JPH026284Y2 - - 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 changed, 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 when the engine speed is decelerated. There was also the problem that the braking effect deteriorated due to engine braking.

This idea was made in view of the above points,
The purpose of this is to effectively suppress fluctuations in output torque in the low rotation range of the engine below a predetermined rotation speed, as well as improve engine acceleration performance in the high rotation range of the engine above the predetermined rotation speed. An object of the present invention is to provide a variable inertia mass type flywheel device that can enhance the braking effect of the brake.

In order to achieve the above purpose, this invention
Based on the fact that engine torque fluctuations are smaller in the high-speed range than in the low-speed range, we connected the main flywheel connected to the engine's output shaft and the sub-flywheel installed opposite the main flywheel. Alternatively, a flywheel whose inertial mass can be varied by separating the flywheel, an operation unit that operates the flywheel in the direction of separating or connecting it, a rotation speed detection circuit that detects the engine rotation speed, and a front and rear direction. a G sensor that detects the acceleration of
When the rotational speed detection circuit detects that the engine rotational speed is at least a predetermined rotational speed, and the G sensor detects that the acceleration in the forward or rearward direction is at least a predetermined value, the operation section controls the subflyer. The wheel is moved away from the main flywheel so that only the main flywheel rotates, and when the rotation speed detection circuit detects that the engine rotation speed is lower than the predetermined rotation speed, the operation section causes the sub flywheel to rotate. The variable inertia mass type flywheel device is equipped with a control unit that connects the wheel to the main flywheel and switches the sub flywheel and the main flywheel to a state in which they rotate together, thereby improving the speed of the engine. When the rotation speed detection circuit detects that the rotation speed is above a predetermined rotation speed, it is determined that the engine is in a high rotation range, and the G sensor detects that the acceleration in the front or rear direction is above a predetermined value. When it is determined that the engine is accelerating or decelerating, the control section uses the operation section to separate the sub flywheel from the main flywheel and switch to a state in which only the main flywheel rotates, reducing the inertial mass of the flywheel. This improves the acceleration of the engine by reducing the engine speed, and also increases the braking effect of the engine brake.

Further, when detecting that the engine speed is smaller than the predetermined value and determining that the engine is in a low speed range, the control section connects the sub flywheel to the main flywheel using the operation section. The sub flywheel and the main flywheel are switched to a state where they rotate together, and the inertial mass of the flywheel is increased to suppress fluctuations in the output torque of the engine.

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, and a contact body 29 such as a clutch facing material is attached to this inclined surface 28. The main flywheel 12 and the sub flywheel 17 come into contact with each other via the body 29. 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 as the crankshaft 11 rotates, both the main and sub flywheels 12, 17 rotate integrally. This electromagnet 30
The base end portion of is attached to a fixed portion such as the crankcase 31, for example.

Next, FIG. 3 shows a control circuit, and the electromagnet 30 shown in FIG. 2 is turned on and off by a control unit 32 such as a microcomputer.
It is becoming more and more common. 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,
A G sensor 34 detects acceleration in the front and rear directions, and the acceleration in the front and rear directions detected by the G sensor 34 is input to the control section 32.

Next, the operation of this invention configured as described above will be explained. The control unit 32 performs the process shown in the flow chart shown in FIG. 4 based on the engine rotation speed input from the rotation speed detection circuit and the front and rear acceleration input from the G sensor 34 to determine the energization state of the electromagnet. The inertial mass of the flywheel is changed by changing the . The operation will be described below with reference to the flowchart shown in FIG. First, step
At S1, the engine speed is A (e.g.
1500rpm) or higher. If the determination in step S1 is ``YES'', the process proceeds to step S2, and if the G sensor 34 detects that acceleration is occurring, the process proceeds to step S3, where the acceleration output from the G sensor 34 is equal to or greater than a predetermined value B. It is determined whether there is. If the determination in step S3 is ``YES'', the process proceeds to step S4, where it is determined whether the sub flywheel 17 is separated from the main flywheel 12. And this step
If it is determined “NO” in S4, step S5
Then, the electromagnet 30 is energized. This electromagnet 3
0 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, as the crankshaft 11 rotates, the main flywheel 1
Only 2 rotates. Therefore, in this case, the inertial mass generated in the crankshaft 11 can be reduced, so that the inertial mass generated in the crankshaft 11 can be reduced, so that the
(rpm or higher).

By the way, if the determination in step S2 is "NO", the process proceeds to step S6, where the G sensor 34 determines whether or not it is "deceleration". If ``YES'' is determined in this step S6, the process proceeds to step S7, where it is determined whether the output from the G sensor 34, that is, the acceleration during deceleration, is equal to or greater than C. If the determination in step S7 is ``YES'', the processes from step S4 described above are performed. In other words, the sub flywheel 17 is the main flywheel 1.
As the crankshaft 11 rotates, only the main flywheel 12 rotates. Therefore, in this case, the crankshaft 11
Since the inertial mass generated in the engine can be reduced, the braking effect of the engine brake can be enhanced in the high engine rotation range (A rpm or higher).

On the other hand, if the determination in step S1 is "NO", the process proceeds to step S8, where it is determined whether or not the sub flywheel 17 is connected to the main flywheel 12. If the determination in step S8 is "NO", the process advances to step S9 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 the crankshaft 1
With the rotation of 1, both the main and secondary flywheels 1
Since the crankshafts 2 and 17 rotate integrally, the inertial mass generated in the crankshaft 11 can be increased. Therefore, the engine's low speed range (A
It is possible to effectively suppress fluctuations in output torque in the rotation range (lower than rpm), thereby improving driving stability and fuel efficiency.

Note that even if the determination in steps S3, S6, and S7 is "NO", the process proceeds to step S8, but since the operation is the same, a description thereof will be omitted.

Further, the predetermined value B of acceleration in step S3,
If the magnitude relationship of the predetermined value C of deceleration in step S6 is B<C, emphasis is placed on acceleration,
If B>C, emphasis will be placed on the braking effect of engine braking during deceleration. Furthermore, the values of the predetermined values B and C may be varied and controlled according to the engine speed.

As detailed above, according to this invention, in the low rotation range of the engine, the sub flywheel is connected to the main flywheel so that the sub flywheel and the main flywheel rotate together. Fluctuations in output torque can be effectively suppressed by increasing the inertial mass of the flywheel, and in the high rotation range of the engine, the auxiliary flywheel is separated from the main flywheel so that only the main flywheel is used. By rotating the flywheel, it is possible to provide a variable inertial mass type flywheel device that can reduce the inertial mass of the flywheel to improve acceleration performance and the braking effect of engine braking.

[Brief explanation of drawings]

Fig. 1 is a perspective view showing the flywheel, Figs. 2 to 4 show an embodiment of this invention, Fig. 2 is a vertical sectional view of the main part, and Fig. 3 is a schematic diagram showing the control section. The configuration diagram and FIG. 4 are flowcharts for explaining the operation. 11...Crankshaft (output shaft), 12...
... Main flywheel, 17 ... Sub-flywheel, 30 ... Electromagnet (operation section), 32 ... Control section,
33...Rotation speed detection circuit, 34...G sensor.

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 unit that operates in the direction of separation or connection, a rotation speed detection circuit that detects the engine rotation speed, a G sensor that detects acceleration in the front and rear directions, and the engine rotation speed is set to a predetermined rotation speed by the rotation speed detection circuit. If the acceleration in the forward or rearward direction is detected to be greater than a predetermined value by the G sensor, the operation section causes the sub flywheel to be separated from the main flywheel. When the rotation speed detection circuit detects that the engine rotation speed is lower than the predetermined rotation speed, the sub flywheel is connected to the main flywheel by the operation section, and the sub flywheel is switched to a state in which only the wheel rotates. A variable inertia mass type flywheel device, comprising a control unit that switches the main flywheel and the main flywheel to a state where they rotate together.