JP3028433B2 - Prediction control device for throttle opening during automatic operation in engine test equipment - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control apparatus for predicting the throttle opening during automatic operation in an engine test apparatus.

[0002]

2. Description of the Related Art A throttle opening prediction control apparatus for automatic operation in an engine test apparatus according to the prior art is disclosed in US Pat.
Correction control by I (proportional / differential) control is used.

[0003]

In the above-described prior art engine test apparatus, in the throttle opening prediction control apparatus during automatic operation, correction control by PI (proportional / differential) control always performs even when the deviation is small. Since the control is performed so as to have a constant deviation, an extra movement of the throttle opening occurs even in a steady state. In addition, since the torque disturbance cannot be considered, the responsiveness when a torque deviation occurs is poor. When the torque disturbance is considered, multivariable and nonlinear control is performed, and the gain adjustment becomes complicated.

[0004]

SUMMARY OF THE INVENTION A throttle prediction control device in an engine test apparatus according to the present invention includes an operation pattern generator, a calculation processing unit having a throttle prediction opening calculation unit, a dynamo controller, and a fuzzy correction control. It comprises a throttle amplifier having a section, a throttle actuator, a dynamo, and a rotary pickup.

The operation pattern generator outputs a set rotation speed signal and a set torque signal, and the dynamo controller is connected to the operation pattern generator so that the set torque signal is inputted, and the engine under test is connected to the dynamo controller. Is connected to the dynamo so as to control the dynamo torque for the dynamo coupled to the output shaft based on the set torque,
The throttle opening calculation unit is connected to the operation pattern generator so that the set speed signal and the set torque signal are input, and is provided for the output shaft of the engine under test during operation of the engine under test. The actual rotation speed, the actual torque, and the actual throttle input are connected so that the dynamo actual rotation speed signal from the rotary pickup, the actual torque signal from the dynamo, and the actual throttle opening signal from the throttle amplifier are input. A map is created and stored based on the opening, and a throttle opening signal calculated from the map is connected to a throttle amplifier.

The fuzzy correction control unit is connected to receive the set speed signal and the set torque signal and the actual dynamo speed signal and the actual torque signal. The corrected throttle opening is output by a deviation correction control using fuzzy inference with respect to the difference from the actual dynamo torque, and the throttle amplifier adds the throttle opening calculated from the map to the corrected throttle opening, and calculates the sum of the throttle opening. An opening signal is connected to the throttle actuator, and the throttle actuator is coupled to the throttle of the engine under test to operate the throttle of the engine under test at an opening based on the input throttle opening signal. ing.

If necessary, the arithmetic processing unit includes an acceleration-equivalent throttle opening calculating unit in addition to the throttle predicted opening calculating unit, and the acceleration-equivalent throttle opening calculating unit receives the set rotation number signal. While being connected to the operation pattern generator, the throttle opening corresponding to acceleration is calculated from the input change in the set number of revolutions, and the arithmetic processing unit calculates the throttle opening calculated from the map in the throttle predicted opening calculation unit and the throttle opening. The throttle opening is summed up with the throttle opening corresponding to the acceleration, and is connected to the throttle amplifier.

[0008]

In the case of control based on the number of revolutions and torque of the engine under test, a torque-throttle opening degree map for each number of revolutions is created prior to the control.

In order to achieve this, the dynamo control is set to a rotation speed control with a fixed rotation speed, that is, the rotation speed is set to be constant based on the set rotation speed signal from the operation pattern generator, and then the engine under test is started. It is driven and the throttle is gradually opened. During the increase in the throttle opening, first, a change in the torque is started to increase, the throttle opening at that time is obtained, and the throttle opening and the torque at that time are sampled together with the rotational speed. Next, the slowdown of the increase in the torque is started, the throttle opening at that time is obtained, and the throttle opening and the torque at that time are sampled together with the rotational speed.

In this manner, the interval between the two points is divided into a plurality of equal parts, and the throttle opening and the torque at each intermediate point are sampled together with the rotational speed in the same manner as described above. Further, the same sampling is performed even when the throttle is fully opened.

The above-mentioned sampling of the throttle opening, the torque and the number of revolutions is performed by changing the set values of the number of revolutions variously, and each sample data is obtained from the dynamo controller and the throttle amplifier by the throttle processor of the arithmetic processing unit. The set rotation speed is also input from the dynamo controller to the predicted throttle opening calculating section while being input to the predicted opening calculating section.

In the throttle opening calculation unit, a torque-throttle opening diagram is superimposed for each rotation speed based on the input sample data, and a rotation speed-torque-throttle opening map is created. And the map is stored.

At the time of automatic operation, the throttle opening calculation section of the calculation processing section calculates the throttle opening according to the set rotation speed and the set torque signal input from the operation pattern generation section from the above map.

Along with the creation of the rotation speed-torque-throttle opening map, the throttle opening corresponding to the angular acceleration of the rotation of the engine under test is calculated by the acceleration-equivalent throttle opening calculator when the operation pattern is prepared. The above-described acceleration calculation may be performed at the time of automatic operation of the engine, not at the time of creating the operation pattern.

During automatic operation, the adder of the arithmetic processing unit adds the throttle opening corresponding to the set rotation speed and the set torque signal and the throttle opening corresponding to the angular acceleration, and inputs the result to the throttle amplifier.

The added value of the two throttle openings is further added to the above-mentioned added value to set the number of revolutions and torque and the actual number of revolutions and torque for the purpose of removing a deviation remaining when the throttle amplifier is controlled as a target value. The corrected throttle opening obtained by applying the fuzzy inference to the difference is added in the adder, and the sum of the three becomes the final throttle opening set value.

The throttle actuator operates the throttle of the engine under test so that the throttle opening is based on the final throttle opening set value signal input from the throttle amplifier.

[0018]

An embodiment of the present invention will be described with reference to the drawings.
The throttle prediction control device of the embodiment shown in FIG. 1 is of a type applied to an engine test device of an automatic driving device type on an engine bench. The throttle prediction opening calculation unit 1 and the throttle opening calculation unit 2 corresponding to acceleration. And an arithmetic processing unit 4 including an adder 3, an operation pattern generator 5, a dynamo controller 6, a fuzzy correction control unit 7, a throttle amplifier 9 including an adder 8, a throttle actuator 10, a dynamo Dynamo with built-in torque detector
11 and a rotary pickup 12.

The operation pattern generator 5 is connected so as to input a set torque signal to each of the throttle predicted opening calculation unit 1, the dynamo controller 6, and the fuzzy correction control unit 7 of the throttle amplifier 9, and is connected to the set rotation signal. The number signals are used to calculate a predicted throttle opening degree calculation unit 1, a throttle opening degree calculation unit equivalent to acceleration, and a fuzzy correction control unit 7 of a throttle amplifier 9.
Are connected to input.

The dynamo controller 6 receives an actual dynamo torque signal during operation of the engine E under test from a dynamo 11 coupled to the output shaft S of the engine E under test, and outputs the actual dynamo torque signal during operation of the engine E under test. Dynamo 11 performs feedback control so that the torque matches the set torque.
And the engine E under test so that the actual dynamo speed signal during the operation of the engine E under test is also inputted.
Is connected to a rotary pickup 12 provided for the output shaft S of the second motor.

Further, the dynamo controller 6 converts the actual dynamo torque signal and the actual dynamo rotation speed signal during the operation of the engine E under test into the throttle opening calculation unit 1 and the throttle / opening unit.
The input is connected to each of the fuzzy correction control units 7 of the amplifier 9.

The actual dynamo torque signal and the actual dynamo rotation speed signal at the time of operation of the engine E under test, which are inputted to the predicted throttle opening calculation section 1 and the fuzzy correction control section 7 of the throttle amplifier 9, respectively, are supplied to a dynamo controller. 6 may be input directly from the dynamo 11 and the rotary pickup 12, but in that case, the dynamo 11
Has a load detector and a transducer, and has a rotary pickup 12
Is composed of a rotation detector and a converter.

In the arithmetic processing unit 4, the throttle opening θ ₁ (for the map) calculated from the set rotation speed and the set torque in the throttle opening calculation unit 1 and the set rotation speed in the throttle opening calculation unit 2 corresponding to acceleration. The adder 3 adds the throttle opening θ ₂ (for the angular acceleration) calculated from the change, and the arithmetic processing unit 4 operates the throttle amplifier so as to input the added throttle opening signal θ ₁ + θ _2. 9 is connected.

In the throttle amplifier 9, the fuzzy correction controller 7 applies the position type fuzzy inference and the speed type fuzzy inference to set the number of revolutions, the set torque and the actual number of revolutions.
The deviation correction control of the difference from the actual torque is performed to obtain the throttle opening θ ₃ (correction amount). The throttle opening θ ₃ signal is added to the throttle opening signal θ ₁ + θ ₂ by the adder 8, The throttle amplifier 9 is connected to the throttle actuator 10 so as to perform feedback control with the resulting throttle opening signal θ ₁ + θ ₂ + θ ₃ as a set value. The throttle actuator 10 is coupled to the throttle to operate the throttle of the engine E under test at an opening based on the input throttle opening signal θ ₁ + θ ₂ + θ ₃ .

In the fuzzy correction control unit 7, a position type (proportional control type) fuzzy inference is applied to a deviation that changes rapidly in a transient state, and a speed type (integral control type) is applied to a deviation remaining in a steady state. Fuzzy inference is applied, and a correction output θa based on position-type fuzzy inference and a correction output θb based on speed-type fuzzy inference are added, and the sum thereof is a throttle opening signal θ _{3 for} deviation correction control. (= Θa
+ Θb).

First, the deviation correction control to which the position type (proportional control type) fuzzy inference is applied in the fuzzy correction control unit 7 will be described.
Is directly set as the correction operation amount θa, and the fuzzy correction control unit 7 performs deviation correction control by fuzzy inference based on a control rule as exemplified below.

Rule 1 If the rotational speed deviation is considerably large to + (P
B) Open the throttle considerably (PB). Rule 2 If the rotational speed deviation is moderately large to + (P
M), open the throttle moderately (PM). Rule 3 If the rotational speed deviation is slightly larger than + (P
S), slightly open the throttle (PS). Rule 4 If the rotational speed deviation is approximately zero to + (Z
O), the throttle does not open (ZO). Rule 5 If the rotational speed deviation is rather large (−N
S) The throttle is slightly closed (NS). Rule 6 If the rotational speed deviation is moderately large in the negative direction (N
M), close the throttle moderately (NM). Rule 7 If the rotational speed deviation is considerably large in-(N
B) Close the throttle considerably (NB).

Rule 8 If the torque deviation is significantly large to + (P
B) Open the throttle considerably (PB). Rule 9 If the torque deviation is moderately large to + (P
M), open the throttle moderately (PM). Rule 10 If the torque deviation is slightly larger than + (P
S), slightly open the throttle (PS). Rule 11 If the torque deviation is substantially zero to + (Z
O), the throttle does not open (ZO). Rule 12 If the torque deviation is rather large (−N
S) The throttle is slightly closed (NS). Rule 13 If the torque deviation is moderately large in the negative direction (NM), the throttle is moderately closed (NM). Rule 14 If the torque deviation is significantly negative (NB), close the throttle considerably (NB).

Next, the deviation correction control to which the speed type (integral control type) fuzzy inference is applied in the fuzzy correction control unit 7 will be described.
Is added to the previous correction operation amount θb to obtain a new correction operation amount θb. In the fuzzy correction control unit 7, deviation correction control based on fuzzy inference based on the following control rule is performed. Is being done.

Rule 1 If the rotational speed deviation is considerably large to + (PB) and the rotational speed deviation derivative is quite large to + (PB), the change amount of the throttle opening is made considerably large to + (PB). Rule 2 If the rotational speed deviation is significantly large (+
B) If the rotational speed deviation derivative is substantially zero (ZO), the change amount of the throttle opening is considerably increased to + (PB). Rule 3 If the rotational speed deviation is significantly large (+
B), if the rotational speed deviation derivative is considerably large in-(N
B), the amount of change in the throttle opening is made substantially zero (ZO). Rule 4 If the rotational speed deviation is moderate to + (PM) and the rotational speed deviation derivative is moderate to + (PM), the change in the throttle opening is moderate (PM). Rule 5 If the rotational speed deviation is moderate to + (PM) and the derivative of rotational speed deviation is substantially zero (ZO), the amount of change in the throttle opening is moderate to + (PM). Rule 6 If the rotational speed deviation is moderate to + (PM) and the rotational speed deviation derivative is moderate to-(NM), the amount of change in the throttle opening is made substantially zero (ZO). Rule 7 If the rotation speed deviation is slightly positive (PS) and the rotation speed deviation derivative is slightly positive (PS), the amount of change in the throttle opening is set slightly positive (PS). Rule 8 If the rotational speed deviation is slightly positive (PS) and the rotational speed deviation derivative is substantially zero (ZO), the amount of change in the throttle opening is set slightly positive (PS). Rule 9 If the rotational speed deviation is slightly positive (PS) and the rotational speed deviation derivative is slightly negative (NS), the amount of change in the throttle opening is made substantially zero (ZO).

Rule 10 If the rotational speed deviation is substantially zero (ZO) and the rotational speed deviation derivative is considerably large to + (PB), the amount of change in the throttle opening is made quite large to + (PB). Rule 11 If the rotational speed deviation is substantially zero (ZO) and the rotational speed deviation derivative is moderate to + (PM), the amount of change in the throttle opening is moderate to + (PM). Rule 12 If the rotational speed deviation is substantially zero (ZO) and the rotational speed deviation derivative is slightly positive (PS), the amount of change in the throttle opening is made slightly positive (PS). Rule 13 If the rotational speed deviation is substantially zero (ZO) and the differential of the rotational speed deviation is substantially zero (ZO), the amount of change in the throttle opening is made substantially zero (ZO). Rule 14 If the rotational speed deviation is substantially zero (ZO) and the rotational speed deviation derivative is slightly negative (NS), the amount of change in the throttle opening is made slightly negative (NS). Rule 15 If the rotational speed deviation is substantially zero (ZO) and the rotational speed deviation derivative is moderately negative (NM), the amount of change in the throttle opening is negatively moderate (NM). Rule 16 If the rotational speed deviation is substantially zero (ZO) and the differential of the rotational speed deviation is considerably large (-) (NB), the amount of change in the throttle opening is significantly increased (-).

Rule 17 If the rotational speed deviation is slightly negative (NS) and the rotational speed deviation derivative is slightly positive (PS), the change in the throttle opening is made substantially zero (ZO). Rule 18 If the rotational speed deviation is slightly negative (NS) and the rotational speed deviation derivative is substantially zero (ZO), the amount of change in the throttle opening is made slightly negative (NS). Rule 19 If the rotational speed deviation is slightly negative (NS) and the rotational speed deviation derivative is slightly negative (NS), the amount of change in the throttle opening is made slightly negative (NS). Rule 20 If the rotational speed deviation is negative to medium (NM),
If the rotational speed deviation derivative is moderate to + (PM), the amount of change in the throttle opening is made substantially zero (ZO). Rule 21 If the rotational speed deviation is moderate to negative (NM),
If the rotational speed deviation derivative is substantially zero (ZO), the amount of change in the throttle opening is set to minus and moderate (NM). Rule 22 If the rotational speed deviation is negative to medium (NM),
If the rotational speed deviation derivative is minus moderate (NM), the change in the throttle opening is minus minus moderate (NM). Rule 23 If the rotational speed deviation is significantly large (-N
B), if the rotational speed deviation derivative is considerably large to + (P
B), the amount of change in the throttle opening is made substantially zero (ZO). Rule 24 If the rotational speed deviation is significantly large (-N
B) If the rotational speed deviation derivative is substantially zero (ZO), the change amount of the throttle opening is considerably increased to-(NB). Rule 25 If the rotational speed deviation is significantly large
B), if the rotational speed deviation derivative is considerably large in-(N
B), the change amount of the throttle opening is significantly increased to-(NB).

The operation and operation of the throttle prediction control device of the above embodiment will be described. (1) Prior to the control, a torque (T) -throttle opening (θ) map for each rotation speed of the engine E under test is created. For this purpose, the dynamo control is set to a constant rotation speed control, that is, the rotation speed N is set to be constant based on the set rotation speed signal from the operation pattern generator 5, and then the engine E under test is started. It is driven and the throttle is gradually opened. During the increase of the throttle opening θ, first, the increasing change of the torque T is started, the throttle opening θ at the time point P is obtained, and the throttle opening θ and the torque T at that time are determined together with the rotation speed N. Be sampled. Next, the increase of the torque T is slowed down, the throttle opening θ at the time Q is obtained, and the throttle opening θ and the torque T at that time are sampled together with the rotational speed N.

Then, the point P and the point Q are divided into a plurality of equal parts.
The throttle opening θ and the torque T at each intermediate point are sampled together with the rotational speed N in the same manner as described above. Further, the same sampling is performed even when the throttle is fully opened. (See Fig. 2)

The above-mentioned sampling of the throttle opening θ, the torque T and the rotation speed N is performed by changing the set value of the rotation speed N in various ways, and the respective sample data are stored in the dynamo controller 6 and the throttle amplifier 9 respectively. Is input to the throttle opening calculation unit 1 of the calculation processing unit 4.

In the throttle opening calculation unit 1, a torque (T) -throttle opening (θ) diagram calculated by a least squares approximation straight line or the like based on the input sample data is obtained for each rotation speed. Overlaid, rotation speed (N)
A map of -torque (T) -throttle opening (θ) is created, and the map is stored.

(2) At the time of automatic operation, the predicted operation amount calculating section 1 of the arithmetic processing section 4 executes the operation pattern generating section 5
Throttle opening theta ₁ corresponding to the set speed and the set torque signal inputted from is computed calculated from the map. Map of setting the rotational speed Nset sandwiching N ₁ and N ₂ are selected. Point on the sandwich N ₁ to the set torque Tset A and B
And C and point D on N ₂ is selected.

From the throttle opening degrees θa and θb at points A and B, θ ₁ is obtained by the following equation. θ ₁ = θa + (θb−θa) · (Tset−Ta) / (T
b−Ta) Similarly, θ ₂ is obtained from the throttle opening degrees θc and θb at points C and D by the following equation. θ ₂ = θc + (θd−θc) · (Tset−Tc) / (T
d -Tc) above from theta ₁ and theta ₂ theta is determined. θ = θ ₁ + (θ ₂ −θ ₁ ) · (Nset−N) / (N ₂ −
N ₁ ) (See Fig. 3)

(3) Along with the creation of the map of the rotation speed (N) -torque (T) -throttle opening (θ), the throttle opening corresponding to the angular acceleration of the rotation of the engine E under test is generated when the operation pattern is created. Acceleration-equivalent throttle opening calculator 2
Is calculated by

That is, the angular acceleration α (rad / s ²⁾ at each step is obtained from the difference between the set rotation speed Ni of each step of the operation pattern input from the operation pattern generator 5 and the rotation speed Ni ′ of the adjacent step. ) Is required. α = k · (Ni−Ni ′) / t k: conversion coefficient (2π / 60) Ni: rotation speed of each step (rpm) Ni−Ni ′: difference in rotation speed of one step (rpm) t: interval between steps (S)

The engine required to obtain the angular acceleration
The torque T is expressed by the following equation. T = jα j: inertial mass of engine and dynamo (kg · m · s ² )

[0042] The rotational speed from the set speed and the torque (N) - Torque (T) - a map of the throttle opening (theta), the throttle opening theta ₂ which corresponds to the angular acceleration (%)
Is required. The above calculation may be performed at the time of automatic operation of the engine E, not at the time of creating an operation pattern.

(4) During automatic operation, the adder 3 of the arithmetic processing unit 4 adds the throttle opening θ ₁ corresponding to the set rotation speed and the set torque signal to the throttle opening θ ₂ corresponding to the angular acceleration. Is input to the throttle amplifier 9.

(5) A fuzzy correction control unit for eliminating the remaining rotational speed / torque deviation when the added value of the throttle opening θ ₁ and the throttle opening θ ₂ is controlled as the target value of the throttle amplifier 9. In step 7, deviation correction control of the difference between the set rotation speed / set torque and the actual rotation speed / actual torque by fuzzy inference (to be described in detail later) is performed. The throttle opening θ ₃ for the deviation correction control of the difference is added to the above addition value in the adder 8, and the sum θ ₁ + θ ₂ + θ ₃ of the _three is set as the final throttle opening setting value, -The actuator is feedback controlled.

(6) The throttle actuator 10 is
The throttle of the engine E is operated so that the throttle opening is based on the final throttle opening set value signal θ ₁ + θ ₂ + θ ₃ inputted from the throttle amplifier 9.

Next, a description will be given of the deviation correction control of the difference between the set rotational speed / set torque and the actual rotational speed / actual torque by the fuzzy inference controller 7 by fuzzy inference. The deviation correction control of the difference between the set rotation speed / set torque and the actual rotation speed / actual torque by fuzzy inference by the fuzzy correction control unit 7 is performed as follows.

(1) The fuzzy control based on the position type (proportional control type) fuzzy inference applied to the rapid deviation in the transition time is performed, for example, as follows. As the membership function of the condition part / conclusion part, one having a shape as shown in FIG. 4 is employed. As a membership function of the result part, a singleton having no distribution may be used, and a typical max.mi is used as an example of defuzzification (output processing: defuzzifier).
This is explained using the n method, but other methods (for example, ma
x / dot method) may be used.

For example, when both the rotational speed deviation and the torque deviation are large to + a Rule 1 "If the rotational speed deviation is quite large to + (PB), open the throttle opening quite large (PB)". , FIG. 5 is obtained. Here, the rotation deviation Δn (here, the input value is a singleton having only one value) obtains a height a that is compatible with the membership function (PB) of the conditional part, and the membership function of the output is calculated based on the height a. PB) is truncated.

B Rule 2 "If the rotational speed deviation is moderately large to + (PM), the throttle opening is set to moderate (P
M) Open. ", A conclusion as shown in FIG. 6 can be obtained.

C Rule 8 "If the torque deviation is considerably large to + (PB), the throttle opening is increased (PB).
B) Open. ", A conclusion as shown in FIG. 7 is obtained.

D Rule 9 "If the torque deviation is moderately large to + (PM), set the throttle opening to moderate (P
M) Open. ", A conclusion as shown in FIG. 8 is obtained.

E The above conclusions are subjected to MAX synthesis (OR set, the set of broken lines in FIG. 9 is included in the set of solid lines), the center of gravity is calculated as shown in FIG. 9, and the throttle opening θ ₁ is calculated. Desired. That is, a function f (θ) as shown in FIG. 9 is synthesized from the membership function output according to each rule, and the center-of-gravity position θ ₁ is obtained as in the following equation. θ ₁ = Σf (θ) ・ θ / Σθ

For example, when the rotation speed deviation is large to +,
When the torque deviation is large to -a The processing based on Rule 1 is the same as the case of. b The processing based on rule 2 is the same as in the case of

C Rule 14 "If the torque deviation is considerably large in minus (NB), close the throttle opening considerably (NB)." The conclusion as shown in FIG. 10 is obtained.

D Rule 13: If the torque deviation is moderately large to + (NM), set the throttle opening to moderate (P
M) Close. ", A conclusion as shown in FIG. 11 is obtained.

E The above conclusion parts are MAX combined (OR set), the center of gravity position is calculated as shown in FIG. 12, and the throttle opening θ ₁ is obtained.

(2) Fuzzy control based on speed type (integration type) fuzzy inference applied to the remaining deviation in a steady state is performed, for example, as follows. For example, when the rotation speed deviation is considerably large to + and the rotation speed deviation derivative is close to zero

A Rule 2 "If the rotational speed deviation is considerably large to + (PB) and the rotational speed deviation derivative is substantially zero (Z
If O), the amount of change in the throttle opening is considerably increased (PB). ", A conclusion as shown in FIG. 13 is obtained. Here, a height a where the rotation deviation Δn matches the membership function (PB) of the condition part and a height b where the rotation deviation derivative Δn / Δt matches the membership function (ZO) are obtained, and the minimum value a Cuts off the membership function (PB) of the output.

B Rule 5 "If the rotation speed deviation is moderately large to + (PM) and the rotation speed deviation derivative is substantially zero (Z
O) If the change in throttle opening is moderate (PM)
Increase. ", A conclusion as shown in FIG. 14 is obtained.

C The above conclusions are MAX-combined (OR set), the center of gravity is calculated as shown in FIG. 15, and the variation Δθ ₂ of the throttle opening is obtained.

D A new θ ₂ is obtained by adding the above Δθ ₂ to θ ₂ up to the previous time.

As described above, in the engine test device of the automatic operation device type on the engine bench, the throttle is controlled and operated by the throttle prediction control device, the vehicle is automatically driven, and the engine test of the automobile is performed.

Then, the throttle opening θ ₁ (for the map) calculated from the set rotation speed and the set torque by the throttle predicted opening calculation unit 1 and the change in the set rotation speed by the acceleration equivalent throttle opening calculation unit 2 are calculated. Throttle opening θ
₂ (angular acceleration) and the throttle opening θ ₃ for performing the deviation correction control of the difference between the set rotation speed and the set torque and the actual rotation speed and the actual torque based on the fuzzy inference by the fuzzy inference controller 7 are added up to obtain the throttle Although predictive control is performed, in some cases, by omitting the control circuit of the acceleration corresponding throttle opening computing section, an adder, it may be controlled by omitting the throttle opening theta _2.

[0064]

According to the throttle prediction control device of the present invention, in the prediction control based on the map of the throttle opening under various operating conditions created and stored, the torque deviation is taken into the fuzzy inference as one of the correction items. Therefore, even when a torque deviation occurs due to the prediction error, the disturbance of the rotational speed control is reduced as compared with the conventional prediction control.

Further, since the fuzzy inference is used to correct the error of the prediction control, the stability of the throttle opening is high when the fuzzy control deviation is small, and it is only for the deviation correction. Not used for predictions), requiring relatively few rules.

Accordingly, since the corrected throttle opening for the deviation correction control of the difference between the set value of the rotation speed / torque and the actual measurement value is considered by fuzzy inference, the throttle control performance is extremely high. High performance in transient operation. As a result, performance tests such as exhaust gas and fuel efficiency of an engine or a vehicle can be performed with very high accuracy.

[Brief description of the drawings]

FIG. 1 is a configuration block diagram of a throttle prediction control device according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram of data sampling of slot opening-torque-rotational speed in an embodiment of the present invention.

FIG. 3 is an explanatory diagram of calculation of a slot opening degree in the embodiment of the present invention.

FIG. 4 is an explanatory diagram of membership of a condition part / consequence part of fuzzy control in the embodiment of the present invention.

FIG. 5 is an explanatory diagram of fuzzy control in the embodiment of the present invention.

FIG. 6 is an explanatory diagram of fuzzy control in the embodiment of the present invention.

FIG. 7 is an explanatory diagram of fuzzy control in the embodiment of the present invention.

FIG. 8 is an explanatory diagram of fuzzy control in the embodiment of the present invention.

FIG. 9 is an explanatory diagram of fuzzy control in the embodiment of the present invention.

FIG. 10 is an explanatory diagram of fuzzy control in the embodiment of the present invention.

FIG. 11 is an explanatory diagram of fuzzy control in the embodiment of the present invention.

FIG. 12 is an explanatory diagram of fuzzy control in the embodiment of the present invention.

FIG. 13 is an explanatory diagram of fuzzy control in the embodiment of the present invention.

FIG. 14 is an explanatory diagram of fuzzy control in the embodiment of the present invention.

FIG. 15 is an explanatory diagram of fuzzy control in the embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Throttle prediction opening calculation part 2 Acceleration equivalent throttle opening calculation part 3,8 Adder 4 Calculation processing part 5 Operation pattern generator 6 Dynamo controller 7 Fuzzy correction control part 9 Throttle amplifier 10 Throttle actuator 11 Dynamo 12 rotation Pickup E Engine under test S Output shaft

──────────────────────────────────────────────────続 き Continued on front page (58) Field surveyed (Int.Cl. ⁷ , DB name) G01M 15/00

Claims (2)

(57) [Claims] An operation pattern generator, an arithmetic processing unit having a throttle opening degree calculation unit, a dynamo controller,
The driving pattern generator includes a throttle amplifier having a fuzzy correction control unit, a throttle actuator, a dynamo, and a rotary pickup.The operation pattern generator outputs a set rotation speed signal and a set torque signal. Connected to the operation pattern generator so that the set torque signal is input, and connected to the dynamo to control the dynamo torque for the dynamo coupled to the output shaft of the engine under test based on the set torque,
The throttle opening calculation unit is connected to the operation pattern generator so that the set speed signal and the set torque signal are input, and is provided for the output shaft of the engine under test during operation of the engine under test. The actual rotation speed, the actual torque, and the actual throttle input are connected so that the dynamo actual rotation speed signal from the rotary pickup, the actual torque signal from the dynamo, and the actual throttle opening signal from the throttle amplifier are input. A map is created and stored based on the opening, and a throttle opening signal calculated from the map is connected so as to be input to a throttle amplifier. The fuzzy correction control unit is configured to control the set rotation speed signal and the set torque signal. The dynamo actual rotation speed signal and the actual torque signal are connected so as to be inputted, and the set rotation speed and the set And it outputs the corrected throttle opening degree according to the applied deviations correction control fuzzy inference to the difference between the Namo actual rotation speed and the dynamo actual torque, throttle amplifier,
A throttle opening calculated from a map is added to the corrected throttle opening, and a throttle opening signal of the sum is connected to a throttle actuator. The throttle actuator is based on the input throttle opening signal. A throttle predictive control device in an engine tester coupled to the throttle of the engine under test to operate the throttle of the engine under test at the opening. 2. An arithmetic processing unit includes a throttle opening calculating unit for predicting throttle and a throttle opening calculating unit corresponding to acceleration, wherein the throttle opening calculating unit corresponding to acceleration is supplied to an operation pattern generator so as to input a set speed signal. At the same time, the throttle opening corresponding to the acceleration is calculated from the change in the input set number of revolutions, and the arithmetic processing unit calculates the throttle opening calculated from the map in the throttle opening calculating unit and the throttle opening corresponding to the acceleration. 2. The throttle predicting control device in the engine test apparatus according to claim 1, wherein the throttle opening is connected so as to input a sum of the throttle opening and the throttle opening to the throttle amplifier.