外文翻譯--高性能全自動(dòng)電動(dòng)機(jī)控制試驗(yàn)（英文）

1、High-Performance Automotive Engine Control in Engine Tester Michitaka Hori (Member IEEE) Masahiko Suzuki (Member IEEJ) Masakatsu Nomurawember IEEE) Masayuki Terashimamember IEEE) Meidensha Corporation 1 - 17, Ohsaki

2、 Zchome Shinagawa-ku, Tokyo 141, Japan Fax : +81-3-5487-159s E-mail : m-hori@ohsaki.meidensha.co.jp Abstract - This paper presents a novel decoupling control method on the engine torque control for the automotive

3、 engine tester. The engine tester is mainly composed of a dynamometer control system and an engine control system. The conventional engine tester has the problem that the performance of the engine torque control sys

4、tem is deteriorated by the influences of the interference between the dynamometer speed control system and the engine torque control system. The authors proposed the practical engine torque control system based on

5、 an observer and an identification system to eliminate the inference of dynamometer speed control system. The effect of observer's parameters error on the engine torque estimation response was analyzed. According

6、 to the result of this analysis, a practical method is proposed to identify the engine inertia moment and the shaft spring coefficient that are parameters of the observer. The authors confirmed that the proposed dec

7、oupling engine torque control system realized a robust control system from the interference with the dynamometer speed control system through simulation and experiments. I . Introduction Recently, environmental pro

8、tection is one of the most important problems in the world, and the exhaust gas from automobiles is also strictly regulated by law. Under such circumstances, the performance of automotive engines is improving year by

9、year, and engine testers, which are used to measure engine characteristics, are required to have high control a b i l i t y .However, in the conventional torque control of engines, dynamometer torque or shaft torque

10、 is applied as a feedback variable instead of engine torque because the engine torque cannot be detected directly because of its structure. As a result, there is a coupling between torque control and speed control.

11、For the reason given above, it has been difficult to attain high control ability in the conventionalsystems. The authors have proposed an approach to eliminate an interference component from the dynamometer speed co

12、ntrol system, through estimation of engine torque using an observer and identification system. The effect of observer's parameters error on the torque estimation response was analyzed. According to the result of t

13、his analysis, a practical method is proposed to identify the engine inertia moment and the shaft spring coefficient which are parameters of the observer. We confirmed that the proposed engine torque control system rea

14、lized a robust control system from the interference with the dynamometer control system. The effectiveness of this control system has been confirmed through simulations and experiments. Automotive Engine Dynamometer

15、 I cal Power Control Panel position Position Reference DSP A/D & D/A Power controller NE TE t , 1JE. S I I . , -1 > N D - JD. S TLC Dynamometer Torque Fig.3. Block Diagram of Two Mass Model T whe

16、re, k12 = [ GE ?E] is for the estimated state vectors. Value L is the gain matrix of the reduced order observer. We located the triple poles of the observer at s=-wg[rad/s] and refer to the dynamic and static charact

17、eristics of engine torque estimated by the reduced order observer. ? PB. Effect o fModeling Error in Engine Torque Estimation Analysis was carried out to investigate the effect of a parameter error in a two-mass model

18、system upon observer's estimation response. A transfer function from the engine torque to the estimated engine torque is defined to examine the effect of parameter error on condition that the dynamometer speed co

19、mmand is kept constant. Equation (5) expresses the estimated torque by indicating model Parameters of two-mass system with JE*,JD*,K*,L~*,L~*, L3*, assuming the truth values to be JE ,JD,K. K _ _ where N m= JE*JD*S~

20、+ JE*KDPS~ + JE &I + K Sz *( *> + K * J ~ * s ~ + K*KD~S + K*KD~ * TE : real engine torque KDP, KDI : parametes of dynamometere speed controller The effect of parameter error upon the estimation

21、 response is given the second term in the right side of equation (5). An effect upon the estimation response was investigated through simulations, when errors are presented in truth values and model values of engine i

22、nertia moment and shaft spring coefficient. Fig.4(a) and (b) show the step response of estimated torque for real engine torque when parameters m~ ,m shown the relationship between a model value and a truth value were

23、arbitrarily changed. Fig5 (a) and (b) show frequency characteristic of equation (5). Table 2 shows values of parameters used for simulations. When the two-mass system model is identical with the truth value, the resp

24、onse of estimated engine torque becomes a three- order system, having triple roots of response frequency wg . It is also possible to confirm that engine estimation is affected by response in the dynamometer speed con

25、trol system or two- mass system, when errors are presented in model parameters and truth values. According to the results of this analysis, a practical identification method has been proposed for the engine inertia m

26、oment and the shaft spring coefficient. z 1 . 0 1.2 1 0.8 4 0 . 60.4 0.2 0 0 0.5 1 1.5 Time (sec) Fig. 4. (a) Step Response of Estimated Engine Torque JE=mj JE* (When a value mj is changed ) 0 0.5 1 1.5 Time