JPS6335817B2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an internal combustion engine that integrally houses a plurality of independent power sources. Regarding internal combustion engines that have multiple power sources that can output power under optimal conditions depending on the situation, in particular, the clutch should be operated when connecting the power sources only when the rotation speeds of each power source match. The present invention relates to a connection device for an internal combustion engine having multiple power sources that can prevent a temporary decrease in torque or shock due to deviation in rotational speed.

[Conventional technology and problems]

Traditionally, the cylinder volume of an internal combustion engine has been constant during its operation and cannot be changed. Since the cylinder volume is constant, the fuel consumption rate also fluctuates as the output torque changes, making it difficult to use an internal combustion engine so that the fuel consumption rate is always in a good state. For this reason, an internal combustion engine has been proposed in which a plurality of power sources are provided independently in one internal combustion engine, and the power sources are used in combination using a clutch depending on the required torque to change the cylinder volume. First, the characteristics of a conventional internal combustion engine and this proposed internal combustion engine having multiple power sources will be explained with reference to FIGS. 1 and 2.

Fig. 1 shows the fuel efficiency characteristics of a conventional internal combustion engine. The horizontal axis is the engine rotation speed (rpm), the vertical axis is the engine torque (Kg・m), and the contour curve is the fuel efficiency rate (g/m). ps・hr), and shows the locations of the same fuel efficiency in a map.
In addition, the curve indicated by A in the figure is a running load curve on a flat road, and is determined by the vehicle body on which the internal combustion engine is mounted and the gear ratio used. The fuel efficiency rate is this curve A
Determined by the points above. This curve A is determined by the air resistance of the vehicle body, gear ratio, etc., while the fuel efficiency curve is determined by the characteristics of the engine, so it is generally practical to set curve A so that it passes through the part with the lowest fuel efficiency. However, once the settings have been made, changes cannot be made freely. Therefore, the characteristics of the fuel efficiency curve are assumed to be given, and the running load curve A
If an internal combustion engine can be obtained in which the fuel consumption rate is as low as possible, the fuel consumption rate will decrease and the engine will be an extremely ideal internal combustion engine. That is, in the present invention, the specifications of the vehicle including the gear ratio are the same as those of the vehicle shown in FIG. If the capacitance is determined to be , the characteristics as shown in FIG. 2 will be obtained.

In other words, compared to conventional automobiles, the vehicle body and gear ratio remain the same, but the internal combustion engine is divided into two engines. Here, the first zone represents the performance of only the first engine, and the second zone represents the combined performance of the first and second engines.The running load curve B represents the performance of the first engine alone, and since the vehicle and gear ratio do not change, the running load curve It will be the same as load curve A.

Therefore, when the required torque is small, if the internal combustion engine is operated within the range of the first zone and the first engine is used alone, the running load curve B will cross near the minimum fuel efficiency rate D. , fuel efficiency improves.

As mentioned above, multiple independent internal combustion engines are used, each internal combustion engine and the output shaft are connected or disconnected by a clutch depending on the load situation, and the running load curve is set so that it is located at the lowest fuel efficiency part. This can improve the fuel efficiency of a vehicle, but if multiple engines are connected without matching their rotation speeds, a temporary drop in output torque or shock may occur, or the rotation speed of the connected engine may change. A temporary increase in output torque occurs due to the high
Torque fluctuations were likely to occur when the engine was connected.

Note that there is a prior art technique disclosed in Japanese Patent Publication No. 46-2602 which has a plurality of engines and operates a clutch after each engine reaches the same rotational speed to operate the engine.

In view of the above-mentioned drawbacks, the present invention provides an internal combustion engine having multiple power sources that detects the rotational speed of each of the plurality of power sources and operates the clutch when the rotational speeds match, thereby preventing torque fluctuations. This provides a connection device for the following.

[Means for solving problems]

In order to achieve the above object, the present invention forms a plurality of power sources by making a plurality of crankshafts independent, and connects at least one power source to an output shaft via a transmission device, and connects the other power sources. The multiple power sources are connected via an electromagnetic powder clutch when the rotation speed matches the output shaft, and the multiple power sources are used in combination by operating the clutch according to the usage situation. In the internal combustion engine, each of the power sources is provided with a rotation speed detection means consisting of a slit plate and a light receiving element or a magnetic sensor for detecting the rotation speed of each of the crankshafts, and each of the rotation speed detection means A control device is provided that inputs a signal and outputs a signal for connecting the clutch, and the control device includes a conversion circuit that generates each pulse wave based on the input signal from each of the rotation speed detection means, The present invention is configured to include a determination circuit for determining the output voltage from each of the conversion circuits, and a drive circuit for inputting the output signal from the determination circuit and outputting a signal for connecting the clutch.

〔Example〕

An embodiment of the present invention will be described below with reference to the drawings.

FIG. 3 is a skeleton diagram showing the concept of the present invention, and FIGS. 4 and 5 are a partially cutaway plan view and a front view, respectively.
It is composed of an engine 1, a second engine 2, a clutch section 3, an output shaft section 4, and a flywheel section 5. The first and second engines 1 and 2 are independent and can be controlled individually, and the first engine 1 is directly connected to the output shaft section 4, and the second engine 1 is directly connected to the output shaft section 4. 2 is connected to an output shaft section 4 via a clutch section 3, and the output shaft section 4 combines the outputs of both engines 1 and 2 and transmits them to a flywheel section 5.

The first and second engines 1 and 2 are both two-cylinder types with the same volume, and are configured to operate independently. That is, the crankshafts 6 and 7 are arranged parallel to each other at intervals, and each crankshaft 6 and 7 is provided with a connecting rod 14 and 15 and a piston 12 and 13,
Further, independent cylinder blocks 8 and 9 that pivotally support the crankshafts 6 and 7 are provided with cylinders 10 and 11, crank chambers 19 and 20, oil pans 21 and 22, and cylinder heads 29 and 30. 29 and 30 have exhaust valve 3
3, 34 intake valves 31, 32, intake pipes 35, 36 leading to these, exhaust pipes 37, 38, each intake pipe 3
carburetors 39 and 40 connected to 5 and 36, respectively;
A common air cleaner 41 is provided above each vaporizer 39, 40.
Disk-shaped slit plates 71 and 72 are fixed to the ends of the crankshafts 6 and 7 outside the crank chambers 19 and 20, respectively.

Next, in this embodiment, a single internal combustion engine is
Since the units are placed side by side, the cooling system, lubrication system, and transmission device are as follows.

First, regarding the cooling system, cooling water sent by a water pump (not shown) driven by the first engine 1 is supplied to water jackets 16, 17 provided on the side walls of each cylinder block 8, 9, Returns to the radiator (not shown) via water pipes 18, 18' connecting the engine 1 and the second engine,
It is circulated. Therefore, since the cooling water is also circulated to the second engine 2 while the second engine 2 is stopped, the second engine is warmed up.

Similarly, the structure of the lubrication system is such that lubricating oil is sent by an oil pump (not shown) driven by the first engine 1 to each part of the first engine 1, and also to the second engine 2. The second engine is warmed up, and the oil pans 2 of both
1 and 22 are communicated through a communication path 23. In this way, the cooling water and lubricating oil are circulated through the second engine 2, so that it can be started immediately, operated, and output can be transmitted.

The transmission device is configured to drive the alternator, cooling fan, and other auxiliary equipment via a V-belt by a pulley on the first engine 1 side that is constantly rotating.

An electromagnetic powder clutch 42 is used in the clutch portion 3 to electrically connect and disconnect the shafts, and its drive member 43 is screwed to the crankshaft 7. It is connected to the shaft portion 4.

The engine case including the crank chamber 19 and the like of the first engine 1 extends toward the flywheel portion 5 on the output side of the crankshaft 6 and serves as a gear case 45. is molded in one piece. The center line of the gear case 45 is slightly eccentric in the horizontal direction than that of the first engine 1, and an output shaft 46 is rotatably supported in the center of the gear case 45. A driven gear 47 is fixed to the output shaft 46, and a driving gear 48 fixed to the crankshaft 6 is meshed with the driven gear 47. The side surface of the gear case 45 on the second engine 2 side is enlarged into a flange shape to form a clutch case 51.
The electromagnetic powder type clutch 42 is housed in the clutch case 51, and the engine case of the second engine 2 is fixed to the end surface of the clutch case 51. As a result, the first engine 1, the second engine 2, and the gear case 45 are assembled together.

The gear case 45 includes an electromagnetic powder clutch 42.
An intermediate shaft 49 connected to the driven member 44 is pivotally supported, and a driving gear 50 that meshes with the driven gear 47 is fixed to this intermediate shaft 49. The output shaft portion 4 is constituted by the output shaft 46, the driven gear 47, the drive gears 48, 50, and the intermediate shaft 49.

Note that since the driven gear 47 and the driving gears 48 and 50 have the same size, the rotation speed ratio between the first engine 1 and the second engine 2 and the speed change gear shaft 54 is 1:1.

Next, a transmission case 52 housing a transmission (not shown) is connected to the end face of the gear case 45, and within this transmission case 52 is a flywheel 53 pivoted on the output shaft 46. It's stored. A transmission gear shaft 54 that pivotally supports a transmission gear is connected to the flywheel 53.

Moreover, FIG. 6 shows the relationship between the two carburetors 39 and 40, and shows the carburetor bodies 5 of the carburetors 39 and 40.
5 and 56 are placed parallel to each other with an interval between them.
Throttle shafts 57 and 58 are rotatably supported on the carburetor bodies 55 and 56, respectively.
Throttle valves 59 and 60, which are opened and closed within 6, are fixedly attached thereto. Lever 61, 62 is fixed to the end of throttle shaft 57, 58, respectively, and wire receiver 6 is attached to the tip of each lever 61, 62, respectively.
3 and 64 are fixed, and these wire receivers 6
An accelerator wire 65 is commonly inserted through 3 and 64. Clamps 66 and 67 are fixed to the intermediate and end portions of the accelerator wire 65, respectively, and a coil spring 68 is interposed between the wire receiver 63 and the clamp 66. The coil spring 68 is a compression spring, and its strength is the same as that of the lever 61.
It is stronger than the force that moves the stopper 6.
8' is provided. Further, a support rod 70 is horizontally projected at a position close to the throttle shaft 57 on the side surface of the carburetor main body 55.
A micro switch 69 is fixed to the top surface of the .

FIG. 7 shows the rotation speed detecting means and control system, and the slit plates 71 and 72 have slits 73 and 74 cut toward the center, respectively, and slits 73 and 74 are cut in the slit plates 71 and 72, respectively, and are opposed to each other on the side surfaces of the slit plates 71 and 72. Light sources 75 and 76 and light receiving elements (photodiodes, etc.) 77 and 78 are provided so that the slit plate 7
1 and 72 to block the light rays from the light sources 75 and 76. The outputs of the light receiving elements 77, 78 are connected to conversion circuits 80, 81 in the control device 79, and the outputs of the conversion circuits 80, 81 are connected to a determination circuit 82, respectively. The control signal from the decision circuit 82 is connected via a switch circuit 83 to a drive circuit 84, and the output of the drive circuit 84 is connected to a coil 85 within the electromagnetic powder clutch 42. Further, the micro switch 69 is connected to the switch circuit 83, and the key switch 86 of an ignition key used for starting the engine is connected to the drive circuit 84.

Next, the operation of this embodiment will be explained with reference to FIG.

Starting the first and second engines 1 and 2.

When a starter (not shown) is operated, a small gear of the starter meshes with a gear formed on the outer periphery of the flywheel 53, causing the flywheel 53 to rotate. At this time, a switch 86 linked to the ignition key sends a signal to the drive circuit 84 to start the engine, and the drive circuit 84 causes current to flow through the coil 85 to directly connect the electromagnetic powder clutch 42. , the crankshaft 7 and the intermediate shaft 49 are connected. The rotation of the flywheel 53 is transmitted to both crankshafts 6, 7 via the output shaft 46, driven gear 47, drive gears 48, 50, and intermediate shaft 49, and the rotation of the crankshafts 6, 7 is transmitted to the connecting rods 14, 15. The pistons 12 and 13 are reciprocated within the cylinders 10 and 11 via the cylinders 10 and 1.
Engines 1, 2 are started in a known stroke by detonating the air-fuel mixture in engine 1. When both engines 1 and 2 start and operate normally, return the ignition key to stop the starter, and at the same time open the switch 86 to prevent current from flowing through the coil 85 and to the electromagnetic powder clutch 42. The control current of the crankshaft 7 and the intermediate shaft 49 is stopped.
Disconnect. Therefore, the first and second engines 1 and 2 operate independently and individually, and the output of the second engine 2 is not transmitted to the flywheel 53.

When the required torque is small.

When using the internal combustion engine according to this embodiment in a range where the required torque is small (for example, when running at low or medium speed on a flat road, when idling, etc.), only the first engine 1 is operated (this range is referred to as the first zone). ), and its output torque is used. The fuel efficiency characteristics in this case are shown in FIG.
The first zone is C, and the lowest fuel efficiency range is D. In this fuel efficiency characteristic, the running load curve B crosses the minimum fuel efficiency range D, resulting in extremely low fuel consumption. In this case, an attempt is made to increase the amount of air-fuel mixture from the carburetor 39 by depressing the accelerator and pulling the accelerator wire 65 to the right in FIG. Since only the lever 61 rotates and the stopper 67 does not come into contact with the lever 62, the lever 62 is not driven. Therefore, only the first engine 1 is accelerated or decelerated (states A and B in FIG. 8).

When the required torque is large.

When the internal combustion engine according to this embodiment is used in a range where the required torque is large (for example, when climbing a board, running at high speed, accelerating, etc.), the output torque of both the first and second engines 1 and 2 is the sum of the output torques. (This range is defined as the second zone).
That is, the lever 61 is rotated by depressing the accelerator pedal, and the micro switch 69 comes into contact with the lever 61 just before the throttle valve 59 is fully opened (see Fig. 8C), and the signal from the micro switch 69 is transmitted to the switch. The signal is transmitted to the circuit 83, and the switch circuit 83 connects the judgment circuit 82 and the drive circuit 84. The slit plates 71, 72
(the first and second engines 1 and 2
has been started), the slit plates 71, 72
The slits 73 and 74 formed in are light sources 75 and 76.
The number of light rays corresponding to the number of rotations of the slit plates 71, 72 is transmitted to the light receiving elements 77, 78. Pulse signals from the light receiving elements 77 and 78 are transmitted to conversion circuits 80 and 81, respectively, and each conversion circuit 80 and 81 outputs a DC voltage proportional to the frequency of the input pulse, and both conversion circuits 80 and 81 The output of is transmitted to the judgment circuit 82, and when the output voltages of the conversion circuits 80 and 81 become the same, the judgment circuit 82 outputs a judgment signal to the drive circuit 84, causing current to flow from the drive circuit 84 to the coil 85.
The electromagnetic powder type clutch 42 is directly connected to connect the crankshaft 7 and the intermediate shaft 49. As a result, the output torque of the second engine 2 is transmitted to the driven gear 47 via the crankshaft 7, electromagnetic powder clutch 42, intermediate shaft 49, and drive gear 50, and is added to the output torque of the first engine 1. It turns out. This means that when the rotational speeds of the first and second engines 1 and 2 match, both engines 1 and 2 can be coupled, and no shock occurs during coupling. Note that once the determination circuit 82 outputs an output signal, it continues to maintain that state. After the second engine 2 and the first engine 1 are connected at a predetermined position (just before the throttle valve 59 is fully opened), the lever 61 contacts the support rod 70 and cannot rotate any further. However, by still pulling on the accelerator wire 65, the coil spring 68 is compressed by the stopper 66. At the same time, the stopper 67 comes into contact with the lever 62 and attempts to rotate the lever 62 (see FIG. 8D). From this,
The volume of this internal combustion engine is doubled, and the combined output of the first and second engines 1 and 2 is output. This operation is shown in FIG. 2. The micro switch 69 is operated just before the limit of the first zone C range, detects that the necessary torque is required, and operates the second engine 2, and as a result, the second engine 2 is activated. The output torque can be increased or decreased within the range of zone E.

When the required torque changes in the direction of decreasing.

When the required torque is large and both the first and second engines 1 and 2 are rotating, the load decreases and the required torque becomes small (for example, when the required torque is low or medium speed steady running, deceleration running, etc.) When driving downhill, etc.), the accelerator wire 65 is returned to its original position.
The state changes from D to C or B in FIG. 8, the microswitch 69 is opened, and the signal from the microswitch 69 is transmitted to the switch circuit 83, causing the switch circuit 83 to open. Therefore, no current flows from the drive circuit 84 to the coil 85, no current flows from the electromagnetic path 84 to the coil 85, the electromagnetic powder clutch 42 is disconnected, and the crankshaft 7 and the intermediate shaft 49 are disengaged. The first engine 1 is connected to the output shaft 46.
Transmits only the output of As a result, the internal combustion engine operates in the first zone C.

In the explanation so far, we have described the case where there are two power sources, but when trying to achieve fine control, it is desirable to have multiple multi-stage power sources, or if the engine capacity and performance of these power sources are not the same, It may be different.

In addition, in this example, a slit plate and a light receiving element are used as means for detecting the engine rotation speed.
It is also possible to use various detection elements such as a magnetic sensor without being limited to this embodiment.

〔Effect of the invention〕

Since the present invention is configured as described above, when connecting multiple power sources, they can be connected only when their rotational speeds match, and there is no shock due to connection, and the output is reduced due to deviation in rotational speed. No temporary decrease in torque or shock occurs.

Furthermore, an electric or magnetic sensor is used as the rotation speed detection means, and the control device determines the rotation speed of each power source and connects the clutch, which provides excellent responsiveness and follows throttle valve operation. Since the latch is connected to the load, it can respond quickly to the load.

[Brief explanation of the drawing]

The first is a graph showing the fuel efficiency characteristics of a conventional internal combustion engine, FIG. 2 is a graph showing the fuel efficiency characteristics of an internal combustion engine according to an embodiment of the present invention, FIG. 3 is a skeleton showing the same outline, and FIG. FIG. 5 is a partially cross-sectional plan view of the same internal combustion engine as above, FIG. 5 is a front view of the same partially in cross-section, and FIG.
FIG. 7 is a block diagram showing the detection means and control system, and FIG. 8 is an explanatory diagram showing the operation of the same. DESCRIPTION OF SYMBOLS 1...First engine, 2...Second engine, 3...Clutch part, 4...Output shaft part, 5...
Flywheel section, 6, 7... Crankshaft, 8, 9... Cylinder block, 10, 11...
...Cylinder, 12,13...Piston, 14,1
5... Connecting rod, 16, 17... Water jacket, 18, 18'... Water tube, 19, 20... Crank chamber, 21, 22... Oil pan, 23... Communication path, 29, 30... Cylinder head, 31,3
2... Intake valve, 33, 34... Exhaust valve, 35, 3
6...Intake pipe, 37, 38...Exhaust pipe, 39,4
0... Carburetor, 41... Air cleaner, 42...
...Electromagnetic powder clutch, 43...Drive member,
44... Driven member, 45... Gear case,
46... Output shaft, 47... Drive gear, 48... Drive gear, 49... Intermediate shaft, 50... Drive gear, 5
1...Clutch case, 52...Mission case, 53...Flywheel, 54...Transmission gear shaft, 55, 56...Carburetor body, 57, 58...
Throttle shaft, 59, 60... Throttle valve, 61, 62... Lever, 63, 64... Wire receiver, 65... Accelerator wire, 66, 67...
... Stopper, 68 ... Coil spring, 68' ... Stopper, 69 ... Micro switch, 70 ... Support rod, 71, 72 ... Slit plate, 73, 74 ...
...Slit, 75,76...Light source, 77,78...
... Light receiving element, 79 ... Control device, 80, 81 ...
Conversion circuit, 82... Judgment circuit, 83... Switch circuit, 84... Drive circuit, 85... Coil, 86
...Switch.

Claims (1)

[Claims] 1 A plurality of crankshafts are made independent to form a plurality of power sources, at least one power source is connected to an output shaft via a transmission device, and the other power source and the output shaft are connected to each other. In an internal combustion engine having the plurality of power sources, the plurality of power sources are connected through an electromagnetic powder clutch when the rotational speeds of the two match, and the plurality of power sources are used in combination by operating the clutch according to the usage situation. Each of the power sources is provided with a rotation speed detection means consisting of a slit plate and a light receiving element or a magnetic sensor for detecting the rotation speed of each of the crankshafts, and the signals of each of the rotation speed detection means are inputted. A control device is provided for outputting a signal for connecting the clutch, and the control device includes a conversion circuit that generates each pulse wave based on the input signal from each of the rotation speed detection means, and each of the conversion circuits. An internal combustion engine having multiple power sources, characterized in that it has a determination circuit for determining an output voltage from the determination circuit, and a drive circuit for inputting an output signal from the determination circuit and outputting a signal for connecting the clutch. Connection device.