JPH02196942A - Testing device for engine - Google Patents

Abstract

PURPOSE:To improve responsiveness and controlling accuracy for an automatic revolving speed control (ASR) system and automatic load control (ATR) system by suppressing a change of revolving speed by detecting the change of load by the ASR system. CONSTITUTION:An engine revolving speed NF is detected by a sensor 7 for revolving speed, the load TF is detected by a load sensor 10, and a manipulated variable SD for throttle opening degree of an engine 6 is outputted by an automatic revolution control part 4 in accordance with a deviation between a revolution command value NR and the engine revolving speed NF actually measured. A correction value SP for the throttle opening degree is calculated by load compensating means 21 by taking out necessary data in accordance with an engine torque map 22 on which the relation between the load and the throttle opening degree is settled in advance based on the revolving speed, the revolving speed NF, and the load TF. Then, the correction value SP is added to an output of the control part 4 by an adding part 23 to supply a reference value SR for opening degree to a throttle controller 5. With this arrangement, the manipulated variable SD for throttle opening degree of the ASR system is compensated in accordance with the change of load and a mutual interference is suppressed, thereby the control accuracy for both systems can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial Application Field) The present invention relates to an improvement in an engine testing device for testing engines that drive various power transmission mechanisms in addition to automobiles.

(Prior Art) Conventionally, as shown in FIG. 5, this type of engine testing device includes an operation command generator 1 that generates a rotation speed command value N and a load command value TR as target values, and an operation command generator 1 that generates a rotation speed command value N and a load command value TR as target values. The automatic rotation speed control system (hereinafter referred to as ASR) controls the engine throttle opening (also called accelerator opening or lever position) based on the rotation speed command value Nn generated from the generator 1 to obtain the desired engine rotation speed. (referred to as system) 2, and
An automatic load control system (automatic load control system) that automatically adjusts the dynamometer equipment, that is, the load, by controlling the dynamometer equipment mechanically connected to the engine based on the load command value TR generated from the operation command generator 1. Hereinafter referred to as ATR system)3
It is composed of. In the figure, 4 is an automatic rotation speed control unit, 5 is a throttle controller, 6 is an engine, 7 is a rotation speed sensor, 8 is an automatic load control unit, 9 is a dynamometer equipment,
10 is a load sensor.

Therefore, in the above device, when the engine 6 is started, the rotation command value N generated from the operation command generator 1 and the actual rotation speed value NF detected by the rotation sensor 7 are calculated by the respective deviation calculation units 11 and 12. The rotation speed deviation NE
Furthermore, the load deviation TE is obtained by comparing the load command value TR and the load actual value T detected by the load sensor 10, and these rotational speed deviation NE and load deviation TE are respectively ASR.
system 2 and ATR system 3. Here, when the ASR system 2 receives the rotational speed deviation NE, the automatic rotational speed control unit 4 obtains a throttle opening operation amount SD corresponding to the rotational speed to make the rotational speed deviation NE zero, and this signal The throttle controller 5 controls the throttle opening of the engine 6 based on S.

On the other hand, in the ATR system 3, when the load deviation TE is received, the automatic load control section 8 outputs an adjustment signal TD to make the load deviation TE zero, and adjusts the dynamometer equipment 9. In addition,
The dynamometer equipment 9° after this adjustment, that is, the adjusted load, is given to the engine 6, and the ASR system 2 and ATR system 3 receive the rotation speed deviation N6% load deviation TE from each deviation calculation section 11.12 at this time. The same control as above is performed.

(Problem to be Solved by the Invention) In the above test device, assuming that the ASR system 2 and the ATR system 3 are independent of each other, the speed 8
Torque is controlled, but in reality there is a mutual interference relationship between the two systems 2 and 3, so the engine 6
The rotational speed of the engine 6 fluctuates depending on the torque, and the output torque of the engine 6 cannot quickly follow the load command value TR.
There is a problem that significantly reduces the accuracy of $I II.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an engine testing device that can suppress interference between mutually interfering systems and realize excellent control accuracy for both systems.

[Structure of the Invention] (Means for Solving the Problems) In order to solve the above problems, the present invention outputs a throttle or accelerator opening operation amount from an automatic engine rotation control section so as to follow a rotation command value. In an engine testing device in which the engine is automatically operated, and the engine is equipped with an automatic load control system, an engine torque map that predetermines the relationship between the load and the throttle opening according to the engine speed, and the engine speed are used. load compensation means that receives a number signal and a load signal and calculates a throttle opening correction value necessary to generate the load at the rotation speed from the engine torque map based on these two signals;
and an addition section that adds the throttle opening correction value obtained by the load compensating means to the output of the automatic rotation speed control section to obtain the opening operation amount of the throttle or accelerator.

(Function) Therefore, by taking the above-described measures, the automatic rotation speed control section controls the throttle opening of the engine based on the deviation between the rotation speed command value and the actual engine rotation speed value. At the same time, the engine rotation speed and load are detected by a rotation speed sensor and a load sensor, and necessary data is extracted from a predetermined engine torque map based on the engine rotation speed and load to satisfy the engine rotation speed and load. By calculating the correct throttle opening correction value and adding this throttle opening correction value to the output of the automatic rotation speed control section, the throttle opening of the ASR system is compensated according to load fluctuations and mutual interference is suppressed. This improves the control accuracy of both systems.

(Example) Hereinafter, an example of the present invention will be described with reference to FIG. In this figure, the same parts as those in FIG. 5 are given the same reference numerals, and detailed explanation thereof will be omitted, and only the parts that are different from the conventional one will be explained in detail.

First, this device newly adds load compensation means 21 to the ASR system 2.
and an engine torque map 22 are provided, and an addition section 23 is provided between the automatic rotation speed control section 4 and the throttle controller 5, and the output of the automatic rotation speed control section 4 and the load compensation are applied to the addition section 23. It is configured to supply the output of the means 21.

The load compensating means 21 is composed of, for example, a microcomputer, and receives the load TP detected by the load sensor 10 and the actual rotational speed value Np detected by the rotational speed sensor 7. Based on the value N, a throttle opening correction value S that satisfies the load TP and the measured rotational speed value N is determined from the engine torque map 22.

The engine torque map 22 is schematically expressed as an engine characteristic in which the relationship between the engine torque T and the throttle opening S is determined in advance for each engine speed N, as shown in FIG. In this case, data related to the relationship shown in FIG. 3 will be stored in the memory. As is clear from Fig. 3, the throttle opening S is divided into, for example, m from full open to fully open, and each divided slot opening is assigned a number in ascending order from the fully closed side to the fully open direction. Opening degree is St, N2°...
Let it be Sl, ..., S-. On the other hand, the rotation speed N is divided into 1 parts from the idling rotation speed when the throttle opening is fully closed to the maximum rotation speed, and for each of the divided rotation speeds, numbers are assigned in ascending order in the direction of increase in the rotation speed. The number is Nl, N2゜..., NJ,...
, Ng. In addition, each throttle opening Sl1
The torque of the engine 6 corresponding to the rotation speed NJ is T I, J
Then, allocate them to the table so that they are in the state shown in Figure 3. These table data use measured values or design values obtained before the test for each engine to be tested, but do not particularly specify the data acquisition means and data setting means.

The adding section 23 adds the throttle opening correction value S obtained from the engine torque map 22 by the load compensating means 21 to the output of the automatic rotation speed control section 4, and applies the obtained throttle opening operation amount to the throttle controller 5. It has the function of supplying the reference value SR to the reference value SR. This throttle controller 5 has a function of controlling the throttle opening of the engine 6 based on the throttle opening and opening correction value according to the deviation between the rotational speed command value and the actual rotational speed value so as to follow the rotational speed command value. have.

Next, the procedure for determining the throttle opening correction value Sp in the apparatus configured as described above will be explained with reference to FIG. 4. That is, the load compensating means 21 determines whether or not the actual rotational speed value Np and the load TF have been input from the rotational speed sensor 7 and the load sensor 10 at each predetermined sampling period (step 81). N2), both signals N
When F2 negative #j T p is input, the engine torque map 22 is searched for j such that Nj≦NF<NJ+1 in ascending order from j-1 (step 33). In other words, it is found from the engine torque map 22 that the actual rotational speed value N is in the range of Nj≦N p <N Jul.

After that, the process moves to step S4, where the engine torque TF at the rotation speed Nj is T1. J≦TFI<
TI+16j is searched in the ascending direction from 1-1, and the above Nj
Engine torque T at rotational speed Nj of SNj+1
, specify the range of F. Then, the throttle opening Sx generates a torque corresponding to this rotational speed NJ and load TP.
is calculated based on the following formula (step S5).

SX -1(S1+1-31)/(TI+1, j
-T1. J))・(Tp−T1.j)+81
(1) Next, at the other rotational speed N Jul, the engine torque Tp is found as Tk, J◆l≦Tp<Tk◆l, Jul, in ascending order from k-1. Then, in the same manner as described above, the throttle opening/degree Sy that generates a torque corresponding to the rotational speed N Jul and the load TP is calculated from equation (2) (step S7).

S y = l(S k+l −S k)/(Tk+1
．． J+l −Tk, j+1))・(Tp −Tk, j”
l)+Sk...(2) These SX, Sy
can be plotted, for example, as shown in FIG. 3, so Sx at these Nj and Nj+1.

The throttle opening at N, that is, the throttle opening correction value Sp can be determined from the line A connecting Sy. That is, the throttle opening correction value Sp that generates the torque corresponding to the load TF at the rotation speed N is SX and s.
It can be determined from y using the following equation (3).

Sp = 1(Sy −Sx) Nj+1 −Nj
)1(Np Nj)+Sx −(3)
If the throttle opening correction value Sp is obtained by the load compensating means 21 as described above, this throttle opening correction value S
p is led to the addition section 23, where the correction value Sp is added to the opening degree operation taSE from the automatic rotational speed control section 4 to obtain the throttle opening degree reference value Sp.

Here, the throttle controller 5 controls the throttle opening of the engine 6 based on the throttle opening reference value SP.

Therefore, according to the configuration of the embodiment as described above, the load compensation means 21 takes in the fluctuation of the load TF, which is a disturbance element when viewed from the engine 6 side, and here the negative f5 T p and the engine rotation speed N are calculated. Since the throttle opening correction value Sp necessary to generate the load Tp at the rotation speed N is obtained from the engine torque map 22 based on Operation can be controlled. Therefore, it is possible to quickly make the engine generated torque respond to load fluctuations, and in turn, it is possible to appropriately suppress fluctuations in the engine rotational speed.
By reducing mutual interference with system 3 and increasing the responsiveness of both systems 2 and 3, rotation speed control by ASR system 2 and A
Load control by the TR system 3 can be performed with high precision.

It should be noted that the present invention is not limited to the above-mentioned embodiments, and can be implemented with various modifications without departing from the gist thereof.

[Effects of the Invention] As detailed above, according to the present invention, the ASR system can detect the load fluctuation and quickly suppress the rotation speed fluctuation, and as a result, the ASR system and the ATR system can detect the load fluctuation and quickly suppress the rotation speed fluctuation. It is possible to provide an engine testing device that can significantly improve control accuracy by increasing responsiveness.

[Brief explanation of the drawing]

1 to 4 are shown to explain an embodiment of an engine testing device according to the present invention. FIG. 1 is a configuration diagram showing the main parts of the present invention, and FIG. 2 is an engine torque map. 3 is an engine torque map diagram, FIG. 4 is a diagram showing the operating procedure for obtaining the throttle opening correction value, and FIG. 5 is a configuration diagram of a conventional device. 1... Operation command generator, 2... ASR system (automatic rotation speed control system), 3... ATR system (automatic load control system), 4
... Engine automatic rotation speed control section, 5 ... Throttle controller, 6 ... Engine, 7 ... Rotation speed sensor, 10 ... Load sensor, 21 ... Load compensation means,
22... Engine torque map, 23... Addition section. Figure 2 and Figure 3 of the throttle control.

Claims (1)

[Scope of Claims] An engine that automatically operates the engine by outputting a throttle or accelerator opening operation amount from an automatic engine rotation control unit so as to follow a rotation command value, and is equipped with an automatic load control system. In the test device, an engine torque map that predetermines the relationship between load and throttle opening according to the engine speed, the engine speed signal and the load signal are input, and the engine torque map is calculated based on these two signals. load compensation means for calculating a throttle opening correction value necessary to generate the load at the rotation speed; and adding the throttle opening correction value obtained by the load compensation means to the output of the automatic rotation speed control section. An engine testing device comprising: an addition section that obtains the amount of opening operation of the throttle or accelerator.