A method for monitoring remaining useful life (RUL) of an actuation system in a vehicle that includes receiving position data of the actuation system from a position sensor, maintaining a total distance traveled for the actuation system, and calculating the RUL of the actuation system. The calculating includes estimating force data using an output variable estimator, determining motor torque, weighing the estimated force data using a confidence level, predicting a total life of the actuation system based on the weighted force data, and comparing the predicted total life with the total distance traveled to determine the remaining useful life.

Conditioning monitoring is provided for rotating components in gearboxes that accounts for gear system dynamics, allowing for improved analysis. A rotation rate for the component is generated from vibration data by estimating the rotation rate based on a tachometer measurement of another shaft and the shaft ratio. This estimated rotation rate is used, together with the known configuration of the component, to estimate a known gear mesh frequency of the component. By filtering for a range of frequencies around the gear mesh frequency based on variation in the shaft rate, the gear mesh frequency can be determined and from that signal, an actual rotation rate for the component can be determined. The actual or determined rotation rate can then be used in deriving an analytic vibration spectrum for the component that is not degraded due to gear system dynamics effects.

Conditioning monitoring is provided for rotating components in gearboxes that accounts for gear system dynamics, allowing for improved analysis. A rotation rate for the component is generated from vibration data by estimating the rotation rate based on a tachometer measurement of another shaft and the shaft ratio. This estimated rotation rate is used, together with the known configuration of the component, to estimate a known gear mesh frequency of the component. By filtering for a range of frequencies around the gear mesh frequency based on variation in the shaft rate, the gear mesh frequency can be determined and from that signal, an actual rotation rate for the component can be determined. The actual or determined rotation rate can then be used in deriving an analytic vibration spectrum for the component that is not degraded due to gear system dynamics effects.

A cycloidal transmission for a drive includes a housing, a drive shaft, an eccentric, a cam plate, a pin plate, an output shaft, and a torque detection mechanism. The housing includes a first bearing, a second bearing, and a rolling ring. The drive shaft is rotatably mounted in the first bearing. The eccentric is fixedly connected to the drive shaft. The cam plate is driven by the eccentric. The cam plate is configured to roll in the rolling ring. Pins of the pin plate are configured to engage holes of the cam plate, so that the pin plate is driven by the cam plate. The output shaft is fixedly connected to the pin plate. The output shaft is rotatably mounted in the second bearing. The torque detection mechanism is between the first bearing and the second bearing and configured to detect the torque of the output shaft.

An estimation device includes mixed amount acquisition part 110, 201 configured to acquire a foreign matter mixed amount in a fluid that lubricates meshing elements G1 to G4, a fatigue damage degree estimation unit 202 configured to estimate fatigue damage degrees received by the meshing elements G1 to G4 per unit traveling of a vehicle based on the acquired foreign matter mixed amount, and a cumulative fatigue damage degree estimation unit 203 configured to estimate cumulative fatigue damage degrees of the meshing elements G1 to G4 based on the estimated fatigue damage degrees and at least one of a traveling distance and traveling time of the vehicle.

An estimation device includes mixed amount acquisition part 110, 201 configured to acquire a foreign matter mixed amount in a fluid that lubricates meshing elements G1 to G4, a fatigue damage degree estimation unit 202 configured to estimate fatigue damage degrees received by the meshing elements G1 to G4 per unit traveling of a vehicle based on the acquired foreign matter mixed amount, and a cumulative fatigue damage degree estimation unit 203 configured to estimate cumulative fatigue damage degrees of the meshing elements G1 to G4 based on the estimated fatigue damage degrees and at least one of a traveling distance and traveling time of the vehicle.

A gear assembly includes a first gear and a second gear. The first gear rotates about a first axis, and includes a first plurality of teeth and a first surface extending circumferentially and carried by the first plurality of teeth. The first surface is electrically conductive. The second gear rotates about a second axis and is operably connected to the first gear. The second gear includes an electrically conductive element, a second plurality of teeth, and a second surface extending circumferentially and carried by the second plurality of teeth. The second surface is electrically nonconductive. The electrically conductive element includes a plurality of feelers with each feeler projecting radially outward and into a respective tooth of the second plurality of teeth.

A gear assembly includes a first gear and a second gear. The first gear rotates about a first axis, and includes a first plurality of teeth and a first surface extending circumferentially and carried by the first plurality of teeth. The first surface is electrically conductive. The second gear rotates about a second axis and is operably connected to the first gear. The second gear includes an electrically conductive element, a second plurality of teeth, and a second surface extending circumferentially and carried by the second plurality of teeth. The second surface is electrically nonconductive. The electrically conductive element includes a plurality of feelers with each feeler projecting radially outward and into a respective tooth of the second plurality of teeth.

A monitoring device and a method for operating an idling automatic transmission of a motor vehicle having a torque converter which includes at least one pump wheel and a turbine wheel that are designed to transmit torque hydrodynamically from one to the other. The method includes at least the following steps of: determining a rotational speed of the turbine wheel; determining a load on the motor of the motor vehicle; and recognizing whether there is a blockage in the drive-train of the motor vehicle or whether the torque converter is running dry, as a function of the turbine rotational speed and the motor load detected.

A planetary reducer contains: a sun gear rod, a gear assembly, a first external gear, and a second external gear. The sun gear rod includes an extension and a toothed section. The gear assembly includes a post, a first planetary gear, and a second planetary gear. Some of multiple teeth of the first planetary gear and some of multiple teeth of the second planetary gear expose outside the post. A number of the multiple teeth of the first planetary gear is different from a number of the multiple teeth of the second planetary gear. The first external gear includes a first surrounding portion and a first toothed portion which meshes with the first planetary gear. The second external gear includes a second surrounding portion and a second toothed portion which meshes with the second planetary gear.