• 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:
    In order to make it possible to carry out a realistic test on a test stand, it is provided that the test is generated from a test drive with a vehicle (1) along a route (2) by a time profile of a vehicle speed (v) and a time course an accelerator pedal position (α), at least one idling operating time (tL) of the internal combustion engine (11) and / or at least one overrun operating time (tS) of the internal combustion engine (11) is determined and in the test bench automation unit (13) for carrying out the test during an idling operating time (tL) a predetermined idling control mode (RL) is set instead of the operating control mode (RB) and / or a predetermined overrun control mode (RS) is set during a coasting operating time (tS) instead of the operating control mode (RB)
    公开号:AT520179A4
    申请号:T50999/2017
    申请日:2017-12-04
    公开日:2019-02-15
    发明作者:Ing Felix Pfister Dr；Winkler Wolfgang；Emre Kural Dr；Camillo Signor Dr；Ing Gerald Hochmann Bsc
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    Summary
    In order to enable a realistic test to be carried out on a test bench, it is provided that the test is generated from a test drive with a vehicle (1) along a route (2) by a vehicle speed (v) and a time profile an accelerator pedal position (α), at least one idle operating time (t L ) of the internal combustion engine (11) and / or at least one overrun operating time (t S ) of the internal combustion engine (11) is determined and in the test bench automation unit (13) for carrying out the test during an idle operating time ( t L ) instead of the operating control mode (R B ), a predetermined idling control mode (R L ) is set and / or during a coasting operating time (t S ), a predetermined coasting control mode (RS) is set instead of the operating control mode (RB)
    Fig. 6, -121 / 16
    AV-3949 AT
    Test bench and procedure for carrying out a test
    The present invention relates to a method for carrying out a test test on a test bench to simulate a test drive of a vehicle along a route, wherein an internal combustion engine is connected to a load machine on the test bench to carry out the test test, and both the internal combustion engine and the load machine are connected by a test bench automation unit a set operating control type is regulated by specifying target values of the test run for the internal combustion engine and the loading machine, and a corresponding test bench.
    In the development of internal combustion engines, drive trains with internal combustion engines and vehicles with internal combustion engines, the verification of emissions and consumption behavior plays a central role. In all phases of development, the emission and consumption behavior of the internal combustion engine is checked on test benches, such as an engine test bench, drive train test bench or roller test bench. However, the legal framework for this review is currently changing very much. While previously mainly standardized driving cycles, such as the New European Driving Cycle (NEDC), were used for this check, the check under real driving conditions is now also required. For the emission behavior, so-called Real Driving Emission (RDE) test tests are used, in which no specific driving cycle is specified, but a more or less random driving distance is covered, which only has to correspond to certain defined framework conditions.
    For the development of internal combustion engines, drive trains or vehicles on the test bench, it is therefore also desirable to carry out the test on the test bench with such real test tests.
    It is therefore necessary, on the one hand, to record measured values of the test drive, such as GPS data, engine speed, accelerator pedal position, vehicle speed, etc., from real test drives with a vehicle on a real road. On the other hand, a test run representative of the test run for a test bench must then be created from the recorded measured values, which can then be run through on the test bench in whole or in part, for example to record and evaluate the emission or consumption behavior of the internal combustion engine. Examples of this can be found in DE 10 2012 018 359 A1 or WO 2015/166069 A2.
    The combustion engine is operated on the test bench in accordance with the specifications of the test run, either alone (engine test bench) or in combination with other components (drive train test bench, roller test bench). To carry out the test, the internal combustion engine is tested on the test bench, directly or indirectly, with a loading machine (Dyna2 / 1 (5 1
    AV-3949 AT mometer), and the loading machine and the internal combustion engine are controlled by a test bench automation unit in accordance with the specifications of the test run. For example, the loading machine can be connected to an internal combustion engine directly via a test bench shaft. On a drive train, for example indirectly via a driven wheel hub of a semiaxis of the drive train, a load machine being usually connected to a drive train test bench on both sides of the driven wheel hubs. The load machine drives a roller on which a wheel of the vehicle rolls on a roller dynamometer. This means that the load machine is also connected indirectly (via the roller) to the internal combustion engine on a roller test bench. The speed of the internal combustion engine (or the drive train) is generally set by means of the loading machine by generating a loading torque for the internal combustion engine. An engine torque is generally set with the internal combustion engine. For this purpose, the engine control unit is usually given accelerator pedal positions, which the engine control unit converts into engine control signals (injection quantity, injection timing, EGR setting, ignition timing, etc.). As a test test, target values for the engine speed and the engine torque or an equivalent quantity, such as an accelerator pedal position, a drive train speed, etc., are therefore required in order to be able to carry out the test run on the test bench. These setpoints, actually a time course (also as a time-discrete course) of the setpoints, must be generated from the real test drive.
    Various types of control for carrying out the test run can also be implemented on the test bench or in the test bench automation unit. If the accelerator pedal position is specified directly as the setpoint, one usually speaks of an N / α control (N for the speed and α for the accelerator position). If, on the other hand, torques are specified, one usually speaks of an N / T control (N for the speed and T for the torque). In this control mode, an actual torque of the internal combustion engine must also be recorded in order to determine an accelerator pedal position from the deviation of the actual torque from the specified torque, which is required to compensate for the deviation and which in turn can then be specified to the engine control unit (ECU). For this purpose, a suitable controller is usually implemented in the test bench automation unit, which does this. In addition, other setpoints that are suitable for performing a test run can also be specified. Such other setpoints are preferably variables that are equivalent to a torque or an accelerator pedal position, or from which a torque or an accelerator pedal position can be derived. Examples of this are injection quantity or effective cylinder mean pressure, ECU engine torque. In this case, one usually speaks of an N / x control (N for the speed and x for the other controlled variable). In the same way it can be on / 16 2
    AV-3949 AT
    Test bench also give a T / N, T / α or T / x control, the torque being set with the loading machine. The type of control to be used is specified or selected by the test bench driver to carry out the test on the test bench.
    Since test bench times are expensive, the test bench capacity is usually limited and test bench tests are complex, it is a general goal to simplify the test tests. Nevertheless, test trials with high informative value should be carried out, for example with regard to legal requirements or framework conditions. It is therefore an object of the present invention to achieve this goal with a test bench and a method for carrying out a test to simulate a test drive of a vehicle along a route.
    This object is achieved by the invention in that at least one idle operating time of the internal combustion engine and / or at least one overrun operating time of the internal combustion engine is determined from a time profile of the vehicle speed and a time profile of the accelerator pedal position and that in the test bench automation unit for carrying out the test attempt during an idle operating time instead of Operating control type a predetermined idle control type is set and / or during a coasting operating time a predetermined coasting control type is set instead of the operating control type. A test result closer to reality during an idling operating time and / or an overrun operating time can thus be achieved in a simple manner on the test bench, whereby in particular the emission behavior or the consumption of the internal combustion engine during such operating times are simulated more realistically on the test bench.
    During an idle operating time, idle control mode is preferably set, in which the loading machine is given a torque of zero as the setpoint and the accelerator pedal position is set to zero as the setpoint.
    During a coasting operating mode, an NM control is preferably set as the coasting mode of control because this can ensure that the engine control unit of the internal combustion engine alone regulates the torque of the internal combustion engine.
    A simple automated execution of the test attempt is made possible if an idle operating time is sought as a time range from measured values of the test drive, in which both the vehicle speed and the accelerator pedal position are zero in the course of the vehicle speed and in the course of the accelerator pedal position. In this case, an idling speed of the internal combustion engine can also simply be determined as the engine speed during the idling operating time. A distinction can also be made between a cold and a warm idling speed.
    / 16 3
    AV-3949 AT
    Additional idle operating times can easily be found as time ranges during which the engine speed corresponds to the idle speed.
    A simple automated execution of the test attempt is made possible if a coasting operating time is sought as a time range from measured values of the test drive, in which the accelerator pedal position is zero over the course of the engine speed and the accelerator pedal position and the engine speed is greater than a predetermined idling speed.
    The subject invention is explained in more detail below with reference to FIGS. 1 to 7, which show exemplary, schematic and non-limiting advantageous embodiments of the invention. It shows
    1 shows a test drive with a vehicle along a route,
    2 the simulation of a test drive with a vehicle along a route, 3 the determination of an idle operating time of the internal combustion engine, 4 the determination of an overrun operating time of the internal combustion engine, 5 different types of control of the test bench automation unit during the execution of the test,
    6 shows a Ν / α control on the test bench and
    Fig. 7 an N / T control on the test bench.
    The starting point of the invention is a test drive with a vehicle 1 along a predetermined route 2 (FIG. 1). Here, a real vehicle 1 can be moved by a driver on a real road (also a route on a test site). However, it is also conceivable that the test drive along the road is simulated (FIG. 2) or that a test drive with a vehicle 1 is carried out on a chassis dynamometer. The simulation takes place, for example, on a suitable hardware (computer) with suitable software. For example, a route 2 could be selected in a digital map 3 for simulation and the travel of a vehicle 1 along this route 2 could be simulated. This can be done, for example, in a well-known manner by combining a road model M S , which depicts the road conditions (sea level, slope, curve radius, road surface, etc.), a driver model M F , which measures the properties of a driver (switching behavior, driving behavior, etc.) maps, and a vehicle model M V , which maps the dynamics of the vehicle, take place. Of course, other models can also be implemented and integrated into the simulation, such as a tire model. Events such as traffic signs, traffic lights, other road users, road traffic, etc. can also be taken into account in such simulations. The necessary simulation models are known and available, which is why there is no need to go into them here. A desired test run is specified for the test run on a roller test bench.
    / 1 (5th
    AV-3949 AT
    If a test drive with a vehicle is subsequently mentioned, then a real drive with a real vehicle 1 on a route 2 on a real road is expressly included, as well as a simulated drive with a virtual vehicle 1 along a virtual route 2, as well as a test drive on a dynamometer.
    Measured values MW are recorded during the test drive. The measured values MW thus represent the test drive with the vehicle 1 along a route 2. This can be done via corresponding sensors S, in particular sensors that are present in a vehicle 1 anyway. The measured values MW of such vehicle sensors S can be read out directly, for example, via the on-board diagnosis (OBD) interface. Of course, the vehicle 1 can also be equipped with non-standard vehicle sensors for the test drive in order to record further measured values MW, for example emission values (NOx, HC (CO, CO 2 , etc.)). In the simulation, any simulation quantities can be used as "measured values" MW of the various implemented simulation models. Additional simulation models can also be implemented for this in order to simulate a specific variable, for example an emission model for simulating the emission values.
    It is also possible to determine additional measured values MW from other recorded measured values MW. This can be done during the test drive or only after the test drive. An example of this is the torque of the internal combustion engine or gear information with gearshift times, possibly also clutch times, which often cannot be measured or simply cannot be measured during a real test drive. The torque can then be taken from known maps (e.g. a map for speed, accelerator pedal position, torque) or can also be calculated from models or physical relationships. From a road gradient, the vehicle mass and a resistance factor (rolling resistance, air resistance) and the vehicle dynamics (speed, acceleration) e.g. the torque can be calculated. The engine power could be determined from the vehicle speed and a vehicle resistance force (from the gradient of the road, rolling resistance, air resistance, etc.), from which the torque can then be calculated with the speed. It is obvious that there is a wealth of options here for determining quantities that are not directly measured. The gear information can be obtained, for example, from other measured values MW, for example engine speed and vehicle speed.
    However, the measured values MW can also simply be available, for example from test runs carried out earlier, simulations or also in the form of measurement values which are created in any way and which describe a test drive with a vehicle 1 along a route 2.
    / 16 5
    AV-3949 AT
    If measurement values MW are subsequently spoken of, then both directly measured variables are included, as well as variables from a simulation, and also variables that are calculated from other known variables (measured or simulated), as well as other measured values.
    For the implementation of the method according to the invention, the time profiles (or equivalent path-based profiles) of at least the vehicle speed v, the accelerator pedal position α and the engine speed N of the vehicle 1 during the test drive are required, which are either specified as measured values MW or obtained as measured values MW as described above become. Of course, equivalent quantities could also be used for this purpose, for example, as the engine speed N, any speed of a drive train. If one speaks of a time course, this naturally includes time-continuous courses as well as time-discrete courses.
    The aim of the test test on test bench 10 is to simulate the test drive on test bench 10 as realistic as possible. However, during a test drive, vehicle 1 is generally subject to various operating states. In a holding phase of vehicle 1, the internal combustion engine is idling. The vehicle speed is zero and the accelerator pedal is not operated. This operation is usually regulated in a real vehicle 1 by its own idle mode of the engine control unit ECU. In overrun mode, the accelerator pedal is not operated and the internal combustion engine brakes (engine brake), i.e. the internal combustion engine generates a negative torque. These operating states often generate particularly high emissions or consumption values, which are of course particularly interesting for the test attempt in view of the increasing legal requirements. The test test on the test bench 10 with a test specimen with an internal combustion engine 11, for example a vehicle or a vehicle component (internal combustion engine, drive train), should therefore also map these operating states in particular in order to be able to achieve very realistic results with the test test.
    In order to make this possible, the measured values MW recorded during the test drive are first analyzed in an evaluation unit 4 in order to identify an idling and / or a coasting operation during the test drive. This is explained with reference to FIG. 3.
    3 shows the time profiles of the vehicle speed v, the accelerator pedal position α and the engine speed N, which are available as measured values MW. In order to detect the idling phases during the test drive, i.e. in the measured values MW, the time profiles of the vehicle speed v and the accelerator pedal position α are examined in order to find time ranges in which the accelerator pedal position α is zero and the vehicle speed v is zero. For practical implementation, a window around zero is preferably specified, for example a vehicle speed v <0.5m / s is understood as “zero”. A window 7/16 6 '
    AV-3949 AT is of course chosen so closely that taking into account fluctuations in measurement values and inaccuracies, only the time ranges describing the respective status are recorded. If both conditions apply, idle operation can be assumed. All idle operating times t L can thus be determined during the test drive. An engine speed N can also be determined in an idling operating time t L , preferably as an average over the idling operating time t L , in order to determine an idling speed N L. A distinction can also be made between a warm idling speed N L and a cold idling speed N l '. If the idle speed N L , N L 'has been determined, then all idle operating times t L can be used to identify all time ranges of the engine speed N with these speeds (possibly again in a predetermined window around this speed). All time ranges t L can thus also be determined in the test run with idle operation.
    To determine the overrun operating times t S with overrun operation, the knowledge of the idle speed N L , possibly for hot and cold, of the internal combustion engine is used. The idling speed N L is either a known parameter of the internal combustion engine or, as described above, can be determined from the measured values MW of a test drive. The overrun operating times t S can thus be identified, in which the accelerator pedal position α is zero (possibly again in a window around zero) or is approximately zero, and the engine speed N is greater than the idling speed N L. This is shown in Fig.4. It is particularly advantageous to first determine the idling speed N L (possibly for hot and cold) as described above, and from this the idling operating times t L with idling and the overrun operating times t S with overrun operation are derived. This enables fully automated processing of the measured values MW in the evaluation unit 4.
    Of course, it is also possible to identify only the idle operating times t L or the overrun operating times t S for the test.
    To carry out the test on the test bench 10, the control mode R on the test bench 10 is changed on the basis of the identified overrun operating times t S for the overrun operation and / or idle operating times t L for the idling, as will be explained with reference to FIG. 5.
    A separate idle control type RL is implemented in the test bench automation unit 13 for idle operation. In this type of control RL, a torque of zero is specified as the target value for the loading machine 12. The setpoint for the accelerator pedal position α is also zero. This sets a free idle speed on test bench 10.
    For the overrun mode, it is important for the test run on the test bench 10 that the engine control unit ECU alone regulates the torque T of the internal combustion engine and that the test bench automation unit 13 does not control the engine control unit 8/16 7
    AV-3949 AT intervenes ECU. For this reason, an N / o control is set as the overrun mode control mode R S in the test bench automation unit 13, in which the accelerator pedal position a = zero is transferred to the engine control unit ECU as the manipulated variable ST V. It can thus be ensured on test bench 10 that the consumption and emission values of the test drive in overrun mode are simulated realistically and in the best possible way.
    At times when there is no idle operation or overrun operation, any type of control R can be configured in the test bench automation unit 13, for example an N / T control, an N / x control, an N / a control or a T / n, T / a or T / x control.
    The setpoints SW according to the set control mode R are required to carry out the test. These setpoints SW are obtained from the test drive, as described above. For this purpose, certain measured values MW of the test drive can be used as setpoints SW, for example the accelerator pedal position α or the engine speed N. Setpoints SW can also be obtained from measured values MW, as also described above, for example the torque T or gear information.
    On the test bench 10, the internal combustion engine 11 is connected to a load machine 12, for example via a test bench shaft 14. The test bench automation unit 13 controls both the internal combustion engine 11 and the load machine 12 in accordance with the requirements of the test run in the form of certain target values SW for a variable to be controlled and the Control mode R. From the specified setpoints SW, the test bench automation unit 13 determines the manipulated variables with which the internal combustion engine 11 and the loading machine 12 are controlled. In the case of the load machine 12, the manipulated variable ST B is, for example, a speed (in particular in the case of an N / T, N / x, or N / a control), which sets the engine speed N of the internal combustion engine 11. For this purpose, a corresponding speed controller R N can also be implemented in the test bench automation unit 13, which can also receive an actual value of the speed N ist, which is detected, for example, by means of a speed sensor 15 on the loading machine 12. The internal combustion engine 11 is controlled using a suitable manipulated variable ST V , for example an accelerator pedal position a, as described at the beginning.
    The test bench automation unit 13 receives the corresponding temporal profiles (also as discrete-time profiles) of the target values SW, for example from the evaluation unit 4, for carrying out the test experiment. It is also irrelevant whether the entire chronological sequence is passed for the execution of the test run or whether each time step of the control, the setpoint SW to be adjusted is transferred. Similarly, the test bench automation unit 13 is given the control mode R, for example by the evaluation unit 4. For the test run on the test bench 10, the test / 16 8 '
    AV-3949 AT
    Stand automation unit 13 a desired operating control type R B can be configured, for example by the test stand driver. This operating control type R B can be changed temporarily by specifying the control type R for realizing the idling operation and / or overrun operation, as shown in FIG. Here, the control mode R is changed in idle to the specified idle control type R L and in overrun mode to the specified coasting control type R S (N / o control). Otherwise, the desired and configured operating control type R B is used, for example an N / T, N / α or N / x or T / n, T / α or T / x control type.
    An N / a control is shown in FIG. For this purpose, the test bench automation unit 13 receives the engine speed N and an accelerator pedal position α (actually temporal profiles thereof) as setpoints SW. The accelerator pedal position α can be transferred from the test bench automation unit 13 to the engine control unit ECU as a manipulated variable ST V.
    For an N / T control (FIG. 7), the test bench automation unit 13 is given a time profile of the torque T and a time profile of the engine speed N as setpoints SW for carrying out a test, for example by the evaluation unit 4. The test bench automation unit 13 contains for example, a torque controller R T implements, which is from an actual value of the torque T, which for example can be measured by a torque sensor 16 on the test shaft 14 or may also be estimated from other measured quantities (observer), and the predetermined desired value SW an accelerator pedal position α determined, which is transferred to the engine control unit ECU for regulating the internal combustion engine 11. The speed controller R n for the regulation of the loading machine 12 is also indicated in FIG.
    Of course, the evaluation unit 4 can always determine both the time profile of an accelerator pedal position α and the time profile of the torque T of the internal combustion engine 11 and transfer it to the test bench automation unit 13 together with the engine speed N and the control mode R. The evaluation unit 4 could also be implemented in the test bench automation unit 13 as hardware and / or software.
    / 16
    AV-3949 AT
    权利要求:
    Claims (9)
    [1]
    claims
    1. Method for carrying out a test on a test bench (10) for emulating a test drive of a vehicle (1) along a route (2), an internal combustion engine (11) with a load machine (12) being carried out on the test bench (10) for carrying out the test. is connected and both the internal combustion engine (11) and the loading machine (12) from a test bench automation unit (13) according to a set operating control mode (R B ) by specifying target values (SW) of the test run for the internal combustion engine (11) and the Load machine (12) is characterized in that at least one idle operating time (t L ) of the internal combustion engine (11) and / or at least one overrun operating time (t) from a time profile of a vehicle speed (v) and a time profile of an accelerator pedal position (α) S ) of the internal combustion engine (11) is determined and that in the test bench automation unit (13) for implementation g of the test attempt during an idle operating time (t L ) instead of the operating control mode (R b ), a predetermined idling control type (R L ) is set and / or during a coasting operating time (t S ) instead of the operating control mode (R b ) specified overrun mode of control (R S ) is set.
    [2]
    2. The method according to claim 1, characterized in that during an idle control mode (RL) of the loading machine (12) as a setpoint (SW) a torque (T) of zero and the internal combustion engine (11) as a setpoint (SW) an accelerator pedal position (α) is specified from zero.
    [3]
    3. The method according to claim 1, characterized in that a Nto control is set as SchubbetriebRegelungsart (R S).
    [4]
    4. The method according to claim 1, characterized in that as an operating control mode (R b ) an N / T, N / α, N / x, T / n, T / α or T / x control is set.
    [5]
    5. The method according to any one of claims 1 to 4, characterized in that a time range is sought as the idle operating time (t L ) in the time profile of the vehicle speed (v) and in the time profile of the accelerator pedal position (α) during which both the vehicle speed (v ), and the accelerator pedal position (α) is zero.
    [6]
    6. The method according to claim 5, characterized in that an idling speed (N l ) of the internal combustion engine (11) is determined as the engine speed (N) during the idling operating time (t L ).
    [7]
    7. The method according to claim 6, characterized in that a time range during which the engine speed (N) corresponds to the idle speed (N L ) is sought in a time course of an engine speed (N) as at least one further idling operating time (t L ).
    AV-3949 AT
    [8]
    8. The method according to any one of claims 1 to 7, characterized in that a time range during which the accelerator pedal position (α) is sought as the overrun operating time (t S ) in a time profile of the engine speed (N) and in the time profile of the accelerator pedal position (α) ) Is zero and the engine speed (N) is greater than a predetermined idling speed (N l ).
    [9]
    9. Test bench for carrying out a test run to simulate a test drive of a vehicle (1) along a route (2), an internal combustion engine (11) being connected to a load machine (12) on the test bench (10) for carrying out the test run and a test bench automation unit ( 13) is provided, which controls both the internal combustion engine (11) and the loading machine (12) according to a set mode of operation control (R b ) by specifying target values (SW) of the test run for the internal combustion engine (11) and the loading machine (12) , characterized in that an evaluation unit (4) from at least one idle operating time (t L ) of the internal combustion engine (11) and / or at least one overrun operating time (t S ) from a time profile of the vehicle speed (v) and a time profile of the accelerator pedal position (α) of the internal combustion engine (11) and that the test bench automation unit (13) carries out the test end of an idling operating time (t L ) with an idling control mode (R l ) instead of the operating control mode (R b ) and / or during a coasting operating time (t S ) with an overrun mode control mode (R s ) instead of the operating control mode (R b ) performs.
    -1112 / 16
    AVL List GmbH
    1.4
    M f
    MW
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50999/2017A|AT520179B1|2017-12-04|2017-12-04|Test bench and method for carrying out a test|ATA50999/2017A| AT520179B1|2017-12-04|2017-12-04|Test bench and method for carrying out a test|
    PCT/EP2018/083296| WO2019110480A1|2017-12-04|2018-12-03|Test stand and method for carrying out a test|
    KR1020207019524A| KR20200094201A|2017-12-04|2018-12-03|Test bench and test method|
    JP2020529734A| JP2021505863A|2017-12-04|2018-12-03|Test benches and methods for performing tests|
    US16/769,552| US20200348209A1|2017-12-04|2018-12-03|Test stand and method for carrying out a test|
    EP18811827.7A| EP3721198A1|2017-12-04|2018-12-03|Test stand and method for carrying out a test|
    CN201880078499.4A| CN111433581A|2017-12-04|2018-12-03|Test bench and method for carrying out test experiments|
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