JPH03118439A - Braking system in power-train testing apparatus - Google Patents

Abstract

PURPOSE:To brake a power train system by controlling a speed so that the speed of one rotary electric machine becomes zero, and controlling the torque by using the deviation between the power of the rotary electric machine and the power of another rotary electric machine as a torque command value. CONSTITUTION:The speed setting value of a DC electric dynamometer 2 is made to be zero. Thus the deviation of the number of rotation N2 of the dynamometer 2 from a speed setting 0[rpm] is used as a speed command value. The command value is imparted to an automatic speed setting and adjusting device 7. The speed of the dynamometer 2 is controlled with the device 7. Meanwhile, the deviation of power P1, which is computed based on the number of rotation N1 and the torque T1 of a DC electric dynamometer 1, from power P2, which is computed based on the number or rotation N2 and the torque T2 of the dynamometer 2, is imparted to an automatic torque adjusting device 6. Thus, the torque of the dynamometer 1 is controlled. Thus, the speed of the dynamometer 1 is decreased with the maximum torque. The torque of the dynamometer 1 is controlled based on the difference between the power values P1 and P2, i.e. a torque command value. Therefore, when the power P2 is decreased, the torque command value corresponding to the power P2 is also decreased. Braking can be performed excellently regardless of the gear ratio of a transmission.

Description

[Detailed Description of the Invention] Red Industrial Field of Application The present invention relates to a braking system in a power train testing facility, in which the prime mover and power absorber on the drive side and load side are formed of rotating electrical machines such as an electric dynamometer and a DC motor. It is useful when applied to things.

B.

Summary of the Invention The present invention provides a braking method for a power train test facility in which both the prime mover and the power absorber are composed of an electric dynamometer and a rotating electrical machine such as a DC motor. At the same time, the deviation between the power of this rotating electrical machine and the power of the other rotating electrical machine is used as a torque command value to control the torque of the other rotating electrical machine. Regardless of the gear ratio, both rotating electric machines are braked smoothly and quickly without applying excessive force to the transmission.

Conventional technology Some of the powertrain test equipment used in research and development of powertrain systems for the purpose of improving power transmission efficiency, etc., uses DC electric dynamometers (hereinafter referred to as DCDs) instead of vehicle engines.
(abbreviated as Y) is used, and there is also a power absorber on the load side that uses DCDY.

In the case of transmission testing in this test facility, a powertrain system as shown in FIG. 4 would be formed. In the figure, 1 is the driving side prime mover DC
DY, 2 is DCDY which is a power absorber on the load side, and 3 is a transmission interposed between both DCDY1.2.

If the rotating power train system is suddenly braked for some reason during a test using such test equipment, excessive inertial torque will be applied to the transmission 3, which may destroy the transmission 3. In order to prevent the situation from occurring, 1) Braking (deceleration)
2) by controlling the speeds of DCDYI and 2, respectively, to prevent excessive inertial torque from acting on the trans mixers 1 and 3.

Problems to be Solved by the Invention Among the above braking methods, 1) has a problem in that it takes time from the start of braking until it stops.

2) has a problem in that the method of giving the speed command value during braking must be changed depending on the gear ratio of the gears engaged in the transmission 3. To further comment, DCDY
When the speed command value during braking of I is changed, for example, as shown in FIG. If the gear ratio is 1:1, it is sufficient to change the speed command value with the same slope as in Figure 5 (al), as shown in Figure 5 (bl), but if the gear ratio is 1:2, , as shown in FIG. 5(e), the speed command value must be changed at a rate of change twice that of FIG. 5(al).

In view of the above-mentioned problems of the prior art, the present invention provides a powertrain test facility in which both the drive side and the load side are formed of rotating electric machines such as an electric dynamometer and a DC motor. It is an object of the present invention to provide a braking method that can quickly and smoothly perform overall braking without causing any problems.

Means for Solving the Problems The configuration of the present invention that achieves the above objects is as follows: The structure of the present invention achieves the above object. In the braking method, the set speed of one rotating electric machine is set to zero, and the speed of this rotating electric machine is automatically controlled so that its speed becomes zero, and the speed is automatically controlled based on the product of the rotation speed and torque of the one rotating electric machine. The deviation between the power of this rotating electrical machine and the power of this rotating electrical machine based on the product of the rotation speed and torque of the other rotating electrical machine is used as a torque command value to automatically control the torque of the other rotating electrical machine. It is characterized by braking.

According to the present invention having the above configuration, one rotating electric machine is speed-controlled to zero and decelerated at maximum torque, and the other rotating electric machine has its power equal to that of the one rotating electric machine. The torque is controlled using the deviation from the torque command value as the torque command value, and the deceleration is performed.

Example Embodiments of the present invention will be described in detail below based on the drawings.

FIG. 1 is a block diagram showing a control system for realizing this embodiment. Further, the power train system itself of this embodiment has the same configuration as the system shown in FIG. Therefore, the fourth
The same parts as those in the figures are given the same numbers and redundant explanations will be omitted.

As shown in FIG.
The rotation speed N1. N2 and torque T, , D based on T2
CD Y 1, 2 (7) Power-P.

P2 is calculated respectively. The calculation at this time is expressed by the following equation.

P=1.027NT However, P is the output (P, or P,), 1.027 is the coefficient, N is the rotation speed (N, or N2), and T is the torque
(T, or T2) In this embodiment, one electric dynamometer is DCDY2 and the other electric dynamometer is DCDY1. Therefore, Dc
DYl is the deviation (P,
The torque is automatically controlled by the ATR loop 6 using -P2) as the torque command value. This torque control is DCDY
This is control to keep the torque of I at a constant value regardless of the rotation speed. This constant value is the torque command value which is the deviation (p, -p2). Furthermore, the speed of DCDY2 is automatically controlled by the ASPR loop 7 so as to reduce the deviation between the set speed set to O (rpm) and the rotational speed N2.

That is, the rotation speed N2 should be rapidly decelerated to the set speed (Orpm) using the braking torque of the rated maximum torque of DCDY2.

Here, ATR (human auto Torque Regul
ation) ) Rape 6 and A S P R (Aut
o 5peed Regulation) To help understand loop 7, we will explain the control system of the -target CDY. FIG. 2 is a block diagram of a general control system of DCDY. As shown in the figure, the torques T, T of DCDYI,2 are determined by the load cell 8, and the rotational speeds N□, N
2 are detected and fed back by the pulse pickup 9, respectively, and compared with the speed command value and torque command value set in the speed setting device 10 and torque setting device 11. A speed control loop and a torque control loop are selected by a changeover switch 12. That is, the changeover switch 12
When the switch 12 selects the contact 12a, the speed control loop is selected, and when the selector switch 12 selects the contact 12b, the torque control loop is selected.

Therefore, O[r
The ASPR loop 7 in FIG. 1 sets the deviation between the rotational speed N2 of DCDY2 and the torque setting device 11 of the torque control loop.

The deviation of P2 (P, -P,) was set at A in Figure 1.
This is TR loop 6.

In the control system shown in FIG. 2, the current value set in the current setting device 14 can also be set as the command value by switching the changeover switch 13.

The method of this embodiment is achieved by setting the DCDY2 to the speed control mode and setting the speed setting value to zero, as shown in FIG. With this speed setting, DCDY2 has a speed setting of 0 (r
The speed is controlled by an ASPR loop 7 in which the deviation of the rotational speed N2 of the DCDY2 with respect to [pm] is given as a speed command value. On the other hand, DCDY is its rotational speed N1 and torque T
The power P and the rotation speed N of DCDY2 calculated based on ,
2 and the power P2 calculated based on the torque T2 is given as a torque command value, and the torque is controlled by the ATR loop 6. Thus, DCDY2 is decelerated with maximum torque. Furthermore, DCDYl has power P1. Since torque control is performed using the deviation of P2 as the torque command value, as the power P2 decreases, the torque command value also decreases accordingly, allowing good braking regardless of the gear ratio of the transmission.

That is, in this embodiment, the rotation speed N on the drive side is determined as the value obtained by dividing the rotation speed N2 on the load side by the gear ratio i. When the torque on the load side (braking torque) is set to T2, the torque command value on the drive side is determined as below T.

P −P = 1.027X-・N XT-1,027X
N XT1'1 =1.027N2 (-T, -T2) Therefore, control is performed so that T2=2T1.

FIG. 3(al) to FIG. 3(e) are graphs showing the braking characteristics of the drive side (ATR control system) and load side (ASR control system) during braking according to this embodiment. Like, AS
When the speed command is set to zero on the R side, the ASR side is braked with the maximum braking torque T2, and the ATR side is constant torque braked with the braking torque iT2.

In the above embodiment, one electric dynamometer was configured with DCDY2, and the other electric dynamometer was configured with DCDY2, but these relationships may of course be reversed. Furthermore, it goes without saying that instead of the DCDY, a rotating electric machine, such as a DC motor, whose rotation speed and torque can be controlled, can be used.

Effects of the Invention As specifically explained above in conjunction with the embodiments, according to the present invention, one rotating electrical machine with a set speed of 0 (rpm) rapidly decelerates at maximum torque, and the other rotating electrical machine Torque control is performed using the deviation between that power and the power of one of the rotating electrical machines as a set value, so the power train system can be smoothly decelerated quickly and without applying excessive inertial torque to the transmitter. brake can be applied.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing a control system that realizes an embodiment of the present invention, FIG. 2 is a block diagram showing a control system of the DCDY, and FIG. 3 is a block diagram showing the drive side during braking according to an embodiment of the present invention. Graph showing braking characteristics on the load side, Figure 4 is a block diagram showing an example of a power train system, Figures 5(a) to 5(C)
is a graph showing the characteristics of the speed command value corresponding to the gear ratio of each transmission during braking according to the prior art. In the drawing, 1.2 is DCDY. 3 is the transmission ν1, 6 is the ATR loop, 7 is the ASPR loop, N1. N2 is rotational speed, T, , T2 is torque, and P, , P is power. Patent Application Co., Ltd. Osamu Akiyo

Claims (1)

[Scope of Claims] In a braking system in a powertrain test facility in which both the drive-side prime mover and the load-side power absorber are configured with an electric dynamometer and a rotating electrical machine such as a DC motor, the set speed of one rotating electrical machine is The speed of this rotating electric machine is automatically controlled so that its speed becomes zero, and the power of this rotating electric machine and the rotation speed of the other rotating electric machine are determined based on the product of the rotation speed and torque of the one rotating electric machine. Braking in a power train testing facility characterized in that the torque of the other rotating electrical machine is automatically controlled using a deviation from the power of this rotating electrical machine based on the product of the torque and the torque as a torque command value, and both rotating electrical machines are braked. method.