JP2007064169A - Fuel injection device for hydrogen rotary engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a fuel injection device for a hydrogen rotary engine capable of inhibiting abnormal combustion and improving mileage. <P>SOLUTION: The fuel injection device for the hydrogen rotary engine 1 includes a hydrogen injectors 40, 42 directly injecting hydrogen into a working chamber 10 of the hydrogen rotary engine, a hydrogen injection timing control means controlling injection timing for the hydrogen injectors to inject hydrogen into the working chamber at a predetermined timing during compression stroke, and a hydrogen flow out direction setting means setting hydrogen injection direction to make hydrogen from the hydrogen injector flow out toward a leading area L of the working chamber in a low rotation speed area of the hydrogen rotary engine and flow out toward a center area of the working chamber in a high rotation speed area. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a fuel injection device for a hydrogen rotary engine, and more particularly to a fuel injection device for a hydrogen rotary engine having a hydrogen injector that directly injects hydrogen into a working chamber.

  Hydrogen rotary engines that use hydrogen as fuel are known. In such an engine using hydrogen as a fuel, the volume of hydrogen gas is larger than the liquid fuel such as gasoline (the density is small). Therefore, in the premixed fuel supply method in which fuel is injected into the intake passage, the intake charging efficiency is increased. It is hard to raise.

  On the other hand, Patent Document 1 discloses a hydrogen rotary engine in which filling efficiency is improved by directly injecting hydrogen into a working chamber. Further, in Patent Document 1, a plurality of small opening diameter hydrogen injection ports arranged in the width direction of the rotor housing or a plurality of small opening diameter hydrogen injection ports extending in the width direction of the rotor housing are used. The pre-ignition is suppressed by evenly distributing hydrogen to be injected to prevent the area around the spark plug disposed in the intermediate portion in the width direction of the rotor housing from becoming locally rich.

Japanese Patent Application Laid-Open No. 06-241055

Here, in the hydrogen rotary engine, it is desired to further improve the fuel efficiency. On the other hand, the inventors of the present invention, as a characteristic of a hydrogen rotary engine, abnormal combustion due to high-temperature combustion gas leaking between working chambers is likely to occur in a high engine speed range, particularly in a high load high engine speed range. We paid attention to the fact that it is difficult to happen in the region. In a high rotation range, particularly in a high load high rotation range, mixing of hydrogen and intake air is promoted to suppress abnormal combustion, and in a low rotation range, a stratified state is set to improve fuel consumption. Found that it was effective.
However, it is difficult to obtain such a hydrogen distribution state according to the engine speed in the conventional technique including the technique described in Patent Document 1 described above.

  Accordingly, the present invention has been made to solve the above-described problems of the prior art, and an object thereof is to provide a fuel control device for a hydrogen rotary engine that can suppress abnormal combustion and improve fuel efficiency. It is said.

In order to achieve the above object, the present invention provides a fuel injection device for a hydrogen rotary engine, a hydrogen injector that directly injects hydrogen into a working chamber of the hydrogen rotary engine, and the hydrogen injector during a compression stroke in the working chamber. Hydrogen injection timing control means for controlling the injection timing so as to inject hydrogen at a predetermined timing, and hydrogen from the hydrogen injector flows out toward the leading region of the working chamber in the low rotation region of the hydrogen rotary engine, and high rotation The region is characterized by comprising hydrogen outflow direction setting means for setting the hydrogen injection direction so as to flow out toward the central region of the working chamber.
In the present invention configured as described above, since the hydrogen is directly injected into the working chamber during the compression stroke by the hydrogen injector and the hydrogen injection timing control means, the intake charging efficiency can be increased. Further, the hydrogen outflow direction setting means causes hydrogen from the hydrogen injector to flow toward the leading region of the working chamber in the low rotation region of the hydrogen rotary engine, thus creating a stratified state in which the hydrogen gas is rich in the leading region. I can do it. Therefore, the combustion efficiency can be increased, and as a result, the fuel consumption can be improved. Furthermore, since the hydrogen outflow direction setting means causes hydrogen from the hydrogen injector to flow out toward the central region of the working chamber in the high rotation region, the hydrogen easily diffuses from the central region to the regions on both sides. Mixing with gas is promoted. As a result, abnormal combustion such as premature ignition can be suppressed.

In the present invention, preferably, the hydrogen injector has at least a first injector and a second injector, and the hydrogen outflow direction setting means has a direction in which the hydrogen injection direction of the first injector is directed to the leading region of the working chamber. The first injector is attached to the hydrogen rotary engine so that the second injector is at a different angle from the first hydrogen injector so that the hydrogen injection direction of the second injector is directed toward the central region of the working chamber. Further, the hydrogen outflow direction setting means operates the first hydrogen injector in the low rotation range and operates the second hydrogen injector in the high rotation range.
In the present invention thus configured, the hydrogen injection direction of the first injector is directed toward the leading region of the working chamber, and the hydrogen injection direction of the second injector is directed toward the central region of the working chamber. In addition, the first and second hydrogen injectors are attached to the rotary engine at different angles, and further, the first hydrogen injector operates in the low rotation range and the second hydrogen injector operates in the high rotation range. In addition, by adjusting the mounting angle, hydrogen can surely flow out toward the leading region or the central region in the working chamber.

In the present invention, it is preferable that the capacity of the second hydrogen injector is larger than the capacity of the first hydrogen injector, and the hydrogen outflow direction setting means is the second hydrogen injector in the high rotation range and high load range of the hydrogen rotary engine. Is activated.
In the present invention configured as described above, the hydrogen outflow direction setting means operates the second hydrogen injector in the high rotation range and high load range of the hydrogen rotary engine, so that abnormal combustion such as premature ignition occurs most. In a high rotation range and a high load range that are easy to perform, the mixing of intake air and hydrogen can be promoted to reliably suppress abnormal combustion, and the capacity of the second hydrogen injector is larger than the capacity of the first hydrogen injector. Therefore, the hydrogen flow rate can be reliably ensured even in a high rotation range and a high load range where a larger hydrogen flow rate is required.

The present invention also provides a fuel injection device for a hydrogen rotary engine, in which hydrogen is directly injected into a working chamber of the hydrogen rotary engine and hydrogen is injected toward a leading region of the working chamber, and a hydrogen rotary A second hydrogen injector that injects hydrogen directly into the working chamber of the engine and injects hydrogen toward the central region of the working chamber, and a predetermined timing during the compression stroke of these first and second hydrogen injectors into the working chamber And a hydrogen injection timing control means for controlling the injection timing so as to inject hydrogen, and an injector for operating the first hydrogen injector in the low rotation range of the hydrogen rotary engine and operating the second hydrogen injector in the high rotation range And a hydrogen injector switching means for switching between the two.
In the present invention configured as described above, since the first and second hydrogen injectors and the hydrogen injection timing control means directly inject hydrogen into the working chamber during the compression stroke, the intake charging efficiency can be increased. Furthermore, in the present invention, the first injector for injecting hydrogen toward the leading region of the working chamber and the second injector for injecting hydrogen toward the central region of the working chamber are provided. In the region, the first injector is operated, and in the high rotation region, the second injector is operated. Therefore, it is possible to create a stratified state in which hydrogen is injected toward the leading region of the working chamber in the low rotation region and the hydrogen gas is rich in the leading region, and in the high rotation region, hydrogen is in the central region of the working chamber. Injected toward the air, the mixing of intake air and hydrogen gas can be promoted. As a result, fuel efficiency can be improved by improving combustion efficiency in the low rotation range, and abnormal combustion such as pre-ignition can be suppressed in the high rotation range.

The present invention also provides a fuel injection device for a hydrogen rotary engine, in which hydrogen is directly injected into a working chamber of the hydrogen rotary engine and hydrogen is injected toward a leading region of the working chamber, and a hydrogen rotary A second hydrogen injector that injects hydrogen directly into the working chamber of the engine and injects hydrogen toward the central region of the working chamber, and a predetermined timing during the compression stroke of these first and second hydrogen injectors into the working chamber And a hydrogen injection timing control means for controlling the injection timing so as to inject hydrogen at a low rotational speed range of the hydrogen rotary engine, and both the first and second hydrogen injectors at a high rotational speed range. And hydrogen injector switching means for switching the injector so as to operate.
In the present invention configured as described above, since the first and second hydrogen injectors and the hydrogen injection timing control means directly inject hydrogen into the working chamber during the compression stroke, the intake charging efficiency can be increased. Furthermore, in the present invention, the first injector for injecting hydrogen toward the leading region of the working chamber and the second injector for injecting hydrogen toward the central region of the working chamber are provided. In the region, the first injector is operated, and in the high speed region, both the first and second injectors are operated. Accordingly, hydrogen can be injected toward the leading region of the working chamber in the low rotation region, and a stratified state can be created in which hydrogen gas is rich in the leading region. It can be injected toward both the leading area and the central area to promote mixing of intake air and hydrogen gas. As a result, fuel efficiency can be improved by improving combustion efficiency in the low rotation range, and abnormal combustion such as pre-ignition can be suppressed in the high rotation range.

In the present invention, preferably, the capacity of the first hydrogen injector and the capacity of the second hydrogen injector are the same, and the hydrogen injector switching means has the first and the first in the high rotation range and high load range of the hydrogen rotary engine. 2. Operate both hydrogen injectors.
In the present invention configured as described above, the hydrogen injector switching means operates both the first and second hydrogen injectors in the high rotation range and high load range of the hydrogen rotary engine. In a high rotation range and high load range where abnormal combustion is most likely to occur, mixing of intake air and hydrogen can be promoted to reliably suppress abnormal combustion. Furthermore, since the capacity of the first hydrogen injector and the capacity of the second hydrogen injector are the same, as described above, while reducing the cost by sharing parts, a high rotation speed region where a higher hydrogen flow rate is required and Since the hydrogen injectors of both the first and second injectors are operated in the high load range, the hydrogen flow rate can be reliably ensured.

  According to the fuel control device for a hydrogen rotary engine of the present invention, it is possible to suppress abnormal combustion and improve fuel efficiency.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
First, the configuration of a hydrogen rotary engine to which a fuel injection device according to an embodiment of the present invention is applied will be described with reference to FIGS. FIG. 1 is a diagram showing a schematic configuration of an engine main body of a hydrogen rotary engine according to the present embodiment, and FIG. 2 is a cross-sectional view showing a part of a cross-sectional structure of the engine main body of the hydrogen rotary engine according to the present embodiment. FIG. 3 is a diagram showing the entire configuration of the hydrogen rotary engine showing the engine main body and the device associated therewith shown in FIG. 1, and FIG. 4 is an injection of hydrogen gas by the direct injection hydrogen gas injector according to the present embodiment. It is a figure which shows a direction and the area | region injected.
First, as shown in FIG. 1, the hydrogen rotary engine 1 according to the present embodiment includes a rotor housing 2 having a trochoidal inner peripheral surface and side housings 4 having planar inner surfaces respectively disposed on both sides thereof. Yes. As shown in FIG. 2, the hydrogen engine 1 of the present embodiment is a so-called two-rotor rotary engine, and is constituted by three side housings 4 a, 4 b (intermediate housing), 4 c, and the rotor housing 2. The rotor 6 is arranged in the space.

As shown in FIGS. 1 and 2, these rotors 6 are supported by an inward eccentric shaft 8 and are eccentrically rotated with the eccentric shaft 8. Around the rotor 6, working chambers 10, 11, and 12 surrounded by the housings 2 and 4 and the rotor 6 are formed. The volume of each working chamber 10, 11, 12 is changed by the eccentric rotation of the rotor 6. Then, the rotor 6 is rotated and the eccentric shaft 8 is rotated by a series of steps of intake, compression, expansion (explosion), and exhaust in the working chambers 10, 11, and 12, and the rotational force is used as power to drive the eccentric shaft 8 as a power. Is output to a drive shaft (not shown).
As shown in FIG. 1, two spark plugs 14 and 15 are attached to the rotor housing 2, and an intake port 16 and an exhaust port 18 are formed in the side housing 4. An intake passage 20 is connected to the intake port 16, and air is guided into the working chamber 10 through the intake passage 20. Further, an exhaust passage 22 is connected to the exhaust port 18, and the exhaust gas in the working chamber 12 is exhausted through the exhaust passage 22. Such a configuration is substantially the same as that of the two rotors 6 shown in FIG.
The rotor 6 rotates clockwise in FIG. 1. In the state shown in FIG. 1, the compression stroke is performed in the working chamber 10, and the expansion (explosion) process is performed in the working chamber 11.

Here, the arrangement of the spark plugs 14 and 15 and the accompanying configuration will be described. As shown in FIG. 1, the two spark plugs 14 and 15 are arranged in series with respect to the rotation direction of the rotor 6, that is, in a position aligned in the vertical direction. 14 and 15, plug holes 14a and 15a are formed.
The arrangement and size of the spark plugs 14 and 15 and the plug holes 14a and 15a are determined so that the gas blow-through when the apex seal 7 of the rotor 6 passes through the plug holes 14a and 15a is reduced. . That is, when the apex seal 7 passes the spark plug 14 on the rear side (trailing side) with respect to the rotation direction of the rotor 6, the working chamber 10 that is in the compression stroke and the operation that is in the expansion stroke. Since the pressure difference with the chamber 11 is large and the gas is easy to blow through, the spark plug 14 is disposed at a position far from the combustion chamber (working chamber) and the diameter of the plug hole 14a is smaller than the plug hole 15a.
On the other hand, when the apex seal 7 passes through the spark plug 15 on the front side (leading side) with respect to the rotation direction of the rotor 6, the working chamber 10 that is in the compression stroke and the exhaust stroke from the expansion step are entered. Since the pressure difference between the adjacent working chambers is small, the spark plug 15 is disposed at a position close to the combustion chamber (working chamber), and the diameter of the plug hole 15a is formed to be equal to the diameter of the spark plug 15. Has been. Therefore, in this hydrogen rotary engine 1, the spark plug 15 on the leading side has better combustibility, that is, combustion is more easily diffused after ignition.

  Next, as shown in FIG. 3, a throttle valve 24 is provided on the upstream side of the intake passage 20, and an air cleaner 26 is further provided on the upstream side thereof. Further, an EGR device 30 for returning a part of the exhaust gas in the exhaust passage 22 to the intake passage 20 and an exhaust gas purification catalyst (not shown) are provided on the downstream side of the exhaust passage 22. The EGR device 30 includes an EGR passage 32 that connects the exhaust passage 22 and the intake passage 20, an EGR cooler 34 that cools the exhaust gas that circulates in the EGR passage 32 to increase the density, and an EGR rate control And an EGR valve 36.

  Next, as shown in FIGS. 1 and 2, two direct injection hydrogen gas injectors 40 and 42 that inject hydrogen directly into the working chamber 10 are attached to each rotor housing 2. As shown in FIG. 3, each of the direct injection hydrogen gas injectors 40 and 42 is connected to a hydrogen high-pressure gas tank 52 via a hydrogen gas supply passage 50 branched in the middle, and hydrogen gas is supplied from the hydrogen high-pressure gas tank 52. It has come to be. A stop valve 54 for controlling discharge of hydrogen gas from the tank 52 to the hydrogen gas supply passage 50 is provided at the discharge port of the hydrogen high-pressure gas tank 52, and further, the hydrogen gas supply passage 50 on the downstream side thereof is provided with a stop valve 54. A shutoff valve 56 for controlling the hydrogen supply amount (hydrogen supply pressure) to each of the injectors 40 and 42 is provided. Further, a hydrogen gas pressure sensor 58 for detecting the residual pressure in the hydrogen gas supply passage 50 is attached to the hydrogen gas supply passage 50 on the downstream side of the shutoff valve 56.

As shown in FIG. 1, the two direct injection hydrogen gas injectors 40 and 42 are attached to the rotor housing 2 at different angles with respect to the working chamber 10. 4, one injector 42 (hereinafter referred to as “L-side injection injector”) is provided in the working chamber 10 with respect to the working chamber 10 in the compression stroke, as shown in the hydrogen gas injection direction and the injection region. Hydrogen gas is injected toward the leading side region L of the other, and the other injector 40 (hereinafter referred to as “center side injection injector”) injects hydrogen toward the central side region C of the working chamber 10. The injected hydrogen gas flows out toward the leading region L or the central region C.
In this embodiment, the capacity of the central injector 40 is larger than the capacity of the L-side injector 42, and more hydrogen gas can be injected within a predetermined time. This is because the central injection injector 40 is used in a high rotation range, as will be described later.

Here, in the hydrogen engine 1, hydrogen gas is injected into the working chamber 10 in the compression stroke so as to increase the intake charging efficiency. As for the injection timing, after the intake stroke is finished, the injection is started when a predetermined rotor rotation angle is reached (when the rotor 6 is in the position shown in FIG. 1), and the required injection amount is finished. Exit after. The injection amount is adjusted by the opening / closing amount of a solenoid valve (not shown) provided inside each injector 40, 42.
Each hydrogen gas injector 40, 42 is connected to an ECU 70, and the ECU 70 controls the switching of injection, the injection timing, the injection amount, and the like of each injector.

In addition to the hydrogen gas pressure sensor 58 described above, an engine speed sensor 72 for detecting the engine speed is attached to the engine 1 as a sensor, and the intake passage 20 includes an intake passage 20. An air flow sensor 76 for detecting the intake air amount is attached. Further, although not shown, the exhaust passage 22 includes an oxygen concentration sensor that detects an oxygen concentration in the exhaust passage 22 (used to calculate the air-fuel ratio λ), and an intake air temperature sensor that detects the temperature of air in the intake passage 20. A water temperature sensor that detects the temperature of the engine coolant, a throttle opening sensor that detects the opening of the throttle valve 24, an exhaust temperature sensor that detects the temperature of the exhaust gas in the exhaust passage 22, and the hydrogen gas supply passage 50. The engine 1 is also provided with a hydrogen gas flow meter for detecting the flow rate of hydrogen gas, a gasoline flow meter for detecting the flow rate of gasoline flowing in the gasoline supply passage 60, and the like.
The ECU 70 is supplied with output signals from these sensors, in particular, an output signal related to the engine speed N from the engine speed sensor 72 and an output signal related to the intake air amount A from the air flow sensor 76. Yes.

Next, referring to FIGS. 5 and 6, the contents of the switching control of the direct injection hydrogen injectors 40 and 42 by the ECU 70 will be described.
FIG. 5 is a flowchart showing the switching control of each direct injection hydrogen injector according to this embodiment, and FIG. 6 is a control for switching each direct injection hydrogen gas injector based on the engine speed and engine load according to this embodiment. It is a figure which shows a map. In the flowchart shown in FIG. 5, “S” indicates each step.
First, as shown in FIG. 5, an output signal indicating the engine speed N and an output signal indicating the intake air amount A are read from the sensors 72 and 74 in S1. Next, in S2, a fuel injection amount Q and an engine load R that give a predetermined air-fuel ratio (for example, λ = 2) are calculated from the intake air amount A and the engine speed N read in S1.

Next, the process proceeds to S3, and it is determined whether or not the engine load R calculated in S2 exceeds a predetermined value. This predetermined value is a line indicated by Tt in FIG. This line Tt is determined according to the engine speed N, and is set to a value of 80 to 85% of the maximum generated torque of the engine 1 in this embodiment.
If it is determined in S3 that the engine load R exceeds the predetermined value (line Tt), the process proceeds to S4, and it is determined whether or not the engine speed N read in S1 exceeds the predetermined value. In this embodiment, the predetermined value is set to 4500 rpm. In this embodiment, if it exceeds 4500 rpm, it will be set as a low rotation area if it is a high rotation area and 4500 rpm or less. The predetermined value may be set to a different value depending on the engine displacement and characteristics.

If it is determined in S4 that the engine speed N exceeds a predetermined value (4500 rpm), the process proceeds to S5, and the calculation is performed in S2 at the predetermined timing of the compression stroke by the central injector 40 as described above. A fuel injection amount Q of hydrogen gas is injected toward the central region C of the working chamber 10.
On the other hand, if it is determined in S3 that the engine load R is equal to or smaller than the predetermined value, or if it is determined in S4 that the engine speed N is equal to or smaller than the predetermined value (4500 rpm), the process proceeds to S6. As described above, the side injection injector 42 injects hydrogen of the fuel injection amount Q calculated in S2 toward the leading side region L of the working chamber 10 at the predetermined timing of the compression stroke.

FIG. 6 shows the switching of the hydrogen gas injectors 40 and 42 based on the determination of S3 and S4 as a control map. As shown in this control map, the engine load R calculated in S2 exceeds a predetermined value (line Tt), and the engine rotation speed N read in S1 exceeds a predetermined value (4500 rpm) (central injection injector) In the region), hydrogen is injected toward the central region C of the working chamber 10 by the central injector 40, and in the other region (L-side injector region), the leading side of the working chamber 10 by the L-side injector 42 is used. Hydrogen is injected toward the region L.
Note that the control map shown in FIG. 6 also shows changes in engine load (generated torque) for several throttle openings. For example, when the throttle opening is 70% and the high engine speed range (from 4500 rpm), the obtained engine load R exceeds a predetermined value Tt, the injection by the central injector 42 is performed, but the throttle opening 50% In addition, in the high speed range, the obtained engine load R becomes equal to or less than the predetermined value Tt, and thus it is understood that the injection by the L-side injector 40 is performed.

Here, in the hydrogen rotary engine, as the engine speed increases, the high-temperature combustion gas leaking from the adjacent working chamber 11 in the expansion stroke ignites the hydrogen gas in the working chamber 10 in the compression stroke. Pre-ignition is likely to occur. In particular, if there is a portion rich in hydrogen gas in the working chamber 10 in a high load high rotation range, such pre-ignition tends to occur.
On the other hand, in the present embodiment, hydrogen gas is uniformly dispersed in the working chamber 10 by injecting hydrogen toward the central region C of the working chamber 10 in the high load region and the high rotation region of the engine 1. Like to do. That is, as the rotor 6 rotates, the hydrogen injected toward the center side of the working chamber 10 diffuses from the center side region C to the front leading side region L and the rear trailing region T to be sucked. Mixing of air and hydrogen gas is promoted. As a result, abnormal combustion such as premature ignition can be suppressed.
In this embodiment, since the capacity of the central injector 40 is made larger than the capacity of the L-side injector 42, the hydrogen gas injection amount is reliably ensured in the high rotation region where the hydrogen injection amount is larger than the low rotation region. As a result, the output can be secured.

  On the other hand, in the present embodiment, a stratified state in which hydrogen gas is rich in the leading side region L by injecting hydrogen gas toward the leading side of the working chamber 10 in a low rotation region where premature ignition is unlikely to occur. I have to. In this case, when the rotor 6 rotates and an elongated working chamber is formed with respect to the spark plugs 14 and 15, as described above, hydrogen becomes rich around the spark plug 15 having high combustibility. Therefore, the combustion efficiency can be increased, and as a result, the fuel consumption can be improved. Furthermore, the output is improved. Further, in the present embodiment, even when the load is small in the high rotation range, stratification is performed in this way to increase the combustion efficiency.

Next, a second embodiment of the present invention will be described with reference to FIGS. FIG. 7 is a flowchart showing switching control of each direct injection hydrogen injector according to the second embodiment, and FIG. 8 is for switching each direct injection hydrogen gas injector based on the engine speed and the engine load according to the second embodiment. It is a figure which shows these control maps.
The structure of the hydrogen rotary engine according to the second embodiment is basically the same as the structure described above with reference to FIGS. Hereinafter, differences from the above-described embodiment (first embodiment) will be described.
First, as a structure of the hydrogen rotary engine 1, in the second embodiment, the two hydrogen gas injectors 40 and 42 shown in FIG. 1 are injectors having the same capacity. In the present embodiment, compared with the first embodiment, the capacity of the central injector 42 is lowered to the same capacity as the capacity of the central injector 40, and parts (injectors) are shared.

  Next, as shown in FIG. 7, as control contents of the ECU 70, S11 to S14 are the same as the processes of S1 to S4 of FIG. That is, the engine speed N and the intake air amount A are read in S11, the fuel injection amount Q and the engine load R are calculated in S12, and the engine load R is set to a predetermined value (Similar to FIG. 8 as in the first embodiment) in S13. In step S14, it is determined whether or not the engine speed N exceeds a predetermined value (4500 rpm as in the first embodiment).

If it is determined in S13 that the engine load R exceeds the predetermined value, and if it is determined in S14 that the engine speed N exceeds the predetermined value, the process proceeds to S15. In S15, at the predetermined timing of the compression stroke as described above, the central injector 40 injects the fluid toward the central region C of the working chamber 10, and the L-side injector 42 also causes the leading side region L of the working chamber 10. Inject hydrogen toward In S15, the injection amounts of the injectors 40 and 42 are determined so that the total injection amount of the injectors 40 and 42 becomes the fuel injection amount Q calculated in S2. In this embodiment, in order to promote mixing, it determines so that the injection amount of the center injection injector 40 may increase.
On the other hand, if it is determined in S13 that the engine load R is equal to or smaller than the predetermined value, or if it is determined in S14 that the engine speed N is equal to or smaller than the predetermined value, the process proceeds to S16, and similarly to S6 described above, The L-side injector 42 causes the fuel injection amount Q calculated in S12 to be injected toward the leading region L of the working chamber 10.

  FIG. 8 shows the switching of the hydrogen gas injectors 40 and 42 according to the second embodiment as a control map. In this control map, the region where the engine load R calculated in S2 exceeds a predetermined value (line Tt) and the engine speed N read in S1 exceeds a predetermined value (4500 rpm) is indicated as “central injection injector”. And the L-side injection injector region are defined as “combined region of the L-side injection injector region”, and the other region is defined as “L-side injection injector region”. In addition, the control map shown in FIG. 8 also shows changes in engine load (generated torque) for several throttle openings as in FIG.

As described above, in the second embodiment, when the engine is in the low rotation range, or in the high rotation range but the engine load is small, as described above, by the hydrogen injection by the L-side injection injector 42, In the leading side region L of the working chamber 10, hydrogen gas is stratified to increase combustion efficiency.
On the other hand, in the case of a high rotation region, particularly in a high load and high rotation region, hydrogen gas is injected by both injectors 40 and 42. In this case, since the hydrogen gas is injected toward both the center side region C and the leading side region L of the working chamber 10, the mixing of the hydrogen gas and the intake air is promoted as the rotor 6 rotates, In particular, the hydrogen gas in the central region C of the working chamber 10 is diffused into the trailing region T as the rotor 6 rotates, and mixing with the intake air is promoted. As a result, the occurrence of abnormal combustion (premature ignition) can be suppressed.
Further, in a high rotation range where the injection amount of hydrogen gas becomes large, particularly in a high rotation region and a high load region, the hydrogen gas injection amount is reliably obtained by injecting the hydrogen gas from both of the two injectors 40 and 42. I can do it. Since the two injectors 40 and 42 can be shared, the cost can be reduced.

  In addition, you may make it control the direction of the injected hydrogen gas using what is called an assist air technique. For example, a hole for ejecting air (assist air) may be provided in the vicinity of the hydrogen gas injectors 40, 42 of the rotor housing 2, and the outflow direction of hydrogen gas may be changed by the air ejected from the hole. Also, only one direct injection hydrogen gas injector is provided, or two direct injection hydrogen gas injectors attached to the rotary housing at the same angle are provided, and a hole for injecting air in the vicinity of such a direct injection hydrogen gas injector A part may be provided to change the outflow direction of hydrogen ejected in a certain direction.

It is a figure which shows schematic structure of the engine main-body part of the hydrogen rotary engine by embodiment of this invention. It is sectional drawing which shows a part of sectional structure of the engine main-body part of the hydrogen rotary engine by embodiment of this invention. It is a figure which shows the whole structure of the hydrogen rotary engine which shows the engine main-body part shown in FIG. 1, and its accompanying apparatus. It is a figure which shows the injection direction of the hydrogen gas by the direct injection type hydrogen gas injector by embodiment of this invention, and the area | region injected. It is a flowchart which shows switching control of each direct injection type hydrogen injector by 1st Embodiment. It is a figure which shows the control map for switching each direct injection type hydrogen gas injector based on the engine speed and engine load by 1st Embodiment. It is a flowchart which shows switching control of each direct injection type hydrogen injector by 2nd Embodiment. It is a figure which shows the control map for switching each direct injection type hydrogen gas injector based on the engine speed and engine load by 2nd Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hydrogen rotary engine 2 Rotor housing 4 Side housing 6 Rotor 10 Compression stroke working chamber 11 Expansion stroke working chamber 14 Trailing side (T side) spark plug 15 Leading side (L side) spark plug 16 Intake port 18 Exhaust Port 40 Direct injection hydrogen gas injector (central injection injector)
42 Direct-injection type hydrogen gas injector (L-side injection injector)
70 Control unit 72 Engine speed sensor 74 Air flow sensor C Central region of the compression stroke working chamber L Leading region of the compression stroke working chamber T Trailing side region of the compression stroke working chamber

Claims (6)

A fuel injection device for a hydrogen rotary engine,
A hydrogen injector that directly injects hydrogen into the working chamber of the hydrogen rotary engine;
Hydrogen injection timing control means for controlling the injection timing so that the hydrogen injector injects hydrogen into the working chamber at a predetermined timing during the compression stroke;
Hydrogen injection from the hydrogen injector so that hydrogen flows out toward the leading region of the working chamber in the low rotation region of the hydrogen rotary engine and flows out toward the central region of the working chamber in the high rotation region. Hydrogen outflow direction setting means for setting the direction;
A fuel injection device for a hydrogen rotary engine characterized by comprising: The hydrogen injector has at least a first injector and a second injector,
The hydrogen outflow direction setting means attaches the first injector to the hydrogen rotary engine so that the hydrogen injection direction of the first injector is directed to the leading region of the working chamber, and the hydrogen of the second injector The second injector is configured to be attached to the rotary engine at an angle different from that of the first hydrogen injector so that the injection direction is directed toward the central region of the working chamber.
2. The fuel injection device for a hydrogen rotary engine according to claim 1, wherein the hydrogen outflow direction setting means operates the first hydrogen injector in the low rotation range and operates the second hydrogen injector in the high rotation range. . The capacity of the second hydrogen injector is greater than the capacity of the first hydrogen injector;
The fuel injection device for a hydrogen rotary engine according to claim 2, wherein the hydrogen outflow direction setting means operates the second hydrogen injector in a high rotation range and a high load range of the hydrogen rotary engine. A fuel injection device for a hydrogen rotary engine,
A first hydrogen injector that directly injects hydrogen into the working chamber of the hydrogen rotary engine and injects hydrogen toward the leading region of the working chamber;
A second hydrogen injector that directly injects hydrogen into the working chamber of the hydrogen rotary engine and injects hydrogen toward a central region of the working chamber;
Hydrogen injection timing control means for controlling the injection timing so that these first and second hydrogen injectors inject hydrogen into the working chamber at a predetermined timing during the compression stroke;
Hydrogen injector switching means for switching the injector so as to operate the first hydrogen injector in the low rotation range of the hydrogen rotary engine and to operate the second hydrogen injector in the high rotation range;
A fuel injection device for a hydrogen rotary engine characterized by comprising: A fuel injection device for a hydrogen rotary engine,
A first hydrogen injector that directly injects hydrogen into the working chamber of the hydrogen rotary engine and injects hydrogen toward the leading region of the working chamber;
A second hydrogen injector that directly injects hydrogen into the working chamber of the hydrogen rotary engine and injects hydrogen toward a central region of the working chamber;
Hydrogen injection timing control means for controlling the injection timing so that these first and second hydrogen injectors inject hydrogen into the working chamber at a predetermined timing during the compression stroke;
Hydrogen injector switching means for switching the injector so as to operate the first hydrogen injector in the low rotation range of the hydrogen rotary engine and to operate both the first and second hydrogen injectors in the high rotation range;
A fuel injection device for a hydrogen rotary engine characterized by comprising: The capacity of the first hydrogen injector and the capacity of the second hydrogen injector are the same,
6. The fuel injection device for a hydrogen rotary engine according to claim 5, wherein the hydrogen injector switching means operates both the first and second hydrogen injectors in a high rotation range and a high load range of the hydrogen rotary engine.

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