INTERNAL COMBUSTION ENGINE AND CONTROL METHOD THEREFOR

• US 20140366832A1
• Filed: 11/20/2012
• Published: 12/18/2014
• Est. Priority Date: 01/19/2012
• Status: Active Grant

• Current Assignee: Isuzu Motors Limited
• Original Assignee: Isuzu Motors Limited
• Inventors: Tsunoda, Hiroshi
• Granted Patent: US 9,217,366 B2
• Time in Patent Office: Days
• US Class Current: 123/192.2
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 2030/206 related or induced by the engine
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2510/0652 Speed change rate
• CPC Class Codes: B60W 30/20 Reducing vibrations in the driveline
• CPC Class Codes: F02B 75/06 Engines with means for equalising torque
• CPC Class Codes: F02B 77/00 Component parts, details or accessories, not otherwise provided for
• CPC Class Codes: F02N 11/04 the motors being associated with current generators
• CPC Class Codes: F02N 15/022 the starter comprising an intermediate clutch
• CPC Class Codes: F02N 15/08 the gearing being of friction type
• CPC Class Codes: F16F 15/002 characterised by the control method or circuitry control of mechanical oscillations per se G05D19/00

Abstract

An engine including: a primary balancer driven by a crankshaft via a gear drive device and rotates in a direction reverse to a direction of the crankshaft; an electric motor driven by the primary balancer via a belt drive device to rotate in a direction reverse to the direction of the crankshaft; an auxiliary flywheel provided to a rotary shaft of the electric motor via a clutch. An engine control unit including a first device for increasing and decreasing effective moment of inertia around the crankshaft by engaging or disengaging the clutch in accordance with an operating condition of the engine, and a second device for controlling torque to be transmitted to the gear drive device via the belt drive device by power-driving or regeneratively driving the electric motor in accordance with a crank angular acceleration.

Claims

1. An internal combustion engine comprising:

a balancer which is driven by a crankshaft of the internal combustion engine via a gear drive device and rotates in a direction reverse to a direction in which the crankshaft rotates;

an electric motor which is driven by the balancer via a belt drive device and rotates in a direction reverse to the direction in which the crankshaft rotates;

a flywheel provided to a rotary shaft of the electric motor via a clutch; and

a control unit configured to control torque to be transmitted to the gear drive device via the belt drive device by

engaging or disengaging the clutch in accordance with an operating condition of the internal combustion engine, and

power-driving or regeneratively driving the electric motor in accordance with a crank angular acceleration at least when the operating condition of the internal combustion engine is for normal running and idling.

2. The internal combustion engine according to claim 1, wherein

the belt drive device includes a first pulley to rotate integrally with the balancer, and a second pulley to rotate faster than the crankshaft rotates by being belt-driven by the first pulley, and

the belt drive device connects the flywheel to the second pulley via the clutch.

3. The internal combustion engine according to claim 1, wherein the control unit comprises:

a compensator for reducing torque of the flywheel caused by the belt drive device by engaging the clutch and power-driving or regeneratively driving the electric motor when the operating condition of the internal combustion engine is for normal running;

a device for reducing torque recoil force of the crankshaft by disengaging the clutch and power-driving or regeneratively driving the electric motor when the operating condition of the internal combustion engine is idling except idling stop; and

a device for reducing effective moment of inertia around the crankshaft by disengaging the clutch when the operating condition of the internal combustion engine is acceleration except starting.

6. The internal combustion engine according to claim 2, wherein the control unit comprises:

a compensator for reducing torque of the flywheel caused by the belt drive device by engaging the clutch and power-driving or regeneratively driving the electric motor when the operating condition of the internal combustion engine is for normal running;

a device for reducing torque recoil force of the crankshaft by disengaging the clutch and power-driving or regeneratively driving the electric motor when the operating condition of the internal combustion engine is idling except idling stop; and

a device for reducing effective moment of inertia around the crankshaft by disengaging the clutch when the operating condition of the internal combustion engine is acceleration except starting.

4. A method of controlling an internal combustion engine including a balancer which is gear-driven by a crankshaft of the internal combustion engine and rotates in a direction reverse to a direction in which the crankshaft rotates, and an electric motor which is belt-driven by the balancer and rotates in a direction reverse to the direction in which the crankshaft rotates, the method comprising:

controlling torque to be applied to the gear driving by;

engaging or disengaging the clutch in accordance with an operating condition of the internal combustion engine; and

power-driving or regeneratively driving the electric motor in accordance with a crank angular acceleration at least when the operating condition of the internal combustion engine is for normal running and idling.

5. The method of controlling an internal combustion engine according to claim 4, further comprising:

compensating for a reduction in torque of the flywheel caused due to the belt driving by engaging the clutch and power-driving or regeneratively driving the electric motor when the operating condition of the internal combustion engine is for normal running;

reducing torque recoil force of the crankshaft by disengaging the clutch and power-driving or regeneratively driving the electric motor when the operating condition of the internal combustion engine is idling except idling stop; and

reducing effective moment of inertia around the crankshaft by disengaging the clutch when the operating condition of the internal combustion engine is acceleration except starting.