JPH1182094A - Engine torque fluctuation reducing device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make a torque fluctuation reducing effect stable by the cancel torque of an engine-driven generator mounted on an engine together with a subsidiary flywheel whether the flywheel is used or not. SOLUTION: The rotation of a main flywheel system 2 is transmitted by a first means 3 to a subsidiary flywheel system 4 so that the subsidiary flywheel system 4 rotates counter to the main flywheel system 2. In this constitution, before the first means 3 shows a resonance phenomenon in its expansion or constriction direction, a separation means is adapted to separate the subsidiary flywheel system 4 from the main flywheel system 2 in rotation. Independently of the first means 3, a second means 5 is also provided to transmit the rotation of the main flywheel system 2 to an engine-driven generator 6. The charging or discharging rate and timing of the generator 6 is controlled by a controller 13 so as to produce cancel torque in the direction to cancel engine torque variations.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine torque fluctuation reduction apparatus applied to an automobile or the like.

[0002]

2. Description of the Related Art Direct-injection gasoline engines and direct-injection diesel engines have been in the limelight due to the increasing interest in improving fuel efficiency of automobiles in response to recent environmental problems. Due to the large excitation force, the roll vibration accompanying the torque fluctuation of the engine is large,
Accordingly, the muffled sound and floor vibration during idling are deteriorated. As one method of solving such a problem, by providing an additional flywheel that rotates in reverse to the main flywheel, a moment in the opposite direction to the moment acting on the engine body as a reaction of torque generation is generated, and A device in which roll vibration of the main body is reduced (see Japanese Patent Application Laid-Open No. 6-50388) or a device in which a generator motor is used to generate a torque fluctuation in a phase opposite to that of an engine and directly input to a crankshaft ( Japanese Patent Application Laid-Open No. 6-200781) is known.

[0003]

In order to increase the amount of reduction in torque fluctuation, it is necessary to increase the moment of inertia of the auxiliary flywheel in the former method, and to increase the output of the generator motor in the latter method. Although it is necessary, an increase in the moment of inertia of the auxiliary flywheel causes deterioration of engine response due to an increase in weight and an equivalent moment of inertia, and an increase in output of the generator motor is accompanied by a power supply system such as a generator body and an inverter and a battery. Cost rises.

[0004] In order to increase the torque fluctuation reduction effect by using a single method as described above, there is another problem. Therefore, it is necessary to increase the torque fluctuation reduction effect without causing a large side effect. One effective measure is to use a sub flywheel and a generator motor together.

[0005] Considering this measure, a method of driving both the sub flywheel and the generator motor by a belt drive that does not require lubrication or the like and is easy to maintain can be considered. However, in this case, when the sub flywheel is driven by a belt, the resonance phenomenon in the belt expansion and contraction direction determined by the value of the moment of inertia of the sub flywheel and the spring constant of the belt appears at a relatively low frequency. The secondary flywheel is separated from the rotating system before reaching the resonance frequency.

[0006] However, since the belt is an elastic body, torque transmission is performed by tension generated by stretching itself. However, when transmitting torque to a material having a large moment of inertia such as a sub flywheel, the amount of expansion is large. This causes a phase difference in torque transmission. Due to such an influence, when the sub flywheel and the generator motor are driven by the same belt, the optimal phase of the cancellation torque of the generator motor with respect to the engine torque fluctuation (when the torque fluctuation is smaller) when using and not using the sub flywheel. As a result, the effect of reducing the torque fluctuation due to the cancellation torque of the generator motor differs between when the sub flywheel is used and when it is not used.

SUMMARY OF THE INVENTION It is an object of the present invention to stably maintain the effect of reducing the torque fluctuation due to the cancellation torque of the generator motor when the auxiliary flywheel and the generator motor are used in combination, regardless of whether the auxiliary flywheel is used or not. I do.

[0008]

According to a first aspect of the present invention, there is provided a main flywheel system integrated with a crankshaft, a sub flywheel system rotatable around a rotation axis parallel to the crankshaft, and a main flywheel system. First means (for example, a V-belt) for transmitting the rotation of the main flywheel system to the sub-flywheel system so that the sub-flywheel system rotates in reverse with respect to the rotation of the wheel system; Means for disconnecting the sub-flywheel system from the rotation of the main flywheel system before a resonance phenomenon in the expansion and contraction direction of the main flywheel system appears (for example, a clutch mechanism); a generator motor for charging / discharging a battery via an inverter and a converter; A second means (for example, a V-belt) for transmitting the rotation of the main flywheel system to the generator motor independently of the first means. When, and a means for controlling the charging and discharging amount and timing of the generator motor as canceled torque side to cancel the torque fluctuations of the engine is generated.

According to a second aspect of the present invention, a main flywheel system integrated with a crankshaft, a sub flywheel system rotatable about a rotation axis parallel to the crankshaft, and charging of a battery via an inverter and a converter. A generator motor for discharging, transmitting the rotation of the main flywheel system to the sub-flywheel system such that the sub-flywheel system rotates in the reverse direction with respect to the rotation of the main flywheel system, and The same means for transmitting the rotation of the wheel system to the generator motor, and the means for separating the sub flywheel system from the rotation of the main flywheel system before the resonance phenomenon in the expansion and contraction direction of the transmission means appears (for example, a clutch mechanism) ), And the generator motor is controlled so that a cancel torque is generated on the side that cancels the engine torque fluctuation. Means for controlling the discharge amount and timing, and the engine torque fluctuation of the canceling torque generated by the generator motor when the sub flywheel system is not separated from the rotation of the main flywheel system than when the sub flywheel system is separated. Means for advancing the phase with respect to.

[0010] In a third aspect, in the second aspect, the conduction means is a belt.

According to a fourth aspect, in the third aspect, the phase advance amount is set to be larger as the belt length from the main flywheel system to the auxiliary flywheel system is longer. In the fourth invention, the phase advance amount is set to be smaller as the rigidity of the belt is higher.

In a sixth aspect of the present invention, in any one of the third to fifth aspects, the larger the moment of inertia of the sub flywheel system, the larger the amount of phase advance is set.

According to a seventh aspect of the present invention, in any one of the third to sixth aspects, a sensor for detecting the belt tension is provided, and the smaller the belt tension detected by the sensor is, the more the phase advance amount is increased. Set larger.

According to an eighth aspect of the present invention, when the belt tension falls below a minimum tension at which the belt does not slip, the control of the controller is stopped.

In a ninth aspect of the present invention, when the belt tension falls below a minimum tension at which the belt does not cause slippage in the seventh aspect, a warning display is issued to a driver.

[0016]

According to the first aspect of the present invention, when the auxiliary flywheel and the generator motor are used together, both are driven by independent conduction means. This does not occur in the control of the electric motor, so that a stable torque fluctuation reduction effect by the generator motor can be obtained regardless of whether the sub flywheel is used or not.

In the second invention, when the sub flywheel and the generator motor are used together, the sub flywheel and the generator motor are driven by the same transmission means, and the sub flywheel system is separated from the rotation of the flywheel system. If not, the phase of the cancel torque generated by the generator motor with respect to the engine torque fluctuation is advanced compared to the case where the generator motor is disconnected, so the effect of the phase delay due to the use of the sub flywheel is incorporated in advance in the generator motor. Can be activated, thereby eliminating the effect of phase lag due to the use of the secondary flywheel,
A stable torque fluctuation reduction effect by the generator motor can be obtained.

According to the fourth aspect of the present invention, the amount of phase advance can be set optimally for the belt routing layout, and the effect of reducing torque fluctuation by the generator motor is maximized regardless of the belt length from the main flywheel system to the sub flywheel system. Limited.

According to the fifth aspect, the amount of phase advance can be set optimally with respect to the belt rigidity, and the torque fluctuation reduction effect by the generator motor can be obtained to the maximum irrespective of the belt rigidity.

According to the sixth aspect of the present invention, the amount of phase advance can be optimally set with respect to the inertia moment of the sub flywheel system, and even if the inertia moment of the sub flywheel system differs, the torque fluctuation can be reduced by the generator motor. The effect that maximizes the effect is obtained.

According to the seventh aspect, the control of the control means can follow the deterioration of the belt stiffness over time, and the effect of reducing the torque fluctuation can be ensured even when the belt deteriorates over time.

[0022]

FIG. 1 is a schematic configuration diagram of a first embodiment. In FIG. 1, reference numeral 1 denotes an engine body, and 2 denotes a crank pulley directly connected to a crankshaft (not shown).

An inverter / converter unit 11 and a battery 12 are connected to a generator motor 6 which rotates in the same direction as the crankshaft by a V belt 5 wound around the crank pulley 2, and the generator motor 6 functions as a generator. At times, electricity is transferred from the generator motor 6 to the battery 12 and from the battery 12 to the generator motor 6 when the generator motor 6 operates as a motor.

This inverter / converter unit 11
Is provided with a controller 13 for controlling The controller 13 outputs a control signal based on a signal from the crank angle sensor 10 so that the generator motor 6 generates a cancellation torque in the opposite phase with respect to the engine torque fluctuation.

On the other hand, two idlers 7, 8 are arranged next to the sub flywheel 4 in order to reversely rotate the sub flywheel 4 different from the main flywheel (not shown) with respect to the crank pulley 2. The other flywheel 4 rotates in the opposite direction to the crankshaft by another V-belt 3 wound around the crankshaft pulley 2.

The sub flywheel 4 is also provided with a clutch mechanism (not shown) for disconnecting the sub flywheel 4 from the rotating system, and a clutch controller 9 for connecting and disconnecting the clutch mechanism. In the clutch controller 9, for example, when the secondary rotation component of the engine obtained from the signal of the crank angle sensor 10 is lower than the elastic resonance frequency of the belt 3, the sub flywheel 4 is connected to the rotating system. When the frequency becomes equal to or higher than the frequency, the clutch mechanism is disconnected, and the sub flywheel 4 is disconnected from the rotating system.

Here, the mechanism of suppressing the roll vibration of the engine body by rotating the sub flywheel 4 in the reverse direction will be briefly described with reference to the known literature. Proceedings of Measurement and Control Vol. 1994, NO.B, P.162-1
65). That is, the moment of inertia of the engine body 1 is I, the angular displacement is φ, and the main flywheel system (mainly an inertial system composed of a flywheel (or drive plate), a crankshaft, a crank pulley, and a part of a connecting rod). Is I1, the inertia moment of the sub flywheel system (inertia system composed of the sub flywheel and the sub flywheel pulley) is I2, and the speed increase ratio (pulley diameter of sub flywheel 4 / main flywheel) , And the torque generated by the engine is T (this is a function of time t), and the roll vibration around the engine body is described by the following equation of motion.

[0028]

(Equation 1)

Here, as the absolute value of the coefficient of T on the right side of the equation (1) is smaller than 1, the roll vibration reduction effect becomes larger.
In the above-mentioned known document, the equation (1) is obtained as a result of solving the equation of motion when the sub flywheel is rotated in reverse by gear driving.
It has been confirmed that when the rigidity of the idlers 7 and 8 is sufficiently large and the moment of inertia of the idlers 7 and 8 is negligible compared to that of the sub flywheel 4, the expression (1) is satisfied.

On the other hand, the torque fluctuation is also reduced by the generator motor 6. As shown in FIG. 2, this is achieved by causing the generator motor 6 to generate torque fluctuations in almost the opposite phase to the engine torque fluctuations and input the torque fluctuations to the crankshaft. Although a rectangular wave is used as the cancel torque in FIG. 2, another waveform such as a sine wave or an engine torque fluctuation waveform may be used.

Here, the cancellation torque is represented by Tc (t),
Assuming that the speed increase ratio between the crank pulley 2 and the generator pulley is ρ c, the resultant torque is T-ρ cTc
Therefore, the equation of motion when the sub flywheel 4 and the generator motor 6 are used together is theoretically expressed by the following equation.

[0032]

(Equation 2)

When the rigidity of the belt is infinite, the equation (2) is satisfied. However, since the actual belt is an elastic body, the torque transmission is performed by the tension generated by the extension of the belt itself. When torque is transmitted to an object having a large moment of inertia, the amount of elongation increases, and a phase difference occurs in torque transmission. FIG. 3 shows an example of the experimental result. As shown in the drawing, when the clutch mechanism is cut off and the sub flywheel is separated from the rotating system, the rotational fluctuations of the crankshaft and the sub flywheel occur in substantially the same phase (see FIG. 3A). When the sub flywheel is connected to the rotating system by connecting the sub flywheel, it can be seen that there is a phase delay in the rotation fluctuation of the sub flywheel with respect to the crankshaft (see FIG. 3B). Therefore, when the sub flywheel and the generator motor are driven by the same belt, this phase delay has a great effect on the control of the generator motor.

On the other hand, in the present embodiment, since both are driven by the separate belts 3 and 5, the above-mentioned phase delay does not affect the control of the generator motor 6 and the auxiliary flywheel 4 Irrespective of the connection or disconnection of the clutch mechanism, the torque fluctuation reduction effect by the control of the generator motor 6 can be stably exhibited.

FIG. 4 is a schematic configuration diagram of the second embodiment.
Corresponding to 1 are given the same reference numerals. In FIG. 4, the same V-belt 21 drives the sub flywheel 4 and the generator motor 6, and a signal to connect and disconnect the clutch mechanism of the sub flywheel 4 is input to the controller 13 of the generator motor 6. Is different from FIG.

When the sub flywheel 4 and the generator motor 6 are driven by one belt 21 as in this embodiment, the phase delay of torque transmission due to the belt drive of the sub flywheel 4 as described above is caused. As a result, when the phase of the cancel torque of the generator motor 6 is tuned to be optimal when the sub flywheel 4 is used, the torque fluctuation reduction effect cannot be sufficiently obtained when the sub flywheel 4 is not used. Will be.

Therefore, in this embodiment, the phase of the cancel torque of the generator motor 6 is tuned so as to be optimal when the sub flywheel 4 is not used, and when the sub flywheel 4 is used, the control torque of the generator motor is reduced. By advancing the phase, a phase delay generated when the sub flywheel 4 is used is compensated.

Here, the amount of phase advance is affected by a physical quantity that determines resonance due to belt expansion and contraction, that is, the moment of inertia of the sub flywheel 4 and the spring constant of the belt 21. Since the spring constant of the belt 21 is determined by the belt stiffness and the belt length, the amount of phase advance can be set to an appropriate value by tuning in the following manner.

The phase advance amount is set to be larger as the belt length from the crank pulley to the sub flywheel is longer. As a result, the amount of phase advance can be optimally set for the belt routing layout, and the torque fluctuation reduction effect of the generator motor can be maximized regardless of the belt length from the crank pulley to the sub flywheel.

The higher the belt rigidity, the smaller the amount of phase advance is set. This makes it possible to optimally set the amount of phase advance with respect to the belt stiffness, and to maximize the torque fluctuation reduction effect of the generator motor regardless of the belt stiffness.

The larger the moment of inertia of the sub flywheel system is, the larger the amount of phase advance is set. This makes it possible to optimally set the amount of phase advance with respect to the inertia moment of the sub flywheel system, and even if the inertia moment of the sub flywheel system is different, the effect of maximizing the torque fluctuation reduction effect by the generator motor is obtained. can get.

When the amount of phase advance has been determined in this way, the controller 13 controls the generator motor based on a simple flowchart shown in FIG.

First, at step 102, the sub flywheel 4
A signal for identifying the clutch operation is input. Step 1
In step 03, the operation state of the clutch mechanism is checked from this input signal. If the clutch mechanism is not in the connected state (abbreviated as clutch on in the figure), the routine proceeds to step 105, where the basic value θ is set as the phase. Output to inverter / converter unit 11. On the other hand, if the clutch mechanism is in the connected state, step 103
Then, the process proceeds to step 104, where the phase advance amount A is calculated from the basic value θ.
The value obtained by subtracting DV (positive value) is used as the phase.

Here, the phase referred to in steps 105 and 104 is a phase difference between the falling point of the control torque (cancel torque) and the falling point of the positive value of the engine torque fluctuation as shown in FIG. is there. Therefore, reducing the phase in step 104 advances the phase of the control torque. More specifically, the phase is switched according to the clutch operating state, for example, as shown in FIG.

FIG. 7 shows the torque fluctuation reducing effect by such a phase advance angle. FIG. 7 shows the effect of the roll vibration component of the engine rotation secondary component (for example, the left-right vibration of the engine on the rocker cover). After the clutch mechanism is shut off to separate the sub flywheel from the rotation system,
When the phase switching is not performed, the torque fluctuation reduction effect is hardly obtained despite the continuous generation of the canceling torque by the generator motor, whereas when the phase switching is performed, the roll vibration by the generator motor is reduced. It can be seen that a reduction effect has been obtained.

As described above, also in the second embodiment, the control effect of the generator motor can be maintained irrespective of whether the sub flywheel is used or not, as in the first embodiment.

FIG. 8 is a schematic configuration diagram of the third embodiment.
This corresponds to FIG. 4 of the embodiment. The same parts as those in FIG. 4 are denoted by the same reference numerals.

This embodiment differs from the second embodiment in that a sensor (not shown) for detecting the belt tension is incorporated in the generator motor 6 and the sensor signal is input to the controller 13 of the generator motor 6. I have.

Since the rigidity of the V-belt 21 gradually decreases due to deterioration with time, the optimum phase advance amount of the torque generated by the generator motor when the sub flywheel 4 is used gradually increases. In the present embodiment, in order to compensate for the effect, the amount of phase advance is held in advance as a function of belt stiffness, a decrease in belt stiffness is detected in the form of a decrease in belt tension, and phase advance is performed according to the detected belt stiffness. The amount of angle is controlled (that is, the amount of phase advance is increased in accordance with the decrease in belt rigidity).

When the belt tension falls below the limit value, the belt 21 starts to slip against the pulley of the generator motor 6 and the control becomes impossible. In this case, the control is stopped, and at the same time, a warning message is issued. Output in the dashboard.

FIG. 9 is a flowchart for executing these controls. The same steps as those in FIG. 5 are denoted by the same step numbers.

5 is mainly described. In step 111, a belt tension signal is input. The belt tension may be calculated, for example, from the force detected by a load cell built in the bearing of the generator motor 6. In step 112, the belt tension F and the minimum belt tension F that does not cause slippage
and if F ≧ Fmin, step 102
Proceeding thereafter, the same control as in FIG. 5 of the second embodiment is performed.
However, step 113 is newly added. Here, after calculating the phase advance amount ADV (F) corresponding to the belt tension F, the process proceeds to step 104, and the phase advance amount ADV (F) is calculated from the basic value θ. The value obtained by subtracting is used as the phase.

As described above, by calculating the phase advance amount ADV (F) according to the belt tension F, even if the belt 21 deteriorates with time, it is possible to compensate for the torque fluctuation reduction effect by the phase switching.

On the other hand, when the belt tension F becomes less than the minimum tension Fmin, the process proceeds from step 112 to steps 114 and 115 to stop the control and output a warning message.

In each of the second and third embodiments, whether or not to advance the phase of the control torque is determined based on the signal for identifying the clutch operation state. Instead, an engine speed signal is input. However, even if a control logic for advancing the phase when a predetermined rotational speed (for example, 80% of the rotational speed at which the engine rotational secondary component coincides with the resonance frequency) is set, substantially the same effect can be obtained.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a first embodiment.

FIG. 2 is a waveform diagram showing a relationship between a torque fluctuation of an engine and a cancel torque of a generator motor.

FIG. 3 is a waveform diagram showing a difference in phase of rotation fluctuation depending on the presence or absence of a sub flywheel.

FIG. 4 is a schematic configuration diagram of a second embodiment.

FIG. 5 is a flowchart for explaining phase switching according to a second embodiment.

FIG. 6 is a characteristic diagram illustrating a state of phase switching according to the second embodiment.

FIG. 7 is a characteristic diagram showing an effect of the second embodiment.

FIG. 8 is a schematic configuration diagram of a third embodiment.

FIG. 9 is a flowchart for explaining phase switching of the third embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine body 3 Belt 4 Sub flywheel 5 Belt 6 Generator motor 9 Clutch controller 11 Inverter / converter unit 12 Battery 13 Controller

Claims (9)

[Claims] A main flywheel system integrated with a crankshaft; a sub flywheel system rotatable about a rotation axis parallel to the crankshaft; and a sub flywheel with respect to rotation of the main flywheel system. First means for transmitting the rotation of the main flywheel system to the sub-flywheel system so that the wheel system rotates in the reverse direction; and the main flywheel system before the resonance phenomenon in the expansion and contraction direction of the first means appears. Means for separating the sub-flywheel system from the rotation of the generator, a generator motor for charging / discharging the battery via an inverter and a converter, and rotating the main flywheel system to the generator motor independently of the first means. A second means for conducting, and charging and discharging of the generator motor so as to generate a cancel torque on the side that cancels the engine torque fluctuation. Torque fluctuation reducing apparatus for an engine, characterized in that a means to control the amount and timing. 2. A main flywheel system integrated with a crankshaft, a sub flywheel system rotatable around a rotation axis parallel to the crankshaft, and power generation for charging and discharging a battery via an inverter and a converter. An electric motor, transmitting the rotation of the main flywheel system to the sub-flywheel system so that the sub-flywheel system rotates in the reverse direction with respect to the rotation of the main flywheel system, and rotating the main flywheel system. The same means for transmitting the power to the generator motor, the means for separating the sub flywheel system from the rotation of the main flywheel system before the resonance phenomenon in the expansion and contraction direction of the transmission means appears, and canceling the engine torque fluctuation. For controlling the charge and discharge amount and timing of the generator motor so that a cancel torque is generated on the side. Means for advancing the phase with respect to the engine torque fluctuation of the cancellation torque generated by the generator motor when the sub flywheel system is not separated from the rotation of the main flywheel system than when the sub flywheel system is separated. A torque fluctuation reducing device for an engine, comprising: 3. The apparatus according to claim 2, wherein said transmission means is a belt. 4. The apparatus according to claim 3, wherein the phase advance amount is set to be larger as the belt length from the main flywheel system to the sub flywheel system is longer. 5. The phase advance amount is set to be smaller as the rigidity of the belt is higher.
The torque fluctuation reducing device for an engine according to Claim 1. 6. The apparatus according to claim 3, wherein the phase advance amount is set to be larger as the moment of inertia of the sub flywheel system is larger. . 7. A sensor according to claim 3, wherein a sensor for detecting the tension of the belt is provided, and the amount of the phase advance is set to be larger as the belt tension detected by the sensor becomes smaller. An apparatus for reducing torque fluctuation of an engine according to one aspect. 8. The apparatus according to claim 7, wherein the controller stops controlling the controller when the belt tension falls below a minimum tension at which the belt does not slip. 9. The engine torque fluctuation reducing device according to claim 7, wherein a warning display is displayed to a driver when the belt tension falls below a minimum tension at which the belt does not slip.