JPH03230799A - Vehicle oscillation damping controller - Google Patents

Abstract

PURPOSE:To prevent an automobile from being oscillated due to the fluctuation of the rotation of an engine in the case of poor combustion by absorbing torque with a generator to be drived with the engine, when the change of the rotational speed of the engine exceeds a specified value. CONSTITUTION:When a rotational speed is fluctuated due to the poor combustion of an engine, then the output of S signal is generated from a detection controlling control-device. A control circuit 15 is worked, and by the output of a flow rate controlling circuit 21, a transistor(Tr)2 is turned ON/OFF, and at the same time, a voltage regulator 11 is worked, and a Tr1 is fully switched on. When the Tr1 is fully switched on, then the current of a field coil 10 is increased, and generated voltage from a stator coil 7 is increased, and current flowing into a battery 1 is increased. As a result, great torque is absorbed in an alternator 6.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention is directed to reducing vibrations in the vehicle body due to fluctuations in engine speed during idling by reducing the torque absorbed by the generator drive for powering onboard electrical equipment. The present invention relates to a device for reducing vibration through control, and particularly to a vehicle body vibration reduction control device suitable for passenger cars.

[Prior Art] In recent years, demands on automobiles have become more and more sophisticated, and, for example, demands on their ride comfort have come to be near the ultimate limit. Various proposals have been made to reduce vibrations of the car body during driving, but one example is to reduce the engine's vibration by controlling the torque required for the rotation of the generator installed in the engine. A method of suppressing vibrations and reducing vibrations of a vehicle body is known, and an example thereof can be found in Japanese Patent Publication No. 63-45498.

By the way, in this conventional technology, periodic torque fluctuations, that is, torque pulsations, caused by the compression process and explosion stroke in a reciprocating engine are generated by intermittent field coil current of the generator in synchronization with the torque pulsations. This is designed to cancel out the pulsation of the generator torque and reduce vehicle body vibration.

[Problems to be Solved by the Invention] The above-mentioned conventional technology does not take into account irregular combustion (combustion defects that occur irregularly) when the engine is idling, and this irregular combustion causes the engine to vibrate, causing the engine to vibrate.
There was a problem in that it was not possible to deal with the fact that this was transmitted to the car body and affected the ride comfort.

In other words, in the above conventional technology, only the timing at which the engine torque increases is detected and the generator is controlled in synchronization with this, so it is possible to cope with periodic and steady torque fluctuations. This is because no consideration is given to sudden and large torque fluctuations at regular intervals.

Here, torque fluctuations that occur at irregular intervals are torque fluctuations that occur approximately once every 2 seconds to 1 minute due to poor combustion during idling, or when suddenly returning to idling from high-speed operation. Torque fluctuations due to disturbances in fuel supply control.

An object of the present invention is to prevent fluctuations in the rotational speed of an engine due to irregular combustion from causing vibrations in the vehicle body of an automobile, and from deteriorating ride comfort due to the continuation of this vibration.

[i1! Means for Solving the Problem] In order to achieve the above object, the present invention increases or decreases the absorbed torque by the generator that is driven by the engine in response to a change in engine rotational speed exceeding a predetermined value. Furthermore, at this time, the excitation power for the generator is supplied from the boosting means, thereby increasing the torque absorbed by the generator and improving responsiveness by speeding up the rise and fall of the excitation current. It is designed so that sufficient vibration can be obtained and a large vibration reduction can be obtained.

When non-N combustion occurs in the mouth-acting co-engine, the rotational speed of the internal combustion engine fluctuates greatly and the engine vibrates.

This vibration in the rolling direction of the engine causes the vehicle body to vibrate via the engine mount. The vehicle body is supported through tires, and vibrations are likely to occur in the rolling direction, especially in PR vehicles where the engine is vertically mounted.

In this way, once the vehicle body begins to vibrate, it will swing in the opposite direction after a certain predetermined period of time. At this time, since the generator generates torque, the torque of the engine is absorbed, and its shaft ratio torque decreases.

As a result, the engine vibrates in the rolling direction, and a force in the opposite direction to the vibration of the vehicle body acts through the engine mount.
This reduces vehicle vibration.

In addition, at this time, the voltage supplied to the excitation coil of the generator is boosted, so the amount of torque that can be obtained is increased, and the rise and fall of the excitation current is accelerated, so the generator The responsiveness of torque control is improved, and vibration can be effectively reduced.

[Example] Hereinafter, a vehicle body vibration reduction control device according to the present invention will be described in detail with reference to an example shown in the drawing.

Fig. 1 shows an embodiment of the present invention.
B, 6 is an alternator (alternating current generator), 7 is a stator coil (armature coil) of the alternator, 8 is a bridge diode, 9 is a diode for excitation power supply, 10 is a field coil of the alternator, 11 is a field current control 12 is a step-up transformer, 13 is a primary coil, 14 is a secondary coil, and 15 is a control circuit.

The 1st power line 2 and the 1st power line 3 of the battery 1 are connected to the alternator 6.
are connected via terminal (A) 4 and terminal (B) 5. The stator coil 7 of the alternator 6 consists of three-phase windings,
The u, v, and w coils are connected to the diode bridge 8, and the + side output of the diode bridge 8 is connected to the terminal (A) 4.
is connected to battery 1.

Further, each coil u, v, w of the stator coil 7 is also connected to a diode 9, and is connected to a terminal of a field coil 10. On the other hand, the F terminal of the field coil 10 is connected to a power supply line 3 through a series circuit of a transistor TRI and a current detection resistor R1.

The transistor TRI is controlled by the voltage regulator 11 and is turned on (O
N) OFF (OFF) controlled.

Note that this operation is the same as that performed in a normal alternator.

Each coil U, V, W of the stator coil 7 is further connected to a thyristor Sl, S2. It is connected to the primary coil 13-1.13-2.13-3 of the transformer 12 via S3. And the secondary coil 14-1.14-2.1 of the transformer 12
4-3 is connected to a diode rectifier circuit consisting of diodes D5 to DIO, and its output is connected to the L terminal of the field coil 10.

Thyristor SL, S2. The gate of S3 is connected to each resistor R2.
, R3, R4 and the transistor TR2.
connected to. And these thyristors Sl, S2
．． A diode D2. D3. D
4 are connected.

The control circuit 15 includes an operation stop circuit 16 that prevents the output of the duty control circuit 21 from being output, a voltage limit circuit 17 that controls the voltage so that the voltage of the battery 1 does not become excessive, and a voltage limit circuit 17 that controls the voltage so that the voltage of the battery 1 does not become excessive. A current limiting circuit 18 controls the current limit so as not to exceed the limit value of each voltage and current, and a reference voltage (A) 19 that defines the limit values of each voltage and current. 'R pressure (B) 20, etc.

S is a control (No. 5 input terminal), and a signal is applied to operate the control circuit 15 and make the transistor TRI fully conductive.This S terminal is connected to the base of the transistor TR3 via the resistor R5. As a result, a signal is applied from its collector to the control circuit 15 and the voltage regulator 11 via the diodes Dll and D12.

Next, the operation of this embodiment will be explained.

Although not shown, this embodiment is equipped with a predetermined vibration detection control unit, which monitors the rotation angle N of the engine.

Now, due to a cause such as poor combustion occurring in one of the cylinders of the engine, the fluctuation in engine speed N reaches a predetermined value ΔN at a certain point, as shown in FIG.
That is, at a given point in time after that. Suppose that it is detected.

Then, from this detection control unit, as shown in FIG. 2, at this point in time t.

After a predetermined period of time T has elapsed, Si having a predetermined width T2 is
The number is now output.

In FIG. 2, time t is the starting point of period T0.

indicates TDC (top dead center of the engine), and irregular combustion begins at this point.

Then, the rotational variation ΔN is detected.

Once the rotational fluctuation ΔN is detected in this way, a period T□ corresponding to 1/2 of the natural vibration period of the vehicle body starts from this TDC.
The S signal will be generated later. In addition, this period T□
may be set to 1/2 of the natural vibration period of the engine, or the S(= symbol may be generated after 1/2 of both natural vibration periods has elapsed.

At this time, the width T2 of this S signal is the engine rotational fluctuation Δ
It depends on the size of N, but it cannot be larger than the period T1.

In this way, when a signal is applied to the S terminal, the control circuit 1
5 operates, the output of the conduction rate control circuit 21 turns on and off the transistor TR2, and at the same time, the voltage regulator 11 operates to fully conduct the transistor TRI.

First, when the transistor TR2 is turned on, the thyristors 81 to S3 become conductive, and the output voltage from the stator coil 7 changes to the primary coil 13-1.13- of the transformer 12.
2.13-3, resulting in the secondary coil 14.
-1.14. A voltage boosted to -2.14-3 is generated,
Diodes D5-D 1. A high voltage excitation voltage rectified by O is applied to the field coil 10.

On the other hand, at this time, since the transistor TRI is fully conductive, the current in the field coil 10 increases, and as a result, the generated voltage from the stator coil 7 increases, so the current flowing into the battery 1 and the transformer 12 increases. do.

As a result, during the period when the signal of this predetermined width T2 appears,
The alternator 6 is cursed with a large torque absorption effect, which suppresses engine vibration and reduces vehicle body vibration.

By the way, in such a system, if the contact on the battery side of terminal (A) 4 or terminal (8) 5 is not sufficient,
The generated voltage from the stator coil 7 increases, and this voltage VB is applied to other electrical components 22, which may cause a malfunction. However, in this case, the voltage limiting circuit 17 operates and applies a signal to the 1 duty ratio control circuit 21 to turn off the transistor TR2, thereby protecting the transistor TR2 from generating an excessive voltage.

On the other hand, in this embodiment, the absorption torque of the alternator can be adjusted by controlling the current of the field coil 10, but this can be done by adjusting the value of the reference voltage (B) 20 (not shown in the figure). do not have).

FIG. 3 shows another embodiment of the present invention, in which the same symbols as in FIG. 1 represent the same operations.

In this embodiment, the stator coil of the alternator 6 has two circuits, and in addition to the stator coil 7 for normal battery charging, the alternator further has a second stator coil 23. ,z
A high voltage from a rectifier circuit composed of diodes D13 to D18 is obtained from the terminal and connected to the L terminal of the field coil 10 via the transistor TR2.

In the embodiment shown in FIG. 3, one stator coil 7 is used for battery charging as in the normal case, and the other stator coil 23 is used for generating high voltage. It was designed so that he didn't have to be there.

These stator coils 7 and 23 are wound around the stator core 24 independently from each other, as shown in FIG. , so that a predetermined high voltage can be obtained.

Therefore, the difference between the embodiment shown in FIG. 3 and the embodiment shown in FIG. It's the same.

Although the embodiment shown in FIG. 3 requires an alternator with special specifications, other components such as the transformer 12 are unnecessary, and as a result, the same effect as the embodiment shown in FIG. 1 can be obtained. In addition, the additional effect of simplifying the configuration can be expected.

To explain the operation of the embodiment shown in FIG.
As shown at time t. When it is detected that the engine rotational speed N exceeds the predetermined variation range ΔN, an S signal is generated in the subsequent period T2, which causes the transistor T
R2 is turned on, and the field coil 10 is excited by the high voltage from the second stator coil 23. As a result, as in the embodiment of FIG. , it is possible to perform this with quick response under a large torque value, and it is possible to sufficiently reduce vehicle body vibration.

Here, the effects of the above-mentioned embodiments of the present invention will be explained below.

By increasing the voltage applied to the field coil, the excitation current cannot rise quickly, and the generated voltage increases, so the output current also increases. This means an increase in both the magnetic flux in the alternator and the current interlinked with this magnetic flux, resulting in a large increase in absorption torque.

It also appears as a quick response of torque at this time,
Therefore, according to this embodiment, it is possible to easily set the optimum timing for reducing vehicle body vibration, and it is possible to obtain an excellent vehicle body vibration reduction effect.

Further, as described above, the torque absorbed by the alternator is approximately proportional to the product of the field current and the armature current. Furthermore, when the field current increases, the armature current increases accordingly (assuming that the rotational speed is constant and the state of charge of the battery remains unchanged). Therefore, by adjusting the field current, it is possible to adjust the torque absorbed by the alternator, and by utilizing this, in this embodiment, the torque of the alternator is controlled according to the magnitude of fluctuations in the rotational speed of the engine. This is the result.

According to this embodiment, depending on the magnitude of engine vibration,
It is possible to select the optimum torque to counteract this, and it is possible to obtain a sufficient reduction in vehicle body vibration.

By the way, when the field coil current is increased, the voltage generated by the alternator increases. At this time, if the battery terminals are connected securely, there will be no problem, and the generated voltage will be 1.
The voltage is maintained at about 6V, but if for some reason, such as a battery terminal being disconnected or a poor connection occurring, the voltage generated by the alternator will rise to over 1'7V.

However, in the above embodiment, the field current is limited by horizontally comparing the voltage generated by the alternator, so even if the above situation occurs, there is no risk of damage to other electrical equipment. It is possible to eliminate this problem.

[Effects of the Invention] According to the present invention, it is possible to sufficiently increase the absorption torque due to the power generation type recorded by the engine, and to make its rise quickly, so that in response to engine vibration,
It is possible to always accurately control the absorption torque and obtain sufficient reduction of vehicle body vibration. Figure 1 is a circuit diagram showing an embodiment of the vehicle body vibration reduction control device according to the present invention, and Figure 2 is a circuit diagram for explaining the operation. A timing chart, FIG. 3 is a circuit diagram showing another embodiment of the present invention, and FIG. 4 is an explanatory diagram of an alternator used in one embodiment of the present invention.

1 ・Battery, 2 ・(+) power line, 3 ・・
(-) Power line, 4...Terminal (A), 5...
...Terminal (B), 6 ...Alternator, 7...
・Stator coil, 8 ・Diode bridge, 9...
...Nine diodes, 10...Field coil, 1
1...Voltage regulator, 12...Transformer,
13...Primary coil, 14 Secondary coil, 15...
...Control circuit, 16 Operation stop circuit, 17...Voltage limit circuit, 18...Current limit circuit, 19...Reference voltage (A), 20...Reference voltage (B), 21・・・・・・
... Conductivity control circuit, 22 Other electrical components, 23...
Stator coil, 24...-stator core.

No. 2 figure Tt　　　　Tz’ t.

Fourth figure 3

Claims (1)

[Scope of Claims] 1. Vehicle body vibration that reduces vehicle body vibration by detecting that the rotational speed fluctuation of the internal combustion engine exceeds a predetermined value and controlling the excitation of an alternator directly connected to the internal combustion engine. The reduction control device is provided with a transformer that boosts the output voltage of the alternator, and a switching means that controls on/off the supply of input voltage to the transformer, and is provided with an alternating current generator for controlling the reduction of the vehicle body vibration. A vehicle body vibration reduction control device characterized in that excitation of the machine is performed by the output voltage of the transformer. 2. In a vehicle body vibration reduction control device that detects that the rotational speed fluctuation of the internal combustion engine exceeds a predetermined value and controls the excitation of an alternator directly connected to the internal combustion engine, thereby reducing vehicle body vibration. An alternator equipped with at least two armature windings that generate two types of high and low output voltages is used as a generator, and the excitation of the alternator for controlling the reduction of vehicle body vibration is performed by the two armature windings. 1. A vehicle body vibration reduction control device characterized in that the control is performed by outputting from the armature winding of one of the wires that generates high voltage. 3. In the invention of claim 1, voltage monitoring means is provided for detecting that the terminal voltage of the battery charged by the output of the alternator exceeds a predetermined reference voltage, and the detected output of the voltage monitoring means A vehicle body vibration reduction control device, characterized in that it is configured to turn off a switching means.