JP2014185593A - Fuel injection device of hydrogen rotary engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fuel injection device of a hydrogen rotary engine which causes hydrogen injected into an actuation chamber 8 to diffuse so as to improve heat efficiency of the hydrogen rotary engine 1, in the hydrogen rotary engine 1 which directly injects hydrogen as fuel into the actuation chamber 8 in a compression process.SOLUTION: Two hydrogen injectors 15 are attached to a position in the neighborhood of a long axis Y in a rotor housing 3, seen from an axial direction of an output shaft in such a state as to be arranged side by side in the axial direction (direction of rotation axial center X of an eccentric shaft 6) of the output shaft, and both of axial lines L of injection ports 15a of two hydrogen injectors 15 are inclined, seen from an axial direction of an output shaft, for the long axis Y of the rotor housing 3 (rotor storage chamber 7) such that hydrogen injected by the hydrogen injectors 15 proceeds toward the leading side of rotor rotation direction rather than the injection ports 15a.

Description

  The present invention belongs to a technical field related to a fuel injection device for a hydrogen rotary engine provided with a hydrogen injector that directly injects hydrogen as fuel into a working chamber in a compression stroke.

  In general, a rotary engine (also referred to as a rotary piston engine) is a rotor formed by arranging side housings on both sides of a rotor housing having a generally elliptical trochoid inner peripheral surface defined by a major axis and a minor axis orthogonal to each other. This is an engine in which a generally triangular rotor is housed in a housing chamber. In this rotary engine, each of the three working chambers defined between the outer peripheral surface of the rotor and the inner peripheral surface of the rotor housing is moved in the circumferential direction as the rotor rotates. Let each step be done in turn.

  As such a rotary engine, a hydrogen rotary engine in which hydrogen is injected as fuel into a working chamber in a compression stroke is known. In such a hydrogen rotary engine, as viewed from the axial direction of the output shaft of the engine, a hydrogen injector that injects hydrogen is usually in the vicinity of the long axis in the rotor housing in a direction along the long axis. It is attached to inject hydrogen. Further, for example, as shown in Patent Document 1, in a low rotation region of a hydrogen rotary engine, a first hydrogen injector that injects hydrogen toward the leading side of the working chamber and a high-temperature combustion gas that leaks between the working chambers. A second hydrogen injector that injects hydrogen toward the central region of the working chamber (that is, the direction along the long axis) is provided in a high rotation region where abnormal combustion is likely to occur.

JP 2007-64169 A

  As described above, the direct injection method in which hydrogen is directly injected into the working chamber in the compression stroke can increase the air filling rate compared with the premixing method in which hydrogen is injected into the intake passage, and is a large engine. Output is obtained.

  However, since hydrogen gas has a characteristic that it is difficult to mix with air, the conventional direct injection method has a problem that the thermal efficiency of the hydrogen rotary engine is low, and the potential of the direct injection method cannot be sufficiently extracted.

  In this regard, the inventors examined how hydrogen injected into the working chamber in the compression stroke diffuses. According to this, when hydrogen is injected in the direction along the long axis by the hydrogen injector, hydrogen injected in the latter half of the injection period remains at the trailing end of the working chamber. As a result, the proportion of hydrogen distributed at the trailing end of the working chamber out of all the injected hydrogen is increased. As the hydrogen injection end timing is later, the ratio of hydrogen distributed at the trailing end increases. The trailing end is distributed from the trailing end of the hydrogen rotary engine as viewed from the axial direction of the output shaft of the hydrogen rotary engine because it is away from the spark plug attached to the rotor housing near the short axis. As the hydrogen ratio increases, the amount of unburned hydrogen increases and the thermal efficiency of the hydrogen rotary engine decreases. On the other hand, if hydrogen can be uniformly dispersed in the portion from the center of the working chamber to the leading end in the compression stroke, the thermal efficiency of the hydrogen rotary engine can be improved. Here, the hydrogen injected in the first half of the injection period diffuses to the leading side along the rotor surface, and part of the diffused hydrogen reaches the rotor housing wall surface corresponding to the leading end of the working chamber. After that, the hydrogen diffuses back to the center of the working chamber. However, when hydrogen is injected in the direction along the long axis, even if the hydrogen reaches the rotor housing wall, The amount of hydrogen returning to the center side is small, and as a result, the amount of hydrogen remaining at the leading end of the working chamber is increased, and hydrogen is not uniformly distributed from the central portion of the working chamber to the leading end. This is also a factor that reduces the thermal efficiency of the engine.

  On the other hand, when hydrogen is injected toward the leading side of the working chamber, hydrogen injected in the first half of the injection period diffuses to the leading side along the rotor surface, and a part of the diffused hydrogen is After reaching the rotor housing wall surface corresponding to the leading end of the working chamber, it diffuses back to the central side of the working chamber, and hydrogen is evenly distributed from the central portion of the working chamber to the leading end. It becomes like this. However, hydrogen injected in the latter half of the injection period remains at the trailing end of the working chamber, and there is room for improvement in order to further improve the thermal efficiency of the hydrogen rotary engine.

  The present invention has been made in view of such a point, and an object of the present invention is to provide a hydrogen rotary engine that directly injects hydrogen as a fuel into a working chamber in a compression stroke. Is to diffuse so that the thermal efficiency of the hydrogen rotary engine is improved.

  In order to achieve the above object, in the present invention, a rotor housing having a substantially elliptical trochoidal inner peripheral surface defined by a long axis and a short axis orthogonal to each other, and the long axis and the rotor housing sandwiched between the rotor housing By being arranged on both sides of the output shaft direction orthogonal to the respective short axes, there are three side housings that form a rotor accommodating chamber together with the rotor housing, and the rotor housing that is accommodated in the rotor accommodating chamber. In addition to partitioning the working chamber and rotating the planets around the output shaft, each of the working chambers is moved in the circumferential direction, and the intake, compression, expansion, and exhaust strokes are sequentially performed. A substantially triangular rotor with apex seals disposed thereon, and the rotor housing so as to face the working chamber in the compression stroke. Two hydrogen injectors, in the axial direction of the output shaft, for a fuel injection device of a hydrogen rotary engine that includes a hydrogen injector that directly injects hydrogen as fuel into a working chamber in the compression stroke In the state of being aligned with each other, and attached to a position in the vicinity of the long axis of the rotor housing when viewed from the axial direction of the output shaft, and when viewed from the axial direction of the output shaft, Both the axes are inclined with respect to the long axis so that the hydrogen injected by the hydrogen injector is directed to the leading side in the rotor rotation direction from the injection port.

  With the above configuration, since hydrogen is injected by two hydrogen injectors, the injection period can be shortened compared to the case where hydrogen is injected by one hydrogen injector. As a result, the injection can be terminated early and the amount of hydrogen remaining at the trailing end of the working chamber can be reduced. As a result, the amount of unburned hydrogen can be reduced. In addition, when viewed from the axial direction of the output shaft, the axis of the nozzle holes of the two hydrogen injectors are such that the hydrogen injected by the hydrogen injector is directed to the leading side in the rotor rotation direction from the nozzle. The hydrogen injected by the two hydrogen injectors diffuses to the leading side along the rotor surface, and part of the diffused hydrogen is the leading of the working chamber. After reaching the rotor housing wall surface corresponding to the end on the side, it diffuses back to the center side of the working chamber. Therefore, most of the hydrogen injected by the two hydrogen injectors is uniformly dispersed from the central portion of the working chamber to the leading end portion. Therefore, the thermal efficiency of the hydrogen rotary engine can be improved.

  In the fuel injection device for the hydrogen rotary engine, when viewed from the axial direction of the output shaft, the acute angle formed by the axis of the nozzle hole of each hydrogen injector and the major axis is greater than 0 ° and less than 10 °. Is preferable.

  Thus, by setting the acute angle formed by the axis of the nozzle hole and the long axis of each hydrogen injector to be greater than 0 ° and less than 10 °, the end on the leading side from the center of the working chamber in the compression stroke The uniform dispersibility of hydrogen can be improved satisfactorily, and the thermal efficiency of the hydrogen rotary engine can be further improved.

  In the fuel injection device of the hydrogen rotary engine, the hydrogen injection end timing by the hydrogen injectors to the working chamber in the compression stroke is divided into the working chamber in the compression stroke and the working chamber in the intake stroke. It is preferable that the apex seal be positioned 110 ° to 40 ° before the rotation angle of the output shaft with respect to the center of the nozzle hole of each hydrogen injector.

  As a result, the amount of hydrogen remaining at the trailing end of the working chamber in the compression stroke can be reduced, and most of the hydrogen injected by the two hydrogen injectors can be removed from the center of the working chamber. It can be made to disperse uniformly from the part to the end part on the leading side. Therefore, the thermal efficiency of the hydrogen rotary engine can be further improved.

  In the fuel injection device for the hydrogen rotary engine, it is preferable that the amount of hydrogen injected into the working chamber in the compression stroke by the two hydrogen injectors is the same.

  As a result, hydrogen can be evenly distributed in the axial direction of the output shaft from the center of the working chamber to the leading end of the working chamber in the compression stroke, further increasing the thermal efficiency of the hydrogen rotary engine. Improvements can be made.

  In the fuel injection device for the hydrogen rotary engine, it is preferable that the injection timings from the start to the end of injection of hydrogen into the working chamber in the compression stroke by the two hydrogen injectors are the same.

  By doing so, the uniform dispersibility of hydrogen from the center of the working chamber in the compression stroke to the leading end can be further improved, and the thermal efficiency of the hydrogen rotary engine can be further improved. .

  As described above, according to the fuel injection device for a hydrogen rotary engine of the present invention, the two hydrogen injectors are arranged in the axial direction of the output shaft and viewed from the axial direction of the output shaft. Installed in the vicinity of the shaft and viewed from the axial direction of the output shaft, the axis of the nozzle holes of the two hydrogen injectors are aligned so that the hydrogen injected by the hydrogen injector is directed to the leading side in the rotor rotation direction from the nozzle. The amount of hydrogen remaining at the trailing end of the working chamber in the compression stroke can be reduced by tilting with respect to the long axis of the rotor housing (rotor housing chamber), and It is possible to improve the uniform dispersibility of hydrogen from the center of the working chamber to the leading end, and thus the thermal efficiency of the hydrogen rotary engine It is possible to improve.

It is a perspective view showing an outline of a hydrogen rotary engine provided with a fuel injection device concerning an embodiment of the present invention. It is sectional drawing which simplified the one part which shows the principal part of a hydrogen rotary engine. The apex seal (specific apex seal) that divides the working chamber in the compression stroke and the working chamber in the intake stroke is located 60 ° before the eccentric angle with respect to the center of the nozzle of the hydrogen injector. FIG. 3 is a diagram corresponding to FIG. 2. It is a block diagram which shows the structure of the control system of a hydrogen rotary engine. It is a graph which shows the result of having investigated the relationship between hydrogen injection completion timing, thermal efficiency (eta), and output torque T. FIG. The relationship between the hydrogen injection end timing and the thermal efficiency η when the angle α on the acute angle formed by the axis of the nozzle hole of the hydrogen injector and the long axis is α = 0 °, α = 5 °, and α = 10 ° was investigated. It is a graph which shows a result. It is a graph which shows the result of having investigated the relationship between ratio Q1 / Q2 of the injection quantity of two hydrogen injectors, and thermal efficiency (eta). It is a graph which shows the result of having investigated the relationship between the ratio Q1 / Q2 of the injection amount of two hydrogen injectors, and the NOx emission amount W.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  1 and 2 show a hydrogen rotary engine 1 (hereinafter simply referred to as an engine 1) provided with a fuel injection device according to an embodiment of the present invention. In the present embodiment, the engine 1 is mounted on a so-called series-type hybrid vehicle to drive a motor generator (generates power from the motor generator). The engine 1 is used only for power generation by the motor generator. The That is, the eccentric shaft 6 as the output shaft of the engine 1 is connected to the rotation shaft of the motor generator. The electric power generated by the motor generator is supplied to a battery having a high voltage and a large capacity, or is supplied to a traveling motor. The travel motor is driven by being supplied with at least one of the power generated by the motor generator and the discharge power from the high-voltage / large-capacity battery, and the drive wheels are driven by the travel motor so that the hybrid vehicle travels. To do. The motor generator also has a role of driving and starting the engine 1 when the engine 1 is stopped.

  The engine 1 is a two-rotor type (two-cylinder engine) having two rotors 2, and two rotor housings 3 on the front side (right side in FIG. 1) and the rear side (left side in FIG. 1) are intermediate housings. 4 (corresponding to a side housing) is sandwiched between the two, and the two side housings 5 are further sandwiched from both sides to integrate them. In FIG. 1, a part of the right side (front side) of the engine 1 is cut away to show the inside, and the left side (rear side) side housing 5 is also separated to show the inside. Reference numeral X in the figure denotes a rotational axis of the eccentric shaft 6 serving as an output shaft, which is hereinafter simply referred to as a rotational axis X.

  The rotor housing 3 has a trochoid inner peripheral surface 3a drawn by a parallel trochoid curve, an inner side surface 5a of the side housing 5 sandwiching the rotor housing 3 from both sides, and side surfaces 4a on both sides of the intermediate housing 4 as shown in FIG. 2, a rotor having a substantially elliptical shape (substantially elliptical shape defined by a major axis Y and a minor axis Z orthogonal to each other) as viewed from the direction of the rotation axis X (axial direction of the output shaft). The storage chamber 7 (cylinder) is divided into two sides, the front side and the rear side, and the rotor 2 is stored in each of the rotor storage chambers 7. Each rotor accommodating chamber 7 is arranged symmetrically with respect to the intermediate housing 4 and has the same configuration except that the position and phase of the rotor 2 are different. Will be described.

  In the present embodiment, the long axis Y of the rotor housing 3 (rotor accommodating chamber 7) extends in the vertical direction, and the short axis Z extends in the horizontal direction.

  The rotor 2 is composed of a substantially triangular block body in which the central part of each side bulges outward as viewed from the direction of the rotational axis X, and three substantially rectangular flank is provided between the apexes on the outer peripheral surface thereof. A surface 2a is provided. Recesses 2b are formed at the center of each flank surface 2a.

  The rotor 2 has apex seals (not shown) at the apexes of the triangles. The apex seals are in sliding contact with the trochoid inner peripheral surface 3a of the rotor housing 3, and the rotor housing 3 has a trochoid inner peripheral surface 3a. The inner side surface 4a of the intermediate housing 4, the inner side surface 5a of the side housing 5, and the flank surface 2a of the rotor 2, the interior of the rotor accommodating chamber 7 (the flank surface 2a of the rotor 2 and the inner trochoidal surface of the rotor housing 3) 3), three working chambers 8 are respectively defined.

  Although illustration is omitted, the rotor 2 includes the intermediate housing 4 and the side housing 5 while the internal gear (rotor gear) provided inside the rotor 2 meshes with the external gear (fixed gear) provided on the side housing 5. Is supported so as to make a planetary rotational movement.

  That is, the rotational motion of the rotor 2 is defined by the meshing of the internal gear and the external gear, and the rotor 2 has an eccentric wheel of the eccentric shaft 6 while the three apex seals are in sliding contact with the trochoid inner peripheral surface 3a of the rotor housing 3, respectively. While rotating around 6a, it revolves around the rotation axis X in the same direction as the rotation (including rotation and revolution, simply referred to as rotation of the rotor 2). Then, the three working chambers 8 move in the circumferential direction while the rotor 2 makes one rotation, and intake, compression, expansion, and exhaust strokes are performed in each of them, and the rotational force generated thereby is transmitted through the rotor 2. And output from the eccentric shaft 6. In addition, during one rotation of the rotor 2, the eccentric shaft 6 rotates three times, and during this time, the three working chambers 8 each perform a combustion cycle once. For this reason, one combustion cycle is performed for one rotation of the eccentric shaft 6.

  More specifically, in FIG. 2, the rotor 2 rotates in the clockwise direction as indicated by an arrow, and the rotor accommodating chamber 7 is separated by the long axis Y of the rotor accommodating chamber 7 passing through the rotation axis X. The left side of FIG. 2 is generally an intake and exhaust stroke region, and the right side is a compression and expansion stroke region.

  When attention is paid to the upper left working chamber 8 in FIG. 2, this working chamber 8 is in the intake stroke, and when the working chamber 8 in the intake stroke shifts to the compression stroke as the rotor 2 rotates, it is in this compression stroke. Hydrogen is directly injected into the working chamber 8 as fuel by two hydrogen injectors 15 described later. Thereby, the air sucked in the intake stroke and the injected hydrogen are compressed while being mixed. Thereafter, as in the working chamber 8 shown on the right side of FIG. 2 (in FIG. 2, this working chamber 8 is in the compression top (compression top dead center: TDC)), a predetermined period from the latter stage of the compression stroke to the expansion stroke is obtained. It is ignited by the first and second spark plugs 21 and 22 described later at the timing (in this embodiment, the timing before the compression top as described later), and the expansion stroke is performed. When the exhaust stroke such as the lower left working chamber 8 in FIG. 2 is finally reached, the combustion gas is exhausted from the exhaust port 10 and then returns to the intake stroke to repeat the above steps. .

  When viewed from the direction of the rotational axis X (axial direction of the output shaft), the rotor housing 3 is arranged in the vicinity of the long axis Y (near the top of the rotor housing 3) in the direction of the rotational axis X. Two hydrogen injectors 15 are attached (only one is visible in FIG. 2). These two hydrogen injectors 15 are arranged so that the nozzle holes 15a thereof face the working chamber 8 in the compression stroke (the working chamber 8 on the upper right in FIG. 3), and in the working chamber 8 in the compression stroke. Hydrogen is directly injected as fuel.

  As shown in FIG. 3, when viewed from the direction of the rotation axis X, both the axis L of the nozzle hole 15a of the two hydrogen injectors 15 (the central axis of the nozzle hole 15a (also the central axis of the hydrogen injector 15)) The hydrogen injected by the hydrogen injector 15 is inclined with respect to the long axis Y so that the hydrogen is directed to the leading side in the rotor rotation direction from the nozzle 15a. That is, the axis L is inclined with respect to the major axis Y so that the point on the axis L is located on the leading side in the rotor rotation direction as the point is farther from the nozzle 15a. The nozzle hole 15a of the hydrogen injector 15 is not directed in the direction along the long axis Y, but is directed toward the leading side with respect to the direction along the long axis Y.

  When viewed from the direction of the rotation axis X, the acute angle α formed by the axis L of the nozzle hole 15a of each hydrogen injector 15 and the long axis Y is preferably more than 0 ° and less than 10 °. In the present embodiment, the angle α for the two hydrogen injectors 15 is both set to 5 °.

  A plurality (three in this embodiment) of intake ports 11, 12, and 13 communicate with the working chamber 8 in the intake stroke. That is, the first intake port 11 is opened near the short axis Z on the outer peripheral side of the rotor housing chamber 7 on the side surface 4a of the intermediate housing 4 facing the working chamber 8 in the intake stroke. Further, as shown in FIG. 1, the inner surface 5a of the side housing 5 facing the working chamber 8 in the intake stroke is short on the outer peripheral side of the rotor accommodating chamber 7 so as to face the first intake port 11. Near the axis Z, the second intake port 12 and the third intake port 13 are opened.

  For example, in the low rotation range of the engine 1, the intake air is sucked only from the first intake port 11, and when the intake amount becomes insufficient, the second intake port 12 also intakes (medium rotation region), and the intake amount is insufficient. Then, the intake air is also taken from the third intake port 13 (high rotation range), and the optimum intake flow velocity is maintained even if the intake air amount changes, and from the low load low rotation to the high load high rotation of the engine 1 Intake can be efficiently performed over the entire operation range.

  When viewed from the direction of the rotation axis X, the rotor housing 3 is positioned at both the leading side (advance side) and trailing side (delay side) positions (near the short axis Z) in the rotor rotation direction across the short axis Z. Are attached with a first spark plug 21 and a second spark plug 22, respectively. These two spark plugs 21 and 22 are used for the first spark plug 21 and the second spark plug 22 to burn the air-fuel mixture in the working chamber 8 in the compression or expansion stroke (the air-fuel mixture compressed in the compression stroke). Ignite in order. In this embodiment, both spark plugs 21 and 22 are ignited before the compression top (TDC). By providing the two spark plugs 21 and 22 in this way, the combustion speed is increased in the working chamber 8 in the compression or expansion stroke having a flat shape.

  As shown in FIG. 4, the two hydrogen injectors 15 and the first and second spark plugs 21 and 22 are controlled by the control unit 100. The control unit 100 is a controller based on a well-known microcomputer, and includes a central processing unit (CPU) that executes a program, a memory that is configured by, for example, RAM and ROM, and stores a program and data, And an input / output (I / O) bus for inputting and outputting signals.

  The control unit 100 is provided with an accelerator opening sensor 51 that detects the amount of depression of the accelerator pedal (accelerator opening) of the hybrid vehicle, a vehicle speed sensor 52 that detects the vehicle speed of the hybrid vehicle, and the eccentric shaft 6. A rotation angle sensor 53 that detects the rotation angle position of the shaft 6 (also serves as an engine rotation speed sensor that detects the rotation speed of the engine 1), an air-fuel ratio sensor 54 that detects the air-fuel ratio of the exhaust gas of the engine 1, and an intake passage Various signals are input from an air flow sensor 55 or the like that detects the intake air flow rate.

  The control unit 100 determines the operating state of the engine 1 based on the input signal during operation of the engine 1 and adjusts the cross-sectional area (valve opening) of the intake passage according to the operating state. The opening degree of the electric throttle valve 31, the ignition timing by the first and second spark plugs 21 and 22, and the hydrogen injection amount and the hydrogen injection timing by the two hydrogen injectors 15 are controlled.

  The control unit 100 applies a pulse signal having a pulse width corresponding to the hydrogen injection amount to be injected to each hydrogen injector 15 (specifically, a drive circuit thereof) to drive the hydrogen injector 15. Then, hydrogen is injected into the working chamber 8 in the compression stroke. Each hydrogen injector 15 starts hydrogen injection at the rising edge of the pulse signal, and ends hydrogen injection at the falling edge of the pulse signal. The hydrogen injection amount increases as the pulse width (time from rising to falling) increases. In the present embodiment, the pulse widths applied to the two hydrogen injectors 15 are the same. If the pulse widths of the two hydrogen injectors 15 are the same, the hydrogen injection amount is the same. As a result, the hydrogen injection amounts to the working chamber 8 in the compression stroke by the two hydrogen injectors 15 are the same. Further, the application timings from the start to the end of the pulse signal application to the two hydrogen injectors 15 are also the same. For this reason, the injection timings from the start to the end of hydrogen injection into the working chamber 8 in the compression stroke by the two hydrogen injectors 15 are the same.

  The hydrogen injection timing by the hydrogen injectors 15 into the working chamber 8 in the compression stroke is as follows: the working chamber 8 in the compression stroke (the upper right working chamber 8 in FIG. 3) and the working chamber 8 in the intake stroke (see FIG. 3). The apex seal (hereinafter referred to as a specific apex seal) that divides the working chamber 8 on the left side of FIG. 3 with respect to the center of the injection port 15a of each hydrogen injector 15 is the rotational angle (eccentric) of the eccentric shaft 6 (output shaft). It is preferable that the angle is 110 ° to 40 °. In the example of FIG. 3, the specific apex seal is located 60 ° before the eccentric angle with respect to the center of the injection hole 15 a of each hydrogen injector 15.

  On the other hand, the hydrogen injection start timing to the working chamber 8 in the compression stroke by the hydrogen injector 15 is determined by the pulse width based on the hydrogen injection end timing.

  By terminating the injection relatively early in the compression stroke as described above, the amount of hydrogen remaining at the trailing end of the working chamber 8 in the compression stroke is reduced. That is, when the hydrogen injection end timing is delayed, hydrogen injected in the latter half of the injection period remains at the trailing end of the working chamber 8 in the compression stroke, and the remaining hydrogen is the first and second hydrogen. Since it is away from the spark plugs 21, 22, it becomes unburned hydrogen, and if this amount is large, the thermal efficiency of the engine 1 decreases. On the other hand, by accelerating the hydrogen injection end timing, the amount of hydrogen remaining at the trailing end of the working chamber 8 in the compression stroke can be reduced, and the amount of unburned hydrogen can be reduced. As a result, the thermal efficiency of the engine 1 and thus the output torque of the engine 1 can be improved. The reason why the hydrogen injection end timing can be advanced in this way is that hydrogen is injected by the two hydrogen injectors 15, and the injection period is halved compared to the case where hydrogen is injected by one hydrogen injector 15. It is because it can be made.

  Further, when viewed from the direction of the rotation axis X, the axes L of the injection holes 15a of the two hydrogen injectors 15 are such that the hydrogen injected by the hydrogen injector 15 is directed to the leading side in the rotor rotation direction from the injection holes 15a. In addition, since it is inclined with respect to the long axis Y, the hydrogen injected by the two hydrogen injectors 15 diffuses to the leading side along the rotor 2 surface, and a part of the diffused hydrogen is compressed in the compression stroke. After reaching the wall surface of the rotor housing 3 corresponding to the leading end of the working chamber 8, the working chamber 8 diffuses back to the center side of the working chamber 8. Therefore, most of the hydrogen injected by the two hydrogen injectors 15 is uniformly dispersed from the central portion of the working chamber 8 to the end portion on the leading side. As a result, the thermal efficiency of the engine 1 and thus the output torque of the engine 1 can be improved. In particular, the acute angle angle α formed by the axis L of the nozzle hole 15a of each hydrogen injector 15 and the long axis Y is more than 0 ° and less than 10 °, so that the end portion on the leading side from the central portion of the working chamber 8 can be obtained. Thus, the uniform dispersibility of hydrogen can be further improved, and the thermal efficiency of the engine 1 can be further improved. If the angle α is 0 °, the amount of hydrogen returning from the wall surface of the rotor housing 3 corresponding to the leading end of the working chamber 8 in the compression stroke to the center side of the working chamber 8 is small, and the working chamber The uniform dispersibility of hydrogen from the center portion of 8 to the leading end portion is poor. When the angle α is 10 ° or more, the amount of hydrogen returning from the wall surface of the rotor housing 3 corresponding to the leading end of the working chamber 8 in the compression stroke to the center side of the working chamber 8 tends to decrease. is there. That is, when the angle α is greater than 0 ° and less than 10 °, the amount of hydrogen returning from the wall surface of the rotor housing 3 corresponding to the leading end of the working chamber 8 to the center side of the working chamber 8 is appropriate. Thus, the uniform dispersibility of hydrogen from the central portion of the working chamber 8 to the leading end portion is most improved.

  When the rotational speed of the engine 1 (the rotational speed of the eccentric shaft 6) is equal to or lower than a predetermined rotational speed (for example, 2500 rpm), the hydrogen injection end timing can be delayed compared to a case where the rotational speed is higher than the predetermined rotational speed. it can. In the present embodiment, the hydrogen injection end timing when the rotational speed of the engine 1 is equal to or less than the predetermined rotational speed is 80 degrees to 40 degrees before the exhaust angle with respect to the center of the nozzle hole 15a of each hydrogen injector 15. It is time to be located. This is because when the rotational speed of the engine 1 is low, the total injection amount of hydrogen is small and the rotation of the rotor 2 is slow, so that the hydrogen remaining at the trailing end of the working chamber 8 in the compression stroke. This is because hydrogen is likely to be uniformly dispersed from the central portion of the working chamber 8 to the leading end portion by the time of ignition. On the other hand, the hydrogen injection end timing when the rotation speed of the engine 1 is higher than the predetermined rotation speed is earlier than the hydrogen injection end timing when the rotation speed of the engine 1 is equal to or lower than the predetermined rotation speed. By doing so, the thermal efficiency of the engine 1 can be improved regardless of the rotational speed of the engine 1.

  Therefore, in the present embodiment, when viewed from the direction of the rotation axis X, the axis L of the injection holes 15a of the two hydrogen injectors 15 is such that the hydrogen injected by the hydrogen injector 15 is more in the rotor rotation direction than the injection holes 15a. By inclining with respect to the long axis Y so as to go to the leading side, the amount of hydrogen remaining at the trailing end of the working chamber 8 in the compression stroke can be reduced and the operation can be performed. The uniform dispersibility of hydrogen from the center portion of the chamber 8 to the leading end portion can be improved, and thus the thermal efficiency of the engine 1 can be improved.

  The present invention is not limited to the embodiment described above, and can be substituted without departing from the spirit of the claims.

  For example, in the above embodiment, the angle α for the two hydrogen injectors 15 is the same, but may be different from each other. However, the same is preferable from the viewpoint of further improving the thermal efficiency of the engine 1. Also, when the angle α for the two hydrogen injectors 15 is different from each other, the angle α for each of the hydrogen injectors 15 is preferably more than 0 ° and less than 10 °.

  Moreover, in the said embodiment, the hydrogen injection amount to the working chamber 8 in the compression stroke by the two hydrogen injectors 15 is made the same, and the injection of hydrogen into the working chamber 8 in the compression stroke by the two hydrogen injectors 15 is started. The injection timing from the end to the end is the same, but the amount of hydrogen injected into the working chamber 8 by the two hydrogen injectors 15 may be different from each other, and the hydrogen into the working chamber 8 by the two hydrogen injectors 15 may be different. The injection timing from the start to the end of the injection may be different from each other. However, from the viewpoint of further improving the thermal efficiency of the engine 1, it is better to do as in the above embodiment.

  Furthermore, in the above-described embodiment, the engine 1 is mounted on a series-type hybrid vehicle. However, the present invention is not limited to this, and can be mounted on any other type of hybrid vehicle. It can also be installed in a vehicle.

  The above-described embodiments are merely examples, and the scope of the present invention should not be interpreted in a limited manner. The scope of the present invention is defined by the scope of the claims, and all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  Here, the thermal efficiency η and the output torque T were examined with the same engine as the above embodiment (the angle α was set to 5 °). At this time, the engine speed was 2000 rpm, the throttle valve was fully opened, and the excess air ratio λ was 2.0. Further, the ignition timing of the first spark plug was set to 15 ° before the TDC, and the ignition timing of the second spark plug was set to 5 ° before the TDC. Further, the hydrogen injection amounts by the two hydrogen injectors are the same, and the injection timings from the start to the end of the hydrogen injection by the two hydrogen injectors are also the same. The hydrogen injection amount was constant, the hydrogen injection end timing was changed (the injection start timing also changed), and the relationship between the hydrogen injection end timing, the thermal efficiency η, and the output torque T was examined. The result is shown in FIG. Note that the hydrogen injection end timing on the horizontal axis in FIG. 5 is represented by an angle (exclude angle) in front of the center of the injection port of the hydrogen injector of the specific apex seal when the hydrogen injection end timing is reached.

  As a result, good thermal efficiency and output torque can be obtained if the specific apex seal is terminated when the specific apex seal is positioned 80 ° to 50 ° in front of the center of the hydrogen injector nozzle. .

  In addition, the angle α was changed to 0 ° and 10 °, respectively, and the engine was operated under the same operating conditions as described above, and the relationship between the hydrogen injection end timing and the thermal efficiency η was examined. This result is shown in FIG. 6 together with the case of α = 5 °.

  Accordingly, it is understood that the angle α is best set to 5 °. When the angle α is 0 °, if the hydrogen injection end timing is delayed (the left side of the graph in FIG. 6), the amount of hydrogen remaining at the trailing end of the working chamber in the compression stroke increases. The thermal efficiency η tends to decrease. In addition, when the angle α is 10 °, even if the hydrogen injection end timing is late, hydrogen hardly remains at the trailing end of the working chamber, but at the leading end of the working chamber. Since the remaining amount of hydrogen tends to increase, the thermal efficiency η tends to decrease.

  Next, the ratio Q1 / Q2 between the injection amount Q1 of one of the two hydrogen injectors and the injection amount Q2 of the other hydrogen injector is changed (the total injection amount is constant) to obtain a ratio Q1 / Q2. The relationship between the thermal efficiency η and the NOx emission amount W was examined. The operating condition of the engine at this time is that the excess air ratio λ is 2.33, and the hydrogen injection end timing is such that the specific apex seal is positioned 60 ° before the eccentric angle with respect to the center of the injection port of the hydrogen injector. Sometimes (hydrogen injection start timing varies with each hydrogen injector according to the ratio Q1 / Q2), and other operating conditions are the same as the above operating conditions. FIG. 7 shows the relationship between the injection amount ratio Q1 / Q2 of the two hydrogen injectors and the thermal efficiency η, and FIG. 8 shows the relationship between the ratio Q1 / Q2 and the NOx emission amount W.

  7 and 8, when the ratio Q1 / Q2 is 0.5, that is, when the hydrogen injection amounts by the two hydrogen injectors are the same, the thermal efficiency η is the highest and the NOx emission is the lowest. I understand that

  The present invention is useful for a fuel injection device of a hydrogen rotary engine provided with a hydrogen injector that directly injects hydrogen as fuel into a working chamber in a compression stroke.

DESCRIPTION OF SYMBOLS 1 Rotary piston engine 2 Rotor 2b Recess 3 Rotor housing 3a Trochoid inner peripheral surface 4 Intermediate housing (side housing)
5 Side housing 6 Eccentric shaft (output shaft)
7 Rotor storage chamber 8 Working chamber 15 Hydrogen injector 15a Hydrogen injector nozzle L L Hydrogen injector nozzle axis X Rotational axis of eccentric shaft Y Long axis Z Short axis

Claims (5)

A rotor housing having a generally elliptical trochoid inner peripheral surface defined by a major axis and a minor axis perpendicular to each other, and both sides of the output axis direction perpendicular to the major axis and the minor axis, respectively, across the rotor housing By being arranged, three working chambers are partitioned between a side housing that forms a rotor housing chamber together with the rotor housing, and the rotor housing chamber that is housed in the rotor housing chamber, and a planet around the output shaft. By rotating, each of the working chambers is moved in the circumferential direction, and the intake, compression, expansion, and exhaust strokes are sequentially performed, and a substantially triangular rotor in which apex seals are respectively disposed at the three apex portions. And attached to the rotor housing so as to face the working chamber in the compression stroke and in the compression stroke A fuel injector hydrogen rotary engine that includes a hydrogen injector that directly injects hydrogen as fuel to the dynamic chamber,
The two hydrogen injectors are mounted in the vicinity of the long axis of the rotor housing as viewed from the axial direction of the output shaft in a state where they are aligned in the axial direction of the output shaft,
When viewed from the axial direction of the output shaft, the axes of the nozzle holes of the two hydrogen injectors are aligned with the major axis so that the hydrogen injected by the hydrogen injector is directed to the leading side in the rotor rotational direction from the nozzle. A fuel injection device for a hydrogen rotary engine, wherein the fuel injection device is inclined with respect to the fuel injection device. The fuel injection device for a hydrogen rotary engine according to claim 1,
A fuel for a hydrogen rotary engine, characterized in that an acute angle formed by the axis of the nozzle hole of each hydrogen injector and the major axis is greater than 0 ° and less than 10 ° when viewed from the axial direction of the output shaft. Injection device. The fuel injection device for a hydrogen rotary engine according to claim 1 or 2,
The hydrogen injection timing to the working chamber in the compression stroke by the hydrogen injector is determined by the apex seal that divides the working chamber in the compression stroke and the working chamber in the intake stroke. A fuel injection device for a hydrogen rotary engine, wherein the fuel injection device is located 110 to 40 degrees before the rotation angle of the output shaft with respect to the center of the nozzle. In the fuel-injection apparatus of the hydrogen rotary engine as described in any one of Claims 1-3,
A fuel injection device for a hydrogen rotary engine, wherein the two hydrogen injectors have the same amount of hydrogen injected into the working chamber in the compression stroke. In the fuel-injection apparatus of the hydrogen rotary engine as described in any one of Claims 1-4,
A fuel injection device for a hydrogen rotary engine, characterized in that the injection timing from the start to the end of hydrogen injection into the working chamber in the compression stroke by the two hydrogen injectors is the same.

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