JPS5844224A - Rotary piston engine - Google Patents

Abstract

PURPOSE:To completely scavenge exhaust gas in an engine, by closing a sub- intake passage with an intake shut-off valve, interposing an air supply device in the intake shut-off valve and jetting air for a specific period in an exhaust stroke of the engine. CONSTITUTION:A closing valve 22 is provided in a prescribed position of a main intake passage 6, communicated to a working chamber 4 of a rotary piston engine, and an intake shut-off valve 18 is provided in a prescribed position of a sub-intake passage 17. At about the conversion point transferred from an exhaust stroke to an intake stroke, intake air, forcibly fed from a pump 12, is jetted through the intake shut-off valve 18 to scavenge residual gas in the working chamber 4. In this way, fuel consumption of the engine can be improved.

Description

Detailed Description of the Invention The present invention is a rotary piston engine that reduces intake resistance loss by reducing the degree of intake throttling by interrupting the intake of No. 5 air in the middle of the intake stroke in the low load range of the engine. The purpose is to improve the fuel efficiency of the engine.

In general, as a means to improve (improve) the fuel efficiency of an engine,
It scavenges the residual gas in the working chamber of the engine, provides an appropriate flow (vortex, swirling flow, turbulence, etc.) to the intake air taken into the engine, and also controls the flow of fuel supplied by a fuel supply device such as a carburetor. It is said that promoting atomization is effective.

In other words, in the low load range of the engine, the ratio of residual gas to air is large, so combustion becomes unstable, and the mixture required by the engine needs to be much richer than the stoichiometric mixture ratio, resulting in lower fuel efficiency. becomes worse.

Therefore, it is clear that fuel efficiency will improve if residual gas is sufficiently scavenged.

Also, if an appropriate flow path is provided for the intake air taken into the engine, vaporization of the fuel will be promoted and a high-quality air-fuel mixture will be formed, and in particular, a strong flow will be provided that remains even during the compression stroke of the engine. This scavenges air near the ignition plug, improving ignitability, increasing the speed of fire propagation after ignition, and improving fuel efficiency.

It goes without saying that promoting atomization of fuel supplied from a fuel supply device such as a carburetor is effective in improving fuel efficiency.

The present invention aims to achieve the above objects, and will be explained below with reference to the drawings.

FIG. 1 shows an embodiment of a rotary piston engine according to the present invention, which is equipped with a throttle valve 8 that throttles the intake air taken into the engine and controls the output. A pump 12 is provided.

In order to understand the present invention, first, a mechanism for reducing intake resistance loss by interrupting intake air in the middle of the intake stroke in a low load range of the engine and reducing the degree of intake throttling of the engine will be explained.

The intake passage 6 is no different from a normal one except that it has a closing valve 22 that closes it in the low load range of the engine. It closes in the middle of the intake stroke.

That is, the auxiliary intake passage 20 is equipped with an intake cutoff valve 15 (using a rotary valve that is driven by decelerating to 1/2 of the rotation of the engine output shaft), and in the middle of the intake stroke (for example, the intake stroke The closing portion 16 closes the auxiliary intake passage 20 as shown in the figure (when the output shaft angle has rotated 110 degrees from the beginning of the intake stroke, although the angle is thought to be 270 degrees).

In this case, the intake cutoff valve 15 may be opened at the same time as the intake stroke starts, or may be already opened before that.

If the latter case is adopted, there is an advantage that the closing portion 16 of the intake cutoff valve 15 can be narrowed and the built-in passage 17 can be widened, as shown in FIG.

Now, in the low load range of the engine when the throttle valve 8 of the carburetor 7 is fully closed, when the intake stroke begins when the intake cutoff valve 15 opens (the built-in passage 17 communicates with the auxiliary intake passage 20), the intake air flows through the intake stroke. Air is drawn into the working chamber 4 (the space formed by the rotary piston 1, the rotor housing 2, and the side housing 3) only from the sub-intake passage 20 until halfway (until the intake cutoff valve 15 closes).

At this time, the shutoff valve 22 is closed (fully closed) in the low load range of the engine, so the intake air is not drawn into the working chamber 4 through it (the shutoff valve 22 shown is centered around the rotation axis). Although it is of the type that opens and closes, it may also be a plate-shaped or cylindrical type that opens and closes by going up and down.)

Therefore, after the intake shutoff valve 15 is closed, no intake air is drawn into the working chamber 4, and the intake stroke is effectively short-term (because it is interrupted midway). (Conventionally) The degree of intake throttling (based on throttle valve 8)
Small and good.

In this way, the degree of intake throttling by the throttle valve 8 is reduced, so that the intake resistance loss in the low load range of the engine can be significantly reduced.

(In general, the intake resistance loss increases as the degree of intake throttling by the throttle valve 8 increases, i.e., in the lower load range.) This leads to improved fuel efficiency.

Next, when the throttle valve 8 is further opened to increase the engine load, the stop valve 22 mechanically interlocked with the throttle valve 8 begins to open (full opening is done at the same time), and the intake passage 6 also opens ( The intake air is drawn in through the closing valve 22), and the intake air is sucked throughout the entire intake stroke (through the closing valve 22).
is operated by sensing the negative pressure downstream of the throttle valve 8, but it is also conceivable that the valve may be opened and closed by a diaphragm device (not shown).

In other words, it remains the same as before.

At this time, the throttle valve 8 is sufficiently open, so the intake resistance loss is small.

The branch portion 19 may be located directly below the throttle valve 8, or the auxiliary intake passage 20 may be connected to a dedicated carburetor.

(Of course, in either case, the auxiliary intake passage 20 is configured to bypass the closing valve 22 and communicate with the working chamber 4).

Furthermore, the opening 21 of the sub-intake passage 20 is set in the intake passage 6 on the downstream side of the closing valve 22;
It is also possible to set it directly at a predetermined position.

No. 10 The closing valve 22 can be replaced with a secondary throttle valve in a two-stage carburetor.

Also shown in FIG. 3, the intake passage 6 is connected to the secondary throttle valve 25, the auxiliary intake passage 20 is connected to the primary throttle valve 24, and the secondary throttle valve 25 (i.e., the closing valve ) closes the intake passage 6 in the low load range, and the sub-intake passage 20 bypasses the secondary throttle valve 25 (ie, closing valve) and communicates with the working chamber.

The feature of the present invention is that, in a rotary piston engine in which intake resistance loss is reduced by reducing the degree of intake throttling as described above, residual gas in the working chamber is scavenged by a high-speed airflow of intake air pressured from the pump. (again in the first
(Return to the figure for explanation).

That is, focusing on one working chamber 4, in the exhaust stroke of the working chamber 4, most of the combustion gas is exhausted from the exhaust port 23, and when it comes to the vicinity of the conversion point where the exhaust stroke changes to the intake stroke, up to now. The pump discharge side passage 13, which had been closed by the intake cutoff valve 15, is opened (the communication passage 18 formed in the intake cutoff valve 15 communicates with the pump discharge side passage 13).
, the intake air (air in this case) that is pumped from the pump 12 is violently jetted out from the nozzle 14 (via the communication passage 18) into the working chamber 4 for a certain period of time via the intake cutoff valve 15 (via the communication passage 18). There is.

This makes it possible to sufficiently scavenge the residual gas in the working chamber 4 (if the nozzle 14 is opened at a predetermined position in the sub-intake passage 20 on the downstream side of the intake cutoff valve 15,
(This also prevents residual gas from flowing back into the sub-intake passage 20.)
, it is possible to achieve stable combustion even with a lean air-fuel mixture, improving the fuel efficiency of the engine.

In this case, the nozzle 14 is formed into a plurality of pieces, and the working chamber 4
It is also possible to scavenge the air evenly.
It is desirable that the intake air from the rotary piston 4 starts blowing out a little earlier than when the intake passage 6 is opened by the side surface of the rotary piston 1.

Since the purpose of blowing out the intake air from the nozzle 14 is to scavenge the residual gas, the working chamber 4 tries to scavenge the residual gas.
It is preferable to close the time when the communication between the exhaust port 23 and the exhaust port 23 is cut off.

It is also possible to form a nozzle 14 on the inner wall of the exhaust port 23, as shown by the two-dot chain line, and to eject intake air from there toward the working chamber to scavenge residual gas.

Note that in the (medium) high load region of the engine, the ratio of residual gas to air becomes small, so the injection of intake air from the nozzle 14 may be stopped.

Next, it is often better to finely control the flow rate of the intake air sucked into the pump 12 (the discharge flow rate of the pump 12 from the nozzle 14) in accordance with the intake air flow rate of the engine.

Possible methods for controlling the discharge flow rate of the pump 12 include installing a small throttle valve 10 mechanically interlocked with the throttle valve 8 in the air passage 9, or installing an air jet 11 as shown by the two-dot chain line. .

Also, as shown by the two-dot chain line, when the throttle valve 8 is at its minimum opening, the pump 12 draws in air only from the first intake hole a, and as the throttle valve 8 opens, it also draws air from the second intake hole b. It is possible to do something like this.

FIG. 4 shows an embodiment in which the intake cutoff valve 15 in FIG. 1 is of a disc type rotary valve type.

That is, in Fig. 4, the intake cutoff valve 15 is of the disk type rotary valve type (this intake cutoff valve No. 13 and 15 is shown with a chain double-dashed line because it is provided in the side housing in front), and the secondary Intake cutoff valve 1 of intake passage 20
The period during which the cross section 20' in contact with 5 communicates with the communication passage 17 is set to the middle of the intake stroke, and the degree of intake throttling is reduced to reduce intake resistance loss.

Reference numeral 18 denotes a communication passage, which opens the pump discharge side passage 13 for a certain period of time near the conversion point where the exhaust stroke changes to the intake stroke, and causes the intake air that is pressure-fed from the pump to be ejected from the nozzle 14 to scavenge residual gas in the working chamber. It is something to do.

The present invention shown in FIG.
disorder, etc.).

That is, in FIG. 5, focusing on one working chamber 4,
The combustion gas in the working chamber 4 is exhausted by the exhaust stroke of the working chamber 4, and the working chamber 4 and the exhaust port (not shown) are
Near the time when the communication with the pump is cut off, the pump discharge passage 13, which has been closed until now by the intake cutoff valve 15, is opened (the communication passage 18 No. 14 is opened), and the pump (not shown) pumps the air. The intake air is violently ejected from the nozzle 14 via the intake cutoff valve 15 (via the communication passage 18).

At this time, since the direction of the nozzle 14 is set to be eccentric with respect to the central axis of the sub-intake passage 20,
A strong vortex is formed, which flows into the working chamber 4 and generates a new vortex of intake air (a spiral flow of intake air that advances in the rotational direction of the rotary piston 1) (in this case, the auxiliary intake passage 20 (peripheral port type).

Furthermore, even if the nozzle 14 is opened directly into the side housing 3 (instead of opening into the inner wall of the auxiliary intake passage 20), the high-speed airflow collides with the inner wall of the working chamber 4 and similarly causes rotation of the rotary piston 1. It is possible to form a spiral flow (vortex) that moves in the same direction.

The strong intake air flow formed in this way remains during the compression stroke, promoting vaporization of the fuel and scavenging the vicinity of the ignition plug (not shown) to improve ignitability and spread the fire after ignition. Since the speed is increased, the fuel efficiency of the engine is improved.

In the low load range when the shutoff valve 22 is closed, the intake cutoff valve 1
If intake air is newly drawn into the working chamber 4 after the intake valve 5 is closed, the intake resistance loss will not be reduced. shall be terminated.

19 is a branch part, in this case the sub intake passage 20 is connected to the intake passage 6.
It branches horizontally (in the case of Figure 1, it branches vertically).

Reference numeral 29 denotes a sub-closing valve for allowing all the fuel flowing through the intake passage 6 to flow into the sub-intake passage 20 when the closing valve 22 is closed, and these valves are opened and closed at the same time as the closing valve 22.

(When the auxiliary shutoff valve 29 is installed, the shutoff valve 22 can be removed, but in that case, the former will take the place of the latter.) In addition, the shutoff valve 22 is more powerful in the (medium) high load range when it opens. If a certain flow of intake air is required, a new pump discharge side passage 26 is installed as shown by the two-dot chain line, and the intake air sent under pressure from the pump is passed through the intake cutoff valve 15 (via the communication passage 18). It is preferable to eject it from the spout 27 (for example,
The pump discharge side passage 26 is opened from the communication passage 18 near the transition point where the intake stroke changes to the compression stroke).

When the closing valve 22 is closed (fully closed), the solenoid valve 2
It goes without saying that the pump discharge side passage 26 should be closed by a pipe 8 or the like.

The present invention shown in FIG. 6 scavenges residual gas in the working chamber 4 and forms a strong flow of intake air.

That is, in the vicinity of the conversion point where one working chamber 4 changes from the exhaust stroke to the intake stroke, the communication passage 34 connects to the pump discharge side passage 3.
0, and the intake air force-fed from the pump is ejected from the nozzle 31 through the intake cutoff valve 15 for a certain period of time to scavenge the residual gas in the working chamber 4, and the communication passage 34 is connected to the pump discharge side passage 32. When communicated, the intake air forced from the pump is ejected from the nozzle 33 into the working chamber 4 via the intake cutoff valve 15, forming a strong flow of intake air.

This further improves the fuel efficiency of the engine.

The intake air is ejected from the nozzle 33 by the intake cutoff valve 15 (sub-intake N
o17) It shall be completed by the time when the air passage 20) is closed.

FIG. 7 shows an embodiment in which the nozzles 31 and 33 are integrated.

That is, in FIG. 7, when the communication passage 38 communicates with the pump discharge side passage 35 near the transition point where one working chamber 4 changes from the exhaust stroke to the intake stroke, the intake air pressure-fed from the pump is passed through the intake cutoff valve. 15 from the nozzle port 36 to scavenge the residual gas in the working chamber 4, and also
When the two communication passages 39 communicate with the pump discharge side passage 37,
The intake air that is pressure-fed from the pump is ejected again from the nozzle 36 via the intake cutoff valve 15, forming a strong vortex flow (for example, a spiral flow of intake air that advances in the rotational direction of the rotary piston 1) in the working chamber 4. That's what I do.

In addition, in FIG. 7, the communication passage 38 is connected to the pump discharge side passage 35.
If the communication passage 39 opens the pump discharge side passage 37 just before the pump discharge side passage 37 finishes closing, the jet of intake air from the nozzle 36 will be continuous (the jet of intake air will not be temporarily stopped on the way), and this high-speed airflow will be As a result, the remaining No. 18 residual gas in the working chamber 4 is scavenged, and a strong flow of intake air is formed (this can also be done in Fig. 6).

In the present invention shown in FIG. 8, the atomization of the fuel is also promoted by the high-speed airflow of the intake air that is force-fed from the pump.

That is, consider replacing the carburetor in FIG. 1 with the carburetor in FIG. 8. In FIGS. 1 and 8, 40 is a nozzle from which the intake air fed under pressure from the pump 12 is ejected, and the engine operation is carried out from the carburetor 7. Liquid fuel adhering to the inner wall of the intake passage 6 leading to the chamber 4 is sucked up by the fuel nozzle 41, and is atomized by colliding with a high-speed airflow (the fuel ejected from the carburetor 7 is・For reasons such as inertia, it often adheres to the bottom 6' of the bend in the intake passage and becomes liquid fuel.)

Even if the pressure of the intake air pumped from the pump 12 is positive, when the intake air is ejected from the nozzle 40 at high speed, it will first be reduced to the ambient pressure, and then the ambient pressure will be lowered by its own kinetic energy. becomes lower than
Liquid fuel adhering to the inner wall of the intake passage can be sucked up from the fuel nozzle 41 and atomized.

In order to further promote atomization of the fuel, a spiral groove may be formed in the fuel nozzle 41 or the nozzle 40 so that the fuel or intake air is ejected in a spiral motion.

If the fuel supply device is a fuel injection device, the pump 12
The high-speed airflow of intake air that is force-fed from the fuel injection valve (not shown) collides with the fuel injected from the fuel injection valve (not shown) to atomize the fuel.

As described above, according to the invention shown in FIGS. 1 and 8, the fuel supplied from the fuel supply device such as a carburetor is extremely well atomized, so vaporization is promoted and complete combustion is possible.
Fuel efficiency can be significantly improved.

In addition, in Fig. 1 and 8, in order to further promote atomization of fuel when starting the engine, the intake air that is pressure-fed from the pump 12 may be ejected only from the nozzle 40, or when the engine is started. In a low load range when the throttle valve 8 is fully closed after warming up, the fuel flow rate is low and vaporization is active, so even if the intake air pressured from the pump 12 is ejected only from the nozzle 14. good.

Also in FIGS. 4 to 7, the fuel supplied from the fuel supply device can be atomized in the same way.

In FIG. 8, the fuel that has been sucked up from the fuel nozzle 41 and atomized by the high-speed airflow may collide with the inner wall of the intake passage and become liquefied again. It is also effective to provide two sets of the nozzle 41 and nozzle 40 and install them so as to face each other.

That is, the atomized fuel particles ejected from the fuel nozzle 41 collide with each other, mix, and become carried by the air current.

This creates a homogeneous air-fuel mixture, further improving fuel efficiency.

In addition, if one carburetor is connected to one rotary piston, there will be no problem with fuel distribution, so as shown in Fig. The adhered liquid fuel may be guided to the sub-intake passage 20, ejected from the fuel nozzle 41, and atomized by high-speed airflow from the nozzle 40.

As described above, the present invention includes a closing valve at a predetermined position in the intake passage leading to the working chamber of an internal combustion engine that throttles intake air taken into the engine to control output, and closes the closing valve in a low load region of the engine. The rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary rotary engine equipped with an intake cutoff valve that closes the auxiliary intake passage in the middle of the intake stroke at a predetermined position of the auxiliary intake passage that bypasses the closing valve and passes the auxiliary intake passage to the working chamber of the engine. In a piston engine, (1) Intake air that is pumped under pressure from a pump for a certain period of time from near the conversion point where a certain working chamber changes from the exhaust stroke to the intake stroke to near the time when communication between the working chamber and the exhaust port is cut off. is ejected through the intake cutoff valve to scavenge residual gas in the working chamber, or (2) is pumped for a certain period of time from around the time when communication between a certain working chamber and the exhaust port is cut off. No. 22 This causes the intake air to flow out through the intake cutoff valve, thereby forming a flow of intake air, and when the closing valve is closed, the intake air pressured from the pump is blown out after the intake cutoff valve is closed. (3) Also, in the vicinity of the conversion point where a certain working chamber changes from the exhaust stroke to the intake stroke, the intake air that is force-fed from the pump is blown out through the intake air cutoff valve. The remaining gas in the working chamber is scavenged, and even after the communication between the working chamber and the exhaust port is cut off, the intake air, which is pumped under pressure from the pump, is blown out through the intake cutoff valve for a certain period of time. (4) Furthermore, when the closing valve is closed, the intake air pressured from the pump is not newly sucked into the same working chamber after the intake shutoff valve is closed. In each of (1) to (3), an action is added to cause the high-speed airflow of intake air pumped from the pump to collide with the fuel supplied by the fuel supply device to atomize it.
The fuel efficiency of the engine can be significantly improved.

[Brief explanation of the drawing]

No. 23 Figures 1, 2, 4, 5 to 10 are cross-sectional views of a rotary piston engine according to the present invention and devices attached thereto, and Figure 3 is a diagram of the rotary piston engine according to the present invention. 1 is a rotary piston, 2 is a rotor housing, 3 is a side housing, 4 is a working chamber, 5 is a spark plug, 6 is an intake passage, 7 is a carburetor, 8 is a throttle valve, 9 is an air passage, 10 is a small throttle valve , 11 is an air jet, 12 is a pump, 13.26
・30, 32, 35, 37 are pump discharge side passages, 14.
14', 27, 31, 33, and 36 are nozzle ports, 15 is an intake cutoff valve, 16 is a closing part, 17, 18, 34, 38, and 39 are communication passages, 19 is a branch part, 20 is a sub-intake passage, and 21 is a 22 is a closing valve, 23 is an exhaust port, 24 is a primary throttle valve, 25 is a secondary throttle valve, 28 is a solenoid valve, 29 is a sub-closing valve, 40 is a nozzle, 41 is a fuel nozzle, 42 6' is the bottom of the bent part of the intake passage, a is the first intake hole, b
is the second intake hole. Patent applicant Shuichi Kitamura

Claims (6)

[Claims] (1) A closing valve is provided at a predetermined position in the intake passage leading to the working chamber of the internal combustion engine, which controls the output by throttling the intake air taken into the engine, and this closing valve is kept closed during low load areas of the engine. In a rotary piston engine, furthermore, an intake cutoff valve is provided at a predetermined position of a sub-intake passage that bypasses the closing valve and leads to the working chamber of the engine, and closes the sub-intake passage in the middle of the intake stroke. The intake air that is force-fed from the pump for a certain period of time from the vicinity of the conversion point where the working chamber changes from the exhaust stroke to the intake stroke until the time when communication between the working chamber and the exhaust port is cut off is also passed through the intake cutoff valve. A rotary piston engine characterized in that the residual gas in the working chamber is scavenged by ejecting air. (2) A closing valve is provided at a predetermined position in the intake passage leading to the working chamber of the internal combustion engine, which controls the output by throttling the intake air taken into the engine, and this closing valve is kept closed during the low load range of the engine. In a rotary piston engine, furthermore, an intake cutoff valve is provided at a predetermined position of the auxiliary intake passage that bypasses the closing valve and leads to the working chamber of the engine, and closes the auxiliary intake passage in the middle of the intake stroke, The intake air, which is force-fed by the pump for a certain period of time near the time when communication between a certain working chamber and the exhaust port is cut off, is also blown out through the intake cutoff valve, thereby forming a flow of the intake air, and This rotary piston engine is characterized by the fact that when the shutoff valve is closed, the intake air pressured from the pump is not drawn into the same working chamber after the intake shutoff valve is closed. (3) A closing valve is provided at a predetermined position in the intake passage leading to the working chamber of the internal combustion engine, which controls the output by throttling the intake air drawn into the engine, and this closing valve is kept closed during low load areas of the engine. In a rotary piston engine, furthermore, an intake cutoff valve is provided at a predetermined position of a sub-intake passage that bypasses the closing valve and leads to the working chamber of the engine, and closes the sub-intake passage in the middle of the intake stroke. In the vicinity of the conversion point where the working chamber changes from the exhaust stroke to the intake stroke No. 3, the intake air that is force-fed from the pump is blown out through the intake cutoff valve to scavenge the residual gas in the working chamber, and also to remove the remaining gas from the working chamber. Even after the communication with the exhaust port is cut off, the intake air that is force-fed from the pump is also blown out through the early intake cutoff valve for a certain period of time to form a flow of intake air, and when the closing valve is closed, A rotary piston engine characterized in that, after the intake shutoff valve is closed, the intake air that is force-fed from the pump is not sucked into the same working chamber. (4) Air is pumped from the pump during a certain period of time from near the conversion point where the exhaust stroke of a certain working chamber changes to the intake stroke until a certain period after the time when the communication between the working chamber and the exhaust port is cut off. The rotary piston engine according to claim 3, wherein the blowout of intake air is temporarily stopped. (5) Continuously feed the intake air under pressure from the pump from the vicinity of the conversion point where the exhaust stroke of a certain working chamber changes to the intake stroke until a certain period after the time when the communication between the working chamber and the exhaust port is cut off. 4. The rotary piston engine according to claim 3, wherein the rotary piston engine is configured to emit water at a high temperature. (6) A closing valve is provided at a predetermined position in the intake passage leading to the working chamber of the internal combustion engine, which controls the output by throttling the intake air taken into the engine, and this closing valve is kept closed during the low load range of the engine. In a rotary piston engine, furthermore, an intake cutoff valve is provided at a predetermined position of a sub-intake passage that bypasses the closing valve and leads to the working chamber of the engine, and closes the sub-intake passage in the middle of the intake stroke. The intake air that is force-fed from the pump is passed through the intake cutoff valve for a certain period of time from the vicinity of the exchange point where the working chamber changes from the exhaust stroke to the intake stroke until the time when communication between the working chamber and the exhaust port is cut off. The fuel is ejected to scavenge the residual gas in the working chamber, and the high-speed airflow of the intake air forced from the pump collides with the fuel supplied by the fuel supply device to atomize it. Features a rotary piston engine.