Test stand for testing real test objects in driving behavior

Abstract

The present invention relates to a test stand (1) and a method for testing a real test object in driving maneuvers, the test object having at least one real component (3a, 3b, 3c, 3d, 3e, 3f) of a vehicle (19) capable of applying torque to wheel hubs (4a, 4b, 4c, 4d). The test stand (1) comprises: a load machine (5a, 5b, 5c, 5d) configured to be connected to the wheel hubs (4a, 4b, 4c, 4d) so as to transmit torque; actuators (6a, 6b, 6c, 6d) configured to generate relative movements between one wheel hub (4a, 4b, 4c, 4d) and a vehicle frame (7) supporting the other wheel hub (4a, 4b, 4c, 4d); and simulation means (8) for simulating driving maneuvers, the load machine (5a, 5b, 5c, 5d) configured to be connected to the wheel hubs (4a, 4b, 4c, 4d) so as to transmit torque; actuators (6a, 6b, 6c, 6d) configured to generate relative movements between one wheel hub (4a, 4b, 4c, 4d) and the other wheel hub (4a, 4b, 4c, 4d); The test system includes: a simulation means configured to simulate the dynamics of the virtual wheels (9a, 9b, 9c, 9d) and the virtual wheels (9a, 9b, 9c, 9d) as if the virtual wheels (9a, 9b, 9c, 9d) were placed on the wheel hubs (4a, 4b, 4c, 4d); and a control means (10) configured to operate a real test object on a test stand (1) taking into account the simulated dynamics of the virtual wheels (9a, 9b, 9c, 9d).

Description

[Technical Field]

[0001] The present invention relates to a test stand for testing a real test object in driving motion, the test object being a real component of a vehicle capable of applying a torque to a wheel hub, the test stand including a loading machine configured to be connected to the wheel hub to transmit the torque, the test stand having an actuator configured to generate relative movement between one wheel hub and a vehicle frame supporting the other wheel hub. The present invention also relates to a corresponding method for testing the real test object. [Background technology]

[0002] At least the individual components of a vehicle's driveline can be tested on a vehicle test stand or driveline test stand. Depending on which component or components are being tested, a chassis test stand, an engine test stand, a transmission test stand, etc. may be used in the process.

[0003] The test object, and therefore the equipment to be tested, is subjected to a test run in order to evaluate the properties of the test object. To achieve this, certain measurement variables are recorded during the test run by suitable measurement sensors and the test object is subjected to a test run in real time or with a delay in order to analyze the properties of the test object. To achieve this, certain measurement variables are recorded during the test run by suitable measurement sensors and evaluated in real time or with a delay (post-mortem verification).

[0004] The real test object is thus a combination of several real components, which are assembled on a test bench as real physical components. The test bench or a separate simulation device uses a simulation model to simulate non-physically existing vehicle components as virtual components, particularly in real time, thereby additionally expanding the real test object into a complete system.

[0005] A real test object (real unit under test - rUUT) containing real components can preferably be supplemented by a virtual test object (virtual unit under test - vUUT) containing virtual components, whereby the virtual test object is preferably formed by a test bench.

[0006] Cars, drivetrains, or even just smaller systems such as power packs, hybrid drives or even transmissions are examples of test objects.

[0007] A test run is a time-sequence of controlled states of the test object on the test stand according to the control or regulation provided by the electronic control unit.

[0008] In the case of a drivetrain test stand, the real test object is connected to a load machine that applies a load to the test object according to a test run, for example, a positive or negative load torque or engine speed, or different defined load conditions, and the real test object is operated according to the specifications of the test run under said load or said load conditions.

[0009] For example, an internal combustion engine and transmission may be physically present on a test stand, with the transmission preferably mechanically coupled to a load machine via a transmission output.

[0010] The engine and transmission are then driven according to a test run, for example adjusting the engine throttle valve, setting a gear condition or setting a particular engine speed at the transmission output.

[0011] The load machine operates at the target torque M Soll (t) or target engine speed N Soll (t), which varies with time and the load or load condition being tested, respectively.

[0012] Target torque M Soll (t) or target engine speed N SollThe course of (t) is thus dependent on the operating points specified in the test run. Soll (t) or target engine speed N Soll When determining (t), the properties of virtual components such as shafts, differentials, axles, tires, as well as the vehicle's environment, e.g., contact between tires and a simulated test track and interaction with weather, can be simulated via a simulation model.

[0013] Time-varying parameters, particularly engine speed, torque, force and position, are relayed to the interface between the real and virtual components, preferably in real time.

[0014] A particular challenge is mapping dynamic systems and processes on such a testbed.

[0015] Document WO 2011 / 022746 A1 relates to the adjustment of a test stand configuration including a test specimen, for example an internal combustion engine or a vehicle drivetrain, which has at least one rotation angle as an output and is connected to at least one load unit via at least one connecting shaft, wherein a setpoint value for the torque of the connecting shaft is calculated using input variables derived from the test specimen as an output value in an impedance model describing the mechanical resistance of the test specimen, and this setpoint value is used as the basis for adjusting the torque of the load unit.

[0016] Document EP 0338373 relates to a test bench for testing vehicle drivelines, in which at least two independent, torque-controlled electrical load machines are flange-mounted directly to the shafts of the driveline to be tested. A simulation computer simulates road resistance, wheel and vehicle acceleration behavior, excluding components that actually physically exist as real vehicle components, such as the main driveline, axle gearing, shafts, clutches, transmissions and combustion engines. Simulation of cornering, spinning wheels, different wheel radii and spinning or rocking wheels is possible. [Prior art documents] [Patent documents]

[0017] [Patent Document 1] WO 2011 / 022746 A1 [Patent Document 2] EP 0338373 Summary of the Invention [Problem to be solved by the invention]

[0018] It is an object of the present invention to provide an improved test stand and an improved method for testing real test objects. A particular object of the present invention is to enable the simulation of the interaction of the wheels with the test track surface during driving operations on the test stand. [Means for solving the problem]

[0019] This problem is solved by a test stand and a method for testing real test objects according to the independent claims. Advantageous embodiments are set out in the dependent claims.

[0020] A first aspect of the present invention relates to a test stand for testing a real test object in driving maneuvers, the test object having at least one real component of a vehicle capable of applying a torque to a wheel hub, the test stand comprising: a load machine configured to be connected to the wheel hub to transmit torque; an actuator configured to generate relative movement between one wheel hub and a vehicle frame supporting the other wheel hub; - simulation means for simulating driving behavior, the simulation means being configured to simulate a virtual wheel and its dynamics as if the virtual wheel were located on a wheel hub; control means configured to move the real test object taking into account the simulated dynamics of the virtual wheel on the test stand; Includes.

[0021] In particular, the wheel hub does not have a real test subject wheel attached to it. Preferably, the test subject does not have a real wheel.

[0022] Preferably, the test stand further comprises an interface, in particular a data interface, via which operating parameters of the test stand and / or the real test object can be output. The operating parameters can thereby preferably be measured actual values ​​or target values.

[0023] A second aspect of the present invention relates to a method for testing a real test object having a real component of a vehicle capable of applying a torque to a wheel hub on a test stand including a loading machine and an actuator, the method comprising the following work steps: - simulating the running of a vehicle on a virtual test track via a vehicle model mapping at least one virtual wheel, in particular its dynamics, and other components of the vehicle that do not actually physically exist, in which target values ​​for at least the torque or engine speed of the load machine and target values ​​for the actuators, in particular for the vertical force or position, are determined; providing a torque or engine speed to the wheel hub via the load machine and a force or position, particularly in the vertical direction, to the wheel hub via the actuator as a function of the respective simulated target value; operating a real component capable of applying torque to a real test object, in particular a wheel hub, on a test stand such that the test object moves along a virtual test track; - measuring the actual engine speed and / or torque at the wheel hub and / or measuring the actual force and / or position of the wheel hub, in particular in the vertical direction, in each case measuring at least one of the engine speed / torque parameter pairs or force / position parameter pairs for which no target value has been determined; Includes.

[0024] Preferably, the method is computer-implemented.

[0025] Preferably, operating parameters of the test stand and / or the real test object are output by an interface, in particular a data interface, whereby the operating parameters can preferably be measured actual values ​​or target values.

[0026] Preferably, no actual wheel is attached to the wheel hub, and more preferably the wheel movement and / or its dynamics are solely simulated.

[0027] A third aspect of the invention relates to a measurement apparatus comprising a test stand and a real test object mounted on the test stand and including a real component of a vehicle capable of applying a torque to at least a wheel hub.

[0028] A further aspect of the present invention relates to a computer program comprising instructions which, when executed by a computer, direct the computer to perform the method steps according to the second aspect of the present invention, and to a computer readable medium having stored thereon such a computer program.

[0029] Within the meaning of the present invention, the component of the vehicle capable of applying a torque to the wheel hub is preferably a braking device or a drive train.

[0030] Within the meaning of the present invention, a driveline is preferably a collection of components that serve to move a vehicle using the power generated by the engine. The driveline preferably includes the following components: engine, starting element, transmission, drive shaft and axle differential.

[0031] A wheel within the meaning of the present invention preferably comprises a rim and a tire.

[0032] A wheel hub within the meaning of the present invention is preferably a rotatable flange. More preferably, a shaft of a load machine is or can be rotatably fixed to the wheel hub. More preferably, the wheel hub forms the center of the wheel and is designed to mount the wheel thereon. More preferably, the wheel hub is rotatably fixed to a braking element on which the braking device acts. More preferably, the wheel hub is part of a real test object or test stand.

[0033] A load machine within the meaning of the present invention is a dynamometer and / or a brake.

[0034] A real test object within the meaning of the present invention is preferably a complete vehicle or a component assembly of a vehicle.

[0035] A vehicle frame within the meaning of the present invention is preferably a device that constitutes a reference point for the sprung mass of a vehicle, which may thereby be a chassis, in particular a body of a motor vehicle, or the vehicle itself, but also a frame that serves to mount a real test object on a test stand.

[0036] The wheel dynamics within the meaning of the present invention are preferably characterized by torsional vibration frequencies, vibration frequencies in the lateral and longitudinal direction of the vehicle, tire deformation and / or tire curvature.

[0037] A virtual test track within the meaning of the present invention is preferably a road characterized by topology, traffic regulations, traffic signs, signals and / or potential obstacles. Even more preferably, the virtual test track is a map of a race track.

[0038] A target value within the meaning of the present invention is preferably also a target value or a target value profile. Preferably, the target value takes the form of a characteristic diagram and / or function.

[0039] Means within the meaning of the present invention are preferably configured as hardware and / or software technology, in particular including a processing unit, in particular a digital processing unit, in particular a microprocessor unit (CPU), preferably in data or signal connection to a memory or bus system and / or having one or more programs or program modules. The processing includes commands implemented as a program stored in the memory system, detecting input signals from the data bus, and / or sending output signals to the data bus. The memory system may include one or more, in particular different, storage media, in particular optical, magnetic, solid-state, and / or other non-volatile media. A program may be provided to embody or perform the methods described herein, such that the microprocessor unit is able to execute the steps of such methods and thus, in particular, to control and / or regulate the test bench.

[0040] The present invention is based on an approach of simulating the wheels, in particular their dynamics, on a test stand for simulating driving behavior while simulating the relative movements between the chassis and the wheels during driving behavior, such as those caused by chassis movements and wheel movements on a real test object induced by the road surface.

[0041] For this purpose, the test stand according to the invention provides one or more actuators, each capable of exerting a force on the wheel hub, such actuators also being called shakers in the field of test stand technology.

[0042] The interaction of the load machine for applying torque to the wheel hub, the actuator for applying lateral forces in the area of ​​the wheel hub, and the wheel simulation allows for a particularly realistic simulation of driving behavior. In particular, when simulating driving behavior on a race track, the present invention allows for a particularly realistic determination of lap times. Even chassis and drivetrain changes and their effect on lap times can be analyzed. The inventive test stand and inventive method particularly advantageously allow for the active wheel suspension and the engine control unit (ECU) to be adjusted together or respectively calibrated on a single test stand. The teachings of the present invention eliminate the need for a vehicle prototype that realizes actual driving behavior to obtain this adjustment or calibration.

[0043] In one advantageous embodiment of the test stand, the test stand comprises fixing means for fixing the real test object so that the relative movement results solely from the movement of the wheel hub.

[0044] In this advantageous embodiment, the area of ​​the wheel hub and, together with this, the chassis of the vehicle, which preferably actually exists physically, are excited only by the actuators that generate the movements of the wheel hub. Preferably, the movements of the vehicle frame, in particular the chassis, are converted into movements of the actuators via an inverse model, i.e. the movements of the vehicle frame, in particular the chassis, are taken into account by the movements of the actuators.

[0045] As a result, no separate actuators are required to move the vehicle frame or chassis.

[0046] In a further advantageous embodiment of the test stand, the simulation means are further configured to simulate a movement of the vehicle frame relative to the road, and the control means are further configured to take the simulated movement of the vehicle frame into account when controlling the actuators, such that this relative movement corresponds at least substantially to a relative movement between the wheel hub and the vehicle frame on the test track.

[0047] Movements of the vehicle frame relative to the road can thereby be taken into account during the test, which leads to particularly realistic test results.

[0048] In a further advantageous embodiment, the simulation means comprise a tire model in order to take into account the properties of the tire of the virtual wheel during the simulation, preferably the tire model characterizing the changes of the tire due in particular to the active tire shape and / or the active tire temperature and / or the active tire wear. By simulating the tire, preferably in real time, it is possible to realize particularly realistic movements between the wheel hub and the vehicle frame or chassis.

[0049] In a further advantageous embodiment of the test stand, the simulation means are arranged to use a self-learning algorithm to adapt the simulation parameters on the basis of measurement data recorded on the test stand.

[0050] This results in a self-learning system that allows for continuous improvement of the simulation. In particular, the learned parameters can be used to improve the inverse model for translating vehicle frame or chassis movements into actuator movements. The learned parameters can also be used for offline simulation.

[0051] In a further advantageous embodiment of the test stand, the actuator acts at least substantially vertically and / or in the wheel hub area, in particular on the wheel hub area.

[0052] Since the effective direction is vertical, the relative movement between the wheel and the vehicle frame / chassis is simulated very well. The engagement in the wheel hub area makes it possible to realize particularly realistic application points on the real test object.

[0053] In a further advantageous embodiment of the test stand, the test stand comprises a plurality of loading machines and / or actuators, preferably the number of loading machines corresponding to the number of wheel hubs that can apply a torque via the real component and / or preferably the number of actuators corresponding to the number of wheel hubs, preferably the wheel hubs thereby being provided as real components to be tested.

[0054] This advantageous embodiment makes it possible to simulate the vehicle as a whole on a test stand.

[0055] In one advantageous embodiment of the method, when simulating the vehicle's travel, the vehicle model is used to further determine target values ​​for braking force and / or vehicle acceleration, whereby the real test object, in particular a real component of the vehicle capable of applying a torque to the wheel hub, is operated in accordance with these respective target values.

[0056] By taking into account the braking forces and / or vehicle accelerations that would respectively be present on the test track, a particularly realistic simulation of driving behavior is achieved.

[0057] In a further advantageous embodiment of the method, the test driver pre-sets target values ​​for braking force and / or vehicle acceleration when operating the real test object, whereby the real test object, in particular a real component of the vehicle capable of applying a torque to at least one wheel hub, is operated in accordance with these respective target values.

[0058] This advantageous embodiment of the invention allows a real driver to drive along a test track, whereby the driver can preferably sit in a real test object or in a seat box, and more preferably optical and / or acoustic simulation means are provided to give the driver a particularly realistic driving impression.

[0059] In a further advantageous embodiment of the method, the method is carried out iteratively, in particular in real time, and during each increment of the number of times during the simulated run, the measured actual values ​​from the previous increment of the number of times are taken into account.

[0060] Closing the control loop allows the behavior of the real test object to be integrated into the operation of the entire vehicle as a whole, where both simulated values ​​from the simulation of the operation of the real test object and simulated values ​​from the simulation of the actual operation of virtual components of the vehicle, preferably simulated via a test stand, are relayed to the interface, resulting in a particularly advantageous coupling of real test object and virtual components.

[0061] In a further advantageous embodiment of the method, the method also comprises the following work step: Using a self-learning algorithm to adapt the simulation parameters based on measurement data recorded on the test bench. Includes.

[0062] This allows for continuous improvement of the simulation models employed.

[0063] Further features and advantages are provided by the following description, which refers to the drawings, which are at least partly schematic, in which: FIG. [Brief explanation of the drawings]

[0064] [Figure 1] 1 is a perspective plan view of an exemplary embodiment of a measurement device having a test stand and a real test object; [Figure 2] 2 is a side view of an exemplary embodiment of the measuring device according to FIG. 1; [Figure 3] 1 illustrates an exemplary embodiment of a method for testing a real test object. DETAILED DESCRIPTION OF THE INVENTION

[0065] 1 shows a perspective plan view of a measurement device 13. The measurement device includes a test stand 1 and a real test object 2.

[0066] The elements of the test stand 1 are preferably all arranged on a common base 17, more preferably formed by a base plate.

[0067] Four load machines 5a, 5b, 5c, 5d are supported on the base 17 by bearings 22a, 22b, 22c, 22d. Each dynamometer 5a, 5b, 5c, 5d has a shaft 23a, 23b, 23c, 23d connecting the dynamometer 5a, 5b, 5c, 5d to a preferably present flange 18a, 18b, 18c, 18d. The preferably present flange 18a, 18b, 18c, 18d serves for a fixed rotational connection to the wheel hubs 4a, 4b, 4c, 4d of the real test object 2.

[0068] The shafts 23a, 23b, 23c, and 23d are further supported by actuators 6a, 6b, 6c, and 6d.

[0069] The base 17 thereby extends in the xy plane of the plotted xyz coordinate system.

[0070] The bearings 22a, 22b, 22c, 22d extend upwards in the vertical z direction.

[0071] Actuators 6a, 6b, 6c, and 6d, which support shafts 23a, 23b, 23c, and 23d via bearings, also extend in the z direction. Forces can be applied to shafts 23a, 23b, 23c, and 23d in the vertical z direction via actuators 6a, 6b, 6c, and 6d, which are preferably flexibly connected to both dynamometers 5a, 5b, 5c, and 5d and flanges 18a, 18b, 18c, and 18d.

[0072] The test bench 1 further comprises an electronic control unit 16 which preferably comprises simulation means 8 and control means 10. More preferably, the simulation means 8 and the control means 10 can also be arranged in separate electronic control units. Preferably, the control unit or units 16 are designed as computers.

[0073] As shown in FIG. 1, the electronic control unit 16 is signal-connected to the dynamometers 5a, 5b, 5c, and 5d of the test stand 1 and to the actuators 6a, 6b, 6c, and 6d. Preferably, these elements of the test stand 1 are controlled by the electronic control unit 16. Furthermore, the electronic control unit 16 and the test stand 1 are configured to measure measurement signals transmitted through the shafts 23a, 23b, 23c, and 23d and their extensions, as well as measurement signals transmitted on the torque-transmitting units via the flanges 18a, 18b, 18c, and 18d, the wheel hubs 4a, 4b, 4c, and 4d, and the drive shaft 3d. These elements are preferably connected to each other in a rotationally fixed manner. Corresponding measurement signals can also be transmitted, for example, to the electronic control unit 16 via the respective signal connections to the dynamometers 5a, 5b, 5c, and 5d.

[0074] As mentioned above, the control means 10 controls the test stand 1. In addition, the controller 10 can also control the unit 3a.

[0075] The simulation means 8 preferably comprises a vehicle model 14. In addition, more preferably, the simulation means 8 stores a tire model 11, which is more preferably part of the vehicle model 14. The simulation means preferably simulates all components of the vehicle that are not actually physically present on the test stand. In particular, the simulation model makes it possible to simulate so-called virtual test objects.

[0076] The real test object 2 preferably comprises a vehicle frame 7, which is further preferably formed as a chassis. A unit 3a, in particular a combustion engine or an electric motor, is preferably connected for torque transmission via a cardan shaft 3b to a transmission and / or differential 3c, which in turn is rotatably fixed to wheel hubs 4a, 4b, to which wheels 9a, 9b can be attached via a drive shaft 3d.

[0077] In the example shown, the wheel flanges 4a, 4b form the rear axle of the vehicle, which constitutes the real test object 2. All of the aforementioned elements transmitting torque to the wheel hubs 4a, 4b are preferably mounted on the vehicle frame 2. Preferably, the unit 3a is therefore part of the real test object 2. However, in principle, depending on which components are to be tested, this unit could also be part of the test stand 1 and could likewise be designed, for example, as a dynamometer.

[0078] The front axle is preferably formed by two pivotable shaft sections 3d supporting wheel hubs 4c, 4d on the chassis 7. The shaft sections 3d are each braked by a brake 3e, in particular a disc brake with brake shoes, which can also apply a torque, in this case a braking torque, to the wheel hubs 4c, 4d.

[0079] The wheel hubs 4a, 4b, 4c, 4d are, as shown, rotationally fixed to flanges 18a, 18b, 18c, 18d of the test stand 1. However, it is alternatively possible for the shafts 23a, 23b, 23c, 23d to act directly on the wheel flanges 4a, 4b, 4c, 4d.

[0080] More preferably, the wheel flanges 4a, 4b, 4c, 4d can be part of the real test object 2 or test stand 1. Additionally or alternatively, the vehicle frame 7 can also be part of the test stand. In this case, the real components 3a, 3b, 3c, 3e, 3d are attached to the vehicle frame 7 of the test stand 1.

[0081] The vehicle frame 7 is preferably likewise rigidly fixed to the base 17 via fixing means 21. In particular, the fixing means 21 are configured such that it is at least substantially impossible for the vehicle frame or chassis 7, respectively, to move relative to the base 17.

[0082] As mentioned above, the simulation means 8 preferably comprises a tire model 11 and a vehicle model 14. The simulation means 8 in particular simulates components of a vehicle that are not physically present on a test stand, in particular so-called virtual test subjects.

[0083] At least wheels 9a, 9b, 9c, 9d are simulated in the illustrated exemplary embodiment. Preferably, the wheels thereby comprise generally rigid wheel rims 15a, 15b, 15c, 15d and tires 12a, 12b, 12c, 12d. The dynamics of the wheels 9a, 9b, 9c, 9d are thereby simulated in the simulation means 8 by virtual wheels as if they were attached to the edge flanges 4a, 4b, 4c, 4d of the real test object 2.

[0084] FIG. 2 shows a side view of an exemplary embodiment of the measuring device 13 of FIG. 1 in a plan view in the y direction of the illustrated coordinate system.

[0085] Please refer to FIG. 1 for a description of the individual elements shown in FIG.

[0086] Dotted lines are used to represent the actuators 6b, 6c and shafts 23b, 23c of the test stand 1, as they are technically hidden behind the bearings 22b, 22c and dynamometers 5b, 5c in the illustration of FIG.

[0087] The double arrows shown in Figure 2 indicate that the illustrated actuators 6b, 6c can apply forces in the z direction to the shafts 23b, 23c of the test stand 1 to induce relative movement of the virtual wheels 9b, 9c (not shown), respectively, with respect to the vehicle frame or chassis.

[0088] FIG. 3 illustrates an exemplary embodiment of a method 100 of the present invention for testing a real test object 2 .

[0089] In a first work step 101, the driving of a vehicle 19 on a virtual test track 20 is simulated.

[0090] The vehicle model 14 models the dynamics of virtual components of the vehicle 19, in particular the virtual wheels 9a, 9b, 9c, 9d (not shown), in particular with the aid of the tire model 11, thereby generating torque MSoll (t) or engine speed N Soll The target value for (t) is calculated. B (t) and / or the target values ​​for the vehicle acceleration a(t) are preferably determined during the simulation via the vehicle model 14 .

[0091] In a second work step 102, the dynamometers 5a, 5b, 5c, 5d measure the torque M Soll Torque according to the target value of (t) or engine speed N Soll The test stand 1, in particular its dynamometers 5a, 5b, 5c, 5d and actuators 6a, 6b, 6c, 6d (none of which are shown), are controlled based on the simulation to provide an engine speed in accordance with the target value F(t). The same applies to the actuators 6a, 6b, 6c, 6d (not shown), which are controlled based on the target value F(t). Z _ Soll (t) or applies a force to the wheel hubs 5a, 5b, 5c, 5d (not shown) and / or the shafts 23a, 23b, 23c, 23d (not shown) based on the target value Z Soll (t) to the position defined in (t).

[0092] In a third work step 103, the real components 3 capable of applying torque to the real test object 2, in particular the wheel hubs 4a, 4b, 4c, 4d (none of which are shown), are operated so that the simulated vehicle 19 travels along the virtual test track 20. Preferably, the braking force F, which is also calculated in the simulation, is applied. B The setpoint value for (t) and / or the setpoint value for the vehicle acceleration a(t) are thereby used to control the drive motor 3 a and / or one or more brake devices 3 e of the real test object 2 .

[0093] The second and third work steps 102, 103 are preferably performed simultaneously.

[0094] Alternatively, the braking force F BTarget values ​​for (t) and / or vehicle acceleration a(t) may also be preset by the test driver.

[0095] In a fourth work step 104, the engine speed N Ist (t) or torque M Ist The actual value of (t) is measured in the region of at least one wheel hub 4a, 4b, 4c, 4d (not shown), which in principle makes it possible to measure the torque on one of the elements rotationally fixed to the wheel hub 4a, 4b, 4c, 4d, as shown in FIG.

[0096] Preferably, the actual value F of the force on the wheel hubs 4a, 4b, 4c, 4d (not shown) in the z direction Z _ Ist (t) or position Z of wheel hubs 4a, 4b, 4c, 4d (not shown) in the z direction Ist (t) may also be measured alternatively or in addition.

[0097] Engine speed and torque parameters vs. N Ist (t), M Ist (t), and the force and position parameters vs. Z Ist (t), F Z _ Ist What is measured from (t) are the respective parameters whose target values ​​were not determined at least in the simulation and therefore not predefined by the test stand or the electronic control unit 16, respectively (neither of which are shown).

[0098] Preferably, the simulation parameters are adapted in a further work step 105 on the basis of measurement data (not shown) recorded on the test stand 1 using a self-learning algorithm. In particular, measured actual values ​​are used hereby.

[0099] More preferably, the method 100 is carried out iteratively, in particular in real time. Preferably, during each increment of the number of times during which the trip is simulated in the work step 101, the measured actual value N from the previous increment of the number of times is Ist (t), M Ist (t), Z Ist (t), F Z _ Ist (t) is therefore taken into account. Preferably, a closed control loop is formed, in which the desired and actual values ​​influence each other. This makes it possible to take into account that parameters that change over time, in particular engine speed, torque, force and position, are relayed in real time to the interface between the real and virtual components.

[0100] The exemplary embodiments described above are merely examples that are not intended in any way to limit the scope of protection, application, and configuration of the present invention. Rather, the foregoing description provides those skilled in the art with guidelines for implementing at least one exemplary embodiment, whereby various modifications may be made with respect to the function and configuration of the specifically described components without departing from the scope of protection arising from the claims and combinations of equivalent features. [Explanation of symbols]

[0101] 1 test stand 2. Actual test subject 3a, 3b, 3c, 3d, 3e, 3f Actual vehicle components 4a, 4b, 4c, 4d wheel hubs 5a, 5b, 5c, 5d load machine 6a, 6b, 6c, 6d Actuators 7 Vehicle frame 8 Simulation Methods 9a, 9b, 9c, 9d Virtual Wheel 10 Control Means 11 Tire Models 12a, 12b, 12d, 12c, 12d tires 13 Measuring equipment 14 vehicle models 15a, 15b, 15d wheel rims 16 Electronic Control Unit 17 Base 18a, 18b, 18c, 18d flanges 19 vehicles 20 Test Tracks 21 Fixing means 22a, 22b, 22c, 22d bearings 23a, 23b, 23c, 23d shafts M Soll (t) Target torque value N Soll (t) Target engine speed value F Z _ Soll (t) Target force in the z direction Z Soll (t) Target position in the z direction F B (t) Target braking force value a(t) target acceleration value N Ist (t) Actual engine speed value M Ist (t) Actual torque value Z Ist (t) Actual value of position in the z direction F Z _ Ist (t) Actual value of the force in the z direction

Claims

1. A test stand (1) for testing a real test object in driving maneuvers, said real test object having at least one real component (3a, 3b, 3c, 3d, 3e, 3f) of a vehicle (19) capable of applying a torque to a wheel hub (4a, 4b, 4c, 4d), a load machine (5a, 5b, 5c, 5d) configured to be connected to the wheel hub (4a, 4b, 4c, 4d) so as to transmit torque; an actuator (6a, 6b, 6c, 6d) configured to generate relative movement between one of the wheel hubs (4a, 4b, 4c, 4d) and a vehicle frame (7) supporting the other of the wheel hubs (4a, 4b, 4c, 4d); simulation means (8) for simulating the driving behavior, the simulation means being configured to simulate virtual wheels (9a, 9b, 9c, 9d) and the dynamics of the virtual wheels (9a, 9b, 9c, 9d) characterized by torsional vibration frequencies, vibration frequencies in the lateral and longitudinal directions of the vehicle, tire deformations and / or tire curvatures as if the virtual wheels (9a, 9b, 9c, 9d) were located on the wheel hubs (4a, 4b, 4c, 4d); control means (10) configured to move the real test object taking into account the simulated dynamics of the virtual wheels (9a, 9b, 9c, 9d) on the test stand (1); Including, the simulation means (8) is further configured to simulate a movement of the vehicle frame (7) relative to a road, and the control means (10) is further configured to take the simulated movement of the vehicle frame (7) into account when controlling the actuators (6a, 6b, 6c, 6d) such that the relative movement corresponds to a relative movement between the wheel hubs (4a, 4b, 4c, 4d) and the vehicle frame (7) on the road (20). Test stand (1).

2. the test stand (1) includes fixing means for fixing the real test object so that the relative movement results solely from the movement of the wheel hubs (4a, 4b, 4c, 4d); A test stand (1) according to claim 1.

3. the simulation means (8) includes a tire model (11) for taking into account the characteristics of the tires (12a, 12b, 12c, 12d) of the virtual wheels (9a, 9b, 9c, 9d) during the simulation, the tire model (11) characterizing the changes of the tires (12a, 12b, 12c, 12d); A test stand (1) according to claim 1.

4. the simulation means (8) is further configured to use a self-learning algorithm to adapt simulation parameters based on measurement data recorded on the test stand (1); A test stand (1) according to claim 1.

5. The actuators (6a, 6b, 6c, 6d) act in a vertical direction. A test stand (1) according to claim 1.

6. a plurality of load machines (5a, 5b, 5c, 5d) and / or actuators (6a, 6b, 6c, 6d), the number of said plurality of load machines (5a, 5b, 5c, 5d) corresponding to the number of wheel hubs (4a, 4b, 4c, 4d) to which torque can be applied via real components (3) of said real test object (2), and / or the number of said actuators (6a, 6b, 6c, 6d) corresponding to the number of wheel hubs (4a, 4b, 4c, 4d); A test stand (1) according to claim 1.

7. A test stand (1) according to any one of claims 1 to 6, and a real test object (2) placed on the test stand (1) and including real components (3a, 3b, 3c, 3d, 3e, 3f) of a vehicle (19) capable of applying torque to at least wheel hubs (4a, 4b, 4c, 4d). Measuring device (13).

8. 1. A method (100) for testing a real test object (2), in particular as claimed in any one of claims 1 to 6, having a real component (3) of a vehicle (19) capable of applying a torque to a wheel hub (4a, 4b, 4c, 4d) on a test stand (1) comprising a load machine (5a, 5b, 5c, 5d) and an actuator (6a, 6b, 6c, 6d), comprising the following work steps: a simulating step (101) of simulating the running of the vehicle (19) on a virtual test track (20) and the movement of the vehicle frame (7) relative to the road via a vehicle model (14) that maps virtual wheels (9a, 9b, 9c, 9d) and the dynamics of the virtual wheels (9a, 9b, 9c, 9d), characterized by torsional vibration frequencies, vibration frequencies in the lateral and longitudinal directions of the vehicle, tire deformations and / or tire curvatures, as well as other components of the vehicle that do not actually physically exist, in which at least target values ​​for the torque (MSoll(t)) or engine speed (NSoll(t)) of the load machines (5a, 5b, 5c, 5d) and target values ​​for the force (Fz_Soll(t)) or position (ZSoll(t)) of the actuators (6a, 6b, 6c, 6d) are determined; a step (102) of providing torques or engine speeds to the wheel hubs (4a, 4b, 4c, 4d) via the load machines (5a, 5b, 5c, 5d) and forces or positions, in particular vertical forces, to the wheel hubs (4a, 4b, 4c, 4d) via the actuators (6a, 6b, 6c, 6d) as a function of the respective simulated target values ​​(MSoll(t) and NSoll(t), Fz_Soll(t) and ZSoll(t)), wherein the simulated movement of the vehicle frame (7) is taken into account when controlling the actuators (6a, 6b, 6c, 6d) so that the relative movement corresponds to a relative movement between the wheel hubs (4a, 4b, 4c, 4d) and the vehicle frame (7) on the road (20); operating (103) the real test object (2) on the test stand (1) so that the vehicle (19) travels along the virtual test track (20); a measuring step (104) of measuring actual values ​​of the engine speed (NIst(t)) and / or the torque (MIst(t)) at the wheel hubs (4a, 4b, 4c, 4d) and / or measuring actual values ​​of the force (Fz_Ist(t)) and / or position (ZIst(t)) of the wheel hubs (4a, 4b, 4c, 4d), in which at least the pair of engine speed and torque parameters (NIst(t) and MIst(t)) or the pair of force and position parameters (ZIst(t) and Fz_Ist(t)) for which no target value has been determined are measured in each case; Including, Method(100).

9. During the step (101) of simulating the running of the vehicle, target values ​​for braking force (FB(t)) and / or vehicle acceleration (a(t)) are further determined via the vehicle model (14), and the real test object (2) is operated in accordance with these respective target values.

9. The method (100) of claim 8.

10. a test driver presets target values ​​for braking force (FB(t)) and / or vehicle acceleration (a(t)) when operating the real test object (2), and operates the real test object (2) in accordance with these respective target values; 9. The method (100) of claim 8.

11. the step (101) of simulating the run is carried out iteratively, and during each increment of the number of times, the measured actual values ​​(NIst(t) and MIst(t), ZIst(t) and Fz_Ist(t)) from the previous increment of the number of times are taken into account; 9. The method (100) of claim 8.

12. The next work step, i.e. and further comprising a step (105) of adapting simulation parameters based on measurement data recorded on said test stand (1) using a self-learning algorithm.

9. The method (100) of claim 8.

13. A computer program comprising instructions which, when executed by a computer, direct the computer to perform the steps of the method according to claim 8.

14. A computer-readable medium having stored thereon the computer program of claim 13.

15. the tire model (11) characterizes the changes of the tire (12a, 12b, 12c, 12d) due to the active tire geometry and / or the active tire temperature and / or the active tire wear, A test stand (1) according to claim 3.

16. the actuators (6a, 6b, 6c, 6d) acting on the area of ​​the wheel hubs (4a, 4b, 4c, 4d), A test stand (1) according to claim 1.

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