JPH0337022B2 - - Google Patents
Info
- Publication number
- JPH0337022B2 JPH0337022B2 JP57194596A JP19459682A JPH0337022B2 JP H0337022 B2 JPH0337022 B2 JP H0337022B2 JP 57194596 A JP57194596 A JP 57194596A JP 19459682 A JP19459682 A JP 19459682A JP H0337022 B2 JPH0337022 B2 JP H0337022B2
- Authority
- JP
- Japan
- Prior art keywords
- engine
- flywheel
- flywheels
- rotation speed
- actuator
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 239000000446 fuel Substances 0.000 claims description 17
- 238000001514 detection method Methods 0.000 claims description 9
- 238000002347 injection Methods 0.000 description 12
- 239000007924 injection Substances 0.000 description 12
- 238000010586 diagram Methods 0.000 description 5
- 230000005540 biological transmission Effects 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 230000000052 comparative effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
- F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1015—Engines misfires
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】
［産業上の利用分野］
本発明は、自動車エンジン用のフライホイール
のトルク変動低減装置に関するものであり、とく
に二つのフライホイールを低ねじり剛性のばねを
介して回転方向に互いに連結した二分割フライホ
イールのトルク変動低減装置に関するものであ
る。[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a flywheel torque fluctuation reducing device for an automobile engine, and in particular, the present invention relates to a flywheel torque fluctuation reducing device for an automobile engine. This invention relates to a torque fluctuation reduction device for two-split flywheels connected to each other.
［従来の技術］
二つのフライホイールが弾性部材を介して回転
方向に互いに連結された二分割フライホイール
は、エンジンのトルク変動の伝達を抑制し得るこ
とはよく知られている。[Prior Art] It is well known that a two-piece flywheel, in which two flywheels are connected to each other in the rotational direction via an elastic member, can suppress transmission of engine torque fluctuations.
［発明が解決しようとする課題］
二分割フライホイールは、通常、第１図に示す
ように、エンジンの正規のアイドル回転数N2よ
り若干低速側に、共振が発生する回転数N0をも
つている。エンジンをアイドリング状態でしばら
く放置しておくと回転数がN0に下がることがあ
るが、二分割フライホイールを装着したエンジン
においては、回転数がN0に低下すると、両フラ
イホイール間で共振が生じ、エンジンおよびトラ
ンスミツシヨンに大きなトルク変動が生じ、強
度、振動、騒音上問題となる。[Problem to be solved by the invention] As shown in Fig. 1, a two-part flywheel usually has a rotation speed N 0 at which resonance occurs, which is slightly lower than the engine's normal idle rotation speed N 2 . ing. If the engine is left idling for a while, the rotation speed may drop to N 0 , but in an engine equipped with a two-part flywheel, when the rotation speed drops to N 0 , resonance will occur between both flywheels. This causes large torque fluctuations in the engine and transmission, causing problems in terms of strength, vibration, and noise.
本発明は、上記の問題を解消するために、アイ
ドリング時に二分割フライホイールの回転数が低
下して共振点に近づいたときには、エンジンの回
転数を高めてフライホイールの共振を回避させる
ことを目的とする。 SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention aims to avoid resonance of the flywheel by increasing the engine rotation speed when the rotation speed of the two-part flywheel decreases during idling and approaches the resonance point. shall be.
［課題を解決するための手段］
この目的を達成するための本発明の二分割フラ
イホイールのトルク変動低減装置は、次の装置か
ら成る。すなわち、弾性部材で連結された二分割
フライホイールと、該二分割フライホイールの各
フライホイールの回転数を検出する回転数検出手
段と、該回転数検出手段に接続され回転数検出手
段から送られてくる両フライホイールの回転数の
差を計算する計算手段と、燃料供給量を調節する
手段に連結されたアクチユエータと、該アクチユ
エータと前記計算手段とに接続され計算手段から
送られてくる両フライホイールの回転数の差が所
定値以上になつた場合に前記アクチユエータに対
して燃料供給量を増加する作動指令を発するコン
トローラとから成ることを特徴とする二分割フラ
イホイールのトルク変動低減装置。[Means for Solving the Problems] The two-split flywheel torque fluctuation reducing device of the present invention for achieving this object consists of the following device. That is, a two-split flywheel connected by an elastic member, a rotation speed detection means for detecting the rotation speed of each flywheel of the two-split flywheel, and a rotation speed detection means connected to the rotation speed detection means and sent from the rotation speed detection means. a calculating means for calculating the difference in rotational speed between the two flywheels, an actuator connected to the means for adjusting the amount of fuel supplied; A torque fluctuation reducing device for a two-split flywheel, comprising a controller that issues an operation command to the actuator to increase the amount of fuel supplied when the difference in the number of rotations of the wheels exceeds a predetermined value.
［作用］
このような装置においては、弾性部材で連結さ
れた両フライホイール間の相対ねじれ角が両フラ
イホイールの回転数の差として検出され、回転数
の差の検出により両フライホイールの相対振動の
振幅が取り出される。アイドリン時に、何らかの
原因でエンジンの回転数が低下し回転数差が所定
値に達すると、コントローラの指令によりアクチ
ユエータが作動されて燃料が増量される。燃料の
増量によりエンジン回転数が上昇し、もとのアイ
ドリング回転数に回復される。[Operation] In such a device, the relative torsion angle between both flywheels connected by an elastic member is detected as the difference in the rotational speed of both flywheels, and the relative vibration of both flywheels is detected by detecting the difference in rotational speed. The amplitude of is extracted. During idling, when the engine speed drops for some reason and the difference in engine speeds reaches a predetermined value, the actuator is activated by a command from the controller to increase the amount of fuel. The engine speed increases due to the increase in fuel and returns to the original idling speed.
［実施例］
以下に、本発明の二分割フライホイールのトル
ク変動低減装置の望ましい実施例を、図面を参照
して説明する。[Embodiments] Hereinafter, preferred embodiments of the torque fluctuation reducing device for a two-part flywheel of the present invention will be described with reference to the drawings.
第２図は、本発明の一実施例に係る二分割フラ
イホイールのトルク変動低減装置をデイーゼルエ
ンジンに適用したものを示している。図中１はデ
イーゼルエンジンであり、クランクシヤフト２に
は第一のフライホイール３が連結されている。第
一のフライホイール３のクラツチ６側には、低ね
じり剛性のばねから成る弾性部材４を介して、第
二のフライホイール５が連結されている。第一の
フライホイール３と第二のフライホイール５に
は、それぞれ外周全周にわたつてリンングギヤ
７，８が形成されており、リングギヤ７，８と若
干間隔をもたせて、リングギヤ７，８の歯の通過
を検出することによりフライホイールの回転数を
検出する電磁ピツクアツプ９，１０が設けられて
いる。 FIG. 2 shows an application of a two-part flywheel torque fluctuation reducing device according to an embodiment of the present invention to a diesel engine. In the figure, 1 is a diesel engine, and a first flywheel 3 is connected to a crankshaft 2. A second flywheel 5 is connected to the clutch 6 side of the first flywheel 3 via an elastic member 4 made of a spring with low torsional rigidity. Ring gears 7 and 8 are formed on the first flywheel 3 and the second flywheel 5, respectively, over the entire outer periphery, and teeth of the ring gears 7 and 8 are provided with a slight interval from the ring gears 7 and 8. Electromagnetic pickups 9 and 10 are provided for detecting the number of revolutions of the flywheel by detecting the passage of the flywheel.
電磁ピツクアツプ９，１０は、減算器１１に接
続されている。減算器１１では、電磁ピツクアツ
プ９，１０から送られてくる第一のフライホイー
ル３の回転数NAと第二のフライホイール５の回
転数NBの差NA〜NBが計算される。減算器１１
はコントローラ１２に接続されており、減算器１
１で計算された回転数の差NA〜NBの信号はコ
ントローラ１２の入力部に送られる。コントロー
ラ１２は、入力部と、条件設定部と、条件設定部
で予め定められた値と入力部に入力された回転数
の差NA〜NBとの大小を判断する判断部と、判
断された結果に基づいて指令を発する出力部とか
ら成つている。コントローラ１２の出力部にはア
クチユエータ１３が接続されており、アクチユエ
ータ１３はコントローラ１２からの指令信号１４
に基づき作動される。 The electromagnetic pickups 9, 10 are connected to a subtracter 11. The subtracter 11 calculates the difference NA~NB between the rotational speed NA of the first flywheel 3 and the rotational speed NB of the second flywheel 5 sent from the electromagnetic pickups 9 and 10. Subtractor 11
is connected to the controller 12, and the subtracter 1
The signal of the rotation speed difference NA to NB calculated in step 1 is sent to the input section of the controller 12. The controller 12 includes an input section, a condition setting section, a judgment section that judges the magnitude of the difference NA to NB between the value predetermined by the condition setting section and the rotation speed input to the input section, and the judgment result. and an output section that issues commands based on the output. An actuator 13 is connected to the output section of the controller 12, and the actuator 13 receives a command signal 14 from the controller 12.
It is operated based on.
アクチユエータ１３は、エンジン１に燃料を供
給する噴射ポンプ１５の燃料供給量調節手段とし
てのアクセルレバー１６に連結されている。噴射
ポンプ１５は噴射ノズル１７に接続されており、
噴射ノズル１７から燃料がエンジン１の燃焼室に
直接または副室（図示略）を介して噴射される。
噴射ポンプ１５には、電磁弁１８が設けられてお
り、電磁弁１８は図示を省略した噴射ポンプ１５
内の適当なアクチユエータに連結されている。そ
して電磁弁１８のオンオフによつて、そのアクチ
ユエータを作動させ、噴射ノズル１７への燃料の
供給のオンオフが可能となつている。電磁弁１８
は、コントローラ１２の出力部に接続されてお
り、コントローラ１２の指令によつてオンオフ作
動する。 The actuator 13 is connected to an accelerator lever 16 that serves as a fuel supply amount adjusting means for an injection pump 15 that supplies fuel to the engine 1. The injection pump 15 is connected to the injection nozzle 17,
Fuel is injected from the injection nozzle 17 into the combustion chamber of the engine 1 directly or via an auxiliary chamber (not shown).
The injection pump 15 is provided with a solenoid valve 18, and the solenoid valve 18 is connected to the injection pump 15 (not shown).
to a suitable actuator within the actuator. By turning on and off the electromagnetic valve 18, its actuator is actuated, and the supply of fuel to the injection nozzle 17 can be turned on and off. Solenoid valve 18
is connected to the output section of the controller 12, and is turned on and off by commands from the controller 12.
コントローラ１２の入力部には、前記減算器１
１からの信号NA〜NB以外に、電磁ピツクアツ
プ９からの信号NAとエンジン１の負荷信号１９
が入力されている。エンジン１の負荷２０は、適
当な装置たとえばトルクメータ等によつて検出さ
れ、その信号１９がコントローラ１２に送られ
る。 The input section of the controller 12 includes the subtracter 1
In addition to the signals NA to NB from 1, the signal NA from electromagnetic pickup 9 and the load signal 19 of engine 1
is entered. The load 20 of the engine 1 is detected by a suitable device, such as a torque meter, and its signal 19 is sent to the controller 12.
なお、本実施例においては、減算器１１とコン
トローラ１２とを別装置としたが、同様の機能を
有するものを一つのコントローラとして構成して
もよい。 In this embodiment, the subtracter 11 and the controller 12 are separate devices, but devices having similar functions may be configured as one controller.
つぎに、上記のように構成された二分割フライ
ホイールのトルク変動低減装置の作用について述
べる。 Next, the operation of the two-split flywheel torque fluctuation reducing device configured as described above will be described.
二つのフライホイール３，５は互いに弾性をも
つて回転方向に拘束されており、その回転数
NA，NBは電磁ピツクアツプ９，１０により検
出される。一般にフライホイール３，５の回転数
NA，NBは、第３図に示すように、エンジン１
の平均回転数Navに対してNA＝Nav＋ΔNA，
NB＝Nav＋ΔNBと絶えず変動しており、両フラ
イホイール間には相対ねじれ角が生ずる。検出さ
れたフライホイール３，５の回転数NA，NBは、
減算器１１に入力され、減算器１１でNAとNB
との差NA〜NBが計算される。NA〜NB＝
ΔNA〜ΔNBとなるので、エンジン１の平均回転
数Navの成分が消去され、両フライホイール３，
５の回転変動の差分、すなわち両フライホイール
３，５の相対ねじれ角の変動成分のみが第４図の
ように取り出される。相対ねじれ角は、両フライ
ホイール３，５間の相対振動の振幅に相当するの
で、回転数の差NA〜NBの計算によつて相対振
動の振幅の変動がNA，NBの絶対値とは独立に
取り出される。したがつて、いわゆるＳ／Ｎ比
（シグナル／ノイズ比）が大きくなり、計測精度
が高くなつて、両フライホイール３，５間の振動
のレベルが精度よく検知される。両フライホイー
ル３，５間の振幅は、共振状態に近づくとNAと
NBが逆位相の関係になるので、とくに大きくな
る。 The two flywheels 3 and 5 are elastically constrained to each other in the direction of rotation, and their rotational speed is
NA and NB are detected by electromagnetic pickups 9 and 10. Generally, the rotation speed of flywheels 3 and 5
NA, NB are engine 1 as shown in Figure 3.
For the average rotational speed N av, NA=N av +ΔNA,
NB=N av +ΔNB, which constantly changes, and a relative torsion angle occurs between both flywheels. The detected rotation speeds NA and NB of flywheels 3 and 5 are:
It is input to the subtracter 11, and the subtracter 11 converts NA and NB.
The difference between NA and NB is calculated. NA~NB=
Since ΔNA ~ ΔNB, the component of the average rotational speed N av of the engine 1 is eliminated, and both flywheels 3,
Only the difference in the rotational fluctuations of the two flywheels 3 and 5, that is, the fluctuation component of the relative torsion angle of both flywheels 3 and 5, is extracted as shown in FIG. The relative torsion angle corresponds to the amplitude of the relative vibration between both flywheels 3 and 5, so by calculating the rotation speed difference NA ~ NB, the variation in the amplitude of the relative vibration is independent of the absolute values of NA and NB. It is taken out. Therefore, the so-called S/N ratio (signal/noise ratio) increases, measurement accuracy increases, and the level of vibration between both flywheels 3 and 5 can be detected with high accuracy. The amplitude between both flywheels 3 and 5 becomes NA when approaching the resonance state.
Since NB is in an antiphase relationship, it becomes particularly large.
両フライホイール３，５の回転数の差NA〜
NBは、フライホイール３，５の振動状態のレベ
ルを表わす信号としてコントローラ１２に入力さ
れ、コントローラ１２で予め設定された値とNA
〜NBのピーク値すなわち第４図におけるＨの値
とが比較される。NA〜NBは、第５図に示すよ
うに、エンジン１が正規のアイドル回転数N1の
ときには小さな値（NA〜NB）2であるが、フラ
イホイール３，５の共振回転数N0では大きな値
（NA〜NB）0になる。コントローラ１２には、N0
とN1との間にある回転数で共振の前兆となる回
転数N2に対応するフライホイール３，５の振動
のレベルが、フライホイール３，５の回転数の差
（NA〜NB）2として予め設定されている。この回
転数N2は、燃料を増量することによつて容易に
元のアイドル回転数N1に回復できる回転数であ
る。また、コントローラ１２には、共振回転数
N0あるいはそれに近い回転数に対応するフライ
ホイール３，５の振動のレベルとして、回転数の
差（NA〜NB）0が設定されている。 Difference between the rotation speeds of both flywheels 3 and 5 NA~
NB is input to the controller 12 as a signal representing the level of the vibration state of the flywheels 3 and 5, and is set in advance by the controller 12 and NA.
The peak value of ~NB, ie, the value of H in FIG. 4, is compared. As shown in Fig. 5, NA~NB is a small value (NA~NB) 2 when the engine 1 is at the normal idle speed N1 , but is large when the resonant speed N0 of the flywheels 3 and 5. Value (NA~NB) becomes 0 . The controller 12 has N 0
The vibration level of the flywheels 3 and 5 corresponding to the rotation speed N2 , which is a sign of resonance at a rotation speed between It is preset as . This rotational speed N2 is a rotational speed that can be easily restored to the original idle rotational speed N1 by increasing the amount of fuel. The controller 12 also has a resonance rotation speed.
The difference in rotational speeds (NA to NB) 0 is set as the vibration level of the flywheels 3 and 5 corresponding to N0 or a rotational speed close to it.
コントローラ１２に減算器１１から入力された
回転数の差NA〜NBのレベルＨが、エンジン回
転数がN2に低下して（NA〜NB）2よりも大にな
つたとき、それが比較判断され、コントローラ１
２からの出力１４によつてアクチユエータ１３が
作動され、噴射ポンプ１５のアクセルレバー１６
が燃料増量側に作動される。アクセルレバー１６
の作動により、噴射ノズル１７からエンジン１の
燃焼室への燃料供給量が増大され、エンジン１の
回転数は元のアイドル回転数N1に回復される。
エンジン１の回転数がN1に達すると、アクチユ
エータ１３の作動が解除され、再び正規の燃料供
給量が維持される。このように、フライホイール
３，５の振動が一定のレベルに達すると、それが
検知されエンジン回転数が回復されるので、エン
ジン１の回転数が共振回転数N0にまで低下する
ことは防止されフライホイール３，５の共振は事
前に回避される。 When the level H of the rotational speed difference NA~NB inputted to the controller 12 from the subtractor 11 becomes greater than (NA~NB) 2 as the engine rotational speed decreases to N2 , it is a comparative judgment. and controller 1
The actuator 13 is actuated by the output 14 from 2, and the accelerator lever 16 of the injection pump 15 is activated.
is activated to increase the amount of fuel. accelerator lever 16
By this operation, the amount of fuel supplied from the injection nozzle 17 to the combustion chamber of the engine 1 is increased, and the rotational speed of the engine 1 is restored to the original idle rotational speed N1 .
When the rotational speed of the engine 1 reaches N1 , the actuator 13 is deactivated and the normal fuel supply amount is maintained again. In this way, when the vibrations of the flywheels 3 and 5 reach a certain level, this is detected and the engine speed is restored, preventing the engine 1 speed from dropping to the resonance speed N0 . Therefore, resonance of the flywheels 3 and 5 is avoided in advance.
一方、エンジン回転数がN2に達し燃料が増量
されても、何らかの原因でエンジン回転数が回復
せず共振回転数N0まで下がり相対ねじれ角が
（NA〜NB）0の状態になつたときには、コントロ
ーラ１２でフライホイール３，５の共振の回避は
不可能と判断され、コントローラ１２からの指令
によつて噴射ポンプ１５の電磁弁１８が作動さ
れ、燃料供給が停止されてエンジン１が停止され
る。また、アイドリング時に何らかの原因で弾性
部材４が破損した場合、両フライホイール３，５
間の連結が切れるため、両フライホイール３，５
間の相対ねじれ角が（NA〜NB）0以上になる。
弾性部材４が破損すると、エンジン１の負荷は急
激に軽くなり、エンジン１の回転数が不必要に高
くなつて暴走するおそれがある。この場合も運転
継続は不可能と判断されエンジン１は停止され
る。エンジン１の停止によつて、エンジン１の暴
走やフライホイール３，５の共振の持続が防止さ
れ、エンジン１やエンジンまわりは適切に保護さ
れる。 On the other hand, even if the engine speed reaches N 2 and the amount of fuel is increased, for some reason the engine speed does not recover and drops to the resonance speed N 0 , when the relative torsion angle becomes (NA ~ NB) 0 . , the controller 12 determines that it is impossible to avoid the resonance of the flywheels 3 and 5, and the solenoid valve 18 of the injection pump 15 is operated in response to a command from the controller 12, the fuel supply is stopped, and the engine 1 is stopped. Ru. In addition, if the elastic member 4 is damaged for some reason during idling, both flywheels 3 and 5
Because the connection between the flywheels 3 and 5 is broken, both flywheels 3 and 5
The relative torsion angle between (NA~NB) becomes 0 or more.
If the elastic member 4 is damaged, the load on the engine 1 will be suddenly reduced, and there is a risk that the rotational speed of the engine 1 will become unnecessarily high and the engine will run out of control. In this case as well, it is determined that continued operation is impossible, and the engine 1 is stopped. By stopping the engine 1, runaway of the engine 1 and continued resonance of the flywheels 3 and 5 are prevented, and the engine 1 and its surroundings are appropriately protected.
なお、エンジン１がアイドリング状態であるか
否かは、エンジン１の負荷検出装置２０からの信
号１９およびフライホイール３の回転数NAの大
きさでコントローラ１２にて判断される。 Note that whether or not the engine 1 is in an idling state is determined by the controller 12 based on the signal 19 from the load detection device 20 of the engine 1 and the magnitude of the rotational speed NA of the flywheel 3.
［発明の効果］
本発明に係る二分割フライホイールのトルク変
動低減装置によれば、両フライホイールの回転数
の差の検知によつてフライホイール振動レベルを
判断し、エンジン回転数が低下して振動が所定値
以上になつたときは、それを検知して燃料の増量
によりエンジン回転数を高めて事前にフライホイ
ールの共振を回避するようにしたので、フライホ
イールの共振によるエンジンの過大な振動やトル
ク変動を防止することができる。[Effects of the Invention] According to the device for reducing torque fluctuation of a two-split flywheel according to the present invention, the flywheel vibration level is determined by detecting the difference in the rotational speed of both flywheels, and the engine rotational speed is reduced. When the vibration exceeds a predetermined value, it is detected and the engine speed is increased by increasing the amount of fuel to avoid flywheel resonance in advance. This prevents excessive engine vibration due to flywheel resonance. and torque fluctuations can be prevented.
なお、本発明の実施例はデイーゼルエンジンに
ついて述べたが、ガソリンエンジンについても同
様に本発明を適用することは可能である。 Although the embodiments of the present invention have been described with respect to a diesel engine, the present invention can be similarly applied to a gasoline engine.
第１図は二分割フライホイールにおけるエンジ
ン回転数とエンジンの回転変動との関係図、第２
図は本発明の一実施例に係る二分割フライホイー
ルのトルク変動低減装置の全体構成図、第３図は
二分割フライホイールの各フライホイールの回転
数の変動状態を示す特性図、第４図はフライホイ
ールの回転数差の変動状態を示す特性図、第５図
はエンジン回転数とフライホイールの回転数差と
の関係図、である。
１……デイーゼルエンジン、２……クランクシ
ヤフト、３，５……フライホイール、４……弾性
部材、７，８……リングギヤ、９，１０……電磁
ピツクアツプ、１１……減算器、１２……コント
ローラ、１３……アクチユエータ、１５……噴射
ポンプ、１６……アクセルレバー、１７……噴射
ノズル、１８……電磁弁、NA，NB……各フラ
イホイールの回転数、NA〜NB……各フライホ
イールの回転数の差。
Figure 1 is a diagram of the relationship between engine speed and engine rotational fluctuation in a two-part flywheel;
The figure is an overall configuration diagram of a torque fluctuation reduction device for a two-split flywheel according to an embodiment of the present invention, FIG. 3 is a characteristic diagram showing the fluctuation state of the rotational speed of each flywheel of the two-split flywheel, and FIG. 5 is a characteristic diagram showing a variation state of the difference in rotational speed of the flywheel, and FIG. 5 is a diagram showing the relationship between the engine rotational speed and the difference in rotational speed of the flywheel. DESCRIPTION OF SYMBOLS 1... Diesel engine, 2... Crankshaft, 3, 5... Flywheel, 4... Elastic member, 7, 8... Ring gear, 9, 10... Electromagnetic pick-up, 11... Subtractor, 12... Controller, 13... Actuator, 15... Injection pump, 16... Accelerator lever, 17... Injection nozzle, 18... Solenoid valve, NA, NB... Rotation speed of each flywheel, NA~NB... Each flywheel Difference in wheel rotation speed.
Claims (1)
と、該二分割フライホイールの各フライホイール
の回転数を検出する回転数検出手段と、該回転数
検出手段に接続され回転数検出手段から送られて
くる両フライホイールの回転数の差を計算する計
算手段と、燃料供給量を調節する手段に連結され
たアクチユエータと、該アクチユエータと前記計
算手段とに接続され計算手段から送られてくる両
フライホイールの回転数の差が所定値以上になつ
た場合に前記アクチユエータに対して燃料供給量
を増加する作動指令を発するコントローラとから
成ることを特徴とする二分割フライホイールのト
ルク変動低減装置。1 A two-split flywheel connected by an elastic member, a rotation speed detection means for detecting the rotation speed of each flywheel of the two-split flywheel, and a rotation speed detection means connected to the rotation speed detection means and sent from the rotation speed detection means. an actuator connected to the means for adjusting the amount of fuel supplied; and an actuator connected to the actuator and the calculation means and receiving information from the calculation means. 1. A torque fluctuation reducing device for a two-split flywheel, comprising a controller that issues an operation command to increase the amount of fuel supplied to the actuator when the difference in rotational speed of the actuator exceeds a predetermined value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19459682A JPS5985443A (en) | 1982-11-08 | 1982-11-08 | Device for reducing torque fluctuation of two-divided flywheels |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19459682A JPS5985443A (en) | 1982-11-08 | 1982-11-08 | Device for reducing torque fluctuation of two-divided flywheels |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5985443A JPS5985443A (en) | 1984-05-17 |
| JPH0337022B2 true JPH0337022B2 (en) | 1991-06-04 |
Family
ID=16327169
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP19459682A Granted JPS5985443A (en) | 1982-11-08 | 1982-11-08 | Device for reducing torque fluctuation of two-divided flywheels |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5985443A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0775898A1 (en) | 1995-11-21 | 1997-05-28 | Honda Giken Kogyo Kabushiki Kaisha | System for detecting torque of automatic vehicle transmission and controlling the same based on detected torque |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2749389B2 (en) * | 1989-09-02 | 1998-05-13 | 株式会社日立製作所 | Internal combustion engine torque control device |
| JP4353130B2 (en) * | 2005-04-20 | 2009-10-28 | トヨタ自動車株式会社 | Misfire detection device for internal combustion engine |
| JP4816243B2 (en) * | 2006-05-17 | 2011-11-16 | トヨタ自動車株式会社 | VEHICLE POWER DEVICE AND CONTROL DEVICE THEREOF |
| JP4433018B2 (en) * | 2007-08-31 | 2010-03-17 | トヨタ自動車株式会社 | Internal combustion engine control device |
| JP4670912B2 (en) * | 2008-08-01 | 2011-04-13 | トヨタ自動車株式会社 | Internal combustion engine control device |
| DE102009018081B4 (en) * | 2009-04-20 | 2011-01-13 | Continental Automotive Gmbh | Method and device for operating an internal combustion engine |
| JP2012097708A (en) * | 2010-11-05 | 2012-05-24 | Toyota Motor Corp | Control device of vehicle |
| JP2012097709A (en) * | 2010-11-05 | 2012-05-24 | Toyota Motor Corp | Control device of vehicle |
| DE202013009182U1 (en) * | 2013-10-17 | 2015-01-19 | Gm Global Technology Operations, Inc. | Dual-mass flywheel protection |
| JP2016176904A (en) * | 2015-03-23 | 2016-10-06 | 三菱重工業株式会社 | Rotation detection device and engine system |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55123332A (en) * | 1979-03-12 | 1980-09-22 | Nissan Motor Co Ltd | Internal combustion engine having multiple cylinders |
| JPS55137324A (en) * | 1979-04-16 | 1980-10-27 | Toyota Motor Corp | Fuel injection control method for internal combustion engine |
| JPS5688915A (en) * | 1979-12-20 | 1981-07-18 | Nissan Motor Co Ltd | Flywheel device for engine |
-
1982
- 1982-11-08 JP JP19459682A patent/JPS5985443A/en active Granted
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55123332A (en) * | 1979-03-12 | 1980-09-22 | Nissan Motor Co Ltd | Internal combustion engine having multiple cylinders |
| JPS55137324A (en) * | 1979-04-16 | 1980-10-27 | Toyota Motor Corp | Fuel injection control method for internal combustion engine |
| JPS5688915A (en) * | 1979-12-20 | 1981-07-18 | Nissan Motor Co Ltd | Flywheel device for engine |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0775898A1 (en) | 1995-11-21 | 1997-05-28 | Honda Giken Kogyo Kabushiki Kaisha | System for detecting torque of automatic vehicle transmission and controlling the same based on detected torque |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5985443A (en) | 1984-05-17 |
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