JP2003294582A - Method and device for testing driving source output transmission body for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To estimate and reproduce an output of a driving source in various operation conditions with high precision in a testing device applying an output of a motor simulating a driving source of a vehicle to a driving source output transmission body for testing the driving source output transmission body. <P>SOLUTION: In this testing device 10, an engine controlling computer 50 for actual use is connected to a gasoline engine to be simulated. Ignition timing A, fuel injection timing, fuel injection quantity Inj, and a target throttle opening TAt as output results of the computer are inputted, and on the basis of these output decision parameters, estimated engine torque T expected to be generated by the engine is estimated. A direct current motor 21 is controlled so that its torque is equalized with the estimated engine torque T, and the torque of the motor 21 is applied to a transmission TM as a test object for testing the transmission TM. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a test method and a test apparatus for a drive source output transmission body of a vehicle, to which the output of a drive source of the vehicle is transmitted.
The present invention relates to a test method and a test apparatus for applying the output of the electric motor to a drive source output transmitter to test the drive source output transmitter.

[0002]

2. Description of the Related Art Conventionally, in order to shorten the development period of a drive source output transmission body such as a transmission and a differential gear to which the output of an engine mounted on a vehicle is transmitted, it is not necessary to wait for the completion of the engine. 2. Description of the Related Art There is known a test device capable of performing a test on a drive source output transmission body by applying an output of an electric motor simulating the engine to the drive source output transmission body.

When such a drive source output transmission body is tested, it is necessary to change the simulated operating state of the engine in accordance with the test pattern, especially during transient operation such that the throttle opening suddenly changes. If the output (torque) of the engine can be faithfully applied to the drive source output transmitter, accurate test results of the drive source output transmitter can be obtained. That is, in this type of test apparatus, it is necessary to accurately estimate and reproduce the output (torque) of the engine during the various operating conditions, particularly during the transient operation.

For this reason, for example, Japanese Patent Laid-Open No. 11573/1990.
The transmission testing device disclosed in Japanese Patent Publication No. 8 stores correlation characteristic data between engine rotation speed and torque for each throttle opening of the engine.
The engine rotation speed is substituted by the motor rotation speed detection value that simulates the engine. Based on the correlation characteristic data, the engine output (torque) when the throttle opening signal is changed is estimated and reproduced by the motor. It is supposed to do.

[0005]

By the way, the output actually generated by an engine (for example, a gasoline engine) is
It varies depending on various parameters such as the ignition timing, the fuel injection amount, the fuel injection timing, etc. which change sequentially from time to time, and in order to accurately estimate the engine output even during the transient operation, these It is necessary to perform the calculation considering the parameters.

However, in the above conventional transmission test apparatus, in estimating the engine output, the engine output (torque) is calculated from the relationship among the throttle opening during normal operation, the electric motor rotation speed, and the engine output (torque). Since the calculation is performed without considering the parameters such as the ignition timing and the fuel injection amount, the engine output is not accurately estimated and reproduced particularly during the transient operation. Therefore, there is a problem that an accurate transmission test result cannot be obtained.

The present invention has been made in order to solve the above-mentioned problem, and applies the output of an electric motor simulating a drive source mounted on a vehicle to a drive source output transmission body to transmit the drive source output transmission. It is an object of the present invention to provide a test method and a test device for a drive source output transmission body of a vehicle that tests a body, which can accurately estimate and reproduce the output of the drive source in various driving states.

[0008]

SUMMARY OF THE INVENTION A first feature of the present invention made to solve the above problems is to use a test apparatus equipped with an electric motor for simulating a drive source mounted on a vehicle, and to output the output of the electric motor.
A test method for a drive source output transmission body of a vehicle, wherein the drive source output transmission body of the vehicle, to which the output of the drive source is transmitted when mounted on the vehicle, is tested. Based on the control program already described in the drive source control computer actually used for the drive source,
An output determination parameter for determining the output of the drive source corresponding to the output result of the drive source control computer is calculated, and the drive source output that the drive source will generate based on the output determination parameter is calculated. Estimating and controlling the electric motor so that the output of the electric motor becomes the estimated drive source output.

Further, a vehicle drive source output transmission body test apparatus according to the present invention for carrying out the test method according to the first aspect of the present invention includes an electric motor simulating a drive source mounted on the vehicle. By providing the output of the electric motor to the drive source output transmitter of the vehicle to which the output of the drive source is transmitted when the vehicle is installed, the drive source output transmitter of the vehicle that tests the drive source output transmitter is provided. An output of the drive source corresponding to the output result of the drive source control computer based on the control program already described in the drive source control computer that is actually used for the drive source. Output determining parameter calculating means for calculating an output determining parameter for determining, and drive source output estimating means for estimating a drive source output that the drive source will generate based on the output determining parameter. Configured with a control means for output of the electric motor to control the electric motor as a drive source output obtained by the estimation.

According to these, it corresponds to the output result of the drive source control computer calculated by the control program already described in the drive source control computer actually used for the drive source mounted on the vehicle. The output of the drive source that will be generated by the drive source is estimated by considering the output determination parameter (for example, when the drive source is a gasoline engine, the ignition timing, the fuel injection amount, etc.).

The output determination parameter is an important parameter for determining the drive source output, and since it sequentially changes based on the control program according to various operating states of the drive source to be simulated, especially during the transient operation. Also,
The drive source output is accurately estimated and the drive source output is faithfully applied to the drive source output transmitter. Therefore, the drive source output can be estimated and reproduced with higher accuracy as compared with the conventional test apparatus (method), and accurate test results of the drive source output transmitter can be obtained.

A second feature of the present invention made to solve the above problems is to use a test apparatus equipped with an electric motor that simulates a drive source mounted on a vehicle and output the output of the electric motor when the vehicle is mounted on the vehicle. A method for testing a drive source output transmitter of a vehicle, wherein the drive source output transmitter is tested by applying the same to a drive source output transmitter of a vehicle to which the output of the drive source is transmitted. An actually used drive source control computer is connected to the test device, and an output determination parameter for determining the output of the drive source, which is the output result of the drive source control computer, is input to determine the output. Based on the parameter, the drive source output that the drive source will generate is estimated, and the motor is controlled so that the output of the electric motor becomes the estimated drive source output.

Further, a vehicle drive source output transmitter test apparatus according to the present invention for carrying out the test method according to the second aspect of the present invention includes an electric motor for simulating a drive source mounted on the vehicle. By providing the output of the electric motor to the drive source output transmitter of the vehicle to which the output of the drive source is transmitted when the vehicle is installed, the drive source output transmitter of the vehicle that tests the drive source output transmitter is provided. An output determination parameter for determining the output of the drive source, which is the output result of the drive source control computer, by connecting the drive source control computer to the drive source, which is a test apparatus. Output determining parameter input means for inputting the driving source output estimating means for estimating the driving source output that the driving source will generate based on the output determining parameter, and the output of the electric motor for estimating the driving source output. Configured with a control means for controlling the electric motor so that the drive source output was.

According to these, as in the case of adopting the first feature of the present invention, the drive source output can be estimated and reproduced with high accuracy, and an accurate test result of the drive source output transmitter can be obtained. be able to. In addition, when changing the model of the drive source simulated by the electric motor, a drive source control computer corresponding to the drive source to be simulated is prepared, and the drive source connected to the test device for carrying out this test method. By simply replacing the control computer with the prepared drive source control computer, a function equivalent to replacing the control program built into the apparatus can be achieved. Therefore, the enormous work of replacing the control program built into the test apparatus is not required, and the work man-hours required when changing the model of the drive source simulated by the electric motor is significantly reduced.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

(First Embodiment) With reference to FIG. 1, a schematic configuration of a test apparatus 10 for a drive source output transmission body of a vehicle according to a first embodiment of the present invention will be described. This test apparatus 10 corresponding to the part surrounded by the broken line in FIG. 1 is for carrying out various tests of the transmission TM as a drive source output transmission body, and a motor constituent part 20 simulating a gasoline engine, Based on various output signals from the engine control computer 50 electrically connected to the test apparatus 10, the engine torque that the gasoline engine may generate is estimated, and the estimated torque is calculated by the motor. An engine torque simulator 30 for controlling the motor constituent part 20 to apply the same to the transmission TM via the constituent part 20.

First, the engine control computer 50 (hereinafter, simply referred to as "control computer 50") connected to the test apparatus 10 will be described. The control computer 50 is usually mounted in a vehicle. The ignition timing and fuel injection amount of the gasoline engine of the vehicle are calculated based on the actual operating state of the engine,
The torque of the engine is controlled by changing the ignition timing, the fuel injection amount, and the like.
Various engine control programs P executed by the CPU 51
1, a ROM 52 in which tables (look-up tables, maps) and constants are stored in advance, a RAM 53 in which the CPU 51 temporarily stores data as needed, an input interface 54 including an AD converter, and an output interface 55. ing.

The input interface 54 is a signal corresponding to the accelerator opening Accp detected by the accelerator opening sensor when the control computer 50 is installed in the vehicle, and an air flow meter arranged in the intake pipe of the gasoline engine. Measured intake air amount (flow rate) Q
, A signal corresponding to the air-fuel ratio A / F detected by the air-fuel ratio sensor arranged in the exhaust pipe of the engine,
Also, signals corresponding to the engine speed NE generated by the engine speed sensor due to the rotation of the crankshaft of the engine are input, and these various input signals are supplied to the CPU 51. The signal corresponding to the engine rotational speed NE is set so that a narrow pulse is emitted every time the crankshaft rotates 10 ° and a wide pulse is emitted each time the crankshaft rotates 720 °. There is.

The CPU 51 executes the engine control program P1 already described and stored in the ROM 52, and based on various input signals supplied from the input interface 54, the ignition timing A and the fuel injection amount TAU. , Fuel injection timing θinj, target throttle opening TA
Various parameters (output determination parameters) necessary for controlling the actual engine torque, such as t, are calculated, and when the control computer 50 is installed in the vehicle, actuator drive signals corresponding to the calculated various parameters are calculated. The data is output to various corresponding actuators (spark plug, injector, throttle actuator, etc.) via the output interface 55.

More specifically, the CPU 51 calculates the basic ignition timing Abase1 from a predetermined map stored in the ROM 52 based on the value of the intake air amount Q and the value of the engine speed NE, and the basic ignition timing Abase1 is calculated. The ignition timing A is calculated by correcting the ignition timing Abase1 based on the value of the air-fuel ratio A / F. When the crank angle of the gasoline engine coincides with the ignition timing A, a pulse for igniting the ignition plug (Ignition signal) is output to the same spark plug.

Further, the CPU 51 controls the accelerator opening Accp.
The target throttle opening degree TAt is calculated from a predetermined map stored in the ROM 52 based on the value of, and a drive signal corresponding to the target throttle opening degree TAt is constantly output to the throttle actuator.

In addition, the CPU 51 estimates the amount of air taken into the cylinder of the gasoline engine on the basis of the value of the target throttle opening TAt, the value of the intake air amount Q, and the value of the engine rotation speed NE. , A fuel injection amount TAU and a fuel injection timing θinj are calculated from a predetermined map stored in the ROM 52, and when the crank angle of the engine coincides with the fuel injection timing θinj, a pulse having a width corresponding to the fuel injection amount TAU is generated. The injection signal Inj is output to the injector.

The motor structure section 20 includes a DC motor 21 and
A rotary encoder 22 that detects the rotation speed N of the DC motor 21 and a control device 23 that controls the torque of the DC motor 21 are provided.

The DC motor 21 is adapted to generate a torque according to the instruction current value supplied from the control device 23. Since the specific configuration and operation of the DC motor 21 are well known, detailed description thereof will be omitted here. This torque is
The input shaft of the transmission TM, which is a test target and is connected to the test apparatus 10, is input via the output shaft 21a of the above. A load LD whose magnitude of load torque changes according to a test pattern is connected to the output shaft of the transmission TM via a shaft SFT.

The rotary encoder 22 outputs a pulse signal for generating a narrow pulse each time the output shaft 21a of the DC motor 21 rotates by 10 °. The pulse signal is a rotation signal of the DC motor 21. The signal corresponding to the speed N is constantly supplied to the engine torque simulator 30.

The control device 23 is adapted to supply the instruction current to the DC motor 21 on the basis of a signal corresponding to the estimated engine torque T supplied from the engine torque simulator 30. Thus, the torque of the DC motor 21 is sequentially controlled so as to become the estimated engine torque T.

The engine torque simulator 30 includes a CPU 31 as a drive source output estimating means for calculating the estimated engine torque T which the simulated gasoline engine will generate, and various torque estimation related programs executed by the CPU 31. P2, ROM 32 in which a table (lookup table, map), constants and the like are stored in advance,
R in which the CPU 31 temporarily stores data as needed
The microcomputer includes an AM 33, an input interface (output determination parameter input means) 34 including an AD converter, and an output interface 35.

The input interface 34 is connected to the output interface 55 of the control computer 50, and is the signal output from the output interface 50. The ignition timing A and the target throttle opening TAt.
And the injection signals Inj corresponding to the fuel injection timing θinj and the fuel injection amount TAU are input instead of the various actuators such as the ignition plug mounted on the simulated gasoline engine, and these various signals are input. A signal is supplied to the CPU 31.

As described above, these various signals are signals generated as a result of output by the control computer 50 for controlling the engine torque of the simulated gasoline engine, and are necessary for determining the engine torque. It is a signal according to various parameters (output determination parameters).

The input interface 34 inputs a signal corresponding to the rotation speed N of the DC motor 21 supplied from the rotary encoder 22 and also supplies this signal to the CPU 31. ,

The CPU 31 executes the various torque estimation related programs P2 stored in the ROM 32, and based on the various signals supplied from the input interface 34, the intake air amount Q and the air-fuel ratio A. / F and engine speed NE are calculated in place of the above various sensors such as an air flow meter mounted on a simulated gasoline engine, and the estimated engine torque that the engine will generate based on these calculated physical quantities. It is designed to calculate T.

The output interface 35 is the CPU 31.
In accordance with the intake air amount Q, the air-fuel ratio A / F, and the engine speed NE calculated by the input interface 54 of the control computer 50 instead of the various sensors.
And a signal corresponding to the estimated engine torque T calculated by the CPU 31 is supplied to the control device 23 of the motor configuration unit 20.

The input interface 54 of the control computer 50 uses the intake air amount Q and the air-fuel ratio A /
In addition to the signal corresponding to F and the engine speed NE, various signals (not shown) such as a signal corresponding to the cooling water temperature of the gasoline engine are input.
The same input interface 54 connected to is adapted to input appropriate dummy signals from the engine torque simulator 30 as these various signals. As a result, the control computer 50 does not cause a situation in which the fail-safe function is activated due to an abnormality in the cooling water temperature or the like and normal test cannot be continued.

The input interface 54 of the control computer 50 connected to the test apparatus 10 is connected to an accelerator opening sensor 51 that generates a signal corresponding to the accelerator opening Accp that changes according to the test pattern. ing.

Next, the test apparatus 10 having the above-mentioned schematic structure
Of the engine torque simulator 30
Various torque estimation related programs P executed by the PU 31
2 will be described with reference to FIG. 2, which is a functional block diagram showing the functions achieved by 2.

When the test apparatus 10 starts the test, the accelerator opening Accp output from the accelerator opening sensor 51 is output according to a predetermined test pattern corresponding to the test.
The signal corresponding to the above changes with time, and the signal corresponding to the accelerator opening Accp is constantly supplied to the input interface 54 of the control computer 50. Further, the load torque generated by the load LD changes with the passage of time according to the test pattern.

The CPU 51 of the control computer 50 is
By executing the engine control program P1 stored in the ROM 52 each time a predetermined calculation cycle elapses, the intake air amount Q, the air-fuel ratio A / F, the engine rotation speed NE, and the accelerator opening Accp are respectively reduced. The ignition timing A, the fuel injection timing θinj, the fuel injection amount TAU, and the target throttle opening TAt (output determination parameter) of the simulated gasoline engine are calculated based on the signal corresponding to the above. The signals corresponding to the calculated ignition timing A and the target throttle opening TAt, and the injection signal Inj corresponding to the fuel injection timing θinj and the fuel injection amount TAU are output via the output interface 55 of the control computer 50.
It is supplied to the input interface 34 of the engine torque simulator 30.

At the same time, the engine torque simulator 30
CPU 31 of ROM 32
Various torque estimation related programs P stored in
2 is executed, the DC motor 2 shown in FIG.
1. A waveform shaping function A1 for shaping the waveform of a signal corresponding to the rotation speed N, an intake air amount calculation function A2 for calculating the intake air amount Q, and a basic torque Tbase which is a base for calculating the estimated engine torque T. Basic torque calculation function A
3. A correction coefficient K1 calculation function A for calculating a correction coefficient K1 for correcting the basic torque Tbase with the ignition timing A
4, A / F calculation function A5 for calculating the air-fuel ratio A / F,
And a correction coefficient K2 calculation function A6 for calculating a correction coefficient K2 for correcting the basic torque Tbase with the same air-fuel ratio A / F, and an estimated engine torque calculation function A7 for calculating the estimated engine torque T, respectively. Hereinafter, each of the above functions will be described individually and specifically.

(Waveform shaping function A1) The CPU 31 executes the waveform shaping program at every elapse of a predetermined calculation cycle to generate the pulse signal corresponding to the rotation speed N of the DC motor 21 output from the rotary encoder 22. , The signal is shaped according to the engine speed NE of the simulated gasoline engine.

Specifically, the CPU 31 shapes the pulse from a narrow pulse to a wide pulse every time 72 pulses included in the pulse signal are counted, thereby simulating the engine rotation of the gasoline engine. Speed N
A signal corresponding to E is generated. This signal is a signal equivalent to the pulse signal generated by the above-described engine rotation speed sensor generated by the rotation of the crankshaft of the engine, and is supplied to the input interface 54 of the control computer 50.

(Intake air amount calculation function A2) CPU31
Calculates the intake air amount Q by executing the intake air amount calculation program every time a predetermined calculation cycle elapses. Specifically, the CPU 31 causes the target throttle opening T
Based on the value of At and the value of the engine speed NE, R
The intake air amount Q is calculated from a predetermined map (illustrated) stored in the OM 32. A signal corresponding to the intake air amount Q is input to the input interface 5 of the control computer 50.
4 is supplied.

(Basic torque calculation function A3) CPU31
Calculates the basic torque Tbase by executing the basic torque calculation program every time a predetermined calculation cycle elapses. The basic torque Tbase is the control computer 5
The ignition timing A calculated by the CPU 51 of 0 is the basic ignition timing A
This is the torque that the simulated gasoline engine will generate if it is base (described later) and the air-fuel ratio A / F (described later) calculated by the CPU 31 is a so-called theoretical air-fuel ratio, This is a basic torque for calculating the estimated engine torque T.

Specifically, the CPU 31 causes the intake air amount Q
Of the ROM and the value of the engine speed NE
The basic torque Tbase is calculated from a predetermined map (illustrated) stored in 32.

(Correction coefficient K1 calculation function A4) CPU 31
Calculates the correction coefficient K1 by executing the correction coefficient K1 calculation program every time a predetermined calculation cycle elapses. Specifically, the CPU 31 firstly, the intake air amount Q
Of the ROM and the value of the engine speed NE
Based on a predetermined map stored in 32, the basic ignition timing A
Calculate base. The map used here is substantially the same as the map used when the CPU 51 of the control computer 50 calculates the basic ignition timing Abase1 which is the basis for calculating the ignition timing A. Therefore, C
The basic ignition timing Abase calculated by the PU 31 and the basic ignition timing Abase1 calculated by the CPU 51 are substantially the same.

Next, the CPU 31 causes the basic ignition timing A mentioned above.
The CPU 51 calculates the phase shift amount ΔA of the ignition timing A with respect to the base, and also calculates the correction coefficient K1 according to a predetermined map (illustrated) according to the same phase shift amount ΔA. As a result, the correction coefficient K1 becomes equal to the phase shift amount Δ.
The maximum value is "1" when A is "0", and gradually decreases as the in-phase shift amount ΔA increases.

As described above, when the CPU 51 of the control computer 50 calculates the ignition timing A, the air-fuel ratio A / F with respect to the basic ignition timing Abase1 (≈Abase).
The predetermined correction is performed according to the value of. Therefore, the predetermined correction amount corresponds to the phase shift amount, and the correction coefficient K1 calculated here has the maximum value "1" when the correction amount is "0", and the correction amount increases. It becomes smaller as it goes.

(A / F calculation function A5) The CPU 31 calculates the air-fuel ratio A / F by executing an air-fuel ratio A / F calculation program at every elapse of a predetermined calculation cycle.
Specifically, the CPU 31 calculates the fuel injection amount per unit time from the pulse width of the injection signal Inj output by the output interface 55 of the control computer 50, and divides the intake air amount Q by the same fuel injection amount. By the air-fuel ratio A
Calculate / F. A signal corresponding to the air-fuel ratio A / F is supplied to the input interface 54 of the control computer 50.

(Correction coefficient K2 calculation function A6) CPU 31
Calculates the correction coefficient K2 by executing the correction coefficient K2 calculation program every time a predetermined calculation cycle elapses. Specifically, the CPU 31 calculates the deviation amount ΔA / F of the air-fuel ratio A / F with respect to the stoichiometric air-fuel ratio (stoichiometry), and the correction coefficient is calculated according to a predetermined map (illustrated) according to the deviation amount ΔA / F. Calculate K2.

As a result, the correction coefficient K2 becomes equal to the air-fuel ratio A / F.
Is a value (maximum value) slightly larger than "1" when the predetermined value is slightly smaller than the theoretical air-fuel ratio (slightly rich side), and gradually decreases as the air-fuel ratio A / F deviates from the predetermined value. Further, when the air-fuel ratio A / F is the theoretical air-fuel ratio, the correction coefficient K2 becomes "1". Here, when the air-fuel ratio A / F is a predetermined value (slightly rich side) slightly smaller than the theoretical air-fuel ratio, the correction coefficient K2 is made slightly larger than "1" because the torque generated by the gasoline engine is the air-fuel ratio. This is because when the A / F is on the slightly rich side, it is slightly larger than when it is the stoichiometric air-fuel ratio.

(Estimated engine torque calculation function A7) CP
The U31 calculates the estimated engine torque T by executing the estimated engine torque calculation program every time a predetermined calculation cycle elapses. Specifically, the CPU 31
Calculates the estimated engine torque T by multiplying the basic torque Tbase by the correction coefficient K1 and the correction coefficient K2, respectively. A signal according to the estimated engine torque T is supplied to the control device 23 of the motor constituent unit 20.

The control device 23 of the motor structure section 20 supplies the above-mentioned instruction current to the DC motor 21 based on the signal corresponding to the estimated engine torque T. Thereby, the torque of the DC motor 21 is sequentially controlled so as to become the estimated engine torque T. As described above, the estimated engine torque T according to the test pattern is applied to the input shaft of the transmission TM to be tested over time, and the output shaft of the transmission TM is
A load torque according to the test pattern is applied with the passage of time, and the test apparatus 10 can test the transmission TM according to the test pattern.

As described above, according to the first embodiment, based on the input signal (the intake air amount Q, the air-fuel ratio A / F, etc.) representing the operating state of the simulated gasoline engine (driving source). , An ignition timing A and a fuel injection timing θinj of the engine as output determination parameters calculated by the engine control program P1 already described and stored in the ROM 51 of the control computer 50 actually used for the gasoline engine. In consideration of the fuel injection amount TAU and the target throttle opening degree TAt, the estimated engine torque T that the engine will generate is corrected by the correction coefficients K1 and K2 and calculated. Therefore, even during the transient operation described above, the estimated engine torque T is accurately estimated, and the estimated engine torque T is faithfully applied to the transmission TM. Therefore, accurate transmission T
It is possible to obtain the test result of M.

Further, when changing the model of the drive source to be simulated, a control computer corresponding to the drive source to be simulated is prepared, and the control computer electrically connected to the test apparatus 10 is It is only necessary to replace with the prepared control computer, and the various engine control programs P1 themselves already described and stored in the ROM 52 of the prepared control computer are already described and stored again in the ROM 32 of the test apparatus 10. No need. Therefore, the enormous work of replacing the engine control program stored in the ROM 32 is not necessary, and the work man-hours required when changing the model of the drive source simulated by the electric motor is significantly reduced. .

(Second Embodiment) Next, with reference to FIG. 3, a description will be given of a test apparatus 60 for a drive source output transmission body of a vehicle according to a second embodiment of the present invention. In FIG. 3, the same components as those in FIG. 1 are designated by the same reference numerals as those in FIG. This test apparatus 60 corresponding to the part surrounded by the broken line in FIG. 3 is different from the test apparatus 10 of the first embodiment in the control computer 50.
The only difference is that the same function as the above function is incorporated in the engine torque simulator 30 of the test apparatus 10, and the other configurations and the achieved functions are the same. Therefore, in the following, this difference will be mainly described in detail.

In the ROM 32 of the engine torque simulator 30 in the test apparatus 60, the various torque estimation related programs P2 described above and a table (lookup table, map) for executing the program P2.
・ ROM of control computer 50 as well as constants
Various engine control programs P1 (or control programs that achieve substantially the same functions as the control program P1) stored in 52 and this control program P
Table for performing 1 (lookup table,
Maps and constants are also described and stored.

Further, the CPU 31 of the engine torque simulator 30 causes the various torque estimation related programs P described above.
2 as well as the above various engine control programs P1
Can also be executed. That is, the test device 60
The CPU 31 in is capable of calculating not only the estimated engine torque T but also various output determination parameters. Therefore, the CP in the test equipment 60
U31 corresponds to the drive source output estimating means,
It also corresponds to output determination parameter calculation means.

Accelerator opening sensor 5 for generating a signal according to accelerator opening Accp which changes according to a test pattern
1 is connected to the input interface 34 of the engine torque simulator 30.

When the test apparatus 60 having the above-described configuration starts the test, the CPU 31 executes the various engine control programs P1 every time a predetermined calculation cycle elapses, thereby causing various torque estimation related programs P2. The output determination parameter is simulated based on the intake air amount Q, the air-fuel ratio A / F and the engine speed NE, which are the output results of the above, and a signal corresponding to the accelerator opening Accp output from the accelerator opening sensor 51. The ignition timing A of the gasoline engine, the fuel injection timing θinj, the fuel injection amount TAU, and the target throttle opening degree TAt are calculated.

Further, the CPU 31 executes the various torque estimation related programs P2 at every elapse of a predetermined calculation cycle to thereby execute various engine control programs P1.
Ignition timing A and fuel injection timing θin
j, the fuel injection amount TAU, the target throttle opening TAt, and a signal corresponding to the rotation speed N of the DC motor 21 output from the rotary encoder 22, the intake air amount Q, the air-fuel ratio A / F, the engine rotation speed. The NE and the estimated engine torque T are calculated. A signal according to the estimated engine torque T is supplied to the control device 23 of the motor constituent unit 20.

As a result, similarly to the first embodiment, the estimated engine torque T according to the test pattern is given to the input shaft of the transmission TM to be tested as time passes, and the transmission TM is transmitted.
A load torque according to the test pattern is applied to the output shaft of the above with the passage of time, and the test apparatus 60 can test the transmission TM according to the test pattern.

As described above, according to the second embodiment of the present invention, since the engine control program is built in the ROM 32, the ROM 32 is stored in the ROM 32 when the model of the drive source to be simulated is changed. It is necessary to replace the built-in drive source control program P1.
However, in consideration of the ignition timing A, the fuel injection timing θinj, the fuel injection amount TAU, and the target throttle opening TAt as the output determination parameters, the estimated engine torque T that will generate a simulated gasoline engine is estimated.
However, the point that is calculated by being corrected by the correction coefficients K1 and K2 is the same as in the first embodiment. Therefore, even during the transient operation described above, the estimated engine torque T can be accurately estimated and reproduced, and an accurate test result of the transmission TM can be obtained.

Although the first and second embodiments of the present invention have been described above, the embodiments of the present invention are not limited to these, and may be appropriately modified within the scope of the claims. Can be changed.

For example, the drive source simulated by the DC motor 21 is not limited to the gasoline engine,
For example, a diesel engine, a motor (DC motor 21
May be different models).

Further, the engine torque simulator 30 in the above-described embodiment uses the simulated coolant temperature of the gasoline engine as the engine rotation speed N of the gasoline engine.
It may be configured such that it is estimated by a predetermined map based on the value of E, the value of the target throttle opening TAt, etc., and a signal corresponding to the estimated cooling water temperature is supplied to the engine control computer 50.

[Brief description of drawings]

FIG. 1 is a diagram showing a schematic configuration of a test apparatus for a drive source output transmission body of a vehicle according to a first embodiment of the present invention.

FIG. 2 is a functional block diagram showing functions achieved by various torque estimation related programs executed by a CPU of the engine torque simulator shown in FIG.

FIG. 3 is a diagram showing a schematic configuration of a test apparatus for a drive source output transmission body of a vehicle according to a second embodiment of the present invention.

[Explanation of symbols]

20 ... Motor configuration part, 21 ... DC motor, 22 ... Rotary encoder, 23 ... Control device, 30 ... Engine torque simulator, 31 ... CPU, 32 ... ROM, 34 ...
Input interface.

Claims (4)

[Claims] 1. A drive source output transmission body for a vehicle, wherein an output of the drive source is transmitted to a drive source output of the drive source when the test apparatus equipped with the drive source is mounted on the vehicle. The method for testing a drive source output transmitter of a vehicle for testing the drive source output transmitter according to claim 1, wherein the drive source output transmitter is already described in the drive source control computer actually used for the drive source. An output determination parameter for determining the output of the drive source corresponding to the output result of the drive source control computer is calculated based on the control program, and the drive source is generated based on the output determination parameter. A method for testing a drive source output transmission body of a vehicle, which estimates a drive source output that may be, and controls the electric motor so that the output of the electric motor becomes the estimated drive source output. 2. An electric motor that simulates a drive source mounted on a vehicle, wherein the output of the electric motor is applied to a drive source output transmission body of the vehicle to which the output of the drive source is transmitted when the vehicle is mounted. A test apparatus for a drive source output transmitter of a vehicle for testing a drive source output transmitter, based on a control program already described in the drive source control computer actually used for the drive source, Output determination parameter calculation means for calculating an output determination parameter for determining the output of the drive source corresponding to the output result of the drive source control computer; and the drive source generated based on the output determination parameter. A drive source output estimating means for estimating a drive source output, and a control means for controlling the electric motor so that the output of the electric motor is equal to the estimated drive source output. Test device output transmission member. 3. A drive source output transmitter of a vehicle, wherein an output of the drive source is transmitted to the output of the drive source by using a test apparatus equipped with an electric motor simulating the drive source mounted on the vehicle. A method for testing a drive source output transmitter of a vehicle for testing the drive source output transmitter according to claim 1, wherein a drive source control computer actually used for the drive source is connected to the test device. Then, an output determination parameter for determining the output of the drive source, which is the output result of the drive source control computer, is input, and the drive source that the drive source will generate based on the output determination parameter. A method for testing a drive source output transmitter of a vehicle, which estimates an output and controls the electric motor so that the output of the electric motor becomes the estimated drive source output. 4. A vehicle equipped with an electric motor for simulating a drive source, wherein the output of the electric motor is applied to a drive source output transmission body of the vehicle to which the output of the drive source is transmitted when the vehicle is mounted. A drive source output transmitter testing apparatus for a vehicle for testing a drive source output transmitter, comprising connecting the drive source control computer to the drive source by connecting the drive source control computer to the drive source output computer. Output determination parameter input means for inputting an output determination parameter for determining the output of the drive source, which is the output result, and estimating the drive source output that the drive source will generate based on the output determination parameter A test apparatus for a drive source output transmitter of a vehicle, comprising: a drive source output estimating unit; and a control unit that controls the electric motor so that the output of the electric motor becomes the estimated drive source output.