JP5316151B2 - Power system test apparatus and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device for testing a power system capable of precisely controlling a torque of a dynamometer, and to provide a method of controlling the same. <P>SOLUTION: The device 100 for testing a test object 1, which is formed of an engine 11 and a transmission 12, includes the dynamometer 2, an inverter 3, a torque meter 6, a detector 9 of an angle (or an angular velocity), a controller 20, a traveling resistance torque value generation unit 5, an electric inertia operating section 15, and a correction operating section 4. The correction operating section 4 obtains a deviation between an actual torque value detected by the torque meter 6 and a sum of an acceleration torque value and a traveling resistance torque value. A value obtained by a proportion operation and an integration operation is added to a resistance torque value T<SB>r</SB>by an adder 41 so as to make the deviation zero, thereby generating a torque command value T<SB>c</SB>. Thus, the correction operating section 4 corrects the resistance torque value T<SB>r</SB>on the basis of the actual torque value detected by the torque meter 6 so as to obtain the torque command value, thereby precisely controlling the dynamometer. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a test apparatus for testing a power system of a vehicle and a control method thereof.

  Conventionally, dynamometers have been used for testing power transmission systems such as automobile engines and transmissions. The dynamometer is connected to a power transmission system and simulates a running resistance that is a load when an automobile runs. The dynamometer is controlled so as to reproduce a predetermined appropriate running resistance.

  For example, in the test apparatus described in Patent Document 1, the rotational speed of a dynamometer is detected by a speed sensor that detects the rotational speed, and an acceleration resistance (inertial resistance) is detected based on the detected rotational speed by an electric inertia control unit. Is calculated (for example, refer to Patent Document 1). The inertial resistance is an inertial force due to the weight of the automobile and is a value proportional to the acceleration. The calculated electric inertia torque value is input to the dynamometer as a torque command value of the dynamometer.

JP 2003-344224 A

  As an apparatus for controlling the driving of the dynamometer, for example, an inverter is used, and a torque command value is input to this inverter. However, if the accuracy of torque control to the dynamometer by the inverter deteriorates, the accuracy of the test apparatus naturally also deteriorates.

  In view of the circumstances as described above, an object of the present invention is to provide a power system test apparatus and a control method therefor that can perform torque control of a dynamometer with high accuracy.

In order to achieve the above object, a power system test apparatus according to an embodiment of the present invention includes a dynamometer, a torque detector, a detector, a calculation means, a correction means, and a control means.
The dynamometer is configured to be connectable to a power system.
The torque detector detects an actual torque value generated by the dynamometer.
The detector detects an actual rotational speed of the dynamometer.
The calculation means generates an inertia torque value corresponding to an inertial resistance of a vehicle including the power system and a running resistance torque value corresponding to a running resistance of the vehicle based on the actual rotational speed detected by the detector. A resistance torque value is obtained by calculating the generated inertia torque value and running resistance torque value.
The correction means corrects the running resistance torque value based on the actual torque value detected by the torque detector to obtain a torque command value.
The control means controls a torque value to be generated by the dynamometer according to the obtained torque command value.

  In the present invention, the resistance torque value calculated by the calculation means based on the actual rotational speed detected by the detector is corrected by the correction means based on the feedback actual torque value of the dynamometer, and the value obtained by the correction is the torque. It is a command value. The control means can control the dynamometer according to the torque command value obtained by such correction, and can perform the torque control with high accuracy.

  The detector may include an angle detector that detects a rotation angle of the dynamometer and a differentiator that differentiates the rotation angle to obtain a rotation speed. In that case, the angle detector and the differentiator may be integrated or separate.

  The calculation means may include an electric inertia calculation unit. The electrical inertia calculation unit estimates the rotational speed of the dynamometer using the detected actual rotational speed, and estimates the electrical speed estimated based on a deviation between the estimated rotational speed and the detected actual rotational speed. An inertia torque value is output as the inertia torque value.

  Thereby, the inertia torque value by acceleration / deceleration can be obtained without passing through differential calculation. Therefore, no noise is generated by the differential operation, so that highly accurate torque control is possible.

  The power system test device differentiates the detected actual rotational speed, obtains an acceleration torque value by multiplying the differentiated value by a predetermined inertia amount, and the running resistance from which the inertia torque value is removed. An adding means for adding the torque value and the obtained acceleration torque value may be further provided.

  When the control means accelerates or decelerates the dynamometer for a power system load test, an actual torque corresponding to the acceleration / deceleration is detected by the torque detector. Further, an acceleration torque value corresponding to the rotational speed corresponding to the acceleration / deceleration is generated from the actual rotational speed of the dynamometer detected by the detector. Therefore, the correction means takes into account not only the running resistance torque value but also the acceleration torque value thus generated (adding the acceleration torque value to the running resistance torque value), thereby controlling the torque with higher accuracy. Is done.

  The correcting means may correct the running resistance torque value based on a deviation between the torque value obtained by the adding means and the detected actual torque value.

A control method using a power system test apparatus according to an aspect of the present invention includes detecting an actual torque value generated by a dynamometer connected to the power system.
The actual rotational speed of the dynamometer is detected.
An inertia torque value corresponding to the inertia resistance of the vehicle including the power system and a running resistance torque value corresponding to the running resistance of the vehicle are generated based on the detected actual rotational speed.
The resistance torque value is acquired by calculating the generated inertia torque value and the running resistance torque value.
A torque command value is acquired by correcting the resistance torque value based on the detected actual torque value.
A torque value to be generated by the dynamometer is controlled according to the obtained torque command value.

  In the present invention, the resistance torque value calculated based on the detected actual rotational speed is corrected based on the fed back actual torque value of the dynamometer, and the value obtained by the correction is used as the torque command value. Control of the dynamometer according to the torque command value obtained by such correction can be executed, and the torque control can be performed with high accuracy.

  As described above, according to the present invention, torque control of a dynamometer can be performed with high accuracy.

It is a block diagram which shows the structure of the testing apparatus of a motive power system based on one Embodiment of this invention. It is a block diagram for demonstrating the principle of the calculation in the electric inertia calculating part in FIG. It is a figure which shows the testing apparatus which concerns on other embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a block diagram showing the configuration of a power system test apparatus according to an embodiment of the present invention.

  The test apparatus 100 is an apparatus that tests the operation of, for example, a vehicle engine 11 and a transmission 12 as a specimen (or a specimen that is a power system) 1 including a power system. The test apparatus 100 includes a dynamometer 2, an inverter 3, a torque meter 6, an angle (or angular velocity) detector 9, a controller 20, a running resistance torque value generation unit 5, and a correction calculation unit 4.

  The dynamometer 2 serving as an absorption-side device that absorbs the power of the specimen 1 gives a running resistance torque that simulates the running resistance of the vehicle to the output shaft 13 of the specimen 1. The dynamometer 2 is not only connected to the specimen 1 via the output shaft 13 as described above, but also connected via a mechanical device as the specimen 1, for example, a roller or the like on which a driving wheel of an actual vehicle rides. Also good.

  The absorption-side torque meter 6 detects the actual torque generated by the dynamometer 2. The torque meter 6 detects the amount of twist of the output shaft 13, and for example, a magnetic method, a capacitance method, a strain gauge method, or the like is used.

  The detector 9 is typically a resolver that detects the rotation angle of the dynamometer 2. In the test apparatus 100, the detected rotation angle value is differentiated to obtain a rotation speed (actual rotation speed). The detector 9 is not limited to a resolver, and a potentiometer, a rotary encoder, an acceleration sensor, an angular velocity sensor, or the like may be used.

  The running resistance torque value generation unit 5 generates a torque value corresponding to a rolling resistance including a frictional resistance between a vehicle tire and a road surface, which is reproduced in a pseudo manner. For example, the traveling resistance torque value generation unit 5 converts the actual rotational speed output from the detector 9 into a vehicle speed, and a torque (running from the vehicle speed value converted by the converter 53. A torque calculator 52 for calculating a resistance torque).

  The torque calculator 52 may add a predetermined torque value based on air resistance or gradient resistance to the running resistance torque value, and output this.

  The electric inertia calculation unit 15 calculates an inertia torque (electric inertia torque) value corresponding to an inertia resistance in consideration of, for example, the total weight of the entire vehicle among the resistances of the vehicle reproduced in a pseudo manner. A flywheel may be used instead of the electric inertia calculation unit 15.

Also, the test apparatus 100 may obtain the angular acceleration by differentiating the actual rotational speed detected by the detector 9 in the differentiator 7, the resulting angular acceleration by multiplying the inertial amount J _c of the entire vehicle, acceleration A torque value is generated. The acceleration torque value is added by the adder 8 to the traveling resistance torque value T ₁ output from the torque calculator 52.

Here, when the dynamometer 2 is accelerated / decelerated for the load test of the specimen 1, the torque meter 6 detects the actual torque for the acceleration / deceleration. Therefore, the acceleration torque value is added to the running resistance torque value T ₁ as described above, and the added value is used by the correction calculation unit 4, whereby the torque is controlled with high accuracy.

A running resistance torque value T ₁ and the inertia torque value The T _m is added by the adder 19, the adder 19 outputs a resistance torque value T _r. That is, T _r = T ₁ + T _m .

Based on the actual torque value detected by the torque meter 6, the correction calculation unit 4 corrects the resistance torque value T _r that is an addition value of the running resistance torque value T ₁ and the inertia torque value T _m , and generates a torque command value T _c. Get. Specifically, the correction calculation unit 4 obtains a deviation between the actual torque value detected by the torque meter 6 and “acceleration torque value + running resistance torque value T ₁ ”, so that this deviation becomes zero. The torque command value T _c (T _c = T _r + T ₂ ) is generated by adding the value T ₂ obtained by the proportional calculation and the integral calculation to the resistance torque value T _r by the adder 41.

The correction calculation unit 4 uses the addition value of the running resistance torque value T ₁ and the acceleration torque value by the adder 8 as a target value, and performs feedback control using a deviation between the target value and the actual torque value. Typically, the correction calculation unit 4 executes PI control by proportional calculation for controlling the gain and integration calculation for compensating the phase. Further, as explained above, the value T ₂ obtained by proportional calculation and an integral calculation, it is added to the resistant torque value T _r, the torque command value T _c is generated.

The controller 20 controls driving of the inverter 3 based on the torque command value _Tc . The inverter 3 is a device that drives the dynamometer 2 and generates a torque signal to be generated by the dynamometer 2 according to the torque command value _Tc .

  The correction calculation unit 4, the running resistance torque value generation unit 5, the electric inertia calculation unit 15, the controller 20, and other calculation processing units such as the differentiator 7 may be realized by hardware, software, and hardware. It may be realized by both. When implemented in both software and hardware, the hardware includes at least a storage device that stores software programs.

  Typically, the hardware is a CPU (Central Processing Unit), MPU (Micro Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), DSP (Digital Signal Processor), FPGA (Field Programmable Gate Array). ), An ASIC (Application Specific Integrated Circuit), an optical disk, a magnetic disk, a flash memory, and the like are selectively used.

  The operation of the test apparatus 100 configured as described above will be described.

The engine 11 and the transmission 12 that are the specimen 1 are driven under a predetermined condition, and a predetermined torque is generated on the output shaft 13. The inverter 3 drives the dynamometer 2 with a torque signal based on the torque command value T _{c from} the controller 20, and the rotational speed of the dynamometer 2 is detected by the detector 9. The actual rotational speed of the dynamometer 2 output from the detector 9 is converted into a vehicle speed, and the torque calculator 52 simulates a load resistance torque value that reproduces a load such as air resistance and rolling resistance based on the vehicle speed. Is output. The running resistance torque value T ₁ is added to the inertia torque value T _m output from the electric inertia calculation unit 15.

Further, the actual rotational speed of the dynamometer 2 output from the detector 9 is differentiated, multiplied by the inertia amount J _{c of the} entire vehicle, and added to the running resistance torque value T ₁ . As a result, the torque is controlled with high accuracy as described above.

The correction calculation unit 4 obtains a deviation between the detected actual torque value and “acceleration torque value + running resistance torque value T ₁ ”, and is obtained by proportional calculation and integral calculation so that this deviation becomes zero. A value is added to the resistance torque value T _r to generate a torque command value T _c . In this way, the resistance torque value _Tr is corrected based on the actual torque value of the dynamometer 2 fed back, and the corrected torque value is set to the torque command value _Tc. Thus, the torque of the dynamometer 2 by the inverter 3 is corrected. Control can be performed with high accuracy.

  Next, the principle of calculation in the electric inertia calculation unit 15 will be described. FIG. 2 is a block diagram for explaining the calculation principle.

The torque on the dynamometer 2 side, that is, the generated torque of the dynamometer 2 is T _m ,
The generated torque of the specimen 1 that is the engine 11 (and transmission 12) in the actual vehicle is expressed as T _e ,
If the inertia of the entire vehicle including the engine 11 and transmission 12 (converted by the output shaft 13) and J _c,
The acceleration α _c at the output shaft 13 of the specimen 1 is
α _c = T _e / J _c (1)
It becomes.

The above inertia torque is T _m ,
If the inertia value of the dynamometer 2 is J _m ,
The acceleration α _m of the dynamometer 2 is
α _m = (T _e −T _m ) / J _m (2)
It becomes.

In order to simulate the inertia of the vehicle by the dynamometer 2, the condition α _c = α _m may be satisfied. Therefore, on condition that α _c = α _m , if acceleration is eliminated from the above formulas (1) and (2),
T _m = ((J _c −J _m ) / J _c ) · T _e (3)
It becomes. Therefore, if it is possible to know the engine torque T _e, it can be seen that it is possible to control the inertia torque value T _m by the above equation (3).

However, since it is difficult to detect accurately without delay generated torque of specimen 1, the torque T _m which estimates the engine torque T _e by using the engine torque observer 151, the dynamometer 2 is generated using the Is calculated. In the present embodiment, the engine torque observer 151 includes a speed estimation unit 152 and a torque estimation unit 153. Speed estimation unit 152 is a part for estimating the speed of the dynamometer 2 when the torque T _m of a dynamometer 2 is varied relative to the engine torque T _e, has a model of an inertial system. Moreover, the torque estimation part 153 is comprised by the observer gain G which consists only of a proportional element. As a result, the engine torque observer 151 is a minimum dimension observer.

Speed estimating section 152 is an inertia model for representing the equivalent target dynamometer 2, and the torque T _m of a dynamometer 2 calculated based on the estimated engine torque T _e and the engine torque T _e Enter the deviation. Thus, in the in the 2 or the like estimated speed omega _m ^ (Figure dynamometer 2, the symbol indicating the estimated values denoted by "^" over the omega _m or T _e, for convenience in writing, omega _m or T It can be output by attaching "^" to the right side of _e .).

Further, the torque estimation unit 153 negatively feeds back the actual rotational speed ω _m of the dynamometer 2 detected by the detector 9 to the estimated speed ω _m ^ of the dynamometer 2 obtained as described above. The obtained speed deviation is input, and an engine torque estimated value T _e ^ is output.

The dynamometer 2 is supplied engine torque T _e from specimen 1, the torque command value T _m * dynamometer 2 is to be generated is input to the controller 20. Dynamometer 2 is considered as one inertial system including the inertial amount J _m.

Based on the engine torque observer 151 and the estimated engine torque value T _e ^ estimated by the engine torque observer 151, the electric inertia calculator 15 generates the torque command value T _m generated by the dynamometer 2 according to the above equation (3). And a command value calculation unit 154 that outputs *. The output from the command value calculation unit 154 is returned to the engine torque observer 151.

According to the electric inertia calculating unit 15 configured in this manner, the speed since estimates the generated torque T _e of the engine 11 by the engine torque observer 151, which is detecting the torque T _e of the difficult engine 11 to detect Can be easily obtained. In this case, the engine torque observer 151 in the present embodiment, instead of obtaining the torque T _e of the engine 11 by differentiating the actual rotation speed omega _m obtained by the detector 9, to simulate the dynamometer 2 one By estimating the speed of the dynamometer 2 using the inertial system as a model, taking the difference between the estimated speed ω _m ^ and the actual speed ω _m, and applying an observer gain G consisting only of proportional elements, the engine 11 generated torque _Te is estimated. Therefore, by eliminating the prone differential processing noise in the signal processing, it is possible to estimate the torque T _e of the engine 11 with high accuracy and high resolution.

Since the generated torque command value T _m * of the dynamometer 2 is output from the estimated generated torque value of the engine 11 in this way, the dynamometer 2 is appropriately controlled so that it is closer to the actual vehicle and has a high response. A performance test simulating inertia can be performed.

As shown in FIG. 1, when the electric inertia calculation unit 15 is incorporated in the test apparatus 100, the inertia torque value T _m is
_{T m = ((J c -J} m) / J c) · T e - (T 1 + T 2) ··· (4)
May be calculated as follows. As described above, T ₁ is a running resistance torque value, and T ₂ is a correction value that is added to the resistance torque value _Tr by the calculation of the correction calculation unit 4. That is, the value obtained by subtracting the amount of T ₁ + T ₂ from the right side of the equation (3) is T _m .

  FIG. 3 is a diagram showing a test apparatus according to another embodiment of the present invention. The test apparatus 200 is different from the test apparatus 100 shown in FIG. 1 in that an inertia torque calculator 54 is provided instead of the electric inertia calculator 15.

For example, the operating condition (for example, acceleration) and the type of vehicle (for example, the total weight of the vehicle) of the engine 11 are input to the test apparatus 200 by an operator who operates the test apparatus 200, and the setting is performed. A setting unit 17 is provided. The inertia torque calculator 54 calculates and outputs an inertia torque value T _m according to the information set by the setting unit 17. Although the setting unit 17 is not shown in FIG. 1, as in the case of the test apparatus 200 of FIG. 2, the test apparatus 100 shown in FIG. A portion 17 is provided.

  The inertia torque calculation unit 54 may store information on the inertia torque value so as to correspond to the parameter set by the setting unit 17, for example, in a table format. Alternatively, the inertia torque calculator 54 may store an arithmetic expression based on a function using the parameter set by the setting unit 17 as a variable, and output an inertia torque value by calculation during a test. The arithmetic expression may be a known one.

Thus, in the present embodiment, the inertia torque calculating section 54 can be supplied by the feed forward control, the inertia torque value T _m.

  The embodiment according to the present invention is not limited to the above-described embodiment, and can be replaced with other various embodiments without departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Specimen 2 ... Dynamometer 3 ... Inverter 4 ... Correction operation part (equivalent to correction means)
5 ... Running resistance torque value generator (corresponding to a part of the calculation means)
6 ... Torque meter (equivalent to torque detector)
7 ... Differentiator 8 ... Adder (equivalent to addition means)
DESCRIPTION OF SYMBOLS 9 ... Detector 11 ... Engine 12 ... Transmission 13 ... Output shaft 15 ... Electric inertia calculating part (equivalent to a part of calculating means)
19: Adder (corresponding to a part of the calculation means)
20 ... Controller (equivalent to control means)
DESCRIPTION OF SYMBOLS 23 ... Dynamometer 52 ... Torque calculator 53 ... Converter 54 ... Inertia torque calculation part 100, 200 ... Test apparatus 152 ... Speed estimation part 153 ... Torque estimation part 154 ... Command value calculation part

Claims (3)

A dynamometer that can be connected to the power system;
A torque detector for detecting an actual torque value generated by the dynamometer;
A detector for detecting an actual rotational speed of the dynamometer;
An inertia torque value corresponding to the inertia resistance of the vehicle including the power system and a running resistance torque value corresponding to the running resistance of the vehicle are generated based on the actual rotational speed detected by the detector, and the generated inertia Calculation means for obtaining a resistance torque value by calculating a torque value and a running resistance torque value;
Correction means for obtaining a torque command value by correcting the resistance torque value based on the actual torque value detected by the torque detector;
Control means for controlling a torque value to be generated by the dynamometer according to the obtained torque command value ;
An adding means for differentiating the detected actual rotational speed, obtaining an acceleration torque value by multiplying the differentiated value by a predetermined amount of inertia, and adding the obtained acceleration torque value and the running resistance torque value And
The correction unit is a power system test apparatus that corrects the running resistance torque value based on a deviation between the torque value obtained by the adding unit and the detected actual torque value . The power system test apparatus according to claim 1,
The computing means is
The rotational speed of the dynamometer is estimated using the detected actual rotational speed, and the electric inertia torque value estimated based on the deviation between the estimated rotational speed and the detected actual rotational speed is calculated as the inertial force. A power system test device having an electric inertia calculation unit that outputs a torque value. Detect the actual torque value generated by the dynamometer connected to the power system,
Detecting the actual rotational speed of the dynamometer,
Generating an inertia torque value corresponding to an inertial resistance of a vehicle including the power system and a running resistance torque value corresponding to the running resistance of the vehicle based on the detected actual rotational speed;
By calculating the generated inertia torque value and the running resistance torque value, the resistance torque value is obtained,
By correcting the resistance torque value based on the detected actual torque value, a torque command value is obtained,
Control the torque value to be generated by the dynamometer according to the obtained torque command value ,
Differentiating the detected actual rotational speed,
An acceleration torque value is obtained by multiplying the differentiated value by a predetermined inertia amount,
Add the obtained acceleration torque value and the running resistance torque value,
A control method by a power system test device that corrects the running resistance torque value based on a deviation between the torque value obtained by the addition and the detected actual torque value .

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