed which occurs at the same moment as the effective torsional vibration value as the resonance frequency of an engine crankshaft;
the analyzing the resonance frequency to obtain the operation state of the shock absorber comprises the following steps:
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 value, 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 underdamped state.
2. The method of claim 1, wherein after calculating a first rate of change based on the first torsional amplitude value and the second torsional amplitude value, further comprising:
and sending an alarm prompt for the structural failure of the shock absorber to a user under the condition that the first change rate is larger than a preset change rate threshold value.
3. The method of claim 1, wherein the identifying the engine speed of the engine crankshaft when the shock absorber is in a steady state operation as the target engine speed if the first rate of change is not greater than a preset rate of change threshold comprises:
acquiring the torsion amplitude value change rate of the engine crankshaft when the engine is in a working state under the condition that the first change rate is not greater than a preset change rate threshold; wherein the torsional amplitude value rate of change characterizes: the change amount of the torsional vibration value of the engine crankshaft within a preset time length; the variation is the absolute value of the difference between the third and fourth torsional amplitude values; the third torsional vibration value is the torsional vibration value generated at the first moment; the fourth torsional vibration value is the torsional vibration value generated at the second moment; the first time and the second time are all times when the engine is in a working state, and the first time is before the second time, and the interval time between the first time and the second time is equal to the preset duration;
and under the condition that the change rate of the torsional vibration 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 at the second moment as a target engine rotating speed.
4. A method according to claim 3, 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 vibration value is larger than a preset frequency threshold value; the preset frequency threshold is greater than the preset rate of change threshold.
5. The method of claim 1, wherein the obtaining, from a preset data table, a damper operation time corresponding to the target engine speed, to the target torsional vibration value, and to the operation state, comprises:
judging whether the target torsional vibration value is larger than a preset torsional vibration threshold value or not;
and under the condition that the target torsional vibration value is not greater 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 vibration value and the running state from a preset data table.
6. The method as recited in claim 5, 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 vibration value is larger than the preset torsional vibration threshold value.
7. The method of claim 1, wherein after calculating the remaining life of the shock absorber based on the preset usage time of the shock absorber and the shock absorber operation time, further comprising:
displaying the residual life to a user through a preset interface under the condition that the residual life is larger than zero;
and sending an alarm prompt of the failure of the shock absorber function to the user under the condition that the residual service life is not more than zero.
8. A device for predicting life of a shock absorber, comprising:
a frequency acquisition unit for acquiring a resonance frequency of an 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;
an amplitude value acquisition unit for acquiring a first torsion amplitude value and a second torsion amplitude value of an engine crankshaft; the first torsional amplitude value is: the method comprises the steps that when the rotation speed of an engine is just increased from a preset idle speed to a preset rotation speed and the torque of the engine is equal to a first preset torque, the torque amplitude value of a crankshaft of the engine is increased; the second torsional amplitude value is: the engine torque is just increased from the first preset torque to a second preset torque, and the torque amplitude value of the engine crankshaft is equal to the torque amplitude value of the engine crankshaft;
a change rate calculation unit configured to calculate a first change rate based on the first torsion amplitude value and the second torsion amplitude value; the calculation formula of the first change rate is as follows: first change rate= |second torsion amplitude value-first torsion amplitude value|/|second preset torque-first preset torque|;
the identification unit is used for identifying the engine speed of the engine crankshaft when the shock absorber is in a stable working state as a target engine speed and identifying a torsion amplitude value which occurs at the same time as the target engine speed as a target torsion amplitude value under the condition that the first change rate is not greater than a preset change rate threshold value;
a time acquisition unit for acquiring a damper operation time corresponding to the target engine speed, the target torque amplitude value, and the operation state from a preset data table;
the service life calculation 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;
the obtaining the resonance frequency of the engine after the engine is started comprises the following steps:
after the engine is started, obtaining the torsion amplitude values of the engine crankshaft at all moments shown in the first time period and the engine rotating speed; the first period of time includes: the engine speed is increased from a preset idle speed to each moment of the preset speed;
screening out the torque amplitude value with the maximum value from the torque amplitude values shown in the first time period, and taking the torque amplitude value as an effective torque amplitude value;
taking the engine rotating speed which occurs at the same moment as the effective torsional vibration value as the resonance frequency of an engine crankshaft;
the analyzing the resonance frequency to obtain the operation state of the shock absorber comprises the following steps:
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 value, 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 underdamped state.
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| CN115116207B (en) * | 2022-08-08 | 2024-02-20 | 潍柴动力股份有限公司 | Service life early warning method, device, equipment and storage medium for automobile part |
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