JP7633924B2 - MOTOR TESTING APPARATUS AND MOTOR TESTING METHOD - Google Patents

Description

The present invention relates to a torque estimation technique for a motor testing device and a motor testing method.

When evaluating a motor control system, a test motor and a load motor are placed opposite each other and a specified load is applied by the load motor for evaluation. At this time, the inertia value of the load motor does not match the inertia value of the final product, such as a railway vehicle or automobile. For this reason, it is necessary to simulate the apparent inertia by controlling the load motor, and this is called inertia simulation control. In addition to inertia, it is also possible to simulate running resistance and the damping rate of the rotating shaft, and related technologies are disclosed in Patent Documents 1 and 2, for example.

Inertia simulation control, the behavior (angular acceleration, rotational speed, etc.) when the test motor torque is input to the inertia to be simulated is calculated, and control is performed so that this matches the actual behavior of the load motor.

For this reason, in inertia simulation control, it is necessary to detect the torque of the test motor, and in Patent Documents 1 and 2, a torque detector is provided for this purpose. Furthermore, in practice, since the torque detector contains noise, it is desirable to provide a low-pass filter (LPF) after the torque detector, as disclosed in Patent Document 2.

Patent No. 6737363 JP 2014-142317 A

In the inertia simulation control, when a low pass filter (LPF) is provided, a torque detection delay occurs, which causes a problem of a decrease in the accuracy of the inertia simulation. Therefore, if the time constant of the low pass filter (LPF) is lowered, the torque detection delay is reduced, but the problem of being affected by detection noise remains.
Therefore, an object of the present invention is to provide a technique for reducing the torque detection delay while suppressing the effect of noise during torque detection.

In order to solve the above problems, one representative motor testing device of the present invention is provided with a current detection unit that is provided on the side of the test motor or the side of the load motor that applies a load to the test motor and detects the current of the test motor or the load motor and outputs a current detection value, a torque detection unit that is provided on the side of the test motor or the load motor and detects the torque of the test motor or the load motor and outputs a torque detection value, a filter unit that filters the torque detection value and outputs a torque filter value, a torque estimation unit that outputs a torque estimate of the test motor or the load motor based on the current detection value of the test motor or the load motor on the side where the torque detection unit is provided, or based on the current detection value and angular acceleration of the test motor or the load motor on the side where the torque detection unit is not provided and the inertia value of the rotating shaft including the test motor and the load motor, a torque estimation correction unit that asymptotically approaches the torque estimate value to the torque filter value and outputs a torque correction value, and a control unit that controls the load motor based on the torque correction value.

According to the present invention, a motor testing device can achieve highly accurate and highly responsive torque detection. As a result, it is possible to eliminate the difference between when a motor control system is evaluated by the motor testing device and when it is in operation, and it is possible to improve the evaluation accuracy of motor or inverter efficiency, torque response, etc.
Furthermore, problems, configurations and effects other than those described above will become apparent from the following description of the preferred embodiment of the invention.

FIG. 1 is a diagram showing a configuration of a motor testing device according to a first embodiment of the present invention; FIG. 13 is a diagram showing waveforms of torque and rotation speed when a torque estimation correction unit is not used. FIG. 13 is a diagram showing waveforms of torque and rotation speed when a torque estimation unit is used. FIG. 13 is a diagram showing waveforms of torque and rotation speed when a torque estimation correction unit is used. FIG. 11 is a diagram showing a part of the configuration of a motor testing device according to a second embodiment of the present invention. FIG. 11 is a diagram showing a part of the configuration of a motor testing device according to a third embodiment of the present invention. FIG. 11 is a diagram showing a part of the configuration of a motor testing device according to a fourth embodiment of the present invention. FIG. 13 is a diagram showing a vehicle mechanism of a vehicle to be simulated in Example 4.

Below, with reference to the drawings, Examples 1 to 4 will be described as modes for carrying out the present invention. Note that the present invention is not limited to these Examples. In addition, in the description of the drawings, the same parts are denoted by the same reference numerals.

FIG. 1 is a diagram showing a configuration of a motor testing device according to a first embodiment of the present invention.
A test motor (Mt) 1 and a load motor (Mg) 2 are disposed opposite to each other and are driven by a test side inverter (INV) 3 and a load side inverter (INV) 4, respectively.

An actual inertia 5 is provided between the test motor (Mt) 1 and the load motor (Mg) 2, and its inertia value is designated as Jr. An example of this actual inertia 5 is a flywheel.
Here, the test motor (Mt) 1, the load motor (Mg) 2, the real inertia 5 and the rotating shaft connecting them are all assumed to be completely rigid bodies, and the rotation speed of each is assumed to be _ωr .

The current detection unit 6 detects the U-phase current _iu , the V-phase current _iv , and the W-phase current _iw of the test motor (Mt) 1.

The torque detection section 7 detects the torque τ _t of the test motor (Mt) 1 (hereinafter referred to as the "test-side torque τ _t "), and outputs the detected torque value τ _t-dtc .

The torque estimation unit 8 is composed of a three-phase to two-phase conversion circuit 8a and a current/torque conversion circuit 8b. Of these, the three-phase to two-phase conversion circuit 8a converts the U-phase current _iu , the V-phase current _iv , and the W-phase current _iw into a d-axis current _id and a q-axis current _iq . The current/torque conversion circuit 8b converts the d-axis current _id and the q-axis current _iq into a torque estimation value τt _-obs based on the parameters (induced voltage coefficient, inductance, etc.) of the test motor (Mt) 1.

The filter unit 9 is a means for removing noise contained in the torque detection value τ _t-dtc . For example, a low-pass filter (LPF) is used to output a torque filter value τ _t-LPF from which noise has been removed. The filter unit 9 may be a band-pass filter (BPF) or the like in addition to the low-pass filter (LPF).

The torque estimation correction unit 10 outputs a torque correction value τ _t-rev based on the torque estimation value τ _t-obs and the torque filter value τ _t-LPF . The torque correction value τ _t-rev becomes the final torque estimation value of the test motor (Mt) 1.

The inertia simulation unit 11 is a means for apparently simulating the inertia value Jr of the actual inertia 5 to J based on the torque correction value τ _t-rev , and is composed of a speed command calculation circuit 11a, a speed control circuit 11b, a torque/current conversion circuit 11c, a current control circuit 11d, and a two-phase to three-phase conversion circuit 11e.

The speed command calculation circuit 11a calculates the speed command ω _r ^* from the torque correction value τ _t-rev in accordance with the following (Equation 1).

The speed control circuit 11b calculates a torque command τ _g ^* for the load motor (Mg) 2 so that the speed command ω _r ^* is equal to the rotational speed ω _r .

Conversely to the current/torque conversion circuit 8b of the torque estimation unit 8, the torque/current conversion circuit 11c calculates a d-axis current command i _d ^* and a q-axis current command i _q ^* from the torque command τ _g ^* .

The current control circuit 11d calculates a d-axis voltage command v _d ^* and a q-axis voltage command v _q ^* in accordance with the d-axis current command i _d ^* , the q-axis current command i _q ^* and the motor voltage equation.

The two-phase to three-phase conversion circuit 11e converts the d-axis voltage command v _d ^* and the q-axis voltage command v _q ^* into a U-phase voltage command v _u ^* , a V-phase voltage command v _v ^* , and a W-phase voltage command v _w ^* .

ここで、速度制御回路１１ｂにより、「ω_ｒ ＝ ω_ｒ ^＊」となる。 Next, the operating principle of the inertia simulation control will be described.
When an inertia with an inertia value J is connected to the test motor (Mt) 1, the following (Equation 2) holds true.

Here, the speed control circuit 11b makes it so that "ω _r =ω _r ^* ".

Furthermore, if the torque τ _t of the test motor (Mt) 1 can be ideally detected and this is taken as the torque correction value τ _t-rev , then "τ _t-rev = τ _t " holds.

When " _ωr = _ωr ^* " and "τt _-rev = _τt ", (Equation 1) and (Equation 2) are equivalent, and when viewed from the test motor (Mt) 1, it appears that the inertia of inertia value J is connected beyond it.

The above is the principle of inertia simulation control, and the conditions for realizing this are the realization conditions (1) and (2) described below.
(1) The speed control circuit 11b ensures that "ω _r =ω _r ^* " holds.
(2) With an ideal torque detection means, "τ _t-rev = τ _t " holds.

However, there are problems with the inertia simulation control, which will be explained below.
In an actual machine, noise is included in the torque detection value τ _t-dtc depending on the detection accuracy and signal output accuracy of the torque detection unit 7. In order to remove this noise, the filter unit 9 is used, but the output, that is, the torque filter value τ _t-LPF , includes a delay with respect to the torque detection value τ _t-dtc and the test-side torque τ _t .

2 is a diagram showing waveforms of torque and rotation speed when not using the torque estimation correction unit 10. As shown in FIG. 2, when the test-side torque τ _t changes stepwise at time t ₁ , “τ _t ≠ τ _t-LPF ” is satisfied transiently.

For this reason, when (Equation 1) is calculated with "τt _-rev = _τt " and "τt _-rev = τt _-LPF ", a difference occurs between the former speed command _ωr ^** and the latter speed command _ωr ^* . This difference is defined as the speed error _Δωr (= _ωr ^* _-ωr ^** ).
Here, the speed command ω _r ^** is an ideal speed command in the inertia simulation control.

On the other hand, the speed command _ωr ^* is a speed command when the test-side torque _τt is replaced with the torque filter value τt- _LPF , that is, a speed command when the torque filter value τt- _LPF is directly input to the speed command calculation circuit 11a without providing the torque estimation correction unit 10 shown in FIG.
When the speed error _Δωr is negative, it indicates that the test motor (Mt) 1 is not accelerating in proportion to the output torque, and means that the apparent inertia is greater than J. On the other hand, when the speed error _Δωr is positive, the opposite is true.

In any case, the speed error _Δωr represents an apparent inertia error, and the reason for this is that, since "τ _t-rev = τ _t-LPF " is satisfied, "τ _t-rev = τ _t-LPF ≠ τ _t ", and the realization condition for inertia simulation control (2) "τ _t-rev = τ _t " does not hold.

If the time constant of the filter section 9 is made smaller, the effect of the delay will be smaller, but the system will become more susceptible to the effects of noise, and in the end, the condition (2) for realizing the inertia simulation control will not be met.

This is the issue in inertia simulation control, and it is required to make the torque correction value τ _t-rev coincide with the test torque τ _t, which is its true value, while maintaining the time constant of the filter section 9.

The present invention is characterized by including a torque estimation unit 8 and a torque estimation correction unit 10 in order to make the torque correction value τ _t-rev coincide with the test-side torque τ _t , which is its true value. The effects of this will be described below.

FIG. 3 is a diagram showing waveforms of torque and rotation speed when the torque estimation unit 8 is used.
The torque estimation unit 8 estimates the torque based on the detected current value of the test motor (Mt) 1. The frequency band of the current detection unit 6 is 1 MHz to 100 MHz, which is higher than the frequency band of the torque detection unit 7, which is 1 kHz to 10 kHz.

Therefore, the torque estimation value τ _t-obs can follow the test-side torque τ _t with high response, as shown at time t ₁ in Fig. 3. That is, at time t ₁ , the torque estimation error Δτ _t-obs shown in Fig. 3 is smaller than the torque detection error Δτ _t-LPF shown in Fig. 2 at the same time t ₁ .

On the other hand, the current/torque conversion circuit 8b needs to refer to the parameters of the test motor (Mt) 1, which involves setting errors, and therefore the torque estimation error Δτ _t-obs shown in FIG. 3 does not necessarily converge to zero over time, and the speed error Δω _r may continue to increase.

Therefore, in order to suppress the influence of the torque estimation error Δτ _t-obs , the torque estimation correction unit 10 uses the torque estimation value τ _t-obs as a base value, but sets a value that asymptotically approaches the torque filter value τ _t-LPF as the torque correction value τ _t-rev . As shown in FIG. 1, this can be achieved by inputting the difference between the torque correction value τ _t-rev and the torque filter value τ _t-LPF to an integrating circuit 10a with a gain K, and feeding back the result of integration (K/s) to the torque estimation value τ _t-obs . Here, the integrating circuit 10a can be replaced with any function that has characteristics that make the open-loop transfer function stable.

FIG. 4 is a diagram showing waveforms of torque and rotation speed when the torque estimation correction unit 10 is used.
At time _t1 , the torque estimation error Δτ _t-rev is the same as the torque estimation error Δτ _t-obs shown in Fig. 3, but after time _t1 , the torque correction value τ _t-rev converges to zero due to the asymptotic approach of the torque filter value τ _t-LPF . That is, the torque estimation error Δτ _t-rev shown in Fig. 4 has a reduced steady-state error after time _t1 compared to the torque estimation error Δτ _t-obs shown in Fig. 3. Also, compared to the torque detection error Δτ _t-LPF shown in Fig. 2 (the same as Fig. 4), the transient error at time _t1 is reduced.

That is, since the error is reduced both in the steady state and in the transient state, the speed error _Δωr shown in FIG. 4 is the smallest among the characteristics shown in FIGS.
This is the effect of using the torque estimated value τ _t-obs as the basic value, while setting a value that asymptotically approaches the torque filtered value τ _t-LPF as the torque correction value τ _t-rev .

Generally speaking, the torque estimation correction unit 10 is a two-degree-of-freedom control system in which the torque estimation value τ _t-obs by the current detection unit 6 and the torque estimation unit 8 is on the feedforward side, and the torque filter value τ _t-LPF by the torque detection unit 7 and the filter unit 9 is on the feedback side. By using this two-degree-of-freedom control system, both the responsiveness of the current detection unit 6 and the accuracy of the torque detection unit 7 are utilized. This allows the torque correction value τ _t-rev to follow the test-side torque τ _t with high response and high accuracy, improving the accuracy of inertia simulation.

The input to the current/torque conversion circuit 8b may be replaced with the d-axis current command i _d ^* and the q-axis current command i _q ^* in a current control unit (not shown) on the test side. In this case, it is possible to omit the current detection unit 6.

Fig. 5 is a diagram showing a part of the configuration of a motor testing device according to a second embodiment of the present invention. In Fig. 5, components in the control portion that are the same as those in the configuration of the first embodiment shown in Fig. 1 are omitted.
In the second embodiment, the U-phase current _iu , the V-phase current _iv and the W-phase current _iw on the load motor (Mg) 2 side are detected by the current detection unit 6.

Furthermore, the torque estimation unit 8 receives the U-phase current _iu , the V-phase current _iv , and the W-phase current _iw as input, and calculates a torque estimate value τg _-obs of the load motor (Mg) 2 using a three-to-two phase conversion circuit 8a and a current-torque conversion circuit 8b, and receives the rotation speed _ωr of the load motor (Mg) 2 as input, and calculates a torque value of the load motor (Mg) 2 using a differentiation circuit 8c and an inertia value multiplication circuit 8d. Then, the torque estimation unit 8 calculates the torque estimate value τt _-obs expressed by the following (Equation 3) by taking the difference between the two.

Next, the reason why the test-side torque _τt can be estimated by (Equation 3) will be explained.
If the torque of the load motor (Mg) 2 (hereinafter, load side torque) is _τg , the following (Equation 4) is established.

If the torque estimate τ _g-obs can be calculated ideally by the current-torque conversion circuit 8b, then "τ _g-obs = τ _g " will be obtained, and by substituting this into (Equation 4), (Equation 3) will be obtained.

In the configuration of Example 2 shown in FIG. 5, compared to the configuration of Example 1 shown in FIG. 1, the current detection unit 6 is provided on the load side, so the current/torque conversion circuit 8b refers to the parameters of the load motor (Mg) 2. Since the load motor (Mg) 2 does not need to be modified to match the final product, as with the test motor (Mt) 1, the advantage is that parameter measurement only needs to be done once. In addition, since the load motor (Mg) 2 can be a stationary type, it is possible to design the load motor (Mg) 2 specifically and accurately grasp its parameters. As a result, the torque estimation error in the current/torque conversion circuit 8b can be reduced.

The configuration of the first embodiment shown in FIG. 1 and the configuration of the second embodiment shown in FIG. 5 have in common that they use a torque estimation value τ _t-obs based on the current detection unit 6 and a torque filter value τ _t-LPF based on the torque detection unit 7.

Generally speaking, the following four embodiments (a) to (d) are conceivable.
(a) Current detection unit 6: Test piece, torque detection unit 7: Test piece (Example 1 shown in FIG. 1)
(b) Current detection unit 6: load side, torque detection unit 7: test side (Example 2 shown in FIG. 5)
(c) Current detection unit 6: test piece side, torque detection unit 7: load side (not shown)
(d) Current detection unit 6: load side, torque detection unit 7: load side (not shown)

When the current detection unit 6 and the torque detection unit 7 are provided on the same side as in (a) and (d) above, the torque estimation unit 8 shown in FIG. 1 can estimate the torque based on the current detection value.

Furthermore, when the current detection unit 6 and the torque detection unit 7 are provided on opposite sides as in (b) and (c) above, it is only necessary to estimate the torque of the motor on the opposite side to the current detection side using the configuration of the torque estimation unit 8 shown in Fig. 5. In this case, it is possible to estimate the torque of the motor on the opposite side by using the angular acceleration ( _dωr /dt), which is the differential value of the rotational speed _ωr , and the inertia value Jr of the actual inertia 5, based on (Equation 3) and the configuration of the torque estimation unit ₈ shown in Fig. 5.

The present invention can be implemented in any of the above (a) to (d) forms, but when the current detection unit 6 in (b) and (d) is provided on the load side, the load motor (Mg) 2 can be a stationary type, so that the parameter measurement can be completed in one go, and the parameters can be accurately grasped through a dedicated design.

6 is a diagram showing a part of the configuration of a motor testing device according to a third embodiment of the present invention. In FIG. 6, components in the control portion that are the same as those in the configuration of the first embodiment shown in FIG.
In the third embodiment, a torque detection correction unit 12 is provided to correct the torque detection error caused by the inertia (inertia value J _t ) of the test motor (Mt) 1 .

The torque detection correction unit 12 includes a differentiation circuit 12a and an inertia value multiplication circuit 12b, and calculates a torque detection error Δτ _t-dtc expressed by the following (Equation 5) for an input rotation speed _ωr .

Furthermore, the torque detection correction unit 12 adds the torque detection error Δτ _t-dtc to the torque detection value τ _t-dtc , and outputs the result as a torque detection correction value τ _t-dtc '.

Next, the effect of the torque detection correction unit 12 will be described. When the inertia value _Jt of the test motor (Mt) 1 is not negligible compared to the inertia value _Jr of the actual inertia 5, the actual inertia 5 and the inertia of the test motor 1 itself are rotated by the test-side torque _τt , and the following (Equation 6) is established.

Moreover, since the torque detection unit 7 detects the torque that rotates only the real inertia 5, the following (Equation 7) holds true.

Comparing the above (Equation 6) and (Equation 7), it can be seen that there is a torque detection error represented by (Equation 5). In other words, the effect of the torque detection correction unit 12 is that this torque detection error can be corrected.

As a result, it is not necessary to design the inertia value _Jr of the actual inertia 5 to be sufficiently large compared to the inertia value _Jt of the test motor (Mt) 1. In other words, it is possible to design the inertia value _Jr to be small and reduce the installation space for the motor testing device.

When the torque detection unit 7 of (c) and (d) is provided on the load side, the torque detection correction unit 12 can calculate the torque detection error using the inertia value Jg of the load motor (Mg) 1 in the same manner as in (Equation 5).

Figure 7 is a diagram showing a part of the configuration of a motor testing device according to Example 4 of the present invention. In Figure 7, components that are the same as those in the control section of Example 1 shown in Figure 1 are omitted. Also, Figure 8 is a diagram showing the vehicle mechanism of the vehicle to be simulated in Example 4.

The fourth embodiment includes a vehicle simulation circuit 11f, which is a replacement for the speed command calculation circuit 11a, which is a component of the inertia simulation unit 11 of the first embodiment shown in FIG. 1. The speed command calculation circuit 11a of the first embodiment aims to simulate the behavior when the actual inertia of the inertia value Jr is connected to the test motor (Mt) 1, but the vehicle simulation circuit 11f aims to simulate the behavior when the vehicle mechanism shown in FIG. 8 is connected.

In the vehicle mechanism shown in Fig. 8, a wheel 14 with radius r and inertia _Jw is connected to the end of a test motor (Mt) 1 via a gear 13 with a gear ratio _Gr . A vehicle body 15 with mass _Mb is connected to the wheel 14, and the wheel 14 rotates at a rotational speed _ωw and the vehicle body 15 moves at a speed _vb .
Here, μ represents the coefficient of friction between the wheel 14 and the ground contact surface, W represents the total mass of the wheel 14 and the vehicle body 15, Wg represents the force that the wheel 14 exerts on the ground contact surface, and μWg represents the tangential force that the wheel 14 receives from the ground contact surface.

Next, it will be described how the vehicle mechanism shown in FIG. 8 is simulated by the vehicle simulation circuit 11f shown in FIG.
The gear ratio multiplication circuit 11f1 in the vehicle simulation circuit 11f shown in Figure 7 simulates the test side torque _τt being multiplied by G _r in accordance with the gear ratio G _r of the gear 13 shown in Figure 8, and the gear ratio multiplication circuit 11f2 simulates the rotational speed _ωw of the wheel 14 shown in Figure 8 being multiplied by G _r to become the speed command _ωr ^* of the test motor 1.

The wheel speed calculation circuit 11f3 simulates that the rotation speed _ωw of the wheel 14 is determined in accordance with the inertia _Jw of the wheel 14 shown in FIG.

The wheel radius multiplication circuit 11f4 simulates that the speed of the wheel 14 relative to the ground surface is _rωw , and the wheel radius multiplication circuit 11f5 simulates that r times the tangential force μWg applied to the wheel 14 is fed back to the wheel 14 as torque.

The slip velocity v _s of the wheel 14 relative to the ground surface is calculated as the difference between the velocity rω _w of the wheel 14 relative to the ground surface and the velocity v _b of the vehicle body 15, as shown in FIG.

In addition, the friction coefficient calculation circuit 11f6 calculates the friction coefficient μ based on the slip velocity vs _, and the tangential force calculation circuit 11f7 calculates the tangential force μWg applied to the wheel 14 by multiplying the friction coefficient μ by the force Wg that the wheel 14 exerts on the contact surface.

The vehicle speed calculation circuit 11f8 calculates the vehicle speed vb based on the difference between the tangential force μWg and the running resistance _Fd of the vehicle body ₁₅ , and the vehicle resistance calculation circuit 11f9 calculates the running resistance _Fd based on the vehicle speed _vb .

As described above, the vehicle simulation circuit 11f simulates the vehicle mechanism shown in Fig. 8, and controls the load motor 2 in accordance with the speed command _ωr ^* output from the vehicle simulation circuit 11f. As a result, when viewed from the test motor (Mt) 1, it is possible to perform a simulation as if the vehicle mechanism shown in Fig. 8 was connected.

In addition, multiple test motors (Mt) 1, load motors (Mg) 2, and vehicle simulation circuits 11f may be prepared, and multiple test motors (Mt) 1 may drive wheels 14 connected to each of them to simulate a vehicle body 15 having multiple wheels 14.

In the vehicle mechanism shown in Fig. 8, the wheels 14 may spin due to a change in the friction coefficient μ. This is the case where the speed command _ωr ^* shown in Fig. 7 increases suddenly, and the rotation speed _ωr also increases suddenly due to the speed control of the load motor (Mg) 2. At this time, in the evaluation of a control technique called slip re-adhesion control of the test motor (Mt) 1, the test torque _τt is sharply reduced to suppress slip. Even in such a case, the torque estimation correction unit 10 of the present invention can estimate the test torque _τt with high response and high accuracy, and can simulate the vehicle mechanism as intended.

Although the first to fourth embodiments of the present invention have been described above, the present invention is not limited to the first to fourth embodiments described above, and various modifications are possible without departing from the spirit and scope of the present invention.

1... test motor, 2... load motor, 3... test side inverter, 4... load side inverter,
5... actual inertia, 6... current detection unit, 7... torque detection unit, 8... torque estimation unit,
8a... Three-phase to two-phase conversion circuit, 8b... Current/torque conversion circuit, 8c... Differentiation circuit,
8d... inertia value multiplication circuit, 9... filter section,
10...torque estimation correction unit, 10a...integration circuit, 11...inertia simulation unit,
11a...speed command calculation circuit, 11b...speed control circuit, 11c...torque/current conversion circuit,
11d...current control circuit, 11e...two-phase to three-phase conversion circuit, 12...torque detection correction unit,
12a...differential circuit, 12b...inertia value multiplication circuit, 13...gear, 14...wheel, 15...vehicle body

Claims (8)

a current detection unit provided on the side of a test motor or on the side of a load motor that applies a load to the test motor, the current detection unit detecting a current of the test motor or the load motor and outputting a current detection value;
a torque detection unit provided on the side of the test motor or the side of the load motor, which detects the torque of the test motor or the load motor and outputs a torque detection value;
a filter unit that filters the torque detection value and outputs a torque filter value;
a torque estimation unit that outputs a torque estimation value of the test motor or the load motor based on a current detection value of the test motor or the load motor on the side where the torque detection unit is provided, or based on a current detection value and an angular acceleration of the test motor or the load motor on the side where the torque detection unit is not provided, and an inertia value of a rotating shaft including the test motor and the load motor;
a torque estimation correction unit that outputs a torque correction value by making the torque estimation value asymptotic to the torque filtered value;
a control unit that controls the load motor based on the torque correction value. 2. The motor testing device according to claim 1,
The motor testing device according to the present invention, wherein the torque estimation correction unit constitutes a two-degree-of-freedom control system in which the torque estimation value is on the feedforward side and the torque filter value is on the feedback side. 3. The motor testing device according to claim 1,
The control unit has a speed command calculation circuit for the load motor,
The motor testing device according to claim 1, wherein the speed command calculation circuit calculates a speed command value for the load motor based on the torque correction value and a predetermined inertia value. 3. The motor testing device according to claim 1,
The control unit has a vehicle simulation circuit,
A motor testing device characterized in that the vehicle simulation circuit calculates a speed command for the load motor from the torque correction value based on a gear that connects the test motor to the vehicle wheels with a gear ratio, physical quantities related to the wheels and the vehicle body to which the wheels are connected, and the rotational speed of the wheels. 5. A motor testing device according to claim 1,
A motor testing apparatus further comprising a torque detection correction unit that calculates a torque detection correction value based on the angular acceleration of the test motor or the load motor and the inertia value of the test motor or the load motor, and adds the torque detection correction value to the torque detection value. Detecting a current of a test motor or a load motor that applies a load to the test motor;
A torque filter value is obtained by filtering the torque detection value of the test motor or the load motor.
Calculating a torque estimate of the test motor or the load motor based on a current detection value of the test motor or the load motor on the side where torque detection is performed, or based on a current detection value and an angular acceleration of the test motor or the load motor on the side where torque detection is not performed, and an inertia value of a rotating shaft including the test motor and the load motor;
obtaining a torque correction value by making the torque estimated value asymptotic to the torque filtered value;
a torque compensation value for compensating for a torque applied to a load motor; 7. A motor testing method according to claim 6, comprising the steps of:
A motor testing method, characterized in that the torque correction value is obtained by using a two-degree-of-freedom control system in which the torque estimated value is on the feedforward side and the torque filter value is on the feedback side, and making the torque estimated value asymptotic to the torque filtered value. 8. A motor testing method according to claim 6 or 7, comprising:
A motor testing method comprising: calculating a torque detection correction value based on the angular acceleration of the test motor or the load motor and the inertia value of the test motor or the load motor, and adding the correction value to the torque detection value.

Images