JPH0693870A - Plural engine driving device - Google Patents

Abstract

PURPOSE:To provide plural engine driving devices which are intended to combine higher output performance and lower fuel cost for a vehicle mounted with a main engine constantly driven and a sub-engine temporarily operated depending on the running condition of the vehicle. CONSTITUTION:A main engine 14A is used as a natural suction engine and a sub-engine 14B is used as a supercharging engine equipped with a turbo charger 22, so that the turbo charger 22 can be given rotation by the exhausting operation of the main engine 14A before the sub-engine 14B is started.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine drive device for a vehicle equipped with two engines and adapted to travel by using one or both of the engines depending on the running conditions.

[0002]

2. Description of the Related Art In a normal automobile, the maximum output is set to the output required in a normal driving condition, with a margin depending on the character of the automobile. The engine installed is also capable of generating its maximum output, and the displacement is almost determined by the maximum output.

By the way, the traveling load is constantly changing, and when the road surface is smooth and the inclination is small, the traveling load becomes small and the engine has a smaller displacement than the engine actually mounted. However, there are cases where you can drive sufficiently. Then, in a traveling state in which an engine with a small displacement is sufficient, it is preferable to reduce the displacement in terms of environmental pollution.

As a method of changing the displacement of the engine according to the running state, for example, in a multi-cylinder engine, a method of stopping the fuel supply to a specific cylinder or US Pat.
It is conceivable to use two engines, as disclosed in JP 361,059 and JP 62-147030.

[0005]

However, in the above conventional example, when the fuel supply to a specific cylinder is stopped in the former multi-cylinder engine, the movement of the piston in the cylinder whose fuel supply is stopped is stopped. Becomes a load resistance, which lowers the efficiency of the engine.

Further, when the latter two engines are used, when traveling using only one engine,
Since the other engine in the non-operating state can be excluded from the power system by a clutch or the like, the problem that the non-operating engine becomes the load resistance can be avoided,
When both of the two engines are naturally aspirated engines, there is a problem in that the maximum output is insufficient in terms of performance even though the fuel economy is good.

In view of the above-mentioned circumstances, it is an object of the present invention to provide a drive system for a plurality of engines that achieves both improved output performance and reduced fuel consumption.

[0008]

A drive system for a plurality of engines according to the present invention achieves the above object by combining a supercharged engine and a naturally aspirated engine.

Therefore, according to the first aspect of the present invention, the main engine that is always operated is a supercharged engine, and the sub engine that is temporarily operated according to operating conditions is a naturally aspirated engine. Combinations are possible.

In the case of this combination, as described in claim 2, the sub-engine is operated only in the supercharging area of the main engine. Further, as described in claim 3, when the supercharging pressure for the main engine exceeds a predetermined value, the supercharging pressure is relieved to the intake passage of the sub engine.

Further, as described in claim 4,
A second combination is conceivable in which the main engine that is always operated is the naturally aspirated engine and the sub engine that is temporarily operated according to the running state is the supercharged engine.

In the case of this combination, as described in claim 5, the turbocharger of the sub engine is used as a turbocharger driven by the engine exhaust, and the exhaust gas of the main engine is discharged before the operation of the sub engine is started. The supercharger is given rotation by.

Further, as described in claim 6,
A sub-engine supercharger may be configured with a primary turbocharger that is activated first and a secondary turbocharger that is activated after the primary turbocharger is activated. In that case, it is preferable to configure the turbine diameter of the primary turbocharger to be smaller than the turbine diameter of the secondary turbocharger.

Further, as described in claim 7,
When using the primary and secondary turbochargers, a first operating region in which only the main engine is operated, a second operating region in which the sub-engine supercharged by only the primary turbocharger is operated together with the main engine, and the primary and secondary A third operating range is set in which the sub-engine supercharged by the secondary turbocharger is operated together with the main engine. Then, as described in claim 8, in the first operating region, the primary turbocharger is pre-rotated by the exhaust gas of the main engine.

[0015]

According to the present invention, of the two engines mounted on the vehicle, one engine is a supercharged engine and the other engine is a naturally aspirated engine, thereby improving output performance and fuel consumption. Can be achieved at the same time.

Then, in a combination in which the main engine which is always operated is a supercharged engine and the sub engine which is temporarily operated is a naturally aspirated engine, the supercharging pressure of the main engine is relieved to the intake passage of the sub engine. As a result, the main engine can be protected, the output of the sub engine, which is a naturally aspirated engine, can be improved, and energy can be effectively used.

On the other hand, when the normally operated main engine is the naturally aspirated engine and the temporarily operated sub engine is the turbocharged engine, the turbocharger is pre-charged by the exhaust of the main engine before the operation of the sub engine is started. By giving rotation, it is possible to speed up the rise of the supercharging pressure for the sub engine when the sub engine is operated during acceleration, thereby eliminating so-called turbo lag and improving the responsiveness of the engine. it can.

Further, two turbochargers are provided to operate one turbocharger in the medium speed range and two turbochargers in the high speed range, thereby optimizing the supercharger capacity in each operating range. Therefore, the torque can be improved. In that case, the turbine diameter of the primary turbocharger may be the same as the turbine diameter of the secondary turbocharger, but the smaller the turbine diameter of the primary turbocharger, the lower the inertia factor and the more responsiveness during acceleration. improves.

[0019]

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

FIG. 1 is a plan view showing the rear structure of a vehicle body of an automobile according to a first embodiment of a multiple engine drive system according to the present invention, and FIG. 2 is a side view thereof. 3 and 4 are a plan view and a side view showing the appearance of the power plant with the engine removed.

1 and 2, the first and second engines 14A, 14A,
14B is mounted in parallel. These first and second engines 14A, 14B are arranged between the left and right rear wheels 15A, 15B, and a pair of seats 1 is provided in front of these engines 14A, 14B.
It is a four-wheel drive vehicle based on the so-called rear engine / rear drive (RR) configuration in which 6 and 16 are arranged.

The first and second engines 14A, 14B are each composed of a rotary engine having two rotors, and, as is particularly clear from FIG. 6, the respective output shafts 18A, 18B are arranged in the vehicle width direction. The output shafts 18A and 18B are mounted on the vehicle body 10 in an extended, so-called horizontal state, and the output shafts 18A and 18B are arranged with their axes 19 aligned with each other. The first and second engines 14A and 14B are integrally connected by the clutch housing 20 interposed therebetween.

In the case of this embodiment, the first engine 14A mounted on the left side of the vehicle body 10 is a supercharged engine equipped with the turbocharger 22 and is a main engine which is always operated. The second engine 14B mounted on the right side of the vehicle body 10 is, for example, a sub-engine that operates only in the supercharging region of the first engine 14A, and is a naturally aspirated (NA) engine that does not include a supercharging device. Has become.

A space for arranging engine accessories is formed above the clutch housing 20 connecting the two engines 14A and 14B. In the present embodiment, the space is provided in the first and second spaces. An air cleaner 28 and a fresh air duct 30 which are shared by the two engines 14A and 14B are provided. Therefore, as shown in FIGS. 3 and 4, a mounting seat 20a for mounting the air cleaner 28 is provided on the upper surface of the clutch housing 20.

The intake / exhaust system of both engines 14A and 14B will now be described with reference to FIG. 5 as well.
On top of A and 14B, the surge tanks 24A and 24A
B is fixed, and the surge tank 24A on the first engine 14A is communicated with the four intake ports of the first engine 14A via the intake manifold 26A having four intake passages inside, and the second Surge tank 14B on engine 14B
Are also communicated with the four intake ports of the second engine 14B via an intake manifold 26B which also has four intake passages inside.

A fresh air duct 30 is connected to the air cleaner 28 shared by both engines 14A and 14B, and an intake passage 35B of the first engine 14A is formed between the air cleaner 28 and the surge tank 24B of the second engine 14B. The intake pipe 32 is connected. Therefore, the fresh air sucked from the fresh air duct 30 is directly supplied to the surge tank 24B of the second engine (sub engine) 14B through the air cleaner 28 and the intake pipe 32.

An intake pipe 34 is connected between the air cleaner 28 and the compressor 22a of the turbocharger 22, and the fresh air sucked from the fresh air duct 30 passes through the air cleaner 28 and the intake pipe 34 to the above compressor.
Supplied to 22a. An intercooler 36 is mounted in front of the left rear wheel 15A of the vehicle body 10, and an intake pipe 38 is connected between the intercooler 36 and the compressor 22a. The fresh air that has been compressed by the compressor 22a and has reached a high temperature is supplied to the intercooler 36 through the intake pipe 38, where it is cooled, and then the intercooler is cooled.
It is designed to be supplied to the surge tank 24A through an intake pipe 40 connected between the 36 and the surge tank 24A of the first engine (main engine) 14A. And intake pipe 3
4, 38 and 40 by the intake passage 35 of the first engine 14A
A is formed.

On the other hand, the exhaust gas of the first engine 14A is exhausted from the engine 14A to the rear, and the exhaust manifold 42A.
Is supplied to the turbine 22b of the turbocharger 22, and drives the turbine 22b directly connected to the compressor 22a. Next, the exhaust is a case containing an exhaust purification catalyst.
It is supplied to 44 through an exhaust pipe 46 and purified. Further, the exhaust gas enters the silencer 50 through the exhaust pipe 48, and after the exhaust noise is reduced, the exhaust gas is exhausted to the outside from the exhaust pipe 52. Also,
The exhaust gas of the second engine 14B is supplied to the exhaust pipe 48 through an exhaust manifold 42B extending rearward from the engine 14B and joined to the exhaust gas of the first engine 14A.

Incidentally, engine accessories such as an alternator driven by an engine, an air conditioner compressor, an oil pump for power steering and the like are mounted at least on the side of the first engine 14A which is always operated, and in FIG. The air conditioner compressor and the power steering oil pump are designated by reference numerals 51 and 53, respectively.

On the rear side of the clutch housing 20 connecting the first and second engines 14A and 14B, as shown in FIG. 3, a transmission case 54 is integrally connected in a horizontal position. Further, a central differential device as shown in FIG. 6 (hereinafter abbreviated as "center differential")
56 and rear wheel differential (hereinafter referred to as "rear differential")
The 58 and the differential case 60 are connected to each other by being integrated, and the first and second engines 14A and 14B and the clutch housing 20 are connected.
And the differential case 60 are rigidly connected to each other to form an integral structure.

Next, the configuration of the power plant 62 in this embodiment will be described with reference to FIGS. 6 and 7.

A central rotary shaft 64 is provided between the output shafts 18A and 18B of the first and second engines 14A and 14B.
It is extended in a relationship in which the axes 19 of A and 18B are aligned. The central rotating shaft 64 is the output shaft of the first engine 14A.
An inner shaft 64a connected to 18A and a hollow outer shaft 64b coaxially and rotatably provided on the outer side of the inner shaft 64a.
And consists of.

More specifically, the inner shaft 64 of the central rotary shaft 64
The left end of a is spline-coupled to the center of a flywheel 66A fixed to the end of the output shaft 18A of the first engine 14A, and is configured to rotate integrally with the output shaft 18A of the first engine 14A. ing. The right end of the inner shaft 64a is the second
The flywheel 66B fixed to the end of the output shaft 18B of the engine 14B is rotatably supported by a bearing 68 at the center of the flywheel 66B so that the flywheel 66B can rotate separately from the output shaft 18B of the second engine 14B. It is configured.

The outer shaft 64b of the central rotary shaft 64 is the first engine.
Output shaft 18A of the first engine 14A via a main clutch 70A that includes a flywheel 66A of 14A as a part of its configuration.
The inner shaft 64a is connected to the output shaft 18B of the second engine 14B via a sub-clutch 70B having the flywheel 66B of the second engine 14B as a part of its configuration.

The main clutch 70A is a flywheel 66.
A, a clutch disk 72A provided to face the surface of the flywheel 66A, a pressure plate 74A for pressing the clutch disk 72A onto the surface of the flywheel 66A, and a diaphragm spring 76A. Is to have. The clutch disc 72A is splined to the outer periphery of the outer shaft 64b of the central rotary shaft 64.

Similarly, the sub-clutch 70B includes a flywheel 66B, a clutch disc 72B provided facing the surface of the flywheel 66B, and a clutch disc 72B.
It is equipped with a pressure plate 74B for pressing B on the surface of the flywheel 66B and a diaphragm spring 76B, the clutch disc 72B of which has a central rotary shaft.
The inner shaft 64a of 64 is splined to the outer circumference.

When the main clutch 70A is fastened, the spring force of the diaphragm spring 76A is applied to the pressure plate.
Acting on 74A, the pressure plate 74A presses the clutch disc 72A onto the flywheel 66A surface.

Further, the disengagement of the main clutch 70A is
Push rod provided at the tip of the hydraulic cylinder 78A
79A is performed by driving the release fork 80A in the direction of arrow A in FIG. That is, when the release fork 80A is driven in the direction of arrow A, the tip of the release fork 80A moves in the direction of arrow C to invert the diaphragm spring 76A to the position shown by the chain line, whereby the clutch disc 72A is moved. The pressing force of the pressure plate 74A against the pressure disappears, and the engagement of the main clutch 70A is released.

Similarly, the sub-clutch 70B is engaged by the spring force of the diaphragm spring 76B acting on the pressure plate 74B so that the pressure plate 74B presses the clutch disc 72B against the flywheel 66B surface.

The engagement of the sub-clutch 70B is released by pushing the push rod 79 provided at the tip of the hydraulic cylinder 78B.
B is performed by driving the release fork 80B in the direction of arrow B in FIG. That is, when the release fork 80B is driven in the direction of arrow B, the release fork
The tip portion of 80B moves in the direction of arrow D to invert the diaphragm spring 76B to the position shown by the chain line, whereby the pressing force of the pressure plate 74B against the clutch disc 72B disappears and the sub-clutch 70B is engaged. It will be canceled.

With the above construction, when the sub-clutch 70B is engaged, the output shafts 18A, 18B of the first and second engines 14A, 14B are directly connected via the inner shaft 64a of the central rotary shaft 64, and And the outputs of the second engines 14A and 14B are collected.

When the sub clutch 70B is released, the output shaft 18B of the second engine (sub engine) 14B is released.
Are excluded from the drive train.

On the other hand, when the main clutch 70A is engaged and the sub-clutch 70B is not engaged, only the rotational force of the output shaft 18A of the first engine (main engine) 14A is outside the central rotational shaft 64. When the sub-clutch 70B is engaged, the collective force of the rotational forces of the output shafts 18A, 18B of the first and second engines 14A, 14B is transmitted to the shaft 64b, and the outer shaft 64b of the central rotational shaft 64. Be transmitted to.

Further, when the main clutch 70A is released, the output shafts of the first and second engines 14A and 14B are released.
18A and 18B are excluded from the power transmission system.

An output gear 82 is integrally formed at the central portion of the outer shaft 64b of the central rotating shaft 64, and the outer shaft 64b is a clutch via a pair of bearings 84, 84 on both sides of the output gear 82. It is rotatably supported by the housing 20. Further, an intermediate shaft 86 having an axis 85 parallel to the axis 19 of the central rotation shaft 64 is fixed to the clutch housing 20, and an intermediate gear 88 meshing with the output gear 82 is rotatably attached to the intermediate shaft 86. It is pivotally supported.

The transmission 90 housed in the transmission case 54 is provided with an input shaft 92 and an output shaft 94, each of which has axes 91 and 93 parallel to the axis 19 of the central rotary shaft 64. The intermediate gear 88 is connected to the input gear 96 integrally formed in the substantially central portion of the shaft 92.
Are in mesh. Therefore, the rotational force transmitted to the outer shaft 64b of the central rotating shaft 64 by the engagement of the main clutch 70A is transmitted to the transmission 90 via the output gear 82, the intermediate gear 88 and the input gear 96 in order.

Between the input shaft 92 and the output shaft 94 of the transmission 90, as is apparent from the skeleton diagram of FIG. 6, the speed change gear train (for first to fifth speeds and reverse drive) has a known structure. It is arranged. Then, when any one of the gears in the transmission gear train is selected to mesh with each other inside the transmission 90, the power of the first engine 14A input from the input shaft 92 or the first and second engines 14A. , 14B are transmitted to the output shaft 94 via the set of gears.

An output gear 98 is integrally formed at one end of the output shaft 94 of the transmission 90.
The power output from the 98 is transmitted to the center diff 56 via the ring gear 100 of the center diff 56, which itself is composed of a double pinion type planetary gear mechanism, and is divided into the rear wheel and the front wheel by the center diff 56. To be done. The driving force for the rear wheels is transmitted to the rear differential 58 via the carrier 101 of the planetary gear that constitutes the center differential 56. Rear differential
The left and right rear wheel drive shafts 102, 104 are coupled to the 58, and the rear wheel drive force is transmitted via the rear wheel drive shafts 102, 104 to the left and right rear wheels 15A,
It is transmitted to 15B.

The sun gear 103 of the center differential 56 is formed integrally with one end of a hollow shaft 105 coaxially and rotatably provided on the outer side of the left rear wheel drive shaft 102 for the front wheel. The driving force is transmitted to the shaft 10 via the sun gear 103.
5 Bevel gear fixed to the shaft 105.
Bevel gear 107 and propeller shaft 108 meshing with 106
Is transmitted to the front differential (not shown) via the. Then, the front differential is divided into left and right front wheel drive shafts and transmitted to the left and right front wheels.

Although not shown in FIG. 7, a lock mechanism for directly connecting the ring gear 100 of the center differential 56 and the carrier 101 to lock the center differential 56 is provided as necessary.

The configuration of the power plant 62 in the first embodiment of the present invention has been described above. The power plant 62 has the mounting member 11 provided at at least three places.
It is mounted on the vehicle body 10 via 0 A, 110 B, and 110 C. That is, as is apparent from FIGS. 1 and 6, the first mounting member 110A is provided at the left front end of the first engine 14A, and the second mounting member 110B is provided at the right front end of the second engine 14B. . In addition, the third mounting member 110C is a transmission case 54
It is provided at the rear of the. Further, when the fourth mounting member is provided, the third mounting member 110C and the third mounting member 110C are provided side by side at the rear of the transmission case 54.

Next, the control device of the power plant 62 configured as described above will be described with reference to the block diagram of FIG.

The control circuit 112 controls the ignition device of the second engine (sub engine) 14B based on the output of the supercharging pressure sensor 113 provided in the first engine (main engine) 14A.
114 is turned on and off, and the sub-clutch 70B is controlled via the clutch actuator 115.

The main clutch 70A is controlled by the clutch pedal 75 at the time of gear change with respect to the transmission 90.

The power plant 62 has first and second traveling modes set, and the first traveling mode is a mode in which only the first engine 14A is used for traveling.
The second traveling mode is the first and second engines 14A, 14
In this mode, B is used at the same time for traveling.

The first running mode is a mode in which the first engine 14 runs without supercharging, such as when running on a flat road surface at a constant low speed. The relationship with
It is inside. In such a case, the load during running and the engine speed are small, and the first engine in the non-supercharged state is
Since the driving force of only 14A is sufficient, the second engine 14B
Is stopped and the sub-clutch 70B is disengaged so that the second engine 14B does not become a load on the first engine 14A. As a result, fuel efficiency is improved and exhaust gas is reduced to reduce environmental pollution.

On the other hand, in the area II other than the shaded area in FIG. 9, the engine load is high or the engine is operating at a high speed even when the load is low, such as during rapid acceleration. Even if supercharging of the engine 14A is started, the driving force of the first engine 14A is insufficient, and the second traveling mode in which the first and second engines 14A and 14B are simultaneously used is selected. To be done.

In the second traveling mode, the second engine 14B is operated and the sub clutch 70B is engaged. As a result, the first and second engines 14A,
Since the output shafts 18A and 18B of 14B are directly connected and the outputs of the first and second engines 14A and 14B are collected, it is possible to travel using an engine with high absolute performance.

FIG. 10 is a flow chart showing a control routine executed by the control circuit 112.

First, at step S1, the first engine (main engine) 14A is operated, and then at step S2.
Then, it is determined whether or not the first engine 14A is in the supercharging state. If the vehicle is in the non-supercharged state (area I in FIG. 9), the vehicle travels with only the first engine 14A (first traveling mode), and if the supercharged state (area II in FIG. 9) is reached, the second operation is performed in step S3.
While operating the engine (sub-engine) 14B, the sub-clutch 70B is engaged in step S4, and the vehicle travels using the first and second engines 14A and 14B at the same time (second).
Driving mode).

Next, the construction of the intake / exhaust system of the engine according to the second embodiment of the drive system for a plurality of engines according to the present invention will be described.
It will be explained based on 11.

Also in this embodiment, as in the first embodiment described above, the first engine (main engine) 14A is a supercharged engine and the second engine (sub engine) 14B is a naturally aspirated engine. In this embodiment, the downstream ends of the exhaust manifolds 42A and 42B of both engines 14A and 14B are connected to each other to form a common exhaust passage 43, and the turbine 22a of the turbocharger 22 is disposed in the common exhaust passage 43. There is. Therefore, in the second traveling mode in which the second engine 14B is operated in addition to the first engine 14A, the turbine 22a is driven by the exhaust gas of both engines 14A, 14B.

Further, the intake passage 35A of the first engine 14A
A communication passage 121 for communicating the downstream side of the intercooler 36 with the intake passage 35B of the second engine 14B is provided, and an opening / closing valve 122 for opening and closing the communication passage 121 is provided. In the first and second traveling modes described above, the on-off valve 122 is held in the OFF state with the communication passage 121 closed, as shown by the solid line in FIG.

In this embodiment, as shown in FIG. 12, in addition to the operating regions I and II representing the above-mentioned first and second traveling modes, an operating region III representing the third traveling mode is provided. It is set. This region III is a region when the supercharging pressure of the first engine 14A exceeds a predetermined value during traveling in the second traveling mode, and in this region III, the opening / closing that closes the communication passage 121 is performed. When the valve 122 is in the ON state, the communication passage 121 is opened as shown by the broken line in FIG. 11, and an excessive boost pressure is generated in the intake passage 35A of the first engine 14A. It is configured to be relieved to 35B.

FIG. 13 is a flow chart showing the control routine in this embodiment. Steps S11 to S14 in FIG. 13 are the same as steps S1 to S4 in FIG. 10 described above, and thus redundant description will be omitted, but in the present embodiment, in step S15 subsequent to step S14, the first engine (main engine ) It is determined whether or not the supercharging pressure of 14A exceeds a predetermined value, and when the supercharging pressure is less than or equal to the predetermined value (region II in FIG. 12), the vehicle runs with the on-off valve 112 closed (second traveling mode). . If it is determined that the supercharging pressure exceeds the predetermined value (region III in FIG. 12), the opening / closing valve 12 is determined in step S16.
2 to open the boost pressure to the 2nd engine (sub engine) 14B
The intake passage 35B is relieved (3rd
Driving mode).

In this embodiment, the first and second engines 14 are
Since the exhaust manifolds 42A and 42B of A and 14B are connected to each other, the exhaust of both engines 14A and 14B is the turbine 22 of the turbocharger 22 in the second traveling mode.
Since it is supplied to b, there is an effect that the output of the first engine 14A is improved.

Further, in this embodiment, the first engine 14A
When the supercharging pressure for the engine rises above a predetermined value, the on-off valve 122 opens and the supercharging pressure in the intake passage 35A of the first engine 14A passes through the communication passage 121 to the intake passage of the second engine 14B.
Since it was relieved to 35B, the second engine 14B, which was originally a naturally aspirated engine, was also slightly supercharged, and the second engine 14B
The output of will also be improved.

Therefore, it is not necessary to use a waste gate passage for bypassing the turbine 22b in the turbocharger 22, and the exhaust energy of both engines 14A and 14B can be effectively utilized.

Next, the construction of the intake / exhaust system of the engine according to the third embodiment of the drive system for a plurality of engines according to the present invention will be described.
It will be explained based on 14.

Contrary to the first and second embodiments described above, in this embodiment, the first engine (main engine) 14A which is always operated is a naturally aspirated engine and is operated as necessary. 2 engine (sub engine) 14
B is a supercharged engine that is supercharged by a turbocharger 22. The exhaust manifolds 42A and 42B of both engines 14A and 14B are connected to each other to form a common exhaust passage 43 as in the second embodiment, and the turbine 22b of the turbocharger 22 disposed in the common exhaust passage 43 is formed.
Is configured to be pre-rotated by the exhaust gas of the first engine 14A which is always operated.

The compressor 22a of the turbocharger 22 is
A bypass passage that is provided in the intake passage 120B of the second engine 14B and bypasses the compressor 22a.
124 is provided, and this bypass passage 124 is
A switching valve 125 is provided at a position connected to the downstream side of the B compressor 22a.

The switching valve 125 is an OF shown by the solid line in FIG.
At the F position, an annular passage including the compressor 22a and the bypass passage 124 is formed, the intake passage 120B downstream of the compressor 22a is closed, and the bypass passage 124 is closed at the ON position shown by a broken line in FIG. Intake passage 120
Operates to open B. The switching valve 125 is configured to be held in the OFF position when the second engine 14B, which is a turbocharged engine, is not operated, and to be driven to the ON position simultaneously with the operation of the second engine 14B. . The operating region of the second engine 14B is the first engine 14A.
The area is set to be almost the same as the area II in FIG.

FIG. 15 is a flow chart showing the control routine in this embodiment.

First, when the first engine (natural intake engine) 14A is operated in step S21, the turbine of the turbocharger 22 is driven by the exhaust gas of the first engine 14A.
Pre-rotation is given to 22b. Next, at step S22, the first engine 14A becomes the second engine (turbo supercharged engine) 14B.
Is determined to have entered the region where it should be operated. If the determination is "YES", the process proceeds to step S23, the second engine 14B is operated, the switching valve 125 is turned on, and the sub-clutch 70B is opened. Fasten the first and second engines
Drive using both 14A and 14B.

According to this embodiment, since the naturally aspirated engine is used as the constantly operated main engine, the overall fuel consumption performance is improved as compared with the case where the turbocharged engine is used as the main engine. In addition, before the second engine 14B, which is a turbocharged engine, is activated, the first
Since the turbine 22b is configured to be pre-rotated by the exhaust gas of the engine 14A, there is an advantage that a so-called turbo lag that delays supercharging with respect to depression of the accelerator pedal is eliminated.

Finally, the structure of the intake / exhaust system of the engine according to the fourth embodiment of the drive system for a plurality of engines according to the present invention will be described with reference to FIG.

In this embodiment, as in the third embodiment, the first engine (main engine) 14A is a naturally aspirated engine and the second engine (sub engine) 14B is a supercharged engine. It is characterized by having a primary turbocharger 126 and a secondary turbocharger 128 that perform sequential operations. The primary turbocharger 126 is preferably smaller than the secondary turbocharger 128.

Exhaust manifold for both engines 14A, 14B
42A and 42B are connected to each other and have two common exhaust passages.
43, 45 have been derived. And one common exhaust passage 43
The turbine 126b of the primary turbocharger 126 is arranged in the above, and the turbine 128b of the secondary turbocharger 128 is arranged in the other common exhaust passage 45.

The compressor 126a of the primary turbocharger 126 is installed in the intake passage 120B of the second engine 14B, and the bypass passage 124 for bypassing the compressor 126a is provided as in the third embodiment. A switching valve 125 having the same function as that of the third embodiment is provided at a position where the bypass passage 124 is connected to the intake passage 120B on the downstream side of the compressor 126a.

The turbine 128b of the secondary turbocharger 128 is disposed in the other common exhaust passage 45, and both common exhaust passages 43 and 45 join together downstream of the turbines 126b and 128b.

The compressor 128a of the secondary turbocharger 128 is arranged in the intake passage 130 branched from the upstream side of the compressor 126a in the intake passage 120B of the second engine 14B. This intake passage 130 is located downstream of the compressor 128a. In, the flow path is again merged into the intake passage 120B on the downstream side of the switching valve 125.

Further, the secondary turbocharger 128
On the upstream side of the turbine 128b of the common exhaust passage 45 in which the turbine 128b of FIG.
132 are provided.

In this embodiment, as shown in FIG. 17, three operating regions I to III are set. In the region I, the switching valve 125 and the opening / closing valve 132 are both held in the OFF position shown by the solid line in FIG. 16, and only the first engine (main engine) 14A is operated. This provides pre-rotation to the turbine 126b of the primary turbocharger 126.

In the area II, at the same time as the second engine (sub-engine) 14B is operated, the switching valve 125 is turned on as shown by the broken line in FIG.
B is supercharged only by the primary turbocharger 126.

Further, a region II which is a high rotation / high load region
At I, the on-off valve 132 is turned on to open the common exhaust passage 45, thereby operating the secondary turbocharger 128 and supercharging the second engine 14B by the two turbochargers 126 and 128. .

FIG. 18 is a flow chart showing the control routine in this embodiment. Steps S31 to S35 of FIG.
15 is the same as steps S21 to S25 in FIG. 15 described above, and therefore, redundant description will be omitted. However, in the present embodiment, in step S36 subsequent to step S35, the operating region of the secondary turbocharger 128 (the region of FIG. 17). III)
If the determination is “YES”, the process proceeds to step S37, the on-off valve 132 is turned on, the common exhaust passage 45 is opened, and the secondary turbocharger 128
Operate.

According to this embodiment, two turbochargers 126 and 128 are provided, and these turbochargers 126 and 128 are provided.
, 128 are configured to be operated sequentially, it is possible to optimize the turbocharger capacity in each operation range and improve the torque.

[Brief description of drawings]

FIG. 1 is a plan view showing a vehicle body rear structure according to a first embodiment of the present invention.

FIG. 2 is a side view of the same.

FIG. 3 is a plan view showing the appearance of the power plant with the engine removed in the first embodiment of the present invention.

FIG. 4 is a side view of the same.

FIG. 5 is a schematic diagram showing the configuration of an intake / exhaust system in the first embodiment of the present invention.

FIG. 6 is a skeleton diagram showing the configuration of the power plant according to the first embodiment of the present invention.

FIG. 7 is a sectional view showing a detailed structure of a clutch portion in the first embodiment of the present invention.

FIG. 8 is a block diagram showing a control device in the first embodiment of the present invention.

FIG. 9 is a diagram showing the operating region of the engine in the first embodiment of the present invention in relation to the engine speed and the load.

FIG. 10 is a flowchart showing a control routine in the first embodiment of the present invention.

FIG. 11 is a schematic diagram showing the configuration of an intake / exhaust system in a second embodiment of the present invention.

FIG. 12 is a diagram showing the operating region of the engine in the second embodiment of the present invention in relation to the engine speed and the load.

FIG. 13 is a flowchart showing a control routine in the second embodiment of the present invention.

FIG. 14 is a schematic diagram showing the configuration of an intake / exhaust system in a third embodiment of the present invention.

FIG. 15 is a flowchart showing a control routine in the third embodiment of the present invention.

FIG. 16 is a schematic diagram showing the configuration of an intake / exhaust system in a fourth embodiment of the present invention.

FIG. 17 is a diagram showing an operating region of an engine according to a fourth embodiment of the present invention in a relation between an engine speed and a load.

FIG. 18 is a flowchart showing a control routine in the fourth embodiment of the present invention.

[Explanation of symbols]

 10 Body 14A 1st engine 14B 2nd engine 15A, 15B Rear wheels 18A, 18B Engine output shaft 20 Clutch housing 22, 126, 128 Turbocharger 24A, 24B Surge tank 28 Air cleaner 30 Fresh air duct 35A, 35B Intake passage 36 Intercooler 42A , 42B Exhaust manifold 43, 45 Common exhaust passage 54 Transmission case 56 Center differential 58 Rear differential 60 Differential case 62 Power plant 64 Central rotating shaft 66A, 66B Flywheel 70A Main clutch 70B Sub-clutch 90 Transmission 110 A to 110 C Mounting member 120 A, 120 B Intake passage 121 Communication passage 122, 132 Open / close valve 124 Bypass passage 125 Switching valve

Continuation of the front page (72) Inventor Naoji Masuda 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Motor Corporation

Claims (8)

[Claims] 1. A drive device for an engine in a vehicle equipped with a main engine that is always operated and a sub engine that is temporarily operated in accordance with the running condition of the vehicle, wherein the main engine is a supercharger. A drive device for a plurality of engines, wherein the sub-engine is a naturally aspirated engine while being supercharged by using it. 2. The drive system for a plurality of engines according to claim 1, wherein the sub-engine is operated in a supercharging region of the main engine. 3. The drive system for a plurality of engines according to claim 1, wherein when the supercharging pressure for the main engine exceeds a predetermined value, the supercharging pressure is relieved to the intake passage of the sub engine. . 4. A drive device for an engine in a vehicle, comprising: a main engine that is always operated and a sub engine that is temporarily operated according to a running condition of the vehicle, wherein the main engine is a naturally aspirated engine. In addition, the sub-engine is supercharged by using a supercharger. 5. The supercharger of the sub-engine is a turbocharger driven by engine exhaust, and pre-rotation is given to the supercharger by exhaust of the main engine before the operation of the sub-engine is started. The drive system for a plurality of engines according to claim 4, characterized in that. 6. The supercharger comprises a primary turbocharger first driven by engine exhaust and a secondary turbocharger driven by engine exhaust after the primary turbocharger has been activated. Turbine diameter is
The same diameter as the turbine diameter of the secondary turbocharger,
Alternatively, the secondary turbocharger has a diameter smaller than a turbine diameter of the secondary turbocharger.
A drive device for a plurality of engines as described. 7. A first operating range in which only the main engine is operated, a second operating range in which the sub-engine supercharged only by the primary turbocharger is operated together with the main engine, and the primary and secondary sides. The drive device for a plurality of engines according to claim 4, wherein a third operation region in which the sub engine supercharged by the turbocharger is operated together with the main engine is set. 8. The drive system for a plurality of engines according to claim 7, wherein the primary turbocharger is pre-rotated by exhaust gas of the main engine in the first operating region.