Apparatus and method for testing vehicle drive system

Abstract

To provide a vehicle drive system test device that enables testing in consideration of characteristics such as wheel diameter difference and running resistance of railway vehicles.SOLUTION: A vehicle drive system test device comprises a plurality of combinations of: a load machine connected to a test machine being an electric motor via a shaft; and a power converter that drives the load machine. The vehicle drive system test device further comprises: a speed detector for detecting speed of each load machine; a controller for controlling each power converter; and a vehicle model calculator that calculates a speed command value for each load machine based on data related to a vehicle to be tested. Each controller has a test torque detector or a test torque estimator, outputs torque of the test machine detected by the test torque detector or estimated by the test torque estimator to the vehicle model calculator, calculates a load machine torque command value based on a difference between a speed command value of the load machine calculated by the vehicle model calculator and a speed of the load machine, and controls the power converter using the load machine torque command value.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a testing device and a testing method for a vehicle drive system, and is suitable for use in railway vehicles. [Background technology]

[0002] In order to test the motor drive system of an automobile, an automobile dynamometer system or a dynamometer that controls the load generator to perform electric inertia control has been proposed. These are devices for testing the drive train, engine, etc. of an automobile.

[0003] For example, Patent Document 1 proposes control for rotating the front and rear wheels at synchronous speeds using a dynamometer system.

[0004] Moreover, Patent Document 2 proposes a control that simulates the running state of an actual vehicle by load control that simulates tire inertia and vehicle body inertia using a dynamometer. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent No. 6525076 [Patent Document 2] Patent No. 6737363 Summary of the Invention [Problem to be solved by the invention]

[0006] The known technology described in the Background Art section above is technology for testing equipment used in automobile testing, and cannot take into account characteristics such as wheel diameter difference and running resistance that are desired to be simulated for railway use, and therefore cannot properly evaluate railway drive systems.

[0007] An object of the present invention is to provide a test facility for a railway drive system that takes into account wheel diameter differences and running resistance. [Means for solving the problem]

[0008] In order to solve the above problems, one representative vehicle drive system testing device of the present invention includes a plurality of combinations of a load machine connected to a test machine, which is an electric motor, via a shaft, and a power converter that drives the load machine, and includes a speed detector that is provided for each of the plurality of load machines and detects the speed of each of the load machines, a controller that is provided for each of the plurality of power converters and controls each of the power converters, and a speed command value for each of the plurality of load machines is calculated based on data related to a vehicle to be tested using the detected or estimated torque of each of the plurality of test machines as an input. output and a vehicle model calculator for estimating the torque of the test machine from a test torque detection unit that detects the torque of the test machine or a speed of the load machine detected by a speed detector, and the torque of the test machine detected by the test torque detection unit or estimated by the test torque estimation unit is output to the vehicle model calculator, and the vehicle model calculator Output A load torque command value is calculated based on the difference between the load speed command value and the load speed, and the load torque command value is used to control the power converter. The vehicle model calculator includes an axle torque calculator that calculates the torque of each of the vehicle's axles from the torque of each of the multiple test machines input from each of the controllers, a vehicle speed calculator that calculates the vehicle speed of the vehicle based on the difference between an average axle torque obtained by averaging the axle torques and the vehicle resistance of the vehicle, and a speed command value calculator that performs correction according to the wheel diameter of each axle from the calculated vehicle speed to calculate a speed command value for each of the axles and outputs the speed command value for each load machine. It is something. Effect of the Invention

[0009] According to the present invention, it is possible to provide a test facility for a railway drive system that takes into account wheel diameter difference and running resistance. Problems, configurations and effects other than those described above will become apparent from the description of the following embodiments. [Brief description of the drawings]

[0010] [Figure 1] 1 is a block diagram showing an overall configuration of a drive system test facility according to a first embodiment of the present invention. [Diagram 2] FIG. 2 is a block diagram showing a configuration of a vehicle model according to the first embodiment. [Diagram 3] FIG. 13 is a diagram showing the characteristics of a tangential force coefficient table used in a slip test. [Figure 4] FIG. 11 is a block diagram showing a configuration of a vehicle model according to a second embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, with reference to the drawings, a description will be given of Examples 1 and 2 as modes for carrying out the present invention. Note that the present invention is not limited to Examples 1 and 2. In addition, in the description of the drawings, the same parts are denoted by the same reference numerals.

[0012] In the following Examples 1 and 2, a two-axis test apparatus is used as an example, but the present invention is not limited to this and can also be applied to, for example, four-axis, six-axis, and eight-axis test apparatus.

[0013] In addition, although an example is shown in which a combination of a three-phase AC machine and an inverter is used as the load machine and the power converter used to drive and control the load machine, a combination of a DC machine and a chopper may also be used, and the load machine may be another AC machine such as a single-phase AC machine. EXAMPLES

[0014] 1 is a block diagram showing the overall configuration of a motor drive system test device according to a first embodiment of the present invention, The test device of the first embodiment will be described with reference to FIG.

[0015] The inverter under test 11 supplies an output voltage according to the voltage command value VT1* to a device under test 13. Here, as the device under test 13, an electric motor driven by the inverter under test 11 is used.

[0016] The test machine 13 is connected to a load machine 17 via a shaft 15 . The load machine 17 is driven by being supplied with an output voltage according to the voltage command value VG1* from the inverter 21. Here, as the load machine 17, an electric motor driven by the inverter 21 is used.

[0017] The speed detection means 19 detects the rotation speed ωG1 of the load machine 17 and sends rotation speed information ωG1 to the test torque estimation means 27 and the speed control means 25.

[0018] The test torque estimation means 27 estimates the test torque TMest1 of the test device 13 from the rotation speed ωG1 by using, for example, a disturbance observer.

[0019] The test machine torque TMest1 is sent to the vehicle model 51, and the speed command value ωG1* of the load machine 17 is calculated.

[0020] The speed control means 25 compares the speed command value ωG1* of the load machine 17 with the rotational speed ωG1 and reduces the deviation between the two to zero, i.e., calculates the torque command value TG1* of the load machine 17, for example, using a PI controller, so that the speed command value ωG1* of the load machine 17 and the rotational speed ωG1 match.

[0021] The torque control means 23 calculates a voltage command value VG1* so that the torque of the load machine 17 becomes equal to the torque command value TG1*.

[0022] The above configuration, excluding the vehicle model 51, constitutes the first axle test device 29. Further, the second axle test device 49 provided for the remaining one of the two axles has exactly the same configuration as the first axle test device 29 (description of each component is omitted since it is similar to the first axle test device 29).

[0023] Next, the vehicle model 51 used in common by the first axle test device 29 and the second axle test device 49 will be described. FIG. 2 is a block diagram showing a configuration of a vehicle model 51 according to the first embodiment.

[0024] The torque TMest1 of the test machine on the first axle side is input, and the difference between this and the vehicle torque Tbg1 is calculated by a subtractor 61 and input to an integrator 63.

[0025] An integrator 63 multiplies the inverse of the inertia Jw equivalent to the wheel as a gain, integrates the result over time, and outputs a load speed command value ωG1*.

[0026] A gain 65 multiplies the load speed command value ωG1* by (the wheel radius r1 of the first axle ÷ the gear ratio Gr) to convert it to vehicle speed, and a subtractor 67 calculates the difference from the vehicle speed vb to output the slip speed vs1.

[0027] A tangential force coefficient calculation unit 69 receives the slip velocity vs1 as an input and outputs a tangential force coefficient μ1 by, for example, referring to a table.

[0028] The driving shaft torque calculation unit 71 multiplies the tangential force coefficient μ1 by the driving shaft body mass W and the gravitational acceleration g to calculate the driving shaft torque FW1.

[0029] The driving shaft torque FW1 is multiplied by (wheel radius r1 of the first shaft ÷ gear ratio Gr) using a gain 73 to be converted into a vehicle torque Tbg1, which is input to the subtractor 61.

[0030] Similarly, for the second axle, the torque TMest2 of the test machine on the second axle side is input, and the difference between this and the vehicle torque Tbg2 is calculated by a subtractor 81 and input to an integrator 83.

[0031] An integrator 83 multiplies the inverse of the inertia Jw equivalent to the wheel as a gain, integrates the result over time, and outputs a load speed command value ωG2*.

[0032] A gain 85 multiplies the load speed command value ωG2* by (the wheel radius r2 of the second shaft ÷ the gear ratio Gr) to convert it to vehicle speed, and a subtractor 87 calculates the difference from the vehicle speed vb to output the slip speed vs2.

[0033] A tangential force coefficient calculation unit 89 receives the slip velocity vs2 as an input and outputs a tangential force coefficient μ2 by, for example, referring to a table.

[0034] The driving shaft torque calculation unit 91 multiplies the tangential force coefficient μ2 by the driving shaft body mass W and the gravitational acceleration g to calculate the driving shaft torque FW2.

[0035] The driving shaft torque FW2 is multiplied by (wheel radius r2 of the second shaft ÷ gear ratio Gr) using a gain 93 to be converted into a vehicle torque Tbg2, which is input to a subtractor 81.

[0036] Further, an adder 101 adds the driving shaft torque FW1 and the driving shaft torque FW2, and divides the sum by 2 at a gain 103 to calculate an average driving shaft torque FW.

[0037] The difference between the average driving shaft torque FW and the vehicle resistance Fd is calculated by a subtractor 105 and input to an integrator 107 .

[0038] An integrator 107 divides and integrates by the vehicle weight Mb per moving axle to output the vehicle speed vb.

[0039] A vehicle resistance calculator 109 calculates a vehicle resistance Fd from the vehicle speed vb and inputs the calculated vehicle resistance Fd to the subtractor 105 .

[0040] Among the quantities used above, the driving axle body mass W, wheel radii r1 and r2, gear ratio Gr, vehicle body weight Mb per driving axle, and vehicle resistance may be changed depending on the vehicle to be simulated. Also, the driving axle body mass W and vehicle body weight Mb per driving axle may be changed depending on the passenger load.

[0041] Furthermore, the vehicle resistance may be composed of, for example, departure resistance, running resistance, gradient resistance, or curve resistance, and the vehicle's running pattern information may be stored, and the gradient information and curve information used for calculating the gradient resistance and curve resistance may be changed according to time or running distance. Here, the running resistance may be changed simply according to the speed, or the calculation method may be changed in tunnel sections depending on the running pattern.

[0042] In the vehicle model 51 shown in FIG. 2, it is possible to take into account the wheel diameter difference by changing the set values ​​of the wheel radius r1 of the first axle and the wheel radius r2 of the second axle.

[0043] Furthermore, by calculating the vehicle resistance according to the driving pattern, it is possible to realize a test that simulates the driving pattern of an actual vehicle.

[0044] Furthermore, in the tangential force coefficient calculation unit 69 and the tangential force coefficient calculation unit 89, it is possible to simulate changes in the rail condition and test the slip phenomenon.

[0045] Figure 3 shows the characteristics of the tangential force coefficient table used in the slip test. For example, as shown in Figure 3, by switching the table to be referred to, the slip phenomenon test is performed by simulating the change in rail condition from dry to wet. In this case, the gain multiplied by the table may be simply changed over time.

[0046] As described above, by constructing a vehicle model, it is possible to take into account the wheel diameter difference specific to railway vehicles, take into account vehicle resistance, and reproduce the wheel slip phenomenon, making it possible to perform tests on the test equipment in the same way as on an actual railway vehicle.

[0047] In the first embodiment, a disturbance observer is used as the sample torque estimation means 27, but the same effect can be obtained by using a torque sensor capable of detecting the sample torque. In this case, a sample torque detection means using a torque sensor is used instead of the sample torque estimation means. However, using a disturbance observer can simplify the system by not using a torque sensor. EXAMPLES

[0048] 4 is a block diagram showing the configuration of a vehicle model 51 according to a second embodiment of the present invention. Note that the first axle test device and the second axle test device in the second embodiment have the same configuration as those in the first embodiment shown in FIG. 1, and therefore are not shown in the figures.

[0049] The test machine torque TMest1 is input and multiplied by the ratio (r1 / rave) of the wheel radius r1 of the first axle to the average wheel radius rave at a gain 121.

[0050] Similarly, the test machine torque TMest2 is input and multiplied by the ratio (r2 / rave) of the wheel radius r2 of the second axle to the average wheel radius rave at a gain 123.

[0051] The two multiplied values ​​are added by adder 125 and halved by gain 127 to calculate the average. Then, subtracter 129 subtracts the torque equivalent TFd of the vehicle resistance from the output of gain 127 and inputs the result to integrator 131.

[0052] An integrator 131 multiplies the inverse of the inertia Jbg corresponding to the equivalent inertia of the vehicle wheels and body as a gain, and outputs an average load speed command value ωG_ave* by time integration.

[0053] A gain 133 multiplies the average load speed command value ωG_ave* by the ratio (rave / Gr) between the average wheel radius rave and the gear ratio Gr, and outputs the vehicle speed vb.

[0054] The vehicle resistance calculator 135 performs the same calculation as the vehicle resistance calculator 109 in the first embodiment, and calculates the vehicle resistance Fd from the vehicle speed vb.

[0055] A gain 137 multiplies the vehicle resistance Fd by the ratio (rave / Gr) of the average wheel radius rave to the gear ratio Gr, and outputs a torque equivalent TFd of the vehicle resistance.

[0056] A gain 139 multiplies the average load speed command value ωG_ave* by the ratio (rave / r1) of the average wheel radius rave to the wheel radius r1 of the first shaft, and outputs the load speed command value ωG1* of the first shaft.

[0057] Similarly, a gain 141 multiplies the average load speed command value ωG_ave* by the ratio (rave / r2) of the average wheel radius rave to the wheel radius r2 of the second shaft, and outputs the load speed command value ωG2* of the second shaft.

[0058] As described above, by configuring the vehicle model 51 of the second embodiment, it is possible to take into account the wheel diameter difference and vehicle resistance that are specific to railways, as in the first embodiment, and therefore it is possible to perform tests using the test equipment similar to those performed on an actual railway vehicle.

[0059] However, Example 2 differs from Example 1 in that it is not possible to reproduce the slip phenomenon. However, since there is no need to prepare a table of tangential force coefficients, it is possible to more easily take into account the wheel diameter difference and vehicle resistance compared to Example 1.

[0060] Furthermore, as a simpler vehicle model that only considers the wheel diameter difference, the loop for subtracting the vehicle resistance calculated from the vehicle speed may be removed from the configuration of vehicle model 51 in the second embodiment.

[0061] Although the embodiment of the present invention has been described above, the present invention is not limited to the above-described embodiment, and various modifications are possible without departing from the gist of the present invention. [Explanation of symbols]

[0062] 11, 31: Test inverter, 13,33: Test machine, 15,35: shaft, 17,37: Load machine, 19, 39: speed detection means, 21, 41: inverter, 23, 43: torque control means, 25, 45: speed control means, 27, 47: Test torque estimation means; 51: Vehicle model, 61, 67, 81, 87, 105, 129: subtractor, 63,83,107,131: Integrator, 65,73,85,93,103,121,123,127,133,137,139,141: Gain, 69, 89: tangential force coefficient calculation unit, 71, 91: shaft torque calculation unit, 101,125: adder, 109,135: Vehicle resistance calculator

Claims

1. A plurality of combinations of a load machine connected to a test machine, which is an electric motor, via a shaft, and a power converter that drives the load machine are provided, a speed detector provided for each of the plurality of load machines and detecting a speed of each of the load machines; a controller provided for each of the plurality of power converters and controlling each of the power converters; a vehicle model calculator that receives the detected or estimated torque of each of the plurality of test machines as an input and outputs a speed command value for each of the plurality of load machines based on data related to a vehicle to be tested; Equipped with Each of the controllers has a test torque detection unit that detects the torque of the test machine or a test torque estimation unit that estimates the torque of the test machine from the speed of the load machine detected by the speed detector, outputs the torque of the test machine detected by the test torque detection unit or estimated by the test torque estimation unit to the vehicle model calculator, calculates a load machine torque command value based on the difference between the speed command value of the load machine output by the vehicle model calculator and the speed of the load machine, and controls the power converter using the load machine torque command value. The vehicle model calculator includes: an axle torque calculation unit that calculates an axle torque of each of the vehicle axles from the torques of each of the plurality of test machines input from each of the controllers; a vehicle speed calculation unit that calculates a vehicle speed of the vehicle based on a difference between an average driving shaft torque obtained by averaging the driving shaft torques and a vehicle resistance component of the vehicle; a speed command value calculation unit that performs correction according to the wheel diameter of each of the driving axles from the calculated vehicle speed, calculates a speed command value for each of the driving axles, and outputs the speed command value for each of the load machines.

1. A vehicle drive system testing device comprising:

2. 2. The vehicle drive system testing device according to claim 1, The driving axle torque calculation unit includes a calculation based on a tangential force coefficient of the vehicle when calculating a driving axle torque of each of the driving axles of the vehicle from the torques of each of the plurality of test machines.

1. A vehicle drive system testing device comprising:

3. A test device comprising a test motor, a load machine connected via a shaft, and a power converter for driving the load machine, a speed detector provided for each of the plurality of load machines and detecting a speed of each of the load machines; a controller provided for each of the plurality of power converters and controlling each of the power converters; a vehicle model calculator that receives the detected or estimated torque of each of the plurality of test machines as an input and outputs a speed command value for each of the plurality of load machines based on data related to a vehicle to be tested; Equipped with Each of the controllers has a test torque detection unit that detects the torque of the test machine or a test torque estimation unit that estimates the torque of the test machine from the speed of the load machine detected by the speed detector, outputs the torque of the test machine detected by the test torque detection unit or estimated by the test torque estimation unit to the vehicle model calculator, calculates a load machine torque command value based on the difference between the speed command value of the load machine output by the vehicle model calculator and the speed of the load machine, and controls the power converter using the load machine torque command value. The vehicle model calculator includes: A first correction is made to the torque of each of the plurality of test machines input from each of the controllers in accordance with the wheel diameter of the axle of the vehicle corresponding to each of the plurality of test machines, an average torque obtained by averaging the torques of each of the plurality of test machines after the first correction is calculated based on the inertia of the vehicle to calculate an average speed command value for each of the plurality of load machines, and a second correction is made to the average speed command value in accordance with the wheel diameter of the axle of the vehicle to output the speed command value for each of the load machines.

1. A vehicle drive system testing device comprising:

4. 4. The vehicle drive system testing device according to claim 3, The vehicle model calculator includes: Calculating an average speed command value of the plurality of load machines by performing a calculation based on an inertia of the vehicle from a difference between an average torque obtained by averaging the torques of the plurality of test machines after the first correction and a vehicle resistance of the vehicle.

1. A vehicle drive system testing device comprising:

5. A method for testing a vehicle drive system having a plurality of combinations of a load machine connected to a test subject which is an electric motor via a shaft, and a power converter which drives the load machine, comprising: a vehicle model that outputs a speed command value for each of the plurality of load machines based on data related to a vehicle to be tested from the torque of each of the plurality of test machines; the vehicle model calculates an axle torque for each of the vehicle's axles from the torque of each of the multiple test machines, calculates a vehicle speed of the vehicle based on a difference between an average axle torque obtained by averaging the axle torques and a vehicle resistance component of the vehicle, performs a correction based on the calculated vehicle speed in accordance with the wheel diameter of each of the axles, calculates a speed command value for each of the axles, and outputs the speed command value for each of the load machines; A torque of the test machine is detected or estimated, a load machine torque command value is calculated based on a difference between a speed command value of the load machine output by the vehicle model from the torque of the test machine and a speed of the load machine, and the power converter is controlled using the load machine torque command value.

13. A method for testing a drive system for a vehicle, comprising:

6. A method for testing a vehicle drive system according to claim 5, comprising: The vehicle model is performing a calculation based on a tangential force coefficient of the vehicle from the torque of each of the plurality of test vehicles, and calculating a driving axle torque of each of the driving axles of the vehicle from the result of the calculation; 13. A method for testing a drive system for a vehicle, comprising:

7. A method for testing a vehicle drive system having a plurality of combinations of a load machine connected to a test subject which is an electric motor via a shaft, and a power converter which drives the load machine, comprising: a vehicle model that outputs a speed command value for each of the plurality of load machines based on data related to a vehicle to be tested from the torque of each of the plurality of test machines; The vehicle model is a first correction is made to the torque of each of the plurality of test machines in accordance with the wheel diameter of the axle of the vehicle corresponding to each of the plurality of test machines, an average torque obtained by averaging the torques of each of the plurality of test machines after the first correction is calculated by a calculation based on the inertia of the vehicle, and a second correction is made to the average speed command value in accordance with the wheel diameter of the axle of the vehicle, and a speed command value for each of the load machines is output; A torque of the test machine is detected or estimated, a load machine torque command value is calculated based on a difference between a speed command value of the load machine output by the vehicle model from the torque of the test machine and a speed of the load machine, and the power converter is controlled using the load machine torque command value.

13. A method for testing a drive system for a vehicle, comprising:

8. 8. A method for testing a vehicle drive system according to claim 7, comprising the steps of: The vehicle model is Calculating an average speed command value of the plurality of load machines by a calculation based on an inertia of the vehicle from a difference between an average torque obtained by averaging the torques of the plurality of test machines after the first correction and a vehicle resistance of the vehicle.

13. A method for testing a drive system for a vehicle, comprising:

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