JPH02107844A - Rolling vibration preventing device for engine - Google Patents

Abstract

PURPOSE:To prevent the rolling vibration at a low speed of an engine and improve the acceleration responsiveness of the engine at a high speed by providing a clutch mechanism controlled by the rotating speed and load of the engine between a pair of idle gears. CONSTITUTION:When an engine 1 is rotated, a flywheel 5 fitted at the end section of a crank shaft 2 is rotated, and a flywheel side gear 12 engaged with a flywheel gear 6 is rotated. When the rotating speed and load of the engine are in the on-region of a clutch mechanism 16, the clutch mechanism 16 is connected, a ring side gear 13 is rotated via a shaft 14, and an inertia ring 10 is rotated at the same angular speed in the opposite direction to the flywheel 5 via an inner gear 9 engaged with the gear 13. The rolling moment in the opposite direction is generated around the crank shaft 2, thus the occurrence of rolling vibration due to the torque fluctuation can be suppressed. When the rotating speed and load of the engine are in the off-region of the clutch mechanism 16, the inertia ring 10 is not rotated, and acceleration responsiveness if sufficiently increased.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an improvement in a device for preventing rolling vibration of an engine.

[Conventional technology]

Torque fluctuations occur in shaft systems such as the crankshaft of an engine (internal combustion engine) due to the engine's explosive force and the inertia of the reciprocating parts, resulting in fluctuations in the angular velocity of the crankshaft-flywheel system, which increases the durability of the belt. It is known that not only does this cause a knocking sound in the internal gears of the transmission, but it also causes rolling vibrations due to the rolling moment on the engine block side as a reaction to torque fluctuations, causing vibrations in the vehicle body during idle rotation. ing.

To explain the latter in detail, in an internal combustion engine, as shown in FIG. It rotates at ω, and at this time, the angular velocity β is, During such motion, the angular velocity and angular acceleration fluctuate within one cycle of a 4-cycle in-line 4-cylinder engine as shown in Figure 13, so the explosive force and reciprocating The torque fluctuation around the crankshaft caused by the inertia force of the crankshaft, flywheel, etc.
If l, the torque fluctuation ΔT is, however, ΔTcomb; Torque fluctuation Δ due to ta force
Torque fluctuations occur due to reciprocating inertia force, and such fluctuations cause rolling fluctuations.

The present applicant discovered that in order to completely cancel out the rolling moment, the applicant devised an effective invention based on this, and filed the application as Japanese Patent Application No. 62-336557. did.

That is, the invention according to Japanese Patent Application No. 62-336557 has a flywheel gear 6 attached to the periphery of the flywheel 5 attached to the crankshaft 2, as shown in FIGS. 10 and 11.
An inertia ring lO having an internal gear 9 is supported on the inner periphery of the flywheel housing 7 via a bearing 8, and the internal gear 9 and the flywheel gear 6 are connected by an idle gear 11. When the engine rotates, the flywheel 5 attached to the end of the crankshaft 2 rotates, thereby rotating the idle gear 11 that meshes with the flywheel gear 6. Inertia ring l through toothed gear 9
0 is rotated in the opposite direction to the flywheel 5, thereby generating a rolling moment in the opposite direction around the crankshaft 2, thereby canceling out the rolling vibration caused by torque fluctuation.

Incidentally, conventionally, for example, as disclosed in Japanese Patent Laid-Open No. 58-109745, a torque transmission gear driven by a rotating shaft and a torque transmission gear driven to rotate concentrically with the shaft and in the opposite direction to the shaft are conventionally used. a ring gear, a pair of rotating bodies rotatably attached to the ring gear and symmetrically with respect to the center of rotation of the shaft, and an eccentric mass attached to each of the pair of rotating bodies; There is a shaft system torsional vibration damper that is configured so that a rotating body is rotationally driven by the shaft, but this is for canceling the torsional vibration of the shaft system, and is designed to suppress torque fluctuations occurring in the engine shaft system. It is not possible to eliminate the rolling vibration of the entire engine by canceling out the rolling moment acting on the engine block side as a reaction by generating a moment of opposite phase.

[Problem to be solved by the invention]

However, under the above-mentioned Japanese Patent Application No. 62-336557, there are problems in that the acceleration response of the engine, especially at high speed rotation, is insufficient and the friction loss is also large.

Furthermore, as shown in FIG. 6, there is a fact that the engine rotational speed at which large engine torque fluctuations occur varies considerably depending on the level of load.

The present invention was created to solve the above-mentioned problems, and is particularly effective in eliminating rolling vibrations at low speeds of the engine.
Another object of the present invention is to provide a rolling vibration prevention device that improves engine acceleration response and reduces friction loss at high speeds.

[Means to solve the problem]

In order to achieve the above object, the present invention provides a flywheel gear on the periphery of a flywheel attached to a crankshaft, supports an inertia ring equipped with an internal gear on the inner periphery of the flywheel housing, and connects the internal gear with the flywheel. A pair of idle gears are installed between the wheel gear, one of which meshes with the internal tooth gear, and the other with the flywheel gear, and a clutch mechanism that is controlled by the engine speed and load is installed between the pair of idle gears. It was established.

[For production]

When the engine 1 rotates, the flywheel 5 attached to the end of the crankshaft 2 rotates, and the flywheel gear 12 that meshes with the flywheel gear 6 rotates.

When the control unit determines that the engine speed and load are in the ON range of the clutch mechanism 16, the clutch mechanism 16 is connected, and the ring side gear 13 rotates via the shaft 14. The inertia ring IO is rotated in the opposite direction to the flywheel 5 at the same angular velocity via the meshing internal gear 9.

This generates a rolling moment in the opposite direction around the crankshaft 2, which cancels out the rolling vibration caused by torque fluctuations and suppresses the occurrence of the same vibration.

When the engine speed and load are determined by the control unit to be in the OFF range of the clutch mechanism 16, the clutch mechanism 16 is disconnected, and even if the flywheel 5 rotates, the flywheel side gear 12 is moved from the flywheel side gear 12 to the ring side. It is not transmitted to the gear 13, and the inertia ring IO does not rotate.

Therefore, the acceleration response is sufficiently high, and the friction loss is also reduced.

〔Example〕

Hereinafter, the present invention will be explained in detail with reference to the embodiments shown in FIGS. 1 to 9. 2 is an engine, and 2 is a crankshaft which is rotated via a connecting rod 4 by the vertical movement of a piston 3 in the engine 1. When a flywheel 5 is attached to the shaft end of the crankshaft 2, a flywheel gear 6 is provided on the periphery of the crankshaft 2 toward the outside in the thickness direction.

A flywheel housing 7 is attached to the rear end of the engine 1 so as to surround the flywheel 5. An inertia ring 10 having an internal gear 9 is attached to the inner circumference of the housing 7 via a bearing 8. ing.

The inertia ring IO is set to have a moment of inertia J equal to the rotating part of the engine l, and the internal gear 9 is perpendicular to the flywheel gear 6, as shown in FIGS. 3 to 5. without placing it on a surface, the inertia ring 10
is provided on the inside in the thickness direction.

Reference numeral 11 denotes a pair of idle gears provided between the flywheel gear 6 and the internal gear 9 to connect both gears 6.9, and in the example shown in FIGS. 3 to 5, the flywheel gear 6. A flywheel-side gear 12 that meshes with the gear 6 and a ring-side gear 13 that meshes with the internal gear 9 are provided in double rows, and the flywheel-side gear 12 connects to the shaft of the ring-side gear 13 via a clutch mechanism 16 (described later). 14, and the shaft 14 is rotatably attached to the flywheel housing 7 via a bearing 15.

The number of teeth of the flywheel side gear 12 and ring side gear 13 of the idle gear 11 is determined in relation to the number of teeth of the flywheel gear 6 and internal gear 9 with which they mesh.Number of teeth on the flywheel side Ring side gear teeth The number of flywheel gear teeth is set to be the number of internal gear teeth, and when the flywheel 5 rotates, the inertia ring 1
0 rotates in the opposite direction to the flywheel 5 at the same angular velocity.

16 is a clutch mechanism that connects the pair of idle gears 11;
That is, it is installed between the flywheel side gear 12 and the ring side gear 13.

In the above mechanism, the clutch mechanism 16, in the example shown in FIG. 4, has an inner hole 18 formed in the flywheel gear 12 supported by a bearing 17 on the shaft 14, and a magnet ring 19 fixed to the inner periphery of the inner hole 18. Then, a magnet coil 20 serving as an actuator is attached to the shaft 14 with a slight gap between it and the ring 19.

In addition, in the example shown in FIG.
The flywheel side gear 12 is supported by a clutch spring 27 which is supported by a clutch cover 26 via a temporary 25, and is mounted on the shaft 14 with a clutch support plate 23 attached thereto. When the clutch spring 27 is pressed against the side surface, the inner end of the clutch spring 27 is engaged with a release mechanism 28 that incorporates an actuator such as a servo motor that is slidably attached to the shaft 14.

When the release mechanism 28 pushes the inner end of the clutch spring 27 to the left in FIG. 5, the clutch is released and the connection between the gears 12 and 13 of the pair of idle gears 11 is broken.

The actuator (magnetic coil 20, etc.) of the clutch mechanism 16 is controlled by the engine or a computer installed in the vehicle, and its overall configuration is as shown in FIG.
Based on the load, the clutch mechanism 16 is turned ON (closed);
This is an ON-OFF map for determining OFF (disengagement), and as shown in FIG. 7, the ON range of the clutch mechanism 16 (the linear It is configured to be divided into an OFF area (above the straight line) and an OFF area (above the straight line). still,
The above-mentioned straightness is determined through experiments in consideration of the engine speed and load, the state of occurrence of rolling vibration, acceleration response, friction loss, and the like.

The command signal from the ON/OFF map 31 is the controller 1-
The signal is input to the o-role unit 32.

The control unit 32 has a well-known configuration, receives engine speed and load detected by a sensor, and issues an ON or OFF control signal to the actuator 33 based on a command signal from the map 31.

This control unit 32 has a circuit for determining the ON region or OFF region of the ON/OFF map 31, and receives an engine rotation speed signal and a load signal.

FIG. 9 shows the logic in the control unit 32.
In the flowchart showing the steps, 5TART first reads the engine speed and load detected by the sensor (
Step a), then read the ON/OFF map 31 (
Step b), and it is determined whether the engine speed and load are in the ON region on the ON/OFF map 7 (Step C). Engine speed and load are ON
If it is in the w4 range, the clutch mechanism 16 is turned on (step d), and the rotation speed and load are turned off.
If it is within the range, the clutch mechanism 16 is turned off (step e).

〔Effect of the invention〕

As described above, the present invention provides a flywheel gear on the periphery of the flywheel attached to the crankshaft, and an inertia ring equipped with a 4° internal gear is pivotally supported on the inner periphery of the flywheel housing. A pair of idle gears are installed between the gear, one meshing with the internal tooth gear and the other meshing with the flywheel gear,
A clutch mechanism that is controlled by engine speed and load is installed between the pair of idle gears, which eliminates rolling vibrations especially at low engine speeds, improves engine acceleration response at high speeds, and reduces friction loss. There are various effects such as being able to provide a rolling vibration prevention device that reduces vibration.

[Brief explanation of the drawing]

Fig. 1 is a perspective view of an engine equipped with the rolling vibration prevention device of the present invention from diagonally rear left, Fig. 2 is a partial view seen from the direction of the arrow in Fig. 1, and Fig. 3 is A-A in Fig. 2. 4 and 5 are partially enlarged views of FIG. 3 showing different clutch mechanisms; FIG. 6 is a diagram showing the movement of the torque fluctuation curve depending on the level of load; Figure 7 is a diagram showing the ON/OF fiJf area of the clutch mechanism.
The figure is a block diagram centering on the control unit, Figure 9 is a flowchart showing the logic of the control unit, and Figures 10 and 11 are patent applications filed in Japanese Patent Application No. 62-33655.
FIG. 12 is an explanatory diagram of the angular velocity and angular acceleration of moving parts in the engine; FIG. 13 is a diagram showing one cycle of a 4-cycle in-line 4-cylinder engine; FIG. 1...engine, 2...crankshaft, 3...
Piston, 5... Flywheel, 6... Flywheel gear, 7... Flywheel housing, 8.15... Bearing, 9... Internal gear, 1
0...Inertia ring, 11...Idle gear, 1
2... Flywheel side gear, 13... Ring side gear, 14... Shaft, 16... Clutch mechanism. Patent applicant Agent: Isuso Jidosha Co., Ltd.
Person Patent Attorney Takeshi Yoneya Engine turnover - Engine load - Figure 8 Figure 9

Claims (1)

[Claims] A flywheel gear is provided on the periphery of the flywheel attached to the crankshaft, and an inertia ring equipped with an internal gear is pivotally supported on the inner periphery of the flywheel housing. A rolling engine characterized in that a pair of idle gears are installed, the other of which meshes with a flywheel gear, and a clutch mechanism that is controlled by engine speed and load is provided between the pair of idle gears. Anti-vibration device.