JP4321124B2 - Electric inertia control system for power measurement system - Google Patents

Description

【００２６】
ここで、図３と同様に、動力吸収側になるダイナモメータを電気慣性制御する場合で、そのときの制動トルク（τ₂＋τ_e）、角速度ω_s、設定慣性Ｊ_sとし、このときの加速度（ｄω／ｄｔ）を（ｄω_s／ｄｔ）とすると、（１）式の右辺の項は、下記（２）式になる。
【００２７】
【数７】

【００２８】
ここで、（１）式の電気慣性制御時のＤＹ制動トルクτ₂を（τ₂＋τ_e）と表し、ｄω₂／ｄｔをｄω_s／ｄｔと置き換えると、（１）、（２）式の関係から、下記の（３）式の関係を得ることができる。
【００２９】
【数８】

【００３０】
この（３）式は、設定慣性Ｊｓに加速トルク（τ_p−τ₂）を加えたときの角加速度（ｄω_s／ｄｔ）と、固定慣性Ｊ₂に加速トルク（τ_p−τ₂）を加えた場合に加速トルクから電気慣性補償トルクτ_eを差し引いた加速トルクを加えたときの角加速度（ｄω_s／ｄｔ）が等しくなるよう、電気慣性補償トルクτ_eを設定すればよいことを示している。
【００３１】
上記の（３）式を変形して、電気慣性補償トルクτ_eを求めると、下記の（４）式になる。
【００３２】
【数９】

【００３３】
または、設定慣性Ｊｓから固定慣性Ｊ₂を差し引いたものを電気慣性Ｊｅとすると、下記の（５）式で表すことができる。
【００３４】
【数１０】

【００３５】
上記のことから、本発明は、ダイナモメータを電気慣性制御する場合には、上記の（４）式を基に、設定慣性分Ｊ_s、ダイナモメータの機械慣性分Ｊ₂、軸トルクτ_p、ダイナモメータの発生トルクτ₂から電気慣性トルクτ_eを設定する。これにより、従来の回転速度ｎを微分することで検出する加速度を利用した電気慣性制御による不都合を解消する。
【００３６】
以上までの説明は、ダイナモメータで電気慣性制御を行う場合であり、これに代えて、駆動側モータを電気慣性制御する場合も同様になり、これを以下に説明する。
【００３７】
図５の動力伝達系の模式図において、駆動側モータによる電気慣性制御時の駆動トルク（τ₁＋τ_e）、角速度ω_s、設定慣性Ｊ_Sとすると、前記（２）式と同様に、下記式が成り立つ。
【００３８】
【数１１】

【００３９】
この式と（１）式から、（３）式と同様に、下記式が成立する。
【００４０】
【数１２】

【００４１】
この（７）式は、設定慣性Ｊｓに加速トルク｛−（τ_p−τ₁）｝を加えたときの角加速度（ｄω_s／ｄｔ）と、固定慣性Ｊ₁に加速トルク｛−（τ_p−τ₁）｝を加えた場合に加速トルクから電気慣性補償トルクτ_eを差し引いた加速トルクを加えたときの角加速度（ｄω_s／ｄｔ）が等しくなるよう、電気慣性補償トルクτ_eを設定すればよいことを示している。
【００４２】
上記の（７）式を変形して、電気慣性補償トルクτ_eを求めると、下記の（８）式になる。
【００４３】
【数１３】

【００４４】
または、設定慣性Ｊｓから固定慣性Ｊ₁を差し引いたものを電気慣性Ｊｅとすると、下記の（９）式で表すことができる。
【００４５】
【数１４】

【００４６】
上記のことから、本発明は、駆動側モータを電気慣性制御する場合には、上記の（８）式を基に、設定慣性分Ｊ_s、モータの機械慣性分Ｊ₁、軸トルクτ_p、モータの発生トルクτ₁から電気慣性トルクτ_eを設定する。これにより、従来の回転速度ｎを微分することで検出する加速度を利用した電気慣性制御による不都合を解消する。
【００４７】
以上までのことから、本発明は以下の構成を特徴とする。
【００４８】
（１）動力計測対象となる車両の走行抵抗に相当する吸収トルクをダイナモメータで発生し、該ダイナモメータは車両がもつ機械慣性分を電気的に補償した吸収トルク制御をする電気慣性制御方式であって、
車両の動力伝達軸に発生する軸トルクτ_pを検出する軸トルクメータを設け、
前記ダイナモメータは、前記軸トルクτ_pの検出値と、前記機械慣性分を除いた走行抵抗分のダイナモメータ発生トルクτ ₂ に相当するトルク設定値τ _2S と、ダイナモメータの機械慣性Ｊ₂および設定慣性Ｊ_sから、次式、
【００４９】
【数１５】

【００５０】
または、次式、
【００５１】
【数１６】

【００５２】
から電気慣性トルク設定値τ_eを求め、この電気慣性トルク設定値τ_eと前記走行抵抗分のトルク設定値τ _2S との和で吸収トルクを制御する手段を備えたことを特徴とする。
【００５３】
（２）動力計測対象となる車両の走行抵抗から機械慣性分を除いた吸収トルクをダイナモメータで発生し、車両の駆動源は車両がもつ機械慣性分を電気的に補償した駆動トルク制御をする電気慣性制御方式であって、
車両の動力伝達軸に発生する軸トルクτ_pを検出する軸トルクメータを設け、
前記車両の駆動源は、前記軸トルクτ_pの検出値と、前記機械慣性分を除いた駆動トルクτ ₁ に相当する駆動トルク設定値τ _1S と、駆動源の機械慣性Ｊ₁および設定慣性Ｊ_sから、次式、
【００５４】
【数１７】

【００５５】
または、次式、
【００５６】
【数１８】

【００５７】
から電気慣性トルク設定値τ_eを求め、この電気慣性トルク設定値τ_eと前記駆動トルク設定値τ _1S との和で駆動トルクを制御する手段を備えたことを特徴とする。
【００５８】
【発明の実施の形態】
（実施形態１）
図１は、本発明の実施形態を示す電気慣性制御の等価ブロック図であり、ダイナモメータ側を電気慣性制御する場合である。
【００５９】
図中、ＰＭＤＹは駆動側のブロック構成であり、モータ（ＰＭ）を駆動手段とした速度制御系と電流制御系によりモータの速度制御を行う。ＤＹは吸収側のブロック構成であり、ダイナモメータによるトルク制御系と電流制御系により電気慣性制御したトルク制御を行う。ＤＳはＰＭＤＹとＤＹとの間を機械結合する変速機などの動力伝達系のブロック構成である。
【００６０】
ＰＭＤＹにおいて、Ａ１は駆動モータの速度指令Ｎ _1S と検出速度Ｎ₁との差分を比例積分演算した速度制御をする速度制御要素、Ｂ１は速度制御要素の出力になる電流指令Ｉ_Oに応じた電流制御を行う電流制御要素、Ｃ１は駆動モータの電流入力Ｉ_Oに応じた出力トルクＴ_Oを得る駆動モータの特性要素である。Ｄ１とＥ１は駆動モータの機械慣性Ｊ₁によってモータ速度（入力軸角速度ω₁）として現れる慣性要素であり、駆動モータのトルク出力τ₁のうち動力伝達系ＤＳへ伝達する軸トルクτ_P分を差し引いたトルクで、駆動モータがもつ機械慣性Ｊ₁によって加速度が変化し、この加速度の積分でモータ速度が変化する。Ｆ１は角速度ω₁を検出して速度Ｎ₁に変換する速度検出要素である。
【００６１】
ＤＹにおいて、Ｇ１はダイナモメータの出力軸検出速度Ｎ₂を基に走行抵抗（慣性分を除く）を求め、この走行抵抗分のトルク指令τ _2S として発生する走行抵抗設定要素である。
【００６２】
Ｈ１は、前記の（４）式に従って、トルク指令τ _2S と軸トルクτ_pとの差分に係数（１−Ｊ₂／Ｊ_S）を乗じて電気慣性トルク設定値τ_esを求める電気慣性トルク演算要素である。
【００６３】
Ｉ１は走行抵抗分のトルク指令τ _2S と電気慣性トルクτ_esを加算したものをトルク指令とし、ダイナモメータの出力トルク（τ₂＋τ_e）との差分を比例積分演算したトルク制御をするトルク制御要素、Ｊ１はトルク制御要素の出力になる電流指令に応じた電流制御を行う電流制御要素である。なお、電流制御指令として、要素Ｉ１からの電流指令に電気慣性トルク設定値τ_esを加算したものとし、応答性を高めるためのフィードフォワード制御を組み込む。
【００６４】
Ｋ１はダイナモメータの電流入力Ｉ_Oに応じた出力トルクＴ_Oを得るダイナモメータの特性要素である。Ｌ１とＭ１はダイナモメータの機械慣性Ｊ₂によってダイナモメータ速度（出力軸角速度ω₂）として現れる慣性要素であり、伝達軸ＤＳから加えられる軸トルクτ_Pからダイナモメータのトルク出力τ₂を差し引いたトルクで、ダイナモメータがもつ機械慣性Ｊ₂によって加速度が変化し、この加速度の積分でダイナモメータ速度が変化する。Ｎ１は角速度ω₂を検出して速度Ｎ₂に変換する速度検出要素である。
【００６５】
ＤＳにおいて、Ｏ１は機械結合軸に加えられる入力角速度ω₁と出力角速度ω₂との差分にバネ定数ｋを乗じて積分する積分要素、Ｐ１は該差分に結合軸がもつダンピング（減衰）係数Ｄ_mを乗じる係数要素であり、これらの出力を加算したものが伝達軸両端に発生する軸トルクτ_pとなる。
【００６６】
以上のように、本実施形態では、軸トルクメータで軸トルクτ_pを検出し、これを基に要素Ｈ１で電気慣性トルク設定値τ_esを求め、これを走行抵抗設定要素Ｇ１で設定する走行抵抗分のトルク設定値τ _2S を加算することで、電気慣性制御が可能となる。
【００６７】
そして、従来のオブザーバにおける加速度検出による電気慣性制御に比べて、加速度検出の変動分を除去するための大型のローパスフィルタを不要にし、しかもその遅れがないために高速の電気慣性制御が可能となる。
【００６８】
また、軸トルクを直接検出して電気慣性制御するため、理論的にも遅れの最も小さい最速の制御が実現できる。例えば、駆動側の速度を変化させたとき、入力軸角速度ω₁が僅かに変化を始めて、ダイナモメータの出力軸角速度ω₂（これはまだ変化していない）との偏差で、軸トルクτ_pが発生する。この軸トルクτ_pを検出して電気慣性制御が開始され、これはダイナモメータの出力軸角速度ω₂が変化する前に行われる。これに対して、従来の電流慣性制御方法では、ダイナモメータの出力角速度ω₂（回転数ｎ）に変化が発生した時点からオブザーバで加速度検出するため、遅れを伴う。
【００６９】
なお、本実施形態は、前記の（５）式に従って電気慣性トルク設定値τ_eを設定した制御ができる。
【００７０】
（実施形態２）
図２は、本発明の実施形態を示す電気慣性制御の等価ブロック図であり、駆動側モータを電気慣性制御する場合であり、図１と同等の要素は同一符号で示す。
【００７１】
図２において、ダイナモメータ側は、走行抵抗設定要素Ｇ１で設定する走行抵抗分トルクをそのままトルク制御要素Ｉ１のトルク指令とし、ダイナモメータの吸収トルクτ₂を発生する。
【００７２】
駆動モータ側では、エンジンの出力トルクを模擬したエンジン特性要素Ｑ１によってトルク設定値τ_1sを発生する。電気慣性トルク設定要素Ｈ１は、前記の（８）式に従って、軸トルクメータで検出する軸トルクτ_pとエンジン出力トルク設定値τ_1sとの差分に係数（１−Ｊ₁／Ｊ_S）を乗じて電気慣性トルク設定値τ_esを求め、これをトルク設定値τ_1sに加算し、電流制御要素Ｂ１の電流指令とする。
【００７３】
以上のように、本実施形態では、軸トルクメータで軸トルクτ_pを検出し、これとエンジン特性要素Ｑ１で設定するエンジン出力トルク設定値τ_1sとの差分を基に電気慣性トルク設定値τ_esを求め、これにエンジン出力トルク設定値τ_1sを加算することで、モータの出力トルクには電流指令に電気慣性分を含めたトルク出力（τ₁＋τ_e）を得ることが可能となる。このときには、実施形態１と同様に、トルク制御（ＰＩ演算）ループを構成してもよい。
【００７４】
本実施形態においても、実施形態１と同様に、従来のオブザーバにおける加速度検出による電気慣性制御に比べて、加速度検出の変動分を除去するための大型のローパスフィルタを不要にし、しかもその遅れがないために高速の電気慣性制御が可能となる。また、軸トルクを直接検出して電気慣性制御するため、理論的にも遅れの最も小さい最速の制御が実現できる。
【００７５】
なお、本実施形態は、前記の（９）式に従って電気慣性トルク設定値τ_eを設定した制御ができる。
【００７６】
【発明の効果】
以上のとおり、本発明によれば、動力計の発生トルクを軸トルクメータで検出し、この軸トルクを基にダイナモメータ側または駆動源側の電気慣性トルクを制御するようにしたため、電気慣性制御のための加速度検出を不要にし、電気慣性制御の応答性を高めかつ安定化した動力計測ができる。
【図面の簡単な説明】
【図１】本発明の実施形態１を示す動力計測システムの等価ブロック図。
【図２】本発明の実施形態２を示す動力計測システムの等価ブロック図。
【図３】ダイナモメータシステムの構成図。
【図４】従来の電気慣性ブロック図。
【図５】動力計測システムの模式図。
【符号の説明】
１…エンジン
４…ダイナモメータ
５〜７…コントローラ[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an electric inertia control system for performing a test in which a mechanical inertia component of a power measurement target is electrically compensated on a load side or a drive side of a power measurement system.
[0002]
[Prior art]
The dynamometer enables a performance test and a durability test of a vehicle power transmission system and an engine alone indoors. For the power transmission system test, for example, the system configuration shown in FIG. 3 is used.
[0003]
In an assembled state in which the clutch 1 and the transmission 3 are integrated with the engine 1, a dynamometer 4 as a power absorbing means is coupled. The engine 1 is speed-controlled by a speed controller 5, and the dynamometer 4 is subjected to running resistance control by a torque controller 6, so that the transmission 3 is loaded with inertia equivalent to that of an actual vehicle, and a transmission test that simulates actual vehicle traveling. Is done. The clutch 2 is gradually automatically operated from the disconnection by the controller 7 at the time of shifting and starting, and the transmission 3 is also operated by the controller 8 to change the gear ratio at the time of shifting.
[0004]
Speed control of the engine 1, by comparison with the detected speed from the speed detector 9 and the set speed N _S, the throttle opening θ and the command to the throttle controller 10 performs throttle opening control by the controller 10 and the actuator 11.
[0005]
Here, the running resistance of the vehicle is obtained by adding inertia resistance to flat road steady running resistance composed of tire rolling resistance and air resistance, and further adding uphill slope resistance, and this running resistance (braking resistance) is In the dynamometer, it is set in units of torque by coefficient conversion of each resistance component.
[0006]
Among the above running resistances, a flywheel that sets an inertial resistance equivalent to that of an actual vehicle has been used. However, since the flywheel has a large installation space and is expensive, the dynamometer 4 absorbs the inertial resistance. An electric inertia control method for controlling torque is proposed (see, for example, Patent Document 1 and Patent Document 2).
[0007]
In the electric inertia control method of Patent Document 1, the equivalent block configuration shown in FIG. 4 is adopted. In the figure, elements A to E indicate the engine speed control system, A is a proportional integral element of the speed controller 5, B is an opening control delay element of the throttle speed control system (10, 11), and C is throttle opening. The output torque characteristic of the engine 1 with respect to the degree θ, D is an inertial element of a test apparatus that combines the inertia of the engine, transmission, dynamometer, etc., and the inertia J is mainly the engine inertia J _E and the mechanical inertia J of the dynamometer. It becomes the sum of _D. E is a first order lag element of the speed detector 9. The symbols in these elements are as follows.
[0008]
K _e : gain of speed controller 5, T _e : time constant of speed controller 5, K _s : gain of opening control system, T _s : time constant of opening control system, J: mechanical inertia of test apparatus, K _v : Gain of speed detector, _Tv : Time constant of speed detector.
[0009]
Next, elements F to I represent the torque control system of the dynamometer 4, F is a proportional integral element of the torque control system, G is a current control delay element of the current control system that becomes a minor loop of the torque control system, and H is A current-torque conversion element of the dynamometer motor, and I is a first-order lag element of the dynamometer torque detector. The symbols in these elements are as follows.
[0010]
K _d : gain of torque control system, T _d : time constant of torque control system, K _c : gain of current control system, T _c : delay time constant of current control system, K _t : current-torque conversion coefficient of motor, _Kl : torque detector gain, _Tl : torque detector delay time constant.
[0011]
Next, elements J, K, and L are constituent elements of an observer (broken line block) for calculating the electric inertia compensation, and J is a first-order lag element of the speed detector provided on the speed detector 9 or dynamometer 4 side, K is an acceleration calculation element that obtains acceleration by differentiating the detection speed of the element J, and L is an electric inertia compensation element that subtracts the mechanical inertia J from the electrical inertia setting Jd to obtain the electrical inertia compensation as torque. The symbols in these elements are as follows.
[0012]
K _v : speed detector gain, T _v : speed detector delay time constant, K: differential coefficient.
[0013]
In such an equivalent block, the observer obtains a value proportional to the torque by the differentiation by the element K from the detected value of the speed n that becomes the output of the element D, and multiplies the value by the electric inertia compensation that is the calculation result of the element L. Thus, the torque T _c for the electric inertia compensation is obtained.
[0014]
[Equation 5]
T _c = K (J _d −J) (dn / dt)
The output torque τ generated by the elements F to I of the dynamometer 4 with respect to the torque T _c is equivalently subtracted from the engine output torque τ _e of the element C to compensate for electric inertia.
[0015]
[Patent Document 1]
JP-A-4-278434 [0016]
[Patent Document 2]
Japanese Patent Laid-Open No. 11-108802
[Problems to be solved by the invention]
In a power measurement system, particularly a system represented by a power train tester, the mechanical inertia of a dynamometer or the like is relatively small, and the ratio of the electric inertia set excluding this mechanical inertia is 1:10 to 1:20. It will be big. For this reason, if the responsiveness of the electric inertia control is poor, the rotation of the dynamometer corresponding to the vehicle speed increases rapidly, and there is a problem that appropriate test data cannot be collected.
[0018]
As a countermeasure, the above problem can be improved by applying the electric inertia control method by the observer proposed in Patent Documents 1 and 2.
[0019]
However, in patent documents 1 and 2, in order to set the electric inertia torque _Tc , the acceleration detected by differentiating the rotational speed n of the dynamometer is used. For this reason, when torque fluctuation occurs in the dynamometer, a slight speed fluctuation also occurs in the rotational speed. In acceleration detection obtained by differentiating this speed, a slight fluctuation in the rotational speed is amplified and appears greatly. As a result, the electric inertia torque setting based on the fluctuation greatly changes, and as a result, an unstable phenomenon occurs in which a large fluctuation appears in the torque output of the dynamometer.
[0020]
The fluctuations described above have different levels and frequencies depending on the mechanical system. For fluctuations having a relatively small level and a high frequency, a small filter is provided in the acceleration detection element K for electric inertia control. Can be removed. However, a fluctuation having a relatively large level and a low frequency can be removed only by a large filter, and a large delay time is generated in this filter, thereby reducing the response of the electric inertia control.
[0021]
A similar problem arises when a conventional electric inertia control method is applied to a transient dynamometer that uses a motor having an output characteristic equivalent to that of an engine as a driving side.
[0022]
SUMMARY OF THE INVENTION An object of the present invention is to provide an electric inertia control method that eliminates the need for acceleration detection for electric inertia control, increases the response of the electric inertia control, and enables stable power measurement.
[0023]
[Means for Solving the Problems]
In order to solve the above problems, the present invention detects the torque generated by a dynamometer with a shaft torque meter, and controls the electric inertia torque on the dynamometer side or the drive source side based on this shaft torque. The principle of the present invention will be described below.
[0024]
FIG. 5 is a schematic diagram of a power transmission system in the power measurement system. The drive side motor (or engine) PMDY and the dynamometer DY are mechanically coupled via a power transmission device (drive train system) DS such as a transmission, and PMDY and DY have inertias J ₁ and J ₂ , respectively. Assuming that power generation and absorption are performed at torques τ ₁ and τ ₂ and angular velocities ω ₁ and ω ₂ , and axial torque τ _p is generated on the coupling axis between them, the following (1 ) Formula holds.
[0025]
[Formula 6]

[0026]
Here, as in FIG. 3, when the dynamometer on the power absorption side is subjected to electric inertia control, the braking torque (τ ₂ + τ _e ) at that time, the angular velocity ω _s , and the set inertia J _s are set, and the acceleration at this time When (dω / dt) is (dω _s / dt), the term on the right side of the equation (1) is the following equation (2).
[0027]
[Expression 7]

[0028]
Here, when the DY braking torque τ ₂ in the electric inertia control of the equation (1) is expressed as (τ ₂ + τ _e ) and dω ₂ / dt is replaced with dω _s / dt, the equations (1) and (2) From the relationship, the following equation (3) can be obtained.
[0029]
[Equation 8]

[0030]
The equation (3), the angular acceleration (d [omega _s / dt) when the acceleration torque (tau _{p-tau 2)} was added to the set inertia Js, acceleration torque to a fixed inertial J ₂ a (tau _{p-tau 2)} It shows that the electric inertia compensation torque τ _e should be set so that the angular acceleration (dω _s / dt) when the acceleration torque obtained by subtracting the electric inertia compensation torque τ _e from the acceleration torque is equal when applied is equal. ing.
[0031]
When the electric inertia compensation torque τ _e is obtained by modifying the above equation (3), the following equation (4) is obtained.
[0032]
[Equation 9]

[0033]
Alternatively, minus the fixed inertia J ₂ from the setting of inertia Js When electrical inertia Je, can be expressed by equation (5) below.
[0034]
[Expression 10]

[0035]
From the above, in the case where the dynamometer is controlled by the electric inertia, the present invention is based on the above equation (4), based on the set inertia J _s , the dynamometer mechanical inertia J ₂ , the shaft torque τ _p , The electric inertia torque τ _e is set from the generated torque τ ₂ of the dynamometer. This eliminates the inconvenience caused by the electric inertia control using the acceleration detected by differentiating the conventional rotational speed n.
[0036]
The above description is for the case where the electric inertia control is performed by the dynamometer. Instead, the same applies to the case where the drive side motor is subjected to the electric inertia control, which will be described below.
[0037]
In the schematic diagram of the power transmission system in FIG. 5, _assuming that the driving torque (τ ₁ + τ _e ), the angular velocity ω _s , and the set inertia J _S at the time of electric inertia control by the driving side motor are as follows, The formula holds.
[0038]
[Expression 11]

[0039]
From this equation and equation (1), the following equation is established in the same manner as equation (3).
[0040]
[Expression 12]

[0041]
The equation (7), the acceleration torque setting inertia Js - and {(tau _{p-tau 1)}} angular acceleration when the plus (d [omega _s / dt), the acceleration torque {the fixed inertial J ₁ - (tau _p −τ ₁ )} is set, the electric inertia compensation torque τ _e is set so that the angular acceleration (dω _s / dt) is equal when the acceleration torque obtained by subtracting the electric inertia compensation torque τ _e from the acceleration torque is added. It shows what you need to do.
[0042]
When the electric inertia compensation torque τ _e is obtained by modifying the above equation (7), the following equation (8) is obtained.
[0043]
[Formula 13]

[0044]
Alternatively, minus the fixed inertia J ₁ from the setting of inertia Js When electrical inertia Je, can be represented by the following formula (9).
[0045]
[Expression 14]

[0046]
From the above, in the present invention, when electric inertia control is performed on the drive side motor, the set inertia J _s , the motor mechanical inertia J ₁ , the shaft torque τ _p , The electric inertia torque τ _e is set from the generated torque τ _{1 of the} motor. This eliminates the inconvenience caused by the electric inertia control using the acceleration detected by differentiating the conventional rotational speed n.
[0047]
From the above, the present invention is characterized by the following configurations.
[0048]
(1) The dynamometer generates an absorption torque corresponding to the running resistance of the vehicle to be measured for power, and the dynamometer is an electric inertia control system that performs absorption torque control that electrically compensates for the mechanical inertia of the vehicle. There,
A shaft torque meter for detecting the shaft torque τ _p generated in the power transmission shaft of the vehicle is provided,
The dynamometer includes a detection value of the shaft torque tau _p, wherein the mechanical inertia minute running resistance corresponding torque set value corresponding to a dynamometer torque tau ₂ of tau _2S, excluding mechanical inertia J ₂ and dynamometer From the setting inertia J _s ,
[0049]
[Expression 15]

[0050]
Or the following formula:
[0051]
[Expression 16]

[0052]
The electric inertia torque setting value τ _e is obtained from the above, and means for controlling the absorption torque by the sum of the electric inertia torque setting value τ _e and the torque setting value τ _2S for the running resistance is provided.
[0053]
(2) Absorption torque obtained by removing mechanical inertia from the running resistance of the vehicle to be measured for power is generated by a dynamometer, and the drive source of the vehicle performs drive torque control that electrically compensates for the mechanical inertia of the vehicle. An electric inertia control system,
A shaft torque meter for detecting the shaft torque τ _p generated in the power transmission shaft of the vehicle is provided,
The drive source of the vehicle, a detected value of the shaft torque tau _p, the mechanical inertia component and the driving torque set value tau _1S corresponding to the driving torque tau ₁ except for, of the driving source mechanical inertia J ₁ and setting inertia J _{From s} ,
[0054]
[Expression 17]

[0055]
Or the following formula:
[0056]
[Formula 18]

[0057]
An electric inertia torque set value τ _e is obtained from the above, and means for controlling the drive torque by the sum of the electric inertia torque set value τ _e and the drive torque set value τ _1S is provided.
[0058]
DETAILED DESCRIPTION OF THE INVENTION
(Embodiment 1)
FIG. 1 is an equivalent block diagram of electric inertia control showing an embodiment of the present invention, and is a case where electric inertia control is performed on the dynamometer side.
[0059]
In the figure, PMDY is a block structure on the drive side, and the speed control of the motor is performed by a speed control system using a motor (PM) as a driving means and a current control system. DY is a block configuration on the absorption side, and performs torque control with electric inertia control by a torque control system using a dynamometer and a current control system. DS is a block configuration of a power transmission system such as a transmission that mechanically couples PMDY and DY.
[0060]
In PMDY, A1 is a speed control element for speed control obtained by proportional-integral calculation of the difference between the speed command N _1S of the drive motor and the detected speed N _1, and B1 is a current corresponding to a current command I _O that is an output of the speed control element. A current control element C1 that performs control is a characteristic element of the drive motor that obtains an output torque T _O corresponding to the current input I _O of the drive motor. D1 and E1 are inertia elements that appear as a motor speed (input shaft angular speed ω ₁ ) due to the mechanical inertia J ₁ of the drive motor. Of the torque output τ ₁ of the drive motor, the shaft torque τ _P to be transmitted to the power transmission system DS is obtained. With the subtracted torque, the acceleration changes due to the mechanical inertia J ₁ of the drive motor, and the motor speed changes due to the integration of this acceleration. F1 is a speed detection element that detects the angular speed ω ₁ and converts it to the speed N ₁ .
[0061]
In DY, G1 is a running resistance setting element that _{obtains a} running resistance (excluding inertia) based on the output shaft detection speed N ₂ of the dynamometer and generates a torque command τ _2S for this running resistance.
[0062]
H1 is an electric inertia torque calculation for obtaining the electric inertia torque set value τ _es by multiplying the difference between the torque command τ _2S and the shaft torque τ _p by a coefficient (1−J ₂ / J _S ) according to the above equation (4). Is an element.
[0063]
I1 is a torque control that is obtained by adding a torque command τ _2S for the running resistance and an electric inertia torque τ _es as a torque command, and performing a torque control by performing a proportional integral operation on the difference from the output torque (τ ₂ + τ _e ) of the dynamometer. Element J1 is a current control element that performs current control according to a current command that is output from the torque control element. As a current control command, it is assumed that the electric inertia torque set value τ _es is added to the current command from the element I1, and feedforward control for enhancing the responsiveness is incorporated.
[0064]
K1 is a characteristic element of the dynamometer that obtains an output torque T _O according to the current input I _O of the dynamometer. L1 and M1 are inertia elements that appear as a dynamometer speed (output shaft angular speed ω ₂ ) by the mechanical inertia J ₂ of the dynamometer. The torque output τ ₂ of the dynamometer is subtracted from the shaft torque τ _P applied from the transmission shaft DS. The torque changes the acceleration due to the mechanical inertia J ₂ of the dynamometer, and the dynamometer speed changes due to the integration of this acceleration. N1 is a speed detection element that detects the angular speed ω ₂ and converts it to the speed N ₂ .
[0065]
In DS, O1 is an integral element that integrates the difference between the input angular velocity ω ₁ and the output angular velocity ω ₂ applied to the mechanical coupling axis by a spring constant k, and P1 is a damping (damping) coefficient D of the coupling axis. _This is a coefficient element multiplied by _m , and the sum of these outputs is the shaft torque τ _p generated at both ends of the transmission shaft.
[0066]
As described above, in this embodiment, the shaft torque τ _p is detected by the shaft torque meter, the electric inertia torque set value τ _es is obtained based on the shaft torque τ _p , and this is set by the travel resistance setting element G1. By adding the torque set value τ _2S for the resistance, electric inertia control can be performed.
[0067]
Compared with electric inertia control by acceleration detection in a conventional observer, a large low-pass filter for removing fluctuations in acceleration detection is unnecessary, and there is no delay, and high-speed electric inertia control is possible. .
[0068]
Further, since the electric inertia is controlled by directly detecting the shaft torque, the fastest control with the smallest delay can be realized theoretically. For example, when the speed on the drive side is changed, the input shaft angular velocity ω ₁ starts to change slightly, and the deviation from the dynamometer output shaft angular velocity ω ₂ (which has not changed yet), the shaft torque τ _p Occurs. Electric inertia control is started by detecting this shaft torque τ _p , which is performed before the output shaft angular velocity ω ₂ of the dynamometer changes. On the other hand, in the conventional current inertia control method, since the acceleration is detected by the observer from the time when the output angular velocity ω ₂ (rotational speed n) of the dynamometer changes, there is a delay.
[0069]
In the present embodiment, control can be performed in which the electric inertia torque set value τ _e is set according to the above equation (5).
[0070]
(Embodiment 2)
FIG. 2 is an equivalent block diagram of electric inertia control showing an embodiment of the present invention, which is a case where the drive side motor is subjected to electric inertia control, and elements equivalent to those in FIG. 1 are denoted by the same reference numerals.
[0071]
In FIG. 2, the dynamometer side uses the running resistance torque set by the running resistance setting element G1 as it is as the torque command of the torque control element I1, and generates the absorption torque τ ₂ of the dynamometer.
[0072]
On the drive motor side, a torque set value τ _1s is generated by an engine characteristic element Q1 that simulates the engine output torque. The electric inertia torque setting element H1 multiplies the difference between the shaft torque τ _p detected by the shaft torque meter and the engine output torque set value τ _1s by a coefficient (1−J ₁ / J _S ) according to the above equation (8). Thus, an electric inertia torque set value τ _es is obtained and added to the torque set value τ _1s to obtain a current command for the current control element B1.
[0073]
As described above, in this embodiment, the shaft torque τ _p is detected by the shaft torque meter, and the electric inertia torque set value τ is based on the difference between this and the engine output torque set value τ _1s set by the engine characteristic element Q1. By obtaining _es and adding the engine output torque set value τ _1s to this, it is possible to obtain a torque output (τ ₁ + τ _e ) including the electric inertia in the current command as the motor output torque. At this time, as in the first embodiment, a torque control (PI calculation) loop may be configured.
[0074]
Also in the present embodiment, as in the first embodiment, a large low-pass filter for removing fluctuations in acceleration detection is unnecessary and there is no delay as compared with electrical inertia control by acceleration detection in a conventional observer. Therefore, high-speed electric inertia control is possible. Further, since the electric inertia is controlled by directly detecting the shaft torque, the fastest control with the smallest delay can be realized theoretically.
[0075]
In the present embodiment, control can be performed in which the electric inertia torque set value τ _e is set according to the above equation (9).
[0076]
【The invention's effect】
As described above, according to the present invention, the generated torque of the dynamometer is detected by the shaft torque meter, and the electric inertia torque on the dynamometer side or the drive source side is controlled based on this shaft torque. This eliminates the need for acceleration detection, improves the response of electric inertia control and stabilizes power measurement.
[Brief description of the drawings]
FIG. 1 is an equivalent block diagram of a power measurement system showing Embodiment 1 of the present invention.
FIG. 2 is an equivalent block diagram of a power measurement system showing Embodiment 2 of the present invention.
FIG. 3 is a configuration diagram of a dynamometer system.
FIG. 4 is a conventional electric inertia block diagram.
FIG. 5 is a schematic diagram of a power measurement system.
[Explanation of symbols]
1 ... Engine 4 ... Dynamometer 5-7 ... Controller

Claims (2)

The dynamometer generates an absorption torque corresponding to the running resistance of the vehicle that is the target of power measurement, and the dynamometer is an electric inertia control system that performs absorption torque control that electrically compensates for the mechanical inertia of the vehicle,
A shaft torque meter for detecting the shaft torque τ _p generated in the power transmission shaft of the vehicle is provided,
The dynamometer includes a detection value of the shaft torque tau _p, wherein the mechanical inertia minute running resistance corresponding torque set value corresponding to a dynamometer torque tau ₂ of tau _2S, excluding mechanical inertia J ₂ and dynamometer From the setting inertia J _s ,

Or the following formula:

It obtains electrical inertia torque setting tau _e from power measurements characterized by comprising means for controlling the absorption torque as the sum of the torque setting tau _2S of the running resistance of this electrical inertia torque setting tau _e Electric inertia control system of the system. Electric inertia control that generates absorption torque by removing the mechanical inertia from the running resistance of the vehicle that is the target of power measurement with a dynamometer, and the drive source of the vehicle performs drive torque control that electrically compensates for the mechanical inertia of the vehicle A method,
A shaft torque meter for detecting the shaft torque τ _p generated in the power transmission shaft of the vehicle is provided,
The drive source of the vehicle, a detected value of the shaft torque tau _p, the mechanical inertia component and the driving torque set value tau _1S corresponding to the driving torque tau ₁ except for, of the driving source mechanical inertia J ₁ and setting inertia J _{From s} ,

Or the following formula:

An electric inertia torque set value τ _e is obtained from the electric inertia torque set value τ _e and a drive torque is controlled by a sum of the electric torque set value τ _1S and the drive torque set value τ _1S. Inertial control method.

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