JP2683653B2 - Engine torque control device - Google Patents

Description

TECHNICAL FIELD The present invention relates to a torque control device for an engine.

(Prior Art) Conventionally, a torque fluctuation is periodically generated on the output shaft of the engine in response to the repetition of the combustion cycle as the engine operates. For example, the technology of a start-up charging device, a so-called cell alternator, as disclosed in Japanese Patent Publication No. 61-54949 is known.

The above cell alternator is provided with a rotating field magnetic pole on the output shaft of the engine, an exciting coil is provided inside the rotating field pole, and a stator coil is provided outside the rotating field magnetic pole, and an electric drive function as a motor is provided by controlling energization of the stator coil and the exciting coil. The engine output shaft is provided with positive torque, and the power generation function is provided to provide reverse torque to the output shaft.

And when suppressing the torque fluctuation of the engine,
Torque control can be performed by energizing the excitation coil and the stator coil in accordance with engine torque fluctuations so that a positive torque is applied when the torque decreases and a weak torque is applied when the torque increases.

(Problems to be Solved by the Invention) In the above device, however, when an electric drive function is provided so as to give a positive torque corresponding to the engine rotation angle in order to perform torque control, a rotating field pole is required. That is, efficient control can be performed by setting the phase of the electric current supplied to the stator coil in accordance with the rotational position of the engine output shaft. However, if an angle sensor for detecting the position of the output shaft is separately provided, However, there is a problem that the device becomes complicated and the cost increases.

That is, the angle sensor of the engine output shaft for setting the phase of the current to be applied to the stator coil must perform accurate detection, and when the energization control is performed based on the detection signal of the angle sensor. The detection signal has a manufacturing error of each part, an assembly error, and the like, which lowers the control accuracy and becomes an obstacle in realizing highly efficient torque control.

In view of the above-mentioned circumstances, the present invention has been made in view of the above circumstances, without providing a sensor for setting the energization phase of the stator coil, the energization timing of the stator coil can be properly set, and efficient torque control can be performed. An object is to provide a control device.

(Means for Solving the Problems) In order to achieve the above object, the torque control device of the present invention is
An electric drive means including a rotating field pole connected to the output shaft of the engine, an exciting means for exciting the rotating field pole, and a stator coil for exerting a magnetic force on the rotating field pole when energized, by the rotation of the rotating field pole. Voltage detection means for detecting the voltage generated in the stator coil, rotation angle detection means for detecting the rotation angle of the engine output shaft at which the voltage detected by the voltage detection means shows the maximum value, and this rotation angle detection means detects the rotation angle. It is configured to include an energization timing setting means for setting an energization timing to the stator coil of the electric drive means based on the rotation angle.

FIG. 1 is an overall configuration diagram for clearly showing the configuration of the present invention.

A rotating field magnetic pole 3 is connected to the output shaft 2 of the engine 1 so that magnetic pole portions are alternately located by a ferromagnetic material, and serves as an exciting means for exciting the rotating field magnetic pole 3 inward of the rotating field magnetic pole 3. An exciting coil 4 is provided, and a stator coil 5 for exerting a magnetic force on the rotating field pole 3 when energized is provided outside the rotating field pole 3, and the rotating field pole 3, the exciting coil 4, and the stator coil 5 provide electric power. Drive means A is provided.

The electric drive means A functions as a motor mainly by controlling the energization of the stator coil 5 to give a positive torque to the engine output shaft 2. At the same time, the electric drive means A is controlled mainly by the energization control of the exciting coil 4. Torque control means B is provided which functions as a generator and applies reverse torque to the engine output shaft 2.

Further, a rotation angle detecting means C having a current detecting means for detecting a voltage generated in the stator coil 5 is provided, and the rotation angle detecting means C has a voltage waveform in a power waveform generated in the stator coil 5 in the reverse torque acting state. Indicates the maximum value of the rotation angle of the engine output shaft 2, and the detection signal is output to the energization timing setting means D. The energization timing setting means D sets the rotation angle detected by the rotation angle detection means C as the energization timing of the stator coil 5 of the electric drive means A by the torque control means B.

Further, the detection of the rotation angle by the rotation angle detection means C is
Performing by receiving the voltage detected by the voltage detecting means while the stator coil 5 is not supplied with the stator current is preferable because the timing of supplying the stator coil 5 with electricity can be set appropriately.

(Operation) In the engine torque control device as described above, the torque generated by controlling the energization of the stator coil and the excitation coil of the electric drive means is detected by detecting the voltage generated in the stator coil and showing the maximum value. The rotation angle of the output shaft is obtained by the rotation angle detection means, and the rotation angle at which the voltage of the stator coil reaches the maximum value is the timing of the voltage applied to the stator coil when the positive torque is generated by the electric drive means. Corresponds to the most efficient time, and this detected rotation angle is set as the time to energize the stator coil by the energization time setting means, and the current to the stator coil is energized without installing a highly accurate and expensive angle sensor. The time is set appropriately to perform efficient torque control.

(Example) Hereinafter, an example of the present invention will be described with reference to the drawings. Second
The figure is an overall configuration diagram of a specific example.

A flywheel 7 is provided at one end of the output shaft 2 of the engine 1.
Is attached, and the outer peripheral portion of the flywheel 7 is provided on the rotating field pole 3. The rotating field pole 3 is a ferromagnetic body and is integrally coupled by a pair of comb-shaped magnetic poles or the like via a non-magnetic body so that the magnetic pole portions are alternately located in the circumferential direction. An exciting coil 4 is provided inside the rotating field pole 3, and this exciting coil 4 is for exciting the rotating field pole 3 and is attached to the fixed side via a magnetic member 8. The exciting coil 4 faces the rotating field pole 3 with a slight air gap. On the other hand, a stator coil 5 is provided outside the rotating field pole 3, and the stator coil 5
Is for applying a magnetic force to the rotating field pole 3 when energized, and is wound around the core material 9 and attached to the fixed side. Then, a commutatorless electric motor 10 as the electric drive means A is constituted by these.

A clutch device 12 is provided outside the flywheel 7 for connecting and disconnecting power transmission between the engine output shaft 2 and the transmission drive shaft 11. The commutatorless electric motor 10 and the clutch device 12 are covered with a housing 14 attached to the engine 1.

The control system of the commutatorless electric motor 10 includes the exciting coil 4
A field controller 15 for controlling a field current flowing through the inverter and an inverter 16 for applying a three-phase AC stator current to the stator coil 5 are provided. The field controller 15 and the inverter 16 are provided with a control signal from the engine control unit 17. Is output and a positive torque or a reverse torque is applied to the engine output shaft 2 to perform torque control, charging control and cranking start control.

The engine control unit 17 has an engine 1
Ignition signal and starter signal from the key switch 19, engine output shaft 2
Amplifier 21 from the angle sensor 20 that detects the rotation crank angle of
Through a crank angle signal, a throttle opening signal from a throttle sensor 24 that detects the opening of a throttle valve 23 provided in an intake passage 22 of the engine 1, and a boost from a negative pressure sensor 25 that detects an intake negative pressure. Each signal is input.

In the power generation state, the field controller 15 controls the excitation coil 4 based on the control signal output from the engine control unit 17 so as to keep the voltage value of the battery 18 at a predetermined value in response to the terminal voltage. The field current is adjusted to control charging. In the power generation state, the output voltage generated by the stator coil 5 corresponding to the adjustment of the field current is converted into direct current by the rectifier circuit in the inverter 16 and charged in the battery 18. On the other hand, in the starting state, since a large current flows, the terminal voltage of the battery 18 becomes low and the exciting current becomes constant at maximum.

The current control to the stator coil 5 is performed by the stator coil 5
The output lines of the inverter 16 are connected to the U, V, and W phase terminals of the inverter 16, and the inverter control unit 17 outputs a switching signal for the U, V, and W phases to the inverter 16 and outputs the stator coil 5 with the stator. A current command signal that commands the magnitude of the current is output, and start control and torque control are performed.

At the time of starting, the maximum stator current for starting is output from the engine control unit 17 which has received the signal from the starter contact ST of the key switch 19 via the inverter 16.
In addition, the engine control unit 17 is the engine 1
Is rotated at a predetermined rotational speed or more and the detection signal from the angle sensor 20 is input, the current for each phase of U, V, W corresponding to the phase of the engine output shaft 2 is input for engine starting and torque control. Output the signal to switch the direction.

Then, from the inverter 16 to U, V, W of the stator coil 5
The stator current output to each phase terminal is based on the signal from the engine control unit 17 corresponding to the phase of the engine output shaft 2, and the current supplied from the battery 18 is supplied from the U phase terminal of the stator coil 5 to the V phase and W phase. The current is supplied to the phase terminals, then the current is supplied from the U-phase and V-phase terminals to the W-phase terminals in the next period, and the current is supplied from the V-phase terminals to the U-phase and W-phase terminals in the next period. Similar to the commutator motor, the direction of the current is switched so that the magnetic field produced by the stator coil 5 is a rotating magnetic field having a constant phase difference with respect to the magnetic field generated by the rotating field pole 3.

At the time of starting, a maximum current is passed through the stator coil 5 to generate a large drive torque, that is, a positive torque, to the engine output shaft 2.
In order to perform cranking rotation of the engine, in the initial stage of starting from the engine stopped state, the phase of the stator current to the stator coil 5 is gradually changed to obtain the detection signal from the angle sensor 20. After that, the phase is set according to the rotation angle as described above.

Further, in the case of torque control, the engine control unit 17 determines the stator current and the field based on the load characteristics of the positive torque and the reverse torque which are preset corresponding to the torque fluctuations that occur according to the engine rotation phase. A signal that periodically changes the magnetic current and one rotation is output, and the additional torque acts in a direction to suppress torque fluctuation from the engine side.

Further, the engine control unit 17 inputs the power generation voltage generated in the stator coil 5 as a power generation state through the inverter 16 immediately after the engine 1 is started by electric drive, and the rotation angle at which the voltage waveform has the maximum value. Is detected, and the detection signal from the angle sensor 20 is corrected so that the rotation angle and the phase of the stator coil 5 when the stator current is applied are matched.

FIG. 3 is a flow chart showing the basic processing of the engine control unit 17. After the start, initialization is performed in step S1, and a crank angle signal (reference signal once for one rotation), a starter signal, a stator current Is, etc. are read in step S2. And. At the time of starting (at the time of cranking) depending on whether or not the starter signal is turned on in step S3
It is determined whether or not.

If the determination in step S3 is YES and the engine is started, step S
Proceeding to 4, the maximum stator current Is is passed through the inverter 16 to give a large driving force to the engine output shaft 2 for cranking rotation. Then, in step S5, it is determined whether the cranking rotation is equal to or greater than the predetermined rotation and the reference signal is input from the angle sensor 20, and the reference signal is not input.
At the time of NO, since the phase of the stator current output to the inverter 16 is out of phase and the electric driving force is not sufficiently generated, the phase is gradually shifted in step S6 to wait for an increase in cranking rotation.

When the determination in step S5 is YES, the cranking rotation is increased, and the reference signal from the angle sensor 20 is input, the phases of U, V, and W phases are set based on this crank angle signal. The stator current Is is passed through.

Further, the determination in step S3 becomes NO and the engine 1
When is started, it is determined in step S8 whether or not the mode flanging F is set to 1. Since it is initially reset to 0, the process proceeds to step S9 by the NO determination, the stator current Is is cut and the power generation state is set. And Then, in this power generation state, in step S10, the angle θ'indicating the maximum value of the power generation voltage Isu from the U-phase of the stator coil 5 is read, and the deviation Δθ from the reference angle θ based on the signal of the angle sensor 20 is calculated ( S11), this deviation Δθ is stored (S1
2) The mode flag F is set to 1 (S13).

When the mode flag F is set, the determination at step S8 becomes YES, and the routine proceeds to step S14, where the stator current Is
The reference phase of is corrected and read based on the deviation Δθ.
The phase of this stator current Is is the phase in which the rotation angle θ ′ of the maximum voltage value during power generation read in step S10 is the most efficient even during electric driving, and the preset phase θ is the deviation stored in step S12. It is corrected by Δθ and corrected to the optimum phase. In addition, as the current command, with respect to torque fluctuations that occur depending on the engine rotation phase, electric drive (positive torque) and power generation (reverse torque) are symmetrical with the increase and decrease.
And are controlled by the magnitude of the current, and the phase is 180 ° different from the electric drive during power generation. In step S15, the phase is selected by electric drive or power generation according to the rotation angle of the output shaft 2.
The phase of the stator current Is and the magnitude of the current are set in S16. Then, the stator current I set in step S17
Torque control is performed by energizing s.

It should be noted that FIG. 4 shows a change in the stator current for torque control, in which the engine rotation is decelerated in a phase opposite to the engine rotation pulsation, that is, when the engine rotation is accelerating, power is generated to apply a reverse torque. In some cases, electric drive is performed to apply a positive torque, and in a state where an electric load is applied and the battery voltage is reduced, the average value becomes a reverse torque side with reference to point a shown by a broken line, and the amount of power generation is increased. Power generation control is performed at the same time.

According to the above-described embodiment, at the time of starting, a large stator current is applied to the stator coil 5 while gradually shifting the phase, and a positive torque is applied to the engine output shaft 2 to perform cranking drive to cope with an increase in the rotation speed. Then, when the reference signal is input from the angle sensor 20, the phase of the stator current is set in accordance with the reference signal, and the engine speed is further increased to start the engine.

In the idle rotation state when the engine is started, the torque control is usually performed together with the power generation to suppress the engine rotation fluctuation, but in the state immediately after the start, the torque control is stopped and only the power generation mode is set. At, the rotation angle indicating the maximum voltage value of the waveform of the generated voltage obtained by the stator coil 5 is detected. Then, when the detection is completed, torque control is performed to correct the phase of the stator current flowing through the stator coil 5 at the detected rotation angle, and the optimum state is set without using an accurate angle sensor to improve efficiency. Good torque control can be performed.

Further, when the engine speed rises above the idle state, the problem of vibration generation due to torque fluctuations is eliminated, so power generation (charging) control is performed according to the battery voltage.

Although the exciting coil 4 is installed on the fixed side in the above embodiment, it is installed on the rotating side, that is, the rotating field pole 3.
It may be provided integrally with and to be energized via a slip ring.

(Effects of the Invention) According to the present invention as described above, when performing torque control by controlling energization of the stator coil and the exciting coil of the electric drive means, the generated voltage generated in the stator coil is detected and the maximum value is detected. The rotation angle of the engine output shaft shown is obtained by the rotation angle detection means, and the detected rotation angle is set as the power supply timing to the stator coil by the power supply timing setting means, so that an expensive high precision angle sensor is attached. Instead, the timing of energizing the stator coil can be appropriately set, and efficient torque control can be performed.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram for clarifying the configuration of the present invention, FIG. 2 is an overall configuration diagram of an engine torque control device showing a specific example of the present invention, and FIG. 3 is for explaining processing of a control unit. FIG. 4 is a graph showing an example of stator current control during torque control. 1 ... Engine, 2 ... Output shaft, 3 ... Rotating field pole, 4
...... Excitation coil, 5 ...... Stator coil, A ...... Electrical drive means, B ...... Torque control means, C ...... Rotation angle detection means, D ...... Energization timing setting means, 10 ...... No commutator motor,
15 …… field controller, 16 …… inverter, 17 …… engine control unit, 20 …… angle sensor.

Claims (2)

(57) [Claims] 1. An electric drive means comprising: a rotating field pole connected to an output shaft of an engine; an exciting means for exciting the rotating field pole; and a stator coil for exerting a magnetic force on the rotating field pole when energized. Voltage detection means for detecting a voltage generated in the stator coil by rotation of the rotating field pole; rotation angle detection means for detecting a rotation angle of the engine output shaft at which the voltage detected by the voltage detection means has a maximum value; A torque control device for an engine, comprising an energization timing setting means for setting an energization timing to the stator coil of the electric drive means based on the rotation angle detected by the angle detection means. 2. The rotation angle is detected by the rotation angle detecting means by detecting the voltage by the voltage detecting means while the stator coil is not supplied with a stator current. A torque control device for the engine described.