JP6658013B2 - Rotation fluctuation reduction device - Google Patents

Description

  The present invention relates to a rotation fluctuation reducing device.

  In general, an automobile drives an engine to drive wheels via a crankshaft, an input shaft of a transmission, a drive shaft, and components attached thereto and rotating integrally therewith. It is known that when an engine is driven, torque fluctuations corresponding to the number of cylinders of the engine are transmitted to a crankshaft or the like, and various problems such as a reduction in riding comfort and transmission noise due to the torque fluctuations occur. Therefore, a flywheel is attached to the crankshaft, and its inertia suppresses torque fluctuation. If the inertia of the flywheel is large, the effect of suppressing torque fluctuation is high, and the above problem can be improved. However, when the inertia of the flywheel is increased, the acceleration performance and the fuel efficiency during acceleration / deceleration decrease.

  Therefore, in the engine torque smoothing device of Patent Document 1 and the engine torque fluctuation suppressing device of Patent Document 2, an inertia is not increased by directly connecting a motor having a power generation function and an electric function to the crankshaft, and the torque fluctuation is reduced. Has been suppressed. In other words, the power generation function and the electric function are alternately operated to suppress the torque fluctuation and reduce the inertia of the flywheel.

  As a technique for adding a motor function to a flywheel, a flywheel energy storage device of Patent Document 3 proposes a method of arranging coils and magnetic poles, and a vehicle drive device of Patent Document 4 proposes a load and an engine. There has been proposed a method of comparing the rotation speeds of the motors and switching between a motor as a generator and an electric motor. Furthermore, various methods have been proposed for position detection. For example, in a speed measuring device disclosed in Patent Document 5, the position of a rotating body to be detected as a rotation speed is detected using a change in magnetic flux passing through a coil. A method has been proposed.

JP-A-59-158331 JP-A-61-149538 Japanese Patent Application Laid-Open No. 9-112577 Japanese Patent No. 3052820 JP-A-2000-97553

However, the devices of Patent Documents 1 and 2 have a configuration in which a motor having a power generation function and an electric function is directly connected to a crankshaft, and the torque input from the engine greatly fluctuates. Therefore, when the motor performance is low, a sufficient damping effect cannot be obtained, and the effect of reducing the inertia is small. On the other hand, when a motor with high performance is used, a satisfactory vibration damping effect can be obtained, and inertia can be reduced. However, since the motor size is large, the current flywheel arrangement space is greatly exceeded, and the weight increases. Eventually, acceleration performance and fuel economy performance do not improve, and it may be difficult to mount on a car.
On the other hand, Patent Document 3 does not describe a specific method of charging and discharging. The vehicle drive device of Patent Document 4 requires an arithmetic circuit and a sensor to determine the load by comparing the rotational speed of the motor with the load. Therefore, the circuit configuration becomes complicated, the power consumption of the circuit increases, and the energy efficiency decreases. Also, in the speed measuring device of Patent Document 5, the coil is connected to the arithmetic circuit. Therefore, as in the case of Patent Document 4, there is a problem that the circuit configuration becomes complicated, the power consumption of the circuit increases, and the energy efficiency decreases.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a rotation fluctuation reduction device that can obtain a sufficient amount of inertia reduction with a simple control circuit without increasing the motor size.

The present invention has the following configuration.
An inertial body to which a rotational driving force is supplied, a torque reduction mechanism for reducing a variation in rotational torque of the inertia body, a rotating member to which rotation of the inertia body is transmitted via the torque reduction mechanism, a magnet provided on a member, and a motor having a coil fixed to said non-rotating member that does not rotate with respect to the rotating member to face the magnet, the temporarily storing capacitor power said motor has power, one rotation In a state where the rotation speed of the rotating member increases during the operation, power is stored in the capacitor, and in a state where the rotation speed decreases, a switch is driven to supply the power stored in the capacitor to the coil. And a circuit.

  According to the rotation fluctuation reducing device according to the present invention, a sufficient amount of inertia reduction can be obtained with a simple control circuit without increasing the motor size.

FIG. 2 is a configuration diagram of a rotation fluctuation reduction device of a first configuration example. FIG. 2 is a sectional view of a dual mass flywheel constituting the rotation fluctuation reducing device shown in FIG. 1. FIG. 3 is a circuit diagram of an LC circuit that controls charging and discharging of a power generation coil and a discharge coil. (A) is a schematic diagram illustrating an example of a crankshaft of a four-cylinder engine, and (B) is an explanatory diagram illustrating an example of an ignition sequence of a four-cycle in-line four-cylinder. It is a schematic diagram showing an example of arrangement of a magnet and a coil. FIG. 4 is an explanatory diagram illustrating a correlation between a rotation speed and a crank angle when assist is provided and when there is no assist. FIG. 9 is an explanatory diagram illustrating rotation fluctuation caused by torque fluctuation when the inertia is large and when the inertia is small. (A) is an explanatory diagram showing the amount of inertia reduction when the motor is directly connected to the crankshaft, and (B) is an explanatory diagram showing the amount of inertia reduction when the motor is connected to the secondary rotating portion of the dual mass flywheel. is there. It is a block diagram of a modification of the rotation fluctuation reducing device in which a coil and a magnet are arranged to face each other across a plane orthogonal to the rotation axis.

Hereinafter, a configuration example of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a configuration diagram of a rotation fluctuation reduction device of a first configuration example.
The rotation fluctuation reduction device 100 of this configuration example includes an inertial body 11, a torque reduction mechanism 13, a rotating member 15, a motor 17, and an LC circuit 19.

  The inertial body 11 is supplied with a rotational driving force from a rotational driving device. As the rotary drive device, for example, the engine 21 which is an internal combustion engine can be cited, but other devices than the engine in which rotation torque fluctuation (rotation unevenness) occurs periodically may be used. Hereinafter, a case where the rotary drive device is the engine 21 will be described as an example. In this case, the inertial body 11, the torque reducing mechanism 13, and the rotating member 15 are constituent elements of a dual mass flywheel described later.

  The inertial body 11 serves as a first flywheel that is a primary rotating unit of the dual mass flywheel.

  The torque reduction mechanism 13 reduces the fluctuation of the rotational torque of the inertial body 11. The torque reduction mechanism unit 13 is a compression coil spring and a disk, which will be described later, connecting the primary rotating unit and the secondary rotating unit of the dual mass flywheel. The operation of the torque reduction mechanism 13 for reducing the fluctuation of the rotational torque will be described later with the operation of a dual mass flywheel.

  The rotating member 15 is a second flywheel, which is a secondary rotating part of the dual mass flywheel, and the rotation of the inertial body 11 is transmitted through the torque reducing mechanism 13. The rotating member 15 is connected to a transmission input shaft of a transmission 25 via an intermediate shaft 23.

  The motor 17 includes a magnet 27 and a coil 29. The magnet 27 is provided on the rotating member 15. The coil 29 is disposed to face the magnet 27 and is fixed to a non-rotating member (not shown) that does not rotate with respect to the rotating member 15 such as a cover member that covers the flywheel, for example, other than the cylinder housing and the crankcase. .

  The LC circuit 19 has a capacitor and temporarily stores the power generated by the motor 17. In addition, when the rotation speed of the rotating member 15 decreases, the LC circuit 19 supplies the electric power stored in the capacitor C1 to the coil 29 to assist the rotation.

FIG. 2 is a sectional view of a dual mass flywheel constituting the rotation fluctuation reducing device shown in FIG.
Here, a more specific example of a main part of the rotation fluctuation reducing device 100 provided with the motor 17 will be described. The dual mass flywheel 31 is disposed between the first flywheel 33 that is the inertia body 11 that can rotate relatively, the second flywheel 35 that is the rotating member 15, and the first flywheel 33 and the second flywheel 35. The compression coil spring 43 and the disk 47 are provided. The first flywheel 33 and the second flywheel 35 are both mass bodies that generate a moment of inertia. The hub 37 is fixed to the first flywheel 33 by rivets or the like. The hub 37 is connected to the crankshaft 39 and rotates integrally with the crankshaft 39. That is, the rotation torque from the engine 21 is transmitted to the first flywheel 33 via the crankshaft 39.

  An annular chamber 41 is formed on the inner periphery of the first flywheel 33. A compression coil spring 43, which is an elastic body, is mounted in the annular chamber 41. The end of the compression coil spring 43 is locked to the first flywheel 33, and the rotation of the disk 49 is restricted by spring elasticity.

  A second flywheel 35 is concentrically mounted on the outer periphery of the hub 37 via a ball bearing 45 so as to be relatively rotatable. A disk 47 is concentrically fixed to the second flywheel 35. The disc 47 has an inner hole into which the hub 37 is loosely fitted, and is supported by the second flywheel 35 so as to be rotatable relative to the hub 37 and the first flywheel 33.

  The second flywheel 35 compresses the compression coil spring 43 when rotating relative to the hub 37. Thus, the torque of the crankshaft 39 is transmitted from the first flywheel 33 to the second flywheel 35 via the compression coil spring 43. That is, when the disk 47 on the second flywheel 35 side rotates relative to the first flywheel 33 due to the fluctuation of the engine torque, the compression coil spring 43 expands and contracts in the circumferential direction. Thereby, the vibration due to the change in the engine torque is absorbed or reduced, and the torque fluctuation to the transmission 25 is reduced.

  As described above, the rotation fluctuation reducing device 100 uses the inertia body 11, the torque reduction mechanism unit 13, and the rotating member 15 to transmit the rotation torque from the inertia body 11 that is the primary side rotation unit via the torque reduction mechanism unit 13. To the rotating member 15 which is a secondary rotating part.

  In the rotation fluctuation reducing device 100, the motor 17 is provided on the second flywheel 35 of the dual mass flywheel 31. That is, the magnet 27 is provided on the second flywheel 35, and the coil 29 is provided on a non-rotating member that does not rotate with respect to the second flywheel 35, facing the magnet 27.

FIG. 3 is a circuit diagram of an LC circuit that controls charging and discharging of the power generation coil and the discharge coil.
The LC circuit 19 includes, as the coil 29, a power generation coil L2, a discharge coil L3, and a switch driving coil L1 for generating electric power for driving the switch S1. The switch drive coil L1, the power generation coil L2, and the discharge coil L3 are provided on a non-rotating member that does not rotate and faces the magnet 27. The number of turns and the polarity of each of the coils L1, L2, L3 can be appropriately adjusted according to a desired voltage and phase.

  In the LC circuit 19, the power generation coil L2 and the discharge coil L3 are connected in parallel to the capacitor C1. The capacitance of the capacitor C1 can be appropriately adjusted according to the required desired power. The type (electrolysis, tantalum, etc.) of the capacitor C1 can be appropriately adjusted in consideration of the response speed and the capacity.

  It is desirable that the loop including the power generating coil L2 and the capacitor C1 and the loop including the discharging coil L3 and the capacitor C1 have a symmetrical circuit configuration as much as possible to suppress a voltage drop or the like. The LC circuit 19 has a circuit configuration such as connecting a diode D1 in the illustrated example between the power generation coil L2 and the capacitor C1 with the switch driving coil L1 side as an anode between the power generation coil L2 and the capacitor C1 in order to make the polarity of the voltage charged in the capacitor C1 uniform. It is possible.

  The switch S1 is provided on a loop including the capacitor C1 and the discharging coil L3. The switch S1 controls discharge to the discharge coil L3. The switch S1 is driven using electric power generated by the switch driving coil L1. The switch S1 may be any of a mechanical switch and a semiconductor, for example, a field-effect transistor or a bipolar transistor. The LC circuit 19 can also connect a voltage adjusting element such as a Zener diode to the switch driving coil L1 according to the input rated voltage of the switch S1. Although the connection method of the switch driving coil L1 is between the switch S1 and the ground in FIG. 3, for example, when the switch S1 is a field-effect transistor, it is connected between the gate and the source. It can be arbitrarily changed according to the element.

  When the mechanical angle (crank angle) at which the rotation unevenness occurs is known, the ON / OFF timing of the switch S1 is determined by considering the number of magnets 27 provided on the flywheel or the like and taking into account the switch driving coil L1, the power generating coil L2, and the discharge coil. It can be determined only by adjusting the mounting position of the use coil L3. That is, the number of magnets 27, the number of coils 29, and the mounting position can be arbitrarily determined by this position adjustment in consideration of the timing of charging and discharging.

Next, a specific example of the number of magnets 27, the number of coils 29, and the mounting position will be described.
FIG. 4A is a schematic diagram illustrating an example of a crankshaft of a four-cylinder engine, and FIG. 4B is an explanatory diagram illustrating an example of an ignition sequence of a four-cycle in-line four-cylinder.
The crankshaft 39 of the four-cylinder engine has, for example, the first cylinder shown in FIG. 4A and the crankpins of the fourth cylinder eccentric to the axis of the crankshaft 39 in the same direction, The crankpin of the second cylinder is eccentric with respect to the axis of the crankshaft 39 in the opposite direction. As a result, the inertia force and inertia couple of the crankshaft 39 due to the rotating mass are balanced. However, the reciprocating mass, rotating mass, crank radius, and connecting rod length of each cylinder are assumed to be equal.

  The ignition of each cylinder using the crankshaft 39 is as shown in FIG. The numbers at the top in FIG. 4B indicate the cylinder numbers. If the engine is a four-stroke engine, the piston moves between top dead center and bottom dead center for each of explosion, exhaust, intake, and compression. These four strokes are performed while the crankshaft 39 makes two rotations. The crankshaft 39 goes down as much as No. 4 when the No. 1 piston goes down, and at that time, the No. 2 and No. 3 go up.

  In the explosion stroke in the above example, the rotation angle of the crankshaft 39 that generates a positive torque is 180 degrees or less. Therefore, the torque fluctuation due to the explosion is a cycle of 1/4 of 2 rotations (720 degrees) for a 4-cylinder equally-spaced explosion, and is 2 times per rotation. Therefore, the rotation torque of the crankshaft 39 greatly varies during one rotation.

  In this configuration, when such a fluctuation occurs in the engine torque, the compression coil spring 43 of the dual mass flywheel 31 expands and contracts, and the compression coil spring 43 absorbs or reduces the vibration.

  FIG. 5 is a schematic diagram illustrating an example of the arrangement of the magnet and the coil 29. In the figure, numerals 1, 2, 3, and 4 indicate cylinder numbers. The order of the cylinder explosions is 1 → 2 → 4 → 3 as shown in FIG.

  The switch S1 has an ON / OFF timing according to a mounting position of the switch driving coil L1, the power generation coil L2, and the discharge coil L3 along the rotation direction of the rotating member 15 (the second flywheel 35 in this example). It is determined. In the example shown in FIG. 5, a pair of magnets 27 are provided on both ends in the radial direction of the rotating member 15. The power generation coil L2 is arranged at a position where the rotation speed of the rotating member 15 increases. That is, a pair of power generating coils L2 are arranged at intervals of approximately 180 °. In this case, the position of the power generating coil L2 substantially coincides with the rotation angle of the crankshaft 39 at the time of the explosion (however, the relative angular phase shift due to the torque fluctuation between the primary rotating part and the secondary rotating part is not significant). Not taken into account). In other words, the magnet 27 and the power generating coil L2 are arranged facing one another in the LC circuit 19 when the first and fourth cylinders explode, and the other LC circuit 19 is provided with the second and third cylinders. At the time of the explosion, the magnet 27 and the power generation coil L2 face each other.

  The switch driving coil L1 and the discharge coil L3 are arranged at positions where the rotation speed of the rotating member 15 decreases. That is, a pair of the switch driving coil L1 and the discharge coil L3 is arranged at an interval of approximately 180 °. In this case, the positions of the switch drive coil L1 and the discharge coil L3 substantially coincide with the rotation angle of the crankshaft 39 during the exhaust end stroke or the intake start stroke (however, the primary rotation unit and the secondary rotation unit). The relative angular phase shift due to the torque fluctuation of the section is not considered).

  Note that the power generation coil L2 is preferably formed to extend along the rotation direction of the rotating member 15. Thereby, a long power generation time can be secured.

  In the example shown in FIG. 5, one set of the motor 17 including the magnet 27, the switch driving coil L <b> 1, the power generation coil L <b> 2, and the discharge coil L <b> 3 is provided symmetrically in the circumferential direction of the rotating member 15. Will be. Each of the motors 17 is provided with the LC circuit 19 described above.

Next, charging and discharging timings of the rotation fluctuation reducing device 100 will be described.
FIG. 6 is an explanatory diagram showing the correlation between the rotational speed and the crank angle when assist is provided and when there is no assist.
As described above, the engine 21 always has the torque fluctuation at the same timing depending on the crank angle (because it is caused by the piston explosion timing). For example, in the case of a four-cylinder engine, there are two maximum torque amplitudes (positive and negative torques) while the crank angle rotates 360 degrees as shown in FIG. The rotation fluctuation reduction device 100 suppresses this rotation fluctuation by using the power generation and electric functions of the motor 17. At that time, the electric power obtained by the power generation function (charging) is temporarily stored in the capacitor C1 of the LC circuit 19, and is used at the time of the electric motor function (discharge). As a result, the motor 17 generates a rotating load during power generation, and assists the rotation during electric driving. That is, the motor 17 works so as to suppress the rotation fluctuation without requiring an external power supply.

FIG. 7 is an explanatory diagram showing rotation fluctuation caused by torque fluctuation when the inertia is large and when the inertia is small.
When the inertia is large, the rotation fluctuation of the engine 21 is small, and when the inertia is small, the rotation fluctuation is large. The rotation fluctuation reducing device 100 works so as to suppress an increase in the rotation fluctuation when the inertia is small to a rotation fluctuation corresponding to the large inertia by the motor 17. Thereby, acceleration performance and fuel consumption performance can be improved.

FIG. 8A is an explanatory diagram showing an inertia reduction amount when a motor is directly connected to a crankshaft, and FIG. 8B is an explanatory diagram showing an inertia reduction amount when a motor is connected to a secondary rotating portion of a dual mass flywheel. FIG.
8A and 8B, the horizontal axis represents the inertia (kgm ² ), and the vertical axis represents the rotational angular velocity (rad / s ² ). The rotation angular velocity is an index value indicating a torque fluctuation, and a large value indicates a large vibration. The example of FIG. 8A is a result in the case where the torque amplitude of the crankshaft 39 is ± 200 (Nm) and the torque amplitude generated by the motor and the electric power is ± 3 (Nm). In the example of FIG. 8A, the performance of the motor is insufficient, and the improvement of the vibration damping performance is small even with the same inertia, and the inertia reduction amount is small. That is, in the configuration in which the motor 17 is directly connected to the crankshaft 39, the amount of inertia reduction is small.

  On the other hand, in the configuration in which the motor 17 is connected to the secondary rotating part of the dual mass flywheel 31 shown in FIG. 8B, the torque amplitude on the secondary side is ± 50 (Nm), and the power generation by the motor 17 is performed. If the torque amplitude by electric drive is ± 3 (Nm) (the same performance as above), it can be seen that the amount of inertia reduction can be larger than that in FIG. That is, instead of providing the motor 17 on the crankshaft 39 directly connected to the engine 21, the rotation fluctuation reduction device 100 connects the motor 17 having the function of suppressing the torque fluctuation to the motor 17 having the power generation function and the electric function once. , A high inertia reduction amount can be obtained.

Next, the operation of the above configuration will be described.
In the rotation fluctuation reduction device 100 of this configuration, the torsional vibration component input to the inertial body 11 that is the primary side rotation unit is absorbed by the torque reduction mechanism unit 13, attenuated, and transmitted to the rotation member 15. That is, the torque fluctuation is reduced by the rotating member 15 serving as the secondary rotating unit. By connecting the motor 17 to the portion where the torque fluctuation is reduced (the rotating member 15), a large vibration damping performance can be obtained without increasing the size of the motor 17. That is, when the motor 17 is provided on the rotating member 15, the inertia can be made smaller than when the motor 17 is provided on the primary-side rotating portion, thereby reducing the inertia as shown in FIG. The amount can be increased.

  The motor 17 includes a magnet 27 provided on the rotating member 15 and a coil 29 provided on the non-rotating member. A capacitor C1 is connected to the coil 29 of the motor 17, and the electric power is stored in the capacitor C1 by the rotation of the motor 17. The electric power stored in the capacitor C1 can be discharged to the motor 17 by turning on / off the switch S1 of the LC circuit 19. Thus, a control circuit such as an arithmetic circuit for controlling charging and discharging of the coil 29 can be omitted. Therefore, the rotation fluctuation reducing device 100 can suppress power consumption and can suppress rotation unevenness of the rotating member 15 with an extremely simple circuit configuration.

  The rotation fluctuation reducing device 100 is a device using a dual mass flywheel. Therefore, when the torsional vibration component is input to the inertial body 11, which is the primary rotating unit, the inertial body 11 and the rotating member 15 rotate relatively. In accordance with this relative rotation, the compression coil spring 43 of the torque reduction mechanism 13 expands and contracts between the inertial body 11 and the rotating member 15 that is the secondary rotating unit. The elastic action of the compression coil spring 43 absorbs and attenuates torsional vibration.

  Moreover, according to the rotation fluctuation reducing device 100, when the rotation unevenness of the inertial body 11 is on the high rotation speed side, the capacitor C1 can be charged from the power generation coil L2. When the rotation unevenness is on the low rotation speed side, the switch S1 is turned on to enable discharging from the capacitor C1 to the discharging coil L3, and the rotation of the rotating member 15 by the motor 17 is assisted.

  According to the rotation fluctuation reducing device 100, both terminals of the power generation coil L2 and both terminals of the discharge coil L3 are connected in parallel to both terminals of the capacitor C1. Electric power obtained by electromagnetic induction between the magnet 27 and the power generation coil L2 is charged in the capacitor C1. The power temporarily stored in the capacitor C1 can be discharged by the discharging coil L3. The capacitor C1 can be charged and discharged by turning on / off a switch S1 provided on a loop circuit including a power generation coil L2 and a discharge coil L3 connected in series.

  Further, according to the rotation fluctuation reducing device 100, the switch driving coil L1 is disposed at the predetermined position, so that the ON / OFF control signal from the switch driving coil L1 is transmitted to the LC circuit 19 at the predetermined ON / OFF timing. It becomes possible to input. Therefore, there is no need to separately provide a power supply for driving the switch S1 outside the device.

  Further, according to the rotation fluctuation reducing device 100, rotation unevenness occurring in the engine 21, which is an internal combustion engine, is grasped by a mechanical angle (crank angle). The power generating coil L2, the discharging coil L3, and the switch driving coil L1 are arranged in accordance with the position of the crank angle at which the rotation unevenness occurs. Therefore, the rotation fluctuation reducing device 100 can control the charging / discharging timing only by adjusting the arrangement position of the coils 29. Therefore, it is possible to omit a switch control circuit or the like having a position detection mechanism for controlling the ON / OFF timing of the switch S1.

  Therefore, according to the rotation fluctuation reducing device 100 of the present configuration, the amount of inertia reduction can be increased without increasing the motor size, and the control circuit can have a simple configuration.

FIG. 9 is a configuration diagram of a modified example of the rotation fluctuation reducing device in which a coil and a magnet are arranged to face each other across a plane perpendicular to the rotation axis.
In the configuration of the rotation fluctuation reducing device 100 described above, the magnet 27 is provided on the outer periphery of the rotating member 15, and the coil 29 is provided on the inner periphery of the non-rotating member so as to face the magnet 27. However, the facing direction of the magnet 27 and the coil 29 of the rotation fluctuation reducing device 100 is not limited to this.

For example, as shown in FIG. 9, in the rotation fluctuation reducing device 100, the magnet 27 can be provided on a side surface of the rotating member 15. In this case, the coil 29 can be provided on the surface of the non-rotating member facing the side surface of the rotating member 15 so as to face the magnet 27.
According to the modification of the rotation fluctuation reducing device 100, since the magnet 27 and the coil 29 do not have to be disposed radially outside the rotating member 15, the outer diameter of the rotating member 15 can be reduced.

Further, the rotation fluctuation reducing device 100 described above switches between charging and discharging depending on the arrangement of the coil 29. However, the configuration is not limited to this, and a configuration including a sensor 51 (see FIG. 1) for detecting the crank angle of the engine 21 may be adopted. In that case, the rotation fluctuation reduction device 100 switches between charging and discharging based on the crank angle detected by the sensor 51 by the LC circuit 19.
According to the rotation fluctuation reducing device 100 in this case, since the charging timing and the discharging timing of the coil 29 are determined according to the crank angle read by the sensor 51, the switch driving coil L1 can be unnecessary.

  When the primary rotating part and the secondary rotating part are connected by an elastic body (compression coil spring 43) like the dual mass flywheel 31, the primary rotating part and the secondary rotating part are connected to the engine. The angular phase is relatively shifted by the torque from the motor 21. Therefore, the angle of the secondary rotation unit is not always in a 1: 1 relationship with the crank angle. Therefore, it may be preferable to detect the angle of the primary rotation unit. In such a case, the rotation fluctuation reduction device 100 can perform more accurate control by providing the sensor 51 in the primary rotation unit.

  The present invention is not limited to the above embodiments, and it is also possible for those skilled in the art to modify and apply the configurations of the embodiments to each other based on the description, the description, and the well-known techniques. The invention is intended to be included in the scope for which protection is sought.

  For example, in the above configuration example, the case where the motor is provided in the dual mass flywheel is described as an example.However, the motor may be a rotating member downstream of the torque reduction mechanism other than the dual mass flywheel, such as a clutch. It may be provided on an intermediate shaft or the like connected to the input shaft or the transmission.

As described above, the following items are disclosed in this specification.
(1) An inertial body to which a rotational driving force is supplied, a torque reduction mechanism for reducing a variation in the rotational torque of the inertia body, and a rotating member to which rotation of the inertia body is transmitted via the torque reduction mechanism. A motor provided with a coil provided on the rotating member, a coil fixed to a non-rotating member that does not rotate with respect to the rotating member, and facing the magnet, and a capacitor that temporarily stores power generated by the motor. An LC circuit that stores power in the capacitor when the rotation speed of the rotating member increases and drives a switch when the rotation speed decreases to supply the power stored in the capacitor to the coil. A rotation fluctuation reduction device, comprising:
According to the rotation fluctuation reducing device 100, the torsional vibration component input to the inertial body 11 is absorbed and attenuated by the torque reduction mechanism 13 and transmitted to the rotating member 15. By connecting the motor 17 to the rotating member 15 in which the torque fluctuation is reduced, the vibration damping performance can be obtained without increasing the size of the motor 17. That is, by providing the motor 17 on the rotating member 15, the amount of inertia reduction can be increased. The motor 17 is constituted by the magnet 27 provided on the rotating member 15 and the coil 29 provided on the non-rotating member. A capacitor C1 is connected to the coil 29 of the motor 17, and electric power generated by rotation of the motor 17 is stored in the capacitor C1. The electric power stored in the capacitor C1 can be discharged to the motor 17 by turning on / off the switch S1 of the LC circuit 19. Thus, a control circuit such as an arithmetic circuit for controlling charging and discharging of the coil 29 can be omitted.

(2) The inertial body, the torque reducing mechanism, and the rotating member are configured to rotate the torque from the inertial body, which is the primary rotating unit, to the secondary rotating unit via the torque reducing mechanism. The rotation fluctuation reducing device according to (1), which is a dual mass flywheel transmitting to the rotating member.
According to the rotation fluctuation reducing device 100, when the torsional vibration component is input to the inertial body 11, which is the primary rotating unit, the inertial body 11 and the rotating member 15 rotate relatively. In accordance with this relative rotation, the compression coil spring 43 of the torque reduction mechanism 13 expands and contracts between the inertial body 11 and the rotating member 15 that is the secondary rotating unit. The elastic action of the compression coil spring 43 absorbs and attenuates torsional vibration.

(3) The rotation fluctuation reducing device according to (1) or (2), wherein the coil includes a power generating coil, a discharging coil, and a switch driving coil for driving the switch.
According to the rotation fluctuation reducing device 100, when the rotation unevenness of the inertial body 11 is on the high rotation speed side, the capacitor C1 can be charged from the power generation coil L2. When the rotation unevenness is on the low rotation speed side, the switch S1 is turned on to enable discharging from the capacitor C1 to the discharging coil L3, and the rotation of the rotating member 15 by the motor 17 is assisted.

(4) The rotation fluctuation reducing device according to (3), wherein the LC circuit is configured such that the power generation coil and the discharge coil are connected in parallel to the capacitor.
According to the rotation fluctuation reducing device 100, the electric power obtained by the electromagnetic induction between the magnet 27 and the power generation coil L2 is charged in the capacitor C1. The power temporarily stored in the capacitor C1 can be discharged by the discharging coil L3. The capacitor C1 can be charged and discharged by turning on / off a switch S1 provided on a loop circuit including a power generation coil L2 and a discharge coil L3 connected in series.

(5) The rotation fluctuation reducing device according to (3) or (4), wherein the switch is driven using electric power generated by the switch driving coil.
According to this rotation fluctuation reduction device 100, the ON / OFF control signal from the switch driving coil L1 can be input to the switch S1 at the predetermined ON / OFF timing by disposing the switch driving coil L1 at the predetermined position. Becomes Therefore, a power supply for driving the switch S1 becomes unnecessary.

(6) The rotation fluctuation reducing device according to any one of (1) to (5), wherein the inertial body is connected to an engine and driven to rotate.
According to the rotation fluctuation reducing device 100, the crankshaft 39 of the engine 21 is connected to the inertial body 11. In the engine 21, a torque fluctuation caused by the explosion occurs in the crankshaft 39. This torque fluctuation is transmitted to the inertial body 11. The torque fluctuation transmitted to the inertial body 11 is transmitted to the rotating member 15 after the fluctuation amount is reduced by the torque reduction mechanism unit 13.

(7) The engine according to (6), further comprising a sensor for detecting a crank angle of the engine, wherein the LC circuit switches between the charging and the discharging based on the crank angle detected by the sensor. Reduction device.
According to the rotation fluctuation reducing device 100, the crank angle is read by the sensor 51. The LC circuit 19 determines the charging timing and the discharging timing of the coil 29 according to the read crank angle. Therefore, the switch driving coil L1 can be omitted.

(8) The switch is characterized in that ON / OFF timing is determined according to a mounting position of the switch driving coil, the power generation coil, and the discharge coil along a rotation direction of the rotating member. The rotation fluctuation reducing device according to (6).
According to the rotation fluctuation reducing device 100, the power generation coil L2, the discharge coil L3, and the switch driving coil L1 are arranged according to the position of the crank angle at which the rotation unevenness occurs. That is, the rotation fluctuation reducing device 100 can control the charging / discharging timing only by adjusting the arrangement position of the coils 29. This makes it possible to omit a switch control circuit with a position detecting mechanism and the like.

DESCRIPTION OF SYMBOLS 11 Inertial body 13 Torque reduction mechanism part 15 Rotating member 17 Motor 19 LC circuit 27 Magnet 29 Coil 100 Rotation fluctuation reduction device S1 switch C1 Capacitor

Claims (8)

An inertial body to which a rotational driving force is supplied;
A torque reduction mechanism that reduces the rotational torque fluctuation of the inertial body,
A rotating member to which the rotation of the inertial body is transmitted via the torque reduction mechanism,
A magnet provided on the rotating member, and a motor including a coil fixed to a non-rotating member that does not rotate with respect to the rotating member and facing the magnet,
The motor has a capacitor that temporarily stores the power generated by the motor.In a state where the rotation speed of the rotating member increases during one rotation , power is stored in the capacitor, and in a state where the rotation speed decreases, a switch is used . An LC circuit for supplying power stored in the capacitor to the coil by driving
A rotation fluctuation reducing device comprising: The inertial body, the torque reducing mechanism, and the rotating member are configured to transmit a rotational torque from the inertial body, which is a primary rotating unit, to the rotating member, which is a secondary rotating unit, via the torque reducing mechanism. The rotation fluctuation reduction device according to claim 1, wherein the rotation fluctuation reduction device is a dual mass flywheel that transmits the rotation to a motor. The rotation fluctuation reduction device according to claim 1, wherein the coil includes a power generation coil, a discharge coil, and a switch driving coil that drives the switch. 4. The rotation fluctuation reducing device according to claim 3, wherein in the LC circuit, the power generation coil and the discharge coil are connected in parallel to the capacitor. 5. The rotation fluctuation reducing device according to claim 3, wherein the switch is driven using electric power generated by the switch driving coil. 6. The switch according to claim 3, wherein ON / OFF timing of the switch is determined in accordance with a mounting position of the switch driving coil, the power generation coil, and the discharge coil along a rotation direction of the rotating member. 2. The rotation fluctuation reducing device according to claim 1. The rotation fluctuation reducing device according to any one of claims 1 to 6, wherein the inertial body is connected to an engine and driven to rotate. The rotation fluctuation reducing device according to claim 7, further comprising a sensor that detects a crank angle of the engine, wherein the LC circuit switches between charging and discharging based on the crank angle detected by the sensor.

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