Claims:1. A method for monitoring service life of a clutch in a vehicle, the method comprising:
receiving, by an Electronic Control Unit (ECU) (101) of the vehicle, functional parameters of the clutch and operating parameters of the vehicle through a sensor module (104) having a plurality of sensors associated with the ECU (101);
determining, by the ECU (101), present wear condition of the clutch based on the received functional parameters of the clutch and operating parameters of the vehicle; and
indicating, by the ECU (101), a first alert signal when the present clutch wear condition of the clutch is more than pre-determined target clutch wear condition stored in the memory unit (102) associated with the ECU (101);
determining, by the ECU (101), clutch slip speed, when the clutch is in an engaged position based on engine speed and clutch speed; and
comparing, by the ECU (101), the clutch slip speed with pre-determined threshold slip speed stored in a memory unit (102) associated with the ECU (101), wherein,
if the clutch slip speed is less than the threshold slip speed:
the ECU (101) continues monitoring the slippage; and
if the clutch slip speed is more than the threshold slip speed:
determining, by the ECU (101), number of clutch slip events within a pre-defined travel distance of the vehicle; and
indicating, by the ECU (101), a second alert signal when the number of clutch slip events is more than threshold number of slip events.

2. The method as claimed in claim 1, wherein the operating parameters of the vehicle include clutch pedal position, odometer reading and engine torque.

3. The method as claimed in claim 1, wherein the functional parameters of the clutch include clutch clamp load, clutch wear allowance, disc frictional area, deterioration profile in the clamp load, reflected inertia of the vehicle, pressure plate mass and factor for clamp load.

4. The method as claimed in claim 1, wherein the clutch slip speed is determined by evaluating difference between engine speed and clutch speed.

5. The method as claimed in claim 1, wherein the first alert signal includes indicating using a first colour light when the clutch wear reaches a predefined value of percentage of the clutch life.

6. The method as claimed in claim 5, wherein the first alert signal indicates the first colour light when the clutch wear reaches 75-80% of the clutch life.

7. The method as claimed in claim 1, wherein the first alert signal includes indicating using a second colour other than first colour light clutch wear reaches a predefined value of percentage of the clutch life.

8. The method as claimed in claim 7, wherein the first alert signal indicates the second colour light when the clutch wear reaches 85-95% of the clutch life.

9. The method as claimed in claim 1 comprises predicting, by the ECU (101), remaining service life of the clutch using a clutch wear profile upon indicating at least one of the first alert signal and the second alert signal.

10. The method as claimed in claim 9, wherein the ECU (101) predicts remaining service life of the clutch, in terms of kilometres from the clutch wear profile derived using a plurality of wear points at each of a pre-defined travel distance of vehicle, wherein the plurality of wear points are detected based on the received functional parameters of the clutch and operating parameters of the vehicle.

11. The method as claimed in claim 10 comprises, indicating graphically by an indication unit (103) associated with the ECU (101), the clutch wear profile projecting the useful life of clutch in terms of kilometres.

12. A system for monitoring service life of a clutch in a vehicle, the system comprising:
an Electronic Control Unit (ECU) (101) of the vehicle associated with a sensor module (104) having a plurality of sensors configured to sense functional parameters of the clutch and operating parameters of the vehicle, the ECU (101) is configured to:
determine present useful life of the clutch from a clutch wear profile based on the received functional parameters of the clutch and operating parameters of the vehicle; and
indicate a first alert signal when the present clutch wear condition of the clutch is more than pre-determined target clutch wear condition stored in the memory unit (102) associated with the ECU (101);
determine clutch slip speed, when the clutch is in an engaged position based on engine speed and clutch speed; and
compare the clutch slip speed with pre-determined threshold slip speed stored in a memory unit (102) associated with the ECU (101), wherein,
if the clutch slip speed is less than the threshold slip speed:
the ECU (101) continues monitoring the slippage; and
if the clutch slip speed is more than the threshold slip speed:
determine number of clutch slip events within a pre-defined travel distance of the vehicle; and
indicate a second alert signal when the number of clutch slip events is more than threshold number of slip events.
an indication unit (103) associated with the ECU (101), wherein the indication unit (103) is configured to indicate at least one of the first alert signal and the second alert signal to a user of the vehicle.

13. The system as claimed in claim 12, wherein the operating parameters of the vehicle include clutch pedal position, odometer reading and engine torque.

14. The system as claimed in claim 12, wherein the functional parameters of the clutch include clutch clamp load, clutch wear allowance, disc frictional area, deterioration profile in the clamp load, reflected inertia of the vehicle, pressure plate mass and factor for clamp load.

15. The system as claimed in claim 12, wherein the clutch slip speed is determined by evaluating difference between engine speed and clutch speed.

16. The system as claimed in claim 12, wherein the first alert signal includes indicating using a first colour light when the clutch wear reaches a predefined value of percentage of the clutch life.

17. The system as claimed in claim 16, wherein the first alert signal indicates using the first colour light when the clutch wear reaches 75-80% of the clutch life.

18. The system as claimed in claim 10, wherein the first alert signal includes indicating using a second colour other than first colour light when the clutch wear reaches a predefined value of percentage of the clutch life.

19. The system as claimed in claim 18, wherein the first alert signal indicates using the second colour light when the clutch wear reaches 85-95% of the clutch life.

20. The system as claimed in claim 12, wherein the ECU (101) is configured to predict remaining service life of the clutch using a clutch wear profile upon indicating at least one of the first alert signal and the second alert signal.

21. The system as claimed in claim 20, wherein the ECU (101) is configured to predict remaining service life of the clutch, in terms of kilometres from the clutch wear profile derived using a plurality of wear points at each of a pre-defined travel distance of vehicle, wherein the plurality of wear points are detected based on the received functional parameters of the clutch and operating parameters of the vehicle.

22. The method as claimed in claim 21 comprises, an indication unit (103) associated with the ECU (101) to graphically indicate, the clutch wear profile projecting the useful life of clutch in terms of kilometres.

23. A vehicle comprising a system as claimed in claim 12.
, Description:TECHNICAL FIELD

The present disclosure relates in general to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to estimation of service life of a clutch in a vehicle. Further embodiments of the present disclosure disclose a method and system for monitoring and estimating service life of the clutch in the vehicle.

BACKGROUND

Automobile manufacturers usually advise vehicle owners that their vehicles should be serviced after every pre-determined number of kilometers (e.g. every 10,000-15,000km) or pre-determined number of months. This advice is however not based on the actual monitoring of any of the individual operational parameters of the vehicle. In the absence of this monitoring, it is often difficult to predict when certain components may fail. The reason for this is that component failure may be due to several driving- related factors which need to be considered.

A clutch assembly in a vehicle is used to transmit torque from engine to driveline. During every clutch engagement and disengagement process, heat energy is dissipated due to relative slippage at clutch disc - pressure plate interface and clutch disc - flywheel interface. This leads to wear of clutch disc friction lining. Clutch disc wear depends on different parameters like vehicle mass, clutch and gear usage, road profile, traffic conditions and driver's driving behavior/habits.

Clutch assemblies broadly have two major failure modes. Firstly, clutch disc wear after gradual usage, and clutch disc burning because of heavy slippage. Currently, when a vehicle owner experiences a mechanical breakdown, they have to call a roadside assist call center or to notify them of the breakdown. In many cases the customer may not be aware of what is actually wrong with the vehicle. They may typically be needed to explain where the breakdown is and wait sometimes several hours until help arrives. Due to the lack of information received prior to arriving on the scene, the wrong tools or mechanics may be sometimes sent. This can lead to delays and increased costs since other additional mechanical experts, who can fix the vehicle, may need to become involved. This is just one scenario, there may be many such problematic scenarios because of lack of appropriate monitoring system in the vehicle.

Conventionally, estimation of clutch life is done manually, and the driver or the service personnel will understand about wear of clutch when they observe juddering, slippage, grinding noise, trouble while shifting gears, loss of power, smoke from the engine compartment, etc. In order to accurately know the clutch life, the transmission unit must be removed from the vehicle, completely disassembled, and the state of the clutch must be checked visually, which is time consuming. Further, since the above confirmation work cannot always be performed, it is impossible to always know the exact life of the clutch.

There are also known prior arts regarding method and system for monitoring and estimating service life of the clutch in the vehicle. For instance, the prior art WO2019171337A1 discloses a vehicle monitoring system 10 which includes an information module and a prediction/estimation module. The information module is configured to receive information on at least one vehicle. The information includes vehicle operation information. Further, other known prior art FR3056001A1 relates to a method for evaluating the state of wear of a road vehicle, comprising operations consisting of collecting driving data of a vehicle during a predetermined time of use of this vehicle by a driver or user. Transmitting the data to a remote server comprising at least one storage database and a computer. Forming an analysis of this collected data and evaluating the state of wear of at least one component of the vehicle.

Presently there is no mechanism available which will monitor the health of clutch assembly and indicate useful life of clutch assembly in kilometers before the clutch becomes unfit for use so as the clutch can be replaced earlier than the end of actual life of the clutch.

The present disclosure is directed to overcome one or more limitations stated above or other such limitations associated with the conventional systems.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the conventional method and system are overcome by the method and the system as claimed and additional advantages are provided through the provision of the system as claimed in the present disclosure.

Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the disclosure, a method for monitoring service life of the clutch in a vehicle is disclosed. The method includes steps of receiving, by an Electronic Control Unit (ECU) of the vehicle, functional parameters of the clutch and operating parameters of the vehicle through a sensor module having a plurality of sensors associated with the ECU. Determining, by the ECU, present wear condition of the clutch based on the received functional parameters of the clutch and operating parameters of the vehicle and indicating by the ECU, a first alert signal when the present clutch wear condition of the clutch is more than pre-determined target clutch wear condition stored in the memory unit associated with the ECU. Determining, by the ECU, clutch slip speed, when the clutch is in an engaged position based on engine speed and transmission input shaft speed. Comparing, by the ECU, the clutch slip speed with pre-determined threshold slip speed stored in a memory unit associated with the ECU. If the clutch slip speed is more than the threshold slip speed, determining, by the ECU, number of clutch slip events within a pre-defined travel distance of the vehicle and indicating, by the ECU, a second alert signal when the number of clutch slip events is more than threshold number of slip events.

In an embodiment of the disclosure, the operating parameters of the vehicle include clutch pedal position, odometer reading and engine torque.

In an embodiment of the disclosure, the functional parameters of the clutch include clutch clamp load, clutch wear allowance, disc frictional area, deterioration profile in the clamp load, reflected inertia of the vehicle, pressure plate mass and factor for clamp load.

In an embodiment of the disclosure, the clutch slip speed is determined by evaluating difference between engine speed and clutch speed.

In an embodiment of the disclosure, the first alert signal includes indicating using a first colour light when the clutch wear reaches a predefined value of percentage of the clutch life.

In an embodiment of the disclosure, the first alert signal is given when the clutch wear reaches 70-80 % of the clutch life.

In an embodiment of the disclosure, the first alert signal includes indicating using a second colour other than first colour light when the clutch wear reaches a predefined value of percentage of the clutch life.

In an embodiment of the disclosure, the first alert signal indicates the second colour when the clutch wear reaches 85-95 % of the clutch life.

In an embodiment of the disclosure, predicting, by the ECU, remaining service life of the clutch using a clutch wear profile upon indicating the first alert signal and health of clutch upon indicating the second alert signal.

In an embodiment of the disclosure, the ECU predicts remaining service life of the clutch, in terms of kilometers from the clutch wear profile derived using a plurality of wear points at each of a pre-defined travel distance of vehicle, wherein the plurality of wear points are derived by ECU based on the received functional parameters of the clutch and operating parameters of the vehicle.

In an embodiment of the disclosure, indicating graphically by an indication unit associated with the ECU, the clutch wear profile projecting the useful life of clutch in terms of kilometers.

It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined to form a further embodiment of the disclosure.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

FIG.1 illustrates a block diagram of a system for monitoring and estimating service life of the clutch in a vehicle, in accordance with an embodiment of the present disclosure.

FIG.2 is a flowchart of a method for monitoring and estimating service life of the clutch, in accordance with an embodiment of the present disclosure.

The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the system and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the claims of the disclosure.

It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other systems for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent processes do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristic of the disclosure, both as to its organization and method of operation, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure. It will be readily understood that the aspects of the present disclosure, as generally described herein, and illustrated in the figures, can be arranged, substituted, combined, and designed in a wide variety of different configurations, all of which are explicitly contemplated and make part of this disclosure.

Embodiments of the present disclosure describe a method and system for monitoring and estimating service life of the clutch in a vehicle. Conventionally, prediction of clutch life is done manually, and the driver or the service personnel will understand about wear of clutch when they observe juddering , slippage, chirping or grinding noise, trouble while shifting gears, loss of power, smoke from the engine compartment, etc. In order to accurately know the clutch life, the transmission unit must be removed from the vehicle, completely disassembled, and the state of the clutch of clutch lining of the built-in clutch must be checked visually, which is time consuming. Further, since the above confirmation work cannot always be performed, it is impossible to always know the exact life of the clutch. Accordingly, the method and system of the present disclosure provides advantages of avoiding clutch failure unexpectedly by prior indication and estimation of service life of the clutch. Also, the method and system of the present disclosure saves mechanical part costs and associated labor costs by predicting real-time useful life of clutch so that the clutch can we changed after maximum utilization before it becomes inoperable.

Accordingly, a method and system for monitoring and estimating service life of the clutch in a vehicle is disclosed. In the method of the present disclosure once the ignition is turned on, a request for monitoring the clutch is received by an electronic control unit ECU of the vehicle. The ECU receives the functional parameters of the clutch and operating parameters of the vehicle sensed by a sensor module having a plurality of sensors associated with the ECU. The functional parameters of the clutch may include a clutch clamp load, clutch wear allowance, disc frictional area, deterioration profile in the clamp load, reflected inertia of the vehicle, pressure plate mass and factor for clamp load. Further, the operating parameters of the vehicle include clutch pedal position, odometer reading and engine torque, engine speed, transmission input shaft speed. Using these parameters, the ECU determines clutch slip speed of the vehicle, when the clutch is in engaged position. Engagement of the clutch is monitored by using a position sensor which monitors the clutch pedal position and gives a feedback to the ECU. The clutch slip speed may be determined by evaluating difference between engine speed and transmission input shaft speed of the vehicle.

In an embodiment, if the clutch slip speed is less than the threshold slip speed, the ECU determines the present wear condition of the clutch from a clutch wear profile. The clutch wear profile is derived using a plurality of wear points that are derived by ECU at each of the pre-defined travel distance of the vehicle. The detected plurality of wear points is based on the received functional parameters of the clutch and operating parameters of the vehicle. Once the present wear condition is determined, it is then compared with the pre-determined clutch wear condition which is stored in the memory unit associated with the ECU. If the present wear condition is more than the pre-determined wear condition of the clutch, then a first alert signal is indicated by the ECU on the indication unit. In an embodiment, if the clutch slip speed is more than the threshold slip speed, number of clutch slip events are determined by the ECU during a pre-defined travel distance of the vehicle. The ECU determines and compares the number of clutch slip events with the pre-defined threshold clutch slip events. Based on the current slip, if the clutch slip count is more than the pre-defined value, and a second alert signal is indicated by the ECU on the indication unit. Such an indication of the first alert signal and the second alert signal provides an indication to the user or service personnel about the life of the clutch and health of the clutch in real time, which helps the user to change or replace the clutch timely.

The terms “comprises”, “comprising”, or any other variations thereof used in the specification, are intended to cover a non-exclusive inclusion, such that an system that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or method. In other words, one or more elements in an assembly proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the assembly.

Henceforth, the present disclosure is explained with the help of one or more figures of exemplary embodiments. However, such exemplary embodiments should not be construed as limitation of the present disclosure. In the figures neither the vehicle nor the complete clutch unit is depicted for the purpose of simplicity. One skilled in the art would appreciate that the system may be employed in any vehicle including but not limiting to passenger vehicles, commercial vehicles, machinery, earth moving machines and the like.

The following paragraphs describe the present disclosure with reference to FIGS.1 and 2. In the figures, the same element or elements which have similar functions are indicated by the same reference signs.

FIG.1 is an exemplary embodiment of the present disclosure, illustrating a block diagram of a system (100) for monitoring and estimating service life of the clutch in a vehicle, where the sensor module (104) having a plurality of sensors are used to determine the functional and operating parameters of clutch and vehicle respectively.

As illustrated in FIG.1, the system (100) for monitoring and estimating service life of the clutch in a vehicle comprises an ECU (101), a memory unit (102), an indication unit (103) and a sensor module (104) associated with the ECU (101). The ECU (101) is configured to receive the functional parameters of the clutch and operating parameters of the vehicle through a sensor module (104) having a plurality of sensors. The sensor module (104) having a plurality of sensors includes at least one of but not limited to pressure sensors, proximity sensors, motion sensors, force sensors, contact and non-contact sensors. The ECU (101) initially receives signals from the sensor module (104) having a plurality of sensors regarding aspects such as, engine speed, clutch speed, odometer reading, vehicle speed, temperature at interface of clutch, etc. of the vehicle. The sensed data may be collected and stored in a memory unit (102). Further, based on the collected data from the sensor module (104) the ECU (101) generates a clutch wear condition and wear profile which is used to predict the remaining useful service life of clutch. The clutch wear profile can be displayed and stored in form of a graphical representation which indicates the remaining useful service life of clutch and stores it in the memory unit (102) for future use. Based on the generated clutch wear profile, the ECU (101) triggers an alert to the user about the clutch condition in the indication unit (103). The aspects of predicting the service life of the clutch in the vehicle and the aspects of indicating by an alert on the indication unit (103) based on the predicted service life of clutch are explained with greater detail in the following paragraphs. In an embodiment, predicting the service life of the clutch in the vehicle can be done by a machine learning module stored in the memory unit (102) associated with the ECU (101). The machine learning module can predict the useful service life of the clutch based on the usage of clutch by user.

FIG.2 is an exemplary embodiment of the present disclosure, illustrating a flowchart of a method for monitoring and estimating service life of the clutch in a vehicle, where the sensor module (104) having a plurality of sensors are used to determine the functional and operating parameters of clutch and vehicle respectively.

As illustrated in FIG.2, the method comprises one or more blocks illustrating a method for monitoring and estimating service life of the clutch in a vehicle. The method may be described in the general context of computer-executable instructions. Generally, computer-executable instructions can include routines, programs, objects, components, data structures, procedures, modules, and functions, which perform functions or implement abstract data types.

The order in which the method is described is not intended to be construed as a limitation, and any number of the described method blocks can be combined in any order to implement the method. Additionally, individual blocks may be deleted from the methods without departing from the spirit and scope of the subject matter described herein. Furthermore, the method can be implemented in any suitable hardware, software, firmware, or combination thereof.

In step 200, the sensor module (104) is activated by the ECU (101) upon ignition of vehicle. The functional parameters of the clutch received by the ECU (101) may include clutch clamp load, clutch wear allowance, disc frictional area, deterioration profile in the clamp load, reflected inertia of the vehicle, pressure plate mass and factor for clamp load. The operating parameters of the vehicle may include at least one of clutch pedal position, odometer reading, engine torque, engine speed, transmission input shaft speed. As shown at step 201, method includes receiving by the ECU (101) functional parameters of the clutch and operating parameters of the vehicle through a sensor module (104) having a plurality of sensors associated with the ECU (101). At step 202, the ECU (101) determines the present wear condition of the clutch based on the received functional parameters. At step 203, the ECU (101) compares the present wear condition with the predetermined target clutch wear condition. At step 204, the ECU (101) indicates a first alert signal (first colour) on the indication unit (103) when the present clutch wear condition of the clutch is more than pre-determined target e.g. 70-80% clutch wear condition stored in the memory unit (102). At step 205, the ECU (101) indicates a first alert signal (second colour) on the indication unit (103) when the present clutch wear condition of the clutch is more than pre-determined target e.g. 85-95% clutch wear condition stored in the memory unit (102). The target clutch wear condition is pre-defined based on the gradual clutch wear under normal operating conditions and is stored in the memory unit (102) associated with the ECU (101). At step 206, the ECU (101) determines clutch slip speed, when the clutch is in an engaged position. Engagement of the clutch is monitored by using a position sensor which monitors the clutch pedal position and gives a feedback to the ECU (101). The ECU (101) then determines the clutch slip speed by evaluating the difference between the engine speed and transmission input shaft speed. At step 207, the ECU (101) compares the clutch slip speed with pre-determined threshold slip speed stored in a memory unit (102). At step 208, the ECU (101) checks for the condition if the clutch slip speed is more than the threshold slip speed. At step 209, the ECU (101) determines the number of clutch slip events within a pre-defined travel distance of the vehicle if the condition at step 204 is “YES”. At step 210, the ECU (101) indicates a second alert on the indication unit (103) signal when the number of clutch slip events is more than threshold number of slip events in predetermined distance of the vehicle since the 1st slip event is observed. At step 211, the program goes back to step 200.

In an embodiment of the present invention, clutch wear profile is generated by monitoring and processing the functional parameters of the clutch and operational parameters of the vehicle continuously during clutch usage. By using the recorded clutch wear points against the odometer reading of the vehicle, the ECU (101) derives the projected life of the clutch in terms of available service life of clutch in kilometers. Clutch wear profile is developed against odometer reading of the vehicle using the earlier recorded wear points that are stored in the system. The generated profile is dynamic and graphical in nature and is governed by the recoded wear points till instantaneous time and is used for estimating the clutch life. If the calculated wear condition is less than clutch wear condition defined as fully worn condition (design wear allowance) of the clutch in the system, then no indication is given to user. A first alert signal is generated which includes indicating on the indication unit (103) using a first colour light when the clutch wear reaches 70-80 % of the clutch life. A first alert signal includes indicating on the indication unit (103) using a second colour other than first colour light when the clutch wear reaches 85-95 % of the clutch life. In an embodiment, first alert signal value for both first & second colour may change based on clutch & vehicle application.

In another embodiment of the present invention, the clutch wear happens due to clutch burn because of heavy slippage when the clutch slip speed is more than the threshold slip speed. To enable the system to detect this deteriorating condition of the clutch before the clutch becomes un-useful for transmitting power, the ECU (101) monitors and processes the functional parameters of the clutch and operational parameters of the vehicle continuously during clutch usage. The position sensors from the sensor module (104) having a plurality of sensors will check for pedal position. If the clutch slip speed is more than the threshold slip speed and if the clutch pedal position is above 15±5% of total clutch pedal travel, the clutch slip event will be recorded against the odometer reading. The system will continue monitoring the clutch functional parameters. If next such clutch slip event is observed within next pre-defined range of distance as defined in the system, that clutch slip event will be also registered, and the count of slip events will be added by one. Likewise, the ECU (101) will keep on adding the count of events as long as they are recorded within the next pre-defined range of distance with respect to last recorded event. If the clutch slip event count exceeds the pre-defined threshold value, it will indicate a second alter signal. Further, the data of clutch slip events will be available in the system for further analysis. If the gap between two subsequent clutch slip events is more than pre-defined range (e.g. 100 km), it will make the event counter zero discounting the earlier clutch slip event and restart the counter. Further, the ECU (101) of the vehicle continue estimating clutch life and generating the clutch wear profile graphically indicating the first alert and second alert on the indication unit (103). The graphical representation of the clutch wear profile can indicate at least one of but not limited to the number of slippages, time stamp of first and second alerts and slip events, estimated service life of clutch in kilometers, etc.

In an embodiment, the present disclosure discloses a method and system for monitoring and estimating service life of the clutch in a vehicle. The method provides advantages of avoiding clutch failure unexpectedly by prior indication and estimation of service life of the clutch. Also, the method and system of the present disclosure saves mechanical part costs and associated labor costs by predicting real-time useful life to clutch so that the clutch can be changed after maximum utilization.

Equivalents

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding the description may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated in the description.

Referral Numerals:

System 100
Electronic Control Unit (ECU) 101
Memory unit 102
Indication unit 103
Sensor module 104
Program Start 200
Receiving functional parameters 201
Determining present wear condition 202
Compare present wear condition 203
Indicating first alert (first colour) signal 204
Indicating first alert (second colour) signal 205
Determining clutch slip speed 206
Comparing the clutch slip speed 207
Clutch slip speed more than the threshold slip speed 208
Determining number of clutch slip events 209
Indicating a second alert signal 210
Back to Start 211