EP3729042A1 - Verfahren zum betreiben eines prüfstands - Google Patents
Verfahren zum betreiben eines prüfstandsInfo
- Publication number
- EP3729042A1 EP3729042A1 EP18822392.9A EP18822392A EP3729042A1 EP 3729042 A1 EP3729042 A1 EP 3729042A1 EP 18822392 A EP18822392 A EP 18822392A EP 3729042 A1 EP3729042 A1 EP 3729042A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- torque
- drive unit
- effective
- eff
- ist
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- 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
- G01M15/02—Details or accessories of testing apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
-
- 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
- G01L5/26—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for determining the characteristic of torque in relation to revolutions per unit of time
-
- 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
- G01M15/05—Testing internal-combustion engines by combined monitoring of two or more different engine parameters
-
- 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
- G01M15/08—Testing internal-combustion engines by monitoring pressure in cylinders
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
Definitions
- the present invention relates to a method for carrying out a test run on a test stand with a drive unit, which is connected by means of a connecting shaft with a loading machine for driving or loading the drive unit, where in the loading machine on the test stand for carrying out the test run of a Regulator is controlled and the drive unit for performing the test run is controlled by an aggregate control unit, wherein for carrying out the test run given time profiles of a speed and a torque of the drive unit are modeled. Furthermore, the invention relates to a test stand for performing a test run.
- the speed on the test rig is set via the loading machine and the torque via the drive unit. Due to the limited availability of drive and measurement technology or control and regulation equipment, initially stationary operating points (speed / torque combination) could be set and measured at the beginning. For many test runs, it was also sufficient to drive only stationary operating points. Due to increasing demands on drive units (eg high engine power, low consumption, low emission of pollutants in internal combustion engines) and advancing development in the mentioned technical areas, but also due to increasing requirements or specification for the testing of drive units, it became possible or necessary To set the test stands not only stationary operating points, but also dynamic speed / torque curves.
- “Dynamic” here means in particular not only stationary operating points, but also, above all, rapid, speed and / or torque changes. These profiles may be, for example, legally prescribed measurement cycles for the exhaust emission certification of internal combustion engines in order to provide evidence of compliance with limit values for pollutant emissions. In order to optimize the power and consumption of drive units, however, realis are also becoming more and more common, for example in the application of the drive unit as a vehicle drive, in the course of a test drive on the road or on a test track with a vehicle measured highly dynamic and non-standardized driving profiles for use. These dynamic profiles place very high demands on the control of test benches, which can not always be adequately fulfilled.
- the so-called control method N / M E FF is used on the test bench, wherein the loading machine of the test bench regulates the predetermined due to a desired profile speed N M of the drive unit and the drive unit, the predetermined effective torque M E FF on the connecting shaft between the loading machine and drive unit.
- these two quantities N M and M EF F are strongly coupled to one another via the inertia of the drive assembly.
- the manipulated variable of the drive unit in the case of an internal combustion engine is, for example, the accelerator pedal position a, which is directly related to the internal effective torque M
- the effective torque M EF F at the connecting shaft results from a superposition of internal effective torque M
- the torque of the internal combustion engine is adjusted belatedly with respect to the rotational speed of the loading machine.
- Stellar dynamics is understood to mean how quickly a change in the manipulated variable influences the torque.
- a change in the accelerator pedal position does not directly affect the torque, but usually only after a certain time, often in the range of a few seconds.
- the document EP 3 067 681 A1 describes a method for operating a motor or drive train test bench, wherein an indexing device is used for detecting the combustion chamber pressure.
- the combustion chamber pressure is converted crank angle accurate in a indi ed torque and further into an effective torque of the crankshaft, which is used to control the loading machine.
- a disadvantage of this method is that for the cylinder pressure measurement, the combustion chambers of the internal combustion engine must be made accessible by means of mechanical processing and the measuring process is very complicated and expensive.
- the object is achieved by regulating an internal effective torque or an effective torque of the drive unit by the unit control unit by setting desired values for the internal effective torque or the effective torque and actual internal torque or torque during the Operation of the drive unit are determined on the test bench and that by means of a transfer function, the dynamics of the Antriebsag- gregats is taken into account in the control by the setpoint values of the control with the transfer function are corrected or to control the internal effective torque or the effective torque of the drive unit a feedforward control of a manipulated variable of the drive unit is used, precontrol values of the manipulated variable or the setpoint values of the control being corrected with the transfer function.
- the so-called internal effective torque can be controlled, which is a relation to the effective torque to the acceleration influences the inertia of the inertia of the drive unit adjusted torque.
- the inner effective actual torque can not be measured directly, but it can be determined, for example, by means of an observer.
- observers it is possible to use all known algorithms which determine a value of the internal effective torque which is independent of the acceleration effects of the inertia of inertia.
- a feedforward control has the advantage that the unit control unit only needs to compensate for smaller deviations.
- the internal effective actual torque is preferably calculated from an actual rotational speed measured on the loading machine or on the drive unit or on the connecting shaft and an actual actual torque measured on the loading machine or on the drive unit or on the connecting shaft and the known inertia of the drive unit. unit or the effective actual torque is determined by measurement at the connection shaft.
- the measured actual rotational speed can be derived according to time, multiplied by the known mass inertia of the drive assembly, and the product added to the measured actual effective torque.
- the internal effective actual torque can be determined by means of cylinder pressure indication on the internal combustion engine.
- the inner effective actual torque is preferably determined from the difference between an indicated actual torque and a friction torque, wherein the indicated actual torque is determined by means of the cylinder pressure indication.
- the inner effective setpoint torque can be determined from the given course of the rotational speed of the drive unit, the predetermined course of the torque of the drive unit and from the known mass inertia of the drive unit.
- the course of the predetermined speed is derived according to the time and is multiplied by the known inertia of the drive unit and the product is added to the predetermined curve of the torque of the drive unit.
- the predefined curves can be determined, for example, from recorded measured data of the drive unit, from legally prescribed measuring cycles or from other sources.
- the inertia is - depending on the development goal - chosen according to the mass inertia of a drive unit of a reference operation or according to the inertia of the drive unit to be tested and is assumed to be known.
- the nominal value of the internal effective torque could be recorded, for example, from th data of an aggregate control unit (eg ECU an internal combustion engine) are determined.
- the accelerator pedal position is used as the manipulated variable of the pilot control.
- Vor verges the manipulated variable are preferably from a speed, in particular the actual speed or the predetermined speed and a target torque, in particular the inner effective target torque, the effective target torque, the corrected with the transfer function inner effective target torque or determined with the transfer function corrected effective torque, preferably from a map KF.
- the correction by means of the transfer function can be carried out in the simplest case by shifting the setpoint values of the closed-loop control or the pre-control values of the manipulated variable by a dead time on the time axis.
- the dead time can be set the same size for all operating points of the drive unit or can be determined depending on the operating point of the drive unit.
- the consideration of different operating points can be achieved in that the dead time for an operating point of the drive unit is determined depending on the gradient of the course of the internal effective target torque or the effective target torque at the operating point.
- the dead time for an operating point of the drive unit is determined depending on the gradient of the course of the internal effective target torque or the effective target torque at the operating point.
- the dead time can also be determined by measuring the drive unit or a reference drive unit on the test bench, preferably by the manipulated variable of the drive unit is changed abruptly and the time between the sudden change in the manipulated variable and thereby causing a change in the internal effective actual torque or the actual effective torque is measured. It would be conceivable, for example, to create dead-time maps for drive units with similar expected dynamic response, for example as a function of displacement, charge, number of cylinders, nominal speed, etc.
- Figures 1 to 7 show by way of example, schematically and not by way of limitation advantageous embodiments of the invention. It shows
- the drive unit 2 has a speed measuring device 7 for measuring the unit speed N M
- the loading machine 4 also has a speed measuring device 8 for measuring the loading machine speed N B.
- a torque measuring device 9 for measuring the effective torque M E FF of the drive unit 2 is arranged between the drive unit 2 and the loading machine 4.
- a loading machine 4 Under a loading machine 4 are not only the usual electrical machines, such as DC machines, asynchronous or three-phase synchronous machines to understand which are connected directly to the connecting shaft 3, but also, for example, combinations of electric machines and transmissions, eg in the form of so-called test rig transmission Systems (TRT).
- TRT test rig transmission Systems
- two or more electric machines can be connected by means of a summing gear, which in turn is connected to the connecting shaft 3 for driving or for loading with the drive unit 2.
- the power of the two (or more) electric machines is added together, where appropriate, a translation to a specific Speed level can be done.
- this is only an example; all other suitable machines or combinations of machines and gearboxes can also be used as the loading machine 4.
- an observer 10 can be provided, which is likewise embodied again as suitable hardware and / or software.
- all known algorithms can be used which determine a torque which is adjusted by acceleration influences of the mass inertia I A of the drive unit 2 and which, according to the invention, is referred to as an internal effective actual torque M
- the function of such an observer 10 is known in principle, but its basic operation for the sake of completeness will be briefly explained below with reference to FIG.
- the drive unit 2 is designed as an internal combustion engine, can be used to determine the internal effective actual torque M
- the cylinder pressure in the combustion chamber of the internal combustion engine can be measured with crank angle precision, and based on the measured cylinder pressure, an indicated actual torque M
- Drag measurements of the internal combustion engine can be determined on the test bench 1 or by other suitable methods. Since the method of cylinder pressure indexing is well known, it will not be discussed in more detail here. A detailed description is e.g. document EP 3 067 681 A1.
- the method according to the invention is not limited to specific drive units 2, but can be used for a very wide variety of drive units 2, such as, for example, Combustion engines, electric motors, a combination of electric and combustion engines (so-called hybrid drives), provided that the required sizes are available.
- the method may e.g. be applied to drive trains, in which said drive units 2 via a transmission, clutch, differential, half-axles, etc. may be connected to the connecting shaft 3.
- FIG. 2 shows, by means of a block diagram, by way of example, a known simplified mode of operation of an observer 10 for determining the internal effective torque M
- an engine speed N M is measured by the speed measuring device 7 on the internal combustion engine and by means of a filter F via a working cycle (eg 720 ° crank angle in 4-stroke engines) and the cycle.
- a working cycle eg 720 ° crank angle in 4-stroke engines
- the filtered engine speed N M FILT is then derived in time by means of a differentiator D, whereby one obtains an angular acceleration f.
- the angular acceleration f obtained is multiplied in a multiplier M by the mass inertia I A of the internal combustion engine, assumed to be known, and a correction torque DM m is obtained .
- the resulting clean-up torque DM M and the effective torque M EF F_FILT for example, again filtered via an operating cycle and the number of cylinders of the internal combustion engine, become an internal effective torque M
- “online” is the determination of the internal effective actual torque M
- NT EFF IST but a type of filtering would then be essentially implicitly determined by the characteristic of the controller used Aggregate control unit 6 and by the deceleration behavior of the drive unit 2 done.
- NT E FF_SOLL can be made from recorded measurement data of a real driving test (speed / torque profile) or from other sources.
- the described observer method is not limited to the application in an internal combustion engine, it would also be applicable to other drive units 2, such as electric motors, hybrid drives, etc.
- the inertia l A of the drive unit 2 can be assumed to be known. It is also possible to use different mass inertias I A for calculating the internal effective setpoint torque M I NT E FF_SOLL. For example, the known mass inertia I A of the drive unit 2 on the test bench 1 can be used. However, it is also possible to use the mass inertia I A of the drive unit 2 from a reference run which is to be traced on the test stand. That is, the inertia I A of the drive unit 2 on the test bench 1 does not have to match the inertia of the drive unit with which the reference run was created or measured.
- FIG. 3 shows the basic sequence of the method according to the invention with reference to a flow chart.
- the generation or provision of traceable courses for the rotational speed and the torque of the drive unit 2 for the test run to be carried out on the test bench 1 takes place.
- Reference values of the engine speed N A REF , the effective torque M EF F_REF and the mass inertia I A of the drive unit 2 are required.
- This data can be provided for example by measurement data of the real operation (reference run), but they can also be predetermined by legally defined measurement cycles or come from other sources.
- NT EFF SOLL is calculated from the predetermined reference data using the same methodology already described with reference to the observer 10 in FIG. 2 for determining the internal actual effective torque M
- the reference engine speed N M _R EF is preferably filtered and time-diverted via a working cycle and the number of cylinders of the internal combustion engine, resulting in a reference angular acceleration receives.
- the averaging over a working cycle and the number of cylinders can also be dispensed with. For example, if such an averaging has already taken place within the framework of the determination of the reference data or, in the case of an embodiment of the drive unit, as an electric motor with torque input that is substantially uniform over one revolution.
- the reference angular acceleration is then multiplied by the known inertia I A of the drive unit 2 (eg I A of the internal combustion engine) to a reference purging torque DM M REF.
- the reference purge torque DM M REF is added to the effective reference torque M E FF_REF (in the case of an internal combustion engine, the effective reference torque M E FF_REF_FILT averaged over a duty cycle and the number of cylinders of the internal combustion engine), from which the internal effective target torque Torque M
- NT _EFF_SOLL also be dispensed over a working cycle and the Zylinderan- speed of the engine, for example, if such averaging has already taken place in the calculation of the reference data or in the absence of the execution of the drive unit 2 dependence (such as an electric motor). If the required measurement data are not available for such a procedure, analogous methods can be used to determine the inner effective setpoint torque M
- the required torque for accelerating the vehicle mass could be calculated and the known internal inertia M
- NT _EFF calculated and as internal effective desired torque M
- MINT_EFF_SOLL of a drive unit 2 from stored data of an aggregate control device, such as, for example, an engine control unit (ECU) of an internal combustion engine.
- an aggregate control device such as, for example, an engine control unit (ECU) of an internal combustion engine.
- ECU engine control unit
- MINT_EFF_SOLL as described above can also be determined from indexing data of the reference run.
- NT _EFF_SOLL can already be used directly to control the drive unit 2, eg of the internal combustion engine at the test stand 1, which is symbolized by block D.
- NT EFFJST can be determined during the test run as described above, for example in the observer 10 or, in the case of an internal combustion engine, also by a cylinder pressure indicating system.
- NT _EFF_IST can then be controlled at the test stand 1 with a suitable controller, for example a simple PI controller.
- the control can also use a predefined control map KF for the manipulated variable, eg accelerator pedal position a of an internal combustion engine over the engine speed N M and the effective torque M E FF or the inner effective torque MINT_EFF- This is eg from the map KF the effective torque M E FF (or the filtered effective torque M EF F_FILT) and the engine speed N M (or generally the engine speed) a pre-control value of the manipulated variable, eg the accelerator pedal position a, ermit mined.
- a predefined control map KF for the manipulated variable eg accelerator pedal position a of an internal combustion engine over the engine speed N M and the effective torque M E FF or the inner effective torque MINT_EFF-
- KF for the manipulated variable, eg accelerator pedal position a of an internal combustion engine over the engine speed N M and the effective torque M E FF or the inner effective torque MINT_EFF-
- a pre-control value of the manipulated variable eg the accelerator pedal position a
- the controller preferably the aggregate control unit 6, to which the deviation between the internal effective setpoint torque M
- the manipulated variable for the drive unit 2 thus results in a known manner as the sum of the pilot control variable and the controller control variable.
- a map KF can be determined for example by stationary test bench measurements at various operating points in the relevant operating range of the drive unit 2.
- stationary operating points are set and the effective torque M EF F is measured at the connecting shaft 3 at the respective operating point and stored in a characteristic map KF.
- the effective torque M EFF for stationary operation corresponds to the internal effective torque M
- the map obtained is inverted so that a map KF of the accelerator pedal position a, plotted against the internal effective torque M
- any suitable controller can be used as a controller, which optionally also has to be parameterized in a customary manner in a known manner and which is preferably implemented as hardware or software in the unit control unit 6.
- the limited dynamic range of the drive unit 2 on the test stand 1 is taken into account when carrying out the test run.
- the effective torque M EFF can be easily measured at the connection shaft 3. The consideration of the dynamic response is thus independent of the Use of the internal effective torque M
- NT _EFF performed, and the dynamic response of the drive unit 2 is taken into account as described below in the implementation of the test run on the test bench. 1
- a transfer function UF is used, which corrects the timing of the drive unit 2 Korri.
- the time behavior of the drive unit 2 essentially describes the temporal inertia of the controlled system (ie everything between adjusting the manipulated variable and the torque ment structure) and forms the delayed torque build-up of the drive unit 2 to the manipulated variable. For example, the time between the setting of the accelerator pedal position a and the delayed increase (or decrease) of the internal effective torque M
- an electric motor Due to its physical mode of action, an electric motor generally has a higher dynamic range than an internal combustion engine, which is why the consideration of the Stelldy- namik in carrying out the test, especially in an internal combustion engine before geous.
- an internal combustion engine requires more time for the implementation of a torque request, ie the time between specification of the manipulated variable (for example accelerator pedal position a) and the actual torque build-up.
- a direct injection internal combustion engine with turbocharging requires e.g. sufficient time for the La dedrucketter, the mixture formation, combustion, etc.
- less physical processes are necessary, for example, much less time is required to build a magnetic field.
- the transfer function UF can be the values of the inner effective desired torque M
- NT-EFF _SOLL_UH (or M EF F_SOLL_UH) can be used as setpoints for control (block D).
- an associated, temporally corrected manipulated variable for example the accelerator pedal position a .
- the manipulated variable for example via a map KF from the inner effective desired torque M
- the temporally displaced control variable O UH determined in this way can be used for the precontrol of the regulation of the internal effective torque MINT_EFF or of the effective torque M E FF, which is symbolized by block D.
- the dead time ⁇ t may be a predetermined or parameterized constant time value. Ideally, however, the dead time ⁇ t is determined as a function of an operating point (torque / rotational speed) of the drive unit 2.
- the dead time At can be determined, for example, from characteristic diagrams in which the dead time ⁇ t is determined, for example, as a function of the engine speed N M and the internal effective torque M
- NT _EFF (At f (N M,
- Type-like internal combustion engines may e.g. Internal combustion engines with comparable characteristics, e.g. similar displacement, same number of cylinders, same charging concept, same mixture formation etc.
- a characteristic diagram for the increase in the torque of the drive unit 2 and one for the drop in the torque of the drive unit 2 is preferably determined in each case.
- sudden changes in the manipulated variable eg the accelerator pedal position a of the internal combustion engine or changes in the electric current, in the form of short ramps, in the combustion engine so-called a-ramps, are predetermined at selected operating points of the drive unit 2, and the dead time ⁇ t until the delayed reaction of the internal effective torque M
- the dead time ⁇ t for an operating point of the drive unit 2 can also be determined by analyzing the course of the internal effective torque M
- the transfer function UF can also be designed differently, the transfer function UF in the general case being a function of the internal effective torque M
- NT _EFF or the effective torque M E FF, ie UF f (M
- NT EFF SOLL or the effective torque M EF F_SOLL are now corrected with the transfer function UF to take into account the timing of the drive unit 2 (the dynamic response), as explained below using the example of a dead time At as a transfer function UF.
- the predefined setpoint values are shifted by the dead time ⁇ t, in particular shifted forward in time, and adjusted on the test bench 1 as described above for carrying out the test run.
- NT EFF SOLL or Effective Set Torque M EFF SOLL can be adjusted to delete all those data points that have greater absolute time values than their subsequent points. As a result, a continuously increasing time vector is generated.
- the resulting course of the setpoint values should be brought to a common time base with the profile of the reference engine speed N A _R EF in order to be suitable for the control unit 2 symbolized by block D on the test bench 1.
- FIG. 4 shows a diagram with measurements of a reference test run using the example of a drive unit 2 embodied as an internal combustion engine, the course of the reference values of the engine speed N M _R EF being shown as a dot-dash line, the course of the reference values of the effective torque M EFF REF at the Connecting shaft 3 as a solid line and the course of the reference values of the accelerator pedal position a REF are plotted as a dashed line over time t.
- the reference test run in the present example represents a drive with constant acceleration with three gear changes and subsequent deceleration.
- a reference test run can be carried out with the drive unit 2 to be examined or else with another reference drive unit.
- reference values could also come from other sources, for example from legally prescribed measurement cycles.
- the following results are shown in the time period Z, the between the time t1 of the reference test run and the time t2 of the reference test run, as shown in Figure 4.
- FIG. 5 shows the results of a first test run in the time interval Z between the time t1 and the time t2 with the usual N / M E FF control mode.
- the engine speed N M is regulated by means of the control device 5 of the loading machine 4 and the effective torque M E FF at the connecting shaft 3 is controlled by means of the unit control unit 6 via the manipulated variable of the accelerator pedal position a.
- the courses of the measured actual values of the first test run are compared with the courses of the reference values of the reference test run known from FIG.
- FIG. 6 shows the results of a second test run in the time interval Z between the time t1 and the time t2 with the control mode N / M
- the engine speed N M is regulated by means of the control device 5 of the load machine 4 and the internal effective torque M
- the courses of the measured actual values of the second test run are compared with the courses of the reference values of the reference test run known from FIG.
- the course of the reference values of the engine speed N M REF is shown as a dotted line, the profile of the reference values of the effective torque M EF F_REF on the connection shaft 3 as a solid line and the course of the reference values of the accelerator pedal position a REF as a dashed line.
- the corresponding courses of the measured actual values N M IST, M EF F_IST and a JS T are each again provided with a round marker. It can be seen that qualitatively better matches of the reference and actual courses of the effective torque M EF F at the connecting shaft 3 and the reference and actual courses of the accelerator pedal position a result, but a time offset t v of the reference and actual courses can be recognized.
- This offset t v is mainly due to the described time behavior of the transfer function UF of the combustion tion motor, ie essentially the inertia of the torque build-up between signal of the manipulated variable and actually measurable torque build-up.
- FIG. 7 shows the results of a third test run in the time interval Z between the time t1 and the time t2 with the control mode N / M
- the engine speed N M is regulated by means of the regulating device 5 of the loading machine 4 and the internal effective torque M
- the courses of the measured actual values of the third test run are compared with the courses of the reference values of the reference test run known from FIG.
- the overshoots in the courses of the actual values of the effective torque M EF F_IST and accelerator pedal position a IST can be attributed, for example, to the fact that the controller of the unit control unit 6 used has the setpoint value corrected by the dead time ⁇ t (setpoint torque M
- the manipulated variable accelerator pedal position a
- the precontrol value of the accelerator pedal position a is determined, for example, by means of a characteristic diagram KF from the internal effective setpoint torque M
- NT-EFF is now regulated by the unit control unit 6 without correction of the internal effective setpoint torque M
- the result is shown in FIG. 8 and it can be seen that substantially no elevations occur in the courses of the actual values of the effective torque M E FF_IST and accelerator pedal position a ACT.
- NT _EFF_SOLL be corrected by means of transfer function UF and the precontrol value from the corrected setpoint torque M
- NT-E FF_SOLL advanced by a dead time At, which is selected depending on the operating points of the drive unit 2.
- a dead time At which is selected depending on the operating points of the drive unit 2.
- the dead time ⁇ t at an operating point of the drive unit 2 can also be determined, for example, as a function of the gradient of the course of the internal effective setpoint torque M
- reference internal combustion engines can be construction-type internal combustion engines, for example internal combustion engines with comparable parameters
- inventive method has been described by way of example with reference to measurements of an internal combustion engine, it should be noted again at the point that the method is also suitable for other drive units 2, for example electric motors, the same number of cylinders. Hybrid drives, drive trains, etc.
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- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
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- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Testing Of Engines (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ATA51075/2017A AT520521B1 (de) | 2017-12-22 | 2017-12-22 | Verfahren zum Betreiben eines Prüfstands |
PCT/EP2018/086510 WO2019122304A1 (de) | 2017-12-22 | 2018-12-21 | Verfahren zum betreiben eines prüfstands |
Publications (1)
Publication Number | Publication Date |
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EP3729042A1 true EP3729042A1 (de) | 2020-10-28 |
Family
ID=64746574
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP18822392.9A Pending EP3729042A1 (de) | 2017-12-22 | 2018-12-21 | Verfahren zum betreiben eines prüfstands |
Country Status (6)
Country | Link |
---|---|
US (1) | US11243143B2 (de) |
EP (1) | EP3729042A1 (de) |
JP (1) | JP7343503B2 (de) |
CN (1) | CN111699374A (de) |
AT (1) | AT520521B1 (de) |
WO (1) | WO2019122304A1 (de) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
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AT520537B1 (de) * | 2017-12-22 | 2019-05-15 | Avl List Gmbh | Verfahren zum Betreiben eines Prüfstands |
AT520554B1 (de) * | 2017-12-29 | 2019-05-15 | Avl List Gmbh | Prüfstand und Verfahren zum Durchführen eines dynamischen Prüflaufs für einen Prüfaufbau |
AT522354B1 (de) * | 2019-08-12 | 2020-10-15 | Avl List Gmbh | Verfahren zum Betreiben eines Prüfstands |
Family Cites Families (26)
Publication number | Priority date | Publication date | Assignee | Title |
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DE2448838C2 (de) * | 1974-10-14 | 1983-08-25 | Siemens AG, 1000 Berlin und 8000 München | Einrichtung zum Steuern einer mit einem Prüfling gekuppelten elektrischen Maschine eines Prüfstandes |
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CN106872174A (zh) * | 2017-02-22 | 2017-06-20 | 重庆理工大学 | 汽车变速器台架敲击试验发动机瞬态周期扭矩模拟方法 |
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-
2017
- 2017-12-22 AT ATA51075/2017A patent/AT520521B1/de active
-
2018
- 2018-12-21 US US16/956,491 patent/US11243143B2/en active Active
- 2018-12-21 CN CN201880089094.0A patent/CN111699374A/zh active Pending
- 2018-12-21 WO PCT/EP2018/086510 patent/WO2019122304A1/de unknown
- 2018-12-21 JP JP2020534421A patent/JP7343503B2/ja active Active
- 2018-12-21 EP EP18822392.9A patent/EP3729042A1/de active Pending
Also Published As
Publication number | Publication date |
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JP7343503B2 (ja) | 2023-09-12 |
AT520521B1 (de) | 2019-05-15 |
CN111699374A (zh) | 2020-09-22 |
AT520521A4 (de) | 2019-05-15 |
JP2021507252A (ja) | 2021-02-22 |
WO2019122304A1 (de) | 2019-06-27 |
US11243143B2 (en) | 2022-02-08 |
US20210088410A1 (en) | 2021-03-25 |
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