JPH11324756A - Generator motor device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving torque controller for a vehicular generating set that increases or decreases the driving torque of the generator for rapid yawing motion control. SOLUTION: An actual yawing rate arithmetic means 301 obtains a present actual yawing rate Y. A vehicle velocity arithmetic means 302 measures a velocity Vv. A normative yawing rate arithmetic means 303 computes a normative yawing rate Yref. A turning state determination means 305 determines from the actual yawing rate Y and the normative yawing rate Yref whether the vehicle is in oversteer or in understeer. A counter steering determination means 304 determines whether the vehicle is normal steering or in counter steering. A turning driving torque control means controls the driving torque of a generator in dependence upon the vehicle condition in turning the turning state determination means 305 determines.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine (hereinafter referred to as "internal combustion engine").
(May also be referred to as an engine) to a generator motor for an internal combustion engine that converts rotational energy into electrical energy.
In particular, the present invention relates to a generator motor for an internal combustion engine that optimizes the driving torque of a generator motor according to the turning state of a vehicle and prevents yaw motion of the vehicle.

[0002]

2. Description of the Related Art In a conventional vehicle generator, the operating state and electric load of an engine (for example, headlights and air conditioners) are used.
However, the power generation control is not performed in consideration of the running state of the vehicle, for example, the tendency of the vehicle to oversteer or understeer during turning.

[0003] In the over-steering state, the traveling direction of the vehicle tends to move inward during turning. On the other hand, in the under-steering state, the traveling direction of the vehicle tends to expand outward during turning. Thus, in both the over-steering state and the under-steering state, the vehicle travels in a direction deviating from the original course desired by the driver.

In order to solve such a problem, for example, Japanese Unexamined Patent Publication No. 1-94029 discloses that a front-wheel drive vehicle tends to understeer, and a rear-wheel drive vehicle tends to oversteer. A technique is disclosed in which, when it is detected, the engine output is reduced to prevent under-steering and over-steering.

[0005]

In the above-mentioned prior art, the yaw motion control of the vehicle caused by the over-steering or the under-steering is performed by controlling the engine output by increasing or decreasing the supplied fuel. However, such mechanical engine output control is inferior in responsiveness, so that there is a problem that quick yaw motion control is difficult.

If the electric load is greatly increased or decreased during turning of the vehicle, the driving feeling of the generator is instantaneously increased or decreased, so that the driving feeling is deteriorated. In response, there was a problem that responsiveness was poor.

SUMMARY OF THE INVENTION An object of the present invention is to provide a generator motor for an internal combustion engine which solves the above-mentioned problems of the prior art and increases / decreases the driving torque of the generator to enable quick yaw motion control. is there.

[0008]

In order to achieve the above-mentioned object, the present invention provides a generator motor having a rotor having a multi-phase winding and a stator, the rotor being rotated by the rotational motion of an internal combustion engine being transmitted to the rotor. A generator / motor for an internal combustion engine, further comprising: a yaw motion control unit configured to control a yaw motion of the vehicle; the yaw motion control unit configured to determine a turning state of the vehicle; Turning torque control means for controlling the driving torque of the generator motor in accordance with the turning state of the vehicle.

According to the above configuration, the mechanical torque of the internal combustion engine is increased or decreased by controlling the driving torque of the generator motor in accordance with the turning state of the vehicle, and the output torque of the internal combustion engine is substantially increased or decreased. As a result, the yaw motion of the vehicle can be controlled more quickly than when the output of the internal combustion engine is directly increased or decreased.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to the drawings. FIG. 1 is a schematic configuration diagram of a front-wheel drive vehicle to which the present invention is applied, and includes a pair of left and right drive wheels WFL and WFR driven by an engine E, and a pair of left and right driven wheels WRL and WRR.

Each driven wheel WRL, WRR has a driven wheel speed VRL,
A pair of left and right driven wheel speed detecting means 5 for detecting VRR
1L and 51R are provided. A steering angle detecting means 53 for detecting a steering angle δ is provided on the steering wheel 31.
The lateral acceleration detecting means 54 for detecting the lateral acceleration G is provided at an appropriate position on the vehicle body.

A current sensor 10 for detecting the charge / discharge current of the battery 9 is connected to the battery 9.
It is detected by the e-sensor 50. The driven wheel speed detecting means 51L, 51R, current sensor 10, Ne sensor 5
0, steering angle detecting means 53 and lateral acceleration detecting means 54
Is connected to an electronic control unit (ECU) 4 having a microcomputer. The operation state is notified to the ECU 4 from the electric load 16 such as a headlight or an air conditioner.

The generator motor 1 selectively functioning as a generator or a motor is connected to the ECU 4 via an ACG ECU (electronic control unit for AC generator) 3, and its operation is controlled by the ACG ECU 3.

FIG. 2 is a sectional view on a plane perpendicular to the rotation axis of the generator motor 1 shown in FIG. 1, and FIG. 3 is a partial sectional view on a plane along the rotation axis. Generator motor 1 of the present invention
Is a so-called induction machine in which a three-phase field coil 11 and a three-phase armature coil 12 are formed as multi-phase windings on each of a rotor 1R and a stator 1S.

2 and 3, a rotating shaft 13 of the generator motor 1 is connected to a crankshaft via a belt (both not shown).
It is connected to. The rotating shaft 13 has a three-phase field coil 1
1 is coaxially fixed, and the rotor 1R
Around the R, a stator 1S having a three-phase armature coil 12 is arranged. The rotating shaft 13 is rotatably supported by the housing 17 via a front bearing 15a and a rear bearing 15b. Rotary axis 1
A pulley 14 is fixed to one end of 3, and at the other end,
Slip rings 18a to 18c that are in contact with brushes 19a to 19c that supply an exciting current to the field coils 11 (11a to 11c) of the rotor 1R are formed.

The generator motor 1 at the other end of the rotating shaft 13
Inside, a rotor excitation device 2 described later, an ACG / ECU
3, the switching control device 5 and the short-circuit device 8 are arranged side by side in the circumferential direction along the inside of the housing 17 on the same plane orthogonal to the rotating shaft 13. This makes it easy to route the wiring between the devices and makes it possible to effectively use the dead space, thereby suppressing an increase in the size of the generator motor.

FIG. 4 is a block diagram of a generator motor according to an embodiment of the present invention. The same reference numerals as those described above denote the same or equivalent parts. The present embodiment is characterized in that a yaw motion control means 30 for increasing or decreasing the driving torque of the generator motor 1 in accordance with the turning state of the vehicle is newly provided in the ACG ECU 3.

The yaw motion control means 30 controls the yaw motion of the vehicle by increasing or decreasing the mechanical load of the engine by increasing or decreasing the driving torque of the generator motor 1 and substantially increasing or decreasing the output torque of the engine. . Yaw motion control means 3
0 is used to increase or decrease the driving torque of the generator motor 1
When the generator motor 1 is selectively made to function as a generator or a motor, or when the generator motor 1 is made to function as a generator, the speed N2 of the rotating magnetic field generated in the three-phase field coil 11 of the rotor 1R is controlled. .

Here, the action of the rotating magnetic field generated in the rotor 1R will be described. For details,
Since these have already been disclosed in Japanese Patent Application Nos. 8-181645, 9-15859, and 9-15860 by the present applicant, they will be briefly described here.

The substantial rotational speed of the generator motor 1 as an induction machine is the relative rotational speed of the magnetic field generated by the rotor with respect to the stator coil (hereinafter, referred to as the relative rotational speed).
N, if the field winding of the rotor generates a DC magnetic field instead of a rotating magnetic field, the relative rotation speed N is a mechanical rotation speed of the rotor (hereinafter, referred to as a rotor rotation speed). It matches N1. On the other hand, when the rotating magnetic field is generated electrically in the multi-phase winding of the rotor, the speed of the rotating magnetic field generated in the multi-phase winding of the rotor (hereinafter referred to as the rotating magnetic field speed) is defined as N2. If the relative rotational speed N
Is represented by the following equation. N = N1 + N2 (1) That is, the relative rotational speed N of the magnetic field generated by the rotor of the generator motor 1 with respect to the stator coil depends on the mechanical rotation direction of the rotor and the rotation of the rotating magnetic field generated by the multiphase winding of the rotor. If the directions are the same, the rotation speed becomes faster than the rotor rotation speed N1.
Slower than. Therefore, if the generator motor 1 is employed as a generator for a vehicle, no matter how the rotor speed N1 changes in synchronization with the engine speed, the rotating magnetic field speed N2 can be appropriately controlled in response thereto. In effect, the relative rotation speed N can be arbitrarily controlled.

On the other hand, as shown in FIG. 17, since the driving torque of the generator motor 1 can be expressed as a function of the relative rotation speed N, the relative rotation speed N can be arbitrarily controlled as described above. If possible, the driving torque of the generator motor 1 can be arbitrarily controlled regardless of the rotor rotation speed N1.

As described above, according to the present invention, if the induction motor is used as the generator motor 1, the driving torque thereof becomes the relative rotation speed N.
And that the relative rotational speed N can be arbitrarily controlled regardless of the rotor rotational speed N1 if the rotational magnetic field speed N2 generated in the multiphase winding of the rotor can be controlled. As an example, an induction motor is employed to arbitrarily control the rotating magnetic field speed N2 so that the driving torque of the generator motor can be arbitrarily controlled according to the turning state of the vehicle.

Returning to FIG. 4, the rotor excitation device 2 has a rotating magnetic field generating section 21 and a DC magnetic field generating section 22 as rotating magnetic field generating means. The rotating magnetic field generation unit 21
Based on the rotating magnetic field speed N2 notified from the yaw motion control means 30 of the ECU 3 and various operation parameters received from the ECU 4, the respective field coils 11a,
The phase, amplitude and frequency of the AC power supplied to 11b and 11c are controlled to electrically generate a rotating magnetic field of the notified rotation speed N2. The DC magnetic field generator 22 is selectively energized with the rotating magnetic field generator 21 and supplies DC power to the field coils 11a and 11b of the rotor 1R to generate a DC magnetic field.

The switching control device 5 communicates with the yaw motion control means 30 of the ACG ECU 3 to detect the turning state of the vehicle, and outputs the output terminal of the generator motor 1 at the timing when the generator motor 1 functions as a generator. At the timing when the switching circuit 6 is connected to the contact of the control device 7 and functions as an electric motor, the switching circuit 6 is connected to the contact of the short-circuit device 8.
Each contact is controlled.

At the timing when the generator motor 1 functions as a generator, a part of the output power of the generator motor 1 may be supplied to the generator motor 1 through the rotating magnetic field generator 21 for self-excitation. The output control device 7 includes a rectifier circuit 71 and converts AC power output from the generator motor 1 into DC power. The short-circuit device 8 short-circuits the output terminals of the armature coils 12a, 12b, 12c of the generator motor 1 via a variable resistor or not.

In such a configuration, when the rotating magnetic field generating unit 21 is notified of the rotating magnetic field speed N2 from the yaw motion control means 30, it controls the excitation timing of each phase of the three-phase winding 11 of the rotor 1R. A rotating magnetic field of speed N2 is generated electrically. Each armature coil 12a, 12 of the stator 1S
The AC power output from b and 12c is converted into DC power by the output control device 7, a part of which is supplied to the current electric load, and the rest is charged in the battery 9.

FIG. 5 is a functional block diagram of the yaw motion control means 30. In this embodiment, various configurations for controlling the drive torque of the generator motor 1 to an appropriate torque according to the turning state of the vehicle. Is provided.

The actual yaw rate calculating means 301 calculates the difference between the left and right driven wheel speeds (VRL-VRR) detected by the left and right driven wheel speed detecting means 51L and 51R and calculates the left and right driven wheel WRL,
The actual yaw rate Y is obtained by multiplying a predetermined constant corresponding to the tread of WRR. The vehicle speed calculating means 302 calculates an average value (VRL-VRR) / 2 of the left and right driven wheel speeds to obtain a vehicle speed Vv.

The reference yaw rate calculating means 303 calculates the vehicle speed Vv and the steering angle δ detected by the steering angle detecting means 53.
The reference yaw rate Yref is obtained based on the above. The reference yaw rate Yref is a reference value which is a reference of a yaw rate to be generated when the driver steers the steering wheel 2 by the steering angle δ at the vehicle speed Vv, and indicates a turning state of the vehicle, that is, an oversteering tendency and an understeering tendency. Is a criterion for determining Note that a specific method of obtaining the above-described reference yaw rate Yref is described in, for example, Japanese Patent Application Laid-Open No. 1-94029.

The turning state judging means 305 judges whether the turning state of the vehicle is over steering or under steering based on the actual yaw rate Y and the reference yaw rate Yref. As shown in FIG. 6, the turning state determination unit 305 determines whether the actual yaw rate Y is positive or negative and a difference (Y−Yref) obtained by subtracting the reference yaw rate Yref from the actual yaw rate Y based on a combination of the positive and negative.
Oversteer (OS) and understeer (US)
And the degree of oversteer and understeer is determined based on the absolute value of the deviation (Y-Yref).

The counter steer discriminating means 304 is provided as shown in FIG.
As shown in the above, the sign of the lateral acceleration G detected by the lateral acceleration detecting means 54 and the sign of the steering angle δ detected by the steering angle detecting means 53 are compared to determine whether the vehicle is in a normal steering state or not. State is determined, and if it is determined that the vehicle is in the counter steer state,
It is assumed that the vehicle is in an oversteer state regardless of the determination result by

The turning drive torque control means 306 controls the drive torque of the generator motor in accordance with the turning state of the vehicle determined by the turning state determination means 305.

In the turning drive torque control means 306, the charge amount of the battery 9 is detected by the charge amount detection means 3062. The charge amount of the battery 9 can be detected based on, for example, the terminal voltage of the battery 9, the specific gravity of the electrolytic solution, or the history information of the charge / discharge amount. In the present embodiment, the current charge amount is obtained by detecting the charge / discharge current of the battery 9 by the current sensor 10 and integrating the charge / discharge current per unit time. The electric load fluctuation detecting means 3064 is provided for detecting the electric load
A change in the electric load caused by turning on / off the switch 6 is detected.

The generator / motor selecting means 3061 selectively causes the generator motor 1 to function as a generator or a motor according to the turning state of the vehicle, the charged amount of the battery, and the fluctuation of the electric load. When the generator motor 1 functions as a generator, the rotating magnetic field speed determiner 3063 generates a rotating magnetic field that is generated on the rotor 1R of the generator motor 1 according to the turning state of the vehicle, the battery charge amount, and the electric load fluctuation. Of the rotating magnetic field generator 2 is determined.
Notify 1.

Next, the operation of this embodiment will be described with reference to a flowchart. FIG. 8 is a flowchart showing a main operation of the present embodiment, which is an operation mainly executed by the ACG ECU 3.

In step S1, a turning determination process is performed to determine whether or not the vehicle is turning. FIG. 9 is a flowchart specifically showing the content of the in-turn determination process, which is mainly executed by the turning state determination unit 305 of the yaw motion control unit 30.

In step S101, the current actual yaw rate Y calculated by the actual yaw rate calculating means 301 is input. In step S102, the actual yaw rate Y is compared with a predetermined turning determination reference value, and the actual yaw rate Y
If is smaller than the turning determination reference value, it is determined that the vehicle is not turning, and the process is terminated. If the actual yaw rate Y is higher than the turning determination reference value, the process proceeds to step S103. The turning determination reference value is a lower limit value of a yaw rate that is predicted to occur when the vehicle turns, and the value is selected for each vehicle.

In step S103, the vehicle speed Vv calculated by the vehicle speed calculating means 302 is input, and is compared with a predetermined reference vehicle speed Vref in step S104. If the vehicle speed Vv is higher than the reference vehicle speed Vref, it is determined in step S105 that the vehicle is turning, and the determination result is notified to the drive torque control unit 306 during turning.

The reference vehicle speed Vref is also a lower limit value that can be calculated by the vehicle speed calculation means 302, similarly to the turning determination reference value, and the value is selected for each vehicle.

Returning to FIG. 8, in step S2, the determination result in step S1 is referred to. If the vehicle is not turning, the process is terminated. If the vehicle is turning, the process proceeds to step S3 to determine whether the ACG control is permitted or not. The determination is made by the hour drive torque control means 306.

FIG. 10 is a flow chart showing the contents of the determination of permission or rejection of the ACG control, which is mainly executed by the turning drive torque control means 306.

In step S301, the current electric load L is detected by the electric load fluctuation detecting means 3064. In step S302, the detected current electric load L is compared with a reference load Lref. If the current electric load L is lower than the reference load Lref, step S30
In 3, the battery 9 is detected by the charge amount detecting means 3062.
Is detected and compared with the reference charge amount Cref in step S304. The charge amount C is equal to the reference charge amount Cre.
f, the ACG in step S305
Control is allowed.

If it is determined in step S302 that the electric load L is higher than the reference load Lref, or if it is determined in step S304 that the charge amount C is lower than the reference charge amount Cref, the battery is not charged. In step S306, the ACG control is prohibited in order to prevent an increase in the load on the APC.

The reference load Lref is, for example, the sum of relatively large loads such as air conditioners and headlights,
What is necessary is just to set a value such as 80% of the maximum load,
It can be selected appropriately for each vehicle. The reference charge amount Cref is also 1 for a battery-equipped vehicle having a rating of 12V.
It is appropriately set according to the rating of the battery, such as 2.5V.

Returning to FIG. 8, in step S4, the permission / refusal result in step S3 is referred to. If the ACG control is prohibited, the process is terminated. If the ACG control is permitted, the vehicle turns in step S5. The state is determined by the turning state determination unit 305.

FIG. 11 is a flowchart showing the contents of this turning state determination processing. In step S501,
The actual yaw rate Y is computed by the actual yaw rate computing means 301. In step S502, the reference yaw rate calculation means 303 calculates the reference yaw rate Yref. In step S503, the counter steer determining means 304 determines whether the vehicle is in a normal steer state or a counter steer state. In step S504, the turning state is determined based on FIG. 6 or FIG. Here, when it is determined that the vehicle has an over-steering tendency, ACG control (part 1) is executed in step S6 of FIG.

FIG. 12 is a flow chart showing the contents of the ACG control (part 1). Here, the control for reducing the load on the engine to substantially increase the engine output to eliminate the over-steering tendency. Is performed.

In step S601, the detection result of the charge amount detection means 3062 is referred to by the power generation / electricity selection means 3061, and when it is determined that the charge amount of the battery 9 is sufficient, in step S602, the switching control device 5 , A function switching command is output, and the output terminal of the generator motor 1 is connected to the contact of the short-circuit device 8 by the switching circuit 6. As a result, the generator motor 1 functions as a motor, and the output torque of the engine is assisted by the torque generated by the generator motor 1.

On the contrary, when it is determined that the charge amount of the battery 9 is insufficient, the power generation / electricity selection means 3061
Keeps the generator motor 1 functioning as a generator. In step S603, the rotating magnetic field speed N2 for reducing the driving torque of the generator motor 1 functioning as a generator is determined by the rotating magnetic field speed determining means 3063 as follows.

FIG. 15 shows the relative rotational speed N of the generator motor 1.
FIG. 4 is a diagram showing a relationship between the driving torque T and the driving torque T. It is known that the driving torque T depends on the relative rotation speed N. Therefore, for example, the degree of the oversteering tendency is determined by calculating the deviation (Y) between the actual yaw rate Y and the reference yaw rate Yref.
−Yref) and the deviation (Y−Yref)
And a relationship between the driving torque ΔT and the driving torque ΔT, which can cancel the deviation, is registered in advance. When a deviation (Y−Yref) is detected, the current driving torque Tx is reduced by ΔT to the target torque Tt. The current relative rotation speed Nx is changed to the target relative speed N
t2, the rotational magnetic field speed N2 (= Nt-
Nx) is obtained and notified to the rotating magnetic field generator 21. The rotating magnetic field generator 21 generates a rotating magnetic field of the notified speed N2 in the multi-phase winding 11 of the rotor 1R.

As described above, in the present embodiment, when it is determined that the vehicle has an over-steering tendency, the generator motor 1 is made to function as a motor in accordance with the charged amount of the battery, and the output torque of the engine is actively assisted. Or by reducing the load on the engine by reducing the driving torque of the generator motor 1 while keeping the generator motor 1 functioning as a generator, thereby substantially increasing the output torque of the engine and tending to understeer. I tried to make it. As a result, the oversteering tendency is corrected in the understeer direction without imposing a large burden on the battery 9, and the yaw motion of the vehicle turning in an undesirable direction is prevented.

If it is determined in step S5 in FIG. 8 that the vehicle has a tendency to understeer, ACG control (part 2) is executed in step S7.

FIG. 13 is a flowchart specifically showing the contents of the ACG control (part 2).
Control for eliminating the understeering tendency by increasing the load on the engine and substantially reducing the engine output is performed.

In step S701, the charging amount detecting means 3
Reference is made to the detection result at 062, and if it is determined that the charge amount of the battery 9 is sufficient, ACG control is performed to prevent the battery 9 from being overcharged by causing the generator motor 1 to function as a generator. Then, the process is terminated.

If it is determined that the amount of charge of the battery 9 is insufficient, in step S702, the rotational magnetic field speed N2 for transitioning the relative rotational speed N to the increasing side of the driving torque T is calculated and rotated. Notify the magnetic field generator 21. Also at this time, the degree of the understeering tendency is determined by the difference (Y-Yre) between the actual yaw rate Y and the reference yaw rate Yref.
f), the relationship between the deviation (Y−Yref) and the driving torque ΔT that can cancel the deviation is registered in advance, and when the deviation (Y−Yref) is detected, the driving torque becomes ΔT. The rotation magnetic field speed N2 for shifting the current relative rotation speed N to the target relative speed is calculated so as to increase the rotation speed N2.

In the above example, when the charge amount of the battery 9 is sufficient, the ACG control is not performed to prevent the battery 9 from being overcharged. However, the generator motor 1 is caused to function as a generator. Then, the generated power may be consumed using a retarder or the like.

As described above, in this embodiment, when it is determined that the vehicle is in the understeer state, the driving torque of the generator motor 1 is controlled by controlling the rotating magnetic field speed N2 while the generator motor 1 is functioning as the generator. To substantially reduce the output torque of the engine so that it tends to oversteer. As a result, the understeering tendency is corrected in the oversteer direction, thereby preventing the vehicle from turning in an undesirable direction.

Further, if it is determined in step S5 of FIG. 8 that the vehicle is in the trace state (understeering tendency or oversteering tendency is small), ACG control (part 3) is executed in step S7.

FIG. 14 is a flowchart showing the contents of the ACG control (part 3). In step S801, the detection result of the electric load fluctuation detecting means 3064 is referred to by the rotating magnetic field velocity determining means 3063, and a large electric load is detected. When the fluctuation is detected, in step S802, a rotating magnetic field speed is determined at which the fluctuation of the driving torque of the generator motor 1 is offset with the fluctuation of the electric load.

FIG. 16 is a diagram for explaining the control operation in step S802. For example, the relative rotation speed N1
0, only the electric load is 40 A from the operating point of the electric load 30 A
, The driving torque of the generator motor 1 changes from T1 to T
It rises to 2. In contrast, in the present embodiment,
The relationship between the relative rotation speed N and the driving torque T is determined in advance for each load current, and when the electric load increases from 30 A to 40 A, the rotating magnetic field of the speed ΔN2 is increased so that the relative rotation speed increases from N10 to N20. generate. This makes it possible to compensate for the increase in the electric load without increasing the driving torque T of the generator motor 1.

As described above, according to this embodiment, even when a large electric load change occurs during turning, the torque generated by the drive wheels does not change, so that a change in behavior during turning can be prevented.

[0062]

According to the present invention, the following effects are achieved. (1) According to the invention of claim 1, by controlling the driving torque of the generator motor according to the turning state of the vehicle, the mechanical load of the internal combustion engine is increased or decreased, and the output torque of the internal combustion engine is substantially increased or decreased. Therefore, the yaw motion of the vehicle can be controlled more quickly than when the output of the internal combustion engine is directly increased or decreased. (2) According to the invention of claim 2, the driving torque of the generator motor is reduced in the oversteering tendency and increased in the understeering tendency, so that the substantial output torque of the internal combustion engine increases in the oversteering tendency. In the understeering tendency, the oversteering tendency and the understeering tendency can be quickly eliminated. (3) According to the invention of claim 3, the generator motor functions as an electric motor in the tendency of over-steering and functions as a generator in the tendency of under-steering, so that the driving torque of the generator motor can be greatly increased or decreased. Even when the oversteering tendency and the understeering tendency are strong, this can be quickly resolved.

Further, in the tendency of under-steering, the generator motor functions as a generator, so that the decrease in output torque can be charged to the battery as electric energy, and the energy can be effectively used. (4) According to the fourth aspect of the present invention, the speed of the rotating magnetic field generated in the rotor of the generator motor is controlled to increase or decrease the driving torque. Fine control according to the degree of the steering tendency can be performed. (5) According to the invention of claim 5, depending on the charge amount of the battery, the generator motor is made to function as a motor to actively assist the torque of the internal combustion engine, or is made to function as a generator, and its rotating magnetic field Since the driving torque is increased or decreased by changing only the speed to substantially increase or decrease the output torque of the internal combustion engine, the yaw motion of the vehicle can be controlled without imposing a large load on the battery. (6) According to the invention of claim 6, when a large electric load fluctuation occurs at the time of turning, the driving torque of the generator motor is reduced so that the torque fluctuation caused by the electric load fluctuation is offset. Can be prevented from changing in behavior.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a front wheel drive vehicle to which the present invention is applied.

FIG. 2 is a sectional view showing a configuration of a generator according to the present invention.

FIG. 3 is a sectional view showing a configuration of a generator according to the present invention.

FIG. 4 is a block diagram of one embodiment of a vehicle power generation device of the present invention.

FIG. 5 is a functional block diagram of a yaw motion control unit 30.

FIG. 6 is a diagram illustrating an example of an over / under steer determination method.

FIG. 7 is a diagram illustrating an example of a normal / counter steer determination method.

FIG. 8 is a flowchart showing a main operation of the present invention.

FIG. 9 is a flowchart of a turning determination process.

FIG. 10 is a flowchart of an ACG control permission / prohibition determination process.

FIG. 11 is a flowchart of a turning state determination process.

FIG. 12 is a flowchart of ACG control (1).

FIG. 13 is a flowchart of ACG control (2).

FIG. 14 is a flowchart of ACG control (3).

FIG. 15 is a diagram showing a relationship between a relative rotation speed N of a generator and a driving torque T.

FIG. 16 is a diagram showing a relationship between a relative rotational speed N of a generator and a driving torque T using a power generation amount P as a parameter.

FIG. 17 is a diagram showing a relationship between a relative rotation speed N of a generator and a driving torque T.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Generator, 1R ... Rotor, 1S ... Stator, 2
... Rotator excitation device, 3 ... ACG / ECU, 4 ... Engine ECU, 5 ... Switching control device, 7 ... Output control device, 8 ... Short-circuit device, 9 ... Battery, 11, 12 ... 3-phase field coil,
Reference numeral 13: rotating shaft, 14: pulley, 15a: front bearing, 15b: rear bearing, 17: housing,
18a-18c ... slip ring, 19a-19c ... brush

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification symbol FI // H02P 9/00 H02P 9/00 E 9/04 9/04 L

Claims (6)

[Claims] An electric power generator for an internal combustion engine, comprising: a generator (1) having a rotor (1R) and a stator (1S) each having a multi-phase winding, and having a generator motor (1) rotated by transmitting the rotational motion of the internal combustion engine to the rotor. The electric device further includes a yaw motion control unit (30) that controls a yaw motion of the vehicle, wherein the yaw motion control unit (30) includes a turning state determination unit (305) that determines a turning state of the vehicle; Turning drive torque control means (3) for controlling the drive torque of the generator motor in accordance with the determined turning state of the vehicle.
06) A generator motor for an internal combustion engine, comprising: 2. The turning state determining means (305) determines whether the turning state of the vehicle is an over-steering tendency or an under-steering tendency. The generator / motor for an internal combustion engine according to claim 1, wherein the drive torque of the internal combustion engine is reduced when the turning state of the vehicle is in an over-steering tendency and is increased when the turning state of the vehicle is in an under-steering tendency. . 3. The turning drive torque control means (306).
Further includes a generator / motor selector (3061) for selectively functioning the generator motor as a generator or a motor in accordance with the turning state of the vehicle. The generator / motor selector (3061) further comprises: To
The generator / motor for an internal combustion engine according to claim 2, wherein the generator functions as an electric motor when the turning state of the vehicle is in an over-steering tendency, and functions as a generator when the vehicle is in a turning state in an under-steering state. . 4. A rotating magnetic field generating means (21) for electrically generating a rotating magnetic field in a multi-phase winding of the rotor, wherein the turning-time driving torque control means (306) comprises: The rotation speed generated by the multi-phase winding of the rotor,
The rotating magnetic field speed determines the speed at which the driving torque of the generator motor decreases when the turning state of the vehicle is over-steering, and determines the speed at which the driving torque of the generator motor increases when the turning state of the vehicle is under-steering. The generator motor for an internal combustion engine according to claim 2, further comprising a determining means (3063). 5. A rotating magnetic field generating means (21) for electrically generating a rotating magnetic field in the multi-phase winding of the rotor, wherein the turning-time driving torque control means (306) is provided for turning the vehicle in a turning state. In response, the generator / motor selector (3) selectively causes the generator motor to function as a generator or a motor.
061), the rotating magnetic field generating means determines the rotating speed to be generated in the multi-phase winding of the rotor to a speed at which the driving torque of the generator motor decreases when the turning state of the vehicle is in an oversteering tendency, and the turning of the vehicle is determined. A rotating magnetic field speed determining means (3063) for determining a speed at which the driving torque of the generator motor increases when the state is in an understeering tendency; and a charging amount detecting means (3062) for detecting a charging amount of the battery, The generation / electricity selection means (3061) includes:
If the turning state of the vehicle tends to oversteer,
When the turning state of the vehicle has a tendency of understeering, it is caused to function as a generator, and the rotating magnetic field speed determining means (3063) is provided with a power generation functioning as a generator. The generator-motor device for an internal combustion engine according to claim 2, wherein the rotating magnetic field speed is determined such that the driving torque of the electric motor decreases in the oversteering tendency and increases in the understeering tendency. 6. The turning drive torque control means (306).
The electric motor according to claim 4, wherein, when the electric load increases or decreases during the turn, the rotor generates a rotating magnetic field at a speed at which a drive torque fluctuation of the generator motor accompanying the increase or decrease of the electric load is canceled. Generator motor for an internal combustion engine.