• 专利附录
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    • 专利摘要:
    In order to impose real environmental or ambient conditions, in particular thermal conditions, on a test stand during a test run on a test bench, it is provided that at least one temperature is measured as the measured variable (MGi) at the test stand (1) at the test stand (MS) during the test run. and at least one device under test (PKi) of the device under test (2) is subdivided into a number of segments (Si), during the test run the thermal interaction of at least one segment (Si) with the environment of the vehicle is determined by a thermal simulation model (23) of the simulation model (22) is calculated by the thermal simulation model (23) calculating the segment heat flow (QSi) supplied to or removed from the at least one segment (Si) and this segment heat flow (QSi) on the test stand (1) on the at least one segment (Si) by means of a number of heat flow actuators (15j), which impress a heat flow (Q j) to the test specimen (2) in Ab dependence of the measured temperature is adjusted.
    公开号:AT518196A1
    申请号:T50046/2016
    申请日:2016-01-28
    公开日:2017-08-15
    发明作者:Dr Ing Pfister Felix；Geneder Stefan；Dr Jakubek Stefan
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    Method and test bench for carrying out a test run with a test object
    The subject invention relates to a method and a test stand for performing a test run on a test bench, wherein a test object in the form of the vehicle or a component of the vehicle is actually constructed and operated on the test stand and a simulation unit with a simulation model simulates the test run.
    A test, experiment or experiment is an activity that serves to determine whether one (or more) technical component (s) (mechanical structure, hardware or software), generalized examinee, operates within certain framework conditions or whether certain properties exist , The test object is thus the technical system to be tested. The DUT may represent the entire system (e.g., a vehicle) or part of the overall system (e.g., an internal combustion engine, a propulsion system, an exhaust system, or an exhaust aftertreatment system of a vehicle, etc.).
    Some tests are used to investigate real, often transient, operations to which the examinee is subjected. These often take place in simulated, simulated environments. For these activities, often test stands adapted to the respective test object, e.g. an engine test bench, a powertrain tester or a chassis dynamometer, are used. These test benches enable the test specimen to be systematically imprinted with certain ambient conditions, ie to be tested under these environmental conditions, and thus permit a repeatability of the test procedure. However, they also serve to validate new or unknown processes in environments that would not be real or very time-consuming and costly for the candidate. Since a test environment can only incompletely correspond to the real environment, the results of the test must always be evaluated taking into account the quality of this test environment, ie the test bench and the simulated environment.
    On a test bench, for example, it is often the goal to model real or fictitious (i.e., virtual) test drives of motor vehicles. These trips are called virtual test drives below. For example, an internal combustion engine on an engine test bench or a powertrain on a powertrain test bench via suitable interfaces, the time-varying interface sizes (interface between real existing test bench and the simulation) impressed that for this examinee as a subcomponent of an overall system vehicle / driver / environment in a real test drive, eg a real vehicle over the Grossglockner High Alpine Road would occur. Likewise, it may be interesting to impose on the test subject on the test bench the temporally variable interface sizes that would occur in the case of any, even fictitious and in reality not necessarily representable route. Such virtual test drives can be created in a variety of ways, e.g. they can be measured by real test drives or are also partly predefined or standardized (for example standardized consumption cycles). However, they can also be calculated using virtual environments in real time, or real-time (ie online), with a sufficient quality (so-called X-In-The-Loop test drive, where "X" stands for the test object, eg internal combustion engine, powertrain, etc .). At the test bench various measurements can then be taken during the shutdown of the virtual test drive. For this purpose, the test specimen to be examined (internal combustion engine, drive train, battery, vehicle, etc. or components thereof) at the interfaces is usually of a load unit (actuator), such as. a dynamometer (mechanical actuator) or a battery tester (electric actuator), loaded, with which the test specimen is impressed by the virtual test drive resulting mechanical or electrical stress. Such test drives on the test bench allow, in particular, to carry out developments or inspections of the test object on the test stand without having to set up the entire system (eg a real complete vehicle), in which the test object is normally integrated as part of an overall system, and without the necessity of the test to be carried out with this real vehicle through a real test drive. Such test bench tests have, inter alia, the advantage of a more reproducible and thus also a better comparability of the results.
    However, due to the nature of the system, a test bench can never reproduce the boundary conditions of a real test drive with absolute precision, but always with restrictions. However, it is not always desirable or necessary to subject the test specimen to these exact conditions. In some cases one would only like to devise the candidate under hypothetical conditions. Currently, according to the state of the art, e.g. Focusing on a high degree of conformity of the mechanical and electrical power flow between the virtual and the real test drive on dynamometers. Despite good agreement of the time course of certain measured variables measured at the test bench, considerable differences in the time course of certain other measured variables often occur. For example, it has been found that despite a high level of compliance of the mechanical power flows (such as speed and torque) and despite the same emissions measurement in the virtual test drive on powertrain and dynamometer in comparison with the real test drive with a real vehicle emission measurement (CO , NOx, ...), especially in the partial load range, does not give the same results. The reason for this often lies in the different thermal and thermodynamic boundary conditions, i. especially in the different temperature and heat flow density fields at neuralgic
    Components of the vehicle. These are due, among other things, to different media flows (e.g., air, water, oil) being imprinted on the specimen.
    In a real vehicle components or components are installed, which may be exposed to different thermal loads. An example of this is provided by the internal combustion engine with a turbocharger and the exhaust system. In the exhaust system and components such as catalyst or particulate filter can be arranged. In both cases (real or virtual test drive), a thermal energy flow takes place via the surfaces of the named components and subcomponents. Another example provides the electrical energy storage of a hybrid vehicle. This component also interacts thermally with the environment / environment and in turn is influenced by environmental / environmental influences ("boundary conditions"). Thus, for example, the engine block or the exhaust gas system of a vehicle, depending on the boundary or ambient conditions thermally different exchange with its environment. This results in different transient component temperature fields and heat flux densities (thermal energy flows) in the component and on the component surface. For example, a combustion engine in winter environmental conditions from a larger amount of heat (cold road, cold ambient air), as in summer environmental conditions (hot road, hot ambient air). The heat transfer (heat flux densities) between a test specimen and the environment takes place due to the physical mechanisms of heat conduction, heat flow (convection) and heat radiation.
    In a real test drive with a real vehicle on a real route heat transfer processes act on the surfaces of the DUT or a Prüflingsteils. There are various environmental or environmental conditions, characterized for example by air pressure, humidity or air temperature, it comes to such effects as splashing on the test specimen, etc. On the test bench but usually prevail other environmental conditions, which is one of the reasons why the results of a virtual test drive on the test bench deviate from the results of a real test drive. The imposition (simulation or emulation) of - within given boundary conditions of any heat transfer processes on the test bench has so far received little or insufficient attention.
    For example, the cooling air blower often used on the test bench for generating an air flow over the test specimen, as well as the test bed conditioning (for example, the temperature of the test room space) are usually not sufficient to simulate the real environmental conditions on the test bench sufficiently accurate. The cooling air blowers are mainly used to map the effects on the engine cooling in terms of driving wind speed. These cooling air blower are therefore often un sufficient dimensioned, or do not offer the required degrees of freedom. For example, the speed of the cooling air blower is often controlled only as a function of the driving speed. By air conditioning the test room, the air temperature and humidity in the environment of the test bench can be controlled.
    Furthermore, conditioning equipment for the media intake air, coolant, oil and charge air are also known on the test bench. These are usually used on component test benches (engine, drive, battery test bench). With the help of this, the respective media temperature is influenced or regulated. The conditioning device for the intake air can continue to affect the humidity and the pressure.
    Both a cooling air blower, the Prüfraumklimatisierung and the media conditioning get the setpoint specifications, e.g. for temperature, humidity and pressure from the test bench automation. In this case, only a specification in the form of a temporal course of the respective size (eg temperature), an interaction (in the sense of an X-in-the-loop simulation) takes place in the form of a reaction with a virtual environment of the test object, which is also An anticipated, future environment can not take place. Furthermore, the problem of setpoint determination, i. the determination of a default value, which allows a realistic mapping of the virtual environmental conditions of the DUT.
    Test bench assemblies are also known in which test piece parts (such as a motor on an engine test stand) are thermally encapsulated in order to better simulate the thermal boundary conditions. Such a construction may e.g. Krämer S., et al., "Relocation of Rolling Tests on the Engine Test Bench", MTZ-Motortechnische Zeitschrift, 2015, 76 (3), p. 36-41. In this case, the vehicle body is modeled on an engine test bench by the engine in a sealed engine encapsulation and the exhaust system are arranged in a closed subfloor enclosure to simulate the thermal boundary conditions in the engine compartment and the underbody. In each case, an enclosure in an insulated housing (engine encapsulation, underfloor encapsulation), which are equipped with fans. By means of the fans, the temperature is controlled in the motor encapsulation and underbody encapsulation. This solution compares the results between emission measurements on the engine test bench and on the chassis dynamometer. However, this is insufficient for a realistic mapping of the environmental conditions, since on the one hand a global temperature is set in the engine encapsulation and the underbody encapsulation and on the other hand there is also the problem of correct setpoint specification. Consequently, various components of the specimen, such as e.g. the engine block, the turbocharger, the radiator, the exhaust system, etc. or parts thereof, on whose surfaces temperature distributions that do not match the real, or the desired, temperature distributions. However, the temperatures of these components significantly affect not only the heat transfer processes in the form of thermal energy flows ("heat flows"), but e.g. also the emission behavior of the engine (for example NOx, CO, etc.), which leads to the undesirable differences between real and virtual test drive. The illustrated method does not solve the problem of replication or the anticipation of the thermal behavior of the specimen during a real test drive.
    A cooling system for a component, such as an internal combustion engine, has become known from the patent DE 10 2013 213 863 B3, with which temperatures on the component can be adjusted by blowing the component with a blower matrix consisting of a plurality of individual blowers , The cooling system makes it possible to set different temperature zones (fields) on a component. A target temperature for individual points is specified as a setpoint, known from the outset (ie, already at the beginning of the test run), in the form of a time course, which is regulated by a control unit via the blower matrix, in order, e.g. to check the thermal resistance of the component or parts thereof. This is an improvement compared to conventional test rigs, especially with regard to the thermal boundary conditions for a bench test and possibly often sufficient. However, the component temperature as the target of the control on the test bench ignores the heat transfer processes in the form of the thermal energy flows of the real test object in the various test environments. Effects such as convection, thermal radiation, etc., which play an important role in the components of the test object (real vehicle), are not taken into account at the test bench. The specification of the temperature field of the surface of the test specimen or of the specimen itself, as described in DE 10 2013 213 863 B3, ignores the heat transfer processes and is therefore often not sufficient for realistic test bench experiments in the form of virtual test drives on a test bench.
    The patent DE 10 2013 213 863 B3 is therefore based on the very restrictive assumption that the target temperatures at the selected measuring points are currently known as a function (i.e., can be predefined as reference variables of the control). These must be defined in advance, but with such an arbitrary determination no realistic environmental conditions can be generated, or they would have to be determined in advance in a real test drive, which in turn is very complex. The problem of reference value determination is not considered in the patent DE 10 2013 213 863 B3.
    It is therefore an object of the invention to provide a method of performing a test run, e.g. in the form of a thermal X-In-The-Loop test drive, a test specimen on a test bench, and an associated test bench, which allow the test specimen to have real environmental or environmental conditions during the test run arising from the laws of heat transfer of a virtual environment, impose.
    This object is achieved by the above-mentioned method, and in the same way by the above-mentioned test stand, according to the invention that during the test run on the test bed at a measuring point at least one temperature is measured as a measured variable, and at least one DUT component of the test specimen in a number of Segments is divided during the test run, the thermal interaction of at least one segment with the environment of the vehicle by a thermal simulation model of the simulation model is simulated by the thermal simulation model the at least one segment added or removed segment heat flow and that this segment heat flow on Test stand on the at least one segment by means of a number of heat flow actuators, which impress the test specimen a heat flow, is regulated in dependence on the measured temperature.
    Thanks to the invention, it is thus possible to impose certain thermal ambient conditions on the test object during a test run and thus to create conditions that are close to reality on the test bench. These thermal environmental conditions interact with the device under test in the form of heat transfer processes and can be realistic (ie, in the later reality of the device under test as part of a real-world vehicle actually occurring - example: vehicle driving through Death Valley) or even fictitious (ie, conceived, but still real, physical conditions accordingly - example: vehicle drives through the Death Valley at an outside temperature of 60 ° C). Frequently, during the test run on the test stand, the test object is also subjected to mechanical, electrical and / or mass and information currents (for example CAN communication) in addition to the thermal load.
    Due to the thermal simulation model, the thermal interaction of the test object or of the segment to be conditioned of the test object with the simulated environment can be reproduced as desired within certain technical limits. In this case, spatially and temporally variable heat transfer processes of the test specimen can be reproduced, which correspond to real conditions. By means of the heat flow actuators, these heat transfer processes can then be adjusted at the test stand on the test specimen, whereby the test specimen on the test bench is subjected to substantially the same, or the sufficiently similar, thermal conditions as a subcomponent of an overall system (eg a vehicle) during a test drive under real or fictive, but physically physical conditions (example: drive from the thermal conditions of the Death Valley to the thermal conditions at the South Pole within two hours).
    Preferably, the simulation quality can be increased if the simulation model additionally comprises one or more of the following models: vehicle model, driver model, road or distance model, wheel model, environment model. In addition, flexibility can also be increased with additional submodels, as this can take various influences into account in the test runs.
    Advantageously, in addition at least one further measured variable of the test object is detected and processed in the simulation model. It is equally advantageous if in addition at least one further measured variable of the test object environment of the test object is detected and processed in the simulation model.
    The subject invention will be explained in more detail below with reference to Figures 1 to 6, which show by way of example, schematically and not by way of limitation advantageous embodiments of the invention. It shows
    1 a dynamometer for a vehicle according to the prior art,
    2 shows a dynamometer according to the invention,
    3 shows an engine test bench according to the invention,
    4 shows the adjustment according to the invention of the heat flows on segments of a test object,
    5 shows an embodiment of a simulation unit and
    6 shows the information flow in the implementation of the method according to the invention for operating a test bench.
    With Fig. 1, a conventional test stand 1 for a DUT 2 is shown. In the exemplary embodiment shown, the test object 2 is a vehicle and the test bench 1 is a chassis dynamometer. Of course, the device under test 2 could also be any subsystem of the vehicle, such as a vehicle. a powertrain, an internal combustion engine, a power pack, a turbocharger, a catalytic converter, etc., and the test bench 1 is a matching test stand, such as a tester. a powertrain test bench, an engine test bench, a powerpack test bench, a turbocharger test bench, a catalyst test bench, etc.
    On the test bench 1, a test bed automation in the form of a test bed automation unit 3 is provided which controls the virtual test drive (= test run) to be performed on the test bench and for this purpose controls all required facilities (ie in particular the actuators) of the test bed 1 in accordance with the specifications of the test run. The test bed automation unit 3 can in particular also control the test object 2. In the case of a ve hicle as DUT 2, for example, known driving robots could be arranged in the vehicle, which give the control commands of the test bed automation unit 3, such as gear shifting, accelerating, etc., implement. Alternatively or additionally, the test bed automation unit 3 could also drive the test object 2 directly via a test object control unit, such as a vehicle control unit (ECU), a transmission control unit (TCU), a hybrid control unit, a battery management system, etc. In the case of an internal combustion engine as test specimen 2, the test bed automation unit 3 could, for example, control the throttle valve position α (see FIG. 3) or the fuel injection.
    The test object 2 is loaded by a loading machine (generally actuator) 5, in the present case mechanically (mechanical power flow between the test object and the surroundings). In the case of a chassis dynamometer, the (mechanical) loading machine 5 is the drive or output of the bench rolls, as indicated in FIG. In the case of an internal combustion engine or drive train as the test piece 2, the mechanical loading machine 5 would be e.g. a dynamometer or an electric dynamometer, which is connected to the internal combustion engine or the drive train. In the case of a battery as DUT 2, the loading machine 5 would be electrical, e.g. in the form of an electric battery tester. Suitable loading machines for various specimens 2 are well known, which is why will not be discussed here in detail.
    The loading machine 5 is usually controlled by an actuator controller 4, which in turn receives setpoints from the test bed automation unit 3, to control, for example, certain, frequently transient, load moments M or certain, frequently transient, rotational speeds n on the test piece 2. For this purpose, a torque measuring device 6 and / or a speed measuring device 7 are also provided on the test stand 1, which measure the corresponding actual values of the load moment M and the rotational speed n of the test object 2 and make it available to the test bed automation unit 3. Of course, other or additional measured variables, such as, for example, an electrical current or an electrical voltage, can also be measured and fed to the test bed automation unit 3 for other test items 2 or test bed types. Furthermore, during the test run on the test stand 1, an emission measurement is carried out, for example, with an exhaust gas measuring system 14. Of course, depending on the test specimen 2, other or additional, especially for the development of the specimen required measurements could be made, such as a consumption measurement, measurement of electrical energy flow, etc. It is the basic goal of a test run at least one output of the specimen 2, ie eg an emission, a consumption, a performance, etc., to record and evaluate in order to gain knowledge for the development of the test piece 2. It is desirable if the test piece 2 on the test stand 1 behaves essentially the same as embedded in a real vehicle.
    At the test stand 1, at least one conditioning unit 16 is also often provided for conditioning the test piece environment of the test piece 2 and / or the test piece 2. In particular, this allows the specimen 2 to be impressed with a certain (for example a desired) spatially and temporally variable heat transfer, which the specimen 2 on the test bench 1 exchanges with its specimen environment. The heat transfer may be coupled to a certain mass transfer, e.g. a heat transfer with an air stream or other stream. The heat transfer thus also includes such mass transfers as equivalents to a heat transfer. Often, a conditioning air conditioner for adjusting the ambient temperature, humidity, etc. of the DUT environment is provided as the conditioning unit 16. Furthermore, the conditioning unit 16 may also include a blower 8 for simulating, for example, a wind. The blower 8 can also be realized separately from the conditioning unit 16 as a separate device on the test bench 1. Such a fan 8 provides a contribution to impressing the specimen 2 with a certain (e.g., a desired) generally spatially and temporally variable heat transfer process that the specimen 2 exchanges with the specimen environment. Again, it goes without saying that different conditioning units 16 can often be used for different types of test stands. In the illustrated embodiment, the conditioning unit 16 comprises a blower 8, which impresses a specific air flow field 9 on the test piece 2.
    In addition, the conditioning unit 16 on the test stand 1 for conditioning the test piece 2 can also comprise a media conditioning unit, for example intake air conditioning, charge air conditioning, oil conditioning or cooling water conditioning, which are not shown in FIG. 1 for reasons of clarity. These actuators also contribute to impose certain, often desired, temporally and spatially variable heat transfer processes on the test specimen 2.
    The conditioning unit 16, optionally with blower 8 and / or with media conditioning unit, usually receive from the test bed automation unit 3 certain setpoints (temperatures, humidities, mass flows, ...) from the conditioning unit 16, or the blower 8 or the Media conditioning unit to be adjusted. As stated above, with such a conditioning unit 16, with a blower 8 and / or with classical media conditioning units, the desired (for example realistic) heat transfer processes on the test piece 2 or on test piece components can not be reproduced or - in view of the test task to be performed - only insufficiently simulated.
    In order to be able to carry out test runs on the test stand 1 in a manner such that the thermal conditions of the test object 2 during the test run correspond to predetermined or desired, in particular reality simulating conditions (in the sense of a "descendant" of a real test drive on the test bench), is therefore provided according to the invention, to model the thermal conditions of the specimen 2 according to these specifications. This will be explained below with reference to FIG. 2 using the example of a chassis dynamometer as a test bench 1 and a vehicle as a test object 2 and with reference to FIG. 3 using the example of an engine test bench as a test bench 1 and an internal combustion engine as a test object 2. For reasons of clarity, it is no longer all the components of the test stand 1 as described with reference to FIG. 1.
    The test specimen 2 comprises a plurality of specimen components PKi, i = 1,..., M, where a specimen component PKi may be an entire assembly of the specimen 2, such as an internal combustion engine 10, an exhaust line 11, or exhaust aftertreatment units 12, 13, such as A test object component PKi can also be a component of the test object 2 or part of an assembly of the test object 2, for example an exhaust pipe section of the exhaust line 11. However, it is also possible for the entire test object 2 to contain a test object component PKi (i = 1), for example when the device under test 2 is an electrical accumulator. According to the invention, at least one such sample component PKi is present. In the sense of the invention, a specimen component PKi is in particular a part of the specimen 2 to which a spatially and temporally variable thermal interaction (heat transfer, heat flux densities) is to be impressed, which the specimen 2 exchanges with its specimen environment, as described below. In particular, parts of the specimen 2 whose behavior or properties depend on a thermal load are suitable as specimen components PKi. This can be influenced on certain properties of the DUT 2. For example, the property "NOx emissions" depends, among other things, on the thermal load of the sample component "catalyst".
    At a number of n measuring points MSi, i = 1,..., N, where according to the invention at least one measuring point MS1 is necessary, one measuring unit MEi, i = 1,..., N is arranged, with one measured variable MGi each, i = 1, ..., n of the test piece 2 is measured. At a measuring point MSi, different measuring units MEi can also be provided for measuring different measured quantities MGi. In this case, at least one measured variable MGi is a temperature, or a measured variable, from which a temperature can be calculated or estimated. Accordingly, at least one measuring unit MEi is for example a simple temperature sensor, with which a temperature of the test piece 2 at the measuring point MSi is measured. A measuring unit MEi for detecting a temperature can, for example, detect a medium temperature, such as an exhaust gas temperature or a fluid temperature, an assembly or component temperature or a surface temperature. Basically, with thermal imaging cameras as measuring unit MEi, or with other methods, even complex three-dimensional temperature fields of the test piece 2, a Prüflingskomponente PKi, or a part thereof can be measured.
    By suitable mathematical / physical methods, it is also possible to deduce the entire temperature field (ie the spatial temperature distribution) of the test piece 2 or a specimen component PKi or parts thereof (for example the surface of the specimen component PKi) from some temperature measurements on the test specimen 2. Such a method could, for example, use the known interpolation by spline functions or the finite element method in order to estimate temperatures or spatial temperature profiles between the measuring points MSi.
    On the test specimen 2, measuring units MEi can additionally be used to measure a media flow, such as an exhaust gas flow through the exhaust gas line 11 or an intake air flow. It could also be media pressures, such as exhaust pressures, measured at different locations.
    Likewise, with a measuring unit MEi on the test bench 1, a measured variable MGi of the test piece environment of the test piece 2, preferably in the vicinity of the test piece 2, can additionally be measured. A measured variable MGi of the test object environment may be, for example, the air pressure, an ambient temperature, a humidity, etc. For reasons of clarity, not all measuring points MSi, measuring units MEi and measured quantities MGi are designated in FIGS.
    In order to simulate heat transfer processes in a desired or predefined manner on a test piece component PKi on the test stand 1, at least one heat flow actuator 15j, j = 1,..., K is provided. With the at least one heat flow actuator 15j, the desired heat transfer processes are impressed on a sample component PKi, in particular in the form of heat flows Q (t), or heat flow densities q (t, x), which are preferably spatially (x) and temporally (t) variable , Subsequently, for the sake of simplicity, only Q and q will be used. The heat flow Q is the integral of the heat flow density q, and the two quantities can be used in an equivalent manner. Subsequently, therefore, only the term heat flow Q is used, which also equivalently means a heat flux density q, or any other equivalent to a heat flow Q size.
    A heat flow actuator 15j may be a heat sink, a heat source, or both. As Wärmestromaktuator 15j a variety of devices in question, the heat (no matter in which direction) transmitted or in particular the Prüflingskomponenten PKi heat flows Q can impress. For example, water or air heat exchangers, fluid feeders (eg blowers, Venturi fans), Peltier elements, spray nozzles for spraying liquids such as water, etc. are conceivable. However, a conventional conditioning unit 16 for test bench conditioning can also be used as heat flow actuator 15j, as in US Pat 2 and 3 indicated. Similarly, a fan 8 of the test rig 1 or a media conditioning unit of the conditioning unit 16, for example an intake air conditioning, charge air conditioning, oil conditioning or cooling water conditioning of an internal combustion engine 10, can be used as the heat flow actuator 15j, as in FIG. 3 with the heat flow actuators 15i, 152 and 153 indicated. Such a media conditioning unit is typically designed as a heat exchanger for the respective medium. Thus, the specimen 2, or a Prüflingskomponente PKi, by means of a Wärmestromaktuators 15j on the heat flow Q a certain, preferably a predetermined, spatially and temporally variable heat transfer impressed, which exchanged the DUT 2 with its DUT ambient.
    The exact execution of the Wärmestromaktuatoren 15j is for the invention but irrelevant. The only necessary requirement for the heat flow actuator 15j is to be able to memorize a heat flow Q to a test piece component PKi of the test piece 2 and / or a heat flow Q away from a test piece component PKi of the test piece 2, or both. Each heat flow actuator 15j can therefore supply and / or dissipate heat to the device under test 2.
    With the measuring units MEi, a measured variable of a heat flow actuator 15j can also be detected, such as a fan speed or a flow velocity of the air, if the heat flow actuator 15j is a fan 8 (as in FIG. 2 with the measuring unit MEn), or a fluid flow of a heat exchanger fluid ( Air, water, etc.) when the heat flow actuator 15j is a heat exchanger.
    The control of the heat flow actuators 15j for setting a desired heat flow Q accepts at least one heat flow regulator 17. The implementation of the heat flow regulator 17 can be implemented as a separate unit on the test bench 1 (as in FIG. 3), and / or integrated into the heat flow actuator 15j, and / or Part of the test bed automation unit 3 (as in Fig.2) done.
    The regulation of the heat flow actuators 15j by means of heat flow regulator (s) 17 is accordingly a multi-variable control which processes at least one measured variable MGi, in particular at least one temperature at a measuring point MSi on the test specimen 2, with the aim of impressing a specific heat flow Q. If a measuring unit MEi for detecting an actual variable is required for the regulation of a heat flow actuator 15j, then a corresponding measuring unit MEi is to be provided. Alternatively, the required actual size can also be calculated from other measured variables MGi. In the heat flow controller 17 may be implemented any suitable control law, wherein it does not depend on the specific implementation of the control law in the invention.
    The measuring units MEi supply their measured variables MGi to the heat flow regulators 17, which process the corresponding measured variable MGi, and possibly also to the test bed automation unit 3 or to a simulation unit 20.
    The effect of the Wärmestromaktuatoren 15j on the individual to be conditioned Prüflingskomponenten PKi is usually coupled. This means that heat flow actuators 15j simultaneously act on a plurality of device components PKi, and vice versa, that a device under test component PKi is simultaneously influenced by a plurality of heat flow actuators 15j. For the regulation of the heat flow actuators 15j, it is therefore advantageous to decouple the regulations of the individual heat flow actuators 15 in terms of control engineering. For this there are well-known methods in the literature (for example JK Hedrick, A. Girard, "Control of Nonlinear Dynamic Systems: Theory and Applications", 2005, especially Chapter 8 and S. Skogestad, I. Postlethwaite "Multivariable Feedback Control - Analysis and Design, 2nd Edition, 2001 in particular Chapters 9, 10 and 3.4.1), which is why it will not be discussed further here.
    If there is no cross-coupling between different Prüflingskomonenten PKi and each associated Wärmestromaktuatoren 15j, even without control engineering decoupling a decentralized control with independent regulators heat flow regulators 17 take place.
    The Wärmestromaktuatoren 15j generate the DUT 2 together a temporally and spatially variable heat flow field Qf, or analogous to a heat flow density field qf, which acts on the Prüflingskomponenten PKi. If the heat flow actuators 15j are decoupled, then the heat flow field Qf = [Q1,..., Qj], or analogously, the heat flow density field qf results on a test object component PKi to be conditioned.
    A device under test PKi is now advantageously divided into i = 1, ..., s finite segments Si. This division into segments Si can be carried out with a need-based or application-specific granularity. A segment Si may be a whole test object component PKi, for example the exhaust gas line 11 or an exhaust aftertreatment unit 12, 13 of the exhaust line 11. The segments Si may, however, be divided equally finer, for example, a device under test component PKi may be divided into several segments Si, for example the exhaust line 11 are divided into ten segments Si. In principle, however, it is also possible for an entire test object 2, such as a battery, to be a segment Si. The exact division of the segments Si is for the invention but irrelevant. It is important to note, however, that in addition the number j = 1... K of the heat flow actuators 15j need not coincide with the number i = 1,..., S of the segments Si, and will generally not agree. The heat flow field Qf generated by the heat flow actuators 15j results accordingly at the segments
    Si segment heat flows QSi, ie a heat flow from the DUT environment in the respective segment Si or from the respective segment Si in the Prüflingsumgebung. This is schematically illustrated in FIG. 4, in which case a sample component PKi has been divided into six segments Si.
    The heat flow actuators 15j generate the heat flows Qj, either to and / or away from the device under test PKi. As already described, measuring units MEi are provided on the test piece 2 and possibly also in the surroundings of the test piece 2 at intended measuring points MSi, at least one temperature being measured on the test piece 2. With the measuring units MEi, measured quantities MGi of the test piece 2 or of a test piece components PKi, but also measured variables MGi of the test piece environment of the test piece 2, such as, for example, the air pressure or the humidity in the test room, or measured variables MGi of a heat flow actuator 15j, such as, for example, a flow velocity, are detected. The measured variables MGi detected by the measuring units MEi are fed to the heat flow controller 17, which according to the implemented control law now calculates the control variables for the heat flow actuators 15j in order to set the desired segment heat flows QSi (setpoint specification). Thus, a segment heat flow Qsi can be set at the segments S, in a targeted manner, which can be adjusted to the specifications, e.g. Real conditions in a real test drive a real vehicle, as possible corresponds. Of course, the heat flow actuators 15j are preferably arranged on the test stand 1 in such a way that the segment heat flows QSi can be regulated favorably.
    Thus, a flexible, open and expandable generalized IO system (sensors and actuators including control) is described to real samples 2 on the test bench 1 temporally and spatially variable heat flow fields Qf with the appropriate test run and the respective test task adapted sufficient quality and dynamics impress. For the setpoint specification of these heat flow fields Qf for generating the segment heat flows QSi according to the invention a simulation unit 20 (in the form of suitable
    Simulation hardware and / or simulation software). On the basis of at least one suitable "real-time-capable" simulation model 22, this simulation unit 20 generates the desired values in the form of the segment heat flows QSi, which are set by the temporally and spatially variable heat flow field Qf.
    This then allows, for example, a virtual test drive (test run) in which the real test object 2 is simulated embedded in the virtual world of an entire vehicle and its surroundings (X-In-The-Loop Simulation). The simulation model 22 thus, for example, moves a virtual vehicle through a virtual world. The simulation unit 20 can also be implemented in the test bench automation unit 3. The simulation is carried out for the virtual test drive on the test bench 1, preferably in real time. In other words, for each time step, for example in the millisecond to minute range, a current setpoint specification is calculated in order to impress the required heat flow fields Qf with the aid of the heat flow actuator 15j.
    The simulation model 22 comprises at least one thermal simulation model 23, as illustrated in FIGS. 4 and 5, which simulates how the test object 2 or the test object component PKi thermally interacts with the environment when the test object 2 or the test object component PKi is embedded in a real vehicle would be and the vehicle would be moved along a given route. These surroundings of a device under test PKi are not real vehicle components (for example, adjacent components or components of the vehicle) present on the test bench and the environment of the vehicle (for example, air flow, road surface, etc.). The thermal simulation model 23 thus forms in particular the thermal behavior of vehicle components that are not actually present at the test stand 1 (possibly also components installed on the test stand) and the environment (air flow, road surface, eg in the form of engine compartment and underbody models This thermal interaction manifests itself in heat flows which are reproduced on the test stand 1 with the aid of the heat flow actuators 15j.
    Additionally, in the simulation model 22, a vehicle model 24, a driver model 25, a road or track model 26, a wheel model 27, etc. may also be implemented, as exemplified in FIG. Furthermore, an environment model can be provided which simulates the environment of the vehicle. The various submodels of the simulation model 22 work together to implement the test run taking into account the thermal interaction of the test specimen 2 with the surroundings of the vehicle. The simulation model 22 may also map other influences such as various drivers (conservative, aggressive, etc.), road conditions (e.g., aquaplaning, ice, various road surfaces, etc.) or different tires. Thus, it is also possible that the eingelegelnde heat flow field Qf results from a simulated driving situation, taking into account certain environmental conditions. As an example, one can imagine that a sporty rider cuts a curve and drives over an ice plate or drives through a puddle (e.g., splash water), whereas a conservative rider extends the curve, thereby bypassing the ice plate or puddle. This has a direct influence on the heat transfer processes on the DUT 2. It is even possible to provide on the test bench 1 real controls of a vehicle, such as a steering wheel, an accelerator pedal, a brake pedal, a gear shift, can be actively intervened in the test run. The simulation is preferably carried out in real time in the required temporal resolution.
    Instead of the various submodels (vehicle model 24, a driver model 25, a road model 26, a wheel model 27, engine compartment and underbody models as part of the thermal simulation model 23, etc.), the test run can also be predetermined in another way, for example in the form of a conventional one time-based or path-based speed specification. The concrete test run is determined by the partial models or the time-based or path-based speed specification, the thermal interaction of the test object 2 with the environment occurring in each case being simulated by the thermal simulation model 23.
    The simulation unit 20 further has an interface 21 (FIG. 5), via which the simulation model 22 required measured variables MGi, but also actual variables of the test object 2, such as one or more actual speeds nist, x, or the loading machine 5, such as one or more actual Mist, z, and can be supplied via the calculated by the simulation model 22 setpoints for controlling the DUT 2 (eg throttle position aSOii) and / or the test bench 1 (eg, a target torque Msoh and / or a target speed nson of the loading machine 5 or several set torques and / or set speeds for a plurality of loading machines), or the test run, in particular the heat flow actuators 15j, are output. The interface 21 optionally also provides necessary signal conditioning mechanisms, e.g. Filter for the measured quantities MGi. By the ready
    Positioning of the measured quantities MGi for the simulation unit 20, the "simulation loop" is closed and the test piece 2 is actually taken "in-the-loop" of a virtual-real world.
    The thermal simulation model 23, which simulates the thermal interaction of a device under test component PKi with the environment, can have any structure, for example in the form of a physical model, an empirical model or a trained model (neural network, linear model network, etc.). Furthermore, the thermal simulation model 23 can model the behavior of a test object component PKi to be examined and actually present on the test bench 1, for example to reconstruct un-measured or measurable variables (for example temperatures) (for example by means of a control-technical observer). In each predetermined time step, the thermal simulation model 23 determines setpoint values for the segment heat flows QSi for at least one segment Si, preferably for each segment Si of the test piece 2. For this purpose, the thermal simulation model 23 processes at least one measuring unit MSi measured at the associated measuring point MSi with a measuring unit MEi Temperature (or an equivalent physical size). Of course, the thermal simulation model 23 may also have other measurands MGi, such as e.g. Mass or volume flows, air pressure, ambient temperature, etc., process. Which measured quantities MGi are required depends on the respective implementation of the thermal simulation model 23 and, if appropriate, on the respective implementation of the other models of the simulation model 22. In this case, it is also possible not to measure measured variables MGi needed directly for the thermal simulation model 23, but on the basis of others to estimate measured quantities MGi, for example by means of a suitable observer, or to calculate. In the example of an exhaust line 11, it is e.g. possible from a measurement of an inlet and outlet temperature of the exhaust gas into and out of the exhaust line 11 and a measurement of the exhaust gas mass flow through the exhaust line 11 to calculate the surface temperature at various points of the exhaust line 11.
    The thermal simulation model 23 may further process magnitudes of the test run itself, for example obtained from other models of the simulation model 22 or from the velocity default, e.g. a vehicle speed. Preferably, ambient conditions, such as air temperature, air humidity, etc., which can also be incorporated into the thermal simulation model 23, are predetermined by the test run. However, events can also be specified, such as a thunderstorm, holding phases of the vehicle or the passage through a puddle, which can also be incorporated into the thermal simulation model 23. Via the interface 21, the, e.g. numerically or model-based, determined setpoint values of the segment heat flows Qsi are transferred to a heat flow regulator 17, which transmits them
    Setpoints in each predetermined time step of the control by means of a number of Wärmestromaktuatoren 15j, wherein at least one Wärmestromaktuator 15j is provided, on which at least one segment Si, preferably on all segments Si, einregelt with a certain quality. Among other things, the quality depends on the concrete implementation of the heat flow actuators 15j. For this purpose, manipulated variables for the existing heat flow actuators 15j are calculated from the desired values of the segment heat flows Qsi into a heat flow regulator 17 according to the implemented control law and the heat flow actuators 15, predetermined, generate the corresponding heat flows Qj or the heat flow field Qf.
    To illustrate the procedure of the invention is the following example:
    The test object 2 is moved as part of a real test drive embedded in a real vehicle on a real proving ground. Then, for the segments Si determined on the specimen 2, certain real segment heat flows Qsi would result. The task is now to generate these real segment heat flows Qsi that occur in the real test drive in a virtual test drive on the test bench 1, ie in a test run as setpoints from a suitable thermal simulation model 23. According to the laws of physics, these segment heat flows Qsi are decisively dependent on the temperature fields resulting at the test specimen 2, which are approximately detected via the measuring points MSi, for example via heat conduction, convection, thermal radiation. For this purpose, in each time step, the temperatures of the specimen 2 are measured at n measuring points MSi and calculated on the basis of the thermal simulation model 23 for the i segments Si, the segment heat flows Qsi and adjusted with a heat flow controller 17 and the heat flow actuators 15j on the test bench 1.
    It should also be noted in general that there need not be a one-to-one correspondence between measuring points MSi and segments Si. At individual segments Si one can e.g. several times measure the temperature, on other segments Si, however, no temperature measurement must take place. There, the temperature field is then just estimated.
    The information flow for regulating the segment heat flows Qsi is again shown in a generalized manner in FIG. On the test piece 2 and, if appropriate, on the test stand 1, a number of measured variables MGi are detected at specific measuring points MSi by means of measuring units MEi. In this case, at least one temperature (or an equivalent physical quantity) is measured at at least one measuring point MSi on the test piece 2. In addition, other measured quantities MGi, such as variables of the environment (ambient temperature, humidity, air pressure, etc.) and also mass or volume flows can be measured, as explained above. The measured quantities MGi are fed via the interface 21 to the thermal simulation model 23 of the simulation model 22 in the simulation unit 20, and possibly also to other models of the simulation model 22. The thermal simulation model 23 determines from the measured quantities MGi the setpoint values of the segment heat flows Qsi at the segments Si. These setpoint values of the segment heat flows Qsi are transferred to a heat flow regulator 17 for adjusting via the heat flow actuators 15j. For this purpose, the heat flow actuators 15j generate the required heat flows Qj, which act on the test object components PKi to be conditioned or on the segments Si.
    If the segment heat flows Qsi change very rapidly in successive time steps, for example when passing through a puddle, e.g. much puddle water evaporates at the hot muffler of the exhaust line 11 in the short term, it may be that the heat flow actuator 15j due to the always limited dynamics is not able to regulate such rapid changes in the segment heat flows Qsi. In this case it can be provided that at least the segment heat flows Qsi in the integral
    Means over a suitably chosen time window, e.g. 1 min, so that the integral heat exchanged over a longer period of time corresponds to the test run.
    In order to regulate the load condition of the test piece 2 on the test stand 1 via the loading machine 5 according to the test run, the simulation unit 20 can also exchange information with the test bed automation unit 3 and / or the actuator controller 4.
    Although the invention has been explained using the example of an exhaust line 11, it is obvious that other, very different device components PKi of a vehicle can be used. Of particular interest is, for example, the use of an internal combustion engine, a cooler or a power pack of a hybrid vehicle as the test object component PKi, on each of which several segments Si could also be provided. It is thus realized with the invention, an X-In-The-Loop test bench 1, in which certain vehicle components (the "X") are physically, physically constructed as hardware on the test bench 1 (DUT 2) and as a test run a test drive with the vehicle in which the specimen 2 is embedded is simulated in the simulation unit 20. As a vehicle component in this case, the entire vehicle can be viewed. In the simulation, the thermal interaction of the DUT 2 with the environment is simulated in the form of heat transfer processes which the DUT 2 would experience in a real vehicle during a real test drive. However, any other, in particular fictitious, heat transfer processes can also be specified and used in the course of a test run. The heat transfer processes resulting from this simulation are adjusted on the test stand 1 with heat flow actuators 15j. In this way, very realistic testing runs on the test bench 1.
    权利要求:
    Claims (8)
    [1]
    claims
    1. A method for carrying out a test run on a test stand (1), wherein a test object (2) in the form of the vehicle or a component of the vehicle real on the test stand (1) is constructed and operated and a simulation unit (20) with a simulation model (22 ) simulates the test run, characterized in that during the test run on the test stand (1) at a measuring point (MSi) at least one temperature as a measured variable (MGi) is measured, and at least one Prüflingskomponente (PKi) of the test specimen (2) in a number of Segments (Si) is subdivided such that during the test run, the thermal interaction of at least one segment (Si) with the environment of the vehicle by a thermal simulation model (23) of the simulation model (22) is simulated by the thermal simulation model (23) at least a segment (Si) added or removed segment heat flow (Qsi) calculated and that this segment heat flow (Qsi) on the test bench (1) on the at least a segment (Si) is regulated by means of a number of heat flow actuators (15j), which impress a heat flow (Qj) to the test piece (2), as a function of the measured temperature.
    [2]
    2. The method according to claim 1, characterized in that the simulation model (22) additionally comprises one or more of the following models: vehicle model (24), driver model (25), road or distance model (26), wheel model (27), environmental model.
    [3]
    3. The method according to claim 1 or 2, characterized in that additionally at least one further measured variable (MGi) of the test piece (2) is detected and processed in the simulation model (22).
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that additionally at least one further measured variable (MGi) of the DUT environment of the test piece (2) is detected and processed in the simulation model (22).
    [5]
    5. test stand for carrying out a test run, wherein a test object (2) in the form of the vehicle or a component of the vehicle is actually constructed on the test stand (1) and a simulation unit (20) simulates the test run with a simulation model (22), characterized at least one measuring unit (MEi) is provided on the test bench (1), which detects a temperature as the measured variable (MGi) during the test run on the test bench (1), that a thermal simulation model (23) is implemented in the simulation unit (20) During the test run, the thermal interaction of at least one segment (Si) of a test piece component (PKi) of the test piece (2) with the surroundings of the vehicle is modeled by the thermal simulation model (23) relating to the segment segment added or removed to the at least one segment (Si). Calculated heat flow (Qsi) and that at least one heat flow actuator (15j) is provided on the test stand (1), which the test specimen (2) imprinting a heat flow (Qj), and further comprising a heat flow controller (17) for controlling the heat flow (Qj) of the at least one heat flow actuator (15j) to thereby adjust the segment heat flow (Qsi) to the at least one segment (Si) in response to the measured temperature.
    [6]
    6. test stand according to claim 5, characterized in that in the simulation model (22) additionally one or more of the following models is implemented: vehicle model (24), driver model (25), road or track model (26), wheel model (27), environment model
    [7]
    7. A test stand according to claim 5 or 6, characterized in that the test stand (1) at least one further measuring unit (MEi) is provided, which detects a further measured variables (MGi) of the test piece (2), which processes the simulation model (22).
    [8]
    8. The method according to any one of claims 5 to 7, characterized in that on the test stand (1) at least one further measuring unit (MEi) is provided which detects a further measured variable (MGi) of the DUT environment of the test piece (2), the simulation model ( 22) processed.
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    公开号 | 公开日
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    EP3408638A1|2018-12-05|
    AT518196B1|2017-11-15|
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    KR20180107186A|2018-10-01|
    WO2017129728A1|2017-08-03|
    EP3408638B1|2019-11-27|
    JP2019503488A|2019-02-07|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50046/2016A|AT518196B1|2016-01-28|2016-01-28|Method and test bench for carrying out a test run with a test object|ATA50046/2016A| AT518196B1|2016-01-28|2016-01-28|Method and test bench for carrying out a test run with a test object|
    KR1020187024706A| KR20180107186A|2016-01-28|2017-01-27|A method and test bench for performing a test run on a test subject|
    CN201780021080.0A| CN109073507B|2016-01-28|2017-01-27|Method and test bench for carrying out test runs on test objects|
    US16/073,157| US10677687B2|2016-01-28|2017-01-27|Method and test object for carrying out a test run with a test object|
    JP2018539388A| JP6784766B2|2016-01-28|2017-01-27|Method and test bench for conducting a running testusing an object to be inspected|
    PCT/EP2017/051735| WO2017129728A1|2016-01-28|2017-01-27|Method and test object for carrying out a test run with a test object|
    EP17701702.7A| EP3408638B1|2016-01-28|2017-01-27|Method and test object for carrying out a test run with a test object|
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