• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method for simulating cornering of a vehicle 2 to be tested for determining a measured variable 13 on a chassis dynamometer 1, wherein the vehicle 2 to be tested is operated on the chassis dynamometer 1 in accordance with straight ahead driving and for simulating cornering, the additionally acting drag forces in the form of a correction variable 9 are taken into account.
    公开号:AT512863A2
    申请号:T50532/2013
    申请日:2013-08-29
    公开日:2013-11-15
    发明作者:
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    iPrinted: 30-08-2013 iE014.1 HO 2013/50532
    AV 3559AT
    Method for simulating cornering
    The invention relates to a method for simulating cornering of a vehicle to be tested on a chassis dynamometer for determining a measured variable. For many investigations on the vehicle dynamometer, it is crucial to reproduce the vehicle longitudinal dynamics as realistically as possible. This includes the correct response when accelerating the vehicle, the Beschleunigungsveriauf, resistors and vibration behavior in constant operating points, as well as rolling or resistance behavior during deceleration. The coasting and acceleration behavior, for example, strongly influences the fuel consumption measured on the test bench and the associated 10 emissions. For example, as prescribed by the SAE J2264 (SAE International: Chassis Dynamometer Simulation of Roads Load Using Coastdown Techniques, Recomended Practice, 1995), the rollout behavior is simulated on the test rig, usually by means of a rollover behavior measured on the road.
    Decisive here is that the environmental influences, which change when changing from the road to the test bench, are considered and reproduced accordingly. Depending on the research objective, different influences are more important than others and therefore need to be more accurately weighted.
    A variant of the testing of a vehicle on a chassis dynamometer to approximate the realistic circumstances even better, for example, shows the US 2013/0060500 A1. In particular, changes in the air temperature and the air pressure are taken into account as possible influencing factors of the environment. It is stated that due to the lower air pressure at high altitudes the driving resistance to a vehicle is correspondingly reduced. In this context, the resistance to which the rollers oppose the wheels of the vehicle to be tested, adjusted depending on the factors mentioned 25 in order to apply the driving resistance as realistic as possible to the vehicle to be tested in the test situation on a chassis dynamometer.
    However, an important point that remains unnoticed are dynamic effects such as those that occur when driving through bends and their influence on rolling resistance and the associated fuel consumption. Due to possible lateral slippage on the tires, losses in the differential and losses caused by cornering additional auxiliary equipment, such as power steering or the like, drag forces which increase the driving resistance accordingly.
    Since the steering on conventional chassis dynamometers due to the rigid orientation of the roller 35 axis of rotation is not useful, there is the approach pursued this cornering behavior
    -1- • Printed: 30-08-2013 IE014.1 102013/50532
    AV-3559 AT by setting wheel-specific speeds left and right, map. The axis of rotation of the wheel remains constantly parallel to that of the roller. However, for example, for four-wheeled vehicles, a test bench with four individually driven roles, commonly referred to as 4x4 chassis dynamometer used. To control the individual roles, 5 is usually a correspondingly complex simulation model used.
    The use of four individually driven rollers is particularly necessary if the Untersudiungsziel depends on the different wheel speeds, which is for example the measurement of the differential, analysis and optimization of ABS and ESP, and modern drive concepts with torque vectoring the case. 10 In most cases, other research objectives are in focus, such as fuel consumption, emissions certification or performance. However, since these measurements do not depend on the individual wheel speeds and wheel torques, but on the central drivetrain speeds and torques, the behavior can also be investigated without wheel-individual control. For such applications, therefore, a test bench usually referred to as a 4x2 chassis dynamometer is sufficient, in which both front wheels are on a common roller and both rear wheels are on a common roller or a further simplified version which is referred to as a 2x1 roller test bench, in which only one roller Assigned drive wheels. Due to the fact that with such compared to a 4x4 chassis dynamometer, reduced test rigs, the technical 20 and thus financial Aulwand for the construction is considerably lower, in most cases, only the mentioned 4x2 or 2x1 chassis dynamometers are available.
    A disadvantage is to see that the above-mentioned effects that can not be taken into account when cornering, since the inside of the curve and the outside 25 wheel are on a common role.
    The object of the subject invention is in the course of the investigation of a vehicle to be tested on a chassis dynamometer, taking into account the additional acting resistors, as they occur when driving through bends to allow without a chassis dynamometer of a wheel-individual control of speed mandatory from vo -30 raussetzen.
    This object is achieved in that the vehicle to be tested is operated on the chassis dynamometer according to a straight ahead and that the simulation of cornering while additionally acting drag forces are taken into account in the form of a correction variable. 35 This allows chassis dynamometers that use an existing 4x2 or 2x1 chassis dynamometer to transmit the driving resistances as they are in reality when cornering iPririted: 30-08-2013 SE014.1 [102013/50532
    AV-3559 AT act. When used on a 4x4 chassis dynamometer, the usually necessary complex simulation model can be dispensed with, which significantly reduces the control effort. Due to the fact that the correction quantity only takes into account the additional drag forces acting during cornering, the presented method represents an expansion or a simplification for the methods normally used on chassis dynamometers. The method can of course also find application for chassis dynamometers which are suitable for vehicles to be tested are provided with more or less than four wheels.
    A development of the invention provides that a sum counter-10 stand force is used as a correction variable, which by summing the cornering in addition, the resistance forces are formed and which on the chassis dynamometer in the form of a modified resistance, which exerts the dynamometer on the vehicle to be tested, berücksichtigtwird.
    Due to the fact that all additionally acting during cornering resistance forces, such as -15 example slip on the tires, losses in the differential, losses caused by cornering additional auxiliary equipment, etc., are combined into a single sum resistance force, the influences can be by cornering in the Investigation of a vehicle to be tested on the vehicle dynamometer simply be considered by adding to the usual resistance, which results in the straight-ahead, 20 said sum resistance force.
    Another embodiment of the invention is that a mathematical correction factor is used as the correction value, by means of which the determined measured variable is corrected.
    If, for example, the fuel consumption represents the measured variable to be determined, the correction quantity may relate to the increased fuel consumption resulting from cornering. Depending on the simulated nature and number of the driven curves, the height of a corresponding correction factor can be determined, which is used in the evaluation on the measurement result, in the case mentioned fuel consumption, for example, by simple addition. A further advantageous embodiment of the invention provides that a characteristic map describing the correction variable is created by real coasting tests of the vehicle to be tested in curves with different radii.
    If the correction variable, or the associated, descriptive map created by real experiments, all occurring in reality resistors as bei-35 example, the already mentioned losses in the differential and others, inevitably included whereby an optimum nearness to reality is achieved. iPrinted: 30-08-2013 ΪΕ014.1 [102013/50532
    AV-3559 AT
    A further advantageous embodiment of the invention is that the correction quantity is calculated using physical models.
    This allows the consideration of different resulting during cornering resistances without having to perform the mentioned real Ausrollversuche. The use of physical models permits an arbitrarily fine gradation of curve radii and driving speeds. Furthermore, different physical models can be used, depending on existing requirements, for example with regard to the calculation time or the number of influencing variables considered. Naturally, as the complexity of the physical model increases and the number of considered flow variables increases, a better approximation to reality is given ,
    A further embodiment of the invention provides that resistance forces caused by the forces acting on the tires and the chassis of the vehicle to be tested are taken into account by a physical model.
    In an analogous manner, further advantageous embodiments of the invention provide that by a physical model resistance forces caused by losses in the drive train of the vehicle to be tested and / or resistance forces which are caused by steering-dependent ancillaries of the vehicle to be tested are taken into account.
    The separate consideration of different sources of possible resistance forces 20 allows the physical model to be adapted as needed.
    The subject invention will be explained in more detail below with reference to Figures 1 to 3, which show by way of example, schematically and not by way of limitation advantageous embodiments of the invention. It shows
    1 shows a vehicle to be tested on a chassis dynamometer; FIG. 2 shows a characteristic curve for the curve resistance as a function of speed and curve radius;
    3 shows a scheme for direct correction of the measured variable.
    FIG. 1 shows a typical arrangement of a vehicle 2 to be tested on a chassis dynamometer 1, wherein the vehicle 2 to be tested is designed to be four-wheeled by way of example. At-30 by way of a 4x2 dynamometer 1 is shown in which the four wheels of the vehicle to be tested 2, two independent roles are assigned. In this case, the two front wheels of the vehicle 2 to be tested are located on a common roller 4 (it could of course also be two rollers on a common axis in such cases) and both rear wheels of the vehicle 2 to be tested on a common roll 3 Also, the use of a chassis dynamometer 1, which as 2x1 Rollenprüf- -4- iPrinted: 30-08-2013 E014.1
    [10 2013/50532 AV 3559 AT was executed and in which only a roller 3, which is usually associated with the drive wheels of the vehicle to be tested 2, is conceivable. Similarly, the use of a 4x4 test stand, in which each wheel of a four-wheeled vehicle to be tested 2 is assigned a separate role. As already mentioned, method 5 is not limited to application to chassis dynamometers for four-wheeled vehicles 2 to be tested.
    The vehicle to be tested 2 is operated on the chassis dynamometer 1 in straight ahead. Under straight-ahead driving is to be understood that all wheels of the vehicle to be tested 2 have the same speed, as it can be assumed in the usual straight ahead, with optimal Haf-10 tion of all wheels.
    As can be seen in FIG. 1, the chassis dynamometer 1 is connected to an environment model 5 and an additional resistance model 6.
    The environment model 5 contains the information about the simulated course of the route, including curves, to be traveled in the course of checking the vehicle 2 to be tested (15 further route data which the model processes, such as inclines, will not be discussed in detail here).
    The environmental model 5 receives from the chassis dynamometer 2 the measured at the wheels of the vehicle to be tested 2, current speed 7, which is converted into the distance traveled. On the basis of the distance traveled, it can be determined at which point in the simulated route the vehicle 2 to be tested is currently located. When driving through a curve, the current curve radius 8 is forwarded to the resistance model 6.
    In Widerstandsmodeil 6 additionally occurring during cornering resistance forces are determined that the vehicle to be tested 2 on the, would be given by the environmental model 5 25 given, current route section. These additionally occurring resistance forces are combined into one value and subsequently transmitted to the chassis dynamometer 1 in the form of a correction variable Θ.
    In the scheme shown in FIG. 1, a sum resistance force 10, which results from the summation of the resistance forces, represents the correction quantity 9. Since the sum resistance force 10 is naturally speed-dependent, the current speed 7 is also transmitted to the resistance model 6. The sum resistance force 10 is transmitted in the form of a correction quantity 9 to the chassis dynamometer 1.
    If the correction quantity 9 is thus formed by the sum resistance force 10, the resistance which the rollers 3 and 4 of the chassis dynamometer 1 oppose to the vehicle 35 to be tested is subsequently adjusted as a function of the driven curves.
    -5-
    ! PrintedV30-08-2013 ΪΕ014.1 '10 2013/50532
    AV-3559 AT
    In drag model 6, those drag forces that act when driving straight ahead are not included. Due to the fact that the correction quantity 9 only takes into account the sum resistance force 10, which in turn combines only the drag forces additionally occurring during cornering, the presented method represents an extension or also a simplification for the methods normally used on chassis dynamometers.
    Such an extendable, conventional method includes, for example, the following approach: Δν F = FD + F1 * v + F2 * vn + Rw * - + Rw * g * sina 10 where: F tensile force Fo velocity independent component of tensile force Fi coefficient for the linear speed-dependent part of the tractive force f2 coefficient for the non-linear velocity-dependent part of the tractive force V vehicle speed 15 n variable exponent Rw vehicle reference weight Rg basic inertia of the chassis dynamometer Rw * = Rw-Rg electrically simulated inertia Δν / Δ t acceleration 20 G gravitational acceleration Rw * g * sina fraction the traction to overcome the road inclination
    As can be seen, additional resistance forces occurring during cornering are ignored. 25 The determination of the data used in the resistance model 6 to determine the correction quantity 9 can be done in two ways.
    For this purpose, FIG. 2 shows a map 12 from which, for example, the sum resistance force 10 can be determined as a function of the current speed 7 and the curve radius R. This characteristic map is formed by different curve radius-dependent coasting curves 11. The Ausrollkurven 11 of the vehicle to be tested 2 are determined by real Ausrollversuche, for example on a test track. The Ausrollversuche include several passes in which the vehicle to be tested 2 rolls curves with different radii of curvature. Under rolling curve 5, the relationship between the speed of the vehicle to be tested 2, radius of the rolled-up jPrinted: 30 ^ 08-2013 [102013/50532
    AV-3559 AT th curve and the resulting resistance to the wheels of the vehicle to be tested 2 understood.
    Another possibility is to calculate the sum resistance force 10 using physical models. For this purpose, for example, the formula for the curve resistance of the linear single-track model according to: "Karl Ludwig Haken," Fundamentals of Automotive Technology ", Carl Hanser Verlag, Munich, 2008" be used: * lf) · ν * * i · '^ curve resistance =, 2, ^ +, 2, Cjy where: ITlGes 10 | Ifll lv V Rh, R , Cshi Csv
    Vehicle mass (including lift / downforce) Wheelbase
    Center of gravity distance Rear axle / front axle Vehicle speed Curve radius rear / forward Slanting stiffness rear / vome 15 Furthermore applies to the vehicle mass: mces 9
    Pm + Pa
    where m vehicle mass applies
    Fm vehicle weight
    Fa buoyancy force 20 where the buoyancy force is v2
    Pa ~ ca * A * p * - ca lift coefficient A reference surface p air density
    In addition to this simple, physical model, of course, more complex models, which include the consideration of VWderstandskräften caused by the forces acting on the tires and the chassis of the vehicle to be tested forces, by losses in the drive train and / or by steering-dependent ancillaries include conceivable.
    -7- iPrinted: 30-08-2013 [E014.1 (102013/50532
    AV-3559 AT
    FIG. 3 shows a scheme in which the correction variable 9 is used to directly correct the measured variable 13. The correction quantity 9 does not necessarily have to be formed by the summation resistance force 10, as already described. Basically, depending on the measured value to be determined on the chassis dynamometer 1, the correction quantity 9 can be applied directly to it. By way of example, the fuel consumption of the vehicle 2 to be tested could represent a measured variable 13 to be determined. The map 12 described in Figure 2 is modified in this case to the effect that not the cumulative resistance force 10 but the fuel consumption of the vehicle to be tested 2 in dependence on speed 7 and radius of curvature R is determined. 10 If the measurement result of the chassis dynamometer 1 is evaluated, the correction quantity 9 can be applied directly to the determined measured value 13, and these can thus be corrected, depending on the driven curves.
    -8th-
    权利要求:
    Claims (9)
    [1]
    1. A method for simulating cornering of a vehicle (2) to be tested for determining a measured variable (13) on a chassis dynamometer (1), thereby marked, that the vehicle to be tested (2) on the chassis dynamometer (1) is operated according to a straight ahead and that the additionally acting drag forces in the form of a correction variable (9) are taken into account for the simulation of cornering.
    [2]
    2. The method according to claim 1, characterized in that as a correction variable (9) a sum resistance force (10) is used, which is formed by summing the venungs- drive additionally acting o resistive forces and which on the chassis dynamometer (1) in the form of an altered Resistance which the chassis dynamometer (1) exerts on the vehicle to be tested (2) is taken into account.
    [3]
    3. The method according to claim 1, characterized in that a mathematical correction factor is used as a correction value (9), by means of which the determined measured variable 15 (13) is corrected.
    [4]
    4. The method according to claim 2 or 3, characterized in that one, the correction quantity (9) descriptive map (12) by real Ausrollversuche of the vehicle to be tested (2) in curves with different radii (R) is created.
    [5]
    5. The method according to claim 2 or 3, characterized in that the Konnektur-20 size is calculated using physical models.
    [6]
    6. A method according to claim 5, characterized in that resistance forces caused by the forces acting on the tires and the chassis of the vehicle to be tested (2) are taken into account by a physicallale model.
    [7]
    7. The method according to claim 5 or 6, characterized in that by a physi cal model resistive forces caused by losses in the drive train of the vehicle to be tested (2) are taken into account.
    [8]
    8. The method according to at least one of claims 5 to 7, characterized in that by a physical model resistance forces which are caused by steering-dependent ancillaries of the vehicle to be tested (2) are taken into account 30.

    [9]
    -9-
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    引用文献:
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50532/2013A|AT512863B1|2013-08-29|2013-08-29|Method for simulating cornering|ATA50532/2013A| AT512863B1|2013-08-29|2013-08-29|Method for simulating cornering|
    PCT/EP2014/068332| WO2015028585A1|2013-08-29|2014-08-29|Method for the simulation of cornering|
    US14/914,505| US10161832B2|2013-08-29|2014-08-29|Method for simulating cornering|
    JP2016537305A| JP6486361B2|2013-08-29|2014-08-29|Method for simulating curve driving|
    EP14758363.7A| EP3039398B1|2013-08-29|2014-08-29|Method for the simulation of cornering|
    KR1020167007927A| KR102242632B1|2013-08-29|2014-08-29|Method for the simulation of cornering|
    CN201480053622.9A| CN105579824B|2013-08-29|2014-08-29|Method for simulating turning driving|
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