JP2000314681A - Engine test equipment - Google Patents

Abstract

PROBLEM TO BE SOLVED: To accurately simulate by determining rotational acceleration of each rotating body such as an engine based on a target vehicle speed pattern and computing torque absorbed by them to control a testing engine by the torque expected. SOLUTION: The engine test equipment comprises, for example, a circuit 42 differentiating an output Rr of a rotation generator 16 placed on a branch separated at a point 51 between the a rotation generator 16 and a delay compensating circuit 17, and also a multiplier 43 placed at a latter part of the circuit 42 in a rotation control system 14. Then, the multiplier 43 respectively multiplies an output of the circuit 42 by rotation moment of rotating body such as engine, transmission, differential gear, and tire, to output. This output is added to an output Tff of a torque generator 20 of a simulation vehicle control system 15 at an addition point 44, and the addition output is added to an output Tfb of a speed feedback controller 22 to be set as a control target torque Tctl. Moreover, a compensation circuit for a tire slip is provided.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to an engine test apparatus.

[0002]

2. Description of the Related Art In order to verify the performance of an automobile engine, a dynamometer connected to an output of a test engine to be tested, a dynamometer controller for controlling the dynamometer, and a throttle opening of the test engine are used. There is an engine test device that includes an actuator for controlling the degree of rotation, and controls the dynamo controller and the actuator to adjust the output of the test engine.

FIG. 3 schematically shows a general configuration of an engine test apparatus. In this figure, 1 is a test engine to be tested, 2 is a dynamometer, and 1 and 2 are dynamometers.
The output shaft 1a and the drive shaft 2a are connected via a clutch 3 so as to be connectable / separable. Reference numeral 4 denotes a clutch actuator that drives the clutch 3. Reference numeral 5 denotes a throttle of the test engine 1 which is driven by a throttle actuator 6 and its opening is controlled. Reference numeral 7 denotes a dynamometer controller that controls the dynamometer 2. 8 is a drive shaft 2 of the dynamometer 2
The torque sensor 9 provided at a is a torque amplifier that amplifies the output of the torque sensor 8 as appropriate.

[0004] Reference numeral 10 denotes a computer as a simulator for controlling the entire apparatus, and reference numeral 11 denotes a signal conditioner unit. The computer 10 performs calculations based on inputs from an input device (not shown) and signals from various sensors such as a torque sensor 8 provided in the device, and outputs commands to each unit of the device. Then, a target vehicle speed pattern 12 as indicated by reference numeral 12 in FIG. That is, the target vehicle speed pattern 12 is obtained by plotting time (seconds) on the horizontal axis and speed (km / h) on the vertical axis.
This is the driving pattern to be targeted.

[0005] The signal conditioner unit 1
Reference numeral 1 denotes an interface having an AD conversion function and a DA conversion function. The interface 1 performs AD conversion of signals from various sensors such as the torque sensor 8 and DA conversion of a command from the computer 10 so that the dynamo controller 7, the clutch actuator 4, A command is output to each part of the device such as the throttle actuator 6.

In a conventional engine test apparatus, as shown in FIGS. 4 and 5, the rotating body in an actual vehicle, that is, the engine, the transmission, the differential gear, and the tire, the engine,
The moment of inertia is used for load calculation. this is,
This is because the moment of inertia of the engine is larger than the moments of other rotating bodies.

FIGS. 4 and 5 show a conventional control flow and a calculation flow in the engine test apparatus, respectively. First, the control flow will be described. In FIG. 4, reference numeral 13 denotes a target pattern generator, which is provided in the computer 10 and controls the test engine 1 based on the target vehicle speed pattern 12 input to the computer 10. The target speed signal Vr for driving the actual vehicle in the traveling pattern of (1) is output. This target speed signal Vr
Is input to the rotation control system 14 and the simulation vehicle control system 15.

The rotation control system 14 and the simulated vehicle control system 15 are configured as follows. First, the rotation control system 14 includes a rotation generator 16 to which the target speed signal Vr is input, a delay correction circuit 17,
8, the rotation feedback controller 19 and the dynamometer 2.

In the rotation control system 14 configured as described above, when the target speed signal Vr is input to the rotation generator 16, the rotation generator 16 outputs a target rotation speed signal Rr based on the input. Then, the target rotation speed signal Rr becomes a control target rotation speed signal Rctl via the delay correction circuit 17 and is output to the abutting point 18. Since the actual rotational speed signal Ra of the dynamometer 2 is input to the abutting point 18, the deviation Re between the control target rotational speed signal Rctl and the actual rotational speed signal Ra is determined by, for example, PI control in the rotational feedback controller 19. As a result, the operation amount signal U is set, and the operation amount signal U is sent to the dynamometer 2.

In the simulated vehicle control system 15, a torque generator 20 to which the target speed signal Vr is input and a target speed signal Vr are input after the target pattern generator 13 which outputs the target speed signal Vr. The butting point 21 and the speed feedback controller 22 are connected in parallel. Further, a torque control system 27 including an addition point 23, a butting point 24, a throttle map 25, a throttle opening controller 26, and a test engine 1 is provided downstream of the torque generator 20 and the speed feedback controller 22. A simulated vehicle model 28 is provided downstream of the torque control system 27. The throttle map 25 is a map for determining a target throttle opening in engine control. The simulated vehicle model 28 is a model for calculating the driving force of the vehicle using the engine output torque and converting the driving force into a speed signal using the driving force.

In the rotation control system 15 configured as described above, when the target speed signal Vr is input to the torque generator 20, a feedforward torque signal Tff is output from the torque generator 20 to the addition point 23 based on the input. . Further, the target speed signal Vr is matched with an actual speed signal Va output from the simulated vehicle model 28 at a matching point 21, and a deviation thereof is sent to a speed feedback controller 22, and the added point 23 is provided as a feedback torque signal Tfb. Is output to The feedforward torque signal Tff and the feedback torque signal T
fb is added at an addition point 23 to obtain a target control torque signal Tctl. This target control torque signal Tctl
Is compared with the actual output torque value Ta of the test engine 1 and the deviation Te is input to the throttle map 25 to obtain the operation target throttle opening θ. The operation amount U is input to the opening degree controller 26 and set, and the operation amount U is sent to the test engine 1.

Next, the calculation flow will be described. In FIG. 5, reference numerals 29 and 30 denote a torque calculation system and a rotation calculation system, respectively. First, the torque calculation system 29 calculates the output torque value Ta of the test engine 1 and the engine inertia moment J
A speed ratio G is added to an abutting point 31 at which the torque value Te resulting from the e is matched and an output T1 of the abutting point 31.
A multiplier 32 that multiplies the value of r and outputs a torque value T2 after shifting.
Multiplied by the differential gear ratio Gf to the torque value T2 after the shift, and the torque value T through the differential gear is calculated.
3 and a multiplier 34 for multiplying the torque value T3 passed through the differential gear by the reciprocal 1 / R of the tire diameter R to output a driving force Fvehicle on the tire surface.

The rotation calculation system 30 calculates a target vehicle speed Vvehi
a multiplier 36 for multiplying cle and the tire slip ratio k from the calculator 35 for calculating the tire slip ratio k to output a target vehicle speed Vtar after the slip ratio correction, and the target vehicle speed Vtar
Is multiplied by a multiplier (1 / 2πR) related to the tire diameter to output a rotational angular velocity n1 of the tire. A multiplier 37 (1 / Gf) related to the rotational angular velocity n1 of the tire is multiplied by a multiplier (1 / Gf) related to the gear ratio to obtain a differential gear inlet side ( A multiplier 38 for calculating a rotational angular velocity n2 (on the engine side); and a rotational angular velocity n3 (corresponding to Vr) obtained by multiplying the rotational angular velocity n2 on the differential gear inlet side by a multiplier (1 / Gr) relating to a gear ratio. Multiplier 39 to be found
Consists of

Further, reference numeral 40 denotes the engine rotational angular velocity n.
3 is a multiplier that differentiates 3 and outputs an engine rotational acceleration ωe. 41 is a multiplier that multiplies the engine rotational acceleration ωe by an engine inertia moment Je and outputs a torque value Te due to the engine inertia. Te is the abutment point 31 of the torque calculation system 29.
Is output to

In the above conventional engine test apparatus,
As shown in FIGS. 4 and 5, a product obtained by multiplying the rotational acceleration of the test engine 1 obtained in the rotation calculation system 30 by the moment of inertia of the test engine 1 is used for torque calculation in the torque calculation system 29. Is used to calculate the load. That is, the output torque Te is absorbed by the dynamometer 2 by the inertia of the test engine 1 during acceleration, and the vehicle is pushed forward when decelerated.

[0016]

However, in practice, in actual vehicle running, the load also affects the inertia of other rotating bodies such as transmissions, differential gears, and tires. However, due to lack of consideration of this point, accurate simulation could not be performed.

The present invention has been made in consideration of the above-mentioned matters, and an object of the present invention is to provide an engine test apparatus capable of performing a vehicle simulation with high accuracy.

[0018]

In order to achieve the above object, the present invention provides a dynamometer connected to an output section of a test engine to be tested, a dynamometer controller for controlling the dynamometer, and An actuator for controlling the throttle opening of the test engine,
In an engine test apparatus for controlling the output of the test engine by controlling the dynamo controller and the actuator, a rotational acceleration of a rotating body such as an engine, a transmission, a differential gear, and a tire is obtained based on a target vehicle speed pattern, Each acceleration is multiplied by the moment of inertia of each rotating body to calculate the torque absorbed by each rotating body, and the test engine is designed to output a predetermined torque in anticipation of these absorbed torques. I try to control.

In the engine test apparatus having the above configuration,
In addition to the moment of inertia of the engine considered in the conventional engine test equipment, the rotational moment of the transmission, differential gears, tires, etc. are taken into account, so the engine load during actual vehicle driving Can be accurately reproduced, and a highly accurate simulation can be performed.

[0020]

Embodiments of the present invention will be described with reference to the drawings. FIGS. 1 and 2 show one embodiment of the present invention, and show an example of a control flow and a calculation flow in the engine test apparatus shown in FIG. 1 and 2 are the same as those shown in FIGS. 3 to 5, and the description thereof is omitted.

First, FIG. 1 showing a control flow in the engine test apparatus of the present invention is significantly different from FIG. 4 showing a control flow in the conventional engine test apparatus, in that the output of the rotation generator 16 in the rotation control system 14 is different. A circuit 42 for differentiating Vr includes a rotation generator 16 and a delay correction circuit 17.
And a multiplier 43 is provided at a stage subsequent to the differentiator 42 of this branch at a point 51 between
2 is provided with a multiplier 43 that multiplies the moment of inertia of a rotating body such as an engine, a transmission, a differential gear, and a tire by an output of the torque generator 20 of the simulated vehicle control system 15.
ff is added at an addition point 44, and the added output is added to the output Tfb of the speed feedback controller 22 to obtain the control target torque Tctl.

This will be described in more detail with reference to the operation flow shown in FIG.
47 is a differentiator. That is, the differentiator 45 differentiates the engine rotational angular velocity n3 output from the multiplier 39 and outputs a transmission rotational acceleration ωr.
6 differentiates the rotational angular velocity n2 on the inlet side of the differential gear output from the multiplier 38 to output a differential gear rotational acceleration ωf, and the differentiator 47 differentiates the rotational angular velocity n1 of the tire to calculate the tire rotational acceleration ωw. Output.

On the output side of the differentiators 45, 46 and 47, multipliers 48, 49 and 50 for multiplying the outputs of these 45 to 47 by a predetermined multiplier are provided.
That is, the multiplier 48 multiplies the transmission rotational acceleration ωr by the transmission inertia moment Jr to obtain the torque Tr absorbed by the transmission.
The signal is output to a matching point 51 provided immediately before the multiplier 32 of the torque calculation system 29. The multiplier 49 multiplies the differential gear rotational acceleration ωf by the differential gear inertia moment Jf, and outputs the torque Tf absorbed by the differential gear to the butting point 52 provided immediately before the multiplier 33 of the torque calculation system 29. Output. Further, the multiplier 50 multiplies the tire rotational acceleration ωw by the tire inertia moment Jw, and outputs the torque Tw absorbed by the tire to the butting point 53 provided immediately before the multiplier 34 of the torque calculation system 29.

In the engine test apparatus having the above configuration,
As shown in the flow chart of FIG. 2, the actual torque Ta of the test engine 1 and the
And the torque value Te resulting from the moment of inertia of the vehicle are compared with each other, and the torque value T1 (= Ta)
−Te) is output. At the abutting point 51, the torque value T1 and the torque value Tr resulting from the moment of inertia of the transmission are abutted, and from the abutting point 51, the torque value T1 '(= T1-
Tt) is output. This torque value T1 'is
In step 2, the speed ratio Gr is multiplied to output a torque value T2.

At the abutting point 52, the torque value T2 and the torque value Tf resulting from the differential gear are abutted, and the abutting point 52 outputs a torque value T2 '(= T2 -Tf). This torque value T2 'is multiplied by a differential gear ratio Gf in a multiplier 33, and a torque value T3 is output. Further, at the abutting point 53, the torque value T3 and the torque value Tw caused by the tire are abutted, and from the abutting point 53, the torque value T3 '(= T3-Tw).
Is output. The torque value T3 'is multiplied by a multiplier (1 / R) relating to the tire diameter R in the multiplier 34, and a driving force Fvehicle on the tire surface is obtained.

As described above, in the engine test apparatus according to the above-described embodiment, in addition to the moment of inertia of the engine considered in the conventional engine test apparatus, a rotating body such as a transmission, a differential gear, and a tire is also provided. Calculate the torque resulting from the moment of inertia of the vehicle, and control the test engine so that the test engine outputs a predetermined torque in anticipation of these torques. Reproducible and highly accurate simulation can be performed.

In the above-described embodiment, the slip in the tire is not taken into consideration.
In this case, in the control flow shown in FIG. 1, a tire slip correction circuit is provided between the point 51 and the delay correction circuit 17, and the tire slip correction circuit What is necessary is just to input the output Tff. In this case, more accurate simulation can be performed.

[0028]

As described above, according to the engine test apparatus of the present invention, the output of the test engine is controlled in consideration of the moment of inertia of each rotating body including the engine. Thus, it is possible to accurately simulate the actual running of the vehicle, and to perform an engine performance test in a state closer to reality.

[Brief description of the drawings]

FIG. 1 is a diagram showing an example of a control flow in an engine test apparatus of the present invention.

FIG. 2 is a diagram showing an example of a calculation flow in the engine test device.

FIG. 3 schematically shows an entire configuration of an engine test apparatus according to the present invention.

FIG. 4 is a diagram showing a control flow in a conventional engine test apparatus.

FIG. 5 is a diagram showing a calculation flow in a conventional engine test apparatus.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Test engine, 1a ... Output part, 2 ... Dynamometer, 7 ... Dynamo controller, 4 ... Actuator,
12: target vehicle speed pattern, ωe: rotational acceleration of the engine, ωr: rotational acceleration of the transmission, ωf: rotational acceleration of the differential gear, ωw: rotational acceleration of the tire, Je: moment of inertia of the engine, Jr: moment of inertia of the transmission, Jf ... Moment of inertia of differential gear, Jw ... Moment of inertia of tire, Te ... Absorption torque of engine, Tr ... Absorption torque of transmission, Tf ... Absorption torque of differential gear, Tw ... Absorption torque of tire.

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Yasuhiro Ogawa 2 Higashi-cho, Kichijoin-gu, Minami-ku, Kyoto, Kyoto F-term in Horiba, Ltd. F-term (reference) 2G087 CC01 CC06 EE22

Claims (1)

[Claims] A dynamometer connected to an output section of a test engine to be tested, a dynamometer controller for controlling the dynamometer, and an actuator for controlling a throttle opening of the test engine; In an engine test apparatus for controlling the output of the test engine by controlling a dynamo controller and an actuator, the rotational acceleration of a rotating body such as an engine, a transmission, a differential gear, and tires is determined based on a target vehicle speed pattern. Calculate the torque absorbed by each rotating body by multiplying each by the moment of inertia of each rotating body, and control the testing engine so that the testing engine outputs a predetermined torque in anticipation of these absorbed torques Engine test apparatus characterized by performing .