Methods for determining component or assembly tolerances

Abstract

Method for determining component or assembly tolerances, in which - during ongoing driving operation, the components or assemblies of motor vehicles of the same type (5.1 - 5.6) are monitored at least periodically and condition data (10) are recorded metrologically which are characteristic of tolerances on the components or assemblies, - the status data (10) are transmitted via existing wireless communication channels to a central computer (1) or a cloud (2) and stored therein together with an individual identifier for the individual motor vehicle (5.1 - 5.6), - in a data processing system (3) the stored condition data are analyzed, actual values ​​of the tolerances present on the recorded motor vehicles (5.1 - 5.6) are calculated from this, and on the basis of the actual values ​​collected in this way for the respective vehicle type (5) generally valid sizes for the component or assembly dimensioning are determined, where - the communication channels also include the transmission of information on operating settings from the central computer (1) or the cloud (2) to individual motor vehicles (5.1 - 5.6) in order to make or change operating settings on the motor vehicles (5.1 - 5.6), characterized by the fact that A release function, to which the vehicle user has access, precedes the making or changing of the operating settings.

Description

[0001] The invention relates to a method for determining component or assembly tolerances, in which the components or assemblies of motor vehicles of the same type are monitored at least periodically during ongoing driving and status data are recorded by measurement.

[0002] The invention further relates to a system for determining component or assembly tolerances, which system monitors the components or assemblies of motor vehicles of the same type at least periodically during ongoing driving and thereby records status data.

[0003] Modern, wireless communication channels make it possible to monitor individual motor vehicles, such as cars or trucks, while they are in operation using sensors installed in the vehicle. This allows vehicle condition data to be recorded and this data to be made available for central monitoring and analysis via the existing communication channels. Monitoring and analysis can, for example, be carried out via a central computer of the respective vehicle manufacturer, as described in EP 2 607 144 A1. The vehicle condition data can be used to determine the vehicle's operating states, and this information can be provided to the driver. For example, the driver can be informed that their vehicle requires servicing, even outside of the specified service intervals.

[0004] Knowledge of current vehicle condition data can also be of interest to vehicle manufacturers and their suppliers. Their interest is to be able to manufacture vehicles and their supplied components as cost-effectively as possible. A key cost factor in production and manufacturing is the tolerances used in production, usually specified, for components and assemblies, or the tolerances in the interaction between components and assemblies. Often, the tolerances apply equally to all component groups, are based on assumptions, and are therefore not specified in line with actual needs. Adhering to tolerances that are too tight in production and manufacturing incurs costs and effort and can be uneconomical.

[0005] If problems arise due to component deviations in ongoing production, it is often not possible to make a separate decision for each component or group of components as required, as all the information required to make decisions about optimal tolerances is often not available.

[0006] The subsequently published prior art DE 10 2018 201 933 A1 as well as the further documents DE 10 2010 050 574 A1, DE 10 2017 108 497 A1, EP 2 631 878 A1, DE 10 2014 209 096 A1, DE 101 48 214 A1 and DE 102 38 485 A1 also disclose methods for determining component or part tolerances, wherein additional information sources are used in the determination for a better prognosis with regard to tolerable size deviations.

[0007] The aim of the invention is therefore to be able to utilize additional information sources when determining binding dimensions for component and assembly dimensions, thereby achieving a better prediction regarding tolerable dimensional deviations in component or assembly dimensions. The goal is to determine tolerances that are as close as possible to the optimum balance between low cost on the one hand and increased susceptibility to subsequent wear or damage frequency on the other.

[0008] To solve this problem, a method for determining component or assembly tolerances with the features of patent claim 1 is proposed. Furthermore, a system for determining component or assembly tolerances with the features of patent claim 12 is proposed.

[0009] The procedure involves - monitors the components or assemblies of vehicles or motor vehicles of the same type at least periodically during ongoing driving operations and records condition data which are characteristic of tolerances on the components or assemblies by measurement, - the status data is transmitted to a central computer or a cloud via existing wireless communication channels and stored there together with an individual identifier for the individual vehicle, - the stored status data is analyzed in a data processing system, actual values ​​of the tolerances present on the recorded vehicles are calculated from this, and, on the basis of the actual values ​​thus collected, generally valid values ​​for the component or assembly dimensioning are determined for the respective vehicle type.

[0010] To determine binding dimensions for component and assembly dimensions, additional information sources are used to obtain a better forecast regarding tolerable dimensional deviations in component or assembly dimensions. This allows tolerances to be derived that are close to the optimum balance between low cost on the one hand and increased susceptibility to subsequent wear or damage frequency on the other.

[0011] Field vehicle monitoring is carried out in the sense that not only a single vehicle is subject to at least periodic monitoring, but also a large number of other vehicles of the same vehicle type. The same vehicle type or vehicles of the same type refer to those motor vehicles in which these or similar components or assemblies are installed.

[0012] Sensors installed in the vehicle monitor condition data that are characteristic of the tolerances of components, assemblies, or tolerances in the interaction of components or assemblies. This can include, for example, the relative mobility of components to one another, their vibration behavior, their acoustic behavior, or other measurable properties, the knowledge and analysis of which allow conclusions to be drawn about the mechanical or circuit-related tolerances of individual vehicle parts or groups of vehicle parts.

[0013] The communication channels also include the transmission of information about operating settings from the central computer or the cloud to individual vehicles, allowing the implementation or modification of operating settings on the vehicles. Before implementing or modifying operating settings, an authorization function is required, which the vehicle user has access to. For example, the vehicle user can access the authorization function via an app.

[0014] A preferred application is the components of the vehicle drive train, especially the manual transmission and the clutch of the vehicle and the tolerances on their components and component groups.

[0015] The monitoring and recording of condition data is carried out using sensors, measuring probes, or similar on-board devices of the vehicles, and occurs either at shorter or longer intervals, i.e., periodically. It is also possible to conduct ongoing and thus continuous monitoring with a correspondingly larger amount of data.

[0016] The status data recorded directly in the respective vehicle is transmitted to the central computer or the cloud via existing wireless communication channels. Assigning the transmitted status data to a specific vehicle is important. To be able to assign the recorded data to specific parts or components installed in the vehicle, the status data is stored in the central computer or the cloud along with an identifier unique to the respective vehicle.

[0017] The individual identifier can, for example, be a vehicle-specific digital code, possibly supplemented by a code that represents the respective vehicle type or a specific monitored component in the vehicle, such as the specific transmission or clutch unit installed in the vehicle.

[0018] The data processing system, which can be part of the central computer or communicate with it or the cloud, analyzes the stored status data. The data processing system calculates the actual values ​​of the existing tolerances on the monitored transmission or clutch units. The calculations should incorporate as much recorded status data as possible, since the tolerance behavior of vehicle components or assemblies is usually subject to many influencing factors.

[0019] In the system, generally valid sizes for the component or assembly dimensions for the vehicle type in question are determined on the basis of all actual tolerances calculated in this way.

[0020] Such generally applicable quantities can include component dimensions, for example, but especially tolerances and tolerance spectra for the technical sizes or dimensions to be maintained during production and manufacturing. Play can also be subject to tolerance determination and specification, especially in vehicle transmissions or clutches.

[0021] When determining generally applicable values ​​for component or assembly dimensions, the data processing may also access production data relating to the vehicle type or technical data relating to supplied components or assemblies.

[0022] When determining generally applicable values ​​for component or assembly dimensions, the data processing can also access technical setting data relating to the vehicle type.

[0023] When determining generally applicable dimensions for components or assemblies, the data processing system can also access workshop and service data relating to the vehicle type.

[0024] When determining generally applicable values ​​for component or assembly dimensions, the data processing can also access test bench data relating to the vehicle type and data from type-specific test series.

[0025] When determining generally applicable values ​​for component or assembly dimensions, the data processing can also access data relating to the production period and production batch for individual vehicles of the vehicle type.

[0026] When determining generally applicable values ​​for component or assembly dimensions, the data processing can also access data relating to individual vehicles of the vehicle type regarding the running time or operating life of the vehicle.

[0027] When determining generally applicable values ​​for component or assembly dimensions, the data processing system can also access technical setting data relating to individual vehicles of the vehicle type.

[0028] An exemplary embodiment of the invention is explained in more detail below with reference to the schematic figure, wherein identical or similar elements are provided with the same reference numerals. The sole figure shows a system diagram for a method according to the invention for determining component or assembly tolerances.

[0029] Motor vehicles 5.1 - 5.6 equipped with identical components or assemblies form a vehicle fleet 5. These motor vehicles 5.1 - 5.6 are equipped with recording devices, such as sensors, with which status data on the installed components or assemblies can be recorded. Via existing wireless communication channels, such as telematics, the status data 10 from the individual motor vehicles 5.1 - 5.6 is transmitted to a central computer 1, which in turn can communicate with a cloud 2 via a data exchange 41.

[0030] Although primarily status data 10 from the individual motor vehicles 5.1 - 5.6 reach the central computer 1, a reverse data path is also available, in which the central computer transmits adaptation data 11 to the vehicle fleet 5 and preferably directly to the individual motor vehicles 5.1 - 5.6 in order to change operating settings in the respective motor vehicle 5.1 - 5.6.

[0031] The central computer 1 also exchanges data with mobile services, e.g., the vehicle manufacturer's customer service department 20. Characteristic data for tolerances is also available there, and this data is also queried by the central computer 1. Similarly, the development department 21 and production department 22 also provide data, e.g., data from components or component groups 24, for transmission to the central computer 1 and inclusion in the evaluation and analysis. Likewise, the customer service department 20 can also transmit additional required data 25 to the central computer 1.

[0032] For this purpose, a data processing unit 3 is part of the central computer 1, the processor of which analyses the stored vehicle status data 10 and the other data, e.g., from customer service 20, development 21 and production 22, calculates the actual tolerances in the components of the individual motor vehicles 5.1 - 5.6 from this, and determines generally valid values ​​for the component or assembly dimensioning for the respective vehicle type 5 on the basis of the actual tolerances thus calculated for a large number of motor vehicles 5.1 - 5.6.

[0033] The variables thus determined are then sent as specifications or recommendations 31 from data processing 3 in the central computer 1, for example, to customer service 20. Or they are sent as function suggestions 32 to vehicle development 21 or as recommended measures 33 to vehicle production 22 at the vehicle manufacturer itself or at its suppliers. Vehicle production 22 can communicate with customer service 20 via a data exchange 42. Furthermore, customer service 20 can communicate with development 21 via a data exchange 43. Furthermore, vehicle production 22 can communicate with development 21 via a data exchange 44.

[0034] Using the observation mode, for example, transmission shifts and their shift quality can be determined through field observation, and the data can be made available via the central computer 1 or the cloud 2 to the data processing unit 3, which may be located, for example, at the vehicle manufacturer or its supplier. This information should converge particularly in production or production control. This allows for an optimized tolerance to be specified for each component through intelligent data analysis, thus achieving optimum cost and quality.

[0035] Through data exchange with the transmission production department at the vehicle manufacturer or its supplier, conclusions are drawn regarding the optimal tolerance size. This opens up the possibility of not only tightening previously used tolerances without compromising function, wear, or service life, but also, depending on the analysis results, of extending them further, thus reducing manufacturing or production costs. Since vehicles 5.1 - 5.6 are monitored in the field, i.e., during ongoing driving, appropriate responses can be made to design deviations across the entire range of vehicles 5.1 - 5.6 in operation.

[0036] The procedure and system operated are based on the assumption that the possibilities for data exchange will continue to increase significantly in the future and that no technical limits are foreseeable.

[0037] In one embodiment, it is possible to achieve mutual learning between the vehicle fleet and production 22 at the vehicle manufacturer or its supplier based on the recorded vehicle condition data 10 and its analysis. For example, data on the shift quality of the transmission gearshift is advantageous for the evaluation. The processor of the data processing unit 3 calculates which transmission components are at the limit of the previously specified tolerances and which components still have tolerance margin, thus enabling cost savings.

[0038] Random tests across the vehicle fleet reduce the risk of incorrect tolerance expansion. The communication channels also include, for example, the transmission of vehicle operating settings and adaptation data 11 from the central computer 1 or the cloud 2 to the individual vehicles 5.1 - 5.6, in order to make or change operating settings on the individual vehicle.

[0039] Individual components of the vehicle operating in the field, such as transmissions or transmission control units, are influenced by means of a spot test via the central computer 1 or the cloud 2 in order to draw conclusions about the actual sensitivity with regard to tolerances. Such tolerances can be component sizes or, in the case of vehicle clutches, the existing and required clearances in multi-plate clutches.

[0040] For example, by gradually increasing and reducing the rapid filling time while simultaneously recording and monitoring the shift quality, the sensitivity of a clutch's filling can be determined. Based on the results, a generally applicable size for the relevant dimensioning can be determined for the future. For example, the air gap can be increased in production 22, but can also be narrowed if an overtolerance is detected.

[0041] Only after positive confirmation based on the metrologically verified driving behavior of the individual vehicle (5.1 - 5.6) are the determined test results also applied to future production, e.g., for a portion of the vehicle fleet. Only when positive confirmation of the measure has been obtained from this portion of the vehicle fleet based on the data recorded there will the new tolerance be generally established or determined, e.g., by implementing the corresponding measures in production (22).

[0042] Through the targeted use of production data, e.g., data from transmission production, quality-relevant condition data can be observed, allowing conclusions to be drawn about the quality of the installed components and their usability in the event of an assumed tolerance deviation. Information on products or product batches from suppliers, e.g., clutch lining plates, to draw conclusions about friction coefficient curves, component setting values, e.g., the air gap of a clutch, and information from the final test bench are used as information.

[0043] Tolerances in production are usually fluctuating, in the sense that a larger group of consecutively processed components exhibits the same tolerances, especially if these parts come from the same production batch. For example, identical batches of clutch plates have similar friction coefficients. Changes in tolerances therefore have the same effect on all parts.

[0044] The recorded vehicle condition data 10 is collected and stored in the central computer 1, e.g., at the vehicle manufacturer's site, or in the cloud 2. Preferably, a virtual twin is stored in the central computer 1 for each affected component of the motor vehicle 5.1 - 5.6, e.g., the vehicle transmission. This virtual twin precisely reflects the conditions on the actual motor vehicle 5.1 - 5.6 from which the data originates. The vehicle condition data 10 is continuously updated in the central computer 1 or in the cloud 2, preferably using additional information from the vehicle fleet, production 22, such as transmission production, customer service 20, and / or development 21.

[0045] In central computer 1, the data is processed and analyzed, and correlations are determined. Central computer 1 derives functions or algorithms from this data, as well as conclusions or recommendations for action to be taken. The actions can be direct technical measures or initial recommendations to a group of decision-makers. Artificial intelligence techniques can also be used in data analysis and evaluation.

[0046] A recommendation or recommended action may be the narrowing or, conversely, the widening of a tolerance, or the adoption of the change for future production.

[0047] To obtain information regarding tolerance expansions, monitoring is planned until the end of the respective vehicle's service life (5.1 - 5.6) or vehicle component. The requested vehicle condition data 10 is therefore stored, taking into account the service life of the respective vehicle component, and is then available as a basis for decisions regarding tolerance adjustment. This data includes, for example: - current adaptation values, - for transmission shifts, information on the shift quality in the vehicles undergoing field testing, - Mileage or operating time of the vehicle, - Environmental information such as outside temperature, humidity, air pressure or altitude at which the vehicle is moving, - for gearboxes and clutches, the number of gear shifts.

[0048] Tolerance adjustment by determining modified, generally applicable values ​​for component or assembly dimensions is not advisable if problems associated with the existing tolerances are known. To avoid making statements about tolerance widening in such a case, information on current problems for the individual vehicles 5.1 - 5.6 is also stored in the cloud 2 or the central computer 1. This can include, for example, current quality issues, problems with specific components, failures and their timing, e.g., based on mileage, or wear data and the time or mileage at which they occurred.

[0049] The stored vehicle status data 10 can be anonymized by means of encryption in order to be usable only by the authorized user. Reference symbol 1 central computer 2 Cloud 3 Data processing 5 Vehicle type 5.1 Motor vehicle 5.2 Motor vehicle 5.3 Motor vehicle 5.4 Motor vehicle 5.5 Motor vehicle 5.6 Motor vehicle 10 Status data 11 Adaptation data 20 Customer Service 21 Development 22 Production 24 Data of components or component groups 25 data 31 specifications or recommendations 32 feature suggestions 33 measures 41 Data exchange 42 Data exchange 43 Data exchange 44 Data exchange

Claims

[1] Method for determining component or assembly tolerances, in which - during ongoing driving, the components or assemblies of motor vehicles of the same type (5.1 - 5.6) are monitored at least periodically and, in the process, condition data (10) are recorded by measurement which are characteristic of tolerances on the components or assemblies, - the status data (10) are transmitted to a central computer (1) or a cloud (2) via existing wireless communication channels and stored therein together with an individual identifier for the individual motor vehicle (5.1 - 5.6), - the stored status data are analyzed in a data processing unit (3), actual values ​​of the tolerances present on the recorded motor vehicles (5.1 - 5.6) are calculated from this, and on the basis of the actual values ​​thus collected, generally valid values ​​for the component or assembly dimensions are determined for the respective vehicle type (5), where - the communication channels also include a transmission of information on operating settings from the central computer (1) or the cloud (2) to individual motor vehicles (5.1 - 5.6) in order to make or change operating settings on the motor vehicles (5.1 - 5.6), characterized by , that Before making or changing the operating settings, there is an authorization function to which the vehicle user has access. [2] Method according to claim 1, characterized by that the data processing (3) accesses production data relating to the vehicle type (5) when determining generally valid values ​​for component or assembly dimensions. [3] Method according to one of the preceding claims, characterized bythat the data processing (3) accesses technical data of supplied components or assemblies relating to the vehicle type (5) when determining generally valid values ​​for component or assembly dimensions. [4] Method according to one of the preceding claims, characterized by that the data processing (3) accesses technical setting data relating to the vehicle type (5) when determining generally valid values ​​for component or assembly dimensions. [5] Method according to one of the preceding claims characterized by that the data processing (3) accesses workshop and service data relating to the vehicle type (5) when determining generally valid values ​​for component or assembly dimensions. [6] Method according to one of the preceding claims characterized bythat the data processing (3) accesses test bench data relating to the vehicle type (5) and data from type-related test series when determining generally valid values ​​for component or assembly dimensions. [7] Method according to one of the preceding claims characterized by that the data processing (3) accesses data relating to the production period and the production batch relating to individual motor vehicles (5.1 - 5.6) of the vehicle type (5) when determining generally applicable values ​​for component or assembly dimensions. [8] Method according to one of the preceding claims characterized by that the data processing (3) accesses data relating to the running time or operating life of the motor vehicle (5.1 - 5.6) relating to individual motor vehicles (5.1 - 5.6) of the vehicle type (5) when determining generally valid values ​​for component or assembly dimensions. [9] Method according to one of the preceding claims characterized by that the data processing (3) accesses technical setting data relating to individual motor vehicles (5.1 - 5.6) of the vehicle type (5) when determining generally valid values ​​for component or assembly dimensions. [10] Method according to claim 1, characterized by that the vehicle user has access to the release function via an app. [11] System for determining component or assembly tolerances, - with recording means designed to monitor the components or assemblies of motor vehicles of the same type (5.1 - 5.6) at least periodically during ongoing driving operations and to monitor condition data (10) which are characteristic of tolerances on the components or assemblies by measurement, - with a data transmission system designed to transmit the status data (10) to a central computer (1) or a cloud (2) via existing wireless communication channels, wherein the status data (10) are stored in the central computer (1) or the cloud (2) together with an individual identifier for the individual motor vehicle (5.1 - 5.6), - with a data processing unit (3) designed to analyse the stored status data, to calculate actual values ​​of the tolerances existing on the recorded motor vehicles (5.1 - 5.6) therefrom, and to determine generally valid values ​​for the component or assembly dimensioning for the respective vehicle type (5) on the basis of the actual values ​​thus collected - and wherein the data processing (3) is provided so that the communication paths also include an information transmission of operating settings from the central computer (1) or the cloud (2) to individual motor vehicles (5.1 - 5.6) in order to make or change operating settings on the motor vehicles (5.1 - 5.6), characterized by , that Before making or changing the operating settings, there is an authorization function to which the vehicle user has access.

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