JP2010261566A - Control device for variable flywheel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a variable flywheel capable of improving fuel economy during idling operation. <P>SOLUTION: The control device for controlling the variable flywheel 8 includes a drive plate 4 fixed to a crankshaft of an engine 2 mounted to a vehicle; a driven plate 6 rotatably mounted to the crankshaft and having a weight 5; and a flywheel clutch 7 for connecting the drive plate 4 to the driven plate 6. The control device includes a control means for cutting off the flywheel clutch 7 until a predetermined start operation is performed during the idling operation of the engine 2 at the stop of the vehicle, and connecting the flywheel clutch 7 when the predetermined start operation is performed. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device for controlling a variable flywheel that is detachable from an engine crankshaft.

  In general, a flywheel (also called a weight mass or inertia weight) is attached to a crankshaft of a vehicle engine for absorbing torque fluctuations.

  The flywheel functions as a so-called “flywheel” when the engine is running at low speed, contributing to smooth engine rotation, but lowering the accelerator response and reducing the effectiveness of engine braking at mid and high speeds. Cause.

  Therefore, conventionally, a variable flywheel has been known in which a part of the mass of the flywheel is made into a separate mechanism as an auxiliary mass, and a variable mass (variable mass) that can be attached to and detached from the crankshaft is used (for example, Patent Document 1). reference).

  Such a variable flywheel basically has a variable flywheel fixed to the crankshaft in the range of engine speed from idling speed to a predetermined speed, and variable flywheel (variable mass) above a predetermined speed. Is cut off from the crankshaft to reduce the engine load to reduce fuel consumption and improve engine performance.

  An example of such control will be described with reference to FIG.

  As shown in FIG. 7, first, when the engine is started, the variable flywheel is fixed to the crankshaft in step S101. Next, in step S102, it is determined whether or not the engine speed is greater than or equal to a specified value.

  Here, since the specified value is generally set higher than the idling speed, the variable flywheel is fixed to the crankshaft during the idling operation by the above steps S101 and S102.

  On the other hand, if it is determined in step S102 that the engine speed exceeds the specified value, the variable flywheel is disconnected from the crankshaft and is not fixed in step S103.

JP 2004-293726 A

  However, in conventional variable flywheel control, the variable flywheel is always fixed to the crankshaft during engine idling, so the variable flywheel is used to improve the startability of a small displacement, high-supercharged diesel engine, etc. When it is set to be heavy, there is a problem that the fuel consumption during idling operation is deteriorated.

  That is, during idling operation, idle control (ISC control) is performed to match the engine speed to the idling speed. If the inertial moment of the crankshaft is increased by the variable flywheel, ISC control is performed by that amount. Fuel injection amount will increase and fuel consumption will deteriorate.

  Therefore, an object of the present invention is to provide a control device for a variable flywheel that can solve the above-described problems and improve fuel efficiency during idling operation.

  To achieve the above object, the present invention provides a drive plate fixed to a crankshaft of an engine mounted on a vehicle, a driven plate rotatably attached to the crankshaft and having a weight portion, the drive plate, In a control device for controlling a variable flywheel provided with a flywheel clutch for connecting a driven plate, a predetermined start operation is performed during idling operation of the engine when the vehicle is stopped. In the meantime, the flywheel clutch is disconnected, and control means for connecting the flywheel clutch when the predetermined starting operation is performed is provided.

  Preferably, the vehicle includes a transmission and a transmission clutch for connecting the transmission and the engine, and the control means performs the predetermined start operation when the transmission clutch is disconnected. It is determined that

  The vehicle includes a transmission and a transmission clutch for connecting the transmission and the engine, and the control means is configured to perform the predetermined operation when the transmission of the vehicle is geared in from a neutral position to a start position. It may be determined that a start operation has been performed.

  Preferably, the flywheel clutch includes a friction member provided on the drive plate, and hydraulic oil is supplied from a supply-side line to engage the friction member with the driven plate, and the friction member from the driven plate. A working chamber through which the hydraulic oil is discharged to a discharge side line, and a control signal from the control means is input between the supply side line, the discharge side line, and the working chamber. A directional control valve configured to communicate the working chamber with the discharge-side line when not present and to communicate the working chamber with the supply-side line when input is provided.

  According to the present invention, an excellent effect that fuel efficiency during idling can be improved is exhibited.

FIG. 1 is a schematic configuration diagram of an engine targeted by a control device for a variable flywheel according to an embodiment of the present invention. FIG. 2 is a schematic configuration diagram of the variable flywheel of the present embodiment, showing a state where the flywheel clutch is disengaged. FIG. 3 is a schematic configuration diagram of the variable flywheel of the present embodiment, showing a state where the flywheel clutch is connected. FIG. 4 is a configuration diagram of the control means and the direction control valve of the present embodiment, and shows a state where the flywheel clutch is disengaged. FIG. 5 is a configuration diagram of the directional control valve of the present embodiment, showing a state where the flywheel clutch is connected. FIG. 6 is an example of a flowchart by the control device of the present embodiment. FIG. 7 is a flowchart for explaining control of a conventional variable flywheel.

  Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

  A variable flywheel control device (hereinafter referred to as a control device) according to the present embodiment is, for example, a variable flywheel attached to a crankshaft of an engine mounted on an FR type vehicle or the like.

  The schematic structure of the engine will be described with reference to FIG.

  The vehicle of the present embodiment is a so-called MT vehicle in which shifting and clutch operations are performed manually. As shown in FIG. 1, an engine 2, a shifting clutch 11, and a transmission 12 are mounted on the vehicle.

  The engine 2 has a crankshaft 3 rotatably supported by an engine block 13, and a variable flywheel 8 and a fixed flywheel 14 are provided at the end of the crankshaft 3.

  The fixed flywheel 14 rotates integrally with the crankshaft 3 and is fixed to the end surface of the crankshaft 3. The fixed flywheel 14 is formed in a disc shape concentric with the crankshaft 3, and an annular thick portion 15 forming a weight (mass) is formed on the outer peripheral portion thereof. A ring gear 16 that can mesh with a starter motor (not shown) is provided on the outer periphery of the thick portion 15.

  The transmission clutch 11 is for transmitting or interrupting the power from the crankshaft 3 of the engine 2 to the input shaft 16 of the transmission 12. In the speed change clutch 11 of FIG. 1, 21 is a clutch disk, 22 is a diaphragm spring, 23 is a release fork, 24 is a clutch cover, and 25 is a pressure plate.

  In this transmission clutch 11, when the clutch pedal is depressed, the clutch disc 21 is disconnected from the fixed flywheel 14 by the release fork 23, and the transmission clutch 11 is disconnected. On the other hand, when the clutch pedal is returned, the pressure plate 25 presses the clutch disc 21 against the fixed flywheel 14 by the urging force of the diaphragm spring 22, and the transmission clutch 11 is connected. The transmission clutch 11 is provided with a clutch sensor 71 (see FIG. 4) for detecting the connection / disconnection state (disconnection, connection) of the transmission clutch 11.

  As shown in FIGS. 2 and 3, the variable flywheel 8 engages and disengages the weight portion 5 with respect to the crankshaft 3 in order to increase or decrease the moment of inertia of the crankshaft 3. Specifically, the variable flywheel 8 includes a driven plate 6 rotatably attached to the crankshaft 3 and having a weight portion 5, a drive plate 4 fixed to the crankshaft 3, the drive plate 4 and the driven plate 6. And a flywheel clutch (hereinafter referred to as a variable FW clutch) 7.

  The drive plate 4 is formed in a ring plate shape concentric with the crankshaft 3. A friction member 31 described later of the variable FW clutch 7 is attached to the drive plate 4. In the illustrated example, a plurality of guide pins 32 for supporting the friction member 31 so as to be movable in the axial direction are provided on the outer peripheral portion of the drive plate 4. The guide pins 32 are arranged at intervals in the circumferential direction, and each guide pin 32 is formed in an L-shaped cross section that extends radially outward from the drive plate 4 and is bent in the axial direction.

  The driven plate 6 is arranged side by side with the drive plate 4 in the axial direction. The driven plate 6 is formed in a ring plate shape that is concentric with the crankshaft 3 and has a larger diameter than the drive plate 4. An inner peripheral end of the driven plate 6 is rotatably attached to the crankshaft 3 via a bearing 33, and an annular thick portion forming the weight portion 5 is formed on the outer peripheral portion. Further, a cover 35 for forming a later-described working chamber 34 of the variable FW clutch 7 is attached to the side surface of the driven plate 6.

  The cover 35 is arranged side by side with the drive plate 4 and the driven plate 6 in the axial direction so that the drive plate 4 is sandwiched between the cover 35 and the driven plate 6. The cover 35 is formed in an approximately disc shape concentric with the crankshaft 3 and bent to the driven plate 6 side so that the outer peripheral end surrounds the drive plate 4 and is formed in an L-shaped cross section. The cover 35 has an outer peripheral end joined to the driven plate 6 and an inner peripheral end rotatably attached to the drive plate 4 via a bearing 36.

  The variable FW clutch 7 includes a friction member 31 attached to the drive plate 4 so as to be movable in the axial direction, and a working chamber for biasing the friction member 31 toward the driven plate 6 (hereinafter referred to as an on-side working chamber). 34 and an off-side working chamber 37 for biasing the friction member 31 in a direction away from the driven plate 6. As will be described in detail later, when the working oil is discharged from the on-side working chamber 34 and the working oil is supplied to the off-side working chamber 37, the friction member 31 is disconnected from the driven plate 6 (see FIG. 2), When the working oil is supplied to the working chamber 34 and discharged from the off-side working chamber 37, the friction member 31 is connected to the driven plate 6 (see FIG. 3).

  The friction member 31 is formed in a ring plate shape concentric with the crankshaft 3. Friction surfaces 39 and 40 facing each other are formed on the outer peripheral portions of the friction member 31 and the driven plate 6, respectively. When the friction surfaces 39 and 40 are engaged, the driven plate 6 rotates integrally with the drive plate 4 (crankshaft 3).

  The on-side working chamber 34 is defined between the members 31 and 35 by the cover 35 and the friction member 31. The on-side working chamber 34 is connected to a later-described hydraulic direction control valve 38 via an on-side line 41. The on-side line 41 in the illustrated example passes from the on-side working chamber 34 through the bearing 36 that supports the cover 35 to the hydraulic direction control valve 38 through the A port 42 formed in the crankshaft 3.

  The off-side working chamber 37 is defined between the members 6 and 31 by the friction member 31 and the driven plate 6. The off-side working chamber 37 is connected to the hydraulic direction control valve 38 via the off-side line 43. The off-side line 43 in the illustrated example passes from the off-side working chamber 37 through the bearing 33 that supports the driven plate 6 to the hydraulic direction control valve 38 through the B port 44 formed in the crankshaft 3.

  The off-side working chamber 37 and the above-described on-side working chamber 34 communicate with each other through a gap between the outer peripheral end of the friction member 31 and the cover 35.

  In order to switch supply and discharge of hydraulic fluid to the on-side working chamber 34 and the off-side working chamber 37 between the on-side working chamber 34 and the off-side working chamber 37, and the supply-side line 56 and the discharge-side line 57. Direction control valve (hereinafter referred to as a hydraulic direction control valve) 38 is provided.

  As shown in FIGS. 4 and 5, the hydraulic direction control valve 38 is an electromagnetic switching valve having four ports. Each port communicates with the on-side line 41 communicating with the A port 42 and the B port 44. A side line 43, a supply side line 56 that communicates with an oil pump 58 driven by the engine 2, and a discharge side line 57 that communicates with an oil pan 59 of the engine 2 are connected. For example, the lubricating oil of the engine 2 is shared as hydraulic oil. The hydraulic oil in the supply side line 56 is pumped by the oil pump 58, and the hydraulic oil in the discharge side line 57 is returned to the oil pan 59.

  The hydraulic direction control valve 38 of the present embodiment is inputted by communicating the on-side line 41 (on-side working chamber 34) to the discharge-side line 57 when a control signal from the variable FW controller 9 described later is not inputted. The on-side line 41 (on-side working chamber 34) is configured to communicate with the supply-side line 56.

  More specifically, the hydraulic direction control valve 38 includes a valve body 61 for switching the inflow and outflow directions (hydraulic circuit) of hydraulic oil at four ports, and a return spring 62 that urges the valve body 61. And a solenoid 63 that drives the valve body 61 against the urging force of the return spring 62.

  The valve body 61 has a cut-off position (see FIG. 4) where the on-side line 41 communicates with the discharge-side line 57 and the off-side line 43 communicates with the supply-side line 56, and the on-side line 41 becomes the supply-side line 56. The position is switched at two positions: a connection position (see FIG. 5) that allows communication between the off-side line 43 and the discharge-side line 57. The return spring 62 urges the valve body 61 so that the valve body 61 is located at the separation position, and the solenoid 63 is located at the connection position when the current is input from the variable FW controller 9. Thus, the valve body 61 is driven.

  The variable flywheel 8 configured as described above is controlled by the control device 1 of the present embodiment. The control device 1 includes a variable FW controller 9 that controls the variable FW clutch 7 of the variable flywheel 8 based on the engine speed. The variable FW controller 9 of this embodiment forms part of an engine control module (hereinafter referred to as ECM) 70 for controlling the engine 2.

  The variable FW controller 9 basically connects the variable FW clutch 7 when the engine speed is equal to or less than a predetermined specified value, and disconnects when the engine speed exceeds the specified value. The specified value is set according to the characteristics of the vehicle and the engine 2 and is set higher than a target idle speed described later.

  Here, the variable FW controller 9 of the present embodiment reduces the fuel consumption during idling operation by separating the variable flywheel 8 from the crankshaft 3 while the engine 2 is normally idling. At this time, the variable flywheel 8 is fixed to the crankshaft 3 at the same time when the transmission clutch 11 is disengaged due to the gear-in of the transmission 12, thereby ensuring the startability of the vehicle.

  As shown in FIG. 4, the engine speed is input to the variable FW controller 9, and the output from the variable FW controller 9 is input to the hydraulic direction control valve 38. Since the variable FW controller 9 can be controlled with very few I / Os, it is generally arranged as a part of the functions of the ECM 70 and the TCM.

  More specifically, the variable FW controller 9 can perform a predetermined start operation even when the engine speed is equal to or less than a specified value during idling operation of the engine 2 when the vehicle is stopped. In the meantime, the variable FW clutch 7 is disconnected, and control means for connecting the variable FW clutch 7 when a predetermined start operation is performed is made. Further, the predetermined start operation is disconnection of the transmission clutch 11, and the variable FW controller 9 determines that the predetermined start operation is performed when the transmission clutch 11 is disconnected. The variable FW controller 9 determines that the idling operation is being performed when the vehicle is stopped when the engine speed is equal to or less than the target idle speed.

  The variable FW controller 9 is communicably connected to a clutch sensor 71 for detecting the connection / disengagement state of the transmission clutch 11 and an engine speed sensor 72 for detecting the engine speed, and is connected to the variable FW controller 9. Are inputted with detection values from the sensors 71 and 72, respectively.

  The variable FW controller 9 is communicably connected to the hydraulic direction control valve 38 and inputs a control signal for switching the flow path (position) to the hydraulic direction control valve 38. The variable FW controller 9 shown in the figure forms a drive circuit for the solenoid 63 and switches between energization and non-energization of the solenoid 63.

  In addition to the function as the variable FW controller 9 described above, the ECM 70 has a function for performing idling operation of the engine 2.

  The ECM 70 performs ISC (idle speed control) control so that the engine 2 is idling when a predetermined idling driving condition is satisfied, for example, when a vehicle in which the accelerator pedal is not depressed is stopped.

  The ISC control is control for making the engine speed coincide with a predetermined target idle speed. For example, the ECM 70 is provided in the engine 2 based on a deviation between the engine speed and the predetermined target idle speed. The fuel injection amount of the injected injector is feedback controlled.

  Next, the effect | action by the control apparatus 1 of this embodiment is demonstrated.

  First, the operation from the start of the engine 2 to the idling operation will be described.

  When the engine 2 is started, ISC control by the ECM 70 is started, and the engine speed is increased to the target idle speed by the ISC control and is maintained at the target idle speed.

  In the present embodiment, the variable FW controller 9 cranks the driven plate 6 (the weight portion 5) of the variable flywheel 8 while the idling operation is performed after the engine 2 is started (while the ISC control is being performed). Disconnect from shaft 3.

  As a result, the moment of inertia of the crankshaft 3 is smaller than when the driven plate 6 is fixed, and the fuel injection amount during idling operation is reduced by the amount of the driven plate 6.

  Next, the operation when the vehicle starts will be described.

  Since the vehicle of the present embodiment is an MT vehicle, the transmission 12 is in the neutral state and the transmission clutch 11 is connected during the idling operation.

  When the vehicle is started from the idling operation, the transmission clutch 11 is disconnected, the gear-in to the starting stage of the transmission 12, and the reconnection of the transmission clutch 11 are sequentially performed as a series of starting operations. .

  The variable FW controller 9 of the present embodiment fixes the driven plate 6 of the variable flywheel 8 to the crankshaft 3 simultaneously with the disconnection of the transmission clutch 11 when the transmission clutch 11 is disconnected in these starting operations.

  When the driven plate 6 is fixed to the crankshaft 3, the inertial moment of the crankshaft 3 increases by the amount of the driven plate 6, and the fuel injection amount is controlled by the ISC control of the engine 2 according to the increase of the inertial moment. Will be increased.

  As a result, before the speed change clutch 11 is reconnected (that is, before the vehicle starts), the driven plate 6 rotates at the target idle speed together with the crankshaft 3, and energy is stored in the variable flywheel 8.

  Thereafter, when the speed change clutch 11 is reconnected or when the vehicle runs at a low speed after starting the vehicle, torque fluctuation of the engine 2 is absorbed by the energy of the fixed flywheel 14 and the energy of the variable flywheel 8. Thereby, the startability and the quietness when the vehicle starts are improved.

  In addition, since the hydraulic direction control valve 38 of the present embodiment is configured to be located at the separation position when there is no input from the variable FW controller 9, the hydraulic direction control valve 38 is energized when the engine 2 is started. Even if not, the circuit of the valve body 61 is opened so that the variable flywheel 8 is turned off, and the on-side line 41 is communicated with the discharge-side line 57. Therefore, when the engine 2 is started, the load on the variable flywheel 8 accompanying the start of the oil pump 58 is not generated, so that no load is applied to the starter motor.

  Next, based on FIG. 6, an example of the control flow by the control apparatus 1 of this embodiment is demonstrated. The idling control according to the flowchart of FIG. 6 is executed in a predetermined cycle when the engine 2 is started by the variable FW controller 9.

  First, in step S1, the variable FW controller 9 determines whether the engine 2 is idling. Specifically, the variable FW controller 9 determines whether or not the engine speed detected by the engine speed sensor 72 matches the target idle speed, and proceeds to step S2 if they match.

  In step S2, the variable FW controller 9 determines whether or not the vehicle is just before starting. Specifically, the variable FW controller 9 determines whether or not the state of the speed change clutch 11 detected by the clutch sensor 71 is disengaged. If it is disengaged, the variable FW controller 9 determines immediately before starting the vehicle and proceeds to step S3.

  In step S <b> 3, the variable FW controller 9 energizes the solenoid 63 of the hydraulic direction control valve 38 to connect the driven plate 6 (weight part 5) of the variable flywheel 8 to the crankshaft 3.

  After step S3, the variable FW controller 9 energizes the solenoid 63 (couples the driven plate 6) when the engine speed is equal to or less than the specified value, and de-energizes when the engine speed exceeds the specified value (the driven plate 6 is disconnected). ) Shifts to control (basic control). After the shift to the basic control, various control of the variable flywheel 8 can be considered. For example, the variable FW controller 9 may execute the basic control until the engine 2 stops, or the engine speed becomes less than the target idle speed when the vehicle stops or during the execution of the basic control. Sometimes, the control may again shift to the idling control of FIG.

  On the other hand, if the engine speed does not match the target idle speed in step S1, the process returns to the start again. For example, if the engine speed is less than the target idle speed, such as immediately after starting the engine 2, step S1 is looped again.

  In step S2, if the speed change clutch 11 is not disconnected, the variable FW controller 9 returns to the start again. For example, while the idling operation is continued without starting operation, step S1 and step S2 are looped. Note that energization of the solenoid 63 is stopped during the above loop.

  As described above, according to the present embodiment, startability improvement and rotation by the variable flywheel 8 can be achieved without increasing fuel efficiency due to the variable flywheel 8 during normal idling and increasing the burden on the starter motor when starting the engine 2. It is possible to reduce fuel consumption when climbing.

  Further, since the variable FW clutch 7 is connected simultaneously with the disconnection of the transmission clutch 11, for example, the connection of the variable FW clutch 7 is performed when the accelerator pedal is depressed when the transmission clutch 11 is reconnected. Thus, it is possible to secure a long and sufficient time for connecting and operating the variable FW clutch 7 (time to start the vehicle).

  Further, since the hydraulic direction control valve 38 is configured such that the valve body 61 is biased to the separation position by the return spring 62, the battery load during the idling operation can be reduced. That is, for example, when the return spring 62 urges the valve body 61 to the coupling position, or when the valve body 61 is driven to the disconnected position by another solenoid instead of the return spring 62, the variable FW clutch 7 is disconnected. In order to do so, it is necessary to energize the solenoid immediately after the engine is started. On the other hand, in this embodiment, the variable FW clutch 7 can be disconnected without energizing the solenoid.

  In addition, this invention is not limited to the above-mentioned embodiment, Various modifications and application examples can be considered.

  For example, in the above-described embodiment, the variable FW controller 9 determines that a predetermined start operation has been performed when the transmission clutch 11 is disengaged, but is not limited thereto. For example, the variable FW controller 9 may determine that a predetermined start operation has been performed when the transmission 12 of the vehicle is geared in from the neutral to the start stage.

  In the above-described embodiment, the disconnection of the transmission clutch 11 is determined based on the output of the clutch sensor 71, but the present invention is not limited to this. For example, it may be determined that the shift clutch 11 is disconnected when the clutch pedal is depressed to a predetermined disengagement position. In this case, a clutch pedal sensor for detecting the depression amount of the clutch pedal is detected by the variable FW controller 9. Are preferably connected.

  The target vehicle is not limited to the MT vehicle, and may be an AT vehicle, a so-called AMT vehicle having an actuator and control means (TMC) for automatically controlling the transmission clutch 11 and the transmission 12. For example, in the case of an AMT vehicle, the TMC may determine that a predetermined start operation has been performed when a disconnection signal is output to the actuator of the transmission clutch 11.

  In the above-described embodiment, whether or not the engine 2 is idling when the vehicle is stopped is determined based on the engine speed, but the present invention is not limited to this. For example, it may be determined that the engine 2 is idling when the vehicle is stopped when the vehicle speed detected by the vehicle speed sensor is substantially zero during engine operation.

  The variable FW clutch is not limited to the above-described embodiment. For example, it is conceivable to provide an urging means (such as a spring) for urging the friction member 31 away from the driven plate 6 while omitting the off-side working chamber. Further, it is conceivable to use a dry clutch, an electromagnetic clutch, a viscous fluid clutch, etc. as the variable FW clutch.

DESCRIPTION OF SYMBOLS 1 Control apparatus 2 Engine 3 Crankshaft 4 Drive plate 5 Thick part (weight part)
6 Driven plate 7 Variable FW clutch (flywheel clutch)
8 Variable flywheel 9 Variable FW controller (control means)

Claims (4)

A drive plate fixed to a crankshaft of an engine mounted on a vehicle, a driven plate rotatably attached to the crankshaft and having a weight portion, and a flywheel clutch for connecting the drive plate and the driven plate In a control device for controlling a variable flywheel equipped with
During idling of the engine when the vehicle is stopped, the flywheel clutch is disconnected until a predetermined start operation is performed, and the flywheel clutch is disengaged when the predetermined start operation is performed. A control device for a variable flywheel, characterized by comprising control means for connection. The vehicle includes a transmission, and a transmission clutch for connecting the transmission and the engine,
2. The control device for a variable flywheel according to claim 1, wherein the control means determines that the predetermined starting operation has been performed when the transmission clutch is disengaged. The vehicle includes a transmission, and a transmission clutch for connecting the transmission and the engine,
2. The control device for a variable flywheel according to claim 1, wherein the control means determines that the predetermined start operation has been performed when the transmission of the vehicle is geared in from the neutral to the start stage. The flywheel clutch is provided with a friction member provided on the drive plate, and hydraulic oil is supplied from a supply side line to engage the friction member with the driven plate, and the friction member is separated from the driven plate. A working chamber through which the hydraulic oil is discharged to the discharge side line,
The control chamber communicates with the discharge side line when the control signal from the control means is not input between the supply side line and the discharge side line and the operation chamber. The variable flywheel control device according to any one of claims 1 to 3, further comprising a directional control valve configured to communicate a chamber with the supply-side line.

Images