Powertrain test equipment

Abstract

To provide a test device for a power transmission system having dynamos that are connected respectively with a first output shaft and a second output shaft of a power transmission differential gear for a vehicle, and to obtain a configuration that can prevent a fluctuation of torque distributed to the first output shaft and the second output shaft.SOLUTION: A test device 1 for a power transmission system is a device that tests a power transmission system having a power transmission differential gear D for a vehicle that transmits a driving force generated by a driving source and distributes the driving force to a first output shaft D1 and a second output shaft D2. The test device 1 for a power transmission system has: a first dynamo 11 and a second dynamo 12 that are connected respectively with the first output shaft D1 and the second output shaft D2 and function as loads of the power transmission differential gear D for a vehicle; and a first control unit 14 that controls the drive of the first dynamo 11 and the second dynamo 12 based on a torque command obtained by feeding back the rotation speed of the first dynamo 11 to a speed command.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a power transmission system testing device that tests a power transmission system having a power transmission differential that transmits driving force generated by a drive source and distributes the driving force to a first output shaft and a second output shaft. [Background technology]

[0002] There is known a power transmission system testing device for testing a power transmission system having a power transmission differential that transmits driving force generated by a drive source and distributes it to a first output shaft and a second output shaft. For example, Patent Document 1 discloses an example of such a power transmission system testing device, which is an electric dynamometer for automobile testing equipment that performs a simulated turning test by controlling dynamometers that are connected to the left and right axles and are current-controlled to maintain a constant average speed and absorb torque, based on a differential rotation command. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 6-265440 Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, when testing a power transmission system having a differential gear (power transmission differential device) that transmits driving force generated by a drive source and distributes it to a first output shaft and a second output shaft, as in the configuration disclosed in the aforementioned Patent Document 1, dynamos are connected to the first output shaft and the second output shaft, respectively. In this way, the dynamos connected to the first output shaft and the second output shaft of the power transmission differential device, respectively, are speed-controlled separately so that they run at the same speed.

[0005] Therefore, there is a slight difference in the rotational speeds of the dynamos connected to the first output shaft and the second output shaft, respectively. This causes a subtle change in tooth contact at the meshing portion of the gears of the power transmission differential. This change in tooth contact changes the torque distributed to the first output shaft and the second output shaft in the power transmission differential. After that, when the change in tooth contact becomes large to a certain extent, the meshing of the gears of the power transmission differential changes, and the difference in torque distributed to the first output shaft and the second output shaft becomes smaller.

[0006] In this way, when the speed of the dynamos connected to the first output shaft and the second output shaft of the power transmission differential device, respectively, is controlled, the torque distributed to the first output shaft and the second output shaft changes in a sawtooth pattern.

[0007] In order to accurately test a power transmission system having the power transmission differential, it is desirable to suppress the sawtooth torque variation as described above as much as possible.

[0008] The object of the present invention is to provide a configuration in a power transmission system testing device having dynamos connected to a first output shaft and a second output shaft of a vehicle power transmission differential device, which is capable of suppressing fluctuations in torque distributed to the first output shaft and the second output shaft. [Means for solving the problem]

[0009] A powertrain testing device according to one embodiment of the present invention is a powertrain testing device for testing a powertrain having a vehicle powertrain differential that transmits driving force generated by a drive source and distributes it to a first output shaft and a second output shaft. This powertrain testing device includes a first dynamo and a second dynamo connected to the first output shaft and the second output shaft, respectively, and functioning as loads for the vehicle powertrain differential, and a drive control unit that controls the drive of the first dynamo and the second dynamo based on a torque command obtained by feeding back the rotational speed of the first dynamo to a speed command (first configuration).

[0010] The first and second dynamos connected to the first and second output shafts, respectively, of a vehicle power transmission differential may be speed-controlled based on a corrected speed command obtained by feeding back the rotational speeds of the first and second dynamos to the speed command.

[0011] In this type of speed control, since there is a slight difference between the rotational speeds of the first and second dynamos, tooth contact at the meshing portions of the gears in the vehicle power transmission differential device changes little by little, which causes a change in the output torque from the vehicle power transmission differential device to the first and second dynamos, and this change acts as an acceleration torque for the first and second dynamos, resulting in a difference in rotational speed between the first and second dynamos.

[0012] When the rotational speed of the first dynamo is controlled to be constant and the rotational speed of the second dynamo is controlled to be constant, the tooth contact changes without changing the meshing of the gears in the vehicle power transmission differential, and the change in the output torque from the vehicle power transmission differential to the first dynamo and the second dynamo increases.

[0013] In contrast, by controlling the first and second dynamos based on the same torque command as in the above configuration, variations in rotation speed can be tolerated compared to when the first and second dynamos are speed-controlled, which makes it easier for tooth contact at the meshing portions of the gears in the vehicle power transmission differential to change, and the meshing of the gears also becomes more variable.

[0014] Therefore, as described above, it is possible to suppress the increase in the change in output torque from the vehicle power transmission differential to the first dynamo and the second dynamo, and it is also possible to suppress the change in the sawtooth torque distributed to the first output shaft and the second output shaft.

[0015] Therefore, in a power transmission system testing device having a first dynamo and a second dynamo connected to the first output shaft and the second output shaft, respectively, of the vehicle power transmission differential device, a configuration is obtained that can suppress fluctuations in the torque distributed to the first output shaft and the second output shaft.

[0016] In the above-described configuration, the first and second dynamos are driven and controlled as loads of the vehicle power transmission differential, so that the rotational speeds of the first and second dynamos can be matched to some extent without controlling them individually. Therefore, the first and second dynamos can be driven and controlled by a torque command.

[0017] In the first configuration, the drive control unit has a torque command correction unit that corrects the torque command so that the difference in rotational speed between the first dynamo and the second dynamo falls within a predetermined range (second configuration).

[0018] This prevents the difference between the rotational speeds of the first and second dynamos from exceeding a predetermined range that would affect the vehicle power transmission differential. This prevents the difference between the rotational speeds of the first and second dynamos from becoming too large, making it easier to change the tooth contact at the meshing portion of the gears in the vehicle power transmission differential, and making it easier to change the meshing of the gears.

[0019] Therefore, while suppressing the impact on the vehicle power transmission differential device, it is possible to suppress an increase in the change in output torque from the vehicle power transmission differential device to the first dynamo and the second dynamo, and it is also possible to suppress changes in the sawtooth torque distributed to the first output shaft and the second output shaft.

[0020] Therefore, in the power transmission system testing device, a configuration is obtained that can suppress fluctuations in the torque distributed to the first output shaft and the second output shaft while suppressing effects on the vehicle power transmission differential.

[0021] In the second configuration, the torque command correction unit includes a speed difference calculation unit that calculates the difference between the rotational speed of the first dynamo and the rotational speed of the second dynamo, a proportional control unit that generates an output signal by performing proportional control using the rotational speed difference calculated by the speed difference calculation unit, and a correction calculation unit that corrects the torque command using the output signal obtained by the proportional control unit (third configuration).

[0022] In the above configuration, the torque command correction unit does not have an integrator, so it can tolerate a difference between the rotation speeds of the first and second dynamos to some extent, which makes it easier for the tooth contact at the meshing portion of the gears in the vehicle power transmission differential to change, and the meshing of the gears to also change.

[0023] Therefore, it is possible to suppress an increase in the change in output torque from the vehicle power transmission differential device to the first dynamo and the second dynamo, and it is also possible to suppress a change in the sawtooth torque distributed to the first output shaft and the second output shaft.

[0024] Therefore, in the power transmission system testing device, a configuration is obtained that can suppress fluctuations in the torque distributed to the first output shaft and the second output shaft.

[0025] In the third configuration, the torque command correction unit has a dead band control unit on the signal input side of the proportional control unit that sets the rotational speed difference calculated by the speed difference calculation unit to a constant value within a specified range (fourth configuration).

[0026] This allows the torque command correction unit to more reliably tolerate the difference between the rotational speeds of the first and second dynamos within a specified range, which makes it easier for the tooth contact at the meshing portion of the gears in the vehicle power transmission differential to change, and the meshing of the gears to also change.

[0027] Therefore, it is possible to suppress an increase in the change in output torque from the vehicle power transmission differential device to the first dynamo and the second dynamo, and it is also possible to suppress a change in the sawtooth torque distributed to the first output shaft and the second output shaft.

[0028] Therefore, in the power transmission system testing device, a configuration is obtained that can suppress fluctuations in the torque distributed to the first output shaft and the second output shaft. [Effects of the Invention]

[0029] A power transmission system testing device according to one embodiment of the present invention includes a first dynamo and a second dynamo connected to a first output shaft and a second output shaft, respectively, and functioning as loads for a vehicle power transmission differential device, and a drive control unit that controls the drive of the first dynamo and the second dynamo based on a torque command obtained by feeding back the rotational speed of the first dynamo to a speed command.

[0030] This makes it possible to suppress an increase in the variation in the output torque from the vehicle power transmission differential to the first dynamo and the second dynamo, and also to suppress a change in the sawtooth torque distributed to the first output shaft and the second output shaft. Therefore, a configuration is obtained in the power transmission system testing device that can suppress fluctuations in the torque distributed to the first output shaft and the second output shaft. [Brief explanation of the drawings]

[0031] [Figure 1] FIG. 1 is a diagram schematically illustrating the configuration of a power transmission system testing device according to the first embodiment of the present invention. [Figure 2] FIG. 2 is a functional block diagram showing a schematic configuration of a first control device in the power transmission system testing device according to the first embodiment. [Figure 3] FIG. 3 is a diagram showing an example of output torques at the first output shaft and the second output shaft of the vehicle power transmission differential when the first dynamo and the second dynamo are respectively speed controlled. [Figure 4]FIG. 4 is a diagram showing an example of output torques at the first output shaft and the second output shaft of the vehicle power transmission differential when the first dynamo and the second dynamo are torque controlled. [Figure 5] FIG. 5 is a diagram showing an example of the rotation speeds of the first output shaft and the second output shaft of the vehicle power transmission differential when the first dynamo and the second dynamo are torque controlled. [Figure 6] FIG. 6 is a functional block diagram showing a schematic configuration of a first control device in a power transmission system testing device according to the second embodiment. [Figure 7] FIG. 7 is a diagram showing an example of output torque at the first output shaft and the second output shaft of a vehicle power transmission differential when the torque command for the second dynamo is corrected so that the difference between the rotation speed of the first dynamo and the rotation speed of the second dynamo is within a predetermined range. [Figure 8] FIG. 8 is a diagram showing an example of the rotational speeds of the first output shaft and the second output shaft of a vehicle power transmission differential when the torque command for the second dynamo is corrected so that the difference between the rotational speeds of the first dynamo and the second dynamo is within a predetermined range. [Figure 9] FIG. 9 is a functional block diagram showing a schematic configuration of a first control device in which a dead band control section is provided on the signal input side of a differentiator. DETAILED DESCRIPTION OF THE INVENTION

[0032] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail below with reference to the accompanying drawings. In the drawings, the same or corresponding parts are designated by the same reference numerals and the description thereof will not be repeated.

[0033] [Embodiment 1] (Overall composition) FIG. 1 is a diagram showing a schematic configuration of a powertrain testing device 1 according to a first embodiment of the present invention. This powertrain testing device 1 is a device for testing a powertrain system having a vehicle powertrain differential D. The powertrain testing device 1 is a device for evaluating the performance of a speed change mechanism TM, which is a part of the powertrain system. The speed change mechanism TM has a transmission TM1 that changes the speed of driving force input to an input shaft D3, and a vehicle powertrain differential D that distributes the output of the input shaft D3, the speed of which has been changed by the transmission TM1, to a first output shaft D1 and a second output shaft D2. In this embodiment, the speed change mechanism TM is a specimen to be tested by the powertrain testing device 1.

[0034] Although not specifically shown, the vehicle power transmission differential D has a plurality of gears therein, which mesh with each other to distribute the driving force input to the input shaft D3 to the first output shaft D1 and the second output shaft D2. The first output shaft D1, the second output shaft D2, and the input shaft D3 are connected to the vehicle power transmission differential D. The configuration of the vehicle power transmission differential D is the same as that of a general differential gear device, so a detailed description of the vehicle power transmission differential D will be omitted.

[0035] The power transmission system testing device 1 has a first dynamo 11, a second dynamo 12, a third dynamo 13, a first control device 14, and a second control device 15. As shown in Fig. 1, the first output shaft D1, the second output shaft D2, and the input shaft D3 are each provided with a torque meter T for detecting torque.

[0036] The first dynamo 11 is connected to the first output shaft D1 of the vehicle power transmission differential D and absorbs the torque of the first output shaft D1 output from the vehicle power transmission differential D. Specifically, the first dynamo 11 functions as a load for the vehicle power transmission differential D (including a load for evaluating durability performance, quality, etc., a load simulating a vehicle body during movement, a load due to running resistance, a gravity load due to a gradient, etc.). The first dynamo 11 is drive-controlled by the first control device 14 based on a torque command. The drive control of the first dynamo 11 will be described in detail later. The first dynamo 11 has the same configuration as a conventional dynamo, so a detailed description of the configuration of the first dynamo 11 will be omitted.

[0037] The second dynamo 12 is connected to the second output shaft D2 of the vehicle power transmission differential D and absorbs the torque of the second output shaft D2 output from the vehicle power transmission differential D. Specifically, the second dynamo 12 functions as a load for the vehicle power transmission differential D (including a load for evaluating durability performance, quality, etc., a load simulating a vehicle body during movement, a load due to running resistance, a gravity load due to a gradient, etc.). The second dynamo 12 is drive-controlled by the first control device 14 based on a torque command. The drive control of the second dynamo 12 will be described in detail later. The second dynamo 12 has the same configuration as a conventional dynamo, so a detailed description of the second dynamo 12's configuration will be omitted.

[0038] The third dynamo 13 is connected to the input shaft D3 of the speed change mechanism TM and functions as a drive source that supplies driving force to the vehicle power transmission differential D via the transmission TM1. The third dynamo 13 is drive-controlled by the second control device 15 based on a torque command. The third dynamo 13 has the same configuration as a conventional dynamo, so a detailed description of the configuration of the third dynamo 13 will be omitted.

[0039] The first control device 14 controls the driving of the first dynamo 11 and the second dynamo 12. More specifically, the first control device 14 generates a torque command based on a speed command and the rotation speed of the first dynamo 11. The first control device 14 controls the torque of the first dynamo 11 and the second dynamo 12 based on the torque command. The first control device 14 corresponds to the driving control unit of the present invention.

[0040] FIG. 2 is a functional block diagram showing a schematic configuration of the first control device 14. As shown in FIG.

[0041] As shown in FIG. 2, the first control device 14 includes inverter control units 20 and 30, a feedback circuit 21, a PI control circuit 25, and a torque command conversion unit 31.

[0042] The feedback circuit 21 feeds back the rotation speed of the first dynamo 11, obtained based on the output signal from the resolver 11a that detects the rotation speed of the first dynamo 11, to the speed command. The feedback circuit 21 has a speed calculation unit 22. This speed calculation unit 22 calculates the rotation speed of the first dynamo 11 based on the output signal from the resolver 11a. Note that the rotation speed of the first dynamo 11 may be detected using an encoder instead of the resolver 11a.

[0043] The PI control circuit 25 generates a torque command by performing PI calculation on a corrected speed command obtained by feeding back the rotation speed of the first dynamo 11 by the feedback circuit 21 in response to the speed command. Specifically, the PI control circuit 25 has a differentiator 26, an integrator 27, and an adder 29.

[0044] A differentiator 26 performs a differentiation operation on the corrected speed command using a P gain. An integrator 27 performs an integration operation on the corrected speed command. An adder 29 adds the values ​​obtained by the differentiator 26 and the integrator 27 to generate a torque command.

[0045] By using the differentiator 26 and the integrator 27 to perform a PI calculation on the corrected speed command, feedback control using the rotation speed of the first dynamo 11 can be realized.

[0046] The inverter control unit 20 controls the power supplied to the first dynamo 11 based on the torque command, thereby controlling the operation of the first dynamo 11. The configuration of the inverter control unit 20 is similar to that of a conventional inverter device, so a detailed description of the inverter control unit 20 will be omitted.

[0047] The torque command converter 31 converts the torque command to an inverse sign. Because the first dynamo 11 and the second dynamo 12 rotate in opposite directions, the torque command input to the inverter control unit 20 that drives and controls the first dynamo 11 and the torque command input to the inverter control unit 30 that drives and controls the second dynamo 12 have inverse signs. Therefore, the torque command generated by the PI control circuit 25 must be converted to an inverse sign. By converting the torque command to an inverse sign using the torque command converter 31, the second dynamo 12 can be rotated in the direction opposite to the rotation direction of the first dynamo 11.

[0048] The inverter control unit 30 controls the power supplied to the second dynamo 12 based on the converted torque command, thereby controlling the operation of the second dynamo 12. The configuration of the inverter control unit 30 is similar to that of a conventional inverter device, so a detailed description of the inverter control unit 30 will be omitted.

[0049] The second control device 15 controls the operation of the third dynamo 13. More specifically, the second control device 15 controls the torque of the third dynamo 13 based on a torque command and the output torque of the third dynamo 13. The configuration of the second control device 15 is similar to the configuration of a conventional control device that controls the torque of a dynamo, so a detailed description of the second control device 15 will be omitted.

[0050] 3 is a diagram showing an example of output torque at the first output shaft D1 and the second output shaft D2 of the vehicle power transmission differential D when the first dynamo 11 and the second dynamo 12 are respectively speed-controlled. As shown in FIG. 3, the tooth contact changes without changing the meshing of the gears in the vehicle power transmission differential D, increasing the change in output torque from the vehicle power transmission differential D to the first dynamo 11 and the second dynamo 12. After this, when the change in tooth contact becomes large to a certain extent, the meshing of the gears in the vehicle power transmission differential D changes, reducing the difference in torque distributed to the first output shaft D1 and the second output shaft D2. As a result, the torque distributed to the first output shaft D1 and the second output shaft D2 changes in a sawtooth pattern over time.

[0051] In contrast, in this embodiment, the first dynamo 11 and the second dynamo 12 are torque controlled based on the same torque command, which causes a difference in rotational speed between the first dynamo 11 and the second dynamo 12, making it easier for the tooth contact at the meshing portion of the gears in the vehicle power transmission differential D to change, and also making the meshing of the gears easier to change.

[0052] Fig. 4 is a diagram showing an example of the output torque at the first output shaft D1 and the second output shaft D2 of the vehicle power transmission differential D when the first dynamo 11 and the second dynamo 12 are torque controlled. As shown in Fig. 4, the meshing of the gears in the vehicle power transmission differential D becomes more variable, which makes it possible to suppress an increase in the change in the output torque from the vehicle power transmission differential D to the first output shaft D1 and the second output shaft D2, and also to suppress a change in the sawtooth-shaped torque distributed to the first output shaft D1 and the second output shaft D2.

[0053] Fig. 5 is a diagram showing an example of the rotation speeds of the first output shaft D1 and the second output shaft D2 of the vehicle power transmission differential D when the first dynamo 11 and the second dynamo 12 are torque controlled. As shown in Fig. 5, changes in the rotation speeds of the first output shaft D1 and the second output shaft D2 can also be suppressed.

[0054] In this embodiment, the torque command is generated by feeding back the rotational speed of the first dynamo 11 in response to the speed command, so that the output torque and rotational speed to the first output shaft D1 connected to the first dynamo 11 are constant, as shown in Figures 4 and 5.

[0055] In this embodiment, the first dynamo 11 and the second dynamo 12 are driven and controlled as loads of the vehicle power transmission differential D, so the rotation speeds of the first dynamo 11 and the second dynamo 12 can be matched to some extent without controlling them individually. Therefore, the first dynamo 11 and the second dynamo 12 can be driven and controlled by a torque command.

[0056] As described above, the powertrain testing device 1 of this embodiment is a device for testing a powertrain having a vehicle powertrain differential D that transmits driving force generated by a drive source and distributes it to a first output shaft D1 and a second output shaft D2. The powertrain testing device 1 includes a first dynamo 11 and a second dynamo 12 that are connected to the first output shaft D1 and the second output shaft D2, respectively, and function as loads for the vehicle powertrain differential D, and a first control device 14 that controls the drive of the first dynamo 11 and the second dynamo 12 based on a torque command obtained by feeding back the rotational speed of the first dynamo 11 to a speed command.

[0057] The first and second dynamos connected to the first and second output shafts, respectively, of a vehicle power transmission differential may be speed-controlled based on a corrected speed command obtained by feeding back the rotational speeds of the first and second dynamos to the speed command.

[0058] In this type of speed control, since there is a slight difference between the rotational speeds of the first and second dynamos, tooth contact at the meshing portions of the gears in the vehicle power transmission differential device changes little by little, which causes a change in the output torque from the vehicle power transmission differential device to the first and second dynamos, and this change acts as an acceleration torque for the first and second dynamos, resulting in a difference in rotational speed between the first and second dynamos.

[0059] When the rotational speed of the first dynamo is controlled to be constant and the rotational speed of the second dynamo is controlled to be constant, the tooth contact changes without changing the meshing of the gears in the vehicle power transmission differential, and the change in the output torque from the vehicle power transmission differential to the first dynamo and the second dynamo increases.

[0060] In contrast to this, by controlling the drive of the first dynamo 11 and the second dynamo 12 based on the same torque command as in this embodiment, it is possible to tolerate variations in rotation speed compared to when the speeds of the first dynamo 11 and the second dynamo 12 are controlled. This makes it easier for the tooth contact at the meshing portion of the gears in the vehicle power transmission differential D to change, and the meshing of the gears also becomes more likely to change.

[0061] Therefore, as described above, it is possible to suppress the increase in the change in output torque from the vehicle power transmission differential D to the first dynamo 11 and the second dynamo 12, and it is also possible to suppress the change in the sawtooth torque distributed to the first output shaft D1 and the second output shaft D2.

[0062] Therefore, in a power transmission system testing device 1 having a first dynamo 11 and a second dynamo 12 respectively connected to a first output shaft D1 and a second output shaft D2 of a vehicle power transmission differential device D, a configuration is obtained that can suppress fluctuations in the torque distributed to the first output shaft D1 and the second output shaft D2.

[0063] [Embodiment 2] 6 is a functional block diagram showing a schematic configuration of a first control device 114 of a power transmission system testing device according to embodiment 2. The power transmission system testing device of this embodiment differs from the power transmission system testing device 1 of embodiment 1 in that the first control device 114 has a torque command correction unit 141. In the following, the same components as those of embodiment 1 are denoted by the same reference numerals and their description will be omitted, and only the parts that differ from embodiment 1 will be described.

[0064] The first control device 114 has inverter control units 20 and 30, a feedback circuit 21, a torque command correction unit 141, and a PI control circuit 25. The first control device 114 corresponds to the drive control unit of the present invention.

[0065] The torque command correction unit 141 corrects the torque command for the second dynamo 12 so that the difference between the rotation speeds of the first dynamo 11 and the second dynamo 12 falls within a predetermined range. The predetermined range is set so that the difference between the rotation speeds of the first dynamo 11 and the second dynamo 12 does not affect the vehicle power transmission differential D.

[0066] The torque command correction unit 141 includes a speed calculation unit 142 , a speed difference calculation unit 143 , a differentiator 144 , and a correction calculation unit 145 .

[0067] The speed calculation unit 142 calculates the rotation speed of the second dynamo 12 based on the output signal from the resolver 12a. The rotation speed of the second dynamo 12 may be detected using an encoder instead of the resolver 12a.

[0068] The speed difference calculation unit 143 calculates the difference between the rotation speed of the first dynamo 11 and the rotation speed of the second dynamo 12. Specifically, the speed difference calculation unit 143 adds the calculation result of the speed calculation unit 22 and the calculation result of the speed calculation unit 142 to calculate the difference therebetween. The speed difference calculation unit 143 is, for example, an adder. Note that since the first dynamo 11 and the second dynamo 12 rotate in opposite directions, the rotation speeds of the first dynamo 11 and the second dynamo 12 input to the speed difference calculation unit 143 have opposite signs.

[0069] The differentiator 144 uses the P gain to differentiate the calculation result of the speed difference calculation unit 143. That is, the differentiator 144 performs proportional control on the calculation result to generate and output an output signal. The differentiator 144 corresponds to the proportional control unit of the present invention.

[0070] The correction calculation unit 145 uses the output signal output from the differentiator 144 to correct the torque command output from the PI control circuit 25. Specifically, the correction calculation unit 145 adds the output signal to the torque command to generate a corrected torque command. The correction calculation unit 145 is, for example, an adder.

[0071] The torque command converter 31 converts the correction torque command into an opposite sign. By converting the correction torque command into an opposite sign to the torque command by the torque command converter 31, the second dynamo 12 can be rotated in the opposite direction to the rotation direction of the first dynamo 11.

[0072] In this embodiment, the torque command for the second dynamo 12 is corrected so that the difference between the rotation speeds of the first dynamo 11 and the second dynamo 12 falls within a predetermined range, thereby preventing a large difference between the rotation speeds of the first dynamo 11 and the second dynamo 12. This prevents the difference between the rotation speeds of the first dynamo 11 and the second dynamo 12 from affecting the vehicle power transmission differential D.

[0073] Moreover, since the torque command correction unit 141 of this embodiment does not have an integrator, a certain degree of difference between the rotation speeds of the first dynamo 11 and the second dynamo 12 is tolerated. This causes a difference between the rotation speeds of the first dynamo 11 and the second dynamo 12, which makes it easier for the tooth contact at the meshing portions of the gears in the vehicle power transmission differential D to change, and also makes the meshing of the gears easier to change.

[0074] FIG. 7 is a diagram showing an example of output torques at the first output shaft D1 and the second output shaft D2 of the vehicle power transmission differential D when the torque command for the second dynamo 12 is corrected so that the difference between the rotation speeds of the first dynamo 11 and the second dynamo 12 is within a predetermined range. As shown in FIG. 7, the gear meshing in the vehicle power transmission differential D becomes more variable, which reduces the increase in the change in output torque from the vehicle power transmission differential D to the first output shaft D1 and the second output shaft D2 and also reduces the change in the sawtooth torque distributed to the first output shaft D1 and the second output shaft D2. Furthermore, since the torque command for the second dynamo 12 is corrected, the increase in the change in output torque to the second output shaft D2 is reduced compared to the first embodiment (see FIG. 4). In this embodiment, the output torque to the first output shaft D1 also changes in response to the change in output torque to the second output shaft D2.

[0075] 8 is a diagram showing an example of the rotational speeds of the first output shaft D1 and the second output shaft D2 of the vehicle power transmission differential D when the torque command for the second dynamo 12 is corrected so that the difference between the rotational speeds of the first dynamo 11 and the second dynamo 12 falls within a predetermined range. As shown in FIG. 8, changes in the rotational speeds of the first output shaft D1 and the second output shaft D2 can also be suppressed. Note that the rotational speeds of the first output shaft D1 and the second output shaft D2 also change in the same way as the torque shown in FIG. 7.

[0076] As described above, the first control device 114 has a torque command corrector 141 that corrects the torque command so that the difference in rotation speed between the first dynamo 11 and the second dynamo 12 falls within a predetermined range.

[0077] This prevents the difference between the rotational speeds of the first dynamo 11 and the second dynamo 12 from exceeding a predetermined range that would affect the vehicle power transmission differential D. Therefore, while preventing the difference between the rotational speeds of the first dynamo 11 and the second dynamo 12 from becoming too large, it is possible to more easily cause changes in tooth contact at the meshing portions of the gears in the vehicle power transmission differential D, making it easier to change the meshing of the gears.

[0078] Therefore, while suppressing the impact on the vehicle power transmission differential device D, it is possible to suppress the increase in the change in output torque from the vehicle power transmission differential device D to the first dynamo 11 and the second dynamo 12, and it is also possible to suppress the change in the sawtooth torque distributed to the first output shaft D1 and the second output shaft D2.

[0079] Therefore, in the power transmission system testing device 1, a configuration is obtained that can suppress the influence on the vehicle power transmission differential D and also suppress fluctuations in the torque distributed to the first output shaft D1 and the second output shaft D2.

[0080] (Other embodiments) Although the embodiments of the present invention have been described above, the above-described embodiments are merely examples for carrying out the present invention. Therefore, the present invention is not limited to the above-described embodiments, and it is possible to appropriately modify the above-described embodiments within the scope of the spirit of the present invention.

[0081] In the second embodiment, the torque command correction unit 141 may have a dead band control unit on the signal input side of the differentiator 144. Fig. 9 is a functional block diagram showing a schematic configuration of the first control unit 114 in which a dead band control unit 151 is provided on the signal input side of the differentiator 144. The dead band control unit 151 sets a signal within a specified range of the signal representing the difference between the rotation speed of the first dynamo 11 and the rotation speed of the second dynamo 12, output from the speed difference calculation unit 143, to a constant value (for example, 0). In other words, the dead band control unit 151 sets a dead band region for the signal representing the rotation speed difference.

[0082] The dead band control unit 151 is configured to set a positive side set value F th+ and negative set value F th- and the correction speed command is set to zero within the specified range defined by (a) and (b), while if the correction speed command is larger on the positive side than the specified range, the positive set value may be subtracted from the correction speed command and output, and if the correction speed command is smaller on the negative side than the specified range, the negative set value may be subtracted from the correction speed command and output.

[0083] Furthermore, the constant value may be a value other than zero as long as it can control the rotation speed of the first dynamo 11 to a rotation speed that can suppress changes in the output torque of the vehicle power transmission differential D. The dead band control unit 151 may be located at any position in the torque command correction unit and may have any configuration as long as it can set a dead band region in the speed control of the dynamo.

[0084] In the second embodiment, the torque command correction unit 141 does not have an integrator. However, the torque command correction unit may have a PI control circuit or a PID control circuit that includes an integrator. The configuration of the torque command correction unit is not limited to that of the second embodiment, and may be any other configuration that can correct the torque command so that the rotational speed difference between the first dynamo and the second dynamo falls within a predetermined range.

[0085] In each of the above-described embodiments, the powertrain testing device 1 includes the third dynamo 13. However, the powertrain testing device may use an engine or a drive motor (a drive motor for an electric vehicle, a hybrid vehicle, or the like) instead of the third dynamo to supply driving force to the vehicle powertrain differential.

[0086] In each of the above-described embodiments, the powertrain testing device 1 includes a PI control circuit 25. However, the powertrain testing device may include a PID control circuit instead of a PI control circuit.

[0087] In each of the above-described embodiments, the specimen of the power transmission system testing device 1 is a speed change mechanism TM having a transmission TM1 and a vehicle power transmission differential D. However, the specimen of the power transmission system testing device may be only the vehicle power transmission differential D instead of the speed change mechanism TM, or may be a power transmission system such as a drive source (engine, drive motor). [Industrial Applicability]

[0088] The present invention can be used in a powertrain system testing device that tests a powertrain having a vehicle powertrain differential that transmits driving force generated by a drive source and distributes it to a first output shaft and a second output shaft. [Explanation of symbols]

[0089] 1 Power transmission system test equipment 11 First Dynamo 11a, 12a Resolver 12 Second Dynamo 13 Third Dynamo 14, 114 First control device (drive control unit) 15 Second control device 20, 30 Inverter control unit 21 Feedback Circuit 22, 142 Speed ​​calculation section 25 PI control circuit 26, 144 differentiator 27 Integrator 29 Adder 31 Torque command conversion unit 141 Torque command correction unit 143 Speed ​​difference calculation section 145 Correction calculation unit 151 Deadband control unit D. Vehicle power transmission differential D1 First output shaft D2 2nd output shaft D3 Input shaft TM transmission mechanism TM1 transmission

Claims

[Claim 1] A power transmission system testing device for testing a power transmission system having a vehicle power transmission differential that transmits driving force generated by a drive source and distributes it to a first output shaft and a second output shaft, a first dynamo and a second dynamo connected to the first output shaft and the second output shaft, respectively, and functioning as loads of the vehicle power transmission differential; a drive control unit that controls the drive of the first dynamo and the second dynamo based only on a torque command obtained by feeding back only the rotational speed of the first dynamo to a speed command; having Powertrain test equipment.

Images