Description:TECHNICAL FIELD

Present disclosure generally relates to a field of automobiles. Particularly, but not exclusively, present disclosure relates to a power train of a vehicle. Further, embodiments of the present disclosure discloses a method for monitoring and indicating health of a gearbox and an axle of the vehicle.

BACKGROUND OF THE INVENTION

Generally, automobiles are provided with powertrain assembly for maneuvering the vehicle. The powertrain assembly generally comprises of an engine, a clutch system to facilitate engaging and disengaging of gears, transmission or gearbox comprising plurality of gear wheels of different gear ratios to provide different torque values, propeller shaft, differential assembly and wheel axles. In powertrains, different housings may be provided for accommodating the gearbox, and differential assembly.

The gearbox generally accommodates a plurality of gears. The plurality of gears in the gearbox of the powertrain are arranged to possess different gear ratios to transmit torque of varied ranges so that, the wheels have enough traction for maneuvering the vehicle. Further, the axle in the powertrain of the vehicle may also include a plurality of gears with axle bearings, splines, crown wheel, and pinion mechanism etc. The axle may deliver the driving power from the engine to wheels of the vehicle. The operational life of the plurality of gears in the gearbox and the axle are influenced by the torque experienced through various driving conditions like vehicle mass, loading conditions, terrain conditions, quality of gears and driver vehicle handling conditions.

The plurality of gears may fail when they are operated under the above-mentioned conditions for a prolonged period. Failure is generally observed in the gears of the gearbox, bearings and in the crown wheel - pinion or bearings of the axle. The failure of the plurality of gears may be in the form of pitting, teeth breakage, tooth uprooting, bearing failure etc. It is often observed that, if the operation of the vehicle is not stopped after initiation of failure of a gear or other child parts in the power train, the damaged gear may further damage other parts within the gearbox or the axle which results in greater damage to the powertrain. Failure of gears or other parts in the gearbox or axle may cause the vehicle breakdown. Further, the user is often made aware of the damages to the powertrain only after the damage is severe and the vehicle becomes immovable due to complete failure of the gearbox and the axle in the powertrain. Consequently, the down time of the vehicle increases significantly as repair time for the damaged powertrain would increase. Without prior indication to the user on minor damages to the gears, the gearbox and the axle would be severely damaged. Consequently, the repair costs would also be significant. The gearbox and the axle may often be damaged beyond repair and may also have to be completely replaced. Further, the gearbox or the axle may often have to be completely disassembled to detect and replace/repair the defective part, which may not be available immediately at repair location thereby, the overall downtime in repairing the powertrain increases.

The present disclosure is directed to overcome one or more limitations stated above, or any other limitation associated with the prior arts.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the conventional system or device are overcome, and additional advantages are provided through the provision of the device 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 a non-limiting embodiment of the disclosure, a method for monitoring health of a power train of a vehicle is disclosed. The method includes aspects of receiving by a control unit, at least one signal from at least one sensor, corresponding to a gear position, speed of the vehicle, distance travelled by the vehicle and input torque of the vehicle. The control unit determines revolutions of each of a plurality of gears based on the gear position, speed of the vehicle, distance travelled by the vehicle and input torque of the vehicle. Further, the control unit determines cumulative revolutions of each of the plurality of gears from the determined revolutions of each of a plurality of gears. Subsequently, the control unit compares the cumulative revolutions of each of the plurality of gears with a pre-determined threshold revolution for each of the plurality of gears. Further, the control unit also receives a signal corresponding to vibration amplitude and vibration frequency of the power train from at least one accelerometer mounted on the power train. Subsequently, the control unit compares the vibration amplitude of the power train with a pre-determined threshold amplitude. The control unit lastly indicates a defective state of the power train when at least one of the cumulative revolutions of each of the plurality of gears is greater than the pre-determined threshold revolution and the vibration amplitude of the power train is greater than the pre-determined threshold vibration amplitude.

In an embodiment of the disclosure, the control unit determines the revolution of each of the plurality of gears in the power train for a pre-determined time.

In an embodiment of the disclosure, the pre-determined threshold revolution is estimated for a first input torque and a first speed of the vehicle.

In an embodiment of the disclosure, the pre-determined threshold revolution is estimated for a plurality of distance travelled by the vehicle and at each of the gear position of the vehicle.

In an embodiment of the disclosure, the revolution of each of the plurality of gears is determined in real time speed of the engine and real time torque of the vehicle is adjusted to a corresponding revolution at the first input torque of the vehicle.

In an embodiment of the disclosure, the first input torque is the permissible torque at each of the gear positions of the vehicle and the first input speed is the permissible speed at each of the gear positions of the vehicle.

In an embodiment of the disclosure, the pre-determined threshold revolution is a value that is proximal to a value of total revolutions required for the lifetime of each of the plurality of gears in the powertrain.

In an embodiment of the disclosure, determining the health of the powertrain includes determining the health of the gearbox and the axle in the powertrain of the vehicle.

In an embodiment of the disclosure, the control unit is configured to receive individually input on the health of each of the plurality of gears in the powertrain based on the vibration amplitude and vibration frequency of vibration from the powertrain.

In an embodiment of the disclosure, the control unit individually determines a defective gear from each of the plurality of gears when the received vibration order is at least one of equal to or close to a pre-determined threshold order for each of the plurality of gears.

In an embodiment of the disclosure, the control unit receives a signal corresponding to an oil level below a pre-determined threshold oil level in the power train from at least one oil level sensor accommodated in the power train. The control unit subsequently generates signal to indicate the defective state of the power train when the oil level of the power train is lower than the pre-determined threshold oil level.

In a non-limiting embodiment of the disclosure, a system for monitoring health of a power train of a vehicle is disclosed. The system includes at least one accelerometer mounted to the powertrain for measuring frequency of vibration from the powertrain. The system also includes at least one oil level sensor provided in the powertrain for determining oil level in the powertrain. A control unit is communicatively coupled to the at least one accelerometer and the at least one oil level sensor where, the control unit is configured to receive at least one signal from at least one sensor, corresponding to a gear position, speed of the vehicle, distance travelled by the vehicle and input torque of the vehicle. The control unit determines revolutions of each of a plurality of gears based on the gear position, speed of the vehicle, distance travelled by the vehicle and input torque of the vehicle. Further, the control unit determines cumulative revolutions of each of the plurality of gears from the determined revolutions of each of a plurality of gears. Subsequently, the control unit compares the cumulative revolutions of each of the plurality of gears with a pre-determined threshold revolution for each of the plurality of gears. Further, the control unit also receives a signal corresponding to vibration amplitude and vibration frequency of the power train from at least one accelerometer mounted on the power train. Subsequently, the control unit compares the vibration amplitude of the power train with a pre-determined threshold vibration amplitude. The control unit lastly indicates a defective state of the power train when at least one of the cumulative revolutions of each of the plurality of gears is greater than the pre-determined threshold revolution or the vibration amplitude of the power train is greater than the pre-determined threshold vibration amplitude.

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:

Figure 1 is a perspective view of a powertrain of a vehicle, in accordance with an embodiment of the present disclosure.

Figure 2 illustrates a block diagram of a system for monitoring the health of a powertrain of the vehicle, in accordance with an embodiment of the present disclosure.

Figure 3 is a flowchart of the method for monitoring health of the power train of the vehicle, in accordance with an embodiment of the present disclosure.

The figure depicts 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 method for monitoring health of the powertrain in the vehicle 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 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 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 devices for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure. The novel features which are believed to be characteristic of the disclosure, as to its organization, 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.

In the present document, the word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.

While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

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

The following paragraphs describe the present disclosure with reference to Figures. 1 to 3. In the figures, the same element or elements which have same functions are indicated by the same reference signs. It is to be noted that, the vehicle is not illustrated in the figures for the purpose of simplicity. One skilled in the art would appreciate that the system and the method as disclosed in the present disclosure may be employed in any vehicles that employs/includes powertrain, where such vehicle may include, but not be limited to, light duty vehicles, passenger vehicles, commercial vehicles, and the like. Further, the person skilled in the art would appreciate that the system and the method as disclosed in the present disclosure may be employed in any vehicles.

Figure 1 is a perspective view of a powertrain (100) in a vehicle and Figure 2 illustrates a block diagram of a system (300) for monitoring the health of the powertrain (100) of the vehicle. The system (300) may include a control unit (3). The vehicle may also include a gear position detector (4). The gear position detector (4) may be communicatively coupled to the control unit (3). The gear position detector (4) may be configured to transmit a signal to the control unit (3) which corresponds to instant gear that is engaged by the vehicle. In an exemplary embodiment, the gear position detector (4) may transmit a signal to the control unit (3) when a user shifts/changes the gear of the vehicle. For instance, when the user changes the gear from for example, second gear to a third gear, the gear position detector (4) may be configured to detect the position of the gear and gear position detector (4) may subsequently transmit a signal to the control unit (3) which corresponds to the third gear of the vehicle. The control unit (3) may receive this signal and may interpret this signal to conclude that the vehicle is now being traversed in the third gear. Further, as soon as the user switches/changes the gear, the gear position detector (4) may transmit a corresponding signal to the control unit (3) to suitably indicate the instant gear of the vehicle in real time. The above exemplary embodiment must not be considered as a limitation. In an embodiment, any known sensors may be employed for detecting the position of the gear in the vehicle and the sensor may be configured to transmit a signal to the control unit (3) as soon as the gear is changed by the user.

The system (300) further includes a speedometer (5) which is communicatively coupled with the control unit (3). The control unit (3) may be configured to receive signals from a speedometer which corresponds to speed of the vehicle in real time. In an embodiment, the inputs signals to the control unit (3) which corresponds to the speed of the vehicle may not be limited to be received from the speedometer and any sensor may be configured to detect and transmit the signal which corresponds to the speed of the engine (13). The control unit (3) may also be communicatively coupled to an odometer (6). The odometer (6) may transmit a signal to the control unit (3) which corresponds to the total distance the vehicle has travelled in real time. In an embodiment, the inputs signal to the control unit (3) which corresponds to the distance traversed by the vehicle may not be limited to be received from the odometer and any sensor may be configured to measure and transmit the signal which corresponds to the total distance traversed by the vehicle.

The system (300) may also include at least one torque signal (7) [hereinafter referred to as the torque signal]. The torque signal (7) may be configured to detect the torque generated by the engine (13) in real time and the detected torque may be further indicated to the control unit (3). The torque signal (7) described herein must not be considered as a limitation. Any sensor for measuring torque which is known in the art may be configured to transmit a signal to the control unit (3) which corresponds to the torque generated by the engine (13) of the vehicle in real time.

The system (300) is configured with at least one first accelerometer (8) [herein after referred to as the first accelerometer] and at least one second accelerometer (9) [hereinafter referred to as the second accelerometer]. The first accelerometer (8) may be mounted/positioned on the gearbox (1) and the second accelerometer (9) may be mounted/positioned on the axle (2) of the vehicle. The first accelerometer (8) may be configured to measure the vibration of the gearbox (1) by measuring the vibration amplitude and vibration frequency of the gearbox (1). The first accelerometer (8) may be configured to transmit a signal to the control unit (3) which corresponds to the vibration amplitude and vibration frequency of the gearbox (1) in real time. Similarly, the second accelerometer (9) may be configured to measure the vibration of the axle (2) by measuring the vibration amplitude and vibration frequency of the axle (2). The second accelerometer (9) may be configured to transmit a signal to the control unit (3) which corresponds to the vibration amplitude and vibration frequency of the axle (2) in real time. In an embodiment, the first accelerometer (8) and the second accelerometer (9) described herein must not be considered as a limitation. Other sensors which measure the vibration amplitude and vibration frequency of the gearbox (1) and axle (2) for determines vibration of the gearbox (1) and axle (2) in real-time. In an embodiment, the first accelerometer (8) and the second accelerometer (9) may be configured to transmit signals to the control unit (3) only when the vehicle is in a running condition/operational condition.

The system (300) may include a first oil level sensor (10) and a second oil level sensor (11). The first oil level sensor (10) may be positioned within the gearbox (1). The first oil level sensor (10) may be configured to transmit a signal to the control unit (3) when the oil level in the gearbox (1) drops below a pre-determined threshold oil level. The control unit (3) may receive this signal from the first oil level sensor (10) and may interpret this signal as shortage/lack of oil in the gearbox (1). Similarly, the axle (2) may include the second oil level sensor (11). The second oil level sensor (11) may be configured to transmit a signal to the control unit (3) when the oil level in the axle (2) drops below a pre-determined threshold oil level. The control unit (3) may receive this signal from the second oil level sensor (11) and may interpret this signal as shortage/lack of oil in the axle (2).

The control unit (3) of the system (300) may further be configured with an indication unit (12). The indication unit (12) may be communicatively coupled with the control unit (3). The indication unit (12) may be at least one of an audio or visual indication means including but not limited to at least one of speakers in the vehicle, indication lights on an instrument cluster of the vehicle, an interactive touchscreen unit etc. The indication unit (12) may herein be employed to indicate a defective state/non-operational state of at least one of the gearboxes (1) and axle (2) in the powertrain (100). The control unit (3) may engage with the indication unit (12) to reveal a signal to the user which is indicative of the damage to gearbox (1) and/or the axle (2). The user may subsequently take the necessary actions for repairing the gearbox (1) and/or axle (2). The method of detecting and indicating the defects to the gearbox (1) and/or the axle (2) is explained with greater detail below.

The control unit (3) may initially be programmed with multiple pre-determined operational parameters of the vehicle. The control unit (3) may receive and determine various operational parameters of the vehicle while the vehicle is in the operational/running condition. These operational parameters of the vehicle which are determined in real time during the operational condition of the vehicle may be compared with the fed pre-determined operational parameters for determining the defective state of the gearbox (1) and/or the axle (2).

The control unit (3) may initially be programmed with the pre-determined threshold oil level for the gearbox (1) and the axle (2). The pre-determined threshold level for the gearbox (1) and the axle (2) may be considered as the minimum required oil level in the gearbox (1) and axle (2) for the smooth operation of the gearbox (1) and the axle (2). The gears and various other moving parts with the gearbox (1) and axle (2) operate by meshing with each other and oil/lubricant is required for the efficient operation of the gearbox (1) and the axle (2). The minimum required oil level may be determined by testing the condition of gears in the gearbox (1) and the axle (2) at different oil levels. The determined minimum oil level which allows for the smooth and efficient operation of the gearbox (1) and the axle (2) may be fed into the control unit (3) as pre-determined threshold oil level for the gearbox (1) and the axle (2). In an embodiment, the pre-determined threshold oil level may be different for the gearbox (1) and the axle (2) as the gear configuration and the other parts in the gearbox (1) and axle (2) are completely different.

The control unit (3) is also fed with pre-determined threshold frequency for the gearbox (1) and axle (2). The gearbox (1) and the axle (2) are subjected to vibrations during the operational condition of the vehicle. The gearbox (1) and the axle (2) may vibrate due to external forces and may also vibrate due to the moving of gears and other parts within. This vibration which may herein be measured in frequency and amplitude may often be limited to a certain extent. The frequency of vibrations will change with the change in the engine speed. Each component in the gearbox (1) and axle (2) will have a definite contribution in the overall amplitude of the vibrations and the frequency of vibrations. Each part in the gearbox (1) and axle (2) in the powertrain of a vehicle carries a definite order of vibrations defined with respect to input and it contributes to the overall vibration of the powertrain with respect to its order in the powertrain. For instance, when gear box (1) and axle (2) are in good condition, the overall vibration level of gearbox (1) and axle (2) may have vibration amplitude of 0.3g and 0.25g. If there is any deterioration in gearbox (1), the overall vibration amplitude may increase to 0.55g. The contribution for this increase in vibration level will come from any of the deteriorated part in the gearbox (1) and the data will exhibit the predominant order of vibration coming from the order of that deteriorated part of the gearbox (1). Based on the frequency of vibrations and post order analysis, the dominant vibration order can be determined. Similarly in case of any deterioration in axle (2), the increase in overall vibration level of axle (2) will governed by the deteriorated part in the axle (2).

The control unit (3) may also include data on pre-determined threshold revolution for each of the gears in the gearbox (1) and the axle (2). Each of the gears in the gearbox (1) and the axle (2) may rotate for a pre-determined number of revolutions at first input torque before the gears are completely rendered to be at the end of life of the respective part. The number revolutions after which each of the gears in the gearbox (1) and the axle (2) completes its life may herein be considered/termed as total number of revolutions for the required for the failure of gears. For instance, in an exemplary embodiment, the first gear in the gearbox (1) may be at the end of its stated life after 1,00,000 revolutions at first input torque. Similarly, the second gear and each of the gears in the gearbox (1) may cover its stated life after a certain number of revolutions at first input torque. The pre-determined threshold revolution may be determined to be lesser than the total number of revolutions required for the life of each of the plurality of gears in an exemplary embodiment. For instance, if the complete life of the first gear is determined to be after 1,00,000 total number of revolutions at first input torque, the pre-determined threshold revolution may herein be considered as 95,000 revolutions. The pre-determined threshold revolution for each of the gears in the gearbox (1) and the axle (2) may be slightly lesser than the total number of revolutions required for the end of life of the corresponding gear. The above-described exemplary embodiment must not be considered as a limitation and in another embodiment, the pre-determined threshold revolutions may be equal to the total number of revolutions required for the end of life of the gear. Further, the number of revolutions after which each gear in the gearbox (1) and axle (2) completes its stated life may be estimated through a rig test and obtained data may be programmed to the control unit (3). In an embodiment, the above disclosed threshold parameters may be determined based on rig test covering on various driving conditions including but not limited to highways, rough terrain roads etc.

Figure 3 is a flowchart of the method for monitoring health of the power train of the vehicle. The first step of 200, involves the aspect of the control unit (3) receiving inputs from the gear position detector (4), the speedometer (5), the odometer (6) and the torque sensor (7). The control unit (3) may receive signals which correspond to parameters of the gear position of the vehicle, the speed of the vehicle, the total distance travelled by the vehicle and the torque generated by the engine (13) of the vehicle in real time. The control unit (3) may also receive inputs from the first accelerometer (8), the second accelerometer (9), the first oil level sensor (10) and the second oil level sensor (11). The control unit (3) may receive signals which correspond to the parameters of the vibration amplitude and vibration frequency of the gearbox (1), the vibration amplitude and vibration frequency of the axle (2), the oil level in the gearbox (1) and the oil level in the axle (2). The next step of 201 involves the aspect of the control unit (3) comparing the frequency of the vibration of the powertrain (100) with the pre-determined threshold frequency of vibration of the powertrain (100). In an exemplary embodiment, the powertrain (100) hereinafter may specifically be limited to the gearbox (1) and the axle (2). The control unit (3) may compare the vibration amplitude of the vibration from the gearbox (1) with the pre-determined threshold vibration amplitude of vibration for the gearbox (1). The vibration amplitude of the vibration from the gearbox (1) may be obtained from the signal that is transmitted by the first accelerometer (8). The obtained vibration amplitude of vibration from the gearbox (1) is compared with the pre-determined threshold amplitude of vibration for the gearbox (1). If upon comparison, the control unit (3) obtains that the amplitude of vibration from the gearbox (1) is lesser than the pre-determined threshold amplitude of vibration for the gearbox (1), the control unit (3) may interpret that the gearbox (1) is in normal operational condition and there are no damages to the gearbox (1). However, if upon comparison, the control unit (3) obtains that the amplitude of vibration from the gearbox (1) is greater than or equal to the pre-determined threshold amplitude of vibration for the gearbox (1), the control unit (3) may interpret that the gearbox (1) has some damage initiated within gearbox (1). As described above, the control unit (3) may also compare the amplitude of the vibration from the axle (2) with the pre-determined threshold amplitude of vibration for the axle (2). The amplitude of the vibration from the axle (2) may be obtained from the signal that is transmitted by the second accelerometer (9). The obtained amplitude of vibration from the axle (2) is compared with the pre-determined threshold amplitude of vibration for the axle (2). If upon comparison, the control unit (3) obtains that the amplitude of vibration from the axle (2) is lesser than the pre-determined threshold amplitude of vibration for the axle (2), the control unit (3) may interpret that the axle (2) is in normal operational condition and there are no damages to the axle (2). However, if upon comparison, the control unit (3) obtains that the amplitude of vibration from the axle (2) is greater than or equal to the pre-determined threshold amplitude of vibration for the axle (2), the control unit (3) may interpret that the axle (2) has some damage initiated within axle (2). The step 202 may be executed when at least one of the gearbox (1) and axle (2) is rendered to has initiated some damage.

The control unit (3) may subsequently move to the step 202 where the frequency of the powertrain (100) obtained from the first accelerometer (8) and the second accelerometer (9) is analyzed to particularly detect the damaged parts in the powertrain (100). In an exemplary embodiment, the powertrain (100) is specifically limited to the gearbox (1) and the axle (2). The signal from the first accelerometer (8) may further be analyzed by the control unit (3) to detect the defective gear in the gearbox (1) by identifying the dominant order of vibration. Each gear pair and bearing in gearbox (1) and axle (2) has distinct mesh order. As described above, each gear may exhibit distinct vibrational frequencies when damaged. For instance, the first gear when damaged, may cause the gearbox (1) to have dominant mesh order of vibration of 10. Similarly, the third gear when in the damaged condition may cause the gearbox (1) to have dominant order of vibration of 22.5. Similarly, each of the gears in the gearbox (1) may cause the gearbox (1) to vibrate at distinct frequencies and orders. The control unit (3) may compare the order of vibration from the gearbox (1) which is obtained in real-time with the available set of frequencies. If the obtained order of vibration from the gearbox (1) matches with any of the order which are already programmed in the control unit (3), it may be conferred that the corresponding gear is damaged. For instance, if the determined dominant order of vibration from the gearbox (1) is 22.5 , the control unit (3) may compare this order with the set of available order. As described above in the exemplary embodiment, the gearbox (1) may have dominant order of vibration of 22.5 when the third gear of the vehicle is damaged. Thus, the control unit (3) upon comparison of the determined order of vibration with the set of pre- programmed orders may concur that the third gear in the gearbox (1) is damaged.

Similarly, the signal from the second accelerometer (9) may further be analyzed by the control unit (3) to detect the defective gear in the axle (2). For instance, the pinion when damaged, may cause the axle (2) to have vibration order of 7. Similarly, the differential bearing when in the damaged condition may cause the axle (1) to have dominant vibration order of 2.5. Each of the parts in the axle (2) may cause the axle (2) to vibrate at distinct frequencies. The control unit (3) may compare the orders of vibration from the axle (2) which is obtained in real-time with the available set of orders. If the obtained order of vibration from the axle (2) matches with any of the already available orders in the control unit (3), it may be conferred that the corresponding gear / part is damaged.

The control unit (3) in the step 203 may determine the number of revolutions of each gear in the gearbox (1) and the axle (2) for a given time. The control unit (3) may be connected to a sensor which determines the speed of engine (13). The controller derives the number of revolutions of each of the gears in the gearbox (1) and the axle (2). The control unit (3) may receive signals from this sensor and the control unit (3) may measure the revolution of each of the gears against the parameter of time. The control unit (3) may determine the number of revolutions for each gear in the gearbox (1) and the axle (2) at any given gear position of the vehicle, the speed of the vehicle, the total distance travelled by the vehicle and the torque generated by the engine (13) of the vehicle in real time. For instance, when the vehicle is being traversed under conditions of 1st gear, torque of 90 Nm, a speed of 20 km/hour, for time interval of ‘t’ seconds, the controller calculates the total revolutions the 1st gear has accumulated in this time interval of ‘t’ seconds, Similarly, the revolutions for each given gear in the gearbox (1) and the axle (2) may be determined for any given parameters of the gear position, the speed of the vehicle, the total distance travelled by the vehicle and the input torque from the engine (13).

The control unit (3) in step 204 may determine the cumulative revolution of gears in the gearbox (1) and the axle (2) at first input torque, based on the determined revolutions of the gears at that torque in the step 203.

As described above, the total number of revolutions that the gear will be required to cover for the specified life of the vehicle application for each gear in the gearbox (1) and the axle (2) is already determined. The total number of revolutions required for the life of gears may be determined at a fixed torque. In this exemplary embodiment, the fixed torque at which the total number of revolutions required for the life of gears are determined may be the maximum torque. This maximum torque may herein be termed as the first input torque. For instance, the maximum torque/first input torque generated may be 200 N-m. Further, the total number of revolutions required for the life of first gear in the gearbox (1) may be 1,00,000 revolutions when the first gear is constantly subjected to the first input torque. Similarly, the total number of revolutions required for the failure of second gear in the gearbox (1) may be 11,00,000 revolutions when the second gear is constantly subjected to the first input torque. The total number of revolutions required for the life of each and every gear in the gearbox (1) and the axle (2) may be determined when each of the gears are subjected to the first input torque. In an embodiment, the first input torque must not be limited to the maximum torque of the engine (13) or its corresponding torque at axle input and any torque value may be fixed as the first input torque.

Further, the cumulative revolution of gears in the gearbox (1) and the axle (2) are estimated based on the determined revolutions of the gears in the step 203. As the user starts the vehicle and the vehicle begins to move, the revolutions of each gear in the gearbox (1) and the axle (2) are determined at the instant torque as described in the step 203. For instance, the vehicle in traversing in first gear at a speed of 15 km/hour and at a torque of 50 N-m for 10 seconds. Consequently, the number of revolutions of the first gear for those 10 seconds might be 400 revolutions. The cumulative revolutions of the first gear is calculated by equating the determined number of revolutions of the first gear at the given instant torque of 50 N-m to the first input torque/maximum torque of 150 N-m. Consequently, the cumulative revolutions of the first gear may reduce. In an exemplary embodiment, the cumulative revolutions of the first gear may reduce to around 1 revolutions when the determined number of revolutions of the first gear at the given instant torque of 50 N-m is equated to the first input torque/maximum torque of 150 N-m. This cumulative revolutions of the first gear of 1 revolution may be recorded and stored.

Further, if the user drives the vehicle at speeds of 25 km/hour for another 15 seconds, the instant torque by the engine (13) may increase to around 65 N-m and the total number of revolutions of the first gear may also increase to 498 revolutions. The cumulative revolutions of the first gear are calculated by equating the determined number of revolutions of the first gear at the given instant torque of 65 N-m to the first input torque/maximum torque of 150 N-m. Consequently, the cumulative revolutions of the first gear may reduce. In an exemplary embodiment, the cumulative revolutions of the first gear may reduce to around 5 revolutions when the determined number of revolutions of the first gear at the given instant torque of 65 N-m is equated to the first input torque/maximum torque of 150 N-m. Further, the above estimated cumulative revolutions of the first gear of one revolution when the vehicle was travelling for 10 seconds at 50 N-m of torque may be added with the cumulative revolutions of the first gear of 5 revolutions obtained when the vehicle was travelling for 15 seconds at 65 N-m of torque. Consequently, the total number of revolutions during the combined vehicle travelling time of 35 seconds (10+15) may be 6 revolutions (1+5). Thus, in the above illustrated manner, the control unit (3) may constantly determine cumulative revolutions for each gear individually in the gearbox (1) and the axle (2). The determined cumulative revolutions for each gear in the gearbox (1) and the axle (2) may be added and stored.

The control unit (3) in the step of 205 may compare the cumulative revolutions of each gear with the corresponding pre-determined threshold revolution for the corresponding gear. For instance, if the pre-determined threshold revolution for the first gear is 95000 revolutions, the control unit (3) may compare the cumulative revolutions of the first gear with the pre-determined threshold revolution of 95000 revolutions for first gear. Upon comparison, if the cumulative revolutions of the first gear are lesser than the pre-determined threshold revolution of 95000 revolutions for first gear, the control unit proceeds to the step 207. The control unit (3) in the step 207 may store the cumulative revolutions of the gear. For instance, if the cumulative revolutions of the first gear are 1000 revolutions and the recently determined cumulative revolutions of the first gear is 70 revolutions, the control unit (3) may add the previous 1000 revolutions with the recently determined 70 cumulative revolutions to a total of 1070 revolutions for the first gear. The control unit (3) may constantly add the cumulative revolutions in real time as the vehicle is being traversed. The control unit (3) may add the cumulative revolutions and may store the cumulative revolutions for all the gears in the gearbox (1) and the axle (2) in the above-described manner.

Upon comparison, if the cumulative revolutions of the first gear are greater than the pre-determined threshold revolution of 95000 revolutions for first gear, the control unit (3) proceeds to the step 208. The control unit (3) may interpret in the step 205 that the first gear is nearing the end of its operational life since, the cumulative revolutions of the first gear are greater than the pre-determined threshold revolution of 95000 revolutions for first gear. Consequently, the control unit (3) may operate the indication unit (208) to provide an indication to the user that the first gear is nearing the end of its life and may have to be replaced. The control unit (3) may also provide indications of the remaining life for the first gear in terms of remaining kilometers that the vehicle may be traversed/operated before the first gear is to be repaired/replaced. The control unit (3) may in the above-described manner, calculate the cumulative revolutions for all the gears in the gearbox (1) and the axle (2). The calculated cumulative revolutions for all the gears in the gearbox (1) and the axle (2) may be compared with the corresponding pre-determined threshold revolutions of each of the gears. Subsequently, the control unit (3) may provide an indication for each of the gears if the cumulative revolutions for any one of the gears is greater than its corresponding pre-determined threshold revolution. In an embodiment, the control unit (3) may provide colored indications based on the severity of the damage to the gears in the gearbox (1) and the axle (2). For instance, an orange light may be indicated by the indication unit (12) if the cumulative revolutions of the first gear are 96000 which is partially greater than the pre-determined threshold revolutions of 95000 for the first gear. However, if the cumulative revolutions of the first gear are 99000 which is significantly greater than the pre-determined threshold revolutions of 95000 for the first gear and is closer to the value of 1,00,000, which is the total number of revolutions after which the first gear will complete its lifetime usage, the control unit (3) may provide an indication with a red light through the indication unit (12). The same may signify the severity of the damage to the first gear. The control unit (3) may provide indications in the above-described manner to all the gears in the gearbox (1) and the axle (2).

The control unit (3) in the step 206 check for the signal from the first oil level sensor (10) and the second oil level sensor (11) in the gearbox (1) and the axle (2) respectively. The first oil level sensor (10) may be configured to transmit a signal to the control unit (3) when the oil level in the gearbox (1) drops below a pre-determined threshold oil level. The control unit (3) may receive this signal from the first oil level sensor (10) and may interpret this signal as shortage/lack of oil in the gearbox (1). Similarly, the second oil level sensor (11) may be configured to transmit a signal to the control unit (3) when the oil level in the axle (2) drops below a pre-determined threshold oil level. The control unit (3) may receive this signal from the second oil level sensor (11) and may interpret this signal as shortage/lack of oil in the axle (2). The control unit (3) may proceed to the step of 208 if at least one signal is received from the first oil level sensor (10) and the second oil level sensor (11) which corresponds to the shortage/lack of oil in the gearbox (1) and the axle (2) respectively. The control unit (3) may subsequently provide an indication to the user through the indication unit (12) on the lack of oil in the gearbox (1) and the axle (2). However, if the control unit (3) does not receive any signal from the first oil level sensor (10) and the second oil level sensor (11), the control unit (3) may revert to the step of 200.

The control unit (3) may provide an indication to the user through the indication unit (12) that the gears in the gearbox (1) and axle (2) is defective when at least one of the cumulative revolutions of each of the plurality of gears is greater than the pre-determined threshold revolution, when the frequency of the power train is greater than the pre-determined threshold frequency or when the control unit (3) receives a signal from the first sensor (10) and the second sensor (11) that the oil level in the powertrain (100) is lesser than the pre-determined threshold oil level. The control unit (3) may provide an indication to the user through the indication unit (12) that the gears in the gearbox (1) and axle (2) is defective when at least one of the conditions in the steps of 201, 205 and 206 are rendered to be true.

In an embodiment, the control unit (3) may include a receiving unit, a transmitting unit and a processing unit. The receiving unit may be configured to receive signals from various sensors of the system (300) whereas the transmitting unit may be configured to transmit indication signals to the indication unit (12). The processing unit of the control unit (3) may be configured to process/analyze the received signals.

The above illustrated examples with the particular values of frequency, revolutions, time, threshold limit values, torque values and other operational parameters are completely exemplary in nature. These particulars have been employed by means of an example for explanatory purposes and must not be considered as a limitation.

In an embodiment, the control unit (3) may specifically indicate the gear that is damaged in the gearbox (1) and the axle (2) by analyzing the frequency of vibration from the gearbox (1) and the axle (2). Consequently, the complete disassembly of the gearbox (1) and the axle (2) is not required for inspection of of the gearbox (1) and the axle (2). Further spare parts can be pre-planned. Thus, the repair and downtime of the vehicle is drastically reduced, and the repair costs are also reduced by avoiding the consequent damage to other parts

In an embodiment, by checking for three different parameters as described in steps of 201, 205 and 206, the control unit (3) provides an early indication to the user when the gears in the gearbox (1) and the axle (2) are damaged. Consequently, the user may replace/repair the corresponding gears and prevent any further damage to the parts within the gearbox (1) and axle (2). Thus, complete failure of the gearbox (1) and the axle (2) is avoided, and the repair costs are also reduced.

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:

Referral numeral Description
1 Gearbox
2 Axle
3 Control unit
4 Gear position detector
5 Speedometer
6 Odometer
7 Torque sensor
8 First accelerometer
9 Second accelerometer
10 First oil level sensor
11 Second oil level sensor
12 Indication unit
13 Engine
100 Power train
200-208 Method steps
, Claims:We Claim:

1. A method for monitoring health of a power train (100) of a vehicle, the method comprising:
receiving by a control unit (3), at least one signal from at least one sensor (4, 5, 6, 7), corresponding to a gear position, speed of the engine (13), distance travelled by the vehicle and input torque of the vehicle;
determining by the control unit (3), revolutions of each of a plurality of gears based on the gear position, speed of the engine (13), distance travelled by the vehicle and input torque of the vehicle;
determining by the control unit (3), cumulative revolutions of each of the plurality of gears from the determined revolutions of each of a plurality of gears;
comparing by the control unit (3), the cumulative revolutions of each of the plurality of gears with a pre-determined threshold revolution for each of the plurality of gears;
receiving by the control unit (3), a signal corresponding to vibration amplitude of the power train from at least one accelerometer (8, 9) mounted on the power train (100);
comparing by the control unit (3), the vibration amplitude of the power train (100) with a pre-determined threshold vibration amplitude;
indicating by the control unit (3), a defective state of the power train (100) when at least one of the cumulative revolutions of each of the plurality of gears is greater than the pre-determined threshold revolution and the frequency of the power train is greater than the pre-determined threshold revolutions and frequency.

2. The method as claimed in claim 1 wherein, the control unit (3) determines the revolution of each of the plurality of gears in the power train (100) for a pre-determined time.

3. The method as claimed in claim 1 wherein, the pre-determined threshold revolution is estimated for a first input torque.

4. The method as claimed in claim 3 wherein, the pre-determined threshold revolution is estimated for a plurality of distance travelled by the vehicle and at each of the gear position of the vehicle.

5. The method as claimed in claim 1 wherein, the revolution of each of the plurality of gears determined in real time speed of the vehicle and real time torque of the vehicle is adjusted to a corresponding revolution at the first input torque of the vehicle.

6. The method as claimed in claim 3 wherein, the first input torque is the permissible torque at each of the gear positions of the vehicle.

7. The method as claimed in claim 1 wherein, the pre-determined threshold revolution is a value that is proximal to a value of total revolutions required for the lifetime of of each of the plurality of gears in the powertrain for the application.

8. The method as claimed in claim 1 wherein, determining the health of the powertrain includes determining the health of the gearbox (1) and the axle (2) in the powertrain (100) of the vehicle.

9. The method as claimed in claim 1 wherein, the control unit (3) individually determines the health of each of the plurality of gears in the powertrain (100) based on the frequency of vibration from the powertrain (100).

10. The method as claimed in claim 9 wherein, the control unit (3) individually determines a defective gear from each of the plurality of gears when the received order is at least one of equal to and greater than a pre-determined threshold order for each of the plurality of gears.

11. The method as claimed in claim 1, comprises:
receiving by the control unit (3), a signal corresponding to an oil level below a pre-determined threshold oil level in the power train (100) from at least one oil level sensor (10, 11) accommodated in the power train (100); and
indicating by the control unit (3), the defective state of the power train (100) when the oil level of the power train (100) is lower than the pre-determined threshold oil level.

12. A system (300) for monitoring health of a power train (100) of a vehicle, the system (300) comprising:
at least one accelerometer (8, 9) mounted to the powertrain (100) for measuring vibration amplitude and frequency of vibration from the powertrain (100);
at least one oil level sensor (10, 11) provided in the powertrain (100) for determining oil level in the powertrain (100);
a control unit (3) communicatively coupled to the at least one accelerometer (8, 9) and the at least one oil level sensor (10, 11) wherein, the control unit (3) is configured to:
receive, at least one signal from at least one sensor (4, 5, 6, 7), corresponding to a gear position, speed of the engine (13), distance travelled by the vehicle and input torque of the vehicle;
determine, revolutions of each of a plurality of gears based on the gear position, speed of the engine (13), distance travelled by the vehicle and input torque of the vehicle;
determine, cumulative revolutions of each of the plurality of gears from the determined revolutions of each of a plurality of gears;
compare, the cumulative revolutions of each of the plurality of gears with a pre-determined threshold revolution for each of the plurality of gears;
receive, a signal corresponding to vibration amplitude and frequency of the power train from the at least one accelerometer (8, 9) mounted on the power train (100);
compare, the order of the power train (100) with a pre-determined threshold order;
indicate, a defective state of the power train (100) when at least one of the cumulative revolutions of each of the plurality of gears is greater than the pre-determined threshold revolution and the frequency of the power train is greater than the pre-determined threshold frequency.