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    • 专利摘要:
    In order to provide a method of controlling the torque of a drive unit (2) on a test stand (1), which is easy to use and improved with respect to the prior art, it is provided that an internal effective torque (MINT_EFF) of the drive unit (2) from the unit control unit (6 ), wherein an internal effective target torque (MINT_EFF_SOLL) from the predetermined courses of the rotational speed and the torque of the drive unit (2) and a known mass inertia (IA) of the drive unit (2) is determined and an internal effective actual torque ( MINT_EFF_IST) during operation of the drive unit (2) on the test bench (1) from measured values of the loading machine (4) and / or the drive unit (2) and / or the connecting shaft (3) and / or a known mass inertia (IA) of the drive unit ( 2) is determined.
    公开号:AT520537A4
    申请号:T51074/2017
    申请日:2017-12-22
    公开日:2019-05-15
    发明作者:Bier Maximilian；Ing Martin Schmidt Dr
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    Method for operating a test bench
    The present invention relates to a method for carrying out a test run on a test stand with a drive unit, which is connected by means of a connecting shaft with a loading machine for driving or loading the drive unit, wherein the loading machine is controlled on the test bed for performing the test run by a control device and the Drive unit for performing the test run is controlled by an aggregate control unit, wherein for carrying out the test run predetermined courses of a speed and a torque of the drive unit are simulated.Further, the invention relates to a test stand for performing a test run.
    In the development of drive assemblies, such as e.g. Combustion engines, electric motors or a combination of internal combustion engine and electric motor (so-called hybrid drives) have been used for many years test rigs whose basic structure and mode of operation are well known. It has always been an essential requirement of such test benches, to ensure the most accurate and reproducible replica of predetermined speed / torque Profilenan the output shaft of the drive unit. For this purpose, the drive unit via a connecting shaft with a loading machine (dynamometer, Dyno) is connected. As a rule, the speed is set via the loading machine and the torque via the drive unit at the test bench. Due to the limited availability of drive and measurement technology or control and regulation devices, initially stationary operating points (speed / torque combination) could be set and measured. For many test runs, it was also sufficient to drive only stationary operating points. Due to increasing demands on drive units (eg high engine power, low consumption, low pollutant emissions in internal combustion engines) and progressive development in the mentioned technical fields, but also due to increasing requirements or specification for the testing of drive units, it became possible or necessary, not at the test stands to set only stationary operating points, but also dynamic speed / torque curves. "Dynamic" here means in particular not only stationary operating points, but also, above all, rapid, speed and / or torque changes. These profiles may e.g. legally prescribed measuring cycles for the exhaust gas certification of internal combustion engines, in order to provide evidence of compliance with emission limit values. However, in order to optimize the power and consumption of drive units, more and more real, for example when using the drive unit as a vehicle drive, in the course of a test drive on the road or on a test track with a vehicle, highly dynamic and non-standardized driving profiles are used. These dynamic profiles place very high demands on the control of test benches, which can not always be adequately fulfilled. Usually, the so-called control method N / MEFF is used on the test stand, wherein the load machine of the test bench regulates the predetermined speed due to a target profile NM of the drive unit and the drive unit, the predetermined effective torque MEFF on the connecting shaft between the loading machine and drive unit. However, these two quantities NM and MEFF are strongly coupled to each other via the inertia of the drive unit. The manipulated variable of the drive assembly in the case of an internal combustion engine is, for example, the accelerator pedal position α, which has a direct effect on the internal effective torque MINT_EFF, ie that torque which acts directly on the inertia of the internal combustion engine. During acceleration and braking operations, the effective torque MEFF at the connecting shaft results from a superposition of the internal effective torque MINT_EFF and the torque necessary for the acceleration of the engine speed inertia for speed change.
    However, the internal effective torque MINT_EFF can not be measured directly, which is why the measurable torque MEFF has always been regulated at the connecting shaft. In particular, in dynamic test runs, it is not possible to control the effective torque MEFF on the connecting shaft regardless of the rotational speed N. Often the manipulated variable of the drive assembly (in the case of an internal combustion engine, for example, the accelerator pedal position α) is determined from an existing static characteristic diagram (measured stationary operating points) with the rotational speed NM and the effective torque MEFF as inputs. Such a map-based "feed-forward" control results in random values of the manipulated variable, since the measured value of the effective torque MEFF at the connecting shaft at an operating point in dynamic test cycles does not coincide with the value at the corresponding operating point during steady-state operation.
    In addition, the dynamic range of a drive assembly is generally significantly lower than that of a conventional bench load machine. As a result, the torque of the internal combustion engine is adjusted belatedly with respect to the rotational speed of the loading machine. Stellar dynamics is understood to mean how quickly a change in the manipulated variable influences the torque. The example of an internal combustion engine, a change in the accelerator pedal position does not affect directly on the torque, but usually after a certain time, often in the range of a few seconds. These are the main reasons why the previous regulation of a test run on the test bench sometimes gives poor results in dynamic test runs.
    In the publication GRUENBACHER, E. et. al., 2008. Adaptive Control of Engine Torque with Input Delays. In: 17th World Congress of the International Federation of Automatic Con-trol. Seoul, Korea, July 6-11, 2008. It is recommended that the internal combustion-related torque be controlled during test runs on engine test benches, but this is stated to be is difficult in practice, since the internal torque is a superposition of the individual expansion strokes during combustion in the cylinders of the internal combustion engine. In addition, this internal torque is not directly measurable and must be estimated. In addition, test runs with dynamic speed curves are not considered in this publication.
    The document EP 3067 681 A1 describes a method for operating an engine or powertrain test bench, wherein an indexing device is used for detecting the combustion chamber pressure. In this case, the combustion chamber pressure is converted crank angle-exactly into an indicated torque and further into an effective torque of the crankshaft, which is used to control the loading machine. A disadvantage of this method, however, is that for the cylinder pressure measurement, the combustion chambers of the internal combustion engine must be made accessible by mechanical processing and the measuring method is very complex and costly.
    Accordingly, the object of the invention is to provide an easy-to-use and improved over the prior art method for controlling the torque of a drive unit for performing a test run on a test bench.
    According to the invention the object is achieved in that an internal effective torque of the drive unit is controlled by the unit control unit, wherein an internal effective target torque from the predetermined courses of the rotational speed and the torque of the drive assembly and a known inertia of the drive unit is determined and an internal effective actual Torque during operation of the drive unit on the test bench from measured values of the loading machine and / or the drive unit and / or the connecting shaft and / or a known inertia of the drive unit is determined.
    In contrast to conventional methods, not the effective torque of the drive unit is used to control the torque of the drive unit, which is usually measured at the connecting shaft between the drive unit and loading machine, but the so-called internal effective torque, which is compared to the effective torque to the acceleration influences This is essentially a decoupling of speed and torque on the test stand possible, whereby the effective torque can be adjusted better.
    The internal effective torque can not be measured directly, unlike the effective torque at the connecting shaft, but it can be e.g. be determined by an observer. As observers, it is possible to use all known algorithms which determine a value of the internal effective torque which is independent of acceleration effects of the inertia of inertia.
    Preferably, the internal effective torque is determined from a measured on the loading machine or on the drive unit or at the connecting shaft and a measured on the loading machine or on the drive unit or on the connecting shaft effective torque and the known inertia of the drive assembly. To do this, the measured actual speed can be derived in time, multiplied by the known mass inertia of the power plant, and the product added to the measured actual torque. in the case of using an internal combustion engine as a drive unit, the inner effective torque can be determined by means of cylinder pressure indexing on the internal combustion engine. For this purpose, preferably the inner effective torque is determined from the difference between an indicated torque and a friction torque, the indicated torque being determined by means of the cylinder pressure indication.
    The inner effective target torque can be determined from the predetermined course of the rotational speed of the drive unit, the predetermined course of the torque of the drive unit and from the known inertia of the drive unit by the course of the predetermined speed is derived according to the time and with the known inertia of the Drive unit is multiplied and the product is added to the predetermined course of the torque of the drive unit. The predefined curves can be determined, for example, from recorded measured data of the drive unit, from legally prescribed measuring cycles or from other sources. The inertia is - depending on the development goal - selected according to the inertia of a drive unit of a reference operation or according to the inertia of the drive unit to be tested and is assumed to be known. Also, the set point of the internal effective torque could be obtained from, for example, recorded data of an aggregate controller (e.g., ECU of an internal combustion engine).
    Advantageously, a feedforward control of a manipulated variable of the drive assembly is used to control the drive assembly, wherein pilot control values of the manipulated variable are preferably determined from a reference test run of the drive assembly or a reference drive unit. The accelerator pedal position is particularly preferably used as the manipulated variable of the precontrol. The precontrol values can be determined from the internal effective nominal torque and from a rotational speed, in particular the actual rotational speed or the predetermined rotational speed
    Speed can be determined, preferably from a map. As a result, the control is improved because the unit control unit only has to compensate for smaller deviations.
    According to a further advantageous embodiment of the invention, the actuating dynamics of the drive unit is taken into account during its control by means of a transfer function by correcting setpoint values of the control or the pilot control values of the manipulated variable by means of the transfer function. As a result, different delays in the structure of the internal effective torque of various drive units can be compensated, resulting in an improved control accuracy.
    In the simplest case, the setpoint values can be corrected by shifting the setpoint values or the precontrol values of the manipulated variable by a dead time on the time axis. The dead time can be set the same size for all operating points of the drive unit or be determined depending on the operating point of the drive unit. Thus, the different dynamics in the build-up of the internal effective torque for different operating points can be compensated, whereby a further improvement of the control accuracy is achieved.
    The consideration of different operating points can be achieved by setting the dead time for an operating point of the drive unit as a function of the gradient of the curve of the inner effective setpoint torque in the operating point. By analyzing the history of the internal effective target torque no additional measurement effort is required. Thereby it is e.g. possible to take into account the different time inertia behavior of the drive unit with torque increase and torque drop.
    The dead time can also be determined by measuring the drive unit or a reference drive unit on the test bench, preferably by the manipulated variable of the drive unit is changed abruptly and the time between the sudden change in the manipulated variable and thereby caused change in the internal effective actual torque is measured. It would be conceivable, for example, to create dead-time maps for drive units with similar expected dynamic response, for example, as a function of displacement, charge, number of cylinders, rated speed, etc.
    The subject invention will be explained in more detail below with reference to Figures 1 to 7, which show by way of example, schematically and not by way of limitation advantageous embodiments of the invention. It shows
    1 shows the general structure of a test bench Fig.2 the function of the observer
    3 a to 3 c process sequences according to the invention, FIG. 4 a reference test run
    Fig.5 Results with conventional control mode N / MEFF Fig.6 Results with control mode N / MINT_EFF
    FIG. 7 Results with control mode N / MINT_EFF with displacement of the internal effective setpoint torque Mint_eff_soLL by a dead time Δ1
    Fig.8 Results in control mode N / MINT_EFF with shift of the pilot value of the accelerator pedal position α by a dead time Δ1
    1 shows a known conventional construction of a test stand 1 with a Antriebsaggre-gat2, which is connected by means of a connecting shaft 3 for torque transmission with a loading machine 4, with a control device 5 for controlling the loading machine 4 and with an aggregate control unit 6 for controlling the drive unit. 2 The control device 5 and the aggregate control unit 6 can be implemented with suitable hardware and / or software (also on common hardware). The drive unit 2 has a speed measuring device 7 for measuring the unit rotational speed NM, and the loading machine 4 also has a rotational speed measuring device 8 for measuring the loading machine rotational speed NB. On the connecting shaft 3, a torque measuring device 9 for measuring the effective torque MEFF of the drive unit 2 is arranged between the drive unit 2 and the loading machine 4.
    By a loading machine 4 is meant not only the usual electric machines such as DC machines, asynchronous machines or three-phase synchronous machines, which are connected directly to the connection shaft 3, but also e.g. Combinations of electric machines and transmissions, e.g. in the form of so-called test rig transmission systems (TRT). Thereby, e.g. two or more electric machines may be connected by means of a summing gear, which in turn is connected to the connecting shaft 3 for driving or load with the drive unit 2. In the summing gear, the power of the two (or more) electric machines are added, and if necessary, a translation can be made to a certain speed level. Of course, this is only an example, all other suitable machines or combinations of machines and transmissions can be used as a loading machine 4.
    For determining the internal effective actual torque MINT_EFF_IST of the drive unit 2, e.g. an observer10 may be provided, who is likewise designed again as suitable hardware and / or software. In this case, all known algorithms can be used as observers 10, which determine a torque that has been corrected for acceleration effects of the mass inertia iA of the drive unit 2, which torque is used according to the invention as internal effective torque MiNT_EFF_iST. The function of such an observer 10 is known in principle, but its basic operation will be explained briefly for the sake of completeness below with reference to FIG.
    If the drive unit 2 is embodied as an internal combustion engine, a cylinder pressure indicator system can also be used to determine the internal effective torque MiNT_EFF_iST as an alternative to an observer 10. Thus, the cylinder pressure in the combustion chamber of the internal combustion engine can be measured with crank angle precision, and based on the measured cylinder pressure, an indexed actual torque MiNT_iST can be determined by means of thermodynamic laws. If this indicated actual torque MiNT_iSTum is adjusted to the known internal friction of the internal combustion engine (which is for example in the form of a characteristic map over the operating range of the internal combustion engine), the desired internal effective torque torque MiNT_EFF_iST is obtained. The effects of friction can be determined for example in the form of a friction torque MR by drag measurements of the internal combustion engine on the test bench 1 or by other suitable methods. Since the method of cylinder pressure indexing is well known, it will not be discussed in detail here. A detailed description is e.g. document EP 3 067 681 A1.
    In general, the method according to the invention is not restricted to specific drive units 2, but can be used for a very wide variety of drive units 2, such as, for example, Internal combustion engines, electric motors, a combination of electric and internal combustion engines (so-called hybrid drives), provided that the required sizes are available. Also, the method may e.g. be applied to drive trains, in which said drive units 2 via a transmission, clutch, differential, half-axles, etc. may be connected to the connecting shaft 3.
    2 shows, by way of example, a known simplified mode of operation of an observer 10 for determining the internal effective torque MiNT_EFF using the example of an internal combustion engine as the drive unit 2. An engine speed NM is measured by the speed measuring device 7 on the internal combustion engine and via a working cycle (FIG. eg 720 ° crank angle in 4-stroke engines) and the number of cylinders of the internal combustion engine averaged. This averaging compensates for the uneven torque input resulting from combustion in the cylinder of the internal combustion engine and from the corresponding number of cylinders of the internal combustion engine, resulting in a change in the engine speed NM. For example, in a 4-stroke engine, combustion takes place in every cylinder every 720 ° crank angle, which generates a force on the piston and, as a result, a torque input to the crankshaft. For a 4-cylinder engine, e.g. torque input every 180 ° crank angle, in a 6-cylinder engine e.g. 120 ° crank angle, etc. Due to the described filtering of the engine speed NM to obtain a filtered engine speed NM_FILT. Analogously, such an averaging or filtering can also be applied to the effective torque MEFF, as a result of which a filtered effective torque MEFF_FILT is obtained. The filtered engine speed NM_FILT is then derived in time by means of a differentiator D, whereby one obtains an angular acceleration φ.
    In the next step, the obtained angular acceleration φ is multiplied in a multiplier M by the known mass inertia IA of the internal combustion engine and a correction torque ΔMM is obtained. In a summer S, the resulting clean-up torque ΔMM and the effective torque MEFF_FILT filtered, for example, again via a working cycle and the number of cylinders of the internal combustion engine, are added to an internal effective torque MINT_EFF. Depending on the course of the engine speed NM and the sign of the derived time derivative of the filtered engine speed NM_FILT or the angular acceleration φ thus the measured and averaged over a cycle and the number of cylinders of the internal combustion engine effective torque MEFF_FILT is increased or reduced at the connecting shaft 3, whereby the dynamic influence of the mass inertia IA of the internal combustion engine is taken into account.
    This calculation can be used both "online", by means of the observer 10, to determine the internal effective actual torque MINT_EFF_IST, as well as "offline" or "online" to determine the internal effective theoretical torque MINT_EFF_SOLL from a predetermined reference speed / Torque profile for carrying out the test run on the test bench 1. In this context, "online" is the determination of the internal effective actual torque MINT_EFF_IST during a test run on a test bench 1 and "offline" the determination of the internal effective theoretical torque MINT_EFF_SOLL outside of a test run on a test bench 1. However, it would also be possible to dispense with the step of filtering in the "online" determination of the actual effective torque MINT_EFF_IST, but a kind of filtering would then be essentially implicit by the characteristic of the controller of the aggregate control unit 6 used and by the delays tion behavior of the drive unit 2 done.
    In the case of a vehicle application of the internal combustion engine, the determination of the internal effective setpoint torque MINT_EFF_SOLL can for example be made from recorded measurement data of a real driving test (speed / torque profile) or from other sources. Of course, the observer method described is not limited to application to an internal combustion engine, it would also be applicable to other power units 2, such as those described in US Pat. Electric motors, hybrid drives, etc. applicable.
    The inertia IA of the drive unit 2 can be assumed to be known. It is also possible to use different mass inertias IA for calculating the setpoint torque MINT_EFF_SOLL. For example, the known mass inertia IA of the drive unit 2 on the test bench 1 can be used. However, it is also possible to use the mass inertia IA of the drive unit 2 from a reference run which is to be traced on the test stand. This means that the mass inertia IA of the drive unit 2 on the test bench 1 does not have to match the inertia of the drive assembly with which the reference run was created or measured. In this case, for example, the internal power (power in the combustion chamber of an internal combustion engine as drive unit 2) of the DUT well match the reference run. If a reference run is run on the test bench and you use the actual mass inertia IA of the drive unit 2 on the test bench, then the power at the connecting shaft 3 will match well with the reference run.
    3 shows the basic sequence of the method according to the invention with reference to a flow chart. In the first step, symbolized by block A, the generation or provision of trajectories for the rotational speed and the torque of the drive unit 2 for the test run to be carried out on the test bench 1 takes place. Reference values of the unit speed NA_REF, the effective torque MEFF_REF and the mass inertia IA of the drive unit 2 are required. This data can be provided for example by measurement data of the real operation (reference run), but they can also be predetermined by legally defined measurement cycles or come from other sources.
    In the next step, represented by block B, the inner target effective torque MINT_EFF_SOLL is calculated from the given reference data using the same methodology already described for observer 10 in FIG. 2 for determining the inner effective actual torque MINT_EFF_IST. In the case of the execution of the drive unit 2 as an internal combustion engine, the reference engine speed NM_REF is preferably filtered by a cycle and the number of cylinders of the internal combustion engine and derived in time, whereby a reference angular acceleration φΚΕΡ. receives. Depending on the quality of the available reference data of the engine speed NM_REF can also be dispensed with the averaging over a cycle and the number of cylinders, for example, if such an averaging has already taken place in the context of determining the reference data or in the case of an embodiment of the drive unit as an electric motor with substantially over one revolution of even torque input.
    The reference angular acceleration φΚΕΡ is then compared with the known mass inertia IA of the drive unit 2 (for example IA of the internal combustion engine) to a reference
    Adjustment torque ΔΜμ REF multiplied. Finally, the reference
    Adjustment torque ΔΜινπ ^ with the effective reference torque Meff_ref (in the case of an internal combustion engine with the calculated over a cycle and the number of cylinders of the engine effective reference torque MEFF_REF_FiLT) added, resulting in the inner effective target torque MiNT_EFF_SOLL already for the control of the drive unit can be used.
    Again, depending on the quality of the available reference data, it is also possible to omit an average of the internal effective torque MiNT_EFF_SOLL about a working cycle and the number of cylinders of the internal combustion engine, for example if such an averaging has already taken place during the determination of the reference data or depending on the design of the drive unit 2 (eg as electric motor). If the required measurement data are not available for such a procedure, analogous methods can be used to determine the inner effective setpoint torque MiNT_EFF_SOLL from the available reference data.
    For example, in the context of a driving test of a vehicle with a corresponding drive unit 2 from a measured vehicle acceleration, the required torque to accelerate the vehicle mass can be calculated and calculated via known inertia, gear ratios, etc. the necessary internal effective torque MiNT_EFF and as internal effective target torque MiNT_EFF_SOLL be used. It would also be conceivable to set the internal effective setpoint torque MiNT_EFF_SOLL of a drive unit 2 from stored data of an aggregate control device, such as an engine control unit. an engine control unit (ECU) of an internal combustion engine. Alternatively, the values for the inner effective setpoint torque MiNT_EFF_SOLL as described above could also be determined from indexing data of the reference run.
    The resulting inner effective target torque MiNT_EFF_SOLL can already be used directly to control the power pack 2, e.g. of the internal combustion engine are used on the test bench 1, which is symbolized by BlockD. For this purpose, the inner effective torque MiNT_EFF_iST can be determined as described above during the test run, for example in the observer 10 or, in the case of an internal combustion engine, also by a cylinder pressure indicating system. The deviation between the internal effective desired torque torque MiNT_EFF_SOLL and the internal effective torque torque MiNT_EFF_iST can then be corrected on the test bench 1 with a suitable controller, for example a simple Pi controller.
    The control can also use in a feedforward control a predetermined map KF for the manipulated variable, for. Accelerator pedal position α of an internal combustion engine over the engine speed NM and the effective torque MEFF or the internal effective torque MiNT_EFF. For this purpose, e.g. From the map KFaus the effective torque MEFF (or the filtered effective torque MEFF_FiLT) and the engine speed NM (or in general the engine speed NA), a pilot control variable, e.g. the accelerator pedal position α, determined. The controller, preferably the aggregate control unit 6, to which the deviation between the internal effective setpoint torque MiNT_EFF_SOLL and the internal effective torque MiNT_EFF_iST is supplied again, then determines a controller control variable with which only smaller deviations are then corrected, resulting from inaccuracies of the map KF.
    The manipulated variable for the Antriebsaggregat2 thus results in a known manner as the sum of the pilot control variable and the controller control variable. Such a map KF may e.g. be determined by stationary test bench measurements at various operating points in the relevant operating range of the drive unit 2. In this case, stationary operating points are set in an internal combustion engine, for example by means of the accelerator pedal position α and the engine speed NM, and the effective torque MEFF is measured at the connecting shaft 3 at the respective operating point and stored in a characteristic map KF. Due to the lacking dynamics of the mass inertia, the effective torque MEFF during stationary operation corresponds to the internal effective torque MiNT_EFF. The obtained map KF is inverted so that a map KF of accelerator pedal position α, plotted against the internal effective torque MiNT_EFF and the engine speed NM is obtained.
    In principle, any suitable controller can be used as a controller, which optionally also has to be parameterized in a customary manner in a known manner and which is preferably implemented as hardware or software in the unit control unit 6.
    According to a further embodiment of the method according to the invention, it is advantageous if the limited dynamic response of the drive unit 2 is taken into account at the test stand 1 in the execution of the test run. In this case, it is basically irrelevant whether the test run is performed with the internal effective torque MiNT_EFF or conventionally with the effective torque MEFF acting on the connecting shaft 3. If the internal effective torque MiNT_EFF is used, then this can be determined and used as described above. The effective torque MEFF can be easily measured at the connection shaft 3. The consideration of the dynamic response is thus basically independent of the use of the internal effective torque MiNT_EFF and can thus be realized regardless of the torque used. However, in an advantageous embodiment, the test run is performed with the inner effective torque MiNT_EFF and the dynamic response of the drive unit 2 is considered as described below in the implementation of the test run on the test bench 1.
    To take account of the dynamic response in the control of the drive unit 2, a transfer function UF is used, which corrects the timing of the drive unit 2. The timing of the drive unit 2 essentially describes the time inertia of the controlled system (ie everything between adjusting the manipulated variable and the torque structure) and forms the delayed torque build-up of the drive unit 2 on the manipulated variable. For example, the time between the setting of the accelerator pedal position α and the delayed increase (or decrease) of the inner effective torque MINT_EFF.
    Due to its physical mode of action, an electric motor generally has a higher dynamic range than an internal combustion engine, which is why the consideration of the dynamic response in carrying out the test run, in particular in an internal combustion engine is advantageous. This is essentially due to the fact that, due to the underlying physical processes, an internal combustion engine requires more time to implement a torque request, ie the time between specification of the manipulated variable (for example accelerator pedal position α) and the actual torque build-up. A direct injection internal combustion engine with turbocharging requires e.g. sufficient time for boost pressure buildup, mixture formation, combustion, etc. In an electric motor, however, less physical processes are needed, for example, much less time is required to build a magnetic field.
    In a simple embodiment, the transfer function UF can shift the values of the internal effective setpoint torque Mint_eff_sOll by a so-called dead time Δ1 on the time axis. This results in an inner effective nominal torque MINT_EFF_SOLL_UH shifted by the dead time Δ1. This is symbolized in FIG. 3a and FIG. 3b by the block C, the block C in FIG. 3a being optional, depending on whether or not a correction by means of transfer function UF is used. The corrected inner effective setpoint torque MINT_EFF_SOLL_UH can be used as setpoint for control (block D).
    Alternatively, an associated, temporally corrected manipulated variable, for example the accelerator pedal position α, can also be determined from the internal effective setpoint torque MINT_EFF_SOLL and the setpoint rotational speed NM with a transfer function UF. For this purpose, the manipulated variable can be determined, for example, via a map KF from the inner effective setpoint torque MINT_EFF_SOLL and the setpoint speed NM, and this manipulated variable can be shifted by the dead time Δ1, as shown in FIG. The temporally displaced manipulated variable aUH thus determined can be used for the precontrol of the regulation of the internal effective torque MINT_EFF, which is symbolized by block D.
    In the simplest case, the dead time Δ1 can be a predetermined or parameterized constant time value. Ideally, however, the dead time Δ1 is determined as a function of an operating point (torque / rotational speed) of the drive assembly 2. For this, the dead time Δ1 may be e.g. be determined from maps in which the dead time Δ1, for example, in dependence of the engine speed NM and the internal effective torque MINT_EFF (.DELTA.1 = f (NM, MINT_EFF)) of the drive unit 2 or the effective torque MEFF (.DELTA.1 = f (NM, MEFF)) 2 is applied. Such maps can be determined for example by prior measurement of the drive unit 2 on a test bed 1 or approximately from empirical values or from the measurement of design-type reference drive units are determined. Type-like internal combustion engines may e.g. Internal combustion engines with comparable characteristics, e.g. similar displacement, same number of cylinders, same charging concept, same mixture formation etc.
    When determining the dead time .DELTA.1 by prior measurement of the drive unit 2 on a test bed 1 is preferably determined in each case a map for the increase in the torque of the drive unit 2 and one for the drop in the torque of the drive unit 2. In this case, preferably at selected operating points of the drive unit 2, sudden changes in the manipulated variable, e.g. the accelerator pedal position α of the internal combustion engine or changes in the electric current, in the form of short ramps, the so-called α-ramps in the engine, and the dead time Δ1 is measured until the delayed reaction of the internal effective torque MINT_EFF or the effective torque MEFF, which is essentially a measure represents the inertia of the torque structure of the drive unit 2. This determination of the dead time Δ1 by means of ramps should be carried out for both the sudden increase and the abrupt drop in the internal effective torque MINT_EFF or the effective torque MEFF, resulting in two dead time maps. The ramps should be chosen so steeply that the drive unit 2, the maximum dynamics is required.
    However, the dead time Δ1 for an operating point of the power pack 2 can also be determined by analyzing the curve of the inner effective torque MINT_EFF or the effective torque MEFF, for example, the dead time Δ1 can be set depending on the gradient of the inner effective torque MINT_EFF at the corresponding operating point , This method is preferably selected when no separate measurements on the drive unit 2 for determining the dead time Δ1 can be performed or present.
    However, the transfer function UF can also be designed differently, wherein the transfer function UF in the general case is a function of the internal effective torque MINT_EFF, ie UF = f (MINT_EFF). Preferably, the transfer function UF is a function of the operating point of the drive unit 2, ie UF = f (N, MINT_EFF or MEFF).
    The predefined setpoint values of the internal effective torque MINT_EFF_SOLL or are now corrected with the transfer function UF in order to take the time behavior of the drive assembly 2 (the setting dynamics) into account, as will be explained below using the example of a dead time Δ1 as transfer function UF.
    To carry out the test run, the predetermined setpoint values are shifted by the dead time Δ1, in particular pushed forward in time, and adjusted on the test bench 1 as described above for carrying out the test run.
    The course of the predetermined inner effective nominal torque MINT_EFF_SOLL after the shift by the corresponding dead times Δ1 can still be adjusted so that all those data points which have greater absolute time values than their subsequent points are deleted. As a result, a continuously increasing time vector is generated. In the next step, the resulting course of the setpoint values should be brought to a common time base with the course of the reference engine speed NA_REF in order to be suitable for the control unit 2 symbolized by BlockD on the test bench 1.
    4 shows a diagram with measurements of a reference test run using the example of a drive engine 2 embodied as an internal combustion engine, the course of the reference values of the engine speed NM_REF being shown as a dotted line, the profile of the reference values of the effective torque MEFF_REF on the connecting shaft 3 as a solid line and the curve the reference values of the accelerator pedal position a_REF are plotted as a dashed line over the time t. The reference test run in the present example represents a drive with constant acceleration with three gear changes and subsequent deceleration. Based on this reference test run, the improvements of the method according to the invention will be exemplified below. A reference test run can be performed with the drive unit 2 to be examined or with another reference drive unit. However, reference values could also come from other sources, for example from legally prescribed measuring cycles. For the purpose of a clearer illustration, the following results are shown in the time Z, which is between the time t1 of the reference test run and the time t2 of the reference test run, as shown in Fig.4.
    FIG. 5 shows the results of a first test run in the time interval Z between the time t1 and the time t2 with the usual N / MEFF control mode. In this case, the engine rotational speed NM is regulated by means of the regulating device 5 of the loading machine 4, and the effective torque MEFF at the connecting shaft 3 is regulated by means of the aggregate control unit 6 via the manipulated variable of the accelerator pedal position α. In this case, the courses of the measured actual values of the first test run are compared with the courses of the reference values of the reference test run known from FIG. Again, the course of the reference values of the engine speed NM_REF is shown as a dotted line, the course of the reference values of the effective
    Torque MEFF_REF at the connecting shaft 3 as a solid line and the course of the reference values of the accelerator pedal position a_REF as a dashed line. The corresponding curves of the measured actual values Nm_iSt, MEFf_iSt and aJST are each provided with a round marker. It can be seen that the engine speed NMam test bench 1 can be adjusted very precisely, which is due to a powerful loading machine 4 with a corresponding control characteristic. Furthermore, a relatively poor agreement between the reference and actual courses of the effective torque MEFF and reference and actual courses of the accelerator pedal position α can be seen. This is, as described above, due to the strong coupling of engine speed NMund effective torque MEFF on the inertia IA of the internal combustion engine.
    6 shows the results of a second test run in the time interval Z between the time t1 and the time t2 with the control mode N / MINT_EFF according to the invention. In this case, the engine speed NM is regulated by means of the regulating device 5 of the loading machine 4, and the inner effective torque MINT_EFF is regulated by means of the unit control unit 6 via the manipulated variable of the accelerator pedal position α. In this case, the courses of the measured actual values of the second test run are compared with the courses of the reference values of the reference test run known from FIG. Again, the course of the reference values of the engine speed NM_REF is shown as a dotted line, the course of the reference values of the effective torque MEFF_REF on the connecting shaft 3 as a solid line and the course of the reference values of the accelerator pedal position a_REF as a dashed line. The corresponding courses of the measured actual values NM_iSt, Meff_iSt and a_IST are each again provided with a round marker. It can be seen that qualitatively better matches of the reference and actual efficiencies of the effective torque MEFF at the connection shaft 3 and the reference and progressions of the accelerator pedal position α result, but a temporal offset tv of the reference and is also apparent , This offset Tvist mainly due to the described timing of the transfer function UF of the internal combustion engine, so essentially the inertia of the torque build-up between signal of the manipulated variable and actually measurable torque build-up.
    As described, it is advantageous if the time behavior of the transfer function UF of the internal combustion engine is taken into account by advancing the internal effective target torque Mint_eff_SOll by the dead time Δ1, as will be illustrated below with reference to FIG.
    7 shows the results of a third test run in the time interval Z between the time t1 and the time t2 with the control mode N / MiNT_EFF according to the invention, the inner effective setpoint torque Mint_eff_Soll being advanced by a constant dead time Δ1 of 100 ms. In this case, the engine rotational speed NM is regulated by means of the regulating device 5 of the loading machine 4, and the internal effective torque MiNT_EFF is regulated by means of the aggregate control unit 6 via the manipulated variable of the accelerator pedal position α. In this case, the courses of the measured actual values of the third test run are compared with the courses of the reference values of the reference test run known from FIG. Again, the course of the reference values of the engine speed NM_REF is shown as a dotted line, the course of the reference values of the effective torque MEFF_REF on the connecting shaft 3 as a solid line and the course of the reference values of the accelerator pedal position a_REF as a dashed line. The corresponding courses of the measured actual values NM_IST, MEFF_IST and a_IST are each again provided with a round marker. One can recognize a significantly better match of the courses of the reference and actual values of the effective torque MEFF and accelerator pedal position α. The overshoots in the courses of the actual torque values of the effective torque MEFF_IST and the accelerator pedal position a_IST can be determined in the present case e.g. be attributed to the fact that the controller used the unit control unit 6 with the corrected by the dead time Δ1 setpoint (setpoint torque MINT_EFF_SOLL) learns a constant control deviation during the previous torque increase. As a result, the manipulated variable (accelerator pedal position α) increases too much due to the integrative (I) component in the controller used. By another controller parameterization, this increase can be avoided.
    However, this effect can also be avoided by using a precontrol to control the internal effective torque MINT_EFF and by applying the correction of the time response not to internal effective setpoint torque MINT_EFF_SOLL but to a precontrol value of the feedforward control variable. For this purpose, the precontrol value of the accelerator pedal position α is determined, for example, by means of a characteristic map KF from the internal effective setpoint torque MINT_EFF_SOLL and the setpoint rotational speed NM. This precontrol value (accelerator pedal position α) is then shifted by the dead time Δ1. The internal effective torque MINT_EFF is now controlled by the unit control unit 6 without correction of the internal effective setpoint torque MINT_EFF_SOLL (see FIG. 3c) and the pilot control value (accelerator pedal position α) shifted by the dead time Δ1 is added to the controller output of the controller of the unit control unit 6. The result is shown in FIG. 8 and it can be seen that essentially no elevations occur in the courses of the actual values of the effective torque MEFF_IST and accelerator pedal position a_IST. Alternatively, however, the inner effective setpoint torque MINT_EFF_SOLL could also be corrected and the precontrol value be determined from the corrected internal effective setpoint torque MINT_EFF_SOLL and the setpoint speed NM by means of a characteristic map KF.
    According to a particularly advantageous embodiment of the invention, the inner effective torque MINT_EFF_SOLL is advanced by a dead time Δ1, which is selected as a function of the operating points of the drive unit 2. Thus, further improvements in the correspondence of the characteristics of the reference and actual values of the effective torque MEFF and accelerator pedal position α can be achieved. For this purpose, for the dead time Δ1, as already described, operating point-dependent maps can be created, which are e.g. can be determined by prior measurement of the drive unit 2 on a test bed 1, as already discussed with reference to FIG. 3.
    If a previous measurement should not be possible, the dead time Δ1 at an operating point of the drive unit 2 can also be determined, for example, as a function of the gradient of the passage of the internal effective setpoint torque MINT_EFF_SOLL at the corresponding operating point. However, it is also possible to approximately select a constant dead time Δ1, as was described on the basis of the results of the third test run in FIG. 7. Of course, it is also possible to generate maps for the dead time Δ1 based on empirical values or based on the measurement of reference drive units. Reference internal combustion engines may in this context be, for example, design-type internal combustion engines, e.g. Internal combustion engines with comparable parameters such as similar displacement, same number of cylinders, same charging concept, same mixture formation, etc. Although the method according to the invention has been described by way of example measurements of an internal combustion engine, it should be noted again at the point that the method is also suitable for other drive units 2, eg Electric motors, hybrid drives, drive trains, etc.
    权利要求:
    Claims (22)
    [1]
    claims
    1. A method (1) for performing a test run on a test bench with a drive unit to (2), which is connected by means of a connecting shaft (3) with a loading machine (4) for driving or to load the drive unit (2), wherein the loading machine (4) on the test stand (1) for performing the test run by a control device (5) is controlled and the drive unit (2) for performing the test run by an aggregate control unit (6), wherein for carrying out the test run predetermined time courses of a speed and a torque of Antriebsaggre gats (2) are simulated, characterized in that an internal effective torque (MINT_EFF) of the drive unit (2) by the unit control unit (6) is controlled, wherein an internal effective torque setpoint (MINT_EFF_SOLL) from the given Course of the speed and the torque of the drive unit (2) and a known inertia (I A) of the drive unit (2) is determined and an internal effective actual torque (MINT_EFF_IST) during operation of the drive unit (2) on the test bench (1) from measured values of the loading machine (4) and / or the drive unit (2) and / or the connection shaft (3) and / or a known mass inertia (IA) of the drive unit (2) is determined.
    [2]
    2. The method according to claim 1, characterized in that the inner effective actual torque (MINT_EFF_IST) from an on the loading machine (4) or on the drive unit (2) or on the connecting shaft (3) measured actual speed (NIST) and a on the loading machine (4) or on the drive unit (2) or on the connecting shaft (3) measured actual effective torque (MEFF_IST) and the known inertia (IA) of the drive unit (2) is determined.
    [3]
    3. The method according to claim 2, characterized in that the inner effective actual torque (MINT_EFF_IST) is determined by the measured actual speed (NIST) is derived according to the time and with the known mass inertia (IA) of the drive unit is multi-plied and the product is added to the measured effective actual torque (MEFF_IST).
    [4]
    4. The method according to claim 1, characterized in that a combustion engine is used as the drive unit (2) and that the inner effective actual torque (MINT_EFF_IST) is determined by means of cylinder pressure indication on the internal combustion engine.
    [5]
    5. The method according to claim 4, characterized in that the internal effective actual torque (MINT_EFF_IST) is determined from the difference between an indicated actual torque (MINDI_IST) and a friction torque (MR), wherein the indicated actual torque ( MINDI_IST) is determined by means of the cylinder pressure indexing.
    [6]
    6. The method according to any one of claims 1 to5, characterized in that the inner effective target torque (MINT_EFF_SOLL) from the predetermined course of the rotational speed of the drive unit (2), the predetermined course of the torque of the drive unit (2) and from the known inertia (IA) of the drive unit (2) is determined by the course of the predetermined speed is derived by time and multiplied by the known inertia (IA) of the drive unit (2) and the product to the predetermined curve of the torque of the drive unit (2) is added.
    [7]
    7. The method according to any one of claims 1 to6, characterized in that for controlling the drive unit (2) a feedforward control of a manipulated variable of the drive unit (2) is used.
    [8]
    8. The method according to claim 7, characterized in that pre-control values of the manipulated variable from a reference test run of the drive unit (2) or a reference drive unit are determined.
    [9]
    9. The method according to claim 7 or 8, characterized in that the manipulated variable, the accelerator pedal position (α) is used.
    [10]
    10. The method according to claim 8 or 9, characterized in that the pre-control values-from the internal effective target torque (MINT_EFF_SOLL) and a speed, in particular the actual speed (NIst), or the predetermined speed are determined, preferably by means of a map (KF).
    [11]
    11. The method according to any one of claims 1 to 10, characterized in that by means of a transfer function (UF) the dynamic range of the drive unit (2) is taken into account in its regulation by correcting setpoint values of the control or the pilot control values of the control variable with the transfer function (UF) become.
    [12]
    12. The method according to claim 11, characterized in that the setpoint values or the precontrol values of the manipulated variable are shifted by a dead time (Δ9 on the time axis) by the transfer function.
    [13]
    13. The method according to claim 12, characterized in that the dead time (Δ9 for all operating points of the drive unit (2) is set equal.
    [14]
    14. The method according to claim 12, characterized in that the dead time (Δ9 depending on the operating point of the drive unit (2) is fixed.
    [15]
    15. The method according to claim 14, characterized in that the dead time (Δ9 for an operating point of the drive unit (2) depending on the gradient of the course of the internal effective target torque (MINT_EFF_SOLL) is set in the operating point.
    [16]
    16. The method according to any one of claims 12 to 15, characterized in that the dead time (Δ1) by measuring the drive unit (2) or a reference drive unit on the test bench (1) is determined.
    [17]
    17. The method according to claim 16, characterized in that the dead time (Δ9 is measured by the manipulated variable of the drive unit (2) is changed abruptly and the time between the sudden change of the manipulated variable and thereby causing a change in the internal effective actual torque ( MINT_EFF_IST) is measured.
    [18]
    18. test stand (1) for carrying out a test run with a drive unit (2) which is connected by means of a connecting shaft (3) with a loading machine (4) for driving or loading of the drive unit (2), wherein a control device (5) is provided is that controls the loading machine (4) on the test stand (1) for carrying out the test run and an aggregate control unit (6) is provided which controls the drive unit (2) for carrying out the test run, wherein the test stand for performing the test run in the form of predetermined Timing of a speed and torque of the drive unit (2) is provided, characterized in that the unit control unit (6) an inner effective torque (MINT_EFF) of the drive unit (2) controls, wherein the unit control unit (6) for controlling an internal effective target Torque (MINT_EFF_SOLL) from the given curves of the speed and the torque of the drive bsaggregats (2) and a known mass inertia (IA) of the drive unit (2) determined and an internal effective actual torque (MINT_EFF_IST) during operation of the drive unit (2) on the test bench (1) from measured values of the loading machine (4) and / or the drive unit (2) and / or the connecting shaft (3) and / or a known inertia (IA) of the drive unit (2) determined.
    [19]
    19. A test stand (1) according to claim 18, characterized in that the test stand (1) has an observer (10) in the form of hardware or software for determining the actual values of the internal effective torque (MINT_EFF_IST).
    [20]
    20. A test stand (1) according to claim 19, characterized in that the observer (10) is provided, the inner effective actual torque (MINT_EFF_IST) from a on the loading machine (4) or on the drive unit (2) or on the connecting shaft ( 3) the measured actual rotational speed (NIST) and a measured on the loading machine (4) or on the drive unit (2) or on the connecting shaft (3) actual effective torque (MEFF_IST) and the known inertia (IA) of the drive unit (2) determine.
    [21]
    21. A test stand (1) according to claim 18, characterized in that as drive unit (2) an internal combustion engine is provided and that a Zylinderdruckindiziersystem for cylinder pressure indication of the internal combustion engine on the test stand (1) is provided, wherein the inner effective actual torque (MINT_EFF_IST) off the cylinder pressure indexing is determined.
    [22]
    22. The method according to claim 21, characterized in that the inner effective actual torque (MINT_EFF_IST) is determined from the difference between an indicated actual torque (MINDI_IST) and a friction torque (MR), wherein the indicated actual torque ( MINDI_IST) is determined by means of the cylinder pressure indexing.
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    同族专利:
    公开号 | 公开日
    WO2019122305A1|2019-06-27|
    EP3729041A1|2020-10-28|
    CN111712700A|2020-09-25|
    US20210096040A1|2021-04-01|
    AT520537B1|2019-05-15|
    JP2021507251A|2021-02-22|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA51074/2017A|AT520537B1|2017-12-22|2017-12-22|Method for operating a test bench|ATA51074/2017A| AT520537B1|2017-12-22|2017-12-22|Method for operating a test bench|
    US16/956,487| US20210096040A1|2017-12-22|2018-12-21|Method for operating a test stand|
    EP18822393.7A| EP3729041A1|2017-12-22|2018-12-21|Method for operating a test stand|
    PCT/EP2018/086512| WO2019122305A1|2017-12-22|2018-12-21|Method for operating a test stand|
    CN201880089103.6A| CN111712700A|2017-12-22|2018-12-21|Method for operating a test bench|
    JP2020534420A| JP2021507251A|2017-12-22|2018-12-21|How to activate the test bench|
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