JP6868642B2 - Vehicle performance evaluation system, information processing device for vehicle performance evaluation system, vehicle performance evaluation method, and recording medium for vehicle performance evaluation system - Google Patents

Description

The present invention relates to a vehicle performance evaluation system, an information processing device for a vehicle performance evaluation system, a vehicle performance evaluation method, and a recording medium for a vehicle performance evaluation system.

In the performance evaluation of a vehicle, the ease of driving including the drivability and riding comfort performance of the vehicle may be evaluated.

In recent years, although it has been required to perform such evaluation in advance before the vehicle is completed, some evaluation items are considered to be evaluated only after the vehicle is completed. Such an evaluation item is a phenomenon that appears as a low frequency component when the torque applied to the axle and the number of revolutions of the axle are frequency-analyzed, and examples thereof include shaking during driving.

It was said that such evaluation items could not be evaluated before the vehicle was completed because the system for testing the vehicle before completion had the performance of connecting a dynamometer to the axle as shown in Patent Document 1. This is because it is considered difficult to quantitatively evaluate the above-mentioned evaluation items with the elastic body called the tire removed because the evaluation is performed.

Japanese Unexamined Patent Publication No. 2015-127651

Under these circumstances, as a result of diligent studies by the inventor of the present application, it has been found that the discomfort of the completed vehicle appearing in the above-mentioned low frequency region is caused by the drive system such as the bearing and the shaft.

The present invention has been made as a result of such diligent studies, and its main object is to be able to quantitatively evaluate the discomfort that appears in a finished vehicle using a vehicle before completion.

In a vehicle performance evaluation system for testing the performance of a vehicle or a part thereof, a dynamometer connected to the rotating shaft of the vehicle or a part thereof and a sensor for detecting the torque applied to the rotating shaft or the rotation speed of the rotating shaft. A calculation unit that decomposes the torque or rotation speed detected by the sensor into a plurality of frequency components, and an output unit that outputs the amplitude of a predetermined frequency component among the decomposed frequency components. It is characterized by that.

With such a vehicle performance evaluation system, the vehicle performance evaluation system that can evaluate the performance of the vehicle before completion outputs the amplitude of the low frequency component that appears due to the discomfort of the completed vehicle, and thus is completed. The discomfort that appears in the finished vehicle can be quantitatively evaluated using the previous vehicle.

The amplitude of the predetermined frequency component is preferably an amplitude that appears due to the discomfort of the finished vehicle.

In order to exert the effect of the present invention remarkably, it is preferable that the vehicle performance evaluation system is a system for testing the performance of the vehicle before completion.

In order to make it easy to evaluate whether the discomfort to be evaluated is within the permissible range, a preset threshold value for the amplitude of the predetermined frequency component is set on the same screen together with the amplitude. It is preferable to display it.

For example, the amplitude of the low frequency component that appears due to bearings and the like fluctuates greatly depending on the engine speed. On the other hand, the amplitude of the low frequency component that appears due to the twist of the shaft has a small fluctuation depending on the engine speed.
Therefore, when the amplitudes of the plurality of frequency components exceed the threshold value, the output unit sets the frequency component that remains above the threshold value regardless of the engine speed and the threshold value according to the engine speed. It is preferable to output a frequency component that is lower than the frequency component in a comparable manner.
In this way, the amplitudes of the low frequency components obtained according to the different engine speeds are displayed in a comparable manner. Therefore, by checking the fluctuation of the amplitude due to the difference in the engine speeds, the low frequencies appearing. The factors of the ingredients can be narrowed down.

It is preferable to include a control unit that controls the dynamometer using actual travel data obtained by traveling the vehicle on the road.
By doing so, by obtaining actual driving data using a completed vehicle of the same or similar type as the vehicle to be completed, the discomfort that appears when the vehicle is actually driven after completion can be reduced before completion. Can be evaluated to some extent.

Specific embodiments include an embodiment in which the low frequency region is a frequency component of 20 Hz or less.

Further, the information processing device for a vehicle performance evaluation system according to the present invention includes a dynamometer connected to the vehicle or a part of the rotating shaft, and a sensor for detecting the torque applied to the rotating shaft or the rotation speed of the rotating shaft. An information processing device used in a vehicle performance evaluation system for testing the performance of the vehicle or a part thereof, and a calculation unit that decomposes the torque or the number of rotations detected by the sensor into a plurality of frequency components. It is characterized by including an output unit that outputs the amplitude of a predetermined frequency component among the plurality of decomposed frequency components.

Further, the vehicle performance evaluation method according to the present invention is a vehicle performance evaluation method for testing the performance of the vehicle or a part thereof by using a vehicle performance evaluation system including a dynamometer connected to a rotating shaft of the vehicle or a part thereof. In the method, the torque applied to the rotating shaft or the rotation speed of the rotating shaft is detected, the detected torque or the rotation speed is decomposed into a plurality of frequency components, and among the decomposed plurality of frequency components, a predetermined value is obtained. It is a method characterized by displaying the amplitude of the frequency component of.

In addition, the recording medium for the vehicle performance evaluation system according to the present invention includes a dynamometer connected to the vehicle or a part of the rotating shaft, and a sensor for detecting the torque applied to the rotating shaft or the rotation speed of the rotating shaft. A calculation unit that decomposes time-series data of torque or rotation speed detected by the sensor into a plurality of frequency components in a recording medium used in a vehicle performance evaluation system for testing the performance of the vehicle or a part thereof. A feature is that a program is recorded that causes the computer to function as an output unit that displays the amplitude of the low frequency component that appears due to the discomfort of the completed vehicle among the plurality of decomposed frequency components. It is a program to be.

Such an information processing device for a vehicle performance evaluation system, a vehicle performance evaluation method, and a recording medium for a vehicle performance evaluation system can exert the same effects as those of the vehicle performance evaluation system described above.

According to the present invention configured in this way, it is possible to quantitatively evaluate the discomfort that appears in the finished vehicle using the vehicle before completion.

The schematic diagram which shows the whole structure of the vehicle performance evaluation system of this embodiment. The functional block diagram which shows the function of the information processing apparatus of this embodiment. The reference figure for demonstrating the frequency decomposition of this embodiment. The figure which shows the display content by the output part of this embodiment. The figure which shows the display content by the output part of another embodiment. The figure which shows the display content by the output part of another embodiment. The functional block diagram which shows the function of the vehicle performance evaluation system of another embodiment. The functional block diagram which shows the function of the information processing apparatus of another embodiment.

100 ・ ・ ・ Vehicle performance evaluation system 10 ・ ・ ・ Engine 20 ・ ・ ・ Dynamometer 30 ・ ・ ・ Information processing device 34 ・ ・ ・ Calculation unit 35 ・ ・ ・ Output unit 40 ・ ・ ・ Torque sensor

An embodiment of the vehicle performance evaluation system according to the present invention will be described below with reference to the drawings.

The vehicle performance evaluation system 100 of the present embodiment is for evaluating the performance of a part of the vehicle before the completion of the vehicle, and here, as shown in FIG. 1, the transmission TM (manual, automatic or CVT), The performance of a power train PT (also referred to as a drive line) composed of a propeller shaft PS, a differential gear DF, a drive shaft DS, and the like is evaluated.
In the present embodiment, the engine 10 is connected to the input shaft of the power train PT (specifically, the input shaft TM1 of the transmission TM), but a drive dynamometer that simulates the behavior of the engine 10 is connected. It doesn't matter.

The vehicle performance evaluation system 100 includes a dynamometer 20 connected to each of the first output shaft PT1 and the second output shaft PT2 of the power train PT, and an information processing device 30 that controls the operation of the dynamometer 20 and the engine 10. It is equipped.

The two output shafts PT1 and PT2 are shafts connected to each other by a differential gear DF, and are axles to which wheels are connected. A torque sensor 40 is provided on each of the first output shaft PT1 and the second output shaft PT2, and the detected torque is sent to the information processing device 30.

The dynamometer 20 acquires a control signal from the information processing device 30 and applies a load to the output shafts PT1 and PT2. This load is calculated using parameters extracted from actual driving data obtained by driving the completed vehicle on an actual road surface, and specifically, the vehicle weight included in the actual driving data. The load is calculated from the vehicle speed, the slope of the road surface, and so on.

The information processing device 30 is a dedicated or general-purpose computer provided with a CPU, a memory, an AD converter, an input / output interface, an input means such as a mouse or a keyboard, a display means such as a display DP, and the like, and the CPU and its peripheral devices. As shown in FIG. 2, the functions of the actual traveling data storage unit 31, the torque acquisition unit 32, and the control unit 33 are exhibited by the cooperation of the two.
Each part will be described below.

The actual travel data storage unit 31 is formed in a predetermined area of the memory, and stores actual travel data obtained by traveling the completed vehicle on the road.
This actual driving data shows the driving state of the vehicle over time (hereinafter, also referred to as a driving pattern) in the actual driving, for example, the accelerator operation amount, the brake operation amount, the steering wheel operation amount, the vehicle weight, the engine speed, and the like. Vehicle speed, vehicle acceleration, wheel rotation speed, torque, shaft angle, tire temperature, road surface temperature, road surface condition (WET, DRY, ICE, asphalt, gravel, etc.), road surface gradient, running wind, etc. can be mentioned. The actual running data is not limited to the one showing the running state of the vehicle over time in the actual running, but may also show the running state created in advance by the user by appropriately setting various parameters described above. I do not care.

The torque acquisition unit 32 acquires as a torque signal indicating a detected value detected by the torque sensor 40, and transmits this torque signal to the control unit 33.

The control unit 33 controls the operation of the engine 10 and the dynamometer 20 based on the operation pattern obtained from the actual driving data.

Regarding the operation control of the engine 10, the control unit 33 acquires the engine speed from the actual running data storage unit 31 and controls the engine speed based on the engine speed.

Further, regarding the control of the dynamometer 20, the control unit 33 receives a torque signal from the torque acquisition unit 32, and the load applied to the output shafts PT1 and PT2 based on the torque signal behaves according to the operation pattern. The dynamometer 20 is controlled in this way.
More specifically, the control unit 33 acquires the vehicle weight, the vehicle speed, the slope of the road surface, and the like from the actual driving data storage unit 31, calculates the load applied to the axle of the completed vehicle, and uses the calculated load as the calculated load. Based on this, each dynamometer 20 is controlled independently.

As shown in FIG. 2, the information processing device 30 of the present embodiment further exerts its functions as the calculation unit 34, the output unit 35, and the notification unit 36.

The calculation unit 34 receives a torque signal from the torque acquisition unit 32 described above, and acquires time-series data of the torque (detection value) detected by the torque sensor 40. In the present embodiment, the time series data corresponding to each of the two torque sensors 40 is acquired, but even if the time series data of the average value of the torques detected by the two torque sensors 40 is acquired. good.

Then, the calculation unit 34 exerts its function by using a so-called FFT analyzer, and decomposes the time series data into a plurality of frequency components by FFT (Fast Fourier Transform) analysis.
Specifically, the calculation unit 34 of the present embodiment is configured to decompose into a plurality of frequency components in a range set by the user, such as from 0 Hz to 20 Hz. The above frequency setting may be changed as appropriate.

The time-series data decomposed into a plurality of frequency components by the calculation unit 34 is data in which the frequency and the amplitude are linked. As an example, the graph shown in FIG. 3, that is, one axis is the frequency and the other axis is the amplitude. It is shown in the set graph.

The output unit 35 outputs the amplitude of a predetermined frequency component among the plurality of frequency components decomposed by the calculation unit 34, and here, the amplitude appearing in the low frequency component due to the discomfort of the completed vehicle. Is displayed on a display or the like. Since the output unit 35 may display at least the amplitude appearing in the low frequency component, the amplitude from the low frequency component to the high frequency component may be displayed as a graph as shown in FIG. However, the amplitude of only the low frequency component of interest may be displayed as a graph.

Here, regarding the discomfort of the completed vehicle, regarding the evaluation items such as drivability, riding comfort performance, stability, and controllability, according to the result of the sensory evaluation by the driver who drove the completed vehicle, the items to be evaluated by the user are Not necessarily the same.
Therefore, in the present embodiment, at least the discomfort that appears as the amplitude of the low frequency component as described above, and the discomfort caused by the malfunction of the power train such as the twist of the shaft and the wear of the bearing are evaluated. .. Specifically, as shown in FIG. 3, examples of such discomfort include shaking appearing as a low frequency component of about 0.2 to 2 Hz, shaking appearing as a low frequency component of about 5 to 10 Hz, and the like.

That is, the output unit 35 of the present embodiment extracts a plurality of frequency components included in a predetermined frequency range (hereinafter, also referred to as an evaluation frequency range) from the low frequency components, and the amplitude of these frequency components. Is configured to display.

To elaborate on the display contents, the output unit 35 of the present embodiment exerts its function by utilizing a so-called equalizer, and as shown in FIG. 4, a plurality of evaluation frequency ranges (for example, 0 to 2 Hz, In each of 2 to 4 Hz, 4 to 6 Hz, 6 to 8 Hz, 8 to 10 Hz, etc.), the maximum value or the average value of the amplitudes of the frequency components included in each evaluation frequency range is displayed in real time. Further, the output unit 35 displays the upper limit value (threshold value) of the amplitude preset for each evaluation frequency range on the same screen together with the amplitude displayed in real time.

The notification unit 36 determines whether or not the amplitude of the displayed low frequency component exceeds the threshold value, and if so, outputs a notification signal for notifying the user of that. ..
As a specific embodiment of the notification unit 36, the notification signal is output to the output unit to indicate that the amplitude of the display exceeds the threshold value, or sound or light is emitted from a speaker, LED, or the like (not shown). There is an example of such a mode.

According to the vehicle performance evaluation system 100 according to the present embodiment configured in this way, the low frequency component appearing due to the discomfort of the completed vehicle by using the vehicle performance evaluation system 100 that evaluates the performance of the power train PT. Since the amplitude of is displayed, it is possible to quantitatively evaluate the discomfort that appears in the completed vehicle using the vehicle before completion.

In addition, since the preset threshold value for the amplitude of the low frequency component is displayed on the same screen together with the amplitude, it is easy to evaluate whether the discomfort to be evaluated is within the permissible range. Can be done.

Further, since the control unit 33 controls the operation of the engine 10 and the dynamometer 20 based on the driving pattern obtained from the actual driving data, a completed vehicle of the same or similar type as the vehicle to be completed is used. Actual driving data can be obtained, and the discomfort that appears when the vehicle is actually driven after completion can be evaluated to some extent before completion.

The present invention is not limited to the above embodiment.

For example, in the above-described embodiment, the performance evaluation based on the torque applied to the axle has been described, but the performance evaluation may be based on the rotation speed of the axle.
That is, the rotation speed of the axle is detected over time using a tachometer such as an electromagnetic type or a photoelectric type, and the time series data of the detected rotation speed is frequency-decomposed. Then, the discomfort to be evaluated may be quantitatively evaluated by displaying the amplitude of the low frequency component that appears due to the discomfort of the completed vehicle among the plurality of decomposed frequency components.

Further, the torque acquisition unit 32, the calculation unit 34, and the output unit 35 may be provided in a computer different from the information processing device 30. That is, the computer that controls the dynamometer 20 and the like (the information processing device 30 of the above embodiment) and the computer that analyzes the time series data of the torque detected by the torque sensor 40 by FFT (Fast Fourier Transform) are different. Is also good.

By the way, the amplitude of the low frequency component that appears due to, for example, bearings, etc., fluctuates greatly depending on the engine speed. On the other hand, the amplitude of the low frequency component that appears due to the twist of the shaft has a small fluctuation depending on the engine speed.
Therefore, in the vehicle performance evaluation system 100 according to the present invention, as shown in FIG. 5, when the amplitudes of the plurality of frequency components exceed a preset threshold value, the output unit 35 is determined by the engine speed. The frequency component that remains above the threshold value and the frequency component that falls below the threshold value according to the engine speed are output in a comparable manner.

More specifically, for example, when the control unit 33 operates the engines 10 at different rotation speeds, the torque acquisition unit 32 acquires the torque detected over time by the torque sensor 40.
Each of these torques is decomposed into a plurality of frequency components by the calculation unit 34 by FFT analysis, and these analysis results are temporarily stored, for example. An internal memory or an external memory for storing the analysis result may be provided separately from the calculation unit 34.
Then, as shown in FIG. 5, the output unit 35 exceeds the threshold value regardless of the engine speed among the amplitudes of the low frequency components, for example, in the plurality of analysis results stored according to the different rotation speeds of the engine 10. The frequency component that remains as it is and the frequency component that falls below the threshold value according to the engine speed (in this case, for example, around 8 Hz) are displayed in a comparable manner.
With such a configuration, the amplitudes of the low-frequency components obtained according to the different rotation speeds of the engine 10 are displayed in a comparable manner. It is possible to narrow down the factors of low frequency components.

Further, as shown in FIG. 6, the output unit 35 may display a plurality of different low frequency components superimposed on a graph in which one axis is time and the other axis is amplitude. Here, a low frequency component of about 0.2 to 2 Hz and a low frequency component of about 5 to 10 Hz are displayed on the same graph together with a predetermined threshold value. This makes it possible to easily know which low-frequency component amplitude exceeds the threshold value at which time. The output unit 35 may output the display content shown in FIG. 6 so as to be switchable from, for example, the display content shown in FIGS. 4 and 5.
Further, the output unit 35 may display various test data such as the engine speed acquired from the specimen and the control unit 33 on the graph shown in FIG. 6 together with the above-mentioned low frequency components.
This makes it easier for the user to analyze the cause of the fluctuation that appears as the amplitude of the low frequency component.

Further, the vehicle performance evaluation system of the above-described embodiment is for evaluating the performance of the power train PT mounted on the FR (front engine / rear drive type) vehicle, but is FF (front engine / front drive type). The performance of the power train mounted on the vehicle of the type) or the vehicle of 4WD (four-wheel drive) may be evaluated, or the performance of a part of the power train PT may be evaluated. , The performance of the engine may be evaluated. The completed vehicle may be evaluated.

Further, as shown in FIG. 6, the vehicle performance evaluation system 100 takes the opportunity when the amplitude of the low frequency component calculated by the calculation unit 34 exceeds a predetermined threshold value, and triggers the specimen and the control unit 33. The test data acquisition unit 37 that acquires the test data output from the device may be provided.
Specifically, a test in which the information processing device 30 includes, for example, engine speed, engine torque, and various information acquired from the power train PT (for example, transmission gear ratio, shaft speed, shaft torque, etc.). A test data storage unit 38 for storing data in chronological order is provided, and an embodiment in which the test data acquisition unit 37 acquires test data from the test data storage unit 38 can be mentioned. It is preferable that the test data acquisition unit 37 acquires test data over a predetermined period before and after the amplitude of the low frequency component exceeds the threshold value.
The test data acquisition unit 37 may be provided in a computer or the like other than the information processing device 30, or may be provided in the information processing device 30.
With such a configuration, by analyzing the test data acquired by the test data acquisition unit 37, it is possible to analyze the cause of the discomfort that appears as the amplitude of the low frequency component.

Moreover, the vehicle performance evaluation system 100 may be configured to be able to reproduce the shaking that appears as the amplitude of the low frequency component.
Specifically, as shown in FIG. 8, the information processing apparatus 30 serves as a shaking reproduction unit 39 that outputs a shaking signal for reproducing the shaking appearing as the amplitude of a low frequency component based on the calculation result of the calculation unit 34. A configuration having a function can be mentioned. The shaking reproducing unit 39 outputs a shaking signal to, for example, a shaking generating mechanism X such as a motor that shakes the seat S in which the user is seated. For example, the low frequency component calculated by the calculation unit 34 and the amplitude of the low frequency component. It is configured to rock the seat S at the same frequency and amplitude as. However, the amplitude may be amplified or attenuated as appropriate.
The seat S is provided in a control room separate from the test room in which the specimen is arranged, for example, and a steering wheel operation amount input unit simulating the shapes of the steering wheel, accelerator, and brake is provided in the vicinity of the seat S. , It is preferable that an accelerator operation amount input unit and a brake operation amount input unit are provided.
With such a configuration, a performance test can be performed by applying a load calculated from each manipulated variable input by the user to each manipulated variable input unit to the specimen, and it appears as an amplitude of a low frequency component at the time of input. Since the sway is generated in the seat, the user can operate each operation amount input unit with a sense of realism close to that of actual driving.

In addition, the present invention is not limited to the above-described embodiment, and it goes without saying that various modifications can be made without departing from the spirit of the present invention.

According to the present invention, it is possible to quantitatively evaluate the discomfort that appears in a finished vehicle using the vehicle before completion.

Claims (10)

In a vehicle performance evaluation system that tests the performance of a vehicle or a part thereof
A dynamometer connected to the rotating shaft of the vehicle or a part thereof,
A sensor that detects the torque applied to the rotating shaft or the number of rotations of the rotating shaft,
An arithmetic unit that decomposes the torque or rotation speed detected by the sensor into a plurality of frequency components,
A vehicle performance evaluation system including an output unit that outputs the amplitude of a predetermined frequency component among the plurality of decomposed frequency components. The vehicle performance evaluation system according to claim 1, wherein the amplitude of the predetermined frequency component is an amplitude that appears due to the discomfort of the completed vehicle. The vehicle performance evaluation system according to claim 1 or 2, which tests the performance of a vehicle before completion. The vehicle performance evaluation system according to any one of claims 1 to 3, wherein a preset threshold value for the amplitude of the predetermined frequency component is displayed together with the amplitude on the same screen. When the amplitude of a plurality of frequency components exceeds the threshold value, the frequency component in which the output unit remains above the threshold value regardless of the engine speed and the frequency below the threshold value according to the engine speed. The vehicle performance evaluation system according to claim 4, which outputs components in a comparable manner. The vehicle performance evaluation system according to any one of claims 1 to 5, further comprising a control unit that controls the dynamometer using actual travel data obtained by traveling the vehicle on the road. The vehicle performance evaluation system according to any one of claims 1 to 6, wherein the predetermined frequency component is a frequency component of 20 Hz or less. A vehicle equipped with a dynamometer connected to a rotating shaft of the vehicle or a part thereof and a sensor for detecting the torque applied to the rotating shaft or the number of rotations of the rotating shaft, and testing the performance of the vehicle or a part thereof. An information processing device used in a performance evaluation system.
An arithmetic unit that decomposes the torque or rotation speed detected by the sensor into a plurality of frequency components,
An information processing device for a vehicle performance evaluation system including an output unit that outputs an amplitude of a predetermined frequency component among the plurality of decomposed frequency components. A vehicle performance evaluation method for testing the performance of the vehicle or a part thereof using a vehicle performance evaluation system equipped with a dynamometer connected to the rotating shaft of the vehicle or a part thereof.
Detecting the torque applied to the rotating shaft or the number of rotations of the rotating shaft,
The detected torque or rotation speed is decomposed into multiple frequency components,
A vehicle performance evaluation method for displaying the amplitude of a predetermined frequency component among the plurality of decomposed frequency components. A vehicle equipped with a dynamometer connected to a rotating shaft of the vehicle or a part thereof and a sensor for detecting the torque applied to the rotating shaft or the number of rotations of the rotating shaft, and testing the performance of the vehicle or a part thereof. In the recording medium used for the performance evaluation system
An arithmetic unit that decomposes time-series data of torque or rotation speed detected by the sensor into a plurality of frequency components, and
For a vehicle performance evaluation system in which a program is recorded that causes a computer to function as an output unit that displays the amplitude of the low frequency component that appears due to the discomfort of the completed vehicle among the multiple decomposed frequency components. recoding media.

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