JPS63255523A - Fuel feeder for rotary piston engine - Google Patents

Abstract

PURPOSE:To lessen the pumping loss and promote atomization of the fuel by discharging an excessive part of the fresh air, which was sucked into the working chamber of a casing on one side, into the working chamber of the casing on the other side, when the load is low. CONSTITUTION:When the load is low in a 2-rotor type engine, the excessive part of the fresh air, which was sucked into a working chamber 8 of a casing on one side without being contracted, is discharged by an actuator 19 into a working chamber 8 of the casing on the other aide, via a connecting passage 15 to which a switching valve 16 is opened. Accordingly, since the amount of contraction of the intake air is reduced, a predetermined amount of fresh air can be sucked in, lessening the pumping loss. In this case, since a gas stream toward the connecting passage 15 is generated in the working chamber 8 on the other side, which is under a compressive stroke, the fuel, which is supplied by an injection nozzle 34 to the working chamber 8, collides with this gas stream to be satisfactorily atomized. As a result, the stability in combustion can be enhanced, and the quantity of HC-compound can be decreased.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) = 1 The present invention relates to a fuel supply device for a rotary vis-one engine, and particularly to one that promotes atomization of fuel.

(Prior Art) Conventionally, as a fuel supply device for a rotary piston engine, as disclosed in Japanese Patent Publication No. 52-19612, an auxiliary suction boat is provided near the suction boat of the casing, and [I ! 1iJI, and the center line of the auxiliary suction boat is 1 to 1.
] An injector is provided between the intersection with the inner circumferential surface of the coid and the auxiliary suction ball l-, and the fuel supplied from the injector is applied to the flow of fresh air taken in from the auxiliary suction port 1 to the fuel H. At the same time as promoting atomization, the fuel is superimposed on the flow of fresh air and sent to the leap ink side in the rotor rotational direction of the working chamber to the spark plug side, forming a rich air-fuel mixture near the spark plug and flowing into the rl' rib chamber. It is known that the air-fuel mixture is stratified to cause stratified combustion. Improving the atomization of fuel in this manner is particularly effective in the load range where combustion stability is at stake and a reduction in IC is required.

(Problems to be Solved by the Invention) By the way, there is a problem that when the engine is under low load, fresh air is throttled by the throttle valve, so that the pumping cost increases and the fuel consumption h+ increases. Therefore, in []-Takribis 1~ engine equipped with a plurality of 1-coaters,
A communication passage is provided in the intermediate housing to communicate and cover the working chamber in the compression stroke of one casing and the working chamber in the intake stroke of the other casing. Equipped with a switching valve that opens, fresh air is sucked into the working chamber without being throttled, resulting in low Ω? 1? At J, a technology can be considered to reduce the bombing L' gas by discharging any excess of this fresh air through a communication path to the working chambers of other casings due to the pressure difference between the working chambers. . In that case, a white airflow will be generated in the communication passage due to the pressure difference between the working chamber in the compression stroke of one casing and the working chamber of the other casing, and if this airflow is effectively used, the fuel It is possible to accelerate the atomization of -1.

-3 - The present invention has been made in view of the above-mentioned points, and its purpose is to reduce bombing loss at low loads by impinging fuel on the airflow toward the communication passage. The aim is to further promote atomization of the fuel.

(First Step for Solving the Problems) In order to achieve the above-mentioned objects, the solution means of the present invention targets a fuel supply system for an E"-taly piston engine equipped with a plurality of []-ta. ] - Supply fuel to the vicinity of the spark plug in the working chamber to each casing in which the motor is housed.
a communication path that communicates the working chamber in the compression stroke of one casing with the working chamber in the intake stroke of the other casing; a switching valve that opens when the switching valve opens, and when the switching valve opens and an airflow toward the communication passage is generated in the working chamber during the compression stroke of one casing, fuel is supplied to the working chamber. The configuration includes one stage of control for controlling the means.

(Function) With the above configuration, in the present invention, when the engine is under low load, even if fresh air is drawn into the working chamber of one of the casings without being throttled, excess of this fresh air will flow through the open switching valve. )
Since the air is discharged into the working chamber of the other casing through the small passage, a predetermined amount of fresh air can be taken in while reducing the pumping cross by reducing the intake throttle.

In that case, in the working chamber in the compression stroke of one of the lubricants, an airflow toward the communication passage I\ is generated, so the fuel supplied to the working chamber from the first stage of fuel supply collides with this airflow and is atomized well. , combustion stability is improved and 1-(C is reduced).

On the other hand, when the engine load is not low, the switching valve is closed to ensure the filling of the working chamber and to perform cone combustion.

(Example) Embodiments of the present invention will be described below based on the drawings.

1 to 4 show a 2f-1-Tough Eve rotary piston engine equipped with a fuel supply device according to an embodiment of the present invention. In FIGS. 1 to 4, reference numeral 1 denotes an intermezoate housing, and 2 and 3 denote a front rotor housing 1 and a rear rotor housing, which are arranged on both sides of the intermezoate housing 1 and have a trochoidal inner circumferential surface, respectively. 4,5
are the front housings 1 to 1 and the rear housings 1 to 5 disposed on the sides of the housings 2 and 3, respectively, and these housings 1 to 5 define two casings 6 and 6 inside them. It is already formed. A polygonal rotor 7 is disposed within each casing 6, and by planetary rotation of each rotor 7, three if, l+ chambers 8, 8, 8, .
8 is made to perform each stroke of intake, compression, explosion, combustion, and 1 no 1 air in order. 9 is one = the end is air cleaner 10
a working chamber 8 that communicates with the atmosphere through the
The intake passage 12 is connected to the air boat 11 to supply intake air to the engine, one end of which opens into the working chamber 8 where the JJI air culm travels. The other end is an exhaust passage for venting bleed air 411. In the middle of the intake passage 9, throttle valves 1 to 14 are arranged to control the amount of intake air.

Further, the intermezoate housing 1 is provided with a communication passage 15 that communicates the working chamber 8 of the fluorocarbon 1 to the casing 6 with the working chamber B of the ψ casing 6. The communication passage '15 has openings at both ends opened and closed by the rotor 7, and connects the working chamber 8 in the compression stroke of the casing 6 to the working chamber 8 in the intake stroke of the other casing 6. It is set up so that it communicates. A switching valve 1G is provided in the communication passage 15 and is driven by an acticoator 19 so as to be open when the engine MA is low and closed at other times, as shown in FIG.
The opening degrees of the throttle valves 1 to 14 are maintained at a predetermined angle or higher to draw fresh air into the working chamber 8 without throttling, and the excess of this fresh air is passed through the communication path 15 to the other air. is discharged into the working chamber 8 of the casing 6 due to the pressure difference between the two working chambers 8.8,
On the other hand, when the engine is not under low angle load, the communication passage 15 is closed to ensure the amount of filling in the working chamber 8.

Incidentally, reference numerals 17 and 17 denote spark plugs on the leading side and trailing side for igniting the air-fuel mixture in the working chamber 8.

Reference numeral 18 denotes a fuel Fl supply system for supplying fuel to the engine, and the fuel supply system 18 includes a fuel tank 21 and a fuel supply means 31 connected to a fuel outgoing pipe 22 and a returning fuel pipe 23. The outgoing pipe 22 has a fuel tank 2'1.
A filter 24, a fuel pump 25, and a regulator 26 are interposed in this order from the side. Then, the filter 24
The fuel that has passed through is pressurized by a fuel pump 25, the pressure is adjusted by a regulator 26, and the fuel is supplied to the fuel supply means 31.

The fuel supply means 31 employs a two-fluid injection system in which fuel is injected by an amount of air.
- 32 are connected to a υ1 pressure means 33 for supplying air (2) and an injection nozzle 34 for injecting fuel into the working chamber 8. As shown in FIG. 4, the injection nozzle 34 has its injection hole facing the working chamber 8 in the ink mezzo 8 housing 1 in the latter half of the intake stroke or the first half of the compression stroke, and at other times as well. It is arranged in a position closed by the moss rotor 7 and facing approximately in the direction of the spark plug 17.17. As shown in FIG. 2, the metering unit 32, as shown in FIG.
It is configured to store fuel. In the above-mentioned thing 35, a fuel port 37 and a fuel outlet 38 are bored on the side, and a fuel outlet [] 39 is bored in the bottom, respectively, so that they open to the metering chamber 3G. is provided. The fuel port 37 is configured to introduce fuel into the chamber 36, and the fuel outlet 38 is configured to introduce fuel into the chamber 36.
It is configured to return surplus fuel from the tffi chamber 36 to the fuel supply system 18, and each has an on-off valve 41.4.
The valve chambers 41a and 42a are connected to the valve chambers 41a and 42a. The respective closed valves 41.42 are composed of valve bodies 4.1c, 42c fixed to the front surfaces of diaphragms 41b, 42b that partition the valve chambers 41a, 428 into a fuel side and an air pressure side.
2C is configured to open and close the fuel port 37 and fuel outlet 38. Furthermore, each of the above-mentioned valve chambers 41a, 42a
In this case, a fuel inlet passage 43 and a fuel outlet passage 44 are opened on the fuel side cut by diaphragms 4111, 421), and a pneumatic bow is opened on the air pressure side, respectively. The inflow path 43 is connected to the outgoing pipe 22 of the fuel supply system 18, and the outflow path 44 is connected to the incoming pipe 23, respectively, so that when the valve bodies 41C and 42C are open, the fuel is
The fuel is circulated between the fuel chamber 36 and the fuel tank 2'1. In addition, the above pneumatic boat T・45.
Although not shown, the pressurizing means 33 is connected to 46, and the -C air L1 acts on each of the valve chambers 41a and 42a in synchronization with the fuel injection timing.
411) and 421) are displaced to close the fuel inlet 37 and the fuel outlet 38 (see FIG. 2). It is set up in the meter! The volume of the 1j chamber 36 is changed, and is composed of an adjustment pipe 147 and an air control valve 48. The adjustment pipe 4
The inside of 7 is formed into an air passage 4.78, which opens at the lower end to the chamber 36, while the air passage 47
The pressurizing means 33 is connected to a. The air control valve 48 has a valve body 481) fixed to the lower end of a rod 48a passing through the regulating pipe 47.
is configured to open and close the lower end opening of the adjustment pipe 47. Furthermore, although the 1-2 regulator 40 is not shown,
A stepping motor etc. is connected and moves up and down depending on the engine load etc., while the above-mentioned -f-a control valve 48 is connected to an electromagnetic solenoid (not shown) or the like and is moved in synchronization with the fuel supply timing. It is configured to open the air passage 4/a.

The fuel discharge port 39 is connected to a fuel supply pipe 50 via an inverse 11 valve 49, and the fuel nozzle 34 is connected to the supply pipe 50. And the above-mentioned measuring diton bar 3G
The fuel stored in the fuel tank is injected into the working chamber 3 from the injection nozzle 34 through the discharge port 39.

The pressurizing means 33 supplies the air pressurized by the air pump 51 to the air passage 47a of the regulator 40, and discharges the fuel from the discharge port 39 at the timing when the air control valve 48 is opened. It is configured. -1-apump 5
The discharge side of 1 is connected to the air passage 47a of the regulator 40 through an air supply pipe 52 through which a regulator 53 and an accumulator 54 are connected to the air passage 47a of the regulator 40. After absorbing the air, it is supplied to the air passage 47a.

On the other hand, the suction side of the Jukiko j1 pump 5'1 is the air suction pipe 5.
The air pump 51 is connected to the intake passage 9 by fp L to suck in air, and the air pump 51 is connected to the engine with an eccentric shaft 5.
6 and is driven by the power of the engine.

Further, 61 is a rotation speed sensor that detects the engine rotation speed;
Reference numeral 62 is provided in the exhaust passage 12, and detects the air-fuel ratio of the engine flooded air from the oxygen squirt component in the exhaust gas.
The sensor 163 is installed in the intake passage 9 of the throttle valve 14L flow and is an air flow sensor that detects the amount of intake air, and the detection signals of the sensors 61 and 63 are sent to the CPU and R
ΔN4, etc. are input to the terminals 1 to 70.

The fuel pump 25 is driven and controlled by the output signal of the control unit 70, and the adjustment body 40 of the metering unit 32 is driven upward, the air control valve 4B is opened and closed, and the on-off valves 41. /+2 operation is controlled, and the air pump 51 is also drive controlled.

Next, the control and operation of the fuel 1'3+ 114 feed-F stage 31 will be explained. First, in the fuel II (yarn feed '18), the fuel tank 2
The fuel that has passed through the filter 24 from the fuel pump 25 is suctioned and pressurized by the fuel pump 25, and is then supplied to the metering unit 32 of the fuel supply means 31 via the regulator 26. In the metering unit, except for fuel injection 1.1, both on-off valves 41 and 42 open the fuel inlet D 37 and the outlet 38, while the control well 48 closes the air passage 47a, preventing combustion. l passes through the outgoing pipe 22 and the inflow pipe 43 to the fuel tank [
] 37 to the vt FA chamber 36. Then, when this metering chamber 36 is filled with fuel (-),
Excess fuel flows out from the fuel outlet 38 and returns to the fuel tank 21 through the outflow path 44 and return pipe 23.
Fuel is constantly circulated 1) between the fuel tank 21 and the fft 1 jumper 36.

On the other hand, the first pressurizing stage 33 (pull) -abonpu 51 sucks intake air in the intake passage 9, pressurizes it, and discharges compressed air.The pressure of this compressed air is regulated by the regulator 53, 54, the pressure fluctuation is absorbed and supplied to the desired air path 47a.

After that, when the fuel injection timing comes, Air Bon-1
The compression L from 51 acts on the diaphragms 41b and 421 of both on-off valves 41 and 42 to open and close the fuel port 37 and the fuel outlet 38, and at the same time, the air control valve 48 is lowered and the air passage 478 is opened. Then, compressed air flows into the meter chamber 36 from this air passage 47a, and the fuel stored in the meter chamber 36 is discharged from the fuel discharge [139], and the fuel is discharged from the injection nozzle 34. while compressing the fuel into fine particles and injecting it towards the working chamber 8 Fl)
Do J.

When this injection timing ends, both on-off valves 41 and 42
opens the fuel port 37 and outlet 38 again, and at 61 o'clock the air control valve 48 closes the air passage /17a and the above-described operation is repeated.

Next, the basic operation of the fourth fuel supply means 31 mentioned above will be explained with reference to the control flow shown in FIG.

First, initialize the system using Stella 7S'1, for example,
Clear fuel injection period t>1 period, etc. Next, the process moves to step S2, and after reading engine rotational speed, atmospheric pressure, intake air amount, air temperature, throttle distance, water temperature, etc. from various sensors 61 to 63, etc., the process proceeds to step S3. Then, the basic injection amount TΔ of fuel is closed. Further, the process moves to step S4, and auxiliary fuel l'81 is discharged from the basic nozzle=jMTΔ based on the intake air temperature, water temperature, and the like.

That is, for example, when the engine is cold, the amount of fuel is increased during cold operation, and as the engine warms up, the above-mentioned regulator 4O-(-) is adjusted so as to reduce the fuel supply. When this condition is reached, the regulator 40 is stopped at a predetermined position to maintain a constant fuel supply amount.

Next, in step S5, based on the main injection tAffi TΔ and the auxiliary IT fuel, the regulator 40 in the fuel supply means 31 is moved up and down by a stepping motor or the like to change the volume of the metering chamber 36 and perform the metering. Condition the fuel stored in chamber 36. Also, based on the map, 1!11Ts is delivered at the start of fuel H injection. Roughly, in step 86, the compressed air injection timing and injection period "l a
Calculate ir.

The injection timing and injection period Ta1r of this compressed air is such that when the working chamber 8 is in the latter half of the intake stroke or the first half of the rl rice stroke, a mixture of fuel and compressed air is injected from the injection nozzle 34. It is set as follows.

In this case, when the load is low, the switching valve 16 is opened, and when airflow toward the communication passage 15 is generated in the working chamber 8, a mixture of fuel and compressed air is supplied to the working chamber 8. ing.

After that, the process moves to step S7, and it is determined whether or not it is the injection time, and the process is held at this step S7 until the injection time comes (when the injection time comes, the process moves to step S8, and as described above, the both on-off valves 41. 42, the air control valve 8 is simultaneously moved to supply compressed air to the metering chamber 36 and inject fuel into the working chamber 8 and return.

In the above flow, in steps 86 to $8, when the switching valve 16 is opened and an airflow toward the communication passage 15 is generated in the working chamber 8 in the compression stroke of one casing 6, the switching valve 16 is opened. A control means 80 is configured to control the fuel supply means 31 so as to supply fuel to the fuel supply means 8.

Therefore, in step S8, RI-A is supplied to the ecstasy chamber 36 based on the final injection period. That is, as shown in FIG. 7, the air control valve 48 moves intermittently at the injection start time TS, and after this intermittence, fuel and compressed air are injected into the working chamber 8 in parallel. When the fuel in the chamber 3G is discharged, only compressed air is supplied to the working chamber 8, and the supply period of this compressed air is adjusted. .

In that case, when the engine load is low, airflow toward the communication passage 15 is generated in the working chamber 8 in the contraction stroke, as shown by the solid line arrow in Fig. 4, and is supplied to the working chamber 8 from the jet q/j nozzle 34. Since the fuel thus produced collides with this airflow as shown by the broken line arrow in the figure, the fuel is atomized well, combustion stability 14 is improved, and HC is reduced.

On the other hand, when the angle is not low, the mixture of the fuel supplied from the injection nozzle 34 and the compressed air is subsequently supplied to the leading side in the rotary rotation direction. Pushed away by the spark plug 17°17 ridge d
At the same time as a mixture is formed, a lean mixture is formed around it, and the mixture in the working chamber 8 is reliably stratified, resulting in good four-way combustion.

Furthermore, since the injection nozzle 34 is closed by the rotor 7 after the latter stage of compression (J), the backflow of the high-pressure air-fuel mixture or combustion scum into the injection nozzle 34 is prevented.

In this case, since fuel or compressed air is not injected and supplied only when the working chamber 8 is in the rF-compression (7 pressure period), the injection pressure of the injection nozzle 34 may be low.
It is cheaper in terms of loss 1~ and the injected fuel is the rotor 71j.
-(I don't have the strength to wear it.

Moreover, when fuel is injected, compression is injected all at once, which promotes atomization of the fuel and prevents the fuel from reaching the spark plug. Flammability is improved.

In addition, at low loads, excess fresh air sucked into the working chamber 8 is discharged into the working chamber 8 of the other casing 6 through the communication passage 15. Pumping 1] can be reduced.

(Effects of the Invention) As described above, according to the fuel supply device for a co-reliable piston engine of the present invention, the fuel supply means is configured to supply fuel to the vicinity of the spark plug, when the engine is at low load, Fresh air sucked into the working chamber in the compression stroke of one casing is discharged to the working chamber in the intake line (q) of the other horn sink, and at that time, a communication passage is generated in the working chamber in the compression stroke. By dispersing the fuel in the airflow toward Ii, it reduces the pumping gas at low loads, promotes fuel atomization to -2, improves combustion stability, and improves combustion stability.
In addition to reducing the leakage of C, it is possible to perform corrosive combustion while ensuring a charging fan except during low-burning times.

[Brief explanation of the drawing]

The drawings show embodiments of the present invention, and FIG. 1 is an overall schematic configuration diagram, FIG.
The figure is 1] - Longitudinal cross-sectional view of the Crivis 1- engine, w +
Figure 4 is a sectional view taken along line IV-IV in Figure 3, Figure 5 is an explanatory diagram showing the flow of fresh air between the working chambers, Figure 6f;
t-J-1~ [Flowchart 1~ to clarify the operation of the cola Bi2, Fig. 7 shows the fuel and compression LA injection timing and blower 1 period 4' explanatory diagram - (゛.'1... Intermezzo Eight Housing, 2.3...
・Rotor housing, 4, 5...1 night housing, 6...casing, 7...L]-ta, 15...
Communication passage, 16...Switching valve, 17...Spark plug, 3
1... Fuel fB supply means, 34... Injection nozzle, 80
...control means.

Claims (1)

[Claims] (1) A fuel supply device for a rotary piston engine equipped with a plurality of rotors, the fuel supply means being provided to supply fuel to the vicinity of the spark plug in the working chamber to each casing in which each of the rotors is housed; , a communication passage that communicates the working chamber in the compression stroke of one casing with the working chamber in the intake stroke of the other casing, a switching valve provided in the communication passage that opens when the engine is under low load, and a switching valve that opens when the engine is under low load. and control means for controlling the fuel supply means to supply fuel to the working chamber when an airflow toward the communicating passage is generated in the working chamber during the compression stroke of one casing. Fuel supply system for rotary piston engines.