JPS59122754A - Engine torque variation suppressor - Google Patents

Abstract

PURPOSE:To prevent use-up of battery while to suppress rotary torque variation of output shaft, by providing a battery state detecting means for detecting discharge state of battery and control means for correcting field current applying timing during discharge. CONSTITUTION:A crank angle sensor 7 and a first waveform shaping circuit 8 will constitute a first timing signal generating means. A delay circuit 10 and a second shaping circuit 11 will constitute a second timing signal generating means. While a battery state detecting means 12 will detect discharge state of a battery 14. A mono-stable multivibrator 13 will feed to a driver circuit 4 to apply field current to the field coil 2 of an alternator 1. Since field current applying timing is corrected, power production of alternator is increased under discharge state of battery to prevent use-up of battery.

Description

[Detailed description of the invention] do.

In MSt, since the engine converts the explosive force in the cylinder into rotation of the output shaft and outputs the rotation torque of the output shaft, fluctuations in the rotation torque inevitably occur in synchronization with the explosion. Such fluctuations in the rotational torque of the output shaft are a cause of engine vibrations, rattling noises in the transmission, and the like.

Conventionally, various devices have been proposed for suppressing fluctuations in the rotational torque of the output shaft.

In Japanese Patent Application No. 57-68315, the present applicant has developed a system that detects when torque increases due to torque fluctuations on the output shaft, applies a field current to the field coil of the alternator when the torque increases, and We have proposed an engine torque fluctuation suppressing device that generates a reverse torque and suppresses rotational torque fluctuations generated at the output shaft by this reverse torque.

By the way, in the above-mentioned torque fluctuation suppressing device, if the field current is constantly applied at a certain timing corresponding to the increase in torque, when the electrical load such as a lamp increases, the amount of power generated by the alternator becomes insufficient, which places a burden on the battery. However, this may cause problems such as the battery dying prematurely.

The present invention is basically based on the above-mentioned technical idea and has been made to solve the above-mentioned problems. Considering that the delay phase is obtained at the peak of the rotational angular velocity of the following output shaft, the reverse torque is generated at the peak of the rotational torque fluctuation in normal times when the battery is not in a discharge state (in this case, the reverse torque is generated at the peak of the rotational torque fluctuation). On the other hand, when the battery is in a discharged state, emphasis is placed on the amount of power generated by the alternator, and the field current is applied to the field coil at the peak of the rotational angular velocity to obtain the maximum amount of power generated. An object of the present invention is to provide an engine torque fluctuation suppressing device that can quickly eliminate a discharged state of a battery by applying a torque.

That is, in the present invention, the time when the torque increases due to rotational torque fluctuations occurring in the output shaft in synchronization with engine explosion is detected, and the first rotational torque is detected at the timing when the rotational torque almost reaches its peak.
first timing generation means for generating a timing signal;
A second timing generating means for generating a second timing signal at a timing when the rotational torque almost reaches its peak, and a battery state detecting means for detecting a discharge state of the battery are provided. A field current is applied to the coil at the first timing, and when the battery is in a discharging state, a field current is applied at a second timing, and when the battery is in a discharging state, the field current is applied at the peak of the rotational angular velocity of the output shaft. The timing at which the field current is applied is corrected so that the amount of power generated by the alternator can be increased and the battery can be effectively prevented from draining.

Hereinafter, the present invention will be described in more detail with reference to the illustrated embodiments. .

In FIG. 1, reference numeral 1 denotes an alternator equipped with a field coil 2 and a stator coil 3. The field coil 2 is attached to a rotor (not shown) that is moved by a crankshaft (not shown), and is driven by a driver. When a field current is applied by the circuit 4, an induced current is generated in the stator coil 3 fixed to the housing (not shown), and this induced current is converted to direct current by the rectifier circuit 5, and the output of the rectifier circuit 5 is An electrical load 6 (which supplies the necessary power) is connected to the side.

On the other hand, in Fig. 1, 7 is a crank angle sensor that outputs a spike-like pulse when the piston of each cylinder of the engine reaches the top dead center position, and 8 is a crank angle sensor that outputs a spike-like pulse output from the crank angle sensor 7. The first wave shaping circuit 8 shapes the pulse into a rectangular waveform, and the first wave shaping circuit 8 converts the output pulse into a first signal P
(see figure (e)), the first switching contact 9a of the switching circuit 9
to be applied.

These crank angle sensor 7 and first waveform shaping circuit 8 are
It constitutes a first timing signal generating means.

Further, 10 is a delay circuit that delays the spike-like pulse of the crank angle sensor 7 only by a preset delay time;
1 is a second waveform shaping circuit that shapes the spike-like pulse delayed by the delay time τ by the delay circuit 10 into a rectangular wave, and this second waveform shaping circuit 11 converts the output pulse into a second timing signal P2 ( As shown in FIG. 2 (see FIG. 2), a voltage is applied to the second switching contact 9 of the switching circuit 9. The delay circuit 10° and the second waveform shaping circuit 11 together with the crank angle sensor 7 constitute a second timing signal generating means.

The switching circuit 9, in response to the switching signal S output from the battery state detection means 12 described in detail below,
When the switching signal S is not applied, the first switching contact 9
a, and when the switching signal S is applied, the first switching contact 9a is turned off and the second switching contact 9b is turned on. The multi-high inflator 13 is operated by the first timing signal P1 or the second timing signal P2, and the monostable multi-high inflator 13 is operated by the first timing signal P1 or the second timing signal P2. The first and second drive signals Q, , Q have a predetermined time width according to the second timing signals P i , P2. is applied to the driver circuit 4.

Next, the battery state detection means 12 will be explained.

This battery state detection means 12 is for detecting the discharge state of a battery 14 connected in parallel with the electric load 6 to the output side of the rectifier circuit 5 of the alternator 1. A resistor 15 connected in series to the positive electrode side, an amplifier circuit 16 that amplifies the voltage between both ends of this resistor 15, and an output voltage of this amplifier circuit 16 ~ "a voltage set to 1". An adder circuit 17 that adds the voltage V2 (V2- to 7□-Ve) added by the adder circuit 17 is used as an inverting input, and a reference value V that is set in advance as a non-inverting input. and a comparator 18 that compares the above-mentioned electrician ~2.

The reference value Vo is set to a value that is equal to or suitably lower than the additional value Ve in order to determine whether or not the battery 14 is in a discharged state in the actual operating state according to the capacity of the battery 14, etc. When the voltage V2 becomes equal to or lower than the reference value Vo, the comparator 18 outputs a switching signal S to switch the switching circuit 9 from the first switching contact 9a to the second switching contact 9b.
Switch to. In other words, the state where Vo≧~12 means a discharge state in which the current l flowing through the resistor 15 is negative and the electric load 6 is supplemented with power from the battery 14,
The discharge state detection means 12 is configured to output a switching signal S when detecting this discharge state.

Next, the operation of the torque fluctuation suppressing device having the above configuration will be explained.

(■) When the battery 14 is not in a discharged state, the battery 14
When the output is not in the discharge state, that is, when the power generation amount of the alternator 1 is greater than the power consumption of the electric load 6, there is no output from the overload state detection means 12, and the switching circuit 9 switches to the first switching contact as shown in the figure. 9a7:l) Turned on.

Once, when the pistons of each cylinder reached top dead center, the crank angle sensor 7 outputs a spike-like solus, and the first
When the waveform shaping circuit 8 outputs the first timing signal P1, this first timing signal P is applied to the monostable multivibrator 13 via the first switching contact 9a of the switching circuit 9. outputs the first drive signal Q1 to the driver circuit 4 at the timing of the rise of the other signal P1 at the first timing, and the driver circuit 4 receives this first drive signal Q1, as shown in FIG. Field current F1 is applied to field coil 2 of alternator 1.
to be applied.

This field current F1 is the rotational torque T of the crankshaft.
When the field current F1 is applied to the field coil 2 during an appropriate interval before and after the peak of the rotational torque T, the field coil 2 (once the rotor) An electromagnetic force that aims at rotation 1 is generated, and the displacement generates rotational torque in the opposite direction in alternator 1, and this rotational torque in the opposite direction cancels out the peak of rotational torque T of the crankshaft. This effectively suppresses the increase in rotational torque T.

(b) When battery 14 is in a discharged state, battery 1
4, when the battery is in a discharged state, the battery state detection means 1
2 is detected and a switching signal S is output to the switching circuit 9, and the switching signal S causes the switching circuit 9 to switch from the first switching contact 9a to the second switching contact 9b.

Therefore, in this case, the second timing signal P is delayed by the delay time τ by the delay circuit 10 from the first timing signal P.
A timing signal P2 is applied from the second waveform shaping circuit 11 to the monostable multi-high flake 13 via the second switching contact 9b.

The monostable multi-high break 13 outputs the second drive signal Q2 to the driver circuit 4 at the timing of the rise of the second timing signal P2, and as shown in FIG. Alternate current F2 to 1
is applied to the field coil 2.

This second field current F2 is as shown in Figure 2 (a) and (b).
As is clear from reference, the crank angular velocity V fluctuates with a certain phase lag in the torque fluctuation of the rotational torque T,
The timing is set so that the voltage is applied to the field coil 2 at the time when the voltage suddenly rises and reaches its peak. In other words, the delay time τ set in the delay circuit 10
is set to approximately correspond to the phase difference between the peak of rotational torque T and the peak of crank angular velocity Vθ.

As mentioned above, when the battery 14 is in a discharged state,
If the application timing is corrected so that the field current F2 is applied at peak times, including sudden increases in the crank angular velocity Vθ, the amount of power generated by the alternator 1 will increase accordingly, and in terms of suppressing fluctuations in the rotational torque of the crankshaft, Due to a slightly inferior effect or an increase in the amount of power generation, the discharge state of the battery 14 is quickly resolved, and the alternator 1 (
From this, it is possible to supply sufficient electric power to the electrical load 6 (this) and also to charge the battery 14 (the battery 14).
4 can be effectively prevented.

As is clear from the above explanation, according to the invention, it is possible to increase the amount of power generated by the alternator by correcting the timing of applying field current during discharge without looking at the discharge state of the battery, thereby reducing battery life. The rotational torque fluctuation of the output shaft can be effectively suppressed while preventing the rotational torque from changing, and since it is only necessary to change the application timing of the field current, the configuration of the control system can be simplified.

[Brief explanation of the drawing]

Fig. 1 is a block circuit diagram of the torque fluctuation suppressing device according to the present invention, and Fig. 2 (a), (b), (c), (e),
, (f) are each timing chart showing the operation timing of the above circuit. 1...Alternator, 2...Field Koinope 4
... Driver circuit, 7... Crank angle sensor, 8.
...First waveform shaping circuit, 9...Switching circuit, 10...
Delay circuit, 11. Second waveform shaping circuit, 12. Battery condition detection means, 13. Monostable multibiflator, 14. Battery.

Claims (1)

[Claims] (1) A first timing signal generating means that detects when the torque of the rotational torque fluctuation generated on the output shaft increases in synchronization with the explosion of the engine and generates a timing signal at a first timing, and the torque of the rotational torque fluctuation. a second timing signal generating means for generating a timing signal at a second timing delayed from the first timing when the rotational angular velocity of the output shaft reaches almost the peak by detecting the increase; and a battery for detecting the discharge state of the battery. a state detection means; and a field current control means for applying a field current to a field coil of the alternator at a first timing when the battery is not in a discharging state, and applying a field current at a second timing when the battery is in a discharging state. An engine torque fluctuation suppression device comprising: