Active vibration cancellation of gear mesh vibration

• US 6,865,466 B2
• Filed: 02/28/2001
• Issued: 03/08/2005
• Est. Priority Date: 04/27/2000
• Status: Expired due to Term

• Current Assignee: American AXLE & Manufacturing Incorporated (American AXLE & Manufacturing Holdings Incorporated)
• Original Assignee: American AXLE & Manufacturing Incorporated (American AXLE & Manufacturing Holdings Incorporated)
• Inventors: Geissinger, Matt, Heaton, Jeffrey N., Sagady, Daniel V., Dudley, Rachel, Schankin, David P., Voight, Michael A.
• Primary Examiner(s): Chin, Gary
• Application Number:
  US09/796,205
• Publication Number:
  US 20040054455A1
• Time in Patent Office: 1,469 Days
• Field of Search: 701/1, 701/29, 701/53, 701/111, 702/56, 745/74
• US Class Current: 701/53
• CPC Class Codes: F16F 15/02 Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems F16F15/005 takes precedence ; layered products B32B; suppression of vibration in ships B63; relieving load on bearings, using magnetic means F16C39/06

Abstract

A drivetrain component assembly comprising a drivetrain structure, means for generating a reference signal indicative of a frequency with which the drivetrain structure vibrates during operation of the drivetrain structure, at least one actuator coupled to the drivetrain structure, at least one sensor operable for monitoring vibrations transmitted from the drivetrain structure and producing a sensor signal in response thereto and a controller coupled to the at least one actuator and the at least one sensor. The controller receives the sensor and reference signals and generates an actuator signal in response thereto. The at least one actuator receives the actuator signal and generates a canceling vibration in the drivetrain structure in response thereto. The canceling vibration has a predetermined frequency and amplitude to substantially cancel-out vibrations in a predetermined bandwidth that are generated during the operation of the drivetrain structure. A method for analyzing the effect of a drivetrain component on a level of noise, vibration and harshness transmitted to a vehicle passenger compartment is also provided.

Claims

1. A vehicle comprising:

a vehicle body defining a vehicle passenger compartment;

a drivetrain assembly having a rotatable torque-transmitting component;

a support member coupling the vehicle body to the drivetrain assembly, the support member forming a transmission path along which vibrations produced by the drivetrain assembly during the operation of the vehicle are transmitted to the vehicle body;

a speed sensor for sensing a rotational speed of a component having a speed that is related to a speed of the torque-transmitting component;

at least one actuator coupled to the drivetrain assembly;

at least one sensor operable for monitoring the vibrations transmitted from the drivetrain assembly and producing a sensor signal in response thereto; and

a controller coupled to the at least one actuator and the at least one sensor, the controller receiving the sensor and reference signals, the controller predicting a frequency and amplitude at which the drivetrain assembly vibrates based on the rotational speed of the component and generating an actuator signal in response thereto;

wherein the at least one actuator receives the actuator signal and generates a canceling vibration in the drivetrain assembly in response thereto, the canceling vibration having a predetermined frequency and amplitude to substantially cancel-out the vibrations in a predetermined bandwidth that are generated during the operation of the drivetrain assembly to thereby prevent the vibrations generated during the operation of the drivetrain assembly from being transmitted to the vehicle passenger compartment;

wherein the controller selectively varies a set of filter weights that are employed to generate the actuator signal based on the sensor signal; and

wherein the controller does not generate the actuator signal until the vehicle has, achieved a predetermined vehicle speed wherein said predetermined vehicle speed is at least about 25 miles per hour.

2. The vehicle of claim 1, wherein the drivetrain assembly is an axle assembly.

4. The vehicle of claim 1, wherein the at least one sensor is coupled to the support member and monitors the vibrations transmitted from the drivetrain assembly to the support member.

5. The vehicle of claim 4, wherein the at least one sensor is positioned on the support member at a position corresponding to an anti-node on the support member.

6. The vehicle of claim 1, wherein the at least one actuator is positioned on the drivetrain assembly at a position corresponding to an anti-node on the drivetrain assembly.

3. The vehicle of claim 3, wherein the axle assembly includes a propshaft and an axle shaft and wherein the speed sensor generates a signal that is indicative of the rotational speed of one of the propshaft and the axle shaft.

7. A drivetrain system comprising:

a drivetrain assembly including a rotatable torque-transmitting component;

a speed sensor for sensing a rotational speed of a component having a speed that is related to a speed of the torque-transmitting component;

at least one actuator coupled to the drivetrain assembly; and

a controller coupled to the at least one actuator and the speed sensor, the controller predicting a frequency and amplitude at which the drivetrain assembly vibrates based on the rotational speed of the component and generating an actuator signal in response thereto;

wherein the at least one actuator receives the actuator signal and generates a canceling vibration in the drivetrain assembly in response thereto, the canceling vibration having a predetermined frequency and amplitude to substantially cancel-out the vibrations in a predetermined bandwidth that are generated during the operation of the drivetrain assembly; and

wherein the at least one actuator is not operated to cancel out vibration in the drivetrain assembly until the speed of the torque-transmitting component has achieved a predetermined speed, wherein said predetermined vehicle speed is at least about 25 miles per hour.

8. The drivetrain system of claim 7, wherein the actuator signal is indicative of a difference between the vibrations generated during the operation of the drivetrain assembly and the vibrations generated by the at least one actuator.

9. The drivetrain system of claim 8, wherein the controller employs an algorithm to determine a revised set of filter weights for modifying the actuator signal.

10. The drivetrain system of claim 9, wherein the algorithm is a least-mean-square algorithm.

11. The drivetrain system of claim 10, wherein the least-mean-square algorithm analyzes the predicted frequency and amplitude of the canceling vibration and the difference between the vibrations generated during the operation of the drivetrain assembly and the vibrations generated by the at least one actuator to determine the set of filter weights.

12. The drivetrain system of claim 9, wherein the algorithm analyzes the predicted frequency and amplitude of the canceling vibration, the difference between the vibrations generated during the operation of the drivetrain assembly and the vibrations generated by the at least one actuator and a desired output to determine the set of filter weights.

13. The drivetrain system of claim 12, wherein the set of filter weights is employed by a filter to determine the frequency and amplitude of the canceling vibration.

14. The drivetrain system of claim 13, wherein the filter is a finite impulse response filter.

15. The drivetrain system of claim 9, wherein the set of filter weights includes a first weight for a current sample of a reference signal and a second weight for a previous sample of the reference signal.

16. The drivetrain system of claim 9, wherein the set of filter weights are employed by a finite impulse response filter to determine the frequency and amplitude of the canceling vibration.

17. The drivetrain system of claim 9, wherein the controller selects a filter weight from a plurality of said filter weights based on the actuator signal.

18. The drivetrain system of claim 7, wherein the at least one actuator includes a piezo-electric device for exerting a force onto the drivetrain assembly in response to the actuator signal.

19. The drivetrain system of claim 7, wherein the at least one actuator includes a magnetostrictive material for exerting a force onto the drivetrain assembly in response to a changing magnetic field produced in response to the actuator signal.

20. The drivetrain system of claim 7, further comprising at least one sensor operable for monitoring the vibrations transmitted from the drivetrain assembly and producing a sensor signal in response thereto, the sensor signal being received by the controller and the controller selectively varying the actuator signal in response thereto.

21. The drivetrain system of claim 7, wherein the drivetrain assembly is an axle assembly.

22. A vehicle drivetrain system comprising:

an axle assembly having a propshaft and an axle shaft;

an actuator coupled to the axle assembly; and

a controller coupled to the actuator, the controller predicting a frequency and amplitude at which the axle assembly vibrates based on a rotational speed of at least one of the propshaft and the axle shaft and generating an actuator signal in response thereto;

wherein the actuator receives the actuator signal and generates a canceling vibration in the axle assembly in response thereto, the canceling vibration having a predetermined frequency and amplitude to substantially cancel-out the vibrations in a predetermined bandwidth that are generated during the operation of the axle assembly; and

wherein the actuator includes a magnetostrictive material for exerting a force onto the axle assembly in response to a changing magnetic field produced in response to the actuator signal.

wherein the actuator is not operated to cancel-out the vibrations until the rotational speed of the at least one of the propshaft and the axle shaft has achieved a predetermined speed, wherein said predetermined speed is at least about 25 miles per hour.