• 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:
    The invention proposes a speed control of a side shaft (7i) of a drive train (2) connected to a loading machine (8i) on a drive train test bench (1), in which a torque (FXi) calculated in a simulation model (20) is generated ( MFxi) of the control unit (9i) is additionally handed over and therefrom in the control unit (9i) a compensation torque (MKi) as a function of the longitudinal force (FXi) induced torque (MFxi) and a deviation (AJi) between an inertia (JBi) Load (8i) and an inertia (JRi) of the simulated vehicle wheel (19) is calculated, the control unit (9i) with a speed controller (17i) from the target speed (nBi, set) calculates a torque (MREi), and with torque (MBi, soll) to be set in the loading machine (8i) as the sum of the compensation torque (MKi) and the torque (MREi) calculated by the speed controller (17i) hi and is set by the loading machine (8i).
    公开号:AT519261A4
    申请号:T51102/2016
    申请日:2016-12-05
    公开日:2018-05-15
    发明作者:Klaus Pfeiffer Dr；Ing Martin Schmidt Dr
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    Summary
    The invention proposes a speed control of a side shaft (7i) of a drive train (2) connected to a loading machine (8i) on a drive train test bench (1), in which a torque calculated from a longitudinal force (F Xi ) and calculated in a simulation model (20) (M Fxi) of the control unit (9i) is additionally passed, and therefrom in the control unit (9i), a compensation torque (M Ki) as a function of the damage induced by the longitudinal force (F Xi) torque (M Fxi) and a deviation (a Ji) between an moment of inertia (J Bi ) of the loading machine (8i) and an moment of inertia (J Ri ) of the simulated vehicle wheel (19) is calculated, the control unit (9i) with a speed controller (17i) from the target speed (n Bi , set ) a torque (M REi) calculated, and a with the loading machine (8i) einzustellendes torque (M Bi, soll) as the sum of the compensation torque (M Ki), and calculate the speed controller (17i) th torque (M REi ) is calculated and set by the loading machine (8i).
    Fig. 5
    /
    AV-3880 AT
    Method and test bench for performing a test run with a drive train
    The subject invention relates to a method for carrying out a test run on a drive train test bench on which a drive train with at least one side shaft is arranged and this side shaft is connected to a loading machine and the speed of the side shaft is regulated in a control unit, with a longitudinal force of a in a simulation model the simulation model simulates tires of a vehicle wheel and a target speed of the loading machine to be set and the target speed is transferred to the control unit as the target value of the speed control of the loading machine. The invention also relates to an associated drive train test bench.
    To develop a drive train, it often has to be checked during the development process, i.e. subjected to certain loads in accordance with a test run in order to check the reaction of the drive train. With the result of the tests, appropriate steps can then be taken to further develop or improve the drive train. There are various known approaches for testing a drive train.
    The drive train can be installed in a real vehicle, for example, and the vehicle can be used for test drives on a real road or on a test site. During the test drives, measurements can be made on the vehicle or on the drive train and evaluated after the test drive. This procedure is of course very complex. In addition, a test drive is hardly reproducible because a test driver is unable to carry out a test drive exactly the same several times. Driving robots and shift robots (if a manual transmission is available) could be used on the test site to make the test drive more reproducible, but this significantly increases the effort. Such test drives are therefore rather disadvantageous and are used today, if at all, only in a very late development stage of a drive train or a vehicle. However, this is hardly suitable for an early stage of development, where frequent changes and tests are necessary.
    Instead of a real test drive on the road, a roller test bench could also be used, in which the vehicle is arranged on the roller test bench on rollers of the test bench. With such roller test benches, due to the high inertia of the rollers, dynamic tests (in the sense of a quick or transient change in the manipulated variables such as speed and torque) are hardly possible. Roller test benches are therefore not suitable, or only to a very limited extent, for testing drive trains, at least not for very dynamic tests.
    / 2 () 1
    AV-3880 AT
    In order to remedy these problems, powertrain test benches have also become known where, at least on the driven side shafts of the powertrain, a loading machine (for example an electric motor) is arranged, which imprints specified torques or speeds in the powertrain for loading the powertrain and thus a real driving of a vehicle simulated with the powertrain. The speed / torque to be set via the loading machine (s) is calculated in a simulation model. The simulation model often includes a vehicle model, one (or more) wheel model, a street model, a driver model, and also other models that work together and simulate the movement of the vehicle.
    EP 1 037 030 A2 describes, for example, a drive train test bench with a simulation model for simulating the movement of a vehicle. To control the test run, a tire model is used in combination with a vehicle model that calculates a target value for the torque. For this purpose, the speed of the side shaft is measured and made available to the simulation model. The calculated setpoint for the torque for the load machine is made available for implementation. The loading machine is therefore torque-controlled in an open control loop (open-loop). The disadvantage of this approach is that for realistic test runs, the moment of inertia must correspond as exactly as possible to the moment of inertia of the real wheel, which is normally arranged on the drive train. Since the moment of inertia of a wheel is generally low, this places high demands on the load machines. These must therefore generally be designed as electrical synchronous machines, with their known disadvantages in terms of costs and operational reliability. Furthermore, a complex adjustment of the torque in the converter of the loading machine is required.
    In addition, of course, an open-loop control has no possibility of correcting a control error as in the case of a closed control loop (closed-loop) and does not offer any interference suppression. Thus, deviations in the individual loading machines that are in themselves unavoidable, production-related or operationally related already have a direct (negative) influence on the control of the drive train test bench.
    Such a drivetrain test bench also emerges from DE 38 01 647 C2 for an all-wheel drive train. The speeds and torques of the side shafts are measured on the powertrain test bench and from this the target speeds for the speed-controlled loading machines on the side shafts are calculated in the simulation model. However, a slightly different approach is chosen for the simulation model, since a wheel model (which also includes the simulation of the tire) is used instead of a tire model. It also describes how the different models work together. For a / 2Ö 2 '
    AV-3880 AT dynamic testing is particularly important considering the tire slip, for which a tire model is required. This is also described in DE 38 01 647 C2.
    AT 508 031 B1 also shows a powertrain test bench with vehicle model and wheel models and speed control of the load machines on the test bench.
    The disadvantage of DE 38 01 647 C2 and AT 508 031 B1 is that the speed control requires a delay and damping, so that the prevailing speed on the side shaft always lags behind the speed simulated in the simulation model. This means that the current state of the drive train on the drive train test bench does not correspond to the desired, simulated state, which has a negative impact on the test of the drive train. In order to enable dynamic state changes, which are always to be expected when testing a drive train, the speed controller must have a high gain, which has negative effects on the stability of the control. In the worst case, the speed control can become unstable, which could damage or even destroy the powertrain test bench, or at least interrupt the test run. The controller must therefore be optimized to meet the requirements, which makes a more complex controller design or controller tuning necessary.
    To solve this problem, Bauer, R., "New Control Concept for Dynamic Powertrain Testing", 17th Styrian Seminar on Control Technology and Process Automation, from September 5 to 8, 2011, conference volume S.104-116, proposed the wheel model that the Tire model involves adapting in the simulation. However, this requires an intervention in the simulation environment and an exchange or adaptation of the wheel model. However, such interventions are often not desired by the operator of the drive train test bench, since generally known standard models for the wheel and the tire are used, and are therefore not possible. The simulation environment with the simulation models is often already available in an early development phase before being used on the test bench and should be used unchanged on the test bench. The test bench only provides an interface at which a target speed is output and to which the quantities measured on the drive train test bench are transferred to the simulation model. Which wheel model is used in the simulation environment is therefore often not even known, which means that it is often hardly possible to change the wheel model in practice.
    It is therefore an object of the present invention to solve the problems of the prior art.
    This task is solved in that the calculated in the simulation model by the
    Longitudinal force caused torque is additionally transferred to the control unit, and from this in the control unit a compensation torque as a function of / 20
    AV-3880 AT the longitudinal force caused torque and a deviation between an inertia of the load machine and an inertia of the simulated vehicle wheel is calculated, the control unit using a speed controller calculates a torque from the target speed and a torque to be set with the load machine as a sum of the Compensation torque and the torque calculated by the speed controller is calculated and set by the loading machine. The compensation torque can ensure that the load machine replicates the simulated vehicle wheel on the drive train test bench well, despite different moments of inertia. The compensation torque acts as a reference variable, which means that the speed controller only has to compensate for any deviations that occur on the drive train test bench. The demands on the speed controller, for example on the gain, can also be reduced and at the same time the dynamics of the speed controller (in the sense of a change rate of the manipulated variable) and the speed can be improved. The stability of the speed controller can also be increased.
    The simulation model advantageously comprises a wheel model with a tire model and a vehicle model. This means that standard models can be used, which makes simulation easier.
    The compensation torque can easily be calculated if a quotient of the moment of inertia of the loading machine and the moment of inertia of the simulated vehicle wheel or a difference between the moment of inertia of the simulated vehicle wheel and the moment of inertia of the loading machine is used as the deviation.
    The present invention is explained in more detail below with reference to FIGS. 1 to 6, which show exemplary, schematic and non-limiting advantageous embodiments of the invention. It shows
    1 shows an exemplary embodiment of a drive train test bench with a drive train as the test object,
    2 shows an advantageous model structure of the simulation model,
    3 shows an exemplary tire coordinate system,
    4 shows a conventional speed control of a loading machine on the drive train test bench,
    5 shows a speed control according to the invention of a loading machine on the drive train test bench and
    6a shows the dynamic state variables on a vehicle wheel and
    6b the dynamic state variables on the loading machine.
    -4 / 20
    AV-3880 AT
    A drive train test bench 1 for a drive train 2 is shown schematically in FIG. The necessary, known test stand structures for transporting, arranging, storing and fixing the drive train 2 and the other components on the drive train test stand 1 are not shown for reasons of clarity. In the exemplary embodiment shown, the drive train 2 comprises a drive unit 3, for example an internal combustion engine or an electric motor or a combination thereof, which is connected to a transmission 5 by means of a drive shaft via a clutch 4. The transmission 5 is connected to a differential 6, via which in turn two side shafts 7a, 7b of the drive train 2 are driven. Load machines 8a, 8b, for example electric motors, are arranged on the driven side shafts 7a, 7b of the drive train 2. The loading machines 8a, 8b are arranged in a known manner and non-rotatably connected to the side shafts 7a, 7b in order to be able to transmit a torque. For example, the loading machines 8a, 8b are flanged to the wheel flange of the side shaft 7a, 7b. Of course, the drive train 2 could also be designed as an all-wheel drive train in the same way. In this case, loading machines could be arranged in an analogous manner on all driven side shafts. Other drive concepts and designs of the drive train 2 are also conceivable, such as a purely electrically driven axle (also in combination with a differently driven axle), or the use of wheel hub motors. It also does not matter how many axles or how many driven axles there are and how many wheels are arranged on one axle.
    The drive train 2 can also include control units, such as an engine control unit ECU or a transmission control unit TCU, in order to control the components of the drive train 2, in particular the drive unit 3, or possibly the drive units.
    The specific design of the drive train 2 is irrelevant to the invention. The only decisive factor is that at least one loading machine 8a, 8b can be connected to at least one side shaft 7a, 7b. This is preferably a driven side shaft 7a, 7b, but can also be a non-driven side shaft. The arrangement of a non-driven side shaft can make sense, for example, if you also want to simulate a brake on a side shaft or the braking behavior.
    In addition, a test bench automation unit 10 is provided on the test bench 1, which controls the test run to be carried out on the test bench 1. The test bench automation unit 10 is designed, for example, as a computer, or as a network of cooperating computers, with the required software. The test bench automation unit 10 controls, in particular, the loading machines 8a, 8b, but also components of the drive train 2, in particular the drive unit 3 or the transmission 5. This can also be done via the control unit / 20
    AV-3880 AT ten ECU, TCU, for example, by transmitting an accelerator pedal position from the test bench automation unit 10 to the engine control unit ECU. The connection between the test bench automation unit 10 and the components of the drive train 2 or the drive train test bench 1 can also be established via a data bus 11, e.g. a conventional vehicle bus, as indicated in Fig.1. The type of control of the components of the drive train 2 is, however, irrelevant to the invention.
    A simulation model 20 is implemented in the test bench automation unit 10, in the form of simulation hardware and / or simulation software, which simulates the movement of a virtual (i.e. simulated) vehicle with the drive train 2 through a virtual (i.e. simulated) test environment along a virtual route. The virtual test environment defines at least the virtual route (curves, gradients, road gradients, road surface). The route can be defined in advance. Real routes are often traveled with real vehicles and certain parameters (e.g. curves, gradients, road gradients, road surface (tire grip), vehicle speed, etc.) are measured. A virtual route can then be generated from such a real trip. Likewise, a driving profile can be obtained from the real journey, that is, for example, the vehicle speed or a switching action at certain points on the route or a change in speed at certain points. The driving profile is implemented in the virtual test environment by a virtual driver; various driver profiles can also be defined for this, for example a conservative or an aggressive driver, who, for example, implement a desired change in speed differently or who drive through a curve differently. The route and / or route profile can also be freely defined by a user, for example in a suitable editor. However, the driving profile can, at least in part, only be generated on the test bench during the test run by providing an interface (e.g. steering wheel, accelerator pedal, clutch, brake pedal) on the test bench, via which a real user can use the virtual vehicle in the virtual one Test environment controls, e.g. steers, accelerates, brakes, shifts, etc. The route can also be supplemented by events, such as traffic signs, traffic along the route, puddle of water or ice on the road, etc.
    How the test run through the simulation of the virtual vehicle looks like is irrelevant to the invention. It is only important here that a movement of a virtual vehicle, in particular the statics, the dynamics, that is to say speeds and accelerations in space, and the interaction of a tire of the vehicle with the roadway are simulated during this movement. The simulation model 20 delivers set values for the drive unit 3, for example a set speed n A , set , a set torque M A , set , in predetermined time steps of the simulation, for example with a frequency of 10 kHz
    -6 · / 20
    AV-3880 AT electrical nominal current or an electrical nominal voltage, which are set by the drive unit 3. Likewise, setpoints for other components of the drive train 2 can be determined and transmitted, for example a shift command for the transmission 5. Simultaneously, the simulation model 20 supplies setpoints for the load machines 8a, 8b used in the predetermined time steps of the simulation, preferably a setpoint speed n Ba , se t , n Bb , set . In this way, the drivetrain 2 on the drivetrain test bench 1 essentially “experiences” the same conditions that the simulated vehicle would experience when driving along the simulated test route.
    The loading machines 8a, 8b are each controlled in a known manner by an assigned control unit 9a, 9b. A control unit 9a, 9b receives this the target value for the associated loading machine 8a, 8b, according to the invention, a target speed n Ba, set, n Bb, se t, and controls it by means of the implemented controller, for example a known PI or a PID controller. The target values for the individual loading machines 8a, 8b do not of course have to be the same.
    In order to calculate the target values and also to regulate the load machines 8a, 8b by the control units 9a, 9b, current values of the drive train 2 are also measured on the drive train test bench 1, for example an actual speed n Ba , ist , n Bb , is a load machine 8a, 8b with a speed measuring unit 15a, 15b and / or an actual torque M Ra , ist , M Rb , ist a side shaft 7a, 7b with a torque measuring unit 16a, 16b, as indicated in FIG. Instead of measuring these variables directly, they could also be calculated using an observer from other measured variables of the drive train 2. These could also be calculated from a model of the drive train 2. Other variables could also be measured, calculated or estimated, such as a shaft torque M Ba , M Bb of the loading machine 8a, 8b.
    To implement the simulation of the movement of the virtual vehicle, at least one vehicle model 22, which simulates the movement of the vehicle along the route, and a wheel model 21 with an integrated tire model 23 are required in the simulation model 20, as shown in FIG. The wheel model 21 with the tire model 23 simulates the interaction of the wheel / tire with the environment, specifically with the road of the test track. The tire model 23 generally simulates the power transmission from the tire 11 to the road and the wheel model 21 simulates the dynamics with the inertia of the vehicle wheel and with the forces / moments of the power transmission.
    A coordinate system related to the tire 11 as shown in FIG. 3 can be used for this. Here, a tire 11 of a vehicle wheel 19 on a generally curved roadway 12 is shown schematically. The tire 11 stands up at the wheel contact point P on the roadway 12 (FIG. 13 shows the tangential plane 13 on the curved / 2Ö 7 '
    AV-3880 AT
    Road 12 in the wheel contact point P) and the tire 11 rotates around the wheel center C about an axis of rotation y c . The tire 11 does not stand at a point P on the road 12, but on a tire contact patch, which is commonly referred to as Laces L. The x-axis corresponds to the track of the tire 11. The y-axis is the parallel of the axis of rotation y c through the wheel contact point P and the z-axis is the connecting straight line through the wheel contact point P and the wheel center C. The wheel contact point P is therefore the point of the minimizes the distance between curved roadway 12 and wheel center C. This results in a vertical force F z , a longitudinal force F x in the direction of the track and a lateral force F y , a rolling moment of resistance M y , a drilling torque M z and a tilting moment M x on the tire 11 in accordance with the selected coordinate system. These forces and moments are collectively referred to as tire force winders. The speed of the wheel contact point P of the vehicle observed in a coordinate system fixed to the road is designated V (P). The projection of V (P) onto the track is called the longitudinal speed of the vehicle and is abbreviated to v x . In the same way there is a transverse speed of the vehicle in the y direction.
    The wheel model 21 could then, for example as the motion equation of the form J W ä = M y + M + R [M + B + M aux] M Fx be implemented with the following sizes:
    Mass moment of inertia of the simulated vehicle wheel J W , rotational acceleration ä with the angle of rotation α (which can be measured, also as an analog variable such as the speed), rolling resistance moment M y , longitudinal force F x , radius of the vehicle wheel r, a torque M R acting on the side shaft that is impressed, for example, by the drive unit 3 into the drive train 2, as well as other optional variables, such as a braking torque M B and any additional torques M aux , such as friction torques, aerodynamic drag torque, etc. The torques may be algebraic as signs. The mechanical connection between the loading machine 8a, 8b and side shaft 7a, 7b, is at least sufficient, usually regarded as stiff, so that the rotation angle α mostly from the measured actual speed n is Ba, n Bb, the loading machine 8a, 8b can be derived. The braking torque M B and drive torque M R are either measured or are known from the test run, or are calculated from other variables measured on the drive train test bench 1 or estimated in an observer. In any case, the wheel model 21 takes into account, as the size of the tire 11 of the simulated vehicle wheel 19, a torque M Fx that results from a longitudinal force F X that is applied by the tire 11, preferably also a rolling resistance torque M y as an additional tire size.
    / 20 8
    AV-3880 AT
    At least the longitudinal force F X is calculated in the tire model 23 of the wheel model 21, but usually also at least the rolling resistance torque M y and often also the lateral force F y and the drilling torque M z , which tries to turn back the steered wheel. In accordance with the current statics and dynamics (position, speed, acceleration) of the virtual vehicle, but also as a result of implemented drive concepts such as active torque distribution, the tire forces and torques acting on the individual wheels of the vehicle do not of course have to be the same.
    Any known tire model 23 can be used to calculate the required tire forces and / or the tire moments. Known tire models are, for example, a Pacejka model, a TameTire model, an Ftire model, a Delft-Tire model or an MFSWIFT model. The Pacejka model is frequently used, which is described, for example, in Pacejky HB, et al., “Tire Modeling for Use in Vehicle Dynamics Studies”, International Congress and Exposition, Detroit, Feb. 23-27, 1987, SAE Technical Paper 870421. These tire models are well known and are therefore not described in detail. A tire model essentially calculates at least some of the named tire forces and / or tire torques acting on a tire. Which tire model is used is irrelevant to the invention. Likewise, the longitudinal slip and / or the transverse slip of the tire 11 can be taken into account in the wheel model 21 or in the tire model 23, for example via a known relationship between the longitudinal force F X and transverse force F y and the longitudinal slip and transverse slip. This relationship can be stored, for example, in the form of a diagram or map, as described, for example, in EP 1 037 030 A2.
    The conventional known regulation of a loading machine 8i on a drive train test bench 1, as described for example in DE 38 01 647 C2 or AT 508 031 B1, is shown in FIG. The description is made below only for a load machine 8i as a simulation for the i-th simulated vehicle wheel, but this also applies analogously to the other load machines used on the drive train test bench 1. In the vehicle model 22, for example, the longitudinal forces F Xi on the driven vehicle wheels and other known or parameterized geometric or kinematic influencing variables, such as, for example, the vehicle mass, the road gradient, the road gradient, the slip angle of the i-th wheel, the currently acting slip, the Air resistance, the pitch and roll movement of the vehicle, the road surface, etc., the state variables of the vehicle, in particular the longitudinal speed v x of the vehicle and mostly also the yaw rate, are calculated. In the vehicle model 22, the current vertical forces F zi are calculated as tire contact forces on the vehicle wheels from the currently acting statics (weight force) and dynamics (position, speed, acceleration in space) of the simulated vehicle. Together with a, -9 · / 20
    AV-3880 AT
    Adhesion coefficient between road and tire, the longitudinal force F X on a wheel can be calculated, for example in the tire model 23 of the wheel model 21. In the wheel model 21i of the i-th vehicle wheel, or in the tire model 23i integrated therein, a rolling moment of resistance M yi of the i- calculated vehicle wheel. For this purpose, also the actual torque M Ri, is on the side shaft 7i determined (measured, estimated) and 21i provided to the wheel model is available. At least from the longitudinal speed v x of the simulated vehicle and the vertical force F zi , and possibly an actual speed n Bi , ist of the i-th vehicle wheel, and the actual torque M Ri , is on the associated side shaft 7i, and possibly also with the Rolling moment M yi and other torques, the longitudinal force F Xi is calculated, which in turn is made available to the vehicle model 22. Of course, necessary parameters are also available for this, such as a current coefficient of adhesion between the route and the tire 11 or a slip angle. Likewise, the slip can also be taken into account when calculating the longitudinal force F Xi , in particular for realistic and also highly dynamic test runs. From the longitudinal speed v x calculated in the current time step of the simulation, the desired rotational speed n Bi , set to be set on the side shaft 7i with the loading machine 8i is calculated in the wheel model 21i, which is transferred to the assigned control unit 9i with an implemented speed controller 17i as the setpoint of the control , The speed controller 17i uses this to calculate a control torque M REi , which is to be transferred to the loading machine 8i as the torque M Bi to be set, in accordance with the implemented controller. This manipulated variable for the load machine 8i is converted in the power electronics (for example a converter) of the load machine 8i in a known manner into an electric motor current. The speed controller 17i, for example, designed as a conventional feedback controller which (measured, for example), a control error as a deviation between an actual rotational speed n is Bi, the side shaft 7i and the target rotational speed n Bi, corrects set.
    The speed control of a loading machine 8i according to the invention will now be explained with reference to FIG. Compared to the conventional control as described with FIG. 4, the speed control of the loading machine 8i is supplemented according to the invention by an inertia compensation. The moment of inertia compensation takes into account the deviation between the known moment of inertia J Bi of the loading machine 8i and the known moment of inertia J Ri of the virtual, simulated vehicle wheel. In other words, the deviation between the simulation and reality on the powertrain test bench 1 is taken into account and its influence is reduced.
    For this purpose, the wheel model 21i transmits at the interface 30 of the test bench automation unit 10 to the control unit 9i in addition to the target speed n Bi , set , as in the prior art, also a torque M Fxi , which is caused by the longitudinal force F Xi .
    / 20th
    AV-3880 AT
    Equivalent to this, of course, the longitudinal force F Xi could , of course, also be transferred with the radius of the vehicle wheel r i . For the purposes of the invention, this is therefore also understood as “transferring the torque M Fxi ”. Since this torque M Fxi has to be calculated anyway in the wheel model 21i for the execution of the test run, it is not necessary to adapt the wheel model 21i. It is only necessary to provide the transfer of an additional variable between the simulation model 20 and the control unit 9i, for example an additional interface on the test bench automation unit 10 for transferring the torque M Fxi , which is easy to implement.
    In the control unit 9i a compensation unit 18i is provided to the loading machine and a moment of inertia J R of the simulated vehicle wheel calculated from the torque M Fxi and a deviation A Ji between a moment of inertia J Bi a compensation torque M Ki, so Mi = f (Md, A ) · The calculated compensation torque M Ki is preferably recalculated in each time step of the control. This compensation torque M Ki is added to the torque M REi , which is calculated in the speed controller 17i of the control unit 9i in accordance with the implemented controller law (for example a conventional PI or PID controller). This total torque is then given to the loading machine 8i as the torque M Bi , to be set.
    The determination of the deviation A Ji for the i-th vehicle wheel 19i can be carried out as follows, reference being made to FIG. 6. The torque M Fxi , which is caused by the longitudinal force F Xi , and the torque M Ri acting on the side shaft 7i act on a vehicle wheel 19i with an moment of inertia J Ri , which rotates at the angular velocity (FIG. 6a). If you write the swirl set for this you get
    J R1 ö R1 = Mi- Md. A loading torque M Bi (FIG. 1) acts on the shaft of the loading machine 8i, which rotates at the angular velocity ω & , and the loading machine 8i applies the torque M Di (FIG. 6b) , If you write the swirl sentence for this you get J Bι <ΰ Βι = M, -Mi. The loading machine 8i is now intended to replicate the vehicle wheel 19i as well as possible on the drive train test bench 1. It can therefore be demanded that the rotational accelerations on the side shaft 7i and on the shaft of the loading machine 8i are the same, ie ö R1 = ώ Β1 , which can be derived directly from the two swirl sets
    M D1 = Mr, - LtM K.
    J Ri J Ri
    Assuming a (at least sufficiently) high mechanical rigidity of the mechanical connection of the loading machine 8i to the drive train 2, this can be done on the / 20
    AV-3880 AT
    Side shaft 7i acting torque M Ri for simplification to be equated with the torque M Bi of the loading machine 8i, resulting in j (j Ί
    M = -B ^ M + 1 M iv ± Di. IVI Fxi T 1 . l iv ± Ri J Ri k J Ri) leads. It is therefore only necessary to determine one of the two torques on the drive train test bench 1. The deviation A Ji is thus represented as the quotient of the moment of inertia J Bi of the loading machine 8i and the moment of inertia J Ri of the simulated vehicle wheel 19i. Alternatively, one can also require M Bi = M Ri , which can be derived directly from the two swirl sets
    Assuming a (at least sufficiently) high mechanical rigidity of the mechanical connection of the loading machine 8i to the drive train 2, the speed n Ri (or ω ^) on the side shaft 7i can be simplified with the speed n Bi (or ω & ) of the loading machine 8i, which leads to M Di = M Fxi + (J Ri - J Bi ) ® Ri
    Leads. It is therefore only necessary to determine one of the two speeds on drive train test bench 1. The deviation A Ji is thus the difference between the moment of inertia J Ri of the simulated vehicle wheel 19i and the moment of inertia J Bis of the load machine 8i. If the moments of inertia JBi, JRi are the same, the equations are reduced to Mj = Μά. The torques M Bi and / or M Ri or the speeds n Bi and / or n Ri an can in turn be measured, calculated or estimated and can therefore be assumed to be known for the moment of inertia compensation.
    So that the loading machine 8i replicates the vehicle wheel 19i well despite different moments of inertia J Ri , J Bi , the loading machine 8i would therefore have to apply the torque M Di. The compensation torque M Ki is therefore equated to this torque M Di. The compensation torque M Ki can therefore also be seen as a reference variable, the speed controller 17i then only having to correct any deviations. The demands on the speed controller 17i, for example on the amplification, can thus also be reduced and at the same time the dynamics of the speed controller 17i (in the sense of a change rate of the manipulated variable) and the speed can be improved. The stability of the speed controller 17i can thus also be increased.
    Of course, other tire sizes, in particular a rolling resistance torque M yi , could also be taken into account in the swirl set for the vehicle wheel 19i described above.
    / 20th
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    This would make further interfaces between the simulation model 20 and the control unit 9 necessary.
    How the drive train 2 is arranged on the drive train test bench 1 is irrelevant to the invention. The entire real vehicle could also be arranged on the drive train test bench 15 and only the vehicle wheels, at least the driven ones, could be replaced by load machines 8i. Likewise, the real vehicle with vehicle wheels could be arranged on a roller on the drive train test bench 1. The loading machine 8i would drive the roller and thus act indirectly on the drive train 2 or the loading machine 8i would thereby be indirectly connected to a side shaft. Several rollers could also be provided, for example one roller per driven vehicle wheel or per axle. With such a roller dynamometer, however, test runs with high dynamics could generally not be carried out.
    / 20th
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    权利要求:
    Claims (7)
    [1]
    claims
    1. Method for carrying out a test run on a drive train test bench (1) on which a drive train (2) with at least one side shaft (7i) is arranged and this side shaft (7i) is connected to a loading machine (8i) and the speed of the side shaft (7i ) is regulated in a control unit (9i), wherein in a simulation model (20) a longitudinal force (F Xi ) of a tire (11) of a vehicle wheel (19) simulated with the simulation model (20) and a target speed (n Bi , set ) of the loading machine (8i) is calculated and the set speed (n Bi , set ) of the control unit (9i) is transferred as the setpoint of the speed control of the loading machine (9i), characterized in that the calculated in the simulation model (20), Torque (M Fxi ) caused by the longitudinal force (F Xi ) is additionally transferred to the control unit (9i), and from this in the control unit (9i) a compensation torque (M Ki ) as a function of from the longitudinal force (F Xi ) caused torque (M Fxi ) and a deviation (A Ji ) between an moment of inertia (J Bi ) of the loading machine (8i) and an moment of inertia (J Ri ) of the simulated vehicle wheel (19) that the control unit (9i) with a speed controller (17i) from the setpoint speed (n Bi, set) a torque (M REi) is calculated and that the loading machine (8i) einzustellendes torque (M Bi, soll) as the sum of the compensation torque (MKi) and the torque (M REi ) calculated by the speed controller (17i) and is set by the loading machine (8i).
    [2]
    2. The method according to claim 1, characterized in that the simulation model (20) comprises a wheel model (21i) with a tire model (23i) and a vehicle model (22), the vehicle model (22) being a longitudinal speed (v X ) of the simulated vehicle and calculates a vertical force (F Zi ) of the vehicle wheel (19) and transfers it to the wheel model (21i) and the wheel model (21i) calculates the longitudinal force (F Xi ) with the tire model (23i) and transfers it to the vehicle model (22).
    [3]
    3. The method according to claim 1 or 2, characterized in that a quotient of the moment of inertia (J Bi ) of the loading machine (8i) and the moment of inertia (J Ri ) of the simulated vehicle wheel (19) is used as the deviation (A Ji ).
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that the
    Compensation torque (M Ki ) from the relationship M = ~ Mxi + Mi _ or J R1 J R1 j (j. Ί
    Mj = —Md + 1 IMi is calculated with a J R1 Q J R1 acting on the side shaft (7i)
    Torque (M Ri ) and a torque (M Bi ) on the shaft of the loading machine (8i).
    15/20
    AV-3880 AT
    [5]
    5. The method according to claim 1 or 2, characterized in that a difference between the moment of inertia (J Ri ) of the simulated vehicle wheel (19) and the moment of inertia (J Bi ) of the loading machine (8i) is used as the deviation (Aj,).
    [6]
    6. The method according to claim 1, 2 or 5, characterized in that the compensation torque (M Ki ) from the relationship Mi = Md + Jri®ri _ JbΛί or
    M = Md + (Jri _ Jü) ®ri is calculated with a rotational acceleration (ö R1 ) acting on the side shaft (7i) and a rotational acceleration (ώ Β1 ) acting on the shaft of the loading machine (8i).
    [7]
    7. Powertrain test bench with a drive train (2) of a vehicle as a test object, the drive train (2) being subjected to a test run on the drive train test bench (1), at least one side shaft (7i) of the drive train (2) being connected to a load machine (8i) and a control unit (9i) is provided in order to regulate the speed of the side shaft (7i) according to the specifications of the test run, and a simulation model (20) for simulating a vehicle wheel (19) of the vehicle is implemented on the drive train test bench (1), which calculates a longitudinal force (F Xi ) of the tire (11) of the vehicle wheel (19) and a target speed (n Bi , set ) of the loading machine (8i) to be set, characterized in that a compensation unit (18i ) is provided, the torque (M Fxi ) caused by the longitudinal force (F Xi ) and a deviation (A Ji ) between an moment of inertia (J Bi ) of the load factor chine (8i) and an moment of inertia (J Ri ) of the simulated vehicle wheel (19) calculates a compensation torque (MKi) that a speed controller (17i) is implemented in the control unit (9i), which is based on the target speed (n Bi , set ) calculates a torque (M REi ) and that the loading machine (8i) sets the sum of the compensation torque (M Ki ) and the torque (M REi ) calculated by the speed controller ( 17i ) on the drive train test bench (1).
    16/20
    AVL List GmbH
    1.4
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA51102/2016A|AT519261B1|2016-12-05|2016-12-05|Method and test bench for carrying out a test run with a drive train|ATA51102/2016A| AT519261B1|2016-12-05|2016-12-05|Method and test bench for carrying out a test run with a drive train|
    US16/466,986| US10962445B2|2016-12-05|2017-12-05|Method for controlling a load machine during a test run with a drive train and test stand|
    PCT/EP2017/081454| WO2018104270A1|2016-12-05|2017-12-05|Method for controlling a load machine during a test run with a drive train and test stand|
    CN201780075386.4A| CN110168340B|2016-12-05|2017-12-05|Method and test stand for controlling a loading machine during a drive test with a drive train|
    JP2019530062A| JP6997783B2|2016-12-05|2017-12-05|How to control a load setting machine during a test run with a drivetrain and a test stand|
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