Method and system for dynamic testing of a vehicle exhaust system in a rigid frame test fixture

• US 6,304,829 B1
• Filed: 02/22/1999
• Issued: 10/16/2001
• Est. Priority Date: 02/22/1999
• Status: Expired due to Fees

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Olson, David W., Elsenety, Nabih Wassef, Fricke, David M., Whittle, Bruce Howard, Alanoly, James, Page, Arthur J.
• Primary Examiner(s): Hoff, Marc S.
• Assistant Examiner(s): HANG, DINH T
• Application Number:
  US09/253,707
• Time in Patent Office: 967 Days
• Field of Search: 702/23, 702/24, 702/115, 702/121, 702/32, 702/73, 702/113, 702/170, 702/183, 702/145, 702/108, 702/33, 702/130, 702/196, 73/233.1, 701/29, 602/74
• US Class Current: 702/113
• CPC Class Codes: G01M 15/042 by monitoring a single specific parameter not covered by groups G01M15/06 - G01M15/12
• CPC Class Codes: G01M 7/022 Vibration control arrangements, e.g. for generating random vibrations

Abstract

A method and system are provided for generating engine attachment control boundary conditions and corresponding control signals for an exhaust system laboratory test fixture which accurately reproduce both the dynamic behavior of a vehicle powertrain during operation, and the dynamic behavior of the vehicle frame during operation in the area where the exhaust system is attached to the vehicle frame. Road load data is collected in vertical, lateral, and longitudinal directions on the vehicle frame during vehicle operation at each of the locations where the exhaust system attaches. In addition, temperature and thermal cycling data are also collected during operation of the vehicle. The road load data is used to determine a best fit rigid body model. Accelerometer locations and directions are determined from statistical analysis and ranking to find the measures best fitting the determined rigid body. This information is then used to generate the test boundary conditions and control signals to be input to the test fixture. Thermal profiles are generated based on the collected temperature data to form input control signals to control heating of the exhaust system during testing. The generated thermal profiles allow simulation of real-world thermal stresses caused by hot exhaust gases.

Claims

1. A method for generating engine attachment control boundary conditions and corresponding actuator control signals for an exhaust system laboratory test fixture comprising:

collecting actual acceleration road load data for both a vehicle frame at each of the locations where the exhaust system attaches to the vehicle frame, and relative displacement or acceleration data for a vehicle powertrain relative to the vehicle frame;

obtaining vehicle coordinates for test fixture accelerometer locations by identifying the vehicle coordinates that define the locations and directions on the vehicle frame at which the actual acceleration road load data was collected;

performing a rigid body analysis by applying the actual acceleration road load data and the identified vehicle coordinates in a statistical multiple linear regression analysis to define a rigid body that fits the road load acceleration data at the vehicle coordinates;

verifying the fit of the defined rigid body;

determining boundary conditions on the test fixture by selecting a set of accelerometer locations and directions which best fit the defined rigid body; and

determining the actuator control signals based on the determined boundary conditions in combination with a first control model arranged to control frame motion relative to a test floor.

2. The method of claim 1 wherein determining boundary conditions comprises selecting road load data using a statistical measure of fit to define the locations and directions that best fit the defined rigid body.

3. The method of claim 2 wherein the statistical measure of fit comprises an R² correction coefficient analysis.

4. The method of claim 2 further comprising ranking the selected road load data in order of significance.

5. The method of claim 2 wherein the top six data locations and directions are selected.

6. The method of claim 1 wherein determining boundary conditions comprises forming a Fisher Information Matrix representing the system based on the locations and directions of the measurements.

7. The method of claim 6 further comprising sorting the rows of the matrix based on their respective contribution to the rank of the matrix, and selecting the data corresponding to higher rows in the matrix.

8. The method of claim 1 wherein collecting road load data comprises collecting acceleration road load data in the vertical, lateral, and longitudinal directions on a vehicle frame during vehicle operation at each of the locations where the exhaust system attaches to the vehicle frame.

9. The method of claim 8 wherein collecting road load data further comprises collecting relative displacement or acceleration data for the powertrain to define a six degrees of freedom rigid body motion with respect to the local vehicle frame.

10. The method of claim 9 wherein determining the actuator control signals comprises simultaneously using the first and second control models with the determined boundary conditions.

11. The method of claim 8 wherein collecting road load data further comprises collecting point acceleration data for the powertrain to define an absolute six degrees of freedom rigid body motion.

12. The method of claim 11 wherein determining the actuator control signals comprises by first developing the frame control signals without applied powertrain motion, and then determining a powertrain boundary condition error which exists when the frame system is driven to determine a correct simulated powertrain test motion.

13. The method of claim 1 further comprising:

collecting data representative of actual exhaust system temperature and thermal cycling produced during operation of a vehicle;

generating a set of at least one thermal profile; and

heating the exhaust system attached to the test fixture based on the generated set of thermal profiles.

14. The method of claim 1 further comprising determining whether to operate the test fixture to simulate the effect of the vehicle powertrain being attached to the vehicle frame based on the rigid body analysis, and determining the actuator control signals based on the determined boundary conditions in combination with a second control model arranged to control powertrain motion relative to the frame if the test fixture is to be operated as though the powertrain were attached to the frame.

15. The method of claim 14 further comprising determining to operate the test fixture as though the powertrain were not attached to the frame if the vehicle is determined to not behave like a rigid body.

16. The method of claim 1 further comprising selecting whether to use a fabricated frame rail or a rigid body mass table as the type of test fixture.

17. A system for generating engine attachment control boundary conditions and corresponding actuator control signals for an exhaust system laboratory test fixture, wherein the test fixture includes a set of accelerometers mounted thereon and controlled by the actuator control signals to test a vehicle exhaust system mounted to the fixture, wherein the system comprises:

a data collection subsystem arranged to collect actual acceleration road load data for both a vehicle frame at each of the locations where the exhaust system attaches to the vehicle frame, and relative displacement or acceleration data for a vehicle powertrain relative to the vehicle frame;

control processor connected to the set of accelerometers and responsive to the collected data to obtain vehicle coordinates for a set of locations for the test fixture accelerometers by identifying the vehicle coordinates that define the locations and directions on the vehicle frame at which the actual acceleration road load data was collected, the control processor being further arranged to perform a rigid body analysis by applying the actual acceleration road load data and the identified vehicle coordinates in a statistical multiple linear regression analysis to define a rigid body that fits the road load acceleration data at the vehicle coordinates, determine boundary conditions on the test fixture by selecting a set of accelerometer locations and directions which best fit the defined rigid body, and determine the actuator control signals based on the determined boundary conditions in combination with a first control model arranged to control frame motion relative to a test floor.

18. The system of claim 17 wherein the set of actuators comprises six actuators.

19. The system of claim 18 wherein three actuators are arranged in a vertical direction, two actuators are arranged in a lateral direction, and one actuator is arranged in a longitudinal direction.

20. The system of claim 17 wherein the system further comprises a heat generating device connected to an exhaust system mounted on the fixture, wherein the data collection subsystem is further arranged to collect data representative of actual exhaust system temperature and thermal cycling produced during operation of a vehicle, and the control processor is further arranged to generate at least one thermal profile to control the heat generating device to heat the exhaust system attached to the test fixture based on the generated thermal profile.

21. The system of claim 17 wherein the control processor is further arranged to determine based on the rigid body analysis whether to operate the test fixture so as to simulate the effect of the vehicle powertrain being attached to the vehicle frame, and determine the actuator control signals based on the determined boundary conditions in combination with a second control model arranged to control powertrain motion relative to the frame.

22. The system of claim 17 wherein the test fixture comprises a fabricated frame rail test fixture.

23. The system of claim 17 wherein the test fixture comprises a rigid body mass table test fixture.