JPH02132343A - Method and device for electric inertia compensation control over driving testing machine - Google Patents

Abstract

PURPOSE:To improve the response of compensation torque by differentiating the output signal of a speed pattern generator and finding rotational angular acceleration which is a source signal for inertia compensation, and outputting the rotational angular acceleration before actual rotational angular acceleration by the response delay of a driving-side speed controller. CONSTITUTION:The electric inertia compensation controller for the driving testing machine equipped with an absorption-side motor 6 to which a driving prime mover 1 is coupled through an output shaft 3 equipped with a torque pickup 5, and a device which generates inertia compensating torque is constituted. Namely, the rotational angular acceleration which is the source signal for inertial compensation is found by differentiating the output signal of the speed pattern generator 108 by a differential computing element 109. Then its output signal is outputted before the actual rotational angular acceleration by the response delay of driving-side speed controllers 103 and 104 to eliminate the influence of the detection delay of the rotational angular acceleration. Consequently, high-response, high-range inertia compensation for the response of the compensation torque is performed.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to an inertia compensation control method and device for a drive test machine that conducts actual vehicle equivalent tests of drive systems of automobiles, etc. The present invention relates to an electrical inertia compensation control method and device that enables compensation of the inertia amount of.

[Conventional technology]

Regarding this type of inertia compensation control device,
An inertia compensation control device for a drive testing machine described in Japanese Patent No. 1531 is known.

FIG. 6 shows a configuration diagram of the above-mentioned known example. 1 is an engine, 2 is a transmission, 3 is a transmission shaft, 4 is a coupling, 5 is a torque pickup, 6 is a DC motor or electric dynamometer (hereinafter simply referred to as an electric motor), 8 is a pulse pickup, 9 is a current detector , 10 is a thyristor power supply device, 11 is a thyristor gate pulse generator, 12 is a constant current control operational amplifier (hereinafter referred to as ACR), and 14 is a torque control operational amplifier (hereinafter referred to as ATR).
, 15 is an F/V (frequency/voltage) converter, and 16 is a steady absorption torque setting calculator.

The above constitutes an automatic torque control system using the torque pickup 5 as feedback, and causes the electric motor 6 to generate a torque that matches the output of the steady absorption torque setting calculator 16 and the output of an inertia compensation calculation to be described later.

13 Inertia compensation is performed by calculating the rotational angular acceleration of the electric motor 6 with the differentiator 17.
, the outputs of the compensation amount calculator 22 are multiplied by the outputs of the ATR 14 and the ACR 1 . 2, and was performed by electrically generating inertia compensation torque using the above-mentioned torque control system.

The meanings of the symbols used in the following description are as follows.

Ie; In each figure, the inertia amount on the left side of the torque pickup 5 ■. In each figure, the inertia on the right side of the torque pickup 5 is the total inertia of the test machine, i.e. (Ie+I-). ζφ, which is the difference in the amount of inertia; torque coefficient Fc of the electric motor 6; current detection gain (gain) of the constant current control system KT
; Torque detection gain (gain) Kω; Engine rotation detection gain (gain), i.e. F/V
Gain K8 of converter 107 and pulse pickup 106; Gain of engine speed control system T,,T
2; Torque control system compensation time constant T3; Torque detection delay time constant T5; Differentiator 17, 20 (7) delay time constant (including delay of F/V converter 15) T. ．．゜ Delay time constant T7 of the differentiator 109; Response time constant Tc of the engine speed control system ・Response time constant Te of the constant current control system Torque generated by the engine 1 Td; Drive torque T for the test machine ・Torque generated by the electric motor 6 Tz; Detected torque of torque pickup 5 ω.; Rotation angular velocity (actual rotation speed) ωP; Rotation angular velocity command value (rotation speed command value) ω.; ω.
angular acceleration ωP; angular acceleration Vi of ωP; detection voltage VTP of the torque pickup 5; steady absorption torque command value vIc; transient absorption or driving torque command value, that is, inertia compensation torque VAC; current command conversion value of VIC Vcp; constant current control Command value for the system [Problem to be solved by the invention] Electrical inertia compensation is a method in which an electric motor electrically generates an inertia torque equivalent to the equivalent moment of inertia of a sample, and is used in place of a mechanical flywheel. .

However, there are various control delays in electrical inertia compensation, and it has been a challenge in the past to find a way to reduce these delays and bring the control closer to the mechanical flywheel.

In the known example, in order to eliminate the influence of the detection delay of the torque pickup 5, a means for providing inertia compensation as a forcing current command to the current control system is adopted, thereby improving the response.

However, although the detection delay of the torque pickup 5 has been solved, the following problems still exist.

(a) The response was limited because the influence of the detection delay of rotational angular acceleration had not been resolved.

An equivalent conversion control block diagram of FIG. 6 is shown in FIG. 7th
T5 of the transmission block 12b in the figure corresponds to the above-mentioned detection delay. Further, 12b is a transient response transfer function of inertia compensation in a known example, and a large T indicates that the response is poor. T, is the delay of the F/V converter 15 and differentiator 17, 20 in FIG.

As is well known, the F/V converter has a frequency proportional to the speed (
There is a conversion delay to convert the voltage (or pulse) into voltage,
Especially at low speeds, the response deteriorates significantly. Differentiator 1
7.20 calculates the rotational angular acceleration by differentiating the rotational speed, and it goes without saying that a perfect differentiator without delay is ideal. However, the perfect differentiator is anti-noise,
It is also well known that this is not possible in principle due to the stability of the amplifier that constitutes the differentiator. Therefore, an imperfect differentiator with a delay is used to prevent amplifier oscillation and ensure a practical S/N ratio.

(b) As shown in FIG. 6, in the prior art, the inertia compensation control loop detects the rotation of the electric motor 6 with a pulse pickup 8, converts the rotation pulse into voltage with an F/V converter 15, and further differentiates the rotation pulse. The rotational angular acceleration is calculated in the device 17.20, and the inertia compensation torque is calculated by multiplying it by the amount of compensation inertia in the multiplier 18.21, and this value is generated by the torque control system of the electric motor 6. As can be seen from the above, the conventional inertia compensation control system is a closed loop control in which the electric motor 6 itself generates inertia compensation torque by feedback from the rotation of the electric motor 6 itself.

This caused the following two problems.

(b)-1. In closed-loop control, response speed and stability are in a contradictory relationship, and there are problems in that the response cannot be increased unconditionally and that it is difficult to adjust the system.

(b)-2, As shown in the equivalent control block diagram in Fig. 7,
The time constant indicating the speed of response of the equivalent transfer function 12c, which includes feedback to the current control system for inertia compensation, is the ratio of the total inertia Ia of the test machine to the total inertia of the test object (i.e., the inertia compensation range). (hereinafter referred to as Ia/Ie). Therefore, there is a problem in that the stability of the system is limited due to changes in the Ia/Iz ratio.

Even in the conventional technology, the time constant T c ,
The system response is made constant by increasing or decreasing T5.

However, in recent years, low μ road (low inertia simulation) tests,
Since the electric motor is an AC motor, the ratio of Ia/IΣ is 0.1.
There are demands for high range coverage of ~10.

In order to cope with this, the transfer function 12c (T c
+T s ) needs to be changed by a factor of 100.

Since Tc is the response time constant of the constant current control system, it must be the minimum when considering the constant current control system alone. Therefore, if it is to be changed, it will be T5. A change in T5 causes a change in the numerator term in the transfer function 12c. In terms of automatic control theory, the limit for increase/decrease in T5 in this case is 0.3 to 3. Therefore, in the prior art, the above (b)
As mentioned in Section 2, there has been a problem that the system cannot cope with a large increase in inertia compensation because the system becomes unstable.

An object of the present invention is to enable high response, wide range inertia compensation.

[Means to solve the problem]

Since such a drive testing machine simulates the running of an automobile or the like, the drive-side engine 1 is operated according to a running speed pattern.

That is, the drive-side engine 1 is operated by a speed control device that reproduces a speed pattern. The inertia compensation torque is applied to the electric motor 6 for the speed of the engine 1 which is operated according to the speed pattern.
This function is the purpose of inertia compensation. Conventionally, to achieve this function, inertia compensation was performed using the angular acceleration of the self-rotation of the electric motor 6, that is, the actual rotation (speed) of the engine 1, as described above. However, as can be seen from the above, since the rotation of the engine 1 is reproduced according to the speed pattern, the same function can be obtained even if inertia compensation is performed using the rotational angular acceleration directly calculated from the speed pattern. is clear.

Therefore, inertia compensation with high response and wide range is achieved by providing a means for detecting rotational angular acceleration based on the above-mentioned speed pattern and an inertia amount setting device, and applying an inertia compensation torque obtained by multiplying the signals of both to the torque control system of the electric motor. This can be achieved by providing a means for applying it as a torque pattern.

That is, the above object is such that the drive-side prime mover has a speed control device and a speed pattern generator, and the absorption-side electric motor coupled to the drive-side prime mover via an output shaft equipped with a torque pickup has a current control calculation means and a speed pattern generator. a torque control calculation means, a torque pickup for detecting the torque of the output shaft of the drive side prime mover as feedback of the torque control calculation means, and means for applying inertia compensation torque to the absorption side electric motor based on the detected torque. The electric inertia compensation control device of the drive testing machine includes a differential calculator for calculating rotational angular acceleration from the output of the speed pattern generator, a torque conversion inertia amount setting device, and a current conversion an inertia amount setter, a multiplier that calculates a torque-converted inertia compensation torque value by multiplying the output of the differential calculator by the output of the torque-converted inertia amount setter, and the output of the differential calculator; This is achieved by including a multiplier that calculates a current converted inertia compensation torque value by multiplying the output of the converted inertia amount setting device.

Further, the rotational speed of the drive motor is controlled by a speed control device based on the output of the speed butterfly generator, and the absorption side electric motor is coupled to the drive motor via an output shaft equipped with a torque pickup. In the electric inertia compensation control method for a drive testing machine in which an inertia compensation torque value is given through a current control calculation means and an l/lux control calculation means, a method for providing an inertia compensation torque value is based on the output of the speed pattern generator. A procedure for calculating rotational angular acceleration, a procedure for calculating a torque-converted inertia-compensating torque value and a current-converted inertia-compensating torque value from the rotational angular acceleration and the set value of the required compensation inertia amount, and a procedure for calculating the torque-converted inertia-compensating torque value. The electric inertia compensation control method for an egg motion testing machine may include the step of adding the current converted inertia compensation torque value to the input of the current control calculation means in addition to the input of the torque control calculation means.

Response 1 of the speed control device and response T of the current control calculation means
c and the calculation response time T6 of rotational angular acceleration, t1≧T
, +Tc.

Furthermore, the torque-converted inertia compensation torque value is determined by using the total inertia Ie of the drive system under test, the total inertia Ia of the test machine, the inertia Ie on the drive side in terms of torque pip-up, and the rotational angular acceleration ω. The electric inertia compensation control method for a drive testing machine according to claim 2, wherein the current-converted inertia compensation torque value is also given by ωx (Ir.-■a).

[Effect]

The rotational speed of the drive-side prime mover output shaft that makes up the drive system under test is
Control is performed according to a speed pattern output from a speed pattern generator, and the rotational angular acceleration of the output shaft is calculated from the speed pattern output from the speed pattern generator. The calculated rotational angular acceleration is multiplied by the output of the current-converted inertia amount setter and inputted as a current-converted inertia compensation torque value to the current control calculation means, and the current control calculation means controls the absorption-side motor based on the calculated rotational angular acceleration. The generated torque is controlled so as to be the required torque in the case of the speed pattern. Furthermore, the rotational angular acceleration is multiplied by the output of the torque-converted inertia amount setter and outputted as a torque-converted inertia compensation torque value, which is compared with the torque value detected by the torque pickup and the deviation thereof is calculated. The calculated deviation is input to the current control calculation means, and the current control calculation means
The generated torque of the absorption-side motor based on the current-converted inertia compensation torque value is increased or decreased based on the input deviation.

〔Example〕

An embodiment of the present invention will be explained based on FIGS. 1 to 5.

The output shaft of the transmission 2 of the drive motor 1 is equipped with a pulse generation rotating gear 105 and a pulse pickup 1.
06 (hereinafter referred to as pulse generation rotating gear 1
05 and the pulse pickup 106 are collectively referred to as the rotary pickup 106). The drive motor 1 further includes:
A push-pull wire 102 that remotely controls the throttle 101 and an operation actuator 1 that drives the wire.
03. Speed control in which the operation actuator 103 is driven based on the deviation between the output signal of the speed pattern generator 108 and the output signal of the rotary pickup 106, and the rotation of the drive motor 1 is controlled to follow the speed pattern output by the speed pattern generator. Device 104 is connected.

Note that the actual engine rotation speed is a value obtained by dividing the rotation speed of the output shaft by the gear ratio of the transmission 2. but,
The shaft rotation for which inertia compensation is performed is the transmission 2
The engine speed mentioned above also has this meaning. When the engine rotation itself is detected directly from the ignition pulse of the engine, the output shaft rotation speed of the transmission giant 2 is calculated by multiplying it by the gear ratio of the transmission 2.

One end of a transmission shaft 3 equipped with a torque pickup 5 is coupled to the output shaft of the transmission 2 via a coupling 4, and the other end of the transmission shaft 3 is further coupled with a torque pickup via a coupling 4. A side electric motor 6 is coupled.

A pulse pick-up 8 for detecting the rotation of the motor 6 is connected to the motor 6, and the output line of the pulse pick-up 8 is
After passing through the F/V converter 15 and the steady absorption torque setting calculator 16, the adder 14. Connected to A. The output line of the torque pickup 5 is also connected to an adder 14A, and the output line of the adder 14A is connected to a torque control operational amplifier (hereinafter referred to as ATR) 14, which is torque control calculation means.

On the output side of the ATR 14, there is an adder 12A and a constant current control operational amplifier (hereinafter referred to as ACR) which is a current control calculation means.
12, a thyristor gate pulse generator 11, and a thyristor power supply 10 are connected in series in this order, and the thyristor power supply 10 is connected to the absorption motor 6. A current detector 9 is provided on the line connecting the thyristor power supply device 10 and the electric motor 6, and the output line of the current detector 9 is connected to the adder 12A. The above-mentioned configuration in the dotted line frame (A) in FIG. 1 described after the transmission shaft 3 is the same as the conventional example shown in FIG. 6, and the torque pickup 5
The torque control system uses the detected torque as feedback.

A differential calculator 109 is connected to the output side of the speed pattern generator 108, and the differential calculator 109 calculates the rotational angular acceleration ωP by differentiating the output signal ω of the speed pattern generator 108. , multipliers 110 and 11 in parallel.
1 input side is connected. A torque conversion inertia amount setter (hereinafter referred to as inertia amount setter) 112 is connected to the other input side of the multiplier 110, and an output line is connected to the input side of the adder 14A. Further, a current conversion inertia amount setting device (hereinafter referred to as an inertia amount setting and compensator) 113 is connected to the other input side of the multiplier 111, and the output side is connected to the adder 12.
Connected to the input side of A.

This embodiment differs from the conventional example in that the above-mentioned differential calculator 10
9, Inertia amount setting device 112 and inertia amount setting and compensator 1
It is at the point where 13 is provided.

In this embodiment, in order to eliminate the influence of the detection delay of the torque pick absorber 5, the current command converted value of the inertia compensation torque which is the output signal VAC115 of the multiplier 111, that is, the current converted inertia compensation torque value is input to the ACR12 by the adder. 12A
It is given as direct forcing after passing through. Also,
A torque-converted inertia compensation torque value, which is the output signal Vrcll4 of the multiplier 110, is provided to the ATR 14 via an adder 14A. Torque pickup 5 for ATR14
The detected torque is added by adder 1 4. Feedback is provided via A. Therefore, it is necessary to give a signal to the ATR 14 so that the torque detected by the torque pickup 5 corresponds to the intended inertia compensation torque. The adder 14A calculates the deviation between the torque detected by the torque pickup 5 and the signal 114, and then outputs the difference between the torque detected by the torque pickup 5 and the signal 114 via the ATR 14 to the adder 12.
It is input to A.

If the rotational angular acceleration of the transmission shaft 3 is ω, and the target inertia compensation torque is Ta, then Ta ” ω × eh...
(1) E: Total inertia of the actual vehicle. If the inertia torque of the difference between the total inertia of the test machine 1a and Ie is 8T&, then ΔTa=c++X(Ix-Ia) −-(
2), and if this ΔTa is generated by the electric motor 6, the torque applied to the drive motor 1 becomes Ta.

As shown in FIG. 4, the detected torque Ti of the torque pickup 5 is expressed as T i =ωXI. +T.・=・
(3) ■. Total inertia on the motor side from the two-torque pickup T. : Σ, T. which is the generated torque of the electric motor. Since is the generated torque of the electric motor, (3
), where T. =ΔTa, which is the same value as Ti, may be set as the value of the signal 114. (3) T. When formula (2) is substituted into , Tz=c++XIm+ω(Iz Ia)=ωX(Ieee) ...(4) However, I
a''I-Ie. Therefore, the signal 114 needs to be given by the value of equation (4).

-20 First, the torque generated by the motor and the current value of the motor are in a one-to-one proportion if the field current is constant (this will be discussed separately if there is field control in a DC motor, etc.). The torque controlled by ACR12 is T. That's it, T. =ΔTa, therefore, the signal 115 needs to be given by the value of equation (2).

From the above, if the inertia amount setting and the set output of the compensator 113 are (Ia), and the set output of the inertia amount setter 112 is (E), the desired inertia compensation will be achieved. Ia and Ie are known values set in the testing machine, and the setters 112 and 113 calculate the values of A Ie and IA Ia, respectively, based on the set value of (d) at the time of testing. Further, the actual output of each setting device is multiplied by a constant that corrects the gain of each control system, which will be described later.

The operation of this embodiment will be explained below. The speed pattern set in the speed pattern generator 108 is set as a time-varying speed or a rotational speed of the transmission shaft. Since there is a unique relationship between the speed and the rotational speed of the transmission shaft, they will be explained as the rotational speed hereinafter. Set rotation speed ωP output by the speed pattern generator 108
is compared with the feedback signal of the rotary pickup 106, and the speed control device 10 is operated so that the deviation becomes zero.
4 outputs a control signal, and this control signal controls the throttle 1 of the driving motor (hereinafter referred to as engine) 1 via the operation actuator 103 and the push-pull wire 102.
01 is adjusted. As a result, the speed pattern generator 10
The engine 1 is operated so that the rotational speed of the transmission shaft 3 matches the set rotational speed outputted by the engine 8.

The set rotational speed ωP output by the speed pattern generator 108 is differentiated by the differential calculator 109 to obtain the rotational angular acceleration ω,
becomes. As mentioned above, the engine 1 is operated so that the actual rotational speed ω1 of the transmission shaft 3 matches the set rotational speed ω, so the calculation of the rotational angular acceleration ω is based on the rotational angular acceleration ω1 of the transmission shaft 3. This is equivalent to detecting. If there is no delay or error in the speed controller 104, ωP=ω. However, since the speed control device 104 has a response delay, ωP is ω. is the value detected in the previous hour. This point is important for improving response.

The signal 114 is a combination of this ωP and the output of the inertia amount setter 112 (
■Ae. ) is multiplied by the multiplier 110 and multiplied by the gain correction value described below. Second
The figure is a control block diagram of the apparatus shown in FIG. 1. Block 5a is the detection transfer function of torque pickup 5,
Since KT is the torque detection gain, in order for the signal 114 and the torque detection value to match, the signal 114 must have a gain KT.
needs to be multiplied. Therefore, as shown in block 112 of FIG.
c is, Vrc=Kdō・ωp (工z− 工e) −(
5). Similarly, signal 115 is T. In order to match, it is necessary to divide by the forward gain ζφ/Fc of the ACR shown in block 12a in FIG.・(I
A), and the voltage value Vac of the signal 115 is as follows.

In other words, ωP is calculated, and accordingly, the signal 115 (current-converted inertia compensation torque value), which is the value of equation (6), is
It is output to R12. This current-converted inertia compensation torque value is the torque that needs to be compensated for due to the difference between the total inertia of the drive system under test (for example, an actual vehicle) and the inertia of the test equipment when the drive motor rotates according to the speed pattern. This is to cause the absorption side electric motor to generate power without delaying the rotation of the drive side prime mover. In addition, a signal 11 which is the value of equation (5) is output as a torque-converted inertia compensation torque value.
4 is a torque value to be detected by the torque pickup 5, and the deviation from the torque value detected by the torque pickup 5 is added to the ACR 12, and the absorption side electric motor controlled by the current converted inertia compensation torque value is Used to increase or decrease the generated torque.

Signal 114 is ωp{Iz Ie), signal 115 is ωp
- If (Iz Ia), equations (1)-(4) are executed.

FIG. 3 is an equivalent control block diagram of FIG. 2, and the F/V converter 15 and steady absorption torque setting calculator 16 are omitted. The steady absorption torque is a torque equivalent to running resistance, and compared to the transient characteristics of the inertia compensation torque, it is regarded as a constant value VTP. ωyo is the actual rotational angular acceleration, which is the same as ω in equations (1) to (4), and is output at the previous time by the control response delay time.

If the relationship between the constants is set under certain conditions, equation (6) becomes (2
), that is, the T. of the electric motor. Close, ω. With respect to the time standard, it is easily assumed that it occurs without delay. The condition is that in FIG. 3, 104b is the closed loop transfer function of the engine speed control system, and 113a is the transient control characteristic block for inertia compensation of the ACR system, so the denominators of both should be . Equation (7) is T6, Tc, Kw
, Ke and T7. Practically, T6 and Tc are set as the minimum by the engine speed control system gain, Ke, and response time constant T7. However, I
If a/(Kw-Ke) is made larger than necessary, there is a concern that a problem may arise in which the speed pattern rotation number cannot be correctly realized. The order of each time constant is Tc
=0.01-0.025sec, T, =0.1-0.
It is ranked 2. Since the response of inertia compensation is targeted to be equivalent to that of a mechanical flywheel (response delay #0), T
The delay of 0.1-0.2 seconds in No. 6 is not acceptable for inertia compensation, but it is of the same order as the response delay of the engine speed control system, so it significantly reduces the response of the engine speed control system. There is no need to extend the time, and the setting of equation (7) can be realized without deteriorating the response of the engine speed control system.

The relationship of the above responses is shown in FIG. 5, with time T on the horizontal axis and rotational speed ω, rotational angular acceleration ω, and inertia compensation torque Ta on the vertical axis. t2 is equivalent to T6, t, is T t. + T c
, t1 indicates the response of the engine speed control system, and (7
) is set as the condition ta≦t■, and ω
, is the actual rotation ω. Since it is calculated based on ωP which precedes ω, ω follows ω without any delay, and therefore the inertia compensation torque Ta is equal to the actual rotation ω. This shows that the system is following up without delay.

However, in the conventional method, the actual rotation ω. On the other hand, the detected rotational angular acceleration is ω1' shown by the broken line, and inertia compensation torque Ta' is generated for this ωyo', so
Actual ω. There will be a delay in response.

It is clear from the block diagram of FIG. 3 that the transfer function 118a in FIG.
This corresponds to 12b in the figure (known example). The input signal for inertia compensation to the ATR system is 109.1.1. in FIG.
2a, and is given as a command value (open loop) from the speed pattern generator 108. This loop works as follows. ACR type is ATR
It is a minor loop of the system. Therefore, the signal 113a becomes a disturbance to the ATR system, and if left as it is, the signal 113a becomes a disturbance to the ATR system.
TR's 14 ■. P acts to cancel it. In order to prevent this, 11 of the same value as the output signal of 113a is used.
The output V+c of 2a must also be given to the ATR system. Furthermore, although the torque of the motor is theoretically proportional to the input current on a one-to-one basis under the condition that the field of the motor is constant, it decreases with respect to the input current by the mechanical loss of the motor. A.T.
Since the R system matches the actual torque feedback 5a, the output V c p of the block 14 of the ATR system functions to compensate for the above mechanical loss.

In addition, as can be seen from FIG. 3 in the ATR system, unlike block 12c in FIG. 7 in the conventional system, the transfer function that changes with the Ia/■E ratio is not included, so the Ia
The drawback that the system becomes unstable due to the /I ratio has been solved. This is because all inertia compensation torque values are given in an open loop.

When the electric motor has constant output characteristics due to field adjustment, the torque of the electric motor and the input current are no longer in one-to-one proportion in the constant output range. In that case, corrections are made as follows.

If the rotation speed in the constant output range is Nc, and the motor voltage, which is constant in the constant output range, is Ec, then EcXia=kcXNcXTm --- (
a) ia: input current to the motor, Kc: constant holds true.

From equation (8). Kc x a= X NC
− − (9) EC, and since K c / E c is a constant value, Nc
You can correct it with. Therefore, in FIG. 1, the rotational speed signal 20 shown by the broken line is input into the inertia amount and compensation setting device 113, and Nc in the constant output range is calculated.
Correction can be made by outputting a signal 115 with a value obtained by multiplying equation 6) by Nc.

Although the above-mentioned embodiment is an engine-driven example, the present invention can be similarly applied in the case of an electric motor drive as long as the drive motor has a speed control device and is operated at a rotation speed according to a speed pattern generator. method can be applied.

According to this embodiment, as explained above, since the rotational angular acceleration, which is the source signal for inertia compensation, is directly calculated from the speed pattern, it is calculated earlier than the actual rotational angular acceleration by the response delay of the speed control device of the driving side prime mover. It is possible to eliminate the influence of the detection delay of the rotational angular acceleration by outputting it in time, which has the effect of significantly improving the response.

In addition, the inertia compensation control system does not depend on the own rotational angular acceleration of the absorbing motor, and is elliptical in an open loop, and is not affected by the causal law of feedback caused by the conventional closed loop. Since the system does not become unstable due to the ratio of force (a), a wide range of inertia compensation can be realized.

Furthermore, since the control system is configured in an open loop, the difficulty of adjustment due to the causality of conventional feedback is eliminated, and adjustment can be made much easier.

〔Effect of the invention〕

According to the present invention, the rotational angular acceleration, which is the original signal for inertia compensation, is obtained by differentiating the output signal of the speed pattern generator, and the actual rotational angular acceleration is calculated by the response delay of the speed control device on the driving side. Therefore, the delay in detecting rotational angular acceleration is eliminated and the response of compensation torque is improved.

[Brief explanation of the drawing]

Fig. 1 is a system diagram showing an embodiment of the present invention, Fig. 2 is a control block diagram of the system shown in Fig. 1, Fig. 3 is a control block diagram simplified by equivalent conversion of Fig. 2, and Fig. 4 is a conceptual diagram showing the relationship between the detected torque of the torque pickup and the moment of inertia of each part, Fig. 5 is a conceptual diagram showing the response of inertia compensation, Fig. 6 is a system diagram showing a conventional example, and Fig. 7 is a diagram similar to Fig. 6. It is a control block diagram of a system. DESCRIPTION OF SYMBOLS 1... Drive side prime mover, 3... Output shaft, 5... Torque pickup, 6... Absorption side electric motor, 12... Current control calculation means (ACR), 14... Torque control calculation means (ATR), 1 0 1, 1 0 2, 1 0 3
, 1 04... Speed control device, 108... Speed pattern generator, 109... Differential calculator, 110, 111...
... Multiplier, 112 ... Torque conversion inertia amount setting device, 11
3... Current conversion inertia amount setting device.

Claims (1)

[Claims] 1. The driving-side motor has a speed control device and a speed pattern generator, and the absorption-side electric motor connected to the driving-side motor via an output shaft equipped with a torque pickup has current control calculation means. and a torque control calculation means, a torque pickup that detects the torque of the output shaft of the drive side prime mover as feedback of the torque control calculation means, and means for applying inertia compensation torque to the absorption side electric motor based on the detected torque. In the electrical inertia compensation control device for a drive testing machine, the means for providing an inertia compensation torque includes a differential calculator for calculating rotational angular acceleration from the output of the speed pattern generator, a torque conversion inertia amount setting device, and a current a converted inertia amount setter, a multiplier that calculates a torque converted inertia compensation torque value by multiplying the output of the differential calculator by the output of the torque converted inertia amount setter, and the output of the differential calculator and the current converter. An electrical inertia compensation control device for a drive testing machine, comprising: a multiplier that calculates a current-converted inertia compensation torque value by multiplying the output of the inertia amount setting device. 2. The rotational speed of the drive motor is controlled by a speed control device based on the output of the speed pattern generator, and a current control calculation means is connected to the absorption side electric motor connected to the drive motor via an output shaft equipped with a torque pickup. In the electric inertia compensation control method for a drive testing machine in which an inertia compensation torque value is given through a torque control calculating means and a torque control calculating means, the method for giving the inertia compensation torque value calculates rotational angular acceleration from the output of the speed pattern generator. a procedure for calculating a torque-converted inertia-compensating torque value and a current-converted inertia-compensating torque value from the rotational angular acceleration and the set value of the required compensation inertia amount; An electric inertia compensation control method for a drive testing machine, comprising the step of adding the current converted inertia compensation torque value to the input of the current control calculation means in addition to the input. 3. The response of the speed control device, the response Tc of the current control calculation means, and the calculation response time T_6 of rotational angular acceleration are t.
3. The electric inertia compensation control method for a drive testing machine according to claim 2, wherein the electric inertia compensation control method is set so that _1≧T_6+Tc. 4. The torque-converted inertia compensation torque value is the total inertia of the drive system under test I_Σ, the total inertia of the test machine I_a, the inertia of the drive side I_e in terms of torque pip-up, and the rotational angular acceleration■
Using
3. The electrical inertia compensation control method for a drive test machine according to claim 2, wherein: