JPH04262051A - Gaseous fuel supply device for rotary piston engine - Google Patents

Abstract

PURPOSE:To prevent as much as possible the intrusion and premixing of gaseous fuel into an intake passage, in a low rotating condition where the quantity of intake is less, and to restrain the occurrence of backfire. CONSTITUTION:In a rotary piston engine 5 in which intake ports 7a, 7b for supplying intake air, and a gaseous fuel supply port 8 for supplying gaseous fuel are formed in an operating chamber 6, the above intake ports are formed in the side housing 42 being opposite to the one side surface of a rotor 40, and the above gaseous fuel supply port 8 is formed in the side housing 43 being opposite to the other side surface of the rotor 40, so that the intrusion of gaseous fuel into the intake air passage in the low rotating condition can be prevented, and the occurrence of premixing and backfire can be restrained.

Description

[Detailed description of the invention]

0001

[Industrial Field of Application] This invention is applicable to, for example, hydrogen H2
The present invention relates to a gaseous fuel supply device for a rotary piston engine which is driven using a flammable gas such as methane CH4 or ethane C2H6 as fuel.

0002

BACKGROUND OF THE INVENTION Conventionally, gas fuel engines using flammable gases as described above have been used, for example, in Japanese Patent Publication No. 1-2
There is an engine described in Japanese Patent No. 3659. In other words, in a reciprocating engine in which an air intake valve that supplies air to the combustion chamber and a fuel intake valve that supplies highly pressurized gaseous fuel (for example, hydrogen gas) are provided independently, the above-mentioned air intake valve is The valve is opened during the air intake stroke from just before the bottom dead center to just after the bottom dead center, while the above-mentioned fuel intake valve is made of a cam drive type, and the ratio of the valve diameter to the lift is set to 8:1 to 40:1.
It is configured with a large diameter and small lift, and the crank operating angle is 60 degrees to 100 degrees from near the bottom dead center at the end of the air intake stroke mentioned above.
This is a gas fuel reciprocating engine configured to open the valve during the fuel intake stroke.

In this conventional gaseous fuel reciprocating engine, by having the above-mentioned configuration, the backflow of gaseous fuel into the intake passage and the backfire caused by the backflow are prevented as much as possible, and the problem can be prevented in a short time. It has the advantage of being able to draw a large amount of gaseous fuel into the combustion chamber and produce high output.

By the way, when the above gas fuel engine is applied to a rotary piston engine, the intake port and the gas fuel supply port formed in the side housing are perpendicular to the inner envelope surface of the three leaves of the rotor. The above-mentioned There is a problem in that gaseous fuel enters the intake passage and forms a premixture, which causes the above-mentioned backfire at low engine speeds.

[0005]

[Problems to be Solved by the Invention] According to the invention as set forth in claim 1, by forming the gaseous fuel supply port on the opposite side of the rotor from the intake port, the negative pressure downstream of the throttle valve is increased. A gaseous fuel supply for a rotary piston engine that can prevent gaseous fuel from entering the intake passage and being premixed as much as possible at low rotational speeds when the intake air amount is small, and can suppress the occurrence of backfire. The purpose is to provide equipment.

The invention according to claim 2 of the present invention provides a rotary piston engine in which a plurality of intake ports and a gaseous fuel supply port are formed per cylinder. By closing the port (secondary intake port), gaseous fuel can be prevented from entering the intake passage and being premixed, and the occurrence of backfire can be reliably prevented. The purpose is to provide fuel supply equipment.

[0007]

Means for Solving the Problems The invention according to claim 1 provides a rotary piston engine in which an intake port for supplying intake air and a gaseous fuel supply port for supplying gaseous fuel are formed in a working chamber. A gas fuel supply device for a rotary piston engine is characterized in that an intake port is formed in a side housing facing one side of the rotor, and the gaseous fuel supply port is formed in a side housing facing the other side of the rotor.

The invention according to claim 2 of the present invention provides a rotary piston engine in which an intake port for supplying intake air and a gaseous fuel supply port for supplying gaseous fuel are formed in the working chamber, and the intake port is located opposite to one side of the rotor. A primary intake port is formed in the side housing, a secondary intake port and a gaseous fuel supply port are formed in the side housing facing the other side of the rotor, and the secondary intake port formed on the same side as the gaseous fuel supply port is connected to the rotary piston. The present invention is characterized in that it is a gaseous fuel supply device for a rotary piston engine, which is equipped with a control means that closes when the engine rotates at low speeds.

[0009]

According to the invention as set forth in claim 1 of the present invention, with respect to the intake port formed facing one side of the rotor, the intake port is formed on the opposite side across the rotor, that is, the side facing the other side of the rotor. Since a gaseous fuel supply port is formed in the side housing of the engine, it is possible to prevent gaseous fuel from entering the intake passage and premixing it as much as possible at low rotation speeds, thereby reducing the occurrence of backfire. There are effects that can be suppressed.

According to the second aspect of the present invention,
The above-mentioned control means closes the secondary intake port formed on the same side as the gaseous fuel supply port when the rotary piston engine is running at low speeds, so that gaseous fuel enters the primary side intake path during the low speeds. This has the effect of reliably preventing backfire caused by premixing.

[0011]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings.

The drawing shows a gaseous fuel supply system for a rotary piston engine. In FIG. 1, a hydrogen filling line 2 for filling hydrogen into a metal hydride tank (hereinafter simply referred to as MH tank) 1 is connected, and a Only the above-mentioned MH tank 1 is provided with a cooling water supply line 3 and a cooling water return line 4 that supply cooling water, and these cooling water supply line 3 and cooling water return line 4 are connected to the above-mentioned M
Connected to H tank 1.

The above-mentioned MH tank 1 stores hydrogen,
Hydrogen storage alloys that can release hydrogen
This hydrogen storage alloy can store hydrogen because hydrogen enters the gaps between the alloy's crystals (interstitial positions in the crystals) and occupies positions between metal atoms arranged in a lattice. , to form a metal hydride compound; when the temperature of hydrogen is lowered, hydrogen is occluded, and conversely, when the temperature of hydrogen is raised, hydrogen is released. here,
As the above-mentioned metal hydride compounds, various metal hydride compounds shown in Table 1 can be used.

[0014]

[Table 1]

On the other hand, for convenience of illustration, the two-cylinder rotary piston engine 5 is shown in an expanded state.
Primary intake port 7a (Fig. 2
), the secondary intake port 7b, and the hydrogen supply port 8 that supplies hydrogen gas as gaseous fuel to the working chamber 6.
and are configured to inject hydrogen gas into the cylinder at the beginning of the compression stroke after the intake port is closed, thereby improving charging efficiency and preventing flashback that occurs during the intake stroke. It is configured to do so.

A hydrogen supply line 9 is connected between the above-mentioned MH tank 1 and each hydrogen supply port 8, and a pressure regulator 10 is interposed in this hydrogen supply line 9. A check valve 11, a main valve 12, a hydrogen supply valve 13, and an electromagnetic valve 14 are interposed in order from upstream to the upper part 9a of the pressure regulator 10 in the hydrogen supply line 9, and the pressure regulator 10 in the hydrogen supply line 9 A flow rate adjustment valve 15 is interposed in the lower part 9b of the flow rate adjustment valve 15, and the downstream side of the interposed part of the flow rate adjustment valve 15 is branched into two branch supply lines 9c and 9d, and these branch supply lines 9c and 9d are connected to each other as described above. A rotary valve 1 connected to each hydrogen supply port 8, 8, and connected to each branch supply line 9c, 9d is connected to an eccentric shaft 16.
7 and 17 are interposed.

Furthermore, a heating system is provided to heat the MH tank 1 when hydrogen is released from the metal hydride compound in the MH tank 1 described above. This heating system uses engine cooling water flowing through the water jacket of the rotor housing 18 in order to effectively utilize the exhaust heat of the rotary piston engine 5. That is, the heating system described above includes an engine cooling water supply line 19 extending from the water jacket of the rotor housing 18 to the MH tank 1, and an engine cooling water return line 20 extending from the MH tank 1 to the water jacket of the rotor housing 18. The engine cooling water supply line 19 is provided with an electric water pump 21 and a check valve 22, while the engine cooling water return line 20 is provided with a check valve 23 and a flow rate adjustment valve 24. .

On the other hand, the above rotary piston engine 5
The intake and exhaust system for this is constructed as follows. In other words, the intake passage 2 downstream of the air cleaner and air flow meter
5 is connected to the compressor housing 27 of the turbocharger 26, the intake passage 28 downstream of the compressor housing 27 is connected to a throttle chamber 30 via an intercooler 29, and a throttle valve 31 is disposed in the throttle chamber 30. Primary side intake manifolds 32a, 32a and secondary side intake manifolds 32b, 32b (see FIG. 2) are provided, which are connected to the throttle chamber 30 downstream of the throttle valve 31, respectively, and these intake manifolds 32a, 32b are connected to each of the above-mentioned intake ports. 7a and 7b, respectively, thereby forming an intake system.

Further, exhaust manifolds 34, 34 are connected to exhaust ports 33, 33 formed in the rotor housing 18, and the downstream side of each of these exhaust manifolds 34, 34 is communicated with the turbine housings 35, 35 of the turbocharger 26, so that the turbine Exhaust passage 36 downstream of housing 35, 35
A catalytic converter 37 is interposed in the exhaust system.

Further, the above-mentioned working chamber 6 is formed inside the peritrochoid surface of the above-mentioned rotor housing 18, while an exhaust port 33 is formed on one side of the above-mentioned rotor housing 18, and an ignition port 33 is formed on the other side. A plug 38 is provided. Note that although a trailing side spark plug and a leading side spark plug are actually provided, they are simply shown for convenience of illustration.

Furthermore, the above-mentioned rotor housing 18
Inside, an axial center 39 is formed by an eccentric shaft 16.
A rotor 40 is provided which moves eccentrically around the center. This rotor 40 has a trilobal inner envelope surface, and an apex seal 41 (see FIG. 2) is attached to the apex of the rotor.

By the way, as shown in FIG. 2, the above-mentioned two-cylinder rotary piston engine 5 includes a front side housing 42, a rear side housing 43, an intermediate side housing 44, and a total of two rotor housings 18 corresponding to the number of cylinders. 18, and these housings 18, 42 to 44 are airtightly attached to form working chambers 6, 6 corresponding to the number of cylinders.

Each of the above-mentioned housings 18.44 to 44 includes:
They are positioned with respect to each other by hollow positioning pins (not shown), and are tightened and connected by tension bolts 45.

On the other hand, the internal gears of each of the rotors 40, 40 described above are meshed with corresponding stationary gears.

A balance weight 46, an oil pump drive gear 47, and a distributor drive gear 48 are fitted to one end of the eccentric shaft 16, and the oil pump drive gear 47 drives the oil pump 49 and the distributor drive gear 48.
The configuration is such that the distributors are driven by the respective distributors.

A flywheel 50 is key-fitted to the other end of the eccentric shaft 16, and a ring gear 51 is attached to the flywheel 50.

On the other hand, an oil filter 53 is provided in communication with the oil gallery 52, and a water pump casing 54 housing a thermostat therein is attached to a predetermined portion of the front side housing 42.

Furthermore, a suction pipe 57 is connected to an oil strainer 56 immersed in oil in the oil pan 55, and this suction pipe 57 is attached to a suction port 58 of the oil pump 49.

By the way, as shown in FIG. 2, the above-mentioned primary intake ports 7a, 7a communicating with the primary intake manifolds 32a, 32a are formed in the intermediate side housing 44 facing one side of the rotor 40, and are connected to the secondary intake manifolds 32a, 32a. The above-mentioned secondary intake ports 7b, 7b communicating with the side intake manifolds 32b, 32b are connected to the front side housing 42 facing the other side of the rotor 40.
The front side housing 42 and the rear side housing 43 on the same side as the above-mentioned secondary intake ports 7b, 7b are provided with the above-mentioned hydrogen supply port 8, spaced apart from each of these secondary intake ports 7b, 7b. 8 is formed.

Further, when the throttle chamber 30 is opened, intake air is sent to the primary side intake manifold 32a,
A first throttle valve 31a is provided to supply air to the secondary intake manifold 32a, and when the valve is opened, intake air is sent to the secondary intake manifold 32.
Second throttle valves 31b, 31b supplied to b, 32b
has been set up.

Here, the first throttle valve 31a described above is opened at low speeds and at high speeds, and the second throttle valves 31b, 31b described above are closed at low speeds and opened at high speeds. In other words, each throttle valve 3 mentioned above
1a, 31b, 31b, when the rotary piston engine 5 is at low rotation speed, intake air is supplied from the primary side intake manifolds 32a, 32a to the working chamber 6, and when the rotary piston engine 5 is at high rotation speed, the intake air is supplied to the working chamber 6 from both the primary side and the secondary side. Intake manifold 32a, 32b
The structure is such that intake air is supplied from the working chamber 6 to the working chamber 6.

In this way, the above-mentioned second throttle valve 31
b, 31b close the secondary intake ports 7b, 7b formed on the same side as the hydrogen supply ports 8, 8 when the rotary piston engine 5 rotates at low speeds, so that hydrogen as gaseous fuel flows into the intake air at low speeds. Since it is possible to prevent the negative pressure from entering the primary side intake passage, it is possible to reliably prevent the occurrence of backfire due to premixing.

Note that when the rotary piston engine 5 rotates at high speed, the intake negative pressure downstream of the throttle is small and the amount of intake air is large, so backfire does not occur.

In terms of the correspondence between the structure of the present invention and the above-described embodiment, the rotary piston engine of the present invention corresponds to the two-cylinder rotary piston engine 5 of the embodiment, and similarly, the gaseous fuel is replaced with hydrogen gas. Correspondingly, the side housing facing one side of the rotor corresponds to the intermediate side housing 44, and the side housing facing the other side of the rotor corresponds to the front side housing 42 and the rear side housing 43. Although the port corresponds to the hydrogen supply port 8 and the control means corresponds to the second throttle valve 31b, the present invention is not limited to the configuration of the above-described embodiment.

For example, the above configuration may be applied to a gaseous fuel supply device for a multi-cylinder rotary piston engine, and the gaseous fuel may be methane (w) instead of the hydrogen gas mentioned above.
ethane (CH4) and ethane (ethane
Other combustible gases such as C2H6) may also be used.

[Brief explanation of the drawing]

FIG. 1 is a system diagram showing a gaseous fuel supply device for a rotary piston engine.

FIG. 2 is a system diagram showing the formation structure of an intake port and a hydrogen supply port.

[Explanation of symbols]

5...2 cylinder rotary piston engine 6...Working chamber 7a...Primary intake port 7b…Secondary intake port 8...Hydrogen supply port 31b...Second throttle valve 40...Rotor 42...Front side housing 43...Rear side housing

Claims (2)

[Claims] 1. A rotary piston engine in which an intake port for supplying intake air and a gaseous fuel supply port for supplying gaseous fuel are formed in a working chamber, wherein the intake port is formed in a side housing facing one side of a rotor. . A gaseous fuel supply device for a rotary piston engine, wherein the gaseous fuel supply port is formed in a side housing facing the other side of the rotor. 2. A rotary piston engine in which an intake port for supplying intake air and a gaseous fuel supply port for supplying gaseous fuel are formed in a working chamber, wherein a primary intake port is provided in a side housing facing one side of the rotor; A secondary intake port and a gaseous fuel supply port are formed on the side housing facing the other side, respectively.
A gaseous fuel supply device for a rotary piston engine, comprising a control means for closing a secondary intake port formed on the same side as the gaseous fuel supply port when the rotary piston engine rotates at low speed.