Provided is a dynamometer system dynamo control device that can accurately reproduce a no-load state. The dynamo control device includes controllers that are designed, using a H-infinity control or a μ-design method, such that, for a generalized plant that outputs observation output and a controlled variable from external input and from control input, the response from the input until the variable is shortened. The generalized plant includes a dynamic characteristics model wherein the characteristics of a dynamometer system are identified such that the angular acceleration is output from the external input and the control input. The controlled variable is the difference between the angular acceleration calculated for an engine alone on the basis of the external input and the angular acceleration calculated by the dynamic characteristics model.

Methods and devices for estimating a residual torque between the braked (e.g., brake disk or drum) and braking elements (e.g., support plate or friction block) of a vehicle based on acquired and reference temperatures, where the reference temperature can be calculated using an N-dimensional calculation model with an N-dimensional vector of input variables, and where said N-dimensional calculation model can be an analytical or experimental characterization of the thermal behavior of the brake.

Methods and devices for estimating a residual torque between the braked (e.g., brake disk or drum) and braking elements (e.g., support plate or friction block) of a vehicle based on acquired and reference temperatures, where the reference temperature can be calculated using an N-dimensional calculation model with an N-dimensional vector of input variables, and where said N-dimensional calculation model can be an analytical or experimental characterization of the thermal behavior of the brake.

The purpose of the present invention is to provide a device for controlling a dynamometer of a test system, wherein the device is capable of controlling shaft torque to a prescribed target torque while minimizing low-frequency-range resonance caused by viscous drag of a test piece. This test system is provided with a dynamometer joined to an engine via a coupling shaft, an inverter for supplying electric power to the dynamometer, a shaft torque meter for detecting the shaft torque produced in the coupling shaft, and a dynamometer-controlling device 6 for generating a torque-current command signal T2 that is sent to the inverter and is generated on the basis of a shaft torque detection signal T12 from the shaft torque meter. The dynamometer-controlling device 6 is provided with an integrator 62 for integrating the difference between the shaft torque detection signal 12 and a shaft torque command signal T12ref, and a phase lead compensator 63 for accepting an output signal from the integrator 62 as an input and performing a phase lead compensation process that uses constants (a1, b1) that are dependent on the viscous drag of the test piece. An output signal from the phase lead compensator 63 is used to generate the torque-current command signal T2.

In order to improve the identification of system parameters of a test setup of a test bench, in particular in terms of the quality of the identification, there is provision for the test setup (PA) to be dynamically excited on the test bench (1) by virtue of a dynamic input signal (u(t)) being applied to the test setup (PA) and, in the process, measured values (MW) of the input signal (u(t)) of the test setup (PA) and of a resultant output signal (y(t)) of the test setup (PA) being recorded, a frequency response (G(.sub.k)) of the dynamic response of the test setup (PA) between the output signal (y(t)) and the input signal (u(t)) being determined from the recorded input signal (u(t)) and output signal (y(t)) using a nonparametric identification method, a model structure of a parametric model that maps the input signal (u(t)) onto the output signal (y(t)) being derived from the frequency response (G(.sub.k)), the model structure and a parametric identification method being used to determine at least one system parameter (SP) of the test setup (PA), and the at least one identified system parameter (SP) being used to perform the test run.

In order to improve the identification of system parameters of a test setup of a test bench, in particular in terms of the quality of the identification, there is provision for the test setup (PA) to be dynamically excited on the test bench (1) by virtue of a dynamic input signal (u(t)) being applied to the test setup (PA) and, in the process, measured values (MW) of the input signal (u(t)) of the test setup (PA) and of a resultant output signal (y(t)) of the test setup (PA) being recorded, a frequency response (G(.sub.k)) of the dynamic response of the test setup (PA) between the output signal (y(t)) and the input signal (u(t)) being determined from the recorded input signal (u(t)) and output signal (y(t)) using a nonparametric identification method, a model structure of a parametric model that maps the input signal (u(t)) onto the output signal (y(t)) being derived from the frequency response (G(.sub.k)), the model structure and a parametric identification method being used to determine at least one system parameter (SP) of the test setup (PA), and the at least one identified system parameter (SP) being used to perform the test run.

An engine testing system comprises a rotary absorber that provides a variable resistance to an engine under test and heats coolant from a cold reservoir. A hot reservoir coupled to rotary absorber stores the heated coolant for later (or concurrent) use. Moreover, an organic Rankine cycle turbine-generator device is coupled to the hot reservoir, which converts heat from heated coolant into electrical power. A conditioning system is coupled to the organic Rankine cycle turbine-generator device that cools the coolant for storage in the cold reservoir. The available captured waste energy may be augmented with waste energy that is also available during engine testing. The additional waste energy may be in the form of exhaust gases, thrust, heat from engine coolant systems, residual engine heat, radiant or convective waste heat, friction etc. Variations of the above system may replace the primary energy re-capture from other than a rotary absorber.

An engine testing system comprises a rotary absorber that provides a variable resistance to an engine under test and heats coolant from a cold reservoir. A hot reservoir coupled to rotary absorber stores the heated coolant for later (or concurrent) use. Moreover, an organic Rankine cycle turbine-generator device is coupled to the hot reservoir, which converts heat from heated coolant into electrical power. A conditioning system is coupled to the organic Rankine cycle turbine-generator device that cools the coolant for storage in the cold reservoir. The available captured waste energy may be augmented with waste energy that is also available during engine testing. The additional waste energy may be in the form of exhaust gases, thrust, heat from engine coolant systems, residual engine heat, radiant or convective waste heat, friction etc. Variations of the above system may replace the primary energy re-capture from other than a rotary absorber.

A method for determining a driver's manual torque at a steering wheel of a vehicle which includes sensing a steering angle speed by a steering angle sensor, sensing a steering torque by a steering torque sensor at a steering column connected to the steering wheel, estimating a driver's manual torque applied by a driver at the steering wheel based on the sensed steering angle speed and the sensed steering torque by a Kalman filter by a controller, wherein during the estimation of the driver's manual torque a frictional torque is considered, and the frictional torque is estimated based on the steering torque which is sensed by the steering torque sensor, wherein the estimated frictional torque is taken into account as an interference factor during the estimation of the driver's manual torque in the Kalman filter. Also disclosed is an associated device.

A method for determining a driver's manual torque at a steering wheel of a vehicle which includes sensing a steering angle speed by a steering angle sensor, sensing a steering torque by a steering torque sensor at a steering column connected to the steering wheel, estimating a driver's manual torque applied by a driver at the steering wheel based on the sensed steering angle speed and the sensed steering torque by a Kalman filter by a controller, wherein during the estimation of the driver's manual torque a frictional torque is considered, and the frictional torque is estimated based on the steering torque which is sensed by the steering torque sensor, wherein the estimated frictional torque is taken into account as an interference factor during the estimation of the driver's manual torque in the Kalman filter. Also disclosed is an associated device.