JP2001304374A - Flywheel mechanism and internal combustion engine equipped with the mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a flywheel mechanism and an internal combustion engine having a mechanism which can correspond to torque fluctuations having different characteristics, depending on an individual apparatus and can surely reduce the torque fluctuations. SOLUTION: In an apparatus for converting linear reciprocating motion into rotational motion or an apparatus for converting the rotational motion into the linear reciprocating motion, a main rotation shaft 2 is engaged with a flywheel shaft 3 attached with a flywheel 7 through an angular speed change means to constitute the flywheel mechanism. The flywheel mechanism prevents torque fluctuations from being generated at the main rotation shaft 2. The angular speed change means obtains a torque Te of the main rotation shaft 2, by maintaining an angular speed of the main rotating shaft 2 to be constant, and a speed change ratio of the angular speed generating a negative torque that cancels the torque Te on the flywheel shaft 3 side. A first transmission wheel 5 attached to the main rotation shaft 2 and a second transmission wheel 6 attached to the flywheel 3 are formed, based on the speed change ratio of the angular speed. Rotations of the main rotation shaft 2 are transmitted to the flywheel 3 via the first transmission wheel 5 and the second transmission wheel 6.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for converting a linear reciprocating motion into a rotary motion, such as an internal combustion engine or a crank press, and a device for converting a rotary motion into a linear reciprocating motion. The present invention relates to a flywheel mechanism that reduces the fluctuation torque generated in such a rotating main shaft and an internal combustion engine provided with the same.

[0002]

2. Description of the Related Art For example, internal combustion engines such as reciprocating gasoline engines and diesel engines, and crank type press devices convert a linear reciprocating motion into a rotary motion by a piston and a clutch, or vice versa. Converting.

[0003] For example, in the case of an internal combustion engine, a reciprocating motion of a piston is transmitted to a rotating main shaft (crankshaft) via a connecting rod to rotate the crankshaft. In such a transmission, when a reciprocating member such as a piston reaches a top dead center and a bottom dead center of a linear reciprocating motion, the torque applied to the crankshaft is reversed. fluctuate.

[0004] Such torque fluctuations are not only transmitted directly to the driven side to cause torque fluctuations, but also generate torsional stress on the crankshaft or the rotating main shaft driven by the crankshafts, which may cause fatigue fracture due to torsional vibration. Also, a heavy load is applied to the bearing of the rotating main shaft. Further, the above-mentioned torsional vibration causes noise such as ding noise.

Therefore, in order to absorb such a torque fluctuation, means for providing a balance weight or a flywheel on a crankshaft or a main shaft driven by the crankshaft has conventionally been adopted. The balance weight is for correcting the eccentricity of the crankshaft, and the flywheel is for absorbing the torque fluctuation by a large inertial force, and these are effective for obtaining a constant speed rotation of the crankshaft or the rotating main shaft. .

Japanese Patent Application Laid-Open No. 5-164191 discloses an apparatus for absorbing torque fluctuations more effectively in addition to the inertia force of a flywheel. This fluctuation torque reduction device regards the phase of torque fluctuation as approximating a sine curve and generates a phase of a minus sine curve for canceling the sine curve by power transmission between the elliptical gear and the auxiliary elliptical gear. By canceling out the sine curve with each other, torque fluctuations occurring in the crankshaft are reduced.

[0007]

However, the reciprocating motion of the piston in the internal combustion engine involves suction, compression, explosion,
This occurs as a result of the exhaust stroke, and the movement of the explosion stroke is sharper than that of the intake, compression, and exhaust strokes. Therefore, the phase of the resulting torque fluctuation has a considerably different shape from the sine curve, so that the phase of the torque fluctuation is processed as being approximate to the sine curve, and the phase of the minus sine curve is generated based on the sine curve. The above-described elliptical gear cannot sufficiently absorb the torque fluctuation.

In the case of a multi-cylinder internal combustion engine, the torque fluctuation decreases as the number of cylinders increases.
The phase of the torque fluctuation becomes more complicated, and it becomes difficult to cancel the torque fluctuation by the elliptical gear.

The present invention has been made in view of the above problems, and has a flywheel mechanism capable of coping with torque fluctuations having different characteristics depending on individual devices and reliably reducing the fluctuations. It is a technical object to provide an internal combustion engine.

[0010]

In order to solve the above problems, the flywheel mechanism according to the present invention employs the following means.

That is, a flywheel mechanism according to the present invention comprises a rotary main shaft in a device for converting linear reciprocating motion to rotary motion, or a device for converting rotary motion to linear reciprocating motion, and a flywheel shaft to which a flywheel is attached. , Is engaged through an angular velocity transmission means to eliminate fluctuations in torque generated in the rotating main shaft, wherein the angular velocity transmission means keeps the angular velocity of the rotating main shaft constant while controlling the torque of the rotating main shaft. A first transmission wheel and the flywheel attached to the rotating main shaft based on the rotational speed of the flywheel, based on the rotational speed of the flywheel; Forming a second transmission wheel attached to the shaft,
The rotation of the rotating spindle is controlled by the first transmission wheel and the second
The transmission is transmitted to the flywheel shaft via a transmission wheel.

With this configuration, the first transmission vehicle and the second transmission vehicle are formed based on the gear ratio X having a negative phase for canceling the torque of the rotating main shaft, so that the first transmission vehicle and the second transmission vehicle are formed.
Shift patterns that can be canceled in response to the complicated phase of torque fluctuations that occur when converting linear reciprocating motion to rotary motion, or when converting rotary motion to linear reciprocating motion, can be formed more freely. Thus, the fluctuation of the rotating spindle side torque can be canceled.

Further, in the flywheel mechanism of the present invention, the first transmission wheel and the second transmission wheel are configured as pulleys or chain gears, or the rotation of the first transmission wheel is controlled by a belt or One that transmits the power to the second transmission vehicle via a chain;
And the second transmission wheel is a plate cam, and a combination thereof. In the case of a pulley or a chain gear, at least one of the first and second transmission wheels has a non-circular contour curve, and the contour curve has an asymmetric shape depending on the speed ratio of the angular velocity. Also in the case of a plate cam, at least one of the first and second transmission wheels has a non-circular contour curve, and the contour curve is asymmetric depending on the speed ratio of the angular velocity.

Further, in the flywheel mechanism according to the present invention, the kinetic energy of the flywheel shaft is converted into electric energy, and the converted electric energy is charged or discharged to convert the kinetic energy into inertia force of the flywheel, thereby converting the flywheel into an electric flywheel. A structure provided with a wheel device can also be exemplified,
According to this example, the weight of the flywheel mechanism can be significantly reduced by replacing the flywheel with the electric flywheel device.

Further, an internal combustion engine provided with a flywheel mechanism according to the present invention is an internal combustion engine which transmits a reciprocating motion of a piston to a crankshaft via a connecting rod to convert a linear reciprocating motion into a rotary motion. A rotating main shaft to be connected, a flywheel shaft to which a flywheel is attached, and angular velocity shifting means for changing the angular velocity of the rotating main shaft and transmitting the angular velocity to the flywheel shaft, wherein the angular velocity shifting means comprises an angular velocity of the rotating main shaft. , The torque Te of the rotary spindle is determined, a speed ratio of an angular velocity that generates a negative torque that cancels the torque Te on the flywheel shaft side is determined, and the speed is attached to the rotary spindle based on the speed ratio of the angular speed. A first transmission wheel and a second transmission wheel attached to the flywheel shaft, wherein rotation of the rotating main shaft is transmitted to the first transmission wheel. And characterized in that it transmitted to the flywheel shaft through the second transmission wheel.

By applying this flywheel mechanism to an internal combustion engine, it is possible to cancel out a complicated phase of torque fluctuation due to an explosion stroke of the internal combustion engine or a complicated phase of torque fluctuation due to a multi-cylinder configuration. The speed change pattern can be freely formed, and the fluctuation of the rotating spindle side torque can be more reliably canceled.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a flywheel mechanism according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

First, the structure of the flywheel mechanism according to the first embodiment of the present invention will be described with reference to FIG. The flywheel mechanism according to the first embodiment will be described as applied to an automobile engine.

The cylinder block 1 has a piston, a connecting rod and a crankshaft (not shown) therein. This piston is connected to a crankshaft via a connecting rod, and the linear reciprocating motion of the piston is converted into a rotary motion of the crankshaft.

The crankshaft is rotatably supported by a cylinder block 1 by a bearing, and a rotary main shaft 2 is integrally connected to the crankshaft. In addition, the flywheel shaft 3 and the tension shaft 4
Are rotatably supported by bearings. The flywheel shaft 3 and the tension shaft 4 are arranged parallel to the rotating main shaft 2.

A pulley (first transmission wheel) 5 having a contoured surface formed in a non-circular shape is attached to the rotary main shaft 2 so as to rotate integrally. A pulley (second transmission wheel) 6 and a flywheel 7 are attached to the flywheel shaft 3 so as to rotate integrally.

A tension pulley 8 is attached to the tension shaft 4 so as to rotate integrally. The pulley 5, the pulley 6, and the tension pulley 8 are connected to each other by an endless belt 9. Therefore, when the rotating main shaft 2 and the pulley 5 rotate, the pulley 6 and the flywheel shaft 3 rotate via the belt 9, and thus the flywheel 7 rotates. The tension shaft 4 and the tension pulley 8 are connected to the belt 9 so that the rotation of the pulley 5 is reliably transmitted to the pulley 6.
To the appropriate tension.

The relation between the pulley 5 and the pulley 6 is such that when the pulley 5 makes one rotation, the pulley 6 also makes one rotation. Further, the shape of the pulley 5 is determined based on the relationship of the predetermined gear ratio X.

When the gear ratio X is determined by a basic equation I * dω / dt = Te for obtaining the torque Te of the rotating main shaft 2 while keeping the angular velocity ω of the rotating main shaft 2 constant, the torque Tf of the flywheel shaft 3 This is a gear ratio that provides a relationship (Te-Tf = 0) for canceling out the torque Te.

That is, when the pulley 5 makes one rotation and the relationship between the angular velocity and time shows the phase S ₁ in FIG. 2A, the relationship between the angular velocity and the time when the pulley 6 makes one rotation is shown in FIG. The phase S ₂ shown in FIG. This means that when the rotary spindle 2 and the pulley 5 is rotated once shown in FIG. 3 (a), the shape of the pulley 5 so that the relation between the angular acceleration and the time is a phase A ₁ shown in FIG. 3 (b) It depends on what you have decided.

As described above, in the present invention, the shape of the pulley 5 is determined based on the predetermined gear ratio X in order to cancel the torque Te. As shown in FIG. Can be adopted. Figure 4 when the rotary spindle 2 and asymmetric pulleys 5a shown in (a) is rotated once, the phase A ₂ different from the conventional sine curve, as the relationship between the angular acceleration and the time shown in FIG. 4 (b) Will be generated.

[Operation of First Embodiment] Next, the operation of the first embodiment will be described. The linear reciprocating motion of the piston in the cylinder block 1 is converted into a rotary motion via a connecting rod, and the rotary main shaft 2 makes one rotation. At this time, as shown in FIG. 5, the torque Te of the rotary spindle 2 varies as a result of the processes of suction, compression, explosion, and exhaust. The fluctuation of the torque Te has a phase in which the movement of the explosion stroke changes abruptly compared to the suction, compression and exhaust strokes.

Accordingly, when the pulley 5 integrated with the rotating main shaft 2 makes one rotation, the relationship between the angular acceleration and the time becomes the phase A ₁ shown in FIG. 3B. When the rotation of the rotating main shaft 2 and the pulley 5 is transmitted to the pulley 6 via the belt 9,
Relationship angular velocity and the time in the pulley 6 becomes the phase S ₂ shown in FIG. 2 (b). When the phase S ₂ is transmitted to the flywheel shaft 3, torque Tf phase of the flywheel shaft 3, as shown in FIG. 5, a negative phase to cancel the torque Te.

A flywheel 7 is attached to the flywheel shaft 3 and absorbs the torque Te of the rotating main shaft 2 by the inertial force of the flywheel 7. Therefore,
When the pulley 5 makes one rotation, the relationship between angular velocity and time is shown in FIG.
It is shown as a phase S ₁ of (a).

According to the first embodiment, since the shape of the pulley 5 is determined based on the gear ratio X having a negative phase for canceling the torque Te, the torque fluctuation due to the explosion stroke of the internal combustion engine is complicated. It is possible to freely form a shift pattern capable of canceling the phase and the complicated phase of the torque fluctuation caused by the multi-cylinder engine, and to more reliably cancel the fluctuation of the torque Te of the rotary spindle 2.

In the first embodiment, only the pulley on the rotary spindle 2 side is a pulley. However, as shown in FIG. 6, the pulley on the tension axis 4 side is also a pulley 8a, and the pulley 5b on the rotary spindle 2 side.
And the pulley 8a on the side of the tension shaft 4 so that the gear ratio X is obtained.

In the first embodiment, the transmission wheel is a pulley, but a chain gear may be used instead of the pulley, and a chain may be used instead of the belt. Next, a flywheel mechanism according to another embodiment of the present invention will be described with reference to FIG.

[Structure of Embodiment 2] In the flywheel mechanism of Embodiment 2, as shown in FIG. 7, a rotary main shaft 21 and a flywheel shaft 31 are rotatably supported by bearings on a cylinder block 11. ing. The rotating main shaft 21 and the flywheel shaft 31 are arranged in parallel.

A plate cam (first transmission wheel) 51 having a non-circular contoured surface is attached to the rotary main shaft 21 so as to rotate integrally. The flywheel shaft 31
Follower (second transmission) that comes in direct contact with the plate cam 51
The flywheel 61 and the flywheel 71 are mounted so as to rotate integrally.

The relationship between the plate cam 51 and the follower wheel 61 is such that when the plate cam 51 makes one rotation, the follower wheel 61 also makes one rotation. Further, the shape of the plate cam 51 is determined based on the relationship of the predetermined gear ratio X. Note that the gear ratio X is the same as that of the first embodiment, and a description thereof will be omitted.

That is, when the plate cam 51 makes one rotation, the relationship between the angular velocity and time when the follower 61 makes one rotation is shown in FIG.
Becomes the same as the phase S ₂ shown in (b). The phase S ₂ is for canceling the torque Te of the main spindle 21 side.

[Operation of Second Embodiment] Next, the operation of the second embodiment will be described. In FIG. 7, when the rotating main shaft 21 makes one rotation in the cylinder block 11, the plate cam 51 integrated with the rotating main shaft 21 makes one rotation. And the plate cam 5
2 has the same phase S ₂ as that of FIG.
Is shown. When the phase S ₂ is transmitted to the flywheel shaft 31, the torque Tf of the flywheel shaft 31 phase,
The phase becomes negative to cancel the torque Te. A flywheel 71 is attached to the flywheel shaft 31, and the flywheel 71 absorbs the torque Te of the rotating main shaft 21 by the inertial force of the flywheel 71. Therefore, when the plate cam 51 rotates once, the relationship between angular velocity and the time is the same as the phase S ₁ of Figure 2 (a).

[Structure of Third Embodiment] Next, the structure of a third embodiment of the present invention will be described with reference to FIG. The difference between the third embodiment and the second embodiment is that the inertial mass of the conventional flywheel 71 (see FIG. 7) of the second embodiment is replaced with the capacitance C of the capacitor 83 as shown in FIG. That is. That is, an electric flywheel device (EFW device) 80 that replaces the kinetic energy of the flywheel with electric energy is provided in place of the flywheel. Accordingly, the reference numerals used in FIG. 8 which are the same as those in FIG. 7 have the same functions, and the description thereof will be omitted.

The EFW device 80 includes the flywheel shaft 31
And a circuit 82 that closes the EFW device 80, a capacitor 83 and a switch 84 provided on the way of the circuit 82.

The armature 81 is a generator for converting the rotation of the flywheel shaft 31 into electric energy. This electric energy is transmitted to the capacitor 83 via the circuit 82. The capacitor 83 is a capacitor having a relatively small capacity. The polarity is switched to the side for charging the capacitor 83 during the period when the torque of the rotating main shaft 21 is generated, and the side for discharging the reverse during the period when no torque is generated. By changing the polarity, torque fluctuations of the rotating main shaft 21 are absorbed.

According to the third embodiment, by replacing the flywheel with the EFW device 80, the weight of the flywheel mechanism can be significantly reduced. Therefore, when this is applied to an internal combustion engine, the startability and the responsiveness can be improved.

[0042]

As described above, according to the present invention,
Since the configuration of the first transmission vehicle and the second transmission vehicle is determined based on the gear ratio X having a negative phase for canceling the torque of the rotating main shaft side, complicated torque fluctuation due to an explosion stroke of the internal combustion engine is complicated. It is possible to freely form a shift pattern that can be canceled in accordance with the phase, the complicated phase of the torque variation due to the multi-cylinder configuration, and the like, and the engine-side torque variation can be more reliably canceled.

As described above, the present invention can cope with torque fluctuations having different characteristics depending on individual devices, can surely reduce the fluctuations, reduce the load on the rotating spindle and bearing, and reduce the durability of the rotating spindle. And an internal combustion engine provided with the same.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a flywheel mechanism according to a first embodiment of the present invention.

FIG. 2 is a diagram showing a relationship between a crankshaft and an angular velocity of an IFW according to the first embodiment of the present invention. FIG. 2 (a) shows the phase of the angular velocity of the crankshaft, and FIG.
5 shows the phase of the angular velocity of W.

3A and 3B are a shape diagram of a special pulley and a phase diagram of angular acceleration when the special pulley is used. FIG. 3A shows a shape diagram, and FIG. 3B shows a phase diagram of angular acceleration. .

4A and 4B are a shape diagram of a special pulley and a phase diagram of angular acceleration when the special pulley is used, FIG. 4A shows a shape diagram, and FIG. 4B shows a phase diagram of angular acceleration. .

FIG. 5 is a diagram illustrating a relationship between a rotating main shaft side torque and a flywheel shaft side torque according to the first embodiment of the present invention.

FIG. 6 is a configuration diagram when a special pulley is mounted on a tension shaft of the flywheel mechanism according to the first embodiment of the present invention.

FIG. 7 is a configuration diagram of a flywheel mechanism according to a second embodiment of the present invention.

FIG. 8 is a configuration diagram of a flywheel mechanism according to a third embodiment of the present invention.

[Explanation of symbols]

 1,11 ... Cylinder block 2,21 ... Rotating spindle 3,31 ... Flywheel shaft 4 ... Tension shaft 5 ... Pulley (first transmission vehicle) 6 ... Pulley (second transmission vehicle) 7,71 ... Flywheel 8 ... tension pulley 9 ... belt 51 ... plate cam 61 ... follower 80 ... EFW device (electric flywheel device) 81 ... machine electronics 82 ... circuit 83 ... condenser 84 ... switch

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification code FI Theme coat ゛ (Reference) F16H 35/02 F16H 35/02 B

Claims (6)

[Claims] An apparatus for converting a linear reciprocating motion into a rotary motion, or a device for converting a rotary motion into a linear reciprocating motion, includes a rotary main shaft and a flywheel shaft on which a flywheel is mounted, via an angular velocity transmission means. A flywheel mechanism that engages and eliminates fluctuations in torque generated in the rotating main shaft, wherein the angular speed transmission unit obtains the torque Te of the rotating main shaft while keeping the angular speed of the rotating main shaft constant; The torque T
e) determining a transmission ratio of an angular velocity that generates a negative torque to cancel e, forming a first transmission vehicle attached to the rotating main shaft and a second transmission vehicle attached to the flywheel shaft based on the transmission ratio of the angular speed. And the rotation of the rotating spindle is controlled by the first transmission wheel and the second
A flywheel mechanism, wherein the power is transmitted to the flywheel shaft via a transmission wheel. 2. The flywheel mechanism according to claim 1, wherein the first transmission wheel and the second transmission wheel are pulleys or chain gears. 3. The flywheel mechanism according to claim 1, wherein the rotation of the first transmission wheel is transmitted to the second transmission wheel via a belt or a chain. 4. The flywheel mechanism according to claim 1, wherein said first transmission wheel and said second transmission wheel are plate cams. 5. The electric flywheel device according to claim 1, wherein kinetic energy of the flywheel shaft is converted into electric energy, and the converted electric energy is charged or discharged to convert the inertia force of the flywheel into an electric flywheel device. 5. The flywheel mechanism according to any one of claims 1 to 4. 6. An internal combustion engine that transmits a reciprocating motion of a piston to a crankshaft via a connecting rod to convert a linear reciprocating motion into a rotary motion, wherein a rotating main shaft connected to the crankshaft and a flywheel having a flywheel mounted thereon. Shaft; and angular speed transmission means for shifting the angular speed of the rotating main shaft and transmitting the angular speed to the flywheel shaft, wherein the angular speed shifting unit obtains the torque Te of the rotating main shaft while keeping the angular speed of the rotating main shaft constant. The torque T is applied to the wheel shaft side.
e) determining a transmission ratio of an angular velocity that generates a negative torque to cancel e, forming a first transmission vehicle attached to the rotating main shaft and a second transmission vehicle attached to the flywheel shaft based on the transmission ratio of the angular speed. And the rotation of the rotating spindle is controlled by the first transmission wheel and the second
An internal combustion engine having a flywheel mechanism, wherein the internal combustion engine transmits the flywheel shaft to the flywheel shaft via a transmission vehicle.