JPS62157236A - Suction device for rotary piston engine - Google Patents

Abstract

PURPOSE:To make a suction swirl formable, by installing an interconnecting passage, aerating an air-fuel mixture during a compression stroke on one side to a suction stroke of a cylinder on the other, between mutual spaces of each cylinder, and offsetting opening positions of opposed interconnecting passages with each other to some extent. CONSTITUTION:In case of a three-cylinder rotary piston engine, interconnecting passages 21-23, interconnecting an operating chamber during a compression stroke of a cylinder on one side and an operating chamber during a suction stroke of a cylinder one the other by rotation of rotors 8-10, are installed among respective cylinders 5-7, and heat, control valves 24-26, controlling a airflow quantity according to engine load, are installed. In addition, two interconnecting passages to be opposed to one cylinder are opened to side housings 3 and 4 at both sides of this cylinder, while the opening parts 23a, 21, 22 and 23b are offset with one another and positioned within a range where on-off timing by these rotors comes to sameness. Thus, a pumping loss is re duced, while these interconnecting passages are utilized, producing a suction swirl, and improvement in combustibility is promoted.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a rotary piston engine having a plurality of cylinders, in which a communication passage is provided between the cylinders in order to reduce pumping loss.

(Prior Art) Conventionally, as shown in Japanese Patent Application Laid-Open No. 58-172429, in order to reduce the pumping loss in a two-cylinder rotor piston engine, an intermezzo-eight housing is provided with one side depending on the rotation of the rotor. A state in which the working chamber fJJ ff during the compression stroke of a cylinder is communicated with the working chamber during the intake stroke of the other cylinder, and the working chamber during the compression stroke of the other cylinder is connected to the working chamber during the intake stroke of the one cylinder. A communication path is provided that alternately creates a state of communication, and a control valve is installed in this communication path to control the amount of ventilation in this communication path according to the engine load, and the control valve is opened at low load. A suction device with a similar structure is known. According to this device, when the load is low, an excess amount of air-fuel mixture is introduced into the working chamber during the intake stroke to reduce the negative pressure, and during the compression stroke, the excess air-fuel mixture passes through the communication path and is transferred to another cylinder. 4J in the working chamber during the intake stroke of
Since the filling amount is adjusted according to the load,
Bumping loss is reduced. Additionally, the air-fuel mixture discharged from the working chamber during the compression stroke is sent to other cylinders and does not flow back into the intake passage and flow out to the outside, reducing fuel loss and increased intake noise. there is no problem.

By the way, apart from this problem of pumping loss,
There is a demand for improving combustibility through intake swirl at low loads, but the conventional devices mentioned above only attempt to reduce pumping loss through communication passages, but do not give special consideration to the generation of swirl. There wasn't.

(Object of the Invention) In view of the above-mentioned circumstances, the present invention reduces pumping loss by connecting passages provided between the cylinders during low load in a rotary piston engine having multiple cylinders. Create an intake swirl using
The present invention provides an intake device for a rotary piston engine that is designed to improve combustibility.

(Structure of the Invention) The present invention includes a plurality of cylinders, and a communication passage is provided between each cylinder to communicate the working chamber of one cylinder during the compression stroke with the working chamber of the other cylinder during the intake stroke. In an intake system for a rotary piston engine, in which a control valve for controlling the amount of ventilation according to the size of the engine load is provided in the communication passage, two cylinders are provided opposite to each other in side housings on both sides of one cylinder.
Two communication passages are opened, and the openings of both communication passages are provided at positions offset from each other within a range where the opening and closing timings by the rotor are the same.

With this configuration, when the engine is under low load, the air-fuel mixture flows between the cylinders through the communication passage, reducing pumping loss, and the air-fuel mixture flowing into one cylinder from the openings of both the communication passages flows between the cylinders through the communication passage. This results in the effect of creating a swirl within the working chamber.

(Embodiment) FIGS. 1 and 2 show an embodiment in which the device of the present invention is applied to a three-cylinder rotary rev engine. In these figures, 1 is a casing of a three-cylinder rotary piston engine, which includes three rotor housings 2 each having a trochoidal inner peripheral surface and arranged in parallel, and a casing located between each of these rotor housings 2. do 2
The cylinders 5, 2 are arranged in order from the left side in FIG.
Three cylinders are formed: cylinder No. 6 and cylinder No. 7.

Approximately triangular rotors 8, 9.10 are accommodated in the spaces within each of these cylinders 5.6.7, and each rotor 8.
．． 9.10 are supported on a common eccentric shaft, and rotate planetarily with a phase difference of 1200 in order from cylinder 5. The rotors 8, 9.10 each reduce the space inside each cylinder 5, 6.7 into three working chambers 1.
1, and the intake, compression, explosion, expansion, and exhaust strokes are performed as the rotor 8.9°10 rotates.

The rotor 8.9.10 has an apex seal 12 for gas sealing, a side seal 13, and a corner seal 1.
4 is equipped.

The intermediate housing 3 and the night housing 4 each have an intake boat 16 that communicates with the intake passage 15 and opens into the working chamber 11 at a position where the intake stroke is to be performed for each cylinder 5, 6, 7. is formed. Further, each rotor housing 2 is formed with an exhaust boat 18 that communicates with the exhaust passage 17 and opens into the working chamber 11 at a position where an exhaust stroke is to be performed, and a spark plug 19 is formed at a position where an explosion stroke is to be performed. is installed. 20 is a fuel injection valve that supplies fuel to the intake boat 16.

Further, 21 is a first communication passage that communicates the working chamber 11 during the compression stroke with the working chamber 11 during the intake stroke of the second cylinder 6, and 22 is the first communication passage that connects the working chamber 11 during the compression stroke of the second cylinder 6 with the working chamber 11 during the intake stroke. A second communication passage that communicates with the Jl chamber 11 created during the intake stroke of the cylinder 7;
3 is the working chamber 11 during the compression stroke of the third cylinder 7 and the first cylinder 5.
This is a third communication path that communicates with the air filter chamber 11 during the intake stroke. The first communicating path 21 and the second! The passages 22 are formed in each intermediate housing 3, and pass through the intermediate housing 3 and open into the cylinders on both sides thereof. Further, the third communication passage 23 is formed through the through holes 7L23a and 2 formed in the side housing 4 on both sides.
3b, and an external passage 23C that communicates these page through holes 23a, 23b.

Therefore, each air tf15.6.7 has one night housing (intermediate housing 3) on both sides.
and the side housing 4), two communicating passages are opened to face each other.

The openings t of the two opposing communication passages for this one cylinder are provided at positions offset from each other within a range where the opening and closing timings of the rotors 8, 9, and 10 are the same.

The arrangement of the openings of the communication passages as described above for the first cylinder 5 will be explained with reference to FIG. The opening starts when the rotor 8 rotates to a position at a predetermined timing for a predetermined period of time, and ends when the rotor 8 rotates to a position at a predetermined opening timing. The timing during this period and the closing timing are determined by the positions of the side side pa on the listening start side and the side side pb on the closing end side of the communication path, but the side side Ra iJ3 of the rotor 8 at the time of starting listening.
Even if the lengths of the above-mentioned sides Pa and Pb of the communication path are changed along the side Rb of the rotor 8 at the end of closing, the opening/closing timing does not change.

Therefore, as shown in FIGS. 3 and 4, the opening and closing timings of the first communication passage 21 and the through hole 23a by the rotor 8 are set to be the same, so that an appropriate opening and opening can be obtained to reduce the pumping loss. At the same time, for example, the first communication passage 21 is formed with a long side Pb on the closing end side, and the through hole 23a is formed with a good side side Pa on the opening side, so that the first communication passage 21 and the through hole 23a are formed well when viewed from the output shaft direction. The side portions of the through holes 23a are offset from each other, so that the first communication path 21 and the through holes 23a are arranged offset from each other. Similarly, the first communicating passage 21a and the second communicating passage 22 open to the second cylinder 6 at the same opening timing and are offset from each other, and the second communicating passage 21a and the second communicating passage 22 to the third cylinder The communication passage 22 and the through-hole 23b of the third communication passage 23 are configured to open and close at the same timing, but at an offset position.

Also, through holes 23a at both ends of the first communicating path 21, the second communicating path 22, and the third communicating path 23.

23b are each provided with control valves 24, 25, and 26 that control the amount of ventilation depending on the engine load. These control valves 24, 25, 26 are formed, for example, by rotary valves, and are mechanically linked to an accelerator pedal (not shown), or are driven by electrical control means and actuators depending on the accelerator opening degree. etc., the opening degree is adjusted according to the load. Each of the control valves 24, 25, and 26 is opened to a large degree when the engine load is low, and as the engine load increases, the degree of opening is decreased, and is fully closed at high loads near full load. ing.

Note that the communication path 21. by the control valves 24, 25, 26.
22. Since the filling amount is adjusted by controlling the ventilation amount in 23, it is necessary to limit the flow of intake air according to the load using the throttle valve (not shown) provided in the intake passage 15. For this reason, the throttle valve is adjusted to provide a relatively large 171I degree even under low load.

According to the intake system as described above, when the engine is under high load, the control valves 24, 25, 2 of the communication passages 21, 22, 23
6 is closed, the engine is operated in the same manner as a normal engine, and the required filling amount is ensured during high loads.

On the other hand, when the engine is under low load, the throttle valve of the intake passage 15 is adjusted to a relatively large opening, and the control valves 24, 25, 26 are opened, and each communication passage 2 is opened as described below.
By flowing the air-fuel mixture through the 1°22.23 angle, an excess of the air-fuel mixture is introduced into each cylinder during the intake stroke, and the intake negative pressure is reduced. Then, during the compression stroke, excess air-fuel mixture is discharged to other cylinders.

Such operation is performed by the rotor 8° 9 . 7 of each cylinder 5 .
As 10 rotates with a phase difference of 1200,
This is done sequentially for each cylinder 5.6.7.

The operation at such a low load is explained with reference to FIG. )
As shown in the figure, when the rotor 8 of the No. 1 cylinder 5 closes the intake boat 16 and the No. 1 cylinder 5 shifts to the compression stroke, the third communication passage 23 & 3. However, the first communication passage 21 is in a state of communicating the working chamber 11 during the compression stroke of one aroma 1n5 with the working chamber 11 during the intake stroke of the second cylinder 6.

When the communication path is closed by the rotor 8 of the No. 1 cylinder 5, 191
Until now, the excess air-fuel mixture in the IJ chamber 11 during the compression stroke of the first cylinder 5 was mainly transferred to the second cylinder 6 through the first communication passage 21.
It is discharged into the working chamber 11 during the intake stroke of
Compression is substantially carried out after the communication passage is closed by. Note that when the rotor 8 of the first cylinder 5 closes the communicating passage 11a, the rotor 10 of the third cylinder 7 deviates from the third communicating passage 23, and some of the air-fuel mixture is discharged from the third cylinder 7. .

Next, when the rotor 9 of the second cylinder 6 closes the intake boat 16 and the second cylinder G shifts to the compression stroke as shown in FIG. The first communicating passage 21 is blocked by the rotor 8 of the first cylinder 5, but the second communicating passage 22 is closed by the working chamber 11 of the second cylinder 6 during the compression stroke and the working chamber 11 of the third cylinder 7 during the intake stroke. communicate with. Also,
As shown in FIG. 5(C), the rotor 10 of the third cylinder 7 /i<
When the intake port 16 is closed and the No. 3 cylinder 7 shifts to the compression stroke, the second communication passage 22 among the communication passages leading to the No. 3 cylinder 7 is blocked by the rotor 9 of the No. 2 cylinder 6; 3
The communication passage 23 connects the working chambers 11 and 1 during the compression stroke of the third cylinder 7.
It communicates with the working chamber 11 of the number cylinder 5 during the intake stroke. Therefore, during the compression stroke of the second cylinder 6, the excess air-fuel mixture in the working chamber 11 during the compression stroke mainly passes through the second communication passage 22 to the third cylinder.
During the intake stroke of the No. 3 cylinder 7, the excess air-fuel mixture in the working chamber 11 is discharged into the working chamber 11 during the intake stroke of the No. 3 cylinder 7, and during the compression stroke of the No. It is discharged into the working chamber 11 during the intake stroke.

In this way, the air-fuel mixture is introduced from the intake port 16 and other cylinders during the intake stroke, and the air-fuel mixture is discharged to other cylinders during the compression stroke, under the same conditions in each cylinder 5.6.7. Therefore, the pumping loss is reduced by reducing the intake negative pressure, and the filling intervals in each cylinder 5, 6, and 7 are adjusted equally. Moreover, the amount of air-fuel mixture introduced from other cylinders during the intake stroke is also equal in each cylinder 5.6.7, and therefore the amount of fresh air introduced from the intake passage 15 becomes uneven, making fuel control difficult. Such a situation will never occur.

Furthermore, as mentioned above, the air-fuel mixture is mainly 1? between the cylinder phases H. ri cylinder 5 to No. 2 cylinder 6, No. 2 cylinder 6 to No. 3 cylinder 7, and No. 3 cylinder 7 to No. 1 cylinder 5 in the direction of the arrow in Fig. The air-fuel mixture flows in the passageway in a direction opposite to the main flow direction shown in t, and as a result, the air-fuel mixture may simultaneously flow into one cylinder from the two communicating passages. For example, number 2 cylinder 6
One of the working chambers 11 is in the intake stroke, and the third cylinder 7
When one of the working chambers 11 of the No. 1 cylinder 5 is in the middle of the compression stroke and one of the working chambers 11 of the No. 1 cylinder 5 has also passed the intake bottom dead center, as shown by the arrow in FIG. 2nd cylinder 6
During the intake stroke, the first cylinder 5 and the third cylinder 7 are in the working chamber 11.
From there, the air-fuel mixture flows through the first N passage 21 and the second communication passage 22, respectively. At this point, since the first communication passage 21 and the second communication passage 22 are offset from each other and open to the second cylinder 6, the mixture flowing from the first communication passage 21 and the second communication passage 22, respectively, The air is shifted from each other, and a swirl is generated in the working chamber 11 of the second cylinder 6. Similarly, in the first cylinder 5 and the third cylinder 7, swirl can be effectively obtained during the intake stroke when the air-fuel mixture simultaneously flows into the working chamber 11 from the two communicating passages.

FIG. 6 (, (does not show an example in which the device of the present invention is applied to a two-cylinder low-repetition piston engine. In the case of a two-cylinder engine,
Even if only one communication passage 31 is provided in the intermezzo housing 3 between the first cylinder 5' and the second cylinder 6', the rotors 8' and 9' of each cylinder 5' and 6' can reach 1800 mm. As it rotates with a phase difference of 1? The working chamber 11 during the compression stroke of the S cylinder 5' communicates with the working chamber 11 during the intake stroke of the 2nd aroma R6', and the working chamber 11 during the compression stroke of the 2nd cylinder 6' communicates with the working chamber 11 in the 1st cylinder 5. ' during the intake stroke, the state of communication with the operation v11 occurs alternately, and the communication path 3
1, the air-fuel mixture is exchanged between the cylinders. In the device shown in FIG. A communication path 32 is provided that includes holes 32a, 32b and an external path 32G. Then, the through holes 32 at both ends of the input media 1-housing 3 and the communication path 32 are connected.
a and 32b open to the working chamber 11 of each cylinder 5', 6' in an off-set arrangement with the same opening and closing timing. A control valve 33.34 is arranged in each communication passage 31.32.

According to this embodiment, during the compression stroke of the No. 1 cylinder 5' at low load, excess air-fuel mixture is discharged through both communication passages 31 and 32 into the working chamber 11 of the No. 2 cylinder 6' during the intake stroke; During the compression stroke of the cylinder 6', excess air-fuel mixture passes through the two communicating passages 31, 32 and is discharged into the working chamber 11 of the first cylinder 5' during the intake stroke.

(filling table) is adjusted while reducing pumping losses. In this case as well, all 11 operations during the intake stroke are H
Swirl is generated by the air-fuel mixture flowing in from both communication passages 31 and 32 which are offset from each other.

In each of the above embodiments, the two opposing passages for one cylinder are generally spaced apart from each other, but as shown in FIG.
Only the frontage portions 41a and 42n may be formed so as to be offset from each other.

(Effects of the Invention) As described above, the present invention provides compression in one cylinder? - A communication passage is provided to communicate the working chamber during the J stroke with the working chamber during the intake stroke of the other cylinder to reduce pumping loss at low loads. Two opposing communication passages are opened, and the openings of both communication passages are offset from each other within the same opening/closing timing, so that the communication passages are used to create a swirl during low loads, which increases the combustibility. This is something that can be improved.

[Brief explanation of drawings]

FIG. 1 is a sectional view showing an embodiment in which the device of the present invention is applied to a three-cylinder rotary piston engine, and FIG.
3 is an explanatory diagram showing the arrangement of the frontage of the communication passage, FIG. 4 is a sectional view taken along line IV-IV in FIG. 1, and FIGS. (C) is an operation explanatory diagram showing each cylinder separately, FIG. 6 is a sectional view showing an embodiment in which the device of the present invention is applied to a two-cylinder rotary piston engine, and FIG. 7 is a diagram showing another example of the communication passage. FIG. 2 is a cross-sectional view of main parts showing an example. 1...Casing, 5.6.7.5', 6'...
Cylinder, 3... Intermezzo Eight Housing, 4...
・Side housing, 8.9.10.8', 9'
...Rotor, 21.22.23, 31.32.41.4
2...Communication path, 24.25.26.33.34...
control valve. Patent Applicant Mazda Co., Ltd. Agent Patent Attorney Etsushi Kotani Patent Attorney Chief 1) Masayuki Patent Attorney Yasuo Itaya Figure 2 Figure 3 Figure 5tA Figure 5 (C) Figure 6 Figure 7171

Claims (1)

[Claims] 1. Equipped with a plurality of cylinders, a communication passage is provided between each cylinder to communicate the working chamber during the compression stroke of one cylinder with the working chamber during the intake stroke of the other cylinder, and the engine load is applied to this communication passage. In an intake system for a rotary piston engine that is equipped with a control valve that controls the amount of ventilation according to the size of the cylinder, two opposing communication passages are opened in the side housing on both sides of one cylinder, and the two communication passages are connected to each other. The opening of the passage,
An intake device for a rotary piston engine, characterized in that the intake device is provided at positions offset from each other within a range where the opening and closing timings of the rotor are the same.