JP2021042838A - Torque control mechanism and vibration reducing device using the same - Google Patents

Abstract

To provide a torque control mechanism capable of properly suppressing torque vibrations.SOLUTION: A torque control mechanism 300 is quipped with a plurality of periodic reverse springs A and B generating counter torque by an interaction exerted between stators 12A and 12B and rotors 10A and 10B, changes a positional relationship of the plurality of periodic reverse springs A and B by using the interaction exerted between the stators 12A and 12B and the rotors 10A and 10B, can control the increase/decrease of the counter torque to a rotating body, and can control a phase of rotations of the rotating body and a phase of the counter torque.SELECTED DRAWING: Figure 9

Description

The present invention relates to a torque control mechanism and a vibration reduction device using the torque control mechanism.

When the output and the number of revolutions of the engine increase in a vehicle or the like, torsional vibration and bending vibration increase with respect to the crankshaft.

FIG. 15 shows the combustion stroke of a typical engine and the torque waveform applied to the crankshaft by the engine. The engine is ignited by an "intake stroke" in which the air-fuel mixture is taken into the cylinder by moving the piston downward, a "combustion stroke" in which the piston rises to compress the air-fuel mixture, and a spark plug. The four steps of "combustion stroke" in which the air-fuel mixture burns to lower the piston and "exhaust stroke" in which the piston rises to discharge the exhaust gas after combustion are repeated. Of these, in the "combustion stroke", torque vibration is generated by suddenly applying a large torque to the crankshaft connected to the piston, and the torsional vibration is transmitted to the power transmission system of the vehicle or the like. Therefore, the ride quality of the vehicle can be improved by reducing the vibration of the power transmission system.

Generally, in an operating region where vibration is large, power is transmitted by using a fluid joint that transmits power by the mechanical action of fluid. While fluid couplings have the advantage of being able to significantly attenuate vibrations, they also have the disadvantage of poor transmission efficiency. However, by lowering the vibration level with the vibration reduction device, the opportunity for power transmission by the fluid joint is reduced, and the power from the engine can be transmitted to the drive shaft in the state of being directly connected by the mechanical element, and the fuel efficiency of the vehicle can be improved. The point has been emphasized in recent years.

Further, in order to reduce torsional vibration, a configuration to which a device called a periodic reversing spring is applied is disclosed (Patent Documents 1 and 2). For example, a magnetic periodic reversing spring is known which includes a rotor which rotates with an engine and a stator which is fixed to an apparatus and does not rotate, and has a plurality of rare earth magnets arranged on the rotor and the stator. The magnets arranged with the rotor and the stator are arranged so that the S pole and the N pole are alternately directed along the radial direction. As a result, a repulsive force acts on the same poles, a suction force acts on the different poles, and the torque vibration generated in the crankshaft can be absorbed by utilizing the repulsive force and the suction force.

Japanese Unexamined Patent Publication No. 2018-13207 JP-A-2019-2447

By the way, in the configuration in Patent Document 1, when the counter torque generated by the periodic reversing spring is increased or decreased with respect to the torque generated by the engine, the phase of the counter torque generated by the periodic reversing spring is deviated from the generation cycle of the engine torque. It ends up. Therefore, it may not be possible to appropriately cancel the torque vibration depending on the operating state of the engine.

Further, in the configuration in Patent Document 2, a plurality of actuators are required to combine the counter torques generated by the respective periodic reversing springs to increase or decrease the combined counter torque. Therefore, the manufacturing cost of the device increases.

One aspect of the present invention is a torque control mechanism that generates a counter torque with respect to a rotating body, and includes a plurality of periodic reversing springs that generate the counter torque by an interaction acting between a stator and a rotor. The phase relationship between the plurality of periodic reversing springs can be changed by utilizing the interaction acting between the stator and the rotor to control the increase / decrease of the counter torque with respect to the rotating body, and the rotation of the rotating body. The torque control mechanism is characterized in that the phase of the counter torque and the phase of the counter torque can also be controlled.

Here, it is preferable to provide a braking means for switching the stator in the plurality of periodic reversing springs into a state in which the stator can rotate relative to the rotor and a state in which the stator cannot rotate.

Further, it is preferable that the braking means is a brake or a clutch.

Further, it is preferable to reduce the Joule loss due to the eddy current generated in the periodic reversing spring by releasing the braking means while the rotating body is operating in a low load state or a high speed rotating state so that the stator can rotate. Is.

Another aspect of the present invention is characterized in that the torque control mechanism is provided, and the torque control mechanism is used to cancel the torque vibration generated in the rotating body by the driving means for applying the driving force to the rotating body. It is a vibration reduction device.

According to the present invention, it is possible to provide a torque control mechanism capable of appropriately suppressing torque vibration and a vibration reduction device using the torque control mechanism.

It is a figure which shows the structure of the drive system which includes the vibration reduction apparatus in embodiment of this invention. It is a figure which shows the basic structure of the periodic reversing spring in embodiment of this invention. It is a figure which shows the torque generated by the periodic reversing spring in embodiment of this invention. It is a figure which shows the basic structure of the torque control mechanism which combined the periodic reversing spring. It is a figure which shows the combined torque generated by the torque control mechanism which combined the periodic reversing spring. It is a figure which shows the basic structure of the torque control mechanism which combined the periodic reversing spring. It is a figure which shows the combined torque generated by the torque control mechanism which combined the periodic reversing spring. It is a figure which shows the combined torque generated by the torque control mechanism which combined the periodic reversing spring. It is a figure which shows the structure of the torque control mechanism in 1st Embodiment. It is a flowchart which shows the torque control method in 1st Embodiment. It is a figure which shows the combined torque generated by the torque control mechanism in 1st and 2nd Embodiment. It is a figure which shows the structure of the torque control mechanism in 2nd Embodiment. It is a flowchart which shows the torque control method in 2nd Embodiment. It is a flowchart which shows the torque control method in 2nd Embodiment. It is a figure which shows the relationship between the combustion stroke of an engine, and the generated torque.

[Basic configuration]
As shown in FIG. 1, the vibration reduction device 100 according to the embodiment of the present invention is arranged side by side with the engine 102, the transmission 104, and the drive unit 106 of a vehicle or the like. The vibration reducing device 100 is arranged between the engine 102 and the transmission 104, and is connected to a drive shaft (for example, a crankshaft) that rotates by receiving a driving force from the engine 102. That is, the vibration reducing device 100 is provided to reduce the vibration generated in the transmission path transmitted from the engine 102 to the transmission 104.

[Periodic reversing spring]
The vibration reduction device 100 is configured by combining a plurality of periodic reversing springs. FIG. 2 shows the basic configuration of the periodic reversing spring 200.

The periodic reversing spring 200 is configured by combining the rotor 10 and the stator 12. The rotor 10 is a rotating body that rotates about a rotation shaft connected to a drive shaft (crankshaft or the like) of the engine 102 as a rotation center. The rotor 10 is preferably made of a material having mechanical strength, particularly a magnetic material.

A first magnet 10a is arranged on the outer peripheral portion of the rotor 10. The first magnets 10a are arranged around the rotor 10 at equal intervals so that the polarities alternate in the radial direction of the rotor 10. In the present embodiment, an example is shown in which the four first magnets 10a are arranged so that the polarities alternate at 90 ° intervals.

The stator 12 is a cylindrical member that houses the rotor 10 inside, centering on the rotation axis of the rotor 10. The stator 12 is a substantially cylindrical member having an inner diameter slightly larger than the outer diameter of the rotor 10. The stator 12 can be made of a metal or the like having mechanical strength.

A second magnet 12a is arranged on the inner peripheral surface of the stator 12. The second magnets 12a are arranged around the stator 12 at equal intervals so that the polarities alternate in the radial direction of the stator 12. In the present embodiment, an example is shown in which the four second magnets 12a are arranged so that the polarities alternate at 90 ° intervals.

An interaction (attractive force or repulsive force) is generated between the rotor 10 and the stator 12 depending on the arrangement of the first magnet 10a and the second magnet 12a.

As shown in FIG. 2A, when the rotation angle of the rotor 10 is 0 (180 °), the outer pole of the first magnet 10a arranged on the rotor 10 and the second magnet 12a arranged on the stator 12 The inner poles of are the same poles. Therefore, a repulsive force is generated as an interaction between the first magnet 10a and the second magnet 12a with respect to the radial direction of the periodic reversing spring 200 (the XX'direction and the YY'direction in FIG. 2). Here, since only the repulsive force in the radial direction acts between the first magnet 10a and the second magnet 12a, no torque is generated in the rotation direction of the rotor 10.

As shown in FIG. 2B, when the rotor 10 is rotated by the driving force transmitted from the engine 102 and the rotation angle of the rotor 10 is 45 °, the outside of the first magnet 10a arranged on the rotor 10 Since the pole and the inner pole of the second magnet 12a arranged on the stator 12 in the direction of approaching by the rotation of the rotor 10 are different poles, an attractive force is generated as an interaction between them. Further, the outer pole of the first magnet 10a arranged on the rotor 10 and the inner pole of the second magnet 12a arranged on the stator 12 in the direction away from the rotor 10 due to rotation are the same pole. Therefore, a repulsive force is generated as an interaction between them. Therefore, a positive torque is generated between the first magnet 10a and the second magnet 12a so as to rotate the rotor 10 faster along the same direction as the rotation direction of the rotor 10.

As shown in FIG. 2C, when the rotor 10 is further rotated and the rotation angle of the rotor 10 is 90 °, the rotor 10 is arranged on the outer pole of the first magnet 10a arranged on the rotor 10 and on the stator 12. The inner pole of the second magnet 12a is a different pole. Therefore, an attractive force is generated as an interaction between the first magnet 10a and the second magnet 12a with respect to the radial direction of the periodic reversing spring 200 (the XX'direction and the YY'direction in FIG. 2). Here, since only the attractive force in the radial direction acts between the first magnet 10a and the second magnet 12a, no torque is generated in the rotation direction of the rotor 10.

As shown in FIG. 2D, when the rotor 10 is further rotated and the rotation angle of the rotor 10 is 135 °, the outer pole of the first magnet 10a arranged on the rotor 10 and the rotor 10 are rotated. As a result, the inner poles of the second magnet 12a arranged on the stator 12 in the approaching direction are the same poles, so that a repulsive force is generated as an interaction between them. Further, the outer pole of the first magnet 10a arranged on the rotor 10 and the inner pole of the second magnet 12a arranged on the stator 12 in the direction away from the rotor 10 due to rotation are different poles. Therefore, a suction force is generated as an interaction between them. Therefore, a negative torque is generated between the first magnet 10a and the second magnet 12a so as to further delay the rotation of the rotor 10 along the direction opposite to the rotation direction of the rotor 10.

That is, as shown in FIG. 3, positive and negative torques are periodically generated in the periodic reversing spring 200 as the rotor 10 rotates.

[Torque control mechanism]
In the engine 102 mounted on the vehicle, the magnitude of the engine torque is controlled by adjusting the amount of depression of the accelerator pedal. For example, when the driver feels that a large torque is required to accelerate the vehicle, the accelerator pedal is strongly depressed. As a result, the throttle (intake) valve of the engine 102 is wide open, more air is taken in, and a large torque is generated from the engine 102 in which a large amount of the taken-in air is burned together with the fuel. At this time, torque vibration occurs as the torque output increases. On the contrary, when a large vehicle acceleration force is not required, the torque can be suppressed to a small value by reducing the amount of depression of the accelerator pedal. At this time, the torque vibration is reduced as the torque output is reduced.

By configuring the phase of the torque generated by the engine 102 and the phase of the torque generated by the periodic reversing spring 200 to be opposite to each other, the periodic reversing spring 200 is formed at the timing when the engine 102 suddenly generates a positive torque. Can be made to generate a negative maximum torque. As a result, the torque vibration generated by the engine 102 can be canceled out, and the torsional vibration in the driving force transmission system can be reduced. At this time, if the magnitude of the torque vibration of the engine 102 increases or decreases, it is necessary to control the magnitude of the torque of the periodic reversing spring 200 for canceling the magnitude.

Therefore, as shown in FIG. 4, a torque control mechanism capable of controlling the output torque can be configured by combining two periodic reversing springs 200 as a set. FIG. 4 shows a state in which two periodic reversing springs 200 are arranged in the axial length direction and viewed from the side. In the following description, the periodic reversing spring 200 arranged on the input shaft side is referred to as a periodic reversing spring A, and the periodic reversing spring 200 arranged on the output shaft side is referred to as a periodic reversing spring B.

As shown in FIG. 4, when the periodic reversing spring A and the periodic reversing spring B are arranged in the same phase, as shown in FIG. 5, the torque produced by the periodic reversing spring A and the periodic reversing spring B is combined. The magnitude of the amplitude of is twice the amplitude of the torque generated independently by the periodic reversing spring A and the periodic reversing spring B. On the other hand, as shown in FIG. 6, when the stator of the periodic reversing spring A is set to 0 ° and the stator of the periodic reversing spring B is rotated by 90 °, as shown in FIG. 7, the periodic reversing spring A and the periodic reversing spring A and the periodic reversing spring B. The torque generated by the spring B is in opposite phase. In this case, the torques generated by the periodic reversing spring A and the periodic reversing spring B cancel each other out, and the combined torque becomes 0. In this way, by preparing two periodic reversing springs A and B and rotating the stator of one periodic reversing spring B relative to the stator of the other periodic reversing spring A, the periodic reversing from 0 to a single period is reversed. The combined torque twice that of the springs A and B can be arbitrarily controlled.

Here, when the stator of one of the two periodic reversing springs A and B is rotated to control the increase or decrease of the torque, there arises a problem that the phase of the combined torque is deviated. In FIG. 8A, when the two periodic reversing springs A and B are arranged in the same phase, the torques of the individual periodic reversing springs A and B and the combined torque have the same phase, and the maximum values of positive torques are all. The rotor rotation angle appears at the position of 45 °. On the other hand, in FIG. 8B, when the stator of the periodic reversing spring B is rotated by 45 ° with respect to the stator of the periodic reversing spring A, the periodic reversing spring is at a position where the rotor rotation angle is 67.5 °. The maximum positive value of the combined torque of A and B is output. In this way, if only the stator of the periodic reversing spring B is rotated, the rotation angle of the rotor in which the maximum value of the combined torque of the periodic reversing springs A and B appears will shift.

On the other hand, since the maximum value of the output torque of the engine 102 is determined by the crank angle of the engine 102, the rotor rotation angle at which the combined torque of the periodic reversing springs A and B is maximized in order to cancel the torque vibration of the engine 102. The phase relationship between the engine 102 and the crank angle of the engine 102 must be maintained unchanged.

[First Embodiment]
FIG. 9 shows the configuration of the torque control mechanism 300 according to the first embodiment. The torque control mechanism 300 provides a simple and low cost shift in the phase of the combined torque of the periodic reversing springs A and B.

In the torque control mechanism 300, brakes 30A and 30B, which are braking means, are provided on the stators 12A and 12B of the periodic reversing spring A and the periodic reversing spring B, respectively. The brake 30A is a means for switching the stator 12A relative to the rotor 10A between a rotatable state and a non-rotatable state. Further, the brake 30B is a means for switching the stator 12B from a rotatable state to a non-rotatable state relative to the rotor 10B. The brakes 30A and 30B are, for example, a friction engagement method that stops the rotation of the stators 12A and 12B by a frictional force generated by pressing a friction material by hydraulic pressure or the like, or the stator 12A by engaging with a tooth profile provided on the stators 12A and 12B. , The dog system that stops the rotation of 12B can be adopted.

When the brake 30A is released, the stator 12A of the periodic reversing spring A is in a rotatable state in which it can freely move in the rotational direction relative to the rotor 10A. Therefore, without applying a rotational force (torque) from the outside, the stator 12A accompanies the rotation of the rotor 10A of the periodic reversing spring A by the magnetic coupling between the first magnet 10a of the rotor 10A and the second magnet 12a of the stator 12A. Also rotates. When the brake 30A is operated, the stator 12A of the periodic reversing spring A is in a non-rotatable state in which it cannot freely move in the rotational direction relative to the rotor 10A. The same applies to the periodic reversing spring B provided with the brake 30B.

That is, by using the brake 30A, the stator 12A is rotated to a desired rotation angle with the rotation of the rotor 10A in the rotatable state, and then the brake 30A is operated to make the stator non-rotatable and the stator at the rotation angle. The rotation of 12A can be stopped. Similarly, by using the brake 30B, the stator 12B is rotated to a desired rotation angle with the rotation of the rotor 10B in the rotatable state, and then the brake 30B is operated to make the stator 12B non-rotatable at the rotation angle. The rotation of the stator 12B can be stopped.

FIG. 10 is a flowchart illustrating a torque control method in the torque control mechanism 300. Hereinafter, a process of adjusting and controlling the phase angle of the stator 12A with respect to the rotor 10A in the periodic reversing spring A will be described.

In step S10, the value of the torque (counter torque) required for the torque control mechanism 300 in order to suppress the vibration of the power transmission system is calculated based on the information such as the output torque and the rotation speed of the engine 102. In step S12, it is determined whether or not the calculated required torque is larger than the threshold value δ. The threshold value δ is set to the value of the required torque that requires vibration suppression control by the torque control mechanism 300. If the calculated required torque is larger than the threshold value δ, the process is shifted to step S14, and if not, the process is shifted to step S20. In step S14, the phase angle of the stator 12A with respect to the rotor 10A of the periodic reversing spring A is calculated. In order to realize the required torque calculated in step S10, the position (phase angle) at which the stator 12A of the periodic reversing spring A of the torque control mechanism 300 is fixed is calculated from the relationship of the phase angle with the crank angle of the engine 102. In step S16, the adjustment control of the phase angle of the stator 12A with respect to the rotor 10A is performed. The phase angle of the stator 12A can be adjusted by releasing the brake 30A and rotating the stator 12A with the rotation of the rotor 10A connected to the drive shaft of the engine 102. In step S18, it is determined whether or not the phase angle has been adjusted to a desired value. It is determined whether or not the phase angle of the stator 12A with respect to the rotor 10A matches the required phase angle calculated in step S14. If they match, the process shifts to step S20, and if they do not match, the process proceeds to step S16. Return the process and continue adjusting the phase angle. The crank angle of the engine 102 and the phase angle of the stator 12A can be measured by using an existing encoder or resolver. In step S20, the brake 30A makes the stator 12A non-rotatable with respect to the case and the like with respect to the rotor 10A.

In this way, the phase angle of the stator 12A with respect to the rotor 10A in the periodic reversing spring A can be adjusted. The phase angle of the stator 12B with respect to the rotor 10B in the periodic reversing spring B can be adjusted and controlled in the same manner.

With such a configuration, in the torque control mechanism 300, the stator 12A of the periodic reversing spring A and the stator 12B of the periodic reversing spring B have appropriate phase angles with respect to the crank angles of the rotor 10A, the rotor 10B, and the engine 102, respectively. Can be adjusted to the position of.

For example, the phase angle of the stator 12A of the periodic reversing spring A is advanced with respect to the rotor rotation angle of 45 °, and the phase angle of the stator 12B of the periodic reversing spring B is delayed by the same angle. As a result, as shown in FIG. 11, the maximum value of the combined torque can be controlled so as to always appear at the same rotor rotation angle (position at 45 °). Therefore, it is possible to always generate a counter torque that cancels the torque of the engine 102 so that the phase relationship between the maximum torque of the torque control mechanism 300 and the crank angle of the engine 102 does not change.

Further, the brakes 30A and 30B may be released in a state where it is not necessary to generate counter torque by the torque control mechanism 300 to suppress vibration as in the case where the engine 102 is in a low load state or a high-speed rotation state. In this case, the stator 12A of the periodic reversing spring A is in a state where it can freely rotate with the rotation of the rotor 10A, and the stator 12B of the periodic reversing spring B can rotate freely with the rotation of the rotor 10B. In this case, since the magnetic field between the rotor 10A and the stator 12A and the magnetic field between the rotor 10B and the stator 12B do not change, the eddy current is not induced and the Joule loss can be extremely reduced.

[Second Embodiment]
FIG. 12 shows the configuration of the torque control mechanism 302 according to the second embodiment. The torque control mechanism 302 has a configuration in which the brake 32 and the clutch 34 are used instead of the brake 30A and the brake 30B.

In the torque control mechanism 302, a clutch 34 is provided between the stator 12A of the periodic reversing spring A and the stator 12B of the periodic reversing spring B. Further, a brake 32 is provided for the stator 12B and the clutch 34 of the periodic reversing spring B. The brake 32 is used to adjust the phase angle relationship between the drive shaft of the engine 102 and the periodic reversing spring A and the periodic reversing spring B. The clutch 34 is used to adjust the relationship of the phase angle between the periodic reversing spring A and the periodic reversing spring B to control the magnitude of the counter torque generated by the torque control mechanism 302.

FIG. 13 is a flowchart illustrating a torque control method in the torque control mechanism 302. In step S10, the value of the torque (counter torque) required for the torque control mechanism 302 for suppressing the vibration of the power transmission system is calculated based on the information such as the output torque and the rotation speed of the engine 102. In step S12, it is determined whether or not the calculated required torque is larger than the threshold value δ. The threshold value δ is set to the value of the required torque that requires vibration suppression control by the torque control mechanism 302. If the calculated required torque is larger than the threshold value δ, the process is shifted to step S22, and if not, the process is shifted to step S36. In step S22, the phase angle of the stator 12A with respect to the rotor 10A of the periodic reversing spring A, the phase angle of the stator 12B with respect to the rotor 10B of the periodic reversing spring B, and the stator 12A and the stator 12B with respect to the crank angle of the engine 102. The phase angle is calculated. In step S24, in a state where the brake 32 and the clutch 34 are released, the stator 12A is rotated with the rotation of the rotor 10A of the periodic reversing spring A, and the stator 12B is rotated with the rotation of the rotor 10B of the periodic reversing spring B. The phase angle is adjusted and controlled by. In step S26, it is determined whether or not the engagement position of the brake 32 is matched. It is determined whether or not the phase angle of the stator 12B of the periodic reversing spring B has reached a position (engagement position of the brake 32) corresponding to the value calculated in step S22 with respect to the crank angle of the engine 102. If they match the engagement position of the brake 32, the process shifts to step S28, and if they do not match, the process returns to step S24 to continue adjusting the phase angle. In step S28, the brake 32 is operated to make the clutch 34 and the stator 12B of the periodic reversing spring B non-rotatable with respect to the case or the like. In step S30, the phase angle adjustment control is performed by rotating the stator 12A with the rotation of the rotor 10A of the periodic reversing spring A in a state where the brake 32 is operated and the clutch 34 is released. In step S32, it is determined whether or not the clutch 34 matches the engaging position. It is determined whether or not the phase angle of the stator 12A with respect to the rotor 10A of the periodic reversing spring A has reached a position (engagement position of the clutch 34) corresponding to the value calculated in step S22. If they match the engagement position of the clutch 34, the process shifts to step S36, and if they do not match, the process returns to step S30 to continue adjusting the phase angle. In step S36, the brake 32 and the clutch 34 are activated to make the stator 12A of the periodic reversing spring A and the stator 12B of the periodic reversing spring B non-rotatable.

By performing such control, in the torque control mechanism 302, the stator 12A of the periodic reversing spring A and the stator 12B of the periodic reversing spring B have appropriate phase angles with respect to the crank angles of the rotor 10A, the rotor 10B, and the engine 102, respectively. Can be adjusted to the position of. Therefore, it is possible to always generate a counter torque that cancels the torque of the engine 102 so that the phase relationship between the maximum torque of the torque control mechanism 302 and the crank angle of the engine 102 does not change.

Further, the brake 32 and the clutch 34 may be released in a state where it is not necessary to generate counter torque by the torque control mechanism 302 to suppress vibration as in the case where the engine 102 is in a low load state or a high-speed rotation state. In this case, the stator 12A of the periodic reversing spring A is in a state where it can freely rotate with the rotation of the rotor 10A, and the stator 12B of the periodic reversing spring B can rotate freely with the rotation of the rotor 10B. In this case, since the magnetic field between the rotor 10A and the stator 12A and the magnetic field between the rotor 10B and the stator 12B do not change, the eddy current is not induced and the Joule loss can be extremely reduced.

As shown in the flowchart of FIG. 14, the control of the brake 32 and the clutch 34 in the torque control mechanism 302 may be interchanged. That is, the clutch 34 is first operated to fix the phase relationship between the stator 12A of the periodic reversing spring A and the stator 12B of the periodic reversing spring B, and then the brake 32 is operated to operate the crank angle and period of the engine 102. The phase relationship between the stator 12A of the reversing spring A and the stator 12B of the periodic reversing spring B may be fixed.

As described above, according to the torque control mechanism 300 in the first embodiment and the torque control mechanism 302 in the second embodiment, torque control can be appropriately performed without providing an actuator for rotating the stator 12A and the stator 12B. It will be possible to do. Further, when torque control is not required, Joule loss due to eddy current can be reduced.

10 (10A, 10B) rotor, 10a, 10b first magnet, 12 (12A, 12B) stator, 12a, 12b second magnet, 30A, 30B brake, 32 brake, 34 clutch, 100 vibration reduction device, 102 engine, 104 Transmission, 106 drive unit, 300 torque control mechanism, 302 torque control mechanism.

Claims (5)

A torque control mechanism that generates counter torque for a rotating body.
It is equipped with a plurality of periodic reversing springs that generate the counter torque by the interaction acting between the stator and the rotor.
The phase relationship of the plurality of periodic reversing springs can be changed by utilizing the interaction acting between the stator and the rotor to control the increase / decrease of the counter torque with respect to the rotating body, and the rotation of the rotating body. The torque control mechanism is characterized in that the phase of the counter torque and the phase of the counter torque can also be controlled. The torque control mechanism according to claim 1.
A torque control mechanism comprising a braking means for switching the stator of the plurality of periodic reversing springs into a state in which the stator can rotate relative to the rotor and a state in which the stator cannot rotate. The torque control mechanism according to claim 2.
The torque control mechanism, characterized in that the braking means is a brake or a clutch. The torque control mechanism according to claim 2 or 3.
While the rotating body is operating in a low load state or a high-speed rotating state, the braking means is released to bring the stator into a rotatable state, and Joule loss due to an eddy current generated in the periodic reversing spring is reduced. Torque control mechanism. The torque control mechanism according to any one of claims 1 to 4 is provided.
A vibration reducing device characterized in that the torque control mechanism is used to cancel the torque vibration generated in the rotating body by the driving means for applying a driving force to the rotating body.

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