JPS5871223A - Car with variable driving power - Google Patents

Abstract

PURPOSE:To improve the practical traveling fuel consumption by selectively operating a plural units of engine according to the load state. CONSTITUTION:In high-load state, a sensor 13 is turned ON, and the electric current from a power source 18 flows through a conductor 14. Therefore, the first clutch 2 between the first engine E1 and the second engine E2 sets th both engines E1 and E2 in the connected state to permit the whole engine to develop the high output power. In the light-load state, the sensor 13 is turned OFF, and in this state, even if a car C1 is allowed to run, the engine E does not operate so far as an accelerating pedal 12 is not stepped-in largely, and the clutch 2 is kept in disconnected state, and only the engine E2 is in operation. Therefore, in light-load state, traveling by only the engine E2 is performed, and the traveling fuel consumption can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a variable power vehicle with improved fuel efficiency when traveling on a road.

Generally, one automobile is equipped with one engine as a power source, and a transmission is used to drive the vehicle according to the load.

Therefore, the engine must be designed to accommodate the maximum payload. This means that when the vehicle is running under a light load, the engine has a higher output than is safe.

This high-output engine has large friction losses and consumes more fuel than necessary.

In particular, for vehicles such as dump trucks and mixer trucks, the load applied to the vehicle on the outbound and return trips is significantly different, and the fuel consumption required to operate the high-output engine is necessary even when driving with a light load without carrying cargo, etc. Improvements in driving fuel efficiency are desired.

The present invention has been made in view of this point, and improves actual road running fuel efficiency by selectively operating a plurality of engines whose algebraic sum of valley outputs corresponds to the maximum onboard load according to the onboard load state. The purpose is to provide a power 0T variable type automobile.

Hereinafter, one embodiment of the present invention will be described based on the drawings.

FIG. 1 shows an outline of the electric power station convertible automobile according to the present invention, and this automobile C1 has two engines E, .
, and each has an output of %A(t's).

These engines E, , E9 are connected to the wheels W and the power transmission system.
The engines are connected in series, and a first clutch 2 is interposed between the first engine E and the second engine E, and a second clutch 4 is interposed between the second engine E and the transmission 5. has been done. Note that 3 is a differential gear box.

This first clutch 2 connects and connects the first engine E8 and the second engine E, and is adapted to perform the disconnection operation by operating the actuator 6. Further, the actuator 6 is connected to a compressed air tank (not shown) or the like through a pipe 7, and is moved forward and backward through the lot using this air pressure.

The first engine E□second engine E is provided with a fuel injection pump 8, which guides fuel from a fuel tank (not shown) to the first engine E1.

In particular, in this embodiment, electromagnetic valves 10 and 11 are provided in the pipe line between the compressed air guiding pipe 7 and the fuel supply pipe 9, and this /? ! The sole/noids 10a and lla of the r solenoid valves 10.11 are electrically connected to a load sensor 13, which is turned on and off by an accelerator pedal 12, through a conductive wire 14.

That is, this accelerator pedal 12 is configured to be interlocked with an actuation link 16 via a rod 15, and this actuation link 16 is connected to a load sensor 13 connected to the lever of the fuel injection pump 8 of the first engine and the second engine. The load state is detected by the movement of this link 16, and when the accelerator pedal is depressed deeply (when a large amount of fuel is required), the load sensor 13 is turned on, and the current from the power source 18 is Solenoids 10a and ila are energized to supply fuel to the first engine and operate the clutch actuator. When the amount of depression of the accelerator pedal is small, this fuel is cut off, the first engine E□ does not operate, and the air pressure is maintained.

The second clutch 4 connected to the second engine/engine E is a conventional one, and is engaged and engaged by the clutch pedal 21 of the automobile C1.

Next, the action will be explained.

Under high load conditions, sensor 13 is turned on and current from power supply 18 flows through conductor 14.

Therefore, current flows through the solenoids 10a and 10a, and the first
Kunnochi 2 connects both engines I'l and E'* so that the entire engine can exert input and output.

When this automatic J4i-CI becomes a light load, the sensor 13
is off, and even if you drive your UilJ car C1 in this state, unless you depress the accelerator pedal 12 significantly, the engine will not operate and the clutch 2 will be disconnected, and the El engine will be turned off. only is working.

This is because the sensor 13 is turned off when the accelerator pedal 12 is pressed down after starting, and the electric power is low.
1 Blood flow from TiAlg is interrupted, solenoid 10
a111a is de-energized, the solenoid valve 10 is closed and the actuator 6 is deactivated, the first clutch 2 is turned off, and -10,000 *
Valve a 10 is also closed to cut off the supply of fuel to the first engine E1.

Therefore, when the load is light, this automobile C1 runs only with engine E, and the running fuel consumption can be reduced.

In the embodiment described above, the output of the first engine E1 is taken out through the crankshaft of the second engine, so it is necessary to strengthen the crankshaft of the second engine. First, if the gold gear box 22 is used to connect to the power transmission thread, this need is eliminated. Note that the m2 diagram is the first
The system diagram for the clutch shown in the figure (Q sustained warpage fuel capping) is omitted, and the same members as those shown in Fig. 1 are given the same reference numerals. The same applies to Figs.

When the automatic speed C1 that has been constructed in this manner carries out the 6-carriage transport, the first clutch 2 and the gears (j, , U
.

The engine rotates the gear G through the second engine E, and generates an output with the second engine E.

On the other hand, when the vehicle is carrying light cargo, the first clutch 2 is disengaged and the output is only from the second engine, improving fuel efficiency as in the previous embodiment.

The example car C6 shown in FIG. 3 has two engines E1.
, )'Jl was configured to operate the front and rear wheels respectively, and when driving with a light load, only one of the engines was used.However, when Akane was driving I Sometimes it is necessary to make the rotation speed of both engines E, , b@ the same, both engines Er,
1), using a governor (not shown) or the like, and is operated by a computer 23 to synchronize them. In this way, the power of the long drive shaft is reduced in addition to the above-mentioned fuel efficiency, and the vehicle can be made lighter.

The automobile C4 of the embodiment shown in FIG. 4 is different from that of the third embodiment in that the first engine E1 for the front wheels and the second engine Es for the short wheels each have an independent power transmission system. However, in this embodiment, both engines are mechanically synchronized instead of being synchronized by a computer.

That is, the gear G4 provided on the drive shaft 24 on the first engine E1 side and the gear G5 provided on the drive shaft 25 on the second engine E side are meshed with the idle gear 06 fixed to both ends of the shaft 26. The rotations of both engines E1 and E are synchronized by the first gear box 27 and the second gear box 28.

Note that the two gear boxes 27, 28 may be integrated with each transmission 5, 5.

In this way, a cheaper product can be obtained than when using the computer 23.

As is clear from the above explanation, according to the present invention, the valley output algebra 41] allows a number of engines corresponding to the maximum onboard load to be selectively operated according to the onboard load state, so Compared to a car that uses only one output engine regardless of the load, the actual driving fuel consumption will be greatly improved (10 to 15%).

Moreover, this selective operation is made to automatically engage and engage the clutch by detecting the load mounted on the vehicle.
No unnecessary operations are required from the driver.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing an embodiment of the present invention, Section 2.3.4
The figures are explanatory views showing other embodiments of the present invention. C,,C,,C,,C4...Car, 2.4.
...Clutch, 6...Actuator,
8...Fuel injection pump, 10.11...
・Solenoid valve, 12... Accelerator pedal, 13...
...Sensor, 23...Computer, 24.
25... Drive shaft, 22.2 28...
...Gear box. 9- Figure 1

Claims (1)

[Claims] A plurality of engines whose algebraic sum of outputs corresponds to the maximum component load, a clutch interposed in a power transmission system connecting these engines and wheels, a clutch actuating member that connects and connects the clutches, and the aforementioned A sensor for detecting engine load, and the sensor and a clutch actuating member are connected to selectively operate the plurality of engines to obtain power in response to the load. Variable power vehicle.