JPH0213792Y2 - - 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, attempts have been made to increase the number of cylinders and combine the strokes of each cylinder evenly, but this alone is not sufficient, so a flywheel 2 is installed at the rear end of the crankshaft 1 as shown in Figure 1.
The rapid rotational force of the explosion stroke is stored by 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, when the engine speed is accelerated, the inertia force due to the rotation of the flywheel 2 acts as resistance, so there is a problem that it is difficult to improve acceleration performance and it is difficult to decelerate the engine speed. In some cases, there was also the problem that the braking effect of the engine brake deteriorated. Furthermore, there was also the problem that engine vibration and noise increased in the high engine speed range.

For this reason, recently, a two-part type variable mass type flywheel device consisting of a main flywheel and a sub flywheel has been considered. This flywheel device rotates the main flywheel and auxiliary flywheel together in the low rotation range of the engine, and separates the auxiliary flywheel from the main flywheel in the high engine rotation range so that only the main flywheel rotates. This is what I did. This increases the inertial mass of the flywheel in the low engine speed range, suppresses fluctuations in output torque, and improves stability. Also,
When the engine speed accelerates or in the high speed range,
The inertial mass of the flywheel is reduced, improving engine acceleration performance and engine braking effectiveness, and reducing engine vibration and noise.

However, if the main flywheel and sub flywheel were separated or connected simply by belonging to either the high rotation region or the low rotation region, for example, the main flywheel and the sub flywheel If the connection is made with a large rotational difference with the flywheel, a large impact will occur during the connection. In this case, even when the auxiliary flywheel is disconnected, it is possible to transmit some of the rotational force of the main flywheel to the auxiliary flywheel and maintain the rotational difference constant to reduce the impact when the auxiliary flywheel is connected. This is not a desirable countermeasure because it will have an adverse effect on the acceleration performance and engine braking performance of the engine when the wheels are disconnected, such as deterioration of response.

This idea was created in view of the problems mentioned above. For example, when connecting the main flywheel and the sub flywheel with a large rotational difference, it is possible to smoothly connect the main flywheel and the sub flywheel without generating a large impact. It is an object of the present invention to provide a variable inertia mass type flywheel device that can be coupled.

An embodiment of this invention will be described below with reference to the drawings.

FIG. 2 shows a longitudinal section of the flywheel of this flywheel device, and 11 is the crankshaft (output shaft) of the engine. At the rear end of this crankshaft 11 is a main flywheel 12.
are connected. The main flywheel 12 is a disc-shaped member, and its central portion is attached to the rear end surface of the crankshaft 11 with, for example, a plurality of bolts or the like via an attachment 12a. Further, a bent edge 13 that is bent inward is formed on the outer circumferential portion of the main flywheel 12, and a ring gear 14 is provided on the outer circumferential surface of this bent edge 13. Additionally, a leaf spring (spring member) 1 is provided on the inner bottom surface of the main flywheel 12.
5 will be provided. This leaf spring 15 is connected to the main flywheel 12 by a pin bolt 16a at its inner circumference.
An armature 17 is attached to the inner side of the outer periphery of the leaf spring 15 with a pin bolt 16b. This armature 17 consists of, for example, an armature core and an armature winding.
Inside the main flywheel 12 to which the leaf spring 15 having the armature 17 is attached, there is a sub flywheel 1 opposite to the main flywheel 12.
8 will be provided.

The sub-flywheel 18 is a substantially ring-shaped member, and an insertion portion 19 inserted into the inside of the bent edge 13 of the main flywheel 12 is provided on one end surface of the sub-flywheel 18, and an insertion portion 19 is provided on the other end surface of the sub-flywheel 18. A ring-shaped guide groove 20 is formed on each side. Further, at the inner bottom of the guide groove 20 of the sub flywheel 18, a ring-shaped magnetic path hole 21a, which corresponds to the armature 17 attached to the leaf spring 15 and communicates with the main flywheel 12, is provided.
21b is formed. This secondary flywheel 18 is mounted on a ball bearing 22 on its inner peripheral surface.
It is rotatably attached to the outer peripheral surface of the cylindrical support member 23 via. This support member 23 is a bolt 2
4 to a fixed part such as a crankcase 25, for example, and an electromagnet (operating part) 26 is provided at the outer peripheral end of this support member 23.

The tip of this electromagnet 26 is inserted into the guide groove 20 of the sub flywheel 18,
When this electromagnet 26 is energized, a magnetic path hole 21 is formed between the guide groove 20 and the armature 17.
A magnetic path is now formed through a and 21b, and the armature 17 is attracted to the left in FIG. 2 against the biasing force of the leaf spring 15. Further, this electromagnet 26 is turned ON by a control unit as shown in FIG. 3, which will be described later.
-OFF control is now available.

That is, when the electromagnet 26 is energized,
The armature 17 is attracted in the direction indicated by the arrow a against the biasing force of the leaf spring 15, and is attracted to one end surface of the sub flywheel 18. Thereby, the sub flywheel 18 comes to be connected to the main flywheel 12 via the leaf spring 15,
Both the main and sub flywheels 12, 18 rotate integrally as the crankshaft 11 rotates. In this case, the inertial mass generated in the crankshaft 11 increases, and fluctuations in output torque, especially in the low rotational speed range of the engine, are effectively suppressed. Therefore, it is possible to improve driving stability and fuel efficiency.

In addition, when the electromagnet 26 is not energized, the leaf spring 15 is pressed against the main flywheel 12 by its biasing force, and the armature 17 and the sub flywheel 18 are held apart and facing each other. Become so. As a result, the sub flywheel 18 is not connected to the main flywheel 12, and only the main flywheel 12 rotates as the crankshaft 11 rotates. In this case, it is possible to reduce the inertial mass generated in the crankshaft 11, and in particular, it is possible to improve the acceleration performance in the high engine speed range and the braking effect of the engine brake, and to reduce engine vibration and noise. .
That is, the armature 17 on the main flywheel 12 side and the magnetic path hole 21 of the sub flywheel 18
Electromagnets 26 facing each other with a and 21b in between
As a result, a coupling/disconnecting clutch between the main flywheel 12 and the sub flywheel 18 is constructed.

Note that the operating section using the electromagnet 26 described above may be configured in combination with a hydraulic circuit.

Next, the control section of the flywheel device constituted of the main and sub flywheels 12 and 18 in this manner will be explained.

3A to 3C each show the circuit configuration thereof. In FIG. 3A, 31 is an ignition coil, 32 is a contact point provided in the distributor, and 33 is a spark plug. When this contact point 32 opens and closes, a high voltage is applied to the spark plug 33 and sparks are sent to the cylinder. Here, the engine rotation speed is obtained by the signal accompanying the opening and closing of the contact point 32. There is. An engine rotation signal N generated by this ignition coil 31 and contact point 32 is supplied to an engine rotation speed detection circuit 34.

This engine rotation speed detection circuit 34 mainly consists of three comparators CMP ₁ to CMP ₃ , and it shapes the waveform of the supplied engine rotation signal N and converts it into a voltage signal N ₁ proportional to the engine rotation speed.
This engine rotational voltage signal _N1 is supplied to the rotational speed discrimination circuit 35 and, as indicated by a signal D, to one input terminal of a rotational difference discrimination circuit 52, which will be described later. Here, it is assumed that the engine rotation speed is proportional to the rotation speed of the main flywheel 12 in FIG. 2. The engine speed determination circuit 35 includes three voltage comparison sections 36a to 36c, and the comparators CMP ₄ to CMP ₆ of the respective comparison sections 36a to 36c have information indicating, for example, the engine speed.
A reference voltage v ₁ corresponding to 400 rotations, a reference voltage v ₂ corresponding to 1200 rotations, and a reference voltage v ₃ corresponding to 1800 rotations are set. In other words, the comparators CMP ₄ to CMP ₆ of the respective voltage comparison units 36a to 36c are as follows:
When the supplied engine rotational voltage signal _N1 reaches each of the reference voltages _v1 to _v3 , an "L" level signal is output. The output signal of the first comparator 36a is passed through the inverter INV ₁ to one terminal of the first AND gate _AND1 , and the second comparator 36
The output signal of the third comparator 36c is supplied to the other terminal of the first AND gate AND ₁ , and the output signal of the third comparator 36c is supplied to one terminal of the second AND gate _{AND 2 via} the inverter INV 2. Gate
Supplied to other terminal of AND ₂ . That is, the first AND gate AND ₁ of this rotation speed discrimination circuit 35 outputs an "H" level signal when the engine rotation speed is 400 rotations A or more and less than 1200 rotations B (400N<1200). 2 AND gate AND ₂ means that the engine speed is 1200 rpm or more but less than 1800 rpm C (1200 rpm
It outputs an "H" level signal when N<1800), and the output signal of the first AND gate _AND1 is supplied to one terminal of the first OR gate _OR1 , and
The output signal of the second AND gate _AND2 is supplied to one terminal of the third AND gate _AND3 .

Next, 37 is a boost pressure detection circuit, and a comparator CMP ₇ of this circuit 37 is supplied with a boost pressure signal P from a boost pressure sensor that detects the intake air pressure of the engine. This boost pressure detection circuit 37 converts the boost pressure signal P supplied from the boost pressure sensor into a voltage signal P _V proportional to the signal level, and converts this boost pressure voltage signal P _V into the boost pressure determination circuit 38 supply to.
This boost pressure determination circuit 38 is composed of a voltage comparison circuit consisting of two comparators CMP ₈ and CMP ₉ .
For CMP ₈ and CMP ₉ , boost pressure (intake pressure) -
Set a reference voltage _v4 corresponding to 200 mmHg (D) and a reference voltage _v5 corresponding to boost pressure -500 mmHg (E). In other words, one comparator CMP ₈ of this boost pressure determination circuit 38 indicates that the boost pressure is -200mm.
When the temperature is Hg(D) or higher (P-200), an “H” level signal is output, and the other comparator CMP ₉
The boost pressure is -500mmHg(E) or less (P-500)
This outputs an “H” level signal via inverter INV ₃ when
The output signals of CMP ₈ and inverter INV ₃ are respectively supplied to the other terminals of the third AND gate AND ₃ via the second OR gate OR ₂ . In other words, the boost pressure determination circuit 38 determines that the boost pressure is -200mm.
It outputs an "H" level signal when it becomes Hg or more or -500mmHg or less.

Here, the third AND gate AND ₃ first operates when the engine speed is 1200 rpm or more and less than 1800 rpm (1200 rpm or more and less than 1800 rpm).
N<1800), and the boost pressure is -
The third AND gate
The output signal of _AND3 is supplied to the other terminal of the first OR gate _OR1 . In other words, this first or gate
OR ₁ outputs an "H" level signal unconditionally when the engine speed is 400 rpm or more and less than 1200 rpm, and boost pressure is output when the engine speed is 1200 rpm or more and less than 1800 rpm. It outputs an "H" level signal only when it is -200mmHg or more or -500mmHg or less.

Further, 39 is an idling detection circuit, and this circuit 39 is supplied with an idling signal from an idling switch 40 which is turned on when the engine is idling or when the throttle is fully closed during engine braking or the like. This idling detection circuit 39 has two output terminals a and b, and outputs an "H" level signal from one output terminal a via an inverter INV ₄ in response to the ON operation of the idle switch 40. idle switch 40
In response to the off-operation, an "H" level signal is output from the other output terminal b. The idle switch on signal from one output terminal a is sent to the other terminal of the fourth AND gate _AND4 of the coupling state selection circuit 41, and the idle switch off signal from the other output terminal b is sent to the fifth AND gate. Supplied to other terminal of AND ₅ . The output signal A from the first OR gate OR ₁ is supplied to one terminal of each of the fourth and fifth AND gates AND ₄ and AND ₅ as a flywheel-on signal (FW=ON).

The fourth AND gate of this connection state selection circuit 41
AND ₄ indicates that the first OR gate OR ₁ outputs an "H" level signal (flywheel ON signal), and also outputs one output terminal a of the idling detection circuit 39 in response to the ON operation of the idle switch 40.
It outputs an "H" level signal (idle combination signal) only when it outputs an "H" level signal (idle switch-on signal). Further, in the fifth AND gate _AND5 , the first OR gate _OR1 outputs an "H" level signal (flywheel on signal),
Moreover, an "H" level signal (normal combination signal) is output only when the other output terminal b of the idling detection circuit 39 outputs an "H" level signal (idle switch off signal). The output signal of the fourth AND gate AND ₄ is supplied to the D terminal of one flip-flop FF ₁ of the combined signal holding circuit 42, and the output signal of the fifth AND gate AND ₅ is supplied to the D terminal of the other flip-flop FF ₂ . supply These respective flip-flops FF ₁ , FF ₂
An output signal from a clutch operation detection circuit 43 is supplied to the T terminal of the clutch operation detection circuit 43.

This clutch operation detection circuit 43 detects when the clutch pedal is depressed by the driver and the clutch switch 4 is activated.
When INV 4 is turned on, it outputs an "H" level signal via inverter INV ₅ . That is, each flip-flop of the combined signal holding circuit 42
FF ₁ and FF ₂ are the fourth and fourth signals that are supplied to the D terminal only when the "H" level signal is supplied from the clutch operation detection circuit 43 to the respective T terminals, that is, only when the clutch switch 44 is turned on. Fifth
The output signals from AND gates AND ₄ and AND ₅ are latched to their respective Q terminals. The Q output of one flip-flop FF ₁ of this combined signal holding circuit 42 is connected to one terminal of the sixth AND gate AND ₆ , and the Q output of the other flip-flop FF ₂ is connected to the third input terminal of the sixth AND gate AND 6.
Supplied to the a terminal of OR gate _OR3 .

Further, reference numeral 45 denotes a backward detection circuit, which detects that the back lamp 46 is lit when the automobile is backward and outputs an "H" level signal.The output signal from this backward detection circuit 45 is ORed by the third OR gate. It is supplied to the C terminal of _{No. 3} and also to the other terminal of the sixth AND gate AND ₆ via the inverter INV ₆ .

Next, 47 in FIG. 3B is a water temperature determination circuit, and this circuit 47 is supplied with a sensor output from, for example, a water temperature sensor 48 that detects the temperature of the cooling water inside the engine block. This water temperature discrimination circuit 4
7 is the water temperature sensor 4 whose engine coolant temperature is low.
When the resistance value of sensor resistor ₃₅ of 8 is low (W, T,
COOL), the output of the comparator CMP ₁₀ is set to "H" level, and a "L" level signal is outputted via the inverter INV _7. The output signal from this water temperature discrimination circuit 47 is supplied to one terminal of the NAND gate NAND. Reference numeral 49 in FIG. 3B is a stop determination circuit, and a sensor signal from a vehicle speed sensor 50 is supplied to this circuit 49. This stop judgment circuit 49
The circuit consists of a voltage comparison circuit consisting of three comparators CMP ₁₁ to CMP ₁₃ .
It is determined by CMP ₁₃ , and if it is in a stopped state, it outputs an "L" level signal. The output signal from this stop determination circuit 49 is connected to the NAND gate NAND
Supplied to other terminals.

That is, this NAND gate NAND operates when the output signals from the water temperature discrimination circuit 47 and the stop judgment circuit 49 are both "L" level signals, that is, when the engine is cold, the cooling water is low, and the vehicle is stopped. This NAND gate outputs an “H” level signal in the
The output signal G from the NAND is supplied to the b terminal of the third OR gate _OR3 in FIG. 3A.

51 is the sub-flywheel 18 mentioned above.
A rotational speed detection circuit 51 is supplied with a rotational pulse signal SN proportional to the rotational speed of the sub flywheel 18. This sub-flywheel rotational speed detection circuit 51 includes three comparators in substantially the same manner as the engine rotational speed detection circuit 34 described above.
Consisting of CMP ₁₄ to CMP ₁₆ , it shapes the waveform of the supplied rotation pulse signal SN and converts it into a voltage signal N ₂ proportional to the rotation speed of the sub flywheel 18.
This sub-flywheel rotational voltage signal N ₂ is supplied to the other input terminals of the rotational difference determination circuit 52 .

The rotation difference discrimination circuit 52 is composed of a two-stage voltage comparison section consisting of four comparators CMP ₁₇ to CMP ₂₀ and a fourth OR gate OR ₄ interposed in the output stage.
CMP ₁₇ and CMP ₁₈ generate a voltage _signal ( _{N 1} −N ₂ ) and (N ₂ −N ₁ ). And the second stage comparators CMP ₁₉ and CMP ₂₀ are
The rotational difference voltage signal (N ₁ −
N ₂ ), (N ₂ - _{N 1} ) are lower than a reference voltage value v corresponding to a preset constant rotation difference of 500 revolutions, an "H" level signal is output, and each comparator The output signals from CMP ₁₉ and CPM ₂₀ are outputted via the fourth OR gate _OR4 .
In other words, the rotation difference determination circuit 52 detects the rotation difference between the main flywheel 12 and the sub flywheel 18.
Outputs an "H" level signal only when the rotation is within 500 revolutions (|N ₁ - N ₂ | 500).

Here, the output signal B (IDLE "ON") from the sixth AND gate _AND6 is applied to the seventh AND gate in FIG. 3C.
It is supplied to one terminal of the AND gate _AND7 and also to the fifth OR gate _OR5 . In addition, the output signal C ( _NORMAL
“ON”) in the 8th AND gate in Figure 3C
Supply to one terminal of _AND8 and the 5th OR gate
Supply OR ₅ .

This fifth OR gate OR ₅ outputs _an "H" level signal when the sixth AND gate AND ₆ or the third OR gate OR ₃ outputs an "H" level signal. The output signal is supplied to one terminal of each of the ninth AND gate AND ₉ and the tenth AND gate AND ₁₀ of the rotation difference data holding circuit 53, and also to the T terminal of the third flip-flop _FF3 . The _output signal E (|N ₁ −
N ₂ | 500) and its output signals Q and are input to the _ninth AND gate
10 AND gate AND ₁₀ is supplied to other terminals. This rotation difference data holding circuit 53 is used when the fifth OR gate OR ₅ outputs an "H" level signal, for example, when the output signal E of the rotation difference discrimination circuit 52 in FIG. 3A is an "H" level signal. The 9th AND gate AND ₉ outputs an “H” level signal, and the 10th AND gate outputs an “L” level signal when
An “H” level signal is output from _AND10 . In other words, this rotation difference data holding circuit 53 outputs the main flywheel when the sixth AND gate AND ₆ or the third OR gate OR ₃ outputs the IDLE "ON" signal or NORMAL "ON" signal of "H" level, respectively. If the rotation difference between the flywheel 12 and the sub flywheel 18 is 500 rotations or less (|N ₁ - N ₂ | 500), an "H" level signal is output from the ninth AND gate AND ₉ , and the rotation difference is 500 rotations. If it exceeds (｜N ₁ − N ₂ ｜＞500), the 10th AND gate
An "H" level signal is output from _AND10 . The output signal of the ninth AND gate AND ₉ of the rotation difference data holding circuit 53 is supplied to the +Tr terminal of the fourth flip-flop FF 4 of the first combined signal generation circuit 54, and the output signal of the tenth AND gate AND ₁₀ is supplied to the +Tr terminal of the fourth flip-flop FF ₄ of the first combined signal generation circuit 54. is supplied to the +Tr terminal of the fifth flip-flop FF ₅ of the second combined signal generating circuit 55.

The first and second combined signal generation circuits 54,
55 is the rotation difference between the main flywheel 12 and the sub flywheel 18 in FIG. 2, respectively.
A flywheel coupling signal as shown in FIG. 4A and B is generated according to N ₁ −N ₂ 5 flip flops
Determined by the time constants of capacitors C ₁₆ and C ₁₇ of FF ₄ and FF ₅ , and the time it takes for the generated combined signal to reach the maximum combined voltage (+12V).
Determine T ₁ by the time constant of each capacitor C ₁₈ and C ₁₉ . Here, the time constant of the capacitor C ₁₉ of the second combined signal generation circuit 55 is made larger than that of the capacitor C ₁₈ of the first combined signal generation circuit 54, thereby lengthening the rise time of the combined signal. That is, for example, if the rotation difference between the main flywheel 12 and the sub flywheel 18 is within 500 rotations (|N ₁ −
N ₂ | 500), and the seventh AND gate above
When an “H” level combined signal is supplied to one terminal of either AND ₇ or the eighth AND gate AND ₈ , the fourth AND gate of the first combined signal generation circuit 54
An "H" level signal is supplied to the +Tr terminal of flip-flop _FF4 . As a result, the Q and terminals of the fourth flip-flop _FF4 output "H" level and "L" level signals for a certain period T determined by the capacitor _C16 , respectively.
“H” level signal from the terminal is the 6th OR gate
It becomes an "L" level signal through OR ₆ and inverter INV ₁₀ , and the above seventh and eighth AND gates
Supplied to the other terminals of AND ₇ and ₈ . Also,
When the Q terminal becomes "L" level, the transistor Q ₂ is turned on via the resistors R ₇₇ and R ₈₁ , and the capacitor C ₁₈ is charged relatively quickly in accordance with the rise time T ₁ . Here, the comparator
CMP ₂₁ generates the flywheel coupling signal shown in FIG. 4A through diode D ₇ and supplies it to the negative (-) terminal of comparator circuit 56.
A triangular wave generating circuit 57 is connected to the plus (+) terminal of this comparator circuit 56, and a triangular wave signal as shown in FIG. 5 is constantly supplied.

Next, the seventh and eighth AND gates
The output signals of AND ₇ and AND ₈ are respectively sent to delay circuit 5.
8a and 58b. This delay circuit 58
a and 58b respectively connect the output signals from the seventh and eighth AND gates AND ₇ and AND ₈ to the capacitors.
The delay circuits 58a and 58b transmit data with a delay corresponding to the charging and discharging time of _C21 and _C22 .
are supplied to the positive (+) terminals of comparators CMP ₂₆ and CMP ₂₇ of the combined signal level setting circuit 59, respectively. For example, this combined signal level setting circuit 59 is connected to one of the comparators.
When CMP ₂₆ is turned on and the other comparator
The supply voltage level to the minus (-) terminal of the comparator circuit ₅₆ is made different depending on when CMP 27 is turned on.Here, for example, when one comparator CMP ₂₆ is turned on, 3
A voltage divided by two resistors R ₉₄ , R ₉₅ , and R ₉₆ is supplied (for example, 3 V), and the other comparator
When CMP ₂₇ is turned on, the two resistors R ₉₅ ,
Supply a voltage divided by _R96 (for example 6V).

That is, as shown in FIG. 4, the negative (-) terminal of the comparator circuit 56 is connected to the
As shown by the broken line a, the low voltage V ₄ divided by the combined signal level setting circuit 59 is supplied. In other words, this comparator circuit 5
6, as shown in FIG. 6, the combined signal generation circuits 54, 55 and the combined signal level setting circuit 59.
When the voltage level of the combined signal supplied by the comparator circuit 56 is higher than the voltage level of the triangular wave signal supplied by the triangular wave generating circuit 57, an "L" level signal is output. supply to.

This drive circuit 60 mainly consists of three transistors Q ₆ to _{Q 8} and is used to energize and drive the electromagnet 26 shown in FIG. , transistor Q ₈ is turned on at the same time as transistors Q ₆ and Q ₇ are turned off, and a driving voltage is applied to the electromagnet 26 via this transistor Q ₈ .

That is, in a flywheel device equipped with a control section configured as described above, for example, when the automobile is in a stopped state immediately after starting the engine, the water temperature determination circuit 47 in FIG. 3B determines the temperature of the engine cooling water. is determined to be low, and outputs an "L" level signal. At the same time, the stop determination circuit 49 determines that the automobile is in a stopped state and outputs an "L" level signal. This allows Nand Gate
NAND outputs a “H” level signal, and
An "H" level normal combination signal (NORMAL ON) is supplied to the eighth AND gate AND ₈ and the fifth OR gate OR ₅ in C of the same figure through the third OR gate OR ₃ in FIG.

Next, for example, when the automobile is in a backward state, the backward detection circuit 45 in FIG. 3A detects when the backward lamp 46 is turned on, and outputs an "H" level signal. As a result, the eighth AND gate _AND8 and _the fifth OR gate in C in the same figure are connected via the third OR gate OR3.
OR ₅ is supplied with an "H" level normal combination signal (NORMAL ON).

In addition, as shown in Fig. 7 by the shaft output PS against the engine speed r, p, and m at each intake pressure value, the engine speed of the automobile is 400 rpm or more and 1200 rpm.
If the engine speed is less than B or the engine speed is
1200 rpm or more and less than 1800 rpm C and the engine intake pressure value is -200mmHg (D) or more or -500mmHg
(E) If the engine speed determination circuit 35 and boost pressure determination circuit ₃₈ in FIG. flywheel on signal (FW=
ON) is supplied to the connection state selection circuit 41.

Here, the coupling state selection circuit 41 selects an idle coupling signal (ID) or a normal coupling signal of "H" level depending on whether the idling detection circuit 39 detects an idling state of the engine or a fully closed throttle state. (NO) and supplies it to the combined signal holding circuit 42.

Thereby, the coupling signal holding circuit 42 holds the idle coupling signal (ID) or the normal coupling signal (NO) when the clutch operation detection circuit 43 detects that the driver has stepped on the clutch pedal. Here, if the combined signal holding circuit 42 holds the idle combined signal (ID), the sixth
7th AND gate AND 7 and _5th OR gate OR ₅ in FIG. 3C via AND gate AND ₆
is an “H” level idle combination signal (IDLE).
ON) is supplied and the combined signal holding circuit 42 holds the normal combined signal (NO), the eighth AND gate _{AND 8 and} the fifth OR gate OR ₅ are supplied with " A normal combination signal (NORMAL ON) of "H" level is now supplied.

That is, when the idle coupling signal (IDLE ON) or the normal coupling signal (NORMAL ON) is supplied to the B terminal or C terminal in FIG. 3C according to each state of the automobile as described above, the rotation difference For example, the data holding circuit 53 is shown in FIG.
If the rotation difference determination circuit 52 in FIG. Supplies an H” level signal. This allows the first
The combined signal generation circuit 54 is connected to the seventh and eighth
An "L" level signal is supplied to the AND gates AND ₇ and AND ₈ via the inverter INV ₁₀ , and the rise time is set as shown in FIG. 4A.
If T ₁ is relatively short and the maximum coupling level (e.g.
12V), a flywheel coupling signal is generated that disappears after a certain period of time T.

In this case, the comparator circuit 56 outputs an "L" level signal in response to the flywheel coupling signal with a short rise time, and the electromagnet 26 is excited by a drive signal with a quick rise by the drive circuit 60, and is kept constant at the maximum drive signal. It will be held for a time T. Along with this, the main flywheel 12 and the sub flywheel 1 in FIG.
8 is quickly connected via the leaf spring 15, and a strong connected state is maintained for a certain period of time T.

Further, when the rotation difference determination circuit 52 determines that the rotation difference between the main flywheel 12 and the sub flywheel 18 exceeds a certain value (for example, 500 rotations), the rotation difference data holding circuit 53 An "H" level signal is supplied to the second combined signal generation circuit 55. As a result, the second combined signal generation circuit 55 operates on the seventh and eighth AND gates.
An "L" level signal is supplied to AND ₇ and AND ₈ via inverter INV ₁₀ , and the rise time T ₁ is long and reaches the maximum coupling level (for example, 12 V) as shown in FIG. 4B. After a certain time T
It will generate a flywheel coupling signal that disappears at .

In this case, the comparator circuit 56 outputs an "L" level signal in response to the flywheel coupling signal with a long rise time, and the electromagnet 26 is excited by the drive circuit 60 with a slow rise drive signal, and the maximum drive signal is used for a certain period of time. T will be retained. Accordingly, the main flywheel 12 and the sub flywheel 18 shown in FIG. 2 are loosely coupled via the leaf spring 15, and maintain a strong coupled state for a certain period of time T.

Then, when a normal combined signal (NORMAL ON) is supplied via the eighth AND gate _AND8 , this normal combined signal is delayed and transmitted via the other delay circuit 58b, and the combined signal is The other comparator of the level setting circuit 59
Becomes supplied to CMP ₂₇ . This results in
The combined signal level setting circuit 59 includes two voltage dividing resistors.
The above-mentioned figures 4 and 6 show partial pressure by R ₉₅ and R ₉₆ .
A combined signal level of a low voltage V _L (for example, 6 V) as shown in the figure is set and supplied to the comparator circuit 56.

Further, when the idle combination signal (IDLE ON) is supplied via the seventh AND gate _AND7 , this idle combination signal is sent to one of the delay circuits 5.
It is transmitted with a delay via 8a and supplied to one comparator CMP ₂₆ of the combined signal level setting circuit 59. As a result, the combined signal level setting circuit 59 sets a combined signal level of a low voltage V _L (for example, 3V) that is lower than that of the normal combined signal divided by the three voltage dividing resistors _R94 to _R96 , and outputs the combined signal level to the comparator circuit. 56.

That is, the comparator circuit 56
Alternatively, when the flywheel combined signal generated by the second combined signal generation circuit 54 or 55 disappears, as shown in FIG. 6, a low level combined signal is set by the combined signal level setting circuit 59. It outputs an "L" level signal according to the level _VL . That is, the electromagnet 26 is set by the combined signal level setting circuit 59 following the drive signal from the live circuit 60 that is supplied in response to the flywheel combined signal generated by the combined signal generating circuit 54 or 55. The magnet is excited by a drive signal corresponding to the low-level coupled signal.

In this case, the main flywheel 12 and the sub flywheel 18 in FIG. Due to the combined signal of level _VL , connection can be maintained with less current consumption.

Therefore, according to the flywheel device configured as described above, even when the engine speed is in the high speed range during warm-up operation immediately after starting the engine, the water temperature determination in FIG. 3B can be performed. The circuit 47 and the stoppage determination circuit 49 determine when the engine is cold and when the vehicle is stopped, respectively, and the main flywheel 12 and the sub flywheel 18 are connected by the normal connection signal. Fluctuations in output torque can be effectively suppressed.

Also, the backward detection circuit 45 in FIG.
detects when the vehicle is reversing, and connects the main flywheel 12 and the sub flywheel 18 using the normal connection signal, so even if the engine speed fluctuates greatly when reversing, stable engine rotational operation is achieved. can be obtained.

Next, the main flywheel 12 and the sub flywheel 18 are connected when the predetermined engine speed and intake pressure values are determined by the engine speed determination circuit 35 and the boost pressure determination circuit 38, respectively. That is, in the shaded area A in FIG. 7, the main flywheel 1
2 and the auxiliary flywheel 18 can be in a coupled state, and can be in a separated state in the acceleration region B of the engine, thereby improving acceleration performance from a low rotation range.

Also, when the idling detection circuit 39 detects that the engine is idling or the throttle is fully closed, a lower coupling signal level is coupled than when the main flywheel 12 and the sub flywheel 18 are coupled by the normal coupling signal. Since the signal level is set by the signal level setting circuit 59, the current consumption for driving the electromagnet 26 can be reduced.

Further, since the coupling signal holding circuit 42 and the clutch operation detection circuit 43 are arranged to hold the idle coupling signal or the normal coupling signal depending on when the driver operates the clutch, the engine speed may fluctuate greatly, for example, during gear shifting operation. Even in this case, a stable engine rotational state can be obtained without unnecessary switching of the coupling state between the main flywheel 12 and the sub-flywheel 18.

Further, the rotation difference determination circuit 52 determines the rotation difference between the main flywheel 12 and the sub flywheel 18, and when the rotation difference is within 500 rotations,
The flywheel coupling signal with a short rise time from the first coupling signal generation circuit 54 quickly couples the main flywheel 12 and the auxiliary flywheel 18, and when the rotation difference exceeds 500 revolutions, the second The flywheel coupling signal with a long rise time from the coupling signal generation circuit 55 causes the main flywheel 12 and the sub flywheel 1 to
8 can be combined with ease. Thereby, it is possible to reduce the impact when the main flywheel 12 and the sub flywheel 18 are coupled when the difference in rotation between them is large, and it is possible to obtain a smooth coupling operation.

Next, the above-mentioned combined signal generating circuit 54 or 55 causes the main flywheel 12 and the sub flywheel 1 to be connected to each other.
Since the electromagnet 26 is driven by the flywheel coupling signal at the maximum coupling level for a certain period of time after coupling with the main flywheel 12 and the sub flywheel 18, it is possible to ensure the coupling state between the main flywheel 12 and the sub flywheel 18. Current consumption can be saved.

Furthermore, since the idle coupling signal and the normal coupling signal are delayed and transmitted by the delay circuits 58a and 58b in FIG. Even if the main flywheel 12 and the sub flywheel 1
There is no possibility that the connection state with 8 is repeatedly switched in a short period of time.

As described above, according to this invention, the rotation difference discriminator determines when the rotation difference between the main flywheel and the sub flywheel exceeds a certain value, and responds to the coupling signal having a slow rise time from the coupling signal generating section. Since the connection operation is performed with the main flywheel and the sub flywheel, even when the connection is performed when there is a large rotation difference between the main flywheel and the sub flywheel, it is possible to connect smoothly without generating a large impact. . In this case, in order to suppress the impact caused by the main and sub-coupling, when the sub-flywheel is separated, it is not necessary to transmit the rotational force of the main flywheel to a certain extent to the sub-flywheel in advance, and to maintain the rotational difference constant. Complete separation of the flywheel provides better acceleration and engine braking performance of the engine, as well as a less impactful coupling operation when coupled.

[Brief explanation of the drawing]

Figure 1 is a perspective view of a conventional flywheel;
FIG. 2 is a longitudinal cross-sectional view showing the main parts of a variable inertial mass type flywheel device according to an embodiment of the present invention, and FIGS. A circuit configuration diagram showing a control section; FIGS. 4A and 4B are waveform diagrams showing flywheel coupling signals generated by the first and second coupling signal generation circuits of the control section, respectively;
FIG. 5 is a waveform diagram showing a triangular wave signal generated by the triangular wave generation circuit of the control section, and FIGS. 6A and B are the comparator circuit 56 of the control section, respectively.
FIG. 7 is a waveform diagram showing the state of comparison between the triangular wave signal and the flywheel coupling signal in FIG. FIG. 3 is a diagram showing axial output versus number. 11...Crankshaft (output shaft), 12...
...Main flywheel, 15... Leaf spring (spring member), 18... Sub-flywheel, 21a, 21
b...Magnetic path hole, 26...Electromagnet (operation part), 35
...Engine speed discrimination circuit, 38...Boost pressure judgment circuit, 39...Idling detection circuit, 4
0...Idle switch, 41...Coupling state selection circuit, 42...Coupling signal holding circuit, 43...Clutch operation detection circuit, 44...Clutch switch,
45...Reverse detection circuit, 47...Water temperature discrimination circuit,
48... Water temperature sensor, 49... Stop judgment circuit, 5
0... Vehicle speed sensor, 52... Rotation difference discrimination circuit, 5
4...First combined signal generation circuit, 55...Second combined signal generation circuit, 56...Comparator circuit,
57... Triangular wave generation circuit, 58a, 58b... Delay circuit, 59... Combined signal level setting circuit, 60
...drive circuit.

Claims (1)

[Claims for Utility Model Registration] A main flywheel connected to the output shaft of the engine, a sub-flywheel rotatably provided with respect to the main flywheel, and a combination of the main flywheel and the sub-flywheel. Clutch means is provided between the main flywheel and the sub flywheel so as to freely connect and disconnect the main flywheel, and the clutch means is configured so that the coupling force changes depending on the magnitude of the input drive signal; and a control means for outputting the drive signal to the clutch means to control the operation of the clutch means, the control means for controlling the operation of the clutch means. When transmitting a drive signal to change the flywheels from the disconnected state to the connected state, if the rotational difference between the flywheels detected by the rotational difference detection means is within a certain value, the first time proportion is set. At the same time, when the rotation difference between the flywheels detected by the rotation difference detection means exceeds the certain value, the drive signal is increased to the maximum coupling level. A variable inertial mass type flywheel device, characterized in that it is configured to increase the drive signal to a maximum coupling level at a time rate of .