CN112729849B - Method and system for testing at least one drive train component - Google Patents
Method and system for testing at least one drive train component Download PDFInfo
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- CN112729849B CN112729849B CN202011495362.4A CN202011495362A CN112729849B CN 112729849 B CN112729849 B CN 112729849B CN 202011495362 A CN202011495362 A CN 202011495362A CN 112729849 B CN112729849 B CN 112729849B
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- 238000012360 testing method Methods 0.000 title claims abstract description 131
- 238000000034 method Methods 0.000 title claims abstract description 81
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- 238000007689 inspection Methods 0.000 claims abstract description 21
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- 239000006229 carbon black Substances 0.000 claims description 5
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- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 14
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Classifications
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
- G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
- G05B13/04—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators
Abstract
The application relates to a method and a system for testing at least one drive train component (1) which performs a test run on the basis of a test process (2) having a series of operating points in order to determine values of measured variables suitable for verifying and/or optimizing the drive train component. In order to define an inspection process for the drive train components, a number of possible technical defects of at least one drive train component is first identified. These technical defects (A, B, C, D, E, F, G) are assigned to operating conditions (I, II, III) that characterize the type of drive train component (1) and to a smaller number of discrete values of the physical variables in which the technical defects occur. The test boundary conditions (X, Y) are then evaluated on the basis of the discontinuity values and the types of execution (a, b, c, d, e) to be performed, which are to be performed at least in the test process (2), are determined as a function of the test boundary conditions and the technical calibration of the drive train component (1) to be tested.
Description
Technical Field
The application relates to a method and a system for testing at least one drive train component, in particular an internal combustion engine, which is operated in a test mode on the basis of a test process having a series of operating points, in particular load/rotational speed points, in order to determine values of measured variables suitable for the verification and/or optimization of the drive train component.
Background
Today, the quality of a vehicle is one of the most important determinants when a customer selects between competing products in a product class. Thus, an understanding of the impact of quality and affecting quality in the correct way is crucial for the vehicle and thus for the commercial success of the manufacturer.
In addition to the quality requirements that result therefrom, legislators also specify quality standards that have a constraining force on the manufacturer. For example, a motor vehicle manufacturer must be able to ensure that all vehicles of a vehicle model delivered by the manufacturer adhere to a predefined emission value throughout use.
The mass of the vehicle is measured in particular according to the probability of selection of the or each drive train component of the vehicle. This probability of choice has a direct impact on the overall running cost (overall cost of ownership) of the vehicle, which is of great importance to the end user.
In order to be able to ensure the functionality of the product also after production and delivery to the customer, manufacturers are therefore very interested in: reliability guarantees of the drive train and/or of the individual drive train components can be performed during the vehicle development phase.
Disclosure of Invention
The object of the application is therefore: an improvement in the reliability assurance of the drive train components and/or the drive train is achieved.
The object is achieved by a method and a system for testing at least one drive train component according to the independent claims. Advantageous embodiments are claimed in the dependent claims.
A first aspect of the application relates to a method for testing at least one drive train component, in particular an internal combustion engine. In a first working step, the drive train component is preferably subjected to a test operation on the basis of a test process having a series of operating points, in particular load/rotational speed points, in order to determine values of the measured variables suitable for verifying and/or optimizing the drive train component. In a second working step, in order to define an inspection process for the drive train components, the number of possible technical defects of at least one drive train component is preferably first identified. These technical defects are preferably assigned to a smaller number of discrete values of the operating conditions characterizing the type of drive train component and of the physical variables in which the technical defects occur. The test boundary conditions are then preferably identified on the basis of the discontinuity values, and further preferably the types of operations to be performed, which are to be performed at least during the test, are determined as a function of the test boundary conditions and the technical calibration of the drive train component to be tested. The type of operation to be performed is preferably the type of operation of the drive train component or of the drive machine of the drive train or of the drive train itself.
In a second aspect, the application relates to a method for testing at least one drive train component, in particular an internal combustion engine. In a first working step, the drive train component is preferably subjected to a test operation on the basis of a test process having a series of operating points, in particular load/rotational speed points, in order to determine values of the measured variables suitable for verifying and/or optimizing the drive train component. In a second working step, in order to define the test procedure, it is preferable to first read in specific properties of at least one drive train component, in particular its technical calibration, and discrete values of physical variables, which characterize the operating conditions of the drive train component or of the drive train type, or test boundary conditions, and to generate technical defects in these physical variables. The type of operation to be performed, in particular of the drive train component or of the drive train, is then determined on the basis of the test boundary conditions that are identifiable on the basis of the discontinuity values and the technical calibration of the drive train component to be tested, these types of operation being at least to be performed during the test.
The type of operation to be performed is preferably the type of operation of the drive train component or of the drive machine of the drive train or of the drive train itself.
A third aspect of the application relates to a system for testing at least one drive train component, in particular an internal combustion engine, the system preferably having:
a test stand adapted to perform a test run of the drive train component based on a test process having a series of operating points, in particular load/rotational speed points, in order to determine values of measured variables adapted to verify and/or optimize the drive train component; and
an analysis device for defining an inspection process for a drive train component, the analysis device having a first device which is configured to first identify the number of possible technical defects of at least one drive train component and a second device which is configured to assign these technical defects to a smaller number of discrete values of physical variables which characterize the operating conditions of the type of drive train component and in which the technical defects occur. Preferably, the analysis device further has a third means which is configured to identify a test boundary condition based on the discontinuity values and a fourth means which is configured to determine a type of operation to be performed, in particular of the drive machine of the drive train component or of the drive train itself, as a function of the test boundary condition and of a technical calibration of the drive train component to be tested. Preferably, the type of operation to be performed is at least to be performed during the checking process.
A fourth aspect of the application relates to a system for testing at least one drive train component, in particular an internal combustion engine, the system preferably having:
a test stand adapted to perform a test run of the drive train component based on a test process having a series of operating points, in particular load/rotational speed points, in order to determine values of measured variables adapted to verify and/or optimize the drive train component; and
an analysis device for defining a test process of a drive train component, having an interface, in particular a data interface, which is suitable for reading in specific properties of at least one drive train component, in particular technical calibrations thereof, and discrete values of physical variables which characterize the operating conditions of the drive train component or of the drive train and in which technical defects occur. Alternatively or additionally, test boundary conditions are read in. The analysis device preferably further comprises a fourth device which is provided to determine the type of operation to be performed, in particular of the drive machine of the drive train component or of the drive train itself, as a function of the test boundary conditions which have been identified or read in on the basis of the discontinuity values and of the technical calibration of the drive train component to be tested. Preferably, the type of operation to be performed is at least to be performed during the checking process.
In the sense of the present application, the drive train component is preferably a component that is conducive to driving the vehicle, in particular at least an internal combustion engine, an electric machine, a traction battery, a fuel cell, an exhaust gas aftertreatment component, a component of such a component, such as an exhaust gas turbocharger, an exhaust gas recirculation cooler, an exhaust gas recirculation valve, an actuator, and/or the like.
In the sense of the application, the operating point is preferably defined by the load and the rotational speed. More preferably, such an operating point is also defined by the coolant temperature and the step point duration.
In the sense of the application, the calibration of the component is preferably the loading of the control device or regulating device of the component by the value of the control parameter, whereby the operating performance of the component is determined. The calibration is more preferably an optimal coordination of the control parameters of the control device or the regulating device.
In the sense of the application, the verification is preferably a check of the validity, in particular whether a predetermined target is met by the drive train component. The verification is more preferably a verification.
In the sense of the application, a test hierarchy indicates whether the entire vehicle, the drive train, a component of the drive train or only one component of the drive train is to be tested.
In the sense of the present application, the test run is preferably a real test run or an at least partially simulated test run. The simulated test run preferably comprises a simulation, in particular a FEM (finite element method) based simulation or a HIL (hardware in loop) simulation:
the operating mode in the sense of the application is preferably the operating state of the technical installation or a defined series of operating points. Preferably, this is, for example, a stationary operation, a transient operation, a rated power operation, a flue gas desulfurization operation (DeSox), a regeneration operation (particulate filter, etc.), a warm-up operation, a normal operation, etc. in the case of an internal combustion engine.
In the sense of the present application, the test boundary conditions are preferably boundary conditions under which a test run is performed. The test boundary conditions are, for example, a durable operation, in particular a low-load durable operation or a high-load durable operation, and a functional check operation. More preferably, the test boundary conditions define a respective test hierarchy in which the test runs are performed.
In the sense of the application, the technical disadvantage is preferably a functional limitation or a functional failure of the drive train components. Exemplary technical disadvantages are loosening of the components, in particular loosening or aging of the connection, in particular thermal aging or mechanical aging.
One type of drive train component is a set of drive train components that are identical in hardware configuration but have different calibrations.
The device can be embodied in the sense of the present application as a hardware and/or software technology and in particular has a particularly digital processing unit, in particular a microprocessor unit (CPU), and/or one or more programs or program modules, which are preferably connected to the storage and/or bus system data or signals. The CPU may be configured to process commands executed as programs stored in the memory system, detect input signals from the data bus, and/or send output signals onto the data bus. The storage system may have one or more, in particular different, storage media, in particular optical, magnetic, solid-state and/or other non-volatile media. The program may be of a nature that it embodies or is capable of performing the methods described herein such that the CPU can perform the steps of such methods.
In the sense of the present application, outputting means in particular providing data. Preferably, this may be implemented at the data interface and/or at the user interface.
The application is based in particular on a method for ensuring reliability, in particular functional or life-time assurance. For this purpose, a test operation is performed on the respective drive train component, in which values of physical variables are obtained which characterize the operating conditions of the drive train component of this type, among which values technical defects are known to occur. Alternatively, the operating conditions of the drive train or drive machine can also be characterized.
An advantage of the application is that only a single determination of the value of the physical variable is required for one type of drive train component, i.e. for a plurality of drive train components having the same structure. Thus, for one type of drive train component, it is also preferable that only one test boundary condition needs to be determined. However, for similar drive train components that are run by other control software or in other environments, values of physical variables or test boundary conditions that were once determined from the drive train components may be employed.
A further advantage of the application is that the operating conditions or test boundary conditions which are important for several technical defects can be integrated in a single test, as a result of which a reduction in the test operating duration is achieved. It is thus also possible in principle to prescribe operating conditions for which technical defects occur or test boundary conditions for a drive train component of one type, and then to determine the type of operation to be performed and/or to determine a series of operating points as a function of these operating conditions or test boundary conditions. In an advantageous embodiment of the method according to the second aspect of the application, the discontinuity values or test boundary conditions of the physical variables are correspondingly read in, and the type of operation to be performed is identified on the basis of the discontinuity values and/or test boundary conditions.
The tests that can be carried out by means of the method and the system according to the application preferably lead to conclusions and/or values, in particular statistical probabilities, which characterize the reliability of the respective drive train component to be tested. Depending on the reliability of the determination, structural changes or calibration changes can be made on the drive train and/or the drive train component to be tested or tested.
With the introduction of the "real driving emission regulations" (RDE), for the inspection type in the european union, the motor vehicle has to prove compliance with the emission limits on the road under actual driving conditions, in addition to the inspection cycles or inspection processes (WLTP, WLTC) in the laboratory since month 9 in 2017.
Substantially any driving is governed by the RDE under substantially any conditions, rather than in a reproducible checkstand environment. Emission robustness is thus ensured as much as possible in relation to the customer also outside the period allocation of authentication.
On one hand, the control of production consistency is realized by means of sampling of new delivery vehicles. They ensure that their emissions correspond to emissions measured during model approval. On the other hand, a running consistency test is also performed on vehicles that already have a certain driving range or that have been running in the hands of a customer for several years.
By means of the method and system according to the application, it is ensured that the eligibility achieved during development or model approval, especially in view of the mechanical reliability, is ensured in the framework of the RDE limits specified by the european union also in real driving operation under all driving conditions and operating cycles possible for the driver.
In this case, it is possible to achieve that, outside of an exactly predefined period under predefined boundary conditions, emission limits can be complied with in a robust manner on all check drives on unknown road sections with intentionally roughly defined boundary conditions.
In the method and system according to the first and third aspects of the application, technical defects are formulated and collected and relevant operating conditions for these technical defects are deduced therefrom. Preferably, this initial effort is only made once for each technical system or drive train component (for example, an internal combustion engine).
In contrast, in the method and system according to the second and fourth aspects of the application, the effort has been made that technical defects and the configuration of the operating conditions already exist and are read in, for example, from a database. However, the above effects and advantages of the present application are applicable to all aspects.
In an advantageous embodiment of the method according to the application, the number of possible errors is at least three times the number of possible incorrect discontinuous operating types.
By means of the method according to the application, different errors or error types can be clustered and assigned to specific operating conditions. A significant reduction in the running conditions and thus also in the running type can be achieved.
In a further advantageous embodiment, the type of operation to be performed is compared with a predefined test procedure and the predefined test procedure is evaluated on the basis of a deviation from the type of operation to be performed, wherein smaller deviations are classified as more advantageous and larger deviations are classified as less advantageous.
In a corresponding advantageous embodiment of the system according to the application, the analysis device further has a fifth means which is provided to compare the type of operation to be performed with a predefined test procedure and to evaluate the predefined test procedure on the basis of a deviation from the type of operation to be performed, wherein smaller deviations are classified as more advantageous and larger deviations are classified as less advantageous.
By means of the comparison, it can be particularly assessed whether a predefined test procedure is suitable for determining a conclusion that characterizes the reliability of the test bench component.
In a further advantageous embodiment of the method according to the application, the operating conditions in which technical defects occur form the same load pattern for the same drive train components in terms of hardware.
This has the advantage that it is not necessary to always reconfigure the load mode of operation of the drive train components having the same hardware structure. The designed load pattern can be reused continuously.
In a further advantageous embodiment of the method according to the application, the value of the at least one operating parameter of the drive train and/or of the drive train component is selected in such a way that the at least one operating condition is at the boundary of a possible operating range of the drive train component.
By such a selection of the operating parameters, operating conditions which are particularly disadvantageous for the reliability of the drive train component to be tested can be simulated. In this way, a particularly reliable construction and calibration of the drive train components can be found again.
In a further advantageous embodiment of the method according to the application, the drive train component is part of an exhaust gas recirculation system and the operating conditions are soot entry, temperature and/or hydrocarbon entry.
Features and advantages relating to the first aspect of the application apply correspondingly to the other aspects of the application and vice versa. The individual advantageous designs or features thereof can be combined with one another in any way.
Drawings
Other features and advantages of the application are described below with the aid of embodiments with reference to the accompanying drawings. In the accompanying drawings:
FIG. 1 illustrates an embodiment of a method for testing at least one drive train;
FIG. 2 illustrates an embodiment of a system for testing at least one drivetrain component.
Detailed Description
Fig. 1 shows an embodiment of a method for testing a drive train component according to the application.
Hereinafter, the present application is described with respect to an exhaust gas recirculation system (AGR) and an internal combustion engine as a drive train member.
Exhaust gas recirculation is used in particular for reducing Nitrogen Oxides (NO) generated during combustion of fuel in gasoline engines, diesel engines, gas turbines and the like x ) Is arranged in the air. It is expedient to reduce the nitrogen oxides which are already produced during combustion, since the specified emission limits cannot be adhered to solely by exhaust gas aftertreatment measures which lead to a chemical reduction of the nitrogen oxides or can only be adhered to at high cost. In diesel engines, exhaust gas recirculation is one of the most important measures for reducing nitrogen oxide emissions. In gasoline engines, the exhaust gas recirculation also helps to reduce gas exchange losses and thus additionally reduces fuel consumption in part load operation.
The present description herein relates to high pressure and low pressure exhaust gas recirculation systems. In the case of low-pressure exhaust gas recirculation systems, in diesel engines, in particular after a diesel particulate filter, the exhaust gas is extracted from the exhaust gas system from behind farther and is resupplied before the compressor of the turbocharger.
However, the application is by no means limited to application in exhaust gas recirculation systems, but may also be applied in other drive train components of a vehicle, such as batteries, in particular traction batteries, fuel cells, electric machines, hybrid systems or the like.
In the method 100 according to the application for testing at least one drive train component, the drive train component is subjected to a test operation on the basis of a test process having a series of operating points, in particular load/rotational speed points. This is used to determine values of the measured variables suitable for verifying and/or optimizing the drive train components. Preferably, the method 100 is executed automatically, in particular computer-aided, i.e. computer-implemented, by means of a test bench control.
In order to define the test procedure, the drive train components of the vehicle, in the present case the exhaust gas recirculation system 101 of the internal combustion engine to be tested, are preferably selected first.
Possible technical defects A, B, C, D, E, F, G with respect to the drive train component are then identified 102 by the drive train component.
In the case of current exhaust gas recirculation systems, such technical disadvantages can be, for example, thermal aging, deposits in the coolers of the exhaust gas recirculation sections, deposits in the valves, fouling or scaling in the exhaust gas recirculation sections or in the heat exchangers, corrosion of the hot gases, fouling or scaling of the valves or loosening of the components.
The technical defect A, B, C, D, E, F, G can preferably be determined by a real test run or by a test run on a test bench or an at least partially simulated test run.
Technical defect thermal ageing a, deposits B in the cooling section or heat exchanger, deposits C, AGR in the valve, fouling D of the cooling section or heat exchanger, corrosion E of the hot gas, loosening or loosening F, and fouling or fouling G of the valve are assigned to values or value sets (Wertekonstellation) of physical variables characterizing the operating conditions I, II, III of the drive train components or drive train.
In this embodiment, the operating conditions I, II, III correspond to the operating states of the exhaust gas recirculation system, which are caused by the different load states of the internal combustion engine, with which the exhaust gas recirculation system is operated. In the case of an exhaust gas recirculation system as a drive train component, the physical variable is the amount of carbon black per unit time or the amount of carbon black accumulated over time.
A possible value for the occurrence of technical defects is, for example, the maximum soot entry by the internal combustion engine. The technical disadvantage that can be attributed to this maximum carbon black ingress is preferably the deposit B in the cooling section or heat exchanger or the deposit C in the valve. Therefore, both technical drawbacks B, C are preferably assigned to operating condition I, i.e. maximum carbon black ingress.
In a corresponding manner, the technical disadvantages heat aging a, hot gas corrosion E and loosening or loosening F of the components are assigned to operating conditions II, i.e. the maximum temperature in the exhaust gas recirculation system. In another corresponding way, fouling or scaling D of technical defects in the cooling section or heat exchanger and fouling or scaling G of valves are preferably assigned to the operating conditions III of maximum hydrocarbon ingress.
The inventors have determined that the operating conditions I, II, III, at which possible technical defects occur, are generally the same for systems having the same physical or design structure. In other words, the physical variables or operating conditions I, II, III which are to be considered in each case and which lead to possible technical defects A, B, C, D, E, F, G are identical for exhaust gas recirculation systems of identical or similar design but differently calibrated.
Preferably, the number of operating conditions I, II, III under which possible technical defects A, B, C, D, E, F, G occur is less than the number of technical defects A, B, C, D, E, F, G.
In the case of a high-pressure exhaust gas recirculation system as the drive train component to be tested, the inventors have determined, for example, that 59 possible technical defects A, B, C, D, E, F, G which are operated by one test can be covered only by ten different operating conditions I, II, III, under which these technical defects A, B, C, D, E, F, G usually occur.
In the case of a low-pressure exhaust gas recirculation system as the drive train component to be tested, for example, 50 possible defects A, B, C, D, E, F, G which are run by one test can be covered by only eight operating conditions I, II, III.
Accordingly, 40 possible technical defects A, B, C, D, E, F, G, which are run, for example, by a single test, can be covered by only five operating conditions I, II, III, with the suction system as the drive train component to be tested. However, four of these operating conditions I, II, III already belong to operating conditions that have been identified in a possible technical defect A, B, C, D, E, F, G for the exhaust gas recirculation system.
In the case of exhaust gas systems as drive train components to be tested, 23 possible technical defects can also be covered, for example, by five operating conditions I, II, III, and in the case of injection systems four possible technical defects can be covered, for example, by three operating conditions I, II, III.
Based on the discrete values of the physical variables or the operating conditions I, II, III associated therewith, test boundary conditions X, Y can be identified under which the test method 100 according to the application should be executed 104.
The test boundary conditions X, Y preferably include the type of test that must be performed, such as a endurance test, a low load endurance test, a high load endurance test, a functional check, and/or at which functional level the test method 100 must be performed. Depending on the operating conditions I, II, III that have to be induced, this can be a vehicle level, a drive train level or a level of the drive train components to be tested, for example an internal combustion engine level or an exhaust gas recirculation level.
The test boundary conditions X, Y, such as the operating conditions I, II, III, are preferably likewise not relevant for the particular calibration of the exhaust gas recirculation system under consideration. Thus, the test boundary conditions X, Y for drive train components of the same structure with different calibrations may also be the same.
As illustrated, since not only the operating conditions I, II, III but also the test boundary conditions X, Y are preferably adapted to the respective type of drive train component 1, i.e. drive train components 1 having the same physical construction or structure, it is interesting that: when the operating conditions I, II, III and/or the test boundary conditions X, Y in combination with the respective physical structure of the drive train components have been determined, they are stored in the database 20.
In an alternative design of the embodiment of the test method 100 shown in fig. 1, the operating conditions I, II, III of the respective physical structure or configuration of the drive train component and/or the physical variables belonging to these operating conditions I, II, III and their discontinuity values and/or the specific test boundary conditions X, Y can be read out again from the database 30 102', 102 ". In this way possible technical defects A, B, C, D, E, F, G can be assigned to the operating conditions I, II, III and/or the discrimination test boundary conditions X, Y without the need to perform a test.
If the same test boundary conditions X, Y exist for multiple types of drivetrain components or even disparate drivetrain components, they may be performed in a single test.
Based on the technical calibration of the exhaust gas recirculation system that should be tested and the determined test boundary conditions X, Y, the type of operation a, b, c, d, e to be performed can be determined. These operating modes may relate not only to the exhaust gas recirculation system itself, but also to the internal combustion engine through which the exhaust gas recirculation system is operated. It is furthermore possible that the type of operation a, b, c, d, e of the drive train or even of the vehicle to be performed is given. The type a, b, c, d, e of run to be performed is a run that must run out in the verification process 2 of the verification run.
A series of operating points of the exhaust gas recirculation system, of the internal combustion engine, of the drive train or of the vehicle can preferably be determined from these operating types a, b, c, d, e to be executed. For this purpose, the order of the execution types a, b, c, d, e to be executed is preferably specified.
The series of operating points also preferably constitutes a checking procedure 2.
In addition, it can be provided in the test method 100 that the predefined test procedure 3 is compared with the determined type of operation a, b, c, d, e to be performed. In this case, the occurrence of the type of operation a, b, c, d, e to be performed is preferably checked in a predefined checking process 3. The predefined test procedure 3 is preferably evaluated on the basis of this test. In this case, a smaller deviation from the execution type a, b, c, d, e to be executed is classified as more advantageous, and a larger deviation from the execution type a, b, c, d, e to be executed is classified as less advantageous. Therefore, it is evaluated as particularly advantageous when the type of operation a, b, c, d, e to be performed occurs in the predefined checking process 3. The evaluation result is better when the predefined order of the operation types of the inspection process 3 coincides with the determined order of the operation types a, b, c, d, e to be performed in the inspection process 2. The evaluation results are best when the predefined inspection process 3 and the defined inspection process 2 are identical.
When the type of operation to be performed has been compared with the predefined verification process 3, the type of operation a, b, c, d, e to be performed and the evaluation result are preferably output 107. This output can preferably be realized via a data interface for further data processing. More preferably, however, the output may also be realized via a user interface, in particular visually and/or by means of a diagram.
Fig. 2 illustrates an embodiment of a system 10 for testing at least one drivetrain component.
Such a system 10 preferably has a test stand 11. In the first embodiment shown, a drive train with the internal combustion engine 1 to be tested, the shaft 6 and the transmission/differential 7 is provided on the test bench 11. And is therefore in the present case a so-called drive train inspection bench.
The test bench 11 has in particular two dynamometers 17, 18, by means of which the drive train can be loaded. The dynamometers 17, 18 are preferably connected to the transmission/differential 7 via an axis section or shaft 4a, 4 b.
The test bench 11 is preferably controlled by a test bench control, not shown, according to the test procedure 2 to be defined, for example by means of the PUMA system of the present inventor.
The system 10 further has an analysis device 12 for defining the test process 2 of the internal combustion engine 1. In this case, the analysis device 12 may automatically or semi-automatically perform the working steps necessary for defining the inspection process 2 under user input.
For this purpose, the evaluation device 12 preferably has a first device 13 for detecting possible technical defects A, B, C, D, E, F of the internal combustion engine 1.
Furthermore, the evaluation device preferably has a second device 14 for configuring physical variables which characterize the operating conditions I, II, III of the internal combustion engine 1 and in which technical defects A, B, C, D, E, F occur. Preferably, the second device 14 is arranged to identify correlations between technical defects A, B, C, D, E, F and values, in particular value sets and/or value curves, or to assist the user in identifying them.
The third means 15 of the system 10 are arranged for identifying test boundary conditions X, Y which are suitable for causing the operating conditions I, II, III of the internal combustion engine 1 or assisting the user in identifying them.
The fourth component 16 of the system 10 is configured to determine, as a function of the technical calibration and test boundary conditions X, Y of the internal combustion engine 1, the operating types a, b, c, d, e of the internal combustion engine 1 or of the entire drive train 5 to be executed, which are operated on the test bench 11 at least in one test process 2 in order to bring about the operating conditions I, II, III. Optionally, the fourth device may also be configured to assist the user in determining the type of operation a, b, c, d, e to be performed. Based on the type of operation a, b, c, d, e to be performed, the fourth device 16 may preferably autonomously or automatically determine a series of operating points to be processed during the verification process.
In the optional data memory 20, operating conditions I, II, III associated with technical defects A, B, C, D, E, F of one type of internal combustion engine 1 can be stored. Corresponding test boundary conditions X, Y can also be stored here. Of course, the data may also be read out again by the analysis device 12. For storing and reading out data, the analysis device 12 is preferably connected to a data memory via a data interface 19.
It is noted herein that the embodiments are merely examples, which should not limit the scope, applicability, and configuration in any way. Rather, the foregoing description will be given to those skilled in the art of the teachings of the present embodiments in which various modifications may be made, especially in light of the function and arrangement of the elements described, without departing from the scope of protection afforded by the claims and their equivalents.
List of reference numerals
1. Internal combustion engine
2. 3 inspection procedure
4a, 4b axis section/shaft
5. Drive train
6. Shaft
7. Transmission/differential
10. System and method for controlling a system
11. Inspection bench
12. Analysis device
13. First device
14. Second device
15. Third device
16. Fourth device
17. 18 dynamometer
19. Data interface
20. Data storage
a. b, c, d, e type of operation to be performed
X, Y test boundary conditions
A. B, C, D, E, F technical defect
I. II, III operating conditions
Claims (16)
1. Method (100) for testing at least one drive train component (1), wherein the drive train component (1) performs a test run based on a test process (2) having a series of operating points in order to determine a value of a measured variable suitable for verifying and/or optimizing the drive train component (1),
wherein, in order to define an inspection process (2) for the drive train component, the number of potential technical defects of the at least one drive train component is first identified (102), the potential technical defects (A, B, C, D, E, F, G) are assigned (103) to operating conditions (I, II, III) which characterize the type of the drive train component (1) and to small discrete values of physical variables in which the technical defects (A, B, C, D, E, F, G) occur, then test boundary conditions (X, Y) are identified (104) on the basis of the discrete values, and an operating type (a, b, c, d, e) to be performed is determined (105) from the test boundary conditions (X, Y) and a technical calibration of the drive train component (1) to be tested, which is to be operated at least in the inspection process (2).
2. The method (100) according to claim 1, wherein the drive train component (1) is an internal combustion engine and the operating point is a load/rotational speed point.
3. Method (100) for testing at least one drive train component (1), wherein the drive train component (1) performs a test run based on a test process (2) having a series of operating points in order to determine a value of a measured variable suitable for verifying and/or optimizing the drive train component (1),
wherein, in order to define the inspection process, first a specific performance of at least one drive train component (1) is read in (102 ') and a discontinuity value of a physical variable (I, II, III) and a technical defect (A, B, C, D, E, F) characterizing the drive train component (1) or a type of the drive train (1) or a test boundary condition (X, Y) is read in (102') and then an operation type (a, b, c, d, e) to be performed is determined (105) according to a test boundary condition (X, Y) which has been identified or read in based on the discontinuity value and a technical calibration of the drive train component (1) to be tested, said operation type being to be operated at least in the inspection process (2).
4. The method (100) according to claim 1 or 2, wherein the number of potential technical defects is at least three times the number of operating conditions (I, II) under which the potential technical defects are configured.
5. The method (100) according to claim 1 or 2, wherein the type of operation (a, b, c, d, e) to be performed is compared (106) with a predefined checking procedure (3) and the predefined checking procedure (3) is evaluated based on a deviation from the type of operation (a, b, c, d, e) to be performed, wherein smaller deviations are classified as more advantageous and larger deviations are classified as less advantageous.
6. The method (100) according to claim 1 or 2, wherein the operating conditions (I, II) constitute a load pattern that is identical for the same drive train component (1) in terms of hardware.
7. The method (100) according to claim 1 or 2, wherein the test boundary conditions (X, Y) together with the type of operation (a, b, c, d, e) to be performed constitute a test mode, wherein the test boundary conditions (X, Y) are identical for a drive train component (1) that is identical in terms of hardware.
8. The method (100) according to claim 1 or 2, wherein the value of at least one operating parameter of the drive train and/or of the drive train component (1) is selected by: at least one operating condition (I, II) is at the boundary of the potential operating range of the drive train component (1).
9. The method (100) according to claim 1 or 2, wherein the drive train component (1) is part of an exhaust gas recirculation system and the operating condition is carbon black ingress, temperature and/or hydrocarbon ingress.
10. A method (100) according to claim 3, wherein the drive train component (1) is an internal combustion engine and the operating point is a load/rotation speed point.
11. Computer readable medium comprising instructions which, when executed by a computer, cause the computer to perform the method according to any of the preceding claims 1 to 10.
12. A system (10) for testing at least one drive train component (1), the system comprising:
a test bench (11) adapted to perform a test run of the drive train component (1) based on a test process (2) having a series of operating points, in order to determine values of measured variables adapted to verify and/or optimize the drive train component (1),
an analysis apparatus (12) for defining an inspection process (2) for the drive train component, the analysis apparatus having a first device (13) arranged to first identify the number of potential technical defects (A, B, C, D, E, F) of the at least one drive train component (1), a second device (14) arranged to assign the potential technical defects (A, B, C, D, E, F) to operating conditions (I, II, III) characterizing the type of drive train component (1) and to small discrete values of physical variables in which the technical defects (A, B, C, D, E, F) occur, and a third device (15) arranged to identify a test boundary condition (X, Y) based on the discrete values, and a fourth device (16) arranged to determine a type of operation (a, b, c, d, e) to be performed in dependence on the test boundary condition (X, Y) and a technical calibration of the drive train component (1) to be tested, the type of operation being at least to be operated in the inspection process (2).
13. The system (10) according to claim 12, wherein the drive train component (1) is an internal combustion engine and the operating point is a load/rotational speed point.
14. A system (20) for testing at least one drive train component (1), the system comprising:
a test bench (11) adapted to perform a test run of the drive train component (1) based on a test process (2) having a series of operating points, in order to determine values of measured variables adapted to verify and/or optimize the drive train component (1),
an analysis device (12) for defining an inspection process (2) for the drive train component (1), having an interface (19) adapted to read in specific properties of at least one drive train component (1) and discrete values of operating conditions (I, II, III) of the drive train component (1) or of the drive train and physical variables with technical defects or read in test boundary conditions (X, Y), and a fourth means (16); the fourth means is configured to determine an operation type (a, b, c, d, e) to be performed, which is to be performed at least in the checking process (2), as a function of a test boundary condition (X, Y) which has been identified or read in on the basis of the discontinuity value and a technical calibration of the drive train component (1) to be tested.
15. The system according to any of claims 12-14, further having a data memory (20) arranged to communicate with an interface (19) of the one analysis device (12) and to store operating conditions (I, II, III) and/or test boundary conditions X, Y.
16. The system according to claim 14, wherein the drive train component (1) is an internal combustion engine, the operating point is a load/rotation speed point, and the interface (19) is a data interface.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| ATA51106/2019A AT523049B1 (en) | 2019-12-18 | 2019-12-18 | Method and system for testing at least one drive train component |
| ATA51106/2019 | 2019-12-18 |
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| Publication Number | Publication Date |
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| CN112729849A CN112729849A (en) | 2021-04-30 |
| CN112729849B true CN112729849B (en) | 2023-11-03 |
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| CN202011495362.4A Active CN112729849B (en) | 2019-12-18 | 2020-12-17 | Method and system for testing at least one drive train component |
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| CN (1) | CN112729849B (en) |
| AT (1) | AT523049B1 (en) |
| DE (1) | DE102020216329B4 (en) |
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Also Published As
| Publication number | Publication date |
|---|---|
| DE102020216329A1 (en) | 2021-06-24 |
| DE102020216329B4 (en) | 2023-03-23 |
| CN112729849A (en) | 2021-04-30 |
| AT523049B1 (en) | 2021-05-15 |
| AT523049A4 (en) | 2021-05-15 |
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