KR101703593B1 - Device for controlling alternator - Google Patents

Device for controlling alternator Download PDF

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Publication number
KR101703593B1
KR101703593B1 KR1020150084917A KR20150084917A KR101703593B1 KR 101703593 B1 KR101703593 B1 KR 101703593B1 KR 1020150084917 A KR1020150084917 A KR 1020150084917A KR 20150084917 A KR20150084917 A KR 20150084917A KR 101703593 B1 KR101703593 B1 KR 101703593B1
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KR
South Korea
Prior art keywords
alternator
drive motor
rotor shaft
crankshaft
rotational
Prior art date
Application number
KR1020150084917A
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Korean (ko)
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KR20160148215A (en
Inventor
정병환
Original Assignee
현대자동차 주식회사
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Priority to KR1020150084917A priority Critical patent/KR101703593B1/en
Publication of KR20160148215A publication Critical patent/KR20160148215A/en
Application granted granted Critical
Publication of KR101703593B1 publication Critical patent/KR101703593B1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H7/00—Gearings for conveying rotary motion by endless flexible members
    • F16H7/08—Means for varying tension of belts, ropes, or chains
    • F16H7/10—Means for varying tension of belts, ropes, or chains by adjusting the axis of a pulley
    • F16H7/12—Means for varying tension of belts, ropes, or chains by adjusting the axis of a pulley of an idle pulley
    • F16H7/1209—Means for varying tension of belts, ropes, or chains by adjusting the axis of a pulley of an idle pulley with vibration damping means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
    • F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
    • F02B67/06—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus driven by means of chains, belts, or like endless members
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/1004—Structural association with clutches, brakes, gears, pulleys or mechanical starters with pulleys
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
    • H02K7/1807—Rotary generators
    • H02K7/1815—Rotary generators structurally associated with reciprocating piston engines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/20—Structural association with auxiliary dynamo-electric machines, e.g. with electric starter motors or exciters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/04—Control effected upon non-electric prime mover and dependent upon electric output value of the generator

Abstract

An alternator control apparatus according to the present invention includes an alternator including a rotor connected to a pulley through a rotor shaft, a stator for outputting an AC current of three phases, and a drive motor connected to the rotor shaft, And a controller for controlling the drive motor to apply a periodic rotational fluctuation component synchronized with the fluctuation component to the rotor shaft.

Description

{DEVICE FOR CONTROLLING ALTERNATOR}

The present invention relates to an alternator control device.

In the internal combustion engine, the rotational motion of the crankshaft includes a certain amount of rotational variation. The momentary rotational fluctuation of the crankshaft causes a slip phenomenon of the belt due to instantaneous driving resistance in the engine front pulley of the engine FEAD (Front End Accessory Drive) belt or the pulley type belt system.

Such slippage of the pulleys and belts causes the slip noise of the take-off belt and wear of the take-off belt and causes the span vibration of the FEAD belt due to the periodical tensile compressive excitation force in the belt length direction.

Among the pulleys, the alternator is composed of a rotor having a large inertia force and a small pulley ratio, which generates a larger drive resistance than the other pulleys for the instantaneous rotational fluctuation of the crankshaft .

Therefore, belt slippage occurs most frequently in the pulley of the alternator, and special features such as over-running alternator pulley (OAP) and over-running alternator decoupler (OAD) are used to improve the durability and noise of the take- There is a difficulty in using a pulley.

The present invention proposes an alternator control device capable of removing an alternating load applied to a see-through belt without applying a pulley having a special function.

An alternator control device of the present invention includes an alternator including a rotor connected to a pulley through a rotor shaft, a stator for outputting an AC current of three phases, and a drive motor connected to the rotor shaft, and a rotation fluctuation of a crankshaft of the engine And a control unit for controlling the driving motor to apply a periodic rotational variation component synchronized with the component to the rotor shaft.

The driving motor may include a permanent magnet connected to the rotor shaft, and a motor coil for rotating the permanent magnet by receiving an electric current.

The drive motor may include a resolver that detects a rotational position of the drive motor.

The control unit may control the driving direction of the driving motor by using a rotation signal of the crankshaft or the camshaft detected by an engine or an electronic control unit (ECU).

The control unit may control the driving direction of the driving motor by using an ignition plug or a fuel injector signal.

The control unit may control the drive motor to drive in a direction to increase the speed of the rotor shaft of the alternator in a period in which the rotational speed of the crankshaft increases.

The control unit may control the drive motor to drive in a direction to reduce the speed of the rotor shaft of the alternator in a period in which the rotational speed of the crankshaft is reduced.

According to the present invention, by eliminating the rotational torque fluctuation component applied to the alternator pulley, it is possible to eliminate the alternating load applied to the take-aide belt and to improve the slippage and wear phenomenon between the alternator pulley and the take- Environment.

1 is a view schematically showing a structure of an alternator control apparatus according to an embodiment of the present invention.
FIG. 2 is a view schematically showing a structure of an alternator according to an embodiment of the present invention.
3 is a view showing the rotational vibration of the crankshaft of the engine.
4 is a view showing the rotational vibration of the alternator pulley according to FIG.
5 is a flowchart briefly illustrating a process of controlling rotation of an alternator by an alternator control apparatus according to an embodiment of the present invention.
6 is a view showing a speed increasing section and a speed reducing section according to the rotational fluctuation amount of the crankshaft of the engine.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In order to clearly illustrate the present invention, parts not related to the description are omitted, and similar parts are denoted by like reference characters throughout the specification.

Throughout the specification, when an element is referred to as "comprising ", it means that it can include other elements as well, without excluding other elements unless specifically stated otherwise.

Also, the terms of " part ", "... module" in the description mean units for processing at least one function or operation, which may be implemented by hardware or software or a combination of hardware and software.

The alternator control apparatus according to an embodiment of the present invention will now be described in detail with reference to FIGS. 1 to 6. FIG.

1 is a view schematically showing a structure of an alternator control apparatus according to an embodiment of the present invention. At this time, the alternator control device shows only the schematic configuration necessary for the explanation according to the embodiment of the present invention, and is not limited to this configuration.

Referring to FIG. 1, an alternator control apparatus according to an embodiment of the present invention includes an alternator 100 and a control unit 200.

The alternator 100 is connected to the engine 10 through a pulley 30 and a see-through belt 20. The alternator 100 generates a current required by the vehicle using the rotational force of the crankshaft of the engine 10, and supplies the generated current to the vehicle.

The control unit 200 stores the electric energy generated from the alternator 100 in the battery 40 of the vehicle. The controller 200 can receive power from the battery 40 and control the driving of the driving motor 140 of FIG.

FIG. 2 is a view schematically showing a structure of an alternator according to an embodiment of the present invention.

Referring to FIG. 2, the alternator 100 includes a rotor 110, a stator 130, and a driving motor 140 according to an embodiment of the present invention.

The rotor 110 is connected to the pulley 30 via the rotor shaft 120. A field coil is wound on the center of the rotor 110, and a conductor capable of forming a magnetic pole on both sides of the coil is provided, thereby generating a magnetomotive force.

The stator 130 operates together with the rotor 110 to generate an organic electromotive force to output a three-phase alternating current. The stator 130 winds the three-phase coil in the inner groove of the core in which the thin steel plates are stacked.

The drive motor 140 is connected to the rotor shaft 120 and operates by receiving current from the battery 40 of the vehicle. The drive motor 140 applies a periodic rotation fluctuation component synchronized with the rotational fluctuation component of the crankshaft of the engine to the rotor shaft 120 of the alternator 100. [

The driving motor 140 includes a permanent magnet 142 connected to the rotor shaft 120 according to an embodiment of the present invention, a motor coil 144 for rotating the permanent magnet 142 in response to the current, And a resolver 146 for detecting the position.

The control unit 200 controls the operation of the drive motor 140 so as to apply the periodic rotational fluctuation component synchronized with the rotational fluctuation component of the crankshaft of the engine to the rotor shaft 120 of the alternator 100. [

The control unit 200 controls the drive motor 140 using the rotation signal of the crankshaft or the camshaft detected by the engine 10 or the electronic control unit (ECU) To apply the rotational fluctuation component to the rotor shaft (120). Further, the control unit 200 can control the drive motor 140 to apply the rotational fluctuation component to the rotor shaft 120 by using an ignition plug or a fuel injector signal.

The control unit 200 controls the drive motor 140 to be driven in the direction of increasing the speed of the rotor shaft 120 in a period in which the rotational speed of the crankshaft increases. In addition, the control unit 200 can control the drive motor 140 to be driven in a direction to reduce the speed of the rotor shaft 120 in a period in which the rotational speed of the crankshaft is reduced.

For this purpose, the control device 300 may be implemented with one or more processors operating by a program that has been programmed to perform the steps of the alternator control method according to an embodiment of the present invention have.

3 is a view showing the rotational vibration of the crankshaft of the engine, and Fig. 4 is a view showing the rotational vibration of the alternator pulley according to Fig.

In a general internal combustion engine, the rotational motion of the crankshaft can not be rotated at a constant speed because it utilizes the energy generated by the combustion explosion of the cylinder, and rotates including a certain amount of rotational variation as shown in FIG. The rotational variation of the engine occurs in various forms depending on the number and arrangement of cylinders. In the case of a series 4-cylinder engine, the rotational variation component of the engine has two cycles per one rotation of the engine.

4, in the pulley 30 of the alternator 100, the pulley ratio is more amplified than the amplitude of the crankshaft rotational vibration. This rotation fluctuation in the pulley 30 of the alternator 100 acts as an alternating load in the opposite direction to the normal direction of the take-a-way belt 20 for driving the alternator 100, Causes abrasion.

However, the alternator control apparatus according to an embodiment of the present invention may include a drive motor 200 mounted on the alternator 100, and a crankshaft of the engine 10 through a forward or reverse load control of the drive motor 200. [ By synchronizing the rotational variation of the shaft and the alternator 100, periodic alternating loads applied to the swivel type belt 20 are removed.

The alternator control apparatus according to an embodiment of the present invention can be applied to a pulley 30 of an alternator 100 without applying a special pulley such as an over-running alternator pulley (OAP) and an over-running alternator decoupler (OAD) ≪ / RTI > to improve belt slippage and wear problems.

5 is a flowchart briefly illustrating a process of controlling rotation of an alternator by an alternator control apparatus according to an embodiment of the present invention. The following flowchart will be described using the same reference numerals in conjunction with the configuration of Fig.

Referring to FIG. 5, the alternator control apparatus according to an embodiment of the present invention detects the rotation fluctuation period of the crankshaft of the engine 10 (S102).

The alternator control apparatus according to an embodiment of the present invention controls the driving direction of the driving motor 200 connected to the rotor shaft 120 of the alternator 100 in consideration of the detected rotation fluctuation period (S104) . The alternator control apparatus according to an embodiment of the present invention controls the driving direction of the drive motor 200 using the rotation signals of the crankshaft and the camshaft in the engine 10 or the electronic control unit 50, Or the fuel injector signal to control the driving direction of the driving motor 200. [

The alternator control apparatus according to an embodiment of the present invention controls the driving of the driving motor 200 according to a section in which the rotational speed of the crankshaft increases or decreases.

6 is a view showing a speed increasing section and a speed reducing section according to the rotational fluctuation amount of the crankshaft of the engine.

The alternator control apparatus according to the embodiment of the present invention drives the drive motor 200 in the direction of increasing the speed of the rotor shaft 120 in the section A where the rotational speed of the crankshaft increases S106). That is, the drive motor 200 is driven in the direction of increasing the speed of the alternator rotor in a section where the rotational speed of the crankshaft increases, thereby supporting the force required when the take-aide belt 20 drives the alternator 100 .

The alternator control apparatus according to an embodiment of the present invention drives the drive motor 200 in the direction of reducing the speed of the rotor shaft 120 in the section B where the rotational speed of the crankshaft is reduced (S108). That is, the drive motor 200 reduces the rotational force due to the inertia of the alternator rotor by applying a load in a direction in which the speed of the alternator rotor decreases in a period in which the rotational speed of the crankshaft decreases.

Therefore, conventionally, inertia resistance of the rotor occurs in a region where the speed increases, and the speed of the pulley 30 becomes smaller than the speed of the view type belt 20, so that the belt is pulled.

However, when the inertia resistance of the rotor occurs in the section where the speed increases, the alternator control apparatus according to an embodiment of the present invention generates a forward load of the drive motor 200 to cancel the inertia resistance of the rotor by the motor driving force, The load of the take-up belt 20 is reduced.

Conventionally, the inertial rotational force of the rotor is generated in a section where the speed decreases, and the belt is shrunk as the speed of the pulley 30 is higher than the speed of the take-aide belt 20.

However, the alternator control apparatus according to an embodiment of the present invention generates a reverse load of the driving motor 200 when the inertial rotational force of the rotor occurs in a section where the speed decreases, thereby canceling the forward inertia moment of the rotor by the motor load , The load of the take-up belt 20 is reduced.

As described above, the alternator control apparatus according to an embodiment of the present invention uses a drive motor to apply a rotational fluctuation component having the same phase as that of the crankshaft to the rotor of the alternator to eliminate the rotational torque fluctuation component applied to the alternator pulley, It eliminates the alternating loads applied to the belt and provides an environment that can improve slippage and wear between cyclically repeated alternator pulleys and pulleys.

The embodiments of the present invention described above are not implemented only by the apparatus and method, but may be implemented through a program for realizing the function corresponding to the configuration of the embodiment of the present invention or a recording medium on which the program is recorded. Such a recording medium can be executed not only on a server but also on a user terminal.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, It belongs to the scope of right.

Claims (7)

A rotor connected to the pulley through a rotor shaft, a stator for outputting an AC current of three phases, and a drive motor connected to the rotor shaft,
A control unit for controlling a driving direction of the drive motor disposed inside the alternator so as to apply a periodic rotational fluctuation component synchronized with a rotational fluctuation component of a crankshaft of the engine to the rotor shaft;
/ RTI >
Wherein,
Wherein the controller controls the drive motor to increase the speed of the rotor shaft of the alternator in a period in which the rotational speed of the crankshaft is increased and adjusts the speed of the rotor shaft of the alternator The control means controls the drive motor so as to drive the drive motor in a direction to decrease the drive current. The method of claim 1,
The drive motor includes:
A permanent magnet connected to the rotor shaft, and
A motor coil for rotating the permanent magnet by receiving current,
And an alternator control device. 3. The method of claim 2,
The drive motor includes:
A resolver for detecting the rotational position of the drive motor
And an alternator control device. The method of claim 1,
Wherein,
And controls the driving direction of the driving motor by using a rotation signal of the crankshaft or the camshaft detected by an engine or an electronic control unit (ECU). 5. The method of claim 4,
Wherein,
And the driving direction of the driving motor is controlled by using an ignition plug or a fuel injector signal. delete delete
KR1020150084917A 2015-06-16 2015-06-16 Device for controlling alternator KR101703593B1 (en)

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KR1020150084917A KR101703593B1 (en) 2015-06-16 2015-06-16 Device for controlling alternator

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KR1020150084917A KR101703593B1 (en) 2015-06-16 2015-06-16 Device for controlling alternator

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KR101703593B1 true KR101703593B1 (en) 2017-02-07

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20180133597A (en) * 2017-06-07 2018-12-17 현대자동차주식회사 Apparatus for driving an alternaor and method for controlling the same

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108566034A (en) * 2018-03-12 2018-09-21 王宏生 Power generator and electricity generation system

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001095103A (en) * 1999-09-20 2001-04-06 Hitachi Ltd Motor-generator device for vehicle
JP2008104246A (en) * 2006-10-17 2008-05-01 Mitsubishi Motors Corp Vehicle control device and control method
JP2009002228A (en) 2007-06-21 2009-01-08 Mitsubishi Electric Corp Driving device for vehicle

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100471852B1 (en) * 2002-08-13 2005-03-10 현대자동차주식회사 charge system of a battery

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001095103A (en) * 1999-09-20 2001-04-06 Hitachi Ltd Motor-generator device for vehicle
JP2008104246A (en) * 2006-10-17 2008-05-01 Mitsubishi Motors Corp Vehicle control device and control method
JP2009002228A (en) 2007-06-21 2009-01-08 Mitsubishi Electric Corp Driving device for vehicle

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20180133597A (en) * 2017-06-07 2018-12-17 현대자동차주식회사 Apparatus for driving an alternaor and method for controlling the same
KR102348117B1 (en) 2017-06-07 2022-01-07 현대자동차주식회사 Apparatus for driving an alternaor and method for controlling the same
US11402018B2 (en) 2017-06-07 2022-08-02 Hyundai Motor Company Alternator driving apparatus for driving an alternator

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