JPH0559253B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a torque fluctuation control device for suppressing engine torque fluctuation.

(Prior art) In general, in automobile engines, periodic torque fluctuations occur in the crankshaft as the engine operates, and these torque fluctuations cause vibration noise and cause discomfort to the driver. Therefore, it is desirable to suppress such torque fluctuations as much as possible.

Conventionally, devices for suppressing such torque fluctuations include a first magnetic flux generating means using a permanent magnet that rotates together with the crankshaft, as shown in Japanese Unexamined Patent Publication No. 1431/1982, and a corresponding device for generating magnetic flux. and a second magnetic flux generating means consisting of an electromagnet provided in a non-rotating part, and by energizing the second magnetic flux generating means, a magnetic torque having a phase substantially opposite to the rotating torque generated in the crankshaft is generated on the crankshaft. There is a device that has been added to the. The above-mentioned publication also proposes that the engine be further provided with means for changing the direction in which magnetic torque is applied to the crankshaft depending on the acceleration state and deceleration state.

In the above device, the magnetic torque applied to the crankshaft varies as the first magnetic flux generating means using a permanent magnet rotates, and even when the magnetic torque becomes a positive torque, it also becomes a reverse torque. Even when this occurs, power is consumed by the second magnetic flux generating means, but from the standpoint of fuel efficiency and the like, it is desirable to suppress torque fluctuations without consuming energy as much as possible. After satisfying these requirements, it is desirable to increase the braking action, especially during deceleration, to improve deceleration performance.

(Object of the Invention) In view of these circumstances, the present invention suppresses torque fluctuations occurring in the crankshaft, reduces energy loss, and improves deceleration performance. A control device is provided.

(Structure of the Invention) The torque fluctuation control device of the present invention includes a power generation device that is driven by an engine and provides reverse torque to the crankshaft, an electric drive device that provides positive torque to the crankshaft, and a periodicity of the torque generated in the crankshaft. control means for suppressing torque fluctuations, which operates the power generation device when torque increases and operates the electric drive device when torque decreases in synchronization with engine fluctuations; deceleration detection means for detecting a deceleration state of the engine; Compensation means receives the output of the detection means and makes the positive torque given by the electric drive device relatively smaller in the deceleration state compared to the normal operation with respect to the reverse torque given by the generator. It is something. In other words, in response to torque fluctuations caused by engine operation, torque fluctuations are suppressed by applying reverse torque when torque increases, and this reverse torque is provided by power generation, and when the engine is in a deceleration state, The amount of additional torque is corrected in the direction of decreasing the output. In the above configuration, the raw torque given by the electric drive device is made relatively small with respect to the reverse torque given by the generator, which means that the reverse torque may be increased or the positive torque may be decreased. , or may be cut.

(Embodiment) FIGS. 1 to 3 show an embodiment of the structure of a power generation device and an electric drive device included in the torque fluctuation control device of the present invention. An electromagnetic coil constituting a power generation device and an electric drive device is disposed on the outer periphery of the flywheel 2 and a non-rotating portion around it. That is, a flywheel 2 is attached to the side end of the crankshaft 1 on the side of the cylinder block 3, and a clutch mechanism 4 is installed on the outside of the flywheel 2.
A mounting member 6 for mounting the clutch housing 5 is fixed to the cylinder block 3 around the cylinder block 3.
In this part, a fixed side electromagnetic coil (hereinafter referred to as "fixed coil") 7 is installed on the inner peripheral surface of the mounting member 6 via a supporter 6a, and two types of rotating side electromagnetic coils are installed on the outer peripheral surface of the flywheel 2. Coils (hereinafter referred to as "rotating coils") 8 and 9 and a magnetic body 10 are equipped. A commutator 11 and a slip ring 12 are provided on the outer periphery of the crankshaft 1 inside the flywheel 2, and brushes 13 and 14 are in contact with each of them. Note that 15 is a distributor.

The fixed coil 7 also serves as a fixed side coil for the motor and alternator, and as shown in FIGS. 5 and 7, which schematically represent the wiring structure,
It has a three-phase structure and is arranged in a meandering manner, and is connected to the control unit 20. As will be described in detail later, the circuit connected to the fixed coil 7 is switched in the control unit 20 between electrical drive and power generation.
Two types of rotating coils 8 and 9 installed on the outer periphery of the flywheel 2 serve as the armature coil of the motor and the field coil of the alternator, respectively, and the first rotating coil 8 is the fourth rotating coil.
As shown in the figure, it is connected to the commutator 11 with a predetermined wiring structure equivalent to the armature coil of the motor,
The second rotating coil 9 is arranged in a meandering manner as shown in FIG. 6 and is connected to the slip ring 12. These rotating coils 8 and 9 are each energized by a control unit 20 at a predetermined time, as will be described in detail later. and,
As shown in FIG.
When the fixed coil 7 and the first rotating coil 8 are energized from the terminal a through the terminal a, the stator side (inner periphery of the mounting member 6) and rotor side (outer periphery of the flywheel 2) have a predetermined polarity. By being magnetized, these act as a motor and drive the crankshaft 1.
An electric drive device 16 is configured to apply a positive torque to. Furthermore, as shown in FIG.
When the second rotary coil 9 is connected to the second rotary coil 9, these constitute a power generating device 17, and power is generated as the second rotating coil 9 rotates, thereby applying a reverse torque to the crankshaft 1.

FIG. 8 shows the circuit structure of the torque fluctuation control device. In this figure, 21 is a key switch including a start switch 21a and an ignition switch 21b, and 22 is a battery. As shown in this figure, the control unit 20 includes a switching circuit 23 connected to a battery 22 via a key switch 21, a first drive circuit 24 and a second drive circuit 25 connected to this switching circuit 23,
Each timing control circuit 26, 27 controls the drive timing of each drive circuit 24, 25, respectively.
, electric drive, power generation, and each current adjustment circuit 2
8 and 29, and a rectifier circuit 30.

When the first drive circuit 24 is in the drive state, the fixed coil 7, the current adjustment circuit 28 and the first
The rotating coils 8 are connected and energized, thus activating the electric drive 16 shown in FIG. When the first drive circuit 24 is in a non-drive state, the fixed coil 7 is connected to the battery 22 via the rectifier circuit 30, forming a charging circuit. On the other hand, the second
When the drive circuit 25 is in the drive state, the second rotating coil 9 is energized, and therefore, when the first drive circuit 24 is in the non-drive state and the second drive circuit 25 is in the drive state, as shown in FIG. The power generating device 17 shown in FIG. 1 is operated to charge the battery 22.

The above switching circuit 23 and timing control circuit 2
6 and 27 are controlled by CPU31,
1, a crank angle detection signal from a crank angle sensor 32 and an intake negative pressure detection signal from a negative pressure sensor 33 are input. The first drive circuit 24 is connected to the battery 22 via the switching circuit 23 so that the electric drive device 16 operates continuously and functions as a starter when starting the engine.
After starting, each timing control circuit 26, 27
The connection state between each drive circuit 24, 25 and the battery 22 is switched so that each drive circuit 24, 25 operates according to the output of
The drive timing of 25 is controlled.

In this way, the CPU 31 and each timing control circuit 26, 27 constitute a control means that controls the operation of the electric drive device 16 and the power generation device 17 according to torque fluctuations, and this control means controls the torque fluctuations occurring in the crankshaft 1. The operating timing of each of the above devices 16 and 17 is controlled so as to suppress this. In other words, in a 4-cylinder 4-cycle engine, for example, the torque generated by the crankshaft 1 increases and decreases with a cycle of 180° in terms of crank angle, as shown in FIG. 9A, so in the CPU 31,
As shown in FIGS. 9B and 9C, the operating timings of the power generation device 17 and the electric drive device 16 are set to correspond to the increase and decrease of the generated torque (when the reverse torque is generated), for example, respectively. The operation start times θa, θs and the operation periods θta, θts are set by the crank angle. Then, in accordance with the crank angle detected by the crank angle sensor 32, the electric drive device 16 and the power generator 17 are operated at set timings via each timing control circuit 26, 27 and each drive circuit 24, 25. ing.

Furthermore, the CPU 31 is configured to control the negative pressure sensor 3, for example.
The deceleration state is detected by checking the rate of change of the intake negative pressure based on the signal from the generator 1, and when the deceleration is in the state, the power generator 1 is activated as shown by the broken line in FIG.
By enlarging the operating period θta of No. 7, the amount of power generation is increased when the generated torque increases, thus forming deceleration detection means and deceleration correction means.

Note that the operating periods θts and θta of the electric drive device 16 and the power generator 17 may be set constant except during deceleration, but the amount of torque fluctuation may differ depending on the engine speed and load (intake negative pressure). Therefore, the operating period θts,
After setting θta and operation start times θs and θa, the operation period θta of the power generator 17 is set when the deceleration state is reached.
It is desirable to correct the Furthermore, when the engine speed is relatively low, the explosive torque fluctuations caused by the explosive force cause torque fluctuations as shown by the solid line in Figure 10, but as the engine speed increases to a certain extent, the inertia of the piston system As the inertial torque due to the force increases, as shown by the broken line in Figure 10, torque fluctuations occur that are 90° out of phase at the crank angle compared to when the engine speed is low, and the relationship between the engine speed and the amount of torque fluctuations increases. In FIG. 11 showing the relationship, after the rotation speed _r1 at which the amount of torque fluctuation becomes minimum, the above-mentioned phase shift of torque fluctuation occurs between the lower rotation side and the higher rotation side. For this reason, in a specific example of control shown later in the flowchart, the operating timings of the electric drive device 16 and the power generator 17 are changed using the rotation speed _r1 as a mirror. Furthermore, in a region where the engine speed is extremely high, there is little demand for torque fluctuation control and control is difficult, so an upper limit rotation speed r ₀ for torque fluctuation control is set, and torque fluctuation control is performed within a range that does not exceed this upper limit rotation speed r ₀ . I try to do this.

A specific example of control by this torque fluctuation control device will be explained below with reference to the flowchart of FIG.

In this flowchart, first, as a process for starting the engine, in step _S1 , the engine speed R, which is determined based on the periodic measurement of the crank angle, is read, and in step _S2 , the start switch 2 is turned on.
Check whether 1a is ON or not. Start switch 2
1a is turned on, the starting circuit is selected and the fixed coil 7 and the first rotating coil 8 are energized until the engine speed R reaches a complete explosion state larger than the predetermined value _Rs1 (step S3 ₎ . ~S ₅ ), that is, the first drive circuit 24 is continuously driven via the switching circuit 23, and the fixed coil 7 and the first rotating coil 8 are
The electric drive device 16 using the above functions as a starter. When the engine speed R becomes larger than the predetermined value _R1 , the process moves to step _S7 . In addition,
When it is determined in step _S2 that the start switch 21a is not turned on, if the engine speed R is less than the predetermined value _R2 , the process returns to step _S1 .
If it is larger than the predetermined value _R2 , the process moves to step _S7 (step _S6 ).

Next, as a process after starting, it is checked in step _S7 whether the ignition switch 21b is turned on. and ignition switch 21
If b is ON, the engine speed r and intake negative pressure v are read (step S ₈ ), and then it is checked whether the engine speed r is less than the upper limit setting value r ₀ of torque fluctuation control (step S _{9 )} . ). and upper limit set value r ₀
If it is larger, the power generation circuit is selected and the second rotating coil 9 is energized (steps S ₁₀ , S ₁₁ ), that is, the first drive circuit 24 is put into a non-drive state and the second drive circuit 25 is put into a drive state. By doing so, the power generation device 17 is activated.

Further, if the engine speed is less than or equal to the upper limit set value r ₀ for torque fluctuation control, processing for torque fluctuation control is performed. In this process, following step _S9 , it is checked whether the engine speed r is less than _r1 at which the torque fluctuation amount is minute (step S9).
S ₁₂ ), when the rotation speed is in a low speed range below r ₁ , the operation start times θs and θa of the electric drive device 16 and the power generator 17 are set to values θs ₁ and θa ₁ corresponding to torque fluctuations in the low speed range, respectively. (Step S ₁₃ ) and set this rotation speed.
When in the high speed range of r ₁ or more, each of the above operation start times θs,
θa is set to values θs ₂ and θa ₂ corresponding to torque fluctuations in the high-speed range, respectively (step S ₁₄ ). These values are stored in advance in a memory (not shown) as a map associated with the driving conditions, and values corresponding to the actual driving conditions are read from this map. Furthermore, the steps
In _S15 , by checking the rate of change in the intake negative pressure v, it is determined whether or not it is in a deceleration state.In other words, since the intake negative pressure increases during deceleration, the rate of change in the negative pressure increasing direction (pressure decreasing direction) Check whether (-dv/dt) is larger than the set value α. During steady operation when the rate of change (-dv/dt) is below the set value α, the operating periods θta and θts of the power generator and electric drive device are adjusted according to the engine speed and intake negative pressure v, respectively. The value fa found as a function of
(r, v), fs (r, v) (step
_S16 , _S17 ). In addition, during deceleration when the rate of change (-dv/dt) becomes larger than the set value α, the operating period θta of the power generator is increased by 1 to the set value fa (r, v) during steady operation.
By multiplying by a correction coefficient K that is larger than , it is set longer than during steady operation (step S ₁₈ ). Note that the operating period θts of the electric drive device is made equal to that during steady operation even during deceleration (step S ₁₉ ).

Next, in step _S20 , the crank angle θ is input.
Then, when the crank angle θ is within the setting range from the operation start point θa to the operation end point (θa + θta) of the power generator 17, the timing control circuit 2
The second rotating coil 9 is energized by driving the second drive circuit 25 via the coil 7 (step S ₂₁ ,
_S22 ). Furthermore, when the crank angle θ is within the set range from the operation start point θs to the operation end point (θs + θts) of the electric drive device 16, the fixed coil is driven by driving the first drive circuit 24 via the timing control circuit 26. 7 and the first rotating coil 8
energize (steps _S23 , _S24 ). crank angle θ
If it is not within the above setting ranges, the process returns to step _S7 and the subsequent processes are repeated. Note that when the ignition switch 21b is turned off and the engine is stopped, this is determined in step _S7 and the control operation is completed.

With the control according to the above flowchart, when the engine is in an operating state in which torque fluctuation control should be performed after starting, the power generator 17 and the electric drive device 16 are operated at predetermined timings, and the crankshaft is activated as described above. When the torque generated in the shaft 1 is as shown in FIG. 9A, the above-mentioned devices 17 and 16 are operated at the timings set as shown in FIGS. 9B and 9C. Therefore, as shown in FIG. 9D, when the generated torque increases, a reverse torque is applied from the power generation device 17, and when the generated torque becomes a reverse torque, a positive torque is applied from the electric drive device 16. Due to the additional torque, the torque fluctuation is suppressed as shown by the dashed line in FIG. 9A. In particular, when reverse torque is applied, power is generated, so energy is recovered, and energy loss due to suppressing torque fluctuations is reduced.

In addition, especially during deceleration, the operating period θta of the power generating device 17 is lengthened as shown by the broken line in FIG. 9B, so that the amount of power generation increases and the amount of power generated by the crankshaft 1 is increased as shown by the broken line in FIG. 9D. The applied reverse torque is increased, which results in an increased braking action.

In the above embodiment, the operating period θta of the power generating device 17 is lengthened during deceleration to increase the reverse torque, but the operating period θts of the electric drive device 16 during deceleration is increased.
may be shortened to reduce the positive torque, or the operation of the electric drive device 16 may be stopped to cut off the additional positive torque. Even in this case, the output will be lower than during steady operation, so the braking action is enhanced. Furthermore, during deceleration, both correction to increase the reverse torque and decrease to the positive torque may be performed. Further, as means for controlling and correcting the torque amount, the current adjustment circuits 28 and 29 are connected to the CPU 3.
1, the rotating coil 8,
The current sent to 9 may be controlled, in which case:
During deceleration, the current sent to the second rotating coil 9 may be increased, or the current sent to the first rotating coil 8 may be reduced or cut.

The specific structures of the electric drive device 16 and the power generation device 17 are not limited to the above embodiments, and for example, electromagnetic coils constituting these devices may be attached to a rotating shaft connected to a crankshaft via a gear and a non-rotating portion around the rotating shaft. Alternatively, a starter and alternator similar to those included in a general engine may be used to perform torque control by controlling the current flowing through the starter and alternator, or a starter and alternator may be installed. Alternatively, an electric drive device 16 and a power generator 17 for torque control may be provided separately.

Further, in the embodiment described above, torque fluctuations are suppressed by controlling both the power generation device 17 and the electric drive device 16 in synchronization with torque fluctuations, but by controlling only the power generation device 17, the torque fluctuations are suppressed. Variations may be suppressed.

(Effects of the Invention) As described above, the present invention applies reverse torque by activating the power generating device when the generated torque increases in synchronization with the torque fluctuations occurring in the crankshaft, and in principle reduces the output when the generated torque increases. Since the ratio between the reverse torque applied by the generator and the positive torque applied by the electric drive device is corrected so as to reduce noise and discomfort during steady operation, energy loss is reduced and torque fluctuations are suppressed. It is possible to reduce the amount of damage caused by the vehicle and increase the braking action during deceleration, thereby improving deceleration performance.

[Brief explanation of the drawing]

FIG. 1 is a longitudinal sectional front view showing one embodiment of the structure of the power generation device and electric drive device according to the present invention, and FIG.
The figure is a vertical side view of the same, Figure 3 is a schematic perspective view of the same, and Figure 4 is a schematic perspective view of the same.
7 to 7 are schematic diagrams showing the wiring structure of the coils constituting the power generation device and the electric drive device, FIG. 8 is a block diagram showing an example of the circuit configuration of the torque fluctuation control device, and FIGS. 9A, B, C and D are explanatory diagrams of the relationship between generated torque fluctuations, each operation timing of the power generation device and the electric drive device, and additional torque. Figure 10 is a characteristic diagram of generated torque fluctuations in the low speed range and high speed range. Figure 11 is the engine. FIG. 12, which is an explanatory diagram showing the relationship between the rotational speed and the amount of torque fluctuation, is a flowchart of control. 17... Generator, 20... Control unit, 24, 25... Drive circuit, 26, 27...
Timing control circuit, 31...CPU.

Claims (1)

[Claims] 1. A power generating device driven by an engine to provide a reverse torque to the crankshaft, an electric drive device providing a positive torque to the crankshaft, and a power generating device that is driven by the engine to generate a reverse torque when the torque increases. a control means for suppressing torque fluctuations that operates the electric drive device when the torque decreases; a deceleration detecting means for detecting a decelerating state of the engine; and a control means for detecting a decelerating state of the engine; 1. A torque fluctuation control device for an engine, comprising a correction means for relatively reducing a positive torque provided by an electric drive device with respect to a reverse torque provided by a power generating device, compared to when the engine is in operation.