JPS649456B2 - - 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, and in particular, by freely combining and using the power sources, it is possible to output power under optimal conditions depending on the usage situation. Regarding an internal combustion engine having multiple power sources that can be used, in particular, the power source that is on standby is stopped at all times and is operated only when connected to the output shaft by a clutch,
The present invention relates to a control device for an internal combustion engine having multiple power sources that can prevent fuel wastage.

[Conventional technology]

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 (g/ps. 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 consumption rate of is determined at a point on this curve A. This curve A is determined by the air resistance of the vehicle body, the gear ratio, etc. On the other hand, the fuel efficiency curve is determined by the characteristics of the engine, so it is not possible to set the curve A so that it passes through the part with the lowest fuel efficiency. , which is generally impractical and cannot be changed freely after it has been set. Therefore, assuming that the characteristics of the fuel efficiency curve are given, if we can obtain an internal combustion engine in which the running load curve A crosses the lowest fuel efficiency part as possible, the fuel efficiency will decrease and the internal combustion engine will achieve the ideal internal combustion. Become an institution. In other words, the specifications of the vehicle including the gear ratio are the same as the vehicle in Figure 1, and there are multiple internal combustion engines (hereinafter referred to as two for simplicity), the total of which will be the capacity of the internal combustion engine set in Figure 1. If it is determined as follows, 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 the running load curve B represents the performance of the first engine and the second engine combined. It is the same as running 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 vehicle is driven only by the first engine, the running load curve B crosses the vicinity of the minimum fuel efficiency rate D. Therefore, fuel efficiency improves. By the way, as mentioned above, it has a plurality of power sources that use a plurality of independent internal combustion engines and connect/disconnect each internal combustion engine and the output shaft with a clutch depending on the load situation to improve fuel efficiency. An example of prior art related to internal combustion engines is described in Japanese Patent Publication No. 54-34847.

[Problem to be solved by the invention]

However, according to the above-mentioned prior art example, the supply of fuel to the second engine (auxiliary engine) for operating the second engine is performed by a fuel supply control system having the following configuration. In other words, by depressing the pedal, the switch turns on and off, thereby switching the negative pressure control three-way valve, selectively supplying the negative pressure of the second engine's intake manifold and the atmosphere to the slave valve, and thereby controlling the same valve. By activating the second
Fuel is supplied to the engine using a fuel supply control system that opens and closes the engine's throttle valve. Therefore, this fuel supply control system requires piping from the intake manifold of the second engine to the slave valve via the negative pressure control three-way valve, as well as electrical wiring from the detection switch to the negative pressure control three-way valve. However, there is a problem that the overall structure is complicated and costs increase. The present invention aims to solve such problems.

[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, and connects at least one power source to an output shaft.
Other power sources and output shafts are connected via clutches,
In a device that uses a plurality of power sources in combination by operating the clutch according to the required torque of the output shaft, the throttle valve connected to the throttle valve of at least one of the power sources is connected to the throttle valve of at least one of the power sources. A first stopper connected to the lever via a spring is fixed to the accelerator wire, and when the accelerator wire is operated for a predetermined length, the first stopper is connected to a lever connected to a throttle valve of another power source. A matching second stopper is fixedly attached to the accelerator wire, and further,
A switch is provided that operates when the accelerator wire is operated for a predetermined length and the at least one lever on the power source side is rotated, and the clutch is connected or disconnected by the operation of the switch, and the clutch is connected by the clutch. This feature is characterized in that it is configured to operate other power sources only at certain times.

【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. This embodiment can be roughly divided into one power source. It is composed of a first engine 1, a second engine 2 which is another power source, a clutch part 3, an output shaft part 4, and a flywheel part 5. The first and second engines 1 and 2 are independent and can output power individually.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. The engine 2 is connected to an output shaft section 4 via a clutch section 3, and the output shaft section 4 aggregates the outputs of both engines 1 and 2 and transmits the sum to the 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, 7 are arranged parallel to each other at intervals, and each crankshaft 6, 7 is provided with a connecting rod 14, 15, a piston 12, 13, and the crankshafts 6, 7 Each of the cylinder blocks 8 and 9, which respectively pivotally support the Valves 33, 34, intake valves 31, 32, intake pipes 35, 36 communicating with these, exhaust pipes 37, 38, and a carburetor 39 connected to each intake pipe 35, 36, respectively.
40, etc., and a shared air cleaner 41 is provided above each carburetor 39,40. The above configuration is conventionally known. In this way, in this embodiment, since two independent internal combustion engines are arranged side by side, the cooling system, lubrication system, and transmission device are configured 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.
The water passes through water pipes 18, 18' connecting the first engine 1 and the second engine, returns to the radiator (not shown), and 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, regarding the structure of the lubrication system, 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 in the second engine 2 even when the first engine 1 is stopped while only the first engine 1 is being driven, so the second engine 2 is immediately started and operated, and the output is sent to the output shaft section 4. can be communicated. 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. Inside the clutch portion 3, an electromagnetic powder clutch 42 is used that electrically connects and disconnects the connection between the shafts, and its drive member 43 is screwed to the crankshaft 7, and its driven member 44 will be described later. It is connected to the output shaft section 4 of. The engine case including the crank chamber 19 and the like of the first engine 1 extends in the direction of the flywheel portion 5 on the output side of the crankshaft 6,
The gear case 45 is connected to the first engine 1.
The engine case and gear case 45 are integrally molded. 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 attached to the driven gear 47.
are interlocked. 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 engine case of the second engine 2 is fixed to the end face of the engine 1, and thereby 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 4.
An intermediate shaft 49 connected to the driven member 44 of No. 2 is pivotally supported, and the driven gear 4 is connected to the intermediate shaft 49.
A drive gear 50 that meshes with 7 is fixedly attached. The aforementioned output shaft 46, driven gear 47, drive gears 48, 5
0, the output shaft portion 4 is constituted by the intermediate shaft 49. Note that if the driven gear 47 and the driving gears 48 and 50 are made 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. . Furthermore, 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 which is pivoted on the output shaft 46. is stored. A transmission gear shaft 54 that pivotally supports a transmission gear is connected to the flywheel 53. FIG. 6 shows the related structure of the two carburetors 39, 40. The throttle tubes 55, 56 of the carburetors 39, 40 are positioned parallel to each other with a space between them. 55, 56
Throttle shafts 57 and 58 are rotatably supported on the throttle shafts 57 and 58, respectively.
Throttle valves 59 and 60, which are opened and closed within throttle cylinders 55 and 56, respectively, are fixedly attached to the throttle valves 59 and 60, respectively. Throttle cylinder 5 of throttle shafts 57, 58
Lever 6 is attached to the protruding end of 5 and 56, respectively.
1 and 62 are fixed, and each lever 61 and 6
Wire receivers 63 and 64 are fixed to the tips of the two, respectively, and an accelerator wire 65 is commonly inserted through these wire receivers 63 and 64. The accelerator wire 65 has a first stopper 66 and a second stopper 67 fixed to the middle and the tip, respectively, and the wire receiver 6
3 and the first stopper 66 is a coil spring 68.
is interposed. This coil spring 68 is a compression spring whose strength is stronger than the tensile force of the accelerator wire 65, and the wire receiver 63
A stopper 68' is provided which straddles the upper part of the first stopper 66 and whose outer ends abut, and has a U-shaped cross section through which the accelerator wire 65 passes.
Further, a support rod 70 is horizontally projected from a 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. Next, the operation of this embodiment will be explained with reference to FIG. 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 the rotation of the crankshaft 6 causes the piston 12 to reciprocate within the cylinder 10 via the connecting rod 14. The first engine 1 is operated by causing the air-fuel mixture to explode within the cylinder 10. At this time, the driving gear 50 is the driven gear 47
However, since no control current is applied to the electromagnetic powder clutch 42, the rotational force from the intermediate shaft 49 is not transmitted to the crankshaft 7, and 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 pedal and pull the accelerator wire 65 to the right in FIG.
When attempting to increase the air-fuel mixture from 9, only the lever 61 is rotated by the first stopper 66 via the coil spring 68, but at this time, the second stopper 67 does not come into contact with the lever 62. Therefore, the lever 62 is not driven. Therefore, the first
Only the engine 1 will be 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 sum of the two output torques can be output. When the required torque exceeds the range of the first zone C, the lever 61 is further rotated by depressing the accelerator pedal, and the throttle valve 59 is fully opened, that is, just before the limit of the range of the first zone C. A microswitch 69 comes into contact with the lever 61 (see FIG. 7C), and the microswitch 69 causes a control current to flow through the electromagnetic powder clutch 42, thereby connecting the intermediate shaft 49 and the crankshaft 7. As a result, a part of the output torque from the first engine 1 rotates the crankshaft 7 via the drive gear 50, the intermediate shaft 49, and the electromagnetic powder clutch 42, so that the crankshaft 7 rotates. The connecting rod 15 connects the piston 13 to the cylinder 1.
This causes the air-fuel mixture to explode and start the second engine 2. When the second engine 2 is started, its output torque is conversely transmitted to the driven gear 47 via the crankshaft 7, electromagnetic powder clutch 42, intermediate shaft 49, and drive gear 50. will be added to the output torque of After the second engine 2 is started 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, and the accelerator wire 65 By still pulling , the coil spring 68 is compressed by the first catch 66 . At the same time, the second stopper 67 comes into contact with the lever 62 and attempts to rotate the lever 62 (see FIG. 7D). As a result, 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 Figure 2.
Micro switch 69 just before the limit of zone C range
is activated, detects that the necessary torque is required, and connects the second engine 2, which has been operating in advance, to increase or decrease the output torque within the range of 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 output torque becomes small (for example, when running at low or medium speeds, decelerating, 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, and the micro switch 69 is opened, thereby cutting off the control current to the electromagnetic powder clutch 42 and connecting the crankshaft 7 and intermediate shaft 49. The engagement is released, and only the output of the first engine 1 is transmitted to the output shaft 46. After that, no fuel is supplied to the second engine 2, and the operation of the second engine 2 is stopped to prevent wasteful fuel consumption. FIG. 8 shows another embodiment of the present invention, in which two horizontally opposed two-cylinder engines are used, and their crankshafts are arranged in a straight line. In this embodiment, the main parts are composed of a first engine 71, a second engine 72, a clutch part 73, and an output shaft part 64, and a crankshaft 75 of the first engine 71 and a crankshaft of the second engine 72. 76 rotates independently, and both crankshafts 7
5 and 76 are arranged in a straight line at intervals.
Both crankshafts 75 and 76 are connected by an electromagnetic powder type clutch 77 in a clutch portion 73 so as to be freely connectable and disconnectable. Further, a flywheel 78 located within the output shaft section 74 is connected to the other end of the crankshaft 75. In this embodiment as well, when the output torque is small, only the first engine 71 is operated and the second engine 72 is stopped, thereby preventing unnecessary fuel consumption. When the output torque increases, a control current is applied to the electromagnetic powder clutch 77 to connect the crankshafts 75 and 76 to start the second engine 72, and then the first and second engines The total output torque of 71 and 72 can be transmitted to the flywheel 78. Furthermore, if the output torque tends to decrease,
The electromagnetic powder clutch 77 is released and the operation of the second engine 72 is stopped. in this way,
The number of cylinders used can be increased or decreased in accordance with the magnitude of the required output torque, and the internal combustion engine can be used within a range where the fuel consumption rate is as low as possible, and wasteful fuel consumption can be prevented to improve fuel efficiency. 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】

From the above, in the present invention, a plurality of crankshafts are made independent to form a plurality of power sources, at least one power source is connected to the output shaft, and the other power sources and the output shaft are connected to the clutch. A throttle valve of at least one of the power sources, in which a plurality of power sources are used in combination by connecting the clutch through the clutch and operating the clutch according to the required torque of the output shaft. A first stopper connected via a spring to the lever connected to the accelerator wire is fixed to the accelerator wire, and the first stopper is connected to the throttle valve of another power source when the accelerator wire is operated for a predetermined length. a second stopper that engages with the lever that has been moved is fixed to the accelerator wire, and is further actuated when the accelerator wire is moved a predetermined length and the at least one lever on the power source side is rotated. A switch is provided to connect and disconnect the clutch by the operation of the switch, and other power sources are operated only when the clutch is connected. Therefore, multiple power sources can be operated in response to the required torque of the output shaft. Moreover, since the power source that is not normally outputting is stopped by releasing the clutch, it is possible to prevent fuel consumption due to idling, improving fuel efficiency, and reducing the output shaft. As mentioned above, the fuel supply control system to other power sources when the required torque is large is to simply fix the first and second stoppers to the accelerator wire, interpose a spring, and provide a switch. Therefore, the negative pressure control three-way valve that is connected to the switch that is turned on and off by pressing the pedal and operated by electric wire, and the auxiliary engine (another power source) of the prior art example mentioned above.
and a machine that controls the throttle valve of the auxiliary engine by the operation based on the negative pressure of the slave valve and the negative pressure control three-way valve to which the negative pressure of the intake manifold of the engine is guided by a pipe. The structure is significantly simpler than that made of a mechanical connecting member, and therefore, the cost can be expected to be low.

[Brief explanation of drawings]

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 cross-sectional front view of the same internal combustion engine as above, FIG. 6 is a perspective view showing the vicinity of the carburetor, and FIG. 7 is a diagram showing the operation of the same as above. The explanatory drawing shown in FIG. 8 is a partially cutaway plan view showing another embodiment of the present invention. 1...First engine (one power source), 2...Second
engine (other power source), 3...clutch part, 4
...Output shaft part, 5...Flywheel part, 6, 7...Crankshaft, 8, 9...Cylinder block, 1
0,11...Cylinder, 12,13...Piston, 1
4, 15... Connecting rod, 16, 17... Water jacket, 18, 18'... Water pipe, 19, 20... Crank chamber, 21, 22... Oil bun, 23... Communication path,
29, 30... Cylinder head, 31, 32... Intake valve, 33, 34... Exhaust valve, 35, 36... Intake pipe,
37, 38...exhaust pipe, 39,40...carburizer, 41
...Air cleaner, 42...Electromagnetic powder clutch, 4
3... Drive member, 44... Driven member, 4
5... Gear case, 46... Output shaft, 47... Driven gear, 48... Drive gear, 49... Intermediate shaft, 50... Drive gear, 51... Clutch case, 52... Mission case, 53... Flywheel, 54... Speed change gear shaft , 55, 56... Throttle tube, 57, 58... Throttle shaft, 59, 60... Throttle valve, 6
1, 62... Lever, 63, 64... Wire receiver, 6
5... Accelerator wire, 66... First stopper, 6
7...Second stopper, 68...Coil spring, 68'
...Stopper, 69...Micro switch, 70...Support rod, 71...First engine, 72...Second engine, 73...Clutch part, 74...Output shaft part, 7
5, 76...Crankshaft, 77...Electromagnetic powder clutch, 78...Flywheel.

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, and the other power sources and the output shaft are connected via a clutch. , in which multiple power sources are used in combination by operating the clutch according to the required torque of the output shaft, the throttle valve is connected to the throttle valve of at least one of the power sources. A first stopper connected to the lever connected via a spring is fixed to the accelerator wire, and when the accelerator wire is operated for a predetermined length, the first stopper is connected to the lever connected to the throttle valve of another power source. A second stopper that engages is fixedly attached to the accelerator wire, and further provided with a switch that operates when the accelerator wire is moved a predetermined length and the at least one lever on the power source side is rotated. A control device for an internal combustion engine having a plurality of power sources, characterized in that a clutch is connected/disconnected by the operation of the switch, and other power sources are operated only when the clutch is connected.