CA2111636A1 - Reciprocating engine - Google Patents
Reciprocating engineInfo
- Publication number
- CA2111636A1 CA2111636A1 CA002111636A CA2111636A CA2111636A1 CA 2111636 A1 CA2111636 A1 CA 2111636A1 CA 002111636 A CA002111636 A CA 002111636A CA 2111636 A CA2111636 A CA 2111636A CA 2111636 A1 CA2111636 A1 CA 2111636A1
- Authority
- CA
- Canada
- Prior art keywords
- flywheel
- engine
- clutch
- crank drive
- reciprocating engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
- 238000009499 grossing Methods 0.000 claims abstract description 3
- 230000001133 acceleration Effects 0.000 abstract description 5
- 238000000034 method Methods 0.000 abstract description 3
- 230000000694 effects Effects 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/30—Flywheels
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/06—Engines with means for equalising torque
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
RECIPROCATING ENGINE
Abstract of the disclosure A reciprocating engine has a disk flywheel on the crankshaft for smoothing the unevenness of the torque.
A second flywheel, mounted in a freely rotatable manner on the crankshaft, is coupled by a friction clutch to the disk flywheel. The clutch is operated by an actuator controlled by a control device which processes signals from sensors. In steady state operation of the engine in the low speed range the second flywheel is engaged. Upon acceleration and in the range of high speeds the second flywheel is disengaged. The engine thus runs smoothly at low speed. However, it accelerates faster than a comparable conventional engine and has a better braking action. In driving operations in a vehicle after braking, part of the kinetic energy of the flywheel can be used to accelerate the vehicle.
Abstract of the disclosure A reciprocating engine has a disk flywheel on the crankshaft for smoothing the unevenness of the torque.
A second flywheel, mounted in a freely rotatable manner on the crankshaft, is coupled by a friction clutch to the disk flywheel. The clutch is operated by an actuator controlled by a control device which processes signals from sensors. In steady state operation of the engine in the low speed range the second flywheel is engaged. Upon acceleration and in the range of high speeds the second flywheel is disengaged. The engine thus runs smoothly at low speed. However, it accelerates faster than a comparable conventional engine and has a better braking action. In driving operations in a vehicle after braking, part of the kinetic energy of the flywheel can be used to accelerate the vehicle.
Description
` -~` 2 ~
RECIPROCATING ENGINE
Technical field The invention pertains to a reciprocating engine with a flywheel mass arranged on the crankshaft for smoothing the torque produced.
. . ,:
Backqround Reciprocating engines, especially those with few cylinders, have an uneven application of torque because of the successively occurring operating cycles of the pistons. This degree of unevenness is known to diminish with increasing mass moment of inertia of the crank drive. Thus in reciprocating engines it is customary to connect the crankshaft directly to a flywheel mass. The increase in the mass moment of inertia, however, has an unfavorable effect on the dynamic behavior of the engine, since energy must be expended during changes in speed in order to alter the state of motion of the rotating mass. The angular acceleration of the crank drive that can be achieved for the same application of torque is inversely proportional to its mass moment of inertia. The requirements for higher engine dynamics and a high degree of evenness are thus conflicting. The design of the conventional reciprocating engine therefore has the character of a compromise in the dimensions of the flywheel masses.
211~ 6~6 Summary of the Invention A purpose of the present invention is to allow a reciproca~ing engine, even one with a few cylinders, to operate in steady state operation (and especially in the range of low rotational speeds) with a high degree of evenness, while in nonsteady state operation (i.e. in the case of changes in rotational speed) the crank drive exhibits only low inertia.
,,~, This problem is accomplished according to the invention by providing that the mass moment of inertia of the crank drive is minimized during nonsteady state operation, while for low speed steady state operation, one or more additional flywheels can be connected in a controllable manner to the crank drive. The additional flywheels are preferably mounted in a freely rotatable manner on the crankshaft and are connected to the crankshaft by a controllable clutch.
A friction clutch operated via an actuator is advantageously employed as the controllable clutch.
The actuator of the controllable clutch is operationally connected to a control device which generates a signal for actuators to engage/disengage the clutch as a function of the engine speed, a change in the engine speed, the rated load on the engine, a change in the load and the actual load conditions.
211~ 63.i Brief Drawinq Description An example of the invention is described in detail with reference to a single schematic drawing figure.
Detailed Descri~tion A crankshaft 1 of a reciprocating engine is connected in a nonrotatable manner to a disk flywheel 2. On the crankshaft 1 near the disk flywheel 2 an additional flywheel 3 is mounted in a rotatable manner. The disk flywheel 2 and the flywheel 3 can be connected by a friction clutch 4 acting between them.
The clutch 4 is designed in such a way that the frictional connection commences smoothly. The clutch 4 is operated via an actuator 5 which is designed as a hydraulic or electric servomotor. The actuator 5 is modulated by a signal 6 generated by a control device 7 which via sensors 8, 9, 10, 11, 12 receives as input the speed n of the reciprocating engine; a change in the engine speed dn/dt; the assigned load for the reciprocating éngine, e.g. in the form of the opening angle of the throttle valve xDK; a change in the assigned load for the reciprocating engine dxDK/dt;
and the actual load condition, e.g. in the form of a value proportional to the air throughput of the reciprocating engine, and relates them to one another.
Upon the starting of th~ engine the additional flywheel 3 is disengaged from the disk flywheel 2.
Therefore the starter motor does not have to ,~
21-l ~63~
accelerate the additional flywheel 3, and the starting power required is lower. During operation at approximately uniform, low speeds n, the additional flywheel 3, is coupled to the disk flywheel 2, and the ~ `
greater flywheel mass compensates for the unevenness of the angular velocity occurring on the crankshaft 1.
At high engine speeds n, additional flywheel 3 is disengaged since in this case the smaller flywheel mass formed solely by the crank drive and the disk flywheel 2 is sufficient for adequate compensation of the degree on unevenness.
If positive acceleration of the reciprocating engine dn/dt beyond a certain threshold value is detected by the sensor 9, the clutch 4 is disengaged. The reciprocating engine thus accelerates with a low mass moment of inertia. Once this nonsteady state process is completed, then the clutch 4 is caused to engage so that the additional flywheel 3 is accelerated by the frictional moment of the clutch 4 to the speed of the crankshaft 1. Smooth engagement is possible through a choice of a high slip on the clutch 4. This process is ideally conducted during vehicle operation after a desired traveling speed is reached since then the 25 . total inertial mass of the vehicle acts back on the flywheel 3 to be accelerated.
If a negative acceleration dn/dt of the crank drive is recognized by the sensor 9, then two controlled variants are possible, e.g. as a function of the traveling state of a vehicle. In the first case the additional flywheel 3 remains connected to the 2111~
crankshaft 1 and the disk flywheel 2 and the energy of motion of the now greater flywheel mass is utilized to overcome driving resistances. In a second case, i.e.
during the braking of a vehicle, the flywheel 3 is disengaged from the crank drive. As a result the braking effect of the transmission is increased. The energy inherent in the flywheel 3 traveling at a higher speed can be utilized again in a subsequent acceleration by engaging the clutch 4 until the speed between the flywheel 3 and crankshaft 1 is equalized.
The choice between the two described cases is easily made by the sending of the correct signals from the sensors 8 to 12 to the control device 7.
The invention also responds when other signals are sent to the control device 7, e.g., the signal of the speed of a vehicle.
Similarly, according to the invention several additional flywheel masses can be successively coupled to the crankshaft of a reciprocating engine or uncoupled from it in order to make possible a more finely graduated adaptation of the active flywhee.l mass to the requirements in each case.
RECIPROCATING ENGINE
Technical field The invention pertains to a reciprocating engine with a flywheel mass arranged on the crankshaft for smoothing the torque produced.
. . ,:
Backqround Reciprocating engines, especially those with few cylinders, have an uneven application of torque because of the successively occurring operating cycles of the pistons. This degree of unevenness is known to diminish with increasing mass moment of inertia of the crank drive. Thus in reciprocating engines it is customary to connect the crankshaft directly to a flywheel mass. The increase in the mass moment of inertia, however, has an unfavorable effect on the dynamic behavior of the engine, since energy must be expended during changes in speed in order to alter the state of motion of the rotating mass. The angular acceleration of the crank drive that can be achieved for the same application of torque is inversely proportional to its mass moment of inertia. The requirements for higher engine dynamics and a high degree of evenness are thus conflicting. The design of the conventional reciprocating engine therefore has the character of a compromise in the dimensions of the flywheel masses.
211~ 6~6 Summary of the Invention A purpose of the present invention is to allow a reciproca~ing engine, even one with a few cylinders, to operate in steady state operation (and especially in the range of low rotational speeds) with a high degree of evenness, while in nonsteady state operation (i.e. in the case of changes in rotational speed) the crank drive exhibits only low inertia.
,,~, This problem is accomplished according to the invention by providing that the mass moment of inertia of the crank drive is minimized during nonsteady state operation, while for low speed steady state operation, one or more additional flywheels can be connected in a controllable manner to the crank drive. The additional flywheels are preferably mounted in a freely rotatable manner on the crankshaft and are connected to the crankshaft by a controllable clutch.
A friction clutch operated via an actuator is advantageously employed as the controllable clutch.
The actuator of the controllable clutch is operationally connected to a control device which generates a signal for actuators to engage/disengage the clutch as a function of the engine speed, a change in the engine speed, the rated load on the engine, a change in the load and the actual load conditions.
211~ 63.i Brief Drawinq Description An example of the invention is described in detail with reference to a single schematic drawing figure.
Detailed Descri~tion A crankshaft 1 of a reciprocating engine is connected in a nonrotatable manner to a disk flywheel 2. On the crankshaft 1 near the disk flywheel 2 an additional flywheel 3 is mounted in a rotatable manner. The disk flywheel 2 and the flywheel 3 can be connected by a friction clutch 4 acting between them.
The clutch 4 is designed in such a way that the frictional connection commences smoothly. The clutch 4 is operated via an actuator 5 which is designed as a hydraulic or electric servomotor. The actuator 5 is modulated by a signal 6 generated by a control device 7 which via sensors 8, 9, 10, 11, 12 receives as input the speed n of the reciprocating engine; a change in the engine speed dn/dt; the assigned load for the reciprocating éngine, e.g. in the form of the opening angle of the throttle valve xDK; a change in the assigned load for the reciprocating engine dxDK/dt;
and the actual load condition, e.g. in the form of a value proportional to the air throughput of the reciprocating engine, and relates them to one another.
Upon the starting of th~ engine the additional flywheel 3 is disengaged from the disk flywheel 2.
Therefore the starter motor does not have to ,~
21-l ~63~
accelerate the additional flywheel 3, and the starting power required is lower. During operation at approximately uniform, low speeds n, the additional flywheel 3, is coupled to the disk flywheel 2, and the ~ `
greater flywheel mass compensates for the unevenness of the angular velocity occurring on the crankshaft 1.
At high engine speeds n, additional flywheel 3 is disengaged since in this case the smaller flywheel mass formed solely by the crank drive and the disk flywheel 2 is sufficient for adequate compensation of the degree on unevenness.
If positive acceleration of the reciprocating engine dn/dt beyond a certain threshold value is detected by the sensor 9, the clutch 4 is disengaged. The reciprocating engine thus accelerates with a low mass moment of inertia. Once this nonsteady state process is completed, then the clutch 4 is caused to engage so that the additional flywheel 3 is accelerated by the frictional moment of the clutch 4 to the speed of the crankshaft 1. Smooth engagement is possible through a choice of a high slip on the clutch 4. This process is ideally conducted during vehicle operation after a desired traveling speed is reached since then the 25 . total inertial mass of the vehicle acts back on the flywheel 3 to be accelerated.
If a negative acceleration dn/dt of the crank drive is recognized by the sensor 9, then two controlled variants are possible, e.g. as a function of the traveling state of a vehicle. In the first case the additional flywheel 3 remains connected to the 2111~
crankshaft 1 and the disk flywheel 2 and the energy of motion of the now greater flywheel mass is utilized to overcome driving resistances. In a second case, i.e.
during the braking of a vehicle, the flywheel 3 is disengaged from the crank drive. As a result the braking effect of the transmission is increased. The energy inherent in the flywheel 3 traveling at a higher speed can be utilized again in a subsequent acceleration by engaging the clutch 4 until the speed between the flywheel 3 and crankshaft 1 is equalized.
The choice between the two described cases is easily made by the sending of the correct signals from the sensors 8 to 12 to the control device 7.
The invention also responds when other signals are sent to the control device 7, e.g., the signal of the speed of a vehicle.
Similarly, according to the invention several additional flywheel masses can be successively coupled to the crankshaft of a reciprocating engine or uncoupled from it in order to make possible a more finely graduated adaptation of the active flywhee.l mass to the requirements in each case.
Claims (4)
1 - A reciprocating engine having a crank drive and a flywheel on the crank drive for smoothing the degree of unevenness of the torque produced, wherein the mass moment of inertia of the crank drive is selectively minimized during nonsteady state operation and one or more additional flywheels are provided that are connectable in a controllable manner to the crank drive.
2 - A reciprocating engine in accordance with claim 1, wherein the additional flywheels are freely rotatable on the crank drive and can be connected to the crank drive by a controllable clutch.
3 - A reciprocating engine in accordance with claim 2, wherein the controllable clutch is a friction clutch which is operated via an actuator.
4 - A reciprocating engine in accordance with claim 3, wherein the actuator of the controllable clutch is operationally connected to a control device which, in response to signals from sensors for the engine speed, a change in the engine speed, a load for the engine, a change in the load and the actual load condition, generates a signal for the actuator for controlling the clutch.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4305306A DE4305306A1 (en) | 1993-02-20 | 1993-02-20 | Reciprocating engine |
| DEP4305306 | 1993-02-20 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2111636A1 true CA2111636A1 (en) | 1994-08-21 |
Family
ID=6480982
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002111636A Abandoned CA2111636A1 (en) | 1993-02-20 | 1993-12-16 | Reciprocating engine |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP0612915B1 (en) |
| CA (1) | CA2111636A1 (en) |
| DE (2) | DE4305306A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2011137534A1 (en) * | 2010-05-05 | 2011-11-10 | Roy Anderson | Variable mass flywheel |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19518672A1 (en) * | 1995-05-20 | 1996-11-21 | Fev Motorentech Gmbh & Co Kg | Hand wheel arrangement for machine system |
| DE19704516B4 (en) * | 1997-02-06 | 2005-09-01 | Zf Sachs Ag | Torsional vibration damping device for damping torsional vibrations in a drive train |
| DE19758768B4 (en) * | 1997-02-06 | 2006-12-14 | Zf Sachs Ag | Torsional vibrational damper for drive train in motor vehicles - has flywheel mass unit uncoupled from crankshaft when preselected operational engine conditions are reached |
| DE19915790B4 (en) * | 1999-04-08 | 2006-05-18 | Daimlerchrysler Ag | Device for compensating vibrations of an internal combustion engine |
| EP1616112A2 (en) * | 2003-04-23 | 2006-01-18 | Defontaine | Engine flywheel device |
| FR2854218B1 (en) * | 2003-04-23 | 2007-03-23 | Defontaine Sa | FLYWHEEL DEVICE |
| WO2008037004A1 (en) * | 2006-09-25 | 2008-04-03 | James Kwok | An energy storage device and method of use |
| DE102006055541A1 (en) * | 2006-11-24 | 2008-09-04 | Volkswagen Ag | Hybrid drive system for a vehicle |
| DE102009056772A1 (en) | 2009-01-15 | 2010-07-22 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Flywheel for arrangement in drive train of drive unit of motor vehicle, has two flywheel masses which are twisted relative to each other and are rotatably coupled and uncoupled with each other |
| DE102020101505A1 (en) * | 2020-01-23 | 2020-11-19 | Schaeffler Technologies AG & Co. KG | flywheel |
Family Cites Families (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2293590A1 (en) * | 1974-12-02 | 1976-07-02 | Guelpa Jean | Flywheel incorporating centrifugal clutch - disconnects at high speed to save energy during acceleration and deceleration |
| JPS609465Y2 (en) * | 1976-10-08 | 1985-04-03 | 本田技研工業株式会社 | Engine flywheel device |
| FR2455176A1 (en) * | 1979-04-23 | 1980-11-21 | Luk Lamellen & Kupplungsbau | Variable inertia flywheel assembly esp. for motor vehicles - is in two parts mechanically or electromagnetically coupled |
| SU893637A1 (en) * | 1980-04-30 | 1981-12-30 | Белорусский Ордена Трудового Красного Знамени Политехнический Институт | Vehicle |
| DE3034130C2 (en) * | 1980-09-11 | 1982-07-08 | Ford-Werke AG, 5000 Köln | Parking and starting device for the internal combustion engine of a motor vehicle |
| JPS5838369A (en) * | 1981-08-31 | 1983-03-05 | Nissan Motor Co Ltd | System for controlling inertial mass body in engine |
| JPS60201138A (en) * | 1984-03-23 | 1985-10-11 | Nissan Motor Co Ltd | Flywheel device |
| JPS63152746A (en) * | 1986-12-17 | 1988-06-25 | Mazda Motor Corp | Flywheel control device for engine |
| JPH0781631B2 (en) * | 1987-12-25 | 1995-09-06 | 日産自動車株式会社 | Line pressure control device for automatic transmission |
| JPH0718472B2 (en) * | 1988-04-13 | 1995-03-06 | 日産自動車株式会社 | Variable inertial mass flywheel |
| JPH03255242A (en) * | 1990-03-02 | 1991-11-14 | Maruyama Mfg Co Ltd | Engine flywheel controller |
| JPH0429643A (en) * | 1990-05-24 | 1992-01-31 | Nissan Motor Co Ltd | Mass variale flywheel device |
| JPH04258552A (en) * | 1991-02-07 | 1992-09-14 | Toyota Autom Loom Works Ltd | Variable inertia moment fly wheel |
-
1993
- 1993-02-20 DE DE4305306A patent/DE4305306A1/en not_active Withdrawn
- 1993-12-16 CA CA002111636A patent/CA2111636A1/en not_active Abandoned
-
1994
- 1994-02-09 EP EP94101962A patent/EP0612915B1/en not_active Expired - Lifetime
- 1994-02-09 DE DE59401291T patent/DE59401291D1/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2011137534A1 (en) * | 2010-05-05 | 2011-11-10 | Roy Anderson | Variable mass flywheel |
Also Published As
| Publication number | Publication date |
|---|---|
| EP0612915A1 (en) | 1994-08-31 |
| EP0612915B1 (en) | 1996-12-18 |
| DE4305306A1 (en) | 1994-08-25 |
| DE59401291D1 (en) | 1997-01-30 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Dead |