JP2014174107A - Power system testing device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power system testing device that can effectively suppress a torsional vibration of a shaft system without being affected by a noise included in a torque signal to be output from a torque detection part.SOLUTION: A torque detection part 2 detects torques respectively generated in a dynamo L1 and a sample motor M1. An attenuation torque acquisition part 3 acquires an attenuation torque value TD and a rotor angular acceleration value in order to correct one of a dynamo torque instruction value and a motor torque instruction value, and acquires a sample body angular acceleration value on the basis of a torque and a moment of inertia generated in the sample motor M1. An attenuation torque acquisition part 3 acquires an attenuation torque value TD on the basis of an angular velocity difference between the dynamo L1 and the sample motor M1 from the rotor angular acceleration value and the sample body angular acceleration value. A dynamo control part 1 controls driving of the dynamo L1 on the basis of the rotor post-corrected torque value having the dynamo torque instruction value corrected by the attenuation torque value TD.

Description

  The present invention relates to a test apparatus for performing an evaluation test of a power system such as a motor or an engine.

  2. Description of the Related Art Conventionally, test apparatuses for performing power system evaluation tests such as motors and engines are known. In such a test apparatus, for example, as disclosed in Patent Document 1, various test data of the specimen are measured by rotating a transmission which is the specimen by an electric motor or the like.

  By the way, in the power system test apparatus as described above, torsional vibration is generated in the shaft system when the specimen is rotated. In order to suppress this torsional vibration, in the configuration disclosed in Patent Document 1, torque generated between the electric motor and the specimen is detected by the torque detection means, and the detected value is differentiated to command the electric motor. Feedback to value.

  Specifically, the configuration of Patent Document 1 includes first control means having a differentiator. The first control unit generates a control signal for the electric motor by differentiating the detected value of the torque detected by the torque detection unit with a differentiator and then negatively feeding back the command signal. Thus, the torsional vibration generated in the shaft system of the test apparatus can be suppressed by differentiating the detected value of the torque detected by the torque detecting means and feeding back to the command signal.

JP 2007-252036 A

  By the way, when the torque is detected by the torque detection unit as in the configuration disclosed in Patent Document 1, the torque signal (actual torque detection signal) output from the torque detection unit includes noise. When the output signal (actual torque detection signal) including noise is differentiated as in the configuration of Patent Document 1 described above, the noise component is increased. Therefore, the electric motor is obtained using a value obtained by differentiating the output signal (actual torque detection signal). When the torque command signal is generated, large and unnecessary noise is included in the generated torque command signal. When a test is performed with a test device using such a torque command signal, noise or heating may occur in the electric motor, or higher-order vibrations may be excited in the shaft system of the test device. Problems such as degradation may occur.

  An object of the present invention is to realize a power system test apparatus capable of effectively suppressing torsional vibration of a shaft system without being affected by noise included in a torque signal output from a torque detector.

  In order to solve the above-mentioned problem, the first invention is a power system test apparatus including a rotating body, a torque detection unit, a rotating body control unit, a specimen control unit, and a damping torque acquisition unit. .

  The rotating body is connected to a power system specimen so as to be integrally rotatable with the specimen.

  The torque detector detects torque generated in each of the rotating body and the specimen.

  The rotating body control unit controls the driving of the rotating body according to the rotating body torque command value.

  The specimen control unit controls driving of the specimen according to the torque command value for the specimen.

  The damping torque acquisition unit acquires a damping torque value for correcting at least one of the rotating body torque command value and the specimen torque command value.

  The damping torque acquisition unit includes an angular acceleration acquisition unit, an angular velocity difference acquisition unit, and a damping torque calculation unit.

  The angular acceleration acquisition unit acquires the rotational body angular acceleration value based on the torque generated in the rotating body and the inertial moment of the rotating body, and the specimen angular acceleration based on the torque generated in the specimen and the inertial moment of the specimen. Get the value.

  The angular velocity difference acquisition unit obtains an angular velocity difference between the rotating body and the specimen from the rotating body angular acceleration value and the specimen angular acceleration value.

  The damping torque calculation unit calculates a damping torque value based on the angular velocity difference.

  Then, the rotating body control unit controls the driving of the rotating body based on the corrected torque value for the rotating body obtained by correcting the torque command value for the rotating body with the damping torque value.

  In this power system testing device, the torque value acquired by the torque detection unit is used as it is without being differentiated, so the process is executed, so that the influence of noise included in the torque (torque signal) detected by the torque detection unit is reduced. It is hard to receive.

  In this power system test apparatus, the rotating body control unit controls the driving of the rotating body based on the corrected torque value for the rotating body obtained by correcting the torque command value for the rotating body with the damping torque value. In other words, in this power system test device, damping torque is controlled so that the damping effect on the torsional vibration of the shaft system is enhanced even in a shaft system that has a mechanically insufficient damping coefficient (small damping coefficient). The increase in torsional vibration can be effectively suppressed.

  2nd invention is 1st invention, Comprising: A torque detection part has an axial torque detector and a torque acquisition part.

  The shaft torque detector detects torque generated between the specimen and the rotating body and outputs it as a shaft torque value.

  The torque acquisition unit (1) corrects the rotating body obtained by correcting the shaft torque value output by the shaft torque detector, the rotating body torque command value, or the rotating body torque command value with the damping torque value. Either the value of the post-torque command value, and (2) either the torque command value for the specimen or the corrected torque command value for the specimen obtained by correcting the torque command value for the specimen with the damping torque value And the torque generated in each of the rotating body and the specimen is obtained.

  Accordingly, in this power system test apparatus, (1) the shaft torque value, (2) the torque command value for the rotating body or the corrected torque command value for the rotating body, and (3) the torque command value for the specimen or The torque generated in each of the rotating body and the specimen can be acquired using the three torque values including the corrected torque command value for the specimen.

  3rd invention is 2nd invention, Comprising: A torque acquisition part calculates | requires the difference synthetic | combination value of shaft torque value T and the torque command value T01ref for rotary bodies, or the corrected torque command value T1ref for rotary bodies. The first torque difference composite value T1 corresponding to the torque generated in the rotating body is acquired. In addition, the torque acquisition unit obtains a differential composite value between the shaft torque value T and the specimen torque command value T02ref or the specimen corrected torque command value T2ref, thereby obtaining a second torque corresponding to the torque generated in the specimen. The difference composite value T2 is acquired.

Thereby, in this power system test device, for example, the first torque difference composite value T1 and the second torque difference composite value T2 are
T1 = T01ref-T
T2 = T02ref + T
Or
T1 = T1ref-T
T2 = T2ref + T
Can be obtained as

Note that “difference synthesis” means to combine physical quantities considering the direction (rotation direction), and “difference synthesis value” is acquired by combining physical quantities considering the direction (rotation direction). Physical quantity. For example, assuming that the right rotation from the specimen to the rotating body is the “positive” rotating direction, the difference composite value between the rotating body torque value T1 and the axial torque value T is the rotational direction of the rotating body and the rotational direction of the axial torque. And T1−T, and the difference composite value between the specimen torque value T2 and the axial torque value T is T2 + T because the rotational direction of the specimen and the rotational direction of the axial torque are opposite. In addition, about the setting of a rotation direction, it is arbitrary. Attenuation effect against torsional vibration can be obtained by appropriately changing the polarity of addition / subtraction processing such as torque value according to the sign of the rotation direction.
For example, when the torque command for the rotating body is “positive” and the torque command for the specimen is “negative”, the polarity is defined so that the shaft torque value T becomes “positive”. For this reason, when the polarity of the shaft torque value T is defined in reverse, the polarity of the addition / subtraction processing of the power system test device may be appropriately changed accordingly. Even if the polarity of the shaft torque value T is defined in reverse, naturally, the damping effect against torsional vibration can be similarly enhanced.

  The fourth invention is the invention according to any one of the first to third inventions, wherein the angular velocity difference acquisition unit calculates a differential composite acceleration that is a differential composite value of the rotating body angular acceleration value α1 and the specimen angular acceleration value α2. An angular velocity difference Δω between the rotating body and the specimen is obtained using the obtained differential composite acceleration value.

Thereby, in this power system test apparatus, for example, the angular acceleration difference Δα between the rotating body and the specimen is
Δα = α1-α2
And the angular velocity difference Δω between the rotating body and the specimen can be obtained based on the acquired angular acceleration difference Δα.

  5th invention is 4th invention, Comprising: An angular velocity difference acquisition part performs the process by a primary delay filter with respect to a difference synthetic | combination acceleration value, The angular velocity difference between a rotary body and a test body is obtained, Obtained as an approximate difference composite angular velocity value.

  The damping torque calculation unit calculates the damping torque value by multiplying the approximate difference composite angular velocity value by the damping coefficient.

  Thereby, in this power system testing device, it is possible to acquire the damping torque using the first-order lag filter (low-pass filter).

6th invention is 5th invention, Comprising: An angular velocity difference acquisition part calculates the transfer function G (s) of a primary delay filter,
G (s) = 1 / (1 + τ1 × s)
τ1: Time constant, and in a power system test apparatus, τ2 is the time constant of the control delay generated when controlling the rotating body and / or the specimen, and the time constant τ1 of the primary delay filter and the time constant of the control delay If the total time constant that is the sum of τ2 is τall and the torsional resonance frequency of the shaft system in the power system test apparatus is fr,

(1) 1 / τall = 2π × fr
(2) 0.5 × 2π × fr ≦ 1 / τ _all ≦ 2 × 2π × fr
(3) 1 / τall <2π × fr
Thus, the approximate differential composite angular velocity value is acquired by executing the filter processing on the differential composite acceleration value by the primary delay filter in which the time constant τ1 of the primary delay filter is set so that either of the above holds.

  Thereby, in this power system test apparatus, a filter process (a process using a first-order lag filter) is performed in consideration of a control delay generated in the test apparatus, and a damping torque is acquired using the filter process result.

  Therefore, in this power system test apparatus, the time constant τ1 of the first-order lag filter can be determined in accordance with the control delay generated in the test apparatus. Therefore, the shaft system in accordance with the control delay generated in the test apparatus. A damping torque value that effectively enhances the damping effect can be acquired.

  7th invention is 4th invention, Comprising: The difference angular acceleration value between a rotary body and a test body is acquired as a difference synthetic | combination angular velocity value by integrating a difference synthetic | combination acceleration value with time. The damping torque calculation unit obtains the damping torque value by multiplying the difference composite angular velocity value by the damping coefficient.

  In this power system test apparatus, the angular velocity difference between the rotating body and the specimen can be obtained by integration processing. Therefore, even if the torque signal detected by the torque detector includes noise, the noise Without increasing (without being affected by the noise), damping torque can be generated in a controlled manner, and the damping effect against torsional vibration can be enhanced.

  Therefore, in this test apparatus, an increase in torsional vibration can be effectively suppressed even in a shaft system that has a mechanically insufficient damping coefficient (a small damping coefficient).

  8th invention is 4th invention, Comprising: An angular velocity difference acquisition part acquires a 1st difference synthetic | combination acceleration value by performing the high-pass filter process which reduces a direct-current component with respect to a difference synthetic | combination acceleration value. By integrating the first differential composite acceleration value with time, the angular velocity difference between the rotating body and the specimen is acquired as the first differential composite angular velocity value.

  The damping torque calculation unit obtains the damping torque value by multiplying the first differential composite angular velocity value by the damping coefficient.

  In this power system test apparatus, the damping torque value is acquired from the first differential combined acceleration (angular acceleration difference) Δα ′ from which the DC component has been removed (or reduced) by the high-pass filter process. Therefore, for example, even when a steady-state deviation is included in the shaft torque value output from the torque detector, the component due to the steady-state deviation is removed (or reduced) by the high-pass filter process. As a result, in this power system test apparatus, it is possible to obtain a damping torque value that can effectively suppress an increase in torsional vibration.

  The ninth invention is any one of the first to eighth inventions, wherein the specimen control unit is based on the corrected torque value for the specimen obtained by correcting the torque command value for the specimen by the damping torque value. Control the drive of the specimen.

  In this power system test apparatus, since the drive of the specimen is controlled based on the corrected torque value for the specimen corrected by the damping torque value obtained using the corrected torque value for the specimen, robustness is improved. High control can be realized.

  Thus, in this power system test apparatus, the drive of the specimen can be controlled by the corrected torque value for the specimen to which the damping torque is added in a control manner even in the control of the specimen. As a result, in this power system test device, damping torque is controlled so as to generate a damping effect on the torsional vibration of the shaft system even in a shaft system that has a mechanically insufficient damping coefficient (small damping coefficient). Furthermore, the increase in torsional vibration can be effectively suppressed.

  A tenth invention is any one of the first to ninth inventions, and the specimen is an engine and a transmission.

  The specimen control unit controls the engine based on the throttle opening command signal.

  The angular acceleration acquisition unit acquires a torque value corresponding to the throttle opening command signal, and uses the torque value obtained by converting the acquired torque value according to the transmission gear ratio as a torque value generated in the test specimen. Get the value.

  Thereby, even in the case where the specimen is an engine and a transmission, it is possible to generate a damping torque in a controlled manner. Therefore, even in a shaft system in which a damping coefficient is insufficient (a damping coefficient is small), The damping effect on the torsional vibration of the shaft system can be enhanced, and the increase in torsional vibration can be effectively suppressed.

  According to the present invention, it is possible to realize a power system test apparatus capable of effectively suppressing torsional vibration of a shaft system without being affected by noise included in a torque signal output from a torque detector.

1 is a schematic configuration diagram of a vehicle test apparatus 1000 according to a first embodiment. The figure for demonstrating 2 inertia system model (model of a resonance mechanical system). The figure which shows the transmission characteristic (frequency-gain characteristic) at the time of performing the torsional resonance suppression control by the vehicle test apparatus 1000. The schematic block diagram of the test apparatus 1000A for vehicles which concerns on the 1st modification of 1st Embodiment. The schematic block diagram of the test apparatus 1000B for vehicles which concerns on the 2nd modification of 1st Embodiment. The schematic block diagram of the test apparatus 1000C for vehicles which concerns on the 3rd modification of 1st Embodiment. The schematic block diagram of the testing apparatus 2000 for vehicles which concerns on 2nd Embodiment. The Bode diagram according to the transfer function G (s) of the first-order lag filter. The schematic block diagram of 2000 A of vehicle test apparatuses which concern on the 1st modification of 2nd Embodiment. The schematic block diagram of the vehicle testing apparatus 3000 which concerns on 3rd Embodiment. The schematic block diagram of the test apparatus 3000A for vehicles which concerns on the 1st modification of 3rd Embodiment. The schematic block diagram of the test apparatus 3000B for vehicles which concerns on the 2nd modification of 3rd Embodiment. The schematic block diagram of the test apparatus 3000C for vehicles which concerns on the 3rd modification of 3rd Embodiment. The schematic block diagram of the vehicle testing apparatus 4000 which concerns on 4th Embodiment. FIG. 10 is a schematic configuration diagram of a vehicle testing apparatus 4000A according to a first modification example of the fourth embodiment. The schematic block diagram of the testing apparatus 5000 for vehicles which concerns on 5th Embodiment. The schematic block diagram of the test apparatus 5000A for vehicles which concerns on the 1st modification of 5th Embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In addition, the dimension of the structural member in each figure does not represent the dimension of an actual structural member, the dimension ratio of each structural member, etc. faithfully.

[First Embodiment]
<1.1: Configuration of vehicle test apparatus>
FIG. 1 is a schematic configuration diagram of a vehicle test apparatus 1000 according to the first embodiment.

  The vehicular test apparatus 1000 is a test apparatus for obtaining various measurement data of a specimen while rotating a motor, a transmission, or the like that is the specimen.

  As shown in FIG. 1, the vehicle test apparatus 1000 includes a test motor M1 (test body) that generates power, a dynamo (rotary body) L1, and an intermediate shaft AX1 that connects the test motor M1 and the dynamo L1. And a torque detector TQ1 that detects a torque value generated in the intermediate shaft AX1, and a speed detector SP1 that detects the speed (angular speed) of the dynamo L1.

  The vehicle test apparatus 1000 includes a dynamo control unit 1 that controls the dynamo L1 based on a torque command (command torque value), and a torque T1 that is generated in the dynamo L1 based on the torque value detected by the torque detector TQ1. Torque acquisition unit 2 that acquires torque T2 generated by test motor M1, damping torque acquisition unit 3 that acquires damping torque value TD from torque T1 generated by dynamo L1 and torque T2 generated by test motor M1, and torque A motor control unit 4 that controls the sample motor M1 based on the command.

  In the present embodiment, a vehicle test apparatus including a power system test apparatus is described as an example, but the vehicle test apparatus may be a test apparatus for other applications.

  The test motor M1 is, for example, an electric motor having a rotation shaft, and the rotation shaft (not shown) is coupled to the intermediate shaft AX1. Specifically, the rotating shaft of the test motor M1 and the intermediate shaft AX1 are connected by coupling the couplings provided on both of them with a bolt. The test motor M1 (specimen) is driven and controlled based on the current output from the motor control unit 4. That is, the test motor M1 (sample) rotates the rotation shaft based on the current value output from the motor control unit 4, thereby rotating the intermediate shaft AX1 to which the dynamo L1 is connected.

  The intermediate shaft AX1 is a member that connects the test motor M1 and the dynamo L1.

  The torque detector TQ1 is provided on the intermediate shaft AX1. The torque detector TQ1 detects torque generated between the dynamo L1 and the test motor M1. Then, the torque detector TQ1 outputs the detected torque as a torque value to the torque acquisition unit 2. The torque detector TQ1 is provided on the intermediate shaft AX1. Therefore, in the following description, the torque generated in the dynamo L1 includes not only torque generated in the dynamo L1 but also torque generated in a part of the intermediate shaft AX1. Similarly, the torque generated in the test motor M1 includes not only torque generated in the test motor M1, but also torque generated in a part of the intermediate shaft AX1. In the present embodiment, as described above, the torque generated in each inertial body includes the torque generated in the intermediate shaft. However, the torque generated in each inertial body is detected by another method, and is generated only in each inertial body. Torque may be obtained.

  The dynamo (rotating body) L1 functions as a load with respect to the rotation of the test motor M1. For example, the dynamo L1 can adjust the load applied to the test motor M1, which is a power generator, by controlling the generated torque (simulates the torque load applied to the test motor M1). The dynamo L1 is, for example, an electric motor, and the rotation speed and output torque are controlled according to the current input from the dynamo control unit 1. Since the configuration of the dynamo L1 is the same as that of a general electric motor, detailed description is omitted.

  The rotor of the dynamo L1 is connected to the rotation shaft of the sample motor M1 via the intermediate shaft AX1. The rotor of the dynamo L1 and the intermediate shaft AX1 are drivingly connected by coupling the couplings provided on both of them together with bolts.

  The speed detector SP1 detects the rotational speed (angular speed) of the rotor of the dynamo L1. The speed detector SP1 is, for example, a rotation speed sensor. The speed detector SP1 outputs the detected rotational speed of the rotor of the dynamo L1 to the dynamo controller 1 as an actual speed value.

  As shown in FIG. 1, the dynamo control unit 1 subtracts a subtractor 11 that subtracts the actual speed value of the dynamo L1 from the speed command, and a speed control unit 12 (ASR) that converts the output from the subtractor 11 into a target torque value T01ref. (Automatic Speed Regulator)), a subtractor 13 that subtracts the damping torque value TD from the target torque value T01ref, a command converter 14 (T / I) that converts the output of the subtractor 13 into a current, and a command converter 14 And a current control unit 15 (ACR (Automatic Current Regulator)) that controls the dynamo L1 with the current converted by the above.

  The dynamo control unit 1 receives a speed command (target speed value), an actual speed value of the dynamo L1 output from the speed detection unit SP1, and a damping torque value TD output to the damping torque acquisition unit 3. The dynamo controller 1 generates a current for controlling the dynamo L1 based on the speed command, the actual speed value of the dynamo L1, and the damping torque value, and outputs the generated current to the dynamo L1.

  In FIG. 1, the right rotation when the dynamo L1 is viewed from the test motor M1 is defined as the “positive” rotation direction (hereinafter the same).

  As shown in FIG. 1, the torque acquisition unit 2 includes a subtractor 21 that subtracts the torque value T output from the torque detector TQ1 from the output of the subtractor 13 (corrected torque value T1ref for dynamo), and a motor control unit. 4 and an adder 22 for adding the torque value T (the corrected torque value T2ref for the motor) and the torque value T. The torque acquisition unit 2 acquires the rotating body torque value T1 and the specimen torque value T2 based on the torque value T output from the torque detector TQ1, and outputs the acquired torque value T2 to the damping torque acquisition unit 3.

  As shown in FIG. 1, the damping torque acquisition unit 3 includes a torque / acceleration conversion unit 31 (1 / J1) that converts the rotating body torque value T1 output from the torque acquisition unit 2 into an acceleration value α1, and torque acquisition. A torque / acceleration conversion unit 32 (1 / J2) that converts the specimen torque value T2 output from the unit 2 into an acceleration value α2. Further, the damping torque acquisition unit 3 subtracts the output (α2) of the torque / acceleration conversion unit 32 from the output (α1) of the torque / acceleration conversion unit 31 and the output (Δα) of the subtractor 33 as time. An integrator 34 that integrates in step S3, and a damping torque calculator 35 that acquires a damping torque value TD from the output of the integrator 34.

  As shown in FIG. 1, the motor control unit 4 includes an adder 41 that adds a torque command for the test motor M1 and a damping torque value, and a command conversion unit 42 that converts the output of the adder 41 into a current (T / I), and a current control unit 43 (ACR (Automatic Current Regulator)) that controls the test motor M1 with the current converted by the command conversion unit 42.

<1.2: Operation of vehicle test apparatus>
The operation of the vehicular test apparatus 1000 configured as described above will be described below.

  First, a shaft system model (two-inertia system model (resonance mechanical system model)) in which the dynamo L1 and the test motor M1 shown in FIG. 1 are connected by an intermediate shaft AX1 will be described with reference to FIG.

FIG. 2 is a block diagram of a shaft system in which the dynamo L1 and the test motor M1 are connected by the intermediate shaft AX1. The meanings of the symbols shown in FIG. 2 are as follows.
TL: Torque corresponding to the target torque value T01ref of the dynamo L1 TM: Torque corresponding to the target torque value T02ref of the test motor M1 J1: Inertia moment of the dynamo L1 (including a part of the inertia moment of the intermediate shaft AX1. the same)
J2: Moment of inertia of the test motor M1 (including a part of the moment of inertia of the intermediate shaft AX1, hereinafter the same)
K: Spring constant D0: Damping coefficient α1: Angular acceleration of dynamo L1 α2: Angular acceleration of test motor M1 ω1: Angular velocity of dynamo L1 ω2: Angular velocity of test motor M1 Δω: Angular velocity difference between dynamo L1 and test motor M1 Δθ: Torsion angle of dynamo L1 and test motor M1 As shown in FIG. 2, the shaft torque T generated between dynamo L1 and test motor M1 is
T = K × Δθ + D0 × Δω
It becomes. The attenuation coefficient D0 is a coefficient determined by the configuration of the shaft system.

  When the torque value detected in the shaft system of the two-inertia model (resonance mechanical system model) includes noise, and the frequency of the noise component coincides with the torsional resonance frequency of the shaft system, a resonance phenomenon occurs. If the noise component of the torque value detected in the shaft system is increased by such a resonance phenomenon, it becomes difficult to accurately measure the characteristics of the test motor M1.

  On the other hand, when the damping coefficient D0 determined by the configuration of the shaft system of the two-inertia system model (resonance mechanical system model) is large to some extent, torsional vibration is less likely to occur. That is, when the damping coefficient D0 is large, the damping effect on torsional vibration is increased. Since the damping coefficient D0 and the resonance magnification Q of the torsional vibration are inversely proportional, if the damping coefficient can be increased, the resonance magnification Q of the torsional vibration can be kept low. As a result, an increase in torsional vibration can be suppressed in the shaft system of the two inertia system model (resonance mechanical system model).

  The vehicular test apparatus 1000 generates damping torque in a controlled manner, thereby enhancing the damping effect against torsional vibration and increasing torsional vibration even in a shaft system that has a mechanically insufficient damping coefficient (small damping coefficient). Can be suppressed.

  Next, a specific operation of the vehicle test apparatus 1000 will be described with reference to FIG.

  In the control on the dynamo L1 side, first, the speed command, that is, the target speed value (target angular speed value) N1ref of the dynamo L1 is input to the dynamo control unit 1 (the subtractor 11 of the dynamo control unit 1).

The subtractor 11 of the dynamo control unit 1 receives the target speed value (target angular speed value) N1ref of the dynamo L1 and the actual speed value N1 of the dynamo L1 detected by the speed detection unit SP1. And in the subtractor 11,
N01ref = N1ref−N1
Thus, the difference value N01ref between the target speed value and the actual speed value is acquired, and the acquired difference value N01ref is output to the speed control unit 12 (ASR).

  In the speed control unit 12, a target torque value T01ref corresponding to the difference value N01ref between the target speed value and the actual speed value is acquired. The acquired target torque value T01ref is output to the subtracter 13.

The subtractor 13 uses the target torque value T01ref output from the speed control unit 12 and the damping torque value TD output from the damping torque acquisition unit 3,
T1ref = T01ref-TD
Thus, the corrected dynamo torque value T1ref is acquired. The acquired dynamo-corrected torque value T1ref is output to the command conversion unit 14 (T / I) and the subtracter 21 of the torque acquisition unit 2.

  In the command converter 14 (T / I), the corrected dynamo torque value T1ref output from the subtractor 13 is converted into a current value (torque / current conversion). The converted current value is output to the current control unit 15 as a current command value I1ref.

  In the current control unit 15 (ACR), a current corresponding to the current command value I1ref output from the command conversion unit 14 (T / I) is generated. The dynamo L1 is controlled by supplying (outputting) the generated current to the dynamo L1. That is, the current corresponding to the current command value I1ref generated by the current control unit 15 (ACR) is supplied (output) to the dynamo L1, so that the rotational speed and output torque of the dynamo L1 are controlled.

  In the control on the test motor M1 side, first, a torque command, that is, a target torque value T02ref of the test motor M1 is input to the motor control unit 4 (adder 41 of the motor control unit 4).

The adder 41 of the motor control unit 4 adds the damping torque value TD input from the damping torque acquisition unit 3 to the target torque value T02ref of the test motor M1. That is,
T2ref = T02ref + TD
Thus, the motor corrected torque value T2ref is acquired. The acquired motor corrected torque value T2ref is output to the command conversion unit 42 (T / I) and the adder 22 of the torque acquisition unit 2.

  In the command conversion unit 42 (T / I), the motor corrected torque value T2ref output from the adder 41 is converted into a current value (torque / current conversion). The converted current value is output to the current control unit 43 as a current command value I2ref.

  In the current control unit 43 (ACR), a current corresponding to the current command value I2ref output from the command conversion unit 42 (T / I) is generated. Then, the generated current is supplied (output) to the test motor M1, whereby the test motor M1 is controlled. That is, the current corresponding to the current command value I2ref generated by the current control unit 43 (ACR) is supplied (output) to the test motor M1, thereby controlling the rotation speed and output torque of the test motor M1. Is done.

  The torque detector TQ1 detects the torque generated between the dynamo L1 and the test motor M1, and outputs the detected torque to the torque acquisition unit 2 as an axial torque value (actual torque value) T.

The subtractor 21 of the torque acquisition unit 2 subtracts the actual torque value T from the corrected dynamo torque value T1ref output from the subtracter 13 of the dynamo control unit 1. That is, in the subtracter 21 of the torque acquisition unit 2,
T1 = T1ref-T
Thus, the dynamo-side differential torque value T1 is acquired. The acquired dynamo-side differential torque value T1 is output to the torque / acceleration conversion unit 31 (1 / J1) of the damping torque acquisition unit 3.

In the adder 22 of the torque acquisition unit 2, the actual torque value T is added from the corrected motor torque value T2ref output from the adder 41 of the motor control unit 4. That is, in the adder 22 of the torque acquisition unit 2,
T2 = T2ref + T
Thus, the motor differential torque value T2 is acquired. The acquired motor differential torque value T2 is output to the torque / acceleration conversion unit 32 (1 / J2) of the damping torque acquisition unit 3.

In the torque / acceleration converter 31 (1 / J1), the dynamo-side differential torque value T1 output from the subtractor 21 is divided by the inertia moment J1 of the dynamo L1. That is, in the torque / acceleration conversion unit 31 (1 / J1),
α1 = T1 / J1
Thus, the dynamo angular acceleration value α1 is acquired. The acquired dynamo angular acceleration value α1 is output to the subtractor 33.

In the torque / acceleration converter 32 (1 / J2), the motor differential torque value T2 output from the adder 22 is divided by the moment of inertia J2 of the test motor M1. That is, in the torque / acceleration conversion unit 32 (1 / J2),
α2 = T2 / J2
Thus, the motor angular acceleration value α2 is acquired. The acquired motor side angular acceleration α2 is output to the subtractor 33.

In the subtractor 33, the motor angular acceleration value α2 is subtracted from the dynamo angular acceleration value α1. That is, in the subtracter 33,
Δα = α1-α2
Thus, the angular acceleration difference Δα is acquired. Then, the acquired angular acceleration difference Δα is output to the integrator 34.

In the integrator 34, the angular velocity difference Δω is acquired by integrating the angular acceleration difference Δα with time (by executing processing by Laplace transform 1 / s of the integration element). Then, the acquired angular velocity difference Δω is output to the damping torque calculation unit 35.
The damping torque calculation unit 35 multiplies the angular velocity difference Δω by the damping torque coefficient D1. That is, in the damping torque calculation unit 35,
TD = D1 × Δω
Thus, the damping torque value TD is acquired. The acquired damping torque value TD is output to the subtracter 13 of the dynamo control unit 1 and the adder 41 of the motor control unit 4.

  The damping torque value TD acquired by the damping torque acquisition unit 3 is a signal (value) having a phase delayed by π / 2 with respect to the phase of the angular acceleration difference Δα. The angular acceleration difference Δα is in phase with the difference between the torque generated by the dynamo L1 and the torque generated by the test motor M1. That is, the damping torque value TD is a signal (value) whose phase is delayed by π / 2 with respect to the difference between the torque generated by the dynamo L1 and the torque generated by the test motor M1. Therefore, the dynamo L1 is controlled using the dynamo corrected torque value T1ref obtained by correcting the target torque value T01ref with the damping torque value TD, so that the damping effect on the torsional vibration of the shaft system can be enhanced.

  Even if the damping torque value TD is a signal (value) whose phase is delayed by a phase other than π / 2 with respect to the difference in torque generated between the dynamo L1 and the test motor M1, the damping effect on the torsional vibration of the shaft system Can be increased.

  As described above, the vehicle test apparatus 1000 includes the actual torque value (actually measured shaft torque) T acquired by the torque detector TQ1, the dynamo-corrected torque value T1ref acquired by the dynamo control unit 1, and An angular velocity difference Δω (an angular velocity difference between the dynamo L1 and the test motor M1) is acquired using the motor corrected torque value T2ref acquired by the motor control unit 4. The vehicle test apparatus 1000 obtains the damping torque value TD by multiplying the angular velocity difference Δω by the damping torque coefficient D1 (controlling damping torque coefficient), and uses the obtained damping torque value for dynamo control. The corrected dynamo torque value T1ref obtained by correcting the target torque value T01ref and the corrected motor torque value T2ref obtained by correcting the target torque value T02ref for motor control are acquired. In the vehicular test apparatus 1000, the dynamo L1 is controlled by the corrected dynamo torque value T1ref, and the test motor M1 is controlled by the corrected motor torque value T2ref.

  That is, in the vehicle test apparatus 1000, the damping torque value TD, which is a signal value delayed by a predetermined phase (π / 2 in the present embodiment) with respect to the difference in torque generated between the dynamo L1 and the test motor M1, The torque command is corrected and the dynamo L1 and the test motor M1 are controlled. That is, in the vehicle test apparatus 1000, by adjusting the damping torque coefficient D1, damping torque can be generated in a controlled manner, and the damping effect against torsional vibration can be enhanced.

  Therefore, the vehicular test apparatus 1000 can effectively suppress an increase in torsional vibration even in a shaft system that has a mechanically insufficient damping coefficient (small damping coefficient).

  In the vehicle test apparatus 1000, the torque output from the torque detector is executed because the actual torque value (actually measured shaft torque) T acquired by the torque detector TQ1 is used without differentiation. Less susceptible to noise contained in signal (actual torque value).

  FIG. 3 shows transfer characteristics (frequency-gain characteristics) when torsional resonance suppression control is performed by the vehicle test apparatus 1000. In FIG. 3, the horizontal axis represents the frequency of the torque command for the dynamo L1, and the vertical axis represents the ratio of the torque value of the shaft system to the torque command for the dynamo L1 (gain (dB)). In FIG. 3, the graph shown by the solid line is a curve showing the gain characteristic (frequency-gain characteristic) of the torque value of the shaft system with respect to the torque command of the dynamo L1 when the torsional resonance suppression control is performed by the vehicle test apparatus 1000. The graph indicated by the dotted line is a curve showing the gain characteristic (frequency-gain characteristic) of the torque value of the shaft system with respect to the torque command of the dynamo L1 when only the speed control of the dynamo L1 is performed.

  As can be seen from FIG. 3, when only the speed control of the dynamo L1 is performed, resonance occurs at a specific frequency (around 42 Hz), and thus the gain increases. On the other hand, when the torsional resonance suppression control is performed by the vehicle test apparatus 1000, the gain does not become extremely large at the specific frequency (per 42 Hz). That is, when the torsional resonance suppression control is performed by the vehicle test apparatus 1000, the occurrence of resonance at a specific frequency can be effectively suppressed. That is, it can be understood that the torsional vibration of the shaft system can be effectively suppressed by performing the torsional resonance suppression control by the vehicle test apparatus 1000.

≪First modification≫
Next, a first modification of the first embodiment will be described. In addition, in this modification, the same code | symbol is attached | subjected about the part similar to 1st Embodiment, and detailed description is abbreviate | omitted.

  FIG. 4 shows a vehicle test apparatus 1000A according to this modification. The vehicular test apparatus 1000A has a configuration in which the damping torque acquisition unit 3 is replaced with the damping torque acquisition unit 3A in the vehicular test apparatus 1000 of the first embodiment. The damping torque acquisition unit 3 </ b> A has a configuration in which a high pass filter unit 36 is added between the subtractor 33 and the integrator 34 in the damping torque acquisition unit 3. For other configurations, the vehicle test apparatus 1000A is the same as the vehicle test apparatus 1000.

  The high pass filter unit 36 receives the angular acceleration difference Δα output from the subtractor 33 as an input. The high-pass filter unit 36 is configured by a high-pass filter having a frequency characteristic that does not pass a DC component or reduces a DC component. Therefore, the high-pass filter unit 36 acquires the angular acceleration difference Δα ′ from which the DC component included in the input angular acceleration difference Δα is removed (or reduced), and outputs the acquired angular acceleration difference Δα ′ to the integrator 34. .

  Processes other than those described above are the same as in the first embodiment.

  As described above, in the vehicle test apparatus 1000A of the present modification, the damping torque value TD is acquired from the angular acceleration difference Δα ′ from which the DC component is removed (or reduced). Therefore, for example, the torque TL corresponding to the target torque value T01ref of the dynamo L1 and the torque corresponding to the target torque value T02ref of the test motor M1 based on the response characteristics of the current control of the dynamo L1 and the response characteristics of the current control of the test motor M1. Even when the TM includes a steady deviation or when the actual torque value T output from the torque detector TQ1 includes the steady deviation, a component due to the steady deviation is removed by the high-pass filter unit 36 ( Or reduced). As a result, the vehicular test apparatus 1000A of the present modification can acquire a damping torque value that can effectively suppress an increase in torsional vibration.

≪Second modification≫
Next, a second modification of the first embodiment will be described. In addition, in this modification, about the part similar to the said embodiment, the same code | symbol is attached | subjected and detailed description is abbreviate | omitted.

  FIG. 5 shows a vehicle test apparatus 1000B according to this modification. The vehicular test apparatus 1000B has a configuration in which the dynamo control unit 1 is replaced with a dynamo control unit 1A and the motor control unit 4 is replaced with a motor control unit 4A in the vehicular test apparatus 1000 of the first embodiment. ing. A torque command (target torque value of the test motor M1) T02ref is input to the adder 22 of the torque acquisition unit 2.

  The dynamo control unit 1A outputs the target torque value T01ref output from the speed control unit 12 (ASR) to the subtracter 21 of the torque detection unit 2 as shown in FIG.

  Regarding other configurations, the vehicular test apparatus 1000B is the same as the vehicular test apparatus 1000.

  In the vehicle test apparatus 1000B of the present modification, the torque acquisition unit 2 and the damping torque acquisition unit 3 use the target torque value T01ref and the target torque value T02ref to obtain the damping torque value TD by the same process as in the first embodiment. get. That is, in the first embodiment, the torque acquisition unit 2 and the damping torque acquisition unit 3 acquire the damping torque value TD using the dynamo corrected torque value T1ref and the motor corrected torque value T2ref. In the modification, the damping torque value TD is acquired using the target torque value T01ref and the target torque value T02ref. Also in the vehicle testing apparatus 1000B of the present modified example, similarly to the first embodiment, the dynamo L1 and the supplied motor are used by using the dynamo corrected torque value T1ref and the corrected motor torque value T2ref corrected by the damping torque value TD. The test motor M1 is controlled. In other words, the vehicular test apparatus 1000B can controlly apply a damping torque to the shaft system. Therefore, in the vehicular test apparatus 1000B, as in the vehicular test apparatus 1000 of the first embodiment, an increase in torsional vibration is effective for a shaft system having a mechanically insufficient damping coefficient (small damping coefficient). Can be suppressed.

  Further, since the vehicle test apparatus 1000B of the present modification is configured to easily separate the motor control unit 4A, for example, the dynamo control unit 1A, the torque acquisition unit 2, and the damping torque acquisition unit 3 are configured as one device, and the motor It becomes easy to configure the vehicular test apparatus 1000B of the present modification using the control unit 4A as another apparatus.

<< Third Modification >>
Next, a third modification of the first embodiment will be described. In addition, in this modification, about the part similar to the said embodiment, the same code | symbol is attached | subjected and detailed description is abbreviate | omitted.

  FIG. 6 shows a vehicle test apparatus 1000C according to this modification. The vehicular test apparatus 1000C is the same as the vehicular test apparatus 1000 according to the first embodiment except that the dynamo control unit 1 is replaced with a dynamo control unit 1A, the damping torque acquisition unit 3 is replaced with a damping torque acquisition unit 3A, and the motor The control unit 4 is replaced with a motor control unit 4A. Then, a torque command (target torque value of the test motor M1) T02ref for the test motor M1 is input to the adder 22 of the torque acquisition unit 2. The torque command for the dynamo L1 (target torque value of the dynamo L1) T01ref is input to the subtractor 21 of the torque acquisition unit 2.

  The dynamo control unit 1A has the same configuration as the dynamo control unit 1A of the vehicle test apparatus 1000B of the second modified example of the first embodiment.

  Regarding the configuration other than the above, the vehicular test apparatus 1000C is the same as the vehicular test apparatus 1000.

  The damping torque acquisition unit 3A has the same configuration as the damping torque acquisition unit 3A of the vehicle test apparatus 1000A according to the first modification of the first embodiment.

  The motor control unit 4A has the same configuration as the motor control unit 4A of the vehicle test apparatus 1000B according to the second modification of the first embodiment.

  As described above, the vehicular test apparatus 1000C according to the present modification is a combination of the first modification and the second modification of the first embodiment. Therefore, the vehicle test apparatus 1000C according to the present modification can execute processing in which the first modification and the second modification of the first embodiment are combined. That is, also in the vehicle test apparatus 1000C of the present modification, the damping torque can be applied to the shaft system in a controlled manner, so that the torsional resonance can be achieved even in the shaft system where the damping coefficient is mechanically insufficient (the damping coefficient is small). Can be effectively suppressed.

  Further, in the vehicle test apparatus 1000 </ b> C according to the present modification, the damping torque value TD is acquired from the angular acceleration difference Δα ′ from which the DC component is removed (or reduced). Therefore, for example, the torque TL corresponding to the target torque value T01ref of the dynamo L1 and the torque TM corresponding to the target torque value T02ref of the test motor M1 based on the current control response characteristics of the dynamo L1 and the current control response characteristics of the test motor M1. In FIG. 5, even when the steady deviation is included or when the actual torque value T output from the torque detector TQ1 includes the steady deviation, the component due to the steady deviation is removed by the high-pass filter unit 36 ( Or reduced). As a result, the vehicular test apparatus 1000C according to the present modification can acquire a damping torque value that can effectively suppress an increase in torsional vibration.

  Further, the vehicle test apparatus 1000 </ b> C of the present modification has a configuration in which the target torque value T <b> 02 ref for the test motor M <b> 1 is input to the adder 22 of the torque acquisition unit 2. Therefore, unlike the vehicle test apparatus 1000A of the first modification of the first embodiment, it is not necessary to output the corrected torque value T2ref for the specimen to the torque acquisition unit 2. Therefore, the vehicle test apparatus 1000C of the present modification can make the configuration of the motor control unit 4A simpler than that of the vehicle test apparatus 1000A of the first modification of the first embodiment. Moreover, since the vehicle test apparatus 1000C of the present modification is configured to easily separate the motor control unit 4A, for example, the dynamo control unit 1A and the damping torque acquisition unit 3A are used as one device, and the motor control unit 4A is provided separately. As a device, it is easy to configure the vehicle test apparatus 1000C of the present modification.

[Second Embodiment]
Next, a second embodiment will be described. In the present embodiment, the same parts as those in the above embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

FIG. 7 shows a vehicle test apparatus 2000 according to this embodiment. The vehicle test apparatus 2000 has a configuration in which the damping torque acquisition unit 3 is replaced with a damping torque acquisition unit 3B in the vehicle testing apparatus 1000 of the first embodiment. The damping torque acquisition unit 3B has a configuration in which, in the damping torque acquisition unit 3, the integrator 34 is replaced with a low-pass filter unit 34A (LPF), and the damping torque calculation unit 35 is replaced with a damping torque calculation unit 35A. Yes.
The low-pass filter unit 34A is realized by a first-order lag filter. The transfer function G (s) of the first-order lag filter is

G (s) = 1 / (1 + τs)
s = jω
τ: Time constant j: Since it is an imaginary unit, when τs is sufficiently larger than “1”,
G (s) = 1 / (1 + τs) ≈1 / τs
It becomes. That is, in the region where the angular frequency is large, the first-order lag filter exhibits the same transfer characteristics as the integral element (1 / s). This will be described with reference to FIG.
FIG. 8 is a Bode diagram (upper diagram: gain characteristic diagram, lower diagram: phase characteristic diagram) based on the transfer function G (s) of the first-order lag filter. Fc in FIG. 8 is a cut-off frequency (fc = 1 / 2πτ).

  For example, in a region where the frequency is higher than the frequency fa (fa> fc) shown by the one-dot chain line in FIG. 8, the gain characteristic is the same as that of the integral element (the element whose transfer function is 1 / s), and the phase characteristic is also The phase delay is close to −90 °, and shows the same phase characteristics as the transfer function (1 / s) of the integral element (the phase delay of the transfer function (1 / s) of the integral element is always −90 °). Is).

  That is, the first-order lag filter having the transfer function G (s) = 1 / (1 + τs) exhibits the same characteristics as the transfer function (1 / s) of the integral element in a region where the frequency is higher than the cutoff frequency.

Thus, since the low-pass filter unit 34A exhibits the same characteristics as the transfer function (1 / s) of the integral element in the region where the frequency is higher than the cutoff frequency fc, the output Δωx from the low-pass filter unit 34A is It has properties similar to the angular velocity difference Δω of one embodiment (becomes similar physical quantities). Therefore, the damping torque calculation unit 35A uses the output Δωx from the low-pass filter unit 34A.
TD = G1 × Δωx
Thus, by obtaining the damping torque value TD, the damping torque value TD can be obtained similarly to the first embodiment.

Note that the time constant τ (this is τ1, that is, τ = τ1) in the low-pass filter unit 34A is preferably set as follows. That is, a control delay that occurs in the vehicle test apparatus 2000 (a delay that occurs in the torque detection process in the torque detector TQ1, a delay that occurs in the current control of the dynamo L1 and / or the test motor M1, and a delay in the control calculation process) when the time constant of the delay, etc.) in the signal processing and τ2, τ _{all =} τ1 + τ2 the total time constant calculated by the tau _all, the torsional resonance frequency of the shaft system in the vehicle test apparatus 2000 and fr,
(1) 1 / τ _all = 2π × fr
(2) 1 / τ _all ≈2π × fr (for example, 0.5 × 2π × fr ≦ 1 / τ _all ≦ 2 × 2π × fr)
(3) 1 / τ _all <2π × fr
It is preferable to set the time constant τ1 (= τ) in the low-pass filter unit 34A so that either of the above holds. That is, the low-pass filter unit 34A is preferably realized by a first-order lag filter having a time constant τ1 (= τ) determined as described above.

  If the response frequency characteristics of the current control of the torque detector TQ1, the dynamo L1, and / or the test motor M1 cannot be set sufficiently high with respect to the torsional resonance frequency of the shaft system, the cutoff frequency of the low-pass filter unit 34A is torsionally resonated. When set near the frequency, the followability of the generated torque with respect to the torque command for the dynamo L1 can be enhanced while maintaining a high damping effect.

  As described above, in the vehicle test apparatus 2000 according to the present embodiment, the low-pass filter unit 34A executes the filter processing (processing by the first-order lag filter) in consideration of the control delay generated in the vehicle test apparatus 2000. A damping torque value TD is acquired using the filter processing result. Therefore, the vehicle test apparatus 2000 can acquire the damping torque value TD that enhances the damping effect against the torsional vibration according to the control delay generated in the vehicle test apparatus 2000. In the vehicle test apparatus 2000, the damping coefficient is controlled so that the damping effect on the torsional vibration is enhanced even in the shaft system in which the damping coefficient is mechanically insufficient (the damping coefficient is small). The increase can be effectively suppressed.

  Further, if the response frequency of the current control of the torque detector TQ1 and the test motor M1 and / or the dynamo L1 is not sufficiently high with respect to the torsional resonance frequency of the machine, there is a steady deviation in the angular velocity difference Δω of the damping torque acquisition unit 3. Occur. In this case, for example, in the low-pass filter unit 34A (LPF) of the damping torque acquisition unit 3B, if the cutoff frequency of the low-pass filter is set lower than the torsional resonance frequency, it becomes an integral element with respect to the torsional resonance frequency, and torsional resonance Can be suppressed, and even if a steady deviation occurs, there is an effect of convergence to zero. The convergence speed increases as the LPF cutoff frequency approaches the torsional resonance frequency.

≪First modification≫
Next, a first modification of the second embodiment will be described. In addition, in this modification, about the part similar to the said embodiment, the same code | symbol is attached | subjected and detailed description is abbreviate | omitted.

  FIG. 9 shows a vehicle test apparatus 2000A according to this modification. The vehicle test apparatus 2000A has a configuration in which the dynamo control unit 1 is replaced with the dynamo control unit 1A and the motor control unit 4 is replaced with the motor control unit 4A in the vehicle test apparatus 2000 of the second embodiment. ing. A torque command (target torque value of the test motor M1) T02ref is input to the adder 22 of the torque acquisition unit 2. A torque command (target torque value of dynamo L1) T01ref is input to the subtractor 21 of the torque acquisition unit 2.

  As shown in FIG. 9, the dynamo control unit 1A outputs the target torque value T01ref output from the speed control unit 12 (ASR) to the subtracter 21 of the torque acquisition unit 2.

  Regarding other configurations, the vehicle testing apparatus 2000A is the same as the vehicle testing apparatus 2000.

  In the vehicle test apparatus 2000A of the present modified example, the torque acquisition unit 2 and the damping torque acquisition unit 3B use the target torque value T01ref and the target torque value T02ref to obtain the damping torque value TD by the same process as in the second embodiment. get. That is, in the second embodiment, the torque acquisition unit 2 and the damping torque acquisition unit 3B acquire the damping torque value TD using the dynamo corrected torque value T1ref and the motor corrected torque value T2ref. In the modification, the damping torque value TD is acquired using the target torque value T01ref and the target torque value T02ref. Also in the vehicle test apparatus 2000A of the present modified example, similarly to the second embodiment, the dynamo L1 and the supply are provided using the corrected dynamo torque value T1ref and the corrected motor torque value T2ref that are corrected by the damping torque value TD. The test motor M1 is controlled. In other words, the vehicle test apparatus 2000A can controlly apply a damping torque to the shaft system. Therefore, also in the vehicle test apparatus 2000A, as in the vehicle test apparatus 1000 of the first embodiment, the occurrence of torsional resonance is effectively suppressed in an apparatus having a mechanically insufficient attenuation coefficient (a small attenuation coefficient). can do.

  Further, the vehicle test apparatus 2000A of the present modification has a configuration in which the target torque value T02ref for the test motor M1 is input to the adder 22 of the torque acquisition unit 2. Unlike the vehicle test apparatus 2000 of the second embodiment, it is not necessary to output the corrected torque value T2ref for the specimen to the damping torque acquisition unit 3B. Therefore, the vehicle test apparatus 2000A of the present modification can make the configuration of the motor control unit 4A simpler than that of the vehicle test apparatus 2000 of the second embodiment.

  Moreover, since the vehicle test apparatus 2000A of the present modification is configured to easily separate the motor control unit 4A, for example, the dynamo control unit 1A, the torque acquisition unit 2 and the damping torque acquisition unit 3B are combined into one device, and the motor It becomes easy to configure the vehicle test apparatus 2000A according to the present modification using the control unit 4A as another apparatus.

[Third Embodiment]
Next, a third embodiment will be described. In the present embodiment, the same parts as those in the above embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 10 shows a vehicle test apparatus 3000 according to this embodiment. The vehicle test apparatus 3000 has a configuration in which the damping torque acquisition unit 3 is replaced with a damping torque acquisition unit 3C and the motor control unit 4 is replaced with a motor control unit 4B in the vehicle test apparatus 1000 of the first embodiment. Have. A torque command (target torque value of the test motor M1) T02ref is input to the adder 22 and the motor control unit 4B of the torque acquisition unit 2.

  The damping torque acquisition unit 3 </ b> C is changed so that the damping torque value TD acquired by the damping torque calculation unit 35 is output only to the dynamo control unit 1.

  The motor control unit 4B is configured without the adder 41 of the motor control unit 4 of the first embodiment. The target torque value T02ref is input to the adder 22 of the torque acquisition unit 2.

  Except for the above points, the vehicle test apparatus 3000 of the present embodiment is the same as the vehicle test apparatus 1000 of the first embodiment.

  In the vehicle test apparatus 3000 of the present embodiment, unlike the vehicle test apparatus 1000 of the first embodiment, the damping torque value TD acquired by the damping torque acquisition unit 3C is output only to the dynamo control unit 1. That is, control is executed by the torque value corrected by the damping torque value TD only in the dynamo control unit 1 (the corrected dynamo torque value T1ref).

  In the vehicular test apparatus 3000, control using the damping torque value TD is performed only by the dynamo control unit 1, so that the apparatus configuration can be simplified while suppressing an increase in torsional vibration of the shaft system. In addition, it is not necessary to perform control using the damping torque value TD on the motor side that is the specimen. For example, it becomes easy to make the motor control part 4B another apparatus.

  In the vehicle test apparatus 3000 according to the present embodiment, the control is executed by the torque value (corrected torque value T1ref for dynamo) corrected by the dynamo control unit 1 using the damping torque value TD. In comparison, the torsional resonance suppression effect is much higher.

≪First modification≫
Next, a first modification of the third embodiment will be described. In the present embodiment, the same parts as those in the above embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 11 shows a vehicle test apparatus 3000A according to this modification. The vehicle testing apparatus 3000A has a configuration in which the damping torque acquisition unit 3C is replaced with a damping torque acquisition unit 3D in the vehicle testing apparatus 3000 of the third embodiment.

  The damping torque acquisition unit 3D has a configuration in which a high-pass filter unit 36 is provided between the subtractor 33 and the integrator 34.

  Except for the above points, the vehicle test apparatus 3000A of the present embodiment is the same as the vehicle test apparatus 3000 of the third embodiment.

  The high pass filter unit 36 receives the angular acceleration difference Δα output from the subtractor 33 as an input. The high-pass filter unit 36 is configured by a high-pass filter having a frequency characteristic that does not pass a DC component or reduces a DC component. Therefore, the high-pass filter unit 36 acquires the angular acceleration difference Δα ′ from which the DC component included in the input angular acceleration difference Δα is removed (or reduced), and outputs the acquired angular acceleration difference Δα ′ to the integrator 34. .

  Processing other than the high-pass filter unit 36 is the same as in the third embodiment.

  As described above, in the vehicle test apparatus 3000A of the present modification, the damping torque value TD is acquired from the angular acceleration difference Δα ′ from which the DC component is removed (or reduced). Therefore, for example, the torque TL corresponding to the target torque value T01ref of the dynamo L1 and the torque TM corresponding to the target torque value T02ref of the test motor M1 based on the current control response characteristics of the dynamo L1 and the current control response characteristics of the test motor M1. In FIG. 5, even if the steady deviation is included or the actual torque value T output from the torque detector TQ1 includes the steady deviation, the component due to the steady deviation is removed (or reduced) by the high-pass filter unit 36. ) As a result, the vehicle test apparatus 3000A of the present modification can acquire a damping torque value that can effectively suppress an increase in torsional vibration.

≪Second modification≫
Next, a second modification of the third embodiment will be described. In the present embodiment, the same parts as those in the above embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 12 shows a vehicle test apparatus 3000B according to this modification. The vehicle test apparatus 3000B has a configuration in which the dynamo control unit 1 is replaced with the dynamo control unit 1A in the vehicle test apparatus 3000 of the third embodiment.

  As shown in FIG. 12, the dynamo control unit 1A outputs the target torque value T01ref output from the speed control unit 12 (ASR) to the subtracter 21 of the torque acquisition unit 2.

  About another structure, it is the same as that of the test apparatus 3000 for vehicles of 3rd Embodiment.

  In the vehicle test apparatus 3000B of the present modification, the torque acquisition unit 2 and the damping torque acquisition unit 3C use the target torque value T01ref to acquire the damping torque value TD by the same process as in the third embodiment. That is, in the torque acquisition unit 2 and the damping torque acquisition unit 3C, in the third embodiment, the damping torque value TD is acquired using the corrected dynamo torque value T1ref. In the present modification, the target torque value T01ref is acquired. Is used to obtain the damping torque value TD. Also in the vehicle test apparatus 3000B of the present modification, the rotation of the dynamo L1 is controlled using the dynamo corrected torque value T1ref corrected by the damping torque value TD, as in the third embodiment. In other words, the vehicle test apparatus 3000B can controlly apply a damping torque to the shaft system.

  Therefore, also in the vehicle test apparatus 3000B, as in the vehicle test apparatus 3000 of the third embodiment, the damping effect on torsional vibration is also applied to the shaft system having a mechanically insufficient damping coefficient (small damping coefficient). And increase in torsional vibration can be effectively suppressed.

<< Third Modification >>
Next, a third modification of the third embodiment will be described. In the present embodiment, the same parts as those in the above embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 13 shows a vehicle test apparatus 3000C according to this modification. The vehicle testing apparatus 3000C has a configuration in which the damping torque acquisition unit 3C is replaced with a damping torque acquisition unit 3D in the vehicle testing apparatus 3000B of the second modification example of the third embodiment.

  The damping torque acquisition unit 3D has a configuration in which a high-pass filter unit 36 is provided between the integrator 34 and the subtractor 33.

  About another structure, it is the same as that of the test apparatus 3000B for vehicles of the 2nd modification of 3rd Embodiment.

  The vehicle test apparatus 3000C according to the present modification has the same effects as the vehicle test apparatus 3000B according to the second modification of the third embodiment. Further, in the vehicle test apparatus 3000C of the present modification, the damping torque value TD is acquired from the angular acceleration difference Δα ′ from which the DC component is removed (or reduced). Therefore, for example, the torque TL corresponding to the target torque value T01ref of the dynamo L1 and the torque TM corresponding to the target torque value T02ref of the test motor M1 based on the current control response characteristics of the dynamo L1 and the current control response characteristics of the test motor M1. In FIG. 5, even when the steady deviation is included or when the actual torque value T output from the torque detector TQ1 includes the steady deviation, the component due to the steady deviation is removed by the high-pass filter unit 36 ( Or reduced). As a result, in the vehicle test apparatus 3000C according to the present modification, a damping torque value that can effectively suppress the torsional vibration of the shaft system can be acquired, and an increase in torsional vibration can be effectively suppressed.

[Fourth Embodiment]
Next, a fourth embodiment will be described. In the present embodiment, the same parts as those in the above embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 14 shows a vehicle test apparatus 4000 according to this embodiment. The vehicle test apparatus 4000 has a configuration in which the damping torque acquisition unit 3B is replaced with a damping torque acquisition unit 3E and the motor control unit 4 is replaced with a motor control unit 4B in the vehicle test apparatus 2000 of the second embodiment. Have. A torque command (target torque value of the test motor M1) T02ref is input to the adder 22 and the motor control unit 4B of the torque acquisition unit 2.

  The damping torque acquisition unit 3E is modified so that the damping torque value TD acquired by the damping torque calculation unit 35A is output only to the dynamo control unit 1 in the damping torque acquisition unit 3B of the second embodiment. Other than that, the damping torque acquisition unit 3E is the same as the damping torque acquisition unit 3B.

  The motor control unit 4B has a configuration without the adder 41 of the motor control unit 4 of the second embodiment. The target torque value T02ref is input to the adder 22 of the torque acquisition unit 2.

  Except for the above points, the vehicle test apparatus 4000 of the present embodiment is the same as the vehicle test apparatus 2000 of the second embodiment.

  In the vehicle test apparatus 4000 of the present embodiment, unlike the vehicle test apparatus 2000 of the second embodiment, the damping torque value TD acquired by the damping torque acquisition unit 3E is output only to the dynamo control unit 1. That is, control is executed by the torque value corrected by the damping torque value TD only in the dynamo control unit 1 (the corrected dynamo torque value T1ref).

  In the vehicular test apparatus 4000, the control using the damping torque value TD is performed only by the dynamo controller 1, so that the apparatus configuration can be simplified while suppressing an increase in torsional vibration of the shaft system. In addition, it is not necessary to perform control using the damping torque value TD on the motor side that is the specimen. For example, it becomes easy to make the motor control part 4B another apparatus.

  In the vehicle test apparatus 4000 of the present embodiment, since control is performed using the torque value corrected by the dynamo control unit 1 using the damping torque value TD (the corrected dynamo torque value T1ref), the conventional technique is used. In comparison, the torsional resonance suppression effect is much higher.

≪First modification≫
Next, a first modification of the fourth embodiment will be described. In the present embodiment, the same parts as those in the above embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 15 shows a vehicle test apparatus 4000A according to this modification. The vehicular test apparatus 4000A has a configuration in which the dynamo control unit 1 is replaced with the dynamo control unit 1A in the vehicular test apparatus 4000 of the fourth embodiment. A torque command (target torque value of dynamo L1) T01ref is input to the subtractor 21 of the torque acquisition unit 2.

  Except for the above points, the vehicle test apparatus 4000A of the present modification is the same as the vehicle test apparatus 4000 of the fourth embodiment.

  In the vehicle test apparatus 4000A of the present modified example, the torque acquisition unit 2 and the damping torque acquisition unit 3E use the target torque value T01ref to acquire the damping torque value TD by the same process as in the fourth embodiment. That is, in the fourth embodiment, the torque acquisition unit 2 and the damping torque acquisition unit 3E acquire the damping torque value TD using the corrected dynamo torque value T1ref. However, in the present modification, the target torque value T01ref is acquired. Is used to obtain the damping torque value TD. Also in the vehicle test apparatus 4000A of the present modification, the dynamo L1 is controlled using the dynamo corrected torque value T1ref corrected by the damping torque value TD, as in the fourth embodiment. In other words, the vehicle test apparatus 4000A can controlly apply a damping torque to the shaft system.

  Therefore, in the vehicle test apparatus 4000A, as in the vehicle test apparatus 4000 of the fourth embodiment, a damping effect against torsional vibration is exerted on the shaft system having a mechanically insufficient damping coefficient (small damping coefficient). And increase in torsional vibration can be effectively suppressed.

[Fifth Embodiment]
Next, a fifth embodiment will be described. In the above embodiment, the specimen is the specimen motor M1, but in this embodiment, the specimen is an engine and a transmission. In the above embodiment, the control command on the drive side (sample motor M1 side) is a torque command. In this embodiment, the control command on the drive side (engine E1 side) is a throttle opening command. .

  FIG. 16 shows a vehicle test apparatus 5000 according to this embodiment. As shown in FIG. 16, in the vehicle testing apparatus 5000, the specimens are the engine E1 and the transmission TR1.

  The vehicle test apparatus 5000 according to the fifth embodiment is the same as the vehicle test apparatus 1000 according to the first embodiment except that the dynamo control unit 1 is replaced with a dynamo control unit 1B, and the damping torque acquisition unit 3 is replaced with a damping torque acquisition unit 3F. The motor control unit 4 is replaced with a drive side control unit 4C, and a torque conversion unit 5 is further added.

  As shown in FIG. 16, the torque converter 5 includes a throttle opening command value / command torque value converter 51 (θ / T) and a torque adjuster 52 (ADJ).

  The damping torque value TD is output from the damping torque calculation unit 35 of the damping torque acquisition unit 3F only to the subtracter 13 of the dynamo control unit 1B.

  As shown in FIG. 16, the dynamo control unit 1 </ b> B has a configuration in which the subtractor 11 and the speed control unit 12 in the dynamo control unit 1 of the first embodiment are replaced with a running resistance calculation unit 16.

  Except for the above points, the vehicle test apparatus 5000 of the present embodiment is the same as the vehicle test apparatus 1000 of the first embodiment.

  The running resistance calculation unit 16 receives the actual speed value N1 of the dynamo L1 output from the speed detection unit SP1. The running resistance calculation unit 16 acquires a torque value considering the running resistance from the actual speed value N1 of the dynamo L1 (for example, is calculated by calculation), and outputs the acquired torque value as a target torque value T01ref to the subtractor 13. . The running resistance calculation unit 16 stores and holds in advance, as data, the correspondence relationship (characteristic) between the running resistance data for the actual speed value N1 of the dynamo L1 and the target torque value that is the output value of the running resistance calculation unit 16. It may be a thing.

  In the dynamo control unit 1B, the configuration and operation (processing contents) other than those described above are the same as those of the dynamo control unit 1 of the first embodiment.

  The throttle opening command value / command torque value converter 51 receives the throttle opening command θref. The throttle opening command value / command torque value conversion unit 51 acquires a torque value corresponding to the input throttle opening command (throttle opening value θref), and uses the acquired torque value as a drive-side corrected torque value T2ref. And output to the torque adjustment unit 52.

  The torque adjustment unit 52 receives the drive-side corrected torque value T2ref output from the throttle opening command value / command torque value conversion unit 51. The torque adjustment unit 52 converts (adjusts) the drive-side corrected torque value T2ref according to the conversion ratio (gear conversion ratio) of the transmission TR1 that is the specimen. The torque adjustment unit 52 outputs the converted torque value as an adjusted torque value T2ref1 to the adder 22.

  The adder 22 receives the adjusted torque value T2ref1 output from the torque adjustment unit 52 and the torque value T output from the torque detector TQ1. The adder 22 adds the adjusted torque value T2ref1 and the torque value T, and outputs the addition result to the torque / acceleration converter 32 (1 / J2).

  In the damping torque acquisition unit 3F, the configuration and operation (processing contents) other than those described above are the same as those of the damping torque acquisition unit 3 of the first embodiment.

  As shown in FIG. 16, the drive side control unit 4C receives the throttle opening degree command θref, and drives and controls the engine E1 that is a specimen based on the throttle opening degree instruction θref.

  In vehicle test apparatus 5000, actual torque value (actually measured shaft torque) T acquired by torque detector TQ1, corrected dynamo torque value T1ref acquired by dynamo control unit 1B, and drive-side control command An angular velocity difference Δω (an angular velocity difference between the dynamo L1 and the specimen) is obtained using the adjusted torque value T2ref1 on the drive side obtained based on the throttle opening command θref. The vehicle test apparatus 5000 obtains the damping torque value TD by multiplying the angular velocity difference Δω by the damping torque coefficient D1 (controlling damping torque coefficient), and uses the obtained damping torque value for dynamo control. The corrected dynamo torque value T1ref obtained by correcting the target torque value T01ref is acquired. In the vehicular test apparatus 5000, the dynamo L1 is controlled by the corrected dynamo torque value T1ref. That is, in the vehicle test apparatus 5000, the torque command is corrected by the damping torque value TD, and the dynamo L1 is controlled. In other words, in the vehicle test apparatus 5000, it is possible to increase the damping effect against torsional vibration by giving damping torque to the shaft system in a controlled manner.

  Therefore, in the vehicular test apparatus 5000, an increase in torsional vibration can be effectively suppressed even in an axial system in which the damping coefficient is insufficient (small damping coefficient).

  Further, in the vehicle test apparatus 5000 of the present embodiment, the adjusted torque value T2ref1 derived from the throttle opening degree command is input to the adder 22 of the torque acquisition unit 2, and the throttle value is input to the drive side control unit 4C. An opening degree command is input. That is, in the vehicle test apparatus 5000 of the present embodiment, since the control using the damping torque value TD is performed only by the dynamo control unit 1B, the apparatus configuration can be simplified while suppressing an increase in the torsional vibration of the shaft system. it can. In addition, it is not necessary to perform control using the damping torque value TD on the motor side that is the specimen. For example, it becomes easy to make the drive side control part 4C another apparatus.

≪First modification≫
Next, a first modification of the fifth embodiment will be described. In addition, in this modification, about the part similar to the said embodiment, the same code | symbol is attached | subjected and detailed description is abbreviate | omitted.

  FIG. 17 shows a vehicle test apparatus 5000A according to this modification. As shown in FIG. 17, the vehicle test apparatus 5000A has a configuration in which the damping torque acquisition unit 3F is replaced with a damping torque acquisition unit 3G in the vehicle testing apparatus 5000 of the fifth embodiment. Other than that, the vehicle test apparatus 5000A of the present modification is the same as the vehicle test apparatus 5000 of the fifth embodiment.

  The damping torque acquisition unit 3G has a configuration in which the integrator 34 is replaced with an LPF 34A and the damping torque calculation unit 35 is replaced with a damping torque calculation unit 35A in the damping torque acquisition unit 3F. The LPF 34A is the same as that described in the second embodiment.

  In vehicle testing apparatus 5000A, actual torque value (actually measured shaft torque) T acquired by torque detector TQ1, corrected dynamo torque value T1ref acquired by dynamo control unit 1B, and drive-side control command Is used as an adjusted torque value T2ref1 on the drive side obtained based on the throttle opening command θref, and the output Δωx from the low-pass filter unit 34A (approximate value of the angular velocity difference between the dynamo L1 and the specimen (approximate value) Get the difference composite value)). The vehicle test apparatus 5000A obtains the attenuation torque value TD by multiplying the output Δωx from the low-pass filter unit 34A by the attenuation torque coefficient G1 (controlling attenuation coefficient), and obtains the attenuation torque value TD. Then, a corrected dynamo torque value T1ref obtained by correcting the target torque value T01ref for dynamo control is acquired. In the vehicle test apparatus 5000A, the dynamo L1 is controlled by the corrected dynamo torque value T1ref. Thereby, in the vehicle test apparatus 5000A, it is possible to effectively suppress an increase in torsional vibration even in a shaft system that has a mechanically insufficient damping coefficient (small damping coefficient).

[Other Embodiments]
In the first to fourth embodiments (including modifications), when the torque command for the rotating body is “positive” and the torque command for the specimen is “negative”, the shaft torque value T is “positive”. Defines the polarity. For this reason, when the polarity of the shaft torque value T is defined in reverse, the polarity of the addition / subtraction processing of the vehicle testing device may be changed accordingly. Even when the polarity of the shaft torque value T is defined in reverse, naturally, the damping effect on torsional vibration can be enhanced as in the above embodiment.
Moreover, although the said 1st-4th embodiment (including a modification) demonstrated the case where the control command with respect to dynamo L1 was made into a speed command, it is not limited to this, For example, the control command with respect to dynamo L1 is given. A torque command (target torque value T01ref) may be used. In this case, the speed control unit 12 (ASR) can be omitted.

  In the third and fourth embodiments (including the modified examples), the case where the test body is the test motor M1 has been described. However, the present invention is not limited to this. For example, the test body may be an engine and / or Or it may be a transmission.

  Moreover, you may make it comprise the test device for vehicles combining the component demonstrated by the said embodiment (a modification is also included).

  For example, the integrator 34 and the low-pass filter unit 34A may be replaced with other filter units. This filter unit is a signal (value) delayed from the input signal by a predetermined phase (for example, a predetermined value in the range of 0 to π / 2) with respect to the difference in torque generated between the dynamo L1 and the test motor M1. ) May be output.

  Alternatively, the damping torque value TD may be input only to the motor control unit (or drive control unit) side.

  Further, in the vehicle test apparatus according to the second, fourth, and fifth embodiments, the high-pass filter unit 36 may be provided between the subtractor 33 and the low-pass filter unit 34A (or the integrator 34).

  Further, in the vehicle test apparatus of the fifth embodiment, the target torque value T01ref may be input to the subtracter 21 of the torque acquisition unit 2.

  In the above-described embodiments (including modifications), the case where the present invention is applied to a two-inertia shaft system has been described. However, the present invention is not limited to this. The present invention may be applied to an inertial shaft system.

  For example, when the present invention is applied to a three-inertia system, the angular velocity difference ω1 is obtained from the torque generated in the first inertial body and the second inertial body and the inertia moment of each inertial body, and the damping torque value is calculated from the angular velocity difference ω1. Find TD1. Then, the driving of the first inertial body and / or the second inertial body is controlled by the command torque value corrected by the damping torque value TD1, similarly to the processing described in the above embodiment.

  Further, the angular velocity difference ω2 is obtained from the torque generated in the second inertial body and the third inertial body and the inertial moment of each inertial body, and the damping torque value TD2 is obtained from the angular velocity difference ω2. Then, the second inertial body and / or the third inertial body is controlled by the command torque value corrected by the damping torque value TD2, similarly to the processing described in the above embodiment.

  In this way, the present invention may be applied to a multi-inertia shaft system having three or more inertia systems.

  Further, in the vehicle test apparatus described in the above embodiment, each block (each functional unit) may be individually made into one chip by a semiconductor device such as an LSI, or one chip so as to include a part or all of it. It may be made.

  Further, the method of circuit integration is not limited to LSI, and implementation with a dedicated circuit or a general-purpose processor is also possible. An FPGA (Field Programmable Gate Array) that can be programmed after manufacturing the LSI or a reconfigurable processor that can reconfigure the connection and setting of circuit cells inside the LSI may be used.

  In addition, part or all of the processing of each functional block in each of the above embodiments may be realized by a program. A part or all of the processing of each functional block in each of the above embodiments is performed by a central processing unit (CPU) in the computer. In addition, a program for performing each processing is stored in a storage device such as a hard disk or a ROM, and is read out and executed in the ROM or the RAM.

  Each processing of the above embodiment may be realized by hardware, or may be realized by software (including a case where the processing is realized together with an OS (Operating System), middleware, or a predetermined library). Further, it may be realized by mixed processing of software and hardware.

  Moreover, the execution order of the processing method in the said embodiment is not necessarily restricted to description of the said embodiment, The execution order can be changed in the range which does not deviate from the summary of invention.

  A computer program that causes a computer to execute the above-described method and a computer-readable recording medium that records the program are included in the scope of the present invention. Here, examples of the computer-readable recording medium include a flexible disk, a hard disk, a CD-ROM, an MO, a DVD, a DVD-ROM, a DVD-RAM, a BD (Blu-ray Disc), and a semiconductor memory. .

  The computer program is not limited to the one recorded on the recording medium, and may be transmitted via a telecommunication line, a wireless or wired communication line, a network represented by the Internet, or the like.

  Moreover, although the said embodiment demonstrated this invention as a vehicle test apparatus, it is not limited to the object for vehicles. The present invention may be applied to a test apparatus that uses a drive device other than a vehicle as a specimen.

  The specific configuration of the present invention is not limited to the above-described embodiment, and various changes and modifications can be made without departing from the scope of the invention.

  The power system test apparatus according to the present invention can be used for a shaft system in which a dynamo and a specimen to be driven and controlled in response to a torque command are connected to each other.

1000, 1000A, 1000B, 1000C, 2000, 2000A, 3000, 3000A, 3000B, 3000C, 4000, 4000A, 5000, 5000A Vehicle test apparatus 1, 1A, 1B Dynamo control unit (rotary body control unit)
2 Torque acquisition unit 3, 3A, 3B, 3C, 3D, 3E, 3F, 3G Damping torque acquisition unit 4 Motor control unit (specimen control unit)
4C Drive side control unit 34 Integrator 34A Low-pass filter unit (first-order lag filter)
35 Damping torque calculation unit 36 High-pass filter unit M1 Test motor (specimen)
L1 Dynamo (Rotating body)
TQ1 Torque detector E1 Engine TR1 Transmission SP1 Rotational speed sensor AX1 Intermediate shaft (connecting part)

Claims (6)

A rotating body connected to the power system specimen in a rotatable manner integrally with the specimen;
A torque detector for detecting torque generated in each of the rotating body and the specimen;
A rotating body control unit that controls the driving of the rotating body according to a torque command value for the rotating body;
A specimen control unit for controlling the driving of the specimen according to the torque command value for the specimen;
A damping torque acquisition unit for acquiring a damping torque value for correcting at least one of the torque command value for the rotating body and the torque command value for the specimen;
With
The damping torque acquisition unit
A rotating body angular acceleration value is obtained based on the torque generated in the rotating body and the moment of inertia of the rotating body, and a specimen angular acceleration value is calculated based on the torque generated in the specimen and the moment of inertia of the specimen. An angular acceleration acquisition unit to acquire;
An angular velocity difference acquisition unit for obtaining an angular velocity difference between the rotating body and the specimen from the rotating body angular acceleration value and the specimen angular acceleration value;
A damping torque calculator for calculating a damping torque value based on the angular velocity difference;
Have
The rotating body control unit controls driving of the rotating body based on a corrected torque value for a rotating body obtained by correcting the torque command value for the rotating body with the damping torque value.
Power system test equipment. The torque detector
A shaft torque detector that detects a torque generated between the specimen and the rotating body and outputs a shaft torque value;
(1) The corrected torque for the rotating body obtained by correcting the shaft torque value output by the shaft torque detector and the torque command value for the rotating body or the torque command value for the rotating body with the damping torque value. Any one of the command values, and (2) either the torque command value for the specimen or the corrected torque command value for the specimen obtained by correcting the torque command value for the specimen with the damping torque value A torque acquisition unit that acquires torque generated in the rotating body and the specimen, respectively,
Having
The power system test apparatus according to claim 1. The torque acquisition unit
By obtaining a differential composite value between the shaft torque value and the torque command value for the rotating body or the corrected torque command value for the rotating body, a first torque differential composite value corresponding to the torque generated in the rotating body is obtained. In addition, a second torque difference composite value corresponding to the torque generated in the specimen is obtained by obtaining a differential composite value between the shaft torque value and the specimen torque command value or the corrected torque command value for the specimen. get,
The power system test apparatus according to claim 2. The angular velocity difference acquisition unit
A differential composite acceleration which is a differential composite value between the rotating body angular acceleration value and the specimen angular acceleration value is obtained, and an angular velocity difference between the rotating body and the specimen is obtained using the obtained differential composite acceleration value. ,
The power system test apparatus according to any one of claims 1 to 3. The specimen control unit controls the driving of the specimen based on the corrected torque value for the specimen obtained by correcting the torque command value for the specimen with the damping torque value.
The power system test apparatus according to claim 1. The specimens are an engine and a transmission,
The specimen control unit controls the engine based on a throttle opening command signal,
The angular acceleration acquisition unit acquires a torque value corresponding to the throttle opening command signal, and converts the acquired torque value according to the transmission gear ratio as a torque value generated in the specimen. , Obtaining the specimen angular acceleration value,
The power system test apparatus according to claim 1.

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