GB2459715A

GB2459715A - Mobile Engine Testing Apparatus

Info

Publication number: GB2459715A
Application number: GB0808118A
Authority: GB
Inventors: Wayne Mitchell; Antony Hall; Steven Pink; Graham Sly
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2008-05-02
Filing date: 2008-05-02
Publication date: 2009-11-04
Anticipated expiration: 2028-05-02
Also published as: GB2459715B; JP2009271061A; GB0808118D0

Abstract

An engine testing apparatus 1 is connected to at least one of a plurality of engines distinct from one another, where the engines connected are to be tested. The engine testing apparatus includes: a plurality of the ECUs 10, 10A and 10B, corresponding to the models of a plurality of engines; a tank 50 in which petrol and light oil are stored; a drive control unit 20 for driving the engines connected through the ECUs l0A and 1OB; a battery 60 for storing and outputting electricity to the ECUs 10A and lOB, and the drive control unit 20; and a solar cell 70 for supplying electricity to the battery 60, the ECUs 10A and 10B, and the drive control unit 20.

Description

I

ENGINE TESTING APPARATUS

BACKGROUND OF THE INVENTION

Field of the Invention

The prsent invention relates generally to engine testing apparatuses. More specifically, to an engine testing apparatus for diagnosing performance of a plurality of engines distinct from one another.

Related Art Conventionally, in a process for manufacturing a vehicle, engine testing is executed to a vehicle in a state of being finished.

Here, each vehicle is provided with an Engine Control Unit (ECU) to control the engine depending on the kind of engine carried therein. Thus, executing an engine test using ECUs carried on the respective vehicle has been considered.

However, when tested using the ECUs carried on the respective vehicles, there may be a case in which engine malfunction and ECU malfunction are combined, and analyzing the malfunction of the engine becomes difficult.

Therefore, using an engine testing apparatus, a method for testing the engine has been suggested (see Japanese Patent No. 3,655,772). For example, this engine testing apparatus includes several kinds of ECUs corresponding to the models of engines and a relay circuit.

As discussed, the engine is connected to the engine testing apparatus using the ECU corresponding to the model of the engine by changing the ECU by way of the relay circuit, and the malfunction of the engine body can be analyzed.

SUMMARY OF THE INVENTION

However, an apparatus for testing the abovementioned engine requires an external power supply to drive a circuit such as an ECU. Therefore, the apparatus for testing the engine has revealed a problem in which it is difficult to be moved from a setting position.

To solve this problem, an engine is mounted on a dedicated positioning stand to remove from an entire vehicle; however, there is a problem in that motor vehicle production efficiency is reduced.

The object of the present invention is to provide an engine testing apparatus which is capable of being readily moved.

An engine testing apparatus (e. g., an engine testing apparatus 1, to be hereinafter described) of the present invention is connected to one of a plurality of engines distinct from one another (e. g., an engine 2, to be hereinafter described), the apparatus for testing the engine connected including: a plurality of engine control units (e.

g.., ECUs 10, 1OA and lOB) corresponding to the models of the plurality of engines; a tank (e. g., a tank 50, to be hereinafter described) in which petrol fuel and diesel fuel are stored; a drive control unit (e. g., a drive control unit 20, to be hereinafter described) for driving the engine connected through the ECUs; a battery (e. g., a battery 60, to be hereinafter described) for storing and outputting electricity to the ECUs and the drive control unit; and a solar cell (e. g., a solar panel 70, to be hereinafter described) for supplying electricity to the battery, the ECUs, and the drive control unit.

According to the present invention, the engine testing apparatus is provided with the battery and the solar cell so that the external power supply is unnecessary, thereby allowing the engine testing apparatus to be readily moved.

Therefore, the engine can be tested without removing from the vehicle body, and the reduction in motor vehicle production efficiency can be prevented.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram showing an outline configuration of an engine testing apparatus according to an embodiment of the present invention; FIG. 2 is front view showing the appearance of the engine testing apparatus according to the embodiment; FIG. 3 is a block diagram showing a configuration of a relay panel for the engine testing apparatus according to the embodiment; FIG. 4 is a block diagram showing the configuration of a fuel supply system for the engine testing apparatus according to the embodiment; and FIG. 5 is a block diagram showing the configuration of the power supply system for the engine testing apparatus according to the embodiment.

DETAILED DESCRIPTION OF THE INVENTION

The embodiments of the present invention are now described with reference to the accompanying drawings.

FIG. 1 is a block diagram showing an outline configuration of an engine testing apparatus 1 according to an embodiment of the present invention.

The engine testing apparatus 1 is for testing a plurality of engines distinct from one another.

The engine testing apparatus 1 is connected to an engine 2 that is a petrol engine or a diesel engine, the apparatus 1 including: an ECU 10 as an engine control unit; a drive control unit 20 for driving the engine 2 through the ECU 10; and an analysis computer 30 for analyzing a state of the engine 2, controlling the engine 2 through the ECU 10 while receiving sensor output of the engine 2.

FIG. 2 is a front view showing an appearance of the engine testing apparatus 1.

The engine testing apparatus 1 includes: above described ECU 10; the drive control unit 20; the analysis computer 30; a relay panel 40 to which the engine 2 being connected; a tank in which petrol and light oil as diesel fuel are stored; a fuel pump 51 for pumping the petrol stored in the tank 50; a battery 60 for storing electricity; and a solar panel 70 for generating electricity by receiving sunlight.

Analysis software is installed in the analysis computer to connect to the ECU 10 through Ethernet.

The ECU 10 includes two ECUs lOA and 103, which correspond to models of the plurality of engines, respectively.

The tank 50 is an air-tight dual type tank for reducing a risk of fire, the inside of which is partitioned off in two spaces, in which one space holding petrol and the other space holding light oil.

In addition, an LED light 71 is also provided in the vicinity of the solar panel 70 to confirm the amount of generated electricity.

The drive control unit 20 includes: a master ignition button 21; a fuel pumping switch 22; an emergency stop button 23; an engine start button 24; and a throttle control knob 25.

Although not shown, the drive control unit 20 is provided with a voltage meter displaying the remaining level of the battery 60.

The engine start button 24 is a button for starting the engine. When the engine start button 24 is pressed, a starter motor rotates the crankshaft, and the engine is started upon ignition by spark plugs.

The master ignition button 21 is used to prevent a false start of the engine. The engine becoming able to be started by pressing the engine start button 24 is restricted to when the master ignition button 21 is on.

Provision is made for the fuel pumping switch 22 to supply petrol to the engine. According to the fuel pumping switch 22 being in a state of being on, the fuel pump 51 is driven and the petrol stored in the tank 50 is supplied to the engine.

The emergency stop button 23 stops all functions.

When the emergency stop button 23 is pressed, all connections enter an off state, thereby stopping all functions.

The throttle control knob 25 controls the throttle of the engine.

FIG. 3 is a block diagram showing a configuration of the relay panel 40 of the engine testing apparatus 1.

The engine is connected to the engine testing apparatus 1 through a wiring harness 41. The ECUs bA and lOB are provided in engine testing apparatus 1, and electricity is supplied to these ECUs 1OA and lOB through the wiring harness 41.

The wiring harness 41 includes: a common harness 42 for common use for the respective models of the plurality of engines; and dedicated harnesses 43A and 433 that are dedicated to the respective models of the plurality of engines.

A coupler 421 is mounted on the end of the common harness 42, and the relay panel 40 is provided with a common connector 44 to which the coupler 421 of the common harness 42 is coupleable.

Couplers 431A and 431B are mounted on the ends of the dedicated harnesses 43A and 433, and the relay panel 40 is provided with a dedicated connector 45 to which the couplers 431A and 431B are coupleable.

Some terminals of the coupler 431A of the dedicated harness 43A are not connected by a cable, whereby only the ECU 1OA is allowed to be energized and the electricity is supplied thereto when the coupler 431A of the dedicated harness 43A is connected to the dedicated connector 45.

Some terminals of the coupler 431B of the dedicated harness 43B are not connected by a cable, whereby only the ECU lOB is allowed to be energized and electricity is supplied thereto when the coupler 431B of the dedicated harness 433 is connected to the dedicated connector 45.

Consequently, in a case where the ECU 1OA is driven, the ECU 1OA can be driven automatically only by connection of the common harness 42 and the dedicated harness 43A to the relay panel 40. On the other hand, in a case where the ECU lOB is driven, the ECU lOB can be driven automatically only by connection of the common harness 42 and the dedicated harness 43B to the relay panel 40. Thus, any switch for changing the ECU corresponding to the model of the engine is not necessary, resulting in a simple configuration.

Furthermore, a portion of the communication harness 41 is commonly used according to the models of the plurality of engines, so that the number of cables can be minimized.

FIG. 4 is a block diagram showing the constitution of a fuel supply system for the engine testing apparatus 1.

The tank 50 includes: a petrol tank 52 for storing petrol; and a light oil tank 53 for storing light oil which is diesel fuel.

The petrol tank 52 is provided with a petrol supply line 54 connected to an external petrol engine 2A, and the light oil tank 53 is provided with a light oil supply line 55 and a light oil return line 56 connected to an outside diesel engine 2B.

In addition to the above mentioned fuel pump 51 for pumping the petrol, the petrol supply line 54 further includes: a regulator 541 for adjusting the flow quantity; and a valve 542 for opening and closing the petrol supply line 54.

The light oil supply line 55 is provided with a valve 551 for opening and closing the light oil supply line 55 and the light oil return line 56 is provided with a valve 561 for opening and closing the light oil return line 56.

In a case of petrol being supplied to the petrol engine 2A, the petrol engine 2A is connected to the valve 542 of the petrol supply line 54, so that the valve 542 is opened.

Furthermore, by driving the fuel pump 51, the petrol is supplied to the petrol engine 2A.

In a case of light oil being supplied to the diesel engine 2B, the diesel engine 2B is connected to the valve 551 of the light oil supply line 55 and the valve 561 of the light oil return line 56, so that the valves 551 and 561 are opened.

Moreover, by driving a high pressure pump of the diesel engine 2B, the light oil is supplied to the diesel engine 2B.

FIG. 5 is a block diagram showing the configuration of an power supply system for the engine testing apparatus 1.

The solar panel 70 receives sunlight, generates electricity, and supplies the electricity to the battery 60, the ECU 10, the drive control unit 20, and the fuel pump 51.

The battery 60 stores electricity and supplies electricity to the ECU 10, the drive control unit 20, and the fuel pump 51 depending on the situation.

The solar panel 70 is capable of generating more electricity than electric power consumption of the ECU 10, the drive control device 20, and the fuel pump 51, so that the battery 60 in a normal state of electricity generation can be maintained in a state of being fully charged.

A procedure is described below for testing the engine using the engine testing apparatus 1: First, the engine as a test subject is connected to the relay panel 40 through the communication harness 41. In addition, this engine is connected to the petrol supply line 54 or the light oil supply line 55 and the light oil return line 56.

Next, the master ignition button 21 is in the on-state, and the engine start button 24 is pressed to start the engine.

Afterwards, while adjusting the output of the engine with the throttle adjustment knob, the state of the engine is analyzed by the analysis computer.

According to the preferred embodiment, there are the following effects.

(1) The engine testing apparatus 1 is provided with a battery and solar cell so that no external power supply is required, thereby allowing the engine testing apparatus 1 to be readily moved. Therefore, the engine can be tested without removing from the vehicle body, whereby a reduction in motor vehicle production efficiency can be prevented.

Furthermore, it is to be understood that the present invention is not limited to the embodiments, and modifications and improvement within the scope that can achieve the object of the invention are intended to be included in the present invention.