JPS5847626A - Clutch capacity changing method for internal-combustion engine - Google Patents

Abstract

PURPOSE:To upgrade a running capacity by detecting output torques of two internal- combustion engines used as a power source, and controlling an electromagnetic powder clutch with an optimum clutch capacity in proportion to the torques, and reducing the fluctuations of transmission output and vibrations. CONSTITUTION:An accelerating signal (a) transmitted from a micro switch 69, which is closed when a throttle valve of a carbureter for the primary engine 1, negative pressure signals (b) and (c), transmitted from negative pressure sensors 78 and 79, which electrically detect intake negative pressures from the primary and secondary engines 1 and 2, a variable speed stage signal (d) from a transmission 73 and a rotary speed signal (e) from a pickup 75 are input into a control unit 80 respectively. The control unit 80 judges these input signals based on their own conditions, computes and obtains the output torques of the engines from the stored data, transmits clutch control signals (f) and (g) in proportion to the output torques thus obtained and changes the capacity of disconnection and connection of the electromagnetic powder clutches 42 and 76. Therefore, the engines are constantly controlled with the optimum clutch capacity, thereby eliminating the transmission of torque fluctuations of the engines. This construction makes it possible to reduce vibration and hence upgrade a running capacity.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method for changing the clutch capacity of an internal combustion engine that detects the output torque of the internal combustion engine and changes the transmission capacity of the clutch according to the output torque to enable smooth running. .

Conventionally, the output torque of an internal combustion engine has been connected/disconnected by a clutch and transmitted to a transmission or an output shaft. In this case, the clutch is operated irrespective of the output torque of the internal combustion engine, and it has not been possible to adjust the latch capacity as necessary and sufficient in response to fluctuations in the output torque of the internal combustion engine. For this reason, fluctuations in the output torque of the internal combustion engine are transmitted as they are, causing increased vibration and deterioration of driving performance.

In view of the above-mentioned drawbacks, the present invention provides an internal combustion engine capable of detecting the output torque of the internal combustion engine, controlling the clutch with an optimal clutch capacity corresponding to the output torque, and reducing fluctuations in the transmitted output torque. A method of changing clutch capacity is provided.

Hereinafter, the first embodiment of the present invention will be explained with reference to the drawings = In this embodiment, a plurality of power sources that can combine 2III engines and output the combined output torque of both engines according to the required torque. Using an internal combustion engine with
An electromagnetic powder clutch whose clutch capacity can be changed electrically and which can transmit the output torque of an internal combustion engine will be explained.

First, FIG. 1 is a skeleton diagram showing the concept of the present invention, and in this embodiment, it is roughly divided into a first engine 1, a second engine 2, a clutch section 3, an output shaft section 4, a flywheel section 5, It is composed of a rotation speed detection section 11, an output clutch section 72, and a transmission 13.

The first and second engines 1.2 are independent and can be controlled individually, and the first engine 1 is directly connected to the output shaft section 4, and the second engine 1.2 is connected directly to the output shaft section 4. 2 is connected to an output shaft section 4 via a clutch section 3, and the output shaft section 4 combines the outputs of both engines 1.2 and transmits them to a flywheel section 5.

An electromagnetic powder clutch 42 that electrically connects and disconnects the shafts is used in the clutch section 3, and its drive member is screwed to the crankshaft of the second engine 2. It is connected to the output shaft section 4. This output shaft section 4 is made up of three self-vehicles as shown.

A converter wheel 74 of a rotation speed detector 71 is fixed to the clutch shaft 54 of the flywheel portion 5, and a magnetic change caused by the rotation of the converter 14 is detected by a pickup coil 75. The output of the pickup coil 75 electrically detects the rotation speed of the clutch shaft 54, that is, the output rotation speed of the internal combustion engine.

A variable displacement electromagnetic powder clutch 16 in an output clutch section 72 is connected to this clutch shaft 54, and a speed change input shaft 11 of a transmission 73 is connected to the driven side of this electromagnetic powder clutch 76. It is.

Next, FIG. 2 shows the control system in this embodiment.
Acceleration signal a1 from microswitch 69, which closes when the throttle valve of the carburetor of the first engine 1 is fully opened.Negative pressure sensor 18, which electrically detects the suction negative pressure of the second engine.
Negative pressure signals S and C from 79 and gear stage signal d1 from transmission 13 and rotational speed signal e from pickup 75 are input to I11 control device 80, respectively.
The clutch control signal t19, which is the 00 control output, is input to the electromagnetic powder clutches 42 and 76, respectively. This control device 80 has a storage mechanism and an arithmetic mechanism inside it, judges the input signal under the respective conditions, compares it with the stored value, performs an operation, and uses the result to control the two electromagnetic powder clutches 42. .76 connection/disconnection and connection capacity can be changed. The storage mechanism within this control device 80 stores the output and power torque of this internal combustion engine in advance based on the correlation between its output rotation speed and negative pressure value.
This mechanism allows you to determine the output torque from the corresponding stored values by inputting the output rotation speed and negative pressure value.

Next, the operation of this embodiment will be explained with reference to FIG.

0) Starting the engine 1.2 When the flywheel 53 is rotated by a starter (not shown), the rotation of the flywheel 53 is transmitted to the engine 1.2 (at this time, the electromagnetic powder clutch 42 is connected directly with the control current flowing through it). ), the engine 1.2 is started. When both engines 1.2 are started, the electromagnetic powder clutch 42 is released.

0) I control for the required torque of the engine 1.2 When an accelerator pedal (not shown) is depressed, only the first engine 1 is controlled and its output torque is transmitted to the transmission 5-173. When the throttle valve of the first engine is fully opened, the microswitch 69 is turned on and the acceleration signal a
is transmitted to the control device 80. When the acceleration signal a is input, the control device 80 transmits a clutch control signal f to the electromagnetic powder clutch 42, directly connects the electromagnetic powder clutch 42, and applies the output torque of the second engine 2 to the flywheel portion 5. I will add it. The maximum output torque curve of only engine 1 of this 1111 is shown in Fig. 3, and
The curve of the summed maximum output torque by engine 1.2 is shown at 8 in FIG.

(3) The clutch capacity control device 80 of the electromagnetic powder clutch 76 receives an acceleration signal a1 and a negative pressure signal S, c.

A gear position signal 61 and a rotation speed signal e are inputted, respectively.
Of these, the negative pressure signals S, C and the rotational speed signal E can be used to compare and contrast with numerical values previously stored in the control device 80, thereby detecting the output torque that the internal combustion engine is outputting at that time. The gear position in use can be determined by the gear position signal d. For example, in 1st to 3rd gears, the engine is set at full throttle to prevent insufficient transmission of driving force and heat generation due to clutch slippage. A clutch control signal 0 is output so that the electromagnetic powder clutch 76 is controlled to a larger clutch capacity (this clutch 113111 signal g is a pulse wave,
(The clutch capacity is changed depending on the frequency or pulse width of the pulse wave.)

For example, in Fig. 3, if the output torque of the internal combustion engine at that point is detected to be at point X, the corresponding clutch capacity @
x' is controlled to be larger than the output torque, for example, about 1.4 times, and if the output torque is at point Y, the clutch capacity is varied to point Y', and the clutch capacity is always changed in relation to the corresponding output torque. I'm letting you do it. This results in internal combustion lI
The peak value due to fluctuations in the output torque of Iw4 is removed, and a smooth output is transmitted to the transmission 13 and the wheels at any output torque.

Although the internal combustion *m having multiple power sources has been described above, the present invention can also be applied to general internal combustion engines.

That is, in FIG. 4, components having functions other than the engine 111I are designated by the same reference numerals.

When the suction negative pressure signal is received from the negative pressure sensor 78 attached to the carburetor of the engine 1, the rotational speed signal e detected from the rotational speed detection section 71 and the gear position signal d from the gear transmission 73 are controlled. It is being input into the device 80.

In this #JIl device 80, the output torque of this engine and the running resistance curve (R/L) of the vehicle are stored in advance in the relationship between the rotation speed and negative pressure. , the mechanism is such that the output torque at that time can be determined from the corresponding stored value.

Further, in order to detect the transient state of the engine, an acceleration signal a is input from the accelerator switch 69' to the MiIl device 80, and when this signal is input, the control device 80
The magnitude of the value is determined, and if it exceeds a preset value, the output torque of the engine is read moment by moment and the clutch control signal 9, which changes moment by moment, is transmitted to the variable capacity clutch 7.
6.

Next, the operation of this embodiment will be explained with reference to FIG.

Now, when the vehicle is running steadily with the gear position at the top, it is assumed that the engine torque is at point P in FIG. 5 based on the negative pressure signal, 0 rotation number e, and the gear position signal d. In the control device 80, P
The torque at the point is read, and the clutch control signal is controlled so as to apply a torque P' approximately 1.4 times that torque to the variable capacity electromagnetic powder clutch 16.

While driving, the negative pressure and rotational speed constantly fluctuate, but if the acceleration signal a is input and its value is below a predetermined value, the clutch control signal g will not change, and if the value exceeds the predetermined value, the clutch control signal will be activated. The signal 9 reads the engine torque moment by moment and applies a control current equivalent to 1.4 times the torque to the clutch 76.
send to

In addition, in order to use the 1st to 3rd gears for a short time and to achieve smooth starting characteristics, the gear shift @d is set to 1.
~ When 3rd gear is detected, if the negative pressure signal and the number of revolutions @e are above the R/L curve in Figure 5, clutch control is performed with a torque equivalent to about 1.4 times the engine's full-open torque. A signal g is output.

However, when the negative pressure signal and the rotational speed signal e are below the R/L9- curve, 1 of the engine torque at that time.
．． The torque is controlled to about 4 times as much, and a sufficient latch capacity can be obtained with the necessary folds.

In FIG. 5, A indicates the torque of the engine 1 at partial load, and B indicates the torque at full load.

Since the present invention is configured as described above, it is possible to change the clutch capacity to be transmitted according to changes in the output torque of the internal combustion engine, and to always control the clutch capacity with the optimum clutch capacity, so that fluctuations in the output torque of the internal combustion engine can be maintained as is. Since no vibration is transmitted, vibrations are reduced and running performance is improved.

[Brief explanation of the drawing]

Fig. 1 is a skeleton diagram showing the outline of the first embodiment of the present invention, Fig. 2 is a schematic diagram showing the control system in the embodiment of Fig. 1, and Fig. 3 explains the operation of the first embodiment. FIG. 4 is a graph showing the second embodiment of the present invention, and FIG. 5 is a graph explaining the operation of the second embodiment. 1...First engine, 2...Second engine, 3
... Clutch part, 4... Output shaft part, 5... Flywheel part, 42... Electromagnetic powder clutch, 53... Flywheel, 54 River clutch shaft, 69... Microphone port switch, 69' river accelerator switch, 71... Rotation speed detection section, 12... Output clutch section, 13... Transmission, 74... Converted vehicle, 15... Pickup, 16
... Electromagnetic powder clutch, 77 ... Speed change input shaft, 78
．． 19... Negative pressure sensor, 8o... Control I installation. Patent Applicant: Fuji II Gyo Co., Ltd. Representative Patent Attorney: Nobuo Komaki, Patent Attorney: Susumu Murai 11- 3g3 Drawing 1/2/1 (r, P/next) 7.4 area 15 Hi to r- electric

Claims (1)

[Claims] A clutch that is connected to the output shaft of the internal combustion engine and can change its transmission capacity; a means for detecting the output rotation speed of the internal combustion engine; a means for detecting suction negative pressure; A clutch for an internal combustion engine, comprising: a control device that determines an output torque of the engine and outputs a connection signal to the clutch, and controls the clutch so that the clutch has an optimal clutch capacity in response to the output torque of the internal combustion engine. How to change capacity.