JPS63306939A - Torque control device for engine - Google Patents

Abstract

PURPOSE:To reduce shock upon speed change by providing a power generating means for applying a reverse torque upon a crankshaft and an electrical drive means for applying a normal torque upon the same, and by selectively actuating these means so as to allow the rotational speed of an engine to approach an optimum rotational speed in each speed change condition. CONSTITUTION:A power generating means B for applying a reverse torque upon the crankshaft of an engine A, and an electrical drive means for applying a normal torque upon the crankshaft are provided so as to be selectively coupled to the crankshaft. Further, there are provided a speed change condition judging means D for detecting a vehicle speed, a gear shift stage and a speed change condition and for judging the speed change condition, and an engine rotational speed detecting means E. A selecting condition judging means F judges such a selected condition in which the rotational speed of the engine is made to approach a desired rotational speed, in accordance with output signals from the judging means D and the detecting means E, and a selecting and operating means G selectively operates the power generating means B or the electrical drive means C in accordance with the result of judgment by the judging means F.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an engine torque control device that absorbs engine torque fluctuations by applying positive or reverse torque to a crankshaft.

(Prior art) In general, in the engine of a car, etc., the speed change operation of the transmission (including automatic speed change) is performed to change the rotation speed according to the vehicle speed. Likely to happen. In particular, when downshifting, if you don't increase the engine speed, it will be like engine braking is applied and the sizzling will be large.

Therefore, in the case of a vehicle with a manual transmission, the driver usually intentionally presses the accelerator when downshifting to increase the engine speed to avoid torque shock when shifting. However, if the mitigation of torque lock is left to the driver's operation in this way, there is a problem that the burden on the driver increases and there is a lack of reliability.

By the way, conventionally, as means for suppressing engine torque fluctuations, a power generation means driven by the engine to apply a reverse torque to the crankshaft, and an electric drive means to apply a positive torque to the crankshaft have been provided, and these power generation means or electric drive 2. Description of the Related Art Engine control devices that suppress engine torque fluctuations by selectively switching and operating means are conventionally known.

For example, in Japanese Patent Application Laid-Open No. 61-61926, two types of rotating side electromagnetic coils are equipped on the outer peripheral surface of the flywheel,
A fixed electromagnetic coil installed on the cylinder block side is arranged around it, and by energizing one of the rotating electromagnetic coils and the fixed electromagnetic coil, they function as an electric drive device that applies positive torque to the crankshaft. In addition, by energizing the other rotating side electromagnetic coil and switching the stationary side electromagnetic coil to a power generation circuit, these are made to function as a power generation device, and in this way, the device can be switched and used as an electric drive device or a power generation device. When the engine is started, it is operated continuously as an electric drive device to function as a starter, and after starting, it operates as a generator and as an electric drive device at a set timing. In addition to suppressing engine torque fluctuations by switching periodically, the electric drive device increases the amount of positive torque applied to the crankshaft by increasing the operating period as an electric drive device, especially during acceleration, thereby increasing output. Are listed.

The same publication also states that rather than switching one device to operate as an electric drive device or power generation device as described above, it uses a starter and alternator that are normally installed in the engine, and that torque is generated separately from the starter and alternator. It has also been proposed to provide an electric drive and a power generator for control. These all apply forward torque and reverse torque to suppress torque fluctuations caused by engine operation, and also increase torque during acceleration.
In particular, since the reverse torque is applied by generating electricity, there is little energy loss.

However, as mentioned above, this type of conventionally known torque control device aims to suppress torque fluctuations or increase torque in the steady state of the engine and during acceleration. This does not provide an effective solution to the above-mentioned problem that is specific to gear shifting with different fluctuation conditions.

(Object of the invention) The present invention has been made in view of the above problems, and includes:
The object of this invention is to reduce torque shock during gear shifting by using means that can selectively apply forward torque or reverse torque to the crankshaft.

(Structure of the Invention) The present invention automatically brings the engine speed closer to a target value, which is the optimum rotation speed for each gear shift state, by operating either the engine-driven power generation means or the electric drive means. The overall configuration is as shown in FIG. That is, the engine torque control device according to the present invention includes a power generation means driven by the engine to apply reverse torque to the crankshaft, an electric drive means to apply positive torque to the crankshaft, and detects vehicle speed, gear position, and gear change operation. a gear shift state determination means for determining a gear shift state; an engine rotation speed detection means; and a selection condition for bringing the engine rotation speed closer to a target rotation speed based on the outputs of the engine rotation speed detection means and the gear shift state determination means. The present invention is characterized by comprising a selection condition determination means for determining the selection condition determination means, and a selection operation means for selectively operating the power generation means or the electric drive means based on a signal from the selection condition determination means.

(Operation) When a shift operation is detected, the shift state determination means determines a target engine rotation speed that does not cause torque shock during shift, based on the vehicle speed and the gear position. The selection condition determining means compares the target engine speed and the actual engine speed, and outputs a signal to select the electric drive means when the engine speed is lower than the target value, and outputs a signal to select the electric drive means when the engine speed is higher than the target value. When the power generation means is selected, a signal for selecting the power generation means is outputted to the selection assisting means, whereby either the power generation means or the electric drive means is activated to bring the engine speed closer to the target value.

(Example) Embodiments of the present invention will be described below based on the drawings.

FIG. 2 shows the main structure of a type 1 engine with a manual transmission according to an embodiment of the present invention.

This engine uses the following starting and charging device.

As shown in the figure, a flywheel 3 is fixed to the shaft end of the engine crankshaft l via a stainless steel disk 2 for blocking magnetic fields, and on the outer peripheral edge of the flywheel 3, Pole core 4 with equally spaced claws
is formed.

Another pole core 5 having the same number of claws is connected to this pole core 4 by a non-magnetic ring 6, and the respective claws are positioned alternately at intervals in the circumferential direction. It constitutes a rotating field pole. and,
A field coil 7 is provided inside the pole core 4.5 in the radial direction to excite it.
．． A three-phase distributed winding stator coil 9 is attached to a stator core 8 provided on the radially outer side of the stator core 5 with a slight gap therebetween. The field core lO around which the field coil 7 is wound is fixed to the cylinder block 12 via an aluminum plate 11 for blocking the magnetic field, and faces the flywheel 3 with a small gap in the axial direction. Further, it faces the pole core 5 with a slight gap in the radial direction. The stator core 8 is a ring-shaped stack of silicon steel plates, and is fitted into the support frame 13 and fixed to the cylinder block 12. Around the stator coil 9 attached to the stator core 8, that is, radially outwardly, a pair of left and right cooling water pipes 14a, 14, which are annular and have a substantially rectangular cross section, are connected through a number of communication passages.
b is provided.

Cooling water led from the water jacket 16 of the cylinder block 12 flows through the cooling water pipes 14a, 14b. A pipe 17 through which cooling water flows is also provided inside the field coil 7. This pipe 17 is wound around the field core 10 together with a conductor, and also communicates with the water jacket 16 of the cylinder block 12. Furthermore, a plurality of air passages 18 are formed in the flywheel 3 from the inner concave portion on the clutch side toward the outer field coil 7 side, and are inclined in the counter-rotation direction of the flywheel 3. is blown onto the field coil 7. Such a starter charging device can function as a power generation device or an electric drive device by controlling energization to the stator coil 9 by a control unit (not shown). That is, by applying current to the field coil 7, the pole core 4.5 is excited and S poles and N poles are alternately arranged, and when the stator coil 9 is energized in this state, torque is generated in the pole core 4.5. , applies positive torque to the crankshaft l via the flywheel 3. At this time, the direction of the current flowing through the stator coil 9 is switched in accordance with the crank angle so as to obtain a large torque, and the starting/charging device functions as an electric drive device. Furthermore, when the stator coil 9 is turned off, the starter charging device functions as a power generator, and the crankshaft 1
It looks like it will give a reverse torque to. Therefore, the engine speed that does not cause torque shock is calculated as a target value based on the gear position (gear position) and vehicle speed during gear shifting, and the starting/charging device functions as an electric drive device or as a power generator. A forward torque or a reverse torque is applied to wheel l, and the engine speed is controlled to approach the target value. Therefore, the rotational speed at the time of gear shifting is controlled to an appropriate value regardless of the driver's accelerator operation, so that shift shock can be prevented.

FIG. 3 is a flowchart for executing the above control.

After starting, first read the operation of the transmission gear and the gear position. Then, the vehicle speed is read and the target rotation speed is calculated from them.

Next, the current engine speed is read and the target speed and current speed are compared. If the two conditions match, nothing will be done, but if the rotation speed is lower than the target value, the starter charging device will be activated to discharge and function as an electric drive device (starter motor), and if the rotation speed is higher than the target value. When the battery is charged, it functions as a power generator (alternator).

Note that when starting the engine, the stator coil 9 is continuously energized and the engine is started by the starter charging device.

The side surface of the flywheel 3, which also serves as the pole core of the starter charging device, constitutes a clutch contact surface.

The clutch used here is a general diaphragm spring type single plate clutch as shown below, and has no particular features.

A clutch housing 19 is attached to a support frame 13 fixed to the cylinder block 12, and a transmission drive shaft 20 is pivotally supported by the clutch housing 19. One end of this transmission drive shaft 20 is supported by a bearing 21 fitted to the flywheel 3. A clutch disc 23 having a friction plate 22 is integrally rotatably attached to the transmission drive shaft 20, and a diaphragm spring 25 is attached to a clutch cover 24 fixed to the flywheel 3.
is supported, and normally the diaphragm spring 2
5 connects the friction plate 2 via a cast iron pressure plate 26.
2 is crimped onto the side surface of the flywheel 3. By this pressure bonding, power is transmitted between the crankshaft l and the transmission drive shaft 20. Moreover, the angular velocity fluctuation at that time is absorbed by the damper spring 27. When the Naori latch pedal is depressed, the release fork (not shown)
is connected to the diaphragm spring 25 via the sleeve 28.
1, the diaphragm spring 25 is reversed with the wiring 29° 30 as a fulcrum. As a result, the compression of the friction plate 22 is released and the transmission drive shaft 20 is separated from the crankshaft l.Although the present invention has been described as being applied to an engine with a manual transmission, the present invention is applicable to an engine with an automatic transmission. Of course, it can also be applied to. If it has an automatic transmission,
Since the target rotational speed and the current rotational speed match, control is performed based on expectations so that the engine rotational speed is increased when downshifting, and the engine rotational speed is lowered when upshifting.

Although the above embodiment uses a starter charging device that can be used as a heat generating means or an electric drive means by controlling the energization to the stator coil, the present invention can also be applied to various other types of starter charging devices. The power generation device and the electric drive device can be implemented separately.

The present invention can be implemented in various other ways.

(Effects of the Invention) Since the present invention is configured as described above, it is possible to reduce torque shock during gear shifting and improve operability by selectively applying positive torque or reverse torque to the crankshaft. . Furthermore, since the reverse torque is applied by the power generating means driven by the engine, there is little energy loss.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram of the present invention, FIG. 2 is a structural diagram of main parts of an engine in an embodiment of the present invention, and FIG. 3 is a flowchart for executing control of the embodiment. 1: crankshaft, 3: flywheel, 4.5 = pole core, 7: field coil, 9 Nicheetah coil. Agent Patent Attorney Jun Shinfuji - Figure 1 Figure 3

Claims (1)

[Claims] (1) A power generation means driven by the engine to apply reverse torque to the crankshaft, an electric drive means to apply positive torque to the crankshaft, and a shift state determination that detects the vehicle speed, gear position, and shift operation to determine the shift state. means, an engine rotational speed detection means, a selection condition determination means for determining a selection condition for bringing the engine rotational speed closer to the target rotational speed based on the outputs of the engine rotational speed detection means and the shift state determination means; 1. A torque control device for an engine, comprising: selection operation means for selectively operating the power generation means or the electric drive means based on a signal from the selection condition determination means.