JPH10176978A - Test system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a test system by which the behavior of a vehicle including that of starting and speed changing can be tested with it is tested by the simulation of a motive-force transmission system. SOLUTION: A dynamometer 2 is coupled directly to an engine 1, the steady running state of a motive-force transmission system is simulated by engine- output-torque computing parts 26, 26A, 26B on the basis of the running resistance of a running-resistance computing part 25, and a toque load which is to be generated by the dynamometer at a dynamometer-torque computing part 27 is found the basis of its result. The dynamic load of the motive-force transmission system in the start of the speed change of a vehicle is found on the basis of a torque capacity by a clutch-torque-capacity setting part 33 or a torque- converter-characteristic setting part 35 and a clutch-handle-brake-characteristic setting part 36 so as to be added to the torque load of the dynamometer. A speed-change-instruction generation part 29 obtains a speed change timing, and a start and speed-change control table 32 generates a throttle opening and a clutch operation amount in the start or the speed change.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention simulates a state in which a vehicle including a vehicle-related device such as a transmission and a clutch is driven on a road or on a dynamometer, so that the vehicle runs on an engine bench before the vehicle is completed. BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a test system that reproduces a state and tests exhaust gas, fuel efficiency, and the like, and particularly relates to a test system that tests a dynamic load generated in a vehicle-related device when starting or shifting during testing.

[0002]

2. Description of the Related Art Development of a new type of vehicle requires various performance tests from an engine to a road test of a prototype vehicle. To perform these tests simulated indoors, a test in which a dynamometer as a power load is connected to the output shaft of the engine,
It is a test in which the related devices of the power transmission system from the engine to the clutch, torque converter, transmission, differential gear, and tires are connected to the dynamometer either alone or in combination.

In this type of test system, if a simulation of the actual running state can be performed at the stage of developing the engine prior to the completion of the prototype vehicle, the development period can be shortened and the development cost can be reduced.

[0004] For example, a simulation of a running state is as follows.
At the completion stage of the prototype vehicle, a test was conducted in which the running resistance of the vehicle was determined according to the vehicle speed and road surface gradient set according to the driving pattern and also the inertial resistance, and this was combined with the tire of the prototype vehicle via rollers as a load absorbed by the dynamometer. become.

On the other hand, when the engine is completed, a dynamometer is directly connected to the engine, and the torque applied to the output shaft of the engine is determined from the speed ratio and efficiency of the power transmission system of the vehicle based on the running resistance applied to the tires of the vehicle. By calculating the load by simulation and setting the load as a load absorbed by the dynamometer, it is possible to test the exhaust gas and fuel consumption performance of the engine.

[0006] This simulation test simulates running resistance in a steady state. In addition to this, power train torsional vibration generated during actual driving,
There is also a method in which a load to be generated by a dynamometer is more accurately obtained by simulating a pitching vibration and an engine mounting vibration of a tire body suspension system.

[0007]

[Problems to be solved by the invention]

(First Problem) The conventional test system is a simulation test in a steady running state according to an operation pattern.
The power change occurring at the time of starting and shifting, which is included in the driving pattern, is not taken into account, and a high-accuracy simulation test taking these dynamic loads into account is not achieved.

That is, when a manual transmission (M / T) vehicle starts and shifts, in actual driving, the throttle opening of the engine becomes 0% and the number of revolutions temporarily decreases. Although the turning and the shifting operation of the transmission are performed to cause a torque change, a simulation including these dynamic loads has not been performed.

Similarly, no simulation including the behavior of the engine and the torque converter / automatic transmission during actual running is performed at the time of starting and shifting of the A / T vehicle equipped with the automatic transmission.

It is an object of the present invention to provide a test system capable of performing a test including a behavior at the time of starting and shifting of a vehicle in a test by simulation of a power transmission system.

(Second Problem) In the conventional test system, various data for simulation are collected as data on the accelerator and shift operation data of the driver during actual running and changes in the engine and vehicle speed at this time. Need that.

In order to make this data acquisition possible before the completion of a prototype vehicle, it is conceivable to set each data empirically based on empirical formulas and past phenomena. However, this becomes complicated and difficult, and is simple. Cannot set and test.

An object of the present invention is to provide a test system which facilitates acquisition of various data for a simulation test before completion of a prototype vehicle.

[0014]

SUMMARY OF THE INVENTION The present invention provides a running simulation test which simulates a dynamic load during starting and shifting of a clutch and a transmission in addition to a simulation of a steady running state of a power transmission system such as a transmission. And to simplify the simulation by introducing the concept of the torque capacity of the vehicle-related device into the dynamic load simulation, and is characterized by the following test system.

[0015] A dynamometer is directly connected to the engine, the engine is controlled in rotation speed or throttle opening by throttle control in accordance with the operation mode of the vehicle, the running resistance of the vehicle is determined, and the simulation is carried out by simulation of the steady running state of the power transmission system. In a test system for determining a torque load to be generated by the dynamometer with respect to running resistance and performing a running simulation test of the vehicle, a dynamic load of the power transmission system at the time of starting or shifting of the vehicle is determined by simulation, and the steady running is performed. A means for controlling the torque load of the dynamometer by adding the dynamic load to the torque load obtained by the simulation of the state is provided.

Further, a clutch torque capacity setting unit for obtaining the dynamic load of the M / T vehicle from a clutch operation amount and a clutch torque capacity of the M / T vehicle equipped with the manual transmission is provided.

Further, a torque converter characteristic setting section for obtaining the dynamic load of the torque converter from the torque capacity of the torque converter characteristic of an A / T vehicle equipped with an automatic transmission, and a torque of a clutch / hand brake characteristic of the automatic transmission. A clutch / handbrake characteristic setting unit for obtaining the dynamic load of the automatic transmission from the capacity; and setting a shift operation in actual running of the vehicle, and measuring the vehicle speed or the throttle opening. A shift command generation unit that generates a start or shift command for generating the dynamic load by obtaining the start or shift timing of the vehicle from the values, and a table that stores the clutch operation amount and the throttle opening during the start or shift of the vehicle. The data is set as data, and when the shift command generating section generates a start or a shift command, the previous data is set according to the throttle opening table data. A start / shift control table for generating throttle opening degree control data of the engine and for giving the clutch operation amount to the clutch torque capacity setting unit.

[0018]

FIG. 1 shows an overall system configuration for running simulation using an engine bench according to an embodiment of the present invention.

The test engine 1 has a dynamometer 2 directly connected to its output shaft as a load. The throttle opening or the rotation speed of the test engine 1 is controlled by feedback control of the throttle opening by a throttle actuator including the power unit 3 and the actuator 3A.

The torque generated by the dynamometer 2 is calculated based on an engine output shaft conversion including a power transmission system such as a clutch, a transmission, and a differential gear and an inertia when a vehicle equipped with the test engine 1 is actually driven. The resistance is determined by simulation.

Further, as a load torque generated by the dynamometer 2, a dynamic load at the time of starting / shifting can be obtained by simulation in addition to a running resistance at the time of steady running.

As a result, a running simulation test of the engine 1 in consideration of the dynamic load can be performed without waiting for the completion of the prototype vehicle, and an exhaust gas and fuel efficiency test can be performed.

The dynamometer 2 of the present system is constituted by an induction motor, and the load torque is controlled by an inverter type controller 4. When the dynamometer 2 is constituted by a DC machine, the torque is controlled by a DC motor control device.

The measurement control device 5 has a process controller 6 as a measurement control center, and includes a keyboard 7 and a man-machine interface serving as a CRT 8 and a control unit 9. In the measurement control device 5, various data such as a measurement control program for driving simulation test and operation mode data are loaded into the process controller 2, and settings are made by an operator through a man-machine interface.

The measurement control device 5 includes a control unit 9
Thus, various measurement data such as engine speed, throttle opening, dynamometer speed, and torque required for controlling the engine and the dynamometer are fetched and controlled.

FIG. 2 is a control function block diagram of the measurement control device 5 in the system configuration shown in FIG.

The operation mode setting section 21 sets an operation mode for a driving simulation test in which the engine 1 and the dynamometer 2 are directly connected. This operation mode is set to a 10-15 mode or the like in the exhaust gas test, and is set as a pattern of acceleration, constant speed, and deceleration as a data string of the speed V at each time t. Further, in the test of the M / T vehicle, a shift command according to the vehicle speed may be set.

The road gradient setting section 22 sets a road gradient for a running simulation test. This road surface gradient is set as a data string of the road surface gradient θ for each traveling distance L and is set as a pattern.

The vehicle specification setting unit 23 calculates the number of shifts of the transmission,
Design data of a related device to be mounted on a vehicle, such as a gear ratio, a reduction ratio of a differential gear, and a tire diameter, are set.

The vehicle speed calculation unit 24 obtains the vehicle speed V from the rotational speed ω _E obtained as the measurement data of the engine 1 and the speed ratio, reduction ratio, etc. set in the vehicle specification setting unit 23.

For example, in the vehicle configuration of the M / T vehicle shown in FIG. 3A, the power from the engine E / G to the tire TIRE via the clutch C / L, the transmission M / T, and the differential gear D / F. becomes transmission mechanism, tire TIR at the speed reduction ratio i _D gear ratio im and differential gear D / F of the transmission T / M with respect to the rotational speed omega _E of the engine E / G
The rotation speed of E is determined, and the tire peripheral speed obtained by multiplying this by the tire diameter Rt and the coefficient becomes the vehicle speed V.

In the case of the A / T vehicle shown in FIG. 3B, the torque converter T / C is replaced by the clutch C / L in FIG. 3A, and the automatic transmission is replaced by the manual transmission M / T. Transmission A /
Although the mechanism has T, the vehicle speed V is calculated by the same calculation as that of the M / T vehicle.
Is required.

The running resistance calculating section 25 calculates the running resistance TC from vehicle specifications such as the vehicle speed V, the road surface gradient θ, and the vehicle weight W. This running resistance is obtained as a force F that the tire circumferential surface receives from the road surface, and is calculated by the following equation. Note that A, B, and C in the formulas are constants determined by the shape of the vehicle. The first term on the right side is for road surface gradient resistance, the second term is for running resistance composed of rolling resistance and windage, and the third term is for Inertia resistance.

[0034]

(Equation 1)

The engine output torque calculating section 26 uses the running resistance F obtained by the running resistance calculating section 25 to calculate the transmission ratio and power transmission efficiency of the vehicle power transmission mechanism (for example, the mechanism shown in FIG. 3) as an operation coefficient. _{Is obtained} as the torque load TE applied to the output shaft. This calculation is obtained by simulation of the power transmission mechanism.

For example, in the case of the M / T vehicle shown in FIG. 3, the torque T _{F of the} tire shaft and the rotation speed ω _F are such that the power transmission efficiency is 100%.
Then, it can be calculated by the following equation. The following calculation is the same for an A / T vehicle.

[0037]

(Equation 2)

Also, the torque T _C of the input shaft of the transmission M / T.
And the rotation speed ω _C are calculated by the following equation. These are, in the state where the clutch C / L was completely bound to match the torque T _E and omega _E of the engine output shaft. Note that i _D
The reduction ratio of the differential gear D / F, i _m is the gear ratio of the transmission M / T.

[0039]

(Equation 3)

The above-described engine output torque calculation unit 26
Torque load T applied to the output shaft of engine from running resistance F
_E and the speed ω _E are obtained, which is a simulation test in a steady running state of the vehicle.

On the other hand, the engine output torque calculators 26A and 26B perform simulation calculations including the power train torsional vibration generated during actual running, the pitching vibration of the tire body suspension system, the engine mounting vibration, and the like. determining a torque load applied from the resistance F to the output shaft of the engine T _E and speed omega _E. For example, the calculation unit 26A performs a simulation calculation including the power train torsional vibration and the coupling behavior of the clutch C / L.

Here, the dynamometer torque calculator 27
Calculates a control value T _D dynamometer by subtracting the inertia component dynamometer itself from the engine output torque computation value. By giving this to the control command unit 28 of the dynamometer, the absorption torque of the dynamometer 2 can be controlled.

Accordingly, the engine output torque calculating section 26
(Or 26A, 26B) torque load T _E and speed omega _E obtained in can run simulation control by giving directly the dynamometer torque calculation unit 27.

However, in this case, the simulation control including the dynamic load at the time of starting and shifting by the power transmission mechanism as shown in FIG. 3A or 3B is not performed.

The present embodiment provides a test system based on simulation control including dynamic loads during starting and shifting. This will be described in detail below.

In FIG. 2, a shift command generator 29 sets the contents of a driver's driving operation in an actual vehicle as table data. The shift command generating unit 29 in which the table data is set determines the start or shift timing by comparing the current vehicle speed in the running simulation test and the change in the throttle opening θ of the engine 1 with the table data, and determines the start or shift timing. • Generated as a shift command. The start / shift data may be set by the operation mode setting unit 21 in some cases.

FIG. 4 exemplifies table data of the shift command generator 29. In the case of the M / T vehicle shown in FIG.
When the vehicle speed V exceeds the set vehicle speeds V ₁ , V ₂ , V ₃ , a shift-up command is issued from first speed to second speed, second speed to third speed, third speed to fourth speed, and V ₄ , V ₅ , 4 speed to the third speed when it is V ₆ below, 3 speed to the second speed, generates a downshift command from the second speed to the first speed. In the case of the A / T vehicle shown in FIG. 7B, a table is set with two variables including the throttle opening degree θ in addition to the speed V, and when this setting region is exceeded, shift up and down shifts are performed. Generate a command.

Returning to FIG. 2, shift determining section 30 determines whether a shift command has been issued from shift command generating section 29 or not. From this determination, the vehicle speed command from the operation mode generating unit 21 is normally transmitted to the throttle control commanding unit 31 except during shifting.
And the throttle control command section 31 controls the speed of the engine 1 in accordance with the speed command from the operation mode generating section 21.

The start / shift control table 32 sets, as table data, a clutch operation amount and a throttle opening θ at the time of start or shift in a running simulation test. FIG. 5 shows an example of data of an M / T vehicle. .

For example, at the time of the start shown in FIG. 5, the clutch operation is started at time t ₁ , frictional force starts to be generated in the clutch disc from time t ₂ , the clutch disk is brought into a half-clutch state, and time t ₃ when the rotation approaches the synchronous rotation with the engine. From the start of the complete clutch operation. In parallel with this, the throttle opening θ is increased from 0, and the throttle opening θ is further increased from near the synchronous rotation of the clutch and the engine to accelerate.

Returning to FIG. 2, when the shift determining unit 30 determines that the vehicle is to start or shift, the throttle opening θ read from the start / shift control table 32 is used as the throttle control command unit 3.
1 to control the throttle opening of the engine 1 (AθR).

At the same time, the clutch operation amount data read from the start / shift control table 32 is given to the clutch torque capacity setting section 33.

The clutch torque capacity setting section 33 is a concept introduced to determine the torque loss generated by slipping of the clutch disk at the time of starting or shifting, and the clutch disk, front plate and pressure plate with respect to the amount of clutch operation. From the torque transmission behavior during

FIG. 6 shows the clutch torque capacity at the start and the related ones. The in Fig (a) shows the clutch torque capacity τ in relation to the engine torque T _E,
(B) shows changes in the engine speed ω _E and the clutch speed ω _C at the time of starting, and (c) shows control commands to the engine and the dynamometer at the time of starting.

The clutch torque capacity τ shown in FIG.
Is the ratio of the clutch torque T _C to the engine maximum torque T _EMAX when the clutch operation amount is half-clutched (T _C /
T _EMAX ). This setting continue to increase from the time t ₀ when the frictional force on the clutch disc starts to occur in the clutch operation start, the clutch the engine and the clutch at time t ₂ through time t ₁ to start the rotation is completely bound.

In parallel with this, the engine speed ω _E becomes
The throttle opening control accelerates the engine from the idling rotational speed ω _E0, decelerates from time t ₁ when the clutch starts rotating, and accelerates again from time t ₂ when the clutch is completely engaged.

In the period (t ₁ -t ₀ ) in FIG. 6, the engine torque _TE is used for heat loss in the clutch and acceleration force of the engine speed ω _E , and the vehicle is driven at the clutch speed ω _C = 0. The force goes to zero. The relational expression is as follows from the inertia _{IE of} the engine.

[0058]

(Equation 4)

Next, in the period (t ₂ -t _1), the engine torque T _E is smaller than the clutch torque capacity tau, the engine torque T _E is consumed in the driving force of the vehicle Neglecting sliding loss in the clutch And the vehicle speed is accelerated. The engine speed omega _E and the clutch rotational speed omega _C match at time t _2. The relational expression at this time is T _E = T _C.

From the above, by setting the clutch torque capacity τ in the clutch torque capacity setting section 33,
A dynamic load at the time of starting / shifting of the M / T vehicle is determined. This dynamic load corresponds to the hatched portion in FIG. 6A, and is used to change the dynamometer torque calculation unit 27 when starting and shifting.
Is included in the running resistance calculation value from the engine output torque calculation unit 26 (or 26A, 26B), a running simulation test of the M / T vehicle including starting and shifting can be performed.

The determination at the time of starting / shifting is based on the starting / changing of the M / T vehicle.
The determination is made based on whether or not a start / shift command has been given from the shift command generator 29 by the shift determiner 34. The control torque T _D with dynamometer torque calculating section 27 at the time of start-shifting, ignoring the inertia compensation of the dynamometer,
Period of FIG. 6 (t ₁ -t ₀₎ in T _D = T _{C / L,} the period (t ₂ -
At t ₁ ), T _D = T _C = T _E.

Next, the load setting in the running simulation test of the A / T vehicle will be described. In the running simulation test of the A / T vehicle, the torque converter characteristic setting unit 35 determines the torque capacity that causes torque loss in the torque converter, and the clutch / handbrake characteristic setting unit 36 and the start / shift determining unit 37 of the automatic transmission. To calculate the dynamic loads at the time of starting and shifting, and include the torque calculation at the dynamometer torque calculating unit 27 at the time of starting and shifting at the running resistance calculation value from the engine output torque calculating unit 26 (or 26A, 26B). In this way, a running simulation test of the A / T vehicle including the time of starting and shifting is performed.

The start / shift determining unit 37 instructs the dynamometer torque calculation including the clutch / hand brake characteristics only at the time of start / shift based on the determination by the shift command generating unit 29.

The A / T car is, as shown by the model in FIG.
The engine E / G is coupled to a drive train via a torque converter T / C and an automatic transmission A / T.

The characteristics of the torque converter T / C are as shown in FIG. In the torque converter range where the speed ratio e between the impeller (input shaft) and the turbine (output shaft) reaches from 0 to the clutch point, the torque ratio t decreases from 2 to 1, and the torque transmission efficiency η increases and saturates. Will come. When the clutch enters the fluid coupling range beyond the clutch point, the torque ratio t becomes 1 and the efficiency η becomes 10%.
It rises toward 0%.

Therefore, the torque converter characteristic setting section 35
Is the dynamic load determined from the torque converter characteristics.
As shown in FIG. 8, a torque capacity τ at the time of starting / shifting is set. The torque capacity τ is obtained as T _E / _{ω E} ² from the engine speed omega _E and engine torque T _E.

Next, the automatic transmission obtains a shift operation by turning on / off the clutch and the hand brake shown in FIG. For example, when shifting up from the first gear to the second gear, the handbrake is changed from on to off and the clutch is changed from off to on.

From this, the handbrake torque capacity and the clutch torque capacity shown in FIG. 9 are set as the dynamic load of the automatic transmission at the time of starting and shifting in the clutch / handbrake characteristic setting section 36, and the hatched area in FIG. The part becomes a dynamic load.

As described above, in the running simulation test of the A / T vehicle, it is possible to control the torque load of the dynamometer including the dynamic load generated in the torque converter and the automatic transmission at the time of starting and shifting.

[0070]

As described above, according to the present invention, in addition to the simulation of the steady running state of the power transmission system such as the transmission, the dynamic load at the time of starting and shifting of the clutch and the transmission is simulated. Accurate running simulation test can be performed.

In order to introduce the concept of the torque capacity of the vehicle-related device into the simulation of the dynamic load, the driving is performed by setting the driving operation of the driver in the shift command generation unit and setting the data in the start / shift control table. A simulation test can be performed, and simpler settings are required compared to conventional data acquisition and settings.

[Brief description of the drawings]

FIG. 1 is an overall system configuration diagram showing an embodiment of the present invention.

FIG. 2 is a control function block diagram according to the embodiment;

FIG. 3 is a power transmission mechanism of the vehicle.

FIG. 4 is a shift command table of a shift command generator 29;

FIG. 5 is an M / T vehicle start / shift control table of the start / shift control table.

FIG. 6 is an explanatory diagram of a clutch capacity.

FIG. 7 is a model of an A / T vehicle.

FIG. 8 shows torque converter characteristics of an A / T vehicle.

FIG. 9 shows the torque capacity of the automatic transmission.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Dynamometer 5 ... Measurement control device 6 ... Process controller 9 ... Control unit 21 ... Operation mode generation part 24 ... Vehicle speed calculation part 25 ... Running resistance calculation part 26, 26A, 26B ... Engine output torque calculation part 27 ... Dynamometer torque calculation unit 29: Shift command generation unit 32: Start / shift control table 33: Clutch torque capacity setting unit 35: Torque converter characteristic setting unit 36: Clutch / handbrake characteristic setting unit

Claims (4)

[Claims] 1. A dynamometer is directly connected to an engine, a rotation speed or a throttle opening of the engine is controlled by a throttle control of the engine according to an operation mode of the vehicle, a running resistance of the vehicle is obtained, and a simulation of a steady running state of a power transmission system is performed. In a test system for obtaining a torque load to be generated by the dynamometer with respect to the running resistance and performing a running simulation test of the vehicle, a dynamic load of the power transmission system at the time of starting or shifting of the vehicle is obtained by simulation. A test system comprising: means for controlling the torque load of the dynamometer by adding the dynamic load to a torque load obtained by a simulation of a steady running state. 2. A clutch torque capacity setting unit for obtaining the dynamic load of an M / T vehicle from a clutch operation amount and a clutch torque capacity of an M / T vehicle equipped with a manual transmission. Item 2. The test system according to Item 1. 3. A torque converter characteristic setting section for obtaining the dynamic load of the torque converter from a torque capacity of a torque converter characteristic of an A / T vehicle equipped with an automatic transmission, and a torque of a clutch / handbrake characteristic of the automatic transmission. The test system according to claim 1, further comprising: a clutch / handbrake characteristic setting unit that obtains the dynamic load of the automatic transmission from a capacity. 4. A shift operation in actual running of the vehicle is set,
A shift command generating unit for obtaining a start or shift timing of the vehicle from the measured value of the vehicle speed or the throttle opening to generate a start or shift command for generating the dynamic load; and the clutch at the time of starting or shifting of the vehicle. The operation amount and the throttle opening are set as table data, and when the shift command generating unit generates a start or a shift command, the engine generates throttle opening control data according to the throttle opening table data and generates the clutch operation amount. And a start / shift control table for providing the start / shift control table to the clutch torque capacity setting section. 4. The test system according to claim 1, wherein