JP2007218093A - Gas enrichment device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a gas enrichment device optimal for a reciprocating internal combustion engine, compact and capable of providing sufficient quantity of oxygen enriched air and inhibiting cost increase. <P>SOLUTION: Nitrogen adsorbent 24 is provided in a communication path 23 capable of communicating with a cylinder 4 for combustion through an oxygen enrichment valve 22. The oxygen enrichment valve 22 is opened in compression stroke and air in the cylinder 4 is introduced into the nitrogen adsorbent 24 to make nitrogen adsorbed at a time of coast, and oxygen enrichment air is stored in the oxygen enrichment air tank 11. Nitrogen adsorbed in the nitrogen adsorbent is desorbed and is introduced into the cylinder in expansion stroke. The oxygen enrichment valve 22 is closed in exhaust stroke, and an exhaust valve 19 is opened to exhaust nitrogen. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a gas enrichment device for an internal combustion engine, and more particularly to a gas enrichment device optimal for a reciprocating internal combustion engine.

For example, in an internal combustion engine that performs spark ignition combustion, it is known that thermal efficiency is improved by performing lean combustion. On the other hand, combustion stability is reduced by performing lean combustion. Therefore, in lean combustion, it is effective to supply oxygen-enriched air or the like to ignite reliably and perform stable combustion.
Conventionally, as an apparatus for generating oxygen-enriched air, an oxygen separation membrane or a nitrogen separation membrane is generally used. As an example of applying such an oxygen-enriched air generation apparatus to an internal combustion engine, For example, there is one described in Patent Document 1.

The technology of Patent Document 1 is a configuration in which an oxygen generation film is provided in a passage provided with a compressor of a supercharger, and oxygen-enriched air that has passed through the oxygen generation film is supplied to the engine.
Japanese National Patent Publication No. 3-503196

However, when an oxygen-enriched air generating apparatus using a separation membrane as in Patent Document 1 is applied to an internal combustion engine, the structure of the apparatus is complicated and large in size to obtain a sufficient amount of oxygen-enriched air, and There is a problem that a significant cost increase is inevitable.
The present invention has been made paying attention to the above-described problems, and an object thereof is to provide a gas enrichment device that is compact and optimal for a reciprocating internal combustion engine that can suppress an increase in cost.

  For this reason, the gas enrichment device for an internal combustion engine according to the present invention is for generating an enriched air that performs an intake / discharge operation of an air and an adsorbent capable of adsorbing / desorbing one of oxygen and nitrogen in the air. Based on the pressure change due to the reciprocating motion of the piston in the cylinder, the one gas is adsorbed by applying a positive pressure in the cylinder to the adsorbent interposed in the communication path that can communicate with the cylinder. Pressure adjusting means for desorbing the adsorbed gas by applying a negative pressure in the cylinder to the adsorbed gas by controlling the adsorption / desorption of the adsorbent by the pressure adjusting means. It is characterized in that a desired enriched air is obtained by generating air having different concentrations.

  According to the present invention, by utilizing the pressure change caused by the reciprocating motion of the piston in the cylinder, the adsorption / desorption by the adsorbent of the gas (oxygen or nitrogen) contained in the air sucked in the cylinder is controlled, and the desired wealth is obtained. For example, when applied to a reciprocating internal combustion engine, it is possible to generate a sufficient amount of enriched gas with a configuration that is slightly modified, and a compact configuration. A gas enrichment device capable of suppressing an increase in cost can be provided.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of a first embodiment in which a gas enrichment apparatus according to the present invention is applied to a reciprocating internal combustion engine.
In FIG. 1, intake air sucked through an intake pipe (not shown) is introduced from the collector 1 into each cylinder 4 of the engine 3 through each intake port 2. The exhaust in each cylinder 4 is exhausted through each exhaust port 5 and exhaust pipe 6. The fuel in the fuel tank 7 is supplied to each fuel injection valve 10 by a fuel pump 9 interposed in the fuel pipe 8, and is supplied to each intake port 2 by each fuel injection valve 10. Oxygen-enriched air stored in an oxygen-enriched air tank 11 serving as an enriched air storage tank is supplied to each gas injection valve 13 through the gas pipe 12 and supplied to each intake port 2 by each gas injection valve 13. Is possible.

2 and 3 are detailed views of the engine 3 of the present embodiment.
In the figure, each combustion cylinder 4 of the engine 3 has a combustion chamber 17 constituted by a cylinder head 14, a cylinder block 15 and a piston 16, and is sucked from an intake port 2 through an intake valve 18 and an exhaust valve 19. Air is introduced and exhaust is discharged from the exhaust port 5.

  The fuel pump 9 is disposed at one end of a camshaft 20 that drives the intake valves 18 and 19. The fuel pump 9 may be an electric feed pump as long as the fuel can be pressurized and supplied. The air-fuel mixture introduced into the combustion chamber 17 in the intake stroke becomes a high temperature and high pressure state in the combustion chamber 17 in the compression stroke. The air-fuel mixture is ignited by the spark plug 21 and burned. The fuel may be supplied directly to the combustion chamber 17. Further, a glow plug may be used instead of the spark plug as the air-fuel mixture ignition means.

  The present embodiment is configured to generate oxygen-enriched air as the enriched air, and the cylinder 4 has an oxygen-enriched control valve that is controlled to open and close by a cam mechanism that shares the exhaust valve 19 and the camshaft. A valve 22 is provided, and a communication passage 23 that can communicate with the combustion chamber 17 of the cylinder 4 via the oxygen enrichment valve 22 is formed in the cylinder head 14. The communication passage 23 is provided with a nitrogen adsorbent 24 capable of adsorbing and desorbing nitrogen contained in the air in the combustion chamber 17 introduced when the oxygen enrichment valve 22 is opened. A check valve 25 is interposed downstream of the agent 24 and connected to the oxygen-enriched air tank 11. The nitrogen adsorbent 24 may be, for example, zeolite, but is not limited to this as long as it has a similar function.

  The oxygen-enriched air tank 11 has a pressure sensor 26 as a remaining amount detecting means for monitoring the remaining amount of oxygen-enriched air, and an atmosphere opening means for releasing the oxygen-enriched air in the oxygen-enriched air tank 11 to the atmosphere. When the pressure sensor 26 detects that the predetermined pressure has been exceeded, an engine control unit (hereinafter referred to as ECU) 28 determines that the remaining oxygen-enriched air has exceeded a predetermined value. Control is performed to open a part of the oxygen-enriched air to the atmosphere by opening the release valve 27 by a command signal from the ECU 28. The means for monitoring the oxygen-enriched air remaining amount is not limited to this method.

  In this embodiment, the combustion cylinder 4 of the reciprocating internal combustion engine is shared as the enriched air generating cylinder, and the exhaust valve 19 is used as the discharge valve of the enriched air generating cylinder. In the present embodiment, the pressure change in the combustion chamber 17 based on the reciprocating motion of the piston in the cylinder 4 is applied to the nitrogen adsorbent 24 by opening the oxygen enrichment valve 22, so that the nitrogen by the nitrogen adsorbent 24 In this configuration, the adsorption / desorption is controlled to generate air having an adsorbed gas concentration different from that of the intake air to obtain oxygen-enriched air as desired enriched air. Here, the pressure adjusting means is configured to include the intake valve 18, the exhaust valve 19 (discharge valve), the cylinder 4 including the piston 16, and the oxygen-enriched valve 22.

  The engine 3 is controlled by the ECU 28 in an integrated manner. Although not shown, the ECU 28 receives a crank angle sensor signal, a coolant temperature, an accelerator opening signal, and the like, and executes operation control of the engine 3 based on these signals. In response to a command from the ECU 28, the valve mode switching unit 29 operates the lost motion mechanism to keep the oxygen enriching valve 22 closed when the engine operating state is normal operation. In order to execute the air generation operation, the lost motion mechanism is released and the oxygen-enriched valve 22 is opened / closed.

Next, the operation of this embodiment will be described.
During normal operation of the engine 3, the lost motion mechanism is operated by the valve mode switching unit 29 to keep the oxygen enriching valve 22 in a closed state. In this state, the intake valve 18 and the exhaust valve 19 operate at the valve timing as shown in FIG. As a result, the air-fuel mixture is introduced from the intake port 2 into the combustion chamber 17 by the opening of the intake valve 18 in the intake stroke, and the air-fuel mixture in the combustion chamber 17 becomes a high-temperature and high-pressure state in the compression stroke. Ignition combustion is performed, and exhaust is exhausted from the exhaust port 5 by opening the exhaust valve 19 in the exhaust stroke.

  On the other hand, during the coasting, the lost motion mechanism is released by the valve mode switching unit 29 so that the oxygen enrichment valve 22 can be opened and closed. In this state, the intake valve 18, the exhaust valve 19 and the oxygen enrichment valve 22 are operated at the valve timings as shown in FIG. That is, intake air is introduced from the intake port 2 into the combustion chamber 17 by opening the intake valve 18 in the intake stroke. In the compression stroke, the oxygen enrichment valve 22 is opened, and the air in the combustion chamber 17 is guided to the nitrogen adsorbent 24 through the communication passage 23. As air passes through the nitrogen adsorbent 24, oxygen passes through the nitrogen adsorbent 24 while nitrogen is trapped by the nitrogen adsorbent 24. For this reason, the air after passing through the nitrogen adsorbent 24 becomes oxygen-enriched air having a higher oxygen concentration than the intake air. This oxygen-enriched air is stored in the oxygen-enriched air tank 11 through the check valve 25. In the next expansion stroke, since the valves other than the oxygen enrichment valve 22 are closed, the pressure in the combustion chamber 17 decreases, the nitrogen adsorbed by the nitrogen adsorbent 24 is desorbed, and the combustion chamber 17 is enriched with nitrogen. Filled with air. The nitrogen-enriched air is exhausted from the exhaust port 5 by opening the exhaust valve 19 in the exhaust stroke.

Oxygen-enriched air stored in the oxygen-enriched air tank 11 is injected and supplied from the gas injection valve 13 controlled by the ECU 28 to the intake port 2 when the engine is under low load. As shown in FIG. The injection is supplied so as to decrease as it becomes. As a result, the lean combustion limit is expanded and the engine efficiency can be greatly improved.
According to the configuration of this embodiment, oxygen-enriched air can be obtained by controlling the adsorption / desorption of nitrogen in the nitrogen adsorbent 24 using the pressure change in the cylinder 4 due to the reciprocating motion of the piston 16. Therefore, sufficient oxygen-enriched air can be generated only by adding some configuration to the reciprocating internal combustion engine. In particular, when mounted on a reciprocating internal combustion engine, a compact and low-cost gas enrichment device can be obtained by sharing a combustion cylinder, a crankshaft, a camshaft, or the like. In addition, since the combustion cylinder 4 of the engine 3 is shared, oxygen-enriched air can be generated at high speed, and enriched air is generated using a cylinder that does not perform normal work during coasting, thus deteriorating engine efficiency. I will not let you. Furthermore, since the produced oxygen-enriched air is stored in the tank 11, the oxygen-enriched air can be supplied at an arbitrary timing. Furthermore, since the remaining amount of the oxygen-enriched air tank 11 is monitored and controlled so that the amount of gas in the tank 11 does not become excessive, damage to the oxygen-enriched air tank 11 and peripheral parts can be avoided.

Next, a second embodiment of the present invention will be described.
FIG. 7 is a schematic configuration diagram of a second embodiment applied to a reciprocating internal combustion engine, FIG. 8 is a detailed diagram of the engine of the present embodiment, and FIG. 9 is a detailed diagram of the engine when viewed from above. In addition, the same code | symbol is attached | subjected to the same element as 1st Embodiment, and description is abbreviate | omitted.
7 to 9, the present embodiment is applied to a sub-chamber internal combustion engine, and communicates with the main combustion chamber 17 and the injection hole 31 above the combustion chamber (main combustion chamber) 17. A secondary combustion chamber 32 is formed. The sub-combustion chamber 32 includes a spark plug 21, a sub-chamber fuel injection valve 33 that injects and supplies fuel to the sub-combustion chamber 32, and a gas injection valve 13 that can switch and supply oxygen-enriched air and nitrogen-enriched air. Has been placed. As shown in FIG. 7, the gas injection valve 13 can be switched and connected to the oxygen-enriched air tank 11 and the nitrogen-enriched air tank 35 by a switching valve 34 interposed in the gas pipe 12.

  Further, a nitrogen enrichment valve 36 is formed in the main combustion chamber 17 as a discharge valve that is controlled to be opened and closed by a cam mechanism that shares the camshaft with the exhaust valve 19 and the oxygen enrichment valve 22. A communication passage 37 that can communicate with the main combustion chamber 17 of the cylinder 4 is formed in the cylinder head 14 through the nitrogen enriching valve 36, and the communication passage 37 is a rich air storage tank through a check valve 38. It is connected to a certain nitrogen-enriched air tank 35.

  The nitrogen-enriched air tank 35 has a pressure sensor 40 as remaining amount detecting means for monitoring the remaining amount of nitrogen-enriched air, and atmospheric release means for releasing the nitrogen-enriched air in the nitrogen-enriched air tank 35 to the atmosphere. In the same manner as the oxygen-enriched air tank 11, the remaining amount of nitrogen-enriched air is monitored by the pressure sensor 40, and when the inside of the nitrogen-enriched air tank 35 exceeds a predetermined pressure, The release valve 41 is opened under the control of the ECU 28 so that a part of the nitrogen-enriched air can be opened to the atmosphere.

  Further, according to a command from the ECU 28, the valve mode switching unit 29 according to the present embodiment operates the lost motion mechanism to operate the oxygen enrichment valve 22 and the nitrogen enrichment valve 36 when the engine operating state is a normal operation. In the coasting state, the lost motion mechanism is released and the oxygen enrichment valve 22 and the nitrogen enrichment valve 36 are opened and closed to execute oxygen and nitrogen enriched air generation operations during coasting. At the same time, the exhaust valve 19 is held closed by the lost motion mechanism.

Next, the operation of the second embodiment will be described.
During normal operation of the engine 3, the lost motion mechanism is operated by the valve mode switching unit 29 to hold the oxygen enrichment valve 22 and the nitrogen enrichment valve 36 in the closed state. In this state, the first embodiment Similarly, the intake valve 18 and the exhaust valve 19 operate at the valve timing shown in FIG. In the intake stroke, the air-fuel mixture is introduced from the intake port 2 into the main combustion chamber 17 by opening the intake valve 18, and in the compression stroke, the air-fuel mixture in the main combustion chamber 17 is introduced into the sub-combustion chamber 32 through the injection holes 31. The ignition plug 25 ignites and burns. The flame burned in the auxiliary combustion chamber 32 is radiated from the nozzle hole 31 to the main combustion chamber 17 to ignite and burn the air-fuel mixture in the main combustion chamber 17. Thereafter, exhaust is exhausted from the exhaust port 5 by opening the exhaust valve 19 in the exhaust stroke.

  On the other hand, at the coast, the lost motion mechanism is released by the valve mode switching unit 29 so that the oxygen enrichment valve 22 and the nitrogen enrichment valve 36 can be opened and closed, and at the same time, the exhaust valve 19 is operated by the lost motion mechanism. The valve is closed. In this state, the intake valve 18, the oxygen enrichment valve 22, and the nitrogen enrichment valve 36 are operated at the valve timings as shown in FIG. As a result, intake air is introduced from the intake port 2 to the main combustion chamber 17 by opening the intake valve 18 in the intake stroke, and the oxygen enrichment valve 22 is opened in the compression stroke, so that the air in the main combustion chamber 17 is changed. It is guided to the nitrogen adsorbent 24 and stored in the oxygen-enriched air tank 11 in the same manner as in the first embodiment. In the next expansion stroke, since the valves other than the oxygen enrichment valve 22 are closed, the pressure in the main combustion chamber 17 decreases, the nitrogen adsorbed by the nitrogen adsorbent 24 is desorbed, and the inside of the main combustion chamber 17 is nitrogen. Filled with enriched air. The nitrogen-enriched air is introduced into the communication passage 37 by opening the nitrogen-enriched valve 36 during the exhaust stroke, and is stored in the nitrogen-enriched air tank 35.

  The oxygen-enriched air and the nitrogen-enriched air are supplied by controlling the switching valve 34 by the ECU 28 so that the gas injection valve 13 is connected to the oxygen-enriched air tank 11 when the engine is under low load. The gas is injected from the gas injection valve 13 into the auxiliary combustion chamber 32. Then, as in the first embodiment, as shown in FIG. 6, injection is supplied so as to decrease as the engine load increases. As a result, the lean combustion limit is expanded and the engine efficiency can be greatly improved. That is, the torch flame ejected from the nozzle hole 31 of the auxiliary combustion chamber 32 becomes stronger, and the air-fuel mixture in the main combustion chamber 17 can be combusted. Moreover, consumption of oxygen-enriched air can be suppressed by reducing the amount of oxygen-enriched air as the load increases.

  The ECU 28 switches and controls the switching valve 34 so that the gas injection valve 13 is connected to the nitrogen-enriched air tank 35 side at the time of high engine load, and the nitrogen-enriched air is injected and supplied from the gas injection valve 13 into the auxiliary combustion chamber 32. To do. In this case, as shown in FIG. 11, injection is supplied so as to decrease as the engine load decreases. In sub-chamber combustion, combustion vibration is a problem because the combustion speed is too high at high loads, but the combustion speed is reduced by supplying nitrogen-enriched air as in this embodiment, and the combustion vibration problem is can be solved. That is, since the torch flame ejected from the nozzle hole 31 of the sub-combustion chamber 32 is weakened, the combustion speed of the main combustion chamber 17 is not so high, and the vibration problem can be solved.

According to the configuration of the second embodiment, stable combustion can be obtained in the sub-chamber internal combustion engine that requires combustion stability. Further, by generating nitrogen-enriched air, the gas adsorbed by the adsorbent 24 can be used without being wasted.
Next, FIG.12 and FIG.13 shows 3rd Embodiment of the gas enrichment apparatus based on this invention.
In the third embodiment, a device for generating oxygen-enriched air and nitrogen-enriched air is provided separately from the engine of the reciprocating internal combustion engine.

  In the figure, the gas enrichment device 60 is provided separately from the engine 50. The cylinder 61 of the gas enrichment device 60 is provided with an intake valve 62 for taking in intake air, an oxygen enrichment valve 63, and a nitrogen enrichment valve 64. The intake valve 62, the oxygen enrichment valve 63, and the nitrogen enrichment valve 64 are configured to share the camshaft 51 of the engine 50. The piston 65 in the cylinder 61 of the gas enrichment device 60 is also configured to share the piston 53 and the crankshaft 54 in each cylinder 52 of the engine 50. In the figure, 55 indicates an intake valve, and 56 indicates an exhaust valve.

Although not shown, in the gas enrichment device 60, as in the second embodiment, the communication passages 23 and 37 are connected to the cylinder 61 via the oxygen enrichment valve 63 and the nitrogen enrichment valve 64, respectively. The oxygen-enriched air tank 11 and the nitrogen-enriched air tank 35 can store oxygen-enriched air and nitrogen-enriched air, respectively.
According to the third embodiment, it is possible to always generate enriched air, not only during coasting, regardless of the operating state of the engine 50, and it is possible to generate a large amount of oxygen-enriched air and nitrogen-enriched air. Further, by sharing the camshaft 51 and the crankshaft 54 of the engine 50, an increase in cost can be suppressed.

In addition, in 3rd Embodiment, although it is the structure which produces | generates both oxygen-enriched air and nitrogen-enriched air, it replaces with the valve for nitrogen enrichment, and is provided with an exhaust valve as a structure which produces | generates only oxygen-enriched air. Needless to say.
In the first embodiment, the nitrogen adsorbent is used instead of the nitrogen adsorbent, and the same principle is used to obtain only nitrogen-enriched air or both nitrogen-enriched air and oxygen-enriched air. Also good.

The schematic block diagram of 1st Embodiment of the gas enrichment apparatus which concerns on this invention. Detailed view of the engine of FIG. Detailed view of the engine of FIG. 1 as viewed from above Diagram showing valve timing during normal operation Diagram showing valve timing during coasting The figure which shows the relationship between the engine operating state of 1st Embodiment, and oxygen-enriched air supply amount. The schematic block diagram of 2nd Embodiment of the gas enrichment apparatus which concerns on this invention. Detailed view of the engine of FIG. Detailed view of the engine of FIG. 7 when viewed from above The figure which shows the valve timing at the time of the coast of 2nd Embodiment. The figure which shows the relationship between the engine operating state of 2nd Embodiment, and nitrogen-rich air supply amount. The schematic block diagram seen from upper direction of 3rd Embodiment of the gas enrichment apparatus which concerns on this invention Schematic configuration diagram when viewed from the side of the third embodiment

Explanation of symbols

3, 50 Engine 4, 61 Cylinder 9 Gas piping 11 Oxygen-enriched air tank 13 Gas injection valve 16, 65 Piston 17 Combustion chamber (main combustion chamber)
18, 62 Intake valve 19 Exhaust valve (discharge valve)
20, 51 Camshaft 22, 63 Oxygen-enriched valve 23, 37 Communication path 24 Nitrogen adsorbent 25, 38 Check valve 26, 40 Pressure sensor 27, 41 Release valve 28 Engine control unit (ECU)
29 Valve mode switching unit 31 Injection hole 32 Subcombustion chamber 34 Switching valve 35 Nitrogen-enriched air tank 36, 64 Nitrogen-enriched valve 54 Crankshaft

Claims (22)

An adsorbent capable of adsorbing and desorbing either oxygen or nitrogen gas in the air;
Based on the pressure change caused by the reciprocating motion of the piston in the enriched air generating cylinder that performs the air suction / discharge operation, positive pressure in the cylinder is applied to the adsorbent interposed in the communication path that can communicate with the cylinder. Pressure adjusting means for adsorbing the one gas and desorbing the adsorbed gas by applying a negative pressure in the cylinder to the adsorbent,
An internal combustion engine characterized in that the pressure adjusting means controls the adsorption / desorption of the adsorbent to generate air having a different adsorbed gas concentration compared to intake air to obtain desired enriched air. Engine gas enrichment device.   The pressure adjusting means includes an intake valve, a discharge valve, and a piston, and the enrichment generating cylinder that sucks in air for generating enriched air; and the adsorption of intake air in the cylinder provided in the communication path And a control valve for controlling introduction into the agent, wherein the control valve is opened during a compression / expansion stroke of the piston to adsorb / desorb the one gas. The gas enrichment device for an internal combustion engine according to claim 1.   The gas enrichment device for an internal combustion engine according to claim 1 or 2, wherein the enriched air generation cylinder is provided separately from a cylinder used for combustion of a reciprocating internal combustion engine.   The gas enrichment device for an internal combustion engine according to claim 3, wherein the piston mechanism of the enriched air generation cylinder is configured to share a crankshaft of the reciprocating internal combustion engine.   The gas enrichment device for an internal combustion engine according to claim 3 or 4, wherein the cam mechanism of the enriched air generation cylinder shares a cam shaft of the reciprocating internal combustion engine.   The gas enrichment device for an internal combustion engine according to claim 1 or 2, wherein the enriched air generation cylinder is configured to share a cylinder used for combustion of the reciprocating internal combustion engine.   The gas enrichment device for an internal combustion engine according to claim 6, wherein the enriched air is generated by operating the pressure adjusting means during coasting.   The gas enrichment device for an internal combustion engine according to any one of claims 1 to 7, wherein the enrichment air storage tank for storing the enriched air is provided.   The enriched air storage tank includes a remaining amount detecting means for detecting the remaining amount of the enriched air in the enriched air storage tank, and an atmospheric discharge means for releasing the enriched air in the enriched air storage tank to the atmosphere. A part of the enriched air in the enriched air storage tank is released to the atmosphere by the atmospheric discharge means when it is detected by the remaining amount detection means that the remaining amount of enriched air exceeds a predetermined value. The gas enrichment device for an internal combustion engine according to claim 8, characterized in that:   The gas enrichment device for an internal combustion engine according to any one of claims 1 to 9, wherein the enriched air is oxygen enriched air.   When the adsorbent is configured to adsorb and desorb nitrogen, the adsorbent passing gas obtained when the positive pressure is applied to the adsorbent is obtained as the oxygen-enriched air, and 11. The gas enrichment of an internal combustion engine according to claim 10, wherein the air in the enriched air generation cylinder obtained when a negative pressure is applied is discharged by opening the discharge valve. apparatus.   The internal combustion engine according to claim 11, wherein when the enriched air generating cylinder is a cylinder used for combustion of a reciprocating internal combustion engine, an exhaust valve of the combustion cylinder is used as the discharge valve. Gas enrichment equipment.   The gas enrichment device for an internal combustion engine according to any one of claims 1 to 9, wherein the enriched air is oxygen enriched air and nitrogen enriched air.   When the enriched air generating cylinder is separate from a cylinder used for combustion of a reciprocating internal combustion engine, and the adsorbent is configured to adsorb and desorb nitrogen, the positive pressure is applied to the adsorbent. The adsorbent passage gas obtained sometimes is obtained as the oxygen-enriched air, and the discharge valve is opened for the air in the enriched air generating cylinder obtained when the negative pressure is applied to the adsorbent. The gas enrichment device for an internal combustion engine according to claim 13, wherein the nitrogen enriched air is obtained.   When the enriched air generating cylinder is a cylinder used for combustion of a reciprocating internal combustion engine, and the adsorbent is configured to adsorb and desorb nitrogen, the combustion cylinder is provided with the discharge valve, and the adsorption The adsorbent passing gas obtained when the positive pressure is applied to the adsorbent is obtained as the oxygen-enriched air, and the air in the combustion cylinder obtained when the negative pressure is applied to the adsorbent is The gas enrichment device for an internal combustion engine according to claim 13, wherein a discharge valve is opened to obtain the nitrogen-enriched air.   The gas enrichment device for an internal combustion engine according to claim 15, wherein the control valve is opened during a compression / expansion stroke of the piston, and the discharge valve is opened during an exhaust stroke of the piston. .   17. The gas enrichment device for an internal combustion engine according to claim 16, wherein the exhaust valve is closed when the enriched air is generated.   A main combustion chamber, and a sub-combustion chamber communicating with the main combustion chamber via the nozzle hole above the main combustion chamber, and an ignition unit is disposed in the sub-combustion chamber, and the ignition unit is configured to The generated enriched air is supplied to the sub-combustion chamber of the sub-chamber internal combustion engine that ignites the fuel and ejects a fuel torch from the nozzle hole and burns the air-fuel mixture in the main combustion chamber. 18. The gas enrichment device for an internal combustion engine according to claim 1, wherein the gas enrichment device is an internal combustion engine.   The configuration according to claim 18, wherein when the enriched air that can be supplied into the auxiliary combustion chamber is oxygen-enriched air, the oxygen-enriched air is supplied into the auxiliary combustion chamber at a low engine load. A gas enrichment device for an internal combustion engine as described.   When the enriched air that can be supplied into the auxiliary combustion chamber is oxygen-enriched air and nitrogen-enriched air, the enriched air supplied into the auxiliary combustion chamber is switched according to the engine load state, and the engine 19. The gas enrichment of an internal combustion engine according to claim 18, wherein oxygen enriched air is supplied into the auxiliary combustion chamber and the nitrogen enriched air is supplied into the auxiliary combustion chamber when the engine is heavily loaded. apparatus.   The gas enrichment device for an internal combustion engine according to claim 19 or 20, wherein the supply amount of the oxygen-enriched air is reduced as the engine load increases.   21. The gas enrichment device for an internal combustion engine according to claim 20, wherein the supply amount of the nitrogen-enriched air is reduced as the engine load decreases.

Images