A performance testing system including an engine, a starter under test that is configured to start the engine, and a motor configured to generate power transferred to the engine to run the engine after the engine is started by the starter.

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.

The present invention provides a more accurate device and method for measuring automobile horsepower, specifically the internal combustion engine, ICE horsepower at the crankshaft, or the electric motor(s') horsepower, or the combined ICE and electric motor(s') horsepower. It applies to automobiles that do not incorporate, or can disengage, regenerative braking, RGB. The proposed device and method measures horsepower in real road test conditions, through the utilization of an accelerometer that performs measurements of the automobile velocity, acceleration and deceleration, whereas the method provided may be also applied to chassis dynamometers, resulting into a more accurate horsepower measurement by such dynamometers.

An engine testing system has a control box having a plurality of internal components such as switches for starting and stopping the engine, a switch to enable or disable the fuel injectors, a voltage meter, circuit breakers and fuses that supply power to auxiliary circuits, and the like. The testing system further has two large spring-loaded clamps, which are attached to heavy gauge cables, which allow for the connection of a battery.

An ion current detection circuit is for detecting an ion current flowing through a spark plug for an internal combustion engine. A detection terminal is to be electrically connected to the spark plug. A reference potential is to be supplied to a reference terminal. At least one protection diode is provided between the detection terminal and the reference terminal. A current detection unit causes a detection current to flow between the detection terminal and the at least one protection diode. A current compensation unit causes a compensation current to flow between the detection terminal and the at least one protection diode.

The present invention provides a more accurate device and method for measuring automobile horsepower, specifically the internal combustion engine, ICE horsepower at the crankshaft, or the electric motor(s') horsepower, or the combined ICE and electric motor(s') horsepower. It applies to automobiles that do not incorporate, or can disengage, regenerative braking, RGB. The proposed device and method measures horsepower in real road test conditions, through the utilization of an accelerometer that performs measurements of the automobile velocity, acceleration and deceleration, whereas the method provided may be also applied to chassis dynamometers, resulting into a more accurate horsepower measurement by such dynamometers.

A test method includes deriving road grade information or wind load information from test schedule torque outputs generated by a dynamometer operatively arranged with a first vehicle, and controlling an accelerator pedal, an accelerator pedal signal, a fuel injector, a manifold pressure, a motor controller, or a throttle valve associated with the first or a second vehicle according to a speed schedule such that the dynamometer, or another dynamometer, programmed with the road grade information or wind load information and operatively arranged with the first or second vehicle applies a load to the first or second vehicle that reflects the road grade information or wind load information.

A performance testing system including an engine, a starter under test that is configured to start the engine, and a motor configured to generate power transferred to the engine to run the engine after the engine is started by the starter.

A control unit controls a combustion state of an internal combustion engine in accordance with a drive torque requested by a driver. The control unit performs a switching control to switch at least a combustion state between lean-burn combustion and stoichiometric combustion. A monitor unit performs torque monitoring to determine abnormality of a request torque, which is requested to the internal combustion engine, and a generated torque of the internal combustion engine based on the request torque and an estimation torque, which is an estimation value of an actual torque of the internal combustion engine. A combustion state determining unit determines whether the combustion state in the control unit is the lean-burn combustion or the stoichiometric combustion. A computing unit computes the estimation torque in accordance with the combustion state determined by the combustion state determining unit.

An engine torque estimating system includes: an engine; a crank angle sensor installed for a crankshaft of an engine; an acquiring circuit for acquiring, from the crank angle sensor, a chronological waveform in which amplitude changes based on a rotational speed of the crankshaft; a generating circuit for generating input data to a mathematical model based on information of the amplitude of the chronological waveform; a calculating circuit for calculating an estimated value of engine torque by giving the generated input data to the mathematical model; and a control circuit for controlling the engine based on the estimated value of engine torque.