JP2008122253A - Simulation system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a simulation system capable of attaining simulation, taking into consideration of the temperature dependence of tire with reduced manpower and in shortened time. <P>SOLUTION: In the simulation system, a computer 1 has software for a vehicle model 11 that represents the movement of a vehicle and a tire model 12 that represents the movement of a tire. A control system 2 has an ECU (electric central unit) 21, into which a value calculated in the vehicle model 11 with reference to the tire model 12 is input, and a brake actuator 22 that is driven by the ECU 21. An ECU interface 3 links the computer 1 and the control system 2 with each other. Hardware 4 inputs a signal, detected regarding the behavior of an actual tire into the computer 1. A controller 5 controls the hardware 4 so that the actual tire links to the simulation. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a simulation system that performs simulation of vehicle behavior.

  In recent years, motion control systems such as ABS, TCS, and ESP are becoming standard equipment. This is not negligible even in the development of tires, but there are inconveniences in terms of cost and efficiency to always deal with actual vehicle experiments.

  HILS (Hardware In the Loop Simulation) has recently attracted attention as a simulation considering a vehicle motion control system. HILS links a computer having vehicle model software representing vehicle motion, an ECU to which values calculated in the vehicle model are inputted, a control system having a brake actuator driven by the ECU, and the computer and the control system An actual control system can be evaluated in a virtual world on a computer (for example, Patent Document 1).

In HILS, there is also proposed a method in which a real tire is linked to a simulation to directly obtain a relationship between a control system and a vehicle joint and the tire (for example, Patent Document 2).
JP 2001-349808 A WO03 / 010505 pamphlet

  Taking the case of a passenger car as an example as in Patent Document 2, in order to carry out the attachment / detachment of the assembly of four tires, suspensions, etc. in all, a great deal of labor is required for the worker, and the attachment / detachment itself is also considerable. It takes time.

  Using models for all tires without using actual tires will reduce labor and time, but actual tires have temperature dependence, and temperature dependence has a major impact on vehicle behavior. Effect. Therefore, if models are used for all tires, it is assumed that results different from actual vehicle behavior can be obtained. In particular, in the case of a real-time simulation such as HILS, a tire model having a high calculation speed is essential, so that a complicated model cannot be incorporated.

  The objective of this invention is providing the simulation system which can implement | achieve the simulation which considered the temperature dependence of a tire while reducing labor and shortening time.

A simulation system according to the present invention includes:
A simulation system for simulating vehicle behavior,
A computer having a vehicle model representing vehicle motion and tire model software representing tire motion;
A control system having an ECU to which a value calculated in the vehicle model is input while referring to the tire model, and a brake actuator driven by the ECU;
An ECU interface for linking the computer and the control system;
A support mechanism that rotatably supports a tire filled with a predetermined internal pressure, a pseudo road surface to which the tire is pressed, and the tire is driven directly or via the pseudo road surface, with respect to the pseudo road surface at this time A drive control mechanism having a plurality of actuators for controlling the pressure contact state of the tire; and a plurality of sensors for detecting forces exerted on the support mechanism when the tire is rotationally driven under the same conditions as in actual driving. Hardware having a detection mechanism and inputting a plurality of detection signals output from the detection mechanism to the computer;
And a controller for controlling the hardware so that the tire is linked to the simulation.

  According to the present invention, since the tire model is used in addition to the actual tire in the simulation, a hybrid type simulation system combining the actual tire and the model tire is realized, and the temperature dependence of the tire is achieved. Can be realized by reducing labor and reducing time.

  Furthermore, according to the present invention, since the actual tire and the model tire are simultaneously captured during the simulation, the tire model can be corrected and the simulation accuracy can be improved by comparing the output results from both. it can.

  Preferably, the computer further includes a motion model that expresses a steering angle, a brake, an accelerator, and a gear position of the vehicle, and actuator model software that gives the vehicle model a value detected by the brake actuator.

Embodiments of a simulation system according to the present invention will be described in detail with reference to the drawings.
FIG. 1 is a block diagram of a simulation system according to the present invention. The simulation system includes a computer 1, a control system 2, an ECU (Electric Central Unit) interface 3 for linking the computer 1 and the control system 2, hardware 4, and hardware so that a real tire is linked to the simulation. And a controller 5 for controlling the wear 4.

  The computer 1 includes a vehicle model 11 representing vehicle motion, a tire model 12 representing tire motion, a motion model 13 representing vehicle rudder angle, brake, accelerator, and gear position, and values detected by a brake actuator. It has the software of the actuator model 14 given to the vehicle model.

  The control system 2 includes an ECU 21 to which a value calculated in the vehicle model 11 is input with reference to the tire model 12 and a brake actuator 22 driven by the ECU 21.

  2 is a front view of the hardware of FIG. 1, and FIG. 3 is a side view of the hardware of FIG. 2 and 3, a rotating shaft 34 mounted on a wheel 33 with a tire 32 assembled thereto is supported by a first support member 35, and a tire rotating servo actuator 36 is connected to the rotating shaft so that the tire is moved in a predetermined direction. It is configured to be able to rotate at a predetermined speed.

  The first support member 35 is connected to the second support member 38 via a six component force sensor 70 that detects a six component force acting on the first support member 35 and a steering angle servo actuator 37 that adjusts the steering angle of the tire 32. To do. Here, the six component force means a force in the directions of three axes X, Y, and Z orthogonal to each other and a rotational moment around these three axes. The second support member 38 is translated and displaced along the translation guide 48, and a third load servo actuator 41 is used to press the tire 32 against the simulated road surface 40 of the rotary drum 39 with a predetermined pressure. The third support member 45 is connected to the support member 45, and the third support member 45 is oscillated and displaced along the arc guide 47 to adjust the camber angle of the tire 32 via the camber angle servo actuator 42. Connect to

  Here, the extending direction of the rotating shaft 34 connected to the tire 32 is defined as the X-axis direction, orthogonal to the X-axis direction, the traveling direction of the tire 32 is defined as the Y-axis direction, and the X-axis direction and the Y-axis direction The direction orthogonal to the Z axis direction. Therefore, the vertical load servo actuator 41 presses the tire 32 against the simulated road surface 40 of the rotary drum 39 in the Z-axis direction. Further, as shown in FIG. 4, the steering angle servo actuator 37 has a steering angle defined as an angle α formed by the direction perpendicular to the rotation axis 34 of the tire 32 and the traveling direction of the pseudo road surface 40, that is, the Y-axis direction. To be adjusted. Further, the camber angle servo actuator 42 adjusts a camber angle defined as an angle β formed between the rotation axis 34 of the tire 32 and the pseudo road surface 40, that is, the Z-axis direction.

  In addition to the tire rotation servo actuator 36, a drum servo actuator 43 that rotates the rotating drum 39 is provided. By independently driving the tire 32 and the rotating drum 39 in this manner, A more accurate simulation in consideration of the slip with the simulated road surface 40 is possible.

  The hardware 4 is provided with a six component force sensor 70, and a sensor for detecting the circumferential speed of the tire 32 and a sensor for detecting the circumferential speed of the rotating drum 39, that is, the moving speed of the simulated road surface 40. Furthermore, in this example, in order to investigate the temperature characteristic of the running behavior of the vehicle, sensors for detecting the temperature of the atmosphere around the tire 32 can be provided, and these sensors constitute a detection mechanism.

  According to the present embodiment, 1 to 3 tires (one in the case of a motorcycle) are switched from the tire model 12 to the actual tire 32, and the actual tire 32 is used by linking with the simulation. The system returns the data to the vehicle model 11 in synchronization with the tire model 12.

In order to link the actual tire 32 faithfully with the simulation, the controller 5 performs the following control in the case of the brake simulation.
(1) The vehicle speed in the simulation and the peripheral speed of the actual driving device of the tire 32 (the drum rotation speed in the case of the drum tester, the belt rotation speed in the case of the flat belt tester) are matched. Control.
(2) The control is performed so that the vertical load and posture of the tire in the simulation match the actual vertical load and posture of the tire 32.
The same control is performed not only for the brake but also for the maneuverability simulation and the ride comfort simulation.

  FIG. 6 is a diagram showing the relationship between the braking distance of an actual vehicle and the braking distance predicted by the present invention. In FIG. 6, the horizontal axis represents the braking distance predicted by the present invention, and the vertical axis represents the braking distance of the actual vehicle. As shown in FIG. 6, it can be seen that there is a good correlation between the braking distance of the actual vehicle and the braking distance predicted by the present invention. Therefore, by incorporating an actual tire, it is possible to ensure prediction accuracy and observe the actual behavior of the tire.

The present invention is not limited to the above-described embodiment, and many changes and modifications can be made.
For example, the hardware can be configured differently from the configurations shown in FIGS. The computer software may also have other components such as a sensor model that calculates lateral speed, yaw rate, rudder angle, wheel rotation speed, and engine speed.

1 is a block diagram of a simulation system according to the present invention. It is a front view of the hardware of FIG. It is a side view of the hardware of FIG. It is a diagram which shows a steering angle. It is a diagram which shows a camber angle. It is a figure which shows the relationship between the braking distance of a real vehicle, and the braking distance estimated by this invention.

Explanation of symbols

1 Computer 2 Control System 3 ECU Interface 4 Hardware 5 Controller 11 Vehicle Model 12 Tire Model 13 Operation Model 14 Actuator Model 21 ECU
22 Brake actuator 32 Tire 33 Wheel 34 Rotating shaft 35, 38, 45 Support member 36 Tire rotation servo actuator 37 Steering angle servo actuator 39 Rotating drum 40 Pseudo road surface 41 Vertical load servo actuator 42 Camber angle servo actuator 43 Drum servo actuator 46 Base 47 Arc guide 48 Translation guide 70 Six component force sensor

Claims (2)

A simulation system for simulating vehicle behavior,
A computer having a vehicle model representing vehicle motion and tire model software representing tire motion;
A control system having an ECU to which a value calculated in the vehicle model is input while referring to the tire model, and a brake actuator driven by the ECU;
An ECU interface for linking the computer and the control system;
A support mechanism that rotatably supports a tire filled with a predetermined internal pressure, a pseudo road surface to which the tire is pressed, and the tire is driven directly or via the pseudo road surface to the pseudo road surface at this time A drive control mechanism having a plurality of actuators for controlling the pressure contact state of the tire; and a plurality of sensors for detecting forces exerted on the support mechanism when the tire is rotationally driven under the same conditions as in actual driving. Hardware having a detection mechanism and inputting a plurality of detection signals output from the detection mechanism to the computer;
A simulation system comprising a controller for controlling the hardware so that the tire is linked to the simulation.   2. The computer further includes a motion model that expresses a steering angle, a brake, an accelerator, and a gear position of the vehicle, and actuator model software that gives the vehicle model a value detected by the brake actuator. The simulation system described.

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