JPH0213791Y2 - - Google Patents

Description

[Detailed Description of the Invention] This invention relates to a variable inertia mass type flywheel device that suppresses fluctuations in the output torque of the output shaft of an engine.

In general, in internal combustion engines such as gasoline engines and diesel engines, the only stroke that produces output is the explosion stroke, and the exhaust, intake, and compression strokes consume power, so the rotation of the crankshaft is difficult to smooth. Therefore, the number of cylinders is increased and the strokes of each cylinder are combined evenly, but this alone is not sufficient, so a flywheel 2 is installed at the rear end of the crankshaft 1 as shown in Fig. 1.
The rapid rotational force of the explosion stroke is stored in the flywheel 2, and rotation is made smooth during the other strokes.

By the way, the conventional flywheel 2 is disc-shaped, and for example, the flywheel 2 is often made thicker at the circumference to increase the inertia as much as possible and to reduce the weight. There is. However, in the conventional configuration described above, the weight of the flywheel 2 was constant, so when the weight of the flywheel 2 is relatively large, it is easy to suppress fluctuations in the output torque in the low rotation range of the engine. Although stability can be improved, when the engine speed is accelerated, the inertia force due to the rotation of the flywheel 2 acts as resistance, so there is a problem that it is difficult to improve acceleration performance, and when the engine speed is decelerated, the engine There was also the problem that the braking effect of the brakes deteriorated. Furthermore, there was also the problem that engine vibration and noise increased in the high engine speed range.

For this reason, recently, a two-part type variable mass type flywheel device consisting of a main flywheel and a sub flywheel has been considered.

This flywheel device rotates the main flywheel and the sub-flywheel in combination in the low-speed range of the engine, and separates the sub-flywheel from the main flywheel in the high-speed range to rotate only the main flywheel. This is how it was done. This increases the inertial mass of the flywheel in the low engine speed range, suppresses fluctuations in output torque, and improves stability. Furthermore, when the engine speed is accelerating or in a high speed range, the inertial mass of the flywheel is reduced to improve engine acceleration performance and the braking effect of the engine brake, and to reduce engine vibration and noise.

However, simply dividing the engine speed into a high speed range and a low speed range and separating and connecting the main flywheel and sub flywheel in response to each range would not be enough to reduce the engine speed. Acceleration performance improves when the number is in the high rotation range, but even in the high rotation range, in a zone relatively close to the low rotation range, especially when the gear is set to a high gear, the acceleration performance improves under certain load conditions. Various problems (for example, in high-load operating conditions with a large amount of transmitted torque, torsional vibration increases as the torque reaction force increases, and in low-load operating conditions where the engine may quickly shift to idling operation, The auxiliary flywheel is not connected until immediately before idling, and there is a risk that the shock caused by the auxiliary flywheel connection near idling may be felt to be particularly large. For this reason,
In high-speed gears, the advantages of the variable inertial mass type flywheel cannot be fully utilized by simply connecting and disconnecting the sub-flywheel depending on the magnitude of the engine speed.

This idea was created in view of the problems mentioned above. For example, even when the engine speed is in a relatively low speed range in a high gear, it is possible to accelerate the engine without compromising the rotational stability of the engine. It is an object of the present invention to provide a variable inertia mass type flywheel device that can improve performance.

An embodiment of this invention will be described below with reference to the drawings.

FIG. 2 shows a longitudinal section of the flywheel of this flywheel device, and 11 is the crankshaft (output shaft) of the engine. At the rear end of this crankshaft 11 is a main flywheel 12.
are connected. The main flywheel 12 is a disc-shaped member, and its central portion is attached to the rear end surface of the crankshaft 11 with, for example, a plurality of bolts or the like via an attachment 12a. Further, a bent edge 13 that is bent inward is formed on the outer circumferential portion of the main flywheel 12, and a ring gear 14 is provided on the outer circumferential surface of this bent edge 13. Additionally, a leaf spring (spring member) 1 is provided on the inner bottom surface of the main flywheel 12.
5 will be provided. This leaf spring 15 is connected to the main flywheel 12 by a pin bolt 16a at its inner circumference.
An armature 17 is attached to the inner side of the outer periphery of the leaf spring 15 with a pin bolt 16b. This armature 17 consists of, for example, an armature core and an armature winding.
Inside the main flywheel 12 to which the leaf spring 15 having the armature 17 is attached is a sub flywheel 1 facing the main flywheel 12.
8 will be provided.

The sub-flywheel 18 is a substantially ring-shaped member, and an insertion portion 19 inserted into the inside of the bent edge 13 of the main flywheel 12 is provided on one end surface of the sub-flywheel 18, and an insertion portion 19 is provided on the other end surface of the sub-flywheel 18. A ring-shaped guide groove 20 is formed on each side. Further, at the inner bottom of the guide groove 20 of the sub flywheel 18, a ring-shaped magnetic path hole 21a, which corresponds to the armature 17 attached to the leaf spring 15 and communicates with the main flywheel 12, is provided.
21b is formed. This secondary flywheel 18 is mounted on a ball bearing 22 on its inner peripheral surface.
It is rotatably attached to the outer peripheral surface of the cylindrical support member 23 via. This support member 23 has bolts 24
For example, the support member 23 is attached to a fixed part such as a crankcase 25, and an electromagnet (operation part) 26 is provided at the outer peripheral end of the support member 23.

The tip of this electromagnet 26 is inserted into the guide groove 20 of the sub flywheel 18,
When this electromagnet 26 is energized, a magnetic path hole 21 is formed between the guide groove 20 and the armature 17.
A magnetic path is now formed through a and 21b, and the armature 17 is attracted to the left in FIG. 2 against the biasing force of the leaf spring 15. Further, this electromagnet 26 is turned ON by a control unit as shown in FIG. 3, which will be described later.
-OFF control is now available.

That is, when the electromagnet 26 is energized,
The armature 17 is attracted in the direction indicated by the arrow a against the biasing force of the leaf spring 15, and is attracted to one end surface of the sub flywheel 18. Thereby, the sub flywheel 18 comes to be connected to the main flywheel 12 via the leaf spring 15,
Both the main and sub flywheels 12, 18 rotate integrally as the crankshaft 11 rotates. In this case, the inertial mass generated in the crankshaft 11 increases, and fluctuations in output torque, especially in the low rotational speed range of the engine, are effectively suppressed. Therefore, it is possible to improve driving stability and fuel efficiency.

In addition, when the electromagnet 26 is not energized, the leaf spring 15 is pressed against the main flywheel 12 by its biasing force, and the armature 17 and the sub flywheel 18 are held apart and facing each other. Become so. As a result, the sub flywheel 18 is not connected to the main flywheel 12, and only the main flywheel 12 rotates as the crankshaft 11 rotates. In this case, it is possible to reduce the inertial mass generated in the crankshaft 11, and in particular, it is possible to improve the acceleration performance in the high engine speed range and the braking effect of the engine brake, and to reduce engine vibration and noise. .
That is, the leaf spring 15 is attached to the main flywheel 12.
The main flywheel 12 and the sub flywheel 18 can be connected and disconnected by the armature 17 provided through the main flywheel 17 and the electromagnet 26 which is disposed facing each other with the magnetic path holes 21a and 21b of the sub flywheel 18 in between. A clutch is constructed.

Note that the operating section using the electromagnet 26 described above may be configured in combination with a hydraulic circuit.

Next, the control section of the flywheel device constituted of the main and sub flywheels 12 and 18 in this manner will be explained.

3A to 3C show respective circuit configurations. In FIG. 3A, 31 is an ignition coil, 32 is a contact point provided in the distributor, and 33 is a spark plug. When this contact point 32 opens and closes, a high voltage is applied to the spark plug 33 and sparks are sent to the cylinder. Here, the engine rotation speed is obtained by the signal accompanying the opening and closing of the contact point 32. There is. An engine rotation signal N generated by this ignition coil 31 and contact point 32 is supplied to an engine rotation speed detection circuit 34.

This engine rotation speed detection circuit 34 mainly consists of three comparators CMP1 to CMP3, and it shapes the waveform of the supplied engine rotation signal N and converts it into a voltage signal _N1 proportional to the engine rotation speed.
This engine rotational voltage signal _N1 is supplied to the rotational speed discrimination circuit 35 and, as indicated by symbol D, to one input terminal of a rotational difference discrimination circuit 52, which will be described later. Here, it is assumed that the engine rotation speed is proportional to the rotation speed of the main flywheel 12 in FIG. 2. This engine rotation speed determination circuit 35 includes three voltage comparison sections 36a to 36c, and the comparators CMP4 to CMP6 of the respective comparison sections 36a to 36c have a reference voltage v corresponding to, for example, an engine rotation speed of 400 rotations. Set a reference voltage V ₂ corresponding to ₁ and 1200 rotations, and a reference voltage V ₃ corresponding to 1800 rotations. In other words, the comparators CMP4 to CMP4 of the respective voltage comparison units 36a to 36c
CMP6 is the supplied engine rotational voltage signal N ₁
When the voltages reach the respective reference voltages _v1 to _V3 , an "L" level signal is output. The output signal of the first comparator 36a is input to one terminal of _{the first AND gate AND1 via} the inverter INV1, and the second
The output signal of the comparator 36b is supplied to the other terminal of the first AND gate _AND1 , and the inverter
The output signal of the third comparator 36c is supplied to one terminal of the second AND gate AND ₂ via INV ₂ , and the other terminal of the second AND gate AND ₂ . That is, the first AND gate of this rotation speed discrimination circuit 35
AND ₁ means that the engine speed is 400 rpm or more and 1200
When the rotation is less than B (400N<1200), it outputs an "H" level signal, and also outputs a second AND gate.
AND ₂ outputs an "H" level signal when the engine speed is 1200 rpm or more and less than 1800 rpm C (1200N<1800), and this first AND gate
The output signal of AND ₁ is supplied to one terminal of the first OR gate OR ₁ , and the output signal of the second AND gate AND ₂ is supplied to the third AND gate AND ₃ . Note that 400 rpm A is used to determine whether the engine is rotating on its own, and is lower than the idle rpm after warm-up, and 1200 rpm is the value that is lower than the idle rpm after warm-up is completed. The rotation speed is higher than the idle rotation speed.

Next, 37 is a boost pressure detection circuit, and a comparator CMP7 of this circuit 37 is supplied with a boost pressure signal P from a boost pressure sensor that detects the supply air pressure corresponding to the engine load. This boost pressure detection circuit 37 converts the boost pressure signal P supplied from the boost pressure sensor into a voltage signal Pv proportional to the signal level, and supplies this boost pressure voltage signal Pv to the boost pressure determination circuit 38. do. This boost pressure determination circuit 38
consists of a voltage comparison circuit consisting of two comparators CMP8 and CMP9, each of which has a reference voltage _v4 corresponding to boost pressure (intake pressure) -200mmHgD and boost pressure -500mmHgE. Set the reference voltage _V5 corresponding to . That is, one comparator CMP8 of this boost pressure determination circuit 38 outputs an "H" level signal when the boost pressure is -200 mmHgD or more (P-200), and the other comparator CMP9 outputs an "H" level signal when the boost pressure is -200 mmHgD or more (P-200). 500mmHgE
It outputs an "H" level signal via inverter INV ₃ in the following cases (P-500), one of which is comparator CMP8 and inverter INV ₃ .
are respectively supplied to the third AND gate _AND3 via the second OR gate _OR2 . That is, the boost pressure determination circuit 38 outputs an "H" level signal when the boost pressure becomes -200 mmHg or more or -500 mmHg or less.

Further, 61 is a gear stage detection circuit. This gear stage detection circuit 61 outputs an "H" level signal when the automobile's transmission is set to a high gear.
The output signal of this gear stage detection circuit 61 is supplied to the third AND gate _AND3 . In this case, for example, the high speed gears of the transmission are 3rd gear (), 4th gear (), and 5th gear (), and the other lower gears are neutral N, 1st gear, etc.
Set speed I and 2nd speed ().

Here, the third AND gate AND ₃ first operates when the engine speed is 1200 rpm or more and less than 1800 rpm (1200 rpm or more and less than 1800 rpm).
N<1800), and the boost pressure is -
200mmHg or more (P-200) or -500mmHg or less (P-500) and outputs an "H" level signal when the transmission is in high gear.
The output signal of the third AND gate _AND3 is supplied to the other terminal of the first OR gate _OR1 . That is, this first OR gate OR ₁ unconditionally outputs an "H" level signal when the engine speed is 400 rpm or more and less than 1200 rpm, and outputs an "H" level signal when the engine speed is 1200 rpm or more and less than 1800 rpm. The "H" level signal is output only when the boost pressure is -200 mmHg or more or -500 mmHg or less and the transmission is in a high gear.

Further, 39 is an idling detection circuit, and this circuit 39 is supplied with an idling signal from an idling switch 40 which is turned on when the engine is idling or when the throttle is fully closed during engine braking or the like. This idling detection circuit 39 has two output terminals a and b, and outputs an "H" level signal from one output terminal a via an inverter INV ₄ in response to the ON operation of the idle switch 40. idle switch 40
In response to the off-operation, an "H" level signal is output from the other output terminal b. The idle switch on signal from one output terminal a is sent to the other terminal of the fourth AND gate _AND4 of the coupling state selection circuit 41, and the idle switch off signal from the other output terminal b is sent to the fifth AND gate. Supplied to the other terminal of AND ₅ . The output signal A from the first OR gate OR ₁ is supplied to one terminal of each of the fourth and fifth AND gates AND ₄ and AND ₅ as a flywheel-on signal (FW=ON).

The fourth AND gate of this connection state selection circuit 41
AND ₄ indicates that the first OR gate OR ₁ outputs an "H" level signal (flywheel ON signal), and also outputs one output terminal a of the idling detection circuit 39 in response to the ON operation of the idle switch 40.
It outputs an "H" level signal (idle combination signal) only when outputs an "H" level signal (idle switch-on signal). Further, in the fifth AND gate _AND5 , the first OR gate _OR1 outputs an "H" level signal (flywheel on signal),
Moreover, an "H" level signal (normal combination signal) is output only when the other output terminal b of the idling detection circuit 39 outputs an "H" level signal (idle switch off signal). The output signal of the fourth AND gate AND ₄ is supplied to the D terminal of one flip-flop FF ₁ of the combined signal holding circuit 42, and the output signal of the fifth AND gate AND ₅ is supplied to the D terminal of the other flip-flop FF ₂ . supply These respective flip-flops FF ₁ , FF ₂
The output signal from the clutch operation detection circuit 43 is supplied to the T terminal of the clutch operation detection circuit 43.

This clutch operation detection circuit 43 detects when the clutch pedal is depressed by the driver and the clutch switch 4 is activated.
When INV 4 is turned on, it outputs an "H" level signal via inverter INV ₅ . That is, each flip-flop of the combined signal holding circuit 42
FF ₁ and FF ₂ are the fourth and fourth signals that are supplied to the D terminal only when the "H" level signal is supplied from the clutch operation detection circuit 43 to the respective T terminals, that is, only when the clutch switch 44 is turned on. Fifth
The output signals from AND gates AND ₄ and AND ₅ are latched to their respective Q terminals. The Q output of one flip-flop FF ₁ of this combined signal holding circuit 42 is connected to one terminal of the sixth AND gate AND ₆ , and the Q output of the other flip-flop FF ₂ is connected to the third input terminal of the sixth AND gate AND 6.
Supplied to the a terminal of OR gate _OR3 .

Further, reference numeral 45 denotes a backward detection circuit, which detects that the back lamp 46 is lit when the automobile is backward, and outputs an "H" level signal.The output signal from this backward detection circuit 45 is sent to the third OR gate. It is supplied to the C terminal of OR ₃ , and is also supplied to the sixth AND gate AND ₆ through the inverter INV ₆ .
Supplied to other terminals.

Next, 47 in FIG. 3B is a water temperature determination circuit, and this circuit 47 is supplied with a sensor output from, for example, a water temperature sensor 48 that detects the temperature of the cooling water inside the engine block. This water temperature discrimination circuit 4
7 is the water temperature sensor 4 whose engine coolant temperature is low.
If the resistance value of sensor resistance R ₃₅ of 8 is low (W,
T, COOL), the output of comparator CMP10 is set to “H” level, and the output is set to “L” via inverter _INV7 .
It outputs a level signal, and the output signal from this water temperature discrimination circuit 47 is supplied to one terminal of the NAND gate NAND. 49 in FIG. 3B is a stop determination circuit, and this circuit 49 includes a vehicle speed sensor 5.
Provides a sensor signal from 0. This stop judgment circuit 49 includes three comparators CMP11 to CMP.
It consists of 13 voltage comparison circuits,
A comparator CMP13 determines whether the vehicle is running or stopped, and outputs an "L" level signal if the vehicle is stopped. The output signal from this stop determination circuit 49 is supplied to the other terminal of the NAND gate NAND.

That is, this NAND gate NAND operates when the output signals from the water temperature discrimination circuit 47 and the stop judgment circuit 49 are both "L" level signals, that is, when the engine is cold, the cooling water is low, and the vehicle is stopped. This NAND gate outputs an “H” level signal in the
The output signal G from the NAND is supplied to the b terminal of the third OR gate _OR3 in FIG. 3A.

51 is the sub-flywheel 18 mentioned above.
A rotational speed detection circuit 51 is supplied with a rotational pulse signal SN proportional to the rotational speed of the sub flywheel 18. This sub-flywheel rotational speed detection circuit 51 includes three comparators in substantially the same manner as the engine rotational speed detection circuit 34 described above.
Consists of CMP14 to CMP16, which shapes the waveform of the rotation pulse signal SN supplied to the sub flywheel 1.
This sub-flywheel rotational voltage signal _N2 is supplied to the other input terminal of the _rotational difference discrimination circuit 52.

The rotation difference discrimination circuit 52 is composed of a two-stage voltage comparison section consisting of four comparators CMP17 to CMP20 and a fourth OR gate _OR4 interposed in the output stage.
CMP17 and CMP18 are connected to the main flywheel ₁ by the engine rotational voltage signal N1 and the rotational voltage signal _N2 of the sub flywheel 18 which are supplied respectively.
Voltage signals (N ₁ -N ₂ ) and (N ₂ -N ₁ ) corresponding to the rotation difference between the flywheel 2 and the sub flywheel 18 are output.
And the second stage comparator CMP19, CMP
20 is an "H" level signal when the rotation difference voltage signals (N ₁ - N ₂ ) and (N ₂ - N ₁ ) supplied respectively are lower than the reference voltage value v corresponding to a rotation difference of 500 rotations. The output signals from the respective comparators CMP19 and CMP20 are outputted via the fourth OR gate _OR4 . In other words, this rotation difference discrimination circuit 52
The “H” level signal is output only when the rotational difference between the flywheel 18 and the sub flywheel 18 is within 500 rotations (|N ₁ −N ₂ |500).

Here, the output signal B (IDLE "ON") from the sixth AND gate _AND6 is applied to the seventh AND gate in FIG. 3C.
It is supplied to one terminal of the AND gate _AND7 and also to the fifth OR gate _OR5 . In addition, the output signal C ( _NORMAL
“ON”) in the 8th AND gate in Figure 3C
Supply to one terminal of _AND8 and the 5th OR gate
Supply OR ₅ .

This fifth OR gate OR ₅ outputs _an "H" level signal when the sixth AND gate AND ₆ or the third OR gate OR ₃ outputs an "H" level signal. The output signal is supplied to one terminal of each of the ninth AND gate AND ₉ and the tenth AND gate AND ₁₀ of the rotation difference data holding circuit 53, and also to the T terminal of the third flip-flop _FF3 . The _output signal E (|N ₁ −
N ₂ | 500) and its output signals Q and are respectively applied to the ninth AND gate AND ₉ and the tenth
Supplies to other terminals of AND gate AND ₁₀ . This rotation difference data holding circuit 53 is connected to the fifth OR gate.
When OR ₅ outputs an "H" level signal, for example, if the output signal E of the rotation difference discrimination circuit 52 in FIG. 3A is an "H" level signal, the ninth AND gate AND ₉ outputs an "H" level signal. Outputs the signal, and also outputs the 10th AND gate in the case of “L” level signal.
An “H” level signal is output from _AND10 . In other words, this rotation difference data holding circuit 53 outputs the main flywheel when the sixth AND gate AND ₆ or the third OR gate OR ₃ outputs the IDLE "ON" signal or NORMAL "ON" signal of "H" level, respectively. If the rotation difference between 12 and the sub flywheel 18 is 500 rotations or less (|N ₁ - N ₂ | 500), the ninth AND gate AND ₉ outputs an "H" level signal, and the rotation difference is 500 rotations or less. If the rotation is exceeded (｜N ₁ − N ₂ ｜＞500), the 10th AND gate
An "H" level signal is output from _AND10 . The output signal of the ninth AND gate AND ₉ of the rotation difference data holding circuit 53 is supplied to the +Tr terminal of the fourth flip-flop FF 4 of the first combined signal generation circuit 54, and the output signal of the tenth AND gate AND ₁₀ is supplied to the +Tr terminal of the fourth flip-flop FF ₄ of the first combined signal generation circuit 54. is supplied to the +Tr terminal of the fifth flip-flop FF ₅ of the second combined signal generating circuit 55.

The first and second combined signal generation circuits 54,
55 is the rotation difference between the main flywheel 12 and the sub flywheel 18 in FIG. 2, respectively.
A flywheel coupling signal as shown in FIG. 4A and B is generated according to N ₁ −N ₂ 5 flip flops
Capacitors C16 and C for FF ₄ and FF ₅ , respectively
The time constant T1 for the generated coupled signal to reach the maximum coupled voltage (+12V) is determined by the time constant of C17 and _C17 of each capacitor C18 and C17.
It is determined by the time constant of 19. Here, the time constant of the capacitor C19 of the second combined signal generation circuit 55 is made larger than that of the capacitor C18 of the first combined signal generation circuit 54, thereby lengthening the rise time of the combined signal. That is, for example, the rotation difference between the main flywheel 12 and the sub flywheel 18 is within 500 revolutions (|N ₁ −N ₂ | 500), and the seventh
AND gate AND ₇ or 8th AND gate
When an “H” level combined signal is supplied to one terminal of AND ₈ , an “H” level signal is supplied to the +Tr terminal of the fourth flip-flop FF ₄ of the first combined signal generation circuit 54. be done. As a result, the Q and terminals of the fourth flip-flop _FF4 output "H" level and "L" level signals for a fixed time T determined by the capacitor C16, respectively, and the "H" level signal from the Q terminal is output. is the 6th OR gate OR ₆ and the inverter INV ₁₀
The signal becomes an "L" level signal and is supplied to the other terminals of the seventh and eighth AND gates _AND7 and _AND8 , respectively. Further, when the Q terminal becomes "L" level, the transistor Q ₂ is turned on via the resistors R ₇₇ and R ₈₁ , and the capacitor C18 is charged relatively quickly in accordance with the rise time T ₁ .
Here, comparator CMP21 is diode D ₇
The flywheel coupling signal shown in FIG. This comparator circuit 5
A triangular wave generating circuit 57 is connected to the positive (+) terminal of 6, and a triangular wave signal as shown in FIG. 5 is constantly supplied.

Next, the seventh and eighth AND gates
The output signals of AND ₇ and AND ₈ are sent to delay circuit 5, respectively.
8a and 58b. This delay circuit 58
Delay circuits a and 58b transmit the output signals from the seventh and eighth AND gates AND ₇ and AND ₈ with a delay corresponding to the charging and discharging time of the capacitors C21 and C22, respectively.
The output signals of b are sent to comparators CMP26 and CMP27 of the combined signal level setting circuit 59, respectively.
Supplied to the positive (+) terminal of the For example, this combined signal level setting circuit 59 is connected to one of the comparators.
When CMP26 turns on and the other comparator
The supply voltage level to the minus (-) terminal of the comparator circuit 56 is different depending on when CMP27 is turned on.Here, for example, when one comparator CMP26 is turned on,
A voltage divided by three resistors R ₉₄ , R ₉₅ , and R ₉₆ is supplied (for example, 3 V), and when the other comparator CMP27 is turned on, two resistors
A voltage (for example, 6V) divided by R ₉₅ and R ₉₆ is supplied.

That is, as shown in FIG. 4, the negative (-) terminal of the comparator circuit 56 is connected to the
As shown by the broken line a, the low voltage V _L divided by the combined signal level setting circuit 59 is supplied. That is, this comparator circuit 5
6, as shown in FIG. 6, the combined signal generation circuits 54, 55 and the combined signal level setting circuit 59.
When the voltage level of the combined signal supplied by the comparator circuit 56 is higher than the voltage level of the triangular wave signal supplied by the triangular wave generating circuit 57, an "L" level signal is output. supply to.

This drive circuit 60 mainly consists of three transistors Q ₆ to _{Q 8} and is used to energize and drive the electromagnet 26 shown in FIG. , transistor Q ₈ is turned on at the same time as transistors Q ₆ and Q ₇ are turned off, and a driving voltage is applied to the electromagnet 26 via this transistor Q ₈ .

That is, in a flywheel device equipped with a control section configured as described above, for example, when a car is in a stopped state immediately after starting the engine, the third
The water temperature determination circuit 47 in FIG. B determines that the temperature of the engine coolant is low and outputs an "L" level signal. At the same time, the stop determination circuit 49 determines that the automobile is in a stopped state and outputs an "L" level signal. This makes Nandogade
NAND outputs a “H” level signal, and
An "H" level normal combination signal (NORMAL ON) is supplied to the eighth AND gate AND ₈ and the fifth OR gate OR ₅ in C of the same figure through the third OR gate OR ₃ in FIG.

Next, for example, when the automobile is in a backward state, the backward detection circuit 45 in FIG. 3A detects when the backward lamp 46 is turned on, and outputs an "H" level signal. As a result, the eighth AND gate _AND8 and _the fifth OR gate in C in the same figure are connected via the third OR gate OR3.
OR ₅ is supplied with an "H" level normal combination signal (NORMAL ON).

Further, FIG. 7 shows the shaft output PS with respect to the engine rotational speed r, p, m at each intake pressure value of the automobile. Here, for example, if the engine rotation speed belongs to 400 rotations A or more and less than 1200 rotations B,
Or, the engine speed is 1200 rpm or more and less than 1800 rpm C, and the engine intake pressure value is -
200mmHgD or more or -500mmHgE or less,
Furthermore, when the transmission is set to a high speed gear, the engine rotation speed determination circuit 35, boost pressure determination circuit 38, and gear stage detection circuit 61 in FIG.
determines the respective rotational speeds, intake pressure values, and gears, and supplies a flywheel-on signal (FW=ON) of "H" level to the coupling state selection circuit 41.

Here, the coupling state selection circuit 41 selects an idle coupling signal (ID) or a normal coupling signal of "H" level depending on whether the idling detection circuit 39 detects an idling state of the engine or a fully closed throttle state. (NO) and supplies it to the combined signal holding circuit 42.

Thereby, the coupling signal holding circuit 42 holds the idle coupling signal (ID) or the normal coupling signal (NO) when the clutch operation detection circuit 43 detects that the driver has stepped on the clutch pedal. Here, if the combined signal holding circuit 42 holds the idle combined signal (ID), the sixth
7th AND gate AND 7 and _5th OR gate OR ₅ in FIG. 3C via AND gate AND ₆
is an “H” level idle combination signal (IDLE).
ON) is supplied and the combined signal holding circuit 42 holds the normal combined signal (NO), the eighth AND gate _{AND 8 and} the fifth OR gate OR ₅ are supplied with " A normal combination signal (NORMAL ON) of "H" level is now supplied.

That is, as mentioned above, depending on each state of the vehicle, for the B terminal or C terminal in FIG. 3C,
When an idle coupling signal (IDLE ON) or a normal coupling signal (NORMAL ON) is supplied,
When the rotation difference data holding circuit 53 determines that the rotation difference between the main flywheel 12 and the sub flywheel 18 is within a certain value (for example, 500 rotations) by the rotation difference discrimination circuit 52 in FIG. 3A, for example, An “H” level signal is supplied to the first combined signal generation circuit 54. This allows the first
The combined signal generation circuit 54 is connected to the seventh and eighth
An "L" level signal is supplied to the AND gates AND ₇ and AND ₈ via the inverter INV ₁₀ , and the rise time is set as shown in FIG. 4A.
If T ₁ is relatively short and the maximum coupling level (e.g.
12V), a flywheel coupling signal is generated that disappears after a certain period of time T.

In this case, the comparator circuit 56 outputs an "L" level signal in response to the flywheel coupling signal with a short rise time, and the electromagnet 26 is excited by a drive signal with a quick rise by the drive circuit 60, and is kept constant at the maximum drive signal. It will be held for a time T. Along with this, the main flywheel 12 and the sub flywheel 1 in FIG.
8 is quickly connected via the leaf spring 15, and a strong connected state is maintained for a certain period of time T.

Further, when the rotation difference determination circuit 52 determines that the rotation difference between the main flywheel 12 and the sub flywheel 18 exceeds a certain value (for example, 500 rotations), the rotation difference data holding circuit 53 An "H" level signal is supplied to the second combined signal generation circuit 55. As a result, the second combined signal generation circuit 55 operates on the seventh and eighth AND gates.
An "L" level signal is supplied to AND ₇ and AND ₈ via inverter INV ₁₀ , and the rise time T ₁ is long and reaches the maximum coupling level (for example, 12 V) as shown in Figure 4B. After a certain time T
It now generates a flywheel coupling signal that disappears at .

In this case, the comparator circuit 56 outputs an "L" level signal in response to the flywheel coupling signal with a long rise time, and the electromagnet 26 is excited by the drive circuit 60 with a slow rise drive signal, and the maximum drive signal is used for a certain period of time. T will be retained. Accordingly, the main flywheel 12 and the sub-flywheel 18 shown in FIG. 2 are loosely coupled via the leaf spring 15 and maintain a strong coupled state for a certain period of time T.

Then, when a normal combined signal (NORMAL ON) is supplied via the eighth AND gate _AND8 , this normal combined signal is delayed and transmitted via the other delay circuit 58b, and the combined signal is The other comparator of the level setting circuit 59
It will be supplied to CMP27. This results in
The combined signal level setting circuit 59 includes two voltage dividing resistors.
The above-mentioned figures 4 and 6 show partial pressure by R ₉₅ and R ₉₆ .
A combined signal level of a low voltage V _L (for example, 6 V) as shown in the figure is set and supplied to the comparator circuit 56.

Furthermore, when the idle combined signal (IDLE ON) is supplied via the seventh AND gate _AND7 , this idle combined signal is delayed and transmitted via one of the delay circuits 58a, and the combined signal level is One comparator CMP of setting circuit 59
26. As a result, the combined signal level setting circuit 59 connects the three voltage dividing resistors R ₉₄ to
A combined signal level of a low voltage V _L (for example, 3 V) lower than that of the normal combined signal divided by R ₉₆ is set and supplied to the comparator circuit 56 .

That is, the comparator circuit 56
Alternatively, when the flywheel combined signal generated by the second combined signal generation circuit 54 or 55 disappears, as shown in FIG. 6, a low level combined signal is set by the combined signal level setting circuit 59. It outputs an "L" level signal according to the level _VL . That is, the electromagnet 26 is set by the coupling signal level setting circuit 59 following the drive signal from the drive circuit 60 that is supplied in response to the flywheel coupling signal generated by the coupling signal generating circuit 54 or 55. The magnet is excited by a drive signal corresponding to the low-level coupled signal.

In this case, the main flywheel 12 and the sub flywheel 18 in FIG. Due to the combined signal of level _VL , connection can be maintained with less current consumption.

Therefore, according to the flywheel device configured as described above, even when the engine speed is in the high speed range during warm-up operation immediately after starting the engine, the water temperature determination in FIG. 3B can be performed. The circuit 47 and the stoppage determination circuit 49 determine when the engine is cold and when the vehicle is stopped, respectively, and the main flywheel 12 and the sub flywheel 18 are connected by the normal connection signal. Fluctuations in output torque can be effectively suppressed.

Also, the backward detection circuit 45 in FIG.
detects when the vehicle is reversing, and connects the main flywheel 12 and the sub flywheel 18 using the normal connection signal, so even if the engine speed fluctuates greatly when reversing, stable engine rotational operation is achieved. can be obtained.

Next, when the engine speed determination circuit 35, the boost pressure determination circuit 38, and the gear position detection circuit 61 determine the predetermined engine speed, intake pressure value, and gear position, the main flywheel 12 and the sub flywheel In other words, the main flywheel 12 and the sub flywheel 18 are connected in the shaded area A in FIG. 7, and separated in the engine acceleration area B. It is possible to improve acceleration performance from low rotation range.

Also, when the idling detection circuit 39 detects that the engine is idling or the throttle is fully closed, a lower coupling signal level is coupled than when the main flywheel 12 and the sub flywheel 18 are coupled by the normal coupling signal. Since the signal level is set by the signal level setting circuit 59, the current consumption for driving the electromagnet 26 can be reduced.

Further, since the coupling signal holding circuit 42 and the clutch operation detection circuit 43 are arranged to hold the idle coupling signal or the normal coupling signal depending on when the driver operates the clutch, the engine speed may fluctuate greatly, for example, during gear shifting operation. Even in this case, a stable engine rotational state can be obtained without unnecessary switching of the coupling state between the main flywheel 12 and the sub-flywheel 18.

Further, the rotation difference determination circuit 52 determines the rotation difference between the main flywheel 12 and the sub flywheel 18, and when the rotation difference is within 500 rotations,
The flywheel coupling signal with a short rise time from the first coupling signal generation circuit 54 quickly couples the main flywheel 12 and the auxiliary flywheel 18, and when the rotation difference exceeds 500 revolutions, the second The flywheel coupling signal with a long rise time from the coupling signal generation circuit 55 causes the main flywheel 12 and the sub flywheel 1 to
8 can be combined with ease. Thereby, it is possible to reduce the impact when the main flywheel 12 and the sub-flywheel 18 are coupled when the difference in rotation between them is large.

Next, the above-mentioned combined signal generating circuit 54 or 55 causes the main flywheel 12 and the sub flywheel 1 to be connected to each other.
Since the electromagnet 26 is driven by the flywheel coupling signal at the maximum coupling level for a certain period of time after coupling with the main flywheel 12 and the sub flywheel 18, it is possible to ensure the coupling state between the main flywheel 12 and the sub flywheel 18. Current consumption can be saved.

Furthermore, since the idle coupling signal and the normal coupling signal are delayed and transmitted by the delay circuits 58a and 58b in FIG. Even if the main flywheel 12 and the sub flywheel 1
There is no possibility that the connection state with 8 is repeatedly switched in a short period of time.

As described above, according to this invention, the area where the main flywheel and the sub flywheel are connected and the area where they are separated are not only divided by the engine rotation speed, but also divided by the engine intake pressure value etc. Since it can be divided based on the engine load condition and the gear position, not only the acceleration performance of the engine in the high speed range is improved, but also the acceleration performance of the engine in the high speed range is improved even when the gear is in the low speed range. It becomes possible to improve acceleration performance without impairing the rotational stability of the engine.

[Brief explanation of the drawing]

Figure 1 is a perspective view of a conventional flywheel;
FIG. 2 is a longitudinal cross-sectional view showing the main parts of a variable inertial mass type flywheel device according to an embodiment of the present invention, and FIGS. A circuit configuration diagram showing a control section; FIGS. 4A and 4B are waveform diagrams showing flywheel coupling signals generated by the first and second coupling signal generation circuits of the control section, respectively;
FIG. 5 is a waveform diagram showing a triangular wave signal generated by the triangular wave generation circuit of the control section, and FIGS. 6A and B are the comparator circuit 56 of the control section, respectively.
FIG. 7 is a waveform diagram showing the state of comparison between the triangular wave signal and the flywheel coupling signal in FIG. FIG. 3 is a diagram showing axial output versus number. 11...Crankshaft (output shaft), 12...
...Main flywheel, 15... Leaf spring (spring member), 18... Sub-flywheel, 21a, 21
b...Magnetic path hole, 26...Electromagnet (operation part), 35
...Engine speed discrimination circuit, 38...Boost pressure judgment circuit, 39...Idling detection circuit, 4
0...Idle switch, 41...Coupling state selection circuit, 42...Coupling signal holding circuit, 43...Clutch operation detection circuit, 44...Clutch switch,
45...Reverse detection circuit, 47...Water temperature discrimination circuit,
48... Water temperature sensor, 49... Stop judgment circuit, 5
0... Vehicle speed sensor, 52... Rotation difference discrimination circuit, 5
4...First combined signal generation circuit, 55...Second combined signal generation circuit, 56...Comparator circuit,
57... Triangular wave generation circuit, 58a, 58b... Delay circuit, 59... Combined signal level setting circuit, 60
... Drive circuit, 61 ... Gear stage detection circuit.

Claims (1)

[Claims for Utility Model Registration] A main flywheel that is connected to the output shaft of the engine and rotates integrally with the output shaft; a sub-flywheel that is rotatably provided with respect to the output shaft; and the sub-flywheel. A clutch that can connect and disconnect between the wheel and the output shaft; and a clutch that detects the rotation speed of the engine and determines whether the engine during normal operation after starting is in a first rotation speed zone below B rotation speed, or above B rotation speed C. a rotation speed determination unit that determines in which rotation speed zone the engine is being operated, out of a second rotation speed zone below the rotation speed and a third rotation speed zone above the rotation speed C; and a load that detects the load state of the engine. a determination unit; a gear position detection unit that detects a gear position of a transmission connected to the output side of the engine; and controls the clutch based on outputs from the rotation speed determination unit, the load determination unit, and the gear position detection unit. control means for controlling when the engine is operated in the first rotation speed zone, and when the engine is operated in the second rotation speed zone and the gear position detecting section detects a high speed gear, and when the engine is operated in the second rotation speed zone, When the determining unit detects a specific load state, the sub flywheel is connected to the output shaft, and the engine is operating in the third rotation speed zone, and when the engine is operating in the second rotation speed zone. when the engine is operated in the second rotation speed zone and the gear position detection section detects the high speed position, and when the engine is operated in the second rotation speed zone and the gear position detection section detects the high speed position and the load determination section detects the A variable inertial mass type flywheel device, characterized in that the clutch is controlled by the control means so that the auxiliary flywheel is disconnected from the output shaft when a load condition other than a specific load condition is detected.