JPH04278434A - Method for compensating electric inertia of dynamo meter - Google Patents
Method for compensating electric inertia of dynamo meterInfo
- Publication number
- JPH04278434A JPH04278434A JP3041587A JP4158791A JPH04278434A JP H04278434 A JPH04278434 A JP H04278434A JP 3041587 A JP3041587 A JP 3041587A JP 4158791 A JP4158791 A JP 4158791A JP H04278434 A JPH04278434 A JP H04278434A
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- Prior art keywords
- inertia
- torque
- dynamometer
- electric
- mechanical
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- 238000000034 method Methods 0.000 title claims description 5
- 230000005540 biological transmission Effects 0.000 claims description 8
- 238000010586 diagram Methods 0.000 description 10
- 230000007423 decrease Effects 0.000 description 6
- 230000001133 acceleration Effects 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 3
- 230000000087 stabilizing effect Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
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- Testing Of Engines (AREA)
Abstract
Description
【０００１】0001
【産業上の利用分野】本発明は、ダイナモメータシステ
ムにおける電気慣性補償方法に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for compensating electrical inertia in a dynamometer system.
【０００２】0002
【従来の技術】ダイナモメータは、車両の性能試験や耐
久試験を室内で可能とし、動力伝達系の試験には例えば
図４に示すシステム構成にされる。エンジン１にクラッ
チ２及び変速機３を一体にした組立て状態で動力吸収手
段としてのダイナモメータ４が結合される。この構成に
おいて、エンジン１は速度コントローラ５によって速度
制御され、ダイナモメータ４はトルクコントローラ６に
よって走行抵抗制御が行われることで変速機３に実車と
等価な慣性を負荷し、実車走行を模擬した変速機試験が
行われる。クラッチ２はコントローラ７によって変速時
及び発進時に断から接に徐々に自動操作され、変速機３
もコントローラ８によって変速時の変速比切換操作がな
される。2. Description of the Related Art A dynamometer makes it possible to test the performance and durability of a vehicle indoors, and the system configuration shown in FIG. 4, for example, is used to test a power transmission system. A dynamometer 4 as a power absorbing means is connected to the engine 1 in an assembled state in which the clutch 2 and the transmission 3 are integrated. In this configuration, the speed of the engine 1 is controlled by a speed controller 5, and the dynamometer 4 is subjected to running resistance control by a torque controller 6, thereby loading the transmission 3 with inertia equivalent to that of an actual vehicle, and shifting to simulate the running of an actual vehicle. A machine test will be conducted. The clutch 2 is gradually automatically operated from disengaged to engaged by the controller 7 when changing gears and starting.
Also, the controller 8 performs a gear ratio switching operation during gear shifting.
【０００３】エンジン１の速度制御は、速度検出器９か
らの検出速度と設定速度ＮＳとの比較によりスロットル
コントローラ１０にスロットル開度θを指令し、コント
ローラ１０とアクチェータ１１によるスロットル制御を
行う。The speed of the engine 1 is controlled by comparing the detected speed from the speed detector 9 with the set speed NS to command the throttle opening θ to the throttle controller 10, and the controller 10 and actuator 11 perform throttle control.
【０００４】ここで、車両の走行抵抗は、タイヤ転り抵
抗と空気抵抗からなる平坦路定常走行抵抗に慣性抵抗さ
らには登降坂抵抗を加え合わせたものになり、この走行
抵抗（制動抵抗）はダイナモメータでは各抵抗成分の係
数変換によってトルクの単位で設定される。[0004] The running resistance of a vehicle is the sum of the flat road steady running resistance made up of tire rolling resistance and air resistance, inertial resistance, and uphill/downhill resistance, and this running resistance (braking resistance) is In the dynamometer, the torque is set in units of torque by converting the coefficients of each resistance component.
【０００５】上述の走行抵抗のうち、慣性抵抗は実車と
等価な慣性設定されるフライホイールを使用することが
あるが、フライホイールは設置スペースが大きくなるこ
とや高価になることから、ダイナモメータ４の吸収トル
ク分として制御する電気慣性補償が採用されている。Among the above-mentioned running resistances, a flywheel whose inertia is set to be equivalent to that of an actual vehicle is sometimes used to measure the inertia resistance, but since flywheels require a large installation space and are expensive, a dynamometer 4 Electric inertia compensation is used to control the absorbed torque.
【０００６】従来の電気慣性補償は、図５に示す等価ブ
ロック構成にされる。図中、要素Ａ〜Ｅはエンジンの速
度制御系を示し、Ａは速度コントローラ５が持つ比例積
分要素、Ｂはスロットル開度制御系（１０，１１）が持
つ開度制御遅れ要素、Ｃはスロットル開度θに対するエ
ンジン１出力トルク特性、Ｄはエンジンと変速機とダイ
ナモメータ等が持つ慣性を合わせた試験装置の慣性要素
であり、慣性Ｊは主にエンジン慣性ＪＥとダイナモメー
タの機械慣性ＪＤの和になる。Ｅは速度検出器９が持つ
一次遅れ要素である。これら要素における各記号は次の
通りである。Conventional electrical inertia compensation has an equivalent block configuration shown in FIG. In the figure, elements A to E indicate the engine speed control system, A is the proportional integral element of the speed controller 5, B is the opening control delay element of the throttle opening control system (10, 11), and C is the throttle opening control system. The engine 1 output torque characteristic with respect to the opening θ, D is the inertia element of the test equipment that combines the inertia of the engine, transmission, dynamometer, etc., and the inertia J is mainly the combination of the engine inertia JE and the mechanical inertia JD of the dynamometer. Become peace. E is a first-order delay element that the speed detector 9 has. The symbols for these elements are as follows.
【０００７】Ｋｅ：速度コントローラ５のゲインＴｅ：
速度コントローラ５の時定数
Ｋｓ：開度制御系のゲイン
Ｔｓ：開度制御系の時定数
Ｊ：試験装置の機械慣性
Ｋｖ：速度試験器のゲイン
Ｔｖ：速度検出器の時定数
次に、要素Ｆ〜Ｉはダイナモメータ４のトルク制御系を
示し、Ｆはトルク制御系が持つ比例積分要素、Ｇはトル
ク制御系のマイナループになる電流制御系が持つ電流制
御遅れ要素、Ｈはダイナモメータの電動機の電流−トル
ク変換要素、Ｉはダイナモメータのトルク検出器が持つ
一次遅れ要素である。これら要素における各記号は次の
とおりである。Ke: Gain Te of speed controller 5:
Time constant Ks of the speed controller 5: Gain Ts of the opening control system: Time constant J of the opening control system: Mechanical inertia Kv of the test device: Gain Tv of the speed tester: Time constant of the speed detector Next, element F ~I indicates the torque control system of the dynamometer 4, F is the proportional integral element of the torque control system, G is the current control delay element of the current control system that becomes the minor loop of the torque control system, and H is the electric motor of the dynamometer. The current-torque conversion element I is a first-order lag element included in the torque detector of the dynamometer. The symbols for these elements are as follows.
【０００８】Ｋｄ：トルク制御系のゲインＴｄ：トルク
制御系の時定数
Ｋｃ：電流制御系のゲイン
Ｔｃ：電流制御系の遅れ時定数
Ｋｔ：電動機の電流−トルク変換係数
Ｋｌ：トルク検出器のゲイン
Ｔｌ：トルク検出器の遅れ時定数
次に、要素Ｊ，Ｋ，Ｌは電気慣性補償演算のためのオブ
ザーバ（破線ブロック）の構成要素であり、Ｊは速度検
出器９又はダイナモメータ４側に設ける速度検出器が持
つ一次遅れ要素、Ｋは要素Ｊの検出速度を微分して加速
度を得る加速度演算要素、Ｌは電気慣性設定分Ｊｄから
機械慣性分Ｊを減算して電気慣性補償分をトルクとして
求める電気慣性分演算要素である。これら要素における
各記号は次の通りである。Kd: Torque control system gain Td: Torque control system time constant Kc: Current control system gain Tc: Current control system delay time constant Kt: Motor current-torque conversion coefficient Kl: Torque detector gain Tl: Delay time constant of torque detector Next, elements J, K, and L are components of an observer (broken line block) for electrical inertia compensation calculation, and J is provided on the speed detector 9 or dynamometer 4 side. The first-order lag element of the speed detector, K is the acceleration calculation element that obtains acceleration by differentiating the detected speed of element J, and L is the electrical inertia compensation component obtained by subtracting the mechanical inertia component J from the electrical inertia setting component Jd and using the electrical inertia compensation component as torque. This is the calculation element for the electric inertia to be found. The symbols for these elements are as follows.
【０００９】Ｋｖ：速度検出器のゲインＴｖ：速度検出
器の遅れ時定数
Ｋ：微分係数
このような等価ブロックにおいて、オブザーバは要素Ｄ
の出力になる速度ｎの検出値から要素Ｋによる微分でト
ルクに比例した値を求め、これを要素Ｌの演算結果にな
る電気慣性補償分に乗算することで電気慣性補償分のト
ルクＴｃを求める。Kv: Gain of the speed detector Tv: Delay time constant of the speed detector K: Derivative coefficient In such an equivalent block, the observer uses the element D
Find a value proportional to the torque by differentiating it by element K from the detected value of speed n that is the output of .
【００１０】
Ｔｃ＝Ｋ（Ｊｄ−Ｊ）（ｄｎ／ｄｔ）……（１）このト
ルクＴに対するダイナモメータ４の要素Ｆ〜Ｉによる出
力トルクτが要素Ｃのエンジン出力トルクτｅから等価
的に減算されて電気慣性補償がなされる。Tc=K(Jd-J)(dn/dt)...(1) The output torque τ from the elements F to I of the dynamometer 4 for this torque T is equivalently subtracted from the engine output torque τe of the element C. electrical inertia compensation.
【００１１】[0011]
【発明が解決しようとする課題】従来の電気慣性補償制
御は、電気慣性補償分Ｊｄの設定値によってダイナモメ
ータの周波数応答が変化してしまう問題があった。これ
を以下に詳細に説明する。The conventional electrical inertia compensation control has a problem in that the frequency response of the dynamometer changes depending on the set value of the electrical inertia compensation Jd. This will be explained in detail below.
【００１２】図５に示す従来の電気慣性ブロックにおい
て、要素Ｆ〜Ｉからなるダイナモメータには慣性分を除
く走行抵抗に相当するトルク指令と慣性分のトルク指令
Ｔｃが加えられるが、このトルク指令Ｔｃは要素Ｆ〜Ｉ
の前向きの伝達関数に対して要素Ｄとオブザーバ要素Ｊ
〜Ｌになる後向き伝達関数で制御ループ（以下、電気慣
性ループと呼ぶ）が構成される。In the conventional electric inertia block shown in FIG. 5, a torque command corresponding to the running resistance excluding the inertia component and a torque command Tc for the inertia component are applied to the dynamometer consisting of elements F to I. Tc is element F~I
element D and observer element J for the forward transfer function of
A control loop (hereinafter referred to as an electric inertia loop) is configured with a backward transfer function of ~L.
【００１３】この電気慣性ループにおいて、電気慣性補
償分Ｊｄの変更は後向き伝達関数のゲインを変えること
になる。例えば、電気慣性補償分Ｊｄの変更による要素
Ｌの演算値（Ｊｄ−Ｊ）は、その加減値Ｋｍｉｎと上限
値Ｋｍａｘとでは機械慣性Ｊに較べて電気慣性補償分Ｊ
ｄが大きいことから
（Ｋｍａｘ／Ｋｍｉｎ）＝５〜１０倍
となる。即ち、電気慣性ループは５〜１０倍のゲイン変
化を受けることになり、慣性抵抗を大きくするとＪｄ／
Ｊが３倍以上では電気慣性ループのゲインが大きくなり
過ぎ、該ループを不安定にする。In this electric inertia loop, changing the electric inertia compensation Jd changes the gain of the backward transfer function. For example, the calculated value (Jd-J) of the element L due to a change in the electric inertia compensation Jd is smaller than the mechanical inertia J at its addition/subtraction value Kmin and upper limit Kmax.
Since d is large, (Kmax/Kmin)=5 to 10 times. In other words, the electrical inertia loop will undergo a gain change of 5 to 10 times, and if the inertia resistance is increased, Jd/
If J is 3 times or more, the gain of the electric inertia loop becomes too large, making the loop unstable.
【００１４】図６はＪｄ／Ｊ＝２倍の場合の加速特性を
示し、速度Ｎの上昇に対してダイナモメータのトルクＴ
は安定している。Ｄは速度微分波形である。FIG. 6 shows the acceleration characteristics when Jd/J=2 times, and the torque T of the dynamometer increases as the speed N increases.
is stable. D is a velocity differential waveform.
【００１５】これに対し、図７はＪｄ／Ｊ＝１０倍の場
合を示し、速度Ｎを加速しようとするとトルクＴが低く
なって速度低下になり、これによりトルクのＴが再び高
くなるという不安定な状態からついには発振状態に移行
する。On the other hand, FIG. 7 shows a case where Jd/J=10 times, and when an attempt is made to accelerate the speed N, the torque T becomes low and the speed decreases, which causes the problem that the torque T becomes high again. The stable state eventually shifts to an oscillating state.
【００１６】本発明の目的は、電気慣性補償分の増減に
も電気慣性ループを安定にする方法を提供することにあ
る。An object of the present invention is to provide a method for stabilizing the electric inertia loop even when the electric inertia compensation increases or decreases.
【００１７】[0017]
【課題を解決するための手段】本発明は前記課題の解決
を図るため、車両の動力伝達系に結合され、車両の慣性
抵抗をダイナモメータシステムの機械慣性分とダイナモ
メータの出力トルクにする電気慣性分の和として得るダ
イナモメータシステムにおいて、ダイナモメータの回転
数の微分値に前記機械慣性分を乗算して機械慣性分のト
ルクを求め、前記ダイナモメータの出力トルクを前記機
械慣性分のトルクに加算して前記車両の動力源の出力ト
ルク推定値τｅｅを求め、次式
Ｇ＝１−（Ｊ／Ｊｄ）
但し、Ｊ：機械慣性設定値
Ｊｄ：電気慣性補償設定値
で設定するゲインＧを前記推定値τｅｅに乗算して前記
ダイナモメータの電気慣性補償トルク指令Ｔｃを得るこ
とを特徴とする。[Means for Solving the Problems] In order to solve the above-mentioned problems, the present invention provides an electric power system that is connected to the power transmission system of a vehicle and converts the inertial resistance of the vehicle into the mechanical inertia of a dynamometer system and the output torque of the dynamometer. In a dynamometer system obtained as the sum of inertia components, the differential value of the rotational speed of the dynamometer is multiplied by the mechanical inertia component to obtain the torque for the mechanical inertia component, and the output torque of the dynamometer is calculated as the torque component for the mechanical inertia component. The estimated output torque value τee of the power source of the vehicle is obtained by adding the following formula: G = 1 - (J/Jd). However, J: Mechanical inertia setting value Jd: Electrical inertia compensation setting value The electric inertia compensation torque command Tc of the dynamometer is obtained by multiplying the estimated value τee.
【００１８】[0018]
【作用】上記方法になる本発明によれば、機械慣性分に
ダイナモメータの出力トルクを加算してエンジンなどの
動力源の出力トルク推定値を求め、この推定値に機械慣
性Ｊと電気慣性Ｊｄから決定されるゲインＧを乗算して
慣性抵抗分のトルク指令Ｔｃを求める。これにより、電
気慣性Ｊｄの増減にもゲインＧの増減を小さく、即ち電
気慣性ループのゲイン変化を小さくして系の周波数応答
を一定にし、また系を安定化させる。[Operation] According to the above method, the output torque of the dynamometer is added to the mechanical inertia to obtain the estimated output torque of a power source such as an engine, and this estimated value is added to the mechanical inertia J and the electrical inertia Jd. The torque command Tc for the inertial resistance is obtained by multiplying by the gain G determined from . As a result, the increase or decrease in the gain G is made small even when the electric inertia Jd is changed, that is, the change in the gain of the electric inertia loop is made small, thereby making the frequency response of the system constant and stabilizing the system.
【００１９】[0019]
【実施例】図１は本発明の一実施例を示すブロック図で
ある。同図が図５と異なる部分は破線ブロックで示すオ
ブザーバである。オブザーバは要素Ｍ〜Ｐを具える。Ｍ
は要素Ｄからの速度ｎに対して速度検出器が持つ一次遅
れを発生させる。Ｎは要素Ｍからの速度信号を微分し、
これに機械慣性Ｊを乗算して機械慣性によるトルク分を
求める機械慣性・トルク変換要素である。Ｏは要素Ｈの
出力に速度検出器が持つ一次遅れを作用させる一次遅れ
要素であり、要素Ｍによる遅れと一致させるものである
。要素Ｐは要素ＮとＯの加算値τｅｅに電気慣性ゲイン
を乗算して慣性分のトルクＴｃを得る電気慣性設定要素
である。DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a block diagram showing an embodiment of the present invention. The difference between this figure and FIG. 5 is the observer indicated by a broken line block. The observer comprises elements M to P. M
generates a first-order lag of the speed detector with respect to the speed n from the element D. N differentiates the velocity signal from element M,
This is a mechanical inertia/torque conversion element that multiplies this by the mechanical inertia J to obtain the torque due to the mechanical inertia. O is a first-order delay element that applies a first-order delay of the speed detector to the output of element H, and is made to match the delay caused by element M. Element P is an electric inertia setting element that multiplies the sum τee of elements N and O by electric inertia gain to obtain torque Tc for inertia.
【００２０】上述の構成において、電気慣性設定要素Ｐ
のゲイン設定は
Ｇ＝１−（Ｊ／Ｊｄ）……（２）
として電気慣性分Ｊｄが与えられる。オブザーバは、エ
ンジンが出力するトルクτｅの推定値τｅｅを回転数か
ら要素Ｍ，Ｎで求める機械慣性トルク分にダイナモメー
タの電気慣性分トルクτを加算することで求める。この
とき、要素Ｏは要素Ｍの遅れに合わせるものになる。In the above configuration, the electric inertia setting element P
The gain setting is G=1-(J/Jd) (2) where the electric inertia component Jd is given. The observer obtains the estimated value τee of the torque τe output by the engine by adding the electric inertia torque τ of the dynamometer to the mechanical inertia torque obtained from the elements M and N from the rotation speed. At this time, element O matches the delay of element M.
【００２１】オブザーバは上述のエンジントルク推定値
τｅｅに要素ＰによるゲインＧを乗算することで慣性抵
抗分のトルクＴｃを得る。このとき、ダイナモメータの
出力トルクτは
τ＝Ｇ×τｅｅ……（３）
となり、このトルクτが要素Ｄの機械慣性に作用するト
ルクは（τｅ−τ）となる。従って、
τｅ−τ＝τｅ−（Ｇ×τｅｅ）
となる。ここで、τｅ＝τｅｅとするとτｅ−τ＝（１
−Ｇ）τｅ……（４）
となる。つまり、慣性抵抗を変えた試験にはゲインＧを
可変することによりダイナモメータの出力トルクを変え
ることができる。ここで、注目すべきことは、電気慣性
補償分Ｊｄの増減にも（２）式から常にＧ＜１になり、
電気慣性ループゲインへの影響が小さくなる。[0021] The observer multiplies the above-mentioned estimated engine torque value τee by the gain G based on the element P to obtain the torque Tc corresponding to the inertial resistance. At this time, the output torque τ of the dynamometer is τ=G×τee (3), and the torque exerted by this torque τ on the mechanical inertia of element D is (τe−τ). Therefore, τe−τ=τe−(G×τee). Here, if τe=τee, τe−τ=(1
-G)τe...(4) That is, in a test in which the inertial resistance is changed, the output torque of the dynamometer can be changed by varying the gain G. What should be noted here is that G<1 always holds from equation (2) even when the electric inertia compensation amount Jd increases or decreases.
The effect on the electrical inertia loop gain is reduced.
【００２２】それ故、周波数応答は電気慣性補償分Ｊｄ
の増減に拘わらず常に一定となる。本実施例に基づいた
実験として、Ｊｄ／Ｊ＝２のときの波形図を図２に示し
、Ｊｄ／Ｊ＝１０のときの波形図を図３に示す。これら
図から明らかなように、電気慣性補償分Ｊｄを大きく変
更するも回転数Ｎ，トルクＴ，Ｈに振動を起こすことな
く、系を安定させた電気慣性補償を得ることができる。Therefore, the frequency response is the electric inertia compensation Jd
It will always remain constant regardless of the increase or decrease in . As an experiment based on this example, a waveform diagram when Jd/J=2 is shown in FIG. 2, and a waveform diagram when Jd/J=10 is shown in FIG. As is clear from these figures, even if the electrical inertia compensation amount Jd is changed significantly, the electrical inertia compensation that stabilizes the system can be obtained without causing vibrations in the rotational speed N and torques T and H.
【００２３】本実施例の具体的構成は、図４の構成にお
いて、コントローラ６の走行抵抗設定に慣性抵抗分とし
てオブザーバの出力トルク信号Ｔｃを与え、慣性抵抗値
を電気慣性補償分Ｊｄとして電気慣性設定要素Ｐに設定
し、速度検出器９の検出信号を要素Ｎの入力とし、ダイ
ナモメータ４の出力トルクτを要素Ｏの入力とすること
で実現される。このとき、変速機の変速比が１でない場
合には該変速比からダイナモメータの回転数（車速）を
換算する。The specific configuration of this embodiment is as follows: In the configuration shown in FIG. 4, the output torque signal Tc of the observer is applied as an inertial resistance component to the running resistance setting of the controller 6, and the inertial resistance value is set as an electric inertia compensation component Jd. This is achieved by setting the setting element P, making the detection signal of the speed detector 9 the input of the element N, and making the output torque τ of the dynamometer 4 the input of the element O. At this time, if the gear ratio of the transmission is not 1, the rotation speed (vehicle speed) of the dynamometer is calculated from the gear ratio.
【００２４】なお、実施例ではエンジンを動力源とする
ダイナモメータシステムに適用する場合を示すが、本発
明はエンジンに代えて低慣性電動機とするダイナモメー
タシステムに適用して同等の作用効果を奏する。[0024]Although the embodiments show a case in which the present invention is applied to a dynamometer system using an engine as a power source, the present invention can also be applied to a dynamometer system using a low inertia electric motor instead of an engine to achieve the same effect. .
【００２５】[0025]
【発明の効果】以上のとおり、本発明によれば、機械慣
性分のトルクにダイナモメータの出力トルクを加算して
エンジンなどの原動機の出力トルクを推定し、この推定
値に機械慣性と電気慣性補償から求めるゲインＧを乗算
して電気慣性分のトルク指令とするため、電気慣性補償
分の増減にもオブザーバのゲイン増減を小さくし、電気
慣性ループを安定化し、さらに周波数応答の変化を小さ
くすることができる。As described above, according to the present invention, the output torque of a prime mover such as an engine is estimated by adding the output torque of a dynamometer to the torque for mechanical inertia, and this estimated value is added to the torque for mechanical inertia and electrical inertia. Since the torque command for the electric inertia is obtained by multiplying the gain G obtained from the compensation, the increase or decrease in the gain of the observer is made small even when the electric inertia compensation is increased or decreased, thereby stabilizing the electric inertia loop and reducing changes in the frequency response. be able to.
【図１】本発明の一実施例を示す電気慣性ブロック図、
FIG. 1 is an electric inertia block diagram showing an embodiment of the present invention;
【図２】実施例の波形図、[Fig. 2] Waveform diagram of the example,
【図３】実施例の波形図、[Fig. 3] Waveform diagram of the example,
【図４】ダイナモメータシステムの構成図、[Figure 4] Configuration diagram of the dynamometer system,
【図５】従
来の電気慣性ブロック図、[Fig. 5] Conventional electric inertia block diagram,
【図６】従来の波形図、[Fig. 6] Conventional waveform diagram,
【図７】従来の波形図。FIG. 7 is a conventional waveform diagram.
１…エンジン、３…変速機、４…ダイナモメータ、５…
速度コントローラ、６…トルクコントローラ、１０…ス
ロットルコントローラ。1...engine, 3...transmission, 4...dynamometer, 5...
Speed controller, 6...torque controller, 10...throttle controller.
Claims (1)
慣性抵抗をダイナモメータシステムの機械慣性分とダイ
ナモメータの出力トルクにする電気慣性分の和として得
るダイナモメータシステムにおいて、ダイナモメータの
回転数の微分値に前記機械慣性分を乗算して機械慣性分
のトルクを求め、前記ダイナモメータの出力トルクを前
記機械慣性分のトルクに加算して前記車両の動力源の出
力トルク推定値τｅｅを求め、次式 Ｇ＝１−（Ｊ／Ｊｄ） 但し、Ｊ：機械慣性設定値 Ｊｄ：電気慣性補償設定値 で設定するゲインＧを前記推定値τｅｅに乗算して前記
ダイナモメータの電気慣性補償トルク指令Ｔｃを得るこ
とを特徴とするダイナモメータの電気慣性補償方法。1. A dynamometer system that is coupled to a power transmission system of a vehicle and obtains the inertia resistance of the vehicle as the sum of the mechanical inertia of the dynamometer system and the electrical inertia that makes the output torque of the dynamometer. The differential value of the number is multiplied by the mechanical inertia component to obtain the torque for the mechanical inertia, and the output torque of the dynamometer is added to the torque for the mechanical inertia to obtain the estimated output torque value τee of the power source of the vehicle. Calculate the electric inertia compensation torque of the dynamometer by multiplying the estimated value τee by the gain G set in the following formula: G=1-(J/Jd). A method for compensating electrical inertia of a dynamometer, characterized by obtaining a command Tc.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP04158791A JP3158461B2 (en) | 1991-03-07 | 1991-03-07 | Dynamometer electric inertia compensation method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP04158791A JP3158461B2 (en) | 1991-03-07 | 1991-03-07 | Dynamometer electric inertia compensation method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH04278434A true JPH04278434A (en) | 1992-10-05 |
| JP3158461B2 JP3158461B2 (en) | 2001-04-23 |
Family
ID=12612561
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP04158791A Expired - Fee Related JP3158461B2 (en) | 1991-03-07 | 1991-03-07 | Dynamometer electric inertia compensation method |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3158461B2 (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1999064738A1 (en) * | 1998-06-11 | 1999-12-16 | Renault | Method and device for regulating the operation of an internal combustion engine during a return to idling speed |
| US6577973B1 (en) | 1998-08-13 | 2003-06-10 | Schenk Pegasus Gmbh | Method and device for taking into account friction losses during the simulation of masses on stationary test benches |
| JP2009074834A (en) * | 2007-09-19 | 2009-04-09 | Meidensha Corp | Method of controlling chassis dynamometer system |
| JP2010014409A (en) * | 2008-07-01 | 2010-01-21 | Meidensha Corp | Speed controller of chassis dynamometer |
| JP2010019712A (en) * | 2008-07-11 | 2010-01-28 | Meidensha Corp | Electric inertia control device |
| CN106461506A (en) * | 2014-06-02 | 2017-02-22 | 株式会社明电舍 | Control device for chassis dynamometer |
-
1991
- 1991-03-07 JP JP04158791A patent/JP3158461B2/en not_active Expired - Fee Related
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1999064738A1 (en) * | 1998-06-11 | 1999-12-16 | Renault | Method and device for regulating the operation of an internal combustion engine during a return to idling speed |
| FR2779768A1 (en) * | 1998-06-11 | 1999-12-17 | Renault | METHOD AND DEVICE FOR REGULATING THE OPERATION OF AN INTERNAL COMBUSTION ENGINE ON RETURN TO IDLE SPEED |
| US6577973B1 (en) | 1998-08-13 | 2003-06-10 | Schenk Pegasus Gmbh | Method and device for taking into account friction losses during the simulation of masses on stationary test benches |
| JP2009074834A (en) * | 2007-09-19 | 2009-04-09 | Meidensha Corp | Method of controlling chassis dynamometer system |
| JP2010014409A (en) * | 2008-07-01 | 2010-01-21 | Meidensha Corp | Speed controller of chassis dynamometer |
| JP2010019712A (en) * | 2008-07-11 | 2010-01-28 | Meidensha Corp | Electric inertia control device |
| CN106461506A (en) * | 2014-06-02 | 2017-02-22 | 株式会社明电舍 | Control device for chassis dynamometer |
| CN106461506B (en) * | 2014-06-02 | 2019-01-25 | 株式会社明电舍 | Control device for chassis dynamometer |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3158461B2 (en) | 2001-04-23 |
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