JPH037629Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a variable mass flywheel that is attached to the shaft of a rotating body that has speed fluctuations, especially the crankshaft of an automobile engine. This invention relates to a flywheel that can change its weight in two ways.

As a conventional technology, a flywheel for an automobile engine is provided with a hydraulic cylinder type clutch device between the two flywheels, which separates the flywheels during cranking and connects the flywheels during idling. As described in Japanese Patent No. 57-145732, in a generator set driven by an engine, a shaft body,
A hydraulically actuated coupling member with an annular wedge-shaped cross section is interposed between the flywheel and the flywheel provided with a coupling member with an annular wedge-shaped cross section, and when the engine reaches a predetermined rotation speed or higher after starting, A hydraulically actuated coupling member with an annular wedge-shaped cross section is actuated by hydraulic pressure to press against a coupling member provided on the flywheel, and the shaft and flywheel are connected to a rotating body having a gradual integral speed variation, so that the rate of variation is a desired value. For larger values, it is known to provide a flywheel to keep the variation within the desired value range. In the case of automobile engines, the rate of speed fluctuation increases as the speed decreases, so naturally they are equipped with a flywheel, and in automobile engines, the flywheel also has a clutch function.
In this case, if the inertial weight is not appropriate, the ability to follow speed changes will deteriorate, so the inertial weight has been determined by considering both low speed and high speed. It has become desirable to reduce noise by reducing the speed fluctuation rate as much as possible.

By the way, the inertia weight needs to be large at low speeds, but it does not need to be large at high speeds or during rotational transition periods; in fact, it is useful to make it as small as possible in order to obtain low fuel consumption. Therefore, conventionally, a main flywheel and a sub-flywheel were provided on the same axis, and while the main flywheel was fixed to the crankshaft, a sub-flywheel was supported on the crankshaft so that it could freely rotate and be movable in the axial direction. A flywheel that meshes with each other and uses a centrifugal clutch to separate the two wheels when the rotational speed exceeds a certain value to reduce mass has been proposed in Utility Model Application No. 55-130951.
Because it uses a centrifugal clutch, it is unsuitable for applications such as large truck engines, where 60 to 70% of the acceleration energy is spent accelerating the mass of the flywheel.

The purpose of the present invention is to provide a variable mass flywheel that reduces the inertial mass at high speeds to improve fuel efficiency, and also reduces the inertial mass during acceleration to increase acceleration energy. While the main flywheel is fixed to the end of the crankshaft, the main flywheel and the auxiliary flywheel of different diameters are supported so that they can freely rotate with respect to the crankshaft, and tapers are formed on the peripheral walls of each of the main flywheel and the auxiliary flywheel. connected between the surfaces to an axially movable hydraulically actuated double annular bellows so as to be able to switch between frictional contact with each tapered surface of both peripheral walls and release from each tapered surface of both peripheral walls; With an annular wedge member biased by a spring in a direction that provides frictional contact, the main flywheel and auxiliary flywheel are integrated at low speeds, and the connection between the two flywheels can be released at high speeds or acceleration. It is characterized by the following.

Embodiments of the variable mass flywheel of the present invention will be described below with reference to the drawings. The drawing shows an embodiment of the variable mass flywheel of the present invention in a longitudinal cross-sectional side view of the upper half thereof.

The main flywheel A, whose axis coincides with the end of the crankshaft 1 and is fixed by a plurality of bolts 2, has a peripheral wall portion 3 having an outer circumferential surface formed on a tapered surface 3a that becomes larger in diameter toward the base.

On the other hand, an auxiliary flywheel B, which supports a boss part 5 on the crankshaft 1 via a pairing 4 and has a ring gear 6 on its outer peripheral surface, faces a peripheral wall part 7 outside the peripheral wall part 3 across a predetermined annular space S. is arranged concentrically with the peripheral wall portion 3.

The peripheral wall portion 7 has an inner peripheral surface formed on a tapered surface 7a that becomes smaller in diameter as it reaches the base.
The tapered surface 7a forms an annular space S. An annular wedge member 8 is inserted into the annular cavity S, and this wedge member 8 bites into the tapered surface 3a and the tapered surface 7a by a spring 10 interposed between it and the flange 9 of the peripheral wall 3. given frictional contact habits.

Further, one end of a double annular bellows 11 is fixed to the small diameter side end face of the wedge member 8, and an oil chamber 12 is formed between the bellows 11. Oil chamber 1
2 is connected to an oil passage 13 that extends from the inside of the main flywheel A through the inside of the crankshaft 1 and leads to a pressure oil supply source (hydraulic pump, etc., not shown), and is used to detect the set high speed rotation speed of the engine and to detect the acceleration state. It is assumed that pressure oil is supplied by the signal.

In addition, in the figure, the reference numeral 14 indicates a bearing, and the reference numeral 15 indicates a flywheel housing.

The variable mass flywheel of the present invention having the above-mentioned configuration has a tapered surface 3a by the spring 10 at low speeds.
A wedge member 8 is press-fitted into the tapered surface 7a, and the main flywheel A and the auxiliary flywheel B are integrated, forming a flywheel with a large inertial weight.

At high speeds and accelerations when it is necessary to reduce the inertial mass, when hydraulic pressure is supplied to the oil chamber 12 through the oil passage 13, the bellows 11 expands, pushing the wedge member 8 against the elastic pressing force of the spring 10 and pushing the flange 9. Since the main flywheel A and the auxiliary flywheel B are moved in the direction, the coupling between the main flywheel A and the auxiliary flywheel B by the wedge member 8 is released.

Since the auxiliary flywheel B, in which the wedge member 8 is separated from the tapered surface 7a, is idly supported with respect to the crankshaft 1, it does not function as a mass, and only the main flywheel A acts as a mass.

When the oil pressure supply to the oil chamber 12 is released, the wedge member 8 again connects the main flywheel A and the auxiliary flywheel B, and the inertial weight increases.

As is clear from the above explanation, the variable mass flywheel of the present invention reduces the inertial mass when the engine is running at high speed to improve fuel efficiency, and also reduces the inertial mass during acceleration to increase acceleration energy. This has the advantage of providing an automobile engine with improved acceleration.

[Brief explanation of the drawing]

The drawing shows an embodiment of the variable mass flywheel of the present invention in a longitudinal cross-sectional side view of the upper half. A... Main flywheel, B... Auxiliary flywheel, 1... Crankshaft, 3... Peripheral wall portion, 3a
... Tapered surface, 5 ... Boss part, 6 ... Ring gear, 7 ... Peripheral wall part, 7a ... Tapered surface, 8 ... Annular wedge member, 9 ... Flange, 10 ... Spring,
11... Bellows, 12... Oil chamber, 13... Oil passage, S... Annular sky.

Claims (1)

[Scope of utility model registration request] While the main flywheel is fixed to the end of the crankshaft, the main flywheel and the auxiliary flywheel of different diameters are supported so that they can freely rotate with respect to the crankshaft, and tapers are formed on the peripheral walls of each of the main flywheel and the auxiliary flywheel. connected between the surfaces to an axially movable hydraulically actuated double annular bellows so as to be able to switch between frictional contact with each tapered surface of both peripheral walls and release from each tapered surface of both peripheral walls; With an annular wedge member biased by a spring in a direction that provides frictional contact, the main flywheel and auxiliary flywheel are integrated at low speeds, and the connection between both flywheels can be released at high speeds or acceleration. A variable mass flywheel characterized by: