JPS6383429A - Variable mass type flywheel - Google Patents

Abstract

PURPOSE:To improve a responsibility for acceleration and to save fuel cost in a high rotational speed area, by rotating a flywheel main body and a sub flywheel integrally until a specific rotation area is reached and permitting the sub flywheel to rotate freely with respect to the flywheel main body when the area is exceeded. CONSTITUTION:A flywheel 1 is so constructed that when an engine is in a low rotational area the rotation of a flywheel main body 2 is transmitted to a sub flywheel 3 so that both wheels rotate integrally and the mass of the flywheel 1 is a total of the mass of the main body 2 and the sub flywheel 3. Then, when the r.p.m. of the engine has reached a specific rotational speed area, an increase in the rotation of the main body 2 increases a centrifugal force to encourage a governor weight 15 so that a lining 14 displaces in a direction A about a support shaft 16 as a fulcrum. Therefore, a pressed member 13 begins to separate from outer circumferential surface 12 of the sub flywheel. As a result, the rotation of the main body 2 is not transmitted to the sub wheel 3 so that the wheel 3 rotates freely with respect to the main body 2, the rotation of the flywheel 1 is caused only by the main body 2 and the mass of the wheel 1 only that of the main body 2.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a flywheel for an automobile engine, and more particularly to a variable mass flywheel whose inertial mass changes as the engine speed increases.

[Conventional technology]

Automotive engines generally have Ml depending on the engine, and although the shape is not uniform, it is necessary to ensure smooth engine rotation and inertia MW.
The engine is equipped with a flywheel (flywheel mass) that stores the rotational power of the engine and equalizes the torque (rotational force).

This flywheel has a mass that stabilizes the rotation of the engine in the low rotation range (idling) and does not interfere with the response until the engine reaches the high rotation range. The above-mentioned mass is currently set to a mass value that is the greatest common divisor to satisfy as many conditions as possible in each rotation range through repeated various tests.

[Problems to be solved by the invention] In theory, the flywheel has a heavy l'tN when the engine is running at low speeds, and has good response and sufficient power and torque when the engine speeds up (acceleration) or at high speeds. It is said that it is preferable to have a relatively light mass in order to reduce the engine's power consumption, and also to save fuel consumption of the engine.

On that point, as mentioned above, conventional flywheels are set to a constant mass value that is the greatest common divisor, and there is no one that has an ideal ¥1 star for each rotation range, for example, Although it has sufficient weight in the low rotation range, it tends to be overweight in the medium to high rotation range, resulting in insufficient response to the accelerator and difficulty in improving fuel efficiency. There are some drawbacks, such as
There was plenty of room for improvement.

[Means for solving problems]

As a result of intensive research in view of the above points, the inventors of the present invention have found that a flywheel that is heavy in the low rotation range and light in mass in the middle and high rotation ranges has been developed in each rotation range as described above. The inventors have discovered that the flywheel has a preferable mass, and have completed the present invention.

That is, the present invention provides a flywheel main body that is pivotally supported by a crankshaft, a sub-flywheel that is rotatable relative to the crankshaft and rotatable concentrically with the main body, and a sub-flywheel that is rotatable with respect to the crankshaft and concentrically with the main body. A variable WM type rough flywheel characterized by comprising a rotation transmission mechanism that integrally rotates the flywheel up to a specific rotation range, and rotates the sub-flywheel freely relative to the flywheel body when the specific rotation range is exceeded. This is the summary.

〔Example〕

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

1 and 2 show one embodiment of the present invention, and the variable mass type flywheel 1 of the present invention basically comprises a flywheel main body 2, a sub-flywheel 3, and a rotation transmission mechanism 4. It is something that

The flywheel main body 2 is set to have a predetermined mass and has a disc shape with an annular convex portion 5 on one side.The flywheel main body 2 is pivotally supported at the tip of the engine crankshaft 6, and constantly rotates integrally with the shaft 6. do. A clutch disc 7 is provided on the surface of the main body 2 opposite to the surface on which the annular convex portion 5 is provided.
, an input shaft 8, a diaphragm spring 9, and the like.

The sub-flywheel 3 has a donut-like disc shape set at a predetermined TXy & in relation to the flywheel main body 2, and is press-fitted (after press-fitting) into the hair ring part 10 provided on the crankshaft 6. , is provided rotatably with respect to the crankshaft 6 via a roll bearing 11 (locked by a C-ring 18 for a stopper), and is set relative to the crankshaft 6 with respect to the flywheel body 2. It is rotatably provided concentrically.

The rotation transmission mechanism 4 transmits the rotation of the flywheel body 2 to the sub-flywheel 2 until the rotation of the engine reaches a specific rotation range, and rotates the main body 2 and the sub-flywheel 3 integrally, or In the case of a rotation range exceeding a specific rotation range, the rotation transmission of the flywheel main body 2 is interrupted, the sub-flywheel 3 is allowed to rotate freely relative to the flywheel main body, and only the flywheel main body 2 is rotated. It is something. That is, the transmission mechanism 4 has a crimped body 1 in contact with the outer circumferential surface 12 of the sub-flywheel.
3 (shoes), and the lining 14 has a governor weight 15 at one end.
A spindle 1 having a main body with the other end fixed to the flywheel body
6 and is pressed toward the sub-flywheel 3 by an elastic body 17 such as a spring fixed to a predetermined location of the annular convex portion 5 of the flywheel body, and the crimping body 13 is pressed against the outer circumference of the sub-flywheel. It is configured to be crimped onto the surface 12.

The above-mentioned specific rotation range is a rotation range of the engine in which the mass of the flywheel 1 of the present invention should be reduced, and specifically, the sub-flywheel 3 is rotated freely relative to the flywheel body 2 to fly the flywheel. This refers to a transient region in which only the wheel body 2 is rotated. In the present invention, the specific rotation range is, for example, when the engine rotation range is classified into a low rotation range, a medium rotation range, and a high rotation range. Territory Mi
). In addition, at the same time as setting the specific rotation range, the masses of the flywheel body 2 and the subflywheel 3 are also selected and set as appropriate, and the elastic force of the elastic body 17 in the rotation transmission mechanism 4 is set to a predetermined value. The lining 14 can be displaced against the elastic force of the elastic body 17 in a specific rotation range.

Next, the operation of the present invention will be explained.

In the flywheel 1 of the present invention, when the rotation of the engine (the direction of rotation is in the direction of arrow C in FIG. 1) is in a low rotation range, the flywheel main body 2 rotates according to the rotation of the crankshaft 6, and the rotation transmission mechanism Since the relining 14 is pressed toward the sub-flywheel side by the elastic force of the elastic body 17 at 4, the crimping body 13 is crimped to the sub-flywheel outer peripheral surface 12, and the flywheel 1° is in close contact with the flywheel 3 due to the frictional force. is maintained. As a result, the rotation of the flywheel body 2 is transmitted to the sub-flywheel 3, and the flywheel body 2 and the sub-flywheel 3 rotate as one. At this time, the mass of the flywheel 1 is the sum of the masses of the flywheel main body 2 and the sub-flywheel 3.

Next, when the rotation of the engine reaches a medium rotation range (specific rotation range), centrifugal force increases due to the increase in rotation of the flywheel body 2, and the weight of the governor weight 15 helps to cause the lining 14 to move as shown in FIG. As shown in FIG. 2, the crimping body 13 is displaced against the elastic force of the elastic body 17 with the support shaft 16 as a fulcrum in the direction indicated by the arrow in the figure.
It starts for 1 minute. As a result, the flywheel body 2
Since the rotation of the sub-flywheel 3 is no longer transmitted to the sub-flywheel 3, the sub-flywheel 3 is in a state of free rotation with respect to the flywheel body 2, and the flywheel 1 of the present invention only rotates the flywheel body 2. The condition is m1 as well when the engine rotation is in the high rotation range.
/'E). At this time, the mass of the flywheel 1 is the mass of only the flywheel body. In this case, it goes without saying that the sub-flywheel 3 is in a state of free rotation with respect to the crankshaft 6 via the roller bearing 11.

On the other hand, when the engine moves from a high speed range to a medium speed range and then to a low speed range, the centrifugal force weakens due to the deceleration of the rotation of the flywheel body, and as shown in Figure 1, the lining 1
4 is pressed by the elastic force of the elastic body 17 and is displaced (restored) in the direction of arrow B in the figure, and the crimp body 13 is crimp-bonded to the outer peripheral surface 12 of the sub-flywheel. As a result, the sub-flywheel 3 rotates together with the flywheel main body 2 again. At this time, the mass of the flywheel 1 is again the sum of the masses of the flywheel main body 2 and the sub-flywheel 3.

〔Effect of the invention〕

As explained above, the variable mass type flywheel of the present invention is constructed by dividing the flywheel itself into two parts, such as the flywheel main body and the sub-flywheel, and the main body and the sub-flywheel are rotated at a specific speed by a rotation transmission mechanism. Since the flywheel is configured to rotate both integrally across the rotation range, or to rotate only the flywheel itself, it changes depending on the rotation range, compared to a conventional flywheel that always has a constant 'ffff1. It becomes possible to change the mass of the flywheel, and as a result, it is possible to set an appropriate mass of the flywheel for each rotation range. Specifically, if the specific rotation range mentioned in item 2 is a medium rotation range, the flywheel main body and sub-flywheel rotate as a unit in the low rotation range, so the mass is the sum of the two, and the mass is heavy in the medium rotation range. In the high rotation range, only the flywheel body rotates, so the MN also has only the mass of the main body, which reduces the weight.This makes it possible to improve the accelerator response and save fuel in the high rotation range. becomes.

Therefore, according to the present invention, there is an excellent effect in that it is possible to realize the ideal flywheel mass setting, which is preferable to be heavy in the low rotation range and light in the middle rotation range and above.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention, and FIG. 1 is a front explanatory view of the variable mass type flywheel of the present invention, and FIG. 2 is a side longitudinal section of the variable mass type flywheel of the present invention. l...Variable mass flywheel 2...Flywheel body 3...Sub flywheel 4...Rotation transmission mechanism 6...Crankshaft

Claims (1)

[Claims] The flywheel body is pivotally supported by the crankshaft,
a sub-flywheel that is rotatable relative to the crankshaft and rotatable concentrically with the main body;
The flywheel body and the sub-flywheel are integrally rotated up to a specific rotation range, and when the rotation range is exceeded, the sub-flywheel is rotated freely relative to the flywheel body. Variable mass flywheel.