• 专利附录
  • 专利说明
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    • 专利摘要:
    In order to make the handling of a tire model for controlling a test run on a test stand (11) simpler, more flexible and thus more practicable, it is provided that in a first simulation unit (30) with a first simulation model (31) at least one longitudinal speed (vx) of a tire (1) is calculated and the longitudinal velocity (vx) of a second simulation unit (35) is transferred, in the second simulation unit (35) based on the longitudinal velocity (vx) with a second simulation model (36) a longitudinal force (Fx) and / or a rolling resistance torque (My) of the tire (1) is calculated and the longitudinal force (Fx) and / or the rolling resistance moment (My) Dyno setpoint (SD) for a drive control unit (34) of a loading machine (17) of the test stand (11) is determined ,
    公开号:AT516629A4
    申请号:T50938/2014
    申请日:2014-12-22
    公开日:2016-07-15
    发明作者:Felix Dr Ing Pfister；Martin Dr Ing Schmidt；Clemens Dr Reitze
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    Method and device for carrying out a test run on a test bench
    The subject invention relates to a method for carrying out a test run on a test bench, a test specimen is loaded by a loading machine and the loading machine is controlled by a drive control unit and the drive control unit for controlling the loading machine uses at least one dyno setpoint to be adjusted, the at least one dyno Setpoint value is calculated from a simulation, as well as an associated device for controlling a test bench for performing a test run.
    To carry out realistic test runs on test benches for testing vehicles or vehicle components (test object), such as a vehicle, a drivetrain, an internal combustion engine, a transmission, a traction battery, etc., is used more recently on a simulation of the vehicle, the test track, the vehicle environment, the interaction between the vehicle and the road surface and the driver on the basis of suitable simulation models, order from this setpoint specifications, eg To calculate speeds, torques, current, voltages, etc., for a test specimen on the test bench and for an associated load machine. This means that the test piece is physically constructed on the test bench and is passed through a loading machine, e.g. is loaded by a torque or a rotational speed. The vehicle, or part of it, in which the test object is used is simulated by simulation models and the simulation complements the physically constructed test object on the test bench for the test run. Test run is generally understood to mean that the test object has an interface with a temporal load profile, e.g. in the form of a torque-time diagram or speed-time diagram, to weight.
    The goal here is, for example, the driving distance with the test specimen, the test specimen is placed on the test - the test specimen should experience the same load on the test bench, as if the test object in a real vehicle would be real on the route.
    When using simulation models for the test run, from the simulation models in, as a rule, constant time steps, e.g. with a frequency of 1kHz, calculated in real time, the setpoints for the test run and adjusted on the test bed of the DUT and the load machine. For this purpose, certain measured quantities, such as torques and speeds, are recorded on the test bench and processed in the simulation. For higher dynamic control operations, e.g. Braking maneuvers or rapid acceleration, but shorter time steps are desired or necessary for realistic test runs. However, due to the availability of available computing power, limits are quickly reached because the target values can not be determined quickly enough. For highly dynamic realism
    Applications require cycle times of control of up to 10kHz or more, which is currently not economically feasible with sufficient accuracy. Either you have to simplify the simulation models to get along with the available computing power, or you have to settle for larger time steps of the scheme. However, both are not very satisfactory in practice for highly dynamic processes.
    In particular, the realistic consideration of the behavior between tire and roadway, e.g. Tire slippage places high demands on the simulation. For this purpose, EP 1 037 030 B1 shows a method which makes it possible to simulate the behavior of a vehicle on a roadway as realistically as possible. The slip behavior of the tire is calculated on the basis of a tire model in a simulation unit. The tire model provides a torque that is given as a setpoint to the load machine that simulates the tire on the test bench and that is adjusted on the test bench, and a longitudinal force transmitted from the tire to the roadway that is processed in a vehicle model for calculating the vehicle speed. Here, the tire behavior is thus completely simulated on a simulation computer. The possible dynamics are thus determined by the performance of the simulation computer and / or by the complexity of the simulation models. Cycle times for the regulation of typically 1-3 kHz are possible with this method, which is not sufficient for realistic, highly dynamic test runs.
    The maintenance of a tire model as in EP 1 037 030 B1, however, is relatively expensive, since the entire tire model can be quite complex. Apart from that, changing or adapting the tire model, even a part of it, is difficult for these reasons. Not least, the tire model is also inflexible, since the implemented tire model is written down. If one wants to use another tire model or another part of the tire model, e.g. for the calculation of the lateral force or the tire slip, then the whole tire model must be exchanged or adapted.
    It is therefore an object of the subject invention to make the handling of a tire model for controlling a test run on a test bench easier and more flexible and thus more practical.
    This object is achieved with a method mentioned in the present invention, that in a first simulation unit with a first simulation model at least one longitudinal velocity of a tire is calculated and the longitudinal velocity of a second simulation unit is handed over, based on the longitudinal velocity with a second simulation model a longitudinal force and / or a rolling resistance torque of the tire is calculated and determined with the longitudinal force and / or the rolling resistance torque at least one Dyno setpoint for the drive control unit. By this division of the simulation model into a separate first simulation model and a second simulation model, a functional abstraction and a modularization is achieved which makes it possible to parameterize, maintain or adapt the individual simulation models or partial models independently of each other. This can now be done much more manageable, since the individual simulation models are separated from each other and cover only certain aspects of the simulation of the tire. Due to the defined interfaces between the simulation models, one simulation model does not need to have any knowledge of the other simulation model. This in turn makes it possible to use simulation models from different manufacturers or to combine a specific simulation model with various other simulation models. In addition, the manufacturers of the simulation models do not have to bring any competence in terms of machine dynamics of the loading machine or the test bench and need not concern themselves with this topic, as it provides only an interface that can be used on the test bench. This gives problem-adapted interfaces. The integration of complex simulation models and simulation environment in test benches is also simplified.
    In a similar manner, this object is achieved with a device for controlling a test stand for carrying out a test run, in which a first simulation unit with a first simulation model and a second simulation unit with a second simulation model are provided, wherein the first simulation unit is set up, at least one longitudinal speed of a Tire to be calculated and passed to the second simulation unit, and the second simulation unit is adapted to calculate based on the longitudinal speed of a longitudinal force and / or rolling resistance of the tire and to determine therefrom at least one Dyno setpoint for the drive control unit.
    A simulation model can also be arbitrarily complex with the approach according to the invention. In particular, other quantities can also be calculated in the first simulation unit, such as, for example, a vertical force, a lateral force, a drilling torque or a tilting moment of the tire. These variables can be transferred via the provided interface of the second simulation unit for calculating the longitudinal force and / or the rolling resistance torque or the Dyno setpoint value for the drive control unit.
    If, in the second simulation unit, the at least one dyno nominal value for the drive control unit is calculated from the longitudinal force and / or the rolling resistance torque, then the drive control unit can be preset directly with a desired load torque or a nominal dynode speed. Thus, the drive control unit has no knowledge of a
    Have simulation model. This makes it possible to use any existing on the test drive control unit, especially without having to adapt.
    A further object of the present invention is to improve the problem of limited possible dynamics when carrying out a test run with a simulation model on a test bench. This object is achieved in that at least one of the variables longitudinal speed, vertical force, shear force, Bohrmoment and overturning moment, are calculated in the first simulation unit with a first frequency and calculates the longitudinal force and / or the rolling resistance torque in the second simulation unit with a second frequency become. Preferably, the first frequency is smaller than the second frequency. Thus, the necessary for the achievement of a high test bench dynamics sizes of the power winders of the tire are often determined as the longitudinal speed or as the remaining sizes of the power winders. Due to the distribution of the simulation models, the available computing capacity in the second simulation unit is sufficient for this purpose. The quantities calculated in the first simulation unit can be updated less frequently, that is to say calculated, without limiting the quality of the simulation. This makes it possible, in particular, to carry out highly dynamic test runs on test benches, in which a test object is connected to a loading machine, which is controlled by a drive control unit.
    If the second simulation model is implemented in the drive control unit, a possible dead time for data transmission of quantities between the second simulation unit and the drive control unit can be reduced. This inversion-oriented implementation of the second simulation model makes it possible to determine the dyno setpoints even faster.
    The accuracy of the simulation models can be increased if correction terms are defined which correct the values of longitudinal force and / or rolling resistance torque as a function of a current fall and / or of a current slip of the tire. This also makes it possible to simulate cornering on the test bench. Likewise, it leads to an increase in the simulation accuracy, if in the first simulation model and / or in the second simulation model in the simulation a tire slip, which is dependent on the longitudinal force, is taken into account.
    The method according to the invention can advantageously also be used on a chassis dynamometer in which at least one tire is in frictional connection with a roller which is driven by the loading machine. In this case, advantageously, a roller torque of the roller is measured, since this measured variable is normally available on a chassis dynamometer. In the second simulation unit is then from the second
    Simulation model calculates the longitudinal force or the rolling resistance moment and calculates the other variable from a motion equations (for example, the Euler equation of motion). Thus, the calculation of the longitudinal force or the rolling resistance torque can be simplified.
    The chassis dynamometer may also be advantageously used to control the frictional engagement of the roller as a friction gear by means of a lathe speed calculated as a dyno setpoint, i. a certain peripheral speed of the tread or the treadmill, regulate.
    The subject invention will be explained in more detail below with reference to Figures 1 to 5, which show by way of example, schematically and not by way of limitation advantageous embodiments of the invention. It shows
    1 shows a tire on a curved roadway with a tire-related coordinate system,
    2 shows an example of a powertrain test stand,
    3 shows a control concept according to the invention of the test bench,
    4 shows an advantageous further development of the control concept and FIG. 5 shows an example of a chassis dynamometer.
    FIG. 1 schematically shows a tire 1 on a generally curved roadway 2. The tire 1 stands on the roadway 2 at the wheel contact point P (FIG. 1 shows the tangential plane 3 on the curved roadway 2 in the wheel contact point P) and the tire 1 rotates about the wheel center C about an axis of rotation yc. The tire 1 does not stand on a point P on the roadway 2, but on a tire contact patch, which is commonly referred to as L Lsch. For the following considerations, it is assumed that a right-handed coordinate system, as shown in Figure 1. The x-axis corresponds to the track of the tire 1. The y-axis is the parallel of the rotation axis yc through the wheel contact point P and the z-axis is the connecting line through wheel contact point P and the wheel center point C. The wheel contact point P is thus the point of the Distance between arched roadway 2 and wheel center C minimized. This results in the tire 1 according to the selected coordinate system, a vertical force Fz, a longitudinal force Fx in the direction of the lane and a lateral force Fy, a rolling resistance My, a Bohrmoment Mz and a tilting moment Mx. These forces and moments are collectively referred to as tire force winder (= screw of the second kind or Dyname). The tire forcewinder, as an intrinsic physical quantity, is independent of the decomposition into a specific coordinate system. The speed of the wheel contact point P of the virtual vehicle observed in a roadway-fixed coordinate system is denoted by V (P). The projection of V (P) on the track is called longitudinal velocity and abbreviated vx.
    FIG. 2 shows, by way of example, the arrangement of a test object 10, here a drive train, on a test stand 11, here a drive train test bench. The test object 10 is physically constructed on the test stand 11 as real hardware. The powertrain here comprises a drive unit 12, such as e.g. an internal combustion engine or an electric motor that drives a transmission 13. A drive shaft 15 connects the transmission 13 to a differential gear 14 which drives two side shafts 16 in a known manner. On the side shaft 16, the vehicle wheel with the tire 1 is arranged on the wheel carriers 18 in the normal case. At the present test stand 11, the vehicle wheel is replaced by a loading machine 17, usually an electric motor, also referred to as a dynamometer or short Dyno, which is suitably connected to the wheel carriers 18, e.g. positively by a connecting flange 19 and a dynowheel 20. The powertrain dynamometer is thus characterized in that it realizes a positive connection between the test specimen and loading machine 17. Likewise, a brake system 21 is generally provided in order to impress a braking torque MB in the drive train for braking. Likewise, other torques could also act in the drive train, e.g. a torque of a wheel hub motor or an electric motor in a hybrid powertrain, which generate a further drive torque. Of importance to the invention is the knowledge that only a portion of the forces and moments of the tire force windmill affect the rotational movement of the tire 1 about its axis of rotation yc, which in turn directly affects the driveline or test piece 10, and the other, orthogonal part of the tire power wind, the driving dynamics of the vehicle, in which the drivetrain is installed virtually (by simulation) or real, according to the screw theory. From the tire force winder, only the longitudinal force Fx and the rolling resistance My influence the rotational movement of the tire 1 about the rotation axis yc. All other sizes of the tire power winders are in the sense of the screw theory orthogonal to the screw of the first kind and have no direct influence on the rotational movement of the tire 1, but these act on the suspension and thus on the vehicle.
    Based on Figure 3, the simulation and control concept of the test bed 11 is explained in more detail below. At the test stand 11, the test object 10, for example, a drive train as shown in Figure 2, physically arranged. The test object 10 is connected to a number of loading machines 17 and is loaded therefrom, for example by a loading moment Md. For the sake of simplicity, however, only one loading machine 17 is assumed below. The test object 10 can be controlled by an automation unit 37 of the test stand 11 in accordance with the specifications of the test run to be performed, e.g. For example, a throttle valve of an internal combustion engine 12 may be controlled by the automation unit 37 by having the automation unit 37 examine specimen SP, e.g. a speed and / or torque calculated for the DUT 10. The automation unit 37 can also obtain simulation variables G calculated in a simulation unit 30, as will be explained below.
    The loading machine 17 is controlled on the test stand 11 by a drive control unit 34. For this purpose, the drive control unit 34 is given a target load torque MD, soii> or equivalently a desired dynode speed nD, soii (generally a dyno setpoint SD), which is to be adjusted by the drive control unit 34. For this purpose, it can also be provided that the drive control unit 34 receives measured values MW for the regulation from the loading machine 17 and / or from the test object 10, such as e.g. an actual speed or an actual torque that can be detected by means of suitable sensors on the test piece 10 or on the loading machine 17. The Dyno setpoint SD is determined in the simulation, as explained below.
    In a first simulation unit 30, e.g. a simulation computer with simulation hardware and simulation software, a first simulation model 31 is implemented, here e.g. with partial models in the form of a vehicle model 32 and a first tire model 33. The first simulation model 31, here in particular the first tire model 33, calculates forces and moments of the tire force winders that determine the rotational movement of the tire 1 about its axis of rotation yc, as explained above , Do not directly affect, so at least one of the variables vertical force Fz, side force Fy, tilting moment Mx and Bohrzoment Mz. Of these variables that affect the transverse dynamics of the tire 1, ie in particular a side force Fy and or a drilling torque Mz, also the vehicle model 32 which processes these variables for the simulation of the virtual vehicle, as indicated in FIG.
    The vehicle model 32 may calculate an actual vehicle speed V (P) for the individual vehicle wheels (or in the case of simplification for the entire vehicle) and submit it to the first tire model 33 for further processing.
    In particular, the longitudinal velocity vx of the wheel contact point P of the tire 1 is calculated in the first simulation model 31. This can be done either in the vehicle model 32 or in the first tire model 33. However, it is also conceivable that the simulation model 31 does not include submodels in the form of a vehicle model 32 or a first tire model 33. In this case, the longitudinal velocity vx is calculated directly by the first simulation model 31. This calculated longitudinal speed vx of the wheel contact point P is transferred to a second simulation unit 35 for further processing.
    In addition, if appropriate, further variables calculated in the first simulation unit 30 (vertical force Fz, side force Fy, tilting moment Mx or boring moment Mz), or further variables (eg geometrical, kinematic variables or road surface quality values (such as friction coefficients) for example) can be applied to the second simulation unit 35 be passed on for further processing.
    In the second simulation unit 35, e.g. a second simulation computer with simulation hardware and simulation software, is now a second simulation model 36, in particular a second tire model implemented, which calculates forces and moments of the tire power winders directly affect the rotational movement of the tire 1 about its axis of rotation yc, ie the longitudinal force Fx and / or the rolling resistance moment My. For this purpose, the second simulation unit 35 uses at least the longitudinal velocity vx obtained from the first simulation unit 30, and possibly also other variables obtained, such as vertical force Fz, side force Fy, tilting moment Mx or boring moment Mz, geometrical or kinematic variables (such as slip angles or transverse speeds) or variables, that affect the roadway condition. The longitudinal force Fx, for example, as known from the tire physics, substantially on the kinematic variables of the longitudinal velocity vx of the wheel contact point P, but possibly also of sizes of the power winders, such as the vertical force Fz, depending, resulting in a simple model for determining the longitudinal force Fx is derivable. From the longitudinal velocity vx, and optionally other required sizes, e.g. the magnitudes of the power wind or the slip angle or the fall of the tire 1, which can be calculated in the vehicle model 32, the Dyno setpoint SD, here e.g. the target load torque MD, Soii or the target dynode speed nD, Soii, determined for the drive control unit 34.
    This happens, for example, with an equation of motion, such as the Euler equation of motion in the form
    with the following sizes:
    Moment of inertia of the vehicle wheel Jw, rotational acceleration a with the rotation angle a (which can be measured), rolling resistance My, longitudinal force Fx, radius of the vehicle wheel r, braking torque MB, driving torque MA, which is e.g. from the internal combustion engine 12 is impressed into the drive train, and any additional moments Maux, such. Frictional moments, drag torque, etc. The torques are optionally signed as algebraic quantities. The parameters brake torque MB and drive torque
    Ma are either measured or are known from the test run, or are calculated or estimated from other variables measured on the test bench 11.
    In the exemplary embodiment shown in FIG. 3, the longitudinal velocity vx and the vertical force Fz are calculated in the first tire model 33 and transmitted to the second simulation unit 35. A lateral force Fy and a boring moment Mz are also calculated in the first tire model 33 and returned to the vehicle model 32. Apart from that, also the magnitudes of the force winders calculated in the second simulation unit 35, such as e.g. the longitudinal force Fx and / or the rolling resistance moment My, are fed back to the first simulation model 31, as indicated in FIG. In an approximation, the calculation of only one of the two variables, longitudinal force Fx or rolling resistance moment My, can be sufficient for determining the desired dyno value SD. For example, the rolling resistance moment My = 0 could be assumed or only the rolling resistance moment My could be taken into account. The above equation of motion would adapt accordingly.
    The first simulation unit 30 and / or the second simulation unit 35 may also have required parameters P for the simulation, e.g. Road parameters, environmental parameters or tire parameters, obtained by the automation unit 37 according to the test run to be performed.
    Likewise, the first and / or the second simulation unit for the simulation can also receive measured values MW from the test stand 11, as indicated in FIG. 3, for example speeds and torques.
    An essential advantage of the division of the simulation model for the calculation of the dyno target value Sd into a separate first simulation model 33 and a second simulation model 36 can be seen in the principle of functional abstraction and modularization. The manufacturers of the first and second simulation units 30, 35 or the simulation models 31, 36 implemented thereon, which may also be different and which as a rule do not bring any competence in terms of machine dynamics of the loading machine 17 or of the test stand 11, do not need this topic because it provides only an interface that can be used at the test bench 11. This gives problem-adapted interfaces. The integration of complex simulation models 31, 36 and simulation environment in test stands 11 is thereby likewise simplified. Apart from that, the second simulation unit 35 is often already implemented and present on a test stand 11. So you can easily combine this existing interface with first simulation units 30 different providers. This is a valuable contribution to the openness of simulation and test bed systems demanded by many users.
    Another important advantage of dividing the simulation model into a separate first simulation model 33 and a second simulation model 36, which are also implemented on different simulation units 30, 35, is that those responsible for the rotational movement of the tire 1, and thus for the dynamics Sizes of the tire dynamo can be calculated with smaller time steps than the other sizes. For example, the sizes of the tire power winders, longitudinal force Fx and / or rolling resistance My responsible for the rotational movement of the tire 1 are calculated in the second simulation unit 35 with a frequency of 10kHz, while the calculation of the longitudinal velocity vx in the first simulation unit 30 with a frequency of 1kHz. Thus, the necessary for the regulation of the loading machine 17 Dyno setpoint SD in smaller time steps (higher frequency) before, which allows a finer time resolved control of the loading machine 17 and thus also the control of highly dynamic control operations. In addition, the longitudinal force Fx and / or the rolling resistance moment My are calculated closer to the drive control unit 34, as a result of which dead times for the transmission of the nominal dyno value SD to the drive control unit 34 can be reduced, which is also advantageous for a highly dynamic calculation. The quantities calculated in the first simulation unit 30 are analyzed in larger time steps, e.g. with a frequency of 1 kHz, calculated. For the second simulation unit 35, the quantities obtained by the first simulation unit 30, in particular the longitudinal speed vx and possibly magnitudes of the force winders, are updated with larger time steps (lower frequency) than the second simulation unit 35 calculates the dyno setpoint values SD. However, this is not a problem for carrying out the test run. The second simulation unit 35 generally returns the calculated variables longitudinal force Fx and / or rolling resistance moment My, and optionally further variables, to the first simulation unit 30.
    In a particularly advantageous embodiment, the second simulation model 36 is implemented in the drive control unit 34, which in this case also acts as the second simulation unit 35, as shown in FIG. Thus, the Dyno setpoint So can be calculated directly in the drive control unit 34, which in particular also any dead times by necessary data transmission between the second simulation unit 35 and drive control unit 34 further reduced. This also makes it possible to retrofit existing test bench solutions in a simple manner by supplementing the existing drive control unit 34 on the test bench 11 with the second simulation model 36. For the calculation of the sizes of the tire dynamo responsible for the rotational movement of the tire 1, longitudinal force
    Fx and / or rolling resistance My, the available computing capacity of the existing drive control unit 34 is usually sufficient.
    However, the procedure according to the invention for the separate determination of longitudinal velocity vx and longitudinal force Fx and / or rolling resistance moment My does not necessarily require a test object 10 on the test stand 11 in which only the tires 1 are missing, as in the drive train of FIG. Of course, the invention could also be applied to other test pieces 10. If the test piece is e.g. only an internal combustion engine 12 is on an engine test stand, which is connected to a loading machine 17, then can still perform realistic tests. For this purpose, as described above, in a first simulation unit 30 with a first simulation model 31, the longitudinal velocity vx, and possibly sizes of the tire force winders, which do not influence the rotational movement of the tire 1, can be calculated. In a second simulation unit 35 or in the drive control unit 34, the sizes of the tire power winders which influence the rotational movement of the tire, ie the longitudinal force Fx and / or the rolling resistance moment My, can be calculated with the second simulation model. In order to determine a Dyno setpoint SD for the loading machine 17 in this case, the components of the drive train between the internal combustion engine 12 and tire 1 could also be simulated, preferably in the second simulation unit 35 or the drive control unit 34.
    On the other hand, the division of the calculation of the sizes of the tire power winders according to the invention can also be applied in a chassis dynamometer, ie when the tire 1 is actually present on the test stand 11, as will be described below with reference to FIG.
    In Figure 5, a drive train as described in Figure 2 is arranged on a test stand 11 in the form of a chassis dynamometer. Here, 10 real vehicle wheels 40 with the tires 1 are arranged on the wheel carriers 18 on the test object. On the test stand 11 rollers 41 are arranged, on which the vehicle wheels 40 over the Lsch L of the tire 1 (see FIG. 1) rest. Although a separate roller 41 is provided for each vehicle wheel 40 in the embodiment shown, but of course only one roller 41 can be provided for a plurality of vehicle wheels 40, in particular an axle. For a four-wheel drive train and four rollers 41 or one roller 41 may be provided per axle. Each roller 41 is driven by an associated loading machine 17. A dynamometer is a friction gear and thus an example of a non-positive transmission design. In this case, the tire 1 rolls over the roller 41 in a force-fitting manner and is loaded by means of the loading machine 17. The load is carried out here either by a load moment MD or by the tire 1 force-locking a (target) speed n is impressed. As is well known from the theory of the friction gear, forces and moments in the L L lead to a tire slip in the contact zone between the tire 1 and roller 41. Such Rollenprüfstände and Reibradgetriebe are well known, so will not be discussed here in detail. The roller 41 is thus a means for imparting to the tire 1, via a non-positive connection, a certain latent speed, or speed of the treadmill or tread. This lathe speed is coupled to the vehicle speed via force laws, but not purely kinematically. The vehicle speed is in this case not identical with the tangential speed of the roller surface: For example, the tread of the tire 1 or the L L can spin on an ice plate while the vehicle is at 100% tire slip at a standstill. The roller 41 is not in the simulation of this driving maneuver at a standstill.
    The regulation of the test piece 10, e.g. of the internal combustion engine 12 takes place again as already explained with reference to FIG. 3 via the automation unit 37 of the test stand 11, which can again receive measured values MW from the test bench (not shown in FIG. 5 for reasons of clarity). A drive control unit 34 can be used as measured value MW, e.g. an actual value of the roller speed nRL, nRR or the roller torque MRL, MRR, which can be detected on the test bench 11 via suitable speed sensor, are supplied. The dyno setpoints SD1, SDR are again determined in a simulation. The simulation preferably takes into account the inherent property of the roller dynamometer that the roller 41 is a friction gear and the roller 41 and the L L of the tire 41 have a relative speed (tire slip) dependent on the overall system dynamics. The chassis dynamometer can thus adjust a lathe speed. Thus, on both test bed types, on the chassis dynamometer and on the powertrain test bench, the tire slippage that exists in reality on any lane can be implemented.
    An actual value of the roller torque MR (or MRL, MRR in the case of two rollers 41) is usually provided on the chassis dynamometer, which is detected on the test bench 11 by means of suitable sensors. From the basic idea according to the invention that only certain sizes of the tire power winder influence the rotational movement, in particular the longitudinal force Fx and the rolling resistance moment My, the relationship for a roller 41 arises directly due to the Euler equation of motion
    with the known roller radius Rr, the moment of inertia of the roller JR and the rotational acceleration of the roller AR with respect to a stationary reference system and any additional moments Maux, e.g. aerodynamic and frictional losses of the roller, etc.
    In the first simulation unit 30, again a first simulation model 31 with a vehicle model 32 and a first tire model 33 (or in the case of several tires 1 also a plurality of first tire models 33, as indicated in FIG. 5) is implemented. The first simulation model 31 again calculates the longitudinal velocity vx of the wheel contact point P and, if appropriate, sizes of the tire force winders which do not directly influence the rotational movement of the tire 1.
    With the second simulation model 36 implemented in the second simulation unit 35 (or in the case of several tires 1 also a plurality of second simulation models 36, as indicated in FIG. 5), preferably again a second tire model, the sizes of the tire power winders are again calculated directly affect the rotational movement of the tire 1, namely the longitudinal force Fx and / or the rolling resistance moment My. For this purpose, with the second simulation model 36, as already explained with reference to FIG. 3, both variables can be obtained from the simulation. Alternatively, the two quantities could also be calculated from the above Euler equation of motion. If the simulation now calculates or estimates one of the two variables longitudinal force Fx and the rolling resistance moment My, the respectively missing second variable can be directly calculated as simulation from the measured values of the roller moment MR and the rotational acceleration aR of the roller 41 from the above equation of motion. As already explained above, the calculation of only one of the two variables, longitudinal force Fx or rolling resistance moment My, can be sufficient for determining the desired dyno value SD.
    The quantities thus measured or estimated are generally returned to the first simulation unit 30.
    In addition, even second-order effects resulting from the camber and skewing of the vehicle wheels 40 can be taken into account on the chassis dynamometer. Correction terms could be defined for this purpose which correct the variables longitudinal force Fx and / or rolling resistance moment My depending on the current fall and / or the current skew, which can be measured or also known from the test run or from the simulation model of the vehicle. The correction terms can be determined from known and given models, characteristics or maps. Such a correction would in principle also be conceivable in an arrangement according to FIG. 2, for example if the camber and the skew are taken into account in the first simulation model 31, e.g. via suitable simulation models of the vehicle wheels.
    The roller 41 and the tire lash L have a relative to the overall system dynamics related relative speed, the so-called tire slip. From the determined tire force winder of the tire or tires 1 of the vehicle, a desired lathe speed of the tire 1 can be calculated in the second simulation unit 35 in a manner known per se from an inverse tire model. From the target lathe speed of the tire 1 and a latschmodell, which takes into account the friction physics of Reibradgetriebes Rol-le / Reifenlatsch, there is a target latschgeschwindigkeit of the roller 41, which the drive control unit 34 can be specified as Dyno setpoint SD. As latschmodell, for example, a known slip curve can be used, which considers fall, toe, vertical force Fz and temperature influences. The chassis dynamometer can therefore also adjust a lathe speed model-based if the wheel speed is not measured directly.
    Another aspect of the invention is that even tire losses can be considered. For example, the power loss in the tire 1 due to the tire slip depending on the rolling resistance My and the longitudinal force Fx. This power loss can be taken into account in the simulation, even if the real losses in the friction gear of the chassis dynamometer are different than in the virtually simulated driving environment. For this purpose, it could be provided, for example, that in the first simulation model 31, or in the vehicle model 32 of the vehicle, in the first simulation unit 30, this power loss is taken into account for calculating the propulsion power of the vehicle. For this purpose, either a power loss can be calculated in the second simulation unit 35 and transferred to the first simulation unit 30, or the longitudinal force Fx and / or the rolling resistance moment My are directly transferred to it.
    It is particularly advantageous in this context that therefore also on the chassis dynamometer caused when cornering or due to uneven roads tire losses can be considered. For example, cornering leads to a slip angle of the vehicle wheel 40, which is taken into account in the first simulation unit 30. The power loss increases with the slip angle, this relationship is known and can be represented by a formula or a model. This makes it possible to take account of tire losses caused by cornering in the first simulation model 31 (possibly again by correction terms), which means that real-world test runs with cornering can also be carried out on the test stand 11.
    Of course, the longitudinal force Fx and / or the rolling resistance My can also be transferred directly to the drive control unit 34 as Dyno setpoint value So. Thus, the drive control unit 34 could directly use the longitudinal force Fx and / or the rolling resistance moment My to control the loading machine 17. In this case, the calculation of the longitudinal force Fx and / or rolling resistance moment My also determines the Dyno setpoint SD.
    From the above explanations, it is apparent that in the first simulation unit 30 with the first simulation model 31, or a first tire model 33, for a tire 1, the longitudinal velocity vx is calculated and transmitted to the second simulation unit 35. Of course, however, other equivalent variables could be calculated, from which the longitudinal velocity vx is directly derivable. This is also understood in the sense of the invention as calculation of the longitudinal velocity vx. By way of example, the case is given that in the first simulation unit 30 instead of the longitudinal velocity vx, the projection of V (P) on the vehicle longitudinal and lateral axes and the toe-in are calculated and transmitted to the second simulation unit 35, which directly produces the longitudinal velocity vx could derive.
    From the above explanations, it can be seen that in the first simulation unit 30 with the first simulation model 31, or a first tire model 33, for a tire 1, also the vertical force Fz can be calculated. Of course, however, other equivalent variables could be calculated, from which the vertical force Fz is directly derivable. This is also understood within the meaning of the invention as a calculation of the vertical force Fz. By way of example, a linear force law of the tire 1 in the form Fz = z-c [+ z-d] is given. In this case, z denotes the tire deflection at a certain point in time and c a spring constant of the tire 1. Optionally, it would also be possible to take into account a damping term with a damping constant d. Thus, in the first simulation unit 30, equivalent to the vertical force Fz, the tire deflection z could be calculated and transferred to the second simulation unit 35, which could directly derive the vertical force Fz therefrom.
    权利要求:
    Claims (16)
    [1]
    claims
    A method for performing a test run on a test stand (11), wherein a test piece (10) by a loading machine (17) is loaded and the loading machine (17) by a drive control unit (34) is controlled and the drive control unit (34) for control the loading machine (17) uses at least one Dyno nominal value (So) to be adjusted, the at least one Dyno nominal value (SD) being calculated from a simulation, characterized in that in a first simulation unit (30) having a first simulation model (31) at least one longitudinal velocity (vx) of a tire (1) is calculated and the longitudinal velocity (vx) is passed to a second simulation unit (35) that in the second simulation unit (35) with the aid of the longitudinal velocity (vx) with a second simulation model (36) Longitudinal force (Fx) and / or a rolling resistance moment (My) of the tire (1) is calculated and that with the longitudinal force (Fx) and / or the rolling resistance moment (My) of the at least one Dyno setpoint (SD) for the drive control unit (34) is determined.
    [2]
    2. The method according to claim 1, characterized in that in the first simulation unit (30) further at least one of the variables vertical force (Fz), lateral force (Fy) Bohrmoment (Mz) and overturning moment (Mx) of the tire (1) are calculated and the second simulation unit (35) for calculating the longitudinal force (Fx) and / or the rolling resistance torque (My) are passed.
    [3]
    3. The method of claim 1 or 2, characterized in that in the second simulation unit (35) from the longitudinal force (Fx) and / or the rolling resistance torque (My) at least one Dyno setpoint (SD) for the drive control unit (34) is calculated ,
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that at least one of the variables longitudinal speed (vx), vertical force (Fz), transverse force (Fy), drilling torque (Mz) or tilting moment (Mx) in the first simulation unit (30) are calculated with a first frequency and from the longitudinal force (Fx) and / or the rolling resistance moment (My) in the second simulation unit (35) are calculated with a second frequency.
    [5]
    5. The method according to claim 4, characterized in that the first frequency is smaller than the second frequency.
    [6]
    6. The method according to claim 1, characterized in that the second simulation model (36) in the drive control unit (34) is implemented.
    [7]
    A method according to claim 1, characterized in that the magnitudes longitudinal force (Fx) and / or rolling resistance moment (My) are corrected as a function of a current fall and / or a current skew of the tire (1).
    [8]
    8. The method according to claim 1, characterized in that in the first simulation model (31) and / or in the second simulation model (36) in the simulation, a tire slip, of which the longitudinal force (Fx) is dependent, is taken into account.
    [9]
    9. The method according to any one of claims 1 to 8, characterized in that a dynamometer is used as a test stand (11) and at least one tire (1) in frictional connection with a roller (41) which is driven by the loading machine (17) , stands.
    [10]
    10. The method according to claim 9, characterized in that a roller torque (MR) of the roller (41) is measured and in the second simulation unit (35) from the second simulation model (36) calculates the longitudinal force (Fx) or the rolling resistance moment (My) and the other variable is calculated from an equation of motion.
    [11]
    11. The method according to claim 9 or 10, characterized in that as Dyno setpoint (SD) a lat speed is calculated, which adjusts the roller (41) as a friction gear via the frictional connection.
    [12]
    12. A device for controlling a test stand (11) for carrying out a test run, wherein on the test stand (11) a test piece (10) is constructed and the test piece (10) with a loading machine (17) is connected, and wherein for adjusting a dyno Setpoint (SD) on the loading machine (17) is provided a drive control unit (34) and a simulation calculates the Dyno setpoint (SD), characterized in that a first simulation unit (30) with a first simulation model (33) and a second simulation unit (35) with a second simulation model (36) are provided, wherein the first simulation model (33) at least one longitudinal velocity (vx) of a tire (1) calculated and passed to the second simulation unit (35) that the second simulation unit (35) based the longitudinal speed (vx) a longitudinal force (Fx) and / or a rolling resistance moment (My) of the tire (1) calculated and therefrom the at least one Dyno setpoint (SD) for the drive control unit (34).
    [13]
    13. The apparatus according to claim 12, characterized in that the first simulation unit (30) further calculated at least one of the variables vertical force (Fz), lateral force (Fy), Bohrmoment (Mz) and overturning moment (Mx) of the tire (1) and the second Simulation unit (35) for the calculation of the Dyno setpoint (SD) for the drive control unit (34) passes.
    [14]
    14. The apparatus of claim 12 or 13, characterized in that the first simulation unit (30) at least one of the variables longitudinal speed (vx), vertical force (Fz), lateral force (Fy), Bohrmoment (Mz) and tilting moment (Mx) of the tire ( 1), calculated at a first frequency and the second simulation unit (35) calculates therefrom the longitudinal force (Fx) and / or the rolling resistance moment (My) at a second frequency.
    [15]
    15. The apparatus according to claim 14, characterized in that the first frequency is smaller than the second frequency.
    [16]
    16. The apparatus according to claim 12, characterized in that as the second simulation unit (35), the drive control unit (34) is provided and the second tire model (36) in the drive control unit (34) is implemented.
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    同族专利:
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    AT516629B1|2016-07-15|
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    US20180143101A1|2018-05-24|
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    JP2018505399A|2018-02-22|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50938/2014A|AT516629B1|2014-12-22|2014-12-22|Method and device for carrying out a test run on a test bench|ATA50938/2014A| AT516629B1|2014-12-22|2014-12-22|Method and device for carrying out a test run on a test bench|
    CN201580075567.8A| CN107209083B|2014-12-22|2015-12-22|Method and device for carrying out a test run on a test bench|
    KR1020177020468A| KR20170097192A|2014-12-22|2015-12-22|Method and apparatus for performing a test run on a test stand|
    US15/536,379| US10502661B2|2014-12-22|2015-12-22|Method and device for performing a test run on a test stand|
    EP15813085.6A| EP3237875B1|2014-12-22|2015-12-22|Method and device for performing a test run on a test stand|
    PCT/EP2015/080954| WO2016102555A1|2014-12-22|2015-12-22|Method and device for performing a test run on a test stand|
    JP2017533537A| JP6552624B2|2014-12-22|2015-12-22|Method and apparatus for carrying out a test run on a test bench|
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