JP3595462B2 - Engine test equipment - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an engine test device.
[0002]
[Prior art]
As a device for verifying the performance of an automobile engine, a dynamometer connected to an output part of a test engine to be tested, a dynamometer controller for controlling the dynamometer, and an actuator for controlling a throttle opening of the test engine There is an engine test apparatus that includes the above, and controls the dynamo controller and the actuator to adjust the output of the test engine.
[0003]
FIG. 3 schematically shows the general configuration of this type of engine test apparatus. In this figure, 1 is a test engine to be tested, 2 is a dynamometer, The shaft 1a and the drive shaft 2a are connected via a clutch 3 so as to be connectable and detachable. Reference numeral 4 denotes a clutch actuator that drives the clutch 3. Reference numeral 5 denotes a throttle of the test engine 1 which is driven by a throttle actuator 6 and its opening is controlled. Reference numeral 7 denotes a dynamometer controller for controlling the dynamometer 2. Further, reference numeral 8 denotes a torque sensor provided on the drive shaft 2a of the dynamometer 2, and 9 denotes a torque amplifier that amplifies the output of the torque sensor 8 as appropriate.
[0004]
Reference numeral 10 denotes a computer as a simulator for controlling the entire apparatus, and reference numeral 11 denotes a signal conditioner unit. The computer 10 performs calculations based on inputs from an input device (not shown) and signals from various sensors such as a torque sensor 8 provided in the device, and outputs commands to each unit of the device. Then, a target vehicle speed pattern 12 indicated by a reference numeral 12 in FIG. 3 is input to the computer 10, for example. That is, the target vehicle speed pattern 12 is a traveling pattern to be targeted, which is obtained by plotting time (seconds) on the horizontal axis and speed (km / h) on the vertical axis.
[0005]
The signal conditioner unit 11 is an interface having an AD conversion function and a DA conversion function. The signal conditioner unit 11 performs AD conversion of signals from various sensors such as the torque sensor 8 and DA conversion of a command from the computer 10 to provide a dynamo controller. A command is output to each unit of the device such as the clutch actuator 7, the clutch actuator 4, and the throttle actuator 6.
[0006]
Meanwhile, in the conventional engine test apparatus, as shown in FIGS. 4 and 5, only the moment of inertia of the engine among the rotating bodies in the actual vehicle, that is, the engine, the transmission, the differential gear, and the tires, is used for the load calculation. . This is because the moment of inertia of the engine is larger than the moments of other rotating bodies.
[0007]
4 and 5 show a conventional control flow and a calculation flow in the engine test apparatus, respectively. First, the control flow will be described. In FIG. 4, reference numeral 13 denotes a target pattern generator which is provided in the computer 10 and which controls the test engine 1 based on the target vehicle speed pattern 12 input to the computer 10. A target speed signal Vr for driving the actual vehicle in the traveling pattern is output. The target speed signal Vr is input to the rotation control system 14 and the simulated vehicle control system 15.
[0008]
The rotation control system 14 and the simulated vehicle control system 15 are each configured as follows. First, the rotation control system 14 includes a rotation generator 16 to which the target speed signal Vr is input, a delay correction circuit 17, a butting unit 18, a rotation feedback controller 19, and the dynamometer 2.
[0009]
In the rotation control system 14 having the above structure, when the target speed signal Vr is input to the rotation generator 16, the rotation generator 16 outputs a target rotation speed signal Rr based on the input. Then, this target rotation speed signal Rr becomes a control target rotation speed signal Rctl via the delay correction circuit 17 and is output to the abutting point 18. Since the actual rotation speed signal Ra of the dynamometer 2 is inputted to the abutting point 18, the deviation Re between the control target rotation speed signal Rctl and the actual rotation speed signal Ra is determined by the rotation feedback controller 19, for example, by PI control. As a result, the operation amount signal U is set, and the operation amount signal U is sent to the dynamometer 2.
[0010]
Further, the simulated vehicle control system 15 includes a torque generator 20 to which the target speed signal Vr is input and a butting point 21 to which the target speed signal Vr is input, after the target pattern generator 13 which outputs the target speed signal Vr. And the speed feedback controller 22 are connected in parallel. A torque control system 27 including an addition point 23, a butt point 24, a throttle map 25, a throttle opening controller 26, and the test engine 1 is provided downstream of the torque generator 20 and the speed feedback controller 22. A simulated vehicle model 28 is provided downstream of the torque control system 27. The throttle map 25 is a map for determining a target throttle opening degree in the engine control so as to correspond to the target speed signal V r. The simulated vehicle model 28 is a model for calculating the driving force of the vehicle using the engine output torque and converting it into a speed signal using the driving force.
[0011]
In the simulated vehicle control system 15 having the above configuration, when the target speed signal Vr is input to the torque generator 20, a feedforward torque signal Tff is output from the torque generator 20 to the addition point 23 based on the input. Further, the target speed signal Vr is matched with an actual speed signal Va output from the simulated vehicle model 28 at a matching point 21, and a deviation thereof is sent to a speed feedback controller 22, and the difference is sent to the addition point 23 as a feedback torque signal Tfb. Is output to Then, the feedforward torque signal Tff and the feedback torque signal Tfb are added at an addition point 23 to obtain a target control torque signal Tctl. The target control torque signal Tctl is matched with the actual output torque value Ta of the test engine 1 and the deviation Te is input to the throttle map 25 to determine the target throttle opening θ to be operated. The target throttle opening θ is input to the throttle opening controller 26 to set an operation amount U, and the operation amount U is sent to the test engine 1.
[0012]
Next, the calculation flow will be described. In FIG. 5, reference numerals 29 and 30 denote a torque calculation system and a rotation calculation system, respectively. First, the torque calculation system 29 compares the output torque value Ta of the test engine 1 with the torque value Te caused by the engine inertia moment Je, and compares the transmission ratio Gr to the output T1 of the comparison point 31. A multiplier 32 for multiplying the differential gear ratio Gf by the multiplied torque value T2 to output a torque value T3 having passed through a differential gear; and a multiplier 33 for multiplying the differential gear ratio Gf by the multiplied torque value T2. A multiplier 34 outputs the driving force Fvehicle on the tire surface by multiplying the passed torque value T3 by the reciprocal 1 / R of the tire diameter R.
[0013]
Further, the rotation calculation system 30 includes a multiplier 36 for multiplying the target vehicle speed Vvehicle by the tire slip ratio k from the calculator 35 for calculating the tire slip ratio k to output a corrected target vehicle speed Vtar, and a target vehicle speed Vtar. A multiplier 37 for multiplying Vtar by a multiplier (12πR) related to the tire diameter to output a rotational angular velocity n1 of the tire, and multiplying the rotational angular velocity n1 of the front tire by a multiplier (1 / Gf) related to the gear ratio to input the differential gear (on the engine side) And a multiplier 38 for calculating the rotational angular velocity n2 of the differential gear, and multiplying the rotational angular velocity n2 on the differential gear inlet side by a multiplier (1 / Gr) relating to the speed ratio to obtain an engine rotational angular velocity n3 (corresponding to the aforementioned Vr). And a multiplier 39.
[0014]
Further, reference numeral 40 denotes a differentiator for differentiating the engine rotational angular velocity n3 to output an engine rotational acceleration ωe, and 41 a multiplier for multiplying the engine rotational acceleration ωe by an engine inertia moment Je to output a torque value Te due to the engine inertia. Thus, the torque value Te due to the engine inertia is output to the butting point 31 of the torque calculation system 29.
[0015]
As shown in FIGS. 4 and 5, the conventional engine test apparatus described above multiplies the rotational acceleration of the test engine 1 obtained by the rotation operation system 30 by the moment of inertia of the test engine 1 to obtain a torque. The load calculation is performed by using the torque calculation in the calculation system 29. That is, the simulation simulates the phenomenon of an actual vehicle in which the output torque Te is absorbed by the dynamometer 2 by the inertia of the test engine 1 during acceleration, and the vehicle is pushed forward in reverse during deceleration.
[0016]
[Problems to be solved by the invention]
However, in actual vehicle running, the moment of inertia of other rotating bodies such as transmissions, differential gears, and tires other than the engine also affects the load. Was not able to perform an accurate simulation.
[0017]
The present invention has been made in consideration of the above, and an object of the present invention is to provide an engine test apparatus capable of performing vehicle simulation with high accuracy.
[0018]
[Means for Solving the Problems]
In order to achieve the above object, according to the present invention, a dynamometer connected to an output unit of a test engine to be tested, a dynamometer controller for controlling the dynamometer, and a throttle opening of the test engine are controlled. and an actuator, the engine testing apparatus for adjusting an output of the engine under test by controlling the dynamo controller and the actuator, in addition to the rotational acceleration of the engine based on the target vehicle speed pattern, transmission, differential gear, of the tire At least the rotational acceleration of one of the other rotary body is also determined, it calculates the torque absorbed by the engine and other rotating bodies by multiplying respectively the moment of inertia of the engine and other rotating body to each of these respective rotational acceleration of these all by the engine and other rotating bodies Engine under test in anticipation of Osamuto torque is characterized by being configured to control the throttle opening of the engine under test so as to output a predetermined torque.
[0019]
In the engine testing apparatus of the above construction, in addition to the moment of inertia of the engine being considered in the conventional engine testing apparatus, the transmission, a differential gear, at least one other rotating bodies their respective one of the tire inertia since also in the so that to control the throttle opening of the of the trial engines take into consideration, can accurately reproduce the engine load during actual vehicle running, it is possible to perform highly accurate simulation.
[0020]
BEST MODE FOR CARRYING OUT THE INVENTION
An embodiment of the present invention will be described with reference to the drawings. 1 and 2 show one embodiment of the present invention, and show an example of a control flow and a calculation flow in the engine test apparatus shown in FIG. 1 and 2 are the same as those shown in FIGS. 3 to 5, and the description thereof is omitted.
[0021]
First, FIG. 1 showing a control flow in the engine test apparatus according to the present invention is significantly different from FIG. 4 showing a control flow in the conventional engine test apparatus, in that the output R r of the rotation generator 16 in the rotation control system 14 is changed. A differentiator 42 for differentiating is provided on a branch branched at a point 51 between the rotation generator 16 and the delay correction circuit 17, and a multiplier 43 is provided after the differentiator 42 of this branch. The output includes a multiplier 43 for multiplying the moment of inertia of each rotating body such as an engine, a transmission, a differential gear, and a tire. The output of the multiplier 43 is added to the output Tff of the torque generator 20 of the simulated vehicle control system 15. The sum is added at a point 44, the added output is added to the output Tfb of the speed feedback controller 22, and this is added to the control target torque Tctl. Is that the.
[0022]
This will be described in more detail with reference to the operation flow shown in FIG. 2. In FIG. 2, reference numerals 45, 46, and 47 denote differentiators. That is, the differentiator 45 differentiates the engine rotational angular velocity n3 output from the multiplier 39 to output the transmission rotational acceleration ωr, and the differentiator 46 outputs the rotational angular velocity n2 on the differential gear inlet side output from the multiplier 38. Is differentiated to output a differential gear rotational acceleration ωf, and a differentiator 47 differentiates the rotational angular velocity n1 of the tire to output a tire rotational acceleration ωw.
[0023]
On the output side of the differentiators 45, 46 and 47, multipliers 48, 49 and 50 are provided for multiplying the outputs of these 45 to 47 by a predetermined multiplier. That is, the multiplier 48 multiplies the transmission rotational acceleration ωr by the transmission inertia moment Jr, and outputs the torque Tr absorbed by the transmission to the butting point 51 provided immediately before the multiplier 32 of the torque calculation system 29. Then, the multiplier 49 multiplies the differential gear rotational acceleration ωf by the differential gear inertia moment Jf, and outputs the torque Tf absorbed by the differential gear to the abutting point 52 provided immediately before the multiplier 33 of the torque calculation system 29. Output. The multiplier 50 multiplies the tire rotational acceleration ωw by the tire inertia moment Jw, and outputs the torque Tw absorbed by the tire to the butting point 53 provided immediately before the multiplier 34 of the torque calculation system 29.
[0024]
In the engine test apparatus having the above configuration, as shown in the flowchart of FIG. 2 , the actual torque Ta of the test engine 1 and the torque value Te caused by the moment of inertia of the test engine 1 are matched at the butting point 31. From the abutment point 31, a torque value T1 (= Ta-Te) is output. At the abutting point 51, the torque value T1 and the torque value Tr resulting from the moment of inertia of the transmission are abutted, and the abutting point 51 outputs a torque value T1 '(= T1-Tt). The torque value T1 'is multiplied by the speed ratio Gr in the multiplier 32, and the torque value T2 is output.
[0025]
At the abutting point 52, the torque value T2 and the torque value Tf caused by the differential gear are abutted, and the abutting point 52 outputs a torque value T2 '(= T2 -Tf). This torque value T2 'is multiplied by a differential gear ratio Gf in a multiplier 33 to output a torque value T3. Further, at the abutting point 53, the torque value T3 and the torque value Tw caused by the tire are abutted, and the abutting point 53 outputs a torque value T3 '(= T3 -Tw). The torque value T3 'is multiplied by a multiplier (1 / R) relating to the tire diameter R in the multiplier 34, and a driving force Fvehicle on the tire surface is obtained.
[0026]
As described above, in the engine test apparatus according to the above-described embodiment, in addition to the moment of inertia of the engine considered in the conventional engine test apparatus, the inertia of each rotating body including the transmission, the differential gear, and the tire is also different. By calculating the torque resulting from the moment and controlling the throttle opening of the test engine so that the test engine outputs a predetermined torque in anticipation of these torques, the engine load during actual vehicle running is reduced. Accurate simulation can be performed with accurate reproduction.
[0027]
In the above-described embodiment, the slip in the tire is not taken into consideration. However, this may be taken into consideration. In this case, in the control flow shown in FIG. , A tire slip correction circuit may be provided, and the output Tff of the torque generator 20 may be input to the tire slip correction circuit. In this case, a more accurate simulation can be performed.
[0028]
【The invention's effect】
As described above, according to the engine testing apparatus of the present invention, not only the engine, transmission, differential gear, is taken into account the moment of inertia of at least one other of the rotating body of the tire, that is, actual vehicle It calculates the torque due to the engine and the inertia moment of other rotating body in which the time, because so as to control the throttle opening of the engine under test in anticipation of this torque, the engine load during actual vehicle accurately reproduced can be performed with high precision simulation can be carried out performance tests of the engine more reality in the near state.
[Brief description of the drawings]
FIG. 1 is a diagram showing an example of a control flow in an engine test apparatus of the present invention.
FIG. 2 is a diagram showing an example of a calculation flow in the engine test device.
FIG. 3 schematically shows an entire configuration of an engine test apparatus according to the present invention.
FIG. 4 is a diagram showing a control flow in a conventional engine test apparatus.
FIG. 5 is a diagram showing a calculation flow in a conventional engine test apparatus.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Test engine, 1a ... Output part, 2 ... Dynamometer, 7 ... Dynamo controller, 6 ... Actuator, 12 ... Target vehicle speed pattern, ωe ... Engine rotational acceleration, ωr ... Transmission rotational acceleration, ωf ... Differential gear Rotational acceleration, ωw: tire rotational acceleration, Je: engine inertia moment, Jr: transmission inertia moment, Jf: differential gear inertia moment, Jw: tire inertia moment, Te: engine absorption torque, Tr: transmission Absorption torque, Tf: Absorption torque of differential gear, Tw: Absorption torque of tire.

Claims (1)

A dynamometer connected to the output of the test engine to be tested, a dynamometer controller for controlling the dynamometer, and an actuator for controlling the throttle opening of the test engine, the dynamometer controller and the actuator In the engine test apparatus for controlling and adjusting the output of the test engine, in addition to the rotational acceleration of the engine based on the target vehicle speed pattern, the rotational acceleration of at least one other rotating body of a transmission, a differential gear, and a tire. also determined, multiplied by the moment of inertia of the engine and other rotating body to each of these respective rotation acceleration respectively calculates the torque engine and other rotating body absorbs all absorption by these engines and other rotary member engine under test is predetermined in anticipation of torque Engine test apparatus characterized by being configured to control the throttle opening of the engine under test so as to output a torque.

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