A dynamic balancing test method for automobile universal joint drive shaft assembly

Abstract

The present invention discloses a dynamic balancing test method for a universal joint drive shaft assembly of an automobile, belonging to the field of automobile manufacturing. The method comprises the following steps: first, measuring and collecting dynamic balancing test data of multiple batches of the same drive shaft assembly, collecting the dynamic unbalance values ​​of each end of the drive shaft assembly at 0°, 180°, and 360° according to the sample number; then, applying the collected data to a Weibull analysis method to obtain the dynamic unbalance values ​​of the drive shaft assembly at 0°, 180°, and 360° under a specified probability, wherein the maximum value of the dynamic unbalance value at each end is the control level of the assembly under the specified probability; and finally, comparing the control level under the specified probability at each end with a lower limit value of the material. If the control level under the specified probability at each end is less than the lower limit value, the production requirement is met under the specified probability; if the control level under the specified probability at each end is greater than the lower limit value, the production requirement is not met under the specified probability.

Description

Technical Field

[0001] The present invention relates to the field of automobile manufacturing, and in particular to a dynamic balancing test method for an automobile universal joint drive shaft assembly. Background Art

[0002] The driveshaft assembly of an automobile primarily transmits engine power to the vehicle's axles, thereby driving the vehicle. High-speed rotating machinery is significantly affected by materials. Impact, corrosion, wear, and coking can all cause imbalance in the rotor system. 70% of vibration failures in rotating machinery are caused by rotor imbalance. Maintenance personnel typically remove rotors experiencing excessive vibration, replace the impeller, and then reinstall the machine to reduce vibration. However, due to the inherent imbalance of rotating components, vibrations sometimes still exceed the permitted value even after the machine is operational. Dynamic balancing is necessary to prevent damage to the machine, threaten the safety of on-site personnel, and ensure normal production.

[0003] At present, the dynamic balancing test of the drive shaft assembly is only conducted on a single sample. The test results only reflect the dynamic balancing performance value of the test sample itself, and cannot reflect the dynamic balancing level of the entire drive shaft assembly. The drive shaft is an assembly component produced in batches, and the overall distribution of its dynamic balancing level has a certain degree of dispersion, that is, there are some drive shaft assembly samples with large dispersion of dynamic imbalance values ​​around the dynamic balancing technical requirements. During the design, matching and testing of the vehicle transmission system, these drive shaft assembly samples with large dispersion cannot be effectively counted using the existing dynamic balancing test methods, which seriously affects the design, matching and test results of the vehicle transmission system. Summary of the Invention

[0004] The present invention aims to overcome the shortcomings of the prior art and provides a dynamic balancing test method for automobile universal-jointed drive shaft assemblies. By collecting dynamic balancing test data for drive shaft assemblies in batches and on multiple parts, and processing the collected dynamic balancing measurement data using Weibull analysis, the dynamic imbalance value of the drive shaft assembly under a certain probability, i.e., the dynamic balance level of the drive shaft assembly under that probability, can be determined.

[0005] To achieve the above objectives, the present invention provides a dynamic balancing test method for a universal joint drive shaft assembly of an automobile. The method comprises the following steps:

[0006] S1. Measure and collect dynamic balancing test data for multiple batches of the same drive shaft assembly. Collect the dynamic unbalance values ​​at 0°, 180°, and 360° at each end of the drive shaft assembly according to the sample number.

[0007] S2. Apply the Weibull analysis method to the collected data to determine the dynamic unbalance of the drive shaft assembly at specified probabilities at 0°, 180°, and 360°. The maximum dynamic unbalance at each end is the control level of the assembly under the specified probability.

[0008] S3. Compare the control level under the specified probability at each end with the lower limit value of the material. If the control level under the specified probability at each end is less than the lower limit value, the production demand is met under the specified probability. If the control level under the specified probability at each end is greater than the lower limit value, the production demand is not met under the specified probability.

[0009] Preferably, in step S1, each end of the transmission shaft assembly is a gearbox end, a spline pair end and a rear axle main reducer end.

[0010] Preferably, no less than 30 samples are collected in step S1.

[0011] Preferably, the number of batches collected in step S1 is no less than 3 batches.

[0012] Preferably, the specified probability in step S2 is 80% to 99.9%.

[0013] Preferably, the probability specified in step S2 is 90% to 99.9%.

[0014] Preferably, the probability specified in step S2 is 99.5%.

[0015] Preferably, in step S3, the lower limit value of the control level is the minimum required value for automobile production parts.

[0016] Beneficial effects of the present invention:

[0017] The present invention can quantitatively determine the control level of the drive shaft assembly and, based on this, carry out dynamic balance optimization of the drive shaft assembly itself; at the same time, it provides a data basis for carrying out performance evaluation and durability testing of the entire vehicle; furthermore, it can prevent to the greatest extent the occurrence of market failures that cannot be reflected in development and verification. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a flow chart of a method according to an embodiment of the present invention;

[0019] Figure 2 It is the Weibull probability plot of the present invention. DETAILED DESCRIPTION

[0020] In order to make the technical problems, technical solutions and beneficial effects to be solved by this application more clearly understood, this application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0021] It should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application.

[0022] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. Throughout the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0023] References to "one embodiment" or "some embodiments" in this specification mean that a particular feature, structure, or characteristic described in conjunction with that embodiment is included in one or more embodiments of the present application. Thus, phrases such as "in one embodiment," "in some embodiments," "in other embodiments," and "in other embodiments" appearing in various places in this specification do not necessarily refer to the same embodiment, but rather mean "one or more but not all embodiments," unless otherwise specifically emphasized. The terms "including," "comprising," "having," and variations thereof all mean "including but not limited to," unless otherwise specifically emphasized.

[0024] The present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0025] Example 1

[0026] like Figure 1 The dynamic balancing test method of a universal joint drive shaft assembly of an automobile shown includes the following steps:

[0027] S1. Measure and collect dynamic balancing test data from multiple batches of the same drive shaft assembly. Collect the dynamic unbalance values ​​at 0°, 180°, and 360° at the transmission end, spline pair, and rear axle main reducer end of the drive shaft assembly, numbered by the sample. Collect no fewer than 30 samples, and no fewer than three batches.

[0028] S2. Record the collected data one by one according to the test sample number, as shown in the following table:

[0029]

[0030] Import the collected data into the Weibull probability plot, such as Figure 2 .

[0031] The 99.5% dynamic unbalance of the drive shaft assembly at 0°, 180° and 360° is obtained, where the maximum value of the dynamic unbalance at each end is the control level of the assembly at the 99.5% specified probability. See the following table:

[0032] Table of dynamic unbalance values ​​of a certain specification of transmission shaft assembly under 99.5% probability

[0033]

[0034] S3. Compare the control level under the specified probability at each end with the lower limit value of the material. If the control level under the specified probability at each end is less than the lower limit value, the production demand is met under the specified probability. If the control level under the specified probability at each end is greater than the lower limit value, the production demand is not met under the specified probability.

[0035] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included in the scope of protection of the present application.

Claims

1. A dynamic balancing test method for a universal joint drive shaft assembly of an automobile, characterized by: The steps include: S1. Measure and collect dynamic balancing test data for multiple batches of the same drive shaft assembly. Collect the dynamic unbalance values ​​at 0°, 180°, and 360° at each end of the drive shaft assembly according to the sample number. S2. Apply the Weibull analysis method to the collected data to determine the dynamic unbalance of the drive shaft assembly at 0°, 180°, and 360° under specified probabilities, where the maximum dynamic unbalance at each end is the control level of the assembly under the specified probability; S3. Compare the control level under the specified probability at each end with the lower limit value of the material. If the control level under the specified probability at each end is less than the lower limit value, the production demand is met under the specified probability. If the control level under the specified probability at each end is greater than the lower limit value, the production demand is not met under the specified probability.

2. The dynamic balancing test method for a universal joint drive shaft assembly of an automobile according to claim 1, characterized in that: In step S1, each end of the transmission shaft assembly is the gearbox end, the spline pair end and the rear axle main reducer end.

3. The dynamic balancing test method for a universal joint drive shaft assembly of an automobile according to claim 1, characterized in that: In step S1, no less than 30 samples are collected.

4. The dynamic balancing test method for a universal joint drive shaft assembly of an automobile according to claim 1, characterized in that: The number of batches collected in step S1 is no less than 3.

5. The dynamic balancing test method for a universal joint drive shaft assembly of an automobile according to claim 1, characterized in that: In step S2, the specified probability is 80% to 99.9%.

6. The dynamic balancing test method for a universal joint drive shaft assembly of an automobile according to claim 5, characterized in that: The specified probability in step S2 is 90% to 99.9%.

7. The dynamic balancing test method for a universal joint drive shaft assembly of an automobile according to claim 6, characterized in that: In step S2, the probability is specified as 95%.

8. The dynamic balancing test method for a universal joint drive shaft assembly of an automobile according to claim 1, characterized in that: In step S3, the lower limit value of the control level is the minimum required value for automobile parts production.

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