JPWO2015186616A1 - Chassis dynamometer controller - Google Patents

Abstract

In a chassis dynamometer control device, work error and machine difference between benches adversely affect the measurement accuracy of vehicle characteristics. The detection speed signal and the torque detection signal are input to the driving force observer 6 and a positive inertia electric inertia command is output. The electric inertia command is added to the running resistance command output from the running resistance setting unit 7 corresponding to the detected speed signal, and the torque detection signal is subtracted from the added value to generate a torque control command. An electric inertia setting unit 20 that outputs a negative inertia electric inertia command is provided in combination with the driving force observer 6. When the set inertia is M and the fixed inertia is Mo, an electric inertia command is output from the driving force observer 6 when M> Mo, and an electric inertia command is output from the electric inertia setting unit 20 when M <Mo. Further, the speed correction value of the speed correction unit 21 is added to the electric inertia command.

Description

  The present invention relates to a controller for a chassis dynamometer, and more particularly to improvement in work accuracy of a chassis dynamometer and reduction of machine differences.

When performing vehicle performance tests, exhaust gas tests, etc. with a chassis dynamometer system, the dynamometer adds a inertia equivalent to that of a real vehicle by performing running resistance control with a control device, and performs a test that simulates running on a real road. .
FIG. 13 shows a schematic configuration of the chassis dynamometer control unit, where 1 is a vehicle under test, 2 is a dynamometer, 3 is a roller, and the vehicle under test 1 is placed on this roller 3. Reference numeral 4 denotes a load cell, and 5 denotes a pulse pickup. A signal measured by the load cell 4 and the pulse pickup 5 is input to the driving force observer 6.

  Reference numeral 7 denotes a running resistance setting unit which receives a signal measured by the pulse pickup 5 and outputs a running resistance command corresponding to the vehicle speed. The output is output to the adding unit 8 and the driving force observer 6. At this time, the driving force observer 6 employs an electric inertia compensation method for controlling the inertial resistance as the absorption of the dynamometer among the running resistance, and this method is known as Patent Document 1. Japanese Patent Laid-Open No. 2004-228561 aims to stabilize the electric inertia loop by changing the output torque of the dynamometer by changing the gain generated by the torque control system as means for changing the inertial resistance.

  The output of the running resistance setting unit 7 and the output of the driving force observer 6 are added by the adding unit 8, the torque detected by the load cell 4 is subtracted from the added value by the subtracting unit 9, and the difference value is input to the torque control unit 10. Thus, a torque command is generated and output to the inverter 11 as a control value. The inverter 11 executes torque absorption control for the dynamometer 2 in response to the torque command.

JP-A-4-278434

When performing a vehicle performance test or the like with the chassis dynamometer system, the work amount obtained by traveling on the actual road and the work amount obtained by mode traveling on the dynamometer do not coincide with each other, and an error occurs. It is known that this work amount error differs between benches, and the following three factors A to C can be cited as causes of the occurrence of errors and machine differences between benches. The work error rate and the like are defined by equations (1) to (5).
Work error rate [%] = (Measured work [J] −Target work [J]) / Target work [J]
× 100 [%] ……… (1)
Target work [J] = ∫ (target driving force [N] × vehicle speed detection [km / h]) /
(3.6) dt (2)
Measurement work [J] =］ (measurement driving force [N] × vehicle speed detection [km / h]) /
(3.6) dt (3)
Target driving force [J] = Running resistance setting + (Fixed inertia [kg] + Electric inertia [kg])
× Acceleration [m / s ^ 2] (4)
Measurement drive force [J] = DY torque [N] + Mecharos [N] + Fixed inertia [kg]
× Acceleration [m / s ^ 2] (5)
However, DY: Dynamometer.

A. Regarding the variation due to the control response of the torque controller The control response has a certain standard such as 90% response and within 100 ms, but the control response depends on the amount of feedforward and PID adjustment parameters by the adjuster. There is a difference in sex. As a result, there is a difference in the response performance of the electric inertia, which affects the variation in the measurement work error rate. In addition, a unique low-pass filter is used for torque detection used for control feedback, but this makes detection responsiveness low, making it difficult to increase responsiveness.

B. Regarding Electric Inertia Control Method at Negative Inertia Setting As the electric inertia control method in the driving force observer 6 shown in FIG. 13, the one of Patent Document 1 is used, but this method estimates the output torque of the prime mover, and the estimation Since the torque command for the electric inertia is multiplied by the value obtained from the mechanical inertia and the electric inertia compensation, the observer gain and loss can be reduced regardless of the electric inertia compensation increase and decrease, and the response can be improved. . On the other hand, in the case of negative inertia, the calculation is started from the generated torque corresponding to the fixed inertia as the electric inertia command, so the electric inertia is larger than the theoretical electric inertia command at the speed change point.

This can be seen by comparing the theoretical electric inertia command expressed by the equation (7) with the driving force observer electric inertia command expressed by the equation (6). Setting inertia-Fixed inertia is electric inertia, and when this electric inertia becomes negative inertia, the setting inertia becomes smaller than the fixed inertia, so the driving force observer electric inertia command becomes larger than the theoretical electric inertia command, and the speed At the change point, the electric inertia tends to be applied too much, which affects the generation of work error.
Driving force observer electric inertia command = (Load cell torque + Fixed inertia x Acceleration) x (Set inertia-Fixed inertia) / Set inertia (6)
Theoretical electric inertia command = Electric inertia x Acceleration (7)
The negative inertia is an inertia amount applied to make the inertia smaller than the mechanical inertia (fixed inertia) of the chassis dynamometer. For example, when the fixed inertia is 1000 kg (equivalent vehicle weight), a 700 kg vehicle is tested. Sometimes it is necessary to apply a negative inertia of -300 kg. In other words, it is driven from the chassis dynamometer.

C. About Speed Correction Gain In the control of the chassis dynamometer, correction is performed so that the speed difference between the target vehicle speed and the actual vehicle speed, which is called speed correction, becomes zero. This is for calculating the target vehicle speed so that the target driving force = measured driving force as shown in the equations (8) to (10), and if the correction functions correctly, the work error is also calculated as the work amount. Can approach 0.
At present, the difference vehicle speed (difference between the target vehicle speed and the actual vehicle speed) is adjusted by applying a fixed gain. Therefore, when the vehicle weight setting is large or small, the effect rate is not constant and the work error rate is not constant. This is the cause of the change in the set inertia.
Target driving force = Running resistance setting + (Fixed inertia + Electric inertia) x Acceleration (8)
Measurement drive force = DY torque + mechanical loss + fixed inertia x acceleration (9)
Equation (8) = Target vehicle speed from Equation (9) = 1 / Electric inertia × ∫ (DY torque + mechanical loss−running resistance setting) dt
...... (10)
An object of the present invention is to provide a control device for a chassis dynamometer that can improve the control accuracy of the chassis dynamometer and reduce machine differences.

According to the first aspect of the present invention, a vehicle to be tested is placed on a roller of a dynamometer, and a detection speed signal of the roller and a torque detection signal of the dynamometer are inputted to a driving force observer to give an electric inertia command of positive inertia. The torque detection signal is subtracted from the added value of the running resistance command and the electric inertia command output corresponding to the detected speed signal, and the difference is input to the torque control unit to generate the torque control command. In a chassis dynamometer that controls the dynamometer via
An electric inertia setting unit that inputs the detection speed signal and outputs an electric inertia command of negative inertia is provided,
When the set inertia is M and the fixed inertia is Mo, when M> Mo, an electric inertia command is output from the driving force observer, and when M <Mo, the output of the electric inertia command is obtained from the electric inertia setting unit and the travel is performed. It is characterized in that it is configured to be added to the resistance command.

Claim 2 of the present invention provides a speed correction unit having a speed correction gain map in which the speed correction gain is mapped according to the electric inertia set value,
The speed correction gain is changed in accordance with the electric inertia setting value and added to the output of the driving force observer or the electric inertia setting unit.

  According to a third aspect of the present invention, the electric inertia setting unit is configured to multiply a first differentiating circuit for differentiating the detection speed signal, a differential signal of the first differentiating circuit, and a preset electric inertia. A multiplication unit is provided, and the multiplication value of the first multiplication unit is added to the travel resistance command.

According to a fourth aspect of the present invention, the speed correction unit calculates a calculation speed by integrating an acceleration obtained by dividing a difference between the travel resistance command and the torque detection signal by electric inertia,
The calculated calculation speed is multiplied by an inertia value composed of a ratio between the set electric inertia and the set inertia to obtain a first calculation speed,
Multiplying the detected inertia signal by the inertia value consisting of the ratio between the set fixed inertia and the set inertia to obtain the second calculation speed;
A speed target value is calculated by adding the first calculation speed and the second calculation speed, and a speed error is generated by a difference between the speed target value and the detected speed signal, and
The speed correction gain map is provided in the correction output unit, and a correction signal is generated by multiplying the speed correction gain from the correction output unit and the speed error, and added to the output of the driving force observer or the electric inertia setting unit. It is characterized by comprising.

  According to a fifth aspect of the present invention, a low-pass filter is provided in a torque detection circuit for torque detection signal feedback of the torque control unit, and the peak value of the resonance magnification between the low-pass filter characteristic and the mechanical dynamic characteristic measured in advance is one time or less. The feature is that it is set to be.

According to a sixth aspect of the present invention, the driving force observer includes a second differentiating circuit for differentiating the detected speed signal;
A second multiplier for multiplying the differential signal of the second differentiating circuit by a preset fixed inertia;
A subtracting unit that calculates a difference from the running resistance command after adding the multiplication value obtained by the second multiplication unit and the output value of the low-pass filter;
The difference calculated by the subtracting unit is multiplied by a preset electric inertia and electric inertia set value based on a ratio of the set inertia, and the multiplied value and the running resistance command are added. is there.

  As described above, according to the present invention, the occurrence of work error and the occurrence of machine difference between benches are reduced, and more accurate vehicle characteristics can be measured.

The block diagram which shows embodiment of this invention. The block diagram of an electric inertia setting part. The block diagram of a speed correction part. The block diagram of a driving force observer. FIG. 6 is a characteristic diagram of a conventional electric inertia command. The characteristic view of the electric inertia command of the present invention. Mechanical dynamic characteristics diagram. The comparison figure of torque control characteristics. Detection response comparison diagram. The electric inertia characteristic figure at the time of the conventional transient state. The electric inertia characteristic figure at the time of the transient state of this invention. The error amount change figure at the time of mode driving. The block diagram of the control apparatus of the conventional chassis dynamometer.

  FIG. 1 is a block diagram showing an embodiment of the present invention. The same or corresponding parts as those in FIG. Reference numeral 13 denotes a low-pass filter connected to the output side of the load cell 4, and the output of the low-pass filter 13 is input to the driving force observer 6 and the subtraction unit 9.

  Reference numeral 20 denotes an electric inertia setting unit that receives a signal measured by the pulse pickup 5. In the following description, the electric inertia method used is the electric inertia method used for the driving force observer 6. In contrast, the electric inertia method in the electric inertia setting unit 20 is referred to as a negative inertia electric inertia method (: differential method).

  The electric inertia setting values of the driving force observer 6 and the electric inertia setting unit 20 provided therewith are switched by a switch and output, and the output and the correction amount of the speed correction unit 21 are added by the adding unit 22, and an adding unit The output of 22 and the output of the running resistance setting unit 7 are added by the adding unit 8.

  As will be described later, when the set inertia is M and the fixed inertia is Mo, the electric inertia set value is output from the driving force observer 6 when M> Mo. When M <Mo, that is, when the inertia is negative, the electric inertia is set. The electrical inertia set value is output from the setting unit 20 to the adding unit 8 side. As described above, the control method at the time of setting the negative inertia is switched to reduce the generation error amount at the vehicle speed change point (at the time of negative inertia).

  Although not shown in FIG. 1, the speed correction unit 21 receives a torque detection signal, a speed detection signal, and a travel resistance command from the travel resistance setting unit 7 as shown in FIG. .

  2 shows the detailed configuration of the torque control unit 10a, the inverter 11 and the electric inertia setting unit 20 in FIG. 1, and the driving force observer 6, the switch, the speed correction unit 21, the addition unit 22 and the like in FIG. 1 are not shown. doing. Further, the block shown between the output side of the inverter 11 and the vehicle speed V in FIG. 2 is expressed by replacing the mechanical components of the dynamometer 2 and the roller 3 in FIG. Therefore, in this block, the portion obtained by subtracting the driving force of the dynamometer 2 from the driving force of the vehicle under test 1 and multiplying the difference by 1 / sMo detects the speed corresponding to the vehicle speed from the pulse pickup 5 attached to the roller 3. (This also applies to FIG. 4 described later).

  The electric inertia setting unit 20 receives a speed detection signal detected by the pulse pickup 5 and is differentiated by a differentiating circuit 20a. The differentiated signal is obtained by an electric inertia Me and a multiplying unit 20b set in advance in a setting unit 20c. Is multiplied. The multiplication value of the multiplication unit 20b is output to the addition unit 8 after the correction value from the speed correction unit 21 (not shown) is added by the addition unit 22, and is added to the running resistance command by the running resistance setting unit 7 in the addition unit 8. Is done.

  FIG. 3 shows a block diagram of the speed correction unit 21 of FIG. 1. The speed correction unit 21 corrects the difference between the theoretical vehicle speed and the actual vehicle speed obtained from torque detection to zero. Therefore, the speed correction unit 21 is configured to map a proportional gain with respect to the correction amount and generate a correction output according to the inertia set value.

  In the subtractor 21a, the difference between the running resistance command value of the running resistance setting unit 7 and the torque detection signal is calculated, and the difference is divided by the electric inertia Me in 21b to become the acceleration (the difference of the subtractor 21a is multiplied by the multiplier 21b). The output is multiplied by 1 / Me to get acceleration).

  The acceleration is integrated by the integrator 21c to obtain a calculation speed and is input to the multiplication unit 21d. The setting unit 21e sets a ratio between the electric inertia Me and the setting inertia M, and the multiplication unit 21d multiplies the calculation speed and the set ratio to obtain the first calculation speed, which is input to the addition unit 21f.

  On the other hand, in the setting unit 21g, an inertia value is set by the ratio of the fixed inertia Mo and the set inertia M of the chassis dynamometer, and the set inertia value is multiplied by the speed detection value in the multiplication unit 21h to obtain the second calculation speed. It becomes. The second calculation speed is added to the first calculation speed by the adding unit 21f, thereby obtaining a speed target value (target speed). The speed target value further becomes a speed error by obtaining a difference from the speed detection value (detection value of the pulse pickup 5) by the subtractor 21i. The speed error is multiplied by the proportional gain from the correction output unit 21k by the multiplication unit 21j, and output as a correction amount (SE correction) to the addition unit 22 in FIG.

  The correction output unit 21k has a speed correction gain map corresponding to the inertia setting value, with the vertical axis representing the speed correction gain and the horizontal axis representing the electric inertia setting value. That is, by adding a gain correction function to the speed correction function and changing the speed correction gain according to the inertia setting value, the target vehicle speed is determined so that the target driving force and the measured driving force are equal.

  In the configuration of FIG. 3, the first calculation speed based on the electric inertia Me (output of the multiplication unit 21d) and the second calculation speed based on the fixed inertia Mo (output of the multiplication unit 21h) are obtained separately. An ideal target speed can be calculated.

FIG. 4 shows a detailed configuration of the driving force observer 6 of FIG. 1, and the switch, the electric inertia setting unit 20, the speed correction unit 21, the addition unit 22 and the like in FIG. 1 are not shown.
The speed detection signal detected by the pulse pickup 5 is input to the travel resistance setting unit 7 and a travel resistance command value corresponding to the speed is output. The speed detection signal is also input to the driving force observer 6 and differentiated by the differentiating circuit 6a, and the differentiated signal is multiplied by the fixed inertia Mo of the chassis dynamometer preset by the setting unit 6c (multiplication unit 6b).

  The multiplication value of the multiplication unit 6b is added to the torque detection value (output of the low-pass filter 13) by the addition unit 6d to obtain a torque component due to mechanical inertia. The difference calculated by executing is output to the multiplier 6f. In the setting unit 6g, an inertia value is set by the ratio of the electric inertia Me and the set inertia M, and the set inertia value is multiplied by the torque component due to the mechanical inertia in the multiplication unit 6f and is added to the addition unit 8 side as an electric inertia set value. Is output. The output of the adder 8 is output to the torque controller 10a via the subtractor 9 as described in FIG. 1, and a torque command is generated.

  A torque detection signal detected by the load cell 4 is fed back to the torque control unit 10a, and a low-pass filter 13 is connected to the output side of the torque detection unit. In order to improve the control response of the torque control unit 10a, the low-pass filter 13 measures the mechanical dynamic characteristics in advance, grasps the mechanical resonance point and magnification, and quantifies the mechanical dynamic characteristics. The peak frequency of resonance magnification with the mechanical dynamic characteristics is selected so that the frequency characteristics are optimal for torque detection, and for example, 90% / 30msec is targeted to improve control response and electrical inertia response. ing.

  In the chassis dynamometer control device configured as described above, when the dynamometer 2 is controlled with positive inertia, the correction value from the speed correction unit 21 is added to the electric inertia setting value by the driving force observer 6. Is output to the adder 8 as an electric inertia set value. At that time, the driving force observer 6 obtains a multiplication value of the differentiated detection speed signal (output of the differentiation circuit 6 a) and the fixed inertia Mo, and adds the multiplication value and torque detection that has passed through the low-pass filter 13. Is performed by the adder 6d.

  And the calculation which calculates | requires the difference of the addition value of the addition part 6d and the running resistance command from the running resistance setting part 7 is performed in the subtraction part 6e. Further, the multiplication unit 6f multiplies the calculation output of the subtraction unit 6e and the inertia value based on the ratio of the electric inertia Me and the set inertia M set in the setting unit 6g, and as a result, the multiplication unit 6f sends the electric inertia to the addition unit 8. The set value is output.

  A traveling resistance command corresponding to the vehicle speed set by the traveling resistance setting unit 7 is output to the adding unit 8, and the traveling resistance command and the electric inertia set value (output of the multiplication unit 6f) are added. The added value of the adding unit 8 is subtracted from the torque detection fed back through the low-pass filter 13 in the subtracting unit 9, and the difference is input to the torque control unit 10 a to generate a torque command. The meter 2 is controlled.

  On the other hand, since the relationship between the set inertia M and the fixed inertia Mo is M> Mo during the positive inertia control of the dynamometer 2, the electric inertia set value by the electric inertia set unit 20 is an adder. 8 is not output.

  Next, when the control of the dynamometer 2 is switched to the electric inertia command to the negative inertia and the relationship between the set inertia M and the fixed inertia Mo becomes M <Mo, the speed is corrected to the inertia value set by the electric inertia setting unit 20. The correction values from the unit 21 are added and output to the adding unit 8 as an electric inertia set value, and the dynamometer 2 is subjected to negative inertia control via the torque control unit 10a and the inverter 11. As a matter of course, neither set value is output when M = Mo.

  5 and 6 show characteristic diagrams of the electric inertia command. In each figure, line A represents a fixed inertia torque, line B represents a driving force observer output (= fixed inertia torque + load cell torque), line C represents a theoretical electric inertia command, line D represents an electric inertia command, and line E represents a vehicle speed. Is.

  In the case of only the electric inertia command of the driving force observer 6 shown in FIG. 5 (conventional method), the electric inertia range is wide on the positive inertia side, whereas the electric inertia is in the initial state of transient on the negative inertia side. Is applied too much, and there is a difference between the electrical inertia command (line D) and the theoretical electrical inertia command (line C). On the other hand, the electric inertia command (line D) when the electric inertia setting unit 20 shown in FIG. 6 is provided (in the case of the method of the present invention) coincides with the theoretical electric inertia command (line C) and has a high electric inertia. You can see that it is applied with accuracy.

  FIG. 7 is a Bode diagram showing mechanical dynamic characteristics. A resonance point exists in the vicinity of 40 Hz, and the characteristic of the low-pass filter 13 is selected by grasping the resonance point and the magnification.

  FIG. 8 is a Bode diagram comparing the torque control characteristics when using the low-pass filter 13 in consideration of mechanical dynamic characteristics. The line A is before the low-pass filter characteristic adjustment, the line B is after the adjustment, and the frequency characteristic is wide. It is still stretched.

  10 and 11 show the electric inertia command in the transient state when the vehicle speed is changed. FIG. 10 is a characteristic diagram when the electric inertia command is generated only from the conventional driving force observer 6. FIG. It is a characteristic view of an electric inertia command when the electric inertia setting unit 20 according to the invention is provided. In each figure, line B is an electric inertia command, line C is a theoretical electric inertia command, line E is a vehicle speed, and the present invention shown in FIG. It can be seen that the command (line B) is approaching the theoretical electrical inertia command (line C).

  By increasing the torque control gain according to the present invention, the torque response due to the step change is improved as shown in FIG. FIG. 9A shows a conventional torque response, and FIG. 9B is a torque response diagram when using the low-pass filter 13 considering the mechanical dynamic characteristics. Can be seen to improve.

  FIG. 12 is a diagram showing a change in the amount of error at the time of mode running. FIG. 12 is a diagram showing a change in the amount of work error accumulated when actually running in the mode, and when the electric inertia setting unit 20 according to the present invention is provided, the amount of work error is 0. Is approaching.

As described above, according to the present invention, the following effects can be obtained.
(1) A driving force observer adopting an electric inertia method at the time of positive inertia and an electric inertia setting unit adopting an electric inertia method at the time of negative inertia are provided side by side, and the relationship between the set inertia M and the fixed inertia Mo is M> Electric inertia value is output from the driving force observer when Mo, and output is obtained from the electric inertia setting unit when M <Mo, so that the electric inertia setting value can be optimized, and control switching to negative inertia The responsiveness at the time is improved, and the amount of error generated at the vehicle speed change point is reduced.
(2) By providing a speed correction unit and changing the speed correction gain for each inertia setting value, speed correction can be performed in the range of all electric inertia setting values, and the target driving force and the measured driving force become equal. It can be controlled.
(3) A low-pass filter is provided in the torque detection feedback circuit in the torque control unit, and the characteristic of this low-pass filter is torque detection so that the peak value of the resonance magnification with the mechanical dynamic characteristic measured in advance is 1 or less. Thus, the response of torque control is improved.
(4) When mode operation is performed using the chassis dynamo system with an apparatus based on all or a combination of the above items (1) to (3), generation of work error compared to the conventional case, and The occurrence of machine differences between benches is reduced, and the work error is correlated with the fuel consumption. Therefore, the reliability in the fuel consumption measurement is improved, and the vehicle characteristics can be measured with higher accuracy.

Claims (6)

Place the vehicle under test on the dynamometer roller, input the detected speed signal of the roller and the torque detection signal of the dynamometer to the driving force observer, and output the electric inertia command of positive inertia, corresponding to the detected speed signal The torque detection signal is subtracted from the added value of the running resistance command and the electric inertia command that are output in this manner, the difference is input to the torque control unit to generate a torque control command, and the dynamometer is controlled via the inverter. In the dynamometer,
An electric inertia setting unit that inputs the detection speed signal and outputs an electric inertia command of negative inertia is provided,
When the set inertia is M and the fixed inertia is Mo, when M> Mo, an electric inertia command is output from the driving force observer, and when M <Mo, the output of the electric inertia command is obtained from the electric inertia setting unit and the travel is performed. Chassis dynamometer controller configured to add with resistance command. A speed correction unit having a speed correction gain map in which the speed correction gain is mapped according to the electric inertia set value;
2. The chassis dynamometer control device according to claim 1, wherein a speed correction gain is changed in accordance with the electric inertia setting value and added to an output of the driving force observer or the electric inertia setting unit. The electrical inertia setting unit includes a first differentiation circuit that differentiates the detection speed signal, and a first multiplication unit that multiplies the differential signal of the first differentiation circuit by a preset electric inertia,
The chassis dynamometer control device according to claim 1 or 2, wherein a multiplication value of a first multiplication unit is added to the running resistance command. The speed correction unit calculates the calculation speed by integrating the acceleration obtained by dividing the difference between the running resistance command and the torque detection signal by the electric inertia,
The calculated calculation speed is multiplied by an inertia value composed of a ratio between the set electric inertia and the set inertia to obtain a first calculation speed,
Multiplying the detected inertia signal by the inertia value consisting of the ratio between the set fixed inertia and the set inertia to obtain the second calculation speed;
A speed target value is calculated by adding the first calculation speed and the second calculation speed, and a speed error is generated by a difference between the speed target value and the detected speed signal, and
The speed correction gain map is provided in the correction output unit, and a correction signal is generated by multiplying the speed correction gain from the correction output unit and the speed error, and added to the output of the driving force observer or the electric inertia setting unit. 4. The chassis dynamometer control device according to claim 2, wherein the chassis dynamometer is configured. A torque detection circuit for torque detection signal feedback of the torque control unit is provided with a low pass filter,
The chassis dynamometer control device according to any one of claims 1 to 4, wherein the characteristic of the low-pass filter is set so that a peak value of a resonance magnification with a mechanical dynamic characteristic measured in advance is 1 or less. The driving force observer includes a second differentiating circuit for differentiating the detected speed signal;
A second multiplier for multiplying the differential signal of the second differentiating circuit by a preset fixed inertia;
A subtracting unit that calculates a difference from the running resistance command after adding the multiplication value obtained by the second multiplication unit and the output value of the low-pass filter;
6. The chassis dynamo according to claim 5, wherein the difference calculated by the subtracting unit is multiplied by a preset electric inertia set value based on a ratio between the electric inertia and the set inertia, and the multiplied value is added to the running resistance command. Meter control device.

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