JP2617742B2 - Engine torque fluctuation control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention suppresses engine torque fluctuations by using an electric drive device that applies a positive torque to an output shaft of an engine, and also provides an electric drive device during acceleration. The present invention relates to an engine torque fluctuation control device that operates the engine to increase the acceleration of the engine.

(Prior Art) Conventionally, as described in, for example, JP-A-61-61926, a field coil is provided on the outer periphery of a flywheel,
On the other hand, the armature coil is fixed to the inner circumference of the crank housing while keeping a slight gap from the outer circumference of the flywheel, and by controlling the energization of these field coil and armature coil,
A start-up charging device that functions as a power generating device that applies reverse torque to the crankshaft or an electric drive device that applies positive torque to the crankshaft is used to control engine torque fluctuations and use this to improve acceleration performance. There has been proposed an engine torque fluctuation control device as described above.

This type of start-up charging device functions as a starter at the time of start-up, and suppresses engine torque fluctuations by turning on / off the energization of the armature coil at the timing of engine torque fluctuations during steady operation. At the same time, it functions as a power generator for charging the battery. And, in addition, when accelerating,
As described in the above publication, the operating period as the electric drive is extended by a predetermined width, or the electric drive is continuously operated as the electric drive for a predetermined time after receiving an acceleration signal to perform acceleration assist. . By performing such acceleration assist, the response during acceleration is improved. That is, the response delay time from the start of the acceleration operation to the smooth start of the engine rotation can be reduced.

By the way, the response delay time at the time of acceleration differs between the case of gentle acceleration and the case of rapid acceleration, and also varies depending on the engine and accessories. Therefore, in order to reduce the response delay by applying a positive torque to the crankshaft of the engine, it is necessary to set the operating region of the electric drive device to compensate for the difference in the response delay time due to the degree of acceleration and the variation due to the engine and the like. is there. Therefore, the operating region of the electric drive device is set based on the acceleration state with the severest response delay, and with a time width that can completely cover variations in the engine and the like. However, by setting the operation area of the electric drive with the time width in this way and performing acceleration assist for a fixed time after the input of the acceleration signal, acceleration assist is unnecessary in an acceleration state where the response delay is relatively small. However, there is a problem that power consumption is wasted.

(Object of the Invention) The present invention has been made in view of the above problems,
An object of the present invention is to reduce power consumption when improving the acceleration of an engine by using an electric drive device that applies a positive torque to an output shaft of the engine.

(Structure of the Invention) The present invention reaches a state in which the engine rotation rises smoothly after receiving acceleration assist, and thereafter, even if a positive torque is applied, the effect is small, and the waste of power consumption is rather large. Can be determined based on the fact that the engine speed has exceeded the engine speed that is higher than the engine speed at the time when acceleration was detected by a predetermined speed, and the predetermined speed is the engine speed at the time when acceleration was detected. This is based on the finding that it can be set as a constant value regardless of the number, and the overall configuration is as shown in FIG. That is, the engine torque fluctuation control device according to the present invention includes: an electric drive device that applies a positive torque to the output shaft of the engine; an acceleration detection unit that detects the acceleration of the engine; and an acceleration detection unit that detects the acceleration by the acceleration detection unit. Operating region setting means for setting an area from the engine speed to an engine speed higher by a predetermined number of revolutions as the operating area of the electric drive device, and receiving the output of the acceleration detecting means, Operating signal generating means for generating an operating signal for operating the electric drive until the vehicle exits the set area set by the operation of the electric drive. It is characterized by assisting.

(Operation) When the acceleration is detected, an operation signal for operating the electric drive is generated in response to the detection, whereby the operation of the electric drive is started. The generation of the operation signal is continued until the engine speed exceeds a speed higher than the engine speed when the acceleration is detected by a predetermined speed.
During this time, the engine starts up quickly because positive torque is applied to the output shaft by the electric drive device, and the engine speed increases smoothly. After reaching the rotation speed exceeding the operation range of the electric drive device, the process shifts to normal acceleration by the output of the engine.

The electric drive device is operated so as to suppress fluctuations in engine torque during steady operation.

(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.

FIG. 2 is an overall view showing an embodiment of the present invention. In this embodiment, a flywheel 3 is fixed to one end of a crankshaft 2 of an engine 1, and a flywheel 3 is attached to an end surface of a cylinder block 4 on a flywheel 3 side.
And a clutch housing 5 is attached. A field coil 6 is mounted on the outer circumference of the flywheel 3, while an armature coil 7 is mounted on the inner circumference of the clutch housing 5 while maintaining a slight gap from the outer circumference of the flywheel 3.
Is provided. Further, as shown in FIG. 3, the outer peripheral surface of the flywheel 3 is formed in a form in which a pair of magnetic bodies 8 and 9 having claws at equal intervals are combined. The field coil 6 is energized via slip rings 10a and 10b mounted on the outer periphery of the crankshaft 2 inside the flywheel 3. The clutch housing 5 is also provided with a position detection sensor 12 for detecting the rotational position of the flywheel, facing the marker 11 on the outer periphery of the flywheel 3.

The field coil 6 and the armature coil 7 are connected to a battery 14 via a control circuit 13, and a position signal from the position detection sensor 12 is input to the control circuit 13. Control circuit
Reference numeral 13 controls the current to each of the coils 6 and 7 according to a signal from the control unit 15. The control unit 15 receives a throttle opening signal and a starter signal in addition to the engine speed signal.

A bypass passage 19 that bypasses the throttle valve 18 is formed downstream of the air cleaner 17 in the intake passage 16 of the engine 1, and an idle speed control valve 20 is provided in the middle of the bypass passage 19.

The field coil 6, the magnetic bodies 8, 9 on the outer periphery of the flywheel 3 and the armature coil 7 on the inner surface of the clutch housing 5 function as an electric drive device when an alternating current is supplied to the armature coil 7 to function as an electric drive device. Give positive torque to
On the other hand, when the power supply to the armature coil 7 is cut off, it functions as a power generation device, applies a reverse torque to the crankshaft 2, and charges the battery 14. Control of the torque and the charging current is performed by increasing or decreasing the field current.

When the engine is started, the inverter is turned on to energize the armature coil 7, and the field current is maximized to generate a large positive torque to function as a starter.

During steady operation, it is usually determined in accordance with the torque fluctuation at each rotation of the engine, that is, whether the rotation position is at an acceleration position (torque of torque) or at a deceleration position (mountain of torque) by a signal of a position detection sensor. Then, when in the acceleration position, the armature coil 7 is energized to apply a positive torque,
When in the deceleration position, the current supply to the armature coil 7 is cut to apply a reverse torque to suppress torque fluctuation. When the torque control is not performed, the energization to the armature coil 7 is cut, and the field current is adjusted in accordance with the battery voltage to perform charging.

At the time of acceleration, the operation is switched to acceleration control by operating an acceleration signal switch that is set according to the degree of change in the throttle opening. When the vehicle is in a predetermined acceleration state, the armature coil 7 is energized and the field current is maximized to apply a large positive torque to the crankshaft 2 to quickly start the engine rotation.

As described above, the region in which acceleration is assisted as the electric drive device during acceleration is set to a range until the rotation speed is increased by a predetermined rotation speed with respect to the engine rotation speed when acceleration is detected. That is, the engine speed at the time of acceleration detection is stored in the memory, and a predetermined increase is added thereto to set a target speed, and the current engine speed for each 5 ms cycle is compared with the set target speed to obtain the engine speed. The electric drive is operated at the maximum field current until the rotation speed exceeds the target rotation speed. If the target rotation speed is exceeded, the control returns to the normal control. Also,
If the throttle change becomes negative during acceleration assist or if the degree of acceleration falls below a predetermined value, the acceleration assist is stopped at that point.

FIG. 4 and FIG. 5 show flowcharts for executing such control.

First, the main routine will be described with reference to FIG.

Starting, first, it is determined whether or not the starter switch is ON.

If it is ON, the inverter is turned ON for starting, and the maximum torque is given to the crankshaft by setting the field current If to MAX. That is, it functions as a starter.

If the starter switch is not ON, it is next determined whether or not the acceleration signal switch is ON, that is, whether or not the acceleration control is being performed.

If it is not acceleration control (NO), it means that it is in a steady state, and it is next determined whether or not to perform torque control.

If the torque control is to be performed, it is next determined whether or not the vehicle is at an acceleration position, that is, whether the rotation position is a valley rotation position or a hill rotation position.
Then, turn the inverter ON and not in the acceleration position (torque peak)
In this case, the inverter is turned off to apply a positive torque or a reverse torque to suppress the torque fluctuation.

If the torque control is not performed, the inverter is turned off, and then the battery voltage is reduced to the predetermined voltage C _1.
If it is higher, the field current If is decreased if it is higher, and if not, the field current If is increased.

If the acceleration signal switch is ON, that is, if acceleration control is to be performed, then the routine proceeds to the acceleration control routine shown in FIG.

In FIG. 5, a start is set, first, the current throttle opening TVO is read, and the previous throttle opening T
Read VO1. Then, the difference TVO2 between the current time and the previous time is obtained.

Next, it is determined whether or not TVO2 is positive, and if it is positive, it is further determined whether or not TVO2 is equal to or more than x (constant value) to determine whether or not the acceleration is the target of acceleration assist. to decide.

If it is determined that the vehicle is accelerating, the engine speed (Ne) immediately after the first acceleration determination is stored, and a target speed Ne2 is set by adding a constant value Y to Ne.

Next, the current ever-changing rotation speed Ne1 is read, and N
As long as e1 is equal to or less than Ne2, the inverter is turned on and the field current If is set to M
The maximum positive torque as AX is given to the crankshaft to assist acceleration.

When TVO2 becomes negative or TVO2 <x, the routine returns at that point and does nothing.

Although the above embodiment has been described with reference to the use of the start-up charging device which is switched to the electric driving device or the power generation device by controlling the energization of the armature coil, the present invention is not limited to other starting charging devices or simply electric driving devices. It can also be implemented using a motor or the like that only functions as

Further, in the above embodiment, the operating area of the electric drive device is
The actual engine speed is detected and it is determined based on whether or not it exceeds the target speed.However, the time required for the increase in the speed after the detection of acceleration to exceed a predetermined value depends on the gear state of the transmission. It is also possible to indirectly set the operation region by setting the time from the start of acceleration for each gear state, utilizing the fact that there is not much difference when viewed every time.

The present invention can be implemented in various other modes.

(Effect of the Invention) Since the present invention is configured as described above, by operating the electric drive device in accordance with the acceleration response state of the engine, the power consumption of the battery can be reduced while maintaining the effect of improving the acceleration. You can save money.

[Brief description of the drawings]

1 is an overall configuration diagram of the present invention, FIG. 2 is an overall view of one embodiment of the present invention, FIG. 3 is a partial development view of the embodiment, and FIGS. 4 and 5 are control diagrams of the embodiment. It is a flowchart for executing. 1: engine, 2: crankshaft, 3: flywheel,
6: field coil, 7: armature coil, 13: control circuit, 15: control unit.

Continuation of the front page (56) References JP-A-61-61926 (JP, A) JP-A-61-38161 (JP, A) JP-A-63-50637 (JP, A)

Claims (1)

(57) [Claims] 1. An electric drive device for applying a positive torque to an output shaft of an engine, an acceleration detecting means for detecting acceleration of the engine, and a predetermined number of rotations based on an engine speed when the acceleration detecting means detects the acceleration. An operation area setting means for setting an area up to a high engine speed as an operation area of the electric drive device, and from receiving an output of the acceleration detection means until the motor exits a setting area set by the operation area setting means. And an operation signal generating means for generating an operation signal for operating the electric drive device, wherein the operation of the electric drive device performs acceleration assist in addition to suppressing torque fluctuation of the engine. Engine torque fluctuation control device.