JP4084254B2 - Powertrain testing equipment - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention includes a prime mover mounted on a vehicle and a transmission connected to the prime mover, and a power train is configured. By applying load torque to the drive shaft of the power train, the power train is simulated. In particular, the present invention relates to a powertrain testing apparatus in which a test is performed while being mounted on a vehicle.
[0002]
[Prior art]
In general, a performance test apparatus equipped with a dynamometer is used for a bench test of a power train including an engine mounted on a vehicle or the like and a transmission connected to the engine.
[0003]
As such a performance test device, a power train in which a transmission and a differential device are integrated by an engine is driven by an engine, and a dynamometer is connected to a pair of output shafts of the differential device via a speed reducer, a transmission shaft, etc. Has been proposed (see Patent Document 1, for example). This test device evaluates the powertrain in the steady running state by adding the running resistance received from the road surface in the steady running state of the vehicle, that is, constant engine speed and constant vehicle speed, by simulating the torque of the dynamometer. It can be performed.
[0004]
[Patent Document 1]
JP-A-9-145548
[0005]
[Problems to be solved by the invention]
Incidentally, in the test apparatus described in Patent Document 1, a dynamometer that applies load torque to a power train that is an evaluation target is connected via a reduction gear, a transmission shaft, or the like. The speed reducer, transmission shaft, etc. in this test device do not exist in an actual vehicle, the rotational inertia, torsional rigidity, etc. are completely different from those of the vehicle, and the vibration characteristics are completely different from those of the actual vehicle. End up. Moreover, the vehicle is not running in a constant state, the throttle opening is constantly changing and accelerating and decelerating, and the vehicle speed and the engine speed are changing dynamically, so the transient state changes. Evaluation in a transitional state close to the actual vehicle is not possible.
[0006]
In addition, since the dynamometer in the conventional test apparatus cannot generate sufficient torque at extremely low speed, a brake device (for example, a disc brake device) is used to simulate the running state of the vehicle at an extremely low speed. It is necessary to use together. However, in order to simulate a vehicle from a state just before stopping during braking or to start (running) from the stopped state of the vehicle, the torque load state by the dynamometer and the braking torque load by the brake device It is necessary to switch between states. Since a step is generated in the torque applied to the power train when switching between the braking device and the driving of the dynamometer, the running state and the stopped state of the vehicle cannot be simulated well.
[0007]
The present invention has been made in view of the above circumstances, and an object thereof is to provide an accurate load corresponding to a transient running state of a vehicle on which a power train including a prime mover and a transmission connected to the prime mover is mounted. An object of the present invention is to provide a powertrain testing apparatus that can apply torque and obtain a highly reliable test result.
[0008]
[Means for Solving the Problems]
In the following, means for achieving the above object and its effects are described.
According to a first aspect of the present invention, a power train is configured to include a prime mover mounted on a vehicle and a transmission coupled to the prime mover, and torque applying means for applying a load torque to the output shaft of the power train. And a rotation detection means for detecting the rotation speed of the torque application means, and a load torque to be applied to the output shaft based on a dynamic characteristic model relating to the vehicle and the rotation speed detected by the rotation speed detection means. A power train test apparatus for performing a test in a state in which the power train is artificially mounted on a vehicle by applying the calculated load torque from the torque applying means to the output shaft. The torque applying means comprises a dynamometer having a rotational inertia substantially equivalent to a rotational inertia of a wheel attached to the output shaft, A stop torque calculating means for calculating a load torque to be applied to the output shaft based on a stop position command value at the time of stop, and a calculation result of the stop torque calculating means when the vehicle is stopped; Output selection means for outputting to the torque application means.
[0009]
When simulating the running state of a vehicle with a test device, dynamic friction acts between the wheels and the road surface while the vehicle is running, whereas static friction is generated between the wheels and the road surface while the vehicle is stopped. Will act.
[0010]
In this regard, according to the above configuration, the load torque to be applied to the output shaft of the power train is calculated by the stop time torque calculating means based on the stop position command value when the vehicle is stopped, and the vehicle is stopped. The calculation result of the stop time torque calculating means is selected and output to the torque applying means. Therefore, the stop control of the vehicle can be reproduced.
[0011]
According to a second aspect of the present invention, in the powertrain test apparatus according to the first aspect, the stop time torque calculating means includes the stop position command value and position information calculated from the detected rotational speed. The load torque is calculated such that the rotational speed becomes zero in accordance with the deviation.
[0012]
According to the second aspect of the invention, the load torque is calculated such that the rotational speed of the dynamometer becomes zero according to the deviation between the stop position command value and the position information calculated from the detected rotational speed. be able to.
[0013]
According to a third aspect of the present invention, in the powertrain test apparatus according to the first or second aspect, the dynamic characteristic model includes at least the vehicle, the wheels, and the upper side and the lower side of the suspension device. It is divided into bodies, and the equivalent inertia of each component, the equivalent longitudinal damping constant and the equivalent longitudinal spring constant of the suspension device are introduced as model constants.
[0014]
According to this configuration, the dynamic characteristic model divides the vehicle into at least wheels and components on the upper side and the lower side of the suspension device, the equivalent inertia of each component and the equivalent longitudinal damping constant of the suspension device, and The equivalent longitudinal spring constant is introduced as a model constant. Therefore, the load torque to be applied to the output shaft of the power train can be suitably calculated based on this dynamic characteristic model.
[0015]
According to a fourth aspect of the present invention, in the powertrain test apparatus according to any one of the first to third aspects, the dynamic characteristic model is based on a slip ratio of the wheel and a vertical load acting on the vehicle. And a slip model for calculating a longitudinal force acting on the vehicle.
[0016]
According to this configuration, since the slip model is included in the dynamic characteristic model, the slip behavior of the wheel in the actual vehicle can be reproduced.
According to a fifth aspect of the present invention, in the powertrain test apparatus according to any one of the first to fourth aspects, the virtual rotational speed of the dynamometer based on the load torque calculated by the computing means and the The image processing apparatus further includes a correction unit that corrects the load torque calculated by the calculation unit so that the detected rotation speed matches.
[0017]
According to this configuration, the dynamometer has a torque output error with respect to the load torque calculated by the calculation means, but the virtual rotation speed of the dynamometer based on the load torque calculated by the calculation means and the detected rotation speed are So that the load torques calculated by the calculation means are corrected. Therefore, the torque output error of the dynamometer can be further reduced, and a test simulating the running state of the actual vehicle can be performed.
[0018]
DETAILED DESCRIPTION OF THE INVENTION
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments in which the present invention is applied to a powertrain test apparatus including an automatic transmission (automatic transmission) connected to a vehicle gasoline engine (hereinafter simply referred to as “engine”) will be described below. Will be described with reference to FIG.
[0019]
FIG. 1 is a schematic configuration diagram showing a test system in the present embodiment.
The test apparatus includes an engine 10, an automatic transmission (AT) 11, and a differential device 12. A power train 13 is configured, and torque generated in the dynamometer 20 is transmitted to the output shaft of the power train 13. As a result, various tests are performed with the power train 13 mounted on the vehicle in a pseudo manner.
[0020]
An engine 11 and a differential device 12 are integrally connected to the engine 10 to form a power train 13. The pair of output shafts 14 and the pair of dynamometers 20 of the differential device 12 are connected to the output shafts 14 and the input shafts. And 21 are fixed on a bench (not shown) adjacent to each other so as to be coaxial. The ends of these output shafts 14 and input shafts 21 are directly connected via couplings 15 and 16, respectively. Therefore, a predetermined load torque corresponding to the traveling state of the actual vehicle is applied to each power train 13 (engine 10) from each dynamometer 20.
[0021]
As the pair of dynamometers 20, those having a rotational inertia substantially equivalent to the rotational inertia of a wheel attached to the end of each output shaft 14 of the differential device 12 are used. Moreover, as each dynamometer 20, the permanent magnet type | mold electric motor is used, and it is a thing of the structure which can give a big torque in a very low speed state thru | or a stop state. Therefore, according to this test apparatus, the slip state of the wheel can be faithfully simulated by applying a load torque corresponding to the slip behavior of the wheel in the actual vehicle to each output shaft 14 of the power train 13. Each dynamometer 20 can apply a large torque in a very low speed state or a stopped state. Therefore, according to this test apparatus, it is possible to faithfully simulate the running state and the stop state immediately before the vehicle stops.
[0022]
Between each coupling 15, 16, a torque sensor 18 is provided for detecting the magnitude of the actual torque TACT actually acting on each output shaft 14 from each dynamometer 20. Each dynamometer 20 is provided with a rotary encoder 22 that detects the rotational speed of the input shaft 21 and outputs a detection signal corresponding to the rotational speed.
[0023]
The test apparatus includes a control device 50 having an engine control unit 30 for controlling the output of the engine 10 and a dynamometer control unit 40 for controlling torque generated in each dynamometer 20.
[0024]
The engine control unit 30 adjusts the output of the engine 10 so that the virtual speed (vehicle speed SPD) of the vehicle calculated by the dynamometer control unit 40 changes according to a predetermined vehicle speed pattern. Such output adjustment is performed by adjusting the opening degree of the throttle valve (throttle opening degree TA) provided in the intake passage of the engine 10. That is, the engine control unit 30 increases the amount of intake air supplied to the combustion chamber (not shown) of the engine 10 by increasing the throttle opening degree TA when the vehicle speed SPD is lower than the predetermined target vehicle speed, and vice versa. When the vehicle speed SPD is higher than the predetermined target vehicle speed, the throttle opening TA is decreased to decrease the intake air amount.
[0025]
The dynamometer control unit 40 calculates the load torque to be generated in each dynamometer 20 based on the detection signals input from the torque sensor 18 and the rotary encoder 22 and the dynamic characteristic model of the vehicle on which the power train 13 is mounted. To do. Then, the dynamometer control unit 40 feedback-controls the dynamometer 20 so that the calculated load torque and the actual torque TACT detected by each torque sensor 18 coincide.
[0026]
FIG. 3 is a conceptual diagram showing a dynamic characteristic model of the vehicle. As shown in the figure, in the present embodiment, the vehicle is modeled by dividing the vehicle into components on the upper side and the lower side of the wheels and the suspension device.
[0027]
The dynamometer control unit 40 inputs the rotational speed of the dynamometer 20 to the simultaneous equation of motion based on such a dynamic characteristic model, and calculates the load torque TCAL by solving each equation of motion at a predetermined calculation cycle. Incidentally, the construction of the equation of motion based on such a dynamic characteristic model and the calculation process thereof can be easily performed using, for example, control simulation software.
[0028]
In FIG. 3, “Jw” is the equivalent inertia of the wheel, “WuR” and “WuL” are the unsprung weights on the right and left wheels on the lower side of the suspension, and “Ws” is the suspension of the suspension. The upper sprung weight. “KLR” and “KLL” are equivalent spring constants in the front-rear direction on the right wheel side and the left wheel side of the suspension device, respectively. “CLR” and “CLL” are respectively in the front-rear direction on the right wheel side and the left wheel side of the suspension device. These are equivalent damping constants, and these are model constants identified based on experiments, design values, and the like.
[0029]
In FIG. 3, “SR-FL” is a slip model for calculating the longitudinal force FL acting on the vehicle based on the slip ratio SR of the wheels. As shown in FIG. 4, in this slip model, a plurality of solid lines indicate changes in the longitudinal force FL according to the vertical load of the wheel with respect to the road surface. By referring to this slip model and substituting a predetermined slip ratio and the vertical load at that time, the longitudinal force FL of the vehicle that changes every moment can be calculated.
[0030]
The vertical load of each wheel with respect to the traveling road surface of the vehicle is calculated as shown in FIGS. FIG. 5 shows a state of wheel load movement during braking on a flat road, and FIG. 6 shows a state of wheel load movement during vehicle stop on a slope.
[0031]
In FIG. 5, “Wf” is a front wheel load at rest, “Wr” is a rear wheel load at rest, and “W” is a vehicle weight. “L” is a wheel base, and “h” is the height of the center of gravity when stationary. “Α” is a deceleration during braking, and “g” is a gravitational acceleration. Accordingly, the front wheel load Wf ′ and the rear wheel load Wr ′, which are vertical loads on the road surface during braking on a flat road, are calculated by the following equations (1) and (2).
[0032]
Wf ′ = Wf + W · (α / g) · (h / L) (1)
Wr ′ = Wr−W · (α / g) · (h / L) (2)
In FIG. 6, “Wf” is a front wheel load at rest, “Wr” is a rear wheel load at rest, and “W” is a vehicle weight. “L” is a wheel base, and “h” is the height of the center of gravity when stationary. “Θ” is a road surface gradient. Accordingly, the front wheel load Wf ′ and the rear wheel load Wr ′ at the time of stopping on the slope are calculated by the following equations (3) and (4).
[0033]
Wf ′ = Wf · cos θ−W · sin θ · (h / L) (3)
Wr ′ = Wr · cos θ + W · sin θ · (h / L) (4)
The longitudinal force FL of the vehicle can be calculated with reference to the slip model shown in FIG. 4 based on the vertical load of the wheel thus calculated.
[0034]
Further, in FIG. 3, “RLA” is a model for calculating the windage loss associated with the running state of the vehicle, that is, the running resistance, and this windage loss RLA is set based on the vehicle speed.
[0035]
As shown in FIG. 2, the dynamometer control unit 40 includes a model constant setting unit 41 for setting the model constants (Jw, WuR, WuL, KLR, KLL, Ws, SR-FL, RLA), and the equations of motion. Is provided with a torque calculator 42 for calculating the load torque TCAL and a vehicle speed calculator 43 for calculating the vehicle speed SPD. The dynamometer control unit 40 also includes a torque correction unit 44 that corrects the load torque TCAL to correct a torque error of the dynamometer 20, a stop time torque calculation unit 45 that calculates load torque in the stop control state, and an output selection unit 46. And a drive unit 47.
[0036]
The vehicle speed calculation unit 43 calculates the vehicle speed SPD based on the rotation speed θ of the dynamometer 20 calculated by the torque calculation unit 42, that is, the rotation speed of the wheel and the following equation (5).
[0037]
SPD = k1 · r · θ (5)
k1: Constant
r: tire radius
The vehicle speed calculation unit 43 outputs a signal corresponding to the magnitude of the vehicle speed SPD thus calculated to the model constant setting unit 41 and the torque calculation unit 42, respectively.
[0038]
The model constant setting unit 41 includes a memory (not shown) in which the model constants (Jw, WuR, WuL, KLR, KLL, Ws, SR-FL, and RLA) are stored. To the unit 42.
[0039]
The torque calculation unit 42 uses the model constants (Jw, WuR, WuL, KLR, KLL, Ws, SR-FL, RLA) set by the model constant setting unit 41 and the rotational speed θ input from the rotary encoder 22 as described above. Substitute into each equation of motion based on the characteristic model. Then, the torque calculation unit 42 calculates the load torque TCAL corresponding to the modeled vehicle running state by solving these equations of motion at a predetermined calculation cycle, and the calculated load torque TCAL is sent to the torque correction unit 44. Output.
[0040]
The torque correction unit 44 corrects the load torque TCAL so as to correct the torque error of the dynamometer 20. FIG. 7 shows a torque correction procedure performed by the torque correction unit 44.
[0041]
As shown in FIG. 7, a subtraction process 51 for subtracting the actual torque TACT measured by the torque sensor 18 from the load torque TCAL is performed, and an angular acceleration is performed by performing a division process 52 for dividing the deviation by the equivalent inertia Jw of the wheel. Is calculated.
[0042]
Next, the virtual rotation speed is calculated by integrating the angular acceleration calculated in the division processing 52 by the integration processing 53. Here, this virtual rotation speed is an insufficient rotation speed to be corrected. A subtraction process 54 for subtracting the rotational speed of the dynamometer 20 detected by the rotary encoder 22 from this virtual rotational speed is performed to calculate the difference.
[0043]
Then, the torque correction unit 44 performs an amplification process 55 with a predetermined gain on the difference obtained in the subtraction process 54 to calculate a correction torque THO. Thereafter, the torque correction unit 44 calculates the command torque TTRG by executing an addition process 56 for adding the correction torque THO to the load torque TCAL.
[0044]
In addition, when simulating the running state of the vehicle with the test apparatus, dynamic friction acts between the wheel and the road surface while the vehicle is running, whereas the wheel and the road surface are stopped while the vehicle is stopped. Static friction will act. Therefore, in order to reproduce the braking state or the stop state of the vehicle when the vehicle is traveling, the control state of the dynamometer 20 can be switched between when the vehicle is traveling and when the vehicle is stopped. In the present embodiment, dynamic friction acts between the wheels and the road surface while the vehicle is traveling, so that a torque corresponding to the braking force proportional to the depression force of the brake pedal is calculated based on the brake model. Further, since static friction acts between the wheels and the road surface while the vehicle is stopped, stall stop control is performed to maintain the rotational speed of the dynamometer 20 at zero by executing position feedback control.
[0045]
The stop time torque calculation unit 45 calculates the load torque in the stall stop control. FIG. 8 shows the torque calculation procedure at the time of stop performed by the stop-time torque calculator 45.
[0046]
As shown in FIG. 8, when the vehicle is stopped, an integration process 61 is performed on the rotational speed of the dynamometer 20 detected by the rotary encoder 22 to calculate the angular position.
[0047]
Then, a subtraction process 62 for subtracting the calculated angular position from the stop position command generated based on the stop control is performed. By performing a differentiation process 63 on the deviation of the subtraction process 62, a rotation speed (equivalent value) is calculated.
[0048]
Next, a subtraction process 64 for subtracting the rotation speed of the dynamometer 20 detected by the rotary encoder 22 from the rotation speed calculated in the differentiation process 63 is performed to calculate a difference value. The torque (equivalent value) is calculated by performing 65.
[0049]
Then, a subtraction process 66 for subtracting the actual torque detected by the torque sensor 18 from the torque (equivalent value) calculated in the differentiation process 65 is performed to calculate the instruction torque TSTA.
[0050]
The output selection unit 46 inputs the instruction torque TTRG output from the torque correction unit 44 and the instruction torque TSTA output from the stop time torque calculation unit 45, and selects one of the instruction torques according to the traveling state of the vehicle. Select and output to the drive unit 47. That is, when the vehicle is running and the vehicle is in a braking state, when the measured rotational speed and the virtual rotational speed are both less than the predetermined rotational speed N0, the output selection unit 46 instructs the stop torque calculation unit 45 to calculate The torque TSTA is selected to switch from running control (torque control) to stop control (position control). On the contrary, when the actual torque TACT measured by the torque sensor 18 becomes equal to or greater than the brake pedal effort equivalent torque in the model, the output selection unit 46 selects the instruction torque TTRG corrected by the torque correction unit 44 and performs stop control (position control). ) To travel control (torque control).
[0051]
The drive unit 47 feedback-controls the drive current of each dynamometer 20 based on the instruction torque output from the output selection unit 46.
As described above, in the test apparatus according to the present embodiment, the rotational inertia of each dynamometer 20 directly connected to the pair of output shafts 14 of the power train 13 is substantially equivalent to the rotational inertia of the wheels, and each dynamometer 20 is a permanent magnet type motor that generates a large torque in a very low speed state or in a stopped state.
[0052]
Then, a dynamic characteristic model of the vehicle is constructed, and a load torque TCAL generated in the dynamometer 20 is calculated based on the dynamic characteristic model and the rotational speed of the dynamometer 20 detected by the torque sensor 18. Furthermore, not only the equivalent inertia of the vehicle but also the equivalent longitudinal damping constant and the equivalent longitudinal spring constant of the suspension system are introduced as model constants of this dynamic characteristic model. Since the equivalent damping constant and spring constant of the drive system are introduced as the model constant, the load torque applied to the output shaft 14 of the powertrain 13 is calculated after the dynamic characteristics of the vehicle are grasped extremely accurately. Will be able to.
[0053]
In the present embodiment, the rotational speed of the dynamometer 20 becomes zero according to the deviation between the stop position command value when the vehicle is stopped and the position information calculated from the rotational speed detected by the dynamometer 20. The command torque TSTA is calculated. When the vehicle is stopped, the command torque TSTA is output to the dynamometer 20 and the dynamometer 20 is driven. While the vehicle is running, dynamic friction acts between the wheels and the road surface, while static friction acts between the wheels and the road surface while the vehicle is stopped. As described above, since the control of the dynamometer 20 is switched to the position control based on the position information when the vehicle is stopped, the stop control according to the static friction state can be performed, and the actual vehicle is stopped. An appropriate test of the power train 13 can be performed. In addition, a step is not generated when the dynamometer 20 is switched from the stop control to the travel control, and a test with higher accuracy simulating the travel state of the actual vehicle can be performed.
[0054]
In the present embodiment, the dynamic characteristic model includes a slip model for calculating the longitudinal force acting on the vehicle based on the slip ratio of the wheel and the vertical load acting on the vehicle, and the slip behavior of the wheel is determined. The load torque TCAL considered can be calculated. Moreover, since the rotational inertia of the dynamometer 20 is substantially equivalent to the rotational inertia of the wheel, the slip behavior of the wheel in the actual vehicle can be reproduced.
[0055]
In the present embodiment, the instruction for correcting the load torque TCAL so that the virtual rotation speed of the dynamometer 20 based on the load torque TCAL calculated by the torque calculation unit 42 and the detected rotation speed θ coincide with each other. Torque TTRG is calculated. Therefore, the dynamometer 20 has a torque output error with respect to the command torque. However, the torque output error of the dynamometer 20 can be further reduced based on the corrected command torque TTRG, and the running state of the actual vehicle can be simulated more. Can be performed.
[0056]
In addition, this embodiment can also be implemented by changing the configuration as follows.
-In the above-described embodiment, the power train test device using the prime mover as a gasoline engine is embodied. However, for example, as a power train test device using the prime mover as a diesel engine, or the prime mover as an AC motor, a DC motor, or the like. It can also be embodied as a powertrain testing device that is an electric motor.
[0057]
In the above embodiment, the vehicle is modeled by dividing it into a plurality of components on the wheels and the upper side and lower side of the suspension device. However, the method and the number of this division are the same as in the above embodiment. It does not need to be present and can be set arbitrarily.
[0058]
In the above-described embodiment, the power train test apparatus including an automatic transmission as a transmission is embodied. However, the power train test apparatus including a transmission that can be shifted manually can be embodied. it can.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing a powertrain test apparatus.
FIG. 2 is a block diagram showing a configuration of a dynamometer control unit.
FIG. 3 is a schematic diagram showing a vehicle dynamic characteristic model.
FIG. 4 is a schematic diagram showing a slip model.
FIG. 5 is a schematic diagram showing load movement during braking on a flat road.
FIG. 6 is a schematic diagram showing load movement when stopping on a slope.
FIG. 7 is a flowchart showing torque correction processing.
FIG. 8 is a flowchart showing a torque calculation process at the time of stop.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... Engine as motor | power_engine, 11 ... Automatic transmission (AT), 12 ... Differential gear, 13 ... Power train, 14 ... Output shaft, 15, 16 ... Coupling, 18 ... Torque sensor, 20 ... As torque provision means Dynamometer, 21 ... input shaft, 22 ... rotary encoder (rotation detection means), 30 ... engine control section, 40 ... dynamometer control section, 42 ... torque calculation section (calculation means), 43 ... vehicle speed calculation section, 44 ... Torque correction section (correction means) 45 ... Stop torque calculation section (stop torque calculation means) 46 ... Output selection section (output selection means) 50 ... Control device FL ... Longitudinal force Jw ... Equivalent inertia SR ... slip ratio, TCAL ... load torque, θ ... rotational speed.

Claims (5)

A power train is configured including a prime mover mounted on a vehicle and a transmission coupled to the prime mover, and torque applying means for applying a load torque to the output shaft of the power train, and a rotational speed of the torque applying means A rotation detection means for detecting the load, and a calculation means for calculating a load torque to be applied to the output shaft based on a dynamic characteristic model related to the vehicle and a rotation speed detected by the rotation detection means. In a powertrain test apparatus for performing a test in a state in which the powertrain is artificially mounted on a vehicle by applying a load torque to the output shaft from the torque applying means,
The torque applying means comprises a dynamometer having a rotational inertia substantially equivalent to the rotational inertia of a wheel attached to the output shaft,
A stop time torque calculating means for calculating a load torque to be applied to the output shaft based on a stop position command value when the vehicle is stopped;
A powertrain test apparatus comprising: output selection means for selecting a calculation result of the stop time torque calculation means and outputting the calculation result to the torque application means when the vehicle is stopped. The powertrain test apparatus according to claim 1,
The stop time torque calculating means calculates a load torque such that the rotation speed becomes zero according to a deviation between the stop position command value and position information calculated from the detected rotation speed. Powertrain testing equipment. 3. The powertrain test apparatus according to claim 1, wherein the dynamic characteristic model divides the vehicle into at least the wheels and upper and lower components of the suspension device. A test apparatus for a power train, wherein an equivalent inertia, an equivalent longitudinal damping constant and an equivalent longitudinal spring constant of the suspension are introduced as model constants. In the powertrain test device according to any one of claims 1 to 3,
The dynamic train model includes a slip model for calculating a longitudinal force acting on the vehicle based on a slip ratio of the wheels and a vertical load acting on the vehicle. In the powertrain test device according to any one of claims 1 to 4,
And a correction means for correcting the load torque calculated by the calculation means so that the virtual rotation speed of the dynamometer based on the load torque calculated by the calculation means matches the detected rotation speed. Powertrain testing equipment characterized by

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