WO2011074514A1 - Vibration reduction device for engine - Google Patents

Vibration reduction device for engine Download PDF

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Publication number
WO2011074514A1
WO2011074514A1 PCT/JP2010/072329 JP2010072329W WO2011074514A1 WO 2011074514 A1 WO2011074514 A1 WO 2011074514A1 JP 2010072329 W JP2010072329 W JP 2010072329W WO 2011074514 A1 WO2011074514 A1 WO 2011074514A1
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Prior art keywords
engine
clutch
starter generator
crankshaft
reduction device
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PCT/JP2010/072329
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French (fr)
Japanese (ja)
Inventor
宏 角田
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いすゞ自動車株式会社
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Publication of WO2011074514A1 publication Critical patent/WO2011074514A1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
    • F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/06—Engines with means for equalising torque

Definitions

  • the present invention relates to an engine vibration reducing device, and more particularly to a technique for reducing rolling vibration due to torque fluctuation.
  • the inertial system is a so-called heron balancer.
  • the inertia system those using a starter generator, those adding a new weight, and those adding a weight to the primary balancer are considered.
  • a reciprocating piston engine equipped with these is also known (see Patent Document 1).
  • Fig. 3 shows the principle of the Heron balancer.
  • Tr T ( ⁇ ) ⁇ (I 1 + ⁇ g i I i ) / (I 1 + ⁇ g i 2 I i )
  • ⁇ is the crank angle
  • T ( ⁇ ) is the crank torque
  • Tr is the torque reaction force
  • I 1 is the moment of inertia around the crankshaft
  • I i is the moment of inertia of the i-th rotating body
  • g i is the i-th moment.
  • E is the engine
  • H the heron balancer
  • r 1 is the radius of the crankshaft
  • ri is the radius of the heron balancer.
  • (I 1 + ⁇ g i 2 I i ) in the denominator is the effective moment of inertia of the engine, and is all positive regardless of the direction of rotation. From the above equation, the torque reaction force Tr is minimized by providing a rotating body (so-called heron balancer) that is accelerated in reverse rotation from the engine so that (I 1 + ⁇ g i I i ) is minimized. be able to.
  • the inertia moment I 1 around the crank is dominated by the inertia moment of the flywheel and pressure plate whose outer diameter is determined by the size of the clutch disc, and it is difficult to reduce it greatly. Therefore, if an attempt is made to suppress the torque reaction force of the engine, that is, rolling vibration, the effective moment of inertia of the engine increases as a result, resulting in deterioration of acceleration performance and fuel consumption.
  • the present invention has been made in view of the above circumstances, and an object thereof is to provide an engine vibration reduction device capable of improving acceleration performance and fuel consumption.
  • the present invention provides an engine vibration reduction device that reduces rolling vibration by an inertia moment of a starter generator connected to an engine crankshaft and rotating in a reverse direction to the crankshaft.
  • a clutch interposed between the starter generator and the clutch for connecting / disconnecting the power, and the clutch being disconnected when the engine is accelerated, and then the clutch is engaged when the engine is finished accelerating and is in constant speed operation.
  • a control device for performing the operation.
  • a rotation sensor for detecting a rotation speed of the starter generator and the control device controls the starter generator by inverter control when the engine is stopped and the engine is in a constant speed operation after disengaging the clutch. It is preferable that the clutch is engaged after being synchronized with the engine speed.
  • the crankshaft is provided with a drive gear
  • the rotation shaft of the starter generator is rotatably provided with a driven gear meshing with the drive gear via a bearing, and the driven gear and the rotation shaft of the starter generator It is preferable that the clutch is interposed therebetween.
  • the clutch is an electromagnetic clutch.
  • a rotating plate is integrally provided on a rotating shaft of the starter generator, and the clutch is provided between the rotating plate and the driven gear.
  • acceleration performance and fuel efficiency can be improved.
  • reference numeral 1 denotes an automobile engine, for example, a reciprocating engine having a small number of cylinders, for example, 3 cylinders or less.
  • the engine 1 includes a crankshaft 3 having a plurality of crank portions 2 that connect piston rods, and a starter generator 4 is connected to the crankshaft 3.
  • the starter generator 4 includes a rotating shaft 6 provided rotatably in a housing 5, a rotor 7 provided on the rotating shaft 6, and a stator 8 provided in the housing 5 so as to surround the rotor 7. And.
  • the starter generator 4 has a function of a motor and a function of a generator, functions as a motor when the engine 1 is started, and functions as a generator after the engine 1 is started.
  • the crankshaft 3 is provided at one end of the crankshaft 3.
  • a starter generator 4 is connected via a speed increasing gear mechanism 9 for transmitting the rotation at a rotational speed faster than the rotational speed of the crankshaft 3 in the rotational direction opposite to the rotational direction.
  • the speed increasing gear mechanism 9 includes a driving gear (first gear) 10 provided at one end of the crankshaft 3 and a driven gear (one that is provided at one end of the rotating shaft 6 of the starter generator 4 and meshes with the driving gear 10. (Second gear) 11.
  • the speed increasing gear mechanism 9 is set to an appropriate gear ratio so that the starter generator 4 exhibits an effective moment of inertia that reduces the rolling vibration of the engine 1.
  • the starter generator 4 since the starter generator 4 is always connected to the engine, the starter generator 4 becomes a heavy load especially when the engine 1 is accelerated, and the acceleration performance and fuel consumption of the engine 1 are deteriorated. It is known to improve the fuel consumption by stopping the generator power generation during acceleration. Also, the influence of the moment of inertia due to the larger generator is not negligible.
  • the engine 1 is interposed between the crankshaft 3 and the starter generator 4 to connect / disconnect power.
  • the driven gear 11 is rotatably provided on the rotating shaft 6 of the starter generator 4 via a bearing (for example, a ball bearing) 14, and between the driven gear 11 and the rotating shaft 6 of the starter generator 4.
  • the clutch 12 is preferably interposed.
  • a rotating plate 15 is integrally provided on the rotating shaft 6, and a clutch 12 is provided between the rotating plate 15 and the driven gear 11.
  • the clutch 12 may be, for example, a mechanical or fluid clutch, but is preferably an electromagnetic clutch.
  • the electromagnetic clutch preferably includes a sliding mechanism.
  • the engine 1 is provided with an engine rotation sensor 16 for detecting the rotation speed of the crankshaft 3 that is the engine rotation speed
  • the starter generator 4 is provided with a rotation sensor (starter for detecting the rotation speed of the rotation shaft 6).
  • a generator rotation sensor) 17 is provided.
  • the control device 13 disengages the clutch 12 based on detection signals from the engine rotation sensor 16 and the starter generator rotation sensor 17, and then when the engine 1 finishes accelerating and starts constant speed operation.
  • the starter generator 4 is synchronized with the engine speed by inverter control and then the clutch 12 is engaged.
  • the clutch 12 is brought into contact when the rotational speed of the rotary shaft 6 of the starter generator 4 and the rotational speed of the driven gear 11 driven by the crankshaft 3 via the drive gear 10 are the same. It has become.
  • the clutch 12 when the clutch 12 is connected, it is possible to prevent the impact or impact sound (sounding sound) applied from the drive gear 10 to the driven gear 11 and damage to the drive gear 10 and the driven gear 11 due to the impact, and the speed increasing gear mechanism. 9, the durability of the vibration reducing device including the clutch 12 and the starter generator 4 can be improved.
  • the clutch 12 is disengaged, and then the high-speed gear position is reached.
  • the clutch 12 is connected after synchronizing the rotation speed of the starter generator 4 with the engine rotation speed by inverter control in a functioned state, and after that connection, the starter generator 4 is caused to function as a generator.
  • the control device 13 It is preferable that not only the engine speed but also the vehicle speed a and the accelerator opening b are input to the control device 13 as information for knowing that the engine 1 is accelerating. Even when the engine 1 is accelerating, it is preferable to input information such as the engine water temperature c and the current consumption d as information when it is not preferable to disengage the clutch 12. When the engine water temperature c is low (when the engine is not warmed up) or when the current consumption d is large (when the light switch is turned on), the clutch 12 is disengaged even when the engine 1 is accelerating. It is preferable that the setting is made so as not to cause the failure.
  • the engine 1 preferably includes a primary balancer that reduces primary vibrations.
  • the clutch 12 that is interposed between the crankshaft 3 and the starter generator 4 and connects and disconnects power, and the clutch when the engine 1 is accelerated. 12 and then the control device 13 for engaging the clutch 15 when the acceleration of the engine 1 is finished and the engine is in a constant speed operation, the clutch 12 is disconnected when the engine 1 is accelerated.
  • an increase in the effective moment of inertia during engine acceleration can be suppressed, so that the acceleration performance of the engine can be improved and the fuel efficiency can be improved.
  • the engine 1 in general acceleration, the engine 1 is rotated from a low gear position to a high rotation, the gear position is sequentially increased, and the rotational speed when reaching the target speed does not change greatly.
  • the starter generator 4 is raised to the rotational speed of the engine 1, excess rotational energy is not consumed, and fuel efficiency can be improved.
  • a rotation sensor 17 for detecting the rotation speed of the starter generator 4 is further provided, and after the control device 13 has disengaged the clutch 12, the acceleration of the engine 1 is finished and the engine is in a constant speed operation. Since the starter generator 4 is synchronized with the engine speed by inverter control and then the clutch 12 is brought into contact, the impact and impact sound (hitting sound) at the time of reconnection, the drive gear 10 and the driven gear 11 can be prevented from occurring.
  • a driving gear 10 is provided on the crankshaft 3, and a driven gear 11 that meshes with the driving gear 10 is rotatably provided on the rotating shaft 6 of the starter generator 4 via a bearing 14. Since the clutch 12 is interposed between the rotation shaft 6 of the starter generator 4 and the crankshaft 3 and the starter generator 4 can be easily connected and disconnected with a simple configuration. Simplification and cost reduction can be achieved.
  • the clutch 12 is an electromagnetic clutch, there is less slipping than a mechanical or fluid clutch, and the connection / disconnection can be performed reliably.
  • a rotary plate 15 is integrally provided on the rotary shaft 6 of the starter generator 4, and the clutch 12 is provided between the rotary plate 15 and the driven gear 11. Connection and disconnection with the driven gear 11 rotatably provided on the shaft 6 through the bearing 14 can be easily performed with a simple structure.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Provided is a vibration reduction device for an engine, wherein the acceleration performance and the fuel efficiency can be improved. A vibration reduction device for an engine (1), wherein a rolling vibration is reduced by the inertia moment of a starter generator (4) which is connected to a crank shaft (3) of the engine (1) and which rotates in a direction opposite to the crank shaft (3), is provided with: a clutch (12), which is provided between the crank shaft (3) and the starter generator (4), to block and transmit power; and a control device (13) which disconnects the clutch (12) when the engine (1) is accelerated and which connects the clutch (12) when the engine is driven at a constant speed after the acceleration of the engine is finished.

Description

エンジンの振動低減装置Engine vibration reduction device
　本発明は、エンジンの振動低減装置に係り、特にトルク変動によるローリング振動を低減する技術に関するものである。 The present invention relates to an engine vibration reducing device, and more particularly to a technique for reducing rolling vibration due to torque fluctuation.
　気筒数の少ない例えば３気筒以下のレシプロエンジンでは、トルク変動によるローリング振動が問題となる。そこで、この問題を解決するために、エンジンのクランク軸の回転方向とは逆の方向に回転する慣性系を設け、この慣性系に生じるトルク反力によりクランク軸回りに生じるトルク反力を打ち消し、エンジンのローリング振動を低減することが行われている。 In a reciprocating engine with a small number of cylinders, for example, 3 cylinders or less, rolling vibration due to torque fluctuation becomes a problem. Therefore, in order to solve this problem, an inertia system that rotates in a direction opposite to the rotation direction of the crankshaft of the engine is provided, and the torque reaction force generated around the crankshaft is canceled by the torque reaction force generated in the inertia system. Reducing engine rolling vibration has been done.
　前記慣性系は、いわゆるヘロン・バランサである。前記慣性系としては、スタータジェネレータを利用したもの、新たな重りを追加したもの、一次バランサに重りを追加したものが考えられている。また、これらを備えた往復ピストン式エンジンも知られている（特許文献１参照）。 The inertial system is a so-called heron balancer. As the inertia system, those using a starter generator, those adding a new weight, and those adding a weight to the primary balancer are considered. A reciprocating piston engine equipped with these is also known (see Patent Document 1).
　図３は、へロン・バランサの原理を示している。 Fig. 3 shows the principle of the Heron balancer.
　このヘロン・バランサにおいて、トルク反力Ｔｒは、
　　Ｔｒ＝Ｔ（θ）×（Ｉ1＋ΣｇiＩi）／（Ｉ1＋Σｇi 2Ｉi）
となることが知られている。ここで、θはクランク角、Ｔ（θ）はクランクトルク、Ｔｒはトルク反力、Ｉ1はクランク軸回りの慣性モーメント、Ｉiはｉ番目の回転体の慣性モーメント、ｇiはｉ番目の回転体のギア比である。図３中、Ｅはエンジン、Ｈはヘロン・バランサ、ｒ1はクランク軸の半径、ｒｉはヘロン・バランサの半径である。 In this Heron balancer, the torque reaction force Tr is
Tr = T (θ) × (I 1 + Σg i I i ) / (I 1 + Σg i 2 I i )
It is known that Here, θ is the crank angle, T (θ) is the crank torque, Tr is the torque reaction force, I 1 is the moment of inertia around the crankshaft, I i is the moment of inertia of the i-th rotating body, and g i is the i-th moment. This is the gear ratio of the rotating body. In FIG. 3, E is the engine, H is the heron balancer, r 1 is the radius of the crankshaft, and ri is the radius of the heron balancer.
　このとき、分母の（Ｉ1＋Σｇi 2Ｉi）が、エンジンの有効慣性モーメントであり、回転の向きに関係なく全て正の値である。上記式から、トルク反力Ｔｒは、（Ｉ1＋ΣｇiＩi）が最小となるように、エンジンとは逆回転の増速された回転体（いわゆるヘロン・バランサ）を設けることで最小とすることができる。 At this time, (I 1 + Σg i 2 I i ) in the denominator is the effective moment of inertia of the engine, and is all positive regardless of the direction of rotation. From the above equation, the torque reaction force Tr is minimized by providing a rotating body (so-called heron balancer) that is accelerated in reverse rotation from the engine so that (I 1 + Σg i I i ) is minimized. be able to.
　クランク回りの慣性モーメントＩ1は、クラッチディスクのサイズから外径が決まってしまうフライホイール、プレッシャプレートの慣性モーメントが支配的であり、大きく低減することは難しい。従って、エンジンのトルク反力、すなわちローリング振動を抑えようとすると、結果的にエンジンの有効慣性モーメントが増加し、加速性能の悪化や燃費の悪化を生じてしまう。 The inertia moment I 1 around the crank is dominated by the inertia moment of the flywheel and pressure plate whose outer diameter is determined by the size of the clutch disc, and it is difficult to reduce it greatly. Therefore, if an attempt is made to suppress the torque reaction force of the engine, that is, rolling vibration, the effective moment of inertia of the engine increases as a result, resulting in deterioration of acceleration performance and fuel consumption.
公表特許公報２００４－５３３５７５号Published Patent Publication No. 2004-533575
　本発明は、前記事情を考慮してなされたものであり、加速性能の向上及び燃費の向上を図ることができるエンジンの振動低減装置を提供することを目的とする。 The present invention has been made in view of the above circumstances, and an object thereof is to provide an engine vibration reduction device capable of improving acceleration performance and fuel consumption.
　前記目的を達成するために、本発明は、エンジンのクランク軸に接続され該クランク軸とは逆回転するスタータジェネレータの慣性モーメントによりローリング振動を低減するエンジンの振動低減装置において、前記クランク軸と前記スタータジェネレータとの間に介設され、動力を断接するためのクラッチと、前記エンジンの加速時に前記クラッチを断にし、その後エンジンの加速が終了して定速度運転になった時に前記クラッチを接にする制御装置とを備えたことを特徴とする。 In order to achieve the above object, the present invention provides an engine vibration reduction device that reduces rolling vibration by an inertia moment of a starter generator connected to an engine crankshaft and rotating in a reverse direction to the crankshaft. A clutch interposed between the starter generator and the clutch for connecting / disconnecting the power, and the clutch being disconnected when the engine is accelerated, and then the clutch is engaged when the engine is finished accelerating and is in constant speed operation. And a control device for performing the operation.
　前記スタータジェネレータの回転数を検出する回転センサを更に備え、前記制御装置が、前記クラッチを断にした後、前記エンジンの加速が終了して定速度運転になった時に前記スタータジェネレータをインバータ制御によりエンジン回転数と同期させてから前記クラッチを接にするように構成されていることが好ましい。 A rotation sensor for detecting a rotation speed of the starter generator; and the control device controls the starter generator by inverter control when the engine is stopped and the engine is in a constant speed operation after disengaging the clutch. It is preferable that the clutch is engaged after being synchronized with the engine speed.
　前記クランク軸には駆動歯車が設けられ、前記スタータジェネレータの回転軸には前記駆動歯車と噛合する従動歯車が軸受を介して回転自在に設けられ、該従動歯車と前記スタータジェネレータの回転軸との間に前記クラッチが介設されていることが好ましい。 The crankshaft is provided with a drive gear, and the rotation shaft of the starter generator is rotatably provided with a driven gear meshing with the drive gear via a bearing, and the driven gear and the rotation shaft of the starter generator It is preferable that the clutch is interposed therebetween.
　前記クラッチが、電磁クラッチであることが好ましい。 It is preferable that the clutch is an electromagnetic clutch.
　前記スタータジェネレータの回転軸には回転板が一体的に設けられ、該回転板と前記従動歯車との間に前記クラッチが設けられていることが好ましい。 It is preferable that a rotating plate is integrally provided on a rotating shaft of the starter generator, and the clutch is provided between the rotating plate and the driven gear.
　本発明によれば、加速性能の向上及び燃費の向上を図ることができる。 According to the present invention, acceleration performance and fuel efficiency can be improved.
本発明の実施形態に係るエンジンの振動低減装置を概略的に示す図である。It is a figure showing roughly the vibration reduction device of the engine concerning the embodiment of the present invention. 本実施形態の効果を説明するための図である。It is a figure for demonstrating the effect of this embodiment. ヘロン・バランサの原理を示す図である。It is a figure which shows the principle of Heron balancer.
　以下に、本発明を実施するための形態を添付図面に基いて詳述する。 Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the accompanying drawings.
　図１において、１は例えば自動車のエンジンであり、気筒数の少ない例えば３気筒以下のレシプロエンジンである。このエンジン１は、ピストンロッドを接続する複数のクランク部２を有するクランク軸３を備えており、このクランク軸３にスタータジェネレータ４が接続されている。 In FIG. 1, reference numeral 1 denotes an automobile engine, for example, a reciprocating engine having a small number of cylinders, for example, 3 cylinders or less. The engine 1 includes a crankshaft 3 having a plurality of crank portions 2 that connect piston rods, and a starter generator 4 is connected to the crankshaft 3.
　このスタータジェネレータ４は、ハウジング５内に回転自在に設けられた回転軸６と、この回転軸６に設けられたロータ７と、このロータ７を囲繞するようにハウジング５内に設けられたステータ８とを備えている。スタータジェネレータ４は、電動機の機能と発電機の機能を有し、エンジン１の始動時には電動機として機能し、エンジン１の始動後は発電機として機能する。 The starter generator 4 includes a rotating shaft 6 provided rotatably in a housing 5, a rotor 7 provided on the rotating shaft 6, and a stator 8 provided in the housing 5 so as to surround the rotor 7. And. The starter generator 4 has a function of a motor and a function of a generator, functions as a motor when the engine 1 is started, and functions as a generator after the engine 1 is started.
　そして、前記スタータジェネレータ４を、クランク軸回りに生じるトルク反力を打ち消してエンジン１のローリング振動を低減するヘロン・バランサないし振動低減装置として用いるために、前記クランク軸３の一端にはクランク軸３の回転方向とは逆の回転方向にクランク軸３の回転数よりも速い回転数で回転を伝えるための増速歯車機構９を介してスタータジェネレータ４が接続されている。 In order to use the starter generator 4 as a heron balancer or vibration reducing device that cancels the torque reaction force generated around the crankshaft and reduces the rolling vibration of the engine 1, the crankshaft 3 is provided at one end of the crankshaft 3. A starter generator 4 is connected via a speed increasing gear mechanism 9 for transmitting the rotation at a rotational speed faster than the rotational speed of the crankshaft 3 in the rotational direction opposite to the rotational direction.
　前記増速歯車機構９は、クランク軸３の一端に設けられた駆動歯車（第１歯車）１０と、スタータジェネレータ４の回転軸６の一端に設けられ、前記駆動歯車１０と噛合する従動歯車（第２歯車）１１とからなっている。また、前記増速歯車機構９は、スタータジェネレータ４がエンジン１のローリング振動を低減する有効な慣性モーメントを発揮するように適切なギア比に設定されている。 The speed increasing gear mechanism 9 includes a driving gear (first gear) 10 provided at one end of the crankshaft 3 and a driven gear (one that is provided at one end of the rotating shaft 6 of the starter generator 4 and meshes with the driving gear 10. (Second gear) 11. The speed increasing gear mechanism 9 is set to an appropriate gear ratio so that the starter generator 4 exhibits an effective moment of inertia that reduces the rolling vibration of the engine 1.
　ところで、スタータジェネレータ４は常時エンジンに接続されているため、特にエンジン１の加速時にはスタータジェネレータ４が大きな負荷になり、エンジン１の加速性能や燃費を悪化させてしまう。なお、加速時にジェネレータの発電を停止して燃費を向上させることは知られている。また、ジェネレータが大型化することによる慣性モーメントの影響も無視できない。 By the way, since the starter generator 4 is always connected to the engine, the starter generator 4 becomes a heavy load especially when the engine 1 is accelerated, and the acceleration performance and fuel consumption of the engine 1 are deteriorated. It is known to improve the fuel consumption by stopping the generator power generation during acceleration. Also, the influence of the moment of inertia due to the larger generator is not negligible.
　そこで、スタータジェネレータ４を備えたエンジン１の加速性能の向上及び燃費の向上を図るために、前記エンジン１は、前記クランク軸３と前記スタータジェネレータ４との間に介設されて動力を断接するためのクラッチ１２と、前記エンジン１の加速時に前記クラッチ１２を断にし、前記エンジン１の加速が終了して定速度運転になった時に前記クラッチ１２を接にするための制御装置１３とを備えている。 Therefore, in order to improve acceleration performance and fuel efficiency of the engine 1 provided with the starter generator 4, the engine 1 is interposed between the crankshaft 3 and the starter generator 4 to connect / disconnect power. And a control device 13 for disengaging the clutch 12 when the engine 1 is accelerated and for bringing the clutch 12 into contact when the acceleration of the engine 1 is finished and a constant speed operation is performed. ing.
　この場合、スタータジェネレータ４の回転軸６には前記従動歯車１１が軸受（例えばボールベアリング）１４を介して回転自在に設けられ、該従動歯車１１と前記スタータジェネレータ４の回転軸６との間に前記クラッチ１２が介設されていることが好ましい。また、この場合、前記回転軸６には回転板１５が一体的に設けられ、この回転板１５と前記従動歯車１１との間にクラッチ１２が設けられていることが好ましい。 In this case, the driven gear 11 is rotatably provided on the rotating shaft 6 of the starter generator 4 via a bearing (for example, a ball bearing) 14, and between the driven gear 11 and the rotating shaft 6 of the starter generator 4. The clutch 12 is preferably interposed. In this case, it is preferable that a rotating plate 15 is integrally provided on the rotating shaft 6, and a clutch 12 is provided between the rotating plate 15 and the driven gear 11.
　また、前記クラッチ１２としては、例えば機械式や流体式のクラッチであってもよいが、電磁クラッチであることが好ましい。この場合、電磁クラッチは、滑り機構を備えていることが好ましい。エンジン１にはエンジン回転数であるクランク軸３の回転数を検出するためのエンジン用回転センサ１６が設けられ、スタータジェネレータ４にはその回転軸６の回転数を検出するための回転センサ（スタータジェネレータ用回転センサ）１７が設けられている。 The clutch 12 may be, for example, a mechanical or fluid clutch, but is preferably an electromagnetic clutch. In this case, the electromagnetic clutch preferably includes a sliding mechanism. The engine 1 is provided with an engine rotation sensor 16 for detecting the rotation speed of the crankshaft 3 that is the engine rotation speed, and the starter generator 4 is provided with a rotation sensor (starter for detecting the rotation speed of the rotation shaft 6). A generator rotation sensor) 17 is provided.
　前記制御装置１３は、エンジン用回転センサ１６及びスタータジェネレータ用回転センサ１７からの検出信号に基いて、前記クラッチ１２を断にし、その後エンジン１の加速が終了して定速度運転になった時に前記スタータジェネレータ４をインバータ制御によりエンジン回転数と同期させてから前記クラッチ１２を接にするように構成されている。具体的には、スタータジェネレータ４の回転軸６の回転数と、クランク軸３により駆動歯車１０を介して駆動される従動歯車１１の回転数とが同じになった時にクラッチ１２を接にするようになっている。これによりクラッチ１２の接続時に駆動歯車１０から従動歯車１１に加わる衝撃や衝撃音（打音）の発生及び衝撃によるこれら駆動歯車１０や従動歯車１１の損傷を防止することができ、増速歯車機構９、クラッチ１２及びスタータジェネレータ４を含む振動低減装置の耐久性の向上が図れるようになっている。 The control device 13 disengages the clutch 12 based on detection signals from the engine rotation sensor 16 and the starter generator rotation sensor 17, and then when the engine 1 finishes accelerating and starts constant speed operation. The starter generator 4 is synchronized with the engine speed by inverter control and then the clutch 12 is engaged. Specifically, the clutch 12 is brought into contact when the rotational speed of the rotary shaft 6 of the starter generator 4 and the rotational speed of the driven gear 11 driven by the crankshaft 3 via the drive gear 10 are the same. It has become. As a result, when the clutch 12 is connected, it is possible to prevent the impact or impact sound (sounding sound) applied from the drive gear 10 to the driven gear 11 and damage to the drive gear 10 and the driven gear 11 due to the impact, and the speed increasing gear mechanism. 9, the durability of the vibration reducing device including the clutch 12 and the starter generator 4 can be improved.
　特に、加速性能が要求される低いギア位置からのエンジン１の加速時に、クラッチ１２を切断し、その後、高速のギア位置になり、ある程度の定速度運転となった時に、スタータジェネレータ４を電動機として機能させた状態でインバータ制御によりスタータジェネレータ４の回転数をエンジン回転数と同期させてからクラッチ１２を接続し、その接続後はスタータジェネレータ４を発電機として機能させる。 In particular, when the engine 1 is accelerated from a low gear position where acceleration performance is required, the clutch 12 is disengaged, and then the high-speed gear position is reached. The clutch 12 is connected after synchronizing the rotation speed of the starter generator 4 with the engine rotation speed by inverter control in a functioned state, and after that connection, the starter generator 4 is caused to function as a generator.
　前記制御装置１３には、エンジン１が加速時であることを知る情報として、エンジン回転数だけでなく、車速ａやアクセル開度ｂも入力されることが好ましい。また、エンジン１の加速時であっても、クラッチ１２を断にすることが好ましくない場合の情報として、エンジン水温ｃや消費電流ｄなどの情報も入力されることが好ましい。エンジン水温ｃが低い場合（エンジンが暖機されていない場合）や、消費電流ｄが多い場合（ライトスイッチがオンされている場合）には、エンジン１の加速時であってもクラッチ１２を断にしないように設定されていることが好ましい。 It is preferable that not only the engine speed but also the vehicle speed a and the accelerator opening b are input to the control device 13 as information for knowing that the engine 1 is accelerating. Even when the engine 1 is accelerating, it is preferable to input information such as the engine water temperature c and the current consumption d as information when it is not preferable to disengage the clutch 12. When the engine water temperature c is low (when the engine is not warmed up) or when the current consumption d is large (when the light switch is turned on), the clutch 12 is disengaged even when the engine 1 is accelerating. It is preferable that the setting is made so as not to cause the failure.
　なお、前記エンジン１には、一次振動を低減する一次バランサが組み込まれていていることが好ましい。 The engine 1 preferably includes a primary balancer that reduces primary vibrations.
　以上の構成からなるエンジン１の振動低減装置によれば、前記クランク軸３と前記スタータジェネレータ４との間に介設され、動力を断接するためのクラッチ１２と、前記エンジン１の加速時に前記クラッチ１２を断にし、その後エンジン１の加速が終了して定速度運転になった時に前記クラッチ１５を接にする制御装置１３とを備えているため、エンジン１の加速時に前記クラッチ１２を断にすることにより、エンジン加速時の有効慣性モーメントの増加を抑制でき、エンジンの加速性能の向上が図れると共に燃費の向上が図れる。 According to the vibration reduction device for the engine 1 having the above-described configuration, the clutch 12 that is interposed between the crankshaft 3 and the starter generator 4 and connects and disconnects power, and the clutch when the engine 1 is accelerated. 12 and then the control device 13 for engaging the clutch 15 when the acceleration of the engine 1 is finished and the engine is in a constant speed operation, the clutch 12 is disconnected when the engine 1 is accelerated. As a result, an increase in the effective moment of inertia during engine acceleration can be suppressed, so that the acceleration performance of the engine can be improved and the fuel efficiency can be improved.
　図２に示すように一般的な加速では、低いギア位置から高回転までエンジン１を回転させ、ギア位置を順次上げて行き、目標速度に到達する時の回転数は、大きくは変わらないため、スタータジェネレータ４をエンジン１の回転数まで上げる際に余分な回転エネルギを消費させることがなく、燃費の向上が図れる。 As shown in FIG. 2, in general acceleration, the engine 1 is rotated from a low gear position to a high rotation, the gear position is sequentially increased, and the rotational speed when reaching the target speed does not change greatly. When the starter generator 4 is raised to the rotational speed of the engine 1, excess rotational energy is not consumed, and fuel efficiency can be improved.
　また、前記スタータジェネレータ４の回転数を検出する回転センサ１７を更に備え、前記制御装置１３が、前記クラッチ１２を断にした後、前記エンジン１の加速が終了して定速度運転になった時に前記スタータジェネレータ４をインバータ制御によりエンジン回転数と同期させてから前記クラッチ１２を接にするように構成されているため、再接続時における衝撃や衝撃音（打音）、駆動歯車１０や従動歯車１１の損傷等の発生を防止することができる。 In addition, a rotation sensor 17 for detecting the rotation speed of the starter generator 4 is further provided, and after the control device 13 has disengaged the clutch 12, the acceleration of the engine 1 is finished and the engine is in a constant speed operation. Since the starter generator 4 is synchronized with the engine speed by inverter control and then the clutch 12 is brought into contact, the impact and impact sound (hitting sound) at the time of reconnection, the drive gear 10 and the driven gear 11 can be prevented from occurring.
　前記クランク軸３には駆動歯車１０が設けられ、前記スタータジェネレータ４の回転軸６には前記駆動歯車１０に噛合する従動歯車１１が軸受１４を介して回転自在に設けられ、該従動歯車１１と前記スタータジェネレータ４の回転軸６との間に前記クラッチ１２が介設されているため、簡単な構成でクランク軸３とスタータジェネレータ４との間の断接を容易に行うことができ、構造の簡素化及びコストの低減が図れる。 A driving gear 10 is provided on the crankshaft 3, and a driven gear 11 that meshes with the driving gear 10 is rotatably provided on the rotating shaft 6 of the starter generator 4 via a bearing 14. Since the clutch 12 is interposed between the rotation shaft 6 of the starter generator 4 and the crankshaft 3 and the starter generator 4 can be easily connected and disconnected with a simple configuration. Simplification and cost reduction can be achieved.
　また、前記クラッチ１２が、電磁クラッチであるため、機械式や流体式のクラッチと比べて滑りが少なく、断接を確実に行うことができる。 Further, since the clutch 12 is an electromagnetic clutch, there is less slipping than a mechanical or fluid clutch, and the connection / disconnection can be performed reliably.
　前記スタータジェネレータ４の回転軸６には回転板１５が一体的に設けられ、該回転板１５と前記従動歯車１１との間に前記クラッチ１２が設けられているため、回転軸６と、該回転軸６上に軸受１４を介して回転自在に設けられた従動歯車１１との間の断接を簡単な構造で容易に行うことができる。 A rotary plate 15 is integrally provided on the rotary shaft 6 of the starter generator 4, and the clutch 12 is provided between the rotary plate 15 and the driven gear 11. Connection and disconnection with the driven gear 11 rotatably provided on the shaft 6 through the bearing 14 can be easily performed with a simple structure.
　以上、本発明の実施の形態を図面により詳述してきたが、本発明は前記実施の形態に限定されるものではなく、本発明の要旨を逸脱しない範囲での種々の設計変更が可能である。 The embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the gist of the present invention. .
１　エンジン
３　クランク軸
４　スタータジェネレータ
６　回転軸
１０　駆動歯車
１１　従動歯車
１２　クラッチ
１３　制御装置
１４　軸受
１５　回転板 1 Engine 3 Crankshaft 4 Starter Generator 6 Rotating Shaft 10 Drive Gear 11 Driven Gear 12 Clutch 13 Controller 14 Bearing 15 Rotating Plate

Claims (5)

  1. 　エンジンのクランク軸に接続され該クランク軸とは逆回転するスタータジェネレータの慣性モーメントによりローリング振動を低減するエンジンの振動低減装置において、前記クランク軸と前記スタータジェネレータとの間に介設され、動力を断接するためのクラッチと、前記エンジンの加速時に前記クラッチを断にし、その後エンジンの加速が終了して定速度運転になった時に前記クラッチを接にする制御装置とを備えたことを特徴とするエンジンの振動低減装置。 In an engine vibration reduction device that reduces rolling vibration by an inertia moment of a starter generator that is connected to an engine crankshaft and rotates in a reverse direction to the crankshaft, the engine vibration reduction device is interposed between the crankshaft and the starter generator and transmits power. A clutch for connecting / disconnecting, and a control device for disengaging the clutch when the engine is accelerated, and then engaging the clutch when the engine has been accelerated and is at a constant speed. Engine vibration reduction device.
  2. 　前記スタータジェネレータの回転数を検出する回転センサを更に備え、前記制御装置が、前記クラッチを断にした後、前記エンジンの加速が終了して定速度運転になった時に前記スタータジェネレータをインバータ制御によりエンジン回転数と同期させてから前記クラッチを接にするように構成されていることを特徴とする請求項１に記載のエンジンの振動低減装置。 A rotation sensor for detecting a rotation speed of the starter generator; and the control device controls the starter generator by inverter control when the engine is stopped and the engine is in a constant speed operation after disengaging the clutch. 2. The engine vibration reducing device according to claim 1, wherein the clutch is engaged after being synchronized with an engine speed.
  3. 　前記クランク軸には駆動歯車が設けられ、前記スタータジェネレータの回転軸には前記駆動歯車に噛合する従動歯車が軸受を介して回転自在に設けられ、該従動歯車と前記スタータジェネレータの回転軸との間に前記クラッチが介設されていることを特徴とする請求項１又は２に記載のエンジンの振動低減装置。 The crankshaft is provided with a drive gear, and the rotation shaft of the starter generator is rotatably provided with a driven gear meshing with the drive gear via a bearing, and the driven gear and the rotation shaft of the starter generator The engine vibration reducing device according to claim 1 or 2, wherein the clutch is interposed therebetween.
  4. 　前記クラッチが、電磁クラッチであることを特徴とする請求項１から３の何れかに記載のエンジンの振動低減装置。 4. The engine vibration reduction device according to claim 1, wherein the clutch is an electromagnetic clutch.
  5. 　前記スタータジェネレータの回転軸には回転板が一体的に設けられ、該回転板と前記従動歯車との間に前記クラッチが設けられていることを特徴とする請求項１から４の何れかに記載のエンジンの振動低減装置。 5. The rotating shaft of the starter generator is integrally provided with a rotating plate, and the clutch is provided between the rotating plate and the driven gear. Engine vibration reduction device.
PCT/JP2010/072329 2009-12-14 2010-12-13 Vibration reduction device for engine WO2011074514A1 (en)

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JP5014321B2 (en) * 2008-12-19 2012-08-29 ダイハツ工業株式会社 Balance device in internal combustion engine
JP2012225264A (en) * 2011-04-20 2012-11-15 Isuzu Motors Ltd Vibration reducing device of engine
JP5880067B2 (en) 2012-01-19 2016-03-08 いすゞ自動車株式会社 Internal combustion engine and control method thereof
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