WO2001098744A1 - Systeme et procede de retenue pour dynamometre sur chassis - Google Patents

Systeme et procede de retenue pour dynamometre sur chassis Download PDF

Info

Publication number
WO2001098744A1
WO2001098744A1 PCT/US2001/020080 US0120080W WO0198744A1 WO 2001098744 A1 WO2001098744 A1 WO 2001098744A1 US 0120080 W US0120080 W US 0120080W WO 0198744 A1 WO0198744 A1 WO 0198744A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
fore
restraint system
aft motion
force
Prior art date
Application number
PCT/US2001/020080
Other languages
English (en)
Inventor
Davorin David Hrovat
Anil Kumar Ippalapelli
Michael Glenn Fodor
Original Assignee
Visteon Global Technologies, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Visteon Global Technologies, Inc. filed Critical Visteon Global Technologies, Inc.
Publication of WO2001098744A1 publication Critical patent/WO2001098744A1/fr

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • G01M17/0072—Wheeled or endless-tracked vehicles the wheels of the vehicle co-operating with rotatable rolls
    • G01M17/0074—Details, e.g. roller construction, vehicle restraining devices

Definitions

  • the present invention generally relates to the testing of automotive vehicles on a chassis dynamometer and, more particularly, relates to a restraint system and method of restraining a vehicle on a chassis dynamometer to simulate on-road response.
  • a chassis roll dynamometer is generally configured to simulate known inertia and road load forces that a vehicle is normally subjected to during actual operation on a road.
  • the chassis roll dynamometer typically includes a pair of spaced rolls mounted for rotation on a shaft and positioned to receive the drive wheels of an automotive vehicle under test.
  • chassis roil dynamometer is usually controlled so that the vehicle test experience simulates certain on-road operations, it is desirable to more closely simulate on-road drivability, especially for transmission shift quality and vehicle pitch resulting from tip-ins and backouts so as to more fully experience actual driving conditions.
  • an adaptive restraint system that may be easily configured to test vehicles of different mass on a chassis dynamometer. It is further desired to provide a method of restraining a vehicle on a chassis dynamometer to enable a tester to closely simulate an on-road driving experience.
  • the restraint system comprises an actuator assembly for applying force to a vehicle under test on the chassis dynamometer to achieve fore and aft motion response of the vehicle substantially at a predetermined natural frequency and damping ratio.
  • the restraint system preferably includes a connector adapted to be connected to the vehicle under test on the chassis dynamometer, a sensor for sensing fore and aft motion of the vehicle, and a controller for determining a desired force as a function of the sensed fore and aft motion.
  • the restraint system of the present invention allows fore and aft motion of the vehicle at or above a desired natural frequency to enable simulation of on-road vehicle response.
  • a method of restraining a vehicle on a chassis dynamometer to simulate on-road vehicle driving experience includes the steps of connecting a restraint mechanism to a vehicle, and applying a restoring force to the vehicle to pass high frequency motion while maintaining the vehicle on the dynamometer.
  • the preferred embodiment includes selecting a predetermined natural frequency, sensing fore and aft motion of the vehicle, determining a force command signal to maintain the fore and aft motion response of the vehicle substantially at the predetermined natural frequency, and applying the force to actuate the vehicle in a fore and aft motion according to the force command signal so as to simulate the higher frequency dynamics of an on-road vehicle driving experience.
  • the system and method of the present invention facilitates the testing of a vehicle on a chassis dynamometer, and particularly facilitates the calibration of powertrain controls, by allowing the vehicle to move fore and aft on the chassis rolls so that the calibrator may feel the vehicle response.
  • FIG. 1 is a diagrammatic view of a chassis dynamometer restraint system for restraining a vehicle under test on a chassis dynamometer according to the preferred embodiment of the present invention.
  • FIG. 2 is a flow diagram illustrating a method of controlling the dynamometer restraint system shown in FIG. 1.
  • a motor vehicle 10 is shown operatively positioned on dynamometer rolls 14 of a chassis roll dynamometer to allow for testing of the vehicle.
  • the vehicle 10 shown has a pair of rear drive wheels 12 each engaged in friction contact with corresponding dynamometer rolls 14 so that the drive wheels 12 and dynamometer rolls 14 rotate together.
  • the vehicle 10 is restrained by an adaptive restraint system 16.
  • the dynamometer restraint system 16 of the present invention advantageously restrains the motor vehicle 10, while allowing controlled fore and aft movement of the vehicle 10 so that vehicle drivability can be experienced during vehicle testing, and particularly during calibration of powertrain controls. While a pair of dynamometer rolls 14 are described herein for engaging the rear drive wheels 12 of a rear wheel drive motor vehicle 10, it should be appreciated that the dynamometer rolls 14 may be arranged to engage the front wheels of a front wheel drive vehicle or additional rolls may be employed to engage all wheels of an all wheel drive vehicle. [0012]
  • the dynamometer restraint system 16 has a connecting shaft 28 connected to the chassis frame or body of vehicle 10.
  • the connecting shaft 28 is preferably assembled to the frame when testing a truck, or the vehicle body when testing a unibody car.
  • One end of the connecting shaft 28 is bolted or otherwise assembled to the structural frame or body of the vehicle 10.
  • the other end of connecting shaft 28 is operatively engaged to a hydraulic actuator assembly 24.
  • Hydraulic actuator assembly 24 may include a ram rod rigidly connected to connecting shaft 28 and actuated via hydraulic fluid pressure as controlled by hydraulic controls 22.
  • a force transducer 26, such as a load cell measures the amount of force applied to the connecting shaft 23 by the hydraulic actuator assembly 24, and provides a force feedback signal to the hydraulic controls 22. Accordingly, the hydraulic controls 22 control the hydraulic actuator assembly 24 to maintain a desired amount of force applied to the vehicle 10 via connecting shaft 28.
  • the dynamometer restraint system 16 further includes a displacement transducer 18, a velocity transducer 19, and computer controls 20.
  • the displacement transducer 18 senses the displacement (X v ) of the vehicle 10, and velocity transducer
  • V v senses the velocity of the vehicle 10, relative to a fixed ground position.
  • the sensed displacement and velocity signals are input to the computer controls 20.
  • the computer controls 20 are programmed with a control routine for generating a desired force signal for use in the hydraulic controls 22 to control the hydraulic actuator assembly 24 so as to actuate the vehicle 10 in a fore and aft motion at a substantially predetermined natural frequency.
  • Control routine 30 starts at step 32 and proceeds to step 34 to enter the desired restraint natural angular frequency ⁇ r .
  • step 36 the desired restraint damping ratio ⁇ r ⁇ s likewise entered.
  • step 38 the vehicle mass m v of the vehicle to be tested is also entered.
  • step 39 the integral gain c is entered.
  • a vehicle test operator preferably enters the desired restraint natural angular frequency a> r , desired restraint damping ratio ⁇ r , vehicle mass m v , and integral gain K j according to the particular type (class) of vehicle to be tested, prior to performing the vehicle test operation with the dynamometer.
  • control routine 30 measures the vehicle displacement X v from a nominal position, and also measures the vehicle body velocity
  • step 46 the restraint system force is calculated according to the following equation:
  • the calculated restraint system force F r provides the desired force command which is sent to the hydraulic controls in step 48.
  • the hydraulic actuator assembly is actuated in response to the desired force command to achieve an overall desired force that moves the vehicle 10 in a fore and aft motion substantially at a predetermined natural frequency.
  • Decision block 52 checks for an end of task command and, if an end task command is received, proceeds to end the control routine 30 in step 54.
  • control routine 30 returns to repeat those steps beginning with step 44 to measure the vehicle motion and generate the desired force command signal until an end of test command is received.
  • the control routine 30 actuates the vehicle to move in a fore and aft motion according to a desired natural frequency which allows for various body and suspension motions, such as vibrations due to engine mounts and suspension, that affect shift quality and drivability.
  • a test operator is better able to realize a "seat-of-the-pants" feel of the transmission shift quality and driveline shuffle to thereby facilitate calibration of powertrain controls on a chassis dynamometer.
  • the predetermined frequency of fore and aft motion of the vehicle be selected in the range of 0.1 to 5.0 hertz (cycles/second), and more preferably within the range of 0.3 to 1.0 hertz. It is also preferred that the damping ratio be selected in the range of 0.5 to 1.0, and more preferably be set to approximately 0.7. It has been discovered that the preferred frequency of fore and aft motion of the vehicle is approximately 0.5 hertz. Generally, the lower the predetermined restraint frequency is set, the more accurately the system portrays on-road response.
  • the restraint spring stiffness generally must be lowered, thereby allowing more fore and aft motion of the vehicle for a given absolute drivetrain torque. Since the total space available for fore and aft motion on a chassis dynamometer is generally limited, there is a compromise as to the predetermined natural frequency to select.
  • the amount of fore and aft movement introduced to the vehicle relative to a nominal position (i.e., relative displacement) will generally vary depending on the predetermined frequency. Generally, a lower predetermined frequency results in greater relative displacement of the vehicle. For example, at a predetermined frequency of 0.1 hertz, the vehicle may be actuated to move plus or minus eight inches from a nominal position, whereas at a frequency of 5.0 hertz the vehicle may be actuated to move plus or minus one-tenth of an inch relative to the nominal position.
  • the active force actuation of the vehicle may be provided at either constant or non-constant forward and rearward speeds, or alternately may be applied with a rearward actuation force and rely upon forward actuation of the vehicle on the dynamometer rolls to return the vehicle motion in the forward direction.
  • the overall natural frequency of motion of the vehicle in the longitudinal direction is maintained according to the present invention.
  • the control routine 30 is preferably configured with integral control gain which may provide multiple modes of operation.
  • the control routine 30 may be configured to provide a force command to achieve fore and aft vehicle motion at a natural frequency of 0.5 hertz at certain vehicle speeds, and can be adjusted to provide for a second predetermined frequency at other vehicle speeds or during other vehicle test events.
  • the control routine 30 may be configured without integral controls.
  • the controls may be programmed to provide for a stiffer restraint during the initial few seconds of vehicle operation, and then provide a more relaxed restraint thereafter.
  • the control routine 30 is adaptive in that the test operator may easily test vehicles of various classes having different mass by entering the vehicle mass, the desired restraint damping ratio and the desired natural frequency, without requiring significant changes to the restraint system hardware.
  • a hydraulic actuator assembly 24 While the dynamometer restraint system 16 and corresponding control methodology 30 have been described in connection with a hydraulic actuator assembly 24, it should be appreciated that other actuators, such as an electric actuated motor with screw drive, may be employed to actuate the vehicle in a fore and aft motion at the desired predetermined natural frequency. It is also conceivable that the hydraulic actuator assembly 24, corresponding controls, and computer controls 20 could be replaced with a spring and damper restraint system according to an alternate embodiment of the present invention. The alternate embodiment of a spring and damper restraint system would preferably include a coil spring and a damper having the desired restraint stiffness and desired restraint damping ratio to provide for the desired restraint natural frequency.
  • the coil spring and damper may have to be specifically tuned to provide a desired frequency of fore and aft motion of the vehicle.
  • the use of a spring and damper restraint system instead of the adaptive restraint system 10 may require time consuming retuning of the spring and damper mechanisms to switch between vehicles having different mass.

Landscapes

  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)

Abstract

Cette invention se rapporte à un système de retenue adaptatif et à un procédé correspondant (30), servant à retenir un véhicule sur un dynamomètre sur châssis (14). Selon l'un des aspects de cette invention, ce système de retenue (16) comprend un ensemble actionneur (24) destiné à appliquer une force à un véhicule (10) testé sur ce dynamomètre sur châssis (14), en vue d'obtenir un mouvement de réaction vers l'avant et vers l'arrière (10) à une fréquence naturelle souhaitée. Ce système de retenue (16) comporte un connecteur (28) connecté au véhicule (10) testé sur ce dynamomètre sur châssis (14), des capteurs (18 et 19) servant à détecter le mouvement vers l'avant et vers l'arrière du véhicule (10), et un contrôleur (20) destiné à déterminer un signal d'instruction de force en fonction du mouvement vers l'avant et vers l'arrière détecté. Ainsi, le système de retenue (16) faisant l'objet de cette invention permet d'obtenir un mouvement de réaction vers l'avant et vers l'arrière du véhicule à une fréquence souhaitée, pour permettre la simulation de la réaction du véhicule sur route.
PCT/US2001/020080 2000-06-22 2001-06-22 Systeme et procede de retenue pour dynamometre sur chassis WO2001098744A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US59919900A 2000-06-22 2000-06-22
US09/599,199 2000-06-22

Publications (1)

Publication Number Publication Date
WO2001098744A1 true WO2001098744A1 (fr) 2001-12-27

Family

ID=24398649

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2001/020080 WO2001098744A1 (fr) 2000-06-22 2001-06-22 Systeme et procede de retenue pour dynamometre sur chassis

Country Status (1)

Country Link
WO (1) WO2001098744A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5402674A (en) * 1993-06-18 1995-04-04 Ganzcorp. Investments, Inc. Method and apparatus for automatically restraining a vehicle on a test stand
US5465612A (en) * 1994-06-16 1995-11-14 Clayton Industries Method and apparatus for testing motor vehicles under simulated road conditions
US5467646A (en) * 1993-05-07 1995-11-21 Muller Bem Process and device for controlling the braking of four-wheel drive vehicles
US5522257A (en) * 1994-05-16 1996-06-04 Avl North America, Inc. Suspended single roll dynamometer
US5531107A (en) * 1995-02-15 1996-07-02 Ganzcorp Investments, Inc. Method and apparatus for establishing virtual inertia in a chassis dynamometer
US6079257A (en) * 1997-08-04 2000-06-27 Frank L. Wells Company Digital control for dynamometer

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5467646A (en) * 1993-05-07 1995-11-21 Muller Bem Process and device for controlling the braking of four-wheel drive vehicles
US5402674A (en) * 1993-06-18 1995-04-04 Ganzcorp. Investments, Inc. Method and apparatus for automatically restraining a vehicle on a test stand
US5522257A (en) * 1994-05-16 1996-06-04 Avl North America, Inc. Suspended single roll dynamometer
US5465612A (en) * 1994-06-16 1995-11-14 Clayton Industries Method and apparatus for testing motor vehicles under simulated road conditions
US5531107A (en) * 1995-02-15 1996-07-02 Ganzcorp Investments, Inc. Method and apparatus for establishing virtual inertia in a chassis dynamometer
US6079257A (en) * 1997-08-04 2000-06-27 Frank L. Wells Company Digital control for dynamometer

Similar Documents

Publication Publication Date Title
US20040148080A1 (en) Control strategy for computer-controlled steering
US4965729A (en) Method and apparatus for improving the operational characteristics of a vehicle
CN102481948B (zh) 用于在运行期间辅助车辆驾驶员的方法和系统
US6427528B1 (en) Apparatus for the method of testing vehicle
EP1388483B1 (fr) Méthode d'estimation d'un paramètre opérationnel d'un véhicule
JP3008111B2 (ja) 自動車の重量を求める装置
CN100447392C (zh) 车辆控制设备和节流阀故障处理方法
CN113008570B (zh) 用于机器人驱动系统中的力补偿的系统和方法
CN110720032B (zh) 用于机动车的测功机测试的方法和系统
JPH04504701A (ja) 陸用車輌の懸架制御のための制御装置
DE10254211A1 (de) Gier-Stabilitätssteuersystem mit Roll-Stabilitätssteuerfunktion
DE10327593A1 (de) System zum Erfassen von Fahrzeug-Global-Lage und Fahrzeug-Relativ-Lage unter Verwendung von Aufhängungshöhensensoren
WO2016110488A1 (fr) Procédé pour faire fonctionner un simulateur de conduite
DE102016225351B4 (de) Verfahren zum Ermitteln einer Wechselwirkung eines Rades eines Kraftfahrzeugs mit einer Fahrbahn sowie Steuervorrichtung und Kraftfahrzeug
US7536246B2 (en) Method for controlling vehicle
EP3758987B1 (fr) Procédé et dispositif de régulation de la dynamique transversale d'un véhicule
CN111284287A (zh) 主动式悬架控制单元及方法
Simon An investigation of the effectiveness of skyhook suspensions for controlling roll dynamics of sport utility vehicles using magneto-rheological dampers
CN108501650A (zh) 用于机动车辆的动态可调车身座架
CN109415086A (zh) 进出弯道时具有不同阻尼的线控转向系统
DE102006049541B4 (de) Verfahren und Vorrichtung zur Ermittlung einer Anhängerstützlast
DE10360732A1 (de) Vorrichtung und Verfahren zur Kippverhinderung für ein Fahrzeug
DE102017217084A1 (de) Verfahren zur Ansteuerung eines Lenksystems mit einer elektrischen Lenkunterstützung
EP2117907A1 (fr) Véhicule automobile et procédé de réglage de composants côté transmission du véhicule
WO2001098744A1 (fr) Systeme et procede de retenue pour dynamometre sur chassis

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): DE GB

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LU MC NL PT SE TR

121 Ep: the epo has been informed by wipo that ep was designated in this application
WWE Wipo information: entry into national phase

Ref document number: 2001946690

Country of ref document: EP

WWW Wipo information: withdrawn in national office

Ref document number: 2001946690

Country of ref document: EP

REG Reference to national code

Ref country code: DE

Ref legal event code: 8642