JPH0562230B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a device for controlling torque fluctuations in an engine that stops fuel supply to some cylinders in a specific operating range to perform partial cylinder operation. It is.

(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.

In addition, in specific operating ranges such as low-load, low-speed ranges, the fuel supply to some cylinders is cut off to suspend operation, and the load on the remaining operating cylinders is increased by that amount, thereby improving fuel efficiency. There is a so-called cylinder number control engine, which has a number of cylinders, but in such an engine, torque fluctuations tend to become larger during partial cylinder operation in which fuel supply to some cylinders is cut off.

Conventionally, as a device for controlling torque fluctuation in the above-mentioned cylinder number control engine, there is
As shown in Japanese Patent No. 112834, there is a device in which groups of magnets are respectively disposed on a rotating body that rotates in conjunction with a crankshaft and on a fixed part around the rotating body. This device applies magnetic torque to the crankshaft that periodically changes in the forward direction (rotation direction of the crankshaft) and in the reverse direction due to changes in the magnetic force between both magnet groups as the rotating body rotates. ,
This magnetic torque is set to have almost the opposite phase to the torque generated by engine operation during partial cylinder operation, and both of the above magnet groups are each made up of permanent magnets, or one magnet group is equipped with an electromagnet. I am using it. When electromagnets are used, they are energized only during partial cylinder operation, and even when both magnet groups are composed of permanent magnets, the arrangement of magnetic poles, etc. is set to suppress torque fluctuations during partial cylinder operation. . In other words, with this device, the period of magnetic torque is determined by the electrode arrangement of both magnet groups, and the timing and time of applying forward and reverse torques cannot be freely controlled. Therefore, the electrode arrangement must be set according to partial cylinder operation. , it is designed to work only during partial cylinder operation.

By the way, there is a demand for suppressing torque fluctuations even during all-cylinder operation, and in this case, since the magnitude of torque fluctuation is different between all-cylinder operation and partial cylinder operation, it is possible to perform control accordingly. It was hoped that a device would be developed.

(Object of the Invention) In view of these circumstances, the present invention provides an engine torque that can appropriately control torque fluctuations in response to the magnitude of torque fluctuations in both full cylinder operation and partial cylinder operation. A variation control device is provided.

(Structure of the Invention) The present invention provides an engine that is configured to stop fuel supply to some cylinders in a specific operating range of the engine to perform partial cylinder operation. an electric drive for applying a positive torque to a crankshaft, and activating the power generator during torque increases in synchronization with periodic fluctuations in torque generated in the crankshaft during full-cylinder operation and partial-cylinder operation, respectively; an actuation timing control means for controlling the actuation timing of each of the above devices so as to actuate the electric drive device when the torque decreases, and a reverse torque and a positive torque given by both of the above devices during partial cylinder operation compared to full cylinder operation; and actuation amount control means for controlling the actuation amounts of both of the above devices so that the amount of actuation is increased. In other words, in the present invention, both a power generation device and an electric drive device are used as means for applying reverse torque and positive torque to the crankshaft, and the timing of applying each of the above torques is electrically controlled. The amount of operation of each of the above devices, for example, the amount of current applied to each device, is varied depending on the magnitude of torque fluctuation during operation, so that the magnitude of the reverse torque and positive torque applied to the crankshaft is changed. It is composed of

(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 lock 3 around the periphery. 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 batch 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.
and each current control circuit 2 for electric drive and power generation.
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 control 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, each timing control circuit 2
6, 27 and each current control circuit 28, 29
It is controlled by a CPU 31, and the CPU 31 receives a crank angle detection signal 32 from a crank angle sensor.
An intake negative pressure detection signal 33 from a negative pressure sensor is 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, 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 each timing control circuit 26, 27, and the CPU 31 switches each timing control circuit The drive timing and drive time of each of the drive circuits 24 and 25 are controlled via the CPU 31 and each of the timing control circuits 26 and 27.
27, the electric drive device 16 and the power generator 17
An operation timing control means is configured for this. Furthermore, the CPU 31 and each current control circuit 28, 2
9, so that the armature current (current flowing through the first rotating coil 8) for the electric drive device 16 and the field current (current flowing through the second rotating coil 9) for the power generating device 17 are controlled,
Operating amount control means for each of the above devices 16 and 17 is configured.

The CPU 31 examines the operating state based on the engine rotational speed obtained by periodic measurement of each crank detection signal 32 and the intake negative pressure detection signal 33 indicating the engine load, and causes partial cylinder operation to be performed during a specific operation. The power generator 17 and the electric drive device 16 are outputted to a cylinder number control means (not shown) for controlling the number of cylinders.
are controlled according to the following settings.

In other words, for example, in the case of a 4-cylinder 4-cycle engine, the torque fluctuation caused by explosion in each cylinder when all cylinders are operated is shown by the solid line in Figure 9A, and the torque changes with a cycle of 180° at the crank angle. increases or decreases. In addition, during partial cylinder operation, the fuel supply to two cylinders is cut off by a cylinder number control means (not shown), and only the remaining two cylinders are operated, thereby causing torque fluctuations as shown by the broken line in FIG. 9A. The cycle is 360° at the crank angle, and the amount of torque fluctuation (amplitude) is larger than when operating all cylinders. Therefore, in the CPU 31, as shown by the solid line (during all cylinder operation) and the broken line (during partial cylinder operation) in FIGS. 9B and 9C, the power generation device 17 and the electric drive The operating timings of the devices 16 are changed so that the operating timings of the devices 17 and 16 match when the torque increases and when the torque decreases in any operation. Specifically, the operation start times θa, θs and the operation times θta, θts of each of the devices 17, 16 are set by the crank angle, and the operation start times θa, θs are set during full cylinder operation and during partial cylinder operation. are set to different values. Further, the above-mentioned operating times θta and θts are desirably set according to the operating state of the engine (engine speed and intake negative pressure). The set values for each of the operating times θta and θts are stored in advance in a memory (not shown) as a map that corresponds to the operating state for full-cylinder operation and partial-cylinder operation, respectively.
The set values of the operation start times θa and θs during full cylinder operation and partial cylinder operation may also be stored in the memory in advance.

Further, in the CPU 31, the field current of the power generator 17 and the armature current of the electric drive device 16, which are controlled via the current control circuits 29 and 28, are set to be larger during partial cylinder operation than during full cylinder operation. ing.

Note that the operating range for full cylinder operation and partial cylinder operation is normally set as shown in Fig. 10, that is, when the rotation speed is lower than the set rotation speed r ₁ and the load is lower than the set load (intake negative pressure v ₁ ). The region is defined as a partial cylinder operating region, and the other region is defined as a full cylinder operating region. In addition, in a region where the engine speed is extremely high, there is little demand for torque fluctuation control and control is difficult, so in the specific example of control described below, an upper limit rotation speed r ₀ for torque fluctuation control is set, and this upper limit rotation speed Torque fluctuation control is performed within a range that does not exceed r ₀ .

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. Start switch 2
When 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 _R1 (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,
If you want to determine in step _S2 that the start switch 21a is not turned on, if the engine speed R is below a predetermined value _R2 , the process returns to step _S1 , and if it is greater than the predetermined value _R2 , the process proceeds to step _S7 . Move (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 or equal to the upper limit set 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.

The engine speed is the upper limit setting for torque fluctuation control.
If r is less than ₀ , it is determined in steps S ₁₂ and S ₁₃ whether the load (intake negative pressure v) is lower than the set value v ₁ and whether the engine speed r is lower than the set speed r ₁ . do.

If the judgment result is NO in either step S ₁₂ or S ₁₃
(When in the all cylinder operating range in Figure 10)
In this case, the flag A is set to O (step _S14 ), and the set values for the operation start times θa and θs of the power generator 17 and the electric drive device 16 are set for when the generated torque increases and decreases due to all-cylinder operation. The corresponding values θa ₁ and θs ₁ are read from the memory (step S ₁₅ ). Also, when the judgment results in steps S ₁₂ and S ₁₃ are both YES (when the cylinder is in the partial cylinder operation range in Fig. 10)
In this step, a cylinder reduction signal for performing partial cylinder operation is output (step S ₁₆ ), flag A is set to 1 (step S ₁₇ ), and each operation start time θa of the power generation device 17 and the electric drive device 16 is set. , θs, values θa ₂ and θs ₂ corresponding to when the torque increases and decreases due to partial cylinder operation are read from the memory (step S ₁₈ ). Step S ₁₅ or Step S ₁₈
Subsequently, as the set values for the operating times θta and θts of each of the above-mentioned devices 17 and 16, a value Fa (r,
v), Fs(r, v) are obtained from the map in memory (steps S ₁₉ and S ₂₀ ).

Next, in step _S21 , the crank angle θ is input.
When the crank angle θ is within the set range from the operation start point θa to the operation end point (θa + θta) of the power generation device 17, the field current Ia of the power generation device 17 is adjusted depending on whether the flag A is 1 or not. Then, the second rotating coil 9 is energized by driving the second drive circuit 25 via the timing control circuit 27 while controlling the current control circuit 29 for the power generator (steps S ₂₂ to S ₂₆ ). Furthermore, when the crank angle θ is within the setting range from the operation start point θs to the operation end point (θs + θts) of the electric drive device 16, the armature current Is of the electric drive device 16 depends on whether the flag A is 1 or not. is set, and the fixed coil 7 and the first rotating coil 8 are energized by driving the first drive circuit 24 via the timing control circuit 26 while controlling the current control circuit 28 for the power generator (step S ₂₇ ~
_S31 ).

Among the processing when the crank angle θ is within the set range, in the processing for current control in steps S ₂₃ to _{S 25} and steps S ₂₈ to _{S 30} ,
When the flag A is O (during all-cylinder operation), the field current Ia of the power generator 17 and the armature current Is of the electric drive device 16 are set to the basic setting value Ia ₀ ,
Is ₀ , and when flag A is 1 (during partial cylinder operation), the above currents Ia and Is are set to basic setting values Ia ₀ ,
The value is Is ₀ plus the predetermined values Iaa and Isa. Also,
If the crank angle θ 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.

By controlling according to the above flowchart, when the engine is in an operating state in which torque fluctuation control is to be performed after starting, the power generator 17 and the electric drive device 16 are alternately operated in synchronization with the operation of the engine. During all-cylinder operation, the generated torque is as shown by the solid line in FIG. 9A, as shown in FIG. 9B,
Each of the above devices 1 at the timing shown by the solid line in C.
7 and 16 are actuated, a reverse torque is applied to the crankshaft 1 when the generated torque increases, and a positive torque is applied to the crankshaft 1 when the generated torque decreases, as shown by the solid line in FIG. 9D. The torque becomes as shown by the one-dot chain line in FIG. 9A, and torque fluctuations are suppressed. Also, the generated torque is 9th
During the partial cylinder operation as shown by the broken line in Figure A, the above-mentioned devices 17 and 16 are activated at the timing shown by the broken lines in Figures B and C. A reverse torque and a positive torque are respectively applied at the time of decrease. Furthermore, at this time, the field current Ia and armature current Is supplied to each of the devices 17 and 16 are increased compared to when all cylinders are operated.
As shown by the broken line in FIG. D, the amount of torque applied from each of the devices 17 and 16 increases to an extent commensurate with the increase in the amount of variation in the generated torque during partial cylinder operation. Therefore, torque fluctuations are effectively suppressed even during partial cylinder operation.

Note that the specific structures of the electric drive device 16 and power generation device 17 in the present invention are not limited to the above embodiments, and can be modified in various ways. For example, electromagnetic coils constituting these devices may be disposed on a rotating shaft connected to the crankshaft via a gear and a non-rotating part around it, and a starter similar to that provided in a general engine may be provided. Torque control may be performed by controlling the energization of the starter and alternator, or an electric drive device 16 and a power generator 17 for torque control may be provided separately from the starter and alternator.

(Effects of the Invention) As described above, the present invention uses a power generation device and an electric drive device to apply reverse torque and forward torque to the crankshaft, and corresponds to increases and decreases in generated torque during full cylinder operation and partial cylinder operation. The operating timing of each of the above devices is controlled to ensure that In either case, torque fluctuations can be sufficiently suppressed. Furthermore, according to the present invention, reverse torque is applied by power generation, and therefore energy is recovered at this time, so there is an advantage that energy loss can be reduced.

[Brief explanation of the drawing]

FIG. 1 is a longitudinal sectional front view of essential parts showing one embodiment of the structure of a power generation device and an electric drive device according to the present invention, FIG. 2 is a longitudinal sectional side view of the same, FIG. 3 is a schematic perspective view of the same, and FIGS. FIG. 7 is a schematic diagram 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 Fig. 9 A, B, C, and D show the relationship between the generated torque fluctuation, each operation timing of the power generation device and the electric drive device, and the additional torque. Explanatory diagram, 1st
FIG. 0 is an explanatory diagram showing a full cylinder operating range and a partial cylinder operating range, and FIG. 11 is a flowchart of control. 16... Electric drive device, 17... Power generation device, 2
0... Control unit, 24, 25... Drive circuit, 26, 27... Timing control circuit, 2
8, 29...Current control circuit, 31...CPU.

Claims (1)

[Claims] 1. In an engine that is configured to perform partial cylinder operation by stopping fuel supply to some cylinders in a specific operating range of the engine, there is a generator that is driven by the engine and applies reverse torque to the crankshaft, and a power generator that applies positive torque to the crankshaft. an electric drive for giving;
Each of the above devices is configured to operate the power generating device when the torque increases, and operate the electric drive device when the torque decreases, in synchronization with periodic fluctuations in torque generated in the crankshaft during full cylinder operation and partial cylinder operation, respectively. an actuation timing control means for controlling the actuation timing of the above-mentioned devices; and an actuation amount for controlling the actuation amounts of the above-mentioned devices so that the reverse torque and the forward torque given by the above-mentioned devices are larger during partial cylinder operation compared to during full-cylinder operation. 1. A torque fluctuation control device for an engine, comprising: a control means.