Dynamometer-system dynamo control device and engine starting method therefor

Abstract

Provided is a dynamometer-system dynamo control device that can appropriately suppress the occurrence of resonance phenomena and can realize a no-load state, even in a case where an engine the inertia of which is unknown is connected. The dynamometer system comprises a dynamometer and a shaft torque meter. A dynamo control device 6 in the dynamometer system generates a torque current command signal on the basis of a torque detection signal and a torque command signal. The dynamo control device 6 comprises: a gain calculation unit 62 that multiplies the difference between the torque command signal and the torque detection signal by gain wATR and then by Ki; an integration operation unit 63 that integrates the output signal of the gain calculation unit 62; a high-pass filter 64 characterized by a response frequency wHPF; and a torque current command signal generation unit 65 that generates a torque current command signal by superimposing, onto the output signal of the integration operation unit 63, an output signal obtained by inputting the torque detection signal to the high-pass filter 64.

Claims

1. A dynamo control device for a dynamometer system, the dynamometer system including a dynamometer that is coupled to an output of an engine serving as a test piece with a shaft, a torque detector that detects torsion torque in the shaft and an inverter that supplies power to the dynamometer, the dynamo control device generating a torque current command signal for the inverter based on a torque detection signal of the torque detector and a torque command signal corresponding to a command for the torque detection signal, the dynamo control device comprising: a gain calculation unit which multiplies a difference between the torque command signal and the torque detection signal by a predetermined gain; an integration operation unit which integrates an output signal of the gain calculation unit; a high-pass filter that passes only a component on a high-frequency side with respect to a predetermined response frequency and attenuates a component on a low-frequency side with respect to the response frequency; and a torque current command signal generation unit which generates the torque current command signal by superimposing, on an output signal of the integration operation unit, an output signal obtained by inputting the torque detection signal to the high-pass filter.

2. The dynamo control device of the dynamometer system according to claim 1, wherein the gain calculation unit multiplies the difference between the torque command signal and the torque detection signal by a first gain that is a constant having a frequency dimension and a second gain that is a dimensionless constant.

3. The dynamo control device of the dynamometer system according to claim 2, wherein the first gain is set to a value which is substantially equal to the response frequency.

4. A method of starting an engine of a dynamometer system, wherein while the torque current command signal in which the torque command signal is set to 0 and which is generated with the dynamo control device according to claim 3 is being input to the inverter, a motor other than the dynamometer is used so as to start the engine.

5. The dynamo control device of the dynamometer system according to claim 3, wherein the second gain is set to a value calculated by use of a design value of inertia of the dynamometer and an upper limit value and a lower limit value of inertia of the test piece.

6. The dynamo control device of the dynamometer system according to claim 2, wherein the second gain is set to a value calculated by use of a design value of inertia of the dynamometer and an upper limit value and a lower limit value of inertia of the test piece.

7. A method of starting an engine of a dynamometer system, wherein while the torque current command signal in which the torque command signal is set to 0 and which is generated with the dynamo control device according to claim 6 is being input to the inverter, a motor other than the dynamometer is used so as to start the engine.

8. A method of starting an engine of a dynamometer system, wherein while the torque current command signal in which the torque command signal is set to 0 and which is generated with the dynamo control device according to claim 2 is being input to the inverter, a motor other than the dynamometer is used so as to start the engine.

9. A method of starting an engine of a dynamometer system, wherein while the torque current command signal in which the torque command signal is set to 0 and which is generated with the dynamo control device according to claim 1 is being input to the inverter, a motor other than the dynamometer is used so as to start the engine.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 is a diagram showing the configuration of a dynamometer system using a dynamo control device according to an embodiment of the present invention;

(2) FIG. 2 is a diagram showing the configuration of a control circuit in the dynamo control device;

(3) FIG. 3 is a diagram showing response waveforms of the engine speed and shaft torque when the engine is started by a method of starting the engine according to the present embodiment (engine inertia=0.1 [kg.Math.m.sup.2]);

(4) FIG. 4 is a diagram showing response waveforms of the engine speed and the shaft torque when the engine is started by the method of starting the engine according to the present embodiment (engine inertia=0.3 [kg.Math.m.sup.2]);

(5) FIG. 5 is a diagram showing response waveforms of the engine speed and the shaft torque when the engine is started by the method of starting the engine according to the present embodiment (engine inertia=0.5 [kg.Math.m.sup.2]);

(6) FIG. 6 is a diagram showing the configuration of a dynamometer system;

(7) FIG. 7 is a diagram showing response waveforms of the engine speed and shaft torque at the time of start when the engine is started while a dynamometer in an uncontrolled state is being connected to the engine (engine inertia=0.1 [kg.Math.m.sup.2]);

(8) FIG. 8 is a diagram showing response waveforms of the engine speed and the shaft torque at the time of start when the engine is started while the dynamometer in the uncontrolled state is being connected to the engine (engine inertia=0.3 [kg.Math.m.sup.2]); and

(9) FIG. 9 is a diagram showing response waveforms of the engine speed and the shaft torque at the time of start when the engine is started while the dynamometer in the uncontrolled state is being connected to the engine (engine inertia=0.5 [kg.Math.m.sup.2]).

PREFERRED MODE FOR CARRYING OUT THE INVENTION

(10) An embodiment of the present invention will be described in detail below with reference to drawings. FIG. 1 is a diagram showing the configuration of a dynamometer system 1 using a dynamo control device 6 according to the present embodiment. The dynamometer system 1 includes: an engine E which serves as a test piece; a dynamometer D which is coupled through a coupling shaft S to a crankshaft that is an output shaft of the engine E; an engine control device 5 which controls the engine E through a throttle actuator 2 and a cell motor M; an inverter 3 which supplies power to the dynamometer D; a dynamo control device 6 which controls the dynamometer D through the inverter 3; a shaft torque meter 7 which detects torsion torque in the coupling shaft S; and an encoder 8 which detects the rotation speed of the dynamometer D.

(11) As the coupling shaft S, a machine component, such as a clutch, a transmission or a propeller shaft, which is to be installed in a vehicle together with the engine E may be used or a high-rigidity test shaft which is prepared separately from these machine components may be used.

(12) The shaft torque meter 7 detects torsion torque acting on a portion of the coupling shaft S extending from the engine E to the dynamometer D which is closer to the dynamometer D than to the engine E from, for example, the amount of distortion in the direction of torsion of the coupling shaft S, and transmits a signal substantially proportional to a detection value to the dynamo control device 6.

(13) The engine control device 5 drives the cell motor M with predetermined timing so as to start the engine E, then drives the throttle actuator 2 in a predetermined form and controls the output of the engine E.

(14) The dynamo control device 6 generates a torque current command signal corresponding to a torque value to be generated in the dynamometer D based on the detection signal of the shaft torque meter 7, a detection signal of the encoder 8 and the like such that power generated in the engine E is absorbed in a predetermined form, and inputs the torque current command signal to the inverter 3.

(15) In the dynamometer system 1, while the degree of throttle opening of the engine E is being controlled with the engine control device 5, the dynamo control device 6 is used to control the torque and the speed of the dynamometer D, and thus (1) the start of the engine E, (2) the measurement of the inertia moment of the engine E, (3) the evaluation tests of the durability, the fuel consumption, the exhaust purification performance and the like in the engine E and the like are performed. In particular, a configuration for realizing functions on (1) the start of the engine E among various functions realized by the dynamometer system 1 will be mainly described in detail below.

(16) FIG. 2 is a diagram showing the configuration of a control circuit in the dynamo control device 6 according to the present embodiment. The control circuit shown in FIG. 2 is a control circuit which is preferably used in particular when the engine that is installed in the dynamometer system for the first time is started. A method of starting the engine with the control circuit of FIG. 2 will be described later.

(17) The dynamo control device 6 includes a differential calculation unit 61, a gain calculation unit 62, an integration operation unit 63, a high-pass filter 64 and a torque current command signal generation unit 65.

(18) The differential calculation unit 61 calculates a difference between the torque detection signal of the shaft torque meter and a torque command signal which corresponds to a command for the torque detection signal and which is determined by unillustrated processing (which is the torque command signalthe torque detection signal, and which is also referred to as a shaft torque difference in the following description).

(19) The gain calculation unit 62 multiplies the shaft torque difference calculated by the differential calculation unit 61 by a first gain wATR for determining control responsiveness and a second gain Ki for determining control stability.

(20) Here, the value of the first gain wATR is determined based on a rough value of a resonant frequency in a machine system including the engine and the dynamometer. More specifically, the value of the first gain wATR is set to about one tenth of the resonant frequency (about several tens of Hz) in the machine system described above.

(21) The value of the second gain Ki is determined based on the value of the inertia moment of the dynamometer which is known, a rough value of the inertia moment of the engine which is unknown and the like. More specifically, the value of the second gain Ki is set to a value calculated by formula below by use of a lower limit value J1a and an upper limit value J1b in a range assumed to be the inertia moment of the engine installed as the test piece and a design value J2 of the inertia moment of the dynamometer which is known.

(22) $\begin{array}{cc}\mathrm{Ki}=\sqrt{\frac{J1a+J2}{J1a}.Math.\frac{J1b+J2}{J1b}}& \left(1\right)\end{array}$

(23) The integration operation unit 63 calculates the integral value of the shaft torque difference multiplied by the two gains wATR and Ki so as to calculate an integral operation amount.

(24) The high-pass filter 64 is a filter which is characterized by a predetermined response frequency wHPF, and passes, from the torque detection signal of the shaft torque meter, only a component on a high-frequency side with respect to the response frequency wHPF and attenuates a component on a low-frequency side. As the transfer function GHPF(s) of the high-pass filter 64, for example, a formula below is used. In the formula below, s represents a Laplace operator. Here, the value of the response frequency wHPF is determined based on, for example, the same value as the first gain wATR or the rough value of the resonant frequency in the machine system including the engine and the dynamometer described previously.

(25) $\begin{array}{cc}\mathrm{GHPF}\left(s\right)=\frac{s}{s+\mathrm{wHPF}}& \left(2\right)\end{array}$

(26) The torque current command signal generation unit 65 generates the torque current command signal by superimposing, on the integral operation amount calculated by the integration operation unit 63, an output signal obtained by inputting the torque detection signal to the high-pass filter 64.

(27) With reference back to FIG. 1, the method of starting the engine E with the control circuit of FIG. 2 in the dynamometer system 1 will be described. In the dynamometer system 1, when the engine E where the value of the inertia moment thereof is not specifically identified is started for the first time, while the torque current command signal generated by inputting the torque command signal set to 0 [Nm] and the torque detection signal of the shaft torque meter 7 to the dynamo control device 6 of the control circuit shown in FIG. 2 is being inputting to the inverter 3, the engine control device 5 and the cell motor M are used to start the engine E (so-called cranking).

(28) FIGS. 3 to 5 show response waveforms of the engine speed and shaft torque at the time of start when the engine E is started by the method of starting the engine described above.

(29) FIGS. 3, 4 and 5 show results obtained by using the engine whose inertia is 0.1 [kg.Math.m.sup.2], the engine whose inertia is 0.3 [kg.Math.m.sup.2] and the engine whose inertia is 0.5 [kg.Math.m.sup.2], respectively.

(30) In order for the results of FIGS. 3 to 5 to be obtained, the values of a plurality of parameters (wATR, Ki and wHPF) defined in the control circuit of the dynamo control device are set as below with the assumption that the resonant frequency of the machine system and the inertia moment of the engine are unknown. Specifically, the first gain wATR and the response frequency wHPF are assumed to be equal to each other (wATR=wHPF). As the specific values thereof, based on the experience that the resonant frequency is roughly several tens of Hz, it is assumed that wATR=wHPF=25 [rad/s]. Based on the experience that the inertia moment of the engine is within about 0.1 to 0.5 [kg.Math.m.sup.2], the value of the second gain Ki is set based on formula (1) above. More specifically, with the assumption that J1a=0.1 [kg.Math.m.sup.2], J1b=0.5 [kg.Math.m.sup.2] and J2=0.12 [kg.Math.m.sup.2], Ki=1.65.

(31) As is clear from comparison between the results of FIGS. 3 to 5 (the case where the dynamo control device of FIG. 2 is used) and the results of FIGS. 7 to 9 (the case where the dynamometer is brought into the uncontrolled state), in the present invention, though the engine and the dynamometer are connected with the coupling shaft, the engine speed at the time of start is substantially equal to that in the case of the engine alone. In the present invention, the torsion resonance in the coupling shaft which connects the engine and the dynamometer together is reduced, and the value thereof is controlled to be about 0 [Nm]. Specifically, the dynamo control device of FIG. 2 is used, and thus even when the value of the inertia moment of the engine cannot be previously grasped accurately, it is possible to obtain startability substantially equivalent to the engine alone while the no-load state is being realized (in other words, the inertia of the dynamometer is undertaken by the engine).

EXPLANATION OF REFERENCE NUMERALS

(32) 1: dynamometer system 3: inverter 6: dynamo control device 62: gain calculation unit 63: integration operation unit 64: high-pass filter 65: torque current command signal generation unit 7: shaft torque meter (torque detector) D: dynamometer E: engine (test piece) S: coupling shaft (shaft)