JPS58185939A - Torque fluctuation restraining device for engine - Google Patents

Abstract

PURPOSE:To ensure the condition of restraining torque fluctuation and charging satisfactorily a battery by controllably changing over an alternator according to the rotational frequency of an engine with respect to its generation voltage or its operation in increasing torque generated in a crankshaft. CONSTITUTION:Time of increasing torque generated in a crankshaft is detected by a timing detecting means 3 including a crank angle sensor 7, and in said time, current is supplied to a field core 1a of an alternator 1 through a first control means 2 comprising a single multiplexer 9 and a change-over means 10 to make the alternator generate electricity. Thus, reverse torque is generated in the crankshaft to restrain the fluctuation of rotational torque. Also, said change-over circuit 10 is connected to a second control means 12 including a voltage detecting means 13 for detecting generation voltage of the alternator 1, and changed over by a change-over means 16 to select the first control means 2 when the rotational frequency of an engine is less than a set one and the second control means 12 when same is larger than the set one.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an engine torque fluctuation suppressing device.

Generally, in an engine, the explosion chips in the cylinders are converted into rotation of the crankshaft, so during the seven rotations of the crankshaft, rotational torque fluctuations occur in the crankshaft in synchronization with the explosion. The rotational torque fluctuations generated in the crankshaft cause vibrations, rattling noises, etc.) and have various disadvantages.

Conventionally, as shown in Japanese Patent Application Laid-Open No. 33-7737, a first magnetic flux generating means that rotates integrally with the crankshaft of the engine has been used to suppress fluctuations in the rotational torque of the crankshaft σ). and a second magnetic flux generating means on the fixed side, the technology suppresses engine torque fluctuations by generating magnetic torque in synchronization with the rotational torque fluctuations generated in the crankshaft and in the opposite phase to the rotational torque fluctuations. Proposed.

However, in the proposed technique, the first and third magnetic flux generating means must be separately formed in the conventional engine.
There is a problem in terms of cost.

In view of the above, the present invention includes a timing detection means for detecting when the torque increases due to rotational torque fluctuations occurring in the crankshaft in synchronization with the explosion of the engine, and a timing detection means for detecting when the torque increases due to rotational torque fluctuations occurring in the crankshaft in synchronization with the explosion of the engine. The field coil is provided with a first control means for outputting a signal for applying a field current, a voltage detection means for detecting the generated voltage of the alternator, and a voltage detection means for detecting the generated voltage of the alternator, and the generated voltage is set to a predetermined value in response to the signal from the voltage detection means. a second control means for outputting a control signal for controlling the entire field current applied to the field coil VC of the alternator so that A switching means for selectively switching all is provided, the first control means is connected to the field coil in a specific operating range where rotational torque fluctuations increase, and a reverse torque is generated on the crankshaft when the torque increases,
The rotational torque fluctuations that occur in the crankshaft in synchronization with the engine explosion are suppressed, and the existing alternator is fully utilized to suppress the rotational torque fluctuations, effectively preventing vibrations, tooth rattle noise, etc. 11 while maintaining good power generation status
-1 It is an object of the present invention to provide a complete engine torque fluctuation suppressing device that ensures a normal battery state of charge.

Embodiments of the present invention will be described below with reference to the drawings.

In FIG. 1, the alternator is equipped with a field coil 1a and a stator coil 1b, and a first control means 2 for outputting a signal to apply the full field current to the field coil 1d of the alternator 1. The first control means 21/i' is connected to the timing detection means 6.

The timing detecting means 6 is for detecting when the torque □ of rotational torque fluctuations generated on the crankshaft (not shown) increases in synchronization with the explosion of the engine, and the first control side 1 means 2 is a timing detecting means. In response to the signal No. 6, a full signal is output to apply the field current to the field coil 1aK of the alternator 1 when the torque increases.

On the other hand, the stator coil 1b of the alternator 1 is connected to a battery 5 and an electric load 6 such as a lamp through four rectifier circuits.
is connected.

The crank angle sensor 7 constituting the timing detecting means 6 outputs a detection signal when the piston of each cylinder is at the top dead center position, and the detection signal of the crank angle sensor 7 is sent to a waveform shaping circuit 8. is input and shaped into a square wave.

The signal of the waveform shaping circuit 8 is outputted to the monostable multivibrator 9 of the first control means 2, and is made into a signal having a predetermined pulse width corresponding to the time during which the entire field current is applied in this monostable multivibrator 9. is switching circuit 1
0 and when the switching circuit 10 is operating by switching to the first control means 2 side, the monostable multivibrator 9
The signal is amplified by the drive circuit 11 and applied to the field coil 1a of the alternator 1 at a predetermined timing.

The field current based on the signal from the monostable multivibrator 9 that is applied to the field coil 1aK is applied when the torque increases due to rotational torque fluctuations occurring in the crankshaft, and when this torque increases, the alternator 1 generates all the power. This causes a reverse torque to be generated on the crankshaft, thereby completely suppressing fluctuations in rotational torque that occur on the crankshaft in synchronization with engine explosion.

That is, for example, in a double-cylinder engine, explosions occur Vr times while the crankshaft rotates, so rotational torque fluctuations as shown in FIG. 2A occur.

With respect to this VC, the timing detection means 3, the field current control means 2, and the VC, the !th! A field current as shown in Figure B is applied to the field coil 1a of the alternator 1 when the rotational torque fluctuation occurring in the crankshaft increases. A reverse torque) is generated, and by combining this load torque C and rotational torque A, the result shown in Fig. 2 D [
The resultant crankshaft torque is as shown in the figure, and its fluctuation range is suppressed to be small.

A second control means 12 is connected to the switching circuit 10, and a voltage detection means 1'5 is connected to the third control means 12. The voltage detection means 16d1 detects the voltage generated by the alternator 1, and the third control means 1
2. In response to the signal 'fr- of the voltage detecting means 16, an H4 control signal is output for fully controlling the field current applied to the field coil 1a of the alternator 1 so that the generated voltage of the alternator 10 becomes a predetermined value. And,
When the generated voltage exceeds a predetermined value by 1/(1:, J''l), the field current is controlled to be canted.

The voltage detecting means 15 detects the generated voltage of the alternator 1 from the charging voltage rectified by the rectifying circuit 4 vc by the chemical pressure detecting circuit 14, and this detection signal is sent to the second control means 12.
is output to the comparator 15.

The comparator 15 sets the output of the voltage detection circuit 14 to a set value eo.
This set value e. is set to approximately 5 V/g, and when the generated voltage of the alternator 1, that is, the output of the voltage detection circuit 14 is lower than this value eo, the comparator 15 outputs an ON signal, but when the voltage is lower than the set value eo. When it is high, no signal is output from the comparator 15 (off signal). The signal from this comparator 15 is transmitted to the switching circuit 10
By the switching operation, the signal from the monostable multivibrator 9 is amplified by the drive circuit 11 and applied to the field coil 1d of the alternator 1, and the generated voltage is controlled to a predetermined value, and the charging characteristics of the battery 5 and the electric load are changed. This is to ensure good power generation conditions in response to the use of

Zara rtr, 0-1 switching means 16 in the switching circuit 10
is connected, and this switching means 16&:t, operating state (engine speed)
1 and 2 for alF: Control means 2
．． 12 connection states are all selectively switched, and the switching control is such that the first control means 2 is connected when the engine rotation speed is below the set rotation speed, and the third control means 12 is connected when the engine rotation speed exceeds the set rotation speed. It is something that should be done.

- In the switching means 16, 17 is a rotational speed sensor that detects the engine rotational speed, 18 is an i='-v conversion circuit that converts the signal of the rotational speed sensor 17 into a total voltage value, and 19 is the F-V conversion circuit. The signal from the F''-V conversion circuit 18 is compared with the reference voltage e1 to determine whether the engine speed is at a predetermined rotation speed or not.
When the value exceeds 74, a signal is output to the switching circuit 10, all of the switching circuits 10 are activated, and the third control means 12 is connected to the field coil 1d of the alternator 1.

Therefore, according to the embodiment described above, in the operating range where the engine rotation speed is below the set rotation speed and the rotational torque fluctuation generated in the crankshaft becomes large, the field coil 1a of the alternator 1 [first control means 2] When the engine speed increases beyond a predetermined value, the torque fluctuation is reduced, while the reverse torque is fully generated when the torque increases, and the rotational torque fluctuation that occurs on the crankshaft in synchronization with the explosion of one nozzle is completely suppressed. Therefore, the λ-th control means 12 is connected to the field coil 1d to control the generated voltage of the alternator 1 to a predetermined value.

In the above embodiment, the field coil 1a is switched to the first control means 2 by the operation of the switching circuit 10 of the switching means 16 in the operating range where the engine rotation speed is equal to or less than the set rotation speed according to the operation 4Jζ state detected from the engine rotation speed. ♀I am trying to connect, but the detection of the above specific operating range, that is, the first
The switching signal between the control means 2 and the second control means 12 is as follows:
In addition to the above engine speed, there are the following modifications. First, whether or not the clutch of the engine is in a connected state is detected by, for example, a clutch switch, and when the clutch is connected, the first control means 2 is fully connected to fully suppress l/lux fluctuations, while when the clutch is not connected, the third control means is used. 12 may be connected. Also, check whether the engine is in idle operation using the idle switch (throttle switch).
During idle operation, the first control stage 2'f is connected to fully suppress torque fluctuations, while at other times, the second control side 1 means 12 are fully connected. Good too. Furthermore, the engine torque fluctuation level is measured using a vibration sensor or crank angle acceleration sensor V.
The first control means 2 is fully connected to completely suppress this torque fluctuation in a region where there is a torque fluctuation of less than a predetermined level, while when other torque fluctuations are small, the first control means 12 Furthermore, it is possible to detect that the battery is in an abnormal state such as overcharging or overdischarging by using voltage detection, etc., and to control the second control means in such an operating range. 12 may be connected to control the power generation of the alternator 1. By combining the detection of the various operating ranges described above, the 7 control means 2 may be connected to completely suppress torque fluctuations.

On the other hand, as the timing detecting means 6, in addition to the one in the above embodiment, one may be used which detects the engine's evening pulse from the ignition circuit. It is provided so that the full peak value of the field current is applied at a delayed time.

As explained above, according to the present invention, the timing detection means and the first control means are provided, and the VC1 voltage detection means and the first control means are provided. By providing a control means and a switching means, in a specific operating range, the first control means generates a reverse torque on the crankshaft when the torque increases, and the rotating torque generated on the crankshaft in synchronization with engine explosion. It is possible to suppress fluctuations and improve adverse effects such as vibration and sloshing noise, and it can be done using an existing alternator, so it has the advantage of being advantageous in terms of cost I. In other operating ranges, the Q-1 and 2il control means control the alternator's power generation to ensure a good state of charge of the battery.

[Brief explanation of drawings]

Fig. 1 is a schematic configuration diagram showing one embodiment 1 of the present invention, Fig. 2A
, -D is a theory indicating a torque fluctuation suppressing effect, and is four times. 1: Alternator, 1d: Field coil, 1b: Stator coil, 2: First control means, 6: Tie, mink detection means, 5: Battery, 10: Switching circuit, 12- Third control means, 13
・Voltage detection means, 16-switching means

Claims (1)

[Claims] +1+ Timing detection means for detecting when torque increases due to rotational torque fluctuations occurring in the crankshaft in synchronization with engine explosion, and a signal from the timing detection means applies a field current to the field coil of the alternator when the torque increases. a first control means for outputting a signal to output a signal; a voltage detection means for detecting the generated voltage of the alternator; and a first control means for detecting the generated voltage of the alternator; a third outputting a control signal for controlling the field current applied to the field coil VC;
a control means, and a switching means for selectively switching the connection state of the first and second control means to the field coil depending on the operating state, and connecting the first control means to the field coil in a specific operating range; A torque fluctuation suppressing device for an engine, characterized in that a reverse torque is generated on a crankshaft when torque increases, and rotational torque fluctuations generated on the crankshaft in synchronization with engine explosion are suppressed.