外文翻譯--高性能全自動電動機控制試驗

1、<p><b>　　附錄</b></p><p><b>　　附錄1</b></p><p><b>　　英文原文</b></p><p>　　High-Performance Automotive Engine Control in Engine Tester</p><

2、;p>　　Michitaka Hori (Member IEEE) Masahiko Suzuki (Member IEEJ)</p><p>　　Masakatsu Nomurawember IEEE) Masayuki Terashimamember IEEE)</p><p>　　Meidensha Corporation</p><p><b&g

3、t;　　Abstract</b></p><p>　　This paper presents a novel decoupling control method on the engine torque control for the </p><p>　　automotive engine tester. The engine tester is mainly compose

4、d 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 system is deteriorated by the influences of the interferenc

5、e between the dynamometer speed control system and the engine torque control system. The authors proposed the practical engine torque control system based on an observer and an identification system to eliminate the inf&

6、lt;/p><p>　　I . Introduction</p><p>　　Recently, environmental protection is one of the most important problems in the world, and the exhaust gas from automobiles is also strictly regulated by law.

7、Under such circumstances, the performance of automotive engines is improving year by year, and engine testers, which are used to measure engine characteristics, are required to have high control ability. However, in the

8、conventional torque control of engines, dynamometer torque or shaft torque is applied as a feedback variable instead of e</p><p>　　II . Configuration of Engine Tester and Test method</p><p>　　A.

9、 Configuration of Conventional Engine Tester</p><p>　　Fig.1 shows a configuration of a conventional engine tester. The engine tester consists of an engine to be tested, a dynamometer, and an actuator that re

10、gulates the throttle valve. In this system, the engine torque is controlled by regulating the position of the throttle valve that is connected to the actuator by a wire. Detected variables are the dynamometer torque and

11、speed, and the actuator position. The engine controller is composed of 12-bit AID , D/A converters and a DSP(TMS320C25) .</p><p>　　B. Engine Test Method</p><p>　　The engine is tested for its per

12、formance on each driving mode shown in Table 1. The Engine speed or torque is maintained to the predetermined pattern, while the exhaust gas and fuel cost are measured. The engine performance is evaluated based on the re

13、sult of measurements.</p><p>　　Fig.2 shows the block diagram of the control system of the driving mode 1 shown in Table 1. The engine torque can be detected directly using by the indicated mean effective pre

14、ssure in theory. However, in practice, it is difficult to detect the engine torque directly because of its structure. In the conventional engine testing, the dynamometer torque is applied as a feedback variable instead o

15、f the engine torque as shown in Fig.2. The engine torque control system is affected by the acceleration </p><p>　　Ill. Decoupling Control Method</p><p>　　A. Engine Torque Estimation Method</p

16、><p>　　The engine tester is equivalent to a two-mass model of a dynamometer and an engine. We attempted to estimate the engine torque by the use of a reduced order observer. The state-space representation for a

17、 two-mass-model shown in Fig.3 is as follows, where the viscosity term is neglected.</p><p>　　The estimated variables are the engine torque, the engine speed, and the shaft torque. The reduced order observer

18、 equations are given below. </p><p>　　where,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

19、 to the dynamic and static characteristics of engine torque estimated by the reduced order observer.</p><p>　　B. Effect of Modeling Error in Engine Torque Estimation</p><p>　　Analysis was carrie

20、d out to investigate the effect of a parameter error in a two-mass model system upon observer's estimation response. A transfer function from the engine torque to the estimated engine torque is defined to examine the

21、 effect of parameter error on condition that the dynamometer speed command is kept constant. Equation (5) expresses the estimated torque by indicating model Parameters of two-mass system with , assuming the truth values

22、to be .</p><p>　　The effect of parameter error upon the estimation response is given the second term in the right side of equation (5). An effect upon the estimation response was investigated through simulat

23、ions, when errors are presented in truth values and model values of engine inertia moment and shaft spring coefficient.</p><p>　　Fig.4(a) and (b) show the step response of estimated torque for real engine to

24、rque when parameters mj ,m shown the relationship between a model value and a truth value were arbitrarily changed. Fig5 (a) and (b) show frequency characteristic of equation (5). Table 2 shows values of parameters used

25、for simulations. When the two-mass system model is identical with the truth value, the response of estimated engine torque becomes a three order system, having triple roots of response frequency wg . It</p><p&

26、gt;　　C. Parameter Identification in Two-Mass System</p><p>　　The transfer function in two-mass system from the dynamometer torque to the dynamometer speed is given equation (6). Fig.6 shows the frequency cha

27、racteristic of transfer function given by equation (6). The two-mass system can be regarded as a one-mass system in a low-frequency, and as a resonance system in a high-frequency domain. Utilizing this distinctive nature

28、, the engine inertia moment is identified in a range of frequencies far lower than the antiresonance frequency(w1) and the shaft sprin</p><p>　　C-I. Identification Method</p><p>　　I) Engine Iner

29、tia Moment Identification</p><p>　　Fig.7 shows the identification method of inertia moment of one-mass system in a range of frequencies far lower than the antiresonance frequency. Engine torque is always kep

30、t at zero during identification. Identification of inertia moment of one-mass system is effected by inputting a low frequency sine wave (identification signal) in dynamometer torque command and by adjusting the model ine

31、rtia moment of one-mass system, so that dserence becomes zero between dynamometer speed and the speed of one</p><p>　　The model inertia is regulated by equation (8) so that the DC component mj(t) becomes to

32、zero.</p><p>　　In the simulation, a DC component is detected through a three-order low-pass filter instead of the integration shown in equation (7). The dynamometer inertia moment is generally known and so t

33、he engine inertia moment can be identified.</p><p>　　2). Shaft Spring Coefficient Identification</p><p>　　Identification of shaft spring coefficient can be effected by adjusting the model shaft

34、spring coefficient (Km) so that the deviation becomes zero between the shaft helix angle（） detected by the use of a disturbance observer and the shaft helix angle ()estimated by use of model shaft spring coefficient. Fig

35、3 shows the block diagram of the identification method of the shaft spring coefficient. The shaft helix angle () is given by equation (9) based on the engine inertia moment identification valu</p><p>　　The e

36、stimated shaft helix angle () is-given by equation (10), using the estimated shaft torque (TP) and the model shaft spring coefficient (Km).</p><p>　　When a sine wave as an identification signal is entered in

37、 dynamometer torque command , deviation q(t) between the shaft helix angle() and the estimated shaft helix angle () derives from the difference between the model shaft spring coefficient and the truth value. Equation (11

38、) gives a DC component V(t) in shaft helix angle difference based on difference between the model shaft spring coefficient and a truth shaft spring coefficient by the use of the signal that has a shift in phase against

39、th</p><p>　　Frequency of the identification signal involves the following restrictions: </p><p>　　The shaft spring coefficient is identified by the regulation method below so that the DC compone

40、nt V(t) becomes to zero.</p><p>　　In the simulation, the DC component is detected through a three-order low-pass filter.</p><p>　　C-2. Simulation Results of Identification Method</p><

41、p>　　The identification method for the engine inertia moment and the shaft spring coefficient were verified and confirmed by simulation. Identification simulation was curried out under the condition that the initial va

42、lue of an inertia moment model of engine was set at 1.5 times of the truth value. Fig. 9 shows the result of simulation for the identification of an inertia moment of one-mass system. Fig.10 shows the result of simulatio

43、n for shaft spring coefficient identification when the initial valu</p><p>　　D. Experiment Results of Engine Torque Estimation</p><p>　　Firstly, the evaluation method of the engine torque observ

44、er is explained as follows. Many literature presented that automotive engines have complicated dynamic characteristics. Equation (13) shows the relationship between the engine torque(TE) and the boost pressure() .</p&

45、gt;<p>　　where , : deviation from equilibrium value</p><p>　　subscript 0 : equilibrium value ,</p><p>　　sup erscript * :value normalized by equilibrium value</p><p>　　The eng

46、ine torque is directly proportional to the boost pressure with a time delay as shown in equation (13), but a proportional coefficient varies with the engine speed. We curried out experiments using by the 1800[cc],4-cylin

47、der and 4-cycleY gasoline engine in the same condition. The relationship between the engine torque and the boost pressure was confirmed by experiments. The deviation of dynamometer torque was measured in the static condi

48、tion that the boost was changed from 40% to 70% at a </p><p>　　In the experiment, we estimated the engine torque by the use of the observer. The observer was operated by a DSP. The response frequency of the

49、observer is designed to be wg=50[rad/s]. Values of parameters used for experiments are shown in Table 2. Fig.l2(a) shows the response result under the condition that the engine speed is changed from 2000[rpm] to 1500[rpm

50、] at a constant acceleration by the speed control of the dynamometer while the engine torque is not controlled and the throttle valve an</p><p>　　IV. Decoupling Torque Control and Experimental Result</p&g

51、t;<p>　　A. Decoupling Torque Control Method</p><p>　　We propose the decoupling engine torque control system shown in Fig.13. The proposed control system is the practical method that the estimated engi

52、ne torque is fed back to the control system with identification system.</p><p>　　B. Experimental Results of Decoupling Torque Control Method</p><p>　　The effect of the decoupling engine torque c

53、ontrol is confirmed in experiments. We compared the proposed control method with the conventional one. Fig.14 shows the experimental results in the case with the dynamometer torque is applied a the feedback variable and

54、the estimated engine torque is applied. The dynamometer speed changes from 2000[rpm] to 1800[rpm] with a ramp function under a constant torque reference(10%), and the PI controller of an engine torque is designed to have

55、 a the response </p><p>　　V . Conclusion</p><p>　　This paper presents a novel decoupling control method on the engine torque control for the automotive engine tester. The conventional engine tes

56、ter has the problem that the performance of engine torque control system is deteriorated by the influences of the interference between the dynamometer speed control system and the engine torque control system. The author

57、s proposed the practical engine torque control system based on an observer and an identification system to eliminate the inference of dy</p><p><b>　　中文翻譯</b></p><p>　　高性能全自動電動機控制試驗&l

58、t;/p><p>　　Michitaka Hori (Member IEEE) Masahiko Suzuki (Member IEEJ)</p><p>　　Masakatsu Nomurawember IEEE) Masayuki Terashimamember IEEE)</p><p>　　Meidensha Corporation</p><

59、;p><b>　　摘要</b></p><p>　　這篇論文介紹了一種全自動電機測試實驗的新奇控制方法. 這個實驗主要有一個功率控制系統(tǒng)和電機控制系統(tǒng)組成。由于功率速度控制系統(tǒng)和電機轉(zhuǎn)矩控制系統(tǒng)相互干擾將會影響這個便利的電機測試系統(tǒng)的測試。所以作者建議實際扭矩控制系統(tǒng)操作時，由觀察器來識別來刪除功率速度控制系統(tǒng)的干擾。我們通過分析觀察到的電機扭矩估測響應(yīng)值參數(shù)誤差，通過這個結(jié)果的分析，

60、建議一個實用性的方法來確定電機的慣性轉(zhuǎn)矩和軸的彈性系數(shù)這些需要觀察的變量。作者肯定的是那個提出的解偶電機轉(zhuǎn)矩控制系統(tǒng)和功率測速控制系統(tǒng)之間干擾的方法通過實驗和仿真實現(xiàn)了一個合理的控制系統(tǒng)。</p><p><b>　　I. 介紹</b></p><p>　　目前環(huán)境保護是一個全世界都關(guān)注的問題，連從汽車排出的尾氣都有嚴格的法律規(guī)定。在這種情形下，汽車發(fā)動機一年一年的在

61、改進，隨之電機性能的測試也需要進一步提高。但是在傳統(tǒng)的扭矩控制中，因為電機的構(gòu)造使得電機扭矩不能被直接檢測，所以只能用功率轉(zhuǎn)矩法和軸的轉(zhuǎn)矩來代替。結(jié)果就是在轉(zhuǎn)矩控制和轉(zhuǎn)速控制間存在一個耦合的關(guān)系。因為這個原因，所以對于傳統(tǒng)的系統(tǒng)就很難獲得一個高性能的控制。 作者提議通過檢測人員和識別系統(tǒng)來測定電機轉(zhuǎn)矩，從而排除功率轉(zhuǎn)速控制系統(tǒng)的干擾。我們通過分析觀察到的電機扭矩估測響應(yīng)值參數(shù)誤差，通過這個結(jié)果的分析，建議用一個實用性的方法來確定電機的慣

62、性矩和軸的彈性系數(shù)這些需要觀察的變量。我們肯定的是解偶電機轉(zhuǎn)矩控制系統(tǒng)和功率測速控制系統(tǒng)之間干擾的方法通過實驗和仿真實現(xiàn)了一個合理的控制系統(tǒng)。</p><p>　　II. 電機構(gòu)造和測試方法</p><p>　　A.傳統(tǒng)的電機測試結(jié)構(gòu) </p><p>　　圖1描述了傳統(tǒng)電機測試系統(tǒng)的結(jié)構(gòu)。電機測試由一個待測電機和一個能調(diào)節(jié)氣閥活門的傳動裝置。在這個系統(tǒng)中，氣閥活門

63、和傳動裝置通過電纜相連，通過調(diào)整活門的位置來控制電機的轉(zhuǎn)矩。需要測量的變量是轉(zhuǎn)矩、轉(zhuǎn)速和傳動裝置的位置。電機控制裝置是由12位的D/A，A/D和DSP(TMS320C25)組成。</p><p><b>　　B.電機測試方法</b></p><p>　　在表1描述了在每個驅(qū)動模式下的測試中的表現(xiàn)。電機的轉(zhuǎn)速和轉(zhuǎn)矩保持在先前已經(jīng)設(shè)定模式，而排氣和油料花費是測量的。電機的

64、測量表現(xiàn)是在測量結(jié)果的基礎(chǔ)上進行評價的。</p><p>　　圖2描述了在表1模式1中控制系統(tǒng)的框架程序圖。在理論上通過指示平均壓力可以直接測試電機的轉(zhuǎn)矩。但是實際上因為電機的構(gòu)造很難直接測試電機的轉(zhuǎn)矩。在傳統(tǒng)的電機測試中，用測功轉(zhuǎn)矩作為回饋變來替代電機轉(zhuǎn)矩，像圖2中顯示的那樣。電機轉(zhuǎn)矩控制系統(tǒng)在瞬時狀態(tài)下受到測功計加速轉(zhuǎn)矩的影響。結(jié)果就使得電機轉(zhuǎn)矩控制系統(tǒng)的性能受到惡化。在電機轉(zhuǎn)矩控制過程中，我們應(yīng)用一個觀測者

65、來排除功率轉(zhuǎn)速控制系統(tǒng)帶來的干擾。</p><p>　　Ill. 解偶控制方法</p><p><b>　　電機轉(zhuǎn)矩的判斷方法</b></p><p>　　電極測試器與功率計和電機這二個集合模型是等效的。我們嘗試著減少命令觀察器判斷電機扭矩。Fig.3描述了狀態(tài)空間表示法的二個集合模型，其中摩擦項是被忽略的。</p><p&

66、gt;　　需要判斷測量的變量是電機的轉(zhuǎn)矩，電機轉(zhuǎn)速和軸轉(zhuǎn)矩。在減少觀測器的條件下等式方程如下：</p><p>　　這里，目的是為了判定狀態(tài)矢量。值L是在減少觀察器而獲得的矩陣。我們在時找到了觀察的三電極和在減少命令觀察器的前提下涉及到靜態(tài)動態(tài)特征的扭矩。</p><p>　　在電機轉(zhuǎn)矩判定中模型誤差的影響</p><p>　　分析被用來核查觀察器在兩集合模型參數(shù)誤

67、差判定反映的結(jié)果。從電機轉(zhuǎn)矩到判定電機轉(zhuǎn)矩的傳遞函數(shù)，在功率計轉(zhuǎn)速指令保持恒定的條件下，被定義成檢查參量誤差錯誤的結(jié)果。通過在雙集合系統(tǒng)模型參數(shù)，等式(5)表達估計的扭矩值。從而計算出真實的。</p><p>　　參數(shù)誤差的結(jié)果逼近了在等式(5)右邊給出的判定響應(yīng)值。當誤差錯誤出現(xiàn)在真實值和電機慣性時刻，軸彈性系數(shù)時，結(jié)果通過仿真的核實將逼近判定響應(yīng)值。</p><p>　　(a) and

68、 (b) 描述了估計轉(zhuǎn)矩值對于真實電機轉(zhuǎn)矩的階越響應(yīng)，其中參數(shù)描述了模型值與真實值之間的關(guān)系，它們是可以任意改變的。圖5（a）（b）描述了等式（5）的頻率特征。表格（2）描述了進行仿真后的參數(shù)值。當兩級和系統(tǒng)模型與真實值相同時，估計電機轉(zhuǎn)矩的響應(yīng)值將成為一個三規(guī)則系統(tǒng)，一個具有相應(yīng)頻率是WG三重根的系統(tǒng)。當模型參數(shù)和真實值出現(xiàn)誤差錯誤時，這個系統(tǒng)也能通過在測功轉(zhuǎn)速控制系統(tǒng)和兩集合系統(tǒng)的相應(yīng)值確定電機估測值是否被影響。根據(jù)這個分析的結(jié)果，

69、一個實際確定的方法被用來測試電機瞬時力矩和軸彈性系數(shù)。</p><p>　　在兩集合系統(tǒng)的變量參數(shù)識別 </p><p>　　等式（6）給出了從測功轉(zhuǎn)矩到測功轉(zhuǎn)速的傳遞矩陣。圖（6）描述了等式（6）給出的傳遞矩陣的頻率特征。兩集合系統(tǒng)在低頻時可以看作一個單系統(tǒng)，在高頻范圍中可以一個共振系統(tǒng)。利用這個優(yōu)越的特性，在遠低于返共振頻率w1的一定范圍內(nèi)，電機瞬時力矩將可以被確定，在高頻范圍內(nèi)，軸轉(zhuǎn)

70、矩彈性系數(shù)也可以被確定。</p><p><b>　　C-I. 確定方法</b></p><p>　　1) 電機瞬時力矩確定 </p><p>　　圖（7）描述了在遠低于返共振頻率范圍內(nèi)，單個系統(tǒng)瞬時力矩的確定方法。在確定期間，電機轉(zhuǎn)矩經(jīng)常被保持在0。如果在測功轉(zhuǎn)矩命令輸入一個低頻正弦波信號（已確定的信號）和在單系統(tǒng)中調(diào)整模型瞬時力矩將會影響單

71、系統(tǒng)的瞬時力矩的確定方法，所以在測功轉(zhuǎn)速和單系統(tǒng)模型轉(zhuǎn)速中的差別會是0。等式（7）給出了dc參數(shù)在轉(zhuǎn)速上的差別，而這個差別是基于模型瞬時力矩和真實瞬時力矩兩者之間的差別，通過使用信號和相移/2相對于確定的信號。</p><p>　　通過等式（8）來調(diào)整模型的瞬時力矩，以得到DC參數(shù)變量成為零。 </p><p>　　在仿真中，通過三次序低通道濾波來代替在等式（7）中的積分就可以確定DC的參

72、數(shù)變量。通常的電機瞬時力矩是已知的所以電機瞬時力矩能被確定。</p><p>　　2). 軸彈性系數(shù)確定</p><p>　　調(diào)整模型軸彈性系數(shù)（km）能影響軸彈性系數(shù)的確定，所以導致了通過干擾觀察器而得到的軸螺旋角（）和通過模型軸彈性系數(shù)估計得到的軸螺旋角()之間的偏差為零。圖（3）描述了軸彈性系數(shù)確定方法的方框圖?；陔姍C瞬時力矩確定量()和通過干擾觀察器而估計的軸轉(zhuǎn)矩（），等式（9）

73、給出了軸螺旋角()</p><p>　　通過估測軸轉(zhuǎn)矩和模型軸彈性系數(shù)(Km)，等式（10）就給出了估計量軸螺旋角（）</p><p>　　當一個正弦波作為一個已知確定的信號加入到測功轉(zhuǎn)矩命令中， 軸螺旋角（）和估計量軸螺旋角（）之間的偏差是來源于模型軸彈性系數(shù)與真實值之間的差異。. 基于模型軸彈性系數(shù)和通過相對于已確定信號相移的信號而得到的真實軸彈性系數(shù)之間的差異，等式（11）給出了在軸

74、螺旋角差異情況下的dc參數(shù)變量v(t). </p><p>　　已確定信號頻率包含了以下的限制：</p><p>　　通過以下調(diào)整方法而確定的軸彈性系數(shù)，使得dc參數(shù)變量v(t)將變?yōu)?。</p><p>　　在仿真中，通過一個三次序低通道過濾器來觀測dc參數(shù)變量。</p><p>　　C-2. 已確定方法的仿真結(jié)果</p>&

75、lt;p>　　通過仿真確定和核實了對于電機瞬時力矩和軸彈性系數(shù)的確定方法是可行的。在電機的瞬時力矩模型設(shè)置在鎮(zhèn)時值1.5倍這樣的條件下，確定的仿真過程就可以執(zhí)行了。圖（9）描述了對于一個單系統(tǒng)慣性力矩確定方法的仿真結(jié)果。圖（10）描述了在軸彈性系數(shù)模型的初始值被設(shè)置在鎮(zhèn)時值1.5倍時的仿真結(jié)果。通過制造內(nèi)部參數(shù)變量來協(xié)調(diào)基于識別判斷的結(jié)果的觀察器，這樣就能確定一個穩(wěn)定的電機轉(zhuǎn)矩測試。表2描述了用于仿真的參數(shù)變量的值。</p&

76、gt;<p>　　D. 電機轉(zhuǎn)矩估計判斷的實驗結(jié)果</p><p>　　首先，電機轉(zhuǎn)矩觀察器的估計方法由以下來解釋。很多已經(jīng)發(fā)表的關(guān)于汽車的電機論文文獻都已經(jīng)說明電機有復雜動態(tài)的結(jié)構(gòu)。等式（13）描述了電機轉(zhuǎn)矩和增壓壓力之間的關(guān)系（）。</p><p>　　這里：，：與平均值的偏差</p><p><b>　　下標0 ：平均值</b&g

77、t;</p><p>　　上標 * ：通過平均值來標準化</p><p>　　電機轉(zhuǎn)矩與增壓壓力在延時的基礎(chǔ)上是直接的比例關(guān)系，如等式(13)描述的那樣，但是合理的比例系數(shù)是隨著電機轉(zhuǎn)速而改變的。在同樣的條件下，我們使用1800（cc）的4缸4循環(huán)的電動機和汽油電動機來開展我們的實驗。電機轉(zhuǎn)矩和增壓壓力之間的關(guān)系被實驗更好的證明了。在靜態(tài)條件下，測功轉(zhuǎn)矩的偏差是可以測量的，變化范圍在一個恒

78、定轉(zhuǎn)速下從40% 到70%之間。在靜態(tài)條件下，測功轉(zhuǎn)矩與電機轉(zhuǎn)矩是相等的。圖（11）描述了與電機轉(zhuǎn)速之間的關(guān)系。這個實驗的結(jié)果，證明了在接下來的判定試驗條件下，電機轉(zhuǎn)矩與增壓壓力有直接的比例關(guān)系。倘若沒有傳感器和內(nèi)燃機條件下的汽油引擎，我們事實上就不能使用增壓壓力。但是，如果我們以觀察器判斷估測的電機轉(zhuǎn)矩為目的的話，那么我們就可以測量增壓壓力。</p><p>　　在實驗中，通過觀察器的觀察我們來判斷估計電機轉(zhuǎn)矩

79、。觀測器是通過dsp來操作的。觀測器的響應(yīng)頻率設(shè)計在。表2種描述了在實驗中使用的參數(shù)變量的值。當沒有控制電機轉(zhuǎn)矩和節(jié)流閥體的角度保持在一個恒定值20%的時候，就可以使用測功計控制轉(zhuǎn)速以一個恒定的加速度從2000rpm到1500rpm,在這樣的條件下圖（12）描述了響應(yīng)的結(jié)果。電機轉(zhuǎn)矩的偏差與增壓壓力有直接的比例關(guān)系，在上文中已經(jīng)有所提及。在測功計附加電機轉(zhuǎn)矩的轉(zhuǎn)速控制中，測功轉(zhuǎn)矩含有一個2%加速轉(zhuǎn)矩 。在固定轉(zhuǎn)速2000rpm，參考位置

80、幅度調(diào)整范圍20%，同時電機轉(zhuǎn)矩沒有控制的條件下，圖（12）描述了響應(yīng)結(jié)果。在這個實驗中估測的電機轉(zhuǎn)矩與電機增壓有直接的比例關(guān)系。測功轉(zhuǎn)矩與估測的電機轉(zhuǎn)矩在過渡過程中是不相等的，因為加速轉(zhuǎn)矩附加在電機轉(zhuǎn)矩上了。我們可以通過減少階數(shù)觀測器來確定電機轉(zhuǎn)矩，同時不會受到測功轉(zhuǎn)速控制系統(tǒng)的任何干擾。</p><p>　　IV. 解耦轉(zhuǎn)矩控制核試驗結(jié)果 </p><p>　　A. 解偶轉(zhuǎn)矩控制方法&

81、lt;/p><p>　　我們提出了解耦電機轉(zhuǎn)矩控制系統(tǒng)，如圖13所示。對于估測轉(zhuǎn)矩回饋給一個已定義的控制系統(tǒng)來說，這個提出的控制方法是一個很實用的方法。</p><p>　　B. 解控制方法的實驗結(jié)果</p><p>　　在實驗中解耦控制方法的結(jié)果已經(jīng)在實驗中被證實了。我們用傳統(tǒng)的方法和這個新提出的方法來做比較，當測功轉(zhuǎn)矩被用來回饋變量和估測電機轉(zhuǎn)矩被運用時，圖14給出

82、了試驗的結(jié)果。在參考量10%的固定轉(zhuǎn)矩和一個有大約2%的pi控制器響應(yīng)頻率這樣的條件下，測功轉(zhuǎn)速以一個斜坡函數(shù)的方式從2000rpm到1800rpm變化。因為加速轉(zhuǎn)矩的變化，所以將以2%的固定轉(zhuǎn)矩來影響測功轉(zhuǎn)矩。而對于估測轉(zhuǎn)矩，它的影響能力則小于1%。我們可以使用觀測起來肯定證實解耦電機轉(zhuǎn)矩控制。表格2秒數(shù)了在實驗中用到的參數(shù)變量的值。</p><p><b>　　V. 結(jié)論</b><

83、/p><p>　　這篇論文證實了對于自動電機測試的轉(zhuǎn)矩控制的一個新的解耦控制方法。測功轉(zhuǎn)速控制系統(tǒng)和電機轉(zhuǎn)矩控制系統(tǒng)之間的影響沖突將會干擾電機轉(zhuǎn)矩控制系統(tǒng)的性能，這就是傳統(tǒng)的電機測試的缺點。而作者提出的這個新穎的使用的控制方法，是基于一個觀測器和一個已定義的系統(tǒng)來估測得到測功轉(zhuǎn)速控制系統(tǒng)的結(jié)論。觀測器參數(shù)變量在電機轉(zhuǎn)矩估測響應(yīng)上的誤差是可以分析的。通過這個結(jié)果的分析，一個使用可行的方法就可以確定電機瞬時力矩和軸彈性系