An outboard motor assembly test bench and a control method thereof

Abstract

This invention provides an outboard motor assembly test bench and its control method, comprising a support frame, a water tank, a coupling system, a bearing housing, a first coupling, a torque meter, a dynamometer, and a control unit, all mounted on a laboratory floor. The test bench and its control method of this invention propose a reliable and practical dynamometer control strategy for outboard motor assembly test benches, requiring low computing power from the controller and meeting the needs of general real-time systems. It solves the problem of motor or gearbox damage caused by inertia mismatch when small-power outboard motors are used in high-inertia dynamometer systems; it is suitable for automatic performance verification of outboard motor assemblies, enhances the functionality of general-purpose laboratories, and avoids the stalling problem of high-inertia test systems verifying small-power outboard motors using constant load mode; it meets the evaluation requirements for outboard motor assembly performance testing in general-purpose laboratories with high-power configurations, reduces laboratory investment costs, and improves laboratory utilization.

Description

TECHNICAL FIELD

[0001] The application belongs to the field of outboard motor testing, and particularly relates to an outboard motor assembly test bench and a control method thereof. BACKGROUND

[0002] The fast boat has the advantages of light weight and high speed, and is currently a main water light transport tool in the military and civilian markets. Since the outboard motor has the characteristics of fast installation and combinable use, it becomes a main power type of the fast boat. Users can combine different numbers of outboard motors to meet the use requirements according to the matching speed and transport load of the boat power demand. At present, the diesel-powered outboard motor assembly is designed with multiple power gears in the power range of 35kW-250kW. In order to meet the performance verification of multiple power ranges in research and development, the test bench is generally configured to cover the maximum power range, and at the same time, the transient test requirements such as economy and emission are often met by using an electric dynamometer. This results in a large inertia of the dynamometer itself. When the small-power outboard motor assembly is used in a large inertia system, the secondary driving of the outboard motor gearbox by the dynamometer directly causes damage to the transmission parts of the gearbox. When the outboard motor is directly driven by the starting motor, the overload of the motor driving force causes damage to the motor parts. In addition, the load characteristics of the outboard motor are the characteristics of the propeller propulsion, and the driving capacity increases with the increase of the speed. When the controller verifies the performance of the outboard motor in the constant torque mode, the overloading fluctuation caused by the inertia makes the outboard motor unable to maintain the minimum working speed, so that the "pressure extinction" often occurs, which brings hidden dangers to the operation safety of the outboard motor in verification.

[0003] In order to meet the adaptation of the high-power outboard motor dynamometer system to the multi-power outboard motor, and at the same time, to meet the effective verification of the economy and emission transient performance, and to effectively avoid the application deficiency of the large inertia characteristics of the electric dynamometer to the starting and constant load control of the outboard motor, the control strategy is used to compensate the adaptability of the electric dynamometer with large power configuration in the performance verification of the outboard motor. In the starting process, the outboard motor assembly is directly started and enters the clutch matching speed after the warm-up. The electric dynamometer enters the driving mode and enters the corresponding speed of the outboard motor. The clutch access time is identified and determined through the control strategy, so that the outboard motor has the performance verification state of the test bench. In the constant load mode, according to the preset power parameters, the inertia parameters of the outboard motor and the electric dynamometer, a preset control ring is designed to reduce the load overshoot in the control process, meet the transient performance requirements of the diesel engine, avoid the "extinction" failure in the verification of the outboard motor assembly, and protect the general design test room of the outboard motor.

[0004] Due to the compensation effect of the motor power, the performance of the outboard motor assembly is verified by using the motor driving mode, and the verified indicators such as power performance, economy and emission of the outboard motor are affected to different degrees. Specifically, in the high acceleration process, the motor has a large performance compensation, and the verified economy and emission indicators are small. In the low acceleration process, the motor inertia hinders the power response, and the verified economy and emission indicators are large. When the load mode of the motor is switched, due to the power limitation of the small power section of the outboard motor, the stable speed cannot be maintained until the power is turned off. At present, the test room of each enterprise designs a small inertia dynamometer unit, and the small power outboard motor is mainly based on a hydraulic dynamometer, which limits the performance verification function and the test room does not have universality. SUMMARY

[0005] Therefore, the outboard motor assembly test bench is proposed to solve the problem that the existing outboard motor test bench requires high controller and the small power outboard motor is mainly based on a hydraulic dynamometer, which limits the performance verification function and the test room does not have universality.

[0006] To achieve the above purpose, the technical scheme of the present application is as follows:

[0007] An outboard motor assembly test bench, comprising a support, a water tank, a shaft coupling system, a bearing seat, a first coupling, a torque meter, a dynamometer and a control unit arranged on a laboratory foundation plate, respectively, the outboard motor assembly is fixedly installed on the support, and the outboard motor assembly is located inside the water tank, the output end of the outboard motor assembly is connected to the dynamometer in turn through the shaft coupling system, the bearing seat, the first coupling and the torque meter, and the dynamometer controller is connected to the controller unit in turn through the frequency converter controller.

[0008] Further, the shaft coupling system comprises a propeller spline adapter, a diaphragm coupling, an external adapter and a connecting shaft, the power output spline of the outboard motor assembly is connected to the bearing seat in turn through the propeller spline adapter, the diaphragm coupling, the external adapter, the connecting shaft and the bearing seat,

[0009] Further, the side wall of the water tank is provided with an axle hole, the connecting shaft is located in the axle hole, and a water seal is arranged in the axle hole.

[0010] Further, the outboard motor is provided with an engine speed sensor, a temperature sensor, a throttle actuator and a gear shifting mechanism, the engine speed sensor and the temperature sensor are signal connected to the control unit, the control unit is connected to the outboard motor throttle interface in turn through the dynamometer controller and the throttle actuator, and the control unit is connected to the outboard motor gear shifting interface in turn through the dynamometer controller and the gear shifting mechanism.

[0011] Further, the dynamometer is provided with a first speed sensor, and the first speed sensor and the torque meter are signal connected to the dynamometer controller.

[0012] Compared with the prior art, the outboard motor assembly test bench has the following beneficial effects: a reliable and practical power control strategy for the outboard motor assembly test bench is provided, the controller has low calculation power requirement, meets the general real-time system use, meets the evaluation of the performance test of the outboard motor assembly in multiple power ranges, reduces the laboratory investment cost, and improves the utilization rate of the laboratory.

[0013] Another object of the present application is to provide a starting control method of the outboard motor assembly test bench, so as to solve the problems of motor damage or outboard motor gearbox damage caused by inertia mismatch when the small-power outboard motor is applied in the large-inertia dynamometer system.

[0014] To achieve the above object, the technical scheme of the present application is as follows:

[0015] A starting control method of an outboard motor assembly test bench, in the state that the engine of the outboard motor does not bear a load, the engine is electrically started and enters a warm-up operating speed, when the temperature of the lubricating oil of the engine reaches a preset temperature, the temperature sensor signal is transmitted to the control unit, the control unit switches the frequency converter controller to active drive through the dynamometer controller, the dynamometer controller adjusts the speed setting requirement of the dynamometer controller through the constant speed ratio coefficient of the gearbox of the outboard motor, and the engine speed sensor and the first speed sensor signal are transmitted to the control unit, when the speed difference between the engine of the outboard motor and the dynamometer meets the set condition, the control unit indicates that the access state is available, and the operator controls the access command, when the operator needs the outboard motor to access the control unit, the access working logic is entered by selecting manual or automatic access mode;

[0016] Further, when the automatic access working logic is selected, the dynamometer controller drives the gear shifting mechanism to engage the gear of the outboard motor, and sends a command to switch the frequency converter controller to the absorption mode, the dynamometer controller is in the constant speed control mode, the dynamometer controller calculates the output shaft speed of the assembly according to the engine speed and assigns the speed setting value of the dynamometer controller, the dynamometer controller calculates the throttle position according to the inertia of the engine and the dynamometer and assigns the initial value, the dynamometer controller adjusts the throttle position until the engine speed returns to the state before adjustment, and the engine speed is monitored during the adjustment process, when the engine speed is lower than the preset value, the dynamometer controller controls the gear shifting mechanism to disengage the gear, the test bench central control system indicates that the performance test is not ready, and the dynamometer system is reset.

[0017] The initial value algorithm of the throttle position is as follows:

[0018]

[0019] In the formula, alpha is the throttle position, I T is the inertia of the electric dynamometer, I e is the inertia of the engine.

[0020] Further, when the manual access working logic is selected, the power test controller drives the gear execution mechanism to engage the outboard engine, issues an instruction to switch the frequency conversion controller to the absorption mode, and the power test controller is in the constant speed control mode. The power test controller calculates the output shaft speed of the assembly according to the engine speed and assigns the speed setting value of the power test controller. The throttle position is not automatically controlled, and the operator adjusts it according to the needs. The engine speed is monitored during the operation. When the engine speed is lower than the preset value, the power test controller controls the gear execution mechanism to disengage the gear. The test bench central control system indicates that the performance test is not ready, and the power test system is reset.

[0021] Compared with the prior art, the starting control method of the outboard engine assembly test bench has the following advantages: the problem of motor damage or outboard engine gearbox damage caused by inertia mismatch when a small power outboard engine is applied in a large inertia power test system is solved; the method is suitable for automatic performance verification of outboard engine assembly, improves the function of general test room, and avoids the problem of constant load mode of large inertia test system verifying small power outboard engine.

[0022] Another object of the present application is to provide a starting control method of an outboard engine assembly test bench to solve the problem that the prior art cannot meet the performance test of the general test room with high power configuration.

[0023] To achieve the above object, the technical scheme of the present application is as follows:

[0024] A load mode control method of an outboard engine assembly test bench: comprising the following steps,

[0025] S1, input the torque setting value in the man-machine interaction section of the control unit, and input the step length coefficient operator in the control unit through the torque setting value and the torque limit value comparison to calculate the control process increment;

[0026] S2, input the torque actual value of the power test machine into the Runge-Kutta integral operator and divide it by the sampling period to obtain the stable torque actual value;

[0027] S3, the step length coefficient operator outputs the difference between the stable torque actual value and is input into the trapezoidal integrator I to calculate the integral difference number;

[0028] S4, input the control process increment into the pre-gain operator KP to calculate the pre-gain ratio number;

[0029] S5, input the stable torque actual value into the differentiator D and perform ratio with the pre-control coefficient TV to calculate the differential difference number;

[0030] S6, subtract the pre-gain ratio number and the differential difference number and input them into the proportioner k to calculate the PD difference number;

[0031] S7, the integral difference number and the PD difference number are summed and input to the decoupling differentiator TD and divided by the decoupling pre-control coefficient TTV to obtain a decoupling difference number;

[0032] S8, the decoupling difference number is input to the decoupling gain Kc to obtain a frequency converter control command and input to the frequency control unit;

[0033] S9, the pre-gain operator KP and the pre-control coefficient TV are used for fast approaching the target of the engine of the outboard motor, and after the proportional operator k, the integrator I and the differentiator D are adjusted to the range, the classic PID adjustment is performed;

[0034] S10, the decoupling differentiator TD, the decoupling pre-control coefficient TTV and the decoupling gain Kc are used for disturbance exit when the engine dynamometer control of the outboard motor is performed, so that the system quickly enters a stable state;

[0035] S11, the output value of the torque limit value is an over-limit output, the over-limit output parameter is the engine speed collected by the dynamometer controller, the torque result obtained by the engine POWE MAP difference method input in the control unit is used as a torque limiter limit value, and when the actual value torque value exceeds the torque limiter limit value, the torque limiter output value Mdf is calculated according to the formula:

[0036] In the formula, Ie is the engine inertia, Id is the inertia of the dynamometer, and is the speed change, the negative speed is negative, and the positive speed is positive.

[0037] Compared with the prior art, the outboard motor assembly test bench load mode control method has the following advantages: the general test room with high power segment configuration can meet the evaluation of the performance test of the outboard motor assembly, the investment cost of the test room is reduced, and the utilization rate of the test room is improved. BRIEF DESCRIPTION OF DRAWINGS

[0038] The drawings constituting a part of the present application are used to provide a further understanding of the present application, the schematic embodiments of the present application and the description thereof are used to explain the present application, and do not constitute an improper limitation on the present application. In the drawings:

[0039] Figure 1 It is a schematic diagram of an outboard motor assembly test bench according to an embodiment of the present application;

[0040] Figure 2 It is a schematic diagram of a shaft coupling system according to an embodiment of the present application;

[0041] Figure 3 It is a control principle schematic diagram of an outboard motor assembly test bench according to an embodiment of the present application;

[0042] Figure 4A control principle schematic diagram of a starting control method of an outboard engine assembly test bench according to an embodiment of the present application is shown in the figure;

[0043] Figure 5 A schematic diagram of a load mode control method of an outboard engine assembly test bench according to an embodiment of the present application is shown in the figure.

[0044] Explanation of reference signs:

[0045] 1 - support; 2 - water tank; 3 - shaft coupling system; 31 - propeller spline adapter; 32 - diaphragm coupling; 33 - external adapter; 34 - connecting shaft; 35 - water seal; 4 - bearing seat; 5 - first coupling; 6 - torque meter; 7 - dynamometer; 71 - dynamometer controller; 72 - frequency conversion controller; 73 - first rotating speed sensor; 8 - control unit; 9 - outboard engine assembly; 91 - engine rotating speed sensor; 92 - throttle driver; 93 - gear execution mechanism; 94 - outboard engine gear; 95 - throttle; 10 - engine power map; 11 - outboard engine assembly rotating inertia; 12 - outboard engine fixed speed ratio coefficient; 13 - dynamometer inertia. DETAILED DESCRIPTION

[0046] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0047] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application. In addition, the terms "first", "second" and the like are only for the purpose of description and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features defined with "first", "second" and the like can explicitly or implicitly include one or more of the features. In the description of the present application, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0048] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connecting" should be understood in a broad sense, for example, it can be fixed connection, or detachable connection, or integrally connected; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, or the internal communication of two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0049] The present application will be described in detail below with reference to the accompanying drawings and in conjunction with the embodiments.

[0050] As Figures 1-3 shown, an outboard engine assembly 9 test bench includes a support 1, a water tank 2, a shaft coupling system 3, a bearing seat 4, a first coupling 5, a torque meter 6, a dynamometer 7 and a control unit 8 arranged on the laboratory foundation plate respectively, the outboard engine assembly 9 is fixedly installed on the support 1, and the outboard engine assembly 9 is located inside the water tank 2, the output end of the outboard engine assembly 9 is connected to the dynamometer 7 in turn through the shaft coupling system 3, the bearing seat 4, the first coupling 5 and the torque meter 6, the coupling is provided with a shroud, the dynamometer 7 is a motor device with a power coverage range of 300kW, and the dynamometer controller 71 is connected to the controller unit in turn through the frequency converter controller 72, the shaft coupling system 3 includes a propeller spline adapter plate 31, a diaphragm coupling 32, an external adapter plate 33 and a connecting shaft 34, the power output spline of the outboard engine assembly 9 is connected to the bearing seat 4 in turn through the propeller spline adapter plate 31, the diaphragm coupling 32, the external adapter plate 33, the connecting shaft 34 and the bearing seat 4, the test bench is a verification condition for the general performance test of the outboard engine assembly 9, and is the implementation basis of the dynamometer control method for the outboard engine assembly 9 test bench; the shaft coupling system 3 of the outboard engine assembly 9 is an interface connection form of the power output of the outboard engine assembly 9, which focuses on solving the failure problem caused by the vibration response and the test system out of synchronization during the operation of the vertical outboard engine, and solves the shafting alignment problem by using the diaphragm coupling 32, and improves the service life of the water seal 35; the test bench overall control structure of the outboard engine assembly 9 is a carrier of the dynamometer control strategy for the outboard engine assembly 9 test bench, which focuses on solving the project parameter demand of the tested outboard engine, and the control object and monitoring parameters required during application, so that the dynamometer control strategy runs stably.

[0051] The water tank 2 side wall is provided with an axle hole, the connecting shaft 34 is located in the axle hole, and the axle hole is provided with a water seal 35.

[0052] The control unit 8 is the man-machine interface of the outboard engine test bench. Four control parameters, including engine power map, outboard engine assembly 9 rotational inertia, outboard engine constant speed ratio coefficient 12 and dynamometer 7 inertia, need to be input before the test. The engine speed sensor 91, temperature sensor, throttle 95 driver 92 and gear execution mechanism 93 are arranged on the outboard engine. The engine speed sensor 91 and temperature sensor are connected to the control unit 8. The control unit 8 is connected to the outboard engine throttle 95 interface through the dynamometer controller 71 and throttle 95 driver 92 in sequence. The control unit 8 is connected to the outboard engine gear 94 interface through the dynamometer controller 71 and gear execution mechanism 93 in sequence. The first speed sensor 73 is arranged on the dynamometer 7, and the first speed sensor 73 and the torque meter 6 are connected to the dynamometer controller 71.

[0053] As shown in Figure 4 , a starting control method of an outboard engine assembly 9 test bench is provided:

[0054] The engine of the outboard engine is electrically started in a state without load, and enters a warm-up operating speed. When the lubricating oil temperature of the engine system reaches 60℃, the dynamometer 7 controller issues an instruction to switch the frequency converter controller 72 to a driving mode, i.e. the motor works in the first quadrant (positive speed, positive torque) to actively work. According to the constant speed ratio coefficient of the outboard engine gearbox, the speed setting requirement of the dynamometer 7 controller is adjusted (the conversion relationship is engine speed * constant speed ratio coefficient = dynamometer 7 control target speed). When the speed difference between the outboard engine and the dynamometer 7 is less than 10r / min and can be continuously and stably for 3 minutes, it is indicated that the access state is enabled and the test bench synchronization command button is enabled, and the operation personnel control the access command;

[0055] When the operation personnel needs the outboard engine to access the test bench, the manual or automatic access mode is selected to enter the access working logic;

[0056] When the automatic access working logic is selected, the dynamometer 7 controller drives the gear execution mechanism 93 to engage the gear of the outboard engine, and issues an instruction to switch the frequency converter controller 72 to an absorption mode, i.e. the motor works in the second quadrant (positive speed, negative torque). The dynamometer 7 controller is adjusted to a constant speed control mode (a / n). The dynamometer 7 controller calculates the assembly output shaft speed according to the engine speed and assigns a value to the speed setting value of the dynamometer 7 controller. The dynamometer 7 controller calculates the throttle 95 position according to the engine and dynamometer 7 inertia and assigns an initial value. The dynamometer 7 controller further adjusts the throttle 95 position until the engine speed returns to the state before adjustment. During the adjustment process, the engine speed is monitored. When the engine speed is lower than 500r / min, the dynamometer 7 controller controls the gear execution mechanism 93 to disengage the gear. The test bench central control system indicates that the performance test is not ready, and the dynamometer 7 system is reset;

[0057] The throttle 95 position initial value algorithm is:

[0058]

[0059] In the formula: α is the throttle position, I T is the inertia of the electric dynamometer, I e is the inertia of the engine.

[0060] When the manual access working logic is selected, the dynamometer 7 controller drives the gear execution mechanism 93 to engage the outboard engine, issues an instruction to switch the frequency converter controller 72 to the absorption mode, adjusts the dynamometer 7 controller to the constant speed control mode (a / n), calculates the total assembly output shaft speed according to the engine speed by the dynamometer 7 controller, and assigns the speed set value of the dynamometer 7 controller, the throttle 95 position is not automatically controlled, and the operator adjusts it according to the needs, monitors the engine speed during operation, when the engine speed is lower than 500 r / min, the dynamometer 7 controller controls the gear execution mechanism 93 to disengage the gear, the test bench central control system indicates that the performance test is not ready, and the dynamometer 7 system resets;

[0061] As shown in Figure 5 , a kind of outboard engine assembly 9 test bench load mode control method:

[0062] S1, input torque set value in the man-machine interaction section of control unit 8, control unit 8 compares torque set value with torque limit value in step length coefficient operator, calculates control process increment;

[0063] S2, the torque actual value of dynamometer 7 is input into the Lobry integral operator and divided by sampling period to obtain stable torque actual value;

[0064] S3, step length coefficient operator output is input into trapezoidal integrator I after being subtracted from stable torque actual value, and integral difference number is obtained;

[0065] S4, control process increment is input into pre-gain operator KP, and pre-gain ratio number is obtained;

[0066] S5, stable torque actual value is input into differentiator D and is compared with pre-control coefficient TV, and differential difference number is obtained;

[0067] S6, pre-gain ratio number and differential difference number are subtracted and input into proportioner k for operation, and PD difference number is obtained;

[0068] S7, integral difference number and PD difference number are summed and input into decoupling differentiator TD and divided by decoupling pre-control coefficient TTV, and decoupling difference number is obtained;

[0069] S8, decoupling difference number is input into decoupling gain Kc, frequency converter control command is obtained, and is input into frequency converter controller 72.

[0070] S9, pre-gain operator KP, pre-control coefficient TV, for the engine of the outboard motor to quickly approach the target, and after entering the proportional range of the integrator I and the differentiator D, the classic PID adjustment is carried out;

[0071] S10, decoupling differentiator TD, decoupling pre-control coefficient TTV and decoupling gain Kc, for the disturbance exit of the engine test control of the outboard motor, so that the system quickly enters the stable state;

[0072] S11, the output value of the torque limit value is an over-limit output, the over-limit output parameter is the engine speed collected by the dynamometer controller 71, and the torque result obtained by the engine POWERE MAP difference method input in the control unit 8 is used as the torque limiter limit value. When the actual torque value exceeds the torque limiter limit value, the torque limiter output value Mdf is calculated according to the formula: Wherein Ie is the engine inertia; Id is the inertia of the dynamometer; is the speed change, and the deceleration is negative and the acceleration is positive.

[0073] The dynamometer control method mainly compensates for the deficiency of the power dynamometer with large power configuration in the performance verification of the outboard motor through the control strategy. When starting, the matching degree of the diesel engine output power and the load inertia is identified, and after synchronization, the outboard motor power system is connected to the test bench, and the load matching adjustment is started to control the stable diesel engine working condition. When the large inertia dynamometer 7 works in the load mode, the model control ring is introduced, the preset adjustment amount is introduced, and after the power dynamometer 7 enters the suitable control working area, the classic system control is carried out, so as to avoid the load overshoot to cause the insufficient transient performance verification of the diesel engine and the caused flameout. Finally, the large inertia dynamometer system can meet the speed control precision ±1r / min and the torque control precision ±3N·m for the outboard motor in different power sections.

[0074] The above only describes the preferred embodiments of the present application, and does not limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A method of starting control of an outboard engine assembly test bench, implemented by an outboard engine assembly test bench, characterized in that: The outboard engine assembly test bench comprises a support (1), a water tank (2), a shaft coupling system (3), a bearing seat (4), a first coupling (5), a torque meter (6), a dynamometer (7) and a control unit (8) arranged on a laboratory foundation plate respectively, the outboard engine assembly (9) is fixedly installed on the support (1) and located inside the water tank (2), the output end of the outboard engine assembly (9) is connected to the dynamometer (7) in sequence through the shaft coupling system (3), the bearing seat (4), the first coupling (5) and the torque meter (6), and the dynamometer controller (71) is connected to the control unit (8) in sequence through the frequency conversion controller (72); The shaft coupling system (3) comprises a propeller spline adapter disc (31), a diaphragm coupling (32), an external adapter disc (33) and a connecting shaft (34), the power output spline of the outboard engine assembly (9) is connected to the bearing seat (4) in sequence through the propeller spline adapter disc (31), the diaphragm coupling (32), the external adapter disc (33), the connecting shaft (34) and the connecting disc of the bearing seat (4); The side wall of the water tank (2) is provided with a shaft hole, the connecting shaft (34) is located in the shaft hole, and a water seal (35) is arranged in the shaft hole; An engine speed sensor (91), a temperature sensor, a throttle actuator (92) and a gear actuating mechanism (93) are arranged on the outboard engine, the engine speed sensor (91) and the temperature sensor are signal connected to the control unit (8), the control unit (8) is connected to the outboard engine throttle interface in sequence through the dynamometer controller (71) and the throttle actuator (92), and the control unit (8) is connected to the outboard engine gear interface in sequence through the dynamometer controller (71) and the gear actuating mechanism (93); A first speed sensor (73) is arranged on the dynamometer (7), and the first speed sensor (73) and the torque meter (6) are signal connected to the dynamometer (7) controller; The starting control method comprises: In the state that the engine of the outboard engine does not bear load, the engine is electrically started and enters a warm-up operating speed, when the temperature of the lubricating oil of the engine reaches a preset temperature, the temperature sensor signal is transmitted to the control unit (8), the control unit (8) switches the frequency conversion controller (72) to active driving through the dynamometer controller (71), the dynamometer controller (71) adjusts the speed setting requirement of the dynamometer controller (71) through the constant speed ratio coefficient of the gearbox of the outboard engine, the engine speed sensor (91) and the first speed sensor (73) transmit signals to the control unit (8), when the speed difference between the engine of the outboard engine and the dynamometer (7) meets the set condition, the control unit (8) indicates that the access state is available, and an operator controls the access command, when the operator needs the outboard engine to access the control unit (8) to work, the access working logic is entered by selecting a manual or automatic access mode.

2. A method of starting control of an outboard motor assembly test bench according to claim 1, characterized in that: If the automatic access working logic is selected, the dynamometer controller (71) drives the gear actuator (93) to engage the gear of the outboard engine, and sends a command to switch the frequency converter controller (72) to the absorption mode, the dynamometer controller (71) is in the constant speed control mode, the dynamometer controller (71) calculates the output shaft speed of the assembly according to the engine speed and assigns the speed set value of the dynamometer controller (71), the dynamometer controller (71) calculates the throttle position according to the engine and the inertia of the dynamometer (7) and assigns the initial value, the dynamometer controller (71) adjusts the throttle position until the engine speed returns to the state before adjustment, and monitors the engine speed during adjustment, when the engine speed is lower than the preset value, the dynamometer controller (71) controls the gear actuator (93) to disengage the gear, the test bench central control system indicates that the performance test is not ready, and the dynamometer (7) system resets; The throttle position initial value algorithm is: where: a is the throttle position, I T is the inertia of the electric dynamometer (7), I e is the inertia of the engine.

3. A method of starting control of an outboard motor assembly test bench according to claim 1, characterized in that: If the manual access working logic is selected, the dynamometer controller (71) drives the gear actuator (93) to engage the gear of the outboard engine, sends a command to switch the frequency converter controller (72) to the absorption mode, and the dynamometer controller (71) is in the constant speed control mode, the dynamometer controller (71) calculates the output shaft speed of the assembly according to the engine speed and assigns the speed set value of the dynamometer controller (71), the throttle position is not automatically controlled, the operator adjusts it according to the needs, and the engine speed is monitored during operation, when the engine speed is lower than the preset value, the dynamometer controller (71) controls the gear actuator (93) to disengage the gear, the test bench central control system indicates that the performance test is not ready, and the dynamometer (7) system resets.

4. The method of claim 1, wherein the load mode control is performed by the outboard engine assembly test bed. It comprises the following steps, S1, input the torque set value in the human-computer interaction section of the control unit (8), the control unit (8) compares the torque set value with the torque limit value to input the step coefficient calculator, and calculates the control process increment; S2, the torque actual value of the dynamometer (7) is input into the Lobog integral calculator and divided by the sampling period to obtain a stable torque actual value; S3, the step coefficient calculator outputs the difference between the stable torque actual value and is input into the trapezoidal integrator I to obtain the integral difference; S4, the control process increment is input into the pre-gain calculator KP to obtain the pre-gain ratio; S5, the stable torque actual value is input into the differentiator D and is divided by the pre-control coefficient TV to obtain the differential difference; S6, the pre-gain ratio and the differential difference are subtracted and input into the proportioner k to calculate the PD difference; S7, the integral difference and the PD difference are summed and input into the decoupling differentiator TD and divided by the decoupling pre-control coefficient TTV to obtain the decoupling difference; S8, the decoupling difference is input into the decoupling gain Kc to obtain the frequency converter control command, which is input into the frequency converter controller (72); S9, the pre-gain calculator KP and the pre-control coefficient TV are used for the engine of the outboard engine to quickly approach the target, and after entering the proportioner k, the integrator I and the differentiator D are adjusted to the range, the classic PID adjustment is performed. S10, the decoupling differential TD, decoupling pre-control coefficient TTV, decoupling gain Kc, for the engine test control of outboard motor disturbance exit, so that the system quickly enters the stable state; S11, the output value of the torque limit value is the over-limit output. The over-limit output parameter is the engine speed collected by the dynamometer (7) controller. The torque limiting value is the torque limiting value obtained by the engine POWE MAP difference method input in the control unit (8). When the actual torque value exceeds the torque limiting value, the torque limiting value Mdf is calculated according to the following formula: where Ie is the engine inertia; Id is the inertia of the dynamometer; is the change in speed, negative for deceleration and positive for acceleration.

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