Vehicle driveline balancing

• US 5,431,049 A
• Filed: 06/27/1994
• Issued: 07/11/1995
• Est. Priority Date: 06/27/1994
• Status: Expired due to Term

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Motor Company
• Inventors: Kopp, Gary E.
• Primary Examiner(s): Williams, Hezron E.
• Assistant Examiner(s): Oda, Christine K.
• Application Number:
  US08/265,869
• Time in Patent Office: 379 Days
• Field of Search: 73/457, 73/458, 73/459, 73/579, 73/593
• US Class Current: 73/457
• CPC Class Codes: G01M 1/28 with special adaptations for determining imbalance of the body in situ, e.g. of vehicle wheels
• CPC Class Codes: G01M 13/028 Acoustic or vibration analysis

Abstract

A method and system for balancing an automotive vehicle driveline (10) after it has been installed into a vehicle (8). An impact hammer and a system analyzer (36) are used to determine a frequency response function at each end of a driveshaft (16). From this, a critical frequency of rotation is determined for the driveshaft (16) for that particular model of vehicle (8) and driveline (10). Each vehicle (8) that comes off of an assembly line can now have a balance test performed on it using accelerometers (44 and 46) and a phase angle measurement. Combining the measurement with the frequency response function, the imbalance of the driveline is determined and compared to a predetermined limit to determine if correction masses need to be added. If so, a determination of the amount of mass needed and the orientation is made.

Claims

1. A method of balancing a driveshaft assembled into an automotive vehicle having a transmission coupled to an engine and the driveshaft, extending between the transmission and a drive axle, having drive wheels mounted thereon, comprising the steps of:

(a) determining a frequency response function at a first end and a frequency response function at a second end of the driveshaft;

(b) determining the critical value of frequency response and lag angle for each of the frequency response functions and their corresponding critical frequencies;

(c) determining a first critical speed for the drive wheels of the vehicle corresponding to the first end of the driveshaft;

(d) rotating the drive wheels at the first critical speed;

(e) measuring vibrational acceleration and acceleration phase angle corresponding to the vibrational acceleration at the first end of the driveshaft;

(f) calculating a value of imbalance for the first end; and

(g) calculating an amount of mass to add to the first end of the driveshaft to correct the imbalance and the mass phase angle at which to place the mass.

2. A method according to claim 1 further comprising:

(h) determining a second critical speed for the drive wheels corresponding to the second end of the driveshaft;

(i) rotating the drive wheels at the second critical speed;

(j) measuring the vibrational acceleration and acceleration phase angle corresponding to the vibrational acceleration at the second end of the driveshaft;

(k) calculating a value of imbalance for the second end of the driveshaft; and

(l) calculating an amount of mass to add to the second end of the driveshaft and the mass phase angle at which to place the mass.

3. A method according to claim 2 further comprising the step of repeating steps (d) through (g) and steps (i) through (l) for a plurality of vehicles.

4. A method according to claim 1 further comprising the step of repeating steps (d) through (g) for a plurality of vehicles.

5. A method according to claim 2 wherein step (c) comprises driving the vehicle on a road test and during the road test taking data to determine the first critical speed of the drive wheels;

and step (h) comprises driving the vehicle on a road test and during the road test taking data to determine the second critical speed of the drive wheels.

6. A method according to claim 2 wherein step (c) comprises determining the maximum value of the frequency response function for the first end of the driveshaft and a frequency corresponding to the maximum value of the frequency response function, using the corresponding frequency as a rotational velocity of the driveshaft, and converting the rotational velocity into a corresponding first speed of the drive wheels;

and step (h) comprises determining the maximum value of the frequency response function for the second end of the driveshaft and a frequency corresponding to the maximum value of the frequency response function, using the corresponding frequency as a rotational velocity of the driveshaft, and converting the rotational velocity into a corresponding second speed of the drive wheels.

7. A method according to claim 2 wherein the driveshaft includes at least two pieces, and one joint connected between each pair of the at least two pieces connecting the pair end to end, and the method further comprises:

(m) determining a frequency response function for the end of each of the at least two pieces of the driveshaft that connect to the one joint between each pair of the at least two pieces; and

(n) determining the critical value of the frequency response function and lag angle for each of the frequency response functions and their corresponding critical frequencies.

8. A method according to claim 7 further comprising:

(o) determining a critical speed for the drive wheels for the end of each of the at least two pieces of the driveshaft that connect to the one joint between each pair of the at least two pieces;

(p) rotating the drive wheels at one of the critical speeds corresponding to the end of one of the at least two pieces of the driveshaft that connects to the one joint connected to this one end;

(q) measuring vibrational acceleration and acceleration phase angle corresponding to the vibrational acceleration at the end of the one of the at least two pieces corresponding to this critical speed;

(r) calculating a value of imbalance for this end of the one of the at least two pieces;

(s) calculating an amount of mass to add to this end of the one of the at least two pieces of the driveshaft to correct the imbalance and a mass phase angle at which to place the mass; and

(t) repeating steps (p) through (s) for the other ends of the at least two pieces of the driveshaft connected to the one joint connected between each pair of pieces.

9. A method according to claim 1 wherein step (g) comprises:

dividing the value of imbalance into a radius of the driveshaft to determine the mass needed; and

adding 180 degrees to the acceleration phase angle and subtracting the lag angle to determine the mass phase angle.

10. A method according to claim 9 wherein step (f) comprises:

determining a generated force (F) by dividing the measured vibrational acceleration by the magnitude of the frequency response function corresponding to the driveshaft rotational frequency; and

determining the imbalance (Mr) by the equation Mr=F/(4*π

² *(freq)²), where (freq) is the rotational frequency of the driveshaft.

11. A method according to claim 10 further comprising:

(l) determining a critical speed for the drive wheels for a second end of the driveshaft;

(m) rotating the drive wheels at the critical speed;

(n) measuring the vibrational acceleration and acceleration phase angle corresponding to the vibrational acceleration at the second end of the driveshaft;

(o) determining a generated force (F) by dividing the measured vibrational acceleration by the magnitude of the frequency response function corresponding to the driveshaft rotational frequency; and

(p) determining the value of imbalance for the second end of the driveshaft (Mr) by the equation Mr=F/(4*π

² *(freq)²), where (freq) is the rotational frequency of the driveshaft at the critical speed of the drive wheels for the second end of the driveshaft;

(q) dividing the value of imbalance for the second end of the driveshaft into the radius of the driveshaft to determine the amount of mass to add to the second end of the driveshaft; and

(r) adding 180 degrees to the acceleration phase angle and subtracting the lag angle to determine the mass phase angle at which to place the mass at the second end of the driveshaft.

12. A method according to claim 11 comprising the step of repeating steps (d) through (g) and steps (i) through (r) for a plurality of vehicles.

13. An automotive vehicle driveline balancing system for balancing a driveshaft having at least one piece that is assembled into an automotive vehicle having a transmission coupled to an engine and the driveshaft, extending between the transmission and a drive axle, having drive wheels mounted thereon, the system comprising:

means for determining a frequency response function at a first end and a frequency response function at a second end of the driveshaft;

means for determining the critical value of frequency response and lag angle for each of the frequency response functions and their corresponding critical frequencies;

means for determining a first critical speed for the drive wheels of the vehicle for the first end of the driveshaft;

means for rotating the drive wheels at the first critical speed;

means for measuring vibrational acceleration and acceleration phase angle corresponding to the vibrational acceleration at the first end of the driveshaft;

means for calculating a value of imbalance for the first end; and

means for calculating an amount of mass to add to the first end of the driveshaft to correct the imbalance and a mass phase angle at which to place the mass.

14. A balancing system according to claim 13 comprising:

means for determining a second critical speed for the drive wheels for the second end of the driveshaft;

means for rotating the drive wheels at the second critical speed;

means for measuring the vibrational acceleration and acceleration phase angle corresponding to the vibrational acceleration at the second end of the driveshaft;

means for calculating a value of imbalance for the second end of the driveshaft; and

means for calculating an amount of mass to add to the second end of the driveshaft and a mass phase angle at which to place the mass.

15. A balancing system according to claim 14 wherein the driveshaft includes at least two pieces, and one joint connected between each pair of the at least two pieces connecting the pair end to end, the system further comprising:

means for determining a frequency response function for the end of each of the at least two pieces of the driveshaft that connect to the one joint between each pair of the at least two pieces; and

means for determining the critical value of the frequency response function and lag angle for each of the frequency response functions and their corresponding critical frequencies.