JPH0438258A - Simulator device - Google Patents

Abstract

PURPOSE:To inspect a controller efficiently and highly accurately in a state approximate to the actual use by compensating a false signal related to body motion of a first processing means on the basis of an operational result related to drive and transmission systems including an automatic transmission of a second processing means. CONSTITUTION:A false signal showing wheel speed and another false signal showing engine speed both are inputted into a controller 2 from a simulator device 1. If so, the controller 2 makes out a control signal to be outputted to load 12. At this time, a calculating part 84 calculates the extent of output torque, and a calculating part 85 calculates the torque being outputted out of a transmission in response to a setting gear position of an automatic transmission to be outputted from a calculating part 86, while a calculating part 87 calculates the extent of driving torque being distributed to each wheel. Then a calculating part 96 calculates the value of body acceleration from the sum total of four wheels on surface resistance F, while a calculating part 97 calculates a body speed on the basis of the body acceleration.

Description

[Detailed Description of the Invention] Overview The control devices for controlling the dynamic characteristics of the vehicle body, such as anti-skid control devices and traction control devices, installed in automobiles are operated under the same conditions as when installed in the vehicle body, and various parameters and malfunctions are detected. In a simulator device that performs evaluation and study tests to investigate the problem, the first arithmetic processing means generates a pseudo signal related to vehicle body motion, and the second arithmetic processing means changes the speed of the output of the prime mover and transmits it to the wheels. Calculations related to the drive/transmission system including the automatic transmission are performed, and the pseudo signal is corrected based on the calculation results and output to the control device.

As a result, by performing a simulation that includes the speed change operation of the automatic transmission, it is possible to easily perform a simulation under conditions close to actual usage conditions, thereby improving the accuracy and efficiency of the evaluation and examination.

INDUSTRIAL APPLICATION FIELD OF THE INVENTION The present invention relates to a simulator device that is suitably used for evaluating parameters, defective locations, etc. in the design stage of a control device for controlling the dynamic characteristics of a vehicle body.

Problems to be Solved by the Prior Art and the Invention Evaluation of control devices for vehicle body dynamic characteristics, such as the anti-skid control device and traction control device.

In a typical conventional technique, when performing a review inspection, a separate simulator device is provided for each type of control device to be inspected. However, even if such a dedicated simulator device is used, it is difficult to perform simulations under different conditions.

That is, for example, in the case of a traction control device,
When vehicle speed and road surface conditions change.

The data had to be re-acquired for each condition, and it was therefore extremely difficult to perform highly accurate simulations similar to those during actual driving, including the shifting operations of an automatic transmission.

SUMMARY OF THE INVENTION An object of the present invention is to provide a simulator device that can highly accurately test a control device for the dynamic characteristics of a vehicle body, including the speed change operation of an automatic transmission.

Means for Solving the Problems The present invention performs an arithmetic operation based on an external signal,
A pseudo signal that simulates the signal from the outside is input to a control device for the vehicle body dynamic characteristics that outputs a control signal corresponding to the calculation result, and the control device is inspected based on the output control signal. The simulator device includes a first calculation processing means that generates a pseudo signal related to vehicle body motion, and a drive/transmission system that performs calculations related to the drive/transmission system including an automatic transmission that changes the speed of the output of the prime mover and transmits it to the wheels. The simulator device is characterized in that it includes a second arithmetic processing means that applies a correction associated with a speed change to the pseudo signal from the first arithmetic processing means.

Operation The simulator device according to the present invention includes a first arithmetic processing means that generates a pseudo signal related to vehicle body motion, and a drive unit that includes an automatic transmission that changes the speed of the output of the prime mover and transmits it to the wheels.
and second arithmetic processing means that performs arithmetic operations related to the transmission system. The pseudo signal is input to the control means after being corrected based on the calculation result of the second calculation processing means.

The control device performs a calculation operation based on the input pseudo signal, and outputs a control signal corresponding to the calculation result to the simulator device. The simulator device evaluates and examines the control device based on the control signal output from the control device.

Therefore, highly accurate inspection including the gear shifting operation of the automatic transmission can be performed.

Embodiment FIG. 1 is a functional block diagram showing the arithmetic processing procedure of a simulator device 1 according to an embodiment of the present invention.

The control device 2 calculates the motion characteristics of the vehicle body based on external signals from various sensors, and outputs a control signal corresponding to the calculation result to the load 12. This control device 2 is, for example, an anti-skid control device or a traction control device, and will be described as a traction control device in the following embodiments.

The simulator device 1 creates and outputs a pseudo signal corresponding to the type of the control device 2, as will be described later.

The control device 2 performs a calculation operation based on the input pseudo signal, and a control signal corresponding to the calculation result is applied to the load 12.

The load 12 that controls the opening degree of the throttle valve is an actuator comprising, for example, a step motor. The opening degree of the throttle valve that is not driven by this actuator is detected at an analog voltage level by a throttle positioner, and is input to the control device 2 and the simulator device 1. The simulator device 1 performs evaluation and examination of the control device 2 based on the sensor signal from the throttle positioner.

From the simulator device 1, a pseudo signal representing the wheel speed Vw is input to the control device 2 instead of the output from the wheel speed sensor that is input in the actual use state, and a pseudo signal representing the wheel speed Vw is input instead of the output from the crank angle sensor. , a pseudo signal representing the engine rotational speed Ne is input. The control device 2 calculates wheel speed, vehicle body speed, engine torque, etc. based on this pseudo signal, and creates a control signal to be output to the load 12 based on the results of these calculations.

On the other hand, the sensor signal from the load 12 is converted from analog to digital by a throttle valve opening calculating section 81, and a throttle valve opening θ corresponding to the input voltage level is calculated.

The engine torque calculation unit 82 calculates the throttle valve opening degree θ
The torque Te generated by the engine is calculated from the engine rotational speed Ne, which will be described later. The engine rotational speed calculation unit 83 calculates the engine rotational speed Ne from the engine torque Te and the torque Tp that is lost in the torque converter, which will be described later, and outputs it to the torque converter calculation unit 84, and also outputs it to the torque converter calculation unit 84 as the pseudo signal. The data is output to the control device 2. In this way, the calculation units 81 to 83 perform calculations related to the engine.

The torque converter calculation unit 84 calculates the rotational speed Ne
The output torque Tt is calculated from the rotational speed Nt of the transmission, which will be described later. The transmission transmission torque calculation unit 85 corresponds to the output torque Tt of the torque converter calculation unit 84, the rotational speed Nt of the transmission, and the set gear position Zm of the automatic transmission output from the shift calculation unit 86, which will be described later. Then, calculate the torque Td output from the transmission. The differential transmission torque calculation unit 87 calculates the drive torque Tw to be distributed to each wheel from the output torque Td of the transmission and the input rotational speed Nd of the differential gear from the differential rotational speed calculation unit 88, which will be described later.

The wheel acceleration calculating section 91 calculates the wheel acceleration VW from the driving torque Tw' and the road torque T, which will be described later. The wheel speed calculation unit 92 calculates the wheel speed Vw from the wheel acceleration Vw, and this wheel speed Vw is input to the control device 2 as the pseudo signal and is also input to the slip ratio calculation unit 93.

The slip ratio calculation unit 93 calculates the slip ratio S between the wheels and the road surface from the wheel speed Vw and the vehicle body speed Vs determined as described below.

The road drag calculation unit 94 calculates the friction coefficient μ between the wheels and the road surface from the slip ratio S, and further calculates the road drag F from the number of friction scratches μ and the vehicle weight M.

The road torque calculation unit 95 calculates the road torque T from the road resistance F and outputs it to the wheel acceleration calculation unit 91.

The road surface drag force F is also input to the vehicle body acceleration calculation section 96. The vehicle body acceleration calculation unit 96 calculates the vehicle body acceleration Vs from the sum ΣF of the sums of the road surface drag F of the four wheels as described later. The vehicle speed calculation unit 97 calculates the vehicle speed VS based on the vehicle acceleration Vs. In this way, the calculation units 91 to 97 perform calculations regarding vehicle body motion.

The wheel speed Vw is also input to a differential rotation speed calculation unit 88, and the differential rotation speed calculation unit 88 calculates the input rotation speed Nd of the differential gear from the wheel speed Vw. The transmission rotational speed calculation unit 89 calculates the input rotational speed Nt of the transmission in accordance with the input rotational speed Nd of the differential gear, that is, the output rotational speed of the transmission, and the gear position Zm set by the shift calculation unit 86. , is output to the torque converter calculation section 84.

Furthermore, the wheel speed Vw is input to an average speed calculation section 90, which calculates the average speed of the non-driving wheels to determine the vehicle body speed VS. The shift calculation unit 86 calculates a shift pattern based on the throttle valve opening θ output from the throttle valve opening calculation unit 81 and the vehicle speed VS from the average speed calculation unit 90, which is input to nine input units. Then, the optimum gear position Zm is calculated. Therefore, in this way, the calculation units 84 to 90 perform calculations related to the drive transmission system.

FIG. 2 is a flowchart for explaining in detail the calculation processing procedure regarding the engine in the calculation units 81 to 83. The sensor signal from the throttle positioner of the load 12 is converted from analog to digital in step 81a as described above, and thus the actual throttle valve opening θi is read. The throttle valve opening degree θi is
In step 181b, the delay in the intake system from the throttle valve to the combustion chamber of the engine is converted to the throttle valve opening degree based on the first equation, and the throttle valve opening degree θ7 used in subsequent calculations is determined.

That is, as indicated by reference numeral 11 in FIG. 3, even if the throttle valve opening θi is changed between times t1 and t2, due to the response delay of the intake system,
The intake air flow rate to the internal combustion engine, ie, the intake pressure, increases with a time delay, as indicated by reference numeral 12 in FIG. This delay can be replaced by the throttle valve opening using the first equation. Therefore, by using the throttle valve opening degree θ determined by the first equation, calculations corresponding to the intake air actually flowing into the combustion chamber can be performed.

In the first equation, θ1 is the current calculated value of the throttle valve opening, θ is the previous calculated value, and similarly, the subscript n represents the current calculated value, and the subscript n- 1 represents the previous calculated value. Further, Δt is the cycle of the calculation.

The throttle valve opening θ obtained as described above,
Based on the engine rotational speed Ne, the corresponding engine output torque Tea is read out from the three-dimensional map in step 82a as shown by the second equation.

Teo = Teo (θat Ne)
...-(2>However, the output torque Te
a includes a friction component corresponding to the rotational speed Ne, that is, a fiction Te1l, and this friction Tel is read out from the map in step 82b as shown by the third equation.

Te1= Tea (Ne) −(
3) Once the output torque Tea and the friction Tel are determined in this way, in step 82c, the actual output torque Tef, which has been corrected for the friction by the fuel cut control, is calculated based on the fourth equation.

However, K is the total number of cylinders, and k is the number of cylinders under fuel cut control. The output torque Tef thus obtained is determined in step 82d, similar to the intake delay shown by the second equation.
In this step, the delay correction of the transmission system such as the crankshaft is performed as shown in Equation 5, and the actual output torque T,1 of the engine is determined.

From the output torque T 4 n and the lost molecule Pn in the torque converter from the torque converter calculation unit 84, in step 83a, the displacement amount ΔNe of the rotational speed Ne is calculated based on the sixth equation.

However, re is the moment of inertia of the engine.

This displacement amount ΔNe and the rotation speed N at the time of the previous calculation
*+i-1, in step 83b, the current rotational speed N is determined based on the seventh equation.

No, =N@11-1 +ΔNe
-(7) FIG. 4 is a flowchart for explaining in detail the arithmetic processing procedure for the drive transmission system in the calculation units 84 to 90. In step 90a, the average speed Vsn of the right wheel speed V, 8, and the left wheel speed 2, is calculated from the output of the wheel speed calculating section 92 according to the eighth equation.

van = ■..."■... 2 (8) From the average speed vsn thus obtained and the throttle valve opening θ obtained by the throttle valve opening calculating section 81, in step 86a, , the corresponding gear ratio Zm is read out from the shift map shown in FIG. 5, and the presence or absence of a change in the gear ratio is confirmed.6 The shift pattern of the automatic transmission assumed in this embodiment is shown in FIG. For example, it is possible to select from three types, power normal and economy, and the vehicle speed to be shifted up is set higher as the mode goes from economy mode to normal mode and further to power mode.The input section 99 also includes: Input operations such as so-called engine braking and kickdown are performed, and step 86a also corresponds to input operations such as gear ratio Zm.
change.

Furthermore, in step 86b, it is determined whether the gear ratio Zm is equal to the gear ratio at the time of the previous calculation, and if not, the gear ratio is rewritten.

On the other hand, in step 88a, the right wheel speed V w II a and the left wheel speed Vw determined by the wheel speed calculation unit 92, the radius r of the right wheel, and the radius rL of the left wheel are calculated.
and the gear ratio Zd of the differential gear, the ninth
The differential rotation speed Ndn is calculated based on the formula.

Vw*nVIILh Ndn=zctx(+2r7 □1.)... (9) The rotational speed Ndn of the differential gear is multiplied by the gear ratio Zm in the transmission rotational speed calculation section 89a as shown in Equation 10. and thus the rotational speed of the transmission Nt.

is calculated.

Ntn = Zm x Ndn
-(10) The rotational speed Ntn of the transmission, that is, the output rotational speed of the torque converter, and the rotational speed N of the engine. From then, step 8
In step 4a, the speed ratio A between the two is calculated as shown in Equation 11.

Also, this speed ratio A. In step 84b, the input/output torque ratio At of the torque converter corresponding to , l are read out from the map.

At = At (A, I)
...(12) Ac = Ac (A-)
-(13) Therefore, the capacity coefficient Ac
In step 84c, the input torque TPfi to the torque converter is calculated based on Equation 14, and from the torque ratio At in step 84d, the output torque Ttn from the torque converter is calculated based on Equation 15.

Tpi=Ac-Nt,,
...(14) Ttn = At - Tpl - (15)
Note that the input torque T Pn to the torque converter is output to the engine rotational speed calculation section 83 .

Further, when the output torque Ttn is determined, step 84
In e, the loss numerator tfn due to friction is calculated based on the 16th equation.

Ttfn = kt+ -Ttn + ktz
=-(16) However, ktl is a predetermined coefficient, and ktz is an offset value.

On the other hand, in the transmission transmission torque calculation section 85,
In step 85a, the amount of displacement ΔNt of the input rotational speed to the transmission is calculated from the output of the transmission rotational speed calculation section 89 based on Equation 17.

ΔN t = Ntn −Ntll−+
...(17) Also, step 8. ．． 5b, output torque Tt from the torque converter calculation unit 84
Using n and the loss numerator Hen, the input torque T wheel n to the transmission is calculated based on Equation 18.

Tan = Ttn - Ttln
-・Be18)
From this input torque Tan and the gear ratio Zm.

In step 85C, the output torque Tdn from the transmission is calculated based on Equation 19.

Tdn = ηmZm・(T@n−It・ΔNt)
- (19) where ηm is the ratio of output to input to the transmission, that is, efficiency. Also, It is the moment of inertia of the transmission, and therefore It ΔNt represents the torque consumed in the transmission.

From the output torque Tdn of the transmission, the differential transmission torque calculation unit 87 performs step 87.
In a, the loss numerator din due to the friction of the differential gear is calculated based on Equation 20.

TdNn = ka+ Tth-t + ka□-(
20) However, kdl is a predetermined coefficient, and kd2
is an offset value, and Ttn-+ is a previously calculated value of the input torque to the differential gear, which is determined as described later.

Further, in step 87b, the displacement amount ΔNd of the output rotational speed Ndn of the differential gear is determined based on Equation 21.

ΔNd = Ndn −Neat・
= (21) Furthermore, in step 87c, the input torque Tdn from the transmission and the loss molecule dln due to the friction of the differential gear are calculated.
Based on Equation 22, the input torque T, . . . is calculated.

Tt, = Tdn Tdffin
(22) Therefore, the output torque Twn of the differential gear is calculated based on Equation 23 in step 87d.

However, the output torque Twn is multiplied by a coefficient of 1/2, assuming that there is one drive wheel on each side. , Zd represents the gear ratio of the differential gear, and I(I
represents the moment of inertia of the differential gear, and therefore IdΔNd represents the torque dissipated in the differential gear.

FIG. 6 is a flowchart for explaining in detail the arithmetic processing procedure in the calculation units 91 and 92. In step 91a, the road torque T1 from the road torque calculation section 95 that tries to turn the wheel due to Is friction between the wheel and the road surface, and the brake torque T that tries to stop the wheel from the brake torque calculation section 82 are calculated. , and the engine brake torque Tan from the differential transmission torque calculating section 87, the wheel torque T0 is determined based on Equation 24.

T,, = T*, −T,. ＋Tan
-(24) The wheel torque T, thus determined, is
When the radius of the wheel is r and the moment of inertia of the wheel is Iw, in step 91b, the wheel acceleration Vw is calculated based on Equation 25.

Vw = Tsfi・-(25>1w From this wheel acceleration Vw and the calculation period Δt, in step 92a, the wheel speed displacement amount ΔVw corresponding to the calculation period Δ is calculated based on Equation 26. ΔVw = Vw x Δt,,,
(26) Therefore, in step 92b, as shown in Equation 27, the displacement amount ΔVw is set to the previous wheel speed V,
. , the current wheel speed ■wn can be obtained.

V,, = V,, -1+ΔV, -
= (27) FIG. 7 is a flowchart for explaining in detail the arithmetic processing procedure in the previous H calculation units 93 to 97. In step 93a, the wheel speed calculation section 92
Based on the previous wheel speed V w a −1 from the vehicle speed calculation unit 97 and the previous vehicle body speed V a m −1 from the vehicle speed calculation unit 97, the slip rate S1 generated by acceleration due to traction control is calculated based on Equation 28. is calculated.

Corresponding to the slip rate S1, in Stella 794a,
The friction coefficient μ between the wheels and the road surface is read from the graph shown in FIG. The graph shown in Fig. 8 is
It is stored in advance as a map. From the friction coefficient μ thus obtained and the vehicle weight M, in step 94b,
The road surface resistance F is calculated as shown in Equation 29.

F,=μ. ×M...(29)
Furthermore, using the road surface drag force F7, in step 95a,
The road torque T,7 is calculated as shown in Equation 30 and output to the wheel acceleration calculation section 91.

T*, = Fn x r'
-(30) Based on the calculation result in step 94b, in step 96a, the drag force F of the right front wheel is calculated based on Equation 31.
2, the drag force F yLa on the left front wheel, and the drag force F ■ on the right rear wheel.
, and the drag force Fp of the left rear wheel, the sum ΣF7, that is, the force applied to the vehicle body is determined.

ΣF, = F, □1FFL−+ FPR1+ FTIL
, -(31) Based on the total sum ΣF of the road surface drag thus determined and the vehicle weight M, the vehicle body acceleration V sn is calculated based on Equation 32 in step 96b.

Based on the vehicle body acceleration Vme thus obtained, in step 97a, the displacement amount ΔV of the vehicle body speed per the calculation period Δ is calculated based on Equation 33, and further in step 97b, the displacement amount Δ■, and the previous vehicle speed V an
-1, the vehicle body speed y, , is determined based on Equation 34 and is output to the slip ratio calculation section 93.

ΔVs = Vse XΔt −
(33)■□=Van-++ΔV,
. . . (34) FIG. 9 is a block diagram showing a specific configuration of the simulator device 1. As shown in FIG. The control device 2 includes:
It consists of an interface board 3 and a general-purpose CPU board 4. On the CPU board 4, a processing circuit 5 is installed.
a +RAM (Random Access M
memory) 5b and ROM (Read 0nl
y Memory) 5 c is implemented. The processing circuit 5a responds to the pseudo signal inputted via the interface port 3 and uses calculation constants stored in the ROM 5c to calculate the wheel speed, vehicle speed, throttle valve opening, and the like based on these. (The control output, for example, performs calculation operations such as the control duty of the throttle valve and fuel cut to reduce torque, and outputs the interface port 3.
The control signal is derived via.

The load 12 driven by the control signal includes an actuator for adjusting the throttle valve opening, a fuel injection valve, and the like.

The CPLI board 4 of the control device 2 is also connected to a panel probe 9, and the processing circuit 5a has a dual port RAM 10 in this panel probe 9 which performs arithmetic operations in cooperation with the dual port RAM 10. Also, the calculation result of the processing circuit 5a is stored.

The simulator device 1 is provided with a host processor 11 as a central processing device for simulation control, and a control signal from the control device 2 is input to the host processor 11 for analysis. The processing circuit 5a stored in the RAM 10
The calculation result is also input to this host processor 11.

The simulator device 1 includes the host processor 11,
Along with the panel probe 9 and the interface device 7, a plurality of CPU boards 21a, 21b..., 21e (indicated by reference numeral 21 when collectively referred to), and each CPU board 2
A RAM 25 that stores the calculation results of step 1 in time series, a digital/analog conversion circuit 28 that outputs the calculation results of each CPU board 21 to, for example, an electromagnetic oscilloscope, and each part of the simulator device 1 are interconnected. VME to connect
A VME bus 29 interposed between the VME bus 29 and a bus 30 connected to the host processor 11
The bus interface circuit 31 is configured to include a bus interface circuit 31.

The CPIJ board 21a includes, for example, a VME interface circuit 32, an input/output interface circuit 33, a serial interface circuit 34, a processing circuit 35, and an RA.
It is configured to include an M36 and a ROM37. In addition, other CPU boards 21b to 21e are also connected to this CPU board 21.
It is configured similarly to a.

In this embodiment, in the simulator device 1, a control device 2 that is the object of inspection, that is, the object of simulation.
The arithmetic processing to be executed on the CPU board 21 is divided into functional blocks, and the arithmetic programs to be processed in each functional block are assigned to each of the CPU boards 21.

Therefore, for example, the CPtJ hoard 21a performs the arithmetic processing related to the engine in the throttle valve opening calculation section 81, the engine torque meter calculation section 82, and the engine rotation speed calculation section 83 shown in FIG.
The CPU board 21b performs arithmetic processing regarding vehicle body motion in calculation units 91 to 97 shown in FIGS.
The CPU board 21C performs arithmetic processing regarding the drive transmission system in the residual calculation units 84 to 90 shown in FIG. 4.

There are multiple types of control devices 2 to be simulated, such as an anti-skid control device and a fuel injection control device, in addition to the above-mentioned traction control device. However, there are also functional blocks that are common between each control device,
Therefore, the CPU boards 21d and 21e are assigned arithmetic processing functions specific to these devices, such as arithmetic processing of fuel injection amount, which are different from those of the CPU boards 21a to 21c.

For each CPU board 21 to which a calculation program is assigned in this way, a post-processor 11 serving as a control means
are the CPU boards 21a and 21 which are the first arithmetic processing means.
b, 21d, and 21e, select a board to be operated according to the type of control device 2 to be simulated, and operate the selected board and the CPU board 21a, which is the second arithmetic processing means, While communicating between the boards via the VME bus 3o, arithmetic processing is performed in parallel on each board to create the pseudo signal and output it to the control device 2 via the interface device 7.

The interface device 7 includes a decoding circuit 41 and a level conversion circuit 42.

From the CPU board 21b, a pseudo signal related to wheel motion corresponding to the wheel acceleration calculation section 91 and the wheel speed calculation section 92 is derived as a pulse signal, and the sine signal detected by the actual wheel speed sensor in the interface circuit 27 is derived. The voltage is converted into a wave signal or the like, and after being converted into a voltage level corresponding to the type of control device 2 to be tested in the level conversion circuit 42, it is input to the interface board 3.

In response to this input signal, the processing circuit 5a on the CPU board 4 performs calculation processing for traction control, and outputs the calculation result to the load 12 via the interface port 3 as the control signal.

The control signal is also given to a decoding circuit 41 of the interface device 7, and this decoding circuit 41
The control duty of the control signal is converted into a throttle valve opening degree θ, which is inputted from the throttle valve opening calculation unit 81 via the interface circuit 26 to the CPU board 21a that performs arithmetic processing regarding the engine.

The CPtJPt upper 21a calculates the engine rotational speed Ne based on this throttle valve opening degree θ and simulates its change, and the CPU board 21c operates the drive/drive according to the change in the rotational speed Ne and the shift pattern. The drive torque Td output from the transmission system is calculated. CPU
The board 21b changes the driving torque Td and the CPU
Calculating the wheel acceleration Vw and wheel speed Vw based on data such as road surface conditions calculated by the board 21c,
simulate. In this manner, the pseudo signal is derived from the CPU board 21 to the control device 2 in response to the output of the control device 2 input to each CPU board 21.

The panel probe 9 is connected to the dual port RAM.
10, buffers 51 and 52, input/output interface circuit 53, ROM 54, RAM 55, and control circuit 5
6. The CPU board 4 of the control device 2 is connected to the control circuit 5 via a bus 57 and a buffer 51.
Connected to 6.

This control circuit 56 writes data in the processing circuit 5a of the CPU board 4 from one terminal 10a of the dual port RAM 10 according to the processing procedure stored in the ROM 54 and the RAM 55, and also writes the data in the processing circuit 5a of the CPU board 4 from one terminal 10a of the dual port RAM 10.
The data stored in M10 is read from the terminal 10a and applied to the processing circuit 5a. dual port ram
The other terminal 10b of 10 is connected from the buffer 52 to the bus 58.
The host processor 11 is connected to the host processor 11 via the host processor 11 .

The host processor 11 includes a buffer 6162, a processing circuit 63, a ROM 64, a RAM 65, a storage control circuit 66, and an output interface circuit 67. The processing circuit 63 receives a pseudo signal from the CPU board 21 inputted from the bus 30 via the buffer 62, a control signal from the control device 2, and a dual port RAM 10 of the panel probe 9 read out via the bus 58. The stored contents are derived to the printing device 69 and the display device 70 and written to the storage device 68 according to the arithmetic processing procedure stored in the ROM 64 and the RAM 65.

Further, in connection with the host processor 11, an input device 71 is connected, which is realized by, for example, a keyboard, and corresponds to the input section 99, and the input device 71 is connected as described above depending on the type of the control device 2 to be simulated. In addition to performing an input operation to select the CPU board 21 to be operated, the shift pattern and
Initial values such as the vehicle weight M, load distribution between front and rear wheels, and wheel base are input. These data are stored in RAM25.

In this way, when the selection of the CPU board 21 to be operated and the shift pattern are input, the host processor 11 transfers the data necessary for arithmetic processing to each CPU board 2.
1 and synchronizes the arithmetic processing of each CPU board 21 to execute the simulation.

FIG. 10 is a flowchart for explaining the calculation program of each CPU board 21. The configuration of the calculation programs assigned to each CPU board 21 is unified as shown in FIG. 10. Data transmitted and received between each CPU board 21 is first stored in the RAM 25 connected to the VME bus 29, and then output to the target CPU board 21 and control device 2.

Therefore, in step s1, data is output to the RAM 25 via the VME lotus 29, and in step s2
Data is taken in from the VME bus 29. In step s3, after performing arithmetic processing specific to each CPU board 21 based on the captured data, the step s
Move on to other processing such as returning to step 1. By unifying the configurations of the calculation programs assigned to each CPU board 21 in this way, it is possible to ensure operational cycles and data consistency.

FIG. 11 is a flowchart for explaining the overall control operation of the simulator device 1. In step m1, the input unit 271 is operated to select and set the type of control device 2 to be simulated. In step m2, corresponding to the set type of control device 2,
A CPU board 21 to perform arithmetic processing is selected. Note that the CPU board 21 in step m2 may be automatically selected in accordance with the type of control device 2 selected in step m1.

In step m3, the simulator device 1 starts up and
The pseudo signal is output to the control device 2, and the control device 2 outputs the control signal. In step m4, the host processor 11 analyzes the control signal output from the control device 2 in step m3, and evaluates and examines the control device 2.

In this way, the CPU board 21 to be operated is selected according to the type of control device 2 to be simulated, so that the simulator device 1 can be used in common even for different types of control devices. be able to. Furthermore, there is no duplication of programs to be processed between the CPU boards 21, and therefore, as described in the prior art, it is necessary to set separate calculation programs for each type of control device to be inspected. - It is possible to configure the simulator device with a small memory capacity, and it is possible to develop the simulator device in a short period of time and at low cost.

Furthermore, since we have provided a configuration that can perform arithmetic processing equivalent to the functions of a drive transmission system including an automatic transmission, it is possible to easily simulate the control device 2 by changing the gear position and operating the control device 2 in a state close to the actual operating state. It is possible to conduct efficient and highly accurate inspections.

Effects of the Invention As described above, according to the present invention, a pseudo signal related to vehicle body motion from the first calculation processing means is based on the calculation result related to the drive transmission system including the automatic transmission in the second calculation processing means. After making corrections, the input is input to the control device and the simulation is performed, including even the shifting operation of the automatic transmission. This allows the brake system to be inspected under conditions close to actual use, making it efficient and highly efficient. Can be accurately inspected.

[Brief explanation of drawings]

FIG. 1 is a functional block diagram showing the calculation processing procedure of a simulator device 1 according to an embodiment of the present invention, FIG. 2 is a flowchart for explaining in detail the calculation processing procedure for the engine, and FIG. 3 is a throttle valve A graph showing the response delay of the intake air flow rate with respect to changes in the opening degree, Fig. 4 is a flowchart for explaining in detail the calculation processing procedure regarding the drive/transmission system, and Fig. 5 is for explaining the shift operation of the automatic transmission. 6 is a flowchart for explaining in detail the calculation processing procedure regarding wheel motion, FIG. 7 is a flowchart for explaining the calculation processing procedure for vehicle body motion in detail, and FIG. 9 is a block diagram showing the specific configuration of the simulator device 1, and FIG. 10 is a graph showing the relationship between the slip rate S and the friction coefficient μ between CPs.
A flowchart for explaining the calculation program of the U-board 21, and FIG. 11 is a flowchart for explaining the overall control operation of the simulator device 1. 1... Simulator device, 2... Control device, 421
...CPU board, 7...Interface device, 9
... Panel probe, 11 ... Host processor, 7
DESCRIPTION OF SYMBOLS 1... Input device, 81... Throttle valve opening calculation part, 82... Engine torque calculation part, 83... Engine rotation speed calculation part, 84... Torque converter calculation part, 85... Transmission transmission torque calculation section, 8
6... Speed change calculation unit, 87... Differential transmission torque calculation unit, 88... Differential rotation speed calculation unit, 89... Transmission rotation speed calculation unit, 90... Average speed calculation unit, 91... -Wheel acceleration calculation unit, 92...Wheel speed calculation unit, 93...Slip rate calculation unit, 94...Road surface drag calculation unit, 95...Road torque calculation unit, 96...Vehicle acceleration calculation unit , 97・
...Vehicle speed calculation section, 99...Input section agent Patent attorney Number of strokes Keiichi Tensa No. Ne Rei τ3 m3 figure Drop body continuous return ■ Fig. Fig. Fig. 10 Fig.

Claims (1)

[Claims] For a vehicle body dynamic characteristic control device that performs a calculation operation based on an external signal and outputs a control signal corresponding to the calculation result, a pseudo-simulator that simulates the external signal is used. A simulator device that inputs a signal and inspects a control device based on an output control signal, the simulator device comprising: a first arithmetic processing means that generates a pseudo signal related to vehicle body motion; and a first processing means that changes the speed of the output of the prime mover and transmits it to the wheels. A simulator device comprising: a second arithmetic processing means that performs arithmetic operations related to a drive/transmission system including an automatic transmission and adds corrections to the pseudo signal from the first arithmetic processing means in conjunction with a gear shift.