• 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:
    Vehicle test bench and method for simulating the driving behavior of a vehicle in a vehicle test stand with an actuator (2) for transmitting a longitudinal force to the vehicle, wherein a rotational movement performed by a wheel or a drive train of the vehicle is measured from the measured rotational movement of a corresponding longitudinal acceleration (a ) is determined and the actuator is controlled in dependence on the determined on the basis of the measurement longitudinal acceleration (a).
    公开号:AT515712A1
    申请号:T50287/2014
    申请日:2014-04-16
    公开日:2015-11-15
    发明作者:René Reiter；Christoph Dipl Ing Schwärzler；Michael Palzer；Roland Dipl Ing Margelik
    申请人:Seibt Kristl & Co Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a method for simulating the driving behavior of a vehicle in a vehicle test stand with an actuator for transmitting a longitudinal force to the vehicle, wherein a executed by a wheel or a drive train of the vehicle rotational movement is measured, and a corresponding vehicle test for simulating the driving behavior of a vehicle with an actuator for transmitting a longitudinal force to the vehicle and with a measuring device for measuring a rotational movement of a wheel or a drive train of the vehicle.
    In particular, the present invention relates to a method in which a main drive train of a vehicle to be tested is connected to at least one loading machine. When the main driveline drives multiple axle transmissions, load machines connected via side shafts can independently brake and drive to simulate driving resistances or acceleration or deceleration torques. The regulation of the loading machine (s) is usually based on a simulation calculation of the vehicle, possibly up to the individual tires. In particular, the measurement of the rotational movement designates a measurement of the torque and / or the rotational speed undertaken in this context. Examples of methods and corresponding test stands, the improvement of which the invention strives for, have already been described in AT 508 031 Bl or in Bauer R., "New Methodology for Dynamic Drive Train Testing". in Proceedings of the Symposium on International Automotive Technology, pp. 1-6, 2011, to which reference is made in particular with regard to the regulation of the loading machines in the context of a method or a vehicle test bench of the present type.
    The technology of such powertrain test benches has evolved in recent years to such an extent that the test object experiences exactly the same loads on a so-called complete vehicle test bench as on the road. As a result, the "vehicle application on the test bench" is displayed. allows the same tests to be carried out on a test track instead of time-consuming and expensive driving tests (see Pillas J., Kirschbaum F., Jakobi R., Gebhardt A.,
    Uphaus F .: "Model-based load change reaction optimization using vehicle drivetrain test beds", Proceedings of the 14th International Stuttgart Symposium, pp. 857-867, 2014).
    Of the vehicle applicators is criticized that the accelerations of the vehicle in response to Prüflingsaktionen (give gas, brakes, shift, etc.) on the test bench naturally be different than in real road trips. In particular, the subjective perception ("popometer") of vehicle applicators is therefore different on the test bench than on real road trips.
    The vehicle on the test bench can not of course perform the same movements as on the road. In addition, the vehicle must have a good mechanical connection to the loading machines (or wheel machines). If you wanted to simulate the acceleration by inclination similar to a flight simulator, you would therefore move the entire Nutenfeld with vehicle and loading machines, which is not possible due to the large mass.
    In another context, namely in test stands to investigate the effect of forces and torques acting on wheels and suspension on a chassis, has already been proposed in EP 2 602 602 Al to provide translational actuators and the drive units via double cardan shafts with the wheels of the test object. With the actuators, a test load, e.g. in the form of a longitudinal force exerted on the wheels. In this type of test bench, however, only predetermined values for travel or force are traced with the translatory actuators. At best, a coordination of the predetermined values for the test load and a drive torque or a drive rotational speed is provided-unspecified.
    In other known test stands of this type with translational actuators, e.g. According to DE 102 12 255 Al, DE 10 2012 101 613 A1 or EP 0 094 570 B1, a rotation of the wheels or side shafts of the drive train plays virtually no role whatsoever.
    An acceleration of the vehicle in response to test specimen actions on the test bench, which is comparable to the vehicle behavior in real road trips, is not provided in the known methods and test benches.
    Accordingly, it is an object of the invention to provide a method of the initially mentioned kind, which is a realistic, i. a driving test on a test track approximated, subjective feeling of a person in the vehicle allows. Preferably, the behavior of the vehicle when accelerating, braking, shifting, etc. should be modeled realistic for each test specimen.
    To achieve this object, the invention provides that in the method of the type mentioned from the measured rotational motion, a corresponding longitudinal acceleration is determined and the actuator is controlled in dependence on the determined on the basis of the measurement longitudinal acceleration. Accordingly, it is provided according to the invention in a vehicle test stand of the kind set forth that a control device which is connected to the measuring device and to the actuator is set up to determine a corresponding longitudinal acceleration from a measured rotational movement of the wheel obtained by the measuring device and as a function of time determined longitudinal acceleration to transmit a drive signal to the actuator. The actuation of the actuator, which is formed for example by a linear motor, is not based on any predetermined test load or a purely computationally simulated acceleration, but dynamically based on a measurement of the rotational movement of a wheel or a drive train of the vehicle, i. in particular from a direct or indirect measurement of the torque exerted by the wheel, and preferably in real time ("online"). Thus, advantageously, a realistic reaction of the test object to the vehicle control executed by the vehicle (accelerate, brake, shift, etc.) can be reproduced. Only through the right -. the reaction of the test bench to the effect physically achieved on the wheel or drive train is a "vehicle application on the test bench". even meaningful and possible, because only then changes in the engine control unit, for example, have effects on the vehicle model calculated online and introduced by the actuator in the test specimen acceleration and thus on the subjective feeling of the vehicle applicator. If, on the other hand, predetermined values for path or force are used, as is the case in the prior art, a subjective feeling is basically possible, but this generally does not correspond to the actual or real behavior of the vehicle, so that a vehicle application makes hardly any sense.
    The exact longitudinal acceleration which the vehicle would perform on the road can only be used to a very limited extent on the test stand, since, for example, in a full throttle scenario, a covered path of over 100 m would result after just a few seconds. As has been found, the determined longitudinal acceleration for shortening an executed translational path can be converted or converted into a subjective acceleration with respect to a path resulting from the determined longitudinal acceleration during longer tests for the actuation of the actuator. The conversion to subjective acceleration exploits the fact that the acceleration perceived by a person is generally different from the physical acceleration. It is therefore preferable to choose a conversion to approximate a subjectively correct acceleration impression and minimize the path traveled by the test object.
    For example, it has proven to be advantageous if low-frequency components of the determined longitudinal acceleration are reduced during the conversion of the acceleration. This approach is based on the knowledge that for subjective human perception only or especially high-frequency components of acceleration are relevant. That primarily, relatively abrupt changes in acceleration are perceived, while a steady acceleration or slow changes, if any, are perceived much less. In particular, shares in the range of 1-2 Hz and below are to be regarded as low-frequency components in this context.
    Furthermore, it is advantageous if the determined longitudinal acceleration for conversion to the subjective acceleration is modified by a high pass filter, for example a Bessel or Butterworth designed high pass filter or preferably a first order high pass filter, wherein a time constant of the high pass filter is preferably between 0.01 and 1 second , in particular about 0.1 seconds. Such filtering of the longitudinal acceleration is relatively efficient to implement and allows real-time response and avoidance of significant latencies affecting subjective perception. Accordingly, in the present vehicle test bench, it is advantageous if the control device has a high-pass filter for the determined longitudinal acceleration, for example a Bessel or Butterworth-designed high-pass filter or preferably a first-order high-pass filter, wherein a time constant of the high-pass filter is preferably between 0.01 and 1 second, in particular about 0.1 seconds.
    In order to further reduce the distance actually traveled by the vehicle in the test stand, it is favorable if the deflection of the actuator is regulated to a constant desired position, in particular in the middle of a provided travel path of the actuator. In this way, a plurality of successive, but temporally interrupted or in some cases constant accelerations can be simulated in the same direction or with the same sign within an overall shorter translation path, in particular within the same translation distance. The translational distance is in this case repeatedly rapidly traveled in the same direction in each case in accordance with the acceleration, wherein the vehicle is moved back relatively slowly and thus imperceptibly to the starting position, optionally up to the constant desired position, between the accelerations. The desired position can basically be chosen so that the expected accelerations can be realized. In the middle of the intended travel accelerations in both directions (forward or backward or accelerate or brake) are equally possible. If different or different rapid accelerations are expected depending on the direction, the setpoint position can, of course, be adapted to these expectations.
    A particularly simple and reliable control can be achieved if the deflection of the actuator is controlled by a position controller, preferably with a rise time between 0.05 and 5 seconds, in particular with a rise time of about 0.5 seconds. Similarly, it can be provided in the proposed vehicle dynamometer that the control device has a position controller for controlling the deflection of the actuator, preferably with a rise time between 0.05 and 5 seconds, in particular of about 0.5 seconds. As a position controller, a conventional PID controller or a cascade controller, e.g. with a velocity controller implemented as a PI controller and an upstream derivative controller implemented as a P controller.
    In interaction with the position control loop, it is favorable if a proportion proportional to the subjective acceleration acts on the position control loop as a disturbance variable, in particular if a proportion proportional to the subjective acceleration is added to a control value of the position control loop. Preferably, the e.g. From a position controller the force specified by the actuator adds a force corresponding to a known vehicle mass and optionally with a plurality of actuators associated with the individual actuator share of the subjective acceleration. The subjective acceleration performed by the actuator is thus superimposed on an acceleration component by the position control loop, i. the low-frequency components of the determined longitudinal acceleration are replaced by the control values of a position controller. In this case, the position controller is preferably not set as sharply as possible so that the additional force corresponding to a subjective acceleration can likewise be converted by the actuator.
    The invention will be explained below with reference to particularly preferred embodiments, to which it should not be limited, and with reference to the drawings. The drawings show in detail:
    Fig. 1 shows schematically a block diagram of a control device for an actuator for transmitting a longitudinal force on a
    Vehicle;
    FIG. 2 schematically shows a block diagram of a position controller for use in a control device according to FIG. 1; FIG.
    3 shows a diagram of the time profiles of a determined longitudinal acceleration, of a corresponding subjective acceleration and of an actual acceleration on the test bench within the scope of the control according to FIG. 1; and
    Fig. 4 is a diagram of the time courses of the individual Acceleration time courses according to FIG. 3 respectively corresponding paths covered.
    In Fig. 1, the control device 1 for an actuator 2 of a complete vehicle test bench is shown schematically. The actuator is formed by a linear motor for transmitting a longitudinal force to a vehicle connected to the vehicle test bench. For measuring a rotational movement of a drive train or a wheel of the vehicle, the control device 1 is connected to a measuring device 3 in the form of a torque sensor. The control device 1 is set up to first determine a longitudinal acceleration a of the vehicle corresponding to the measured torque value Mlst in accordance with a vehicle model 4. The thus determined longitudinal acceleration a is then modified in a high-pass filter 5, wherein low-frequency components of the acceleration a are suppressed, so that the filtered acceleration corresponds to a subjective acceleration a. The subjective acceleration a is weighted appropriately, i. multiplied by a vehicle mass m and divided by a number N of (substantially parallel) linear motors on the test bench. The resulting subjective acceleration force Fa is quasi added at the output of a position controller 6 as a disturbance to its control value to form the desired air-gap force FLS of the actuator 2. The position controller 6 is set up for virtually imperceptible resetting of the vehicle and therefore operates only with slow or low-frequency accelerations. Thus, the low-frequency components of the determined longitudinal acceleration a damped or removed by the high-pass filter 5 are effectively replaced by the control value of the position controller 6. The entire processing starting with the measurement of the torque takes place in real time, i. without noticeable delays. The position controller 6 is
    Part of a position control loop 7 with a position measurement 8 of the actuator 2, which determines the current position xlst the rotor of the actuator 2, and with a difference element 9, which compares the current position xist with a constant, predetermined desired position xson and the difference, which a deflection of the rotor from the desired position xsou, transmitted to the position controller 6. The position controller 6 determines from the deflection obtained a manipulated value for the air gap force Fls of the actuator 2.
    The position controller 6 'shown schematically in FIG. 2 is a cascade controller which determines the manipulated variable F for the air gap force Fls of the actuator 2 from a deflection and a current movement speed vist of the rotor of the actuator 2. In this case, based on the deflection transmitted by the differential element 9 in a deflection controller 10, a target speed vsou of the rotor is determined. The deflection controller 10 is a P-controller whose gain is adjusted so that the actuator 2 is only partially loaded. The resulting setpoint speed vsou is then compared in a further differential element 11 with a measured actual speed vist of the rotor and the differential speed is transmitted to the separate speed controller 12. The speed controller 12 is a PI controller, whose reset time is selected so that the predetermined by the position controller 6 'as a control value F forces are not or hardly perceived by persons in the vehicle, i. the position controller 6 'causes only low-frequency components of an acceleration of the vehicle.
    In Fig. 3 a full throttle scenario is shown by way of example from standstill, wherein the dashed line shown 13, the determined longitudinal acceleration a, the dashed lines shown gradient 14 the subjective acceleration and the solid line 15 shown the actually experienced by the vehicle in the test bench acceleration respectively represented as a function of time t in a time window of eight seconds. As can be seen from trace 13, the determined longitudinal acceleration a is positive throughout the time window, with a maximum value at about 2.6 seconds of about 11 m / s 2, i. the
    Vehicle or the vehicle propulsion accelerated - as was to be expected in a full throttle scenario - during the eight seconds without interruption in the same direction. A double integration of the illustrated curves 13, 14, 15 over the time window shown on the assumption that the vehicle is stationary at the beginning of the time window results in the curves 16, 17, 18 for the distance traveled x (t) shown in FIG. as a function of time t, wherein for the courses 16, 17, 18 in each case the same line structure as for the underlying course 13, 14, 15 of the acceleration in Fig. 3 was used. The dotted curve 16 corresponds to the distance covered if the determined longitudinal acceleration a were carried out unchanged, e.g. would be transferred to the road, and the dashed curve 17 corresponds to the distance traveled, if the subjective acceleration a would be carried out. In the first case, with the unchanged longitudinal acceleration determined, the vehicle would have been at the end of the time window, i. after eight seconds, covered a path of about 170 m. It is obvious that such a distance can not be covered in the test stand. In the second case, when the subjective acceleration is performed, the distance traveled after eight seconds would already be reduced to 4 m. For shorter test periods, e.g. in the range of one second or less, the distance traveled on the test bench would already be feasible. The solid curve 18 corresponds to the distance traveled when the subjective acceleration ä is superimposed on a comparatively low-frequency position control, for example with a control according to FIG. 1. As it turns out, the actually traveled path on the test bench in this case can be reduced so far that the maximum deflection from a nominal position is about 12 cm (after approx. 0.7 seconds). Deflections in this area are particularly practical and allow, for example, to realize the shaft connections between the test specimen and the load machines of the test rig with constant velocity cardan shafts.
    权利要求:
    Claims (10)
    [1]
    Claims 1. A method for simulating the driveability of a vehicle in a vehicle test stand with an actuator (2) for transmitting a longitudinal force to the vehicle, wherein a measured from a wheel or a drive train of the vehicle rotational movement is measured, characterized in that from the measured rotational movement a corresponding longitudinal acceleration (a) is determined and the actuator is controlled as a function of the longitudinal acceleration (a) determined on the basis of the measurement.
    [2]
    2. The method according to claim 1, characterized in that for the activation of the actuator (2), the determined longitudinal acceleration (a) for shortening an executed translational path with respect to one of the determined longitudinal acceleration (a) resulting path is converted into a subjective acceleration (a) ,
    [3]
    3. The method according to claim 2, characterized in that in the conversion of the acceleration low-frequency components of the determined longitudinal acceleration (a) can be reduced.
    [4]
    4. The method of claim 2 or 3, characterized in that the determined longitudinal acceleration (a) for conversion to the subjective acceleration (ä) by a high-pass filter (5), for example, a Bessel or Butterworth designed high-pass filter or preferably a high-pass filter modified first order is, wherein a time constant of the high-pass filter (5) is preferably between 0.01 and 1 second, in particular about 0.1 seconds.
    [5]
    5. The method according to any one of claims 1 to 4, characterized in that the deflection of the actuator (2) to a constant desired position (xsoii), in particular in the middle of a provided travel path of the actuator (2) is controlled.
    [6]
    6. The method according to claim 5, characterized in that the deflection of the actuator (2) by a position controller (6), in particular with a rise time of about 0.5 seconds, is regulated.
    [7]
    7. The method according to claim 2 and 6, characterized in that one of the subjective acceleration (ä) proportional share as a disturbance on a position control circuit (7) acts, in particular to a control value of the position controller (6) is added.
    [8]
    8. Vehicle test stand for simulating the driving behavior of a vehicle with an actuator (2) for transmitting a longitudinal force to the vehicle and with a measuring device (3) for measuring a rotational movement of a wheel or a drive train of the vehicle, characterized in that a control device (1) which is connected to the measuring device (3) and to the actuator (2), is set up to determine a corresponding longitudinal acceleration (a) from a measured rotational movement of the wheel obtained by the measuring device (3) and in dependence on the determined longitudinal acceleration ( a) to transmit a drive signal to the actuator (2).
    [9]
    9. A vehicle dynamometer according to claim 8, characterized in that the control device (1) has a high-pass filter (5) for the determined longitudinal acceleration (a), for example, designed according to Bessel or Butterworth high-pass filter or preferably a high-pass filter of the first order, wherein a time constant of the high-pass filter preferably between 0.01 and 1 second, in particular about 0.1 second.
    [10]
    10. Vehicle test stand according to claim 8 or 9, characterized in that the control device (1) has a position controller (6) for controlling the deflection of the actuator (2), preferably with a rise time between 0.05 and 5 seconds, in particular of about 0th ,5 seconds.
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    法律状态:
    2020-12-15| MM01| Lapse because of not paying annual fees|Effective date: 20200416 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50287/2014A|AT515712B1|2014-04-16|2014-04-16|Method for simulating vehicle behavior and vehicle test bench|ATA50287/2014A| AT515712B1|2014-04-16|2014-04-16|Method for simulating vehicle behavior and vehicle test bench|
    EP15724926.9A| EP3132243B1|2014-04-16|2015-04-15|Method for simulating the behaviour of the vehicle and chassis dynamometer|
    PCT/AT2015/050095| WO2015157788A1|2014-04-16|2015-04-15|Method for simulating the behaviour of the vehicle and chassis dynamometer|
    US15/304,262| US9841351B2|2014-04-16|2015-04-15|Method for simulating the behavior of the vehicle and chassis dynamometer|
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