CN114509201B - Road resistance simulation effect analysis method for vehicle bench test detection - Google Patents
Road resistance simulation effect analysis method for vehicle bench test detection Download PDFInfo
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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
- G01M17/0072—Wheeled or endless-tracked vehicles the wheels of the vehicle co-operating with rotatable rolls
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
- G01L5/00—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes
- G01L5/22—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for measuring the force applied to control members, e.g. control members of vehicles, triggers
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
- G01L3/00—Measuring torque, work, mechanical power, or mechanical efficiency, in general
- G01L3/24—Devices for determining the value of power, e.g. by measuring and simultaneously multiplying the values of torque and revolutions per unit of time, by multiplying the values of tractive or propulsive force and velocity
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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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Abstract
The invention discloses a road resistance simulation effect analysis method for vehicle bench test detection, which relates to the technical field of automobile detection and comprises the following contents: placing the automobile to a test bed, starting a test program, and controlling the deviation of the automobile speed to be within a set out tolerance and the error between the actual running distance of the automobile and the theoretical distance during actual test; calculating a transient working condition deviation coefficient, a steady working condition deviation coefficient and an overall working condition deviation coefficient of the loading torque; and judging the quality of the loading torque force control strategy of the test and control system of the whole vehicle performance test bench. The invention simultaneously considers the magnitude and the direction of the vehicle speed deviation and the force control deviation, and simultaneously analyzes the transient process and the steady-state process of the loading torque so as to analyze the road resistance simulation effect detected by the vehicle bench test; the method can quickly and accurately analyze the rapidity and the accuracy of the test bed control system when different control strategies load the torsion; the quality of the control strategy of the test bed measurement and control system for the whole vehicle performance test can be effectively evaluated.
Description
Technical Field
The invention relates to the technical field of automobile detection, in particular to a road resistance simulation effect analysis method for vehicle bench test detection.
Background
The resistance to the running of the automobile includes: rolling resistance, air resistance, grade resistance, and acceleration resistance. Wherein, the rolling resistance is: when the wheel rolls, the contact area of the tyre and the road surface generates normal and tangential interaction forces and corresponding deformation of the tyre and the supporting road surface, and the relative rigidity of the tyre and the supporting surface determines the characteristics of the deformation. When the elastic tyre rolls on hard road surface (concrete road, asphalt road), the deformation of tyre is main, at this moment, because the tyre has internal friction to produce elastic hysteresis loss, the work of tyre deformation can not be fully recovered. It is this hysteresis loss of the tire that contributes to the rolling resistance. Air resistance: the component of the air force in the driving direction when the automobile is driven straight is called air resistance. The air resistance is divided into two parts of pressure resistance and friction resistance. The component force of the resultant force of the normal pressure acting on the outer surface of the automobile in the driving direction is called pressure resistance; the frictional resistance is a component force in the traveling direction of a resultant force of tangential forces generated on the vehicle body surface due to the viscosity of air. The pressure resistance is divided into four parts: shape resistance, interference resistance, internal circulation resistance, and induced resistance. The shape resistance accounts for most of the pressure resistance and is greatly related to the shape of the body of the vehicle; the interference resistance is the resistance caused by projections on the surface of the vehicle body (such as rearview mirrors, door handles, water guide grooves, suspension guide rods, driving shafts and the like); resistance formed when air required by an engine cooling system, a vehicle body ventilation system and the like flows through the interior of the vehicle body is internal circulation resistance; the induced drag is the projection of the air lift in the horizontal direction. Gradient resistance: component of the gravity of the automobile along the ramp. Acceleration resistance: when the automobile runs in an accelerating way, the inertia force generated when the mass of the automobile moves in an accelerating way is overcome.
At present, a road sliding method is generally used for measuring resistance, namely a loading target value, suffered by the actual road running of an automobile, and when a test bed system is loaded, whether the road resistance detected by a vehicle test is in accordance with requirements or not is evaluated by calculating the error of loading force. For example, the JT/T445-2021 automotive chassis dynamometer provides that the constant force control error does not exceed the loading force target value ± 50N, and under the condition that the loading force error meets the requirement, the vehicle dynamics, economy or emissions performance is further determined. During vehicle performance testing, the magnitude and direction (positive deviation or negative deviation) of vehicle speed deviation and force control deviation and the dynamic response process of loading force have great influence on vehicle performance, but an effective road resistance simulation effect analysis method is lacked, so that rapidity and accuracy of a test bed control system in different control strategies during torsion loading are difficult to analyze, and the advantages and disadvantages of test bed measurement and control systems such as a vehicle chassis dynamometer cannot be effectively evaluated.
Therefore, it is an urgent need for those skilled in the art to solve the problems in the prior art by providing a method for analyzing the simulation effect of road resistance detected by vehicle bench test.
Disclosure of Invention
In view of the above, the invention provides a road resistance simulation effect analysis method for vehicle bench test detection, which can effectively evaluate the quality of a control strategy of a test bench measurement and control system such as a vehicle chassis dynamometer.
In order to achieve the purpose, the invention adopts the following technical scheme:
a road resistance simulation effect analysis method for vehicle bench test detection comprises the following steps:
s101, placing a vehicle on a whole vehicle performance test bench;
s102, starting a test program, controlling the vehicle speed deviation to be within a set out-of-tolerance, and controlling the error between the actual running distance of the vehicle on the whole vehicle performance test bench and the theoretical distance calculated based on the working condition to be within a set range during actual test;
s103, acquiring a continuous signal of the actual loading resistance of the test bed dynamometer changing along with time, and a continuous signal of the target loading resistance of the test bed dynamometer changing along with time;
s104, calculating a transient working condition deviation coefficient, a steady working condition deviation coefficient and an overall working condition deviation coefficient of the loading torque;
and S105, judging the quality of the control strategy of the loading torsion of the test bed for testing the performance of the whole vehicle according to the transient working condition deviation coefficient, the steady-state working condition deviation coefficient and the whole working condition deviation coefficient of the loading torsion.
Optionally, the specific content of the vehicle speed deviation in the set out-of-tolerance in S102 is as follows: the out-of-tolerance time is 2 seconds, the deviation comprises an upper deviation and a lower deviation, the upper deviation and the lower deviation are both 2km/h, and the vehicle speed deviation cannot continuously exceed the out-of-tolerance time for 2 seconds.
Optionally, if the error is out of tolerance in S102, the test is interrupted and restarted.
Optionally, the actual travel distance of the vehicle on the whole vehicle performance test bench during the actual control test in S102 and the theoretical distance calculated based on the working condition are within 0.05km, and the difference between the actual travel distances of the vehicle during different control strategies is controlled within 0.01 km.
Optionally, the calculation formula of the transient condition deviation coefficient of the loaded torque in S104 is as follows:
wherein F (t) represents a continuous signal of the change of the actual loading resistance of the test bed dynamometer along with the time, F R (t) represents a continuous signal of the target loading resistance of the test bed dynamometer changing along with time, n is a positive integer and represents the number of transient working condition time periods, and t represents the test time.
Optionally, the calculation formula of the steady-state condition deviation coefficient in S104 is as follows:
wherein F (t) represents a continuous signal of the change of the actual loading resistance of the test bed dynamometer along with the time, F R (t) represents a continuous signal of the target loading resistance of the test bed dynamometer changing along with time, m is a positive integer and represents the number of time periods of steady state working condition, and t represents the test time.
Optionally, the calculation formula of the overall operating condition deviation coefficient in S104 is as follows:
wherein F (t) represents a continuous signal of the change of the actual loading resistance of the test bed dynamometer along with the time, F R (t)The continuous signal representing the change of the target loading resistance of the test bed dynamometer along with the time, n is a positive integer and represents the number of transient working condition time periods, m is a positive integer and represents the number of steady working condition time periods, and t represents the test time.
Optionally, the specific content of S105 is: the transient working condition deviation coefficient, the steady-state working condition deviation coefficient and the whole working condition deviation coefficient of the loading torsion reflect the rapidity and the accuracy of different control strategies when the torsion is loaded, and the closer the deviation coefficient is to zero, the smaller the lag and the error of the loading torsion are.
According to the technical scheme, compared with the prior art, the invention provides a road resistance simulation effect analysis method for vehicle bench test detection, which comprises the following steps: simultaneously considering the magnitude and direction of the vehicle speed deviation and the force control deviation, and simultaneously analyzing the transient process and the steady-state process of the loading torque so as to analyze the road resistance simulation effect detected by the vehicle bench test; the method can quickly and accurately analyze the rapidity and the accuracy of the test bed control system when different control strategies load the torsion; the method can effectively evaluate the quality of the control strategy of the test bed measurement and control systems such as the vehicle chassis dynamometer.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is a flow chart of a method for analyzing the simulation effect of road resistance in bench test detection of a vehicle according to the present invention;
FIG. 2 is a schematic view of a part of the structure of a bench test bench for vehicles according to the present invention;
FIG. 3 is a schematic diagram of a simple transient operating condition method test operation cycle provided by the present invention;
the system comprises a front roller set frame, a 2-roller set, a 3-T-shaped speed reducer, a 4-telescopic transmission shaft, a 5-rear roller set frame, a 6-mechanical flywheel, a 7-main and auxiliary roller synchronous chain, an 8-alternating current power dynamometer, a 9-moving guide rail, a 10-axle weight instrument and a 11-rotating speed torque sensor.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1, the invention discloses a road resistance simulation effect analysis method for vehicle bench test detection, which comprises the following steps:
s101, placing a vehicle on a whole vehicle performance test bench;
s102, starting a test program, controlling the speed deviation to be within a set out-of-tolerance, and controlling the error between the actual running distance of the vehicle on the whole vehicle performance test bench and the theoretical distance calculated based on the working condition to be within a set range during actual test;
s103, acquiring a continuous signal of the actual loading resistance of the test bed dynamometer changing along with time, and a continuous signal of the target loading resistance of the test bed dynamometer changing along with time;
s104, calculating a transient working condition deviation coefficient, a steady working condition deviation coefficient and an overall working condition deviation coefficient of the loading torsion;
and S105, judging the quality of the control strategy of the loading torsion of the test bed for testing the performance of the whole vehicle according to the transient working condition deviation coefficient, the steady-state working condition deviation coefficient and the whole working condition deviation coefficient of the loading torsion.
In a specific embodiment, the specific contents of the vehicle speed deviation within the set out-of-tolerance in S102 are: the out-of-tolerance time is 2 seconds, the deviation comprises an upper deviation and a lower deviation, the upper deviation and the lower deviation are both 2km/h, and the vehicle speed deviation cannot continuously exceed the out-of-tolerance time for 2 seconds.
In one embodiment, if the error is exceeded in S102, the test is interrupted and restarted.
In one embodiment, the actual driving distance of the vehicle on the whole vehicle performance test bed during the actual test and the theoretical distance calculated based on the working conditions are controlled within 0.05km in S102, and the difference between the actual driving distances of the vehicle during different control strategies is controlled within 0.01 km.
In one embodiment, the transient operating condition deviation factor of the loaded torque in S104 is calculated according to the following formula:
wherein F (t) represents a continuous signal of the change of the actual loading resistance of the test bed dynamometer along with the time, F R (t) represents a continuous signal of the target loading resistance of the test bed dynamometer along with the change of time, n is a positive integer and represents the number of transient working condition time periods, and t represents the test time.
In one embodiment, the steady state condition deviation factor in S104 is calculated as follows:
wherein F (t) represents a continuous signal of the change of the actual loading resistance of the test bed dynamometer along with the time, F R (t) represents a continuous signal of the target loading resistance of the test bed dynamometer changing along with time, m is a positive integer and represents the number of time periods of steady state working condition, and t represents the test time.
In one embodiment, the overall operating condition deviation factor in S104 is calculated according to the following formula:
wherein F (t) represents a continuous signal of the change of the actual loading resistance of the test bed dynamometer along with the time, F R (t) represents a continuous signal of the target loading resistance of the test bed dynamometer changing along with time, n is a positive integer and represents the transient working conditionThe number of time segments, m being a positive integer, represents the number of steady state operating time segments, and t represents the test time.
In a specific embodiment, the specific content of S105 is: the transient working condition deviation coefficient, the steady-state working condition deviation coefficient and the whole working condition deviation coefficient of the loading torsion can reflect the rapidity and the accuracy of different control strategies when the torsion is loaded, and the closer the deviation coefficient is to zero, the smaller the lag and the error of the loading torsion are.
In one embodiment, referring to fig. 2, a schematic structural diagram of a bench part of a vehicle bench test bench is shown, including: the device comprises a front roller group frame 1, a roller group 2, a T-shaped speed reducer 3, a telescopic transmission shaft 4, a rear roller group frame 5, a mechanical flywheel 6, a main roller synchronous chain 7, an alternating current power dynamometer 8, a movable guide rail 9, a shaft weight instrument 10 and a rotating speed torque sensor 11.
When the performance of a vehicle is detected, the vehicle needs to be placed between the front roller set and the rear roller set shown in fig. 2 in advance, the distance between the shafts of the front roller set and the rear roller set is adjusted to adapt to vehicles with different shaft distances, the actual road running resistance simulation of the vehicle is realized by controlling the loading torque of power absorption units such as an alternating current electric dynamometer or an eddy current dynamometer, and the like, then the performance of the vehicle is detected, and the road resistance simulation effect analysis method is needed in the test result analysis.
In one embodiment, in order to analyze the simulation effect of the road resistance during the vehicle bench test detection, the present invention is described based on the simple transient operating condition method test operating cycle specified in GB18285-2018 as an example, and the test operating cycle is shown in fig. 3.
Controlling the vehicle speed deviation to be incapable of continuously exceeding (the upper deviation and the lower deviation are both 2 km/h) for 2 seconds in the test process, and if the vehicle speed deviation exceeds the upper deviation and the lower deviation, interrupting the test and restarting; the driving distance of the vehicle on the chassis dynamometer during actual control test is within 0.05km from the theoretical distance, and the difference between the actual driving distances of the vehicle during different control strategies is controlled within 0.01 km.
When the performance of the actual vehicle is tested under the simple transient working condition method, the test bed control system applies braking resistance by respectively adopting a PID control strategy and a DMC control strategy, the actual driving distance of the vehicle is 1.027km under the PID control strategy, and the difference between the actual driving distance and the theoretical driving distance is 1.013km and 0.014km; when the DMC control strategy is adopted, the actual driving distance of the vehicle is 1.032km, and the difference between the actual driving distance and the theoretical driving distance is 0.019km; and the difference between the actual driving distance of the vehicle is 0.005km and the driving distance is very small in the PID control strategy and the DMC control strategy, so that the vehicle speed control is effective.
Based on the transient working condition deviation coefficient, the steady-state working condition deviation coefficient and the overall working condition deviation coefficient of the loading torque force shown in the formula (1), the formula (2) and the formula (3), the method can obtain the following characteristics:
the denominator in the formula (4), the formula (5) and the formula (6) represents the integral value of the target loading resistance within 195 seconds of the simple transient operating mode method cycle in the vehicle performance test.
The numerator of the formula (4) calculates the deviation value of the loading torque corresponding to the time period of the transient working condition (corresponding to the acceleration and deceleration processes of the vehicle) within 195 seconds of the simple transient working condition method cycle:
The numerator of the formula (5) calculates the deviation value of the loading torque corresponding to the time period of the steady state working condition (corresponding to the constant speed, idling and parking of the vehicle) within 195 seconds of the simple transient working condition method cycle:
The molecule in formula (6)
And calculating the loading torque deviation of the whole testing process within 195 seconds by the simple transient working condition method.
Time-continuous signals F (t) and F (6) in the formulae (4), (5) and (6) R (t) in a test bed measurement and control system, the signals are changed into time discrete signals through sampling, in the embodiment of the invention, the sampling interval is 0.1s, and the discrete signals are summed to obtain a deviation coefficient as follows:
in the embodiment, when the actual performance of the vehicle is tested, according to the calculation of the formula (7), the formula (8) and the formula (9), when the braking resistance is applied by the PID control strategy under the simple transient operating condition method, the transient operating condition deviation coefficient is 0.409, the steady-state operating condition deviation coefficient is 0.088, and the overall operating condition deviation coefficient is 0.496; when the DMC control strategy applies braking resistance under the simple transient working condition method, the transient working condition deviation coefficient is 0.287, the steady-state working condition deviation coefficient is 0.078, and the overall working condition deviation coefficient is 0.365. Therefore, the transient working condition deviation coefficient is reduced by 42.1% based on the DMC control strategy when the brake resistance is applied relative to the PID control strategy, and when the working conditions of test bed systems such as a chassis dynamometer and the like change, the DMC control strategy can effectively inhibit the overload and oscillation of the loading resistance and has better dynamic following performance on a loading torque target value; based on that the DMC control strategy is reduced to 0.078 from 0.088 when the braking resistance is applied relative to the PID control strategy, and the steady-state working condition deviation coefficient is close to zero, the steady-state error difference of the DMC control strategy and the PID control strategy is not large and the steady-state error is small under the steady-state working condition, and both the DMC control strategy and the PID control strategy have good steady-state performance.
Through specific road resistance loading data analysis under a simple transient working condition method, the transient working condition deviation coefficient and the whole working condition deviation coefficient are reduced greatly when the DMC control strategy is applied to brake resistance relative to the PID control strategy, and the DMC control strategy has a better effect on the rapidity and the accuracy of applying the loading torque. The difference of the steady-state working condition deviation coefficients of the DMC control strategy and the PID control strategy is not large, and the calculated values of the DMC control strategy and the PID control strategy are close to 0, which shows that the steady-state performance of the two control strategies is good.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention in a progressive manner. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (8)
1. A road resistance simulation effect analysis method for vehicle bench test detection is characterized by comprising the following steps:
s101, placing a vehicle on a whole vehicle performance test bench;
s102, starting a test program, controlling the speed deviation to be within a set out-of-tolerance, and controlling the error between the actual running distance of the vehicle on the whole vehicle performance test bench and the theoretical distance calculated based on the working condition to be within a set range during actual test;
s103, acquiring a continuous signal of the actual loading resistance of the test bed dynamometer changing along with time, and a continuous signal of the target loading resistance of the test bed dynamometer changing along with time;
s104, calculating a transient working condition deviation coefficient, a steady working condition deviation coefficient and an overall working condition deviation coefficient of the loading torsion;
and S105, judging the quality of the control strategy of the loading torsion of the test bed for testing the performance of the whole vehicle according to the transient working condition deviation coefficient, the steady-state working condition deviation coefficient and the whole working condition deviation coefficient of the loading torsion.
2. The method for analyzing simulation effect of road resistance according to bench test of vehicle as claimed in claim 1,
the specific contents of the vehicle speed deviation in the set out tolerance in the step S102 are as follows: the out-of-tolerance time is 2 seconds, the deviation comprises an upper deviation and a lower deviation, the upper deviation and the lower deviation are both 2km/h, and the vehicle speed deviation cannot continuously exceed the out-of-tolerance time for 2 seconds.
3. The method for analyzing simulation effect of road resistance according to bench test of vehicle as claimed in claim 2,
if the error is out of tolerance in S102, the test is interrupted and restarted.
4. The method for analyzing simulation effect of road resistance detected by vehicle bench test according to claim 1,
in S102, the actual running distance of the vehicle on the whole vehicle performance test bed during the actual test is controlled to be within 0.05km from the theoretical distance calculated based on the working condition, and the difference between the actual running distances of the vehicle during different control strategies is controlled to be within 0.01 km.
5. The method for analyzing simulation effect of road resistance detected by vehicle bench test according to claim 1,
the calculation formula of the transient condition deviation coefficient of the loading torque force in the step S104 is as follows:
wherein F (t) represents a continuous signal of the change of the actual loading resistance of the test bed dynamometer along with the time, F R (t) represents a continuous signal of the target loading resistance of the test bed dynamometer changing along with time, n is a positive integer and represents the number of transient working condition time periods, and t represents the test time.
6. The method for analyzing simulation effect of road resistance according to bench test of vehicle as claimed in claim 1,
the calculation formula of the steady state condition deviation coefficient in the S104 is as follows:
wherein F (t) represents a continuous signal of the change of the actual loading resistance of the test bed dynamometer along with the time, F R (t) represents a continuous signal of the target loading resistance of the test bed dynamometer changing along with time, m is a positive integer and represents the number of time periods of steady state working condition, and t represents the test time.
7. The method for analyzing simulation effect of road resistance according to bench test of vehicle as claimed in claim 1,
the calculation formula of the overall working condition deviation coefficient in the S104 is as follows:
wherein F (t) represents a continuous signal of the change of the actual loading resistance of the test bed dynamometer along with the time, F R (t) represents a continuous signal of the target loading resistance of the test bed dynamometer along with the change of time, n is a positive integer and represents the number of transient working condition time periods, m is a positive integer and represents the number of steady-state working condition time periods, and t represents the test time.
8. The method for analyzing simulation effect of road resistance according to bench test of vehicle as claimed in claim 1,
the specific content of S105 is: the transient working condition deviation coefficient, the steady-state working condition deviation coefficient and the whole working condition deviation coefficient of the loading torsion are all larger than zero, and the closer to zero, the smaller the lag and error of the loading torsion are.
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| LU502779A LU502779B1 (en) | 2022-02-17 | 2022-09-09 | Method for analyzing simulation effect of road resistance detected by bench test of vehicle |
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| JP7045946B2 (en) * | 2018-07-04 | 2022-04-01 | 株式会社堀場製作所 | Chassis dynamometer device, its control method, and program for chassis dynamometer device |
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