JP2002227609A - Hybrid engine and hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid engine and hybrid vehicle having a small size, which are low in cost, having high thermal efficiency, super low specific fuel- consumption and low-pollution. SOLUTION: In this hybrid engine and hybrid vehicle, a rotary steam engine 22 is connected to a rotary heat engine 20 via a clutch 60, a cooling jacket 44 for boiling-cooling generating high pressure steam is set in the rotary heat engine 20, an intake pressure pumping means 67 and an expanding means 66 are built in the rotary steam engine 22, the expanded steam of the expanding means 66 is condensed in a condenser 78 to produce the liquid phase working fluid, the liquid phase working fluid is pressurized into the cooling jacket 44 by the intake pressure pumping means 67, and an intermittent operation of the rotary internal combustion engine 20 according to the operational state of the vehicle 10 by means of a control unit 94 makes to realize the super low specific fuel consumption and super low pollution.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid engine, and more particularly to a hybrid engine including an internal combustion engine and a steam engine and a hybrid vehicle driven by the engine.

[0002]

2. Description of the Related Art Depletion of petroleum resources, air pollution by automobiles, ships and aircraft and global warming have become serious problems, and urgent countermeasures are desired. for that reason,
Research and development of clean next-generation power is active in each country. Project aims to develop ultra-fuel-efficient vehicles in the US
tForNextGenerationVehicle
(PNGV: Public-Private Next-Generation Vehicle Development Cooperation) The project has started, and the development of next-generation vehicles with a driving performance of 80 miles (34 km / liter) per gallon is being strongly promoted.

[0003] US Patent Nos. 3,979,913, 4,
No. 590,766 and No. 5,191,766 propose a hybrid engine in which water is injected into a manifold of an internal combustion engine to generate steam, thereby driving a steam turbine to obtain secondary power. Have been. In these engines, only the exhaust heat energy of the engine is recovered, but this method cannot improve the thermal efficiency of the engine to a sufficient level. In the above engine, further, the steam turbine is directly connected to the crankshaft of the internal combustion engine, but the steam turbine originally exhibits the maximum efficiency at the time of high-speed rotation, and is directly connected to the one that rotates at a low speed like the crankshaft. In this case, the energy of the working fluid cannot be efficiently recovered.

[0004] US Patent No. 4,031,705 discloses a hybrid in which both a cooling system for an internal combustion engine and exhaust heat energy of an exhaust system are recovered to generate steam from freons, thereby driving the steam engine. Engines have been proposed. First, in this engine, since the vapor pressure of freon is extremely low, exhaust heat energy of the internal combustion engine cannot be effectively recovered. Second, in this engine, the parallel heat exchangers are arranged to mix the steam generated in each heat exchanger.However, the temperature of the refrigerant in the internal combustion engine is extremely lower than the exhaust gas temperature, and therefore, both heat exchangers are used. When the steam from the exchangers is merged, the steam pressure is significantly reduced, and the output efficiency of the steam engine is reduced.

In order to solve the above-mentioned drawbacks, US Pat. No. 4,393,656 discloses a first closed circuit for generating first steam by an exhaust heat recovery heat exchanger for exhaust gas, and a refrigerant exhaust for an internal combustion engine. A second closed circuit that generates a second steam by a heat recovery heat exchanger is provided, and a plurality of vane-type expanders are connected to an output shaft of the internal combustion engine and driven by the first and second steams, respectively. A hybrid engine has been proposed. In this hybrid engine, a plurality of condensers, a plurality of pressurizing pumps, and a plurality of pipes are required in correspondence with a plurality of expanders. Will be high. Moreover, the first steam is 48 bar (700 psia) at 260 ° C. (500 F), and the second steam is 12 bar.
Since the pressure of the cooling water at 0 ° C. is 10 bar (150 psia) and the vapor pressure is low, it is difficult to efficiently collect the exhaust heat energy of the internal combustion engine.

[0006] US Patent No. 5,327,987 discloses that an exhaust gas heat exchanger heats a refrigerant of an internal combustion engine, thereby heating a working fluid to generate steam and driving a screw type or piston type expander. There has been proposed a hybrid vehicle that generates electricity by using a hybrid vehicle. In this hybrid vehicle, freon or alternative freon has been proposed as a working fluid for the expander, but these working fluids have poor exhaust heat recovery efficiency, and therefore, the output of the expander is extremely low. Moreover, the expander proposed in the embodiment of this patent is extremely inefficient, and cannot effectively improve the thermal efficiency of the internal combustion engine.

[0007]

Of the total amount of heat generated in the internal combustion engine, about 30% becomes power output, and about 30% of heat energy is released from the cooling system including the cooling jacket and the radiator, and about 30% Thermal energy is released from the exhaust system and the remaining 10% is consumed for driving fans, alternators, transmissions and other accessories. As described above, the exhaust heat energy of the cooling system and the exhaust system of the internal combustion engine has reached as much as 60% of the total heat, but the conventional hybrid engine and hybrid vehicle cannot effectively recover such large exhaust heat energy. could not. Moreover, the conventional hybrid engine has a complicated structure, is large, and has poor energy recovery efficiency.
Practical application was difficult.

It is an object of the present invention to provide a compact, high-performance, compact, low-cost hybrid engine and a hybrid vehicle which enables ultra-low fuel consumption and ultra-low pollution.

Another object of the present invention is to provide a hybrid vehicle which can achieve a running performance of 50 to 100 km per liter of fuel.

[0010]

SUMMARY OF THE INVENTION In a hybrid engine and a hybrid vehicle according to the present invention, a rotary steam engine is connected to an internal combustion engine having a cooling jacket capable of boiling cooling. The rotary steam engine is provided with a pressurizing pump means for supplying a low-boiling working fluid as a refrigerant to a cooling jacket under pressure and an expanding means for expanding high-pressure steam. A condenser is connected to the expansion means, and the expansion steam is condensed to generate a liquid-phase working fluid. The condenser is connected to a pressurized pump means whereby working fluid is supplied to the cooling jacket under pressure. A regenerative heat recovery evaporator is connected to the exhaust system of the internal combustion engine, whereby the high-pressure steam in the cooling jacket is further heated and supplied to the expansion means.

[0011]

According to the hybrid engine and the hybrid vehicle of the present invention, a low-boiling liquid-phase working fluid is pressurized and supplied to the cooling jacket of the internal combustion engine by the pressurizing pump means of the rotary steam engine, and the working fluid in the cooling jacket boils. In addition to cooling the internal combustion engine by cooling, high-pressure steam is generated, and the high-pressure steam is further heated by the heat storage type waste heat recovery evaporator of the internal combustion engine to generate high-pressure steam, and the high-pressure steam is expanded by expansion means of the rotary steam engine. By doing so, the exhaust heat recovery efficiency of the internal combustion engine is improved.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a hybrid engine and a hybrid vehicle according to a preferred embodiment of the present invention will be described with reference to the drawings. In FIG. 1, a hybrid vehicle 10 includes a power system 14 mounted on a vehicle body 12 and a differential gear 16
And a propulsion device 18 driven via the The power system 14 includes a hybrid engine 24 including an internal combustion engine including a rotary heat engine 20 and a rotary steam engine 22.
Is provided. The rotary heat engine 20 includes an air filter 26 for intake air, a fuel supply system 34 including a fuel pump 32 connected to a fuel tank 30 via a fuel cutoff valve 28, a regenerative heat recovery evaporator 36, and a DPF 38. An exhaust system 40 is provided. The rotary heat engine 20 includes a cooling jacket 4 for boiling cooling formed in an engine housing 42.
4 is provided. The rotary heat engine 20 includes a first working chamber 50 including a suction compression chamber 46 and an expansion and exhaust chamber 48 communicating with the air filter 26, and a high-pressure chamber 52 formed adjacent to the first working chamber 50. Is periodically supplied with fuel F and compressed air AC, and is ignited to generate high-sound, high-pressure combustion gas. The combustion gas is expanded in the expansion exhaust chamber 48 to generate primary power on the output shaft 54. The exhaust gas E is supplied to a heat storage body 36a made of ceramic balls of the heat storage type exhaust heat recovery and evaporator 36, where the exhaust heat energy is stored.

The rotary steam engine 22 is a rotary heat engine 2
And a second rotor shaft 58 arranged concentrically with respect to the first rotor shaft 56 of the clutch 6 between the rotor shafts.
0 is placed. The clutch 60 is connected to a hydraulic pump via a hydraulic on-off valve 62. When the hydraulic on-off valve 62 is opened, high-pressure oil pressure is supplied to the clutch 60, and the first and second rotor shafts 56, 58 are connected. When the hydraulic open / close valve 62 is closed, the clutch 60 is released, and the first and second rotor shafts 56, 58 are separated from each other. The rotary steam engine 22 has a second working chamber 67 including a pressurizing pump means 64 and an expansion means 66 built in the engine housing 42.
And a high-pressure steam chamber 6 formed adjacent to the second working chamber 67.
8 is provided. The rotary steam engine 22 has a preheating jacket 70 for preheating the liquid-phase working fluid pressurized by the pressurizing pump means 64. The discharge side of the preheating jacket 70 is connected to the cooling jacket 44 of the rotary heat engine 20 and converted into high-pressure steam S. Connect to 68. Heat storage type waste heat recovery evaporator 36
An accumulator 74 is connected between the pressure regulator 72 and the pressure regulating valve 72, and high-pressure steam Sh is stored therein. The input side of the pressure regulating valve 72 is connected to the cooling jacket 44 via a safety valve 73 so that the abnormal pressure of the high-pressure steam is released to the cooling jacket 44. The high-pressure steam flowing into the high-pressure steam chamber 68 is periodically supplied to the expansion means 66 as described later. The expansion means 66 expands the high-pressure steam to generate secondary power on the second rotor shaft 58. The expanded steam is supplied to a fan 7 driven by a motor 76 disposed at the front of the vehicle body 12.
It is condensed and liquefied in a condenser 78 composed of a radiator cooled in 6a. The liquid-phase working fluid LF is stored in a liquid storage tank 80, and a part thereof is sucked and pressurized by the pressurizing pump means 64 of the rotary steam engine 22, and the same cycle is sequentially repeated. , A flywheel 82 on the second rotor shaft 58.
Are connected to accumulate the rotational energy of the primary power and the secondary power and the regenerative energy when the vehicle 10 is decelerated.

In FIG. 1, the power system 14 further includes a manual operator 86 for outputting operation command signals for idling, low speed running and acceleration running (peak power demand), a brake pedal 88 for outputting a brake signal at the time of braking. , A temperature sensor 90 for detecting the heat storage temperature of the heat storage type exhaust heat recovery evaporator 36 and outputting a temperature signal
, An input device 92, and a control unit 94 that controls the fuel cutoff valve 28, the pressure regulating valve 72, the hydraulic open / close valve 62, and the preheating plug in response to these input signals.

The low-boiling working fluid employed in the hybrid engine 24 of the present invention comprises an organic mixed solution consisting of 70% by weight of ethyl ether, 15% by weight of methanol and 15% by weight of water. This mixed solution is about 5
It has a boiling point of 0 ° C, 100 ° C, 140 ° C, 180 ° C,
10 bar, 2 at 20 ° C, 260 ° C and 280 ° C respectively
3 bar, 48 bar, 88 bar, 120 bar, 1
Generates 40 bar high pressure steam. More preferably, the low boiling working fluid is 5-25% by weight ammonia and 7% by weight.
An organic mixed solution of methanol consisting of 5-95% by weight of methanol, particularly mixed with 12% by weight of ammonia is preferred. This working fluid has a melting point of -85 ° C and a boiling point of 50 ° C.
At 100 ° C, 140 ° C, 180 ° C, 220 ° C, 260
12 bar, 26 bar, 11 at 280 ° C.
It becomes high-pressure steam of 3 bar, 260 bar and 500 bar, and the exhaust heat recovery efficiency at low temperatures is extremely high.

FIGS. 2 to 5 show a specific structure of the hybrid engine 24. FIG. The hybrid engine 24 includes first and second rotor housings 100 and 101 concentrically connected by bolts, and a front side housing 103.
And an engine housing 42 having an intermediate side housing 105 and a rear side housing 107. In FIG. 5, the first rotor housing 100 has sliding grooves 102 and 104 formed at positions symmetrical with respect to the center line of the first rotor shaft 56, and partition members slidable in the radial direction respectively therein. 106 and 108 are stored. The partition member 106 includes an outer slide 106a,
Inner slide 106b, springs 106c, 106d
, A rolling roller 106e rotatably supported by the inner slide 106b, and oil passage holes 106f, 106g.
With. Further, the first rotor housing 100 is provided with the suction compression chamber 4 defined by the partition members 106 and 108.
6 and a first working chamber 50 having an expansion / exhaust chamber 48, and an inlet 110 and an outlet 112 formed on both sides of the partition member 106. The intake port 110 is located in the suction compression chamber 4
6 is opened near the bottom dead center, and the exhaust port 112 is
8 Open near the bottom dead center. Near the top dead center of the suction compression chamber 46, that is, adjacent to the partition member 108,
The first rotor housing 100 has a compressed air outlet groove 114, and further has a combustion gas introduction groove 116 near the top dead center of the expansion and exhaust chamber 48, that is, adjacent to the partition member 106.
Is provided. The cooling jacket 44 includes a plurality of fins 44 a formed at appropriate intervals so as to extend in the axial direction on the outer periphery of the first working chamber 50, communication holes 44 b formed alternately in the fins 44 a, and a preheating jacket for the rotary steam engine 22. And a high-pressure steam outlet port 4
4d, and an arc-shaped communication groove member 44e arranged on the side of the partition member 106.

In FIG. 5, a first rotary piston 120 connected to a first rotor shaft 56 is provided in a first working chamber 50.
Is rotatably stored. First rotary piston 120
Is a small-diameter portion 120a constituting a central portion and a large-diameter portion 120b
With. The large-diameter portion 120b is slightly smaller than the radius of the working chamber 50 and has a valve head 122 formed of an arc surface extending in the range of the acute angle α, and a curved surface portion 124 having the acute angle β.
With. The valve head 122 opens and closes the intake port 110, the compressed air outlet groove 114, the combustion gas introduction groove 116, and the exhaust port 112 while moving inside the first working chamber 50, and performs the function of a valve. The curved portion 124 is the valve head 12
2 has a function of compressing the intake air and expanding and exhausting the combustion gas. As described above, the first rotary piston 120 performs the expansion / exhaust step and the suction / compression step simultaneously, and achieves two output steps during one rotation of the first rotor shaft 56, thereby generating a high output.

2 to 4, a circular high-pressure chamber 13 is provided in a rear side housing 107 adjacent to the first working chamber 50.
0 is formed, and the high pressure chamber 130 is provided in the second rear side housing 132 mounted on the first rear side housing 107.
Sealed. A first timing rotor 134 is connected to the first rotor shaft 56 concentrically with the first rotary piston 120 and is rotatably housed in the high-pressure chamber 130. The first timing rotor 134 has a seal 136 that contacts the radial surface of the high pressure chamber 130. FIG. 3 to FIG.
As is clear, the high-pressure chamber 130 communicates with the compressed air outlet groove 114 and the combustion gas introduction groove 116 of the first working chamber 50.

The first timing rotor 134 has a pair of symmetrical arc-shaped valve portions 136 for periodically opening and closing the compressed air outlet groove 114 and the combustion gas inlet groove 116, and a pair of main valves formed therebetween. An annular ring 137 having a combustion chamber 138 and a cavity 139 are provided. The main combustion chamber 138 has a front edge 122 a for introducing compressed air in communication with the compressed air outlet groove 114 just before the top dead center of the first rotary piston 120, and a first rotary piston 120.
Has a combustion gas discharge groove 138b for supplying the combustion gas to the combustion gas supply groove 116 at a time when the top dead center is slightly passed. In the rear side housing 107, a small hole 133 communicating with the high pressure chamber 52 near the top dead center of the first timing rotor 134 and a sub-combustion chamber including a spiral chamber 135 are formed. Swirling chamber 135 is 70% of total compression volume
When the leading edge 138 a of the main combustion chamber 138 of the timing rotor 134 passes through the small hole 133, the compressed air in the main combustion chamber 138 spirally flows into the spiral chamber 135. During the compression process, the trailing edge 122a of the piston head of the first rotary piston 120 is
The fuel F is injected from the fuel injection valve 140 into the air in the spiral chamber 135 at the time when the fuel F has passed through 06e. At this time, a part of the fuel is burned, and the high-temperature gas is discharged together with the fuel into the small holes 13.
3 blows out to the main combustion chamber 138, where it is mixed with fresh air to perform complete combustion. Therefore, the exhaust gas becomes clean. The high-temperature and high-pressure gas in the main combustion chamber 138 is
8b, the air is supplied from the combustion gas introduction groove 116 to the space between the rolling roller 106e of the expansion / exhaust chamber 48 and the rear edge 122a of the first rotary piston 120.
To generate primary power on the first rotor shaft 56.
In order to improve the start-up of the rotary heat engine 20, a preheating plug 14 for electrically heating the nichrome wire is provided in the swirl chamber 135.
1 is provided to preheat the intake air before starting. As apparent from FIGS. 3 to 5, the combustion gas introduction groove 116 extends in the rotation direction of the first rotary piston 120 at a predetermined rotation angle, and the combustion gas is supplied to the expansion exhaust chamber 48 within the rotation angle range. Designed to be supplied inside.

Returning to FIG. 2, a cylindrical oil reservoir 150 is connected to a rear portion of the engine housing 42 via a second rear side housing 132, and a lubricating oil / cooling oil 152 is stored therein. Oil 152 is cooled externally via port 154 or is replaced with a new one. The oil 152 reduces the expansion and wear of the metal by lubricating and cooling the stationary parts, bearings and seals of each part of the rotary heat engine 20 and the rotary steam engine 22. For this reason, the engine housing and the rotary piston can be made of an aluminum alloy, which has the effect of reducing the moment of inertia of the piston and improving the acceleration and deceleration of each engine. The first rotor shaft 56 has a main oil passage 56a and a plurality of radially extending oil spray holes 56b, 56c, 56d, 56.
e, 56f, and are rotatably supported by bearings 156, 158, 160, 162 supported by the rotary steam engine 22, the intermediate side housing 105, the second rear side housing 132, and the oil reservoir 150, respectively. The first rotor shaft 56 extends into the oil sump 150 and drives the first gear 156 with a first extension 56g and the fuel injection pump 3 mounted on the outer wall of the oil sump 150.
2 is provided with a second extension 56h for driving the second extension. The first gear 156 drives the first and second oil pumps 164, 166 via the second gear 158. First oil pump 16
4 is a pipe 164a and an intermediate side housing 105
Is supplied to the clutch 60 through the oil hole 105a. In the second oil pump 166, a coolant 152 is supplied under pressure to an oil chamber 103b formed on the outer periphery of the second rotor shaft 58 via a pipe 166a and an oil hole 103a of the front side housing 103.
Similarly, the second rotor shaft 58 has a main oil passage 58a extending in the axial direction, an oil inlet 58b for introducing the coolant flowing into the oil chamber 103b,
An oil spray hole 58c for injecting coolant is provided on the front side of the clutch 60. Oil reservoir 150
A rotation angle sensor 168 is mounted on the second rear side housing 132 in proximity to the outer periphery of the first gear 156, and detects the rotation angle of the first rotor shaft 56 to allow the control unit 94 to control the rotation of the first rotary piston 120. A rotation angle signal corresponding to the rotation angle is output.

2 and 6, the rotary steam engine 2
The second rotor housing 101 has a slide groove 2 formed at a position opposite to the center line of the second rotor shaft 58.
00, 202, in which partition members 204, 206 slidable in the radial direction, respectively, are stored. The partition member 204 includes an outer slide 204a, an inner slide 204b, springs 204c and 204d, rolling rollers 204e rotatably supported by the inner slide 204b, and oil passage holes 204f and 204g. Similarly, the partition member 206 is connected to the outer slide 204a.
, Inner slide 206b, springs 206c, 20
6d, rolling rollers 206e supported by an inner slide 206b, and oil passage holes 206f, 206g.

As is clear from FIGS. 2, 6, and 7, the second rotor housing 101 includes partition members 204 and 206.
Pressurization chamber 208 and expansion / exhaust chamber 2 partitioned by
10, a suction port 214 formed near the bottom dead center of the second working chamber 67 adjacent to the partition member 204, and a second working chamber 67 adjacent to the partition member 206.
The second working chamber 67 has a discharge port 216 and a steam introduction groove 218 formed near the top dead center, and an exhaust port 220 formed near the bottom dead center of the second working chamber 67. The discharge port 216 is the ball valve 22
The liquid-phase working fluid 230 pressurized in the suction pressurizing chamber 208 is discharged into the preheating jacket 70 of the second rotor housing 101 via a check valve 228 including a spring 2, a spring 224, and a spring adjusting nut 226. The preheating jacket 70 includes a plurality of radial fins 70 a formed at intervals in a circumferential direction in the second rotor housing 101 and a communication port 70.
b and the cooling jacket 4 of the first rotor housing 100
4, a communication port 70c communicating with the communication port 44c and the high-pressure steam outlet port 44d, and an arc-shaped communication groove 70d arranged on the side of the partition member 106. After the working fluid is preheated, the cooling jacket 44 is pressurized. Feed to

As shown in FIG. 6, the second rotary piston 2 connected to the second rotor shaft 58 is provided in the second working chamber 67.
40 are stored. The second rotary piston 240 is, like the first rotary piston 120 described above, a small-diameter portion 24.
0a and a large diameter portion 240b. The large-diameter portion 240b has an arc-shaped piston head 242 having a radius slightly smaller than the radius of the second operation chamber 67, and a piston head 242.
And a curved surface portion 244 extending from the to the small diameter portion 240a. Like the first rotary piston 120, the piston head 242 extends to about 50% of the outer circumference of the large-diameter portion 240b, and has a suction port 214, a discharge port 216, and a high-pressure steam introduction groove 21.
8 and a valve function to open and close the exhaust port 220 periodically. The second rotary piston 240 includes two probes 240b and generates two times of secondary power during one rotation of the second rotor shaft 58.

2 and 7, a side disk 246 is fixedly supported in the intermediate side housing 105 adjacent to the second working chamber 67, and a front surface thereof constitutes a part of the second working chamber 212. Bearings 248, 2 for supporting the second rotor shaft 58 are provided on the rear surface of the side disk 246 and the front side housing 103, respectively.
50 are supported. A seal holder 254 for holding a seal 252 is screwed into the front side housing 103.

A high-pressure steam chamber 68 having a diameter larger than that of the second working chamber 67 is formed in the intermediate side housing 105 adjacent to the side disk 246, in which the second timing rotor 262 rotates. Stored as possible. The high-pressure steam chamber 68 communicates with the steam introduction groove 218 of the second working chamber 67. The steam introduction groove 218 communicates with a steam introduction inlet 262 extending in a radial direction. In the inlet 262, a servo motor 264 and a pressure regulating valve 72 composed of a needle valve 266 driven by the servo motor 264 are arranged, whereby the inflow amount of high-pressure steam per unit time is adjusted. A steam inlet 268 and a communication passage 270 are provided adjacent to the inlet 262.
Are formed in the intermediate side housing 105. The steam inlet 268 communicates with the heat storage type exhaust heat recovery evaporator 36 and the accumulator 74, and the high-pressure steam Sh is introduced. A through hole 272 is formed adjacent to the steam inlet 268, and the preheating jacket 70 of the second rotor housing 101 is formed.
The communication port 70c of the first rotor housing 100 communicates with the communication hole 44c of the cooling jacket 44 of the first rotor housing 100.

Referring to FIGS. 2 and 7, the second timing rotor 262 has a pair of arc-shaped steam supply chambers symmetrically arranged to periodically communicate with the inlet 262 to supply high-pressure steam to the steam introduction groove 218. 274 and a disk formed of a pair of arc-shaped valve portions 276 formed at these ends. The steam supply chamber 274 has a trailing edge 242 a of the piston head 242 of the second rotary piston 240.
When the roller passes the rolling roller 206e of the partition member 206, the partition member 206 and the rear edge 2 of the piston head 242
A leading edge 274a for starting the introduction of the high-pressure steam into the minute space between the high-pressure steam and the rear edge 274b for blocking the introduction of the high-pressure steam. As shown in FIGS. 6 and 7, when the trailing edge 242a of the second rotary piston 240 passes through the rolling roller 206e, high-pressure steam of up to about 50 bar is introduced into the expansion / exhaust chamber 210, and the second rotary piston 240 240 generates a strong secondary power on the second rotor shaft 58. As is clear from FIG. 7, the steam introduction chamber 2
Since 74 has a large opening (Open) rate of about 100 degrees, a long time is required for generating torque to the second rotary piston 240, and high output of the rotary steam engine 22 can be realized.

Returning to FIG. 2, the second timing rotor 24
8 is a clutch engaging portion 28 which constitutes a part of the clutch 60.
0 is provided. The clutch 60 has a clutch disk 282 formed of a plurality of salad springs having an outer periphery housed in the clutch engagement portion 280 and an inner periphery concentric with the second rotor shaft 58.
And a hydraulic cylinder chamber 284 formed in the intermediate side housing 105 and communicating with the oil hole 105 a via the hydraulic on-off valve 62 (FIG. 1), and a piston 286 for operating the clutch disk 282. Oil hole 1
When the hydraulic pressure is not supplied to the piston 05a, the piston 286
Is stopped at the disengaged position by the spring action of the clutch disk 282, and the second rotor shaft 58 is separated from the first rotor shaft 56. When hydraulic pressure is supplied into the hydraulic cylinder chamber 248 from the oil hole 105a, the piston 286 presses the clutch disk 282 in the axial direction. At this time, the inner wall and the outer wall of the clutch disk 282 are engaged with the first rotor shaft 56 and the clutch engagement portion 280, respectively, so that the clutch 60 is engaged.

FIG. 8 shows a specific circuit example of the control unit 94 of FIG. 8, a control unit 94 includes a power supply 300 such as a battery and a key switch 3.
02, input device 92, input interface 306, R
An AM 308, a CPU 310, a ROM 312, an output interface 314, and a proportional controller 316 are provided. The input device 304 is provided with a rotation angle signal corresponding to the fuel injection timing of the rotary heat engine 20 and temperature signals T1 and T of a heat storage temperature of 130 to 280 ° C. of the heat storage type exhaust heat recovery and evaporator 36 (FIG. 1).
2 and the reference data of each operation command signal described above via the input interface 306 in the RAM.
Input to 308. A temperature signal of the temperature sensor 90 (FIG. 1) and a rotation angle signal of the rotation angle sensor 168 are converted into an operation command signal of the new operator 86 and a brake pedal 88.
The brake signal of C through the input interface 306
It is supplied to the PU 310. Transistors TR1, TR2, and TR3 for driving relays RL1, RL2, and RL3, respectively, are connected to the output interface 314.
L1 connects the fan motor 76 and the starter motor 322 connected to the first rotor shaft 56 of the rotary heat engine 20 to the control power supply 320 of the control circuit 318. Relay RL
2 and RL3 connect the hydraulic on-off valve 62, the preheating plug 141, and the fuel cutoff valve 28 to the control power supply 320, respectively. The output interface 314 proportionally controls the servomotor of the pressure regulating valve 72 via a proportional-integral type proportional controller 316.

In FIG. 1, FIG. 3, FIG. 4, and FIG.
When the key switch 302 is turned on, the output interface 314 turns on the transistors TR1 and TR2, and the fan motor 7 via the relays RL1 and RL2, respectively.
6. Turn on the starter motor 322, the hydraulic open / close valve 62, and the preheating plug 141. At this time, the rotary heat engine 20
The first rotary piston 120 compresses the intake air sucked from the air filter 26, and the first rotary piston 12
When the main combustion chamber 138 of the first timing rotor 134 communicates with the compressed air outlet groove 114 of the first working chamber 46 near the top dead center of 0, compressed air is introduced into the main combustion chamber 138 and the spiral chamber 135. . The first rotary piston 120 is in the position shown in FIG.
0 of the valve head 122 is the partition member 1
At the time when the value reaches 06, the valve section 136 of the first timing rotor 134 cuts off the communication with the suction compression chamber 46. First rotary piston 120 and first timing rotor 1
The rotation angle of 34 is detected by the rotation angle sensor 168, and the output signal R is supplied to the CPU 310 via the input interface 306, where it is compared with the rotation angle reference data supplied from the RAM 308. CPU31
0, the transistor TR2 is turned on by the output interface 314 each time the rotation angle signal matches the reference data, that is, when the first timing rotor 134 comes to the position of FIG. 4, and the fuel cutoff valve 28 is turned on by the relay RL2. Open to inject fuel into swirl chamber 135. At this time, a part of the fuel ignites and burns to increase the pressure, and the high-temperature gas is ejected to the main combustion chamber 138 together with the fuel,
There, it mixes with fresh air and burns completely. This high-pressure gas has an average of 60-80 bar and is jetted into the expansion / exhaust chamber 48 of the first working chamber 50 to be turned into the first rotary piston 120.
Is rotated to generate primary power on the first rotary shaft 56. The exhaust gas E is exhausted from the DPF 38 through the exhaust port 112 via the regenerative heat recovery evaporator 36. On the other hand, the working fluid in the cooling jacket 44 of the rotary heat engine 20 cools the first rotor housing 100 by boiling cooling, and at the same time, the high-pressure steam is further heated by the regenerative exhaust heat recovery evaporator 36, and is rotary-controlled through the pressure regulating valve 72. The high-pressure steam chamber 68 of the steam engine 22 is supplied. The high-pressure steam in the high-pressure steam chamber 68 is periodically supplied into the expansion steam chamber 210 via the timing rotor 262, and the second rotary piston 240 generates a high output twice per rotation of the second rotor shaft 58. . At this time, the pressure of the high-pressure steam is 50
In order to reach 0 bar, the output of the rotary steam engine 22 reaches 6 to 10 times that of the rotary heat engine 20. The output of the hybrid engine 14 is stored in the flywheel 82, shifted to a desired speed by the transmission 84, and transmitted to the propulsion device 18.

In the above cycle, when the heat storage temperature of the heat storage type exhaust heat recovery and evaporator 36 rises from T0 to T2,
8, the CPU 310 compares the temperature signal from the temperature sensor 90 with the reference data, and when they match, the transistor T via the output interface 314.
Turn off R2 and TR3. At this time, the relay RL2,
RL3 turns off the hydraulic open / close valve 62, the preheating plug 141, and the fuel cutoff valve 28. As a result, the rotary heat engine 20 is turned off, and the clutch 60 is turned off. In this state, the working fluid is supplied to the rotary steam engine 2.
After being pressurized at 2 and preheated by the preheating jacket 70 and the cooling jacket 44 of the rotary heat engine 20, the heat is converted into high-pressure steam by the regenerative heat recovery and evaporator 36. Part of the high-pressure steam is accumulated in the accumulator 74 and is supplied to the rotary steam engine 22. Next, at time t2, when the temperature of the regenerative heat recovery evaporator 36 decreases from T2 to T1, the output interface 314 sets the transistor TR
1. Turn on TR2 and TR3 to restart the rotary heat engine 20. As described above, the rotary heat engine 20 can perform the intermittent operation, and can significantly reduce fuel consumption and reduce pollution.

Next, when the rotary heat engine 20 is off,
When the manual operator 86 of the vehicle 10 is operated by a certain amount or more, the peak demand signal is input to the input interface 3.
06, and the control unit 94
The transistors TR1, TR2, TR3 are turned on via the output interface 10 and the output interface 314. At this time,
Both the rotary heat engine 20 and the rotary steam engine 22 are driven, and the maximum output is supplied to the output shaft 54. During idling and running at low speed, the rotary heat engine 20 and the clutch 60 are turned off by the output interface 314, and the propulsion device 18 is driven by the rotary steam engine 22 and the flywheel 82. Next, when the brake pedal 88 is depressed during traveling of the vehicle, the transistor TR2 is turned on by the output interface 314, and the transistors TR1 and TR2 are turned off. At this time, the fan motor 76, the starter motor 322, the fuel cutoff valve 28, and the preheating plug 141 are turned off. On the other hand, the hydraulic on-off valve 62 is turned on, and the clutch 60
Is fastened, the first and second rotor shafts 56, 58 are connected, and the engine brake is effective.

In the above embodiment, the rotary heat engine 20
And the rotary steam engine 22 are each described as consisting of a single-stage engine, but each of these engines
A multi-stage structure may be used. Although the rotary steam engine has been described as including a double valve head rotary piston, the rotary piston may be modified to have a single valve head. Further, in the rotary steam engine, the suction pressurizing chamber and the expansion / exhaust chamber may be independently formed in the second rotor housing, and may be modified so as to house the independent rotary piston therein. Further, the rotary heat engine 20 has been described as a diesel engine, but has a structure in which a carburetor is connected to an intake port to supply a mixture of fuel and air to a suction compression chamber,
Instead of the fuel injection valve, a spark plug may be arranged in the volute to form a gasoline engine. Further, the rotary heat engine and the rotary steam engine may be Wankel-type engines or vane-type rotary engines.

As is clear from the above, according to the present invention, a breakthrough occurs in the thermal efficiency of the engine with an extremely simple structure, and the engine has high reliability, low cost, ultra low fuel consumption and ultra low pollution. The hybrid engine and the hybrid vehicle that achieve the above can be realized, and significant contribution to global environmental measures can be expected.

[Brief description of the drawings]

FIG. 1 shows a schematic diagram of a hybrid vehicle incorporating a hybrid engine according to a preferred embodiment of the present invention.

FIG. 2 shows a partial cross-sectional view of the hybrid engine of FIG.

FIG. 3 is a sectional view taken along line III-III in FIG. 2;

FIG. 4 is a sectional view taken along line IV-IV in FIG. 2;

FIG. 5 is a sectional view taken along line VV of FIG. 2;

FIG. 6 is a sectional view taken along line VI-VI of FIG. 2;

FIG. 7 is a sectional view taken along line VII-VII of FIG. 2;

FIG. 8 shows a block diagram of the control unit of FIG. 1;

FIG. 9 shows a relationship between heat storage temperature and time of a heat storage type exhaust heat recovery evaporator.

[Explanation of symbols]

Reference Signs List 10 hybrid vehicle, 12 vehicle body, 14 power system, 18 propulsion device, 20 rotary heat engine, 2
2 rotary steam engine, 24 hybrid engine,
26 air filter, 28 fuel cutoff valve, 30 fuel tank, 32 fuel injection pump, 34 fuel supply system, 36
Heat storage type exhaust heat recovery evaporator, 40 exhaust system, 42 engine housing, 44 cooling jacket, 60 clutch, 62 hydraulic open / close valve, 72 pressure regulating valve, 73 safety valve,
80 storage tank, 82 flywheel, 84 transmission, 86 manual operator, 88
Brake pedal, 90 temperature sensor, 92 input device,
94 control unit, 300 power supply, 306
Input interface, 314 output interface, 3
16 Proportional controller

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (reference) F01K 25/06 F01K 25/06 F01L 7/06 F01L 7/06 Z F01N 5/02 F01N 5/02 E F F01P 3 / 22 F01P 3/22 CE F02B 23/10 F02B 23/10 A U 53/00 53/00 N 53/06 53/06 Z 55/02 55/02 C 55/10 55/10 Z 55/14 55 / 14 D F02G 5/02 F02G 5/02 B

Claims (30)

[Claims] 1. An internal combustion engine having an engine housing having a cooling jacket for generating high-pressure steam by boiling cooling of a low-boiling working fluid, and generating primary power on an output shaft by combustion of fuel and air; A rotary steam engine that generates secondary power on the output shaft by expanding the rotary shaft, and a condenser that generates a liquid-phase working fluid by condensing the expanded steam.
The rotary steam engine includes a pressurizing pump means and an expansion means housed in an engine housing, the pressurizing pump means supplies a liquid-phase working fluid under pressure to a cooling jacket of the internal combustion engine, and the expansion means serves as a cooling jacket. A hybrid engine that expands high-pressure steam. 2. The system according to claim 1, wherein the engine housing includes first and second rotor housings concentrically connected, the first rotor housing includes a cooling jacket, and the internal combustion engine is housed in the first rotor housing. A rotary heat engine having a first rotary piston, wherein the rotary steam engine is housed in a second rotor housing and includes a second rotary piston constituting a pressure pump means and an expansion means, and the output shaft is first, A hybrid engine including first and second rotor shafts respectively connected to a second rotary piston. 3. The hybrid engine according to claim 1, wherein the low-boiling working fluid comprises an organic mixed solution containing alcohol and at least one compound selected from the group consisting of ammonia and water. 4. The internal combustion engine according to claim 1, further comprising a heat storage type exhaust heat recovery evaporator connected to an exhaust system of the internal combustion engine, wherein the heat storage type exhaust heat recovery evaporator is provided with a cooling jacket of the internal combustion engine and a rotary steam engine. A hybrid engine that communicates with the expansion means and recovers exhaust heat energy with high-pressure steam. 5. The rotary heat engine according to claim 2, further comprising: a suction compression chamber and an expansion / exhaust chamber formed in the first rotor housing, wherein the first working chamber houses the first rotary piston; A high-pressure chamber formed adjacent to and concentric with the working chamber, a first timing rotor connected to the first rotary piston and rotatably housed in the high-pressure chamber, and a top dead center of the first rotary piston An ignition means disposed in the first rotor housing adjacent to the high pressure chamber in the vicinity, wherein the first timing rotor communicates with the suction compression chamber and the expansion and exhaust chamber in the vicinity of the ignition means in synchronization with the first rotary piston. Hybrid engine with main combustion chamber. 6. The rotary heat engine according to claim 5, further comprising a sub-combustion chamber formed in the first rotor housing between the ignition means and the high-pressure chamber, wherein the suction compression chamber and the expansion / exhaust chamber each have a high pressure. A compressed air outlet groove and a combustion gas introduction groove communicating with the chamber, and a first timing rotor formed adjacent to the main combustion chamber, and a valve portion for periodically opening and closing the compressed air outlet groove and the combustion gas introduction groove. Equipped hybrid engine. 7. The hybrid engine according to claim 2, further comprising a clutch disposed between the first and second rotor shafts, and clutch operating means. 8. A second working chamber according to claim 2, wherein the rotary steam engine comprises a suction pressurizing chamber and an expansion / exhaust chamber formed in the second rotor housing, and a second working chamber accommodating the second rotary piston. A high-pressure steam chamber formed in the second rotor housing adjacent to the second working chamber and communicating with the cooling jacket of the rotary heat engine, and connected to the second rotary piston and rotatably housed in the high-pressure steam chamber; And a second timing rotor, wherein the second timing rotor is provided with a steam introduction chamber that periodically supplies high-pressure steam to the expansion / exhaust chamber in synchronization with the second rotary piston. 9. A rotary heat engine and a rotary steam engine according to claim 8, further comprising a pair of partition members that slide in the radial direction while contacting the first and second rotary pistons in the first and second working chambers, respectively. Hybrid engine. 10. The hybrid engine according to claim 2, wherein the second rotor housing has a preheating jacket, and the preheating jacket communicates with the pressurizing pump means and the rotary steam engine. 11. The hybrid engine according to claim 10, wherein the engine housing includes a fluid passage extending between a preheating jacket of the rotary steam engine and a cooling jacket of the rotary heat engine. 12. A rotary heat engine for generating primary power on an output shaft by combustion of fuel and air, a rotary steam engine for expanding high-pressure steam to generate secondary power on an output shaft,
A condenser for condensing the expanded steam to generate a liquid-phase working fluid; a rotary heat engine including a cooling jacket for generating high-pressure steam while boiling and cooling the liquid-phase working fluid; A hybrid engine having a built-in pressure pump means for feeding pressure to the cooling jacket under pressure and an expansion means for expanding high-pressure steam in the cooling jacket. 13. The working chamber according to claim 12, wherein the rotary steam engine is connected to the rotary heat engine, a working chamber having a suction pressurizing chamber and an expansion / exhaust chamber formed in the rotor housing, and a rotating chamber. A rotary piston which is housed so as to function as a pressure pump means and an expansion means while periodically rotating and moving in the suction pressurizing chamber and the expansion / exhaust chamber, and suction pressurizes the working chamber while contacting the outer periphery of the rotary piston. A partition member for partitioning into a chamber and an expansion exhaust chamber, a high-pressure steam chamber communicating with a cooling jacket of the rotary heat engine, and a timing rotor rotatably housed in the high-pressure steam chamber, wherein the timing rotor is synchronized with the rotary piston. A hybrid engine having a steam introduction chamber for periodically supplying high-pressure steam to an expansion exhaust chamber. 14. A clutch according to claim 13, wherein the output shaft comprises first and second rotor shafts respectively connected to the rotary heat engine and the rotary steam engine, and further comprising a clutch disposed between the first and second rotor shafts. Hybrid engine equipped with. 15. The hybrid engine according to claim 13, wherein the working fluid is an organic mixed solution containing alcohol and at least one compound selected from the group consisting of ammonia and water. 16. A vehicle body, a power system mounted on the vehicle body and having an output shaft, and a propulsion device driven by the output shaft, wherein the power system is primary to the output shaft by combustion of fuel and air. An internal combustion engine that generates power, a rotary steam engine that expands high-pressure steam to generate secondary power on an output shaft, and a radiator that condenses expanded steam to generate a liquid-phase working fluid. It has a cooling jacket that generates high-pressure steam by boiling cooling of the phase working fluid, a pressurizing pump means that the rotary steam engine feeds the liquid-phase working fluid to the cooling jacket under pressure, and expands the high-pressure steam generated in the cooling jacket. A hybrid vehicle having a built-in expansion means. 17. The rotary steam engine according to claim 16, further comprising a heat storage type exhaust heat recovery evaporator connected to an exhaust system of the internal combustion engine, wherein high-pressure steam flows from the cooling jacket through the heat storage type exhaust heat recovery evaporator. Hybrid vehicle supplied to the expansion means. 18. The hybrid vehicle according to claim 17, further comprising a clutch disposed between the internal combustion engine and the rotary steam engine for selectively driving the power system to each other. 19. The hybrid vehicle according to claim 17, further comprising a flywheel connected to the output shaft for storing rotational energy of primary and secondary power. 20. The fuel pump according to claim 18, further comprising: a fuel pump connected to the output shaft of the internal combustion engine; a fuel injection valve connected to the fuel pump to inject fuel into the internal combustion engine; A drive signal generating means for commanding a running state of the vehicle by the power system, and a control unit for controlling on / off of the fuel cutoff valve and the clutch in response to the drive command signal, the control unit including: A hybrid vehicle comprising: 21. A hybrid vehicle according to claim 16, wherein the working fluid is a low-boiling organic mixed solution containing at least one compound selected from the group consisting of alcohol, ammonia and water. 22. The first rotor housing according to claim 16, wherein the internal combustion engine has a cooling jacket.
A first working chamber having a suction compression chamber and an expansion / exhaust chamber formed in the first rotor housing; and a rotatable housing housed in the first working chamber for periodically rotating the suction / compression chamber and the expansion / exhaust chamber. A first rotary piston that moves, a high-pressure chamber formed adjacent to the working chamber, and a first timing rotor rotatably housed in the high-pressure chamber, wherein the first timing rotor is synchronized with the first rotary piston. A hybrid vehicle comprising a rotary heat engine having a combustion chamber that periodically introduces compressed air and periodically supplies combustion gas to an expansion exhaust chamber. 23. A second rotor housing according to claim 22, wherein the rotary steam engine is connected to the first rotor housing and has a preheating jacket for preheating the liquid-phase working fluid, and a suction formed in the second rotor housing. A second working chamber having a pressurizing chamber and an expansion and exhaust chamber, a rotary piston instead of periodically rotating the suction and pressurizing chamber and the expansion and exhaust chamber in the second working chamber, and adjacent to the second working chamber. A high-pressure steam chamber that is formed and communicates with the cooling jacket, and a second timing rotor rotatably housed in the high-pressure steam chamber, wherein the second timing rotor is synchronized with the second rotary piston to define a second working chamber. A hybrid vehicle including a steam introduction chamber that periodically supplies high-pressure steam to an expansion exhaust chamber. 24. The hybrid vehicle according to claim 17, further comprising a power system connected between the regenerative heat recovery evaporator and the rotary steam engine to accumulate high-pressure steam. 25. A heat storage type exhaust heat recovery evaporator according to claim 17, further comprising: a temperature sensor mounted on the heat storage type exhaust heat recovery evaporator to output a temperature signal; and intermittently operating the internal combustion engine in response to the temperature signal. A hybrid vehicle including a control unit for controlling a heat recovery evaporator to a predetermined temperature range. 26. The hybrid vehicle according to claim 25, further comprising a manual operator for outputting an operation command signal, wherein the control unit intermittently operates the internal combustion engine in response to the operation command signal. 27. An internal combustion engine having a cooling jacket for generating high-pressure steam by boiling cooling of a working fluid comprising a low-boiling organic mixed solution and supplying primary power to an output shaft, and an output shaft for expanding high-pressure steam to produce an output shaft. Rotary engine that supplies secondary power to the engine, a condenser that condenses expanded steam to generate a liquid-phase working fluid, a propulsion device driven by an output shaft, and a control unit that intermittently controls the operation of the heat engine A hybrid vehicle comprising: expansion means for connecting the rotary steam engine to the cooling jacket; and pressurizing pump means connected to the condenser for pumping the liquid-phase working fluid to the cooling jacket of the heat engine. 28. An engine according to claim 27, wherein the internal combustion engine is rotatably housed in the working chamber having an intake port and an exhaust port. A rotary piston that generates power, a high-pressure chamber adjacent to the working chamber, and a rotatable housed in the high-pressure chamber that periodically introduces compressed air in the working chamber in synchronization with the rotary piston to ignite and burn, A hybrid vehicle comprising a rotary heat engine having a timing rotor having a combustion chamber for supplying gas to a working chamber, and a fuel injection valve for supplying fuel to the combustion chamber. 29. The apparatus according to claim 27, further comprising a clutch disposed between the internal combustion engine and the rotary steam engine and turned on and off by a control unit, wherein the rotary steam engine has a suction pressurizing chamber and an expansion exhaust chamber. A hybrid vehicle comprising: a working chamber having the same; and a rotary piston rotatably housed in the working chamber and functioning as a pressure pump means and an expansion means. 30. A regenerative heat recovery evaporator connected to a cooling jacket and heated by an exhaust system of an internal combustion engine, and an operating temperature of the regenerator exhaust heat recovery evaporator is detected. And a temperature sensor that outputs a temperature signal to the heat storage type exhaust heat recovery evaporator in a control unit by controlling the intermittent operation of the internal combustion engine in response to the temperature signal.