JP4443066B2 - Load control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
[0002]
The present invention relates to a technique for controlling a load applied to a vibrating body such as a rotating body.
[0003]
[Prior art]
[0004]
As a technique for controlling a load applied to a vibrating body, a technique for controlling the load of a rotating body in an actual working load evaluation test of a motor such as an automobile engine or a rotating motor is known.
[0005]
For example, in an actual load evaluation test for an automobile engine, a dynamometer is provided for applying a load torque to the engine, and torque control of the dynamometer is performed so that the load torque is applied to the engine corresponding to the actual running state of the automobile. Thus, the load control is performed.
[0006]
FIG. 7 shows a configuration of a conventional load control apparatus that performs such load control.
[0007]
In the figure, 1 is an engine such as a gasoline engine or a reciprocating engine, 2 is a dynamometer, 3 is a transmission shaft, 4 is a coupling connecting the rotation shaft of the dynamometer and the transmission shaft 3, and 5 is a transmission with the crankshaft of the engine 1. A coupling for connecting the shaft 3, a transmission torque sensor 6 for detecting a transmission torque FB_TQ_in which is a torque transmitted to the engine 1, a driving pattern control unit, a target torque calculation unit, and a torque control unit. is there. Although not shown in the figure, the engine 1 is provided with an engine tachometer that measures the rotation speed of the crankshaft as the engine rotation speed Ne_REV_in.
[0008]
In such a configuration, the operation pattern control unit 7 controls the operation state of the engine by the control signal ST_out according to a predetermined test traveling pattern. The target torque calculation unit 8 obtains a target torque TRG_TQ that is a target load torque based on the operation state ST_INF of the engine 1, the engine rotational speed Ne_REV_in, the vehicle dynamic characteristic model, and the like notified from the operation pattern control unit 7. calculate. The torque control unit 9 includes a subtractor 9a that calculates a difference DEF_TQ between the target torque TRG_TQ and the transmission torque FB_TQ_in, and a PID control unit 9b that performs PID control using the difference DEF_TQ as an input. Torque control output DY_TQ-out is output to the dynamometer 2 so that it disappears.
[0009]
[Problems to be solved by the invention]
[0010]
Now, in an automatic load evaluation test of an automobile engine, there is a case where it is desired to perform a test by applying a load torque to the output shaft of the transmission because the engine and the transmission cannot be separated.
[0011]
In addition, in order to perform an actual load evaluation test such as when the vehicle changes from acceleration to deceleration or when the transmission is in a neutral state, the transmission torque transmitted to the engine simulating the actual driving state is changed from positive to negative or negative. Therefore, it is necessary to change the transmission torque to zero or to control the transmission torque to zero.
[0012]
However, according to the conventional load control device as shown in FIG. 7, such an actual load evaluation test cannot be performed when backlash exists between the gears of the transmission.
[0013]
That is, when the transmission torque is changed from positive to negative or from negative to positive, the tooth contact surface of the gear changes in association with the switching of the transmission torque between positive and negative, and a collision due to tooth contact between the gears occurs. Further, in a state where the transmission torque is controlled to zero and in the vicinity thereof, it is inevitable that the collision between the gears is caused by the difference in rotational speed between the engine and the dynamometer and the response characteristic of the load control. In particular, in an engine that uses intermittent explosion as a driving force, even if there are many cylinders, the rotational speed fluctuates, so it is difficult to avoid such collision due to tooth contact.
[0014]
According to the conventional load control technology, when a collision due to tooth contact occurs, torque control is performed in a direction to cancel the impact torque appearing in the transmission torque due to this collision. Collisions caused by contact of teeth on the opposite tooth surface will occur. As a result, the tooth contact is repeatedly oscillated, and the transmission torque cannot be properly controlled. Also, depending on the control gain and test running pattern, the next tooth contact collision caused by the torque control for the tooth contact collision may be stronger than the previous collision. In this case, the transmission torque is controlled appropriately. In addition to being unable to do so, the force of the tooth contact collision causes damage to the gear and other torque transmission system elements.
[0015]
Here, FIG. 8 shows an example of a conventional load control result when the target torque is fixed to zero. As shown in the figure, according to the conventional load control, when the target torque is set to zero, the torque control output DY_TQ_out and the transmission torque FB_TQ_in are in an oscillation state, and the impact torque due to tooth contact appears repeatedly in the transmission torque FB_TQ_in.
[0016]
The present invention is intended to solve such a problem, and more specifically, even in the case where a subject to which a load is applied includes a gear having backlash, even in the zero and near load torque region. An object of the present invention is to provide a load control device capable of controlling the load torque without any trouble.
[0017]
[Means for Solving the Problems]
[0018]
In order to achieve the above object, for example, the present invention provides a load control device that controls a load torque applied to a rotating body by a dynamometer connected to the rotating body to a target torque, and the dynamometer transmits the rotating torque to the rotating body. Adding a means for measuring the transmission torque, which is the torque being transmitted, a value corresponding to the difference between the target torque and the transmission torque, and a value corresponding to the difference between the rotational speed of the rotating body and the rotational speed of the dynamometer And a control unit that controls the dynamometer with a control amount such that the value approaches zero.
[0019]
According to such a load control device, the dynamometer is controlled such that both the difference between the target torque and the transmission torque and the difference between the rotational speed of the rotating body and the rotational speed of the dynamometer are close to zero. As a result, while causing the transmission torque to follow the target torque, the difference between the rotational speed of the rotating body and the rotational speed of the dynamometer can be suppressed, thereby suppressing tooth surface collision caused by the presence of backlash. Can do.
[0020]
In order to achieve the above object, the present invention provides a means for measuring a transmission torque, which is a torque transmitted from the dynamometer to the rotating body, and a difference between a target torque and the transmission torque multiplied by a predetermined value. Time integration means for integrating the time, a value obtained by adding the output of the time integration means and the rotational speed of the rotating body, a rotational speed difference calculating means for obtaining a difference between the rotational speeds of the dynamometer, and the rotational speed There is provided a load control apparatus comprising: a control unit that controls the dynamometer with a control amount that causes the output of the rotational speed difference calculation unit to approach zero according to the output of the difference calculation unit.
[0021]
According to such a load control device, both the value obtained by multiplying the difference between the target torque and the transmission torque by a predetermined value over time and the difference between the rotational speed of the rotating body and the rotational speed of the dynamometer are The dynamometer is controlled to approach zero. Therefore, the dynamometer is controlled so that both the difference between the target torque and the transmission torque and the difference between the rotational speed of the rotating body and the rotational speed of the dynamometer are close to zero.
[0022]
Furthermore, according to such a load control device, in terms of rotational speed control, at each time point, a value obtained by time-integrating a value obtained by multiplying a difference between the target torque and the transmission torque by a predetermined value and the rotational body The rotational speed of the dynamometer is controlled with the value obtained by adding the rotational speed as a target. Here, a value obtained by time-integrating a value obtained by multiplying the difference between the target torque and the transmission torque by a predetermined value corresponds to the rotational speed of the rotating body when the transmission torque matches the target torque at that time. Therefore, by prefetching the torque control result for matching the transmission torque with the target torque, the transmission torque is quickly converged to the target torque and the dynamometer rotation speed is converged to the rotation speed of the rotating body without becoming more vibrational. Can be made. In addition, inconvenience due to system response delay can be solved.
[0023]
Here, in such a load control device, according to a value obtained by time-integrating a value obtained by multiplying a difference between the target torque and the transmission torque by a predetermined value, and a value obtained by adding the rotation speed of the rotating body, the target The torque may be calculated.
[0024]
In this way, the target torque can be set in advance according to the rotational speed of the rotating body when the control is performed so that the transmission torque matches the target torque at that time. Accordingly, it is possible to quickly converge the transmission torque to the target torque and the rotational speed of the dynamometer to the rotational speed of the rotating body. In addition, inconvenience due to system response delay can be solved.
[0025]
DETAILED DESCRIPTION OF THE INVENTION
[0026]
Hereinafter, an embodiment of the present invention will be described taking application to an actual load evaluation test apparatus for an automobile engine as an example.
[0027]
FIG. 1 shows a configuration of an actual load evaluation test apparatus according to the present embodiment.
[0028]
In the figure, 1 is an engine including a transmission 1a having a backlash between gears of a gear, 2 is a dynamometer, 3 is a transmission shaft, 4 is a coupling for connecting the rotary shaft of the dynamometer and the transmission shaft 3, A coupling for connecting the output shaft of the transmission 1a and the transmission shaft 3, 6 a transmission torque sensor for detecting a transmission torque FB_TQ_in which is a torque actually transmitted by the dynamometer, 7 an operation pattern control unit, and 10 a torque It is a control unit. Although not shown in the figure, the engine 1 measures the rotation speed of the output shaft of the transmission 1a as the engine rotation speed Ne_REV_in, and the dynamo motor 2 detects the rotation speed of the rotation shaft as the dynamo rotation speed DY_REV_in. Each tachometer is provided.
[0029]
Next, the configuration of the torque control unit 10 is shown in FIG.
[0030]
In the figure, 101 is a target torque calculation unit for calculating the target torque TRG_TQ, 102 is a subtractor for obtaining the difference between the transmission torque FB_TQ_in and the target torque TRG_TQ, and 103 is the reciprocal of the engine inertia moment J5 obtained in advance for the output of the adder 102. Multiplier to be multiplied, 104 is an integrator for integrating the output of multiplier 103 with time, 105 is an adder for adding engine rotation speed Ne_REV_in and integrator 104 output OFST_REV, and 106 is a difference between adder 105 output TRG_REV and dynamo rotation speed DY_REV_in 107 is a PI controller that performs PI control with the output DEF_REV of the subtractor 106 as an input, and 108 is a multiplier that inverts the positive / negative of the output of the PI controller 107 and outputs the torque control output DY_TQ_out of the dynamometer 2. is there.
[0031]
Here, the target torque calculation unit 101 inputs the adder 105 output TRG_REV and the engine 1 control state ST_INF from the driving pattern control unit 7, and applies a predetermined vehicle dynamic characteristic model to the actual driving state. Is estimated as a target torque TRG_TQ, which is a target load torque. In calculating the target torque TRG_TQ, the target torque calculation unit 101 applies a vehicle dynamic characteristic model with the output TRG_REV of the adder 105 as the rotational speed of the engine 1.
[0032]
Next, FIG. 3 shows the configuration of the PI controller 107.
[0033]
In the figure, 201 is a multiplier that multiplies an input (subtractor 106 output DEF_REV) by P gain C, 202 is an integrator that integrates the input over time, 203 is a multiplier that multiplies the output of integrator 202 by I gain k, and 204 is a multiplier. This is an adder that adds the output of the multiplier 201 and the output of the multiplier 203.
[0034]
The PI controller 107 has a known PI control configuration as described above, but the P gain C can be grasped as an equivalent damping constant of the primary vibration model, and the I gain k can be grasped as a spring constant of the primary vibration model. C mainly contributes to response characteristics to high frequencies, and k mainly contributes to response characteristics to low frequencies.
[0035]
Hereinafter, the operation of the torque control unit 10 will be described.
[0036]
First, an operation in a region where the target torque TRG_TQ and the transmission torque FB_TQ_in are not zero or near zero will be described.
[0037]
In these regions, the gears of the transmission 1a rotate while contacting with torque on the same tooth surface, so it can be considered that the engine rotational speed Ne_REV_in and the dynamo rotational speed DY_REV_in coincide.
[0038]
In this case, the torque controller 10 operates as follows.
[0039]
That is, when a positive difference with respect to the target torque TRG_TQ occurs in the transmission torque FB_TQ_in, this difference is calculated by the adder 102, and after being multiplied by the multiplier 103, the output OFST_REV of the integrator 104 is changed in the positive direction. . Then, the change in the positive direction input to the PI controller 108 through the adder 105 and the subtracter 106 changes the output of the PI controller in the positive direction, and the torque is passed through the multiplier 108. Change the control output DY_TQ_out in the negative direction. As a result, the torque of the dynamometer 2 decreases, and as a result, the transmission torque FB_TQ_in also decreases and approaches the target torque TRG_TQ.
[0040]
On the other hand, when a negative difference with respect to the target torque TRG_TQ occurs in the transmission torque FB_TQ_in, this difference is calculated by the adder 102, and after being multiplied by the multiplier 103, the output OFST_REV of the integrator 104 is changed in the negative direction. . Then, the change in the negative direction input to the PI controller 108 through the adder 105 and the subtractor 106 changes the output of the PI controller in the negative direction, and the torque is passed through the multiplier 108. The control output DY_TQ_out is changed in the positive direction. As a result, the torque of the dynamometer 2 increases, and as a result, the transmission torque FB_TQ_in also increases and approaches the target torque TRG_TQ.
[0041]
Next, an operation in a region where the target torque TRG_TQ and the transmission torque FB_TQ_in are zero or near zero will be described.
[0042]
In these regions, the engine rotational speed Ne_REV_in and the dynamo rotational speed DY_REV_in may not match due to the presence of backlash in the transmission 1a. This mismatch results in a collision of the tooth surfaces of the gear of the transmission 1a.
[0043]
Therefore, in this region, the torque control unit 10 performs both control for matching the transmission torque FB_TQ_in with the target torque TRG_TQ and control for matching the dynamo rotation speed DY_REV_in with the engine rotation speed Ne_REV_in.
[0044]
That is, a system that receives the target torque TRG_TQ and the transmission torque FB_TQ_in as input, and reaches the torque control output DY_TQ_out through the adder 102, multiplier 103, integrator 104, adder 105, subtractor 106, PI controller 107, and multiplier 108. (Temporarily called “torque control loop”) performs the control to make the transmission torque FB_TQ_in coincide with the target torque TRG_TQ as described above.
[0045]
On the other hand, a system that receives the engine speed Ne_REV_in and the dynamo speed DY_REV_in, and reaches the torque control output DY_TQ_out through the adder 105, the subtractor 106, the PI controller 107, and the multiplier 108 (assuming a “rotation speed control loop”) The control is performed so that the dynamo rotation speed DY_REV_in matches the engine rotation speed Ne_REV_in. That is, the difference between the engine rotational speed Ne_REV_in and the dynamo rotational speed DY_REV_in is obtained by the subtractor 106 and output as the torque control output DY_TQ_out via the PI controller 107 and the multiplier 108. As a result, when the engine speed Ne_REV_in is greater than the dynamo speed DY_REV_in, the torque control output DY_TQ_out decreases in the negative direction, thereby increasing the dynamo speed DY_REV_in and bringing it closer to the engine speed Ne_REV_in, and the engine speed When the speed Ne_REV_in is smaller than the dynamo rotation speed DY_REV_in, the torque control output DY_TQ_out decreases in the positive direction, thereby decreasing the dynamo rotation speed DY_REV_in and approaching the engine rotation speed Ne_REV_in.
[0046]
The torque control output value actually indicates the current value of the dynamometer 2 that is a DC motor. Due to the characteristics of the DC motor, the torque of the dynamometer 2 increases as the current value increases. The rotational speed of the meter 2 decreases.
[0047]
Then, due to the interaction between the torque control loop and the rotation speed control loop, the tooth surface collision due to the presence of backlash is mitigated as follows.
[0048]
That is, when a tooth surface collision occurs and a torque control output DY_TQ_out that changes the torque is output from the torque control loop, and if the difference between the dynamo rotational speed DY_REV_in and the engine rotational speed Ne_REV_in increases due to this torque control output DY_TQ_out, The speed control loop tries to output a torque control instruction for bringing the dynamo rotational speed DY_REV_in closer to the engine rotational speed Ne_REV_in. As a result, the output of the torque control loop is suppressed by the rotational speed control loop when it causes a difference between the engine rotational speed Ne_REV_in and the dynamo rotational speed DY_REV_in.
[0049]
For example, when a tooth surface collision occurs and a torque control output DY_TQ_out that increases torque is output from the torque control loop, the current of the dynamometer 2 increases and the torque increases. Along with this, the rotational speed decreases. Then, the rotational speed control loop attempts to output a torque control output DY_TQ_out that increases the dynamo rotational speed DY_REV_in, and accordingly decreases the current of the dynamometer 2 to decrease the torque. As a result, the output for increasing the torque of the torque control loop is suppressed by the output for increasing the dynamo rotation speed DY_REV_in by the rotation speed control loop.
[0050]
Therefore, the collision caused by the backlash, the difference between the engine rotational speed Ne_REV_in and the dynamo rotational speed DY_REV_in is alleviated.
[0051]
Now, in the present torque controller 10, the multiplier 103 multiplies the difference of the transmission torque FB_TQ_in calculated by the adder 102 with respect to the target torque TRG_TQ by the multiplier 103 and then the integrator. The time integration is performed at 104, and the value obtained by time integration is added to the current engine speed Ne_REV_in by the adder 105, and the difference between this value and the dynamo speed DY_REV_in is obtained by the subtractor 106, and the PI controller 107 and multiplier 108 are Output as torque control output DY_TQ_out.
[0052]
Here, the value OFST_REV obtained by multiplying the difference between the transmission torque FB_TQ_in and the target torque TRG_TQ by the reciprocal of the moment of inertia J5 and integrating the time is assumed that the current engine speed Ne_REV_in and the transmission torque FB_TQ_in were the current target torque TRG_TQ. Represents the difference in engine speed Ne_REV_in. Then, the value TRG_REV added by the adder 105 represents the estimated value of the engine rotational speed Ne_REV_in when the transmission torque FB_TQ_in matches the target torque TRG_TQ at that time. Therefore, the difference between the value TRG_REV added by the adder 105 and the dynamo rotational speed DY_REV_in is obtained by the subtractor 106 and output as the torque control output DY_TQ_out via the PI controller 107 and the multiplier 108 is a viewpoint of rotational speed control. From this, it is meant that control is performed to make the dynamo rotation speed DY_REV_in coincide with the engine rotation speed Ne_REV_in when the transmission torque FB_TQ_in matches the target torque TRG_TQ at that time.
[0053]
This means that the torque controller 10 as a whole performs torque control to make the transmission torque FB_TQ_in coincide with the target torque TRG_TQ at that time, and at the same time, the transmission torque FB_TQ_in coincides with the target torque TRG_TQ at that time. This means that rotational speed control is performed to make the dynamo rotational speed DY_REV_in coincide with the engine rotational speed Ne_REV_in.
[0054]
That is, the torque controller 10 performs control targeting the same state (state where the transmission torque FB_TQ_in matches the target torque TRG_TQ at that time) rather than the viewpoint of torque control than the viewpoint of rotation control. The state of the dynamometer 2 can be converged to a state where the transmission torque FB_TQ_in and the target torque TRG_TQ finally coincide with each other, and the engine rotation speed Ne_REV_in and the dynamo rotation speed DY_REV_in coincide with each other.
[0055]
In other words, from a viewpoint of rotational speed control, this can be achieved by preempting the torque control result for making the transmission torque FB_TQ_in coincident with the target torque TRG_TQ. It can be said that there is an effect of converging the rotational speed DY_REV_in to the engine rotational speed Ne_REV_in. Such a pre-rotation speed control can effectively prevent the difference between the dynamo rotation speed DY_REV_in and the engine rotation speed Ne_REV_in from being increased, so that the backlash, the engine rotation speed Ne_REV_in and the dynamo Collisions caused by the difference in rotational speed DY_REV_in can be mitigated.
[0056]
Next, in the present torque controller 10, the target torque calculation unit 101 uses the output 105 of the adder 105 as TRG_TQ, that is, the engine rotational speed Ne_REV_in when the transmission torque FB_TQ_in matches the target torque TRG_TQ at that time. A target torque TRG_TQ calculated by applying a vehicle dynamic characteristic model as the rotational speed of the engine 1 is used as the estimated value.
[0057]
That is, as described above, the target torque TRG_TQ is calculated in advance in a state where the control is performed so that the dynamo rotational speed DY_REV_in matches the engine rotational speed Ne_REV_in when the transmission torque FB_TQ_in matches the target torque TRG_TQ at that time. .
[0058]
Thus, it is possible to quickly converge the transmission torque FB_TQ_in to the target torque TRG_TQ and the dynamo rotation speed DY_REV_in to the engine rotation speed Ne_REV_in without becoming more vibrational. Further, since excessive and unnecessary torque control output DY_TQ_out can be suppressed, the collision caused by the backlash, the difference between the engine rotational speed Ne_REV_in and the dynamo rotational speed DY_REV_in is further alleviated.
[0059]
Here, some specific examples of the control of the torque control unit 10 will be described.
[0060]
FIG. 4 shows the engine rotational speed Ne_REV_in and the dynamometer when the test running pattern by the driving pattern control unit 7 is a constant engine rotational speed pattern and the target torque TRG_TQ output from the target torque calculating unit 101 is forcibly fixed to zero. It shows the transition of the rotational speed DY_REV_in and the transmission torque FB_TQ_in. As shown in the figure, according to this control, the transmission torque FB_TQ_in can be controlled to a value near zero in such a case. Further, as shown in FIG. 8, the impact caused by the tooth contact of the transmission 1a does not repeatedly occur in oscillation.
[0061]
Next, FIG. 5 shows a case where the throttle opening pattern represented by the accelerator opening ACC is a test travel pattern by the operation pattern control unit 7 and the target torque TRG_TQ output from the target torque calculation unit 101 is forcibly fixed to zero. Represents the transition of the engine rotational speed Ne_REV_in, the dynamo rotational speed DY_REV_in, the transmission torque FB_TQ_in, and the torque control output FB_TQ-out. As shown in the figure, according to this control, the transmission torque FB_TQ_in can be controlled to a value near zero even when the engine rotational speed Ne_REV_in is arbitrarily changed. Further, as shown in FIG. 8, the impact caused by the tooth contact of the transmission 1a does not repeatedly occur in oscillation.
[0062]
In FIG. 5, instead of the engine rotational speed Ne_REV_in, the rotational speed Ne_REV_in "of the crankshaft of the engine 1 is represented. The engine rotational speed Ne_REV_in is obtained by multiplying this by a certain speed ratio. 5 substantially matches the dynamo rotational speed DY_REV_in.
[0063]
Next, FIG. 6 shows the engine rotation speed Ne_REV_in, dynamo rotation speed DY_REV_in, transmission torque FB_TQ_in, and torque control output when the throttle opening pattern represented by the accelerator opening ACC is a test travel pattern by the operation pattern control unit 7. It shows the transition of FB_TQ-out and virtual vehicle speed VE. As shown in the figure, according to this control, even when the engine rotational speed Ne_REV_in is arbitrarily changed and the target torque TRG_TQ is made to follow this, the transmission torque FB_TQ_in is applied to the vehicle in all regions including values near zero. It can be controlled according to a dynamic characteristic model. Further, in the region near zero, as shown in FIG. 8, the impact caused by the tooth contact of the transmission 1a does not oscillate repeatedly.
[0064]
6 also represents the rotational speed Ne_REV_in "of the crankshaft of the engine 1 instead of the engine rotational speed Ne_REV_in, as in FIG. 5. The engine rotational speed Ne_REV_in is obtained by multiplying this by a constant gear ratio. This is substantially the same as the dynamo rotational speed DY_REV_in in FIG.
[0065]
The embodiment of the present invention has been described above.
[0066]
In the above embodiment, the engine tachometer measures the rotation speed of the output shaft of the transmission 1a of the engine 1 and uses this as the input of the torque control unit 10. However, in the engine tachometer, The rotational speed of the shaft is measured, and this is multiplied by the gear ratio of the transmission 1 a to obtain the engine rotational speed Ne_REV_in, which may be input to the torque control unit 10.
[0067]
Further, the arithmetic processing in the torque control unit 10 described above may be implemented in hardware using a logic circuit or the like, but the software may be executed in such a manner that the microcomputer circuit executes software for performing the above control. It may be implemented in the form of wear.
[0068]
In the above description, the application to the actual load evaluation test apparatus for an automobile engine has been described as an example. However, the control of the torque control unit 10 according to the present embodiment applies a load to an arbitrary vibrating body including a rotating body. It can be similarly applied to.
[0069]
【The invention's effect】
[0070]
As described above, according to the present invention, the load torque can be controlled without hindrance even in the case where the object to which the load is applied includes a gear having backlash, even in the load torque region near zero. A control device can be provided.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a configuration of an actual load evaluation test apparatus according to an embodiment of the present invention.
FIG. 2 is a block diagram showing a configuration of a torque control unit according to the embodiment of the present invention.
FIG. 3 is a block diagram showing a configuration of a PI controller according to the embodiment of the present invention.
FIG. 4 is a diagram showing an example of a load control result according to the embodiment of the present invention.
FIG. 5 is a diagram showing an example of a load control result according to the embodiment of the present invention.
FIG. 6 is a diagram showing an example of a load control result according to the embodiment of the present invention.
FIG. 7 is a block diagram showing a configuration of a conventional actual load evaluation test apparatus.
FIG. 8 is a diagram showing an example of a conventional torque control result.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1; Engine, 1a; Transmission, 2; is dynamometer, 3; Transmission shaft, 4; Coupling, 5; Coupling, 6; Transmission torque sensor, 7: Driving pattern control part, 10: Torque control part, 101 ; Target torque calculation unit, 102; subtractor, 103; multiplier, 104; integrator, 105; adder, 106; subtractor, 107; PI controller, 108; Multiplier 203; multiplier 204; adder

Claims (7)

A load control device for controlling a load torque applied to the rotating body by a dynamometer connected to the rotating body to a target torque,
Means for measuring a transmission torque which is a torque transmitted by the dynamometer to the rotating body;
The dynamometer is controlled in such a manner that an added value of a value corresponding to the difference between the target torque and the transmission torque and a value corresponding to the difference between the rotational speed of the rotating body and the rotational speed of the dynamometer approaches zero. A load control device comprising control means for controlling torque generated by the meter. A load control device for controlling a load torque applied to the rotating body by a dynamometer connected to the rotating body to a target torque,
Measuring means for measuring a transmission torque which is a torque transmitted by the dynamometer to the rotating body;
A time integration means for time-integrating a value obtained by multiplying a difference between the target torque and the transmission torque by a predetermined value;
A difference calculation means for obtaining a difference between the output of the time integration means and the rotational speed of the rotating body, and the rotational speed of the dynamometer;
A load control apparatus comprising: a control unit that controls a torque generated by the dynamometer with a control amount that causes the output of the rotational speed difference calculation unit to approach zero according to the output of the difference calculation unit. The load control device according to claim 2 ,
A target torque calculating means for calculating the target torque according to a value obtained by time-integrating a value obtained by multiplying a difference between the target torque and the transmission torque by the predetermined value and a rotation speed of the rotating body; A load control device. The load control device according to claim 2 or 3 ,
The load control device, wherein the predetermined value is a reciprocal of an inertia moment of the rotating body. The load control device according to claim 1, 2, 3 or 4,
The dynamometer is a DC motor,
The load control device, wherein the control means controls a current value of the DC motor according to the control amount. A load testing device for applying a load to a motor mounted on a vehicle,
The load control device according to claim 1, 2, 3, 4 or 5,
A load test apparatus comprising: the motor output shaft as the rotating body; and the dynamometer coupled to the output shaft. A load control method for controlling a load torque applied to the rotating body by a dynamometer connected to the rotating body to a target torque,
Measuring a transmission torque which is a torque transmitted by the dynamometer to the rotating body;
Integrating the value obtained by multiplying the difference between the target torque and the transmission torque by the reciprocal of the moment of inertia of the rotating body,
Obtaining the difference between the value obtained by integrating the time and the rotational speed of the rotating body, and the rotational speed of the dynamometer as a controlled object difference;
Controlling the generated torque of the dynamometer with a control amount that brings the controlled object difference close to zero; and
And a step of calculating the target torque in accordance with a value obtained by adding the time integrated value and a rotation speed of the rotating body.

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