JPS584179B2 - Fuel-saving running device for internal combustion engine vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel-saving running device for an internal combustion engine vehicle, and in particular, a one-way clutch (freewheel) is provided before or after the power transmission mechanism of the vehicle, and the engine automatically operates by pressing and releasing the accelerator pedal. The present invention relates to a fuel-saving running device for an internal combustion engine vehicle, characterized in that it is equipped with an electric circuit for starting and stopping the vehicle.

Conventionally, in the rotation range that is commonly used in automotive internal combustion engines, efficiency is generally high under high loads, and the fuel consumption rate (g
/ps-h), but the efficiency is low at low loads and the fuel consumption rate (g/ps-h) is poor.

The transmission gear ratio of a car is set to handle a wide range of usage conditions, such as acceleration and climbing uphill, so when driving at a constant speed on a flat road at normal medium to low speeds, the engine uses a low load range. It is necessary to use areas with low efficiency and poor fuel consumption.

The engine also rotates when the boat is disembarking, coasting, and stopped, which means that even when the engine does not need to do any work, it consumes a considerable amount of fuel to keep it running. .

For example, even on a relatively gentle downhill slope where it is possible to fly without using the engine brake, when coasting, or when the car is stopped, the engine rotates with the accelerator fully closed or close to it, depending on the engine displacement. However, in the case of a gasoline engine, it is 10~
50cc/min (0.

61/hour to 31/hour) of fuel was wasted.

Even when driving at a constant speed on a flat road, in the normal vehicle speed range of 100 km/h or less, the load on the engine is generally small, especially at low speeds, and the internal combustion Due to the characteristics of the engine, it had to use an extremely inefficient region, which had the disadvantage of poor fuel efficiency.

An object of the present invention is to overcome the drawbacks of the conventional internal combustion engine vehicle and provide a one-way clutch (freewheel) in the drive train, for example, before or after the transmission.
The structure is such that drive can only be applied from the engine side, and if the driven side has a higher rotation speed, only the driven side can rotate freely, and when the accelerator pedal is released, the engine will stop.
We have installed a system that starts the engine when you press the accelerator pedal, and when you are going downhill, coasting, or stopped, you can stop the engine by releasing the accelerator pedal.
The car saves fuel by using potential energy and kinetic energy to continue driving, and when driving on flat roads, it uses an area with high engine efficiency, that is, a high fuel consumption rate, up to a speed higher than the target speed. Accelerate, release the accelerator pedal to stop the engine, coast to a speed below the target speed, then press the accelerator pedal again to start and accelerate, repeating this process until the average speed becomes the target speed. An object of the present invention is to provide a novel fuel-saving running device for an internal combustion engine vehicle, which makes it possible to save several tens of percent of fuel compared to when running at a constant speed.

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

FIG. 1 shows a detailed example of a drive system constituting a fuel-saving running system for an internal combustion engine vehicle according to the present invention, and FIG. 2 shows a cross section taken along line AA in FIG.

In this example, a one-way clutch is installed between the clutch and the transmission.

It is possible to install the one-way clutch in another position, but if it is installed after the transmission, the driving torque in the low-speed gear will increase, and the capacity of the one-way clutch will have to be increased.

Therefore, in this embodiment, a one-way clutch is provided in front of the transmission.

In Fig. 1, a part of the input shaft 1 forms the outer race 2 of the one-way clutch, but this outer race 2 is not integrated with the input shaft 1, but may be formed separately and then fitted into the input shaft 1. good.

A spline 3 is carved on the outside of the outer race 2, and a spline 5 on the outer periphery of the one-way rotor 4 and a clutch hub 6 are formed.
Can be separated and combined by

The clutch hub 6 is moved by the fork 9 to perform the aforementioned separation and connection.

The input gear shaft 7 is fixed to the one-way rotor 4 by a spline 8.

A clutch roller 10 is pressed against the outer race 2 via a shim 11 by a spring 12.

A bearing 13 is provided interposed between the input shaft 1 and the input gear shaft 7.

FIG. 3 is a circuit diagram of an engine starting circuit constituting the fuel-saving running system for an internal combustion engine vehicle according to the present invention.

An ignition starter switch 15 is provided to detect press and release of the accelerator pedal 14, and an ignition coil 25 is connected to the battery 23 via the switch 15 and an ignition key switch 24.

Further, a starter 22 is connected to the ignition coil 25 in parallel via a normally open contact of a starter relay 16.

The coil of the starter relay 16 is connected to the output side of a comparator 17, and the input side of the comparator 17 receives a voltage signal corresponding to the number of ignition pulses generated by the battery 23 and the ignition coil 25 via the ignition key switch 24. A converter 18 is connected to the converter 18.

The comparator 17 outputs a signal having a voltage substantially equal to the voltage of the battery 23 before starting the engine, and stops outputting a voltage signal after the engine starting is completed.

Further, a water temperature sensor 20 that detects the engine cooling water temperature and turns on when the water temperature is below a predetermined value, and a pressure switch 21 that detects the brake booster pressure and turns on when the pressure is below a predetermined value are provided. 2
0 and the pressure switch 21 are connected in parallel to each other,
It is inserted into a circuit that connects the coil of ignition relay 19 to battery 23.

The normally open contact of the relay 19 is connected in parallel to the ignition starter switch 15.

The operation of this embodiment will be described below.

When the driver first turns on the ignition key switch 24 and depresses the accelerator pedal 14, the ignition starter switch 15 turns on, and at this time, the starter relay 16
Since the contact is on, the starter 22 operates and the engine starts.

When the engine starts, the ignition pulse on the primary side of the ignition coil 25 is converted into a voltage by the converter 18, and this voltage is converted into a voltage by the comparator 17 at a preset rotation speed (set slightly lower than the idling rotation speed). It is detected that the engine has started, and the output voltage of the comparator 17 becomes zero, the contact of the starter relay 16 is turned off, and the starter 22 is stopped.

When the accelerator pedal 14 is released, the ignition starter switch 15 is turned off and the ignition coil 25 is no longer energized, so the engine stops.

However, during warm-up, the water temperature sensor 20 is on, and if the pressure in the brake booster is insufficient, the pressure switch 21 is on, which turns on the contacts of the ignition relay 19, turning on the ignition. Since both ends of the starter switch 15 are short-circuited, the engine does not stop even if the accelerator pedal 14 is released.

Even if the engine is stopped, if the engine temperature or brake booster pressure is in the above state, either the water temperature sensor 20 or the pressure switch 21 is turned on to start the engine.

The output of the engine is determined by the clutch hub 6 being connected to the isoput shaft 1.
When the one-way rotor 4 is not connected to the input gear shaft 7, the clutch roller 10 is sandwiched between the one-way rotor 4 and the outer race 2, and the torque is transferred to the input shaft 1. It is transmitted from the shaft 1 to the one-way clutch outer race 2 to the clutch roller 10 to the one-way rotor 4 to the input gear shaft 7.

When the rotational speed of the input gear shaft 7 is higher than that of the input shaft 1, the clutch roller 10 idles in the gap between the one-way rotor 4 and the outer race 2, so no torque is transmitted.

Further, when the clutch hub 6 connects the input shaft 1 and the one-way rotor 4, the torque is transmitted and reached from the input shaft 1 → spline 3 → clutch hub 6 → one-way rotor 4 → input gear shaft 7. Clutch doesn't work at all.

The one-way clutch according to the present invention has the above-described structure and functions, so that when the driver releases the accelerator pedal when the vehicle is exiting the vehicle or coasting before a traffic light, etc., where engine braking is not particularly required. The engine stops, the one-way clutch is activated, and the car continues to run using the potential energy and kinetic energy it already had.

If the speed decreases too much, simply press the accelerator pedal to rotate the engine and replenish the kinetic energy.

In this case, fuel is saved during the time the engine is stopped.

Without this device, even if the engine is used at its lowest fuel consumption, for example, 10 to 50cc
/min (0-6 to 31/h) of fuel is consumed extra.

Additionally, when the vehicle is stopped, the engine automatically stops when the driver releases the accelerator pedal, saving fuel when the vehicle is idling.

Next, we will discuss the case when driving on a general flat road.

FIG. 4 is an explanatory diagram showing a method of driving an automobile by acceleration and coasting cycles when using the device according to the present invention.

If the planned running speed of the car, that is, the target speed of the car is assumed to be ■, then in Fig. 4, point A will be reached at a speed lower than ■.
Using the efficient region Q of the engine shown in FIG. 5, accelerate from the speed VL shown in FIG. 5 to a speed VU higher than V shown at point B in FIG. By releasing the engine and stopping the engine, coasting to the initial speed VL shown at point C using the one-way clutch, depressing the accelerator pedal again, and repeating this cycle, the fuel consumption of the device according to the present invention is reduced when driving on a flat road. Savings are achieved.

FIG. 5 is a diagram showing the fuel efficiency characteristics of a typical gasoline engine.

In this figure, efficiency is high near full throttle, when the manifold negative pressure is 80 to 150 MHg, although this varies depending on the engine, and the fuel efficiency g/Ps-h is low, and efficiency tends to decrease as the manifold negative pressure increases. becomes.

For example, when driving at a constant speed on a flat road at a typical speed of 100 km/h or less, most cars use a relatively inefficient engine close to region P shown in Figure 5. .

The driving method shown in Figure 4 attempts to improve fuel efficiency by using only the most efficient range of the engine, and the difference in fuel efficiency between the driving method shown in Figure 4 and constant speed driving at speed ■ is calculated by weight. When compared with a car of about 1 ton, fuel efficiency can be improved by about 40 to 50% at an average speed of about 50 km/h, depending on the characteristics of the engine.

An example of estimated fuel efficiency improvement is shown by calculation: total vehicle weight W = 1255 kg, rotating part equivalent weight △ W = 77.5 k
g (one-way clutch ON), △W-39kg (one-way clutch OFF), front projected area A = 1.78
m2, air resistance coefficient cd = 0.4 3 1, rolling resistance coefficient μ, = 0.022, tire effective radius R = 0.28
5m, differential gear ratio εd=4.1, drive system transmission effect, ηd=
If it is 0.95, the relationship between running resistance R and engine torque TE is ■ TE during acceleration・ηd'εd/R−μrW+7CdρA■2
+ (W + △W) d/g (1) ρ: Air density, ■: Vehicle speed w'h, α: Acceleration 1 TE・ηd・εd/R-μ when driving at constant speed , W+7CdρA
■2・・・・・・・・・(2) It becomes .

V=42Km/h, VL=40Km/h, VU=4
Engine performance and running resistance at 5Km/h are 40-45
Considering that it is constant between Km/h, 42.5K
Taking the value in s/h as a representative value and performing an approximate calculation for one cycle in Fig. 4, the engine fuel efficiency when accelerating at 42.5 km/h is approximately 210 g/Ps-h, which is converted to 5. 2 l/h (point N in Figure 6).

The engine fuel efficiency rate when driving at a constant speed of 42.5 km/h is 3
When converted to 30 g/Ps-h, it is 2.5 d/h (point M in Figure 6).

Assuming that the acceleration and deceleration are constant, the traveling distance S and the required time t are expressed as s = (V2U-V2
L)/2(2, t = (VU-VL)/α).

In this case, when accelerating α=0 5 3m/S2, S=3 0
．． 5 m, t = 2.6 2 s deceleration α = 0.2
6 m/S 2t S = 6 2.1 rn ,t =
5.3 4 seconds.

The fuel consumption of 1 cycle is (30 5 + 6 2.1) x 36 00/5.2 x
(2.6 2+5.3 4)×1000=24.4W
6 Average speed is (30.5+62.1) x 3600/(2.62+5.
34)×1000=41.9Km/h=42Km/h4
Fuel consumption when driving at a constant speed of 2km/h is 42/2.5=17
．． It is 2KIn/l.

Therefore, the rate of improvement in fuel efficiency due to the cycle of acceleration and coasting in Figure 4 is (24.4-17.2) x I 00/17.

2=42%.

In the same way (V=47, VL=45, VU=50
), (V=52, VL=50, VU=5 5 ), (
V=57, VL=55, VU=60), (V=4
9, VL=40, VU=60), the fuel efficiency improvement rates are 47, 44, and 44, respectively.
32. It is 40%.

Moreover, when a car using the device according to the present invention actually runs, in addition to improving fuel efficiency by driving on flat roads as in the above calculation, fuel savings are also achieved when exiting the vehicle, coasting, and stopping as described above. It greatly contributes to

However, if this driving power method is to be continued for a long period of time, it must be taken into consideration that the fuel will be consumed in excess of the power consumed by the starter.

As described above, according to the device of the present invention, it is possible to stop the engine and drive the vehicle without releasing the clutch while the vehicle is running, and when the driver releases the accelerator pedal, the engine stops, By providing a switch that starts the engine when stepped on, it is possible to automatically stop the engine when disembarking, coasting, or stopped, thereby saving fuel.

Furthermore, when the car is traveling on a flat road, the engine is accelerated to a speed higher than the desired speed in the efficient range of the engine, the engine is stopped by releasing the accelerator pedal, and the engine is allowed to coast to a speed lower than the desired speed again. By repeatedly depressing the accelerator pedal and accelerating, the driver drives the car so that the average speed reaches the desired speed. It is possible to save fuel by making use of the difference in efficiency during constant speed driving, which is the region where the engine speed is low, and it is also effective in reducing pollution by reducing the amount of exhaust gas emitted.

[Brief explanation of the drawing]

FIG. 1 is a cross-sectional view of an embodiment of a drive system constituting a fuel-saving running device for an internal combustion engine vehicle according to the present invention, FIG. 2 is a cross-sectional view taken along line A and A in FIG. 1, and FIG. FIG. 4 is a circuit diagram of an engine starting circuit constituting the fuel-saving running device for an internal combustion engine vehicle according to the invention, FIG. An explanatory diagram of the fuel efficiency characteristics of general gasoline engines for automobiles,
FIG. 6 is a fuel consumption characteristic curve diagram of a certain gasoline engine. 1: Input shaft, 2: Outer race, 3: Spline, 4: One-way rotor, 5: Spline, 6:
Clutch hub, 7: Input gear shaft, 8: Spline, 9: Fork, 10: Clutch roller, 11:
Shim, 12: Spring, 13: Bearing, 14: Accelerator pedal, 15: Ignition starter switch, 16: Starter relay, 17: Comparator, 18: Converter, 19: Ignition relay, 20: Water temperature sensor, 2
1: Pressure switch, 22: Starter, 23: Battery,
24: Ignition key switch, 25: Ignition coil, 26: Distributor.

Claims (1)

[Claims] 1 In the drive system of an internal combustion engine vehicle, in addition to the conventional clutch, driving force is transmitted only from the engine side, and when the rotation speed of the driven side is higher than the rotation speed of the driving side, only the driven side is free. A rotatable one-way clutch is provided, and an ignition starter switch is provided that detects the press of the accelerator pedal and the release of the press, and when this switch detects the press of the accelerator pedal, power is supplied to the ignition coil and the starter. At the same time,
A pressure switch is provided to detect that the pressure of the brake booster is below a predetermined value, and when this switch detects a pressure below the predetermined value, it applies power to the ignition coil and the starter regardless of the state of the ignition starter switch. A fuel-saving running device for an internal combustion engine vehicle, characterized in that: