M320667 ‘八、新型說明： •【新型所屬之技術領域】 本創作係有關於一種多功能之機車動力測試裝置，特 別是指利用測量單元可供對於機車上之引擎進行引擎扭 力、CVT效率與減速比關係、離合器特性、慣性飛輪、制動 器、全車動態測試等相關實驗數據進行測試。 【先前技術】 按’由於目如台灣地區土地狹小，人口稠密，連帶造 成交通擁塞，而使得機車等具動力之車輛使用率相對增 回，所以對於空氣品質之衝擊相當大，因此對於動力車輛 之品質要求相對提高，而現今一般所常見之機車動力裝 置，於開發設計階段，均必需進行相關之測試模擬，藉以 提供作為改進之參考，一般設計單純用模擬沒有實驗驗 也，模擬的可靠度就大受質疑，在實驗及模擬上所需要的 設備非常多，由於其相關之測試項目繁多，例如需測試引 ►擎扭力、CVT〔皮帶式無段變速系統〕效率與減速比關係、 離α器特性、慣性飛輪、制動器、全車動態測試等相關數 據，然針對每一項目均有不同的測試機器，因此在測試上 不但2當耗費時間及成本，而且每一種測試機器亦佔用極 大之二間，使用上並不方便，而且目前並無針對上述不同 測試項目進行整合之裝置，惟，見有中華民國發明公告第 565687唬「多功能自行車測試機」專利案，其主要係藉由 框架、驅動裝置、飛輪組、負載元件、支撐桿架、制^裝 置等構件組合而成，藉以可供同時測試出自行車於負重時 M320667 之剎車動作使車體所產生之各種作用力，包含作用於前、 後飛輪組及支樓桿架各荷重元之作用力，並可藉以檢^ 刹車時之前輪荷重、後輪荷重、前左側力、前右側力、後 左側力、後右側力、制動力及剎車距離等數值，而提供 行車結構改良之參考依據者，·但該裝置並無法運用於 動力之檢測，僅能對於自行車進行檢測，所以使用範圍小， ，且所能賴之項目有限，無法合乎機車動力 【新型内容】 文& 爰此，有鑑於對機車上之動力引擎益無—套 測試之裝置，造成機車引擎設計及實驗上之 ^ 作係在提供-種多功能之機車 丈本創 單元，其係擁取資料並加以運算；第=二係：於， 器，其係分別受到運算單元之控制二駆=、第二驅動 其係受到第-驅動器之驅動而進行運：動力源， 軸；CVT系統，其連接於 ’並帶動有驅動 皮帶帶_動輛;係連接:驅上動 速機構，其係受到傳動袖之 从專動軸上，最終減 輪，其係設於傳動軸上，以模=降低輸出轉速；飛 應；制動器，其係設於傳動Μ，=車的加減速動態反 制而動作，以模擬機車實際行之Ί到第二驅動器之控 上述該運算單元係為電腦。負载 上述該動力源係為引擎。 上述該動力源係為馬達。 上述該運算單元係包含有 、為碼器，其係設於驅動 M320667 軸上，第二編碼器，其係設於傳動軸上；第一扭力叶，其 係設於驅動軸上，以測試驅動軸之輸出扭力；第二扭力叶q 其係設於傳動軸上，以測試傳動軸之輸出扭力。丑口 本創作具有下列之優點·· 、1:本創作之機車動力測試裝1，可供對於機車上之引 擎進行引擎扭力、cvt效率與減速比關係、離合器特性、慣 =飛輪、制動器、全車動態測試等各種元件之相關實驗測 試。 作係使㈣量單元，具有多種機車組件的刺試 功月b，機車各組件的性能特性都可在此測量單元上測得， 且均能與模擬結果吻合，同時還可用於機車全車動態:能 測試’如加速性能測試、燃㈣耗測試和廢㈣放測試， 功能強大。 3. 又本創作之測量單元可取代價格昂貴的引擎動力 測試機車引擎性能，大幅減少實驗室建置實驗設備的費用 4. 本創作之構造集多項測試功能於—身，故可縮小體 積，而不佔用太多之空間’並且製造成本低廉，拆裝容易， 操作簡單方便，故可節省大量之實驗測試時間。 【實施方式】 0 一 f先，請參閱第一圖所示，本創作主要係包括有運算 單70(1)、第一驅動器（2)、第二驅動器（2a)、動力源ο)、 CVT系統（4)、測量單元〔包含有第一編碼器（5)、第二 ^5A)、第-扭力計⑻、第二扭力計⑽）〕、最終減速機 構（7)、飛輪（8)、制動器（9)，其中： 7 M320667 運算單元（1)，其係可為電腦，具有擷取資料並加以運 算之功能。 第一驅動器（2)、第二驅動器（2A)，其係分別受到運算 單元（1)之控制而進行驅動。 動力源（3 )’其係受到第一驅動器（2 )之驅動而進行運 轉，該動力源（3 )係可為機車用之引擎，其係帶動有一驅動 軸（31)〔亦可以透過皮帶輪帶動皮帶之傳動方式取代〕，又 该動力源（3)亦可以能控制轉速之馬達（3A)予以取代〔如第 二圖所不〕。 CVT系統（4)〔皮帶式無段變速器（Continuously Variable Transmission)〕，其連接於驅動軸（3丨）上，並受 到其傳動，而透過皮帶（41)帶動有一傳動軸（42)。 測量單元，係連接於驅動軸（31)及傳動軸（42)上，該 測1單兀係包含有第一編碼器（5)、第二編碼器（5A)、第一 扭力計（6)及第二扭力計（6A)，其中： 第一編碼器（5)，其係設於驅動軸（31)端上。 第二編碼器（5A),其係設於傳動軸（42)上。 第扭力计（6)，其係設於驅動軸（31)上，以供測試驅 動軸（31)之輸出扭力。 第一扭力計（6A)，其係設於傳動軸（42)上，以供測試 傳動軸（42)之輸出扭力。 最終減速機構（7)，其係受到傳動軸（42)之帶動，藉以 降低輸出轉速。 爪輪（8) ’其係設於傳動軸（42)上，藉以模擬趨近實車 8 M320667 的加減速動態反應。 制動器（9)，其係設於傳動轴（42)上，該制動器（9)係 受到第二驅動器（2A)之控制而動作，其係可為磁粉式制動 器〔Magnetic Brake〕，藉以模擬車輛實際行車時之道路負 載，分析CVT系統在各轉速下的動態反應。 測試動力源（3)之扭力時，如第一圖所示，主要藉由運 算單元（1)控制第一驅動器（2)予以驅動動力源（3)開始啟 動，以帶動驅動軸（31)開始轉動，而驅動轴（31)則透過CVT 系統（4 )雨帶動傳動車ά ( 4 2)轉動5第一扭力計（6)及第二扭 力計（6Α)係使用應變分別量測驅動轴（31)及傳動軸（42)之 扭力變化，因此輸出訊號必須經過放大，再經由DAQ介面卡 作資料擷取，輸入至運算單元（1)，該第一編碼器（5)及第 二編碼器（5Α)可測量出驅動轴（31)及傳動軸（42)之角速度 變化，經由運算單元（1)將所擷取到的資料做運算處理，即 可得知轉速；並藉由控制節氣門開度〔圖中未示〕，節氣門 開度，是經由節氣門位置感知器量得，而動力源（3)轉速經 由制動器（9)所產生制動力改變轉速，使用美商國家儀器公 司〔National Instruments，ΝΙ〕PCI 6024Ε的 DAQ卡和圖 控軟體LabVIEW撰寫程式，進行引擎節氣門開度和制動器負 載之控制與引擎轉速和扭力資料之擷取，使用動力源（3)轉 速的回授信號與動力源（3)轉速設定值〔setpoint〕比較， 再經由比例控制器去控制制動器（9)，因負載增加或減少可 以改變動力源（3)的轉速，由於動力源（3)是單缸引擎，所 以截取回來後要經過LabVIEW smoothing濾、波之後才會為一 9 M320667 個穩定值，但是單純用比例控制器時會有穩態誤差的存 在，所以還是要手動方式去微調設定值。 當需要驗證第-扭力計⑻賴取的動力源⑶之扭力 值，經處理狀正雜時，如第二圖所示，係可以馬達㈤ 取代引擎作為動力源⑶，利用該馬達（⑷的扭力輸出為一 個比#乂平穩值’其驗證條件為在相同轉速、制動器⑼相同 溫度、CVT相同的減速比情況下，所輸入給制動器⑻的電 壓值做比較’例如在引擎轉速4__節氣門開度，下輸 入制動器(9)的電壓為2.謝，平均扭力值為7 3iN_fl】，而 馬達（3A)在相同的轉速下所輸人給制動器⑻的電壓為 2.4V，平均扭力值為7. 299N_m，驗證了引擎扭力取平 確性。 上述進行引擎扭力測量之實驗時，其實驗設備規割可 如第f圖所示，其為引擎、扭力計和馬達串接，或如第四 圖所不，其為引擎、扭力計、減速機構和制動器（ 串接’當使用第三圖之測量方法，因為受測體為機車引擎， 其最大扭力約8 N—m，但制動器（或馬達）之所產生 析度（最大扭力的千分之一）太大，很容易使弓I擎受負載過 大而熄火’不容易控制在所設定的引擎轉速，所以本創作 在進行引擎扭力測㈣，是採取第四圖之測量方法，將待 測之機車引擎放置在動力傳㈣統之動力源位置，並可 空間配置’其後可經正時皮帶或直接接至扭力計和㈣〔電 子控制式無段變速器（Electronically以价⑷⑼ CVT)〕’ Em和最終減速裝置之組合，可隨時作調整以改變 M320667 ”減2二、°與力擎適當之負載使其到達所設定之轉速。 尬」ί打^1試，這部份可測離心滾子、皮帶效率、後 料二、彈，與小’、後離合器的特性及全車動態特 $ 、纟測蜮方法為穩態測試，不考慮離合器作動接合 0:反'的過$ ’所以將傳動輪盤與離合器鎖定，由馬達⑽） 當動力源（3)帶動驅動輪盤轉速為定值，控制磁粉式制動器 (9)的煞車力作為負載變化的模擬；在負載增加後離合器輛 向推力心加’所以離心滾子需要更高轉速下的離心力，才 可克服轴向推力；面淘·τ效率則是將驅動轴⑶）轉速及 扭力與傳動轴（42)轉速與扭力麻後，傳動轴（42)轉速乘 上=力除以驅動轴（31)轉速乘上扭力，此值為當時負載下 皮帶（41)的效率’·測試CVT全車動態主要是將動力源⑶由 ，達（3A)改成引擎，在最大加速性能測試，將節氣門全開， 量測驅動軸（31)與傳動軸（42)轉速。 上述CVT性能測量之設備規劃如第五圖所示，其為馬 達、CVT、減速機構及制動器之串接方式進行測試。 … 離合器測試，内擴輪緣離心式離合器主要是藉由驅動 軸（31)轉速提升，使蹄片因離心力作用在外輪盤上產生力 矩，將動力傳輸至被驅動輪端，動力源（3)由引擎帶動傳導 至CVT主動端，經CVT減速傳導到後離合器之輸入軸，當引 擎轉速上升蹄片克服彈簧預拉力，使蹄片與外輪盤接觸將 動力傳導至最終減速機構（7)，這部份分析後離合器輸入軸 轉速提升所傳遞的最大扭力。 11 M320667 τ _ mrw2N y ^^cos^cos^) A sin0 a 厂·蹄片離中心距 d ·蹄片面積、/ 盤半徑。 0 :旋轉角速度、m:蹄片質量、 摩擦係數“：蹄片寬、及：外輪 飛輪⑻之慣性測試，其測量方法是使飛輪由靜止加速 到某-轉速，此過程扭力變化，由於扭力等於慣性矩乘上 角加速度，經由測量扭力與轉速的變化，然後計算出加速 度和飛輪慣性，該計算方法，係利周牛賴第二定律計算扭 力作用在慣性飛輪的角加速度’作用扭力為輸人扭力二摩 擦扭力，然後將角加速度對時間積分可以得到角速度，其 公式如下所示： ΛΤ-τ ) ω=1—Γι^άί 其中··⑺··角速度、r :扭力、摩擦力矩、 /:飛輪慣性。 接著使用最佳化演算法進行飛輪慣性的參數辨識，最 佳化演算法可以使計算程式的角速度與實驗量測得的角速 度的誤差平方為最小。 上述離合器作動測試之設備規劃如第六圖所示，其為 馬達、CVT、離合器、減速機構及制動器之串接方式進行測 試。 制動器（9)測試，可由ΝIDAQ卡輸出電壓，經轉換成電 12 M320667 給予 以模 抓對應素]動力’測試方法由馬達提供—個固定轉速， 制動器⑻不_錢，以㈣應產生不_動力，終 擬趨近實車的加減速動態反應。 全車動態性能測試’測量單元除了可以測試機車各組 t之性能特性外，財以進行機車全車動g性能的測試， 當進行加速性能測試時’係使詞量單元進行測試，並使 用DAQ上所擷取的引擎轉速、引擎扭力、cvt減速比及M320667 'eight, new description: • [new technology field] This creation department is about a multi-functional locomotive power test device, especially the use of measurement unit for engine torque, CVT efficiency and deceleration for the engine on the locomotive Test related data such as relationship, clutch characteristics, inertia flywheel, brake, and vehicle dynamic test. [Prior Art] According to the fact that the land in Taiwan is small and densely populated, causing traffic congestion, and the use rate of powered vehicles such as locomotives is relatively increased, so the impact on air quality is considerable, so for power vehicles The quality requirements are relatively improved. However, in the development and design stage, the locomotive power units that are commonly used today must be tested and tested to provide a reference for improvement. The general design is purely simulated without simulation. The reliability of the simulation is It is widely questioned that there are many equipments required for experiments and simulations. Due to the wide variety of related test items, for example, it is necessary to test the relationship between the engine's torque and the CVT (belt type stepless speed change system) efficiency and reduction ratio. Features, inertia flywheels, brakes, vehicle dynamics and other related data, but for each project have different test machines, so in the test not only 2 when it takes time and cost, and each test machine also takes up two very large, It is not convenient to use, and there is currently no different test for the above For the purpose of integrating the device, see the patent case of the Republic of China Invention Bulletin No. 565687 "Multifunctional Bicycle Testing Machine", which mainly consists of a frame, a driving device, a flywheel set, a load element, a support rod frame, and a device. The combination of components can be used to simultaneously test the various forces generated by the braking action of the M320667 when the bicycle is under load, including the forces acting on the front and rear flywheel sets and the load-bearing members of the support frame. It can also be used to check the values of the front wheel load, the rear wheel load, the front left side force, the front right side force, the rear left side force, the rear right side force, the braking force and the braking distance when braking, and provide a reference basis for the improvement of the driving structure. However, the device can not be used for the detection of power, only for the detection of bicycles, so the scope of use is small, and the projects that can be relied upon are limited, and can not meet the locomotive power [new content] text & 爰, in view of the locomotive The power engine on the engine-free test set, resulting in the design and experiment of the locomotive engine is provided in the multi-functional locomotive Yuan, the system grabs the data and operates it; the second = the second, the device, which is controlled by the computing unit, respectively, and the second driver is driven by the first driver: the power source, Axle; CVT system, which is connected to 'and drives a belt with a drive belt _ moving; is connected: drive the speed mechanism, which is driven by the transmission sleeve from the special axis, and finally the wheel is fixed to the transmission shaft On, the mode = lower the output speed; fly should; the brake, which is set in the drive Μ, = the car's acceleration and deceleration dynamic counter-action and action, to simulate the locomotive actual line to the second drive control above the arithmetic unit For the computer. Load The power source described above is an engine. The power source described above is a motor. The arithmetic unit includes a coder that is mounted on the M320667 shaft, and a second encoder that is mounted on the drive shaft. The first torsion blade is mounted on the drive shaft for testing and driving. The output torque of the shaft; the second torsion blade q is mounted on the drive shaft to test the output torque of the drive shaft. The ugly mouthpiece has the following advantages: ·1: The locomotive power test kit 1 of this creation can be used for engine torque, cvt efficiency and reduction ratio, clutch characteristics, habit=flywheel, brake, and full-vehicle for the engine on the locomotive. Related experimental tests of various components such as dynamic testing. The four-unit unit has a plurality of locomotive components. The performance characteristics of each component of the locomotive can be measured on the measuring unit, and both can match the simulation results, and can also be used for the locomotive full-vehicle dynamics: Can test 'such as acceleration performance test, combustion (four) consumption test and waste (four) release test, powerful. 3. The creation of the measurement unit can replace the expensive engine power test locomotive engine performance, greatly reducing the cost of laboratory equipment. 4. The structure of this creation is a collection of multiple test functions, so it can reduce the volume, and It does not take up too much space' and the manufacturing cost is low, the disassembly and assembly is easy, and the operation is simple and convenient, so a large amount of experimental test time can be saved. [Embodiment] 0 a f first, please refer to the first figure, the creation mainly includes an operation sheet 70 (1), a first driver (2), a second driver (2a), a power source ο), CVT System (4), measuring unit (including first encoder (5), second ^5A), first-to-torque meter (8), second torque meter (10)), final speed reduction mechanism (7), flywheel (8), Brake (9), where: 7 M320667 arithmetic unit (1), which can be a computer, has the function of capturing data and calculating it. The first driver (2) and the second driver (2A) are driven by the control unit (1), respectively. The power source (3) is driven by a first actuator (2), which can be an engine for a locomotive, which drives a drive shaft (31) (also can be driven by a pulley) The transmission mode of the belt is replaced by], and the power source (3) can also be replaced by a motor (3A) that controls the speed (as shown in the second figure). The CVT system (4) [Continuously Variable Transmission] is connected to the drive shaft (3丨) and is driven by it, and a transmission shaft (42) is driven through the belt (41). The measuring unit is connected to the driving shaft (31) and the driving shaft (42), and the measuring unit comprises a first encoder (5), a second encoder (5A), and a first torque meter (6). And a second torque meter (6A), wherein: the first encoder (5) is disposed on the end of the drive shaft (31). A second encoder (5A) is provided on the drive shaft (42). The first torque meter (6) is provided on the drive shaft (31) for testing the output torque of the drive shaft (31). A first torque meter (6A) is provided on the drive shaft (42) for testing the output torque of the drive shaft (42). The final reduction mechanism (7) is driven by the drive shaft (42) to reduce the output speed. The claw wheel (8)' is attached to the transmission shaft (42) to simulate the acceleration and deceleration dynamic response of the actual vehicle 8 M320667. The brake (9) is disposed on the transmission shaft (42), and the brake (9) is controlled by the second actuator (2A), which can be a magnetic brake (Magnetic Brake), thereby simulating the actual vehicle The road load during driving, analyze the dynamic response of the CVT system at each speed. When testing the torque of the power source (3), as shown in the first figure, the first driver (2) is controlled by the arithmetic unit (1) to start the driving power source (3) to start the driving shaft (31). Rotate, and the drive shaft (31) is transmitted through the CVT system (4) rain drive rut (4 2) rotation 5 first torque meter (6) and second torque meter (6 Α) are used to measure the drive shaft separately using strain 31) and the torque of the drive shaft (42) changes, so the output signal must be amplified, and then read through the DAQ interface card, input to the arithmetic unit (1), the first encoder (5) and the second encoder (5Α) The angular velocity of the drive shaft (31) and the drive shaft (42) can be measured, and the retrieved data can be processed by the arithmetic unit (1) to know the rotational speed; and by controlling the throttle The opening degree (not shown), the throttle opening is measured by the throttle position sensor, and the power source (3) rotation speed is changed by the braking force generated by the brake (9), using National Instruments (National) Instruments,ΝΙ]PCI 6024Ε DAQ card and graphic control software LabVI EW writes the program to control the engine throttle opening and brake load and the engine speed and torque data. The feedback signal of the power source (3) speed is compared with the power source (3) speed set value [setpoint]. Then, the brake (9) is controlled by the proportional controller. The speed of the power source (3) can be changed due to the increase or decrease of the load. Since the power source (3) is a single-cylinder engine, after the interception, the LabVIEW smoothing filter and the wave are followed. It will be a stable value of 9 M320667, but there will be steady-state error when using the proportional controller alone, so it is necessary to manually fine-tune the set value. When it is necessary to verify the torque value of the power source (3) obtained by the first torque meter (8), when the processing is positive, as shown in the second figure, the motor (5) can be used instead of the engine as the power source (3), and the torque of the motor ((4) can be utilized. The output is a ratio of #乂平值'. The verification condition is that the voltage value input to the brake (8) is compared at the same speed, the same temperature of the brake (9), and the same reduction ratio of the CVT. For example, at the engine speed 4__ throttle opening Degree, the input brake (9) voltage is 2. Thanks, the average torque value is 7 3iN_fl], and the motor (3A) at the same speed is input to the brake (8) voltage is 2.4V, the average torque value is 7 299N_m, verifying the accuracy of the engine's torque. In the above experiment of engine torque measurement, the experimental equipment can be cut as shown in Figure f, which is the engine, torque meter and motor series, or as shown in the fourth figure. No, it is the engine, torque meter, speed reduction mechanism and brake (serial connection 'when using the measurement method of the third figure, because the measured body is the locomotive engine, its maximum torque is about 8 N-m, but the brake (or motor) Generated Degree (one thousandth of the maximum torque) is too large, it is easy to make the bow I engine under load too much and the flameout 'not easy to control the engine speed set, so this creation is in the engine torque test (four), is taking the fourth picture The measurement method is to place the engine of the locomotive to be tested in the power source position of the power transmission (four) system, and the space configuration can be followed by a timing belt or directly connected to the torque meter and (4) [electronically controlled stepless transmission (Electronically With the combination of price (4)(9) CVT)] Em and the final reduction gear, you can adjust it at any time to change the M320667 ” minus 2 2, ° and the appropriate load of the force to reach the set speed. 尬” ί 打 ^1 try, This part can measure the centrifugal roller, belt efficiency, the second material, the bomb, and the small ', the characteristics of the rear clutch and the whole vehicle dynamic special $, the test method is the steady state test, regardless of the clutch actuation joint 0: anti' After the $', the drive wheel and the clutch are locked by the motor (10). When the power source (3) drives the drive wheel speed to a fixed value, the brake force of the magnetic powder brake (9) is controlled as a simulation of the load change; increase After the addition of the clutch, the thrust force is added to the thrust core. Therefore, the centrifugal roller needs the centrifugal force at a higher rotational speed to overcome the axial thrust. The surface scouring and τ efficiency is the rotational speed of the drive shaft (3) and the rotational speed of the drive shaft (42). After the torque is twisted, the speed of the drive shaft (42) is multiplied by = force divided by the speed of the drive shaft (31) multiplied by the torque. This value is the efficiency of the belt (41) under load at the time. · Test CVT The whole vehicle dynamics is mainly the power source. (3) From, (3A) is changed to the engine. In the maximum acceleration performance test, the throttle is fully opened, and the rotational speed of the drive shaft (31) and the drive shaft (42) is measured. The equipment plan for the above CVT performance measurement is shown in the fifth figure, which tests the tandem connection of the motor, CVT, speed reduction mechanism and brake. ... Clutch test, the internal expansion rim centrifugal clutch is mainly driven by the rotation speed of the drive shaft (31), so that the shoe generates a torque on the outer wheel due to the centrifugal force, and transmits the power to the driven wheel end, the power source (3) The engine is driven to the CVT active end, and is transmitted to the input shaft of the rear clutch through the CVT deceleration. When the engine speed rises, the shoe overcomes the spring pretension, so that the shoe contacts the outer wheel and transmits the power to the final speed reduction mechanism (7). Partial analysis of the maximum torque transmitted by the clutch input shaft speed increase. 11 M320667 τ _ mrw2N y ^^cos^cos^) A sin0 a Factory · shoe from the center distance d · shoe area, / disk radius. 0: Rotational angular velocity, m: shoe mass, friction coefficient ": shoe width, and: inertia test of the outer wheel flywheel (8), the measurement method is to accelerate the flywheel from static to a certain speed, the torque changes in this process, because the torque is equal The moment of inertia is multiplied by the angular acceleration, and the acceleration and flywheel inertia are calculated by measuring the change of the torsion and the rotational speed. The calculation method is based on the second law of the calculation of the torsion force acting on the angular acceleration of the inertial flywheel. Torque two friction torque, and then the angular acceleration is integrated with time to get the angular velocity. The formula is as follows: ΛΤ-τ ) ω=1—Γι^άί where··(7)·· angular velocity, r: torque, friction torque, /: Flywheel inertia. Then use the optimization algorithm to perform the parameter identification of the flywheel inertia. The optimization algorithm can minimize the square error of the angular velocity measured by the calculation program and the angular velocity measured by the experimental quantity. The equipment planning of the clutch actuation test is as follows. As shown in the six figures, it tests the series connection of the motor, CVT, clutch, speed reduction mechanism and brake. Brake (9) Trial, can be converted by the IDAQ card output voltage, converted into electricity 12 M320667 given to the mold to grasp the corresponding] power 'test method provided by the motor - a fixed speed, brake (8) not _ money, to (4) should produce no _ power, the final trend Near-real vehicle acceleration and deceleration dynamic response. The whole vehicle dynamic performance test 'measurement unit can test the performance characteristics of each group of locomotives in addition to the performance characteristics of each group of locomotives, and test the performance of the locomotives in the whole vehicle. The unit is tested and uses the engine speed, engine torque, cvt reduction ratio and
機車f速的職，而所得到的賴數據結果，再和電腦程 八所換擬的結果進行比較印證，而確認動態性能的測試功 能良好。 < 、" 當進行機車自動駕駛測試，此測試可用來進行廢氣排 ，放和燃油消耗之實驗，其採用NI公司的ρχι系統進行KM time的測試，取樣時間選為2〇ms，控制節氣門開度與制動 器所產生的道路負載，當控制器之參數決定為Κρ = 4· 1， KI - 1· 1 ’ KD = 〇· 7時，其機車自動駕駛的模擬與實驗結 _果、車速都能符合要求，而且節氣門開度趨勢也相同。 【圖式簡單說明】 第一圖係為本創作各個構件之連結關係示意圖。 第二圖係為本創作以馬達作為動力源之連結關係示意圖。 第三圖係為本創作第一種引擎扭力測試之設備規劃示意 圖。 第四圖係為本創作第二種引擎扭力測試之設備規劃示意 圖。 "第五圖係為本創作CVT性能測量之設備規劃示意圖。 13 M320667 第六圖係為本創作離合器作動測試之設備規劃示意圖。 【主要元件符號說明】 (1) 運算單元 (2) 第一驅動器 (2A) 第二驅動器 (3) 動力源 (3A) 馬達 (31) 驅動軸 (4) CVT系統 (41) 皮帶 (42) 傳動軸 (5) 第一編碼器 (5A) 第二編碼器 (6) 第一扭力計 rRA^i v ^ A A y 第二扭力計 (7) 县欲忒诘姚媒 (8) 飛輪 (9) 制動器The locomotive f-speed job, and the results obtained from the data, and the results of the computer program eight exchanges compared to confirm, and confirm the dynamic performance test function is good. < , " When the locomotive automatic driving test is carried out, this test can be used for the exhaust gas discharge, discharge and fuel consumption experiments. It uses the NI ρχι system for the KM time test. The sampling time is selected as 2 〇ms to control the solar terms. The door opening and the road load generated by the brake. When the parameter of the controller is determined as Κρ = 4· 1, KI - 1· 1 ' KD = 〇 · 7, the simulation and experimental results of the locomotive automatic driving _ fruit, speed Both meet the requirements and the throttle opening trend is the same. [Simple description of the diagram] The first diagram is a schematic diagram of the connection relationship between the various components of the creation. The second picture is a schematic diagram of the connection relationship of the motor with the motor as the power source. The third picture is a schematic diagram of the equipment planning for the first engine torque test. The fourth picture is a schematic diagram of the equipment planning for the second engine torque test. "The fifth picture is a schematic diagram of equipment planning for the creation of CVT performance measurement. 13 M320667 The sixth figure is a schematic diagram of the equipment planning for the creative clutch actuation test. [Main component symbol description] (1) Arithmetic unit (2) First driver (2A) Second driver (3) Power source (3A) Motor (31) Drive shaft (4) CVT system (41) Belt (42) Transmission Axis (5) First Encoder (5A) Second Encoder (6) First Torque Meter rRA^iv ^ AA y Second Torque Meter (7) County Desire Yao (8) Flywheel (9) Brake