Testing apparatus for engine driven automotive component with feature of precise simulation of engine transition state

Abstract: A simulation system for an automotive internal combustion engine is designed for simulating a transition state for varying output torque according to variation of the engine driving condition. The system comprises a power plant which incorporates relatively high inertia, and means for compensating high inertia for achieving low inertia equivalent to the automotive internal combustion engine, an engine characteristics generator receiving predetermined engine operation parameter simulated data for deriving control signal commanding output torque of said power plant according to a predetermined engine output torque variation characteristics which is set in terms of said engine operation parameter simulated data, and means, cooperative with said engine characteristics generator and responsive to a torque variation command demanding said output torque from a first value to a second value, for setting a predetermined torque variation characteristics for varying said control signal value according to an elapsed time so that output torque varies from said first value to said second value within a predetermined torque variation transition period.

Description: BACKGROUND OF THE INVENTION Field of the Invention The present invention relates generally to a testing apparatus for testing performance of vehicular component associated with an automotive internal combustion engine, such as a power transmission, a transaxle, a differential gear assembly and so forth. More specifically, the invention relates to a testing apparatus which employs high inertia power plant, such as an electric motor, a hydrostatic motor and so forth. Description of the Background Art US patent -A-3,273,384, Japanese Patent First (unexamined) Publications (Tokkai) Showa 58-38833 and 61-53541 disclose bench testing systems for automatic power transmission. A bench testing apparatus for automatic transmissions is known from US patent 3,273,384 in which, in use, the transmission is connected to input and output shafts. The bench testing apparatus of this prior art comprises means for measuring the speed of the input and output shafts as well as further means for measuring the pressure of the hydraulic fluid in the transmission. Moreover, a recorder can be connected to the above means to allow the plotting out of characteristics of speed and pressure versus time for predetermined test cycles. In the disclosed systems, an electric motor, a hydrostatic motor, and so forth, are employed as substitute power plants in place of an automotive internal combustion engine. As can be appreciated, because of a much higher inertia of the electric motor, hydrostatic motor and other substitute power plants in comparison with the automotive internal combustion engines, the substitute power plant is combined with speed increasing devices. Such an automotive engine simulation system is useful for durability testing, static characteristics testing and so forth. However, due to a substantially high inertia moment, it is difficult in practice to simulate transition characteristics for shifting transmission speed ratios and so forth. For instance, the electric motor has approximately a 10 times higher inertia magnitude than that of the automotive engine. For designing automatic power transmissions with enhanced shift feeling, a reduced shift shock and so forth, it is essential to obtain data of transition characteristics of a power plant to be actually combined. Therefore, Tokkai Showa 61-53541 as identified above, employs a strategy of correction of command current for the electric motor. With the corrected command current, the output torque of the electric motor is made to substantially correspond to the engine output torque to be output in response to a torque demand. Such an approach is generally successful in avoiding the influence of the high inertia of the high inertia power plant. However, due to a much higher inertia of the substitute power plant, such as the electric motor, hydrostatic motor and so forth substituting for the automotive internal combustion engine, than that of the engine, the prior proposed simulation systems are not satisfactory as far as simulation of an engine transition state is concerned. For improving this, co-pending U. S. Patent Applications Serial Nos. 07/427,031, filed on October 25, 1989, and 436,398 filed on November 13, 1989 which is now granted patent US-A-4,984,988, both of which have been assigned to the common owner of the present invention, propose an engine characteristics simulation system for use in a bench testing apparatus for an automatic power transmission. In the prior proposed system, the engine substituting power plant, such as the electric motor, is combined with a speed increasing device for compensating for the high inertia of the electric motor, thereby achieving engine equivalent response characteristics in variation of the output torque. The simulation system disclosed in the above-identified co-pending U. S. Patent Applications are successful in general in simulating not only the engine steady state but also an engine transition state. However, for an actual automotive internal combustion engine, the transmission shift feeling can be affected by various additional factors. For instance, an active state and an inactive state of a dashpot will cause fluctuation of the engine output torque, thereby causing a variation of the output of the automatic power transmission. Similarly, the presence and absence of an idle-up condition may cause a variation of an auxiliary air flow through an auxiliary air passage to cause a variation of the engine output. As can be appreciated, in order to perform a precise simulation of engine activity, it is necessary to control operation of the power plant depending upon factors affecting engine output. SUMMARY OF THE INVENTION In view of the drawback in the prior art, it is an object of the present invention to enable precise simulation of engine transition characteristics according to various engine operational parameters. The object is satisfied in accordance with the invention by the characterising features of claim 1. The torque variation characteristics may be variable depending upon a simulated engine driving condition as defined by the predetermined engine operation parameter. Preferably, the torque-variation-characteristics-setting-means sets the torque-variation-characteristics simulating a transition upon shifting of an automotive power transmission. In such cases, the torque-variation-characteristics-setting-means may be active in response to initiation of shifting of the automotive power transmission. The torque-variation-characteristics-setting-means may detect shifting of the automotive power transmission based on a variation of the ratio of input/output revolution speed at the transmission. Alternatively, the torque-variation-characteristics-setting-means may detect satisfaction of a predetermined shift condition of the automotive power transmission and becomes active upon expiry of a given first period after detection of satisfaction of the shift condition and inactive after expiry of a given second period after detection of satisfaction of the shift condition. In the further alternative, the torque-variation-characteristics-setting-means varies torque variation characteristics depending upon an active state and an inactive state of idle-up. In such cases, the torque-variation-characteristics-setting-means detects satisfaction of a predetermined idle-up condition to switch the torque variation characteristics from a first characteristic for an idle-up inactive state to a second characteristic for an idle-up active state. The torque-variation-characteristics-setting-means may be responsive to an acceleration and deceleration demand simulated data for setting torque variation characteristics for simulating torque variation during engine accelerating and decelerating transition. BRIEF DESCRIPTION OF THE DRAWINGS The present invention will be understood more fully from the detailed description given herebelow and from the accompanying drawings of the present invention, which, however, should not be limited to the specific embodiments, but are for explanation and understanding only. In the drawings: Fig. 1 is a block diagram of the preferred embodiment of a bench testing apparatus with an engine characteristics generator, according to the invention; Fig. 2 is a flowchart showing a first preferred process of simulation of engine operation during an engine transition state; Fig. 3 is a flowchart showing second preferred process of simulation of engine operation during a shifting transition of a power transmission; Fig. 4 is a flowchart showing a third preferred process of simulation of engine operation during a shifting transition of a power transmission; Fig. 5 is a flowchart showing a fourth preferred process of simulation of engine operation depending upon idle-up condition; Fig. 6 is a chart showing engine output torque variation characteristics in the fourth preferred process of the simulation of engine operation; Fig. 7 is a flowchart showing a fifth preferred process of simulation of engine operation in a transition state; Fig. 8 is a chart showing a relationship between a torque output ratio and an occurrence; Fig. 9 is a chart showing the engine output torque variation characteristics in the fifth preferred process of simulation of the engine operation; Fig. 10 is a flowchart showing a sixth preferred process of a simulation of engine operation depending upon an active state and an inactive state of dashpot; Fig. 11 is a chart showing the characteristics of the dashpot; and Fig. 12 is a chart showing the engine output torque variation characteristics in the sixth preferred process of simulation of the engine operation. DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to the drawings, particularly to Fig. 1, there is illustrated a dynamometer for bench testing an automotive automatic power transmission utilizing the preferred embodiment of an automotive engine simulation system according to the invention. The embodiment of the automatic power transmission shown employs a low inertia power plant 1. The low inertia power plant 1 comprises a direct current motor which is associated with a thyristor-Leonard type current control minor loop. The direct current motor may be further associated with a speed increasing device for compensating the high inertia of the direct current motor. The motor is controlled by a current command or a torque command generated by the thyristor-Leonard type minor loop. The low inertia power plant has been disclosed in the co-pending U. S. Patent Application Serial Nos. 07/427,031 filed on October 25, 1989, and 07/436,298 filed on November 13, 1989 now granted patent US 4,984,908. The disclosure of the above-identified co-pending U. S. Patent Application is herein incorporated by reference for the sake of disclosure. The low inertia power plant 1 has an output shaft which is connected to an automatic power transmission 3 to be tested. Therefore, the automatic power transmission 3 is driven by the output of the low inertia power plant 1. The output shaft of the automatic power transmission 3 is connected to a dummy load 5 via a torque meter 4. As the dummy load 5, a torque absorbing dynamometer 5 including a flywheel is utilized. For controlling the low inertia power plant 1, the automatic power transmission 3 and the dynamometer 5, respectively separate control units 6, 7 and 8 are provided. For the control unit 6, a torque command or speed command is applied for performing torque or speed control. The control unit 6 also receives a torque indicative signal T₁ representative of the output torque of the low inertia power plant 1 from the torque meter 2. Therefore, the control unit 6 performs feedback control of the low inertia power plant by supplying a torque control signal which adjusts the output torque to reduce the difference between the commanded torque indicated in the torque command and the actual output torque indicated in the torque indicative signal T₁. The torque command is generated by the preferred embodiment of an engine characteristics torque command generator 9, according to the invention. The engine characteristics generator 9 comprises a microprocessor based unit. The engine characteristics generator 9 is set to output torque characteristic in relation to a revolution speed N. The output torque characteristics are set relative to a respective throttle-valve-open-angle ϑ i . Respective output torque characteristics may be set by experiment. The engine characteristics generator 9 processes the throttle-valve-open-angle-data ϑ i and a revolution-speed-indicative-data N which is supplied from a revolution speed sensor 10. On the basis of the throttle-valve-open-angle-data ϑ i and a revolution-speed-indicative-data N, the torque command value is derived according to the set output torque characteristics of Fig. 3. It should be appreciated that, though the embodiment shown employs the throttle-valve-open-angle data ϑ i as an engine load indicative data, an intake air vacuum pressure can be utilized. Fig. 2 is a flowchart showing the process of operation to be performed by the engine characteristics generator 9 for simulating a transmission-gear-ratio-shifting-transition. At a step 1001, steady-state-engine-driving-condition-indicative-parameter-data are output representing an engine speed N₁ and a throttle-valve-open-angle ϑ₁ respectively. Based on these steady-state-engine-driving-condition-indicative-parameter-data, the torque command T i is output from the control unit 6 for controlling a low inertia power plant 1. Therefore, the low inertia power plant 1 is driven at a steady state in a condition defined by the engine-speed-indicative-parameter-data N₁ and the throttle-valve-open-angle-indicative-parameter-data ϑ₁. While the low inertia power plant 1 is driven at the steady state, the engine characteristics generator 9 monitors the variation of the output revolution speed N₁ of the low inertia power plant. The engine characteristics generator 9 thus checks whether the variation of the output revolution speed of the low inertia power plant 1 becomes greater than a predetermined speed ratio shifting transition criterion ±ΔN at a step 1002. If the output revolution speed variation becomes greater than or equal to ±ΔN, it is adjudged that the engine is in the shifting transition state. Until the engine shifting transition state is detected at the step 1002, the steady-state-engine-driving-condition-indicative-parameter-data N₁ and ϑ₁ are maintained constant for driving the low inertia power plant 1 in the steady state. On the other hand, if the engine-shifting-transition-state is detected at the step 1002, the engine characteristics generator 9 outputs a modified torque command T i ′ which is derived by adding or subtracting a predetermined torque variation value ΔT, which may be set with respect to the actual engine speed variation characteristics in relation to the automatic power transmission to be tested, the magnitude of values of the engine-speed-indicative-parameter-data N₁ and the throttle-valve-open-angle-indicative-parameter-data ϑ i , the instantaneous timing in the shifting transition period, and the transmission speed ratios to be shifted to or from the the steady state torque command value T i , at a step 1003. Namely, when the variation of the output revolution speed is caused to decrease the revolution speed which represents a shifting up of the transmission speed ratio, the predetermined torque variation value ΔT is subtracted from the steady state torque command value T i . On the other hand, when the output revolution speed is increased beyond the speed-ratio-shifting-transition-criterion to represent a shifting down of the transmission speed ratio, the predetermined torque variation value ΔT is added to the steady state torque command value T i . After modifying the torque command to T i ′ at the step 1003, the input speed which corresponds to the output revolution speed N₁ and an output speed N₂ of the automatic power transmission 3 and G representative of the selected speed ratio range are cyclically or periodically read out, at a step 1004. At the step 1004, a current speed ratio range of the automatic power transmission 3 is also read out periodically. Based on these data which have been read, the input/output speed ratio R is arithmetically calculated at a step 1005 based on the following equation: R = N₂ x G N₁ Thereafter, the input/output speed ratio R is compared with a predetermined input/output speed ratio criterion R c at a step 1006. When, the input/output speed ratio R is smaller than the input/output speed ratio criterion R c , it is adjudged that the shifting of the transmission speed ratio is not yet complete. In such cases, the process, at the steps 1003 to 1006 is repeated. On the other hand, when the input/output speed ratio R becomes greater than or equal to the input/output speed ratio criterion R c , then a judgement can be made that the shifting of the transmission speed ratio is complete. When completion of the transmission speed ratio is detected at the step 1006, a check is made as to whether the driving of the low inertia power plant 1 has been terminated, at a step 1007. If not, the process returns to the step 1001 to drive the low inertia power plant at the steady state. As can be appreciated, according to the embodiment of the process shown, engine characteristics at the automatic power transmission speed ratio shifting transition can be successfully simulated. Fig. 3 is a flowchart of the second preferred process for simulating the engine transition characteristics. The embodiment shown features detection of transmission-speed-ratio-shifting start timing and end timing based on the external signal conditions. Therefore, at a step 1101, a steady-state-engine-driving-condition-indicative-parameter-data respectively representing an engine speed N₁ and a throttle valve open angle ϑ₁, are output. Based on these steady-state-engine-driving-condition-indicative-parameter-data, the torque command T i is output from the control unit 6 for controlling a low inertia power plant 1. Therefore, the low inertia power plant 1 is driven at a steady state in a condition defined by the engine-speed-indicative-parameter-data N₁ and the throttle-valve-open-angle-indicative-parameter-data ϑ₁. While the low inertia power plant 1 is driven at the steady state, signal states of one or more external signals, such as a shifting command for automatic power transmission from the control unit 7 or so forth, are checked at a step 1102. Until the signal state of the external signal indicates the transmission-speed-ratio-shifting-transition-state, steps 1101 and 1102 are repeated to maintain driving of the low inertia power plant 1 at a steady state. When the signal state varies, a transmission-speed-ratio-shift-transition-state is detected at the step 1102, then a check is performed at a step 1103 as to whether a transmission-speed-ratio-shifting is actually initiated or not. Monitoring an actual shift start timing may be done by monitoring variation of the output speed N₁ of the low inertia power plant 1 as discussed in the former preferred process in Fig. 2. Otherwise, initiation of transmission-speed-ratio-shifting may be detected by monitoring a variation of a transmission-operational-range-indicative-signal. While initiating an actual initiation of the transmission-speed-ratio-shifting, the process of the steps 1101 to 1103 are repeated. On the other hand, though the foregoing discussion monitors actual operation of the automatic power transmission to detect initiation of transmission-speed-ratio-shifting, it may also be possible to simply give a predetermined delay time corresponding to lag timing of actual initiation of a transmission speed ratio shifting to make a judgment that transmission-speed-ratio-shifting is initiated upon expiry of the predetermined delay time. When initiation of transmission-speed-ratio-shifting is detected at the step 1103, the engine characteristics generator 9 outputs a modified torque command T i ′ which is derived by adding or subtracting a predetermined torque variation value ΔT, which may be set with respect to the actual engine speed variation characteristics in relation to the automatic power transmission to be tested, the magnitude of values of the engine-speed-indicative-parameter-data N₁ and the throttle-valve-open-angle-indicative-parameter-data ϑ i , instantaneous timing in the shifting transition period, and the transmission speed ratios to be shifted, to or from the the steady state torque command value T i , at a step 1104. Namely, when the variation of the output revolution speed is caused to decrease the revolution speed which represents shifting up of the transmission speed ratio, the predetermined torque variation value ΔT is subtracted from the steady state torque command value T i . On the other hand, when the output revolution speed is increased beyond the speed ratio shifting transition criterion to represent a shifting down of the transmission speed ratio, the predetermined torque variation value ΔT is added to the steady state torque command value T i . Upon starting of the output of the modified torque command T i ′ at the step 1103, an elapsed time is started to be measured. Measurement of the elapsed time is continued until the measured elapsed time reaches a predetermined transmission-speed-ratio-shifting-period. Therefore, at a step 1105, the measured elapsed time is compared with a predetermined shifting-transition-period-criterion. Therefore, until the measured elapsed time becomes greater than or equal to the predetermined shifting-transition-period-criterion as checked at the step 1104, the process at the step 1104 is repeated. When the measured elapsed time reaches the shifting-transition-period-criterion, a check is performed at a step 1106 whether driving of the low inertia power plant 1 is terminated or not. If driving of the inertia power plant 1 is terminated, the process goes to END and otherwise return to the step 1101 to drive the low inertia power plant in a steady state. With this process, equivalent advantages of precise simulation of engine transition characteristics can be achieved. Fig. 4 shows the third preferred process of the engine characteristics simulation to be performed in the preferred embodiment of the engine characteristics generator according to the invention. In the process shown, features are shown for the detection of a transmission-speed-ratio-shifting-transition on the basis of a combination of the inputs for the engine characteristics generator 9. At the initial step 1201, steady-state-engine-driving-condition-indicative-parameter-data are output representing an engine speed N₁ and a throttle valve open angle ϑ₁ respectively. Based on these steady-state-engine-driving-condition-indicative-parameter-data, the torque command T i is output from the control unit 6 for controlling low inertia power plant 1. Therefore, the low inertia power plant 1 is driven at a steady state in a condition defined by the engine speed indicative parameter data N₁ and the throttle valve open angle indicative parameter data ϑ₁. Subsequently, at a step 1202, input signals N₁ representative of the input revolution speed of the automatic power transmission, input signals N₂ representative of the output revolution speed of the automatic power transmission, and input signals G representative of the selected speed ratio range, are read output. At the step 1202, the check is performed whether a combination of inputs for the engine characteristics generator 9 satisfies a predetermined transmission-speed-ratio-shifting-condition. While the combination of the inputs does not satisfy the predetermined transmission-speed-ratio-shifting-condition, the low inertia power plant 1 is driven at the steady state as controlled through the steps of 1201 and 1202. On the other hand, when the predetermined transmission-speed-ratio-shifting-condition is satisfied as checked at the step 1202, the engine characteristics generator 9 outputs a modified torque command T i ′ which is derived by adding or subtracting a predetermined torque variation value ΔT, which may be set with respect to the actual engine speed variation characteristics in relation to the automatic power transmission to be tested, the magnitude of values of the engine-speed-indicative-parameter-data N₁ and the throttle-valve-open-angle-indicative-parameter-data ϑ i , the instantaneous timing in the shifting transition period, and the transmission speed ratios to be shifted, to or from the the steady state torque command value T i , at a step 1104. Namely, when the variation of the output revolution speed is caused to decrease the revolution speed which represents shifting up of the transmission speed ratio, the predetermined torque variation value ΔT is subtracted from the steady state torque command value T i , at a step 1203. On the other hand, when the output revolution speed is increased beyond the speed-ratio-shifting-transition-criterion to represent shifting down of the transmission speed ratio, the predetermined torque variation value ΔT is added to the steady state torque command value T i . In a similar manner to that set forth above, the engine characteristics generator 9 checks whether a transmission speed ratio shifting period has ended by checking whether the combination of the inputs thereof satisfies a predetermined transmission-speed-ratio-shifting-terminating-condition, at a step 1204. Until the transmission-speed-ratio-shifting-terminating-condition is satisfied, the process at step 1203 is repeatedly or cyclically performed. When satisfaction of the terminating condition is detected, a check is performed as to whether the drive of the low inertia power plant 1 is terminated or not, at a step 1205. If YES, the process goes to END, and otherwise is returned to the step 1201 to drive the low inertia power plant at the steady state. Fig. 5 shows the fourth preferred process to be executed by the engine characteristics generator in the preferred embodiment of the engine characteristics simulation system, according to the invention. The embodiment shown is directed to simulating a transition between an idle-up active state and an idle-up inactive state. In the embodiment shown, steady-state-engine-driving-parameter-indicative-data are set at a step 2001. As can be seen in the embodiment shown, variation characteristics of the torque command are set in terms of the revolution speed of the low inertial power plant 1 and the throttle valve open angle ϑ₀ to ϑ n as shown in Fig. 6. Then, a predetermined idle-up condition is set and a lag time T₂ from satisfaction of the idle-up condition to actual increasing of the revolution speed is set, at a step 2002. For instance, in the actual automotive engine, idle-up becomes active in response to a transmission operational range selector operation from the P (parking) range or the N (neutral) range to forward or reverse driving range, e.g. D (drive=automatic shifting), turning ON of an air conditioner, a lower battery voltage and so forth. Therefore, the predetermined idle-up condition is set to simulate one or more of the idle-up conditions. On the other hand, the lag time T₂ may be set in view of the lag time of an initiation of an idle-up state operation from satisfaction of the idle-up condition. Then, the steady-state-engine-output-torque-variation-characteristic Q₀′ at the idle-up active state is set at a step 2003. Thereafter, torque control is performed by producing the torque control command on the basis of the steady-state-engine-driving-parameter-indicative-data, at a step 2004. At a step 2005, a check is performed as to whether driving of the low inertia power plant 1 is terminated or not. If YES, the process goes to END. On the other hand, if the low inertia power plant 1 continues driving, a check is performed as to whether the set idle-up condition is satisfied or not, at a step 2006. If satisfaction of the idle-up condition is detected as checked at the step 2006, the throttle-valve-open-angle-indicative-data is checked to ascertain whether it represents ϑ₀, at a step 2007. If so, the throttle-valve-open-angle-indicative-data is switched to ϑ₀′ at a step 2008. At this time, a delay time corresponding to the lag time T₂ set at the step 2002 can be provided for simulating the time lag of effecting of idle-up in the actual engine. On the other hand, when the idle-up condition is not satisfied as checked at the step 2006, the throttle-valve-open-angle-indicative-data is checked to determine whether it represents the modified throttle valve open angle ϑ₀ at a step 2009. If the throttle-valve-open-angle-indicative-data is ϑ₀′ as checked at the step 2009, the value is switched from ϑ₀′ 0′ to ϑ₀, at a step 2010. As can be appreciated, a condition satisfying the preset idle-up condition may be supplied as a simulation signal provided as an external signal. Fig. 7 shows the fifth preferred process to be executed by the preferred embodiment of the engine operation simulating system according to the present invention. The embodiment shown is designed for simulating an engine accelerating and decelerating transition state in response to variation of the throttle-valve-open-angle. It should be appreciated that though the embodiment shown does not illustrate this in a positive fashion, the step 1001 in the first preferred process is performed in the normal state for driving the low inertia power plant 1 in the steady state. For controlled steady state driving of the low inertia power plant 1, constant values of the engine-speed-indicative-data N₁ and the throttle-valve-open-angle-indicative-signal ϑ are provided. In order to simulate the engine acceleration and deceleration transition state, throttle-valve-open-angle-indicative-data varying the value from an initial value ϑ₁ to a modified value ϑ₂ is entered at a step 3001. Then, a predetermined lag time which corresponds to an actual lag in accelerating and decelerating an engine in response to a throttle-valve-open-angle-variation, is given at a step 3002. In practice, the lag time may be set for a period derived experimentally or structurally in view of a mechanical lag in the linkage system and so forth. After expiry of the preset lag time, the engine-speed-indicative-data N₁ and an automatic-power-transmission-selector-range-indicative-data are read out at a step 3003. Based on the data read, the current transmission speed ratio is discriminated at a step 3004. Thereafter, torque variation transition characteristics are derived by way of a map look-up in terms of the engine-speed-indicative-data N₁, the selector range, the transmission speed ratio, the initial and modified throttle-valve-open-angle-data ϑ₁ and ϑ₂, at a step 3005. In practice, one of a plurality of transition characteristics is selected. Then, based on the selected transition characteristics, transition-response-indicative-data corresponding to the modified throttle-valve-open-angle-data ϑ₂ is derived at a step 3006. After the step 3006, a timer for measuring the elapsed time is started at a step 3007. The measured elapsed time is utilized for arithmetic operation for deriving a torque command value. Then, at a step 3008, torque command values T₁₁ and T₁₂ at the current driving condition are defined by the throttle-valve-open-angle-data ϑ₁ (N₁) and ϑ₂ (N₁). Then, at a step 3009, a torque ratio data k n is read out. The torque ratio data defines torque variation transition characteristics defining a ratio of torque variation at the instantaneous timing during the torque variation transition period, as shown in Fig. 8. Namely, as can be seen from Fig. 8, torque variation rate k n varies k₁, k₂, k₃ .... depending upon the elapsed time. In Fig. 8, t max represents the predetermined torque variation terminating timing. The torque variation characteristics are so set as to become k max (100%) at t max . Utilizing the torque variation ratio k n at the instantaneous timing, an instantaneous torque command value T n is derived from the following equation, at a step 3010: T n = T₁₁ ± (T₁₂ - T₁₁) · k n 100 Then, at a step 3011, the torque command having the value T n is output. Thereafter, a timer value n is compared with a timer criterion n max which defines the maximum torque-variation-transition-period t max in Fig. 8, at a step 3012. When the timer value n is smaller than the timer criterion n max as checked at the step 3012, it is adjudged that the current status is still within the torque variation transition state. In such cases, the process returns to the step 3008 to repeat the operation for periodically deriving the torque command value T n . On the other hand, when the timer value n becomes greater than or equal to the timer criterion n max , it can be adjudged that the torque variation transition period is over. In such cases the process goes to a step 3013 to return to the steady state control. As can be appreciated, the torque variation transition characteristics can be set in terms of the input parameters at the step 3005, and precise simulation of engine acceleration and deceleration transition can be made. Namely, as can be seen from Fig. 9, output torque variation as illustrated by line E which substantially corresponds to the output torque variation in the actual automotive engine during engine accelerating transition can be simulated. Fig. 10 shows a process in the sixth preferred process of engine characteristics simulation to be performed by the preferred embodiment of the engine operating characteristics simulation system according to the invention for simulating an automotive internal combustion engine with a dashpot. At a step 4001, steady state torque command is derived on the basis of the steady state input data, i.e. engine-speed-indicative-data N₁ and the throttle-valve-open-angle-data ϑ, and to output the torque command for driving the low inertia power plant in a steady state. Thereafter, an initial throttle-valve-open-angle-data ϑ₁ and a modified throttle-valve-open-angle-data ϑ₂ are input at a step 4002. Then, at a step 4003, a check is performed as to whether the initial throttle-valve-open-angle-data ϑ₁ is greater than the modified throttle-valve-open-angle-data ϑ₂, as to whether the initial throttle-valve-open-angle-data ϑ₁ is greater than or equal to 0%, and as to whether the modified throttle-valve-open-angle-data ϑ₂ is greater than or equal to 0%. As can be appreciated, the process shown is intended to simulate an engine transition state during an engine deceleration period in response to a reduction of the open angle of the throttle valves from ϑ₁ to ϑ₂. If an AND condition of the aforementioned three conditions is not established, the process directly goes to END. On the other hand, when an AND condition is established as checked at the step 4003, a check is performed as to whether the initial throttle-valve-open-angle-data represents 0% of the throttle-valve-open-angle, at a step 4004. If so, the process also goes to END. On the other hand, if the initial throttle-valve-open-angle ϑ₁ as checked at the step 4004 is greater than 0%, a check is performed as to whether the modified throttle-valve-open-angle-data ϑ₂ is greater than zero at a step 4005. When the modified throttle-valve-open-angle-data ϑ₂ as checked at the step 4005 is greater than 0%, the engine driving condition indicative parameters N₁, ϑ₁ and ϑ₂ are read out at a step 4006 as engine operating condition simulating data. Furthermore, at the step 4006, an engine deceleration transition characteristic is read out in terms of the engine driving condition indicative parameters. The characteristics thus derived at the step 4006 corresponds to the output torque variation characteristics as illustrated by line E in Fig. 12. The engine deceleration characteristics may be set in terms of the initial output speed, the initial and modified throttle-valve-open-angles and so forth to define variation of the output torque from the initial output torque corresponding to the initial throttle-valve-open-angle ϑ₁ to the modified torque corresponding to the modified throttle-valve-open-angle ϑ₂. The engine deceleration transition characteristic includes torque variation ratios at a respective timing in the engine deceleration transition period. Such a torque variation ratio employed in the preferred process shown corresponds to the variation of ratio k n in the former process of Fig. 7. Utilizing the engine deceleration transition characteristics derived at the step 4006, output torque reduction (reversal) transition control is performed at a step 4007 to decrease the output torque toward the output torque at the throttle-valve-open-angle ϑ₂. Then, a check is performed to ascertain whether the deceleration transition period is over or not at a step 4008. If the answer is negative, the process of the steps 4006, 4007 and 4008 are periodically performed until the answer at the step 4008 becomes positive. When the answer at the step 4008 becomes positive, and thus a judgement can be made that the deceleration transition state has ended, then steady state control is performed at a step 4009. On the other hand, when the modified throttle-valve-open-angle-data ϑ₂ as checked at the step 4005 is equal to 0%, a check is performed to ascertain whether the dashpot is active or not at a step 4010. If the dashpot is active, an output torque modified according to a predetermined dashpot characteristic as illustrated in Fig. 11 is output at a step 4011. As can be seen, the dashpot characteristic is provided as a data train simulating characteristic of the dashpot. In the dashpot the characteristics employed in the embodiment shown vary the throttle-valve-open-angle from the initial throttle-valve-open-angle to a given open-angle ϑ₂′ in stepwise fashion and subsequently decrease the throttle-valve-open-angle to the minimum open angle ϑ₀ in a period T D . After the throttle-open-angle becomes the minimum open-angle ϑ₀ by repeating the process at the steps 4011 and 4012, the process returns to the steady state control at the step 4009. On the other hand, if the dashpot as checked at the step 4010 is not active, the modified throttle-valve-open-angle ϑ₂, the input/output speeds N₁ and N₂ at the input and output of the automatic power transmission are read out at a step 4010′. Then, a check is performed to ascertain whether the modified throttle-open-angle ϑ₂ is greater than the minimum open-angle ϑ₀, the input speed N₁ is greater than or equal to a predetermined fuel-cut-speed-criterion n₁, and the output speed N₂ is greater than or equal to a predetermined fuel-cut-speed-criterion n₂, at a step 4013. If an AND condition set in the step 4013 is not established, a judgement can be made that a fuel cut-off condition is not satisfied. Therefore, the process returns to the steady state control at the step 4009. On the other hand, when an AND condition as checked at the step 4013 is established, a fuel cut-off state is simulated at a step 4014. Simulation of a fuel cut-off state is performed utilizing the output torque variation characteristics ϑ₀′ in Fig. 12. Then, at steps [E]4015 and 4016, a fuel resume condition is checked. In the process shown, the fuel resuming condition is detected on the basis of the throttle-valve-open-angle-criterion ϑ₀′ and the input speed criterion n₁ of the automatic power transmission. A fuel resume condition may also be simulated by providing an external fuel resumption command. Therefore, at the step 4015, the fuel resuming criteria are read out, or external fuel resumption command is read. Then, at the step 4016, a check is performed to ascertain whether fuel the resuming condition is satisfied. Namely, fuel resumption is determined when the modified throttle-open-angle ϑ₂ is equal to the throttle-valve-open-angle-criterion ϑ₀′ and the input speed N₁ is smaller than or equal to the input speed criterion n₁, or the fuel resumption command as the external signal is present, as checked at the step 4016. If fuel resumption is decided upon at the step 4016, the process goes to step 4009 to perform steady state control. Otherwise, the process returns to step 4014 to continue simulation of the fuel cut-off state. As can be appreciated, with the process shown, engine deceleration transition in various modes can be precisely simulated. While the present invention has been discussed hereabove in terms of the preferred embodiment of the invention, the invention should be appreciated not to be restricted to the embodiment shown. The invention can be embodied in various fashion. Therefore, the invention should be interpreted to include all possible embodiments and modifications which can be embodiments without departing from the principle of the invention set out in the appended claims.

Claims: A bench testing apparatus for a vehicular component which, in use, is normally driven by an output of an internal combustion engine of an automotive vehicle, characterised in that said bench testing apparatus comprises: a power plant (1) which has relatively high inertia, and means for compensating high inertia so as to achieve the low inertia equivalent to the automotive internal combustion engine, wherein, in use, said power plant is drivingly connected to said vehicular component (3) to be tested for supplying a driving torque (T₁); an engine characteristic generator (9) for receiving predetermined engine operation parameter simulated data from said power plant for deriving a control signal commanding output torque of said power plant according to predetermined engine output torque variation characteristics which are set in terms of said engine operation parameter simulated data; and means (5, 6, 7, 8), cooperative with said engine characteristic generator and responsive to a torque variation command demanding said output torque from a first value to a second value, for setting the predetermined torque variation characteristics and for varying said control signal value according to an elapsed time so that output torque (N₂) is varied from said first value to said second value within a predetermined torque variation transition period. A bench testing apparatus as set forth in claim 1, wherein said torque variation characteristics are variable depending upon simulated engine driving conditions as defined by said predetermined engine operation parameter. A bench testing apparatus as set forth in claim 1, wherein said torque-variation-characteristics-setting-means sets the torque variation characteristics thereby simulating a transition upon shifting of an automotive power transmission. A bench testing apparatus as set forth in claim 3, wherein said torque-variation-characteristics-setting-means is active in response to initiation of gear range shifting of the automotive power transmission. A bench testing apparatus as set forth in claim 4 wherein said torque-variation-characteristics-setting-means detects a gear range shifting of the automotive power transmission based on variation of the ratio of input/output revolution speed at the transmission. A bench testing apparatus as set forth in claim 4, wherein said torque-variation-characteristics-setting-means detects satisfaction of a predetermined shift condition of the automotive power transmission and becomes active upon expiry of a given first period after detection of satisfaction of said shift condition and becomes inactive after expiry of a given second period after detection of satisfaction of said shift condition. A bench testing apparatus as set forth in claim 1, wherein said torque-variation-characteristics-setting-means varies torque variation characteristics depending upon active state and inactive state of idle-up. A bench testing apparatus as set forth in claim 7, wherein said torque-variation-characteristics-setting-means detects satisfaction of a predetermined idle-up condition to switch torque variation characteristics from a first characteristics for idle-up inactive state to a second characteristics for idle-up active state. A bench testing apparatus as set forth in claim 1, wherein said torque-variation-characteristics-setting-means is responsive to an acceleration and deceleration demand simulated data for setting torque variation characteristics for simulating torque variation during engine accelerating and decelerating transition.

Inventors: GOTO TAKASHI, MARUKI TOSHIMITSU, MIZUSHINA FUMIO, NAGANUMA YUKIO, SANO KAORU, GOTO, TAKASHI, MARUKI, TOSHIMITSU, MIZUSHINA, FUMIO, NAGANUMA, YUKIO, SANO, KAORU
Applicants: MEIDENSHA ELECTRIC MFG CO LTD, MEIDENSHA KABUSHIKI KAISHA
Application year: 1990
Main classification: G01M13
IPC codes: G01M13