JP6113577B2 - Engine simulation test method - Google Patents

Description

  The present invention relates to an engine simulation test method for performing an engine performance and reliability test while simulating a driving state in an actual vehicle.

  In recent years, when developing an engine for an automobile, instead of actually running a test vehicle equipped with the engine and performing a test, the engine is placed on a bench on a bench to simulate the actual driving state of the vehicle. However, tests on performance and reliability are being performed, and it is possible to efficiently evaluate whether the developed engine has predetermined performance and reliability.

  FIG. 8 shows an example of a bench test apparatus for carrying out tests on engine performance and reliability on a bench bench. Reference numeral 1 in FIG. 8 is placed on a bench bench (not shown). An engine 2 is connected to the output shaft 1a of the engine 1 and a dynamometer that controls the torque of the engine 1 so as to reproduce a load condition of an actual vehicle. 3 is an engine control device that controls the operating state of the engine 1. Reference numeral 4 denotes an accelerator opening sensor that gives information on the accelerator opening to the engine control device 3. Reference numeral 5 denotes an actuator that operates the accelerator opening sensor 4 in place of the driver's accelerator pedal operation. Reference numeral 6 denotes the actuator 5 and the power. This is a simulated operation control device that controls the operation of the meter 2 and takes in the torque information of the engine 1 detected by the dynamometer 2.

  Thus, the simulated driving control device 6 calculates the running resistance of the vehicle based on the time-series target vehicle speed data obtained from the actual vehicle, and replaces it with the load of the dynamometer 2 and the rotational speed of the engine 1. When the operation of the actuator 5 and the dynamometer 2 is controlled, a load condition is given to the engine 1 by the dynamometer 2, while the accelerator opening sensor 4 is operated by the actuator 5 and the fuel injection amount is controlled by the engine control device 3. It is controlled and the operating state of the engine 1 corresponding to the target vehicle speed is simulated.

  However, when calculating the running resistance of the vehicle by the simulated operation control device 6 based on the time-series target vehicle speed data obtained from the actual vehicle, measurement data such as accurate loading conditions and road gradient cannot be measured. In many cases, the running resistance of the vehicle is calculated on the assumption that there is no change in the product load amount and no road surface gradient, so that the running resistance calculated by the simulated operation control device 6 and the running resistance in the actual vehicle are between Even when traveling with the bench test apparatus targeting the actual vehicle speed as a target, a difference occurs in the accelerator opening, and it is difficult to accurately reproduce the traveling state of the actual vehicle.

  Therefore, the present inventors use the vehicle specification information based on the time-series target vehicle speed data obtained from the actual vehicle, and calculate the running resistance of the vehicle on the assumption that there is no change in the product load and no road surface gradient. The first torque transition is the torque transition when the accelerator opening is controlled so that the vehicle speed is reproduced according to the target vehicle speed data while the calculated running resistance is applied to the engine 1 by the dynamometer 2 as a load condition. On the other hand, the rotational speed of the engine 1 and the accelerator opening are measured together with the measurement of the target vehicle speed data, and the rotational speed of the engine 1 and the accelerator opening at the time of measurement of the target vehicle speed data are reproduced simultaneously. Thus, the torque transition when the accelerator opening is controlled and the load condition is controlled by the dynamometer 2 is obtained as the second torque transition, and the second torque transition and the first torque transition are obtained. The difference between the torque transitions is replaced with a difference in travel resistance as a correction load, and the difference in travel resistance is added to the travel resistance calculated based on the target vehicle speed data. The present invention has come to devise a method for controlling the accelerator opening so that the vehicle speed of the target vehicle speed data is reproduced while applying the running resistance equivalent to the actual vehicle to the engine 1 by the dynamometer 2 as a load condition.

  That is, based on time-series target vehicle speed data obtained from the actual vehicle, vehicle specification information is used and the running resistance of the vehicle is calculated on the assumption that there is no change in the load load and no road surface gradient. When the accelerator opening is controlled so that the vehicle speed is reproduced according to the target vehicle speed data while the running resistance is applied to the engine 1 by the dynamometer 2 as a load condition, the same running resistance as that of the actual vehicle is not obtained. On the other hand, the same load conditions as the actual vehicle cannot be applied, and even if the vehicle speed is reproduced according to the target vehicle speed data, the accelerator opening is different from the actual vehicle, and the torque transition measured at this time (first torque transition) Does not correspond to the load condition of the actual vehicle, but the engine speed and the accelerator opening that were measured at the time of the measurement of the target vehicle speed data are reproduced simultaneously. By controlling the load condition by Le controls the opening and dynamometer 2, and that changes in torque which is measured at that time (the second torque transition) is corresponding to the load condition of the vehicle.

  Therefore, the second torque transition and the first torque transition are compared to obtain a difference, and the difference in the torque transition is replaced with a difference in travel resistance as a correction load, and the difference in travel resistance is based on the target vehicle speed data. Is added to the calculated driving resistance, the driving resistance corresponds to the load condition of the actual vehicle, and the vehicle speed of the target vehicle speed data is given to the engine 1 by the dynamometer 2 with the driving resistance equivalent to the actual vehicle as the load condition. If the accelerator opening is controlled to be reproduced, the traveling state of the actual vehicle is reproduced.

  In addition, the change in the product load and the road gradient greatly contribute to the correction load obtained earlier, and as long as you travel on the same road under the same driving conditions (change in the product load), it will be the same without much change. Since it is considered that the load is applied to the vehicle, even if the vehicle type is different, it is calculated using the vehicle specification information according to the vehicle type and assuming that there is no change in the load load and no road gradient If it is added to the resistance, the running resistance equivalent to the actual vehicle when traveling on the same road under the same driving conditions (change in the load load) is obtained, and further, the dynamometer with the running resistance equivalent to the actual vehicle as the load condition By controlling the accelerator opening so that the vehicle speed of the target vehicle speed data is reproduced while being applied to the engine 1 by 2, it is possible to reproduce the running state of the actual vehicle in the case of different vehicle types. It is possible to see the effect on the performance and reliability of the change point.

  As prior art document information related to this type of simulated operation control apparatus, there is the following Patent Document 1 and the like.

JP 2007-285931 A

  However, when performing a simulated operation for controlling the accelerator opening so that the vehicle speed of the target vehicle speed data is reproduced while applying the running resistance equivalent to the actual vehicle to the engine 1 by the dynamometer 2 as a load condition, it is referred to as an actual stepping on the accelerator. Each person is a person, and even if the target is the same vehicle speed, there are different characteristics such as stepping slowly over time or suddenly stepping deeply. There was a problem that it was difficult to reproduce by the control of 6.

  That is, in a general bench bench, the accelerator opening is controlled by the PID control of the simulated operation control device 6, but this reflects the actual driver characteristics (how to step on the accelerator). Rather than the PID value (proportional term P value that controls the initial depression of the accelerator operation proportional to the magnitude of the difference from the target speed, the end of the step is controlled so as to eliminate the difference from the target speed at the end of the accelerator operation. Each of the integral term I value and the differential term D value that controls the step back that suppresses the increase in speed so as not to exceed the target speed near the target speed is determined by an average value to control the accelerator opening. So it was not possible to reproduce the difference in how to step on the accelerator.

  For this reason, even if the target speed is switched so that the vehicle speed is reproduced according to the time-series target vehicle speed data, the driver characteristics (how to step on the accelerator) are different from those reproduced on the bench bench. There is a difference between the opening and the accelerator opening reproduced on the bench, which is one factor that hinders more accurate reproduction of the actual vehicle running state.

  In addition, when simulating the running state of an actual vehicle in the case of different vehicle types, there is a difference between the actual accelerator opening and the accelerator opening reproduced on the bench bench, so that the actual vehicle running state is more accurately reproduced. It was the same that we could not plan.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide an engine simulation test method capable of accurately reproducing the running state of an actual vehicle.

  In the present invention, an output shaft of an engine mounted on a bench is connected to a dynamometer, and the accelerator opening is controlled by the dynamometer while applying a load condition during running to the engine to simulate the running state of an actual vehicle. The vehicle running resistance was calculated using the vehicle specification information based on the time-series target vehicle speed data obtained from the actual vehicle, and assuming that there was no change in the product load and no road gradient. While obtaining the running resistance as a load condition to the engine by the dynamometer and obtaining the change in torque when the accelerator opening is controlled so that the vehicle speed is reproduced according to the target vehicle speed data, the target vehicle speed is obtained. The engine speed and accelerator opening are also measured at the time of data measurement, and the engine speed and accelerator opening at the time of measurement of the target vehicle speed data are reproduced simultaneously. The torque change when the accelerator opening is controlled and the load condition is controlled by the dynamometer is obtained as the second torque change, the difference between the second torque change and the first torque change is obtained, The difference in torque transition is replaced with a difference in travel resistance as a correction load, and the difference in travel resistance is added to the travel resistance calculated based on the target vehicle speed data to correct the travel resistance equivalent to the actual vehicle. An engine simulation test method for performing simulated operation by controlling the accelerator opening so that the vehicle speed of the target vehicle speed data is reproduced while applying the running resistance to the engine as a load condition, which corresponds to the corrected actual vehicle When carrying out the simulation operation with the running resistance of the vehicle as the load condition, PID control is used for controlling the accelerator opening, and the PID value of this PID control is used as a factor in the experimental design method. A simulated operation is performed on the bench on the base, and a PID value is obtained that minimizes the vehicle speed deviation and the accelerator opening deviation in the comparison between the simulated operation and the actual vehicle operation at the time of target vehicle speed data measurement, and is set to the PID value. It is characterized by re-implementing the simulation operation.

  Thus, in this case, it is assumed that the vehicle specification information is used based on the time-series target vehicle speed data obtained from the actual vehicle and that there is no change in the load load and no road surface gradient. By calculating the resistance and controlling the accelerator opening so that the vehicle speed is reproduced according to the target vehicle speed data while giving the calculated running resistance to the engine with a dynamometer as a load condition, the same running resistance as the actual vehicle is obtained. Therefore, even if the vehicle speed is reproduced according to the target vehicle speed data, the accelerator opening is different from the actual vehicle, and the transition of the torque measured at this time is not possible. (First torque transition) does not correspond to the load conditions of the actual vehicle, but the engine speed and accelerator opening that were measured at the time of measuring the target vehicle speed data are reproduced simultaneously. By controlling the load conditions by controlling the accelerator opening and the dynamometer as, it becomes the changes in the torque to be measured at that time (the second torque transition) is corresponding to the load condition of the vehicle.

  Therefore, the difference between the second torque transition and the first torque transition is obtained to obtain a difference, and the difference in the torque transition is replaced with a difference in travel resistance as a correction load, and the difference in travel resistance is based on the target vehicle speed data. If added to the calculated running resistance, this running resistance corresponds to the load condition of the actual vehicle, and the vehicle speed of the target vehicle speed data is reproduced while giving the running resistance equivalent to the actual vehicle to the engine by the dynamometer as the load condition. If the accelerator opening is controlled as described above, the running state of the actual vehicle including the change in the product load and the influence of the road surface gradient is reproduced.

  Thus, in the simulated operation carried out after correcting to the load condition equivalent to the actual vehicle, the vehicle speed deviation and the accelerator opening deviation in the comparison between the simulated operation and the actual vehicle operation at the time of target vehicle speed data measurement are affected by the difference in load conditions. Therefore, it can be specified that the PID control for controlling the accelerator opening does not reflect the actual driver characteristic (how to step on the accelerator).

  Therefore, when the simulated operation is performed with the corrected running resistance equivalent to the actual vehicle as the load condition, the simulated operation is performed on the bench based on the experimental design method using the PID value of the PID control for controlling the accelerator opening as a factor. If the PID value that minimizes the vehicle speed deviation and the accelerator opening deviation in the comparison between the simulated driving and the actual vehicle driving at the time of target vehicle speed data measurement is obtained, the PID value is set again, and the simulated driving is performed again. The control of the accelerator opening on the bench bench reflects the driver characteristics when measuring the target vehicle speed data, so there is no difference between the actual accelerator opening and the accelerator opening reproduced on the bench bench. Thus, the traveling state of the actual vehicle is accurately reproduced.

  Furthermore, using another vehicle specification information based on the target vehicle speed data and assuming that there is no change in the product load and no road surface gradient, the running resistance in the case of a different vehicle type is calculated, and the calculated running resistance The vehicle load of the target vehicle speed data is reproduced while adding the correction load to the vehicle to obtain a running resistance equivalent to the actual vehicle in the case of a different vehicle type, and applying the running resistance equivalent to the actual vehicle to the engine with a dynamometer as a load condition. By controlling the accelerator opening as described above, it is possible to perform a simulated operation in the case of a different vehicle type. In such a case as well, the PID value reflecting the actual driver characteristics is used in the same manner as described above. By performing PID control of the accelerator opening, it becomes possible to accurately reproduce the running state of the actual vehicle in the case of different vehicle types, and to influence the performance and reliability of the changes in the vehicle specification information It is possible to identify the probability.

  Further, in the present invention, the upper limit value of the accelerator opening at the time of starting is set based on the information of the accelerator opening measured together with the measurement of the target vehicle speed data, and the upper limit value of the accelerator opening is simulated. It is preferable to control so that it does not exceed when starting while driving, and in this way, accelerator opening control that reflects the driver's habit of stepping on and depressing the accelerator when starting so as not to start suddenly will be performed .

  Furthermore, in the present invention, the upper limit value of the accelerator opening for each shift position during traveling is set based on the information of the accelerator opening that is measured together with the measurement of the target vehicle speed data, and this accelerator opening It is preferable to control so that the upper limit value of the engine is not exceeded when traveling at each shift position during simulated operation, and in this way, the accelerator opening is prevented so that the engine speed does not excessively increase at each shift position. Accelerator opening control that reflects the driver's habit of stopping after a certain amount of depression is performed.

  Further, in the present invention, the average value of the accelerator opening at the time of shifting is set based on the information of the accelerator opening measured together with the measurement of the target vehicle speed data, and the average value of the accelerator opening is simulated. It is preferable to perform control so as to be held at the time of shifting during driving, and in this way, accelerator opening control that reflects the accelerator operation performed by the driver at the time of shifting is performed.

  According to the engine simulation test method of the present invention described above, various excellent effects as described below can be obtained.

  (I) According to the invention described in claim 1 of the present invention, the actual driver characteristics are reflected in the PID control of the accelerator opening when the simulated operation is performed using the corrected running resistance equivalent to the actual vehicle as a load condition. As a result, it is possible to prevent the difference between the actual accelerator opening and the accelerator opening reproduced on the bench, so that the actual driving state can be reproduced more accurately than before. it can.

  (II) According to the invention described in claim 2 of the present invention, the upper limit value of the accelerator opening at the time of starting is set based on the information of the accelerator opening measured together with the measurement of the target vehicle speed data. By controlling the upper limit of the accelerator opening so that it does not exceed when starting during simulated driving, it is possible to reflect the driver's habit of stepping on the accelerator while controlling the accelerator so that it does not start suddenly. It is possible to reproduce the running state of the actual vehicle more accurately.

  (III) According to the invention described in claim 3 of the present invention, the upper limit value of the accelerator opening for each shift position at the time of traveling is set to the accelerator opening that is measured together with the measurement of the target vehicle speed data. By setting it based on information and controlling the accelerator opening so that it does not exceed the upper limit during travel at each shift position during simulated operation, the engine speed will not be excessively increased at each shift position. The driver's habit that stops the opening with a certain degree of depression can be reflected in the accelerator opening control, and the traveling state of the actual vehicle can be reproduced more accurately.

  (IV) According to the invention described in claim 4 of the present invention, the average value of the accelerator opening at the time of shifting is set based on the information of the accelerator opening measured together with the measurement of the target vehicle speed data. By controlling so that the average value of the accelerator opening is maintained at the time of shifting during the simulated operation, the accelerator operation performed by the driver at the time of shifting can be reflected in the accelerator opening control, and the traveling state of the actual vehicle can be more accurately Can be reproduced.

It is a graph which shows roughly an example of target vehicle speed data used for the present invention. It is a graph shown about a 1st torque transition and a 2nd torque transition. It is a graph which shows the running resistance calculated | required by calculation, and the running resistance equivalent to a real vehicle. It is a graph which shows accelerator operation at the time of start. It is a graph explaining the use area | region for every shift position. It is a graph which shows the upper limit of the accelerator opening degree for every shift position. It is a flowchart which shows a series of control procedures performed with a simulation driving | operation control apparatus. It is the schematic which shows an example of a bench test apparatus.

  Embodiments of the present invention will be described below with reference to the drawings.

  1 to 7 show an example of an embodiment for carrying out the present invention. The bench test apparatus used for carrying out the engine simulation test method of the present invention is a diagram used for explaining the background art. Since there is no particular difference from the configuration of FIG. 8, in the description of this embodiment, reference is made to FIG. 8 for the portions described in relation to each component of the bench test apparatus.

  First, in this embodiment, the output shaft 1a of the engine 1 mounted on the bench is connected to the dynamometer 2, and the accelerator opening is controlled by the dynamometer 2 while giving the engine 1 a load condition during traveling. When simulating the running state of the actual vehicle, the simulated operation control device 6 uses the vehicle specification information based on the time-series target vehicle speed data S (see FIG. 1) obtained from the actual vehicle and changes the product load amount. The running resistance of the vehicle is calculated on the assumption that there is no road surface gradient.

  Here, in calculating the running resistance of the vehicle based on the target vehicle speed data S, for example, a general running resistance calculation formula as shown in the following formula (1) may be used. The original information may be calculated by substituting a provisional value.

Note that, here, a comparatively simple driving resistance calculation formula is used from the viewpoint of making the explanation easy to understand, but more complicated driving resistance calculation is taken into account by taking into account the engine torque map, transmission shift position information, etc. It is also possible to use an equation.
[Equation 1]
F (running resistance) = Ra + Rc + Rr + Re (1)

Ra (air resistance) = λSV ²
λ: Air resistance coefficient (provisional value)
S: Projected front area of vehicle (tentative value)
V: Vehicle speed (time series value of target vehicle speed data S)
Rc (acceleration resistance) = b / g (W + ΔW)
b: Vehicle acceleration (acceleration obtained from vehicle speed V)
g: Gravitational acceleration (constant)
W: Gross vehicle weight (catalog value)
ΔW: rotating part inertia weight = empty car weight × 0.07 (temporary value)
Rr (rolling resistance) = Wμ
μ: Tire frictional coefficient Re (gradient resistance) = W · sinθ (calculated as 0 here)
θ: Gradient angle

Then, the accelerator 5 is opened by the actuator 5 so that the vehicle speed (see FIG. 1) is reproduced according to the target vehicle speed data S while applying the running resistance calculated by the equation (1) to the engine 1 by the dynamometer 2 as a load condition. The accelerator opening is controlled by operating the degree sensor 4, and the torque transition at this time is recorded in the simulated operation control device 6 as the first torque transition T ₁ (see FIG. 2).

On the other hand, the rotational speed and accelerator opening of the engine 1 are measured together with the measurement of the target vehicle speed data S, and the rotational speed and accelerator opening of the engine 1 when the target vehicle speed data S is measured are reproduced simultaneously. Thus, the simulated opening control is performed with the torque transition when the accelerator opening is controlled by the actuator 5 via the accelerator opening sensor 4 and the load condition is controlled by the dynamometer 2 as the second torque transition T ₂ (see FIG. 2). Record in device 6.

Then, in the simulated operation control device 6 calculates a difference as compared to the second torque transition T ₂ and a first torque transition T _1, replacing the difference between running resistance difference of the torque changes as the correction load-, As shown in FIG. 3, the difference in travel resistance is added to the travel resistance F ₁ calculated based on the target vehicle speed data S to correct the travel resistance F ₂ equivalent to an actual vehicle.

In addition, when replacing the difference between the second torque transition T ₂ and the first torque transition T ₁ as a correction load with a difference in travel resistance, an average process is performed on the difference in travel resistance for each of the traveling sections. It is preferable that the load be smoothed so that extreme load fluctuations can be suppressed.

  If the accelerator opening is controlled so that the vehicle speed is reproduced in accordance with the target vehicle speed data S while applying the running resistance equivalent to the actual vehicle thus obtained to the engine 1 by the dynamometer 2 as a load condition, Although the driving state is reproduced, the actual driver characteristics are not reflected in the control of the accelerator opening, and the actual driver's stepping on the accelerator when the target vehicle speed data S is measured. It is not reproduced in the same way.

  That is, in a general bench, the accelerator opening is controlled by the PID control of the simulated operation control device 6, but the PID value (accelerator proportional to the magnitude of the difference from the target speed) is controlled. Proportional term P value that controls the first step of the operation, integral term I value that controls the end of the step so as to eliminate the difference from the target speed at the end of the accelerator operation, the speed of the target speed so as not to exceed the target speed The differential term D value for controlling the stepping back to suppress the rise is only determined by an average value.

  For this reason, a vehicle speed deviation occurs between the calculated value of the vehicle speed during the simulated operation and the target vehicle speed data S, and the actual measured value of the accelerator opening and the simulated operation that are measured together with the measurement of the target vehicle speed data S are obtained. Accelerator opening deviation will also occur between the control value of the accelerator opening in the middle, but in the simulated operation carried out after correcting to the load condition equivalent to the actual vehicle, the vehicle speed deviation and the accelerator opening deviation Does not include the influence of the difference in load conditions, and specifies that the PID control for controlling the accelerator opening does not reflect actual driver characteristics (how to step on the accelerator). be able to.

  Therefore, when carrying out the simulation operation using the corrected running resistance equivalent to the actual vehicle as a load condition, while changing each factor efficiently based on the experimental design method using the PID value of the PID control as a factor, The accelerator opening degree sensor 4 is operated by the actuator 5 so that the vehicle speed (see FIG. 1) is reproduced according to the target vehicle speed data S, and the accelerator opening degree is PID-controlled. Based on the obtained data, the vehicle speed deviation and A response curved surface for each factor is created using the accelerator opening deviation as a response variable, and PID values that minimize the vehicle speed deviation and the accelerator opening deviation are obtained from the response curved surfaces, respectively, and the PID value is set again to open the accelerator. If the simulation operation is performed again while controlling the degree of PID, the control of the accelerator position on the bench bench reflects the driver characteristics at the time of measuring the target vehicle speed data S. Next, the difference between the accelerator opening to be reproduced in real accelerator opening and Bench bench does not occur, so that the running state of the vehicle is accurately reproduced.

  Note that the experimental design is a method that considers a discretized variable of level because it is not practical to consider infinite combinations even in the case of continuous variables. Although it is a well-known statistical technique that is already widely used in the field of quality engineering as a method that can take data that is difficult to influence, here it is referred to as an experimental design method including regression analysis using response surface methodology .

  Further, the process of obtaining the PID value that minimizes the vehicle speed deviation and the accelerator opening deviation using the experimental design as described above can be realized in a computer using existing statistical software. Is realized by performing computer processing in the simulated operation control device 6.

  Further, based on the target vehicle speed data S, another vehicle specification information is used, and it is assumed that there is no change in the product load amount and no road surface gradient. The vehicle load of the target vehicle speed data S is obtained by adding the correction load to the resistance to obtain a running resistance corresponding to the actual vehicle in the case of a different vehicle type and applying the running resistance equivalent to the actual vehicle to the engine 1 by the dynamometer 2 as a load condition. If the accelerator opening is controlled so that is reproduced, it is possible to perform a simulated operation in the case of a different vehicle type, but in such a case as well, a PID reflecting actual driver characteristics in the same manner as described above. By using the value to perform PID control of the accelerator opening, it becomes possible to accurately reproduce the running state of the actual vehicle in the case of different vehicle types, and to the performance and reliability of the changes in the vehicle specification information Effect makes it possible to clearly identify the.

  In addition, if supplementing the method of controlling the accelerator opening so that the vehicle speed is reproduced according to the target vehicle speed data S, the target vehicle speed in the accelerator opening control is divided into a number of subdivided units per unit time. The shift positions recorded at the time of measurement of the target vehicle speed data S are allocated to the respective drive steps, and the shift position and the engine 1 during the simulation operation are assigned to each of the drive steps. The vehicle speed during simulated operation is calculated from the rotation speed of the tire and the tire diameter (catalog value).

  Further, in this embodiment, the upper limit value of the accelerator opening at the time of starting is set based on the information of the accelerator opening that is measured together with the measurement of the target vehicle speed data S, and the upper limit value of the accelerator opening is set. It is preferable to control the vehicle so that it does not exceed when the vehicle is started during simulated driving. become.

That is, in the simulated operation control device 6 leave the accelerator opening control (see the solid line A ₁ in FIG. 4), but is not made considerations such as stepping go easy on the accelerator when starting so that do not sudden start, like this Since the actual driver considers the acceleration / deceleration of the accelerator operation at the time of starting, the accelerator opening is limited by the upper limit value at the time of starting. to (see a chain line a ₂ in Fig. 4).

  The start time is defined as the period from the vehicle speed of 0 km to the arbitrary vehicle speed, or until the arbitrary time elapses from the time point of the vehicle speed of 0 km, and the accelerator opening is suppressed to the upper limit only during this period. Just do it.

  Further, in the present embodiment, the upper limit value of the accelerator opening for each shift position during traveling is set based on the information on the accelerator opening that has been measured together with the measurement of the target vehicle speed data S. It is preferable to control so that the upper limit value of the opening is not exceeded when traveling at each shift position during simulated operation. In this way, the accelerator is opened so that the engine speed does not rise excessively at each shift position. Accelerator opening control that reflects the driver's habit of stopping the degree with a certain degree of depression is performed.

  That is, as shown in FIG. 5, in the actual driving by the driver, the use area for each shift position is determined. As shown in FIG. 6, the upper limit value of the accelerator opening with respect to the vehicle speed is set for each shift position. Since it can be extracted, the extracted upper limit value is limited as the upper limit value of the accelerator opening at each shift position during the simulated operation.

  Further, in this embodiment, the average value of the accelerator opening at the time of shifting is set based on the information of the accelerator opening measured together with the measurement of the target vehicle speed data S, and the average value of the accelerator opening is set. Is preferably controlled so as to be maintained at the time of shifting during the simulated operation. In this way, accelerator opening control reflecting the accelerator operation performed by the driver at the time of shifting is performed.

  That is, in the accelerator opening control by the simulated operation control device 6 so far, the accelerator operation at the time of shifting is not particularly taken into consideration, and the accelerator is opened so that the vehicle speed of the corresponding target vehicle speed data S is reproduced even at the time of shifting. Since the speed was simply controlled, the accelerator operation performed by the driver at the time of shifting was not reflected at all. However, in the case of a manual vehicle, for example, the accelerator opening degree is pulled out to 0%. However, in the case of an automatic vehicle, the accelerator is continuously stepped on, so that it reflects how the driver operated the accelerator during shifting in the actual vehicle.

  A series of control procedures performed by the simulated driving control apparatus 6 described above is as shown in the flowchart of FIG. 7. First, in block 101, driving condition input (driving pattern setting [time-series target vehicle speed data input], driver While the characteristic setting [PID control PID value setting, upper limit value setting for each shift position, accelerator opening holding value setting during shifting, accelerator opening upper limit setting during start-up] is performed, n is set to “1”, and simulation operation is started in the next block 102.

  Next, at block 103, it is determined whether or not the vehicle is starting. After being sandwiched, after returning to normal PID control, the process proceeds to the next block 105, and if not at the start, the process proceeds to the next block 105 as it is. Whether or not the vehicle is starting is determined by determining that the operation step of the target vehicle speed data S is switching from the target vehicle speed 0 km to a target vehicle speed greater than 0 km as the start time.

  Further, it is determined whether or not a shift is being performed at the next block 105. If the shift is being performed, the process proceeds to block 106, where the accelerator opening is held at the hold value at the shift, and the process proceeds to the next block 107. If it is not during shifting, the process proceeds to the next block 107 as it is. Whether or not a shift is in progress is determined based on whether the shift position assigned for each driving step of the target vehicle speed data S is assigned to a neutral position in a driving step other than the start time (the neutral driving step before and after that). The shift position other than is assigned) is determined as a shift.

  Next, in the next block 107, it is determined whether or not the current accelerator opening is equal to or greater than the upper limit value at each shift position. The accelerator opening is suppressed to the next block 109 with the upper limit value being set to the upper limit value.

  In block 109, the final target accelerator opening is determined, and “1” is added to the operation step number n. In the next block 110, the operation step number n has not yet reached the final step. If the final step has not been reached, the procedure from block 103 is repeated. If the final step has been reached, the routine proceeds directly to the next block 111 and the simulated operation is terminated.

  Therefore, according to the above-described embodiment, when performing the simulated operation using the corrected running resistance equivalent to the actual vehicle as a load condition, the actual driver characteristics can be reflected in the PID control of the accelerator opening, thereby Since it is possible to prevent a difference between the accelerator opening and the accelerator opening reproduced on the bench, the traveling state of the actual vehicle can be reproduced more accurately than before.

  Further, the upper limit value of the accelerator opening at the time of starting is set based on the information of the accelerator opening that is measured together with the measurement of the target vehicle speed data S, and the upper limit value of the accelerator opening is set during the simulation operation. By controlling so that it does not exceed sometimes, it is possible to reflect the driver's habit of stepping on the accelerator while controlling the accelerator so that it does not start suddenly in the accelerator opening control, and more accurately reproduce the running state of the actual vehicle it can.

  Further, the upper limit value of the accelerator opening for each shift position during traveling is set based on the information of the accelerator opening that is measured together with the measurement of the target vehicle speed data S, and the upper limit value of the accelerator opening is set. By controlling so that it does not exceed when running at each shift position during simulated operation, the driver's kite that stops the accelerator opening with a certain degree of depression to prevent excessive engine speed at each shift position is opened. This can be reflected in the degree control, and the traveling state of the actual vehicle can be reproduced more accurately.

  Further, the average value of the accelerator opening at the time of shifting is set based on the information of the accelerator opening that is measured together with the measurement of the target vehicle speed data S, and the average value of the accelerator opening is set as the speed change during the simulation operation. By controlling so as to be held occasionally, the accelerator operation performed by the driver at the time of shifting can be reflected in the accelerator opening control, and the traveling state of the actual vehicle can be more accurately reproduced.

  It should be noted that the engine simulation test method of the present invention is not limited to the above-described embodiment, and it is needless to say that various modifications can be made without departing from the gist of the present invention.

1 Engine 1a Output shaft 2 Dynamometer 3 Engine control device 4 Accelerator opening sensor 5 Actuator 6 Simulated operation control device

Claims (4)

When connecting the output shaft of the engine mounted on the bench with a dynamometer and controlling the accelerator opening while giving load conditions during driving to the engine with the dynamometer, Based on the obtained time-series target vehicle speed data, the vehicle specification information is used and the running resistance of the vehicle is calculated on the assumption that there is no change in the product load amount and no road gradient, and the calculated running resistance is loaded. As a condition, the torque change when the accelerator opening is controlled so that the vehicle speed is reproduced according to the target vehicle speed data while being given to the engine by the dynamometer is obtained as the first torque change, while the target vehicle speed data is measured. At the same time, the engine speed and accelerator opening are measured, and the engine speed and accelerator opening at the time of measurement of the target vehicle speed data are simultaneously reproduced. The torque change when controlling the valve opening and the load condition with the dynamometer is obtained as the second torque change, the second torque change is compared with the first torque change, and the difference is obtained. The difference in transition is replaced with a difference in travel resistance as a correction load, and the difference in travel resistance is added to the travel resistance calculated based on the target vehicle speed data to correct the travel resistance equivalent to the actual vehicle. An engine simulation test method for carrying out a simulation operation by controlling the accelerator opening so that the vehicle speed of the target vehicle speed data is reproduced while applying resistance to the engine as a load condition,
When performing a simulated operation using the corrected running resistance equivalent to the actual vehicle as a load condition, PID control is used to control the accelerator opening, and the PID value of this PID control is used as a factor for simulation on a bench bench Execute driving, find the PID value that minimizes the vehicle speed deviation and the accelerator opening deviation in comparison between the simulated driving and the actual vehicle driving at the time of target vehicle speed data measurement, set the PID value again, and re-execute the simulated driving An engine simulation test method.   The upper limit of the accelerator opening at the time of start is set based on the information of the accelerator opening that is measured at the time of measuring the target vehicle speed data, and this upper limit of the accelerator opening is not exceeded at the time of start during the simulated operation. The engine simulation test method according to claim 1, wherein the engine simulation test method is controlled as follows.   The upper limit of the accelerator opening for each shift position during driving is set based on the information on the accelerator opening that was measured at the time of measuring the target vehicle speed data, and the upper limit of the accelerator opening is simulated. 3. The engine simulation test method according to claim 1, wherein control is performed so as not to exceed when traveling at each shift position.   The average value of the accelerator opening at the time of shifting is set based on the information of the accelerator opening that is measured together with the measurement of the target vehicle speed data, and this average value of the accelerator opening is held at the time of shifting during the simulation operation. The engine simulation test method according to claim 1, wherein the engine simulation test method is controlled as follows.

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