Patent Application
20130121371
The invention relates to automobile assembly processes and more particularly, to a testing procedure for determine whether an automobile differential housing has been properly filled with fluid.
In the course of assembling an automobile, it is critical that certain components be filled with the appropriate fluids. One such component is the differential housing which requires fluid for both lubrication and cooling. If a vehicle leaves the factory with an unfilled or improperly filled differential, the omission may not be detected until after the vehicle is put into service and a failure of the differential occurs.
The present invention provides a practical method for detecting an omission to fully fill an automobile differential housing with fluid in the course of an assembly or repair procedure. As hereinafter described in detail, a disclosed embodiment of the method invention involves steps that can be taken at the end of an assembly line; e.g., during or just after a chassis inspection. These steps include detecting the temperature of a differential housing which has been operated under pre-specified conditions for a pre-specified time, and producing a signal indicating the fluid fill condition as a function of the detected temperature.
In the illustrative embodiment hereinafter described in detail, the post-operating temperatures of properly and improperly filled differentials are empirically determined and used to calibrate a processor which receives temperature signals from, for example, an infrared camera. Differential housing temperatures are taken shortly after operating the vehicle on, for example, a “rolls tester”, for a period that is long enough for the differential housing to have reached a steady state temperature. The detected temperature is then processed such as by comparison to a table of predetermined temperatures, to determine the fill condition and produce an output indicating whether corrective measures are required. The table may consist of a single temperature or a range of temperatures, depending on the degree of resolution required. For example, a single temperature can be used if the test is set up to indicate only whether the detected temperature is above or below a set point. Multiple temperatures may be used if it is desired to indicate partial fills as well as full fills and no fills. The operating step can be performed on the road as well as on a rolls tester.
Other advantages, features and characteristics of the present invention will become more apparent upon consideration of the following detailed description and the appended claims with reference to the accompanying drawings, the latter being briefly described hereinafter.
The description herein makes reference to the accompanying drawings wherein like reference numerals refer to like parts throughout the several views and wherein:
The apparatus of
A suitable infrared camera 20 is the Flir Model A300. The infrared thermal camera 20 produces an electrical signal representing differential temperature. This signal is sent to a processor 22 calibrated to determine on the basis of temperature whether or not the housing of the differential 10 contains a proper amount of fluid; i.e., a higher sensed temperature indicates a good fill whereas a lower sensed temperature indicates a partial fill or a “no fill” condition. The processor 22 is connected to an indicator 24 which may take any of a variety of forms so as to produce a suitable indication of the fill status of the differential 10 undergoing examination. For example, a single red light may indicate a bad fill.
It will be understood that the temperatures indicative of “fill” and “no-fill” conditions will vary from one vehicle type to another depending on vehicle specifications, the time duration of the operating step and the power setting of the vehicle during the run-up. It has been found that for one particular vehicle, an SUV with all-wheel drive, the temperature ranges from about 25° C. for a no-fill to about 45° C. for a good fill after a two-minute operation at 120 km/hr. Of course, the system can be set up to accommodate two or more different vehicle specifications; i.e., engine ratings, differential sizes, and other parameters, all of which may produce their own unique temperature profiles. In this event, additional data inputs may be made by way of input 26 to the processor 22 to inform the processor which vehicle is being tested, thereby to determine the temperature standards to be applied.
Referring now to
At step 30, the vehicle 11 containing the differential 10 is placed in situated such that the drive train 12 and differential 10 can be operated at the desired speed for the desired period of time in order to establish the temperatures that will be measured and used to indicate the fill condition of the differential 10.
At step 32, the infrared camera 20 is aimed at the appropriate location of the differential housing and used to read the temperature thereof. An appropriate location may be a relatively smooth, unflanged surface area away from heat sinks The temperature is, in this case, represented by an output signal which is connected to the processor 22 as explained above.
At step 34, the read temperature represented by the signal from the infrared camera 20 is processed to determine the fill status of the differential 10. Depending on the detected temperature, the signal is transmitted to unit 24 to produce a status indication shown by step 36. Any of several indicator protocols and/or styles may be used. A simple example is to use a red light for a no-fill reading, a yellow light for a partial fill, and a green light for a good fill. In a simpler system, only no-fill conditions are indicated. The output indicator may also be audible or digitally displayed and recorded as part of the particular vehicle assembly history.
The method contemplates the taking of corrective measures where anything other than a good fill is indicated.
While the invention has been described as taking place in association with fully assembled, new vehicle assembly, it is to be understood that the method can be used after the repair of a “used” vehicle, as well as for drive train components have not yet been installed in a vehicle chassis.
