EP4196761A1 - Banc d'essai pour tester une pièce à tester réelle pendant la conduite - Google Patents

Banc d'essai pour tester une pièce à tester réelle pendant la conduite

Info

Publication number
EP4196761A1
EP4196761A1 EP21777616.0A EP21777616A EP4196761A1 EP 4196761 A1 EP4196761 A1 EP 4196761A1 EP 21777616 A EP21777616 A EP 21777616A EP 4196761 A1 EP4196761 A1 EP 4196761A1
Authority
EP
European Patent Office
Prior art keywords
test
real
wheel hub
vehicle
torque
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
Application number
EP21777616.0A
Other languages
German (de)
English (en)
Inventor
Rupert SCHEUCHER
Peter SCHÖGGL
Michael PEINSITT
Andreas Haas
Franz RABEL
Ull THALER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
AVL List GmbH
Original Assignee
AVL List GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by AVL List GmbH filed Critical AVL List GmbH
Publication of EP4196761A1 publication Critical patent/EP4196761A1/fr
Pending legal-status Critical Current

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
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • G01M17/013—Wheels
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M13/00—Testing of machine parts
    • G01M13/02—Gearings; Transmission mechanisms
    • G01M13/025—Test-benches with rotational drive means and loading means; Load or drive simulation
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M13/00—Testing of machine parts
    • G01M13/02—Gearings; Transmission mechanisms
    • 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
    • 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
    • G01M17/0074—Details, e.g. roller construction, vehicle restraining devices
    • 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
    • G01M17/06—Steering behaviour; Rolling behaviour
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C99/00—Subject matter not provided for in other groups of this subclass
    • B60C99/006—Computer aided tyre design or simulation

Definitions

  • the invention relates to a test bench for testing a real test specimen in ferry operation, the test specimen being a real component of a vehicle which can apply torque to a wheel hub, the test bench having a loading machine which is set up to be connected to the wheel hub in a torque-transmitting manner and wherein the test stand has an actuator which is set up to generate a relative movement between the wheel hub on the one hand and a vehicle frame which supports the wheel hub on the other hand.
  • the invention also relates to a corresponding method for testing a real test specimen.
  • At least individual components of the drive train of a motor vehicle can be tested on vehicle test benches or test benches for drive trains.
  • a roller dynamometer, an engine dynamometer, a transmission dynamometer, etc. are used.
  • a test item ie the device to be tested, is subjected to a test run in order to check the properties of the test item.
  • certain measured variables are recorded during a test run using suitable measuring sensors and subjected to a test run in real time or with a time delay in order to analyze the properties of the test object.
  • certain measured variables are recorded during a test run using suitable measuring sensors and evaluated in real time or with a time delay (post-mortem).
  • a real test item is a combination of a number of real components, with the real components being constructed as real components on the test bench. Components of the vehicle that do not actually exist are simulated as virtual components by means of simulation models, in particular in real time, by the test bench or a separate simulation device. In this way, the real test object is supplemented to form an overall system.
  • the real test item real unit under test—rllUT
  • vlIUT virtual unit under test
  • the virtual test item is preferably formed by the test bench.
  • test items are a motor vehicle, a drive train or just smaller systems such as a power pack, a hybrid drive or a transmission.
  • the test run is a chronological sequence of states of the test object, which are set on the test stand by means of a control or regulation by an electronic control unit.
  • the real test item is connected to a load machine, which applies a load, e.g. B. specifies a positive or negative load torque or speed, or a differently defined load condition.
  • the real test item is operated according to the specifications of the test run under this load or this load condition.
  • an internal combustion engine and a transmission can actually be present on the test stand, with the transmission being mechanically coupled to the dynamometer, preferably via a transmission output.
  • the internal combustion engine and the transmission are then controlled according to a test run, for example by adjusting the throttle valve of the internal combustion engine, by specifying the gear or by setting a specific speed at the transmission output.
  • the loading machine is controlled by target torques Msoii(t) or target speeds Nsoii(t) that change over time, which lead to a load or a load state of the test specimen.
  • the course of the setpoint torque Msoii(t) or the setpoint speed Nsoii(t) depends on the operating points specified in the test run, which are to be tested. Furthermore, when determining these target torques Msoii(t) or the target speeds Nsoii(t), properties of virtual components such as B. waves, differential, axle, tires, and the interaction with the environment of the vehicle, z. B. the contacts between Tires and simulated test track and the weather are simulated using simulation models.
  • Parameters that change over time are transferred at the interfaces between the real components and the virtual components, preferably in real time.
  • a particular challenge is to map dynamic systems and processes on such a test bench.
  • the document WO 2011/022746 A1 relates to a regulation of a test bench arrangement which has a test object, e.g. B. an internal combustion engine or a vehicle drive train, which has at least one angle of rotation as an output and is connected to at least one load unit via at least one connecting shaft.
  • a target value of the torque of the connecting shaft is calculated as an output variable based on input variables derived from the test object and this target value is used as a basis for torque control for the load unit.
  • Document EP 0 338 373 relates to a test rig for testing the drive train of a vehicle, with at least two torque-controlled electrical load machines that are independent of one another being flanged directly to the shaft of the drive train to be tested.
  • a simulation computer is used to simulate the driving resistance, the wheels and the vehicle's acceleration behavior, excluding the parts that actually exist as vehicle components, such as the main drive train, axle drive, shafts, clutch, gearbox and combustion engine. Simulations of cornering, spinning wheels, different wheel radii and spinning or locking wheels are possible.
  • This object is achieved by a test bench and a method for testing a real test item according to the independent claims.
  • Advantageous configurations are specified in the dependent claims.
  • a first aspect of the invention relates to a test bench for testing a real test specimen in ferry operation, the test specimen having at least one real component of a vehicle which can apply torque to a wheel hub, and the test bench having: a loading machine, which is set up with to be torque-transmittingly connected to the wheel hub; an actuator which is set up to generate a relative movement between the wheel hub on the one hand and a vehicle frame which supports the wheel hub on the other hand;
  • simulation means for simulating the ferry operation, the simulation means being arranged to simulate a virtual wheel and a dynamic of the virtual wheel as if it were arranged on the wheel hub;
  • Control means that are set up to operate the real test object taking into account the simulated dynamics of the virtual wheel on the test bench.
  • the test specimen preferably does not have a real wheel.
  • the test bench preferably also has an interface, in particular a data interface, with which operating parameters of the test bench and/or the real test object can be output.
  • operating parameters can preferably be measured actual values or desired values.
  • a second aspect of the invention relates to a method for testing a real test object, which has a real component of a vehicle that can apply torque to a wheel hub, on a test bench which has a load machine and an actuator, the method having the following work steps having:
  • the method is preferably computer-implemented.
  • Operating parameters of the test bench and/or the real test specimen are preferably output by means of an interface, in particular a data interface.
  • operating parameters can preferably be measured actual values or desired values.
  • no real wheels are mounted on the wheel hub or hubs.
  • the operation of the wheels and/or their dynamics are preferably exclusively simulated.
  • a third aspect of the invention relates to a measurement arrangement with a test bench and a real test object, which is installed on the test bench and which has at least the real component of the vehicle that can apply torque to a wheel hub.
  • FIG. 1 Further aspects of the invention relate to a computer program comprising instructions which, when executed by a computer, cause it to carry out the steps of the method according to the second aspect of the invention, and a computer-readable medium on which such a computer program is stored.
  • a component of a vehicle which can apply a torque to a wheel hub is preferably a braking device or a drive train within the meaning of the invention.
  • a drive train within the meaning of the invention is preferably a combination of components that are used to move the vehicle using the power generated by the engine.
  • the drive train preferably includes the components engine, starting elements, transmission, drive shaft and axle differential.
  • a wheel according to the invention preferably comprises a wheel rim and a tire.
  • a wheel hub within the meaning of the invention is preferably a rotatable flange. More preferably, a shaft of the loading machine is non-rotatably connected or connectable to the wheel hub. More preferably, the wheel hub is designed to form the center of a wheel and to attach the wheel thereto. More preferably, the wheel hub is non-rotatably connected to a braking element, which is acted upon by a braking device. More preferably, the wheel hub is part of the real test item or the test stand.
  • a loading machine within the meaning of the invention is a dynamometer and/or a brake.
  • a real test object within the meaning of the invention is preferably an entire vehicle or a component of a vehicle.
  • a vehicle frame within the meaning of the invention is preferably a device which represents a reference point for the sprung mass of the vehicle.
  • the vehicle frame can be a chassis, in particular a body, or a vehicle itself, but also a frame which is used to mount a real test specimen on the test bench.
  • Dynamics of a wheel within the meaning of the invention are preferably characterized by torsional vibration frequencies, vibration frequencies in the transverse and longitudinal direction of the vehicle, tire deformation and/or tire curvature.
  • a virtual test track within the meaning of the invention is preferably a roadway that is characterized by topology, traffic regulations, traffic signs, signals and/or any obstacles. More preferably, a virtual test track is the image of a racetrack.
  • a target value within the meaning of the invention is preferably a target value or also a target value curve. Desired values are preferably in the form of characteristic diagrams and/or functions.
  • a means within the meaning of the invention is preferably designed as hardware and/or software, in particular a processing unit (CPU), in particular a microprocessor unit, preferably digital and data- or signal-connected to a memory and/or bus system /or having one or more programs or program modules.
  • the microprocessor unit can be designed to process commands that are implemented as a program stored in a memory system, to detect input signals from a data bus and/or to emit output signals to a data bus.
  • a storage system can have one or more, in particular different, storage media, in particular optical, magnetic, solid-state and/or other non-volatile media.
  • the program can be designed in such a way that it embodies or is able to execute the methods described here, so that the microprocessor unit can execute the steps of such methods and can thus in particular control and/or regulate a test stand.
  • the invention is based on the approach of simulating a relative movement on a test bench for simulating ferry operation, which movement between a chassis and the wheels during ferry operation due to the movement of the chassis and the movement of the wheels caused by the road surface on the real test specimen and at the same time the wheels, in particular to simulate their dynamics.
  • the test stand according to the invention provides one or more actuators, each actuator being able to exert a force on a wheel hub.
  • actuators are also referred to as shakers in the field of test bench technology.
  • the interaction of loading machines for applying torques to the wheel hubs, the actuators for applying lateral forces in the area of the wheel hubs and the simulation of the wheels enables a particularly realistic simulation of the driving operation.
  • the invention enables a particularly realistic determination of the lap times. Chassis and powertrain changes and their influence on lap times can also be examined.
  • it is particularly advantageously possible to coordinate or calibrate an active wheel suspension and the engine control unit (ECU) together on a single test bench.
  • ECU engine control unit
  • the test stand has fixing means in order to fix the real test object in such a way that the relative movement is caused exclusively by a movement of the wheel hub.
  • the area of the wheel hub, and with it the chassis of the vehicle, which is preferably actually present, is excited exclusively via the actuators, which generate a movement of the wheel hub.
  • a movement of the vehicle frame, in particular a chassis is preferably converted into a movement of the actuators using an inverse model, i.e. the movement of the vehicle frame, in particular the chassis, is taken into account by the movement of the actuators.
  • the simulation means are also set up to simulate a movement of the vehicle frame relative to a roadway, with the control means being set up further to take the simulated movement of the vehicle frame into account when controlling the actuator in such a way that the relative movement corresponds at least essentially to a relative movement between the wheel hub and the vehicle frame on the test track.
  • the simulation means have a tire model in order to take into account properties of a tire of the virtual wheel during simulation, with the tire model preferably taking into account a change in the tire, in particular due to the current tire geometry and/or the current tire temperature and/or current tire wear characterized.
  • the simulation means are set up to adapt simulation parameters using a self-learning algorithm on the basis of measurement data recorded on the test bench.
  • the learned parameters can be used to improve the inverse model for converting the movement of the vehicle frame or chassis into a movement of the actuators.
  • the learned parameters can also be used for offline simulation.
  • the actuator acts at least essentially in the vertical direction and/or acts in the area, in particular on, the wheel hub.
  • the test bench has several loading machines and/or actuators, with the number of loading machines preferably corresponding to the number of wheel hubs to which a torque can be applied using the real component, and/or preferably the number of actuators Number of wheel hubs corresponds.
  • the wheel hubs are preferably provided as real components of the real test object.
  • target values for a braking force and/or a vehicle acceleration are also determined using the vehicle model, with the real test object, in particular the real component of the vehicle, which apply a torque to the wheel hub can, is operated depending on these respective target values.
  • a test driver specifies target values for a braking force and/or a vehicle acceleration when operating the real test object, with the real test object, in particular the real component of the vehicle which can apply a torque to the at least one wheel hub, is operated as a function of these respective target values.
  • a real driver can travel the test track.
  • the driver can preferably take a seat in the real test object or in a seat box.
  • Optical and/or acoustic simulation means are also preferably provided in order to give the driver a particularly realistic impression of a journey.
  • this is carried out iteratively, in particular in real time, with the measured actual values from the preceding magazine being taken into account when the journey is simulated in each magazine.
  • both simulated values from the simulation to the operation of the real test item and from real operation to the simulation of the virtual components of the vehicle, which are preferably simulated by the test bench, are each transferred to interfaces. This brings about a particularly advantageous coupling of the real test object with virtual components.
  • this also has the following work step: Adjustment of simulation parameters using a self-learning algorithm based on measurement data recorded on the test bench.
  • FIG. 1 shows a perspective top view of an exemplary embodiment of a measuring arrangement with a test bench and a real test object.
  • FIG. 2 shows a side plan view of the exemplary embodiment of a measuring arrangement according to FIG. 1;
  • FIG. 3 shows an exemplary embodiment of a method for testing a real test specimen.
  • FIG. 1 shows a perspective plan view of a measuring arrangement 13.
  • the measuring arrangement has a test stand 1 and a real test specimen 2.
  • FIG. 1 shows a perspective plan view of a measuring arrangement 13.
  • the measuring arrangement has a test stand 1 and a real test specimen 2.
  • test stand 1 The elements of the test stand 1 are preferably all arranged on a common base 17, which is further preferably formed by a base plate.
  • the dynamometers 5a, 5b, 5c, 5d each have shafts 23a, 23b, 23c, 23d, which connect the dynamometers 5a, 5b, 5c, 5d with preferably existing flanges 18a, 18b, 18c, 18d.
  • the flanges 18a, 18b, 18c, 18d that are preferably present are used for the non-rotatable connection with wheel hubs 4a, 4b, 4c, 4d of the real test specimen 2.
  • the shafts 23a, 23b, 23c, 23d are further supported by the actuators 6a, 6b, 6c, 6d.
  • the base 17 extends in the xy plane of the coordinate system x, y, z shown.
  • the bearings 22a, 22b, 22c, 22d extend upwards in the vertical z-direction.
  • the actuators 6a, 6b, 6c, 6d which support the shafts 23a, 23b, 23c, 23d via bearings, also extend in this z-direction.
  • the actuators 6a, 6b, 6c, 6d can be the shafts 23a, 23b, 23c, 23d, which are preferably flexibly connected both to the dynamometers 5a, 5b, 5c, 5d and to the flanges 18a, 18b, 18c, 18d, exert a force in the vertical z-direction.
  • the test stand 1 also has an electronic control unit 16 which preferably has simulation means 8 and control means 10 . More preferably, the simulation means 8 and the control means 10 can also be arranged in separate electronic control units.
  • the control unit 16 or the control units are preferably designed as computers.
  • the electronic control unit 16 is connected in terms of signals to the dynamometers 5a, 5b, 5c, 5d and to the actuators 6a, 6b, 6c, 6d of the test bench 1 for signal transmission.
  • These elements of the test stand 1 are preferably controlled by the electronic control unit 16 .
  • the electronic control unit 16 and the test stand 1 are set up to measure measurement signals on the torque-transmitting unit, which are transmitted through the shafts 23a, 23b, 23c, 23d and in their extension through the flanges 18a, 18b, 18c, 18d, the wheel hubs 4a, 4b, 4c, 4d and the drive shafts 3d are formed.
  • These elements are preferably connected to one another in a rotationally fixed manner.
  • a corresponding measurement signal could, for example, be transmitted to the electronic control unit 16 via the signal connection that is formed to the dynamometers 5a, 5b, 5c, 5d.
  • control means 10 are used to control the test bench 1.
  • the controller 10 can also control the machine 3a.
  • the simulation means 8 preferably have a vehicle model 14 .
  • a tire model 11 is preferably stored in this simulation means 8 , which is also preferably part of the vehicle model 14 .
  • the simulation means preferably simulate all components of the vehicle that are not actually present on the test bench. In particular, a so-called virtual test object can be simulated by the simulation model.
  • the real test specimen 2 preferably has a vehicle frame 7, which is further preferably designed as a chassis.
  • the machine 3a in particular an internal combustion engine or electric motor, is preferably connected in a torque-transmitting manner to a transmission and/or differential 3c via a cardan shaft 3b.
  • the gearbox and/or Differential 3c is in turn rotationally connected via drive shafts 3d to wheel hubs 4a, 4b, to which wheels 9a, 9b can be mounted.
  • the wheel flanges 4a, 4b form the rear axle of a vehicle, which forms the real test object 2. All of the aforementioned elements, which transmit torque to the wheel hubs 4a, 4b, are preferably mounted on the vehicle frame 2.
  • the machine 3a is therefore preferably part of the real test specimen 2. In principle, however, the machine can also be a part of the test bench 1 and, for example, also be designed as a dynamometer, depending on which components are to be tested.
  • the front axle is formed by two pivotable axle sections 3d, which preferably mount the wheel hubs 4c, 4d on the chassis 7.
  • the axle sections 3d are each braked by brakes 3e, in particular disc brakes with brake shoes.
  • the disk brakes 3e can also apply a torque to the wheel hubs 4c, 4d, in this case a braking torque.
  • the wheel hubs 4a, 4b, 4c, 4d are, as shown, non-rotatably connected to the flanges 18a, 18b, 18c, 18d of the test stand 1.
  • the shafts 23a, 23b, 23c, 23d it is also possible for the shafts 23a, 23b, 23c, 23d to act directly on the wheel flanges 4a, 4b, 4c, 4d.
  • the wheel flanges 4a, 4b, 4c, 4d are part of the real test object 2 or the test bench 1.
  • the vehicle frame 7 can also be part of the test bench.
  • the real components 3a, 3b, 3c, 3e, 3d are mounted on the vehicle frame 7 of the test stand 1 in this case.
  • the vehicle frame 7 is preferably also fixed firmly to the base 17 by means of fixing means 21 .
  • the fixing means 21 are designed in such a way that the vehicle frame or the chassis 7 can at least essentially not move in relation to the base 17 .
  • the simulation means 8 preferably have a tire model 11 and a vehicle model 14 .
  • the simulation means 8 serve in particular to simulate those components of the vehicle which are not actually present on the test stand, in particular a so-called virtual test object.
  • at least the wheels 9a, 9b, 9c, 9d are simulated.
  • the wheels are preferably composed of a wheel rim 15a, 15b, 15c, 15d, which is generally rigid, and the tire 12a, 12b, 12c, 12d.
  • the dynamics of the wheels 9a, 9b, 9c, 9d are simulated using virtual wheels in the simulation means 8 in such a way as if they were attached to the edge flanges 4a, 4b, 4c, 4d of the real test specimen 2.
  • FIG. 2 shows a side view of the exemplary embodiment of the measuring arrangement 13 from FIG. 1 in a plan view in the y-direction of the coordinate system shown.
  • FIG. 2 With regard to the explanation of the individual elements shown in FIG. 2, reference is made to FIG.
  • the actuators 6b, 6c and the shafts 23b, 23c of the test rig 1 are shown in dashed lines since they are actually hidden behind the bearings 22b, 22c and the dynamometers 5b, 5c in the view according to FIG.
  • the double arrows shown in Fig. 2 indicate that the actuators 6b, 6c shown can exert a force in the z-direction on the shafts 23b, 23c of the test stand 1 in order to move the virtual wheels 9b, 9c (not shown) relative to each other to generate on the vehicle frame or the chassis.
  • Figure 3 shows an exemplary embodiment of the method 100 according to the invention for testing a real test specimen 2.
  • a journey of vehicle 19 on a virtual test track 20 is simulated.
  • This calculates setpoint values for a torque Msoii(t) or a speed Nsoii(t) for the dynamometers 5a, 5b, 5c, 5d (not shown).
  • setpoint values for a braking force F ⁇ (t) and/or a vehicle acceleration a(t) are preferably determined using vehicle model 14 during the simulation.
  • the test bench 1 in particular its dynamometers 5a, 5b, 5c, 5d and actuators 6a, 6b, 6c, 6d (neither shown), is controlled on the basis of the simulation in such a way that the dynamometers 5a, 5b, 5c, 5d provide a torque with specification of the target value of the torque Msoii(t) or a speed with specification of the target value of the rotation speed Nsoii(t).
  • actuators 6a, 6b, 6c, 6d which provide a force based on the target value Fz_soii(t) or the wheel hubs 5a, 5b, 5c, 5d (not shown) and/or the Adjust shafts 23a, 23b, 23c, 23d (not shown) to a defined position depending on the target value Zsoii(t).
  • the real test specimen 2, in particular the real component 3, which can apply torque to the wheel hubs 4a, 4b, 4c, 4d (both not shown) is operated in such a way that the simulated vehicle 19 has a virtual Test track 20 departs.
  • the target values for the braking force Fß(t) and/or the target value for the vehicle acceleration a(t), which are preferably also calculated in the simulation are used in order to activate a drive machine 3a and/or one or more braking devices 3e of the real test object 2 to control.
  • the second and third work steps 102, 103 preferably run simultaneously.
  • the target values for the braking force Fß(t) and/or the vehicle acceleration a(t) can also be specified by a test driver.
  • a fourth work step 104 the actual values of the rotational speed Ni st (t) or the torque Mist(t) are measured in the area of the at least one wheel hub 4a, 4b, 4c, 4d (not shown).
  • the torque can be measured on one of the elements which are non-rotatably connected to the wheel hub 4a, 4b, 4c, 4d, as shown in FIG.
  • simulation parameters are preferably adjusted using a self-learning algorithm on the basis of measurement data recorded on the test bench 1 (not shown). In particular, the measured actual values are used here.
  • the method 100 is carried out iteratively, in particular in real time.
  • the measured actual values Ni st (t), Mi st (t), Zi st (t), Fz_act (t) from the preceding journal are therefore preferably taken into account when simulating in the first work step 101 of the journey in each journal.
  • a closed control loop is preferably formed, in which the desired values and the actual values influence each other. In this way, it can be taken into account that parameters that change over time, in particular rotational speeds, torques, forces and positions, are transferred in real time at the interfaces between the real components and the virtual components.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)
  • Testing Of Engines (AREA)

Abstract

L'invention concerne un banc d'essai (1) et un procédé pour tester une pièce à tester réelle pendant la conduite, la pièce à tester comprenant au moins un composant (3a, 3b, 3c, 3d, 3e, 3f) réel d'un véhicule (19), qui peut appliquer un couple sur un moyeu de roue (4a, 4b, 4c, 4d). Le banc d'essai (1) comprend une machine d'application de contrainte (5a, 5b, 5c, 5d) conçue pour être reliée au moyeu de roue (4a, 4b, 4c, 4d) par transmission de couple, un actionneur (6a, 6b, 6c, 6d) conçu pour générer un mouvement relatif entre le moyeu de roue (4a, 4b, 4c, 4d) d'une part et un cadre de véhicule (7) qui supporte le moyeu de roue (4a, 4b, 4c, 4d) d'autre part, des moyens de simulation (8) conçus pour simuler le fonctionnement pendant la conduite, ces moyens de simulation (8) étant conçus pour simuler une roue (9a, 9b, 9c, 9d) virtuelle et une dynamique de cette roue (9a, 9b, 9c, 9d) virtuelle comme si elle était agencée sur le moyeu de roue (4a, 4b, 4c, 4d), ainsi que des moyens de commande (10) conçus pour faire fonctionner la pièce à tester réelle avec prise en compte de la dynamique simulée de la roue (9a, 9b, 9c, 9d) virtuelle sur le banc d'essai (1).
EP21777616.0A 2020-08-14 2021-08-12 Banc d'essai pour tester une pièce à tester réelle pendant la conduite Pending EP4196761A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50688/2020A AT524086B1 (de) 2020-08-14 2020-08-14 Prüfstand zum Testen eines realen Prüflings im Fahrbetrieb
PCT/AT2021/060281 WO2022032320A1 (fr) 2020-08-14 2021-08-12 Banc d'essai pour tester une pièce à tester réelle pendant la conduite

Publications (1)

Publication Number Publication Date
EP4196761A1 true EP4196761A1 (fr) 2023-06-21

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EP (1) EP4196761A1 (fr)
JP (1) JP2023541223A (fr)
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DE (1) DE112021003739A5 (fr)
WO (1) WO2022032320A1 (fr)

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AT525982B1 (de) 2022-04-19 2023-10-15 Avl List Gmbh Verfahren und Systems zum Betreiben eines Prüfstands mit szenarienbasierten Prüfstandstests eines Verkehrsteilnehmers

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DE3812824A1 (de) * 1988-04-16 1989-11-02 Asea Brown Boveri Pruefstand zum testen des antriebsstranges eines fahrzeuges
DE19910967C1 (de) * 1999-03-12 2000-09-21 Avl Deutschland Gmbh Verfahren zum Simulieren des Verhaltens eines Fahrzeugs auf einer Fahrbahn
EP1596179B1 (fr) * 2004-05-11 2013-05-01 Dürr Assembly Products GmbH Banc d'essai de véhicule
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AT524086B1 (de) 2022-07-15
JP2023541223A (ja) 2023-09-29
US20230304897A1 (en) 2023-09-28
DE112021003739A5 (de) 2023-04-27
AT524086A1 (de) 2022-02-15
WO2022032320A1 (fr) 2022-02-17

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