JP5496804B2 - Control apparatus and method, and program - Google Patents

Description

  The present invention relates to a control device and method that can be mounted on a vehicle inspection device, and a program. More specifically, the present invention relates to a control device and method capable of controlling the engine speed almost constant when inspecting the exhaust gas amount of a vehicle, and a program.

  Conventionally, various types of inspections have been performed on a completed vehicle, and depending on the type of inspection, an inspection device is also used as appropriate (see Patent Document 1).

As one of such vehicle inspections, there is a case where the amount of exhaust gas discharged from the vehicle is inspected in a state where the engine speed is kept constant at, for example, 4000 (rpm).
In this case, in order to maintain the engine at a constant rotational speed, an inspector (human) has conventionally performed a driving operation such as getting into the vehicle and depressing the accelerator.

Hei 9-210869

However, in such a driving operation that relies on manpower, it is difficult to keep the engine speed constant due to various human factors such as the ability and physical condition of the inspector. In addition, the necessity of an inspector who steps on the accelerator also causes various problems such as a rise in labor costs for vehicle inspection.
For this reason, when inspecting the amount of exhaust gas from a vehicle, there is a demand for automatically performing control to make the engine rotation speed substantially constant. It is a situation that cannot fully respond to.

  The present invention has been made in view of such a situation, and when inspecting the exhaust gas amount of a vehicle, the inspector (human) is automatically controlled to make the engine speed substantially constant. The purpose of this is to eliminate the need for driving operations such as getting into the vehicle and stepping on the accelerator.

The control device of the present invention (for example, the high-speed arithmetic processing medium 22 in the embodiment)
By transmitting a command value indicating the accelerator opening to an ECU (for example, ECU 12 in the embodiment) that adjusts the engine speed of the vehicle (for example, the vehicle 11 in the embodiment) according to the accelerator opening, A control device for controlling the engine speed,
A storage unit (for example, storage in the embodiment) that stores a table in which a plurality of sets of a predetermined number of revolutions of the engine and the actual value of the accelerator opening that reaches the predetermined number of revolutions after a predetermined time has elapsed since the start of control. Part 104),
At the start of control, the actual value of the accelerator opening included in the group to which the target engine speed of the engine belongs is calculated as the command value from the table stored in the storage means, and after the predetermined time has elapsed, Calculation means (for example, the control calculation unit 102 in the embodiment) that calculates the command value based on the deviation of the current engine speed adjusted by the ECU with respect to the target engine speed;
Transmitting means for transmitting the command value calculated by the calculating means to the ECU (for example, a command issuing unit 103; the interface unit 85 may be included);
It is characterized by providing.

  According to the present invention, when inspecting the exhaust gas amount of the vehicle, since the control for making the engine speed substantially constant is automatically performed, the driving operation in which the inspector (human) gets into the vehicle and steps on the accelerator. Is completely unnecessary.

in this case,
The ECU transmits the adjusted engine speed,
The control device further includes an acquisition unit that acquires the rotation speed transmitted from the ECU as the current rotation speed,
The calculation means calculates the deviation using the current rotational speed acquired by the acquisition means, and calculates the command value based on the deviation.
You may do it.

  The control method and program of the present invention are a method and program corresponding to the control device of the present invention described above. Therefore, it is possible to achieve the same effect as the control device of the present invention described above.

  According to the present invention, when inspecting the amount of exhaust gas from a vehicle, since the control for making the engine speed substantially constant is automatically performed, a driving operation in which an inspector (human) gets into the vehicle and steps on the accelerator. Is completely unnecessary.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side sectional view showing an interior of a vehicle to be inspected for a vehicle inspection apparatus including a control device according to an embodiment of the present invention. It is a front view which shows the outline of the external appearance structure of the high-speed arithmetic processing medium which functions as a terminal and the control apparatus which concerns on one Embodiment of this invention among the vehicle inspection apparatuses of FIG. It is a block diagram which shows the outline of an internal structure of the high-speed arithmetic processing medium of FIG. It is a figure which shows an example of the table memorize | stored inside the high-speed arithmetic processing medium of FIG. FIG. 5 is a diagram illustrating a method for creating the table of FIG. 4, and is a timing chart showing an actual time transition of the engine speed when the APP value is varied. It is a flowchart which shows an example of the flow of the engine speed control process for vehicle inspection which the high-speed arithmetic processing medium of FIG. 3 performs. It is a flowchart explaining the detailed flow of the initial stabilization process of step S4 among the engine speed control processes for vehicle inspection of FIG. It is a flowchart explaining the detailed flow of the initial post-stabilization process of step S5 among the engine speed control processes for vehicle inspection of FIG. FIG. 3 is a block diagram illustrating an example of a hardware configuration of a control device to which the present invention is applied, which is different from the high-speed arithmetic processing medium of FIG. 2.

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

FIG. 1 is a side cross-sectional view showing the interior of a vehicle to be inspected for a vehicle inspection apparatus including a control device according to an embodiment of the present invention.
As shown in FIG. 1, the vehicle inspection device 10 is placed in a room of a vehicle 11 to be inspected, performs processing associated with various inspections, and further controls to keep the engine speed constant in this embodiment ( Hereinafter, it is referred to as “engine speed control”. As will be described later, a control device that executes engine speed control is built in the vehicle inspection device 10 in the form of a high-speed arithmetic processing medium 22.
The vehicle inspection device 10 is detachably electrically connected to an ECU (Engine Control Unit) 12 mounted on the vehicle 11. The vehicle inspection apparatus 10 includes a terminal 21, a high-speed arithmetic processing medium 22, and a cable 23.

The terminal 21 is placed, for example, on a seat in front of the vehicle 11. The terminal 21 is electrically connected to the ECU 12 via a cable 23 and exchanges various information with the ECU 12.
The high-speed arithmetic processing medium 22 executes various arithmetic processes by appropriately using information exchanged between the terminal 21 and the ECU 12 in order to control the operation of the entire vehicle inspection apparatus 10. For example, the high-speed arithmetic processing medium 22 functions as a control device according to an embodiment of the present invention, and executes various arithmetic processes necessary for engine speed control.

  FIG. 2 is a front view showing an outline of the external configuration of the terminal 21 and the high-speed arithmetic processing medium 22.

  The high-speed arithmetic processing medium 22 includes a main body portion 51 and a terminal portion 52.

In the example of FIG. 2, the main body 51 is configured by an IC (Integrated Circuit) card that can be inserted into a personal computer or the like. In the present embodiment, a part of the vehicle inspection device 10 is configured by the main body 51 being detachably inserted into the terminal 21.
In this case, it is particularly preferable that the main body 51 is composed of a PCMCIA (Personal Computer Memory Card International Association) type II or PCMCIA type III IC card.
PCMCIA Type II or PCMCIA Type III is a business card size card (54mm x 84mm). Type II is standardized to a thickness of 5mm and Type III is standardized to a thickness of 10.5mm. This is because it is easy to attach and detach and carry.
Note that the high-speed arithmetic processing medium 22 does not need to be configured by an IC card in particular, and can be configured by various media compliant with, for example, a USB (Universal Serial Bus) standard.

  The terminal part 52 is provided at the end of the main body 51 that is opposite to the side inserted into the terminal 21. The terminal portion 52 includes a sound input terminal 61, a vibration input terminal 62, and an input terminal 63 such as a rotational speed.

The sound input terminal 61 is an insertion port for a cable (not shown) extending from a microphone (not shown).
That is, when the cable is inserted into the sound input terminal 61, the high-speed arithmetic processing medium 22 and the microphone are electrically connected by the cable. Thereby, the high-speed arithmetic processing medium 22 can acquire the signal of the sound that reaches the room of the vehicle 11 to be inspected.
In other words, the sound input terminal 61 may be omitted when sound inspection is unnecessary.

The vibration input terminal 62 is an insertion port for a cable (not shown) extending from a vibration sensor (not shown).
That is, by inserting the cable into the vibration input terminal 62, the high-speed arithmetic processing medium 22 and the vibration sensor are electrically connected by the cable. Thereby, the high-speed arithmetic processing medium 22 can acquire the vibration in the room of the vehicle 11 to be inspected.
In other words, the vibration input terminal 62 may be omitted when vibration inspection is unnecessary.

The rotational speed input terminal 63 is an insertion port of the branch harness 23 a branched from the cable 23.
That is, when the branch harness 23a is inserted into the rotation speed input terminal 63, the high-speed arithmetic processing medium 22 and the ECU 12 (FIG. 1) are electrically connected by the branch harness 23a and the cable 23.
Thereby, the high-speed arithmetic processing medium 22 can acquire the rotation speed of the engine. Although details will be described later, the engine speed acquired in this way is used as feedback information while feedback control (steady-state control described later) is being executed as engine speed control.
Furthermore, the high-speed arithmetic processing medium 22 can acquire the vehicle speed, the shaft rotation speed of the transmission, and the like from the ECU 12 as necessary.

  The internal configuration of the high-speed arithmetic processing medium 22 will be described later with reference to FIG.

The terminal 21 can function as a line end tester (hereinafter referred to as “LET”) used for the inspection of the vehicle 11.
The terminal 21 includes a casing 71, a grip 72, an operation unit 73 including keys, a display 74, a high-speed arithmetic processing medium throttle 75, and an insertion port 76.
That is, with the high-speed arithmetic processing medium 22 inserted into the high-speed arithmetic processing medium throttle 75 and the cable 23 inserted into the insertion port 76, the inspector grasps the grip portion 72 with one hand and the other hand By operating the operation unit 73, various inspections of the vehicle 11 can be performed.
Various information such as the inspection result is displayed on the display 74 as appropriate, and is presented to the inspector.

In addition, when the inspector inspects the exhaust gas amount of the vehicle 11 (the exhaust gas amount is also inspected by another inspection device not shown), the engine 11 of the vehicle 11 can be simply operated. The rotation speed can be made constant.
That is, after the engine speed control is started, the inspector does not need to get into the vehicle 11 and hold the terminal 21, and leave the terminal 21 in the vehicle 11 while leaving the vehicle 11. Can go out.
Therefore, in this embodiment, a person who steps on the accelerator to control the engine speed is unnecessary, and an inspector who inspects the exhaust gas amount only needs to operate the terminal 21 before the inspection. As a result, the engine speed is automatically executed by the high-speed arithmetic processing medium 22 inserted into the terminal 21, so that the engine speed is maintained substantially constant without the inspector particularly depressing the accelerator.

  Various arithmetic processes required for such various inspections and engine speed control are executed by the high-speed arithmetic processing medium 22 as described above. The internal configuration of the high-speed arithmetic processing medium 22 necessary for performing these various arithmetic processes is as shown in FIG. 3, for example.

FIG. 3 is a block diagram showing an outline of the internal configuration of the high-speed arithmetic processing medium 22.
The high-speed arithmetic processing medium 22 includes a switching unit 81, an amplification unit 82, an A / D conversion unit 83, a main control unit 84, and an interface unit 85 that exchanges various information with the terminal 21. Yes.

The switching unit 81 switches the input signal and outputs it to the amplification unit 82. That is, the input side of the switching unit 81 is connected to the sound input terminal 61, the vibration input terminal 62, and the rotation speed input terminal 63.
Therefore, for example, when sound inspection is performed, the input signal of the switching unit 81 is switched to a signal supplied from the sound input terminal 61, that is, an analog signal of sound input to a microphone (not shown).
Further, for example, when vibration inspection is performed, the input signal of the switching unit 81 is switched to a signal supplied from the vibration input terminal 62, that is, an analog signal output from a vibration sensor (not shown).
In addition, for example, when engine speed control is executed for the inspection of the exhaust gas amount of the vehicle 11 (a separate inspection device (not shown) is also used for the exhaust gas amount inspection itself), the input of the switching unit 81 The signal is switched to an analog signal indicating the engine speed (actual value) output from the ECU 12 (FIG. 11), that is, the signal supplied from the input terminal 63 such as the engine speed.

Hereinafter, for convenience of explanation, the internal configuration of the high-speed arithmetic processing medium 22 will be described by taking as an example the case where engine speed control is executed. That is, the internal configuration of the high-speed arithmetic processing medium 22 when the high-speed arithmetic processing medium 22 functions as a control device will be described.
In this case, an analog signal output from the ECU 12 and transmitted through the cable 23 (FIG. 1), that is, an analog signal indicating the engine speed (actual value) is supplied from the switching unit 81 to the amplification unit 82.

The amplification unit 82 amplifies the analog signal supplied from the switching unit 81 and supplies the amplified analog signal to the A / D conversion unit 83.
The A / D conversion unit 83 performs A / D conversion processing (Analog to Digital conversion processing) on the analog signal amplified by the amplification unit 82, and supplies the resulting digital signal to the main control unit 84. .

  Thus, the digital signal output from the A / D converter 83 indicates the engine speed (actual value) when feedback control (steady-state control described later) is executed as engine speed control. It is supplied to the main controller 84 as feedback information. Therefore, hereinafter, a functional configuration for exhibiting an execution function of the engine speed control among the configurations of the main control unit 84 will be described.

The main control unit 84 is configured as, for example, an FPGA (Field Programmable Gate Array).
The main control unit 84 includes a rotation speed acquisition unit 101, a control calculation unit 102, a command issue unit 103, and a storage unit 104 in order to exhibit an execution function of engine rotation speed control.

The rotational speed acquisition unit 101 acquires the rotational speed (actual value) of the engine from the digital signal output from the A / D conversion unit 83.
The rotation speed (actual value) acquired by the rotation speed acquisition unit 101 in this way is hereinafter referred to as “current rotation speed NEf”.
The current rotation speed NEf acquired by the rotation speed acquisition unit 101 is supplied to the control calculation unit 102 as feedback information when feedback control (steady-state control described later) is executed by the control calculation unit 102.

  The control calculation unit 102 executes engine speed control so that the engine speed becomes a target value. Such a target value of the engine speed is hereinafter referred to as “target speed NEt”.

Here, the mechanism that actually adjusts the rotational speed of the engine of the vehicle 11 is not the high-speed arithmetic processing medium 22 that functions as a control device, but the ECU 12 mounted on the vehicle 11.
Normally, when the accelerator is stepped on by the driver, the ECU 12 adjusts the engine speed based on the accelerator opening (hereinafter referred to as “APP value”) corresponding to the amount of depression. Accordingly, the high-speed arithmetic processing medium 22 functioning as a control device can maintain the current rotational speed NEf constant as the target rotational speed NEt, not the target rotational speed NEt, as an output (command) of engine rotational speed control. The APP value needs to be given to the ECU 12.
Therefore, the control calculation unit 102 obtains an APP value given as a command to the ECU 12 as a result of the engine speed control, and outputs it to the command issuing unit 103.

The command issuing unit 103 issues the APP value output from the control calculation unit 102 as a command to the ECU 12. Specifically, for example, a control signal indicating the APP value is output from the command issuing unit 103. The control signal (APP value) output from the command issuing unit 103 is transmitted from the interface unit 85 to the terminal 21 and further transmitted from the terminal 21 to the ECU 12 via the cable 23 (see FIG. 1).
The ECU 12 recognizes the APP value from the control signal and adjusts the engine speed according to the APP value.
An analog signal indicating the engine speed after adjustment is transmitted from the ECU 12 to the terminal 21 via the cable 23, and further input from the terminal 21 into the high-speed arithmetic processing medium 22. Inside the high-speed arithmetic processing medium 22, the analog signal is converted into a digital signal and acquired by the rotation speed acquisition unit 101 as a new current rotation speed NEf.

Here, in the present embodiment, the engine speed control by the control calculation unit 102 is roughly classified into control in a transient state period immediately after the start of control and control in a subsequent steady state period. Therefore, hereinafter, the former control in the transient state is referred to as “transient control”, and the latter control in the steady state is referred to as “steady phase control”.
The stationary phase control is further divided into two types of control in the present embodiment. That is, the steady-state control is divided into a first-stage control realized by an initial stability correction process of FIG. 7 described later and a second-stage control realized by an after-first-stabilization correction process of FIG. 8 described later. The However, details of these two-stage steady control will be described later with reference to FIGS.
Hereinafter, the transition period control and the stationary period control will be described individually in that order.

In the present embodiment, as the transition period control, control in which a constant APP value is given as a command to the ECU 12 for a certain time (for example, about 3 seconds) from the control start time, that is, so-called open loop control is executed.
Here, as described above, since the control target of the present embodiment is not the APP value but the engine speed, the purpose of the transition period control is ideally set to a certain time (for example, 3 seconds) from the control start time. That is, the current engine speed NEf of the engine has reached the target engine speed NEt.
For this purpose, the APP value given as a command for the transient control must be an appropriate value.
Note that the APP value given as the transition control command is hereinafter referred to as “initial APP value” in order to distinguish it from the APP value used as the feedback control command described later. That is, an appropriate initial APP value is set so that the current engine speed NEf can reach the target engine speed NEt ideally when a certain time (for example, about 3 seconds) has elapsed since the start of control of the transient control. Need to be set.
Therefore, in the present embodiment, a table indicating the correspondence relationship between the target rotational speed NEt after the lapse of a predetermined time and the initial APP value is created in advance and stored in the storage unit 104 in advance.

FIG. 4 shows an example of a table showing a correspondence relationship between the target rotational speed NEt and the initial APP value after a predetermined time has elapsed.
In the example of FIG. 4, since the table has a matrix structure, the collection of items in the horizontal direction in FIG. 4 is hereinafter referred to as “row”, and the collection of items in the vertical direction in FIG. Called.
The item of “target rotational speed NEt” in the first column of a predetermined row stores a range of the target rotational speed NEt (rpm) corresponding to the row after a predetermined time has elapsed.
In the item of “initial APP value” in the second column of a predetermined row, the current rotational speed NEf reaches the target rotational speed NEt (rpm) stored in the first column of the row after a predetermined time has elapsed. The actual value of the initial APP value necessary for this is stored.
The example of FIG. 4 is a table suitable for a predetermined vehicle type among gasoline vehicles, and is different from the example of FIG. 4 for so-called hybrid vehicles and other vehicle types even for gasoline vehicles. The table is adopted. That is, in this embodiment, the vehicle 11 to be inspected is a predetermined vehicle type among gasoline vehicles.

When the target rotational speed NEt is given, the control calculation unit 102 (FIG. 3) searches the table shown in FIG. 4 from the storage unit 104 and receives the target rotational speed NEt. Recognize the row belonging to the first column item. Then, the control calculation unit 102 reads the initial APP value stored in the item in the second column of the recognized row and outputs it to the command issuing unit 103.
The command issuing unit 103 issues the initial APP value output from the control calculation unit 102 as a command to the ECU 12.
The initial APP value is supplied from the interface unit 85 to the ECU 12 via the terminal 21 (see FIG. 1). The ECU 12 adjusts the engine speed in accordance with the initial APP value.
As a result, when a certain time has elapsed, the current engine speed NEf of the engine substantially coincides with the target engine speed NEt.

FIG. 5 is a diagram for explaining a method of creating the table of FIG. 4 and is a timing chart showing an actual time transition of the engine speed when the APP value is varied.
In FIG. 5, the horizontal axis indicates time (seconds), and the vertical axis indicates engine speed (rpm).
In the example of FIG. 5, for example, if the APP value is kept constant at 7% by the ECU 12, the engine speed will be about 1600 rpm after 3 seconds. Assuming that the constant control in which the transition period control is executed is 3 seconds, if the initial APP value is about 7%, the current rotational speed NEf responds in substantially the same manner as the waveform of FIG. Then, after 3 seconds, it should be about 1600 rpm. This means that when about 1600 rpm is given as the target rotational speed NEt after 3 seconds, the initial APP value is about 7%.
Similarly, for example, when the APP value is kept constant at 14% by the ECU 12, the engine speed becomes about 2600 rpm after 3 seconds. Assuming that the constant control in which the transition period control is executed is 3 seconds, if about 14% is adopted as the initial APP value, the current rotational speed NEf responds in substantially the same manner as the waveform of FIG. And after 3 seconds it should be around 2600 rpm. This means that when about 2600 rpm is given as the target rotational speed NEt after 3 seconds, the initial APP value is about 14%.
Thus, from the timing chart (actual result) shown in FIG. 5, optimum initial APP values are obtained for each target rotational speed NEt after the elapse of 3 seconds, and these are listed. It is the table of FIG.

Thus, for the transition period control of the present embodiment, each target rotational speed NEt after a lapse of a certain time (for example, 3 seconds) based on the actual value of the measurement performed in advance and the optimum initial value for the target rotational speed NEt. A table including a plurality of sets with APP values is created and stored in the storage unit 104 in advance.
Therefore, the control calculation unit 102 obtains the initial APP value based on such a table and uses it for the transition period control, so that when a certain time (for example, about 3 seconds) has elapsed from the control start time, The current rotational speed NEf almost reaches the target rotational speed NEt.
As a result, even when the transitional phase control is shifted to the stationary phase control and the feedback control described later is executed, stable control without failure is realized, and the current engine speed NEf is substantially constant at the target engine speed NEt. Will be maintained.

  The transient control in the engine speed control by the main control unit 84 has been described above. Next, stationary phase control executed following the transition period control in the engine speed control will be described.

As described above, when the transition period control is executed and a certain time (for example, 3 seconds) elapses, the engine speed control shifts to the steady period control.
In the present embodiment, the main control unit 84 executes feedback control using the current engine speed NEf as feedback information as steady-state control.
In other words, the rotation speed acquisition unit 101 in the main control unit 84 acquires the current rotation speed NEf of the engine from the ECU 12 via the terminal 21.
The control calculation unit 102 obtains a deviation of the current rotational speed NEf from the target rotational speed NEt, and corrects the APP value according to the deviation.
The command issuing unit 103 issues the corrected APP value as a command to the ECU 12.
The corrected APP value is supplied from the interface unit 85 to the ECU 12 via the terminal 21 (see FIG. 1). The ECU 12 adjusts the engine speed in accordance with the corrected APP value. The adjusted engine speed is supplied from the ECU 12 to the control calculation unit 102 of the high-speed calculation processing medium 22 through the terminal 21 as the current rotation speed NEf.
Such a series of processing is repeatedly executed at predetermined time intervals, thereby realizing feedback information as stationary phase control.

Next, with reference to the flowchart of FIG. 6, the high-speed arithmetic processing medium 22 having such a functional configuration realizes engine speed control (hereinafter referred to as “vehicle inspection engine speed control process”). Will be described.
FIG. 6 is a flowchart showing an example of the flow of the vehicle inspection engine speed control process.

The vehicle inspection engine speed control process starts when an inspection of the exhaust gas amount of the vehicle 11 is performed (the exhaust gas amount inspection itself is performed as another independent process).
In this case, the transition period control is realized in the engine speed control by the processes of steps S1 to S3. Then, the steady phase control of the engine speed control is realized by the processing of steps S4 to S5.

In step S1, the control calculation unit 102 of the high-speed calculation processing medium 22 in FIG. 3 acquires an initial APP value corresponding to the target rotational speed NEt from the table (see FIG. 4) stored in the storage unit 104.
In step S2, the command issuing unit 103 transmits the initial APP value to the ECU 12 via the interface unit 85 and the terminal 21 (see FIG. 1).
The ECU 12 adjusts the engine speed according to the initial APP value.
During this time, in step S3, the control calculation unit 102 stands by for a certain time (for example, 3 seconds).

As described above, in the table used in the process of step S1, the APP value (actual value) necessary for the engine speed to reach the target speed NEt when a predetermined time has passed is the initial APP. Stored as a value. For this reason, the current rotational speed NEf almost reaches the target rotational speed Net after a lapse of a certain time from the start of the transient control in step S1, that is, after the processing of step S3.
As described above, when the transition period control is realized by the processes of steps S1 to S3 as the engine speed control, the stationary period control is realized by the processes of steps S4 and S5 as described below.

Specifically, the steady phase control of the present embodiment is divided into two stages, and as the first stage control, the deviation of the current rotational speed NEf from the target rotational speed NEt is reduced to a value at which the control is stabilized to some extent. The target feedback control is realized by the process of step S4.
In other words, in step S4, the main control unit 84 corrects the APP value according to the deviation until the deviation of the current rotation speed NEf with respect to the target rotation speed NEt becomes equal to or less than the threshold value. Here, the threshold value is not particularly limited as described later, but is set based on a deviation that stabilizes the control to some extent.
Such processing in step S4 is hereinafter referred to as “initial stability correction processing”. Further details of the initial stability correction process will be described later with reference to FIG.

When the first stage stationary phase control is realized by the initial stability correction process of step S4, the second stage stationary phase control is realized by the process of step S5. In other words, as such second-stage steady control, in the present embodiment, feedback control for maintaining the current rotational speed NEf at substantially the target rotational speed NEt is realized by the processing in step S5.
In other words, in step S5, the main control unit 84 appropriately corrects the APP value so that the deviation of the current rotational speed NEf with respect to the target rotational speed NEt is always maintained at substantially zero.
Such processing in step S5 is hereinafter referred to as “first-after-stabilization correction processing”. Further details of the first post-stabilization correction process will be described later with reference to FIG.

  When the first post-stabilization correction process in step S5 ends, the entire vehicle inspection engine speed control process ends.

  Next, in the engine inspection engine speed control process, the initial stability correction control in step S4 and the correction process after initial stabilization in step S5 will be described individually in that order.

  FIG. 7 is a flowchart for explaining the detailed flow of the initial stabilization process of step S4 in the vehicle inspection engine speed control process of FIG.

  As described above, when the transition period control is realized by the processes of steps S1 to S3 as the engine speed control, the initial stabilization process of step S4 is started in order to realize the first stage stationary period control.

In step S21, the control calculation unit 102 calculates the deviation of the current rotation speed NEf from the target rotation speed NEt.
In the present embodiment, the value used in the process of step S1 in FIG. 6 is employed as it is for the target rotational speed NEt. The current rotational speed NEf is supplied as an analog signal from the ECU 12 of the vehicle 11 to the high-speed arithmetic processing medium 22 via the terminal 21, converted into a digital signal inside the high-speed arithmetic processing medium 22, and acquired by the rotational speed acquisition unit 101. The adopted value is adopted.

In step S22, the control calculation unit 102 determines whether or not the deviation is equal to or less than the first threshold value.
Here, the first threshold value is not particularly limited, but is preferably set to an index value that can be determined to be stable to some extent as the first-stage steady control, and in this embodiment, ± 100 (rpm) is adopted. ing.
If the deviation is less than or equal to the first threshold, the steady control at the first stage may be terminated, so that it is determined as YES in Step S22, and the process proceeds to Step S28. However, the processing after step S28 will be described later.
On the other hand, if the deviation exceeds the first threshold value, the steady control at the first stage needs to be continued. Therefore, it is determined as NO in Step S22, and the process proceeds to Step S23.

In step S23, the control calculation unit 102 determines whether or not the deviation is equal to or smaller than a second threshold value.
Here, the second threshold value is not particularly limited as long as the relationship of second threshold value> first threshold value is satisfied, but ± 200 (rpm) is adopted in the present embodiment.

When the deviation is equal to or smaller than the second threshold value, it is determined as YES in Step S23, and the process proceeds to Step S24.
In step S24, the control calculation unit 102 corrects the APP value within the first range.
Here, the first range is not particularly limited, but in the present embodiment, a range of ± 0.5% is adopted with respect to the APP value before correction.

On the other hand, when the deviation exceeds the second threshold, it is determined as NO in Step S23, and the process proceeds to Step S25.
In step S25, the control calculation unit 102 corrects the APP value within the second range.
Here, the second range is not particularly limited, but when the deviation exceeds the second threshold (when the deviation is large) compared to the first range applied for correction when the deviation is equal to or smaller than the second threshold. Therefore, it is preferable that the relationship of second range> first range is satisfied. In the present embodiment, a range of ± 1% with respect to the APP value before correction is adopted as the second range.

  However, in both processes of steps S24 and S25, if the corrected APP value becomes too large, the engine speed may increase rapidly. Therefore, in order to eliminate such a risk, that is, from the viewpoint of safety, it is preferable that a limit of the corrected APP value is provided. For this reason, in this embodiment, 20% is adopted as such a limit.

In this way, when the APP value is corrected in the process of step S24 or S25, the process proceeds to step S26.
In step S26, the command issuing unit 103 transmits the corrected APP value to the ECU 12 via the interface unit 85 and the terminal 21 (see FIG. 1).

The ECU 12 adjusts the engine speed in accordance with the corrected APP value. However, the response of the engine speed control until the engine speed actually changes due to adjustment by the ECU 12 with respect to the processing timing of step S26, that is, the transmission timing of the command (corrected APP value). There is a time lag due to delay.
Therefore, in step S27, the control calculation unit 102 waits for a predetermined time.
Here, the predetermined time is not particularly limited, but it is preferable that the predetermined time is set based on the time lag because the processing waits for the time lag due to the response delay of the engine speed control. However, the time lag differs depending on the vehicle type of the vehicle 11 to be inspected. Therefore, in the present embodiment, 500 (ms) is adopted as the predetermined time in consideration that the vehicle 11 to be inspected is a predetermined vehicle type among gasoline vehicles as described above. However, this is merely an example. For example, if a so-called hybrid vehicle is to be inspected, a different time such as 1000 (ms) may be adopted as the predetermined time.

When a predetermined time has elapsed from the process timing of step S26, that is, the transmission timing of the command (corrected APP value), the process of step S27 ends, the process returns to step S21, and the subsequent processes are repeated.
That is, the loop processing of steps S21 to S27 is repeatedly executed at predetermined time intervals until the deviation becomes equal to or less than the first threshold, and the APP value is corrected each time. Therefore, the ECU 12 adjusts the engine speed using the APP value corrected at predetermined time intervals.

Thereafter, when the deviation becomes equal to or smaller than the first threshold value, it is determined as YES in Step S22, and the process proceeds to Step S28.
In step S28, the command issuing unit 103 transmits the original APP value without correction to the ECU 12 via the interface unit 85 and the terminal 21 (see FIG. 1).
Therefore, the ECU 12 adjusts the engine speed by continuously using the original APP value without correction.
In step S29, the control calculation unit 102 waits for a predetermined time with the same purpose as the process of step S27.

  When a predetermined time elapses from the processing timing of step S28, that is, the transmission timing of the command (original APP value without correction), the processing of step S29 ends and the initial stability correction processing ends.

In the example of FIG. 7, the ECU 12 of the present embodiment is configured to receive a command (APP value) every predetermined time, so even if it is the same value (original APP value without correction), the step is performed. The process is transmitted to the ECU 12 as the process of S28, and then the process of step S29 is executed.
However, for the ECU 12, when the same value (original APP value without correction) is received as the command value, the way of adjusting the engine speed is not changed. For this reason, when ECU12 takes the specification which acquires a command (APP value) only when it changes, processing of Steps S28 and S29 becomes unnecessary.

The initial stability correction control in step S4 in the vehicle inspection engine speed control process in FIG. 6 has been described above with reference to FIG.
When the process of step S4 is completed, the process proceeds to the first post-stabilization correction process of step S5. Therefore, the first post-stabilization correction process in step S5 will be described below with reference to FIG.

  FIG. 8 is a flowchart for explaining the detailed flow of the initial post-stabilization process of step S5 in the vehicle inspection engine speed control process of FIG.

  In step S41, the control calculation unit 102 calculates the deviation of the current rotation speed NEf from the target rotation speed NEt.

In step S42, the control calculation unit 102 determines whether the deviation is equal to or less than a threshold value.
Here, the threshold value is not particularly limited, but ± 100 (rpm) is adopted in the present embodiment. Note that ± 100 (rpm) adopted as the threshold value in the present embodiment is the same value as the first threshold value in step S22 of the initial stability correction process in FIG. 7, but this is merely an example, and the first threshold value is There is no particular need to be equivalent.

If the deviation is less than or equal to the threshold value, it is determined as YES in step S42, and the process proceeds to step S43.
In step S43, the command issuing unit 103 transmits the original APP value without correction to the ECU 12 via the interface unit 85 and the terminal 21 (see FIG. 1).

On the other hand, when the deviation exceeds the threshold value, it is determined as NO in Step S42, and the process proceeds to Step S44.
In step S44, the control calculation unit 102 corrects the APP value.
Here, the correction range of the APP value is not particularly limited, but in the present embodiment, ± 0.2 (%) is adopted with respect to the APP value before correction. Further, 20 (%) is adopted as the limit of the APP value from the viewpoint of safety as in the initial stability correction process of FIG.
In step S45, the command issuing unit 103 transmits the corrected APP value to the ECU 12 via the interface unit 85 and the terminal 21 (see FIG. 1).

The ECU 12 adjusts the engine speed in accordance with the APP value issued as a command from the command issuing unit 103. That is, when the deviation is equal to or smaller than the threshold, the original APP value without correction is used as it is, and when the deviation exceeds the threshold, the corrected APP value is used to adjust the engine speed. .
In this case, as described above in the description of the initial stable post-processing in step S5, the engine speed until the engine speed actually changes due to adjustment by the ECU 12 with respect to the transmission timing of the command (APP value). A time lag occurs due to a response delay in the rotational speed control.
Therefore, in step S46, the control calculation unit 102 stands by for a predetermined time with the same purpose as the processing in steps S27 and S29 of the initial post-stabilization processing in step S5.
Accordingly, the predetermined time is not particularly limited, but it is preferable to adopt the same value as the value adopted in the processing in step S27 or S29 of the initial stable post-processing in step S5, and in this embodiment 500 (ms). Is adopted.

When a predetermined time has elapsed from the transmission timing of the command (APP value), the process of step S46 ends and the process proceeds to step S47.
In step S47, the control calculation unit 102 determines whether there is an instruction to end the process.
The processing end instruction is not particularly limited, but in the present embodiment, it is assumed that a signal indicating the end of the exhaust gas amount inspection of the vehicle 11 being performed in parallel is input.
Therefore, when the inspection of the exhaust gas amount of the vehicle 11 is continued, it is determined as NO in Step S47, the process is returned to Step S41, and the subsequent processes are repeated.
That is, while the inspection of the exhaust gas amount of the vehicle 11 continues, the loop process of steps S41 to S47 is repeatedly executed at predetermined time intervals, and the current engine speed NEf is maintained at the target engine speed NEt. Will come to be. Thus, the inspector can stably inspect the exhaust gas amount of the vehicle 11 even if the inspector himself or another inspector (human) gets into the vehicle 11 and does not step on the accelerator.

  Thereafter, when the inspection of the exhaust gas amount of the vehicle 11 is completed and a signal to that effect is input to the control calculation unit 102, it is determined as YES in Step S47, and the first post-stabilization correction process is terminated. That is, the first post-stabilization correction process in step S5 of FIG. 6 ends, and as a result, the entire vehicle inspection engine speed control process ends.

As described above, the high-speed arithmetic processing medium 22 is a command indicating the accelerator opening degree to the control device according to the present embodiment, that is, the ECU 12 that adjusts the engine speed of the vehicle 11 according to the accelerator opening degree. By transmitting the value, it functions as a control device that controls the engine speed.
Specifically, the storage unit 104 of the high-speed arithmetic processing medium 22 includes a plurality of pairs of a predetermined engine speed and an APP value (actual value) that reaches the predetermined engine speed after a predetermined time has elapsed from the start of control. A table (see FIG. 4) held in pairs is stored.
The control calculation unit 102 calculates the APP value included in the group to which the target engine speed NEt belongs as a command value from the table stored in the storage unit 104 at the start of control, and waits for a certain period of time. The transition period control is realized in the rotational speed control. After a predetermined time has elapsed, the control calculation unit 102 calculates the APP value based on the deviation of the current rotation speed NEf with respect to the target rotation speed NEt, so that stationary phase control (feedback control) in the engine rotation speed control is performed. Is realized.
The command issuing unit 103 transmits the APP value to the ECU 12 via the interface unit 85 and the terminal 21.
Thereby, according to the present embodiment, for example, the following effects (1) and (2) can be obtained.

(1) In this embodiment, the high-speed arithmetic processing medium 22 is mounted on the vehicle inspection apparatus 10, and the high-speed arithmetic processing medium 22 functions as a control device that controls the engine speed.
As a result, when the amount of exhaust gas in the vehicle 11 is inspected, control for making the engine speed substantially constant is automatically performed, so that an inspector (human) gets into the vehicle 11 and steps on the accelerator. No need at all.

(2) Until a certain time has elapsed after the start of control, as a transition period control, the APP value included in the group to which the target engine speed NEt belongs is obtained as a command value from the table stored in the storage unit 104. The APP value is an actual value of the APP value that reaches the target rotational speed Net after a predetermined time has elapsed from the start of control.
This makes it possible to perform engine speed control more accurately.

  It should be noted that the present invention is not limited to the present embodiment, and modifications, improvements, etc. within a scope that can achieve the object of the present invention are included in the present invention.

  For example, in the above-described embodiment, the control target for keeping the engine speed constant is the vehicle 11 that is a predetermined type of gasoline vehicle, but is not particularly limited thereto, and the engine is controlled according to the accelerator opening. A vehicle having a mechanism for adjusting the rotational speed is sufficient.

For example, in the above-described embodiment, the control device to which the present invention is applied is described as an example configured by the high-speed arithmetic processing medium 22.
However, the present invention is not particularly limited to this, and can be widely applied to general information processing apparatuses that can execute the above-described series of processes. For example, the present invention can be widely applied to personal computers, portable navigation devices, and the like.

  In other words, the series of processes described above can be executed by hardware or can be executed by software.

  FIG. 9 is a block diagram showing a hardware configuration of an abnormal sound inspection apparatus to which the present invention is applied when the above-described series of processing is executed by software.

  In the example of FIG. 9, the control device includes a CPU (Central Processing Unit) 501, a ROM (Read Only Memory) 502, a RAM (Random Access Memory) 503, a bus 504, an input / output interface 505, and an input unit 506. An output unit 507, a storage unit 508, a communication unit 509, and a drive 510.

The CPU 501 executes various processes according to programs recorded in the ROM 502. Alternatively, the CPU 501 executes various processes according to a program loaded from the storage unit 508 to the RAM 503.
The RAM 503 also appropriately stores data necessary for the CPU 501 to execute various processes.

  For example, a program that realizes a function equivalent to the rotation speed acquisition unit 101 to the command issue unit 103 in FIG. 3 can be stored in the ROM 502 or the storage unit 508. In this case, the storage unit 104 in FIG. 3 is configured in one area of the ROM 502 and the storage unit 508. Therefore, the CPU 501 can implement functions equivalent to those of the rotation speed acquisition unit 101 to the command issue unit 103 by executing processing according to these programs.

  The CPU 501, ROM 502, and RAM 503 are connected to each other via a bus 504. An input / output interface 505 is also connected to the bus 504. An input unit 506, an output unit 507, a storage unit 508, and a communication unit 509 are connected to the input / output interface 505.

The input unit 506 includes an operation unit such as various buttons, and accepts an instruction operation by an inspector or the like and inputs various information.
The output unit 507 outputs various information. For example, the output unit 507 is provided with a display unit (not shown), and various types of information such as inspection results of the vehicle 11 are appropriately displayed on the display unit.
The storage unit 508 is configured with a hard disk, a DRAM (Dynamic Random Access Memory), or the like, and stores various data.
A communication unit 509 controls communication performed with another device (not shown) via a network including the Internet.

  A drive 510 is connected to the input / output interface 505 as necessary, and a removable medium 511 made of a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, or the like is appropriately mounted. The program read from the removable medium 511 by the drive 510 is installed in the storage unit 508 as necessary.

  When a series of processing is executed by software, a program constituting the software is installed on a computer or the like from a network or a recording medium. The computer may be a computer incorporated in dedicated hardware. The computer may be a computer capable of executing various functions by installing various programs, for example, a general-purpose personal computer.

  The recording medium including such a program is provided not only to the removable medium 511 distributed separately from the apparatus main body in order to provide the program to the user, but also provided to the user in a state of being preinstalled in the apparatus main body. Recording medium. The removable medium 211 is composed of, for example, a magnetic disk (including a floppy disk), an optical disk, a magneto-optical disk, or the like. The optical disk is composed of, for example, a CD-ROM (Compact Disk-Read Only Memory), a DVD (Digital Versatile Disk), or the like. The magneto-optical disk is configured by an MD (Mini-Disk) or the like. In addition, the recording medium provided to the user in a state of being incorporated in advance in the apparatus main body includes, for example, a ROM 502 in which a program is recorded, a hard disk included in the storage unit 508, and the like.

  In the present specification, the step of describing the program recorded on the recording medium is not limited to the processing performed in time series along the order, but is not necessarily performed in time series, either in parallel or individually. The process to be executed is also included.

DESCRIPTION OF SYMBOLS 10 Vehicle inspection apparatus 11 Vehicle 12 ECU
21 Terminal 22 High-speed arithmetic processing medium 51 Main unit 52 Terminal unit 84 Main control unit 85 Interface unit 101 Rotational speed acquisition unit 102 Control operation unit 103 Command issuing unit 104 Storage unit 501 CPU

Claims (5)

A control device that controls the rotational speed of the engine by transmitting a command value indicating the accelerator opening to an ECU that adjusts the rotational speed of the engine of the vehicle according to the accelerator opening.
Storage means for storing a table in which a plurality of sets of a predetermined number of revolutions of the engine and an actual value of an accelerator opening amount that reaches the predetermined number of revolutions after a lapse of a predetermined time from the start of control;
At the start of control, the actual value of the accelerator opening included in the group to which the target engine speed of the engine belongs is calculated as the command value from the table stored in the storage means, and after the predetermined time has elapsed, An arithmetic means for calculating the command value based on a deviation of the current engine speed adjusted by the ECU with respect to the target engine speed;
Transmitting means for transmitting the command value calculated by the calculating means to the ECU;
A control device comprising: The ECU transmits the adjusted engine speed,
The control device further includes an acquisition unit that acquires the rotation speed transmitted from the ECU as the current rotation speed,
The calculation means calculates the deviation using the current rotational speed acquired by the acquisition means, and calculates the command value based on the deviation.
The control device according to claim 1. In a control method of a control device that controls the engine speed by transmitting a command value indicating the accelerator position to an ECU that adjusts the engine speed of the vehicle according to the accelerator position. There,
At the start of control,
A set of a predetermined number of engine revolutions and an actual value of the accelerator opening that reaches the predetermined number of revolutions after a lapse of a certain time from the start of control is assigned to a group to which the target engine speed belongs, from a plurality of stored tables. The actual value of the accelerator opening included is calculated as the command value,
Sending the command value to the ECU;
After a certain period of time,
Based on the deviation of the current engine speed adjusted by the ECU with respect to the target engine speed, the command value is calculated,
Transmitting the command value to the ECU;
A control method including a rotation speed control step. An inspection step for inspecting the amount of exhaust gas of the vehicle during the execution of the control process by the rotational speed control step;
Further including,
The control method according to claim 3 . By sending a command value indicating the accelerator opening to the ECU that adjusts the engine speed of the vehicle according to the accelerator opening, to a computer that controls the engine speed,
At the start of control,
A set of a predetermined number of engine revolutions and an actual value of the accelerator opening that reaches the predetermined number of revolutions after a lapse of a certain time from the start of control is assigned to a group to which the target engine speed belongs, from a plurality of stored tables. The actual value of the accelerator opening included is calculated as the command value,
Sending the command value to the ECU;
After a certain period of time,
Based on the deviation of the current engine speed adjusted by the ECU with respect to the target engine speed, the command value is calculated,
Transmitting the command value to the ECU;
A program for executing a control process including a rotation speed control step.

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