JP2010112351A - Engine testing apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine testing apparatus certainly attaining temperature suitable for functional testing on a test bench when starting transfer onto the test bench and efficiently performing the functional testing, even if initial learning time for injection characteristics is different depending on an engine. <P>SOLUTION: The engine testing apparatus includes: a warming up bench 20 warning up, on a set operating condition, the assembled engine 10 with an engine ECU 50 controlling fuel injection by a fuel injection valve 12 wired and connected; the test bench performing the function testing of the engine 10; and a transfer truck transferring the engine 10 warmed up by the warming up bench 20 from the warming up bench 20 to the test bench. The warming up bench 20 has a learning processing control section 28 making the engine ECU 50 initially learn the injection characteristics of the fuel injection valve 12. The warming up bench 20 has a rewarming up control section 29 rewarming up the engine 10 at specific engine speed until working hours are fulfilled when initial learning is completed. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an engine test apparatus, and more particularly to an engine test apparatus that performs a pre-shipment test on an assembled engine on which necessary components such as a fuel injection valve are mounted.

  In general, in an assembly plant for a vehicle engine, the basics of the engine as a product prior to shipment to the vehicle assembly plant for an assembled engine that has completed the assembly process for mounting necessary components such as fuel injection valves. A bench test, which is a functional test, is performed.

  In this bench test, the engine is usually first warmed up to a temperature suitable for the bench test on the warm-up bench, and the warmed-up engine is transferred from the warm-up bench to the test bench. A plurality of defined functional tests are performed.

  As a conventional engine testing apparatus for performing this kind of bench test, for example, an engine in which an in-vehicle engine ECU (electronic control unit) is wired at equal angular intervals on a warm-up (warm-up) bench rotating like a turntable. The engine is warmed up to a temperature suitable for the bench test by warm-up operation on the warm-up bench, and the engine that has reached a position rotated by a certain angle from the input position is sequentially transferred from the warm-up bench to the test bench. What you do is known. In this test equipment, the engine is restarted after transfer from the warm-up bench to the test bench, adjustment of operating conditions related to idle speed, ignition timing, exhaust gas concentration, etc., presence of abnormal noise and vibration, cooling The presence or absence of water or oil leakage, acceleration response, etc. are inspected (for example, see Patent Document 1).

  Moreover, as what performs what is called a micro injection quantity learning process so that fuel injection control with high injection quantity precision can be performed with respect to the individual difference of the fuel injection valve in a diesel engine, for example from a no-load racing (idle) state A single injection of a minute amount of fuel is performed while the engine speed is decreasing without injection, and the actual injection quantity is estimated from the change in the engine speed reduction state, resulting in variations or deviations in the actual injection quantity relative to the command injection quantity. It is known to set a correction coefficient for the command injection amount according to the learning result by learning (see, for example, Patent Document 2).

  Furthermore, the fuel injection required during idle speed feedback control is divided equally into multiple fuel injections, and the amount of change over time in the injection characteristics is monitored by monitoring the difference between the actual injection amount and the reference injection amount In the case of an engine that detects the engine, it is also known to write a correction value corresponding to the fuel pressure to the reference characteristic assumed at the time of shipment of the engine in a nonvolatile or backup memory. (For example, see Patent Document 3).

In addition, if the test bench ECU is versatile, it takes time to adjust the parameters of multiple function test software modules. Only the control system to be tuned is controlled by the test bench ECU, and the remaining controls. In-vehicle ECU is used for system control, and the operation of the in-vehicle ECU is monitored, and the parameters of the control system to be tuned are tuned so that the operation of the test bench ECU matches the operation of the in-vehicle ECU. There are some (see, for example, Patent Document 4).
JP 05-126681 A JP 2008-163913 A JP 2007-327341 A JP 09-54019 A

  However, in the conventional engine test apparatus as described above, the time for the electronic control unit to initially learn the injection characteristic of the fuel injection valve of the engine warmed up on the warm-up bench varies from engine to engine, While the initial learning time varies greatly depending on the specifications, especially due to differences in engine specifications, the common working time (hereinafter, The engine is configured to move from the warm-up bench input position to the transfer start position to the test bench within the tact time. Therefore, when the initial learning process is completed in a short time, the engine is operated at an idle speed for a relatively long time after the learning process is completed, and the temperature of the oil in the engine that has reached the transfer start position to the test bench is There was a case where the temperature suitable for the function test could not be reached and it took time for the function test on the test bench.

  Therefore, the present invention ensures that the temperature suitable for the functional test on the test bench can be ensured at the start of the transfer of the engine from the warm-up bench to the test bench, even if the time required for the initial learning of the injection characteristics of the fuel injection valve varies depending on the engine. Therefore, an object of the present invention is to provide an engine test apparatus capable of efficiently performing a function test on a test bench.

  In order to achieve the above object, an engine testing apparatus according to the present invention is provided in advance of (1) an assembled engine in which an electronic control unit having a fuel injection valve and capable of controlling fuel injection by the fuel injection valve is connected by wiring. A warm-up bench that warms up under set operating conditions, a test bench that performs a functional test of the engine, and a transfer means that transports the engine warmed up in the warm-up bench from the warm-up bench to the test bench And the warm-up bench includes a learning processing control unit that causes the electronic control unit to initially learn the injection characteristic of the fuel injection valve, and the warm-up bench includes the initial learning. Re-warming control means for warming up the engine again at a specific engine speed higher than the idle speed until a preset working time expires Characterized in that it has.

  With this configuration, the time required for the initial learning of the injection characteristics of the fuel injection valve varies from engine to engine or from specification to specification, and even if the initial learning is completed early, it is necessary to restart until the preset work time expires. The warm-up control means causes the engine to warm up again at a specific engine speed, and the temperature of the engine that has reached the transfer start position from the warm-up bench to the test bench is a suitable temperature for the function test on the test bench. It is surely reached. Therefore, it is possible to reliably avoid a situation where the function test on the test bench takes time due to insufficient warm-up.

  In the engine testing apparatus having the configuration described in (1) above, (2) the learning process control means decelerates the engine from the specific engine speed to the idle speed side within the working time. However, it is preferable that the electronic control unit initially learns the injection characteristics of the fuel injection valve based on the amount of change in the engine speed caused by a small amount of single injection.

  With this configuration, after the engine is warmed up for a relatively short period of time at a specific engine speed, the initial injection characteristic is such that a small amount of single injection is performed while decelerating from the specific engine speed to the idle speed side. Learning can be executed, work efficiency is good, and prior to the functional test on the test bench, the correction condition of the injection characteristic corresponding to the individual difference of the fuel injection valve can be set.

  In the engine testing apparatus according to (2) above, (3) the learning processing control means performs the small amount of single injection while decelerating the engine from the specific engine speed to the idle speed side. When the detection process for detecting the amount of change in the engine speed is performed a plurality of times and the last detection process is completed, the re-warming-up control means sets the engine speed of the engine to the specific engine speed. It is preferable to raise.

  With this configuration, even in an engine with a fuel injection valve for each cylinder, the detection process can be performed multiple times while switching the single injection cylinder, thereby accurately learning the variation in the injection characteristics of the multiple fuel injection valves. Thus, the command injection amount can be corrected, and highly accurate fuel injection control can be executed.

  In the engine test apparatus having the configuration described in the above (1) to (3), (4) the warm-up bench moves the engine from the input position of the engine to a transfer start position to the test bench. It is preferably configured to move in a direction different from the direction of transfer from the warm-up bench to the test bench, and the time required for the movement is set as the work time.

  While this configuration enables efficient warm-up operation, a certain amount of work time is required for a series of work on the warm-up bench. Until expiration, the engine is warmed up again at a specific engine speed, and the temperature of each engine can reach a temperature suitable for a function test on the test bench.

  In the engine test apparatus according to (4) above, (5) the time required for the movement of the engine from the input position to the transfer start position to the test bench is warmed up by the warm-up bench and transferred. It is preferable that the time when the temperature of the oil in the engine when reaching the start position reaches a temperature equal to or higher than a target temperature required immediately before the functional test on the test bench is preferably set.

  With this configuration, a series of work on the warm-up bench is efficiently executed, and the engine for which initial learning has been completed is suitable for functional inspection on the test bench when the work for each engine is completed for a certain period of time. It reaches the transfer start position in a state of being warmed up to a certain temperature, and the workability is very good.

  In the engine testing apparatus having the configuration described in the above (1) to (5), (6) the electronic control unit has a backup memory that is rewritable and always stores the written storage information, The learning processing control means preferably stores a correction condition for correcting the command injection amount to the fuel injection valve in accordance with the injection characteristic of the fuel injection valve in the backup memory of the electronic control unit.

  With this configuration, prior to the function test on the test bench, it is possible to set the correction conditions for the injection characteristics corresponding to the individual differences of the fuel injection valves in the backup memory, and the fuel injection valve injection during the function test on the test bench The command injection amount can be corrected according to the characteristics, and an accurate bench test can be executed.

  According to the present invention, even if the time required for the initial learning of the injection characteristic of the fuel injection valve varies depending on the engine, the re-warming-up control means sets the engine to a specific engine speed until the preset work time expires. In this case, the engine temperature that has reached the transfer start position from the warm-up bench to the test bench can surely reach a temperature suitable for the function test on the test bench. Therefore, it is possible to provide an engine test apparatus that can reliably avoid a situation in which the function test on the test bench takes a long time due to insufficient.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a schematic block diagram of an engine test apparatus according to an embodiment of the present invention, and FIG. 2 is a warm-up bench of the engine test apparatus according to an embodiment of the present invention and the engine test apparatus. It is a schematic block diagram of each engine. In the present embodiment, the present invention is applied to a test apparatus that performs a bench test on a multi-cylinder diesel engine.

  First, the configuration will be described.

  As shown in FIG. 1, the engine testing apparatus of the present embodiment performs a warm-up bench 20 for warming up the engine 10 after assembly in the assembly process A under preset operating conditions, and a function test of the engine 10. A test bench 30 to be performed, and a transfer carriage 40 (transfer means) that carries the engine 10 warmed up by the warm-up bench 20 out of the warm-up bench 20 and transfers them to the test bench 30 are provided.

  As schematically shown in FIG. 2, the engine 10 after assembling in the assembling step A has a plurality of cylinders 10c (only one is shown in FIG. 2). A common rail 13 for accumulating and distributing high-pressure fuel supplied to the valve 12 and the plurality of fuel injection valves 12, a fuel pump 14 for supplying high-pressure fuel to the common rail 13, and supply of fuel from the fuel pump 14 to the common rail 13 A metering valve 15 for metering the amount and a water pump 17 mechanically driven by a crankshaft (not shown) rotated by a piston 16 of each cylinder 10c are provided. The engine 10 is wired to an in-vehicle engine ECU 50 (electronic control unit) that can control fuel injection by the fuel injection valve 12.

  As shown in FIG. 1, the warm-up bench 20 includes a turntable-shaped warm-up bench body 21 and a warm-up bench control unit 22.

  The warming-up bench body 21 is a transfer position Pin where the engine 10 after assembly is sequentially turned on at equal angular intervals together with the transfer carriage 40, and the transfer truck that transfers the engine 10 warmed up while rotating at a fixed angle from the input position Pin. 40, and a transfer start position Pout for sequentially transferring from the warm-up bench 20 to the test bench 30.

  As shown in FIGS. 1 and 2, the warm-up bench control unit 22 automatically controls the rotation operation of the warm-up bench body 21 and controls the engine 10 that has been put into the charging position Pin at a specific engine speed Nup. It has a warm-up control unit 23 for warm-up operation. When each engine 10 is put together with the transfer carriage 40 into the input position Pin, the warm-up bench control unit 22 and the in-vehicle engine ECU 50 of the engine 10 are connected to each other, and each engine 10 is transferred to the transfer carriage. When it is transferred from the transfer start position Pout to the test bench 30 together with 40, the wiring connection between the warm-up bench control unit 22 and the in-vehicle engine ECU 50 of the engine 10 is cut off.

  Further, the warm-up bench body 21 includes a power source 24 that can supply a voltage corresponding to the battery voltage to the engine 10 on the warm-up bench body 21 and a fuel tank that stores fuel used in the engine 10, for example, light oil. 25, a cooling water tank 26 for supplying cooling water used in the engine 10, and the power source 24, the fuel tank 25, and the cooling water tank 26 are connected to an electric connector (not shown) of the engine 10 on the warm-up bench body 21 and fuel piping. And a collective connection device 27 for connecting to each of the cooling water hoses. The transfer carriage 40 can be provided with auxiliary piping and auxiliary wiring for assisting the connection between the engine 10 and the collective connection device 27.

  The test bench 30 includes a test bench main body 31 and a test bench control unit 32 that manages functional tests executed on the test bench main body 31. The test bench 30 restarts the engine 10 transferred from the warm-up bench 20 to the test bench main body 31 by the transfer carriage 40, and adjusts the operating conditions related to the idle speed, ignition timing, exhaust gas concentration, and the like. The presence or absence of abnormal noise or vibration, the presence or absence of leakage of cooling water or oil, the acceleration response, etc. are inspected by known inspection procedures. The known inspection procedure here is, for example, as described in Patent Document 4 described above, only the control system to be tuned is controlled by the test bench control unit 32, and the rest of the control system is for vehicle use. The engine ECU 50 is used, and the operation of the in-vehicle engine ECU 50 is monitored, and the parameters of the control system to be tuned so that the operation of the test bench control unit 32 matches the operation of the in-vehicle engine ECU 50 are tuned. Thus, a plurality of function inspection software modules are executed.

  The transfer carriage 40 is composed of, for example, a truck with an engine mount that has the function of a known automatic conveyance vehicle or does not have a self-propelling function, and works with other known transfer means to the warm-up bench 20 of the engine 10. It is possible to transfer the engine 10 from the warm-up bench 20 to the test bench 30. Moreover, it has the auxiliary piping and auxiliary wiring which assist the connection with the collective connection apparatus 27 of the engine 10 and the warm-up bench main body 21, or the similar connection in the test bench 30 side.

  The engine ECU 50 includes a CPU (Central Processing Unit) 51, a ROM (Read Only Memory) 52, and a RAM (Random Access Memory) 53, and a non-volatile memory such as an EEPROM that is rewritable and always holds stored memory information. Or a backup memory 54 that can always hold stored information even when the engine ECU 50 is powered off by using a battery power source, an input / output interface circuit 55, and a communication interface with other ECUs And a constant voltage circuit 57 (referred to as communication I / F in the figure). The ROM 52 and the backup memory 54 store software modules and set value information for a plurality of known control systems for controlling the operation of the engine 10.

  Although not shown in detail, the input / output interface circuit 55 of the engine ECU 50 includes an input interface circuit unit including an A / D converter and a buffer, and an output interface circuit unit including a driver circuit.

  Of the input / output interface circuit 55, on the input interface circuit side, a crank angle sensor 61 that detects the rotational speed of the crankshaft 10s and a common rail pressure sensor that detects the pressure of fuel accumulated in the common rail 13 (common rail pressure). In addition to 62 (see FIG. 2), a cooling water temperature sensor, an air flow meter, a throttle position sensor, an intake pipe pressure sensor for detecting intake pressure (supercharging pressure), and the like (not shown) are connected. Because it is before the process, the accelerator pedal position sensor that detects the operation position of the accelerator pedal, the vehicle speed sensor that detects the vehicle running speed, and the starter switch are not connected, and the signals that replace those sensor signal inputs are for the warm-up bench It is supplied from the control unit 22. In addition, a plurality of fuel injection valves 12 and metering valves 15 are connected to the output interface circuit portion side of the input / output interface circuit 55.

  The engine ECU 50 controls the starter switch ON signal from the warm-up bench control unit 22 or the test bench control unit 32 to the input / output interface circuit 55 according to the operation control program stored in the ROM 52, that is, the software modules of the plurality of control systems. Can be started, the accelerator position signal from the warm-up bench control unit 22 or the test bench control unit 32, the rotational speed signal NE from the crank angle sensor 61, and the common rail pressure sensor. The common rail pressure signal or the like from 62 can be taken at regular intervals, and the fuel injection amount and injection timing of the engine 10, the opening degree of the metering valve 15, etc. can be calculated.

  The warm-up bench control unit 22 and the test bench control unit 32 are necessary among sensor information taken into the input / output interface circuit 55 of the in-vehicle engine ECU 50 and command signal information outputted from the input / output interface circuit 55, respectively. Such information can be acquired via the communication interface 56 and can be montered.

  Although the details of each of the warm-up bench control unit 22 and the test bench control unit 32 are not shown, for example, a CPU, a ROM, a RAM, a backup memory, an input / output interface circuit, and a communication interface are included. In the ROM and backup memory, software modules and set value information of a plurality of control systems for warm-up operation control and learning process control in the warm-up bench 20 or bench test in the test bench 30 are stored.

  On the other hand, the warm-up bench control unit 22 includes a learning process control unit 28 (learning process control means) that causes the engine ECU 50 to initially learn the injection characteristics of the fuel injection valve 12 by the warm-up bench control unit 22. .

  The learning processing control unit 28 warms up the engine 10 at a specific engine speed Nup (for example, 4000 rpm) higher than the engine speed about the idle speed (for example, 600 to 700 rpm), and sets a preset tact time Tup. Changes in engine speed due to a small amount of single injection (single injection for learning a minute value injection amount) while decelerating the engine 10 from the specific engine speed Nup to the idle speed side within (working time) Based on the amount, the injection characteristic of the fuel injection valve is initially learned by the electronic control unit (hereinafter referred to as minute injection amount learning control).

In the engine 10 which is a diesel engine, since there is a proportional relationship between a small amount of fuel injection amount [mm ³ / st] (st is a stroke) and a torque generated by the fuel injection [N · m], The relationship between the engine speed at the time of a very small amount of learning injection and the amount of increase in the rotational speed by the learning injection can be stored in the ROM 52 in advance. Therefore, by executing a small amount of single injection under an operating condition in which the engine speed [rpm] of the engine 10 gradually decreases without injection, the amount of increase in the engine speed due to the single injection and execution of the single injection are performed. The actual injection amount can be estimated by calculating the product of the engine speed at the time as a torque proportional amount proportional to the generated torque and calculating the generated torque from the torque proportional amount. Then, if the difference between the injection amount command value for the single injection for learning and the actual injection amount is learned for the fuel injection valve 12 of each cylinder, the command injection amount is set so that the actual injection amount approaches the target injection amount. Thus, the target injection amount and the actual injection amount can be made to coincide with each other with high accuracy.

  The learning processing control unit 28 stores, in the backup memory 54 of the engine ECU 50, a correction condition (for example, a correction coefficient) for correcting the command injection amount to the fuel injection valve 12 according to the injection characteristic of the fuel injection valve 12 as described above. It comes to memorize.

  More specifically, the learning process control unit 28 of the warm-up bench control unit 22 changes the engine 10 from the specific engine speed Nup to the idle speed as shown in FIG. 4A as the minute injection amount learning control. The operation of the engine 10 is controlled to be non-injected so as to decelerate to the side, and the single injection with the injection amount Q being a minute value is executed by any one of the fuel injection valves 12 under the non-injection deceleration state, The detection process of detecting the amount of change in the engine speed [rpm] due to the single injection is repeated a plurality of times while switching the cylinder 10c for single injection.

  The warm-up bench control unit 22 further, when initial learning by the learning processing control unit 28 is completed, re-warm-up control that causes the engine 10 to warm up again at a specific engine speed Nup until the tact time Tup expires. Unit 29 (re-warm-up control means), and when the last detection process by the learning process control unit 28 is completed, the re-warm-up control unit 29 determines the engine speed of the engine 10 as the idle speed. The engine speed is increased from a certain level to a specific engine speed Nup.

  On the other hand, the warm-up bench 20 has a direction different from the transfer direction of the input engine 10 from the warm-up bench 20 to the test bench 30 from the input position Pin of the engine 10 to the transfer start position Pout to the test bench 30. That is, the warm-up bench main body 21 is configured to move in the rotation direction, and the time required for the movement from the input position Pin to the transfer start position Pout accompanying the rotation is set as the tact time Tup. The tact time Tup corresponding to the movement time from the charging position Pin to the transfer start position Pout is the temperature of the engine oil in the engine 10 when it is warmed up by the warm-up bench 20 and reaches the transfer start position Pout. In each of the ten specifications, it is set as the time required to reach a temperature equal to or higher than the target temperature required immediately before the function test on the test bench 30 (see FIG. 3B).

  Note that the warm-up bench control unit 22 of the warm-up bench 20 sets a correction condition for correcting the command injection amount to the fuel injection valve 12 according to the injection characteristic of the fuel injection valve 12, for example, the magnitude of the correction coefficient. You may make it memorize | store in an internal memory (for example, RAM) sequentially, statistically process the dispersion | variation data of the injection characteristic of the fuel injection valve 12, and may determine an abnormal value.

  Next, the operation will be described.

  In the engine testing apparatus of the present embodiment configured as described above, the engine 10 after assembly in the assembly process A is input to the input position Pin of the warm-up bench 20 as shown in FIG. Further, the engine is warmed up at a specific engine speed Nup for a certain period of time sufficient for the engine temperature (for example, the temperature of the engine oil in the engine 10) to reach the target temperature.

  When the warm-up operation for a predetermined time of the engine 10 is completed, the process proceeds to the minute injection amount learning control, and the process after the warm-up operation as shown in FIG. 4 is started.

  First, in the minute injection amount learning control, for the initial learning, the operation of the engine 10 is set to a non-injection deceleration state so as to decelerate the engine 10 from the specific engine speed Nup to the idle speed side. The detection process of detecting the amount of change in the engine speed [rpm] due to the single injection of the fuel injection valve 12 of any cylinder 10c under the state is repeated a plurality of times while switching the single injection cylinder 10c. A correction condition such as a correction coefficient for correcting the command injection amount so as to bring the actual injection amount close to the target injection amount in such a procedure is calculated and written in the backup memory 54 of the engine ECU 50 (step S11). Further, for the purpose of investigating variations, at this time, values such as the magnitude of the correction coefficient written in the backup memory 54 of the engine ECU 50 are stored in the internal memory of the warm-up bench control unit 22, and statistical data or product It is stored as readable characteristic data.

  Next, it is determined whether or not all the processes related to the minute injection amount learning control have been completed (step S12). If it is determined that the processing has been completed (Yes in step S12), then, the rewarming control unit It is determined by 29 whether or not it is within the tact time Tup (step S13).

  Since the tact time Tup is normally set to be longer than the longest working time on the warm-up bench 20, the tact time Tup is not yet reached when the minute injection amount learning control is completed. That is, the working time is within the tact time Tup (in the case of Yes in step S13).

  In this case, until the tact time Tup expires, the re-warming-up control unit 29 increases the engine speed of the engine 10 again from about the idle speed at the time of completion of the minute injection amount learning control to the specific engine speed Nup. The engine 10 is warmed up again at a specific engine speed Nup (step S14).

  On the other hand, when the tact time Tup expires (in the case of No in step S13), the engine 10 that has been warmed up reaches the transfer start position Pout to the test bench 30, and the processing of FIG. A series of work in is completed.

  Immediately after the work on the warm-up bench 20 is completed, transfer of the engine 10 from the warm-up bench 20 to the test bench main body 31 by the transfer carriage 40 is started.

  Next, the engine 10 transferred to the test bench 30 is started again by the test bench control unit 32, and adjustments of operating conditions related to the idle speed, ignition timing, exhaust gas concentration, etc., presence of abnormal noise and vibration, The presence or absence of leakage of cooling water or oil, acceleration response, etc. are inspected by a known inspection procedure.

  Thus, while the warm-up work on the warm-up bench 20 and the bench test on the test bench 30 are executed, the time required for the initial learning of the injection characteristics of the fuel injection valve 12 is different for each engine 10 or for each specification. In this embodiment, when the initial learning is completed at an early stage, as shown in FIG. 3A, the rewarming control is performed until the tact time Tup that is a preset work time expires. By means of part 29, engine 10 is warmed up again at a specific engine speed Nup.

  Incidentally, when the initial learning is completed at an early stage, as shown in FIG. 5 (a), if the engine is operated at the idle speed until the tact time Tup expires as in the conventional case, the operation shown in FIG. 5 (b) is performed. As shown, the temperature of the engine 10 that has reached the transfer start position Pout to the test bench 30 cannot reach a temperature suitable for a function test on the test bench 30 or falls from the target temperature. Therefore, the warm-up is insufficient and the bench test on the test bench 30 may take a long time.

  On the other hand, in the engine test apparatus of the present embodiment, as shown in FIG. 3B, the temperature of the engine 10 that has reached the transfer start position Pout from the warm-up bench 20 to the test bench 30 is the test bench. Thus, the temperature suitable for the function test at 30 is surely reached, and the situation where the warm-up is insufficient and the bench test on the test bench 30 takes a long time can be reliably avoided.

  In the present embodiment, the learning processing control unit 28 causes the engine 10 to warm up at a specific engine speed Nup higher than the idle speed and specifies the engine 10 within a preset tact time Tup. Since the engine ECU 50 initially learns the injection characteristics of the fuel injection valve 12 based on the amount of change in the engine speed due to a small amount of single injection while decelerating from the engine speed Nup to the idle speed side, the engine ECU 50 learns for a relatively short time. After the engine 10 is warmed up, the initial learning of the injection characteristics can be performed immediately, and the work efficiency is good and the individual differences of the fuel injection valves 12 are accommodated prior to the function test on the test bench 30. It is possible to set correction conditions for the injection characteristics to be performed.

  Furthermore, when the final detection process by the learning process control unit 28 is completed, the re-warming-up control unit 29 increases the rotational speed of the engine 10 to a specific engine speed Nup, so that the fuel injection valve 12 for each cylinder 10c. Even in the engine 10 provided with the above, highly accurate fuel injection control can be executed by accurately learning the variation in the injection characteristics of the plurality of fuel injection valves 12 and correcting the command injection amount.

  In addition, the warm-up bench 20 moves the engine 10 from the warm-up bench 20 to the test bench 30 from the input position Pin of the engine 10 to the transfer start position Pout to the test bench 30 (from left to right in FIG. 1). Since the time required for the movement is set as the tact time Tup, an efficient warm-up operation on the warm-up bench 20 becomes possible. On the other hand, a constant tact time Tup is required for a series of operations on the warm-up bench 20, but even if the engine 10 has completed initial learning at an early stage, until the constant tact time Tup expires, as described above. The engine is warmed up again at a specific engine speed Nup, and the temperature of each engine 10 can reach a temperature suitable for a function test on the test bench.

  Further, when the tact time Tup is warmed up by the warm-up bench 20 and reaches the transfer start position Pout, the temperature of the oil in the engine 10 reaches a temperature equal to or higher than the target temperature required immediately before the functional test on the test bench 30. Since the time is set, regardless of individual differences or specifications of the engine 10, the transfer is started in a state in which the engine 10 for which the initial learning has been completed is warmed up to a temperature suitable for the function test on the test bench 30. The position Pout is reached, and the workability is very good.

  Furthermore, prior to the function test on the test bench 30, the injection characteristic correction conditions corresponding to the individual differences of the fuel injection valves 12 can be stored and set in the backup memory 54, and fuel can be set during the function test on the test bench 30. The command injection amount can be corrected according to the injection characteristic of the injection valve 12, and an accurate bench test can be executed.

  Thus, according to the engine inspection apparatus of the present embodiment, even if the time required for the initial learning of the injection characteristics of the fuel injection valve 12 varies depending on the engine 10, until the preset tact time Tup expires, Since the re-warming-up control unit 29 causes the engine 10 to warm up again at a specific engine speed Nup, the temperature of the engine 10 that has reached the transfer start position Pout from the warm-up bench 20 to the test bench 30 is The temperature suitable for the function test on the test bench 30 can be surely reached, and the situation where the warm-up is insufficient and the bench test takes time can be surely avoided.

  In the above-described embodiment, the engine 10 is a diesel engine, but the present invention can be applied to other engines that can perform the initial learning process before the bench test on the test bench 30. In the warm-up bench 20, the warm-up bench main body 21 rotates the plurality of engines 10 in a turntable shape. However, the warm-up bench body 21 moves along the non-circular orbit and the engine 10 moves in the short direction. It may be something to be made. Moreover, although it demonstrated as a transfer means using the transfer trolley | bogie 40, it cannot be overemphasized that it may be made to transfer without using a trolley | bogie. Further, the fuel injection characteristic is learned by warming up at a specific engine speed Nup higher than the idling speed, and a single injection of a minute value injection amount is executed while decelerating from the engine speed Nup to the idling speed. However, the engine speed Nup during warm-up may differ from the engine speed (peak speed) during learning. Moreover, you may perform the learning of other well-known methods. Further, the tact time Tup is the travel time from the input position Pin of the engine 10 to the warm-up bench 20 to the transfer start position Pout to the test bench 30, but it may be slightly different from the travel time. Needless to say.

  As described above, the engine test apparatus according to the present invention performs re-warming up until the preset work time expires even if the time required for initial learning of the injection characteristics of the fuel injection valve varies depending on the engine. Since the control means causes the engine to warm up again at a specific engine speed, the temperature of the engine that has reached the transfer start position from the warm-up bench to the test bench is a suitable temperature for the function test on the test bench. It is possible to provide an engine test device that can reliably avoid the situation where the warm-up is insufficient and the function test on the test bench takes a long time. In addition, the present invention is useful for all engine test apparatuses that perform a pre-shipment test on an assembled engine on which necessary components such as a fuel injection valve are mounted.

1 is a schematic block diagram of an engine test apparatus according to an embodiment of the present invention. 1 is a schematic configuration diagram of a warm-up bench of an engine test apparatus according to an embodiment of the present invention and each engine charged therein. It is operation | movement explanatory drawing of the test apparatus of the engine which concerns on one Embodiment of this invention, (a) shows transition of the driving | running state of the engine in the warm-up bench, (b) respond | corresponded to transition of the driving | running state It shows the change in engine temperature. It is a flowchart which shows the general | schematic process sequence after the fine injection amount learning control performed with the control unit for warm-up benches of the engine test apparatus which concerns on one Embodiment of this invention. It is operation | movement explanatory drawing of the comparative example using the conventional warming-up driving | operation system, (a) shows transition of the operating state of the engine in the warming-up bench, (b) of the engine according to transition of the operating state It shows the change in temperature.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Engine 10c Cylinder 10s Crankshaft 12 Fuel injection valve 13 Common rail 14 Fuel pump 15 Metering valve 20 Warm-up bench 21 Warm-up bench main body 22 Warm-up bench control unit 23 Warm-up control part (warm-up control means)
24 power supply 25 fuel tank 26 cooling water tank 27 collective connection device 28 learning process control unit (learning process control means)
29 Rewarming control unit (rewarming control means)
30 Test bench 31 Test bench body 32 Test bench control unit 40 Transfer carriage (transfer means)
50 Engine ECU (electronic control unit)
51 CPU
52 ROM
53 RAM
54 Backup Memory 55 Input / Output Interface Circuit 56 Communication Interface 57 Constant Voltage Circuit 61 Crank Angle Sensor 62 Common Rail Pressure Sensor

Claims (6)

A warm-up bench for warming up an assembled engine under a preset operating condition, to which an electronic control unit having a fuel injection valve and capable of controlling fuel injection by the fuel injection valve is connected, and a function test of the engine And a transfer means for transferring the engine warmed up in the warm-up bench from the warm-up bench to the test bench,
The warm-up bench is an engine test apparatus having learning process control means for causing the electronic control unit to initially learn the injection characteristics of the fuel injection valve,
When the initial learning is completed, the warm-up bench has re-warming-up control means for warming up the engine again at a specific engine speed higher than the idle speed until a preset work time expires. An engine test apparatus characterized by that.   The learning processing control means reduces the engine from the specific engine speed to the idle speed side within the working time, and based on the amount of change in the engine speed due to a small amount of single injection. The engine test apparatus according to claim 1, wherein the electronic control unit is caused to initially learn an injection characteristic of an injection valve.   The learning process control means executes a detection process for detecting a change amount of the engine speed by the small amount of single injection while decelerating the engine from the specific engine speed to the idle speed side, a plurality of times. 3. The engine test apparatus according to claim 2, wherein, when the last detection process is completed, the re-warming-up control unit increases the engine speed of the engine to the specific engine speed. 4. .   The warm-up bench is configured to move the engine in a direction different from the transfer direction from the warm-up bench to the test bench from the engine input position to the transfer start position to the test bench, The engine test apparatus according to any one of claims 1 to 3, wherein a time required for the movement is set as the work time.   The time required for the movement of the engine from the input position to the transfer start position to the test bench is the temperature of oil in the engine when the engine is warmed up by the warm-up bench and reaches the transfer start position. The engine test apparatus according to claim 4, wherein the engine test apparatus is set as a time required to reach a temperature equal to or higher than a target temperature required immediately before the functional test. The electronic control unit has a backup memory that is always rewritable and holds stored storage information,
The learning processing control means stores a correction condition for correcting a command injection amount to the fuel injection valve in accordance with an injection characteristic of the fuel injection valve in the backup memory of the electronic control unit. The engine test apparatus according to any one of claims 1 to 5.

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