JPS6354886B2 - - 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, which can output power under optimal conditions depending on the usage situation by freely combining and using the power sources. The present invention relates to an internal combustion engine having a power source, and relates to a method for connecting an internal combustion engine having a plurality of power sources that can smoothly connect a plurality of power sources.

[Conventional technology and issues]

Fig. 1 shows the fuel efficiency characteristics of a conventional internal combustion engine. The horizontal axis is the rotation speed (rpm), the vertical axis is the torque (Kg・m), and the contour curve is the fuel efficiency rate (g/ps・m). hr), which shows the locations of the same fuel efficiency rate 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 determined at a point on this curve A. 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. For this reason, assuming that the characteristics of the fuel consumption curve are given, if an internal combustion engine in which the running load curve A crosses the lowest possible fuel efficiency area is obtained, the fuel efficiency will be lowered, resulting in 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 cars, the body and gear ratio remain the same, but the internal combustion engine is divided into two parts. 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, and since the vehicle and gear ratio do not change, the running load curve B shows the performance of the running load curve B as shown in Fig. 1. 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 consumption rate D. , fuel efficiency improves. As mentioned above, if 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 to be located at the lowest fuel efficiency part. This makes it possible to improve the fuel efficiency of internal combustion engines. but,
When connecting multiple power sources, it is necessary to perform operations such as phasing to minimize output torque fluctuations and vibrations, such as by starting a resting power source. The present invention provides a method for connecting an internal combustion engine having multiple power sources with a clutch connection method for smoothly performing the above-mentioned operations.

[Means to solve the problem]

In order to achieve the above object, the present invention forms a plurality of power sources by making a plurality of crankshafts independent, connects at least one power source to an output shaft via a transmission device, and connects the other power source to the output shaft. and the output shaft are connected via a clutch, and in an internal combustion engine with multiple power sources, multiple power sources are used in combination by operating the clutch according to the usage situation. and a means for detecting the rotation speed of each power source, and when starting or connecting one power source that is in operation to another power source that is inactive, the transmission torque of the clutch is controlled. A condition is maintained in which a predetermined transmission torque necessary for starting is obtained, and the torque of the other power source becomes greater than the predetermined transmission torque, and the rotational speed of the other power source becomes higher than that of the one power source. After the number of rotations exceeds the number of revolutions, the one power source and the other power source are brought into phase alignment and the clutch is directly connected.

【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 communicating with these, exhaust pipes 37, 38, carburetors 39, 4 connected to each intake pipe 35, 36, respectively.
0, etc., and a shared air cleaner 41 is provided above each carburetor 39,40. Disk-shaped slit plates 71 and 72 are fixed to the outside of the crank chambers 19 and 20 at the ends of the crankshafts 6 and 7, 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. This gear case 45 is connected to the first engine 1
Its center line is slightly eccentric in the horizontal direction, 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 face 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 if the driven gear 47 and the drive gears 48 and 50 are made to 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 will be 1:1. Next, a transmission case 52 housing a transmission (not shown) is connected to the end face of the gear case 54, 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. Further, FIG. 6 shows the relationship between the two carburetors 39 and 40, and the throttle tubes 55 and 56 of the carburetors 39 and 40 are positioned parallel to each other with an interval between them. Throttle shafts 57, 58 are rotatably supported, respectively, and each throttle shaft 57, 58 has a throttle valve 59, which opens and closes within the throttle tubes 55, 56.
60 is fixed. Rubbers 61 and 62 are fixed to the ends of the throttle shafts 57 and 58, respectively, and wire receivers 63 and 64 are fixed to the tips of the levers 61 and 62, respectively. An accelerator wire 65 is commonly inserted. 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 whose strength is greater than the tensile force of the accelerator wire 65, so a stopper 68' is provided. Further, a support rod 70 projects horizontally from the side surface of the throttle cylinder 55 at a position close to the throttle shaft 57, and a micro switch 69 is fixed to the upper surface of the support rod 70. FIG. 8 shows the control system of this electromagnetic powder clutch 42, in which slits 73 and 74 are cut in the slit plates 71 and 72, respectively, toward the center. Light sources 75, 76 and light receiving elements (photodiodes, etc.) 77, 78 are provided to face each other, and the light sources 75, 76 are blocked by slit plates 71, 72. The outputs of the light receiving elements 77 and 78 are respectively connected to a comparison circuit 80 in the control device 79.
The output of the comparison circuit 80 is connected to a judgment circuit 81. The judgment circuit 81 can output two different signals, one of which is input to the switching circuit 82 and the other to the pulse width conversion circuit 83. The output of this pulse width conversion circuit 83 is input to a pulse wave generation circuit 84, and the output of the pulse wave generation circuit 84 is connected to the normally closed contact of the switching circuit 82, and the output of the pulse wave generation circuit 84 is connected to the normally open contact of the switching circuit 82. A positive potential is applied. A drive circuit 86 is connected to the switching end of the switching circuit 82 via a switch circuit 85, and a coil 87 of the electromagnetic powder clutch 42 is connected to the output of the drive circuit 86. Further, a condition circuit 88 is connected to the microswitch 69 to determine only its ON operation, and the output of the condition circuit 88 is connected to a switch circuit 85. Next, the operation of this embodiment will be explained with reference to FIGS. 7 and 9. Starting the first engine 1. 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. The rotation of the flywheel 53 is transmitted to the crankshaft 6 via the output shaft 46, driven gear 47, and drive gear 48, and is transmitted to the piston 1 via the connecting rod 14.
2 is reciprocated within the cylinder 10, and the cylinder 10
engine 1 by detonating the mixture within
Activate. At this time, the driving gear 50 is rotated by the driven gear 47, but since no control current is flowing through the electromagnetic powder clutch 42, the intermediate shaft 49
The rotational force from is not transmitted to the crankshaft 7. Therefore, the second engine 2 does not start. When the required torque is small. When the internal combustion engine according to this embodiment is used in a range where the required torque is small (for example, when running at low or medium speeds on a flat road, when idling, etc.), only the first engine 1 is operated and its output torque is used. The fuel consumption characteristics in this case are shown in Figure 2, and
The first zone with only engine 1 is C,
The range of the lowest fuel efficiency rate is D. In this fuel efficiency characteristic, the running load curve B is the range D of the minimum fuel efficiency rate.
This results in extremely low fuel consumption. In this case, depress the accelerator and press the accelerator wire 65.
to the right in FIG. 6 in an attempt to increase the air-fuel mixture from the carburetor 39, but the accelerator wire 6
Even if 5 is pulled, the coil spring 6 is held by the stopper 66.
Since only the lever 61 rotates through the lever 8 and the stopper 67 does not contact the lever 62, the lever 62
is not followed. Therefore, only the first engine 1 is accelerated or decelerated (states A and B in FIG. 7). When the required torque is large. When using the internal combustion engine according to this embodiment in a range where the required torque is large (for example, when climbing a hill, driving at high speed, accelerating, etc.), the second engine 2 is started, and the first and second engines 1, The output can be the sum of the two output torques.
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. 88 is a switch circuit 85 which outputs a control signal to make the switching circuit 82 and the drive circuit 86 conductive. Since the pulse wave from the pulse wave generation circuit 84 is constantly supplied to the normally closed terminal side of the switching circuit 82, the drive circuit 86 receives this pulse wave and causes an intermittent clutch current to flow through the coil 87. The clutch 42 is connected to the second engine 2.
to a predetermined transmission torque state necessary for starting.
In this state, a part of the output torque from the first engine 1 is transferred to the crankshaft via the drive gear 50, the intermediate shaft 49, and the electromagnetic powder clutch 42 by the electromagnetic powder clutch 42. As the crankshaft 7 rotates, the connecting rod 15 moves the piston 13 into the cylinder 1.
1, thereby causing the mixture to explode and starting the second engine 2. When the second engine 2 is started, the lever 62 is slightly rotated by slightly pulling the accelerator wire 65, and the throttle valve 60 is slightly opened to accelerate the second engine 2. As mentioned above, the electromagnetic powder clutch 42
Since the clutch is in a half-clutch state, the transmission torque is less than that required only to start the second engine 2.
The rotational speed of the first engine 1 increases rapidly and quickly catches up with the rotational speed of the first engine 1 (FIG. 9b). At this time, the clutch is fully engaged. However, the transmitted torque is low as described above.
If this continues, the torque of the second engine 2 will become greater than the clutch transmission torque, and the clutch will slip, causing the rotational speed of the second engine 2 to become higher than the rotational speed of the first engine 1 (see Fig. 9). c).
When the crankshafts 6 and 7 rotate, the slit plates 71 and 72 also rotate, and the slit plates 73 and 7
4 will intermittent the light beams from the light sources 75 and 76, and if the intermittent light beams are detected by the light receiving elements 77 and 78 and the number of the light beams is counted, the rotation of the first and second engines 1 and 2 will be determined. This means that the number can be detected. Signals from the light-receiving elements 77 and 78 are input to a comparison circuit 80, which detects and compares the rotation speeds of both engines 1 and 2, and detects when the rotation speed of the second engine 2 is higher than that of the first engine 1. When this happens, a signal is transmitted to the pulse width conversion circuit 83. This results in
The pulse width conversion circuit 83 controls the pulse wave generation circuit 84 to increase the pulse width of its output pulse wave, and the pulse wave with the increased pulse width is transmitted from the pulse wave generation circuit 84 to the drive circuit 86. The transmission torque of the electromagnetic powder clutch 42 is gradually normalized. For this reason, the second engine 2 is dragged by the first engine 1 and its rotational speed gradually decreases, and there comes a time when the rotational speed becomes the same as that of the first engine 1 (FIG. 9d). Both engines 1,
The determination circuit 81 determines that the rotational speeds of the drive circuits 2 and 2 have become the same, transmits a signal to the switching circuit 82, and switches to transmit the positive potential to the drive circuit 86. For this reason,
A clutch current constantly flows through the coil 87, and the electromagnetic powder type clutch 42 is directly connected thereto. After this, the first
and the second engines 1 and 2 operate at the same rotation speed,
The sum of the output torques of both engines 1 and 2 is transmitted to the output shaft 46. After the second engine 2 is started at a predetermined position (just before the throttle valve 59 is fully opened), the lever 6
1 contacts the support rod 70 and cannot rotate any further, and by still pulling 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. 7D). Therefore, 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 activated just before the limit of the first zone C range, detects that the required torque is required, and activates the second engine 2.
As a result, the output torque can be increased or decreased within the second 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. 7, the micro switch 69 is opened, and the condition circuit 88 no longer transmits a signal to the switch circuit 85, so the switch circuit 85 is opened. Therefore, the drive circuit 86 no longer applies clutch current to the coil 87, the electromagnetic powder clutch 42 is released, the crankshaft 7 and the intermediate shaft 49 are disengaged, and the output shaft 46 is connected to the first engine 1. Transmit only the output. After this, fuel is not supplied to the second engine 2, and its rotation is stopped to prevent wasteful fuel consumption. 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.

【Effect of the invention】

Since the present invention is configured as described above, by changing the operating engine, that is, the cylinder volume, in accordance with the required torque of the internal combustion engine, it is possible to operate the internal combustion engine in a characteristic range close to the minimum fuel efficiency when the required torque is small. , When the required torque is large, the engine output can be sufficiently exerted. The clutch that connects and disconnects the power source is in a half-clutch state and is directly connected in consideration of the rotational speed of the power source to be connected, so the combined output torque of multiple power sources does not fluctuate and changes smoothly. be able to.

[Brief explanation of the drawing]

Fig. 1 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 showing an embodiment of the present invention, Fig. 3 is a skeleton showing the outline of the same, and Fig. 4 5 is a partially sectional plan view of the same internal combustion engine as above, FIG. 5 is a partially sectional front view of the same as above, and FIG. 6 is a perspective view showing the vicinity of the carburetor.
FIG. 7 is an explanatory diagram showing the same operation as above, FIG. 8 is a block diagram showing the control system of the present invention, and FIG. 9 is a graph showing changes in engine speed when the power source is connected. 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...Throttle cylinder, 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 circuit, 80 ... Comparison circuit, 81 ... Judgment circuit, 82 ... Switching circuit, 83
... Pulse width conversion circuit, 84 ... Pulse wave generation circuit, 85 ... Switch circuit, 86 ... Drive circuit,
87...Coil, 88...Condition circuit.

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, and the other power sources and the output shaft are connected to each other by a clutch. Means for controlling the clutch in multiple transmission torque states in an internal combustion engine having a plurality of power sources that are used in combination by connecting the clutch through the clutch and operating the clutch according to the usage situation. A means for detecting the rotational speed of each power source is provided, and when starting or connecting one power source that is in operation to another power source that is at rest, the transmission torque of the clutch is adjusted to a predetermined value necessary for starting. The torque of the other power source becomes larger than the predetermined transmission torque, and the rotational speed of the other power source exceeds the rotational speed of one of the power sources. 1. A method for connecting an internal combustion engine having a plurality of power sources, characterized in that the first power source and the other power source are phase-aligned to directly connect a clutch.