JP2012180788A - Drive system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive system that recovers the heat of exhaust gas while allowing high output.SOLUTION: The drive system includes: a first internal combustion engine 10 having a first drive shaft 12; a second internal combustion engine 20 having a second drive shaft 22; an output shaft 71 rotated by power from the first drive shaft 12 and the second drive shaft 22; and a control means 80. When the temperature of the first internal combustion engine 10 is a first predetermined temperature or higher, and the temperature of exhaust gas of the second internal combustion engine 20 is a second predetermined temperature or higher, the control means 80 permits water vaporization expansion operation of the first internal combustion engine for vaporizing and expanding the water in water-containing liquid by the heat of exhaust gas of the second internal combustion engine 20 to rotate the first drive shaft 12.

Description

  The present invention relates to a drive system.

  Conventionally, in an internal combustion engine of 4 cycles (intake, compression, combustion (expansion), exhaust), after the exhaust stroke, a water injection / vaporization expansion stroke and a steam exhaust stroke are added to 6 cycles to improve thermal efficiency. A technique has been proposed (see Patent Document 1). In Patent Document 1, water is injected into the combustion chamber after the exhaust stroke, and water is vaporized and expanded by the heat of the combustion chamber wall surrounding the combustion chamber and the heat of the exhaust gas remaining in the combustion chamber.

JP 2004-218557 A

However, Patent Document 1 is not suitable for a case where high output is required because the frequency of the combustion stroke is reduced compared to four cycles.
Further, since the heat of the combustion chamber wall surrounding the combustion chamber and the heat of the exhaust gas remaining in the combustion chamber are utilized, the amount of heat recovered by vaporization and expansion of water is small. That is, the heat of exhaust gas exhausted without remaining in the combustion chamber is not used.
Further, Patent Document 1 does not disclose a change condition when changing the operation of the internal combustion engine from 4 cycles to 6 cycles. Even if it is changed to 6 cycles in an unsuitable state, the injected water cannot be sufficiently vaporized and expanded, and there is a possibility that the waste heat cannot be sufficiently recovered.

  Therefore, an object of the present invention is to provide a highly efficient drive system by improving the amount of waste heat recovery.

  As means for solving the problems, the present invention includes a first internal combustion engine having a first drive shaft, a second internal combustion engine having a second drive shaft, the first drive shaft, and the second drive shaft. An output shaft that is rotated by the power of the engine, first fuel supply means for supplying fuel to the first internal combustion engine, second fuel supply means for supplying fuel to the second internal combustion engine, and exhaust of the second internal combustion engine Exhaust gas supply means for supplying gas to the first internal combustion engine, water-containing liquid supply means for supplying water-containing liquid to the first internal combustion engine, and first temperature detection means for detecting the temperature of the first internal combustion engine And a second temperature detection means for detecting the temperature of the exhaust gas of the second internal combustion engine, and a control means, wherein the control means detects the temperature of the first internal combustion engine detected by the first temperature detection means. Is not less than the first predetermined temperature and the second temperature detection When the temperature of the exhaust gas of the second internal combustion engine detected by the means is equal to or higher than a second predetermined temperature, water in the water-containing liquid is vaporized and expanded by the heat of the exhaust gas of the second internal combustion engine, and the first drive is performed. It is a drive system characterized by permitting water vaporization expansion operation of the 1st internal-combustion engine which rotates a shaft.

Here, the water-containing liquid includes, in addition to pure water, a mixed liquid of water and other liquids (for example, a mixed liquid of water and oil, ethanol).
According to such a drive system, the second internal combustion engine performs the intake stroke, the compression stroke, the combustion stroke, and the exhaust stroke without performing the water injection / vaporization expansion stroke and the steam exhaust stroke, so that the high output is achieved. Two drive shafts (output shafts) can be driven.
Further, when the temperature of the first internal combustion engine is equal to or higher than the predetermined temperature and the temperature of the exhaust gas of the second internal combustion engine is equal to or higher than the predetermined temperature, the first internal combustion engine heats the exhaust gas from the exhaust gas supply means. Thus, the water in the water-containing liquid from the water-containing liquid supply means is vaporized and expanded, and the first drive shaft is rotated. That is, in the first internal combustion engine, the heat of the exhaust gas is recovered, the water in the water-containing liquid is vaporized and expanded, and the first drive shaft (output shaft) is rotated. Therefore, conversion from water to water vapor (water vaporized expansion) ) Can be suitably performed, and the amount of waste heat recovered can be improved and a highly efficient heat engine can be realized.

  In the drive system, the control means has a temperature of the first internal combustion engine detected by the first temperature detection means that is equal to or higher than a first predetermined temperature, and the first temperature detected by the second temperature detection means. 2 When the temperature of the exhaust gas of the internal combustion engine is lower than a second predetermined temperature, it is preferable to wait for the water vaporization expansion operation of the first internal combustion engine.

  According to such a drive system, when the temperature of the first internal combustion engine is equal to or higher than the predetermined temperature and the temperature of the exhaust gas of the second internal combustion engine is lower than the predetermined temperature, the water vaporization expansion operation of the first internal combustion engine is performed. Since the exhaust gas temperature of the second internal combustion engine reaches a predetermined temperature or more without starting the operation, unnecessary water injection is reduced in a state that is not appropriate for performing the water vaporization expansion, thereby suppressing water consumption. In addition, the deterioration of the indoor environment of the combustion chamber of the first internal combustion engine can be suppressed.

  In the drive system, it is preferable that the control unit stops the first internal combustion engine when the temperature of the first internal combustion engine detected by the first temperature detection unit is lower than a first predetermined temperature.

  According to such a drive system, when the temperature of the first internal combustion engine is lower than the predetermined temperature, the first internal combustion engine is stopped without performing the water vaporization expansion operation. Therefore, it is not necessary in a state that is not suitable for performing the water vaporization expansion. It is possible to reduce water injection and suppress water consumption, and to suppress deterioration of the indoor environment of the combustion chamber of the first internal combustion engine.

  In the drive system, the control means switches the first internal combustion engine from the normal combustion operation in which fuel is combusted and the first drive shaft is rotated to the water vaporization expansion operation. The temperature of the first internal combustion engine detected by the detection means is not less than a first predetermined temperature, and the temperature of the exhaust gas of the second internal combustion engine detected by the second temperature detection means is not less than a second predetermined temperature. In this case, it is preferable to perform the water vaporization expansion operation following the normal combustion operation.

  According to such a drive system, when the first internal combustion engine is switched from the normal combustion operation to the water vaporization expansion operation, the temperature of the first internal combustion engine is equal to or higher than a predetermined temperature, and the exhaust gas of the second internal combustion engine When the temperature is equal to or higher than the predetermined temperature, the first internal combustion engine is switched to the water vaporization expansion operation following the normal combustion operation, so the amount of heat of the exhaust gas remaining in the combustion chamber of the first internal combustion engine during the normal combustion operation is also used. Therefore, the amount of waste heat recovery can be improved and a highly efficient heat engine can be realized.

  The drive system may further include a rotating unit that rotates by the rotation of the first drive shaft, and a swinging unit that swings by the rotation of the rotating unit. When the angular velocity of the swing converting means for converting into swing motion and the swinging portion that swings is equal to or higher than the rotational speed of the output shaft, the power in one direction of swing motion of the swinging portion is output as the output. It is preferable to include a one-way clutch that transmits to the shaft and a rotation radius variable mechanism that varies the angular velocity of the swinging portion by changing the rotation radius of the rotating portion.

According to such a drive system, when the rotational motion of the first drive shaft is converted into a swing motion by the swing conversion means, and the angular velocity of the swing portion is equal to or higher than the rotational speed of the output shaft by the one-way clutch, Power in one direction of the swinging motion of the swinging part can be transmitted to the output shaft. And the angular velocity of a rocking | swiveling part can be varied by varying the rotation radius of a rotation part with a rotation radius variable mechanism.
That is, when there is a high output request from the outside, the second internal combustion engine is driven in response to the high output request, and the first drive shaft (output shaft) is rotated in response to the high output request, The rotational motion of the first drive shaft that is rotated by the vaporization and expansion of water in the internal combustion engine is converted into the swing motion by the swing conversion means, and the angular velocity of the swing portion is converted by the rotation radius variable mechanism to the rotation speed of the output shaft. By shifting the speed as described above, the power of the first drive shaft (first internal combustion engine) can be transmitted to the output shaft via the one-way clutch.

  ADVANTAGE OF THE INVENTION According to this invention, a waste-heat recovery amount can be improved and a highly efficient drive system can be provided.

It is a block diagram of the drive system which concerns on this embodiment. It is a block diagram of the drive system which concerns on this embodiment. It is a sectional side view of the 1st internal combustion engine and the 2nd internal combustion engine concerning this embodiment. It is sectional drawing of the 1st transmission and 1st one-way clutch which concern on this embodiment. It is a side view of the 1st transmission and the 1st one way clutch concerning this embodiment. It is a side view of the 1st transmission and 1st one-way clutch which concern on this embodiment, (a) is the rotation radius r1 (the amount of eccentricity), (b) is the rotation radius r1, and (c) is the rotation radius r1. Indicates a state of 0. (A)-(d) is a side view of a 1st transmission and a 1st one-way clutch, and has shown the rotational motion and rocking | fluctuation motion in the state whose rotation radius r1 is "maximum". (A)-(d) is a side view of a 1st transmission and a 1st one-way clutch, and has shown the rotational motion and rocking | fluctuation motion in the state whose rotation radius r1 is "intermediate." (A)-(d) is a side view of a 1st transmission and a 1st one-way clutch, and has shown the rotational motion and rocking | fluctuation motion in the state whose rotation radius r1 is "0". It is a graph which shows the relationship between rotation angle (theta) 1 of an input shaft, and angular velocity (omega) 2 of an outer ring (oscillating part). It is a graph which shows the relationship between rotation angle (theta) 1 of an input shaft, and the sliding speed of an outer ring (oscillating part). 7 is a flowchart showing operation change control of the first internal combustion engine and the second internal combustion engine executed by the ECU when switching the internal combustion engine operating in the normal combustion mode. 7 is a flowchart showing operation change control of the first internal combustion engine and the second internal combustion engine executed by the ECU when one internal combustion engine is operated in the normal combustion mode from the state in which both internal combustion engines are operated in the normal combustion mode. 7 is a flowchart showing operation change control of the first internal combustion engine and the second internal combustion engine executed by the ECU when one internal combustion engine is operated in the normal combustion mode from the stopped state of both internal combustion engines. (A)-(d) shows the combustion cycle of the internal combustion engine in a normal combustion mode, (e)-(h) is a figure which shows the water injection cycle of the internal combustion engine in a water vaporization expansion mode. 6 is a graph (map) showing the relationship between the temperature of an internal combustion engine on the exhaust gas supply side operated in the normal fuel mode, the temperature of the internal combustion engine on the exhaust gas demand side operated in the water vaporization expansion mode, and the amount of water injection. . In the drive system according to the present embodiment, the first internal combustion engine is operating in the normal combustion mode, and the second internal combustion engine is operating in the water vaporization expansion mode. In the drive system according to the present embodiment, a situation is shown in which the first internal combustion engine is operating in the water vaporization expansion mode and the second internal combustion engine is operating in the normal combustion mode.

  Hereinafter, an embodiment of the present invention will be described with reference to FIGS.

≪Configuration of drive system≫
A drive system 1 according to the present embodiment shown in FIGS. 1 and 2 is a system that is mounted on a hybrid vehicle (vehicle, moving body) (not shown) and generates a driving force of the hybrid vehicle.
However, the type of vehicle is not limited to this and may be a gasoline vehicle. Moreover, it is not limited to a four-wheel vehicle, A two-wheel vehicle and a tricycle may be sufficient.

The drive system 1 includes a first internal combustion engine 10 and a second internal combustion engine 20, fuel supply means (see FIG. 2) for supplying fuel to the first internal combustion engine 10 and / or the second internal combustion engine 20, and a first internal combustion engine. 10 and the exhaust gas supply means for supplying one exhaust gas of the second internal combustion engine 20 to the other, and the water-containing liquid supply for supplying water (water-containing liquid) to the first internal combustion engine 10 and / or the second internal combustion engine 20 Means, a first transmission 30A and a second transmission 30B, a first one-way clutch device (see FIG. 4) having a plurality of (here, six) first one-way clutches 60A, and a plurality (here, six) first The second one-way clutch device (see FIG. 4) having two one-way clutches 60B, the first output shaft 71A and the second output that rotate together in the forward direction (one direction) when the vehicle moves forward A shaft 71B, and an electronic control system ECU 80 (Electronic Control Unit, the electronic control unit), and a.
The “forward direction” is a direction corresponding to the forward direction of the vehicle, and the “reverse direction” is a direction corresponding to the backward direction of the vehicle.

<First internal combustion engine, second internal combustion engine>
In the present embodiment, the first internal combustion engine 10 and the second internal combustion engine 20 are reciprocating engines each configured in an in-line 2-cylinder type and capable of being driven independently.

The first internal combustion engine 10 and the second internal combustion engine 20 are operated in the normal combustion mode or the water vaporization expansion mode in accordance with a command from the ECU 80.
The normal combustion mode is a mode in which fuel (gasoline) is normally burned and operated in four cycles (intake, compression, combustion, exhaust) (see FIGS. 15A to 15D). The water vaporization expansion mode includes an exhaust gas intake stroke for sucking exhaust gas, an exhaust gas compression stroke for compressing exhaust gas, a water vaporization expansion stroke for injecting water and vaporizing and expanding water by the heat of the exhaust gas, and an exhaust gas. And a mode of operation in four cycles including an exhaust stroke for exhausting the generated water vapor (see FIGS. 15E to 15H).

  The first cylinder block 11 of the first internal combustion engine 10 and the second cylinder block 21 of the second internal combustion engine 20 are integrally formed (see FIG. 3), and the first internal combustion engine 10 and the second internal combustion engine. Reference numeral 20 denotes a single unit, which is arranged next to each other. In FIG. 1, the first internal combustion engine 10 and the second internal combustion engine 20 are shown separately for convenience in order to facilitate understanding.

In the present embodiment, two first cylinders 13 and 13 are formed in the first cylinder block 11, and two second cylinders 23 and 23 are formed in the second cylinder block 21. However, the number of cylinders is not limited to this, and can be changed as appropriate.
In the present embodiment, in FIG. 3, the first crankshaft 12 (first drive shaft) of the first internal combustion engine 10 rotates counterclockwise, and the second crankshaft 22 (second drive shaft) of the second internal combustion engine 20. Is designed to rotate right. That is, the rotation directions of the first crankshaft 12 and the second crankshaft 22 are opposite to each other, and the vibration damping performance is enhanced.
Further, the first internal combustion engine 10 and the second internal combustion engine 20 adopt an offset crank structure, and the side force that acts on the first piston 14 of the first internal combustion engine 10 and the second piston 24 of the second internal combustion engine 20. Each is getting smaller.

  As shown in FIG. 2, a first intake pipe 15 is connected to the intake side of the first internal combustion engine 10, and a first exhaust pipe 16 is connected to the exhaust side of the first internal combustion engine 10. . On the other hand, a second intake pipe 25 is connected to the intake side of the second internal combustion engine 20, and a second exhaust pipe 26 is connected to the exhaust side of the second internal combustion engine 20.

The displacements of the first internal combustion engine 10 and the second internal combustion engine 20 are unequal and are configured with different displacements. For example, the first internal combustion engine 10 is designed with 600 cc, and the second internal combustion engine 20 is designed with 1000 cc.
As a result, the first internal combustion engine 10 and the second internal combustion engine 20 have different high efficiency points. In the present embodiment, while the first internal combustion engine 10 and / or the second internal combustion engine 20 is selectively driven at a high efficiency point or a point close to the high efficiency point, the first transmission 30A and the second transmission 30B are Since the power is shifted according to the required travel amount (accelerator opening degree, etc.) and transmitted to the output shaft (first output shaft 71A and second output shaft 71B), the traveling performance of the hybrid vehicle does not deteriorate.
The high efficiency point is an area where the value of the net fuel consumption rate (BSFC: Brake Specific Fuel Consumption) is small.

  Further, as shown in FIG. 2, the first internal combustion engine 10 and the second internal combustion engine 20 are supplied with cooling water from a radiator (not shown), and the outlet side of the cooling water supplied to the first internal combustion engine 10. A temperature sensor 151 for detecting the temperature and a temperature sensor 152 for detecting the outlet side temperature of the cooling water supplied to the second internal combustion engine 20 are provided.

<Fuel supply means>
As shown in FIG. 2, the fuel supply means includes a fuel tank 121 that stores fuel, a fuel pump 122 that pumps the fuel, a first fuel injector 123, and a second fuel injector 124. When the fuel pump 122 is operated in accordance with a command from the ECU 80, the fuel in the fuel tank 121 passes through the pipe 121a, the fuel pump 122, and the pipe 122a that is divided into two on the downstream side, and the first fuel injector 123 and the second fuel injector 124. It is designed to be pumped to.

  The first fuel injector 123 injects fuel into the first internal combustion engine 10 in accordance with a command from the ECU 80, and the second fuel injector 124 injects fuel into the second internal combustion engine 20 in accordance with a command from the ECU 80. The fuel injection position may be any direct injection type that directly injects into the first cylinder 13 and the second cylinder 23 or a port injection type that injects into the intake port.

  Therefore, in the present embodiment, the “first fuel supply means for supplying fuel to the first internal combustion engine 10” includes the fuel tank 121, the pipe 121a, the fuel pump 122, a part of the pipe 122a, and the first fuel. And an injector 123. The “second fuel supply means for supplying fuel to the second internal combustion engine 20” includes a fuel tank 121, a pipe 121a, a fuel pump 122, a part of the pipe 122a, and a second fuel injector 124. It is prepared for.

<Exhaust gas supply means>
The exhaust gas supply means includes a first three-way valve 131, a second three-way valve 132, a third three-way valve 133, a fourth three-way valve 134, a pipe 135, and a pipe 136.
The first three-way valve 131 is in the first intake pipe 15, the second three-way valve 132 is in the first exhaust pipe 16, the third three-way valve 133 is in the second intake pipe 25, and the fourth three-way valve 134 is in the second exhaust pipe 26. Are provided respectively. The pipe 135 connects the second three-way valve 132 and the third three-way valve 133, and the pipe 136 connects the first three-way valve 131 and the fourth three-way valve 134. The first three-way valve 131 to the fourth three-way valve 134 are configured to be able to adjust the opening degrees of the three ports including 0 in accordance with a command from the ECU 80.

When the first internal combustion engine 10 is operated in the normal combustion mode and the second internal combustion engine 20 is operated in the water vaporization expansion mode, at least a part of the exhaust gas of the first internal combustion engine 10 is the first exhaust pipe 16, The second three-way valve 132 and the third three-way valve 133 are controlled by the ECU 80 so as to be supplied to the second internal combustion engine 20 through the pipe 135 and the second intake pipe 25 (see FIG. 17).
Therefore, in the present embodiment, the “first exhaust gas supply means for supplying the exhaust gas of the first internal combustion engine 10 to the second internal combustion engine 20” includes a part of the first exhaust pipe 16, the second three-way valve 132, , A pipe 135, a third three-way valve 133, and a part of the second intake pipe 25.

On the other hand, when the first internal combustion engine 10 is operated in the water vaporization expansion mode and the second internal combustion engine 20 is operated in the normal combustion mode, at least part of the exhaust gas of the second internal combustion engine 20 is supplied to the second exhaust pipe 26, The fourth three-way valve 134 and the first three-way valve 131 are controlled by the ECU 80 so as to be supplied to the first internal combustion engine 10 through the pipe 136 and the first intake pipe 15 (see FIG. 18).
Therefore, in the present embodiment, the “second exhaust gas supply means for supplying the exhaust gas of the second internal combustion engine 20 to the first internal combustion engine 10” includes a part of the second exhaust pipe 26, the fourth three-way valve 134, , A pipe 136, a first three-way valve 131, and a part of the first intake pipe 15.

  As shown in FIG. 2, the first exhaust pipe 16 is provided with a temperature sensor 153 for detecting the exhaust gas temperature of the first internal combustion engine 10, and the second exhaust pipe 26 is provided with the second internal combustion engine. A temperature sensor 154 for detecting the exhaust gas temperature of 20 is provided.

<Water-containing liquid supply means>
As shown in FIG. 2, the water-containing liquid supply means includes a water tank 141 that stores water (water-containing liquid), a water pump 142 that pumps water, a first water injector 143, and a second water injector 144. And. When the water pump 142 is operated according to a command from the ECU 80, the water in the water tank 141 passes through the pipe 141a, the water pump 142, and the pipe 142a that is divided into two branches on the downstream side, and the first water injector 143 and the second water injector 144. It is designed to be pumped to.

  The first water injector 143 is for injecting water into the first internal combustion engine 10 in accordance with a command from the ECU 80, and the second water injector 144 is for injecting water into the second internal combustion engine 20 in accordance with a command from the ECU 80. In this embodiment, the water injection position is a direct injection type in which the water is directly injected into the first cylinder 13 and the second cylinder 23. However, a port injection type that injects into the intake port may be used.

In addition, the water injection timing is immediately after the compression stroke of the intake exhaust gas in the first internal combustion engine 10 or the second internal combustion engine 20 operated in the water vaporization expansion mode, and the first piston 14 or the second piston 24. It is set near the top dead center (see FIG. 3). As a result, the injected water is vaporized and expanded in volume by the heat of the exhaust gas, the first piston 14 or the second piston 24 is pushed down, and the first crankshaft 12 or the second crankshaft 22 rotates. ing.
The position of the first piston 14 or the second piston 24 is detected based on the crank angles of the first crankshaft 12 and the second crankshaft 22. Incidentally, the crank angle is detected by a crank angle sensor (not shown) provided on each of the first crankshaft 12 and the second crankshaft 22, and is output to the ECU 80.

  Therefore, in the present embodiment, the “first water-containing liquid supply means for supplying the water-containing liquid to the first internal combustion engine 10” includes the water tank 141, the pipe 141a, the water pump 142, and a part of the pipe 142a. The first water injector 143 is configured. The “second water-containing liquid supply means for supplying water-containing liquid to the second internal combustion engine 20” includes a pipe 141a, a water pump 142, a part of the pipe 142a, and a second water injector 144. Configured.

<First transmission, second transmission>
The description will be continued with reference to FIGS.
As shown in FIGS. 1 and 4, the first transmission 30A converts the rotational motion of the first crankshaft 12 into a swinging motion, transmits the swinging motion to the first one-way clutch 60A, and has an angular velocity ω2 thereof. (Oscillation speed) / oscillation angle θ2 (oscillation amplitude) is varied (see FIG. 5), and the gear ratio i (ratio) is changed infinitely and continuously.
Note that “transmission ratio i = rotational speed of the input shaft 51 / rotational speed of the first output shaft 71A”. In this case, the “rotational speed of the first output shaft 71A” is “the fluctuation of the outer ring 62 in the positive direction”. The rotation speed of the first output shaft 71 </ b> A when rotating only by movement (power) ”.

  4 and 5, the first transmission 30A has six first swing conversion rods 40A (first swing conversion rods) that convert the rotational motion of the first crankshaft 12 into swing motion. And the rotation radius r1 of the rotating ring 41 (first rotating portion) of each first swing conversion rod 40A that rotates by inputting the rotational motion of the first crankshaft 12 is continuously variable. The first turning radius variable mechanism 50A that varies the angular velocity ω2 (swinging speed) and the swinging angle θ2 (swinging amplitude) of the swinging part 42 (first swinging part) is provided.

The rotation radius r1 is the distance between the input center axis O1 and the first fulcrum O3 that is the center of the disk 52. Incidentally, the swing center of the swing part 42 is fixed at the output center axis O2 of the first output shaft 71A, and the swing radius r2 (distance between the second fulcrum O4 and the output center axis O2) is also fixed.
Further, the number of the first swing conversion rod 40A, the second swing conversion rod 40B described later, the eccentric portion 51b, the disk 52, and the like can be freely changed.

  Next, as shown in FIGS. 1 and 4, the second transmission 30B converts the rotational motion of the second crankshaft 22 into a swinging motion and transmits the swinging motion to the second one-way clutch 60B. This mechanism varies the angular velocity ω2 (swinging speed) and swinging angle θ2 (swinging amplitude) (see FIG. 5), and changes the speed ratio i (ratio) infinitely steplessly.

4 and 5, the second transmission 30B has six second swing conversion rods 40B (second swing conversion rods) that convert the rotational motion of the second crankshaft 22 into swing motion. And the rotation radius r1 of the rotating ring 41 (second rotating portion) of the second oscillation conversion rod 40B that rotates by inputting the rotational motion of the second crankshaft 22 is continuously variable. A second turning radius variable mechanism 50B that varies the angular velocity ω2 (swinging speed) and the swinging angle θ2 (swinging amplitude) of the swinging part 42 (second swinging part).
Here, since the first transmission 30A and the second transmission 30B have the same configuration, the first transmission 30A will be specifically described below.

<First transmission-first turning radius variable mechanism>
As shown in FIGS. 4 and 5, the first turning radius variable mechanism 50 </ b> A includes an input shaft 51 that is connected to the first crankshaft 12 and receives power of the first crankshaft 12, six disks 52, By rotating the input shaft 51 and the disk 52 relative to each other, a pinion 53 that changes the rotation radius r1 (eccentric radius, eccentricity), a DC motor 54 that rotates the pinion 53, and a speed reduction mechanism 55 are provided. Yes.

  The input shaft 51 is rotatably supported by a wall portion 58a and a wall portion 58b constituting the mission case 58 via a bearing 59a and a bearing 59b. Note that the input center axis O1 of the input shaft 51 and the rotation axis of the first crankshaft 12 coincide (see FIG. 4).

  In FIG. 4, the right end side (one end side) of the input shaft 51 is connected to the first crankshaft 12. The input shaft 51 rotates together with the first crankshaft 12 at an angular velocity ω1 (see FIG. 5).

  Further, the input shaft 51 has a hollow portion 51a into which the pinion 53 is rotatably inserted on the input center axis O1. The hollow portion 51a is partially opened radially outward so that the pinion 53 meshes with the internal gear 52b (see FIG. 5).

Furthermore, the input shaft 51 has six eccentric parts 51b having a substantially crescent shape as viewed in the axial direction, which is deviated at a constant eccentric distance with respect to the input center axis O1 (see FIGS. 4 and 5). In the present embodiment, the six eccentric portions 51b are arranged at equal intervals in the axial direction of the input shaft 51 (see FIG. 4), and are arranged at equal intervals (60 ° intervals) in the circumferential direction.
As a result, the phases of the swinging motions of the six outer rings 62 of the six first one-way clutches 60A described later are shifted at equal intervals (60 ° intervals) (see FIG. 11). As a result, the phases are shifted. The power in the positive direction of the swinging motion of the six outer rings 62 is continuously transmitted from the six outer rings 62 that swing to the inner ring 61.

The six discs 52 are respectively provided on the six eccentric portions 51b (see FIG. 4).
More specifically, as shown in FIG. 5, each disk 52 has a circular shape. A circular eccentric hole 52a is formed at a position deviated from the first fulcrum O3, which is the center of the disk 52, and an eccentric portion 51b is rotatably fitted in the eccentric hole 52a. An internal gear 52 b is formed on the inner peripheral surface of the eccentric hole 52 a, and the internal gear 52 b meshes with the pinion 53.

  The pinion 53 (1) locks the eccentric part 51b and the disk 52 (holds the relative position) and holds the rotation radius r1, and (2) relatively rotates the eccentric part 51b and the disk 52 to rotate the radius. and a function of changing r1.

  When the pinion 53 rotates in synchronization with the eccentric portion 51b (input shaft 51, first crankshaft 12), that is, the pinion 53 has the same rotational speed as the eccentric portion 51b (input shaft 51, first crankshaft 12). , The relative position between the eccentric part 51b and the disk 52 is maintained, that is, the eccentric part 51b and the disk 52 rotate together to hold the rotation radius r1.

  On the other hand, when the pinion 53 rotates at a different rotational speed (higher rotational speed / lower rotational speed) than the eccentric part 51b, the disk 52 meshed with the pinion 53 by the internal gear 52b relatively rotates around the eccentric part 51b. The rotation radius r1 is variable.

  The DC motor 54 rotates in accordance with a command from the ECU 80 and rotates the pinion 53 at an appropriate rotation speed. The output shaft of the DC motor 54 is connected to the pinion 53 via a speed reduction mechanism 55 (planetary gear mechanism), and the output of the DC motor 54 is reduced to about 120: 1 and input to the pinion 53. It is like that.

<First transmission-first swing rod>
As shown in FIG. 5, the first swing conversion rod 40A is integrated with the rotary ring 41 to which the rotational motion of the input shaft 51 is input and the rotary ring 41, and the swing motion is transferred to the first one-way clutch 60A. A swinging part 42 for outputting and a bearing 43 are provided.

  The rotating ring 41 is provided so as to be fitted onto the disk 52 via the bearing 43. The oscillating portion 42 is rotatably connected to the outer ring 62 of the first one-way clutch 60A via a pin 44.

Thereby, the rotation ring 41 and the disk 52 are relatively rotatable. Therefore, although the rotating ring 41 rotates in synchronization with the disk 52 that rotates at the rotation radius r1 around the input center axis O1, the rotating ring 41 rotates relative to the disk 52. The entire dynamic conversion rod 40A does not rotate, and the first swing conversion rod 40A remains substantially maintained in its posture.
When the rotating ring 41 makes one rotation, the swinging portion 42 performs one reciprocating swing motion in an arc shape, and the outer ring 62 also performs one reciprocating swing motion in an arc shape regardless of the size of the rotation radius r1. ing.

<First one-way clutch device, second one-way clutch device>
The first one-way clutch device has six first one-way clutches 60A, and the six first one-way clutches 60A have power in only the positive direction of the swinging portion 42 of the six first swing conversion rods 40A. Is transmitted to the right first output shaft 71A.
The second one-way clutch device has six second one-way clutches 60B, and the six second one-way clutches 60B have power in only the positive direction of the swinging portion 42 of the six second swing conversion rods 40B. Is transmitted to the second output shaft 71B on the left side.

However, the arrangement of the first one-way clutch device (first one-way clutch 60A) and the second one-way clutch device (second one-way clutch 60B) is not limited to this. For example, the first and second one-way clutch devices are the first one on the right side. The power transmission may be transmitted only to the output shaft 71A.
Since the second one-way clutch 60B has the same configuration as the first one-way clutch 60A, the first one-way clutch 60A will be described below.

  First, as shown in FIG. 4, the first output shaft 71A (second output shaft 71B) has a cylindrical shape, and a wall portion 58a and a wall portion 58b constituting the mission case 58 are provided with a bearing 59c and a bearing 59d. Through the output center axis O2, and is supported rotatably.

  As shown in FIGS. 4 and 5, each first one-way clutch 60A is integrally fixed to the outer peripheral surface of the first output shaft 71A and is rotated integrally with the first output shaft 71A (clutch inner). And an outer ring 62 (clutch outer) provided so as to be fitted on the inner ring 61, a plurality of rollers 63 provided in the circumferential direction between the inner ring 61 and the outer ring 62, and each roller 63. A coil spring 64 (biasing member) for energizing.

  The outer ring 62 is rotatably connected to the swinging portion 42 of the first swing conversion rod 40A. The outer ring 62 is linked to the swinging motion of the swinging portion 42 in the forward direction (see arrow A1). ) / Oscillates in the reverse direction (see arrow A2).

  The roller 63 makes the inner ring 61 and the outer ring 62 locked / unlocked with each other, and each coil spring 64 urges the roller 63 in a direction to be in the locked state.

  As shown in FIG. 11, when the swinging speed in the forward direction of the outer ring 62 exceeds the rotational speed in the forward direction of the inner ring 61 (first output shaft 71A), the roller 63 and the outer ring 62 One output shaft 71A is in a locked state (power transmission state). As a result, the power in the positive direction of the swinging portion 42 that swings and moves the first swing conversion rod 40A is transmitted to the first output shaft 71A via the first one-way clutch 60A, and the first output shaft 71A It is designed to rotate.

  In FIG. 11, a state in which power is transmitted from the outer ring 62 to the inner ring 61 is indicated by a thick line. Further, as shown in FIG. 11, even if the swinging speed in the positive direction of the outer ring 62 is equal to or lower than the rotational speed of the inner ring 61, the predetermined section is changed from the outer ring 62 to the inner ring 61 by the elastic force of the roller 63. The power is transmitted to the.

<Variable situation of turning radius r1>
Here, the situation where the rotation radius r1 varies will be described with reference to FIG. 6, and then with reference to FIGS. 7 to 9, the rotational motion and vibration of the disk 52 (rotation ring 41) at different rotation radii r1. The swinging motion of the moving part 42 will be described.

As shown in FIG. 6A, when the first fulcrum O3 (center of the disk 52) and the input center axis O1 are farthest away, the rotation radius r1 is configured to be “maximum”.
When the pinion 53 rotates at a rotational speed different from that of the eccentric portion 51b and the eccentric portion 51b and the disk 52 rotate relative to each other, as shown in FIG. 6B, the first fulcrum O3 and the input center axis O1 approach each other. The rotation radius r1 is “medium”.
Further, when the eccentric portion 51b and the disk 52 rotate relative to each other, as shown in FIG. 6C, the first fulcrum O3 and the input center axis O1 overlap each other, and the rotation radius r1 becomes “0”. ing.
Thus, the rotation radius r1 can be controlled steplessly between “maximum” and “0”.

  Next, when the eccentric portion 51b and the pinion 53 are rotated synchronously in the state where the rotation radius r1 shown in FIG. 6 (a) is “maximum”, as shown in FIG. The pinion 53 is integrated so as to rotate while maintaining the rotation radius r1 at “maximum”.

In this case, the angular velocity ω2 and the swing angle θ2 of the swing part 42 (outer ring 62) are “maximum” (see FIG. 10).
Further, “transmission ratio i = rotational speed of the input shaft 51 / rotational speed of the first output shaft 71A”, and “swing speed of the outer ring 62 = radius (fixed value) of the outer ring 62 × angular speed ω2”. Therefore, the gear ratio i is “small”.

Next, when the eccentric portion 51b and the pinion 53 are rotated in synchronization with each other when the radius of rotation r1 shown in FIG. 6B is “medium”, as shown in FIG. The pinion 53 is integrated so as to rotate while maintaining the rotation radius r1 at “medium”.
In this case, the angular velocity ω2 and the swing angle θ2 of the swing part 42 (outer ring 62) are “medium” (see FIG. 10). The gear ratio i is “medium”.

Next, when the eccentric portion 51b and the pinion 53 are rotated synchronously in the state where the rotation radius r1 shown in FIG. 6C is “0”, as shown in FIG. 9, the eccentric portion 51b, the disk 52, and The pinion 53 is integrated so as to rotate while maintaining the rotation radius r1 at “0”. That is, the eccentric portion 51b, the disk 52, and the pinion 53 idle in the rotating ring 41, and the first swing conversion rod 40A does not operate.
In this case, the angular velocity ω <b> 2 and the swing angle θ <b> 2 of the swing part 42 (outer ring 62) are “0” (see FIG. 10). The gear ratio i is “∞ (infinite)”.

  In this way, in the state where the rotation radius r1 is maintained (the state where the eccentric portion 51b and the pinion 53 rotate synchronously), the rotation period of the input shaft 51 and the swinging portion 42 regardless of the size of the rotation radius r1. And the oscillation period of the outer ring 62 is synchronized (except for the case of the radius of rotation r1 = 0).

That is, in the present embodiment, the input center axis O1, the output center axis O2, the first fulcrum O3, and the second fulcrum O4 are moved by the first swing conversion rod 40A, the first rotation radius variable mechanism 50A, and the first one-way clutch 60A. A four-bar linkage mechanism having four nodes as pivot points is configured.
The second fulcrum O4 oscillates about the output center axis O2 as the oscillation center by the rotational movement of the first fulcrum O3 about the input center axis O1.
Further, by changing the rotation radius r1 by the first rotation radius variable mechanism 50A, the angular velocity ω2 and the swing angle θ2 of the second fulcrum O4 can be varied.

<ECU>
Returning to FIG. 1, the description will be continued.
The ECU 80 is a control device that electronically controls the drive system 1 and includes a CPU, a ROM, a RAM, various interfaces, an electronic circuit, and the like, and exhibits various functions according to programs stored therein. It is designed to control various devices.

<ECU-Operation mode selection / control function>
The ECU 80 has a function of selecting and controlling whether the first internal combustion engine 10 and the second internal combustion engine 20 are operated or stopped in the normal combustion mode or the water vaporization expansion mode.
Specifically, the ECU 80 is set to calculate a target output (target torque) by map search based on the accelerator opening input from the accelerator 81. In the map, the target output increases as the accelerator opening increases.

  The ECU 80 causes the first internal combustion engine 10 and the second internal combustion engine 20 to operate in the normal combustion mode when the target output is “first threshold value or more”. The first threshold value is set to a value that determines that both the first internal combustion engine 10 and the second internal combustion engine 20 need to be operated in the normal combustion mode because the target output is very large, for example, during acceleration. Is done.

  When the target output is “greater than or equal to the second threshold value and less than the first threshold value”, the ECU 80 operates the second internal combustion engine 20 having a large displacement in the normal combustion mode. At this time, if the first internal combustion engine 10 can be operated in the water vaporization expansion mode, the first internal combustion engine 10 is operated in the water vaporization expansion mode; otherwise, the first internal combustion engine 10 is stopped. Note that the second threshold is set to a value at which it is determined that the second internal combustion engine 20 having a large displacement needs to be operated in the normal combustion mode, for example, because the target output is large to some extent during high-speed traveling.

  The ECU 80 operates the first internal combustion engine 10 having a small displacement in the normal combustion mode when the target output is “the third threshold value or more and less than the second threshold value”. At this time, if the second internal combustion engine 20 can be operated in the water vaporization expansion mode, the second internal combustion engine 20 is operated in the water vaporization expansion mode. Otherwise, the second internal combustion engine 20 is stopped. Note that the third threshold value is set to a value that determines that it is necessary to operate the first internal combustion engine 10 with a small displacement in the normal combustion mode, for example, because the target output is low to medium during low-speed traveling. .

  When the target output is “less than the third threshold value”, the ECU 80 stops the first internal combustion engine 10 and the second internal combustion engine 20 and operates the first motor generator 101 described later as a motor.

Here, when the target output is “more than the second threshold value and less than the first threshold value”, whether or not the first internal combustion engine 10 is operated in the water vaporization expansion mode will be further described.
(Operation change control 1-1)
First, when the target output increases from “the third threshold value or more and less than the second threshold value” to “the second threshold value or more and less than the first threshold value”, that is, the first internal combustion engine 10 having a small displacement is operated in the normal combustion mode. FIG. 12 shows the operation change control of the first internal combustion engine 10 and the second internal combustion engine 20 executed by the ECU 80 when the second internal combustion engine 20 with a large displacement is changed to a state in which it is operated in the normal combustion mode. Will be described.

  As shown in FIG. 12, in step S101, the ECU 80 operates the first internal combustion engine 10 (ENG1) in the normal combustion mode and stops the second internal combustion engine 20 (ENG2). Note that the second internal combustion engine 20 (ENG2) may be operated in the water vaporization expansion mode.

In step S102, the ECU 80 determines whether or not there is a “switch request to ENG2” for switching the internal combustion engine to be operated in the normal combustion mode from the first internal combustion engine 10 to the second internal combustion engine 20. Specifically, when the target output increases from “the third threshold value or more and less than the second threshold value” to “the second threshold value or more and less than the first threshold value”, it is determined that there is a “switch request to ENG2”. When there is no “switch request to ENG2” (S102, No), the process of the ECU 80 repeats step S102. If there is a “switch request to ENG2” (Yes in S102), the process of the ECU 80 proceeds to step S103.
In step S103, the ECU 80 starts the operation of the second internal combustion engine 20 (ENG2) in the normal combustion mode.

In step S104, ECU 80 includes a temperature _{T 1} of the first internal combustion engine 10 (ENG1), an exhaust gas temperature _{T 2GAS} the second internal combustion engine 20 (ENG2), detects the temperature _{T 1} is the first predetermined temperature T not less than _a, and the exhaust gas temperature _{T 2GAS} determines whether the second predetermined temperature _{T B} above.

Here, the temperature _{T 1} of the first internal combustion engine 10 (ENG1) is detected by the temperature sensor 151 for detecting an outlet side temperature of the cooling water of the first internal combustion engine 10 (ENG1) (see FIG. 2). Note that the temperature of the first internal combustion engine 10 may be detected by a temperature sensor (not shown) that directly detects the temperature of the lubricating oil in the first internal combustion engine 10, the exhaust gas temperature of the first internal combustion engine 10, and the like. You may detect with the temperature sensor (not shown) to detect. The exhaust gas temperature T _2GAS of the second internal combustion engine 20 (ENG2) is detected by a temperature sensor 154 (see FIG. 2) that detects the exhaust gas temperature of the second internal combustion engine 20.
Further, the first predetermined temperature T _A, a threshold value for determining whether or not the temperature of the internal combustion engine is a temperature suitable to cause operation in moisture of the expansion mode, the second predetermined temperature T _B or higher and Is a threshold value for determining whether or not the exhaust gas temperature supplied to the internal combustion engine is a temperature suitable for operating in the water vaporization expansion mode.

And the temperature _{T 1} is the first predetermined temperature or higher _{T A,} and, when the exhaust gas temperature _{T 2GAS} is the second predetermined temperature _{T B} above (S104 · Yes), moisture of expansion of the first internal combustion engine 10 (ENG1) Operation in the mode is permitted, and the process of the ECU 80 proceeds to step S105. When this condition is not satisfied (S104 / No), the process of the ECU 80 proceeds to step S107.

  In step S105, the ECU 80 ends the operation of the first internal combustion engine 10 (ENG1) in the normal combustion mode. In step S106, the ECU 80 operates the first internal combustion engine 10 (ENG1) in the water vaporization expansion mode. Let it begin.

Here, the switching from the normal combustion mode to the water vaporization expansion mode of the first internal combustion engine 10 (ENG1) in step S105 and step S106 is performed in the combustion cycle (intake, compression, combustion, exhaust) in the normal combustion mode (FIG. 15 ( a) to (d)) to the water vaporization expansion mode water injection cycle (exhaust gas intake, exhaust gas compression, water vaporization expansion, exhaust) (see FIGS. 15 (e) to (h)) continuously. It is controlled to switch. That is, the ECU 80 performs the exhaust gas intake stroke (see FIG. 15E) in the water injection cycle (water vaporization expansion mode) following the exhaust stroke in the combustion cycle (normal combustion mode) (see FIG. 15D). As will be performed, the first three-way valve 131 and the fourth three-way valve 134 are controlled, and then the first water injector 143 is controlled to operate the first internal combustion engine 10 (ENG1) in the water vaporization expansion mode. To control.
Then, the ECU 80 ends the operation change control process for the first internal combustion engine 10 and the second internal combustion engine 20.

  In step S107, the ECU 80 stops the first internal combustion engine 10 (ENG1) and ends the operation in the normal combustion mode.

In step S108, ECU 80 detects the temperature _{T 1} of the first internal combustion engine 10 (ENG1), determines whether or not the temperature _{T 1} is at first predetermined temperature or higher _{T A.}
If temperatures _{T 1} is equal to or more than the first predetermined temperature _{T A} (S108 · Yes), the processing of the ECU80 advances to step S109. If the temperature _{T 1} is not equal to or more than the first predetermined temperature _{T A (S108 · No),} ECU80 , leaving the first internal combustion engine 10 (ENG1) was stopped without operating at moisture reduction expansion mode, the first internal combustion engine 10 and The operation change control process for the second internal combustion engine 20 is terminated.

In step S109, ECU 80 is an exhaust gas temperature _{T 2GAS} the second internal combustion engine 20 (ENG2) detects the exhaust gas temperature _{T 2GAS} is equal to or second predetermined temperature _{T B} above.
If the exhaust gas temperature _{T 2GAS} is the second predetermined temperature _{T B} above (S109 · Yes), allows operation at moisture of expansion mode of the first internal combustion engine 10 (ENG1), the processing of the ECU80 advances to step S110 . If the exhaust gas temperature _{T 2GAS} is not the second predetermined temperature _{T B} above (S108 · No), the processing of the ECU80 returns to step S108.

In step S110, the ECU 80 is operated in the water vaporization expansion mode of the first internal combustion engine 10 (ENG1). In other words, the ECU 80 causes the first internal combustion engine 10 (the second internal combustion engine 20 (ENG2)) to partially pass through the second exhaust pipe 26, the pipe 136, and the first intake pipe 15. The first three-way valve 131 and the fourth three-way valve 134 are controlled so as to be supplied to ENG1), and then the first water injector 143 is controlled so that the first internal combustion engine 10 (ENG1) is in the water vaporization expansion mode. Control to drive.
Then, the ECU 80 ends the operation change control process for the first internal combustion engine 10 and the second internal combustion engine 20.

(Operation change control 1-2)
Next, when the target output has decreased from “more than the first threshold value” to “more than the second threshold value and less than the first threshold value”, that is, the first internal combustion engine 10 and the second internal combustion engine 20 were operated in the normal combustion mode. When changing from the state to the state in which only the second internal combustion engine 20 having a large displacement is operated in the normal combustion mode and the operation of the first internal combustion engine 10 in the normal combustion mode is stopped, the first executed by the ECU 80 is executed. The operation change control of the internal combustion engine 10 and the second internal combustion engine 20 will be described with reference to FIG.

As shown in FIG. 13, in step S201, the ECU 80 operates the first internal combustion engine 10 (ENG1) and the second internal combustion engine 20 (ENG2) in the normal combustion mode.
In step S202, the ECU 80 determines whether or not there is an “ENG1 combustion stop request” for switching the internal combustion engine operated in the normal combustion mode to only the second internal combustion engine 20. Specifically, when the target output decreases from “first threshold value or more” to “second threshold value or more and less than the first threshold value”, it is determined that there is an “ENG1 combustion stop request”. If there is no “ENG1 combustion stop request” (S202, No), the ECU 80 repeats step S202. If there is an “ENG1 combustion stop request” (S202, Yes), the processing of the ECU 80 proceeds to step S104.
The processing after step S104 is the same as the processing shown in FIG.

(Operation change control 1-3)
Next, when the target output increases from “less than the third threshold value” to “more than the second threshold value and less than the first threshold value”, that is, from the state where the first internal combustion engine 10 and the second internal combustion engine 20 are stopped, the exhaust gas is discharged. The operation change control of the first internal combustion engine 10 and the second internal combustion engine 20 executed by the ECU 80 when only the second internal combustion engine 20 having a large amount is changed to the state of operating in the normal combustion mode will be described with reference to FIG. To do.

As shown in FIG. 14, in step S301, the ECU 80 is assumed to stop the first internal combustion engine 10 (ENG1) and the second internal combustion engine 20 (ENG2).
In step S302, the ECU 80 determines whether or not there is an “ENG2 combustion start request” for operating only the second internal combustion engine 20 (ENG2) in the normal combustion mode. Specifically, when the target output increases from “less than the third threshold value” to “more than the second threshold value and less than the first threshold value”, it is determined that there is an “ENG2 combustion start request”. When there is no “ENG2 combustion start request” (S302, No), the ECU 80 repeats step S302. If there is an “ENG2 combustion start request” (Yes in S302), the process of the ECU 80 proceeds to step S303.
In step S303, the ECU 80 starts the operation of the second internal combustion engine 20 (ENG2) in the normal combustion mode. Then, the process of the ECU 80 proceeds to step S108.
The processing after step S108 is the same as the processing shown in FIGS.

Similarly, when the target output is “the third threshold value or more and less than the second threshold value”, the determination of whether or not to operate the second internal combustion engine 20 in the water vaporization expansion mode will be described.
(Operation change control 2-1)
When the target output decreases from “second threshold or higher and lower than first threshold” to “third threshold or higher and lower than second threshold”, that is, the state where the second internal combustion engine 20 having a large displacement is operated in the normal combustion mode. From this, when changing the first internal combustion engine 10 with a small displacement to a state in which the first internal combustion engine 10 is operated in the normal combustion mode, the operation change control of the first internal combustion engine 10 and the second internal combustion engine 20 executed by the ECU 80 is set to ENG1. If the second internal combustion engine 20 and ENG2 are the first internal combustion engine 10, the process is the same as that shown in FIG.

Here, the temperature T ₁ of ENG 1 (second internal combustion engine 20) is detected by a temperature sensor 152 (see FIG. 2) that detects the outlet water temperature of the cooling water of the second internal combustion engine 20. The temperature of the second internal combustion engine 20 may be detected by a temperature sensor (not shown) that directly detects the temperature of the lubricating oil of the second internal combustion engine 20, the exhaust gas temperature of the second internal combustion engine 20, and the like. You may detect with the temperature sensor (not shown) to detect. The exhaust gas temperature T _2GAS of ENG2 (first internal combustion engine 10) is detected by a temperature sensor 153 (see FIG. 2) that detects the exhaust gas temperature of the first internal combustion engine 10.

(Operation change control 2-2)
When the target output is decreased from “the first threshold value or more” to “the third threshold value or more and less than the second threshold value”, that is, from the state where the first internal combustion engine 10 and the second internal combustion engine 20 are operated in the normal combustion mode, When the first internal combustion engine 10 with a small displacement is changed to a state in which the first internal combustion engine 10 is operated in the normal combustion mode, the operation change control of the first internal combustion engine 10 and the second internal combustion engine 20 executed by the ECU 80 is performed by changing ENG1 to the second. If the internal combustion engine 20 and ENG2 are the first internal combustion engine 10, the process is the same as that shown in FIG.

(Operation change control 2-3)
When the target output increases from “less than the third threshold value” to “more than the third threshold value and less than the second threshold value”, that is, from the state in which the first internal combustion engine 10 and the second internal combustion engine 20 are stopped, the displacement is small. When changing only the first internal combustion engine 10 to a state in which the operation is performed in the normal combustion mode, the operation change control of the first internal combustion engine 10 and the second internal combustion engine 20 executed by the ECU 80 is performed by changing ENG1 to the second internal combustion engine 20. If ENG2 is the first internal combustion engine 10, the processing is the same as that shown in FIG.

When the temperature of the internal combustion engine operated in the water vaporization expansion mode is lower than a predetermined temperature, or when the temperature of the supplied exhaust gas is lower than the predetermined temperature, the conversion from water to water vapor is not sufficiently performed. is and will, but in the present embodiment, an internal combustion engine which is operated at moisture reduction expansion mode (ENG1) engine temperature T ₁ is higher than a predetermined temperature, the exhaust gas temperature T _2GAS of the internal combustion engine to be operated in the normal combustion mode (ENG2) In order to permit the operation in the water vaporization expansion mode when the temperature is higher than the predetermined temperature (see S104 Yes, or S108 Yes and S109 Yes), conversion from water to water vapor (water vaporization expansion) is preferably performed. Therefore, the amount of waste heat recovered can be improved and a highly efficient heat engine can be realized.

Particularly, in the case of changing the state of operating in moisture of the expansion mode from the state where the operation of the internal combustion engine and (ENG1) in the normal combustion mode, satisfies a predetermined condition _{(T 1} ≧ _{T A} and _{T 2GAS} ≧ _{T B)} If this is the case (see S104 / Yes), a water injection cycle (water vaporization expansion mode) is performed following the combustion cycle (normal combustion mode) (see S105 and S106), so that the combustion chamber of the internal combustion engine (ENG1) Since the amount of heat of the remaining exhaust gas can also be used, the amount of waste heat recovered can be improved and a highly efficient heat engine can be realized.

Also the engine temperature T ₁ of the internal combustion engine (ENG1) be operated by the moisture of the expansion mode is equal to or greater than the predetermined temperature, when the exhaust gas temperature T _2GAS of the internal combustion engine to be operated in the normal combustion mode (ENG2) is lower than the predetermined temperature ( S108 · Yes and S109 · No), and wait without starting the water vaporization expansion mode. As a result, unnecessary water injection can be reduced and water consumption can be suppressed in a state unsuitable for water vaporization and expansion, and the indoor environment of the combustion chamber (inside the cylinder) of the internal combustion engine (ENG1) can be deteriorated. Can be suppressed.

Further, the engine temperature _{T 1} of the internal combustion engine to be operated at a moisture of expansion mode (ENG1) (see S108 · No) when less than the predetermined temperature, thereby determining the stop of the internal combustion engine (ENG1). Thereby, unnecessary water injection can be reduced and water consumption can be suppressed, and deterioration of the indoor environment of the combustion chamber (inside the cylinder) of the internal combustion engine (ENG1) can be suppressed.
By reducing the deterioration of the combustion chamber environment, it is possible to perform suitable operation control when the first internal combustion engine 10 is operated again in the normal operation mode or the like.

<ECU-water injection control function>
The ECU 80 controls water injection by the first water injector 143 or the second water injector 144 when the first internal combustion engine 10 or the second internal combustion engine 20 is operated in the water vaporization expansion mode, specifically, the water injection amount, A function of controlling water injection timing (injection start timing, injection end timing) is provided.

More specifically, the ECU 80 detects the temperature of the internal combustion engine (for example, the first internal combustion engine 10) that operates in the normal combustion mode, the temperature of the internal combustion engine (for example, the second internal combustion engine) that operates in the water vaporization expansion mode, and FIG. Based on the map, it is set so as to calculate the water injection amount to be injected in each cycle to the internal combustion engine (for example, the second internal combustion engine) operated in the water vaporization expansion mode.
Here, the temperature of the internal combustion engine may be estimated based on the temperature of the coolant discharged from the internal combustion engine, the temperature of the exhaust gas, the temperature of the catalyst that purifies the exhaust gas, etc., in addition to the configuration that directly detects the temperature. Good. In addition, when the target output (accelerator opening degree, etc.) increases, the internal combustion engine operates at a high temperature, the temperature of the internal combustion engine rises, and the exhaust gas flow rate increases, so estimation is based on the target output and the exhaust gas flow rate. It is good also as a structure.

As shown in FIG. 16, when the temperature of the internal combustion engine that operates in the normal combustion mode increases, the temperature of the exhaust gas increases, and water tends to vaporize and expand to easily generate power, so that the amount of water injection increases. It has become.
Further, when the temperature of the internal combustion engine operated in the water vaporization expansion mode becomes high, water is vaporized and expanded, and power is easily generated, so that the water injection amount is increased. When the temperature of the internal combustion engine operating in the water vaporization expansion mode becomes high, for example, when the internal combustion engine is operating in the normal combustion mode until just before that, and the operation mode is switched due to increase or decrease of the target output It is. Conversely, the case where the temperature of the internal combustion engine operating in the water vaporization expansion mode is low is, for example, the case where the internal combustion engine has stopped without being operated in any mode until just before that.

Here, the water injection amount is controlled by varying the injection time (valve opening time) of the first water injector 143 or the second water injector 144 and / or the injection pressure (discharge pressure of the water pump 142). The
In this case, when the injection time of the first water injector 143 or the like is varied, it is preferable to make the injection end timing constant (predetermined crank angle) and vary the injection start timing regardless of the length of the injection time. That is, it is preferable that the injection start timing is delayed as the water injection amount is small and the injection time is shortened.

<Other configuration>
Next, other configurations of the drive system 1 will be described.

<Other configuration-first, second clutch, differential device>
The drive system 1 includes a first clutch 91A and a second clutch 91B, and a differential device 92 (differential device).
More specifically, the first output shaft 71A is connected to a differential case 93 (rotated drive member) constituting the differential device 92 via a first clutch 91A controlled by the ECU 80. The second output shaft 71B is connected to the differential case 93 via a second clutch 91B controlled by the ECU 80.
The first clutch 91A transmits / shuts power between the first output shaft 71A and the differential case 93, and the second clutch 91B transmits / powers between the second output shaft 71B and the differential case 93. It is a thing to cut off.

  The differential device 92 includes a side gear and a pinion gear in the differential case 93. The right side gear is connected to a first drive shaft 95A that is integral with the right drive wheel 94A, and the left side gear is connected to a second drive shaft 95B that is integral with the left drive wheel 94B. Yes. Thus, the first drive shaft 95A (drive wheel 94A) and the second drive shaft 95B (drive wheel 94B) are configured to rotate differentially via the differential device 92.

  When the vehicle moves forward, normally, the first clutch 91A is controlled to connect the first output shaft 71A and the differential case 93, and the second clutch 91B is controlled to connect the first output shaft 71A and the differential case 93. As a result, when the vehicle moves forward, the first output shaft 71A and the second output shaft 71B are normally rotated together in the forward direction (the direction in which the vehicle moves forward).

<Other configurations-first and second motor generators, batteries>
The drive system 1 includes a first motor generator 101, a second motor generator 102, and a battery 103.
The battery 103 is configured to be, for example, a lithium ion type that can be charged / discharged. The battery 103 exchanges power between the first motor generator 101 and the second motor generator 102 and supplies power to the DC motors 54 and 54 described above. It is supposed to be.

A first gear 104 is fixed to the output shaft of the first motor generator 101, and the first gear 104 meshes with a second gear 105 fixed to the differential case 93. Thus, power is exchanged between the first motor generator 101 and the differential case 93, and the first motor generator 101 functions as a motor or a generator (generator).
That is, when functioning as a motor, the first motor generator 101 uses the battery 103 as a power source, and when functioning as a generator, the power generated by the first motor generator 101 is charged into the battery 103.

The output shaft of the second motor generator 102 is connected to the first crankshaft 12 of the first internal combustion engine 10.
When the second motor generator 102 functions as a motor, that is, when the battery 103 is driven as a power source and functions as a motor, for example, when the rotation of the first crankshaft 12 is assisted or when the first internal combustion engine 10 is driven. This is a case of functioning as a starter.
On the other hand, when the second motor generator 102 functions as a generator, the battery 103 is charged with the power generated by the second motor generator 102.

<Other configuration-Synchro mechanism>
The drive system 1 includes a synchro mechanism 110 that transmits / cuts power between the second crankshaft 22 and the differential case 93 in accordance with a command from the ECU 80. The synchro mechanism 110 is also referred to as a starter clutch because it transmits power to the second crankshaft 22 when starting the second internal combustion engine 20.

  The synchro mechanism 110 includes an A gear 111 fixed to the differential case 93, a B gear 112 that is always meshed with the A gear 111 and that is rotatably provided around the second crank shaft 22, and a second crank shaft. The C gear 113 provided so as to rotate integrally around the wheel 22 and a sliding operation in the axial direction of the second crankshaft 22 by a command from the ECU 80 cause the C gear 113 and the B gear 112 to move. And a sleeve 114 to be coupled / released.

≪Operation and effect of drive system≫
According to such a drive system 1, the following operations and effects are obtained.

<Target output: Small>
As shown in FIG. 17, when the target output is small (third threshold ≦ target output <second threshold), the ECU 80 operates the first internal combustion engine 10 having a small displacement in the normal combustion mode, and performs a first operation with a large displacement. 2 The internal combustion engine 20 is operated in the water vaporization expansion mode. In this case, the ECU 80 operates the first internal combustion engine 10 at the high efficiency point (or in the vicinity thereof). Then, the first internal combustion engine 10 operates in the normal four cycles (intake, compression, combustion, exhaust) and rotates the first crankshaft 12.
Then, the ECU 80 rotates the pinion 53 so as to vary the speed ratio i so that the first output shaft 71A rotates corresponding to the target output. In this way, the first output shaft 71A can be rotated corresponding to the target output while the first internal combustion engine 10 is operated at the high efficiency point (or in the vicinity thereof).

  In parallel with this, the second three-way valve 132 and the third three-way valve 133 are controlled, and a part of the exhaust gas generated in the first internal combustion engine 10 is part of the first exhaust pipe 16, the pipe 135, the second The air is supplied to the second internal combustion engine 20 through the intake pipe 25.

  On the other hand, in the second internal combustion engine 20, the exhaust gas intake stroke for sucking the exhaust gas, the exhaust gas compression stroke for compressing the exhaust gas, and the water injected from the second water injector 144 are vaporized and expanded by the heat of the exhaust gas. The water vaporization expansion stroke and the exhaust stroke for exhausting the exhaust gas and the generated water vapor are repeated, and as a result, the second crankshaft 22 rotates. That is, the heat of the exhaust gas is recovered by the second internal combustion engine 20, and this heat is converted into the rotational force (power) of the second crankshaft 22. In this case, the rotation speed of the second crankshaft 22 is slower than the rotation speed of the first crankshaft 12.

  Then, the ECU 80 rotates the pinion 53 to change the rotation radius r1 to change the speed ratio i (see FIG. 6), and the second swing conversion rod 40B swings in conjunction with the second crankshaft 22. The swinging speed of the swinging portion 42 (outer ring 62) of the second output shaft 71B (see FIGS. 1 and 5) is equal to or higher than the rotational speed of the second output shaft 71B that rotates integrally with the first output shaft 71A (see FIG. 1). 11). Then, the second one-way clutch 60B is locked, and the power in the positive direction of the swinging portion 42 (outer ring 62) that swings is transmitted to the second output shaft 71B.

  In this way, the second crankshaft 22 is rotated by the second internal combustion engine 20 by the heat of the exhaust gas of the first internal combustion engine 10 and the rotation radius r1 and the gear ratio i are varied while rotating the second crankshaft 22. 22 power can be transmitted to the second output shaft 71B.

<Target output: Large>
As shown in FIG. 18, when the target output is large (second threshold ≦ target output <first threshold), the ECU 80 operates the first internal combustion engine 10 having a small displacement in the water vaporization expansion mode to increase the displacement. The second internal combustion engine 20 is operated in the normal combustion mode. In this case, the ECU 80 operates the second internal combustion engine 20 at the high efficiency point (or in the vicinity thereof). Then, the second internal combustion engine 20 operates in the normal four cycles (intake, compression, combustion, exhaust) and rotates the second crankshaft 22. Then, the ECU 80 rotates the pinion 53 so as to vary the speed ratio i so that the second output shaft 71B rotates corresponding to the target output. In this way, the second output shaft 71B can be rotated corresponding to the target output while operating the second internal combustion engine 20 at the high efficiency point (or the vicinity thereof).

  In parallel with this, the first three-way valve 131 and the fourth three-way valve 134 are controlled, and a part of the exhaust gas generated by the second internal combustion engine 20 is part of the second exhaust pipe 26, the pipe 136, the first The air is supplied to the first internal combustion engine 10 through the intake pipe 15.

  On the other hand, in the first internal combustion engine 10, the exhaust gas intake stroke for sucking the exhaust gas, the exhaust gas compression stroke for compressing the exhaust gas, and the water injected from the first water injector 143 are vaporized and expanded by the heat of the exhaust gas. The water vaporization expansion stroke and the exhaust stroke for exhausting the exhaust gas and the generated water vapor are repeated, and as a result, the first crankshaft 12 rotates. That is, the heat of the exhaust gas is recovered by the first internal combustion engine 10, and this heat is converted into the rotational force (power) of the first crankshaft 12. In this case, the rotational speed of the first crankshaft 12 is slower than the rotational speed of the second crankshaft 22.

  Then, the ECU 80 rotates the pinion 53 to change the rotation radius r1 to change the speed ratio i (see FIG. 6), and the first swing conversion rod 40A swings in conjunction with the first crankshaft 12. The swinging speed of the swinging portion 42 (outer ring 62) of the first output shaft 71A (see FIGS. 1 and 5) is equal to or higher than the rotational speed of the first output shaft 71A that rotates integrally with the second output shaft 71B (see FIG. 1). 11). Then, the first one-way clutch 60A is locked, and the positive power of the swinging portion 42 (outer ring 62) that swings is transmitted to the first output shaft 71A.

  In this way, the first crankshaft is changed by changing the rotation radius r1 and the gear ratio i while rotating the first crankshaft 12 by the heat of the exhaust gas of the second internal combustion engine 20 in the first internal combustion engine 10. 12 power can be transmitted to the first output shaft 71A.

  As shown in the flowcharts of FIGS. 12 to 14, when one internal combustion engine (ENG2) operates in the normal combustion mode, whether or not the other internal combustion engine (ENG1) operates in the water vaporization expansion mode, and Since the operation start timing in the water vaporization expansion mode is appropriately controlled, the amount of exhaust heat waste heat recovered from the internal combustion engine (ENG2) operating in the normal combustion mode can be improved. If it is not appropriate to operate the other internal combustion engine (ENG1) in the water vaporization expansion mode, the operation of the other internal combustion engine (ENG1) is stopped to reduce unnecessary water injection and reduce water consumption. It is possible to suppress the deterioration of the indoor environment of the combustion chamber (inside the cylinder) of the internal combustion engine (ENG1).

≪Modification≫
As mentioned above, although one Embodiment of this invention was described, this invention is not limited to this, For example, it can change as follows.

In the above-described embodiment, the first rocking conversion rod 40A (first rocking conversion means) and the second rocking conversion rod 40B (second rocking conversion means) are provided. The dynamic conversion rod 40A and the first one-way clutch 60A and / or the second swing conversion rod 40B and the second one-way clutch 60B may be omitted.
For example, when the first swing conversion rod 40A and the first one-way clutch 60A are not provided, but the second swing conversion rod 40B and the second one-way clutch 60B are provided, the first crankshaft 12 and the first output shaft 71A And the rotation direction of the first crankshaft 12 is set so that the first output shaft 71A rotates in the positive direction, and based on this, the positive direction of the swing portion 42 of the second swing conversion rod 40B is set. The direction of the second one-way clutch 60B may be set so that directional power is transmitted to the second output shaft 71B.

In the above-described embodiment, the eccentric portion 51b, the disk 52, and the pinion 53 are provided to configure the first rotation radius variable mechanism 50A. However, the specific configuration is not limited to this.
For example, a disk that rotates coaxially and synchronously with the input shaft 51 is provided, and the first fulcrum O3 (see FIG. 5) is configured to be slidable in the radial direction by a slide groove or the like extending in the radial direction of the disk. The first fulcrum O3 may be slid in the radial direction to vary the rotation radius r1.

In the above-described embodiment, the rotation radius r1 of the first fulcrum O3 is variable (see FIG. 5). Instead of or in addition to this, by sliding the second fulcrum O4 in the radial direction by an actuator, The rocking radius r2 may be varied, and the angular velocity ω2 and the rocking angle θ2 may be varied.
Alternatively, the first swing conversion rod 40A can be extended and contracted, and the angular velocity ω2 and the swing angle θ2 can be varied by varying the distance between the first fulcrum O3 and the second fulcrum O4 by an actuator. Good.

  In the above-described embodiment, as shown in FIG. 1, the configuration includes two internal combustion engines (first internal combustion engine 10 and second internal combustion engine 20) and two transmissions (first transmission 30A and second transmission 30B). However, the number of internal combustion engines and transmissions may be three or more.

  In the above-described embodiment, as illustrated in FIG. 3, the configuration in which the first internal combustion engine 10 and the second internal combustion engine 20 are integrated is illustrated. However, the first internal combustion engine 10 and the second internal combustion engine 20 are separate. The structure which is may be sufficient. When configured separately as described above, the angle between the first internal combustion engine 10 and the second internal combustion engine 20 can be arbitrarily set to 60 °, 180 °, or the like.

  In the above-described embodiment, as illustrated in FIG. 3, the configuration in which the first internal combustion engine 10 and the second internal combustion engine 20 are reciprocating engines has been illustrated. However, for example, a rotary engine, a gas turbine engine, or the like may be used. These may be combined.

  In the above-described embodiment, the configuration in which the first internal combustion engine 10 and the second internal combustion engine 20 are gasoline engines that burn gasoline, but other examples include a diesel engine that burns light oil, a hydrogen engine that burns hydrogen, and the like. Or they may be combined.

  In the above-described embodiment, when the first internal combustion engine 10 and the second internal combustion engine 20 are operated in the water vaporization expansion mode, the configuration in which pure water is injected (supplied) is exemplified. A mixed liquid or a mixed liquid of water and alcohol (for example, ethanol) may be ejected.

  In the above-described embodiment, when one of the first internal combustion engine 10 and the second internal combustion engine 20 is operated in the normal combustion mode, the other is operated in the water vaporization expansion mode. The gas is temporarily stored in the exhaust gas tank, and after the first internal combustion engine 10 or the second internal combustion engine 20 operates in the normal combustion mode, the exhaust gas in the exhaust gas tank is returned to continue the normal combustion mode. It is good also as a structure which drive | operates in a water vaporization expansion mode.

In the above-described embodiment, the drive system 1 is illustrated as being mounted on a hybrid vehicle (four wheels, moving body). However, for example, a configuration mounted on two wheels or three wheels may be used.
Moreover, the structure mounted in the hand-held small tiller (general-purpose apparatus) may be sufficient, and the power source of a stationary generator may be comprised.

DESCRIPTION OF SYMBOLS 1 Drive system 10 1st internal combustion engine 11 1st cylinder block 12 1st crankshaft (1st drive shaft)
13 1st cylinder 20 2nd internal combustion engine 21 2nd cylinder block 22 2nd crankshaft (2nd drive shaft)
23 2nd cylinder 30A 1st transmission 30B 2nd transmission 40A 1st oscillation conversion rod (oscillation conversion means)
40B Second oscillation conversion rod (oscillation conversion means)
41 Rotating ring (rotating part)
42 Oscillating part (oscillating part)
50A First turning radius variable mechanism 50B Second turning radius variable mechanism 51 Input shaft 51b Eccentric portion 52 Disc 53 Pinion 54 DC motor 60A First one-way clutch 60B Second one-way clutch 71A First output shaft (output shaft)
71B Second output shaft (output shaft)
80 ECU (control means)
121 Fuel tank (first fuel supply means, second fuel supply means)
122 Fuel pump (first fuel supply means, second fuel supply means)
123 1st fuel injector (1st fuel supply means)
124 Second fuel injector (second fuel supply means)
131 First three-way valve (exhaust gas supply means)
132 Second three-way valve 133 Third three-way valve 134 Fourth three-way valve (exhaust gas supply means)
135 Piping 136 Piping (Exhaust gas supply means)
141 Water tank (water-containing liquid supply means)
142 Water pump (water-containing liquid supply means)
143 1st water injector (water containing liquid supply means)
144 2nd water injector 151 Temperature sensor (1st temperature detection means)
152 temperature sensor 153 temperature sensor 154 temperature sensor (second temperature detection means)
O1 input center axis O2 output center axis O3 first supporting point O4 second supporting point r1 rotation radius r2 swing radius T ₁ temperature (temperature of the first internal combustion engine)
T _2GAS exhaust gas temperature (exhaust gas temperature of the second internal combustion engine)
T _A first predetermined temperature T _B second predetermined temperature

Claims (5)

A first internal combustion engine having a first drive shaft;
A second internal combustion engine having a second drive shaft;
An output shaft that rotates by power from the first drive shaft and the second drive shaft;
First fuel supply means for supplying fuel to the first internal combustion engine;
Second fuel supply means for supplying fuel to the second internal combustion engine;
Exhaust gas supply means for supplying exhaust gas of the second internal combustion engine to the first internal combustion engine;
Water-containing liquid supply means for supplying water-containing liquid to the first internal combustion engine;
First temperature detecting means for detecting the temperature of the first internal combustion engine;
Second temperature detection means for detecting the temperature of the exhaust gas of the second internal combustion engine;
Control means,
The control means includes
The temperature of the first internal combustion engine detected by the first temperature detection means is equal to or higher than a first predetermined temperature, and the temperature of the exhaust gas of the second internal combustion engine detected by the second temperature detection means is a second predetermined temperature. If it is above the temperature,
The drive for allowing the water vaporization expansion operation of the first internal combustion engine to permit the first drive shaft to rotate by vaporizing and expanding water in the water-containing liquid by the heat of the exhaust gas of the second internal combustion engine. system. The control means includes
The temperature of the first internal combustion engine detected by the first temperature detection means is equal to or higher than a first predetermined temperature, and the temperature of the exhaust gas of the second internal combustion engine detected by the second temperature detection means is a second predetermined temperature. If below the temperature,
The drive system according to claim 1, wherein the water vaporization expansion operation of the first internal combustion engine is waited. The control means includes
When the temperature of the first internal combustion engine detected by the first temperature detection means is lower than a first predetermined temperature,
The drive system according to claim 1 or 2, wherein the first internal combustion engine is stopped. The control means includes
In switching the first internal combustion engine from the normal combustion operation in which fuel is burned and the first drive shaft is rotated to the water vaporization expansion operation,
The temperature of the first internal combustion engine detected by the first temperature detection means is equal to or higher than a first predetermined temperature, and the temperature of the exhaust gas of the second internal combustion engine detected by the second temperature detection means is a second predetermined temperature. If it is above the temperature,
The drive system according to any one of claims 1 to 3, wherein the water vaporization expansion operation is performed following the normal combustion operation. A rocking portion that rotates by rotating the first drive shaft and a rocking portion that rocks by the rotation of the rotating portion, and converts the rotating motion of the first drive shaft into a rocking motion. Dynamic conversion means;
A one-way clutch that transmits power in one direction of the swinging motion of the swinging portion to the output shaft when the angular velocity of the swinging portion that swings is greater than or equal to the rotational speed of the output shaft;
A rotation radius variable mechanism that varies the angular velocity of the rocking portion by changing the rotation radius of the rotation portion;
The drive system according to any one of claims 1 to 4, wherein the drive system is provided.

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