WO2019227112A1 - Détermination de l'altitude d'un véhicule et d'un gradient de la chaussée à partir de la pression atmosphérique - Google Patents

Détermination de l'altitude d'un véhicule et d'un gradient de la chaussée à partir de la pression atmosphérique Download PDF

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Publication number
WO2019227112A1
WO2019227112A1 PCT/AT2019/060164 AT2019060164W WO2019227112A1 WO 2019227112 A1 WO2019227112 A1 WO 2019227112A1 AT 2019060164 W AT2019060164 W AT 2019060164W WO 2019227112 A1 WO2019227112 A1 WO 2019227112A1
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WIPO (PCT)
Prior art keywords
height
vehicle
test
calculated
corrected
Prior art date
Application number
PCT/AT2019/060164
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German (de)
English (en)
Inventor
Manuel BOPP
Emre KURAL
Rolf Hettel
Camillo SIGNOR
Original Assignee
Avl List Gmbh
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.)
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Publication date
Application filed by Avl List Gmbh filed Critical Avl List Gmbh
Publication of WO2019227112A1 publication Critical patent/WO2019227112A1/fr

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C5/00—Measuring height; Measuring distances transverse to line of sight; Levelling between separated points; Surveyors' levels
    • G01C5/06—Measuring height; Measuring distances transverse to line of sight; Levelling between separated points; Surveyors' levels by using barometric means
    • 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

Definitions

  • the subject invention relates to a method for determining the height of a ve hicle from measured values of the air pressure along a route of the vehicle, wherein the height of the vehicle is calculated at a certain vehicle position of the route with a given before formula from the air pressure, and the use of the type calculated height to determine a road gradient of the route and to carry out a test on a test bench, the time course of ermit teten road gradient is used to control the test.
  • test benches For the development or testing of vehicles and components of vehicles, such as internal combustion engines, power units (eg hybrid drives), on drivelines, gearboxes, power supplies, etc., usually tests are used on test benches.
  • the test object vehicle or component of the driving tool
  • the load for the DUT may be generated at the test stand by a load machine, such as a dynamometer, a battery tester, etc., which is connected to the DUT on the test bench.
  • a load machine such as a dynamometer, a battery tester, etc.
  • a test run is usually a time course of at least one size that influences the operating state of the test object.
  • Such a time course can be used directly to control the device under test and / or the loading machine on the test bench.
  • an engine speed and an engine torque of an internal combustion engine as a test piece or part of a test specimen (eg drive train) can be specified as a time course as a test run.
  • These can then be used on the test stand to control the engine, for example to adjust the engine speed, and to control the load machine, for example, to adjust engine torque.
  • An example of this is the simulation of a virtual driving of a vehicle by means of a simulation model along a virtual driving route, the simulation receives the gradient of the route and affygeschwin speed as a time course and from a manipulated variable for an internal combustion engine as a test, for example, an accelerator pedal position, and a setpoint for the load machine, for example, a load torque calculated.
  • a simulation model is generally composed of several interacting submodels, such as a vehicle model, a road model, a tire model, a driver model, etc.
  • the aim of carrying out the test runs on the test bench is to best approximate a real drive with the vehicle on a real route. This is partly driven by changing legislation regarding the emission and consumption behavior of vehicles with internal combustion engines, as it is often required to demonstrate compliance with emission and consumption levels under real conditions.
  • the required time courses for the test run are therefore often obtained from real test driving th with a vehicle.
  • a certain distance is traversed with a vehicle and thereby measured variables are recorded, from which the time profiles are derived.
  • vehicle speed, road grade and road grade, the geometry of the road (e.g., turns), etc. are detected.
  • the test run for carrying out the test is then generated from the recorded measured variables.
  • GPS Global Positioning System
  • JP 2001 108 580 A1 describes, for example, that a height and therefrom a slope of the roadway (road gradient) are determined via the changing air pressure in the environment of the vehicle during the test drive.
  • the altitude of the vehicle is first determined with a PRE-enclosed formula from the pressure and the derivation of the altitude over the distance covered the road gradient.
  • the course of the roadway gradient is then used on the test stand to derive a load for the test object to carry out the test.
  • EP 2 988 095 A1 again describes that the altitude of the vehicle during the test drive can also be derived from GPS data.
  • the height determination via the air pressure is used in such sections.
  • JP H9159447 A2 describes that the determination of the height from the air pressure is erroneous due and in particular is influenced by the vehicle speed. It is therefore proposed to correct the determined height with a speed-dependent term in order to increase the accuracy of the height determination. For this purpose, a correction curve is given before, taken from the correction term as a function of the speed becomes. The correction term is therefore only dependent on the speed, whereby a good correction over a larger speed range, as is usual in a vehicle, is insufficiently possible.
  • This object is achieved by correcting the height calculated from the air pressure with a correction term as a function of the vehicle speed at the vehicle position and a speed-dependent correction parameter in order to determine a corrected height of the vehicle.
  • a correction term as a function of the vehicle speed at the vehicle position and a speed-dependent correction parameter in order to determine a corrected height of the vehicle.
  • the at least one correction parameter for different ranges of the vehicle speed may preferably have different values. In this way, the influence of vehicle speed can be even better be taken into account. Likewise, the accuracy can be increased if the at least one correction parameter for different vehicles or vehicle types and / or for different vehicle environments has different values. Thus, the influence of the vehicle itself can be better represented.
  • the accuracy of the method can be improved by using a GPS altitude from available GPS data to calculate a mean GPS altitude, calculating a corrected mean altitude from the corrected altitudes, and from the two averages Offsethhehe is calculated, with which the corrected height is corrected to an offset-corrected compensated height.
  • FIG. 2 shows an exemplary sequence of height and roadway gradient determination
  • FIG. 3 shows a result of the height determination according to the invention and 4 shows a use of the determined road gradient on a test rig for carrying out a test.
  • a vehicle 1 is moved along a route 2 at a vehicle speed v, where the vehicle speed v is, of course, a function of the time or distance traveled s.
  • the route 2 has a certain height profile with heights h.
  • a pressure sensor 3 is arranged, which measures the air pressure pi_ in the vicinity of the vehicle 1.
  • the air pressure pi_ is repeatedly measured over the path s in order to obtain a height profile over the path s.
  • further measured variables can also be detected, for example a vehicle speed v.
  • further measuring sensors can be provided on the vehicle 1.
  • T [° K] denotes the ambient temperature at the location of the measured air pressure (in [bar])
  • L [K / m] a decrease rate
  • p o a reference pressure
  • Relationships for calculating the altitude from the air pressure are known, e.g. as described in JP 2001/108580 A1.
  • the required in the formulas other sizes, insbesonde the ambient temperature T can of course also measured while driving who the. Normally, the variables measured during the journey are evaluated after the trip and the heights h are calculated via the path s. Of course, the height h could also be calculated while driving. The calculation is done with suitable computer hardware and appropriate software. However, this calculation of the height h from the air pressure pi_ is inaccurate due to various influences, for example, the mounting position of the pressure sensor 3 and the vehicle speed v.
  • the height h p calculated from the air pressure pi with a nonlinear correction term K as a function of the vehicle speed v and at least one correction parameter P v (v) dependent on the vehicle speed v to a corrected height h COmp Height h of the vehicle
  • the at least one correction parameter P v (v) can be determined empirically.
  • the at least one correction parameter P v (v) can also be calculated from an optimization who the. In this case, an error (eg the mean square error of the deviation) between known height values (for example from digital map material or highly accurate measurements) and the calculated height h COmp in different speed ranges can be minimized in order to calculate the correction parameters P v (v).
  • an error eg the mean square error of the deviation
  • known height values for example from digital map material or highly accurate measurements
  • Such known optimizations are often numerical, iterative mathematical methods which are carried out until a defined termination criterion is reached, for example the achievement of a certain error or a number of iterations.
  • the at least one correction parameter P v (v) can also be determined for different vehicles or different types of vehicles (eg sedan, wagon, van, etc.).
  • the at least one correction parameter P v (v) can additionally be made dependent on other influencing factors.
  • another correction parameter P v (v) can be used on a free route than in a tunnel or on a bridge.
  • the air pressure pi_ will change only slowly along the path s, which is why the measured values of the air pressure pi_ can also be low-pass filtered before the calculation of the height in order to compensate for measurement influences such as measurement noise, etc.
  • any known low-pass filter such as a Butterworth filter or an infinite impulse response filter (IIR filter) can be used, which preferably have a low cutoff frequency, for example 0.05 Hz.
  • the calculated height h p and / or the compensated height h CO mp can also be low-pass filtered.
  • the index F is also used below, eg h p , F, etc.
  • a further improvement in the accuracy of the determined, compensated altitude h CO m P can be achieved if GPS data are available from which, at least in sections, a height hcps of the vehicle 1 along the route 2 is also known.
  • the GPS altitude hcps can be used for the inventive method. For example, n> 5 may be required.
  • a mean GPS altitude h GPS for example as an arithmetic mean of the measured values, can be calculated.
  • a mean value h comp can be calculated.
  • the offset height can then be subtracted from the compensated height h CO m P , which yields a more accurate offset-corrected compensated height hcom P , offset.
  • the offset height hoffset and / or the offset-adjusted compensated height hcomp, ottset can again be low-pass filtered, just as the quantities required for the calculation may be low-pass filtered.
  • an error Err can also be calculated and output.
  • a height error Err h can be calculated using
  • step 20 measurement data (eg from the pressure sensor 3 and GPS satellite 4) are read into a calculation unit (hardware and / or software). As mentioned, the calculation could also be done online during the measurement data acquisition.
  • step 21 in the calculation unit, the height h p is calculated from the measured air pressure pi_, for example with the above formula.
  • step 22 the calculation of the corrected height h com with the correction term K and the at least one correction parameter P v (v) takes place.
  • step 23 an offset height h 0 ffset can be calculated, which is used in the next step 24 to calculate an offset-corrected compensated height h CO m, offset.
  • a height error Err h can be determined.
  • the road gradient can then be calculated in step 26, which can then be used on a test bench 10 for carrying out a test, as will be described in detail below .
  • a gradient error Err can be calculated degree. In this example, possible low-pass filters are not shown.
  • the result of the height determination according to the invention is shown in FIG. As can be seen, the accuracy of the altitude h p calculated from the air pressure pi_ can be improved, as a comparison with the GPS altitude hcps shows.
  • test stand 10 for a test specimen 12 and thus, beispielswei se means of a test stand shaft 11, connected loading machine 15, for example, a dynamometer represented.
  • the loading machine 15 generates the load for the test piece 12.
  • the test piece 12 is in the illustrated embodiment, an internal combustion engine and the test stand 10 was an engine dynamometer.
  • the test specimen 12 could also be a vehicle or any subsystem of the vehicle, such as a powertrain, for example Electric motor, a drive battery, a control unit, etc.
  • the test stand 10 is a suitable test stand, such as a chassis dynamometer, a powertrain tester, a Elekt romotorenprüfstand, a hardware-in-the-loop test stand, etc.
  • the loading machine 15 In the case of a battery as a test piece 12, the loading machine 15 would be electrical, for example in the form of an electric bat terietesters. Suitable loading machines 15 for various specimens 12 are known Lich Lich known and available, which is why it need not be discussed in detail here.
  • the test bed automation unit 30 can also control the test object 12 and the loading machine 15 by presetting required setpoint values or manipulated variables.
  • the loading machine 15 is often on the test bench 10 of its own load machine controller 14, which in turn receives from theticianstandautoma unit 30 according to the specifications of the test setpoints to the test specimen 12, for example certain, often transient, load moments M or certain, often transient, speeds to regulate.
  • the loading machine controller 14 may also be inte grated in the test bed automation unit 30 as software and / or hardware or be part of the loading machine 15 itself.
  • measuring equipment 13 for example a speed measuring device 16 and / or a moment measuring device 17, are provided on the test stand 10, the corresponding actual values of the test object 12 and / or the loading machine 15, for example the loading moment Mi st at the Test stand shaft 1 1 and the speed n, st of the test piece 12, measure as measured variables and the sketchstandautomatisie tion unit 30 make available.
  • other or additional measures such as an electric current or an electrical voltage, measured and the test bench automation sation unit 30 are supplied.
  • a test run is provided on the basis of which the setpoints or manipulated variables are determined.
  • a simulation of a vehicle or a part or a component thereof may be provided, for which purpose a simulation model 33 is provided.
  • the simulation with the simulation model is executed by a simulation unit 31 and can also process measured variables for this purpose.
  • the Simulationsein unit 31 may be integrated in the test bed automation unit 30 as hardware and / or software, but may also be separate from the test bed automation unit 30, for example in the form of its own simulation hardware and simulation software.
  • the simulation model 33 can be implemented, for example, as software on the simulation unit 31. be mented.
  • the test run is specified by a test run unit 32.
  • the test run is for example a time course of certain variables, such as vehicle speed, driving grade gradient, curve, etc., and can be specified, for example, from an external point of view.
  • the temporal course of the road gradient grad is determined, for example, to carry out the test as described above.
  • the test bed automation unit 30 or an external computing unit can be used.
  • the course of the Fahrgradgradienten grad but could also be used directly to control a compo nent the test bench 10, for example in loading machine controller 14 for controlling a loading machine 15.
  • Typical and frequently provided measurements include the emission behavior of an internal combustion engine, the consumption or power requirement of the test object, the power generated by the test object, etc. Such measurements provide measured data or characteristic parameters as vehicle parameters.
  • an emission measuring device is provided as a measuring device 18 to capture during the execution of the test run Emis sion variables in the exhaust gas of the internal combustion engine.
  • the test run defines the time-based predefinition of the lane of a vehicle in the form of the road gradient and the course of the vehicle speed v.
  • This test run is given to the simulation unit 31, in which a simulation model 33, for example a model of a vehicle, which is moved along a route is implemented, which executes the simulation.
  • the simulation unit 31 calculates a manipulated variable for the internal combustion engine as the test object 12, for example the accelerator pedal position a so n, as well as the desired value for the control of Loading machine 15, for example, a desired torque M so n.
  • the load machine controller 14 determines the load machine controller 14 from the current torque Mi st of the DUT 12 and the target torque M SO N, the speed n, which is set on the loading machine 15.
  • the setting of the manipulated variable and the setpoints leads to a specific state of the test object 12.

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  • Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention vise à permettre une détermination précise de l'altitude d'un véhicule à partir de la pression atmosphérique mesurée sur une grande plage de vitesses. A cet effet, l'altitude (hp) calculée à partir de la pression atmosphérique est corrigée au moyen d'une valeur de correction (K) en tant que fonction de la vitesse du véhicule (v) à la position du véhicule et d'au moins un paramètre de correction (Pv(v)) dépendant de la vitesse afin de déterminer une altitude corrigée (hcomp) du véhicule (1).
PCT/AT2019/060164 2018-05-30 2019-05-16 Détermination de l'altitude d'un véhicule et d'un gradient de la chaussée à partir de la pression atmosphérique WO2019227112A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50441/2018 2018-05-30
ATA50441/2018A AT521277B1 (de) 2018-05-30 2018-05-30 Ermittlung der Höhe eines Fahrzeugs und eines Fahrbahngradienten aus dem Luftdruck

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WO2019227112A1 true WO2019227112A1 (fr) 2019-12-05

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2773714C1 (ru) * 2021-06-22 2022-06-08 Федеральное государственное бюджетное учреждение "4 Центральный научно-исследовательский институт" Министерства обороны Российской Федерации Барометрический измеритель высоты

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001108580A (ja) 1999-10-13 2001-04-20 Horiba Ltd シャシダイナモメータを用いた路上走行シミュレーション試験方法で用いる路面の勾配データの採取方法およびシャシダイナモメータの制御方法
DE10040549A1 (de) * 2000-08-15 2002-03-07 Voith Turbo Kg Verfahren zur Erfassung der Fahrbahnneigung und Vorrichtung zur Neigungserfassung, insbesondere Neigungssensor
EP2988095A1 (fr) 2014-08-20 2016-02-24 HORIBA, Ltd. Unité de détection d'altitude, appareil de chargement/entraînement et procédé de détection d'altitude

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09159447A (ja) * 1995-12-08 1997-06-20 Kansei Corp 車両用気圧高度計
WO2018058288A1 (fr) * 2016-09-27 2018-04-05 深圳市大疆创新科技有限公司 Procédé et dispositif de détection d'altitude de vol, et véhicule aérien sans pilote

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001108580A (ja) 1999-10-13 2001-04-20 Horiba Ltd シャシダイナモメータを用いた路上走行シミュレーション試験方法で用いる路面の勾配データの採取方法およびシャシダイナモメータの制御方法
DE10040549A1 (de) * 2000-08-15 2002-03-07 Voith Turbo Kg Verfahren zur Erfassung der Fahrbahnneigung und Vorrichtung zur Neigungserfassung, insbesondere Neigungssensor
EP2988095A1 (fr) 2014-08-20 2016-02-24 HORIBA, Ltd. Unité de détection d'altitude, appareil de chargement/entraînement et procédé de détection d'altitude

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2773714C1 (ru) * 2021-06-22 2022-06-08 Федеральное государственное бюджетное учреждение "4 Центральный научно-исследовательский институт" Министерства обороны Российской Федерации Барометрический измеритель высоты

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AT521277A4 (de) 2019-12-15
AT521277B1 (de) 2019-12-15

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