JPH03182632A - Air intake device for rotary piston engine - Google Patents

Abstract

PURPOSE:To reduce fuel consumption and obtain high output by providing a secondary port with delayed closing timing compared to a primary port and a delay-closing port, with further delayed closing timing than the secondary port, for closing a communicating passage for communicating at least two operating chambers, and performing the switching operation of each port in a specified operating region. CONSTITUTION:Air intake is performed only from a primary port 11 in a low load region where accelerator opening is small, and when the accelerator opening becomes more than the specified value, the intake is performed also from a secondary port 41. One rotor housing side operating chamber at a compression stroke and the other operating chamber at an intake stroke are communicated through a communicating passage 14 by opening a rotary valve 15 provided at the communicating passage 14, and intake port opening is delayed by a specified angle from the view of the operating chamber during the compression stroke. Intake corresponding to the operating region can be performed by switching the valve 15 according to the operating state, in cooperation with the characteristics of throttle valves 6P, 6S.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to an intake device for a rotary piston engine that makes the intake timing of a rotary piston engine including a turbocharger variable.

[Prior art and its problems] Conventionally, it has been proposed to reduce the bumping loss by delaying the closing timing of the intake valve in a 7-stroke gasoline engine, thereby improving fuel efficiency. There is.

However, if the closing timing of the intake valve is simply delayed, the combustion rate will decrease due to a decrease in the effective compression ratio, resulting in poor combustibility, especially in the light load range, and at the same time, in the high load range, due to insufficient filling, the output will decrease. However, the range of application was narrow and it could not be used effectively.

These problems can be improved by setting a high geometric compression ratio of the engine and by providing a supercharger. That is, by setting a high compression ratio, a decrease in the effective compression ratio in a light load range is suppressed, and by supercharging, a lack of charging amount in a high load range is compensated for. Incidentally, the occurrence of knocking due to an increase in compression temperature caused by a high compression ratio and supercharging can be avoided by cooling the intake air with an intercooler. (Llnited 5tatesPa
tent:l, 015.934, etc.) If a turbocharger is used as one supercharger, the charging amount will be insufficient in the high load low speed range due to insufficient supercharging, and the charging amount will be insufficient in the extremely light load range. The deterioration of flammability in this case is also not improved. However, in a typical four-stroke engine, these problems can be solved by making the closing timing of the intake valve variable and tightening the closing timing of the intake valve in a high load, low speed range and an extremely light load range.

On the other hand, in a rotary piston engine, the intake boat is opened and closed by a seal on the rotor, so the intake timing is determined by the opening shape of the intake boat. However, the above configuration was not applicable.

[Object of the invention] In view of the above-mentioned circumstances, the present invention makes the intake closing timing variable even in a rotary piston engine, and even when equipped with a turbocharger, it is possible to ensure sufficient air-fuel mixture filling under high load. Hani allows for high output and stable combustion in extremely light load ranges.Furthermore, it is possible to adjust the intake closing timing to match the driving conditions so that the fuel consumption reduction effect can be achieved by closing the intake late. The purpose of this invention is to provide an intake system for a rotary piston engine.

[Configuration of the Invention] Therefore, the intake device for a rotary piston engine according to the present invention includes a primary port and a primary port.
A secondary port whose closing timing is set later than that of the port, a secondary opening/closing means provided in the intake passage to the secondary boat so as to be able to open and close the intake passage, and a slow closing port whose closing timing is set later than that of the secondary port. and a communication passage communicating between the slow closing ports of at least two working chambers, and a communication passage opening/closing means for opening and closing the communication passage, and the secondary opening/closing means and the communication passage opening/closing means are respectively provided in a predetermined operating range. It is configured to be opened and closed.

By closing the secondary opening/closing means and the communication passage opening/closing means in the low load range, and closing the communication passage opening/closing means in the high load/low rotation range, the fuel consumption reduction effect can be obtained by closing the intake air late. Stable combustion can be achieved under very light loads, and high output can be achieved in high load and low rotation ranges by ensuring a sufficient amount of air-fuel mixture and maintaining knock resistance.

[Embodiments of the invention] An embodiment of the present invention will be described below based on the drawings.

FIG. 1 is a conceptual configuration diagram corresponding to a longitudinal sectional view of a rotary piston engine to which an intake device for a rotary piston engine according to the present invention is applied.

The illustrated rotary piston engine IO is a 20-tor rotary piston engine equipped with a turbocharger 20fi, as shown in FIG. Two rotor housings 3.degree. 3 are disposed with an intermediate housing 1 interposed therebetween, and are fixed so as to be sandwiched between side housings 4, 4 from both ends thereof.

The rotor housing 3 has an inner circumferential surface formed in a trochoidal curve shape, and the rotor 2 disposed inside the trochoidal surface.
The three vertices of the intermediate housing l, rotor 2. Three working chambers 21, 22, 23 are formed surrounded by the rotor housing 3 and the site housing 4, and as the rotor 2 rotates, the working chambers 21, 22, 2
Each stroke of the Otto cycle is performed by changing the volume of 3.

Both rotor housings 3.3 of the intermediate housing l have independent intake passages 12.
Primary port 1 communicates with one side through 2.
1,11. and a slow-closing port 1 communicated by a communication passage 14 passing through the intermediary housing sink 1.
3.13 is formed with an opening, and secondary boats 41 and 41 are formed in a predetermined position on the rotor housing sink 3.3 side of the one-car site housing 4. ing.

In other words, in this engine IO, three intake ports (primary port 11, slow-closing boat 13, and secondary port 41) are opened for one cylinder, and each intake port 11, 13, and 41 is connected to the rotor 2. It is designed to be opened and closed with respect to the working chamber by a side seal (not shown).

Here, the opening shape of each intake boat 11, 13.41 is as follows:
As shown in the tire diagram of the intake port opening/closing timing in FIG. 3, the primary port 11. Secondary port 41. Late closing boat 1
In other words, the secondary port 1-1 is set to close a predetermined amount later in the order of 3 (i.e., on the rotational direction side of the rotor 2). 41 is 10 @ late timing (6
0”ABDC), and the slow closing boat 13 is further closed by 50°
It is set to close with slow tying (110°8 BDC).

In the case of 20 rotors as in this embodiment, the rotors 2 are 18 mm apart from each other.
The late-closing ports 13 and 13, which are configured to operate with a phase shift of 0", correspond to the compression stroke working chamber on one rotor housing 3 side and the intake stroke working chamber on the other rotor housing 3 side, respectively. Therefore, both late-closing boats are 13.
13 can be formed by opening linearly at a predetermined position in the intermediary housing l. The communication passage 14 connects the compression stroke working chamber on one rotor housing 3 side to the rotor housing 3 on the other side.
When the rotor 2.2 rotates and the working chamber moves to the next stroke, one intake stroke working chamber and the other compression stroke working chamber become connected. They alternately become connected.

This communication path 14 is equipped with a rotary HARTZ 15 as a communication path opening/closing means for opening and closing the communication path 14 (8'). 14 to be opened and closed.

Each intake vent j1812°42 opening of each housing 1, 3.4 is connected to each branch w51 to w54 of the intake manifold 5, which merges into a main body upstream thereof.

The intake manifold 5 has a primary port 11.1.
Two branch pipes 51.52 and 53.54 connected to V1 and secondary port 41.41 merge on the upstream side to form two branches V5P.

5S, and these two branch pipes 5P and 5S are formed so as to merge further upstream and become one, and each primary port 11.11 and secondary port 41.
41 branch pipes 5P and 55 portions C1 are each provided with a throttle valve 6 (primary throttle valve 6P and secondary throttle valve 6S) so that the branch pipes 5P and 5S can be opened and closed. In this embodiment, this secondary throttle HARTZ 6S constitutes the secondary opening/closing means.

The primary throttle valve 6P and the secondary throttle valve 6S are opened and closed by an accelerator (not shown), and the operating angles (throttle characteristics) of each valve 6P and 6S with respect to the accelerator opening are as follows:
As shown in Figure 4.

The primary throttle valve 6P opens proportionally from the beginning in accordance with the accelerator opening, whereas the secondary throttle valve 6S starts opening after a predetermined delay and has a higher proportionality coefficient than the primary throttle valve 6P. , when the accelerator opening is maximum, both valves 6
Both P and 6S are set to be fully open. That is, in a low load range where the accelerator opening is small, air is taken only from the primary port 11, and when the accelerator opening exceeds a predetermined value, air is also taken from the secondary boat 41.

An exhaust passage 40 connected to the exhaust boats 31° 31 of both rotor housings 3, 3 is connected to the turbine side of the turbocharger 20, and this turbocharger 20
The compressed air passage 50 is connected to the upstream side of the intake manifold 5 via an intercooler 60, and is configured to cool compressed air and supercharge it with high efficiency.

In the rotary piston engine 10 configured as described above, by opening the rotary HARTZ 15 of the communication passage 14, the operation from the intake stroke to the compression stroke on one rotor housing side is performed via the communication passage 14. The chamber and the working chamber on the other side of the rotor housing during the intake stroke are in communication with each other, and therefore, the air-fuel mixture flows from the working chamber during the compression stroke into the working chamber during the intake stroke, resulting in compression. When viewed from the working chamber during stroke, the intake boat is configured to close a predetermined angle later (WI so-called intake delayed closing).

Therefore, by opening and closing the rotary valve 15 of the communication passage 14 as shown in Table 1 depending on the operating condition, the fifth
Intake can be performed corresponding to the operating range as shown in the figure.

That is, according to Table 1, in the extremely low load, low rotation area (area 1 ■), only the primary port 11 is connected, and in the extremely low load, high rotation area (area ■) and the high load, low rotation area (area ■), the primary - bow) - 11 and the secondary port 41, from the puller f Marie boat 11 and the slow closing boat 13 in the low load and low rotation region (region ■), and from all the boats in the region )-11, 13, 41
From this point on, each person inhales.

As a result, in the region ω where intake is performed only from the primary port 11, the intake boat closes at the earliest timing, and in regions ■ and ■ where intake is also performed from the secondary port 41, the intake boat closes at a later timing than region ■. Then, rotary HARTZ 15 of 2M passage 14
The closing timing of the intake boat is the slowest in the areas ■ and ■ where the intake boat is opened. That is, the closing timing of the intake boats 11, 13, and 41 changes in three stages. (Refer to Figure 3) As a result, in regions ■ and ■, a fuel consumption reduction effect can be obtained by slow intake closing, and in other regions ■, ■, and ■, where only excessive intake delay closing is desirable, the degree of intake delay closing can be obtained. By easing the pressure or not closing the intake air slowly, stable operation or output can be maintained as described below.

In other words, in the low-load, extremely low-speed region of region ■, the effective compression ratio is increased without late closing of the intake air (maintaining the compression ratio according to the geometric compression ratio), stable rotation is obtained; In the high load and high speed range, the secondary port 41 closes late to achieve stable rotation and reduced fuel consumption, while in the low speed and high load range (region ①), it achieves high output by ensuring both the amount of air-fuel mixture and knock resistance. This is something that can be obtained. Furthermore, by setting the geometric compression ratio high, the expansion ratio improves and the combustion gas temperature decreases.

There is no need to set the fuel rich in order to lower the combustion gas temperature in the high-load, high-speed range, and a lean set is possible, improving high-speed fuel efficiency.

Next, a second embodiment of the present invention shown in FIG. 6 will be described.

The illustrated rotary piston engine lO' is equipped with one throttle valve 6' at a position where branch pipes 31 to 34 leading to each intake boat 11, 11, 41, 41 of an intake manifold 5' merge upstream and become a main body. , the shutter valve 7.7 is provided in the position adjacent to the side housing 4.4 of the branch pipe 53.54 leading to the secondary port 41°41. .7 corresponds to the secondary opening/closing means. Note that the other configurations and symbols are completely the same as those in the first embodiment described above, and their explanations will be omitted.

As shown in FIG. 7, the opening characteristic of the throttle valve 6' is that of the primary throttle valve 6P in the first embodiment.
Similarly, it is set to open proportionally from the beginning in response to the accelerator opening.

Even in the unstructured case, as shown in Table 2, by opening and closing the rotary HARTZ 15 of the communication passage 14 and the shutter valve 7゜7 according to the operating condition, the intake air corresponding to the operating range can be adjusted as in the first embodiment. It is possible to do this.

Margin Table 2 below: In other words, in the extremely low load, low rotation area (area ■), from only the primary port 11, the extremely low load, high rotation area (area ■)
In the high load low rotation area (area ■), the primary port 11 and the secondary boat 41 are connected, and in the low load low rotation area (area ■), the primary port 11 and the slow closing boat 13 are connected to the above area ■. In region (2) excluding - (2) and (2), air is taken in from all the boats 11, 13, and 41, respectively, and the same effect as in the first embodiment can be obtained.

In addition, according to the tree configuration, by providing a shutter hartz 7.7 at a position adjacent to the side housing 4.4 of the branch pipe 53.54 leading to the secondary port 41, it is possible to intake air only from the primary port 11. At times, the put volume on the secondary sawboat 41 side can be minimized, reducing compression loss, and the combustion gas blown back through the secondary boat 41 at the time of overlap is dammed by the shutter valve 7.7. This has the effect of reducing dilution gas.

[Effects of the Invention] As described above, according to the intake device for a rotary piston engine according to the present invention, the closing timing of intake air can be made variable even in a rotary piston engine, and even when a turbocharger is provided, The timing of closing the intake air can be adjusted according to the operating conditions. In other words, it is possible to reduce fuel consumption by closing the intake air late, and at the same time, it is possible to obtain high power by sufficiently filling the air-fuel mixture in the high-load, low-speed range, and to stabilize combustion even in the extremely light load range. This allows stable rotation to be obtained.

[Brief explanation of drawings]

Fig. 1 is a conceptual configuration diagram corresponding to a longitudinal cross-sectional view of a rotary piston engine to which the rotary piston engine intake device according to the present invention is applied, Fig. 2 is its a#R side view, and Fig. 3 is a diagram of each intake boat. Diagram of opening/closing timing, FIG. 4 is a graph showing throttle characteristics, FIG. 5 is a graph showing operating range, and FIG. 6 is a rotary piston engine to which the second embodiment of the rotary piston engine intake device according to the present invention is applied. Conceptual configuration diagram corresponding to the vertical cross-sectional view, No. 7
The figure is a graph showing the throttle characteristics. 6S...Secondary throttle valve (secondary opening/closing means) 7...Shutter valve (secondary opening/closing means) O...Rotary stone engine...Primary port 3...Late closing port 4...Communication path l5... Rotary baltz (communication path opening/closing means) 20.
...Turbocharger 41...Secondary port Fig. Fig. Fig. Fig. Fig. 6 Fig. Fig. Accelerator angle

Claims (1)

[Claims] In a rotary piston engine equipped with a turbocharger, a primary port, a secondary port whose closing timing is set later than that of the primary port, and an intake passage that opens and closes the intake passage to the secondary port. A secondary opening/closing means provided as possible, a late-closing port whose closing timing is set later than that of the secondary port, a communication passage communicating between the late-closing ports of at least two working chambers, and a communication passage for opening and closing the communication passage. 1. An air intake system for a rotary piston engine, comprising a passage opening/closing means, and configured to open and close the secondary opening/closing means and the communication passage opening/closing means, respectively, in a predetermined operating range.