Power plants – System having plural motors or having diverse types of... – Plural motors having supply or control of cooling,...
Patent
1983-03-29
1985-01-15
Cuchlinski, Jr., William A.
Power plants
System having plural motors or having diverse types of...
Plural motors having supply or control of cooling,...
60718, 123 111, F02D 2500, F02B 7300
Patent
active
044931905
DESCRIPTION:
BRIEF SUMMARY
TECHNICAL FIELD
The present invention relates to a cooling system for an engine comprising a plurality of engine units provided on a vehicle, the engine units of which are incorporated under preferable conditions in accordance with driving conditions of the vehicle.
BACKGROUND ART
Generally, the automotive vehicle is driven by a single internal combustion engine, and the cylinder volume of the internal combustion engine is constant during operation. Since low specific fuel consumption of the internal combustion engine is limited within a small range which is decided by engine torque and engine speed, and since the engine for automotive vehicles is operated under wide driving conditions, the fuel consumption characteristics is aggravated. In order to remove such disadvantages, there is provided an internal combustion engine comprising a plurality of engine units, which are incorporated in accordance with driving conditions of the vehicle for effectively generating a power, whereby fuel consumption characteristic may be improved. For example, Japanese patent publication No. 42-26050 discloses an internal combustion engine, in which a pair of engine units are disposed in parallel and powers of both units are transmitted to an output shaft. Each engine unit is controlled in accordance with load on the engine. However, the publication does not disclose a cooling system for such an engine.
DISCLOSURE OF THE INVENTION
The object of the present invention is to provide a cooling system in which water jackets of a primary engine unit are connected to water jackets of an auxiliary engine unit through a thermostat whereby the auxiliary engine unit can be warmed up when the temperature of the coolant exceeds a predetermined value, and at the same time the load on the radiator of the vehicle can be lightened by decreasing of the temperature of the coolant due to the heat absorption of the auxiliary engine.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic perspective view of an engine according to the present invention,
FIG. 2 is a schematic perspective view of a carburetor assembly and a throttle valve operating device;
FIG. 3 is a schematic illustration showing a lubricating system;
FIG. 4 is a schematic illustration showing a cooling system of the present invention;
FIG. 5 is a sectional front view of the engine; and
FIG. 6 is a plan view of the engine shown partly in section.
BEST MODE FOR EMBODYING THE INVENTION
Referring to FIGS. 1 to 6, the engine comprises engine units A and B, a power transmission system X, a throttle valve control system Y, a lubricating system Z, and a cooling system W of the present invention. The engine units A and B comprise a primary engine unit 1 and an auxiliary engine unit 2, and the power transmission system comprises a clutch portion 3, an output shaft portion 4 and a flywheel portion 5. Each of engine units 1 and 2 comprises an independent two-cylinder engine having an independent ignition system. The primary engine unit 1 comprises a pair of pistons 12 connected to a crankshaft 6 by connecting rods 14, and the auxiliary engine unit 2 comprises a pair of pistons 13 connected to a crankshaft 7 by connecting rods 15. A gear 16 is securely mounted on the crankshaft 6. The crankshaft 7 is connected to a shaft 20 through an electromagnetic powder clutch comprising a driving member 18 and driven member 19. A gear 21 secured to the shaft 20 engages with an output gear 17 which engages with the gear 16. An output shaft 22 of the output gear 17 is secured to a flywheel 23 including a clutch which couples the output shaft 22 with an input shaft 24 of a transmission (not shown).
In operation, when a starter is operated, the primary engine unit 1 is started. At that time, since no signal is fed to the electromagnetic powder clutch 3, the clutch 3 is disengaged.
During low engine torque operation, the electromagnetic clutch 3 is disengaged and the fuel consumption is low.
In a high engine torque operation, a control signal is generated to engage the clutch 3. Thus, the auxilia
REFERENCES:
patent: 1974907 (1934-09-01), Worth
patent: 3949556 (1976-04-01), Wallis
patent: 4312304 (1982-01-01), Tyner
Cuchlinski Jr. William A.
Farber Martin A.
Fuji Jukogyo Kabushiki Kaisha
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