JPH0131801Y2 - - Google Patents

Description

[Detailed Description of the Invention] This invention relates to a variable inertia mass type flywheel device that suppresses fluctuations in the output torque of the output shaft of an engine.

In general, in internal combustion engines such as gasoline engines and diesel engines, the only stroke that produces output is the explosion stroke, and the exhaust, intake, and compression strokes consume power, so the rotation of the crankshaft is difficult to smooth. Therefore, the number of cylinders is increased and the strokes of each cylinder are combined evenly, but this alone is not sufficient, so a flywheel 2 is installed at the rear end of the crankshaft 1 as shown in Fig. 1.
The rapid rotational force of the explosion stroke is stored in the flywheel 2, and rotation is made smooth during the other strokes.

By the way, the conventional flywheel 2 is disc-shaped, and for example, the flywheel 2 is often made thicker at the circumference to increase the inertia as much as possible and to reduce the weight. There is. However, in the conventional configuration described above, the weight of the flywheel 2 was constant, so when the weight of the flywheel 2 is relatively large, it is easy to suppress fluctuations in the output torque in the low rotation range of the engine. Although stability can be improved, there is also the problem that the braking effect of the engine brake deteriorates when the engine speed is reduced.

This idea was made in view of the above points,
The purpose is to provide a variable inertia mass type flywheel device that can effectively suppress fluctuations in output torque in the low engine speed range and enhance the braking effect of engine braking in the high engine speed range. It's about doing.

This invention will be described below with reference to embodiments shown in the drawings. 2 to 4 show an embodiment of this invention, and 11 is a crankshaft (output shaft) of the engine. A main flywheel 12 is connected to the rear end of the crankshaft 11. The main flywheel 12 is a disc-shaped member, and its central portion is attached to the rear end surface of the crankshaft 11 via an attachment 14 with a plurality of bolts 13 . Furthermore, a bent edge 15 is formed on the outer circumference of the main flywheel 12 and is bent inward. An inclined surface 16 is formed at the base end of the inner surface of the bent edge 15, and a ring gear is provided on the outer peripheral surface of the bent edge 15. Further, a sub flywheel 17 is provided inside the main flywheel 12 so as to face the main flywheel 12. This sub-flywheel 17 is a substantially ring-shaped member, and one end surface side of this sub-flywheel 17 has a bent edge 15 of the main flywheel 12.
A ring-shaped guide groove 19 is formed on the insertion portion 18 to be inserted into the inner side of the insertion portion 18 and the other end surface thereof. Furthermore, a ring-shaped protrusion 21 is formed on the inner circumferential surface 20 of the sub-flywheel 17, and a ring-shaped elastic body 22 made of heat-resistant rubber or the like is formed on the main flywheel 12 side of the protrusion 21. The outer peripheral surface is fixed by baking or other means. Further, the inner peripheral surface of this elastic body 22 is fixed to the outer peripheral surface of a cylindrical support member 23 by means such as baking. This support member 23 is rotatably attached to the outer peripheral surface of an attachment 14 at the rear end of the crankshaft 11 via a ball bearing 24. Further, a spring receiver 26 is attached to the end surface of the supporting member 23 on the side opposite to the main flywheel 12 side by a plurality of bolts 25 . Furthermore, a disc spring (spring member) is provided between the spring receiver 26 and the convex portion 21 of the sub flywheel 17.
27 is disposed, and the biasing force of the disc spring 27 keeps the sub flywheel 17 pressed against the main flywheel 12 at all times. Note that the insertion portion 18 of the sub flywheel 17
An inclined surface 28 facing the inclined surface 16 of the main flywheel 12 is formed on the outer peripheral edge of the tip of the main flywheel 12. A contact body 29 such as a clutch finishing material is attached to this inclined surface 28, and this contact body Main flywheel 12 and sub flywheel 1 via 29
7 are now in contact with each other. Further, the tip of an electromagnet (operating section) 30 is inserted into the guide groove 19 of the sub flywheel 17, and when the electromagnet 30 is not energized, the sub flywheel 17 is attached to the disk spring 27. It is held in a state where it is pressed against the main flywheel 12 side by force. Therefore, the sub flywheel 17 is connected to the main flywheel 12 and the crankshaft 1
With the rotation of 1, both the main and secondary flywheels 1
2 and 17 rotate integrally. The base end of the electromagnet 30 is attached to a fixed part such as a crankcase 31, for example.

Next, FIG. 3 shows a control circuit, and the electromagnet shown in FIG. 2 is turned on and off by a control section 32 such as a microcomputer, for example. A rotation speed detection circuit 33 for detecting the rotation speed of the engine is connected to the control section 32, and a detection signal from the rotation speed detection circuit 33 is input to the control section 32. Also, 34
is a throttle valve position sensor that detects the position of the throttle valve, and a throttle valve position signal output from the throttle valve position sensor 34 is input to the control section 32. A brake lamp switch 35 is turned on when the brake is depressed, and a brake lamp ON signal is input to the control section 32 from the brake lamp switch 35.

Next, the operation of this device configured as described above will be explained. The control unit 32 operates based on the engine speed input from the rotation speed detection circuit 33, the throttle valve position signal input from the throttle valve position sensor 34, and the brake lamp ON signal input from the brake lamp switch 35. 4th to
The flowchart shown in the figure is carried out to change the energization state of the electromagnet 30, thereby changing the inertial mass of the flywheel.

The operation will be described below with reference to the flowchart shown in FIG. First, in step S1, it is determined whether the engine speed is equal to or higher than A (for example, 1500 rpm). If the determination in step S1 is ``YES'', the process proceeds to step S2, where it is determined whether the brake lamp switch 35 is on. In other words, it is determined whether or not the brake has been pressed. If the determination in step S2 is ``YES'', the process advances to step S3. On the other hand, if the determination in step S2 is ``NO'', the process proceeds to step S4, where it is determined whether the throttle valve is fully closed, that is, whether the accelerator has been released. "YES" in this step S4
If it is determined that this is the case, the process advances to step S3. In other words,
If the engine speed is above A and the brake light is on or the throttle valve is fully closed, proceed to step S3 and
7 is away from the main flywheel 12. “NO” in this step S3
If it is determined that the electromagnet 30 is
is energized. When this electromagnet 30 is energized, the sub flywheel 17 is attracted to the electromagnet 30, and the sub flywheel 17 moves to the left in FIG. 2 against the biasing force of the disc spring 27. Therefore, since the sub flywheel 17 is separated from the main flywheel 12, only the main flywheel 12 rotates as the crankshaft 11 rotates.
Therefore, in this case, the inertial mass generated in the crankshaft 11 can be reduced.
By returning the access pedal in the high engine speed range (Arpm or higher), the braking effect of the engine brake can be improved when the throttle valve is fully closed or when the brake is pressed.

On the other hand, if the determination is "NO" in the above step S1 or "NO" in the above step S4, the process proceeds to step S6 and the sub flywheel 1 is
7 is connected to the main flywheel 12 or not. If the determination in step S6 is "NO", the process proceeds to step S7 and the electromagnet 30 is no longer energized. Therefore, the sub flywheel 17 is held pressed against the main flywheel 12 by the biasing force of the disc spring 27. Therefore, the sub flywheel 17 is connected to the main flywheel 12, and as the crankshaft 11 rotates, both the main and sub flywheels 1
2 and 17 rotate integrally, the inertial mass generated in the crankshaft can be increased. Therefore, it is possible to effectively suppress fluctuations in the output torque in the low rotational speed range of the engine (rotational speed lower than Arpm), and it is possible to improve driving safety and fuel efficiency.

As detailed above, according to this invention, the variable inertia system can effectively suppress fluctuations in the output torque in the low engine speed range, and increase the braking effect of the engine brake in the high engine speed range. A mass type flywheel device can be provided.

[Brief explanation of the drawing]

Figure 1 is a perspective view of a conventional flywheel;
Figures 2 to 4 show an embodiment of this invention, with Figure 2 being a vertical sectional view of the main parts, Figure 3 being a schematic configuration diagram showing the control section, and Figure 4 explaining the operation. This is a flowchart for 11...Crankshaft (output shaft), 12...
... Main flywheel, 17 ... Sub-flywheel, 30 ... Electromagnet (operation section), 32 ... Control section,
33...Rotational speed detection circuit, 34...Throttle valve position sensor, 35...Brake lamp switch.

Claims (1)

[Scope of utility model registration request] A flywheel whose inertial mass can be varied by connecting or separating a main flywheel connected to an output shaft of an engine and a sub-flywheel provided opposite to the main flywheel; An operating section that operates in the direction of separation, a rotation speed detection circuit that detects the engine rotation speed, a position sensor that detects the open/closed state of the throttle valve, and the rotation speed detection circuit detects that the engine rotation speed is equal to or higher than a predetermined rotation speed. If it is detected that the throttle valve is fully closed and the position sensor detects that the throttle valve is in the fully closed state, the operation section moves the sub flywheel away from the main flywheel so that only the main flywheel is closed. A variable inertia mass type flywheel device comprising a control unit that switches to a rotating state.