JP2009186377A - Bench performance testing device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a bench performance testing device that performs shifting operation, related to travel of a motorcycle using all gears and acquires test data of high reliability with the actual travel. <P>SOLUTION: This bench performance testing device 1 tests the performance of the engine 2 for the motorcycle, having a clutch 3, a transmission 4, and a throttle valve 5. The bench performance testing device includes a dynamometer 9 for charging the load on the engine 2 for the motorcycle; a clutch operation motor 63 for operating the clutch 3; a shift operation motor 64 for operating the transmission 4; a throttle operation motor 65 for operating the throttle valve 5; a storage device 8 storing driving data 80, related to the operation with the clutch 3, transmission 4; and throttle valve 5 by a rider during the actual travel, and a controller 7 for controlling the clutch operation motor 63, shift operation motor 64, and throttle operation motor 65 based on the driving data 80. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a bench performance test apparatus for testing an engine of a motorcycle.

  2. Description of the Related Art Conventionally, a bench performance test apparatus described in Patent Document 1 is known as a bench performance test apparatus for testing a power unit alone.

The conventional bench performance test apparatus in Patent Document 1 quantifies the operating load of a machine from an engine including a vehicle transmission to a drive wheel, and applies the quantified load to a dynamo on the bench performance test apparatus. It features.
Japanese Patent No. 3918435

  The prior art in Patent Document 1 does not actually perform a shift change. For this reason, it is considered that reliable test data cannot be obtained for the operation using a gear other than the gear used in the test. Further, in order to set required items such as vehicle specifications, running resistance, and engine map used for numerical simulation, it is necessary to collect a huge amount of data.

  The present invention has been made in view of the above points, and the object of the present invention is to perform a speed change operation using all the gears related to the traveling of the motorcycle, and to have reliability in conformity with the actual traveling. An object of the present invention is to provide a bench performance test apparatus capable of obtaining high test data.

  A bench performance test apparatus according to the present invention is a bench performance test apparatus for testing the performance of a motorcycle engine including a clutch, a transmission, and a throttle valve, the dynamometer for applying a load to the motorcycle engine, Operation of a clutch operation motor for operating a clutch, a shift operation motor for operating the transmission, a throttle operation motor for operating the throttle valve, the clutch by the rider during actual traveling, the transmission, and the throttle valve And a control device that controls the clutch operation motor, the shift operation motor, and the throttle operation motor based on the operation data.

  In the above description, the actual clutch incorporated in the motorcycle engine is used as the clutch, transmission, and throttle valve. Therefore, the performance of the motorcycle engine with the clutch, the transmission, and the throttle valve 5 can be tested, and a test using all gears can be performed.

  As described above, according to the bench performance test apparatus of the present invention, the gear shifting operation using all the gears related to the traveling of the motorcycle is performed, and highly reliable test data in accordance with the actual traveling is obtained. Can do.

  FIG. 1 is a block diagram showing a bench performance test apparatus 1 according to this embodiment. The bench performance test apparatus 1 is an apparatus for testing the performance of a motorcycle engine (hereinafter simply referred to as an engine) 2. The bench performance test apparatus 1 includes a clutch 3, a transmission 4, a throttle valve 5, and a dynamometer 9. The dynamometer 9 is a device that applies a load to the engine 2. The bench performance test apparatus 1 includes a clutch operation motor 63 that operates the clutch 3, a shift operation motor 64 that operates the transmission 4, and a throttle operation motor 65 that operates the throttle valve 5. Further, the bench performance test apparatus 1 includes a storage device 8 that stores operation data 80 relating to the operation of the clutch 3, the transmission 4, and the throttle valve 5 by the rider during actual traveling. The bench performance test apparatus 1 further includes a control unit 7 that controls the clutch operation motor 63, the shift operation motor 64, and the throttle operation motor 65 based on the operation data 80 stored in the storage device 8.

  The bench performance test apparatus 1 of the present embodiment actually performs a shifting operation using all the gears in the transmission 4 and measures the performance and characteristics of the engine 2 in accordance with the running state of the actual motorcycle. That is, the bench performance test apparatus 1 tests the performance of the engine 2 in a state where the clutch 3, the transmission 4, and the throttle valve 5 are assembled, not the engine 2 alone. Therefore, the clutch 3, the transmission 4, and the throttle valve 5 are assembled to the engine 2 with a structure that matches the actual motorcycle mechanism. The engine 2, the clutch 3, the transmission 4, and the throttle valve 5 are collectively referred to as a power unit 20. Moreover, although the kind of engine 2 is not limited, the engine 2 is a gasoline engine below.

  As shown in FIG. 1, the throttle valve 5 is opened and closed by operating the accelerator grip 66. The accelerator grip 66 is operated by a throttle operation motor 65 to open and close the throttle valve 5. Here, the throttle valve 5 and the accelerator grip 66 are connected via an accelerator wire 67. Therefore, the throttle operation motor 65 adjusts the opening amount of the throttle valve 5 via the accelerator wire 67. The throttle operation motor 65 may directly operate the throttle valve 5. The driving state of the engine 2 is changed by opening / closing the throttle valve 5. As the accelerator grip 66, one used for a motorcycle on which the engine 2 is mounted is used.

  The shift operation motor 64 operates the transmission 4 when the transmission 4 is shifted. The clutch operation motor 63 operates the clutch 3 when the transmission 4 is shifted. The clutch operation motor 63, the shift operation motor 64, and the throttle operation motor 65 are collectively referred to as an operation unit 6.

  The dynamometer 9 is a device that generates a load inside and applies the load to the engine 2 via the shaft 12. The shaft 12 has couplings 14 and 15 as shaft couplings, and connects the power unit 20 and the dynamometer 9. The performance value detection unit 13 is sandwiched between the coupling 14 and the coupling 15 and is provided between the power unit 20 and the dynamometer 9.

  The performance value detector 13 is means for measuring the performance of the power unit 20 including the driving torque and the rotational speed of the engine 2. In addition, the performance value detection unit 13 measures the vehicle speed of the motorcycle as the actual machine related to the power unit 20.

  As shown in FIG. 1, the bench performance test apparatus 1 includes a dynamo controller 91. The dynamo controller 91 receives at least the driving torque 100 and the vehicle speed 101 from the performance value detection unit 13, and at least the running resistance value includes an air resistance value 102 and a mass load resistance due to vehicle mass (hereinafter, flywheel resistance). Value 103). The air resistance value 102 and the flywheel resistance value 103 are values of running resistance that the motorcycle receives during running. The flywheel resistance includes rolling resistance, gradient resistance, and acceleration resistance. The air resistance is a resistance force of wind pressure that the motorcycle receives during traveling. The flywheel resistance is a resistance force that is generated as a frictional resistance from the tire to the road surface and from the tire to the engine during acceleration / deceleration or climbing on the motorcycle. The dynamo controller 91 controls the dynamometer 9 so as to generate a load equal to the resistance generated in the motorcycle 1. Specifically, the dynamo controller 91 is configured so that the sum of the calculated air resistance value 102 and the flywheel resistance value 103 matches the driving torque 100 of the engine 2 measured by the performance value detection unit 13. Feedback control is performed on the meter 9. Hereinafter, a value obtained by correcting the sum of the air resistance value 102 and the flywheel resistance value 103 to a value that matches the driving torque 100 is referred to as a target load 104.

  The storage device 8 is a device that stores operation data 80 including MC traveling data 81, operation system operation data 82, and abnormality determination data 83. Further, the storage device 8 can store vehicle specifications for each type of motorcycle.

The MC traveling data 81 is data in which the state of the test course when it is assumed that the motorcycle actually travels and the operation of the clutch, transmission, and throttle related to the driving operation of the motorcycle are set. The MC traveling data 81 includes a plurality of traveling patterns. The driving patterns include the gradient at each point on the test course, the predetermined vehicle speed, the number of shift stages, the brake position and the brake load, and the rider's clutch operation, shift operation, throttle, which are assumed to actually operate the motorcycle. Regarding the operation, the operation amount, the operation speed, the operation load, and the operation timing at which the operation (operation time) is performed are set as parameters. A predetermined vehicle speed set for each travel pattern is a control target in the bench performance test apparatus 1 as the target vehicle speed V ₀ . As shown in FIG. 6, the predetermined vehicle speed is set by each point on the test course in an arbitrary traveling pattern (the traveling pattern 8a in FIG. 6). However, the target vehicle speed V ₀ may be set to a predetermined vehicle speed at each time during traveling.

  The operation system operation data 82 is set based on the MC travel data 81 and is data related to control of the clutch 3, the transmission 4, and the throttle valve 5. The operations of the clutch 3, the transmission 4, and the throttle valve 5 are controlled based on the operation system operation data 82. In the operation system operation data 82, characteristics of the clutch 3, the transmission 4, and the throttle valve 5 for each vehicle type are set so that different types of motorcycles can be selected during the test. In addition, as will be described later, the operating system operation data 82 is set with parameters for preventing hunting related to the operation of the throttle valve 5 and correcting control delays.

  The shift position and shift operation (shift-up or shift-down) timing of a transmission in a motorcycle as an actual machine are set for each travel pattern, and are set by an arbitrary travel distance or time in each travel pattern. Further, at the shift operation timing, the combination of the shift operations is set in accordance with a series of operations including a shift operation of the rider's transmission assuming that the actual machine is operated.

As shown in FIG. 5 (a) as an example, a series of operations in the shift operation referred to here is when accelerating the motorcycle.
1. The opening of the throttle valve 5 is reduced.
2. The clutch 3 is disconnected.
3. Perform a shift operation.
4). The clutch 3 is connected.
5. Open the opening of the throttle valve 5.
Operation. FIG. 5 (b) shows an example of a series of operating procedures for the shift operation when the motorcycle is decelerated. The order of 1 to 5 is an example, and the operation procedure, the operation speed, the operation amount, the operation load, and the operation timing are different based on the skill of the rider assumed to drive the actual machine. That is, the MC traveling data 81 is set with a plurality of operations of a rider's shift operation assuming that the actual machine is operated.

  The abnormality determination data 83 is data based on the operation system operation data 82 and is set so that abnormality determination can be performed in the bench performance test apparatus 1. The abnormality determination related to the bench performance test apparatus 1 will be described in detail later. Based on the abnormality determination data 83, the abnormality detection device 10 to be described later determines an abnormality relating to at least the load applied to the clutch 3, the transmission 4, and the throttle valve 5, the operation amount of the clutch 3, the transmission 4, and the throttle valve 5, and the operation timing.

Hereinafter, the setting order of the target load 104 in the dynamo controller 91 will be described with reference to the drawings. As shown in FIG. 2, in step S <b> 11, the dynamo controller 91 inputs the vehicle speed 101 from the performance value detection unit 13 and reads the current vehicle speed V _i .

  In step S12a, the air resistance value 102 and the rolling resistance value 103a and the gradient resistance value 103c of the flywheel resistance value 103 are calculated.

  The rolling resistance value 103a is uniquely calculated based on necessary specifications including the vehicle weight M of the motorcycle in an arbitrary vehicle type. On the other hand, the gradient resistance value 103c is uniquely calculated from necessary specifications including a predetermined gradient of the test course set in the traveling pattern and the vehicle weight M of the motorcycle in an arbitrary vehicle type. The gradient resistance value 103c is zero when the gradient angle of the predetermined test course is zero. The specifications of the motorcycle in an arbitrary vehicle type are stored as operation system operation data 82 in the storage device 8.

The air resistance is a resistance force of wind pressure that the motorcycle receives during traveling. Air resistance 102 is calculated by the square multiplication of the vehicle speed _{V i.} That is, D = C · ρV ² · S / 2, where D is the air resistance, C is the resistance coefficient, ρ is the air density, V is the vehicle speed, and S is the horizontal projection area of the vehicle body.

In step S12b0, dynamo controller 91 reads the vehicle speed change (a difference between the vehicle speed _{V i-1} before the change of the vehicle speed _{V i} and the vehicle speed _{V i (V Δi = V i} -V i-1)). If there is a change in the vehicle speed in step S12b, the process proceeds to step S12b1. On the other hand, if the vehicle speed does not change in step S12b0, the process proceeds to step S13.

  For the vehicle speed change, a predetermined change amount is set in advance, and the predetermined change amount is determined by the time required for the change. Alternatively, the vehicle speed change may be set in advance for a predetermined time, and the vehicle speed change within the predetermined time may be read.

In step S12b1, acceleration (α _i ) is calculated based on the vehicle speed change read in step S12b0. Acceleration (alpha _i) is the difference _V i _{-V i-1} between the vehicle speed _{V i-1} before the change of the vehicle speed _{V i} and the vehicle speed _{V i,} a value obtained by dividing the time difference of the vehicle speed change (Delta] t).

In step S12b2, an acceleration resistance value 103b is calculated. The acceleration resistance value 103b is calculated by multiplying (M _i · α _i ) by the acceleration (α _i ) and the inertial mass (M _i ) when the motorcycle is traveling.

  In step S13, the sum of the air resistance value 102 and the flywheel resistance value 103 is calculated. The flywheel resistance value 103 is an integration of the rolling resistance value 103a, the acceleration resistance value 103b, and the gradient resistance value 103c. As shown in FIG. 1, the dynamo controller 91 corrects the sum based on the difference between the sum and the driving torque 100 input from the performance value detection unit 13 in step S <b> 11, and calculates a target load 104. The dynamometer 9 applies a load to the engine 2 based on the value of the target load 104.

  Here, step S12a and step S12b including step S12b0, step S12b1, and step S12b2 may be performed in parallel.

  As shown in FIG. 1, the control unit 7 detects the current clutch engagement amount 107 in the clutch 3. Similarly, the control unit 7 detects the current shift position 108 in the transmission 4 and the current grip operation amount 109 in the accelerator grip 66. The control unit 7 controls the operation unit 6 according to a predetermined vehicle speed in each traveling pattern input from the storage device 8.

As described above, in each traveling pattern, a predetermined vehicle speed at each point on the test course is set for each traveling pattern (see FIG. 6). The set vehicle speed to the predetermined referred to as the target vehicle speed V _0. When the traveling pattern 8a is input to the control unit 7, the control unit 7 determines that the vehicle speed 101 input from the performance value detection unit 13 is a predetermined vehicle speed that is always set to the traveling pattern 8a, that is, the target vehicle speed V. _The throttle operation motor 65 is controlled so as to follow _0a .

FIG. 3 shows control of the shift operation in the control unit 7 along an arbitrary traveling pattern. First, in step S <b> 1, the vehicle speed 101 measured by the performance value detection unit 13 is input to the control unit 7. Control unit 7 reads the vehicle speed _{V i.}

  In step S <b> 2, the shift position 108 is input to the control unit 7 from the transmission 4. Therefore, the control unit 7 reads the current shift position P in the transmission 4 (see FIG. 1). Here, step S1 and step S2 may be performed in parallel. Further, step S1 and step S2 may be interchanged with the order shown in FIG.

When the control unit 7 receives the vehicle speed 101 and recognizes the acceleration / deceleration state in the running state of the motorcycle as the actual machine, the control unit 7 determines the next shift operation to be performed after the acceleration / deceleration vehicle speed (set in the running pattern ( The shift position P ′ at V _i + ΔV _i ) is determined. This state is step S3. That is, in step S3, the control unit 7 performs control to determine that the shift position P ′ after acceleration / deceleration is the shift position set by the travel pattern. As an example, as shown in FIG. 6, when the vehicle is currently traveling at the second speed, it is determined that the shift operation of the shift change is performed from the second speed to the third speed when the vehicle speed 101 coincides with _VG23. It is.

  Step S4a is a case where no shift operation is required before and after acceleration / deceleration in step S3. In step S4a, the control unit 7 does not perform control leading to the shift operation. In step S3, when a shift operation is required before and after acceleration / deceleration, the control unit 7 performs control leading to a shift-up or shift-down operation. Step S4b is upshift, and step S4c is downshift.

  The control leading to the shift operation of the control unit 7 is as shown in FIG. The control unit 7 outputs a clutch operation signal 110 to the clutch operation motor 63. Similarly, the control unit 7 outputs a shift operation signal 111 to the shift operation motor 64, and the control unit 7 outputs an accelerator opening signal 112 to the throttle operation motor 65.

As described above, the control unit 7 controls the operation unit 6 based on the target vehicle speed V ₀ and the shift position in the travel pattern given from the storage device 8 and the vehicle speed 101 input from the performance value detection unit 13. .

FIG. 4 shows control of the throttle valve 5 in the control unit 7. In step S <b> 21, the control unit 7 reads the target vehicle speed V ₀ based on an arbitrary travel parameter input from the storage device 8.

In step S22, the control unit 7 receives the vehicle speed 101 from dynamo controller 91 reads the current vehicle speed _{V i.} Here, step S21 and step S22 may be performed in parallel. Moreover, step S21 and step S22 may be replaced with the order shown in FIG.

In step S23, it is compared with the target vehicle speed _{V 0} read in the step S21, the current vehicle speed _{V i} read in step S22.

In step S23, if the target vehicle speed _{V 0} and the current vehicle speed _{V i} is coincident _(V 0 = _{V i),} the process proceeds to step S24a. In step S24a, the control unit 7 performs control to keep the opening degree of the throttle valve 5 constant. Further, when the target vehicle speed V ₀ and the current vehicle speed V _i do not match, the control unit 7 performs control to adjust the opening degree of the throttle valve 5. Step S24b is when a high current vehicle speed _{V i} with respect to the target vehicle speed _{V 0.} Therefore, the control unit 7 performs control to close the opening degree of the throttle valve 5. Step S24c is when a low current vehicle speed _{V i} with respect to the target speed _{V 0.} Therefore, the control unit 7 performs control to open the opening degree of the throttle valve 5.

  As described above, the control unit 7 performs feedback control on the throttle valve 5 so that the vehicle speed V input from the performance value detection unit 13 follows the target vehicle speed V0.

In the control of the opening degree of the throttle valve 5, when actually trying align the current vehicle speed V _i to the target vehicle speed V _0, repeating the accelerator ON and OFF, so-called hunting phenomenon occurs. Therefore, in this embodiment, the accelerator opening gain Thg is set as a countermeasure for the hunting phenomenon. This accelerator opening gain Thg is set for each type of motorcycle. Therefore, the accelerator opening gain Thg is a part of the operation speed, operation amount, and operation timing data regarding the throttle operation of the operation system operation data 82. The control unit 7 inputs an accelerator opening gain Thg from the storage device 8 as a parameter relating to the operation system operation data 82.

The accelerator opening gain Thg is set for each type of motorcycle as described below.
Accelerator opening gain Thg = Throttle opening (fully closed-fully open) / maximum vehicle speed (1)

  In the above equation (1), the maximum vehicle speed is a performance value that differs for each vehicle type, and is obtained from experiments. The throttle opening is an angle (deg) difference between when the throttle valve 5 is fully opened and when it is fully closed.

When the control unit 7 calculates the accelerator opening TH, the acceleration (α) and the engine response constant are used as functions as follows. The accelerator opening TH is a value that controls the amount of rotation operation of the accelerator grip 66.
Acceleration (α) = (V _i −V _{i + 1} ) / Δt (2)
Engine response constant = β (3)

  In the equation (2), the acceleration (α) is calculated by the control unit 7 based on the vehicle speed 101 input from the performance value detector 13. In addition, the engine response constant β in the equation (3) is an experimental constant obtained from an experiment and has the same dimension as the acceleration α.

From the expressions (1), (2), and (3), the accelerator opening TH is expressed by the following expression (4).
Accelerator opening TH = V _i × Thg × α / β (4)

  Here, the engine response constant β is the same dimension as the acceleration α. Therefore, the dimension of the accelerator opening TH is expressed by (deg). Further, as the dimension of the accelerator opening TH, the voltage value (V) or the resistance value (Ω) is used when the accelerator opening TH is calculated by the control unit 7 and when the operation unit 6 is controlled.

The control unit 7 controls the accelerator grip 66 using the accelerator opening TH of the expression (4). Control unit 7 is, as the vehicle speed 101 follows the target vehicle speed V _0, based on the accelerator opening TH, and outputs an accelerator opening signal 112 to the throttle operation motor 65. As shown in FIG. 1, the throttle operation motor 65 operates the accelerator grip 66 based on the accelerator opening signal 112. By rotating the accelerator grip 66, the throttle valve 5 opens and closes, and the vehicle speed 101 changes.

  Below, the abnormality detection means 10 which detects the abnormality including the malfunction in the bench performance test apparatus 1 and prevents the failure of the bench performance test apparatus 1 will be described.

  As shown in FIG. 1, the abnormality detection means 10 detects at least one abnormality of the engine 2, the clutch 3, the transmission 4, the throttle valve 5, the clutch operation motor 63, the shift operation motor 64, and the throttle operation motor 65. In FIG. 1, the abnormality detection means 10 is separate from the control unit 7. However, the abnormality detection means 10 may be integrated with the control unit 7 as a part of the control unit 7.

  The abnormality here is an operation failure of the bench performance test apparatus 1 including the power unit 20 determined by the abnormality detection means 10 based on the abnormality determination data 83. The abnormalities include failure of the power unit 20, abnormal rotation of the engine 2, excessive increase in oil temperature and hydraulic pressure of the engine 2, excessive vehicle speed of the motorcycle, and the like. The malfunction detected by the abnormality detection means 10 is an abnormal load that occurs when the operation in the power unit 20 is not completed for each of the signals 110, 111, and 112 output from the control unit 7. That is, the malfunction includes a shift in operation timing of each operation of the clutch 3, the transmission 4, and the throttle valve 5. As an example, when there is a problem with the gear meshing at the time of shift change in the transmission 4 and the gears collide with each other, an abnormal load is generated in the power unit 20. Further, when the deviation of the operation timing occurs in the clutch 3, the transmission 4, and the throttle valve 5, the operation in the power unit 20 is not completed, and as a result, an abnormal load is generated. When the accelerator wire 67 is deteriorated and disconnected during the test, the throttle valve 5 is not loaded with the load from the accelerator wire 67 when the throttle operating motor 65 is driven.

  When the abnormality is detected, the abnormality detection means 10 outputs an abnormality signal 106 to the control unit 7 or the dynamo controller 91. The control unit 7 that has input the abnormal signal 106 can perform control to stop the operation of the operation unit 6. The dynamo controller 91 can control the dynamometer 9 to stop its operation. Therefore, the power unit 20 or the dynamometer 9 can be stopped independently. Further, the abnormality detection means 10 detects the malfunction of the bench performance test apparatus 1 including the power unit 20 based on the abnormality determination data 83. As a result, the control unit 7 outputs the signals 110, 111, and 112 to the operation unit 6 as control for re-performing and correcting operations.

(Function and effect)
In the present embodiment, the bench performance test apparatus 1 uses an actual machine in which the clutch 3, the transmission 4, and the throttle valve 5 are incorporated in the engine 2. Therefore, the performance of the engine 2 with the clutch 3, the transmission 4, and the throttle valve 5 can be tested, and a test using all gears can be performed. Therefore, the actual running state of the motorcycle can be carried out on the bench. In addition, a travel pattern in actual travel is set as operation data 80 in the storage device 8. Therefore, it is possible to obtain highly reliable test data in accordance with the driving operation of the motorcycle as an actual machine.

  In the present embodiment, the dynamo controller 91 calculates a running resistance value 102 and a flywheel resistance value 103 based on the vehicle speed 101 measured by the performance value detection unit 13. The dynamo controller 91 controls the dynamometer 9 based on the calculated running resistance value 102, flywheel resistance value 103, and driving torque 100. Therefore, the dynamometer 9 can apply an appropriate load to the engine 2 in accordance with the running state of the motorcycle as an actual machine. Therefore, the bench performance test apparatus 1 can perform a test in accordance with the running state of the motorcycle as an actual machine, and can obtain highly reliable test data.

  In the present embodiment, the storage device 8 stores a plurality of travel patterns as the operation data 80. The control unit 7 performs control based on any one of the plurality of travel patterns selected. The bench performance test apparatus 1 can perform tests with a plurality of different traveling patterns because the storage device 8 stores data of a plurality of traveling patterns. Therefore, the bench performance test apparatus 1 can perform a test in accordance with the running state of the motorcycle as an actual machine, and can obtain highly reliable test data.

In the present embodiment, the control unit 7 feeds back the throttle valve 5 so that the vehicle speed V _i input from the performance value detector 13 matches the target vehicle speed V _{0 of the} travel pattern stored in the storage device 8. Take control. Therefore, the bench performance test apparatus 1 can perform a test in accordance with the running state of the motorcycle as an actual machine based on changes in the vehicle speed in a plurality of running patterns, and can obtain highly reliable test data.

  In the present embodiment, the control unit 7 controls the throttle valve 5 using the accelerator opening gain Thg. The accelerator opening gain Thg is a constant that varies depending on the type of motorcycle. By using the accelerator opening gain Thg, it becomes easy to test a plurality of different vehicle types. When testing different vehicle types, the control unit 7 can control the accelerator grip 66 by changing only the accelerator opening gain Thg. Therefore, the bench performance test apparatus 1 can easily test a plurality of different vehicle types. Further, the bench performance test apparatus 1 can perform a test in accordance with the running state of a motorcycle as an actual machine based on a change in the vehicle speed, and can obtain highly reliable test data.

  In the present embodiment, the bench performance test apparatus 1 includes an abnormality detection means 10. The abnormality detection unit 10 detects at least one abnormality of the engine 2, the clutch 3, the transmission 4, the throttle valve 5, the clutch operation motor 63, the shift operation motor 64, and the throttle operation motor 65. The abnormality detection means 10 outputs an abnormality signal 106 to the control unit 7 or the dynamo controller 91 based on the detected abnormality. The control unit 7 that has input the abnormal signal 106 performs control to correct or restart the operation unit 6. In addition, the control unit 7 that has input the abnormal signal 106 can perform control to stop the operation of the operation unit 6. On the other hand, the dynamo controller 91 can control the dynamometer 9 to stop its operation. Therefore, the power unit 20 or the dynamometer 9 can be stopped independently. Therefore, the power unit 20 or the dynamometer 9 does not need to include other means that mechanically perform a forced stop from the outside. In addition, the abnormality detection unit 10 detects a malfunction of the power unit 20 to prevent a failure of the apparatus related to the bench performance test apparatus 1.

<Modification>
In the present embodiment, an internal combustion engine is used as the engine 2. However, a motor may be used instead of the engine 2. Further, as the engine 2, a hybrid engine of an internal combustion engine and a motor may be used.

  In the present embodiment, the vehicle speed 101 input by the control unit 7 is input from the performance value detection unit 13, but this may be input from the dynamo controller 91.

  In the present embodiment, the dynamo controller 91 is separate from the performance value detection unit 13, but may be integrated with the performance value detection unit 13. That is, a computer means such as the dynamo controller 91 may be incorporated in the performance value detection unit 13.

  In this embodiment, the dynamo controller 91 and the performance value detection unit 13 are separated from the dynamometer 9, but may be integrated with the dynamometer 9. That is, a mechanism for measuring the driving torque and the rotational speed of the motorcycle engine 2 such as the performance value detector 13 may be provided in the dynamometer 9 in advance. Further, a computer means such as the dynamo controller 91 may be incorporated in the dynamometer 9.

  In the present embodiment, the opening adjustment of the throttle valve 5 is performed via an accelerator wire 67 connected to the accelerator grip 66. However, the connection between the accelerator grip 66 and the throttle valve is not limited to the accelerator wire 67. For example, the opening of the throttle valve 5 may be adjusted by operating the hydraulic mechanism.

  The present invention is useful for a bench performance test apparatus for testing a motorcycle engine.

It is a schematic block diagram which shows a bench performance test apparatus. It is a flowchart which shows calculation of the target load in a dynamo controller. It is a flowchart which shows control of the shift operation in a control unit. It is a flowchart which shows control of the throttle valve opening degree in a control unit. It is the schematic which shows control of the shift operation speed in a control unit. It is a figure which shows the predetermined target vehicle speed and the vehicle speed of a shift change timing in arbitrary driving | running | working patterns.

Explanation of symbols

1 Bench Performance Test Device 2 Motorcycle Engine 3 Clutch 4 Transmission 5 Throttle Valve 6 Operation Unit 7 Control Unit (Control Device)
8 Storage Device 9 Dynamometer 10 Abnormality Detection Unit 12 Shaft 13 Performance Value Detection Unit (Performance Value Detection Unit)
20 power unit 63 clutch operating motor 64 shift operating motor 65 throttle operating motor 66 accelerator grip 67 accelerator wire 91 dynamo controller 100 driving torque 101 vehicle speed 102 air resistance value 103 flywheel resistance value 103a rolling resistance value 103b acceleration resistance value 103c gradient resistance value 104 Target load 106 Abnormal signal 107 Clutch engagement amount 108 Shift position 109 Grip operation amount 110 Clutch operation signal 111 Shift operation signal 112 Accelerator opening signal

Claims (6)

A bench performance testing device for testing the performance of a motorcycle engine having a clutch, a transmission, and a throttle valve,
A dynamometer for applying a load to the motorcycle engine;
A clutch operating motor for operating the clutch;
A shift operation motor for operating the transmission;
A throttle operating motor for operating the throttle valve;
A storage device storing operation data related to operation of the clutch, transmission, and throttle valve by the rider during actual driving;
A control device for controlling the clutch operation motor, the shift operation motor, and the throttle operation motor based on the operation data;
Bench performance testing device with The bench performance test apparatus according to claim 1,
A performance value detecting means for measuring at least a driving torque and a vehicle speed of the motorcycle engine; at least a running resistance value and a flywheel resistance value of the motorcycle are calculated based on the vehicle speed; and the running resistance value and the flywheel A bench performance test apparatus further comprising a dynamo controller for controlling the dynamometer based on a wheel resistance value and a driving torque. The bench performance test apparatus according to claim 1,
The driving data includes data of a plurality of driving patterns,
The said control apparatus is a bench performance test apparatus which controls based on any one driving | running pattern selected among these several driving | running patterns. The bench performance test apparatus according to claim 3,
A performance value detecting means for measuring at least the driving torque and the vehicle speed of the motorcycle engine;
Bench performance, wherein the control device performs feedback control on the throttle operating motor so that the vehicle speed measured by the performance value detecting means matches the vehicle speed of the operation data stored in the storage device. Test equipment. The bench performance test apparatus according to claim 1,
An accelerator grip for opening and closing the throttle valve of the motorcycle engine;
The throttle operation motor is configured to operate the throttle valve by operating the accelerator grip,
The control apparatus is a bench performance test apparatus that controls a throttle valve using an accelerator opening gain set for each type of motorcycle based on a maximum opening and a maximum vehicle speed of the throttle valve of the motorcycle. The bench performance test apparatus according to claim 1,
An abnormality of at least one of the engine for the motorcycle, the clutch, the transmission, the throttle valve, the clutch operation motor, the shift operation motor, and the throttle operation motor is detected, and the control unit or the dynamo controller is detected. A bench performance test apparatus further comprising an abnormality detection means for outputting an abnormality signal.

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