• 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 be able to test a combination of components of a vehicle on a test bench with improved dynamics, it is provided that in a simulation unit (20) a drive model torque (in the drive train (2)) can be used for a simulation model (21) for the at least one component of the assembly. TP) and braking action (B) of the braking system (11), the instantaneous powertrain speed (nP) of that component is calculated, and the calculated instantaneous powertrain speed (nP) is used by the vehicle controller (14) to control the at least one component and the calculated one Powertrain speed (nP) is used by a drive controller (23) to regulate the loading machine (8).
    公开号:AT514144A2
    申请号:T50525/2014
    申请日:2014-07-25
    公开日:2014-10-15
    发明作者:
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    AV-3606 AT
    Method and test bench for testing a combination of components of a vehicle
    The present invention relates to a method and a test bench for testing a combination of components of a vehicle with at least one vehicle control unit, which processes a driveline speed, and a brake system, which acts on the drive train, on a test bench, wherein the drive train of the vehicle driven by a drive unit is and the drive train by means of an associated loading machine a load torque is impressed and at least one component of the composite is controlled by the vehicle control unit in response to the drive train speed.
    In vehicles, there are a variety of vehicle control devices, such as a hybrid controller, an engine controller, a transmission controller, a vehicle dynamics control system, etc., to name but a few, which may be networked together via one or more vehicle buses. Many of these vehicle control units process a speed that is either applied to a vehicle wheel, e.g. by means of the ABS speed sensors, or on a component of the drive train, for example, at the transmission input or output, at a differential gear, at the output of an electric motor in a hybrid powertrain, are measured. A typical example of such a vehicle control device in a vehicle is the vehicle dynamics control system, which processes a rotational speed of a vehicle wheel, or in general rotational speeds of all vehicle wheels, in order to control a braking system of the vehicle.
    Under vehicle dynamics control (FDR) is generally understood an electronically controlled driver assistance system for motor vehicles, which counteracts the targeted breaking of individual wheels breaking out of the vehicle, or more generally contributes to driving safety and ride comfort. Driving dynamics control are an extension and linkage of the known brake system with anti-lock braking system (ABS) and traction control (ASR) and an electronic brake force distribution. A brake assistant or the handbrake can also be combined. In the following, the term driving dynamics control system (FDR) will be used. A vehicle dynamics control system is thus wider than a brake system, but includes the braking system.
    There are different approaches to developing and testing vehicle dynamics control (FDR) systems. At the very beginning, as a rule, a pure simulation of the brake system is part of the vehicle dynamics control system (FDR). The brake system control unit is then often further developed or tested in a so-called hardware-in-the-loop (HiL) test bench. The brake hardware is simulated by means of models and the brake system control unit is developed or further developed based on the simulation. This can 2/171
    AV-3606 AT different functionalities of the brake system control unit, such as e.g. ABS, ASR, Hill-Holder, Handbrake, etc., are developed and tested. Furthermore, real braking systems previously used in the real vehicle have been tested, e.g. on a test track on which the vehicle is actually moved or on a chassis dynamometer. Real driving tests are on the one hand complex and on the other hardly reproducible.
    The same applies essentially to other control devices of the vehicle, even if the invention is explained below in the concrete example of a vehicle dynamics control system.
    US 2010/0286880 A1 discloses a method for checking the function of the braking system of a vehicle, in which a wheel speed in the form of a speed-time profile is simulated. The speed profile is given to the braking system and its reaction is checked. However, this does not allow a closed-loop test run under real conditions of a brake system and drive train to be realized, but only an open-loop functional test is realized.
    DE 10 2006 035 502 B3 describes a method for checking the behavior of a drive train with a loading machine connected to a drive shaft for simulating a wheel of a vehicle. For this purpose, a vehicle model, a tire model and a brake model are implemented in a simulation device. The simulation device determines therefrom a desired torque with which the loading machine is controlled. A vehicle dynamics control system detects the rotational speed of the wheel (corresponding in first approximation to the rotational speed of the loading machine) by means of a rotational speed sensor and determines therefrom a brake pressure which in the simulation device is converted into a braking torque which is included in the nominal torque in the brake model. In this way, the correct operation of the braking system of the wheel simulated by the loading machine can be checked.
    The problem here are the braking forces that are sometimes very high during many braking maneuvers and the very high rates of change of the braking forces or braking torques and the highly dynamic tire forces of the vehicle, as well as the associated very high accelerations and acceleration gradients. Many braking maneuvers are thus subject to a high level of dynamics, which usually can not be reproduced on test benches. "Dynamics" is generally understood here as how quickly it is possible to react to changes in the setpoint value of a rotational speed or rotational acceleration or torque, ie how quickly a new nominal value can be adjusted. The desired high dynamics is limited transmission behavior (ie, limited rates of change) of the test bench, consisting of control systems, measuring systems, simulation systems and Ak / 3/172 '
    AV-3606 AT tuatoren, opposite, so that highly dynamic braking operations or a highly accurate adjusting the resulting from the brake pressure curves speeds with a conventional test rig are not or only insufficiently feasible. The actual speed of the load machine (dynamometer, Dyno) serves as input to the vehicle dynamics control system as described above. The rotational acceleration is limited by the test bench cardan shaft (shaft between load machine and vehicle axle or vehicle wheel) and the performance of the loading machine (torque, speed) and by the delay times of the above-mentioned system components of the test bench in the dynamics. Thus, highly dynamic braking processes with a conventional test rig structure, as described in DE 10 2006 035 502 B3, can only be insufficiently simulated and tested.
    In general, it can be said that highly dynamic test runs on a drive train or a vehicle, in particular those which bring about an intervention of the brake system, are only possible to a limited extent due to the limited dynamics of the test bench and therefore such test runs can only be insufficiently simulated and tested.
    It is therefore an object of the subject invention to provide an improved method and a corresponding test bench for testing a combination of components of a vehicle with at least one vehicle control unit, which can be carried out with improved dynamics.
    This object is achieved according to the invention by calculating, in a simulation unit based on a simulation model for the at least one component of the assembly from a drivetrain torque acting in the drive train and a braking effect of the brake system, the instantaneous driveline speed of this component and using the calculated instantaneous driveline speed by the vehicle control unit controlling at least one component, and using the calculated driveline speed from a drive controller to control the loading machine. The vehicle control unit of the component under test does not work with a speed measured in the drive train at the test bench, but instead with a speed calculated in a simulation. By doing so, the dynamics of the vehicle control unit are largely separated from the dynamics of the test bench. The vehicle controller "sees" the simulated, i. the highly dynamic, calculated, speed, and not a measured at the test bench speed of the drive train - especially at high dynamic braking processes - delayed rectified dynamics, and can accordingly with high dynamics on speed changes with high rates of change in the drive train, in particular caused by highly dynamic braking / driving dynamics control operations , regulate at the test bench. It is secondary that the loading machine (and 4/173 '
    AV-3606 AT so that the powertrain) can not always follow the extremely high dynamic speed changes on the test bench fast enough and in highly dynamic control processes, the actual speed realized on the test bench deviates from the simulated temporary. The exact tracking of the speed of the drive train is secondary to the test, ie for the evaluation of the braking behavior. In this way, the composite of the components of the vehicle can be tested under much more realistic conditions.
    The method according to the invention can be used particularly advantageously if the vehicle control device is a vehicle dynamics control system and if the simulation unit uses a simulation model for a vehicle wheel to calculate the instantaneous speed of the vehicle wheel from a driveline torque which is present in the drive train and a braking effect of the brake system Speed is used by the vehicle dynamics control system to control the braking system and the calculated speed is also used by a drive controller to control the loading machine. In this embodiment, the braking system is simultaneously generated by the vehicle dynamics control system 15, ie the vehicle control unit in the network under test.
    Of course, so as in the real vehicle, all connected to the drive train brake systems, usually for each vehicle a braking system, be tested in this way in combination with the vehicle dynamics control system.
    The required braking effect can be calculated in the simulation unit based on a Bremssimu-20 lationsmodells for the brake system or can be measured at the test stand or can also be provided by the vehicle dynamics control system itself. For this purpose, the braking torque of the real Bremsaktuatorik (pneumatic or hydraulic) can be provided in real terms from the test bench.
    Likewise, the test can advantageously be carried out on a chassis dynamometer, wherein the load torque resulting from the tire and the brake is impressed into the drive train via a roller on which a vehicle wheel is arranged. This also makes the tire-road behavior more realistic, which makes the test as a whole more realistic.
    At the test stand, the brake system may include a first and a cooperating second brake member 30 and mechanically connected to the drive train. In this case, a braking torque is actually generated by the braking system from the predetermined braking effect (for example braking force or brake pressure) and impressed on the test stand in the drive train. This makes it possible to carry out tests with very realistic braking effects. 5.17
    AV-3606 AT
    On the test bench, the brake system may include a first and a second brake part mechanically connected to the drive train, wherein the first brake part is mechanically separated from the second brake part by the first brake part acting on a dummy brake part. In this case, the brake system is not impressed by the decoupling of the brake parts on the test bench braking torque in the drive train. The resulting braking effect (e.g., the braking torque) can be calculated in a simulation unit. The braking effect of the brake system is simulated indirectly on the resulting calculated speed and the loading machine, as it results from the accounting of all moments. The execution of tests is particularly advantageous here, because only the resulting torque, which brakes the drive train, has to be applied by the load machine in reality. In addition, assuming suitable simulation models, it is also very good for testing different braking systems.
    In another embodiment, the braking system is present only as a simulation in the simulation unit and the acting braking effect is calculated based on the simulation.
    The subject invention will be explained in more detail below with reference to Figures 1 to 4, which show by way of example, schematically and not by way of limitation advantageous embodiments of the invention. It shows
    1 shows schematically the configuration of a test stand for testing a combination of components of a vehicle with a vehicle dynamics control system as vehicle control device,
    2 shows a further advantageous configuration of the test stand,
    3 shows a further advantageous configuration of the test bench; and FIG. 4 shows a chassis dynamometer for carrying out a test of a composite of components of a vehicle.
    1 schematically shows a powertrain test stand as a test stand 1, with a drive train 2 of a vehicle, which here comprises a side shaft 3, a differential gear 4, a drive shaft 5 and a gear 6 as real components, which are designed to function on the test bench 1. The power train 2 is powered by a power plant 7, such as a power plant. an internal combustion engine or an electric motor, driven and generates a driving torque TA, which leads to a side-shaft torque TH. In general, the following is spoken of powertrain torque TP, which generally designates a torque acting in the drive train 2. The drive train 2 is connected to a loading machine 8, preferably an electric loading machine (Dyno). For this purpose, the loading machine 8 with the vehicle wheel 9, of which for the sake of simplicity, only the wheel hub is shown, rotatably connected, optionally via a suitable load shaft 10, 6/175 '
    AV-3606 AT, for example, a propeller shaft. The loading machine 8 generates a loading torque TD which is impressed into the drive train 2. Due to the acting torques, different speeds occur in the components of the drive train, e.g. a speed nR of the vehicle wheel 9, or a speed at the output of the differential gear 4. Generally speaking below is the drive train speed nP, which generally designates a speed acting in the drive train 2 speed.
    In the real vehicle, a brake system 11 with a first brake part 13 and a second brake part 12 is provided in order to brake the vehicle wheel 9 and thus also the vehicle. Such a brake system 11 is also constructed on the test stand 1. For this purpose, a second brake part 12, as e.g. a brake disc, a brake drum or the like, mechanically and rotationally fixed to the drive train 2, normally connected to the side shaft 3 and / or the vehicle 9. The first brake part 13, e.g. a brake caliper or brake shoes with brake pads, cooperates in a known manner with the second brake member 12 for dissipative braking together. The first brake part 13 of the brake system 11 also comprises, in a known manner, an actuating unit 19, e.g. a hydraulic or pneumatic unit in order to press a member of the first brake member 13 against the second brake member 12 to generate a braking action B. By the braking system 11, a braking torque TB is generated during braking by the generated by the brake system 11 instantaneous brake pressure pB, or the generated instantaneous braking force FB, which brakes the real existing powertrain 2, and thus virtually the vehicle. In general, the term braking effect B is used below for the equivalent quantities of brake pressure pB, braking force FB and braking torque TB.
    Individual components of the drive train 2 are controlled in a known manner by a vehicle control unit 14 as a function of a drive train speed nP, and optionally of further measured variables M and input variables E. By way of example, the braking system 11 may be mentioned here, which is actuated in the vehicle, and also on the test stand 1, by a vehicle dynamics control system 14 as a function of a rotational speed nR of the vehicle wheel 9. The vehicle dynamics control system 14, depending on various measured variables M and input variables E of the actuating unit 19 of the brake system 11, presets a desired braking effect Bsoii which is to be set by the brake system 11. Another example is a hybrid control unit, which controls an electric motor of the drive train 2 as a function of a drive train rotational speed nP, and optionally of further measured variables M and input variables E. In general, the following is spoken by vehicle control unit 14, which is generally an in-vehicle control unit for controlling a component of the vehicle or drive train 2 as a function of a drive - 6 · 7/17
    AV-3606 AT
    Strangdrehzahl nP, and optionally of other variables M and input quantities E acting speed referred to.
    In the real vehicle, for example, the vehicle control unit 14 would receive the rotational speeds of the vehicle wheels 9 from the standard wheel speed sensors 18 as a measured variable M and, if appropriate, other measured variables M of the vehicle, such as those of other installed sensors. Longitudinal acceleration, lateral acceleration, yaw rates, steering angle, steering angular velocity, etc. Similarly, the vehicle control unit 14 would have other inputs E, such as e.g. a brake pedal signal, process. From these quantities calculates e.g. a vehicle dynamics control system a target brake pressure pB or a desired braking force FB (equivalent, a desired braking torque TB), ie a target braking effect BSOii for the brake system 11, with which then the first brake member 13 is actuated via the actuator unit 19.
    This composite of components of the vehicle consisting of a drive train 2 with drive unit 7, a brake system 11, which acts on the drive train 2, and a vehicle control unit 14 is to be tested on the test bench 1 under the action of the brake system 11, wherein the loading machine (8) a Burdening torque TD in the drive train 2 impresses. This will be described in more detail below in the concrete example of a vehicle dynamics control system as vehicle control unit 14.
    To enable the vehicle control unit 14, e.g. the vehicle dynamics control system to test on a test bench 1 is provided in a first embodiment according to Figure 1 according to the invention, that the first brake part 13 and the second brake part 12 are mechanically separated and the first brake part 13 on a passive dummy brake member 15, such. a dummy brake disk or dummy brake drum. Thus, no braking torque TB is impressed into the drive train 2 during braking on the test bench 1 by the brake system 11.
    In a simulation unit 20, a simulation model 21 for simulating the vehicle wheel 9 (possibly also the vehicle and / or the tire) is implemented, which simulates the real behavior of the vehicle wheel 9, and possibly the vehicle and / or the tire. The simulation model 21 now calculates from the currently acting in the drive train 2 driveline torque TP, ie. the side shaft torque TH and / or the drive torque TA measured by the torque measuring sensor 16, and the instantaneous braking effect Bist »as e.g. the current braking torque TB resulting from the predetermined desired brake pressure pB or the desired braking force FB, the instantaneous rotational speed nR of the vehicle wheel 9 (as the driveline rotational speed nP). Likewise, in the simulation model 21, further torques, such as, for example, can also be obtained. a tire torque from a tire model, 8/177 '
    AV-3606 AT or other variables, such as a moment of resistance from an aerodynamic model, are taken into account. Likewise, the vehicle dynamics control system, as in the real vehicle, can, of course, also take into account measured variables M of the vehicle or input variables E, which are either from real sensors, from simulations based on models or from a superordinate control unit, e.g. the test bench control unit 24, may originate. The instantaneous braking effect Bist can be measured with suitable sensors, e.g. by measuring the actual braking force FBjstam dummy brake part 15, or can also be calculated on the basis of a brake simulation model 22 of the brake system 11, as indicated in Figure 1. For example, the brake simulation model 22 calculates the instantaneous brake torque TBJSt from the desired brake pressure pB specified by the vehicle dynamics control system, or the current braking effect Bist in general. The instantaneous braking effect Bist can also be supplied via suitable interfaces by the vehicle dynamics control system. in this case, for example as a target braking torque TB, but this can be sufficiently accurate for testing the vehicle dynamics control system.
    The thus calculated speed nR of the vehicle wheel 9 is then directly related to the driving dynamics control system and, independently thereof, also to a drive controller 23 for the loading machine 8, e.g. implemented in a test bed controller 24. The drive controller 23 sets the calculated speed nR in a control signal S, such as a control signal S, e.g. a target torque for the loading machine 8, in order to control the calculated speed nR via the loading torque TD of the loading machine 8 in the drive train 2. For this purpose, it can also be provided that the current rotational speed nD of the loading machine 8 is measured with a speed measuring unit 17 and transmitted to the drive controller 23.
    The vehicle dynamics control system, or in general the vehicle control device 14, in this way does not receive the actual rotational speed nR of the vehicle wheel 9 which is dynamically limited on the test bench 1 and which is e.g. could be measured by the built-wheel speed sensors (ABS sensors) 18, or generally limited in their dynamics actual actual powertrain speed nP, but a highly dynamic, calculated speed nR, or generally nP. The simulated speed nR deviates from the actual speed at the test bench 1, in particular in the case of highly dynamic braking processes. In other words, due to the limited dynamics of the test rig 1 and its components, the actual rotational speed in the drive train 2 lags behind the highly dynamically simulated rotational speed nR since the calculated rotational speed nR can not be regulated sufficiently fast on the dynamometer 1 via the loading machine 8 but is irrelevant to the test of the vehicle dynamics control system. This makes it possible to combine the composite 9/178 '
    AV-3606 AT nents with the vehicle dynamics control system, or in general to test the vehicle control unit 14, and the brake system 11 on the test bench 1 under even more realistic conditions.
    Although the invention is described above only for a semi-axle of the vehicle, it is understood that all braking systems 11 on all axles or semi-axles of a vehicle can be tested in this way, also simultaneously, under the action of the vehicle control unit 14, especially non-driven axles of the vehicle. As is known, all vehicle wheels 9 or at least all driven vehicle wheels 9 of a vehicle are connected to a respective loading machine 8 in many cases on a typical drive train test bench. In this case, with the simulation model 21 of the vehicle wheel in the simulation unit 20, the speeds nR of all considered vehicle wheels 9 are calculated and transferred to the vehicle control unit 14 and the respective vehicle wheels 9 belonging drive controller 23 of the associated loading machines 8. In this way, with a vehicle dynamics control system as vehicle control device 14, in particular, very realistic stability cases of the vehicle, such as, for example, can be achieved. ABS (anti-lock braking system) or ASR (traction control) interventions, test.
    It should also be pointed out that the test can incorporate not only the functions of a service brake of a vehicle, but equally the functions of a parking brake.
    In a second possible embodiment of the invention according to FIG. 2, the brake system 11 is constructed on the test stand 1 as in the vehicle, ie, the first brake part 13 is connected to the second brake part 12 for a dissipative braking, which again mechanically and rotationally connected to the drive train 2 is, cooperates. In this case, a braking torque TB is actually impressed into the drive train 2 during a braking process. Accordingly, the braking effect B of the brake system 11 does not have to be simulated in a simulation unit 22, but can be measured directly as a momentary braking effect B i. The brake simulation model 22 of the simulation unit 20 can consequently be saved. Nevertheless, a brake simulation model 22 could also be implemented in order to calculate the instantaneous braking effect Bist, for example if the instantaneous braking effect Bist can not be measured directly or only with difficulty. Otherwise, the same applies as with reference to the Fig.1 executed.
    In a third possible embodiment, the brake system 11 is not built up at all, so neither the first brake part 13, nor the second brake part 12, nor the actuator unit 19 is actually present. The brake system 11 is in this case completely, or partially, simulated by the brake simulation model 22 of the simulation unit 20 and is replaced by the simulation, as indicated in Figure 3. The driving dynamics control system as exemplary-9- 10/17
    AV 3606 AT tes vehicle control unit 14 thus controls a simulation of the brake system 11, which is irrelevant for the testing of the vehicle dynamics control system according to the inventive method.
    Likewise, it is conceivable to test the vehicle control device 14 of a vehicle 30 with the brake system 11 not on a drive train test bench, but on a chassis dynamometer as a test bench 1, as shown in FIG. For this purpose, the vehicle 30 is known to be arranged on a roller 31 at least with the driven vehicle wheels 33, which are arranged at the end of the drive train 2 at the associated wheel hubs. The roller 31 is connected to a loading machine 8 and driven by this. Here, the drive train 2 is thus connected via the roller 31 with the loading machine 8, which impresses a load torque TD in the drive train 2 via the roller 31. Here, the rotational speed nR of the wheel hub 9 corresponds to the rotational speed of the vehicle wheel 33, 34. However, it is advantageous for testing the vehicle control device 14 in cooperation with the vehicle 30, although non-driven vehicle wheels 34, e.g. on the front axle of the vehicle 30, on a roller 31 driven in this way. Likewise, it would also be conceivable to provide for each vehicle wheel 33, 34 its own driven roller 31 (wheel-individual drive), or also to arrange only a rotating wheel on a roller 31 (a so-called corner module). The testing of the vehicle control device 14 of the vehicle 30 is then again as described above with reference to Figure 1 to Figure 3, wherein the vehicle control unit 14 again receives only calculated, high dynamic speeds nR and not actually present at the test stand speeds.
    The example of the vehicle dynamics control system as vehicle control device 14 is special in that the vehicle dynamics control system calculates the braking effect Bsoh for controlling the brake system 11 itself, on the basis of which the vehicle dynamics control system controls the brake system 11 as a component of the network. If the combination of components to be tested under the effect of the brake system 11 contains another vehicle control unit 14 which regulates a component other than the brake system 11, a test of the brake system 11 is also required for the test. A braking effect Bson necessary for controlling the brake system 11 may come from an additional existing vehicle dynamics control system, but can also be from another control unit, such as the test bench control unit 24, or even from a real existing brake pedal, which is operated by an operator, are provided. However, of course, the above-described embodiments of the brake system 11 are also possible in the same way here. Thus, the interaction of several vehicle control devices 14 in the composite of the components can be tested. -10- 11/17
    权利要求:
    Claims (13)
    [1]
    A method for testing a combination of components of a vehicle with a drive train (2) and at least one vehicle control unit (14), which processes a drive 5 strand speed (nP), and a brake system (11) acting on the drive train (2), on a test stand (1), wherein the drive train (2) of the vehicle is driven by a drive unit (7) and the drive train (2) by means of an associated loading machine (8) a load torque (TD) is stamped and at least one component of the composite of the vehicle control unit (14) in dependence of 10 of the drive train speed (nP) is controlled, characterized in that in a simulation unit (20) based on a simulation model (21) for the at least one component of the composite of a Drive train torque (TP) acting in the drive train (2) and braking action (B) of the brake system (11) The current drive train speed (nP) of this component is calculated and the calculated instantaneous driveline rotation speed (nP) is used by the vehicle controller (14) to control the at least one component and the calculated driveline speed (nP) is used by a drive controller (23) to load the engine (8).
    [2]
    2. The method according to claim 1, characterized in that the braking system (11) by a vehicle dynamics control system as a vehicle control unit (14) in response to the 20 speed (nR) of a vehicle wheel (9) is controlled and in the simulation unit (20) based on a simulation model (21) for the vehicle wheel (9) the instantaneous speed (nR) of the vehicle wheel (9) is calculated and the calculated instantaneous speed (nR) of the vehicle wheel (9) is used by the driving dynamics control system to control the braking system (11), and the calculated speed (nR) of the vehicle wheel (9) from the controller (23) 25 is used to control the loading machine (8).
    [3]
    3. The method according to claim 1 or 2, characterized in that the braking effect (B) in the simulation unit (20) based on a brake simulation model (22) for the brake system (11) is calculated.
    [4]
    4. The method according to claim 1 or 2, characterized in that the braking effect 30 (B) of the brake system (11) on the test stand (1) is measured.
    [5]
    5. The method according to claim 1 or 2, characterized in that the braking effect (B) from the driving dynamics control system (14) is provided. -11 12/17 AV-3606 AT
    [6]
    6. The method according to any one of claims 1 to 5, characterized in that by the simulation model (21) and the vehicle and / or a tire of the vehicle wheel (9) is simulated.
    [7]
    7. The method according to any one of claims 1 to 6, characterized in that the 5 load torque (TD) via a roller (31) on which a vehicle wheel (9) is arranged, in the drive train (2) is impressed.
    [8]
    8. A test bench for testing a combination of components of a vehicle with a drive train (2) and with at least one vehicle control unit (14), which processes a drivetrain speed (nP), and a brake system (11), which acts on the drive train (2) 10 on a test bench (1), wherein a drive unit (7) drives a drive train (2) of the vehicle and the drive train (2) is connected to a loading machine (8) which impresses a load torque (TD) into the drive train (2) and the vehicle control device (14) controls at least one component of the network as a function of the drive train speed (nP), characterized in that a simulation unit 15 (20) with a simulation model (21) is provided for the at least one component and the simulation unit (20) from a powertrain torque (TP) acting in the drive train (2) and a braking action (B) of the brake system (11), calculate the instantaneous drive train speed (nP) et, wherein the vehicle control unit (14) controls the at least one component based on the calculated powertrain speed (nP) and a drive 20 governs (20) of the loading machine (8) controls the loading machine (8) based on the calculated powertrain speed (nP).
    [9]
    9. A test stand according to claim 8, characterized in that a driving dynamics control system is provided which controls the braking system (11) in dependence on a rotational speed (nR) of a vehicle wheel (9) and the simulation unit (20) the instantaneous speed (nR) 25 of the Vehicle wheel (9) calculated, wherein the vehicle dynamics control system controls the braking system (11) based on the calculated speed (nR) of the vehicle wheel (9) and the drive controller (23) the loading machine (8) based on the calculated speed (nR) of the vehicle wheel (9) regulates.
    [10]
    10. A test stand according to claim 8 or 9, characterized in that the brake system 30 (11) comprises a first brake part (13) and a cooperating and mechanically connected to the drive train (2) second brake part (12).
    [11]
    11. Test stand according to claim 8 or 9, characterized in that the brake system (11) comprises a first brake part (13) and a mechanically connected to the drive train (2) second brake part (12), wherein the first brake part (13) of the two The brake part (12) is mechanically separated by the first brake part (13) acting on a dummy brake part (15).
    [12]
    12. Test stand according to claim 8 or 9, characterized in that in the simulation unit (20) a brake simulation model (22) for the simulation of the brake system (11) is implemented im- 5.
    [13]
    13. A test stand according to any one of claims 8 to 12, characterized in that in the simulation unit (20) a brake simulation model (22) for the brake system (11) is implemented and the simulation unit (20) calculates therefrom the braking effect (B). -13- 14/17
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    DE102010036860A1|2012-02-09|All wheel coupling device actual rotational torque distribution determining method for four wheel-propelled motor car, involves setting coupling device to provide desired torque distribution, and determining actual torque distribution
    同族专利:
    公开号 | 公开日
    AT514144B1|2016-01-15|
    CN106605136A|2017-04-26|
    JP6506831B2|2019-04-24|
    US20170336289A1|2017-11-23|
    EP3172550B1|2019-12-11|
    AT514144A3|2015-08-15|
    US10451524B2|2019-10-22|
    KR20170039190A|2017-04-10|
    WO2016012575A1|2016-01-28|
    CN106605136B|2019-05-17|
    EP3172550A1|2017-05-31|
    JP2017524937A|2017-08-31|
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    CN112622856B|2020-12-25|2022-02-08|中国第一汽车股份有限公司|Regenerative braking method and device for hybrid power assembly rack, vehicle and medium|
    法律状态:
    2021-03-15| MM01| Lapse because of not paying annual fees|Effective date: 20200725 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50525/2014A|AT514144B1|2014-07-25|2014-07-25|Method and test bench for testing a combination of components of a vehicle|ATA50525/2014A| AT514144B1|2014-07-25|2014-07-25|Method and test bench for testing a combination of components of a vehicle|
    CN201580047027.9A| CN106605136B|2014-07-25|2015-07-24|For testing the method and testing stand of the assembly of the component of vehicle|
    KR1020177004191A| KR20170039190A|2014-07-25|2015-07-24|Method and test rig for testing a combination of components of a vehicle|
    PCT/EP2015/066958| WO2016012575A1|2014-07-25|2015-07-24|Method and test rig for testing a combination of components of a vehicle|
    JP2017504055A| JP6506831B2|2014-07-25|2015-07-24|Method and test bench for testing a composite of vehicle components|
    US15/329,110| US10451524B2|2014-07-25|2015-07-24|Method and test stand for testing an assembly of components of a vehicle|
    EP15745427.3A| EP3172550B1|2014-07-25|2015-07-24|Method and test rig for testing a combination of components of a vehicle|
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