• 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 relates to a method for controlling, in particular regulating, a test stand (1) for a drive train with a real transmission (3), which preferably has the following working steps: calculating a setpoint (s) of a control parameter, in particular a setpoint speed, at the transmission output (4) of the real transmission (3) by means of a model (2), which transmits the transmission (3), and at least one further component, in particular a shaft, the output side of the drive train as virtual components (3 ', 9a, 9b, 10a, 10b, 11, 12), based on at least one measurement parameter measured on the drive train (2), in particular a rotational speed (n1, n2) and / or a torque (T1, T2); and controlling the test bench (1), in particular a loading machine (6), on the basis of the set point (s).
    公开号:AT519553A4
    申请号:T50291/2017
    申请日:2017-04-07
    公开日:2018-08-15
    发明作者:
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    Summary
    The invention relates to a method for controlling, in particular regulating, a test bench (1) for a drive train with a real transmission (3), which preferably has the following steps:
    Calculating a target (s) of a control parameter, in particular a target speed, at the transmission output (4) of the real transmission (3) by means of a model (2) which represents the transmission (3) and at least one further component, in particular a shaft, on the output side of the drive train as virtual components (3 ', 9a, 9b, 10a, 10b, 11, 12), based on at least one measurement parameter measured on the drive train (2), in particular a speed (m; n 2 ) and / or a torque (Ti; T 2 ); and
    Control (the test bench (1), in particular a load machine (6), based on the target (s).
    Fig. 1
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    Method for controlling, in particular regulating, a drive train test bench with a real transmission
    The invention relates to a method for controlling, in particular regulating, a test bench for a drive train with a real transmission.
    At least individual components of the drive train of a motor vehicle can be tested on vehicle test benches or test benches for drive trains. Depending on which component or components are being tested, a roller test bench, an engine test bench, a transmission test bench, etc. are used.
    A test object, i.e. the device to be tested, is subjected to a test run in order to test the properties of the test object. To achieve this, certain measurement parameters are recorded during a test run by means of suitable measurement sensors and evaluated in real time or with a time delay (post-mortem).
    The device under test is generally a combination of a number of real components and a number of virtual components, the real components being actually constructed as components on the test bench and the virtual components being simulated using simulation models, in particular in real time, and in this way the add real components to a complete system. The test object can therefore advantageously be divided into a real test object (Real Unit Under Test - rUUT), which comprises the real components, and a virtual test object (Virtual Unit Under Test - vUUT), which includes the virtual components. Examples of such test specimens are a motor vehicle, a drive train, or even just smaller systems such as a power pack, a hybrid drive or a transmission.
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    The test run is a chronological sequence of conditions of the test object, which are set on the test bench by means of a control system.
    In the case of a powertrain test bench, the real test object is also connected to a load machine, which the test object according to
    Test course specifies a load, for example a positive or negative load torque or a speed, or a differently defined load state. The real test object is operated according to the specifications of the test run under this load or this load condition.
    For example, an internal combustion engine and a transmission can actually be present on the test bench, the transmission being mechanically coupled to the loading machine, preferably via the transmission output.
    The internal combustion engine and the transmission are then controlled in accordance with a test run, for example by adjusting the throttle valve of the internal combustion engine, by specifying the gear or by setting a specific speed at the transmission output.
    The loading machine is controlled by time-varying set moments T or a set speed n, the specification of which leads to a load or a load state of the test object.
    The course of the setpoint torque or setpoint speed depends on the operating points specified in the test run, which are to be tested. Furthermore, when specifying these target moments T or the target speeds n of the virtual test object, that is to say the virtual components of the drive train, such as shafts, differential, axle, tires, and the interaction with the environment of the test object, for example the contact between tire and road can be simulated using simulation models.
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    At the interfaces between the real components and the virtual components, temporally variable parameters, in particular speeds or torques, are transferred in real time.
    A particular challenge is to test which virtual
    Components and real components of a powertrain test object include mapping dynamic systems and processes.
    The document WO 2011/022746 A1 relates to a regulation of a test bench arrangement which contains a test object, for example an internal combustion engine or a vehicle drive train, which has at least one angle of rotation as an output and is connected to at least one load unit via at least one connecting shaft. In an impedance model describing the mechanical resistance for the device under test, a setpoint value of the torque of the connecting shaft is based on the input variables derived from the device under test
    Output variable calculated and this target value of a torque control for the load unit is used.
    The document AT 514725 B1 relates to a method for determining the propulsion torque of a torque generator, which is set up on a test bench, wherein an internal torque of the torque generator is measured and based on the measured internal torque from an equation of motion with the measured internal torque, a dynamic torque and a a correction torque is estimated on an output shaft of the torque generator and a torque is calculated from the estimated correction torque and the measured internal torque according to the relationship Mv = Mcor + Mi.
    It is an object of the invention to provide an improved method and system for controlling a test bench for with real transmissions as part of that of the real test object. In particular, it is a
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    Object of the invention to provide a method for controlling a test bench with a real transmission as part of the real test object, in which the
    DUT as part of the virtual DUT, i.e. a virtual sub-component of the test object, at least one flexible shaft, in particular on
    Transmission output has. In contrast to a model of a "stiff shaft", a model of a "flexible shaft" takes into account the individual parts of a shaft and their elasticities, damping and downstream masses, which together with the rUUT form an oscillatory system.
    This object is achieved by a method for controlling and / or regulating a test bench for a drive train according to claim 1 and a system for controlling and / or regulating a test bench for a drive train according to claim 16. Advantageous embodiments are claimed in the subclaims. The teaching of the subclaims is expressly made part of the description.
    A first aspect of the invention relates to a method for controlling, in particular regulating, a test bench for a drive train with a real transmission, which preferably has the following work steps:
    Calculating a target of a control parameter, in particular a target speed, of the transmission output of the real transmission on the
    Basis or by means of a model, in particular a virtual one
    DUT, which the gearbox or parts of the gearbox (eg its inertias and / or the rotational inertias of the gearbox condensed on the output shaft) and at least one further component, in particular a shaft, the output side of the
    Drivetrain, in particular the shafts, differentials, wheels, tires, as virtual components, in particular of the virtual test specimen, on the basis of at least one measurement parameter measured on the drive train, in particular a speed and / or a torque; and
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    Controlling the test bench, in particular a loading machine, on the basis of the target (in particular the target speed).
    A second aspect of the invention relates to a system for controlling, in particular regulating, a test bench for a drive train with a real transmission, the system preferably having:
    A first module for calculating a target of a control parameter, in particular a target speed, at the transmission output of the real transmission on the basis or by means of a model, which the transmission and at least one further component, in particular one
    Shaft, which depicts the output side of the drive train as virtual components, on the basis of at least one measurement parameter measured on the drive train, in particular at least one speed and / or torque; and a second module for controlling the test bench, in particular one
    Power machine, based on the target (especially the target speed).
    A transmission in the sense of the invention has components which are suitable for reducing or translating a torque and a speed. In particular, a gear can be shifted in gear ratios or a gear with continuously variable gear ratios.
    A transmission input is any connection of the transmission which, when installed as intended, is connected to a drive machine in a vehicle. A transmission can preferably have a plurality of transmission inputs, for example in order to couple a plurality of drive machines to one output in a hybrid vehicle.
    A transmission output in the sense of the invention is any connection of a transmission which, when installed as intended, with the
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    AVL List GmbH is connected to the part of the drive train leading to the wheels, the remaining drive train.
    Both the transmission input and the transmission output preferably have a flange which can be connected to a drive-side or output-side shaft.
    A drive train in the sense of the invention has those components which are set up to contribute to driving a vehicle, in particular the engine, transmission, shafts, differentials, wheels, tires, etc.
    A drive train in the sense of the invention, which test object on a
    Test bench, has at least one real transmission. Other components of the drive train are preferably simulated as virtual components. More preferably, such a drive train has several real components and several virtual components. The real components are assembled as real components on the test bench. The virtual components are stored as simulation models, in particular in real time, and are simulated to supplement the real component in order to add a drive train.
    A target in the sense of the invention is a target value or a target value curve. A target preferably has values, more preferably this has
    Maps and / or functions.
    An axial moment of inertia is the axial inertia of rotating parts of the real transmission with respect to an axis of rotation of the transmission output shaft. It is preferably defined by the axial inertia in the first gear of the transmission and is a preferably time-invariant parameter. It preferably also includes the inertia of those bodies which are coupled to the rotational movement of the transmission output shaft via kinematic constraints, and in this case represents a so-called extended moment of inertia.
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    Stabilizing in the sense of the invention is an improvement in the quality of measured parameters by using the values of others
    Measurement parameters. A so-called
    Sensor fusion method can be used. Stabilization can in particular reduce or even eliminate measurement noise. For example, a target function of a measurement parameter can contain weighting factors, which can be calculated, for example, using a Kalman filter.
    A module in the sense of the present invention can be designed in terms of hardware and / or software technology, in particular a data, or signal-linked, preferably digital, processing, in particular microprocessor (CPU) unit, preferably connected to a memory and / or bus system / or have one or more programs or program modules. The microprocessor unit can be designed to process commands that are implemented as a program stored in a memory system, to acquire input signals from a data bus and / or to output signals to a data bus. A storage system can have one or more, in particular different, storage media, in particular optical, magnetic, solid-state and / or other non-volatile media. The program can be designed such that it embodies or is capable of executing the methods described here, so that the microprocessor unit can carry out the steps of such methods and thus in particular can control and / or regulate a test bench.
    The invention is based on the approach for a control of the test bench, which as a test object has a drive train with a real transmission, this transmission or at least its moment of inertia when simulating the remaining components of the drive train, which are not actually built on the test bench, but available as virtual components only. The gearbox is therefore not only part of the real one
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    Test object, but also the virtual test object. In this way, the real test object and the virtual test object are not disjoint or complementary to one another, but overlap with respect to at least some
    Elements of the transmission, especially the inertia.
    One advantage of taking the gearbox into account in the virtual test object is that the moment of inertia of the gearbox is taken into account when simulating a residual drive train, which is formed from components that are not part of the real test object. If it is a gearbox test bench, for example, the components of the residual drive train are, for example, the shaft, the differential, the axle and the wheels and tires, etc. By considering the gearbox, with its relatively large axial moment of inertia, it is also part of the virtual test object, can be prevented that due to its relatively low inertia, the residual drive train starts to oscillate in a dynamic simulation, which would make it impossible or at least considerably more difficult to control the load provided by a loading machine. In particular, the invention makes it possible to provide a so-called flexible shaft as a virtual component in the model used for the simulation and still operate the test stand in a stable manner, since the propulsion torque calculated on the basis of the state of the real component on a body of great mechanical inertia , namely the transmission output acts.
    In an advantageous embodiment of the invention, the model takes into account properties of a vehicle, in particular a mass and / or a
    Inertia of the vehicle and / or elasticities of the transmission output shaft (s), as well as properties of the road, in particular a coefficient of friction and / or rolling resistance. By taking into account the properties of the vehicle and possibly other environmental properties, a behavior of a drive train in real operation can be mapped even more realistically on the test bench.
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    In a further advantageous embodiment, the model takes into account at least one input torque, which depends in particular on the at least one measurement parameter, of the real transmission as, in particular time-invariant, input parameters.
    This input torque in the sense of the invention is an internal transmission torque and represents the torque applied in the transmission. This preferably takes into account the axial moment of inertia of the transmission. By taking this input torque into account in the model or in the simulation, the transmission, in particular its
    Moment of inertia, as a further virtual component to be added to the virtual test object. That is, the transmission is also one of the virtual components of the residual powertrain. This in particular increases the relatively low moment of inertia of the residual drive train and this becomes less susceptible to natural vibration in the simulation, in particular if a flexible shaft is provided as the shaft. The provision of the input torque of the real transmission as an input parameter in the model is also advantageous, since a large number of already existing virtual vehicle models have an interface in order to take into account an input parameter, such as the input torque according to the invention. to
    Taking the input torque into account, the respective structure of the existing virtual vehicle models therefore does not have to be changed.
    According to the invention, noisy measurement values are preferably read in in real time on the basis of the sensors installed on the real test object. These noisy measurement values are converted into suitable numerical ones
    Methods of higher-quality, time-variable physical parameters determined in real time, in particular the transmission output speed and the torque at the transmission output, preferably also the speed at the transmission input and the torque at the transmission input. The input torque is in turn derived from these variables by means of a
    Moment estimator determined.
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    In a further advantageous embodiment, the method according to the invention also has the following work step:
    Calculating an input torque, in particular in real time, based on the axial moment of inertia of the real transmission, one by means of a measurement, in particular with a downstream one
    Real-time algorithms, determined angular acceleration of the transmission output of the real transmission and a measured torque of the transmission output of the real transmission.
    Accordingly, in an advantageous embodiment, the system has a third
    Module for calculating an input torque of the transmission, in particular in real time, on the basis of the axial moment of inertia of the real transmission, an angular acceleration of the transmission output of the real transmission determined by means of a measurement and a measured torque of the transmission output of the real transmission.
    In a further advantageous embodiment of the invention, a torque, in particular dynamic, calculated from the angular acceleration of the transmission output and the axial moment of inertia of the transmission is added to the measured torque of the transmission output, which is preferably prepared in real time. The
    The input torque at the transmission input is thus determined from the parameters of the angular acceleration and the applied torque at the transmission output that are relatively easy to measure or to determine. In particular, the transmission can also be taken into account in existing test benches as a virtual component of the virtual test object.
    In a further advantageous embodiment of the invention, when the input torque and / or the setpoint (in particular the setpoint speed) are calculated, a transmission ratio of the gearbox to be tested is taken into account. In a variant of the invention, the axial moment of inertia is dependent on a respective translation of the
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    AVL List GmbH to be checked gearbox considered. This can in particular
    Differences, which result in the axial moment of inertia of the gear in different gear ratios, are taken into account. The
    The accuracy of the model can be increased in this way.
    In a further advantageous embodiment of the invention, the torque of the transmission output and / or a rotational speed of the transmission output are measured on the test bench. The angular acceleration of the transmission output can be determined in particular from the speed of the transmission output.
    In a further advantageous embodiment of the invention, the torque at the transmission output and / or the angular acceleration of the transmission output is / are each filtered by means of a filter, the filter preferably being selected from the following filters: second-order low-pass filter, Bessel filter, Butterworth filter, Notch filter, Kalman filter. Noise can be reduced or even eliminated by filtering the signals.
    In a further advantageous embodiment of the invention, a speed of the transmission output is calculated and / or stabilized by means of further measured values, for example a speed of the transmission input.
    In a further advantageous embodiment, the method according to the invention further comprises the following steps:
    Calculate the angular acceleration of the gearbox output from the
    measured, preferably stabilizedTransmission output; and or rotational speed of 25 Measuring the angular acceleration orAngular acceleration via suitable sensors. read in the
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    An angular acceleration can be measured, for example, using the Ferrari principle. If the angular acceleration is both measured and calculated, Kalman filters can be used to further reduce or eliminate signal noise. In this way, the angular acceleration at the transmission output of the real transmission can be calculated in real time using measurement technology that is generally available on a conventional test bench and real-time algorithms known in the prior art. This angular acceleration is preferably used as an input parameter in the calculation of the
    Input torque.
    In an advantageous embodiment, the system accordingly has:
    a fourth module for calculating the angular acceleration of the transmission output from the measured, preferably stabilized, rotational speed of the transmission output; and or
    - A fifth module for measuring the angular acceleration using suitable sensors.
    In a further advantageous embodiment, the method according to the invention also has the following work step:
    Calculate or stabilize the torque of the transmission output by means of a torque of the transmission input.
    In this way too, a measurement of the torque at the transmission output can be cleaned of any noise by measuring the torque applied to the transmission input.
    In an advantageous embodiment, the system accordingly has:
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    Transmission input.
    In a further advantageous embodiment of the invention, the torque of the transmission output is measured by measuring an electrical one
    Air gap torque of a load machine of the test bench determined. In this case, no further sensor for measuring the torque has to be provided at the transmission output.
    The features and advantages described above in relation to the method of the first aspect of the invention also apply accordingly to the system of the second aspect of the invention and vice versa.
    In an advantageous embodiment, the system according to the invention has a first sensor for determining or measuring the angular acceleration of the transmission output, in particular by measuring at least one measurement parameter; and a second sensor for measuring the torque of the transmission output.
    Further features and advantages of the invention result from the following description with reference to the figures. The figures show at least partially schematically:
    Figure 1 shows an embodiment of the system according to the invention, which is installed on a test bench. and
    2 shows a flow chart of an exemplary embodiment of the method according to the invention.
    The teaching according to the invention is explained in detail on the basis of FIG. 1, which represents an embodiment of the system 20 according to the invention on a transmission test bench 1 to be controlled.
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    A real transmission 2 is mounted on the gearbox test bench 1, which as a real component of a drive train that represents the test object
    Undergoes test operation. The test bench has one for this task
    Drive machine 7, preferably an electric machine, and one
    Load machine 6, which is preferably also designed as an electric machine.
    The drive machine 7 provides a torque Ti at the transmission input 5. The loading machine 6 exerts a load on the transmission output 4 via a test bench shaft 8. A speed n to be set at the io transmission output 4, the power introduced by the drive machine 7 and the transmission ratio specified by the transmission 3 make a
    Performance defines which the load machine has to accept as a load.
    The system 20 according to the invention for controlling the test bench preferably has three modules.
    A first module 21 of the system 20 for controlling the test bench 1 is set up to calculate a target speed n at the transmission output 4 of the real transmission 3, which is mounted on the test bench 1. For this purpose, a real-time-capable model 2 is preferably stored in a data processing system, in particular a data memory, of the first module 21, which as virtual components of the test object includes a virtual transmission 3 ′, a flexible shaft 15, a differential 16 and a vehicle axle 10a, 10b including wheels 9a , 9b can simulate. The simulated residual drive train can preferably also have fewer or more virtual components. For example, the model can also take into account a differential 12 as a virtual component in addition to the flexible shaft 11.
    In order to calculate a desired speed n to be set on the test bench 1 at the transmission output 4, information about the operating state of the test bench 1 is included in the model 2, which information is obtained by measuring a measurement parameter in relation to the drive train 2, in particular at least
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    AVL List GmbH a speed ni, ri2 and / or a torque Τι, T2, can be determined.
    Preferably, there are two measurement parameters, a speed / 2des
    Transmission output 4 of the real transmission 3 and a torque T2 of the
    Transmission output 4 of the real transmission 3.
    A third module 23 of the system 20 uses these two measurement parameters to calculate an input torque or internal gear torque Tin of the gear 3 or the virtual gear 3 ″, in particular in real time.
    This input torque T, n is entered as an input parameter in the model 2, 10 on the basis of which the first module 21 calculates the target speed n.
    The input parameter Tin is preferably time-invariant, that is to say it assumes the same value at all times given the same value constellation of the respective measurement parameters.
    The input torque Tin is preferably determined by the third module 23 according to the following relationship:
    Tin = T 2 + Jy 'O (t)
    Equation (1)
    Equation (1) is in the form of an Euler differential equation, which is solved numerically according to the invention, where a (t) is the angular acceleration of the transmission output 4,
    J y is the axial moment of inertia of the real gear,
    T2 is the axial torque of the test bench shaft 8.
    The angular acceleration o (t) of the transmission output 4 can be determined by deriving the speed / 72 of the test bench shaft 8, which is connected to the transmission output 4 and the load machine 6 in a rotationally fixed manner.
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    For this purpose, the system 1 preferably has a first sensor 24, for example an incremental encoder, which is set up to determine a rotation of the rotor of the loading machine 6 and / or of the test bench shaft 8. Alternatively, the loading machine 6 can also have its own speed sensor, which makes the speed / 2 available to the third module 23 of the system 1. The speed rt2 can in this case be determined, for example, on the basis of the alternating electromagnetic field generated by the loading machine 6.
    The angular velocity a (t) is obtained by numerically differentiating the speed ri2 at the transmission output 4 from the following equation:
    zx _ n 2 (t + At) -n 2 (Q equation (2) - At
    In order to improve the quality of the measurement signal, for example a signal from the incremental encoder, various filters can be applied to the
    Signal can be applied to improve its quality. Second-order low-pass filters, Bessel filters, Butterworth filters or notch filters are particularly suitable for this. Kalman filters can also be used.
    Additionally or alternatively, a speed ni can also be measured at the transmission input 5. The speed ratio at the gearbox output 4 can preferably be used to draw conclusions from this speed ni via the gear ratio of the gearbox 3. The speed ni can be measured by means of a separate speed sensor 26, in particular on the loading machine 6, which is connected in a rotationally fixed manner to the transmission input 5 of the transmission 3. The sensor 26 can be a component of the drive machine 7 or an additional sensor of the system 20 according to the invention, which is arranged on the loading machine 7 or between the loading machine 7 and the transmission input 5 in order to measure the speed ni.
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    If both the speed rii at the transmission input 5 and the speed / 72 at the transmission output 4 are available, sensor fusion or
    Information fusion methods are used to link the data with respect to ni and / 72, possibly using the transmission ratio i of the transmission, in order to improve the quality of the speed signal at the transmission output 4, which is decisive for the determination of the input torque Tin , In sensor fusion or information fusion, measurement signals are combined in a suitable manner in order to generate a more accurate picture of reality.
    io In addition, it is possible to measure the angular acceleration o (t) directly, for example using the Ferraris principle. If this directly measured angular acceleration a (t) and, for example, the speed / 72 at the transmission output 4, which is determined, for example, at the loading machine 6, sensor fusion15 or information fusion methods can also be used here to determine the quality of the signal to improve the angular acceleration o (t) as well.
    The axial moment of inertia J y of the transmission 3, 3 'preferably results from the following equation:
    Jy = J5 * ί
    1st gear + J4
    Equation (3)
    J5 is the measured moment of inertia at the transmission input 5 and J4 is the measured moment of inertia of the transmission 3 at the transmission output 4, in each case in the first gear, which has the gear ratio 2nd gear. Approximate values can preferably be used according to the invention for the moments of inertia J4, J5 and the gear ratio II.
    The axial moment of inertia J y of the transmission 3, 3 'in the first gear can therefore preferably also be adopted for all other gear ratios, that is to say can be assumed to be constant in an approximation.
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    The value for the axial moment of inertia J y which is used in the third module 23 should preferably be the same as that in the first
    Module 21 is used to calculate the target speed n. That is, that
    The value which is used to determine the input torque Tin should preferably be identical to the value for the axial moment of inertia J y which is used in the model 2 according to the invention for calculating the desired speed n.
    The torque T2 at the transmission output 4 from equation (1) can preferably be by means of a torque sensor 25 on the test bench shaft
    8 can be measured. This measured torque T2 corresponds to that
    Torque at transmission output 4.
    The quality of the signal obtained from the torque sensor 25 can also be improved using various signal filters.
    In addition, the torque Ti at the transmission input 5 can be used to calculate the value of the torque T2 at the transmission output 4, in particular using the transmission ratio / transmission 3. Alternatively, it can be provided to stabilize the measurement signal of the torque 73 at the transmission output 4 by means of the torque Ti at the transmission input 5, in particular also by using
    Sensor fusion or information fusion methods.
    Alternatively or additionally, a measurement of an air gap torque of the loading machine 6 can also be used to calculate and / or stabilize the torque T2 at the transmission output 4.
    The input torque Tin calculated in the third module 23 is converted into the
    Model 2 for calculating a speed n at the transmission output 4, 4 'fed. The input torque Tin serves in particular to take into account the axial moment of inertia J y of the transmission 3, 3 'when simulating the behavior of the residual drive train.
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    The calculated speed n is preferably output to a second module 22 of the system 1 for controlling the test bench, in particular for controlling the loading machine 6. The second module 22 can be part of the system 20 according to the invention as well as part of a control system already present on the test bench 1.
    The principle for controlling a test bench 1 described above with reference to FIG. 1 is broken down into individual method steps with reference to FIG. 2.
    In order to be able to calculate an input torque Tin for the simulation in the model, the angular acceleration a (t) is first calculated, 101a, preferably on the basis of a measured speed rt2 des
    Transmission output 4. Alternatively or additionally, the angular acceleration o (t) is measured using suitable sensors, 101 b. In addition, a torque T2 of the transmission output is measured or by means of the torque Ti des
    Gearbox input 5 calculated or additionally stabilized, 101 c.
    In a next step, the input torque Tin is calculated in real time, the input parameters being the axial moment of inertia J y of the real transmission 3 calculated as described in relation to FIG. 1, the angular acceleration o (t) and the torque T2 at the transmission output 4 of the real transmission 3 come in.
    In model 2, the target speed n at the transmission output 4 is calculated by means of the input torque Tin and further properties of the residual drive train, which preferably consists of the shaft 11, the differential 12, the axis 10a, 10b and the wheels 9a, 9b, 102 Based on this
    Test speed 1, in particular its load machine 6, is controlled 103, target speed n.
    The control process described enables a control loop of a test bench 1 for a drive train with a real transmission 3 and one
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    AVL List GmbH virtual flexible shaft 11, which ensures stable operation of the test bench 1 at a speed n to be set at the transmission output 4.
    The exemplary embodiments described above are merely examples which illustrate the scope, the application and the
    Are not intended to restrict the structure of the invention in any way. Rather, the person skilled in the art is given a guideline for the implementation of at least one exemplary embodiment by the preceding description, it being possible for various changes, in particular with regard to the function and arrangement of the described components, to be carried out, without the scope of protection, as is evident from the claims and results in these equivalent combinations of features.
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    LIST OF REFERENCE NUMBERS
    test bench
    powertrain
    transmission
    transmission output
    transmission input
    Belastungsmaschine
    prime mover
    test shaft
    9a, 9b wheel
    10, 10b intercept
    wave
    differential
    System first module second module third module first sensor second sensor third sensor fourth sensor
    Tin input torque
    Ti torque of the transmission input
    T 2 torque of the gearbox output ni speed of the gearbox input n 2 speed of the gearbox output a (t) angular acceleration
    J y axial moment of inertia
    J 4 moment of inertia at the gearbox output
    J 5 moment of inertia at transmission input
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    权利要求:
    Claims (18)
    [1]
    claims
    1. A method (100) for controlling, in particular regulating, a test bench (1) for a drive train with a real transmission (3), comprising the following work steps:
    - Calculating (102) a target (s) of a control parameter, in particular a target speed, of the transmission output (4) of the real transmission (3) on the basis of a model (2) which represents the transmission (3) and at least one further component , in particular a shaft, which depicts the output side of the drive train as virtual components (3 ', 9a, 9b, 10a, 10b, 11, 12), based on at least one measurement parameter measured on the drive train (2), in particular a speed (m; n 2 ) and / or a torque (Ti; T 2 ); and
    - Controlling (103) the test bench (1), in particular a loading machine (6), on the basis of the target (s).
    [2]
    2. The method (100) according to claim 1, wherein the model (2) takes into account properties of a vehicle, in particular a mass and / or an inertia of the vehicle, and properties of the road, in particular a coefficient of friction and rolling resistance.
    [3]
    3. The method (100) according to claim 1 or 2, wherein the model (2) takes into account at least one input torque (Tin) of the real transmission (3) as, in particular time-invariant, input parameters.
    [4]
    4. The method (100) according to one of the claims, further comprising the following work step:
    - Calculating (101) an input torque (Tin), in particular in real time, on the basis of an axial moment of inertia (J y ) of the real transmission (3), an angular acceleration (α (t)) of the transmission output (4) determined by means of a measurement real
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    Transmission (3) and a measured torque (T 2 ) of the transmission output (4) of the real transmission (3).
    [5]
    5. The method (100) according to claim 4, wherein a calculated from the angular acceleration (a (t)) of the transmission output (4) and the axial moment of inertia of the transmission, in particular dynamic, torque to the measured torque (T 2 ) of the transmission output (4 ) is added.
    [6]
    6. The method (100) according to any one of the preceding claims, wherein in the calculation of the input torque (Tin) and / or the target (n) a respective existing translation of the gearbox (3) to be checked is taken into account.
    [7]
    7. The method (100) according to any one of claims 4 to 6, wherein the axial moment of inertia is taken into account as a function of a respective transmission ratio of the transmission (3) to be tested.
    [8]
    8. The method (100) according to any one of claims 4 to 7, wherein the torque (T 2 ) of the transmission output (4) and / or a speed (n 2 ) of the transmission output (4) on the test bench (1) are measured.
    [9]
    9. The method (100) according to claim 8, wherein the torque (T 2 ) at the transmission output (4) and / or the angular acceleration (a (t)) of the transmission output (4) is / are filtered by means of a filter, preferably the Filter selected from the following filters: second-order low-pass filter, Besselfilter, Butterworth filter, Notch filter, Kalman filter.
    [10]
    10. The method (100) according to claim 8 or 9, wherein a speed (n 2 ) of the transmission output (4) is calculated and / or stabilized by means of further measured values, for example a speed (ni) of the transmission input (5).
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    [11]
    11. The method (100) according to any one of claims 4 to 10, further comprising the following steps:
    - Calculating (101a) the angular acceleration (α (t)) of the transmission output from the measured, preferably stabilized, speed (n 2 ) of the transmission output (4); and or
    - Measure (101 b) the angular acceleration (α (t)).
    [12]
    12. The method (100) according to one of claims 4 to 11, further comprising the following working step:
    - Calculating or stabilizing (101c) the torque (T 2 ) of the transmission output (4) by means of a torque (Ti) of the transmission input (5).
    [13]
    13. The method (100) according to any one of claims 4 to 12, wherein the torque (T 2 ) of the transmission output (4) by means of a measurement of an electrical air gap torque of a loading machine (6) of the test bench (1) is determined.
    [14]
    14. A computer program comprising instructions which, when executed by a computer, cause the latter to carry out the steps of a method according to one of claims 1 to 13 preferably in real time.
    [15]
    15. Computer-readable medium on which a computer program according to claim 14 is stored.
    [16]
    16. System (20) for controlling, in particular regulating, a test bench (1) for a drive train with a real transmission (3), comprising:
    - A first module (21) for calculating a target (s) of a control parameter, in particular a target speed, at the transmission output (4) of the real transmission (3) on the basis of a model (2) which the transmission (3) and at least one
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    - A second module (22) for controlling the test bench (1), in particular a loading machine (6), on the basis of the target (s).
    [17]
    17. The system (20) of claim 16, further comprising:
    - A third module (23) for calculating an input torque (Tin) of the gear (3, 3j, in particular in real time, based on the axial moment of inertia (J y ) of the real gear (3), an angular acceleration (α (t)) of the transmission output (4) of the real transmission (3) and a measured torque (T 2 ) of the transmission output (4) of the real transmission (3).
    [18]
    18. The system (20) of claim 17, further comprising:
    - a first sensor (24) for determining the angular acceleration (α (t)) of the transmission output (4), in particular by measuring at least one measurement parameter; and
    - A second sensor (25) for measuring the torque (T 2 ) of the transmission output (4).
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    同族专利:
    公开号 | 公开日
    EP3607294A1|2020-02-12|
    WO2018185286A1|2018-10-11|
    AT519553B1|2018-08-15|
    JP2020516875A|2020-06-11|
    US20210231527A1|2021-07-29|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102007016420A1|2007-04-05|2008-10-09|Dr. Ing. H.C. F. Porsche Aktiengesellschaft|Method for testing drive train of motor vehicle on test stand, involves coupling drive sides of drive train with electrical machines and drive of drive train is coupled with another electrical machine |
    WO2011022746A1|2009-08-28|2011-03-03|Technische Universität Wien|Method and device for controlling a test stand arrangement|
    AT508031A4|2009-10-02|2010-10-15|Seibt Kristl & Co Gmbh|METHOD AND TEST BENCH FOR TRAINING THE DRIVING BEHAVIOR OF A VEHICLE|
    AT512483A2|2013-06-03|2013-08-15|Avl List Gmbh|Method for reducing vibrations in a test bench|
    DE102008041883A1|2008-09-09|2010-03-11|Zf Friedrichshafen Ag|Method for operating a test bench for vehicle drive trains|
    AT515110B1|2014-01-09|2015-06-15|Seibt Kristl & Co Gmbh|Method and device for controlling a powertrain test stand|
    AT514144B1|2014-07-25|2016-01-15|Avl List Gmbh|Method and test bench for testing a combination of components of a vehicle|
    AT516629B1|2014-12-22|2016-07-15|Avl List Gmbh|Method and device for carrying out a test run on a test bench|AT522354B1|2019-08-12|2020-10-15|Avl List Gmbh|Procedure for operating a test bench|
    法律状态:
    2019-01-15| HA| Change or addition of new inventor|Inventor name: ANDREAS FLECK, AT Effective date: 20181129 Inventor name: FELIX PFISTER, AT Effective date: 20181129 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50291/2017A|AT519553B1|2017-04-07|2017-04-07|Method for controlling, in particular regulating, a powertrain test bench with a real gearbox|ATA50291/2017A| AT519553B1|2017-04-07|2017-04-07|Method for controlling, in particular regulating, a powertrain test bench with a real gearbox|
    PCT/EP2018/058860| WO2018185286A1|2017-04-07|2018-04-06|Method for controlling, more particularly in a closed-loop manner, a powertrain test bench with real transmission|
    JP2019554759A| JP2020516875A|2017-04-07|2018-04-06|Method for controlling a powertrain test bench with a physical transmission, in particular for closed-loop control|
    US16/603,373| US20210231527A1|2017-04-07|2018-04-06|Method for controlling, more particularly in a closed-loop manner, a powertrain test bench with real transmission|
    EP18716255.7A| EP3607294A1|2017-04-07|2018-04-06|Method for controlling, more particularly in a closed-loop manner, a powertrain test bench with real transmission|
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