JPS5838369A - System for controlling inertial mass body in engine - Google Patents

Abstract

PURPOSE:To prevent fluctuation of torque during steady operation of a vehicle and to enable to recover kinetic energy efficiently, by employing such an arrangement that a body having an inertial mass is coupled to the output shaft of an engine when the vehicle is accelerated or operated substantially steadily but uncoupled when it is decelerated. CONSTITUTION:Since a high-level signal P4 is not produced from a vehicle operation detecting means 18 when a vehicle is accelerated or operated substantially steadily, a high-level signal P6 is not produced from an AND-gate 19, so that a circuit 20 for interrupting current supply to a coil is not operated. Therefore, current supply to an electromagnet 10 is continued, so that a free wheel 4 continues to turn together with a flywheel 2 and a crankshaft 1. At the time of starting deceleration of the vehicle, on the other hand, the high- level signal P4 is produced from the vehicle operation detecting means 18, and similarly, high-level signals P2, P3 are produced also from comparators 16, 17. Further, the AND-gate 19 also produces the high-level signal P6, so that current supply to the electromagnet 10 is interrupted.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides an engine equipped with an inertial mass body that can selectively rotate between a freely rotating state and an integrally rotating state with respect to engine output 11i111 by engaging and disengaging the clutch 6. This invention relates to an inertial mass body control device.

Inertial property 11 in conventional ennon of this type: field q31
For example, as described in the specification of JP-A No. 49-51428, the 11 wholesaler detects the operating state of the engine based on the engine rotation signal, and uses the detection result and the engine starting flywheel ( There is a system that controls the engagement and separation of the engine output 1Ill11 of the engine/engine start/auxiliary flywheel based on the rotation speed of the inertial mass body).

However, in the above-mentioned conventional A141 mass system, in order to maintain the flywheel at a predetermined rotational speed even during steady running, the flywheel is forced into contact with and away from the output shaft V of the ennon. In order to return the 'C! 1. There was a problem in that the j+Ij drive torque changed, resulting in a loss of drivability.

In addition, in the above-mentioned inertial structure control device 1, the kinetic energy of the vehicle is recovered by the flywheel depending on the driving condition of the ennon, but in that case, the kinetic energy of the vehicle is efficiently used. There was also the problem that it could not be collected properly.

This invention was made by focusing on such conventional problems, and when the vehicle is accelerating or running at a substantially steady state, the inertial mass body is always rotated integrally with the output shaft of the engine, and when the vehicle is running at deceleration. When the vehicle is running, the inertial mass body is allowed to rotate freely relative to the output shaft of the Ennon, so that torque fluctuations do not occur during steady running, and the kinetic energy of the vehicle is recovered according to the vehicle's running condition. The aim is to solve the problems of

Embodiments of the present invention will be described below based on the drawings.

FIG. 1 is a longitudinal cross-sectional view of the upper half of the inertial mass body and its surroundings, showing an embodiment of the present invention.

In the figure, 1 is a crankshaft that is the output shaft of the Ennon, and a conventionally provided flywheel 2 is fixed to the crankshaft 1 by a port 6.
Adjacent to the flywheel 2, a freewheel 4, which is an inertial mass body that can selectively rotate freely or integrally with the crankshaft 1, rotates to the crankshaft 1 via a sol bearing 5. It is attached freely.

A clutch 6 or one end thereof is fixed to a side surface of the flywheel 2 with a bolt 6a and is attached in a cantilevered manner. What's wrong with the outer periphery of the freewheel 4 near its shaft? - A plate 8 is attached via a ball bearing 7. Note that one end of this plate 8 is connected to the engine block 9.
Since the plate 8 is fixed at , the plate 8 does not rotate.

Further, an electromagnet 10 for freewheel engagement/separation control is fixed on the side surface of the plate 8 facing χ/j toward the freewheel 4, and when this electromagnet 10 is energized, the clutch 6
are attracted to the freewheel 4 and join, so the rotation of the flywheel 2 is transmitted to the freewheel 4.

Next, the configuration of the control circuit will be explained with reference to FIG.

Reference numeral 11 denotes an engine rotation speed detection device for detecting the engine rotation speed, and is configured to repeatedly count the ignition pulse signal 1 for a certain period of time, for example. 13 is freewheel 4
This is a freewheel rotational speed detection device that detects the rotational speed of the freewheel 4, for example, detects the rotation of a disk plate (not shown) provided on the freewheel 4 using an electromagnetic pink-up,
The detection/P pulse signal is repeatedly counted for a certain period of time.

Count signals a and b from the engine rotation speed detection device 11 and the freewheel rotation speed detection device 13 are sent to the D/A converter 12. , 14, the voltage V according to the respective rotation speed
It is converted into A and VB.

Note that this voltage VA r ”B directly converts the ignition pulse signal and the detection pulse signal of the electromagnetic pickup into F'/V.
You may also obtain it by converting it.

Then, the voltage vA corresponding to the engine speed is inputted to the comparators 15 and 16, and the voltage VB corresponding to the rotational speed of the freewheel 4 is inputted to the comparator 16.17.

The converter/P regulator 15 connects the voltage VA and the reference voltage ■r1(O
v), it is determined whether the engine is rotating or stopped, and when the engine is stopped, that is, ■A2 Vr1
A high level signal P1 is output only when .

The condenser 16 outputs a high-level signal P2 when the engine rotation speed is equal to or lower than the rotation speed of the freewheel 4 after comparing the heavy pressures VA and Vi.

Further, the comparator 17 connects the voltage VB and the base voltage Vr.
2, the rotational speed of the freewheel 4 can be determined to be a predetermined rotational speed (for example, the minimum rotational speed at which the engine can be restarted by the freewheel 4, 800 rpm).
Only in the above cases, the high level signal P5 is output.

Reference numeral 18 denotes a vehicle running state detection device, which determines whether the vehicle is decelerating or stopping, or accelerating or steady running. The vehicle speed from the sensor ((based on the corresponding signal and the absolute value and differential value obtained based on this signal,
For example, deceleration is negative acceleration, stopping is zero vehicle speed, and acceleration is positive acceleration.

Steady running is determined based on acceleration being approximately zero, etc., and a high level signal P4 is output only when the vehicle is decelerating or stopped, and a high level signal Psk is output only when the vehicle is stopped.

high level signal P2 + P from the comparators 16 and 17 and the vehicle running state detection device 18
Only when all S r P4 are input, a high level signal P6 is output to the coil energization cutoff circuit 20 that cuts off the energization to the coil of the electromagnet 10.
0 is activated, and the high level signal P6 is output to the ANDG 26. That is, only while this low level signal P6 is input to the coil energization cutoff circuit 20, the clutch 6 is disconnected from the freewheel 4. At a distance, the freewheel 4 rotates freely and damped.

These addresses/addresses19. Coil current cutoff circuit 20
and the electromagnet 10 constitute the entire clutch control means in this invention.

The AND gate 26 receives the irregular signal P6 from the AND gate 19, and also receives the vehicle running state detection device 1.
When the high level signal P5 from 8 when the vehicle is stopped is input, a high level signal P7k is output. And this...
After the engine stop signal P7 is delayed for a predetermined time by the delay circuit 21, the engine stop circuit 2 performs engine/non-stop.
Enter 26 to stop the engine.

Reference numeral 26 denotes a start operation detection device, which outputs a high level signal P8 only when, for example, at least one of the flank pedal and the accelerator pedal is depressed.

When the high-level signal P1 from the nogulator 15 and the high-level signal P8 from the start operation detection device 26 are both input, a signal P9 k is output and the engine stop circuit 22 At the same time, the coil energization cutoff circuit 20 is also reset to energize the electromagnet 10.

Next, the operation of this embodiment will be explained.

fi+ Since the high level signal P4 is not output from the vehicle running state detection device 18 when the vehicle is accelerating or running at a substantially steady state, the high level signal P4 is not outputted from the con/regulators 16 and 17. The high level signal P6 is not output from the gate 19, and the coil current cutoff circuit 20 does not operate.

Therefore, the electromagnet 10 continues to be energized, and the freewheel 4 continues to rotate together with the flywheel 2 and the crankshaft 1.

Therefore, when the vehicle is accelerating or running at a substantially steady state, torque fluctuations due to the engagement and separation of the freewheel 4 do not occur.
In particular, drivability during steady driving is not impaired.

(2) When the vehicle starts decelerating, the vehicle running state detection device 18 outputs a low level signal P4, and since the encoder and freewheel 4 rotate at the same time, the controller 16 also outputs a high level signal P2. Ru. Furthermore, the freewheel 4 rotates at a predetermined number of revolutions (8
00 rpm), the comparator 17 also outputs a no-level signal P3, which is input to the AND gate 19, so that the AND gate 19 outputs a no-level signal P6.

Therefore, the electromagnet 10 is
The freewheel 4 starts rotating freely. By doing so, the rotational speed of the freewheel 4 will not be reduced due to causes other than natural damping.

(3) When the vehicle stops from the state of (2) when the vehicle is stopped, the high level signal P5 is output from the vehicle running state detection device 18, so the high level signal P7 is output from the AND gate 26, The engine stop circuit 22 stops the engine. This not only eliminates fuel wastage due to idling, but also eliminates exhaust gas emissions while the vehicle is stationary. The engine can be stopped by cutting off the fuel supply to the engine or turning off the ignition circuit.

Furthermore, since the delay circuit 21 is provided to prevent the Ennon from stopping immediately after the vehicle stops, there is no practical disadvantage.

Furthermore, if the power to the ignition system, electromagnetic ports, etc. is completely shut off while the engine is stopped, the load on the battery will be reduced.

(4) When re-starting from state (3) (■) If a start operation is performed from state (3), a high level signal P8 is output from the start operation detection device 23 and the engine is stopped. Since the comparator 15 outputs a high level signal P1 and inputs them to the AND gate 25, the AND gate 25 outputs a high level signal P9.

This high level signal P9 causes the Ennon stop circuit 22 to
At the same time as is being reset, the coil current cutoff circuit 20 is also reset.

Therefore, the inertial energy of the freewheel 4 is transmitted to the crankshaft 1 via the clutch 6 and the flywheel 2, so the engine can be started without using a starter motor.

(5) When the rotation of the freewheel 4 decreases When the freewheel 4 is stopped, the rotation speed of the freewheel 4 is a predetermined rotation speed (800 rpm)
If it is lower than that, Con! Since the blank level signal P5 is no longer output from the regulator 17, the blank level signal P6 is no longer output from the AND gate 19. Therefore, the coil energization cutoff circuit 20 and the engine stop circuit 22 are activated, and the freewheel 4 rotates integrally with the engine, starting the engine.

As explained above, this invention is useful.

When the vehicle is accelerating or running at a steady state, the 1'4 mass body (freewheel) is connected to the engine output shaft (crankshaft).
Since the engine is always rotated integrally with the engine, and is allowed to rotate freely when the vehicle is decelerating, torque fluctuations do not occur during steady driving of the vehicle, and drivability is not impaired.

Moreover, since the kinetic energy possessed by the vehicle is recovered according to the running state of the vehicle, the recovery efficiency is improved.

Further, according to the above-described embodiment, the kinetic energy of the vehicle is recovered by the freewheel, and the engine is stopped when the vehicle is stopped, so that it is possible to prevent fuel wastage due to the retardation. Since the recovered kinetic energy can be used when restarting, the lifespan of the battery and starter can be extended.

[Brief explanation of the drawing]

FIG. 1 is a vertical sectional view of the upper half of an inertial mass source showing an embodiment of the present invention, and FIG. 2 is a block diagram of a control circuit showing an embodiment of the invention. 1... Crankshaft (engine output shaft) 2... Flywheel 4... Freewheel (inertial mass body) 6... Clutch 10... Electromagnet 11... Engine rotation speed detection device 16...・Freewheel rotation speed detection device 15.16.
17...Kojinozorator 19.25.26...AND gate 18...Vehicle running state detection device 20...Coil energization cutoff circuit 22...Engine stop circuit procedure amendment (voluntary) 1982 2 August 8th, Mr. Haruki Shimada, Commissioner of the Japan Patent Office, 1. Indication of the case, Patent Application No. 5,613,5578, 2. Name of the invention, Inertial mass body control device in an engine, 3. Person who corrects the case. Patent applicant: Takara-cho, Kanayō-ku, Yokohama City, Kanagawa Prefecture Address 2 (399) Nissan Motor Co., Ltd. 4, Agent 5-5, 1-20 Higashi-Ikebukuro, Toshima-ku, Tokyo, drawings subject to amendment 6 Contents of amendment The drawing ``Figure 2'' will be amended as shown in the attached corrected drawing. 7 Attached documents

Claims (1)

[Claims] 1 Vehicle running state in which the running state of the vehicle is detected in an engine equipped with an inertial mass body that can selectively rotate between a state in which it rotates freely and a state in which it rotates integrally with respect to the output shaft of the engine by engaging and disengaging a clutch. Depending on the detection device and its detection results, the vehicle? The inertial mass body is configured to rotate integrally with the output shaft when the vehicle is traveling at JO speed or substantially steady, and to rotate freely with respect to the output shaft when the vehicle is decelerating. An inertial mass body control device for Ennon, characterized in that it is provided with a clutch control means for controlling a clutch.