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WO2008111691A1 - Dispositif pour détecter des défauts de composants du châssis d'un véhicule - Google Patents

Dispositif pour détecter des défauts de composants du châssis d'un véhicule Download PDF

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Publication number
WO2008111691A1
WO2008111691A1 PCT/KR2007/001186 KR2007001186W WO2008111691A1 WO 2008111691 A1 WO2008111691 A1 WO 2008111691A1 KR 2007001186 W KR2007001186 W KR 2007001186W WO 2008111691 A1 WO2008111691 A1 WO 2008111691A1
Authority
WO
WIPO (PCT)
Prior art keywords
signals
defect
wheel
detecting
hub bearing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/KR2007/001186
Other languages
English (en)
Inventor
Jin Yong Kim
Ji Hun Park
Han Soo Yun
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Iljin Global Co Ltd
Original Assignee
Iljin Global Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Iljin Global Co Ltd filed Critical Iljin Global Co Ltd
Priority to PCT/KR2007/001186 priority Critical patent/WO2008111691A1/fr
Publication of WO2008111691A1 publication Critical patent/WO2008111691A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • G01M17/04—Suspension or damping

Definitions

  • the present invention generally relates to a device for detecting defects of chassis components in a vehicle. More particularly, the present invention relates to a device for detecting defects of chassis components (e.g., hub bearing, ball joint, toe alignment, wheel balance, etc.) in a vehicle and providing signals representing such defects to a driver, wherein the signals are oscillation phenomena generated in the defective chassis components and measured in real time by acceleration sensors mounted to a hub bearing or a knuckle.
  • chassis components e.g., hub bearing, ball joint, toe alignment, wheel balance, etc.
  • chassis components of a vehicle are constructed by wheels, brake disks, brake pads, hub bearing units, a driving shaft, steering knuckles, springs, a shock absorber, linkages, joints and a frame.
  • Fig. 1 is a perspective view showing conventional chassis components of a vehicle.
  • the conventional chassis components comprise the following: a hub bearing unit (2) supporting loads generated while a vehicle is moving (i.e., rotation, upper-lower load and forward-backward load of the vehicle) and loads generated while the vehicle is turning (e.g., horizontal and vertical loads in Z axis), wherein a tire (1) is coupled to a periphery of the hub bearing unit (2); a knuckle (3) supporting the hub bearing unit (2); a lower control arm (5) and an upper control arm (6), which connects between the knuckle (3) and a body of the vehicle with ball joints (4); and a shock absorber (8) having a coil spring (7) positioned at a periphery thereof for absorbing shocks to the body.
  • a hub bearing unit (2) supporting loads generated while a vehicle is moving (i.e., rotation, upper-lower load and forward-backward load of the vehicle) and loads generated while the vehicle is turning (e.g., horizontal and vertical loads in Z axis), wherein a tire (1) is coupled to
  • Fig. 2 is a schematic view showing a construction of a conventional hub bearing unit of the vehicle.
  • the conventional hub bearing unit includes a hub (1 1), an outer ring flange (12) mounted at one side of the hub, and a wheel speed sensor (13) for detecting a speed of the wheel.
  • Fig. 3 is a schematic view showing a structure of the wheel speed sensor of the conventional vehicle.
  • the wheel sensor (21) for said vehicle has circuit components (24) on a substrate (23). Further, a wheel speed sensor (22) and an acceleration sensor (25) are mounted on one side thereof.
  • the vehicle cannot drive when the hub bearing (2) exceeds a fatigue limit while driving, thereby causing a minute burning of a track (15). While the vehicle drives, a gap (22) of a ball (21) of a ball joint (4) increases gradually. If the gap becomes larger than a critical size, then noise and vibration occur. In the worst case scenario, disjoint, which can lead to dangerous situations such as a vehicle body collapse, can occur.
  • the above application relates to a method of diagnosing bearing failure by a critical value of acoustic signals when the signals exceed the critical condition.
  • the method of said application is disadvantageous since it cannot be easily applied to conditions subject to various noises produced when driving the vehicle.
  • the invention disclosed in said patent relates to self-diagnosis using an acceleration sensor and an embedded thermometer. However, it discloses only a general idea without providing any specific algorithm for detecting bearing defects.
  • the present invention is directed to improving the driver safety by diagnosing whether or not the chassis components are defective.
  • the objective of the present invention is to provide a device for detecting the defects of chassis components.
  • a device for detecting the defects of chassis components conducts a diagnosis with an algorithm for assessing the defects of chassis components by using acceleration signals detected at an outer ring of a hub bearing or a knuckle while the vehicle is moving. If the chassis components are detected to have defects, then a display unit will notify such defects to the driver.
  • the present invention provides a concrete means comprising the following: a data input portion for receiving 3 axis acceleration signals of vibration (71) and wheel speed signals (72) of each wheel at an outer ring of a hub bearing or a knuckle; a signal conditioner (73) including a low pass filter, amplifier and the like in order to receive the signals after removing a noise; a data arithmetic unit (74) having an algorithm for diagnosing defects of each chassis component by using the signals; and a defect display unit (77) for displaying the defects signal transmitted from the defects diagnosing portion (e.g., lighting system, navigation display, etc.).
  • a data input portion for receiving 3 axis acceleration signals of vibration (71) and wheel speed signals (72) of each wheel at an outer ring of a hub bearing or a knuckle
  • a signal conditioner (73) including a low pass filter, amplifier and the like in order to receive the signals after removing a noise
  • a data arithmetic unit (74) having an algorithm for diagnosing defects of each chassis component by
  • the device for detecting defects of chassis components in a vehicle can easily diagnose said defects by using acceleration signals and speed signals detected at the outer ring of the hub bearing while driving.
  • the present invention provides a useful effect in which the driver can easily and conveniently understand whether or not the vehicle has defects.
  • FIG. 1 is a schematic view showing a construction of a prior art suspension in a vehicle.
  • Fig. 2 is a schematic view showing a construction of a prior art hub bearing in a vehicle.
  • Fig. 3 is a schematic view showing a construction of a prior art wheel speed sensor in a vehicle.
  • Fig. 4 is a schematic view showing a construction of a prior art ball joint in a vehicle.
  • Fig. 5 is a view showing an abrasion of tires having defects in a toe alignment.
  • Fig. 6 is a view showing an oscillation of tires having defects in a wheel balance.
  • Fig. 7 is a block diagram of a device for detecting defects of chassis components according to the present invention.
  • Fig. 8 is a flow chart of an algorithm relating to detecting defects in a device for detecting defects of chassis components according to the present invention.
  • Fig. 9 shows a comparison between a normal signal and a defective signal in a hub bearing according to the present invention (in time axis).
  • Fig. 10 shows a comparison between a normal signal and a defective signal in a hub bearing according to the present invention (in frequency axis).
  • Fig. 1 1 shows a comparison between a normal signal and a defective signal in a ball joint according to the present invention (in time axis).
  • Fig. 12 shows a comparison between a normal signal and a defective signal in a ball joint according to the present invention (in frequency axis).
  • Fig. 13 shows a comparison between a normal signal and a defective signal in a toe alignment according to the present invention (in time axis).
  • Fig. 14 shows a comparison between a normal signal and a defective signal in a toe alignment according to the present invention (in frequency axis).
  • Fig. 15 shows a comparison between a normal signal and a defective signal in a wheel balance according to the present invention (in time axis).
  • Fig. 16 shows a comparison between a normal signal and a defective signal of a wheel balance according to the present invention (in frequency axis).
  • Fig. 7 is a block diagram of a device for detecting defects of chassis components according to the present invention.
  • Fig. 8 shows an algorithm relating to detecting defects in a device for detecting defects of chassis components according to the present invention. The following describes the algorithm for such detection.
  • the next step is performed. This step is for estimating whether the road surface is rough such as an unpaved road.
  • the next step is for sorting them out by the driving speed of the vehicle. If the vehicle is faster than 80km/h, then a hub bearing detecting step (813) is performed. If the vehicle is in a deceleration mode, then a ball joint detecting step (814) is performed. If the vehicle is faster than 100km/h, then a step for detecting a toe alignment and a wheel balance (815) is performed. In the other speed range, a data collecting step is performed again. Signals in the steps for detecting the hub bearing, ball joint and toe alignment are filtered by a band pass filter having a bandwidth in 100 to 400Hz (816, 817 and 818).
  • Signals in the step for detecting the wheel balance are filtered by a band pass filter bandwidth within 1 1 to 17Hz (819).
  • the RMS of each filtered signal is calculated in each detecting step and a wheel having the maximum value is also calculated (820 to 827). If the maximum value calculated in the steps for detecting the hub bearing, ball joint and toe alignment is at least 3 times larger than all of the 3 axis acceleration values in all 3 ways, which are diagnostic criteria, then a hub bearing detecting step (828) is performed. Otherwise, the ball joint detecting step and the toe alignment detecting step are performed. If the acceleration signals are increased at least 2 times larger than the criterion values in the ball joint detecting step, then the longitudinal direction (in X axis) signals are transmitted to the next step (829).
  • the step for collecting data is performed again. If the acceleration signals are increased at least 1.2 times larger than the criterion values in the toe alignment detecting step, then the lateral direction (in Y axis) signals are transmitted to the next step (830). Otherwise the step for collecting data is performed again. If the calculated longitudinal direction (in X axis) signals of the maximum wheel are at least 2 times larger than the criterion values in the wheel balance detecting step, then the next step is performed (831). Otherwise, the step for collecting data is performed again.
  • the signals passing by the criterion values are at least 2 times larger than left and right wheels in the vertical direction (in Z axis) acceleration (832) and at least 2 times larger than front and rear wheels (836), wherein such processes were repeatedly performed 30 times (840) in the hub bearing detecting step, then the hub bearing is assessed to have defects and a defect lamp is then turned on (844). Otherwise, the step for collecting data is performed once again.
  • the signals passing by the criterion values are at least 1.5 times larger than left and right wheels in the vertical direction (Z axis) acceleration (833) and at least 1.5 times larger than front and rear wheels (837), wherein these processes were repeatedly performed 30 times (841) in the step for detecting the ball joint, then the ball joint is determined to have defects and the defect lamp is then turned on (845). Otherwise, the step for collecting data is performed again.
  • the signals passing by the criterion values are at least 1.2 times larger than left and right wheels in the lateral direction (in Y axis) acceleration (834) and at least 1.2 times larger than front and rear wheels (838), wherein such processes are repeatedly performed 30 times (842) in the step for detecting the toe alignment, then the toe alignment is determined to be defective and the defect lamp is then turned on (846). Otherwise, the step for collecting data is performed once again.
  • the signals passing by the criterion values are at least 2 times larger than left and right wheels in the longitudinal direction (in X axis) acceleration (835) and at least 2 times larger than front and rear wheels (839), wherein such processes were repeatedly performed 30 times (843) in the step for detecting the wheel balance, then the toe alignment is determined to be defective and the defect lamp is then turned on (847). Otherwise, the step for collecting data is performed again.
  • the criterion value is determined by an initial steady state (under 1000km driving).
  • the algorithm, the process of comparing the signals to one of the left, right, front and rear wheels over 30 times is for excluding driving conditions such as the vehicle driving on the road in which the left surface is different from the right surface or as the vehicle drives on the road with some abnormal protrusions.
  • Figs. 9 and 10 show comparisons between normal signals (91 , 101) and defective signals (92, 102) in the hub bearing according to the present invention in time axis versus frequency axis, which are detected while the vehicle is moving. The signal is 3 times larger in the high frequency region.
  • Figs. 1 1 and 12 show comparisons between normal signals (1 1 1 , 121) and defective signals (1 12, 122) in the ball joint according to the present invention in time axis versus frequency axis, which are detected while the vehicle is moving.
  • the signal is 2 times larger in the high frequency region.
  • Figs. 13 and 14 show comparisons between normal signals (131 , 141 ) and defective signals (132, 142) in the toe alignment according to the present invention in time axis versus frequency axis, which are detected while the vehicle is moving.
  • the signal is 1.5 times larger in the high frequency region.
  • Figs. 15 and 16 show comparisons between normal signals (151, 161) and defective signals (152, 162) in the wheel balance according to the present invention in time axis versus frequency axis, which are detected while the vehicle is moving.
  • the signal is 2 times larger in the low frequency region.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

La présente invention concerne un dispositif pour détecter des défauts de composants du châssis d'un véhicule. L'objectif de la présente invention est de proposer un dispositif pour détecter des défauts de composants d'un châssis. Le dispositif détecte les défauts au moyen d'un algorithme utilisant des signaux d'accélération détectés au niveau d'un anneau extérieur d'un roulement de moyeu ou d'un joint d'articulation pendant la marche du véhicule. La présente invention propose un moyen spécifique qui comprend : une partie d'entrée de données qui permet de recevoir des signaux d'accélération de vibration sur 3 axes (71) et des signaux de vitesse de roue (72) de chaque roue au niveau d'un anneau extérieur d'un roulement de moyeu ou d'un joint d'articulation; un conditionneur de signaux (73) qui comprend un filtre passe-bas et un amplificateur qui permet de recevoir les signaux; une unité arithmétique de données (74) qui comprend un algorithme permettant de détecter les défauts de chaque composant du châssis au moyen des signaux; et une unité d'affichage de défaut (77) qui permet d'afficher les signaux de défaut émis par la partie de détection de défauts au moyen d'éléments lumineux et de graphiques.
PCT/KR2007/001186 2007-03-09 2007-03-09 Dispositif pour détecter des défauts de composants du châssis d'un véhicule Ceased WO2008111691A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/KR2007/001186 WO2008111691A1 (fr) 2007-03-09 2007-03-09 Dispositif pour détecter des défauts de composants du châssis d'un véhicule

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/KR2007/001186 WO2008111691A1 (fr) 2007-03-09 2007-03-09 Dispositif pour détecter des défauts de composants du châssis d'un véhicule

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WO2008111691A1 true WO2008111691A1 (fr) 2008-09-18

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20140207328A1 (en) * 2011-09-16 2014-07-24 Zf Friedrichshafen Ag Method and device for the diagnosis of defects in components of chassis systems of motor vehicles

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR890000896A (ko) * 1987-06-03 1989-03-17 쓰보이 우즈히꼬 베어링의 이상검출장치(異常檢出裝置)
JP2001154725A (ja) * 1999-11-30 2001-06-08 Mitsubishi Motors Corp 車両の故障診断方法及び車両の故障診断装置並びに故障診断用プログラムを記録したコンピュータ読取可能な記録媒体
US6695483B2 (en) * 2000-12-01 2004-02-24 Nsk Ltd. Sensor and rolling bearing apparatus with sensor

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR890000896A (ko) * 1987-06-03 1989-03-17 쓰보이 우즈히꼬 베어링의 이상검출장치(異常檢出裝置)
JP2001154725A (ja) * 1999-11-30 2001-06-08 Mitsubishi Motors Corp 車両の故障診断方法及び車両の故障診断装置並びに故障診断用プログラムを記録したコンピュータ読取可能な記録媒体
US6695483B2 (en) * 2000-12-01 2004-02-24 Nsk Ltd. Sensor and rolling bearing apparatus with sensor

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20140207328A1 (en) * 2011-09-16 2014-07-24 Zf Friedrichshafen Ag Method and device for the diagnosis of defects in components of chassis systems of motor vehicles

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