JPS5831850B2 - Electrical inertia compensation method for electric dynamometer - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method for compensating electrical inertia of a simulation system at an equal cost, and is particularly applicable to natural vibrations of a rotating shaft system caused by the presence of a torque detector in a control system. The aim is to provide a new electrical inertia compensation method that allows stable control at all times without being affected.

Although it has been quite some time since the exhaust gases of automobiles, which are a source of pollution, have been regulated, it is necessary to conduct tests equivalent to actual human driving of test vehicles such as gasoline engine cars, diesel engine cars, etc. It is well known that simulation equipment exists at the same price, and when performing transient characteristic tests during acceleration/deceleration and exhaust gas measurement tests using this simulation equipment, a DC electric dynamometer is used as a load device. However, it is also well known to perform so-called "running resistance control" by adding torque characteristics according to vehicle speed.

The so-called "mechanical inertia compensation method" applies fly roll to faithfully add torque characteristics according to vehicle speed to this kind of running resistance command amount, rolling resistance A, windage resistance B.
Generally speaking, it is used in combination with the "electrical inertia compensation method" which inputs the climbing/descending resistance inθ, but the former mechanical inertia compensation method depends on the vehicle type of the test vehicle to be applied, There is a fixed equivalent weight, which is uniquely determined once the vehicle weight is known, and an adjusted equivalent weight, which is calculated and added by a person according to the weight.The adjusted equivalent weight is, for example, a 25ky flywheel. Based on 25kg pitch, how many 25ky pieces, how many 50kg pieces, 1
Humans have to calculate and select the fly roll to be thrown, such as the number of fly rolls of 0.00 kg; due to the complexity of operation, the mechanical inertia compensation method is only effective at determining the fixed equivalent weight. Recently, an electrical inertia compensation method has been adopted in which a flywheel is used to electrically compensate for all the weight equivalent to adjustment.

Figure 1 shows a block diagram that is conventionally used when running resistance control is performed in this type of equivalent road simulation system. The rotary drum 2 is mounted on a rotary drum 2, and the rotary drum 2 and a flywheel 3 that provides only a fixed equivalent weight are connected via a coupling, and 4 is a DC electric dynamometer as a load device (power absorber). , this electric dynamometer 4
is controlled by a variable voltage device 5 to perform a predetermined drive-absorption operation.

Note that the variable voltage device 5 is of the Ward Leonard type or the Siris Leonard type.

Reference numeral 6 denotes a torque detection device for detecting the actually transmitted torque, and a load cell such as a well-known strain gauge is applied thereto.

7 is a voltage conversion circuit that converts the input torque detection signal into a voltage amount, 8 is a pulse pickup that detects the number of revolutions corresponding to the vehicle speed, and this vehicle speed detection signal is converted into a voltage amount by a frequency-voltage conversion circuit 9. converted.

10 is an arithmetic circuit that converts the input voltage signal ■ corresponding to the vehicle speed into v2, and 11 is an acceleration detection circuit that differentiates the input voltage signal U corresponding to the vehicle speed and detects the acceleration av/at. .

12 is an external setting circuit that sends out signals for programming changes in the slope, etc.; 13 is an uphill/downhill setting circuit that sends out signals depending on the uphill/downhill resistance; and 14 is a rolling circuit that sends out signals depending on the rolling resistance. This is a setting circuit.

15 is a windage resistance setting circuit that gives a windage coefficient B and sends out a predetermined windage resistance B2; 16 is an inertia setting circuit that sends out the required amount of inertia; this inertia command amount is It can be determined by subtracting the mechanical equivalent inertia weight Wr of the entire dynamo system and the mechanical equivalent inertia weight Wm required for the chassis dynamo system.

Reference numeral 17 denotes an adder circuit for adding the setting command amounts sent out from each of the setting circuits 13 to 16 to obtain a required running resistance command amount.

Reference numeral 18 denotes a first comparison circuit for comparing the running resistance command amount and the detected torque amount. This deviation amount is appropriately amplified by the first amplifier circuit 19, and this amplified signal is sent to the second comparison circuit. 20 as a current command amount.

21 is a second amplifier circuit, and 22 is a phase control circuit for arbitrarily shifting the phase of the pulse signal of the variable voltage device 5.

The operation of the conventional device configured in this way is such that, for example, the inertia amount setting circuit 16 obtains the required inertia amount based on the input acceleration detection signal, and the windage resistance setting circuit 15 obtains the input vehicle speed detection amount. ■ Obtain the required windage resistance command amount based on 2, and add each command amount of these setting circuits 15 and 16 to the circuit 17.
At the same time, the required uphill and downhill command amount is inputted to this addition circuit 17 from the uphill and downhill resistance setting circuit 13, and the required amount of rolling resistance command is input from the rolling resistance setting circuit 14. The command amount is added by an adding circuit 17 to obtain a required running resistance setting command amount according to the vehicle speed.

This running resistance setting command amount is input to the torque control system of the major loop, and the first comparison circuit 18 compares the running resistance command amount with the detected torque amount, and outputs a signal obtained by appropriately amplifying this deviation amount. A signal is given to the current control system of the loop as a current command amount, and the current control system compares the current command amount with the main circuit current detection amount of the dynamometer and appropriately amplifies the deviation amount obtained. The dynamometer 4 of the load device is controlled by appropriately shifting the firing phase of the cyrisk through the phase control circuit 22, and a predetermined drive-absorption operation is performed to determine the characteristics obtained by actual human driving. The system faithfully reproduces the flow rate and performs predetermined running resistance control.

As described above, running resistance control performs predetermined control by adding torque characteristics according to vehicle speed (running resistance setting command amount = electrical inertia compensation amount), but in the control system shown in Figure 1, torque detection Since the torque rise signal is directly introduced into the control system from the device 6, this detection signal includes a unique vibration component of the dynamometer mechanical system, and this torsional vibration component is unnecessary for control. Since the frequency is low, vibration appears as a disturbance in control.

Furthermore, since the major loop amplifier circuit 19 is an amplifier that performs an integral operation, not only is it not able to perform stable operation in conjunction with this integral operation, but what is especially important is that it cannot perform coordinated control. It is.

Therefore, it is conceivable that the pulsation component unique to the mechanical system contained in the torque detection signal is removed through a filter to remove the disturbance factor.

However, with this method, not only is the filter body very expensive and uneconomical, but also the filter itself can be considered a type of integrating circuit, making it impossible to control with even more rapid response. .

The present invention was invented in view of this point, and is particularly characterized in that the main circuit current detection signal input to the minor loop is also input to the comparison circuit of the major loop to perform predetermined control. A detailed description will be given below based on the embodiment shown in FIG.

In the same embodiment, the parts with the same symbols as in FIG. However, in particular, the main circuit current detection signal is once introduced into the newly installed torque command conversion device 23, and the power which is the load device is calculated according to the amount of the main circuit current detection signal inputted by the torque command conversion device 23. The converted torque amount is converted into the amount of torque generated by the electric motor of the meter, and the converted torque amount is led to the comparison circuit 18 of the measure loop and inputted with the same polarity as the torque detection signal from the torque detector 6. It is something.

When the electric motor torque of the dynamometer converted in this way is input to the torque control system of the measure loop, for control purposes, the torque detection signal given from the torque detector 6 and the converted torque amount are added together with the same polarity ←). Predetermined running resistance control is performed using the amount of deviation between the torque signal and the running resistance command amount (torque command amount) derived from the adder circuit 17. The vibration frequency of the pulsating component contained in is, for example, 5H7 to 20
Since the frequency is as low as H2 and appears during transitions during acceleration-deceleration control, the following control is performed according to the present application.

That is, during the transition period during acceleration-deceleration control where the most responsive control is required, the signal related to the converted torque amount is first fed back to the comparison circuit 18 of the major loop, and then the torque detector Since the torque detection signal from 6 is fed back, a predetermined running resistance control is first performed using the deviation amount between the converted torque amount and the running resistance command amount, and then the torque detection signal and the running resistance command amount are used. A predetermined running resistance control is performed using the amount of deviation.

In this way, during the transition period during acceleration/deceleration control, the predetermined control is first performed using the converted torque amount that does not include any pulsation component that would cause disturbance, so control with very good responsiveness is performed. In addition, it is stable in terms of operation, and even if control based on the actual torque detection signal is performed afterwards, the operation is guaranteed to be satisfactory in terms of control.

Therefore, in the present application, the influence of the disturbance of the low-frequency drowsy component included in the torque detection signal is alleviated compared to the conventional device shown in Fig. 1, and as a result, stable operation is maintained over the entire operating range during steady operation and transient periods. The calculation device 23 converts the amount of torque generated by the electric motor of the dynamometer, which is the load device, into the amount of torque generated by the motor of the dynamometer which is the load device according to the amount of the main circuit current detection signal inputted by the calculation device 23 during operation, and the converted amount of torque is sent to the comparison circuit 18 of the measure loop. It is designed to be input with the same polarity as the torque detection signal from the torque detector 6.

When the electric motor torque of the dynamometer converted in this way is input to the torque control system of the measure loop, for control purposes, the torque detection signal given from the torque detector 6 and the converted torque amount are added together with the same polarity ←). Predetermined running resistance control is performed using the amount of deviation between the torque signal and the running resistance command amount (torque command amount) derived from the adder circuit 17. The vibration frequency of the pulsating component contained in is, for example, 5H7 to 20
Since the frequency is as low as H2 and appears during transitions during acceleration-deceleration control, the following control is performed according to the present application.

That is, during the transition period during acceleration-deceleration control where the most responsive control is required, the signal related to the converted torque amount is first fed back to the comparison circuit 18 of the major loop, and then the torque detector Since the torque detection signal from 6 is fed back, a predetermined running resistance control is first performed using the deviation amount between the converted torque amount and the running resistance command amount, and then the torque detection signal and the running resistance command amount are used. A predetermined running resistance control is performed using the amount of deviation.

In this way, during the transition period during acceleration/deceleration control, the predetermined control is first performed using the converted torque amount that does not include any pulsation component that would cause disturbance, so control with very good responsiveness is performed. In addition, it is stable in terms of operation, and even if control based on the actual torque detection signal is performed afterwards, the operation is guaranteed to be satisfactory in terms of control.

Therefore, in the present application, the influence of the disturbance of the low-frequency drowsy component included in the torque detection signal is alleviated compared to the conventional device shown in Fig. 1, and as a result, stable operation is maintained over the entire operating range during steady operation and transient periods. It is clear that not only can movements be performed, but also coordinated control is possible.

As described above, in the present invention, in addition to the torque detection signal, which is one element of the control amount, for example, the signal that detects the torque actually transmitted to the rotating shaft, the current detection signal of the dynamometer is converted into torque. The signals are added with the same polarity, and the specified running resistance control is performed using the deviation between the detected torque amount and the amount of running resistance = electrical inertia compensation amount. As shown in the figure, it has various effects.

■ In addition to the signal that actually detects the transmitted torque, the current detection signal that detects the torque generated by the dynamometer is input to the major loop as soon as possible, so even if there is a disturbance to the torque detection signal that is unique to the mechanical system, Even if vibration is included, it is possible to perform highly accurate and stable control over the entire operating range without being affected by vibration.

2 For the above reasons, coordinated control becomes possible.

3. Since the current detection signal of the dynamometer is simply fed back to the measure loop as the torque conversion command amount actually generated by the dynamometer, the circuit configuration is extremely simplified and an economical device can be realized.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing a specific electrical inertia compensation method for an equivalent road simulation system according to the conventional method, and FIG. 2 is a specific block diagram showing an electrical inertia compensation method according to an embodiment of the present invention. . 1 is the machine under test, 4 is a DC electric dynamometer, 5 is a variable voltage device, 6 is a torque detector, 8 is a pulse pickup, 11
13 is an acceleration detection circuit, 13 is an uphill/downhill resistance setting circuit, 14 is a rolling resistance setting circuit, 15 is a windage resistance setting circuit, 16
17 is an inertia amount setting circuit, 17 is an addition circuit, 18 and 20 are comparison circuits, 19 and 21 are amplifier circuits, 22 is a phase control circuit, 2
3 is a torque command conversion device.

Claims (1)

[Claims] 1 Differentiate the rotational speed detection signal corresponding to the vehicle speed to find the acceleration, and based on this acceleration, rolling resistance A and windage resistance B are calculated.
■2. Uphill/downhill resistance Wsinθ and amount of inertia Wr-Wm (W
r: Mechanical equivalent inertia weight of the entire dynamo system, Wm:
The required running resistance command amount is obtained from each set command amount by appropriately setting the required equivalent inertia weight, and the running resistance command amount and torque detection signal are divided into the torque control system of the major loop. The current command output from the torque control system and the dynamometer's main circuit current detection signal are input to the minor loop current control system to control the main circuit current of the DC electric dynamometer and perform predetermined running resistance control. In this case, the amount of torque generated by the dynamometer was determined from the main circuit current detection signal, and a signal corresponding to this amount of torque was input to the comparison circuit of the measure loop with the same polarity as the torque detection signal. An electrical inertia compensation method for an electric dynamometer, characterized by: