JP6194746B2 - Vibration reducing apparatus, internal combustion engine, and control method for internal combustion engine - Google Patents

Description

  The present invention relates to a vibration reducing device, an internal combustion engine, and a control method for an internal combustion engine. More specifically, the primary vibration of the internal combustion engine is reduced by a balancer, and the secondary vibration of the internal combustion engine is reduced by an inertial body. The present invention relates to a vibration reduction device, an internal combustion engine, and a control method for an internal combustion engine that can reduce gear noise caused by secondary vibration.

  Currently, in order to reduce fuel consumption, exhaust sizing and cylinder reduction are actively studied and put to practical use. However, torque fluctuations that increase as the number of cylinders is reduced are small-cylinder engines (internal combustion engines). ) Is rejected. Generally, in a reciprocating engine having a small number of cylinders, particularly a reciprocating engine having three cylinders or less, rolling vibration due to torque fluctuation becomes a problem.

  In this regard, a device has been proposed in which an inertial system that reverses the engine is added, the torque reaction force generated in the inertial system cancels the torque reaction force generated around the crank, and the rolling vibration of the engine is reduced (for example, patents). Reference 1).

  This device is a so-called heron balancer. As a device that generates an inertial system that reverses the engine with this device, there is a device that uses a generator, a device that newly adds weights, or a device that adds weights to a primary balancer.

  In addition, two balancer shafts are arranged as a rotation axis parallel to the rotation axis of the crankshaft, and a power generation drive device is arranged on at least one of them, and the torque fluctuation is offset by the braking torque and drive torque of the power generation drive device. An apparatus that performs this is also proposed (see, for example, Patent Document 2).

  However, these devices cause another problem due to the gear driving of the inertial system that reverses the engine. The engine generates torque reaction force with torque fluctuation due to intermittent combustion. In particular, the value increases as the number of cylinders decreases. As a result, the rotational reaction occurs due to the torque reaction force accompanying the torque fluctuation, and the tooth surface of the driven gear is pressed and rotated during acceleration, but the driven side is a separate inertial system during deceleration. The tooth surface of the tooth is separated and comes into contact with the back surface of the next gear. At this time, rattling noise is generated.

  Then, at the next acceleration, the tooth surface of the driven gear comes into contact with the original tooth surface and is driven. At this time, rattling noise is generated. In particular, when a flywheel is attached to a passive shaft in order to reduce rolling vibration, the shaft's torsional vibration and the rattling noise resonate and generate significant noise.

  The distance traveled by this tooth is the backlash of the gear and cannot be made zero. As the inertial moment on the driven side increases to cancel the torque reaction force, this phenomenon becomes more prominent. The greater the inertial moment on the driven side, the greater the hitting sound.

British Patent Application Publication GB-A-121045 JP 2000-248958 A

  The present invention has been made in view of the above problems, and a problem thereof is a vibration reduction device and an internal combustion engine that can reduce vibrations of the internal combustion engine and noise generated along with the reduction of the vibrations. And a method of controlling an internal combustion engine.

The vibration reducing device of the present invention for solving the above-described problem includes a balancer for reducing primary vibration of an internal combustion engine, and an electric motor provided with an inertial body for reducing secondary vibration of the internal combustion engine. A gear transmission mechanism that transmits power between the crankshaft of the engine and the balancer, an endless transmission mechanism that transmits power between the balancer and the inertial body, and tension of the endless body of the endless transmission mechanism A vibration reducing device comprising a tensioner for holding the crankshaft , comprising: a means for obtaining a crank angular speed of the crankshaft; a means for obtaining the angular speed of the electric motor; and a control device. performs the control to start the power-running operation of the electric motor when begins to accelerate, the control angular velocity of the electric motor starts the regenerative drive of the motor when the start decelerating And wherein the Ukoto.

  According to this configuration, the endless body of the endless transmission mechanism is started by starting the power running drive of the motor when the rotation of the crankshaft starts to accelerate and starting the regenerative drive of the motor when the rotation of the motor starts to decelerate. Even if a rotational phase difference occurs between the crankshaft and the motor due to the elongation of the motor, it is possible to easily determine the control timing of the motor that is effective in both reducing the vibration of the internal combustion engine and reducing the noise. . By controlling the electric motor at the determined control timing, it is possible to reduce both the vibration of the internal combustion engine and the noise generated along with the suppression of the vibration.

  Specifically, first, the primary vibration of the internal combustion engine is canceled by the balancer, and the torque reaction force around the crankshaft is canceled by the torque around the inertial body provided in the motor, thereby reducing the secondary vibration of the internal combustion engine. can do.

  Second, it avoids that the reaction force of the inertial body is immediately transmitted to the gear transmission mechanism due to the movement of the tensioner that maintains the tension of the endless body, and is caused by the rotational fluctuation caused by the secondary vibration, and the compression stroke of the internal combustion engine. The gear noise that becomes the largest in the vicinity of the compression top dead center that shifts to the explosion stroke can be reduced.

  Third, by increasing the torque around the inertial body by powering and regeneratively driving the motor, avoiding a decrease in torque reaction force that is reduced by not immediately transmitting the reaction force of the inertial body to the gear transmission mechanism can do. The gear transmission force at this time is the same as the engine torque, and the driving force of the gear is also reduced, so that the gear noise is not deteriorated.

  The control timing of the electric motor when increasing the torque around the inertial body is difficult due to the rotational phase difference between the rotation of the crankshaft and the rotation of the electric motor caused by the endless body extension of the endless body transmission mechanism. For example, if power running drive and regenerative drive are performed in synchronism with the rotation of the crankshaft, no torque is applied to the crankshaft, so that gear noise does not deteriorate, but large fluctuations in rotation due to the electric motor cannot be taken, and reaction force does not decrease. On the other hand, if synchronized with the rotation of the electric motor, the rotational fluctuation by the electric motor increases and the reaction force decreases, but the gear noise worsens.

  Therefore, by starting the power running drive of the motor when the rotation of the crankshaft starts to accelerate as in the above configuration, and starting the regenerative drive of the motor when the rotation of the motor starts to decelerate, the rotational fluctuation due to the motor is reduced. Since the torque is not exerted on the crankshaft while increasing, both the vibration of the internal combustion engine and the noise generated along with the suppression of the vibration can be reduced.

As a result, downsizing of the internal combustion engine can be achieved, so that the frequency of use of the region with higher thermal efficiency can be increased, and the friction of the internal combustion engine body can be reduced to reduce fuel consumption.

  Further, in the vibration reducing device, a reference control waveform of the electric motor is calculated based on a crank angular speed of the crankshaft, and the start timing of the power running drive of the electric motor in the reference control waveform is calculated based on the crank angular speed of the crankshaft. Change to the start timing of the power running drive of the motor calculated from the differential waveform, and the reference start timing of the regenerative drive of the motor in the reference control waveform of the motor calculated from the differential waveform of the angular velocity of the motor It is desirable to provide control waveform creation means for creating the control waveform of the electric motor by changing to the regenerative drive start timing.

  According to this configuration, the crank angular speed and the motor angular speed are inputted as input, the differential waveform of the crank angular speed and the differential waveform of the motor angular speed are calculated through the differentiation circuit, and the reference control waveform and each differential waveform calculated based on the crank angular speed are calculated. Since the motor control waveform is created by comparing the two, the power is driven in synchronization with the crank angular speed when the crank angular speed is increased, and is synchronized with the angular speed of the motor when the crank angular speed is decreased and when the angular speed of the motor is decreased. Can be regeneratively driven.

  And the internal combustion engine for solving said subject is provided and provided with the vibration reduction apparatus as described above. According to this configuration, both the vibration and noise of the internal combustion engine, which are problems in downsizing the internal combustion engine, can be solved and downsizing can be achieved, so that fuel consumption can be reduced.

An internal combustion engine control method for solving the above problems includes a balancer for reducing primary vibration of the internal combustion engine, and an electric motor provided with an inertial body for reducing secondary vibration of the internal combustion engine, and A gear transmission mechanism for transmitting power between a crankshaft of an internal combustion engine and the balancer, an endless transmission mechanism for transmitting power between the balancer and the inertial body, and an endless body of the endless transmission mechanism. In a vibration reduction method of an internal combustion engine provided with a vibration reduction device including a tensioner that holds tension, the crank angular speed of the crankshaft is acquired, the angular speed of the electric motor is acquired, and based on the acquired crank angular speed, its identifies when the crank angular speed begins to accelerate, when the crank angular velocity identified begins to accelerate, then starts the power-running drive of the electric motor, Based on the motor angular velocity obtained by the method in which the angular velocity of the motor is to identify when to begin deceleration, when the angular velocity of the specified the motor begins to decelerate, characterized in that to start the regenerative drive of the motor It is.

  Further, in the control method for an internal combustion engine, a reference control waveform of the electric motor is calculated based on a crank angular speed of the crankshaft, and a start timing of powering drive of the electric motor in the reference control waveform is determined based on a crankshaft crankshaft. Changed to the starting timing of the powering drive of the electric motor calculated from the differential waveform of the angular velocity, and the reference starting timing of the regenerative driving of the electric motor in the reference control waveform is calculated from the differential waveform of the angular velocity of the electric motor It is desirable to control the electric motor with a control waveform of the electric motor formed by changing the timing to start the regenerative driving of the electric motor.

  According to the vibration reduction device, the internal combustion engine, and the vibration reduction method of the internal combustion engine of the present invention, the power running drive of the motor is started when the rotation of the crankshaft starts to accelerate, and the rotation of the motor is started when the rotation of the motor starts to decelerate. By starting regenerative drive, even if a rotational phase difference occurs between the crankshaft and the electric motor due to the endless body extension of the endless body transmission mechanism, both reduction of internal combustion engine vibration and noise can be achieved. An effective electric motor control timing can be easily determined. By controlling the electric motor at the determined control timing, the torque fluctuation is not exerted on the crankshaft while increasing the rotational fluctuation by the electric motor, so that both the vibration of the internal combustion engine and the noise generated along with the suppression of the vibration are reduced. Can be reduced.

As a result, downsizing of the internal combustion engine can be achieved, so that the frequency of use of the region with higher thermal efficiency can be increased, and the friction of the internal combustion engine body can be reduced to reduce fuel consumption.

It is the perspective view which showed the structure of the vibration reduction apparatus of embodiment which concerns on this invention. It is a figure which shows the belt transmission mechanism and tensioner of the vibration reduction apparatus shown in FIG. It is the schematic which showed the control apparatus of the vibration reduction apparatus shown in FIG. It is the figure which showed the state rotated while the balancer of the vibration reduction apparatus shown in FIG. 1 accelerated. It is the figure which showed the state which the balancer of the vibration reduction apparatus shown in FIG. 1 rotated, decelerating. It is a figure which shows the relationship of the differential waveform of the crank angular velocity of the vibration reduction apparatus shown in FIG. 1, the differential waveform of the angular velocity of an electric motor, the reference | standard control waveform of an electric motor, and the control waveform of an electric motor. It is the flowchart which showed the vibration reduction method of the internal combustion engine of embodiment which concerns on this invention. It is the graph which compared the rotation fluctuation of the electric motor of an internal combustion engine and a flywheel, and the rotation fluctuation of an internal combustion engine, (a) shows the state without control of an electric motor, (b) shows the state with control of an electric motor. It is the schematic diagram which showed the relationship between the torque reaction force of an internal combustion engine, and an inertia moment.

  Hereinafter, a vibration reduction device, an internal combustion engine, and a control method for an internal combustion engine according to embodiments of the present invention will be described with reference to the drawings. In the following embodiment, an in-line three-cylinder diesel engine will be described as an example. However, the present invention is not limited to a diesel engine, but can also be applied to a gasoline engine. The sequence is not limited.

  First, a vibration reducing apparatus and an internal combustion engine according to an embodiment of the present invention will be described with reference to FIGS. As shown in FIG. 1, this engine (internal combustion engine) 1 is configured by providing a vibration reducing device 10 in an engine body 2, and the vibration reducing device 10 includes a gear transmission mechanism 11, a primary balancer (balancer) 12, a belt transmission. In addition to the mechanism (endless body transmission mechanism) 13 and the electric motor 14, a sub flywheel (inertial body) 15, a sub flywheel clutch (hereinafter referred to as a clutch) 16, and a tensioner 20 are configured. The

  The engine body 2 includes a crankshaft (crankshaft) 4 that converts the vertical motion of the three pistons 3 a to 3 c into a rotational motion, and a main flywheel 5. The engine body 2 is connected to a transmission (not shown) via a main flywheel 5, but the main flywheel 5 is not necessarily required.

  The gear transmission mechanism 11 includes a drive gear 11a and a driven gear 11b. The driven gear 11b is a gear having the same diameter as that of the drive gear 11a so as to reversely rotate the primary balancer 12 at a constant speed with respect to the rotation of the crankshaft 4, and preferably takes into account the balance with the primary balancer 12. It is good to make it eccentric. In this vibration reduction device 10, since the power transmission between the crankshaft 4 and the primary balancer 12 is carried through only one stage of the gear transmission mechanism 11, gear noise can be easily controlled.

  The primary balancer 12 is disposed substantially parallel to the axis of the crankshaft 4 and rotates as described above. The primary balancer 12 rotates reversely with the crankshaft 4 at a constant speed, thereby reducing pitching vibration caused by the primary inertia couple and rolling vibration caused by the 1.5th-order torque reaction force.

  The belt transmission mechanism 13 transmits the rotation of the first pulley 13a attached to the tip of the shaft of the primary balancer 12 to the second pulley 13c via an endless belt (endless body) 13b. At that time, the crankshaft 4 It is comprised so that it may increase with respect to rotation of. Moreover, in order to transmit torque, the tensioner 20 and the idler 13d which hold | maintain the tension | tensile_strength of the belt 13b are provided.

  As shown in FIG. 2, the tensioner 20 includes a pulley 21, a fixing portion 22, a tension arm 23, and a tension spring (elastic body) 24. The tensioner 20 holds the tension of the belt 13b by the pulley 21 being urged to the belt 13b by the tension spring 24, and the tension arm 23 has the fixing portion 22 as an axis by the fluctuation of the tension of the belt 13b. It is a so-called auto tensioner that rotates to move the position of the pulley 21.

  The tensioner 20 is disposed on the loose side A of the belt 13b when the rotation of the crankshaft 4 is positive due to in-cycle fluctuation, that is, when the primary balancer 12 rotates while accelerating. Hereinafter, when it is described that the crankshaft 4 rotates in the positive direction, it indicates that the crank angular acceleration of the rotation of the crankshaft 4 is positive and the acceleration in the direction of the arrow a in the drawing.

  The slack side A of the belt 13b is the slack side when the crankshaft 4 rotates in the positive direction, and when the rotation of the crankshaft 4 is negative due to in-cycle fluctuation, that is, when the primary balancer 12 rotates while decelerating. On the other hand, it is the side where the belt 13b is stretched, contrary to the loose side A. Hereinafter, when it is described that the crankshaft 4 rotates in a negative direction, it indicates that the crank angular acceleration is negative and the acceleration in the direction of the arrow b in the figure.

  When the spring constant of the belt 13b is increased, the tension spring 24 of the tensioner 20 uses, for example, a belt 13b using an aramid fiber-based core wire with little elongation, and the initial tension of the belt 13b is about 600N to 800N. In this case, it is desirable to increase the spring constant of the tension spring 24.

  When the spring constant of the belt 13b is increased, the pulley 21 moves in synchronism with the secondary rotation, which is the same as the torque reaction force, and the inertial force of the pulley 21 increases vibration. When the spring constant of the belt 13b is increased, the moving distance of the position of the pulley 21 due to the tension of the belt 13b can be reduced by increasing the spring constant of the tension spring 24 together.

Further, as shown in FIG. 4, the initial tension T ₀ of the belt 13b by providing the tensioner 20 on the loose side A of the belt 13b drives the moment of inertia on the motor 14 side by the force applied to the second pulley 13c. Is set to be larger than the force Te required for. Initial tension T ₀ of the belt 13b can be set in the crankshaft 4 side, i.e. by rotational fluctuation of the engine 1.

  The idler 13d is a fixed pulley that is provided on the tension side B of the belt 13b when the crankshaft 4 rotates positively and does not move even if the tension of the belt 13b varies.

  As shown in FIG. 3, the electric motor 14 is connected to the second pulley 13 c, can be driven by power and regeneratively driven, and is called a so-called generator or starter generator, and is configured to generate power.

The auxiliary flywheel 15 is configured to transmit its drive torque to the gear transmission mechanism 11 via the second pulley 13c by bringing the clutch 16 into a connected state or a disconnected state.

  The engine 1 includes a crank angle sensor 17, an inverter 18 that performs torque control according to a voltage input, and an ECU (control device) 19 that controls operations of the inverter 18 and the clutch 16.

  The inverter 18 is an inverter that controls the power running drive and the regenerative drive of the electric motor 14 according to the positive and negative voltages, and the load is determined by the magnitude of the voltage.

  The ECU 19 is a control device called an engine control unit, and is a microcontroller that comprehensively performs electrical control in charge of controlling the engine 1 by an electric circuit.

  In this embodiment, as shown in FIG. 3, the ECU 19 accelerates the rotation of the crankshaft 4 and the connecting / disconnecting means M <b> 1 that brings the clutch 16 into a connected state or a disconnected state according to the operating state of the engine 1. Drive control means M2 is provided for starting the power running drive of the electric motor 14 when starting to start, and starting the regenerative drive of the electric motor 14 when the rotation of the electric motor 14 starts to decelerate.

  The drive control means M2 includes differentiation circuits C1 and C2, F / V conversion circuit C3, motor angular velocity calculation means M3, and control waveform creation means M4, and an inverter based on the control waveform W4 created by the control waveform creation means M5 18 is a means for controlling the motor 14 by controlling the motor 18.

  The differentiation circuit C1 is a circuit that receives the measured value of the crank angle sensor 17 and outputs a differential waveform W1 of the actual crank angular velocity. The crank angular velocity differential waveform W1 is a waveform based on time and crank angular acceleration.

  The differentiation circuit C2 is a circuit that receives the angular velocity of the electric motor 14 according to the actual measurement value calculated by the electric motor angular velocity calculation means M3 and outputs a differential waveform W2 of the angular velocity of the electric motor 14 according to the actual measurement value. The differential waveform W2 of the angular velocity of the electric motor 14 is a waveform based on time and the angular acceleration of the electric motor 14.

  The electric motor angular velocity calculating means M3 is a means for calculating the angular velocity of the electric motor 14 according to the actual measurement value from two events when the crank angular acceleration is increased and when the crank angular acceleration is decreased. Specifically, the angular velocity of the motor 14 is calculated from two events when the motor 14 is driven by the belt transmission mechanism 13 when the crank angular acceleration is increased and when the motor 14 rotates due to inertia when the crank angular acceleration is decreased. It is means to do.

  This method will be described with reference to FIGS. In the following, the case of no-load operation is shown without considering the load of the electric motor 14. Further, since it is the belt transmission mechanism 13, it is necessary to consider friction and slip, but it is assumed that the conduction efficiency and the slip rate are uniquely processed.

  As shown in FIG. 4, when the crank angular acceleration is increased and the motor 14 is driven by the belt transmission mechanism 13, the belt 13b on the tension side B of the belt 13b extends, and the slack that can be generated on the loose side A is tensioned. In this state, the pulley 21 pushed by the urging force of the spring 24 is absorbed and rotated.

Here, when the radius of the first pulley 13a is r ₁ , the radius of the second pulley 13c is r ₂ , the angular velocity of the first pulley 13a is ω ₁ , and the angular velocity of the second pulley 13c is ω ₂ , the motor 14 is driven. When the elongation length of the moving belt 13b is δ, the following formula (1) is established. The angular velocity ω ₁ of the first pulley 13 a is the crank angular velocity, and the angular velocity ω ₂ of the second pulley 13 c is the angular velocity of the electric motor 14.

When δ> 0, the initial tension T ₀ of the belt 13b is a component in the belt direction of the load that presses the belt 13b by the tension spring 24. Therefore, a slight change due to the elongation of the belt 13b is small and is calculated as constant. Here, if the tension difference when the motor 14 is driven (the force necessary to drive the moment of inertia on the motor 14 side) is Te, the belt tension T ₁ before and after the motor 14 is T ₁ = T ₀ and the belt tension T ₂ are T ₂ = T ₀ + Te, and only the tension difference Te needs to be considered. The tension difference Te is expressed by the following formula (2), where I ₂ is the moment of inertia of the second pulley 13c.

Therefore, from Equations (1) and (2), when the spring constant of the belt 13b is K, the following Equation (3) is established.

When the elongation of the belt 13b is δ> 0, when the conduction efficiency of the belt 13b is η and the integral constant is Q, the following equation (4) is established.

The change values after Δt are obtained as kθ ₂ and kω ₂ from the following equations (5) and (6).

Using the value of the angular velocity ω ₁ of the first pulley 13a as an initial value and changing the value of the integration constant Q so that the result converges, the solution is solved by the fourth-order Runge-Kutta method from Equations (4) to (6) above. Thus, the angular velocity ω ₂ of the electric motor 14 according to the actual measurement value can be obtained.

  As shown in FIG. 5, when the crank angular acceleration is decreased, the motor 14 rotates due to inertia when the integrated value of the extension length δ of the belt 13b becomes negative, and δ <0. .

At this time, the tension side B of the belt 13b can be bent and the belt 13b vibrates greatly. At this time, the belt tension T ₁ before and after the electric motor 14 is T ₁ = T ₀ , the belt tension T ₂ is T ₂ = 0, and the electric motor 14 is decelerated at a constant acceleration. 7) holds.

In the case of δ <0, the above equation (7) is solved as it is, and the angular velocity ω ₂ of the electric motor 14 can be obtained from the following equation (8).

As described above, the angular velocity ω ₂ of the electric motor 14 according to the actual measurement value can be obtained.

  The F / V conversion circuit C3 is a circuit that inputs a differential waveform (pulse frequency) W1 of the crank angular velocity, converts the differential waveform W1 into a voltage waveform, and outputs a reference control waveform W3 that is a differential waveform.

  As shown in FIG. 6, the control waveform creating means M4 uses the reference timing waveform W3 output from the F / V conversion circuit C3 to indicate the power running drive start timing t1 of the electric motor 14 and the crank angular velocity output from the differentiation circuit C1. The angular speed of the electric motor 14 output by the differential circuit C2 is changed to the power driving start timing t1 ′ calculated from the differential waveform W1 and the regenerative driving start timing t2 of the electric motor 14 in the reference control waveform W3. This is a means for creating the control waveform W4 of the electric motor 14 by changing to the start timing t2 ′ of the regenerative driving of the electric motor 14 calculated from the differential waveform W2.

  Therefore, the control waveform generating means M5 synchronizes the crank angular speed, that is, the reference control waveform W3 calculated in accordance with the torque fluctuation of the engine 1 so as to synchronize with the actual crank angular speed when the crank angular speed is accelerated. The control waveform W4 is formed by synchronizing with the actual angular velocity of the electric motor 14 when the electric motor 14 is decelerated and when the electric motor 14 is decelerated.

  And the vibration reduction method of the engine 1 of embodiment which concerns on this invention starts the power running drive of the electric motor 14 when the rotation of the crankshaft 4 begins to accelerate, and when the rotation of the electric motor 14 begins to decelerate, the electric motor 14 This is a method characterized by starting regenerative driving.

  First, a case where the operating state of the engine 1 is during normal traveling will be described. During normal running, the ECU 19 causes the clutch 16 to be in the engaged state by the connecting / disconnecting means M1, and the primary balancer 12 and the auxiliary flywheel 15 are rotated in reverse with respect to the rotation of the crankshaft 4. Reduce the accompanying torque reaction force.

  At this time, the sub flywheel 15 is driven via the belt transmission mechanism 13, so that the torque for reducing the torque reaction force is reduced due to the phase shift and torque reduction caused by the slip and expansion / contraction of the belt 13 b.

  This is because the tension shown in Formula (2) is required when the crank angular velocity is accelerated, and the phase is shifted by an amount corresponding to the extension due to the spring constant of the belt 13b. This phase changes depending on the layout of the belt transmission mechanism 13, the material of the belt 13b, and the crank angular acceleration.

  At this time, the drive control means M2 controls the electric motor 14 to start powering when the crank angular acceleration increases and to start regenerative driving when the angular acceleration of the electric motor 14 decreases.

  The vibration reduction method of the engine 1 will be described with reference to the flowchart of FIG.

  First, step S10 in which the crank angle sensor 17 detects the crank angular speed is performed. Next, the crank angular velocity is input to the differentiating circuit C1, and step S20 is performed to output the crank angular velocity differential waveform W1. Next, step S30 for calculating the angular velocity of the electric motor 14 is performed by the electric motor angular velocity calculating means M3. Next, the angular velocity of the electric motor 14 is input to the differentiation circuit C2, and step S40 for outputting the differential waveform W2 of the angular velocity of the electric motor 14 is performed.

Next, a differential waveform of the crank angular velocity is input to the F / V conversion circuit C3, and step S50 for outputting the reference control waveform W3 is performed. Since the output of the electric motor 14 is proportional to the voltage, a change in the crank angular speed, that is, the engine 1 is obtained by obtaining a reference control waveform W3 that is a voltage waveform by F / V conversion from the differential waveform W1 of the crank angular speed in step S50. It is possible to calculate the output of the electric motor 14 in accordance with the rotation fluctuation.

  Next, a power running start timing t1 'is calculated from the differential waveform W1 output in step S20, and a power running start timing t1 of the reference control waveform W3 is changed to a start timing t1'. Next, the start timing t2 'of the regenerative drive is calculated from the differential waveform W2 output in step S40, and the step S70 of changing the start timing t2 of the regenerative drive of the reference control waveform W3 to the start timing t2' is performed.

  Next, step S80 for outputting the control waveform W4 formed in step S60 and step S70 is performed. Next, step S90 for controlling the electric motor 14 with the control waveform W4 output in step S80 is performed, and this vibration reduction method is completed.

  As a result, when the crankshaft 4 rotates in the positive direction, the tensioner 20 transmits the rotational fluctuation of the engine 1 to the auxiliary flywheel 15 side, and the motor 14 is driven by powering at that time, so that the belt transmission mechanism 13 is interposed. Thus, it is possible to compensate for the torque loss of the auxiliary flywheel 15 caused by the phase delay and the reduction of the driving torque, thereby reducing the torque reaction force and reducing the gear noise.

  On the other hand, when the crankshaft 4 rotates in a negative direction, the length of the belt 13b becomes longer as the position of the pulley 21 of the tensioner 20 is moved due to the variation in tension. Will be annealed. At this time, by driving the electric motor 14 regeneratively, the auxiliary flywheel 15 is synchronized with the rotational fluctuation of the engine 1, so that the torque reaction force can be reduced. Further, the length of the belt 13b is increased, so that gear noise is reduced, and the slip noise generated by the belt 13b is driven by the electric motor 14 to regenerate the auxiliary flywheel 15 in synchronization with the rotational fluctuation of the engine 1. To reduce.

  Here, comparing the case where there is no control of the motor 14 shown in FIG. 8A and the case where the control of the motor 14 shown in FIG. 8B is performed, the motor 14 is controlled as described above. Thus, by controlling the rotational fluctuations of the electric motor 14 and the auxiliary flywheel 15 in accordance with the rotational fluctuations of the engine 1, when the crank angular velocity increases, the rotational fluctuations by the electric motor 14 are increased and the reaction force of the engine 1 is increased. When the crank angular speed is reduced, the rotational fluctuation by the electric motor 14 can be reduced to reduce gear noise.

  Here, the principle of reducing the torque reaction force of the engine 1 will be described with reference to FIG. The rotating body 30 shown in FIG. 9 will be described as a combination of the primary balancer 12 and the auxiliary flywheel 15.

Here, θ is the crank angle, T (θ) is the crank torque, _Tr is the torque reaction force, I ₁ is the moment of inertia around the crankshaft 4, I _i is the moment of inertia of the i-th rotating body 30, and g _i Is the gear ratio of the i-th rotating body 30. The torque reaction force _Tr can be expressed by the following formula (9).

At this time, (I ₁ + Σg _i ² I _i ) in the denominator is the effective moment of inertia of the engine 1 and is all positive regardless of the direction of rotation. Equation (9) torque reaction from the force T _r is to be minimized by providing the _{(I 1 + Σg i I i} ) so as to minimize rotational body 30 is accelerated in the reverse rotation of the engine 1 it can.

  The denominator of Equation (9) is the effective moment of inertia around the crankshaft 4, and most of it is occupied by the crankshaft 4, the main flywheel 5, and a clutch pressure plate (not shown). The numerator is the product of the moment of inertia of each axis multiplied by the gear ratio or pulley ratio. If there is something that reverses, its value becomes negative, the numerator becomes smaller, and the torque reaction force becomes smaller.

  Therefore, it can be seen that the primary balancer 12 and the auxiliary flywheel 15 can reduce the reaction force accompanying the torque fluctuation of the engine 1.

  Next, a description will be given of a case where the operating state of the engine 1 is an acceleration other than a start. During acceleration, the ECU 19 disengages the clutch 16 by the connecting / disconnecting means M1. If the operating state of the engine 1 is during acceleration, the torque reaction force is small and the meshing force of the gear transmission mechanism 11 is also small. Therefore, the driving torque of the auxiliary flywheel 15 is not required, and the clutch 16 is disengaged to suppress an increase in the effective moment of inertia during engine acceleration, thereby improving the acceleration performance of the engine 1 and improving fuel efficiency. To do.

  Next, a case where the operating state of the engine 1 is idle and the idle stop is not operating will be described. When idling and idling stop is not operating, the ECU 19 disengages the clutch 16 by the connecting / disconnecting means M1. Since the driving torque from the crankshaft 4 is smaller than the driving torque of the auxiliary flywheel 15, the clutch 16 is disengaged to reduce the meshing force of the gear transmission mechanism 11 that drives the primary balancer 12 to reduce gear noise. Reduce.

  By controlling the motor 14 by the drive control means M2 at the time of idling, the torque fluctuation of the engine 1 is suppressed. Thereby, the rolling vibration generated at the time of idling can be reduced by driving the electric motor 14 alone.

  Furthermore, there is a possibility that the fuel consumption will deteriorate as much as the electric motor 14 is driven. However, the idling stop is in operation for most idlings, and its influence is small. During idling stop, it is a kind of dual mass flywheel. Since it operates, the total fuel consumption can be improved.

  According to the vibration reduction device 10 of the above embodiment, the engine 1 including the same, and the vibration reduction method of the engine 1, when the rotation of the crankshaft 4 starts to accelerate, the power running drive of the motor 14 is started, and the motor 14 When the rotation of the motor 14 starts to decelerate, the regenerative drive of the electric motor 14 is started, so that a rotational phase difference between the rotation of the crankshaft 4 and the rotation of the electric motor 14 due to the extension of the belt 13b of the belt transmission mechanism 13 occurs. In addition, the control timing of the electric motor 14 can be easily determined.

  By controlling the electric motor 14 at the control timing, the torque fluctuation is not exerted on the crankshaft 4 while increasing the rotational fluctuation by the electric motor 14, so that the vibration of the engine 1 and the noise generated along with the suppression of the vibration are reduced. Both can be reduced.

  Specifically, first, the primary vibration of the engine 1 is canceled by the primary balancer 12, the torque reaction force around the crankshaft is canceled by the torque around the auxiliary flywheel 15 provided in the electric motor 14, and the engine 1 Secondary vibration can be reduced.

  Secondly, the reaction of the auxiliary flywheel 15 is prevented from being immediately transmitted to the gear transmission mechanism 11 by the movement of the tensioner 20 that maintains the tension of the belt 13b, and is caused by the rotational fluctuation caused by the secondary vibration. Gear noise that becomes the largest in the vicinity of the compression top dead center that shifts from the compression stroke of 1 to the explosion stroke can be reduced.

  Thirdly, the torque around the auxiliary flywheel 15 is increased by powering and regeneratively driving the electric motor 14, and the torque is reduced by not transmitting the reaction force of the auxiliary flywheel 15 to the gear transmission mechanism 11 immediately. A reduction in reaction force can be avoided.

  As a result, downsizing of the engine 1 can be achieved, so that the frequency of use of a region with higher thermal efficiency can be increased, and the friction of the engine body 2 can also be reduced, thereby reducing fuel consumption.

  In the above embodiment, the clutch 16 is provided and the transmission of power between the auxiliary flywheel 15 and the belt transmission mechanism 13 and the electric motor 14 is controlled. However, the present invention is not limited to this, and the clutch 16 It is good also as a structure which does not provide. However, by providing the clutch 16, as described above, the vibration according to the operating condition of the engine 1 can be reduced by bringing the clutch 16 into an engaged state or a disconnected state according to the operating condition of the engine 1. it can.

  In the above embodiment, the measured value of the crank angle sensor 17 is input to the differentiating circuit C1 to output the differentiated waveform W1, and the angular velocity of the electric motor 14 calculated by the electric motor angular velocity calculating means M3 is input to the differentiating circuit C2. Thus, the differential waveform W2 is output. This configuration is an example, and it is only necessary that the differential waveforms W1 and W2 can be output from the crank angular velocity and the angular velocity of the electric motor 14 according to actual or actual measured values. For example, a configuration using a sensor that measures the angular velocity of the electric motor 14 instead of the electric motor angular velocity calculating means M3, or instead of outputting the differential waveform by the differentiating circuits C1 and C2, the power running drive start timing t1 ′ is based on the change in angular velocity. Also, a configuration using a map or the like that can calculate the regenerative drive start timing t2 ′ may be used.

  In addition, in the above embodiment, the ECU 19 is used as the control device. However, the drive control means M2 can be performed only by the inverter 18 without using the ECU 19 by connecting the crank angle sensor 17 to the inverter 18. You may do it.

  The internal combustion engine of the present invention can suppress the vibration of the internal combustion engine with a gear-driven balancer, and can reduce gear noise and belt slip noise generated to suppress the vibration. It can be used for vehicles such as trucks equipped with diesel engines that generate large torque fluctuations.

1 engine (internal combustion engine)
2 Engine body 3a-3c Piston 4 Crankshaft 11 Gear transmission mechanism 12 Primary balancer (balancer)
13 Belt transmission mechanism 14 Electric motor 15 Sub flywheel (inertial body)
16 Clutch 17 Crank angle sensor 18 Inverter 19 ECU (control device)
20 Tensioner 21 Pulley 22 Fixing portion 23 Tension arm 24 Tension spring C1, C2 Differentiation circuit C3 F / V conversion circuit M1 Connection / disconnection means M2 Drive control means M3 Motor angular velocity calculation means M4 Control waveform creation means

Claims (6)

A gear that includes a balancer for reducing primary vibration of the internal combustion engine and an electric motor provided with an inertial body for reducing secondary vibration of the internal combustion engine, and that transmits power between the crankshaft of the internal combustion engine and the balancer. In a vibration reduction apparatus comprising: a transmission mechanism; an endless body transmission mechanism that transmits power between the balancer and the inertial body; and a tensioner that maintains tension of the endless body of the endless body transmission mechanism.
Means for obtaining the crank angular velocity of the crankshaft, means for obtaining the angular velocity of the electric motor, and a control device;
Wherein the controller performs control of the crank angular speed starts power running drive of the electric motor when begins to accelerate, the TURMERIC line control to start the regenerative drive of the motor when the angular speed of the electric motor starts to decelerate A characteristic vibration reduction device.   The control device calculates a reference control waveform of the electric motor based on a crank angular speed of the crankshaft, and calculates a start timing of powering driving of the electric motor in the reference control waveform from a differential waveform of the crank angular speed of the crankshaft. The start timing of the regenerative drive of the motor calculated from the differential waveform of the angular velocity of the motor is changed to the start timing of the power running drive of the motor and the reference start timing of the regenerative drive of the motor in the reference control waveform The vibration reducing apparatus according to claim 1, further comprising a control waveform creating unit that creates a control waveform of the electric motor by changing the timing.   An internal combustion engine comprising the vibration reducing device according to claim 1. A gear that includes a balancer for reducing primary vibration of the internal combustion engine and an electric motor provided with an inertial body for reducing secondary vibration of the internal combustion engine, and that transmits power between the crankshaft of the internal combustion engine and the balancer. An internal combustion engine provided with a vibration reduction device comprising: a transmission mechanism; an endless transmission mechanism that transmits power between the balancer and the inertial body; and a tensioner that maintains tension of the endless body of the endless transmission mechanism In the vibration reduction method,
Obtaining the crank angular velocity of the crankshaft and obtaining the angular velocity of the electric motor;
Based on the obtained crank angular velocity, identify when the crank angular velocity starts to accelerate,
When the identified crank angular velocity starts to accelerate, start the power running drive of the electric motor,
Based on the acquired angular velocity of the electric motor, specify when the angular velocity of the electric motor begins to decelerate,
A method for reducing vibrations of an internal combustion engine, comprising: starting regenerative driving of the electric motor when the specified angular velocity of the electric motor begins to decelerate.   A reference control waveform of the electric motor is calculated based on a crank angular speed of the crankshaft, and a start timing of powering driving of the electric motor in the reference control waveform is calculated from a differential waveform of the crank angular speed of the crankshaft. Change to the power drive start timing, and change the reference start timing of the motor regenerative drive in the reference control waveform to the start timing of the motor regenerative drive calculated from the differential waveform of the angular velocity of the motor 5. The method for reducing vibration of an internal combustion engine according to claim 4, wherein the electric motor is controlled by a control waveform of the formed electric motor. 6. The vibration reduction of the internal combustion engine according to claim 4, wherein a crank angular speed of the crankshaft is acquired by a crank angle sensor, and an angular speed of the electric motor is calculated and acquired based on the acquired crank angular speed. Method.

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