JPWO2005042942A1 - Prime mover - Google Patents

Abstract

An engine capable of four-quadrant operation is provided by separating the compression stroke. Conventional internal combustion engines require a starter, an idle speed control valve, a starting clutch or a torque converter. In addition, there are problems that reverse rotation is not possible, torque characteristics are not flat, knocking is likely to occur, and therefore the compression ratio cannot be increased, and regeneration cannot be performed. Using the high-pressure air accumulated in the compressor, fuel and air are forcibly injected into the cylinder to explode every rotation, thereby solving all the above problems.

Description

  The present invention relates to an engine (an internal combustion engine or a prime mover) that causes gas or liquid fuel to explode and burn in a combustion chamber to cause a reciprocating motion or a rotational motion of an actuator, and can be used as a prime mover for automobiles, ships, and the like. In general, it can be used in a wide range of applications as a prime mover that generates rotational motion and reciprocating motion.

A conventional 4-cycle gasoline engine consists of four strokes of “intake-compression-explosion-exhaust”, and repeats a “compressor” function and a “prime mover” function every other rotation.
In this prior art, since the compressed gas necessary for the explosion is produced in one revolution immediately before the explosion, it can be exploded only every other revolution.
An object of the present invention is to solve this problem and to obtain an engine (an internal combustion engine or a prime mover) substantially not having a suction and compression process.
An engine that injects high-pressure air into a cylinder without compression is described in JP-T-11-502003. After operating as a normal engine, high-pressure air is expanded by residual heat in the combustion chamber, and the engine is operated. Since it does not perform fuel injection (fuel supply), there is no energy source and it seems to be a so-called permanent engine.

In order to achieve the above object, the present invention supplies combustion gas compressed to a high pressure into the combustion chamber at a specific time in the second half of the exhaust process of the engine, and then combusts and explodes the combustion gas. The actuator located in the combustion chamber is reciprocated or rotated.
According to the present invention configured as described above, the intake passage is not required in the engine, and the combustion gas is supplied to the combustion chamber in an amount necessary for combustion, so there is no intake loss in the intake passage as seen in a conventional engine, Engine efficiency can be improved.

  FIG. 1 is an engine configuration diagram showing a first embodiment of the present invention, FIG. 2 is an operation explanatory diagram of the engine in the first embodiment of the present invention, and FIG. 3 is an air injector used in the engine system of the present invention. FIG. 4 is a graph showing engine torque characteristics in the first embodiment of the present invention, FIG. 5 is an engine system configuration diagram showing the second embodiment of the invention, and FIG. FIG. 7 is a diagram showing the torque characteristics of the engine in the second embodiment of the present invention, FIG. 7 is an explanatory view of the configuration and operation of the engine in the third embodiment of the present invention, and FIG. 8 shows the fourth embodiment of the present invention. FIG. 9 is a configuration diagram of an engine cylinder head portion showing a fifth embodiment of the present invention, and FIG. 10 is an explanation of the configuration and operation of the engine showing a sixth embodiment of the present invention. Fig. 11 shows the seventh embodiment of the present invention. FIG. 12 is an engine torque characteristic diagram in the seventh embodiment of the present invention, FIG. 13 is an engine system configuration diagram showing the eighth embodiment of the present invention, FIG. FIG. 15 is a diagram illustrating the configuration and operation of an engine according to the eighth embodiment of the present invention, FIG. 15 is a diagram illustrating the configuration and operation of the engine according to the ninth embodiment of the present invention, and FIG. FIG. 17 is a control block diagram showing the eleventh embodiment of the present invention, and FIG. 18 is a control showing the contents of the mode discriminating unit in the eleventh embodiment of the present invention. FIG. 19 is a control block diagram showing the contents of the air-fuel mixture creating section in the eleventh embodiment of the present invention, and FIG. 20 is a diagram of the fuel injector valve opening control section in the eleventh embodiment of the present invention. Control block diagram showing the contents, Figure 21 is the book FIG. 22 is a control block diagram showing the contents of the air injector valve opening control unit in the eleventh embodiment, FIG. 22 is an engine configuration diagram showing the twelfth embodiment of the present invention, and FIG. FIG. 24 is a control block diagram showing the contents of the air-fuel mixture generator in the twelve embodiments, FIG. 24 is an engine configuration diagram showing the thirteenth embodiment of the present invention, and FIG. 25 is the thirteenth embodiment of the present invention. FIG. 26 is an engine configuration diagram showing a fourteenth embodiment of the present invention.

Further features (function, operation, and effect) of the prime mover of this embodiment will be described below in comparison with a conventional prime mover. In this specification, the “motor” is used as a device that generates a force for moving an object in a broad sense. In a narrow sense, it may mean a limited prime mover called an internal combustion engine or an engine such as an automobile or a ship. The prime mover in a broad sense may also include an aerodynamic prime mover that does not involve effects such as fuel supply or combustion explosion.
A conventional prime mover (engine, internal combustion engine), whether a gasoline engine or a diesel engine, needs to be started with a starter, and can only be used in an area exceeding the idling speed. There are motors, hydraulic motors, air motors, steam engines, etc. as power sources other than the engine, all of which generate torque from a stopped state and rotate by themselves and do not require idling.
In addition, electric motors, hydraulic motors, air motors, steam engines, etc., can rotate forward and backward, but the engine cannot reverse. The jet engine can perform reverse injection, but this is because the direction of the injection gas is changed by the reflector, not reverse rotation.
Furthermore, the electric motor and the air motor can be regeneratively braked, and so-called four-quadrant operation (forward movement, backward movement, backward regeneration, forward regeneration) can be performed.
In this way, the power source other than the engine can operate in at least the first and third quadrants, whereas the engine (internal combustion engine) can operate only in a part of the first quadrant.
A method for starting the engine by itself without using a starter is described in Japanese Patent Application Laid-Open No. 2002-39038. However, the intake valve of the stopped engine is opened to take in air, and fuel is injected into the cylinder for ignition. Since the air-fuel mixture pressure is only 1 atm, the explosive force is weak, and it can not be started unless there is no load. Moreover, even if it starts turning once, it cannot reduce the rotation speed below the idle rotation speed. (Problem 1 of Example)
For this reason, since the idling operation in which the engine continues to rotate even when the vehicle is stopped is essential, an idle speed control valve (ISC) for keeping idling stable is necessary. (Problem 2 of Example)
There is also a need for a starting clutch that separates the engine and a torque converter that absorbs rotational differences. (Problem 3 of Example)
An old simple engine would run backwards when started in the reverse direction, but it was an abnormal operation and not an operation to extract power in the reverse direction. Recent engines are electronically controlled and cannot be reversed because idling is the premise control. (Problem 4 of Example)
The engine torque increases at the medium speed range and decreases at the high speed range. This is because the intake pipe is designed so that the intake speed resonates in the medium speed rotation region, and air of 1 atm or more flows into the cylinder due to the inertia of the intake air, so the amount of fuel increases and the torque increases. In the high-speed rotation range, the intake air cannot catch up and the torque decreases. Thus, there has been a problem that the torque characteristic does not become flat. (Problem 5 of Example)
When trying to increase the output by increasing the compression ratio, the compressed air becomes too hot, and so-called knocking that explodes at a hot spot other than the spark plug is likely to occur, and there is a problem that the compression ratio cannot be increased much. . (Problem 6 of Example)
Recently, a hybrid system that combines an engine and an electric motor has been put into practical use and is effective in improving mileage by collecting kinetic energy during braking, but the current hybrid system requires a battery that stores regenerative energy and includes an inverter. There was a problem that the cost would be greatly increased. (Problem 7 of Example)
In order to solve the above problems, the present embodiment is configured as follows.
The engine (prime mover) according to the present embodiment substantially executes only the explosion process and the exhaust process, and as a result, has one explosion process once per reciprocation or one rotation of the actuator.
When the present invention is applied to a rotary engine, the explosion process arrives twice in one combustion chamber during one rotation of the actuator. In this embodiment, since there are two combustion chambers and the mover has three surfaces, six explosions occur per one rotation of the actuator.
Specifically, an air-fuel mixture chamber is provided adjacent to the combustion chamber at the top of the cylinder so that the two can be isolated by an isolation piston. An air injector and a fuel injector are provided in the air-fuel mixture chamber, and an air-fuel mixture having a predetermined air-fuel ratio is created at a predetermined pressure. When the piston of the engine comes before the top dead center, the exhaust valve is closed, the isolation piston is opened, the air-fuel mixture is guided to the cylinder and ignited. When the explosion / expansion stroke is over, the isolation piston is closed, and an air-fuel mixture with a predetermined air-fuel ratio is created again at a predetermined pressure. If this is repeated, the engine will operate without a suction or compression stroke. This specific configuration and operation method will be described in Example 6. The rotary engine will be described in Examples 13 and 14.
More specifically, the “intake-compression” process is separated and specialized, and the “compressor” accumulates high-pressure air in the tank, and the air injector directly injects the high-pressure air into the cylinder to “intake” -Eliminates the "compression" process, specializes in "explosion-exhaust", and makes it possible to explode suddenly from a stopped state, eliminating the need for a starter.
However, this is because when one of the cylinders at the time of stoppage is stopped in the expansion process, that is, in the middle of the movement of the actuator toward the bottom dead center, combustion air is supplied to this cylinder to cause combustion explosion. Can be achieved.
If there is a single cylinder, or if there are no more cylinders and no cylinder is heading to bottom dead center, stop the engine or move the actuator to bottom dead center before starting the engine. If an auxiliary device to be moved is provided, the engine can be started without a starter.
With this configuration, it is not necessary to idle the prime mover when the apparatus is stopped. In other words, the engine itself can be stopped when the device (for example, a car or a mowing motor) is in a resting state.
In the case of an automobile, the ISC valve becomes unnecessary because idling is eliminated. Further, by controlling the torque from zero rotation speed, the starting clutch and the torque converter can be dispensed with.
The reverse rotation can be started by selecting a cylinder that injects high-pressure air and fuel when starting the motor from a stopped state.
In addition, since compressed air is directly injected into the cylinder, the problem that intake air cannot catch up even at high speeds can be solved, and the torque characteristics can be made flat.
Further, by injecting compressed air having a relatively low temperature into the cylinder, output can be improved while suppressing occurrence of knocking.
Instead of configuring a hybrid system, increasing the pressure and volume of the air tank that stores air increases the energy stored as air pressure, and provides a low-cost regenerative function without using a battery or generator Can do.
In this embodiment, the concept of intake negative pressure is eliminated, and the pressure source is unified to a positive pressure by a high-pressure compressed gas. Therefore, when the actuator is operated by the gas pressure, it is operated by the positive pressure from this pressure source.
In this embodiment, the combustion gas may be flammable per se, or a fuel such as gasoline may be separately mixed with the air, or the air and fuel may be mixed in the combustion chamber. May be injected or injected and mixed in the combustion chamber.
For the ignition, an ignition device such as an ignition plug or a heater can be used, or natural ignition called compression ignition may be used. Laser heating or microwave heating may also be used.
The following are known as conventional techniques related to the features of the embodiments.
The air injectors described later in this embodiment are described in Japanese Patent No. 3254086, Japanese Patent Application Laid-Open No. 2002-364365, and Japanese Translation of PCT International Publication No. 2002-523668. It does not create a high-pressure air-fuel mixture with this air alone, omitting the compression stroke of the engine.
According to the present embodiment, the following effects can be obtained.
1) Generate torque from the standstill and start turning yourself, eliminating the need for a starter.
2) No idling speed control valve is required since there is no idling.
3) Since there is no idling, no starting clutch or torque converter is required.
4) A flat torque characteristic can be obtained from the stop to a high rotational speed.
5) Reverse gear is not required because forward and reverse rotation is possible.
6) The output does not decrease even at high altitudes.
7) The engine itself has a regeneration function.
8) There is no negative pressure loss of the compressor.
9) The compressor capacity can be reduced.
10) When accelerating, the compressor can be disconnected and the entire engine output can be used as the driving force.
11) Exhaust gas purification control and catalyst activity control can be performed without an air pump.
12) Intercooler effect can be obtained.
13) The compression ratio can be increased without worrying about knocking.
14) When the fuel supply is stopped and the ignition control is stopped, it can be used as an air motor.
15) Since it can operate in four quadrants, a four quadrant engine can be provided.
In this specification, the “operator” refers to what is called a piston or a plunger if it is a reciprocating type prime mover. Further, in the case of a rotary type prime mover, it refers to what is called a rotary rotor or an eccentric rotor.
“Combustion chamber” or “cylinder” may be used interchangeably with an engine cylinder.
When one of the “high-pressure combustion fluid” indicates high-pressure air itself, it may indicate a high-pressure air-fuel mixture in which fuel is mixed with the high-pressure air. Naturally, natural gas or similar combustion gas is also handled as a high-pressure combustion fluid.
Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a block diagram showing a first embodiment of the present invention. In order to clarify the difference in configuration, it is displayed in comparison with the conventional engine. As shown in FIG. 1 (a), the conventional four-cycle engine has four connecting rods 2 connected to the crankshaft 1, four pistons 3 provided at the tip of the connecting rods, and four receiving the pistons. Cylinder 4, an intake valve 5, an exhaust valve 6, a fuel injector 7, and a spark plug 8 provided at the top of each cylinder. As shown in FIG. 1 (a), the operation of each cylinder is composed of four strokes of "intake, compression-explosion-exhaust", and the four cylinders operate while being shifted by one stroke. For this reason, when the operations are viewed side by side, one explosion occurs in any cylinder every half rotation, and one compression occurs in any cylinder every half rotation.
Among these operations, the “intake and compression” stroke is a “compressor” that does not generate energy, and the “explosion-exhaust” stroke is a “prime mover” that generates energy. Focusing on a certain cylinder, the "compressor" and the "motor" are repeated every other rotation. In other words, it can be said that this is a “distributed processing” method in which the compressed air necessary for the prime mover stroke is self-sufficient for each cylinder in one previous rotation.
Changing this to a centralized processing system is the concept of the present invention, and FIG. 1 (b) shows a configuration example. Of the four-cylinder engine, two cylinders are dedicated to the “compressor” and two cylinders are dedicated to the “motor”.
Conventional cylinder No. 1 and cylinder no. 2 is dedicated to the compressor and repeats “suction and compression” every rotation. Therefore, the fuel injector and the spark plug are abolished, and instead of the intake valve 5, the intake-side backflow prevention valve 9 and the exhaust valve 6 are replaced. An exhaust side backflow prevention valve 10 is provided. The output pipe 11 is connected to the air tank 12, and the cylinder no. 1 and cylinder no. The high-pressure air produced in step 2 is collected and sent to the air tank 12.
The compressed air stored in the air tank 12 is supplied to the prime cylinder side cylinder No. 4 and cylinder no. 3 are distributed to the air injectors 14 respectively provided for the air conditioners 3. Motor side cylinder No. 4 and cylinder no. 3, an exhaust valve 6, a fuel injector 7, and a spark plug 8 are provided. FIG. 2 shows the operation of the prime mover side cylinder. When ignition occurs when the angle of the crankshaft 1 reaches a, an explosion stroke occurs from the angle b and an exhaust stroke occurs from the angle b to the angle c. When the “explosion-exhaust” is finished, the exhaust valve is closed at an angle c (for example, 40 degrees before top dead center), high-pressure air is injected from the air injector 14 in a short period up to the angle a, and fuel is injected from the fuel injector 7. To do. That is, as soon as the exhaust valve 6 is closed, the state becomes the same as the state in which the compression stroke is completed in the conventional engine, and one rotation of the “intake and compression” stroke can be omitted.
In other words, these cylinders repeat “explosion-exhaust” every rotation and thus become a two-cycle engine, but the appearance is the same as a four-cycle engine even in two cycles. For example, in a conventional 2000 cc, 4-cylinder engine, the volume of one cylinder is 500 cc, and if the compression ratio = 10, the cylinder volume near top dead center is 50 cc. Therefore, if 50 cc of 10 atm air is injected after the exhaust valve is closed, the compression stroke is completed in the conventional engine, and four strokes are executed in one rotation.
In this motor, as shown in FIG. 1 (b), one explosion occurs in any cylinder every half rotation, and one compression occurs in any cylinder every half rotation. In other words, since the operation is the same as that of the conventional 4-cylinder 4-cycle engine shown in FIG.
FIG. 3 shows a structural example of the air injector 14. An outwardly opening valve 15 and a balance piston 16 are connected. If the area of the balance piston 16 is made slightly larger than the area of the valve 15, thrust is applied in the direction in which the valve 15 is closed by the air pressure entering from the common rail 17. When the plunger 19 generates a force greater than the sum of this thrust and the force of the spring 18, the valve opens to inject air. The plunger 19 generates a leftward force as shown in FIG. Instead of the plunger 19, an electric motor, a cam, a piezo element, a magnetostrictive element, a hydraulic pressure or the like may be used.
If the maximum engine speed is 6000 min ⁻¹ , the time from 30 degrees before top dead center to top dead center is about 1 ms. Therefore, the injection time of the air injector 14 at this time is set to 1 ms or less. When the rotational speed is low, it may be injected slowly. The minimum injection time is set to zero, and duty control corresponding to the throttle opening is performed. That is, the amount of injected air is controlled by the valve opening time.
The flow velocity is the same as that of the conventional intake valve 5. For example, in a conventional engine of 2000 cc and 4 cylinders, the intake time at 6000 min ^-1 is 5 ms and the intake air amount is 500 cc, so the unit time flow rate is 0.1 m ³ / s. If the diameter of the intake valve 5 is φ30 and the lift amount is 9 mm, the sectional area of the intake valve is 0.0017 m ² with 2 valves, and the flow velocity is 58.8 m / s. In the method of FIG. 1 (b), if the injection time at 6000 min ^-1 is 0.5 ms, the injection amount is 50 cc, so the unit time flow rate is also 0.1 m ³ / s, and the aperture of the valve 15 is the intake air. If it is the same as the diameter of the valve 5, the flow velocity is also the same.
However, the conventional engine has a pressure difference of only 1 atm, whereas in the method of FIG. 1 (b), if the pressure of the air tank 12 is 10 atm, the pressure difference is 9 atm, so the flow rate is the square root of the pressure difference. That is, it is three times faster and can be increased to 176 m / s. Then, the diameter of the air injector 14 becomes 1/3 of the diameter of the intake valve 5, and only one having a diameter φ20 is sufficient. If you want to reduce the amount of lift, you can increase the diameter or use a twin injector.
The fuel injector 7 and spark plug 8 are basically the same as the conventional one. However, the fuel injector 7 has a large flow rate in order to inject in a short time.
FIG. 4 shows the engine torque characteristics. In the conventional engine, the torque changes depending on the rotational speed as shown in FIG. 4 (a), because the intake efficiency changes depending on the inertia of the intake air as described above. In the system of the present invention, high-pressure air is injected, so that there is no shortage of intake during high-speed rotation, and a flat torque characteristic without torque fluctuation due to the rotational speed is obtained as shown in FIG. 4 (b).
Further, in the conventional engine, there is a phenomenon that the output decreases at a high altitude where the atmospheric pressure is low. However, in the method of the present invention, since stable air supply is always performed, there is no decrease in the output at a high altitude.

FIG. 5 is a block diagram showing a second embodiment of the present invention. For example, to make an engine equivalent to 2000 cc, three cylinders with a capacity of 333 cc are provided. Although there are only 1000cc in total with 3 cylinders, the output is equivalent to 2000cc because it is 2 cycles. The crankshaft 1 has a 120 degree phase difference. In this way, the rotation becomes smooth and at the time of stopping any cylinder has passed the top dead center. Therefore, if air and fuel are injected into the cylinder and ignited, torque is generated and the engine starts to rotate. That is, since it can be started by itself, not only a starter is unnecessary, but if a torque is smoothly generated from zero rotation, a starting clutch and a torque converter are also unnecessary.
The compressor 21 does not need to be a piston type, and an efficient type of screw type or scroll type may be used. The compressor coupling gear 22 is inserted between the engine and the engine to operate in an optimum rotational speed range.
Since the compressor 21 is always fully open, there is no negative pressure loss. In the case of a conventional engine, the throttle valve is throttled to reduce the amount of air at a low opening, and therefore, the “intake and compression” stroke is operated only below the capacity. If the compressor is separated, it can be operated at full capacity, so that the air tank 12 can store pressure with a margin. Conversely, a small compressor may be used.
Even if the compressor capacity is reduced, sufficient pressure can be stored in the air tank if it is operated at full capacity when traveling at a low opening. At this time, the engine needs to output more than before, but the engine approaches the optimum fuel consumption line and the efficiency is improved. When accelerating at a high opening, the compressor capacity is insufficient, but the accumulated air can be used.
Further, a compressor coupling clutch 23 can be provided on the compressor input shaft, and during acceleration, the compressor can be temporarily disconnected to direct all engine output to the driving force. That is, the same effect as in the case where the acceleration assist is performed by the motor in the hybrid vehicle can be obtained. Instead of disconnecting the compressor 21 by the compressor coupling clutch 22, a relief valve 24 that discharges compressed air to the atmosphere may be provided in the compressor output pipe 11.
Further, if an engine disconnecting clutch 26 is provided between the engine and the input shaft of the transmission 25 and the compressor is connected to the transmission input shaft, the engine is disconnected during braking, and the compressor 21 is rotated by the kinetic energy of the vehicle body. Energy can be stored in the tank 12 in the form of air pressure. In other words, this system has a regenerative function.
When this system is started for the first time, or when the pressure of the air tank 12 drops after being left for a long period of time, the air tank 12 is started up after the electric auxiliary compressor 27 is filled with compressed air. In order to enable high-pressure air to be produced in a short time even with a small auxiliary compressor, it is only necessary to fill a small chamber partitioned by the partition wall 12a, instead of filling the entire air tank 12.
FIG. 6 shows the torque characteristics of the engine. (A) shows the conventional engine torque characteristics, and (b) shows the engine torque characteristics in this embodiment. In (b), torque is generated from the rotational speed 0 and started by itself, and flat torque characteristics can be maintained up to high speed. A region where the engine torque is negative, that is, (b ′) is a characteristic of the compressor. There is an offset (-Tc) that overcomes the pressure of the air tank 12, and the load torque is proportional to the rotational speed. In the system shown in FIG. 5, if the engine other than the transmission 25 is regarded as an engine in a broad sense, a regenerative braking can be performed by generating a load torque even in the regenerative region.
In the present embodiment, compared to the first embodiment, it is a great feature that an area below the idling speed can be used and that regenerative braking torque is provided.

FIG. 7 shows the configuration and operation of a cylinder in the third embodiment of the present invention. The difference from FIG. 2 is that an air-fuel mixture chamber 28 is provided, and the air injector 14 and the fuel injector 7 are provided not in the cylinder 4 but directly in the air-fuel mixture chamber 28. A mixture injection valve 29 is provided between the mixture chamber 28 and the cylinder 4.
In the system shown in FIG. 2, high-pressure air and fuel are injected into the cylinder in a short time of, for example, 0.5 ms between the crank angles c and a. Therefore, the fuel injector 7 must have a larger flow rate than the conventional one. In addition, there is a problem that the fuel is hardly vaporized in a short time of 0.5 ms. In this embodiment, the air injector 14 and the fuel injector 7 inject high-pressure air and fuel into the air-fuel mixture chamber 28 from the vicinity of top dead center until the exhaust valve 6 is closed to create the air-fuel mixture and vaporize it sufficiently. Keep it. Since the air-fuel mixture creation time is 8 ms or more even at the maximum rotational speed of 6000 min ⁻¹ , no special fuel injector 7 is required, and a conventional product can be used as it is. When the exhaust valve 6 is closed at the crank angle c, the air-fuel mixture injection valve 29 is opened and the air-fuel mixture is injected into the cylinder 4 in 0.5 ms, for example, until the crank angle a.
If the entire engine has the configuration shown in FIG. 5 and the cylinder has the configuration shown in FIG. 7, the volume of one cylinder is 333 cc. If the compression ratio is 10, the cylinder volume in the vicinity of the top dead center is 33 cc. Therefore, the volume of the air-fuel mixture chamber 28 is set to 33 cc. At the time of maximum output, it is sufficient that a mixture of 10 atm and 33 cc enters the cylinder 4. Therefore, a mixture of 19 atm is prepared in the mixture chamber 28 in advance, and the mixture injection valve 29 is opened for a short time of about 0.5 ms. Equilibrate pressure. Then, the pressure in the air-fuel mixture chamber 28 decreases from 19 atm to 10 atm, the pressure in the cylinder 4 increases from 1 atm to 10 atm, and the target air-fuel mixture can be injected.
In order to create an air-fuel mixture of 19 atmospheres, the pressure of the air tank 12 may be 19 atmospheres or more, or a booster pump 46 may be provided in the middle of the intake pipe 13.
When exhaust gas is filled in the cylinder when the exhaust valve 6 is closed, exhaust gas recirculation control (EGR) is performed. However, when the exhaust gas is mixed because it does not contain oxygen. However, the air-fuel ratio does not affect the air-fuel ratio, and the air-fuel ratio of the air-fuel mixture may be the stoichiometric air-fuel ratio. When the scavenging described later is performed and the exhaust valve 6 is closed and the cylinder is filled with fresh air, oxygen is contained therein. It is sufficient to include many. In order to accurately adjust the air-fuel ratio, a pressure sensor 102 is provided in the air-fuel mixture chamber 28, and fuel corresponding to the pressure of the air-fuel mixture is injected. The fuel injection amount is adjusted by the injection time of the fuel injector 7 as in the prior art.

FIG. 8 shows the configuration of a cylinder in the fourth embodiment of the present invention. The difference from FIG. 7 is that a piston 31 is provided in the air-fuel mixture chamber 28. The push-in piston 31 is connected to the lifter 32, and since there is a spring 33 between them, the push-in piston 31 and the lifter 32 are always in the right direction in the figure. When the cam shaft 34 rotates, the cam 35 pushes the lifter 32, and the push-in piston 31 moves in the left direction in the figure to push the air-fuel mixture into the cylinder 4. The air-fuel mixture injection valve 29 is opened in accordance with the timing.
Similarly, the air-fuel mixture injection valve 29 is connected to the lifter 36, and since there is a spring 37 between them, the air-fuel mixture injection valve 29 and the lifter 36 are always in the upward direction in the figure. When the cam shaft 38 rotates, the cam 39 pushes the lifter 36, and the lifter 36 moves downward in the figure to open the air-fuel mixture injection valve 29.
According to the method of this embodiment, the following points are advantageous compared to the case of FIG.
The method of FIG. 7 is a method of injecting an air-fuel mixture using the pressure difference between the cylinder 4 and the air-fuel mixture chamber 28, and it is necessary to increase the pressure of the air-fuel mixture chamber 28 to about twice the equilibrium pressure. Therefore, it is necessary to increase the pressure of the air tank 12 or to provide the booster pump 46.
Also, the injection time is the time to reach equilibrium, but as the injection proceeds, the pressure difference gradually decreases, so the inflow rate decreases. It is necessary to design large.
According to this method, the pressure in the air-fuel mixture chamber 28 may be substantially equal to the final cylinder pressure, so that it is not necessary to increase the pressure in the air tank 12 by about twice or to provide the booster pump 46.

FIG. 9 shows the construction of a cylinder in the fifth embodiment of the present invention. The difference from FIG. 8 is that the air-fuel mixture injection valve 29 is pushed in and provided coaxially with the piston 31.
The air-fuel mixture injection valve 29 opens on its side and injects the air-fuel mixture into the cylinder 4. Although the position of the spring 37 is different from that in FIG. 8, the operation is the same, and the air-fuel mixture injection valve 29 and the lifter 36 are normally moved to the right in the figure. The cam 39 is attached to the same cam shaft 34 as the push-in piston 31, and the cam 39 pushes the lifter 36 leftward immediately before the push-in piston 31 moves leftward to open the air-fuel mixture injection valve 29. The cam 39 has a cam shape that closes the air-fuel mixture injection valve 29 in a short time.
According to the method of the present embodiment, since both the air-fuel mixture injection valve 29 and the push-in piston 31 can be driven by one cam shaft 34, there is an effect that the configuration around the cylinder head is simplified.

FIG. 10 shows the configuration of a cylinder in the sixth embodiment of the present invention. A difference from FIG. 7 is that an isolation piston 45 is provided between the mixture chamber 28 and the cylinder 4 instead of the mixture injection valve 29. The air-fuel mixture injection valve 29 is pulled up by the spring 37 and pressed from the inside to the outside of the cylinder 4, but the isolation piston 45 is pushed down to the vicinity of the inner wall surface of the cylinder 4 by the spring 37. For this reason, the air-fuel mixture chamber 28 is closed by the side surface of the isolation piston 45, and the cylinder 4 and the air-fuel mixture chamber 28 are isolated. When the cam 39 rotates, the lever 47 pulls up the lifter 36, and the isolation piston 45 slightly opens at the lower end.
The position of each operation is defined as follows with respect to the crank angle as the top dead center.
Isolated piston opening period c = −40 ° to d = 180 °
Ignition timing a = -20 °
Exhaust valve opening timing b = 130 °
Fuel injection mixture creation start time: d = 180 °
End timing of exhaust valve closing c = -40 °
The reason why the ignition timing is set to -20 ° is that the ignition timing is advanced in consideration of the combustion speed, but it is not a fixed value but is an example under certain conditions in a range of -20 ° to + 10 °. Since this engine injects the air-fuel mixture immediately before ignition, the airflow in the cylinder is disturbed, the combustion speed is high, and it is not necessary to increase the advance angle too much.
The exhaust valve closing end timing is assumed to be -40 °, which is 20 ° earlier than the ignition timing. Air / fuel injection starts at -40 °.
In the case of a general cylinder having a volume of 333 cc and a compression ratio of 10, the cylinder volume when the piston is at top dead center (crank angle 0 °) is 33 cc. In the present embodiment, the top of the piston 3 is matched with the top of the cylinder 4 to form a so-called squish, and the cylinder volume when the piston 3 is at top dead center is 11 cc. The volume of the gas mixture chamber 28 is 22 cc, and the total volume of the cylinder volume and the volume of the gas mixture chamber 28 is 33 cc. In order to set the cylinder pressure before ignition at the top dead center to 10 atm, the pressure in the air-fuel mixture chamber 28 before the isolation piston 45 is opened is set to about 14.5 atm. As a result, the pressure when the isolation piston 45 is opened and the volume is increased to 33 cc is about 10 atm.
Before the isolation piston 45 is opened, a pressure of about 14.5 atm in the air-fuel mixture chamber 28 is applied to the side surface of the isolation piston 45, but the upper and lower surfaces of the isolation piston 45 are closed so that they are not injected into the cylinder 4. When the lever 47 lifts the lifter 36 by the cam 39 and the lower end of the isolation piston 45 opens, a high-pressure air-fuel mixture is injected into the cylinder 4. As a result, the pressure in the cylinder 4 rises, so that the isolation piston 45 is pushed up and the air-fuel mixture is injected into the cylinder 4 at once. That is, the cylinder 4 and the air-fuel mixture chamber 28 can be rapidly communicated with each other only by slightly raising the isolation piston 45 due to the pressure difference of the air-fuel mixture. When ignition is performed at the time when the air-fuel mixture is injected into the cylinder 4, not only gas pressure but also expansion pressure due to explosion is applied, and the isolation piston 45 is pushed up at a higher speed. That is, the cam 39 merely pulls up the lifter 36 with a slight force, and it is not necessary to provide a large driving force for moving the isolation piston 45 at a high speed.
When the isolation piston 45 is pulled up to connect the mixture chamber 28 and the cylinder 4, the mixture chamber 28 functions as a combustion chamber. When the expansion stroke ends and the exhaust valve 6 opens when the crank angle b = 140 °, the pressure of the cylinder 4 becomes 1 atm. Therefore, the isolation piston 45 is pushed down by the spring 37, but the cam 39 still pushes down the lever 49. The lifter 36 does not go down to the lower end, and the lower part of the isolation piston 45 remains slightly open. Therefore, when air of 15 atm and 1.5 cc is injected from the air injector 14 here, the combustion gas is expelled from the air-fuel mixture chamber 28 and filled with clean air, so that the next air-fuel mixture can be prepared.
When the isolation piston 45 is closed at the bottom dead center, the air pressure in the air-fuel mixture chamber 28 increases, and fuel is injected from the fuel injector 7 to create an air-fuel mixture. The air pressure is adjusted while being detected by the pressure sensor 102, and the air pressure is injected until the air pressure matches the amount of fuel. From the bottom dead center to the crank angle of −40 ° is the same as the time for injecting and vaporizing the fuel in the conventional engine, and it takes 3.8 ms even at the maximum engine speed of 6000 min ⁻¹ , so that it can be sufficiently vaporized.
The exhaust valve 6 is closed at a crank angle c = −40 °. If the length of the connecting rod is about three times the crankshaft radius, the cylinder volume at the top dead center is 11 cc, and the volume at the bottom dead center is 333 cc. Therefore, the cylinder volume at a crank angle of −40 ° is 26 cc. When the exhaust valve is closed, exhaust gas of 1 cc 26 cc remains, so the amount of exhaust gas when the pressure rises to 10 atm becomes 2.6 cc, and the exhaust gas recirculation (EGR) is 8% with respect to the cylinder volume 33 cc. ).
7, 8, and 9, the air-fuel mixture injection valve 29 needs to be opened and closed in a short time of about 0.5 ms. However, in the method of this embodiment, the isolation piston 45 is operated at a crank angle of −40. Since it is sufficient to keep it open for up to 180 °, there is no need to increase the actuator output in order to drive at high speed.

FIG. 11 shows the configuration of a cylinder in the seventh embodiment of the present invention. A cam shaft 40 and a cam 41 for opening and closing the exhaust valve 6 which have not been shown so far are shown. The camshaft 40 is connected to the crankshaft 1 by a timing chain (not shown), and opens and closes the exhaust valve 6 in accordance with the angle of the crankshaft 1. If the camshaft 40 rotates at half the speed of the crankshaft 1, the cam 41 is shaped to open and close the exhaust valve 6 every 180 °. Crank angles b and c shown in FIGS. 2 and 7 are exhaust valve opening / closing angles during forward rotation.
In this embodiment, a mechanism capable of dealing with reverse rotation is shown. In FIG. 11 (a), crank angles b 'and c' are exhaust valve opening / closing angles during reverse rotation. The positions are symmetrical with respect to the crank angles b and c with respect to the top and bottom dead centers. That is, the exhaust valve 6 starts to open at the forward rotation crank angle b. At this time, the angle of the cam 41 is the angle at which the cam 41 finishes closing at the time of reverse rotation, and thus corresponds to the crank angle c ′ at the time of reverse rotation. Therefore, at the time of forward rotation and reverse rotation, the relationship between the cam shaft 40 and the cam shaft 41 is deviated by bc ′ as a crank angle.
FIG. 11 (b) shows a mechanism for opening the exhaust valve 6 at the crank angle b 'during reverse rotation and closing the exhaust valve 6 at the crank angle c'. A sprocket 42 for winding a timing chain (not shown) is rotatably mounted on the cam shaft 40. Since the key 44 is fitted in the key groove 43 provided in the sprocket 42 and the key 44 is fixed to the cam shaft 40, the sprocket 42 has an angle of (b−c ′) / 2 with respect to the cam shaft 40. Only have play and join. Since the camshaft 40 rotates at half the speed of the crankshaft 1, the actual crank angle is shifted by bc '. During reverse rotation, the exhaust valve 6 is opened at the crank angle b', and the crank angle c ' To close the exhaust valve 6. If a reverse rotation actuator (not shown) is provided and the key 44 is forcibly pressed so as to hit the left end of the keyway 43 during forward rotation and the right end during reverse rotation, the forward / reverse switching can be made more reliable.
On the other hand, the operating range of the isolation piston 45 is from c to d during forward rotation and from c ′ to d during reverse rotation, so that the sprocket that rotates the cam 39 is at an angle of (d−c ′) / 2 with respect to the cam shaft. You will only have play and join. Therefore, a keyway having a width of (d−c ′) / 2 may be provided on the sprocket that rotates the cam 39.
FIG. 12 (a) shows the torque characteristics of the engine in this embodiment. Compared with the characteristics shown in FIG. 6, power running and regeneration during reverse rotation, that is, operations in the second and third quadrants are added, and four-quadrant operation becomes possible. A broken line shows the conventional engine torque characteristic. For comparison, the torque characteristics of the motor are shown in FIG. In the case of an electric motor, the characteristics of the regenerative region are the same as those of the power running region. However, in the case of an engine, the regenerative region has a compressor characteristic as described above, and therefore has different characteristics from the power running region. However, if the control is devised, it is a characteristic that can be used practically.

FIG. 13 is a system configuration diagram showing the eighth embodiment of the present invention. The difference from FIG. 5 is that the engine disconnecting clutch 26 is eliminated and an exhaust valve opening mechanism 48 is provided. In addition, although the system of FIG. 10 was used on the intake side, the mixture chamber system of FIG. 7 or the push-in piston system of FIGS. 8 and 9 may be used. In this case, the air-fuel mixture injection valve is driven by the camshaft 38 or 34 in FIGS. 8 and 9, but the plunger used in the air injector of FIG. Displayed as a valve or isolated piston drive 49.
FIG. 14 shows the structure of the exhaust valve opening mechanism 48 in the system of FIG. 13, and an exhaust valve opening lever 50 is provided adjacent to the exhaust valve cam 41. This is rotatably attached to the exhaust valve cam shaft 40, and the exhaust valve opening actuator 51 is operated to open the exhaust valve 6. The exhaust valve opening actuator 51 may be an air piston using high-pressure air from the air tank 12, but may be an electric solenoid or an electric motor.
According to the method of this embodiment, neither air nor fuel is injected during regeneration, the isolation piston 45 is not opened, and only the exhaust valve release lever 50 is operated to keep the cylinder pressure at 1 atm. Since there is no loss and there is no need to disconnect the engine during regeneration, there is an effect that the clutch 26 is eliminated and the mechanism is simple and inexpensive.

FIG. 15 is a diagram for explaining the operation of scavenging control according to the ninth embodiment of the present invention. Although an example based on the engine with the isolation piston of FIG. 10 is shown, the mixture chamber system of FIG. 7 may be used, and further, the engine with the pushing piston of FIG. 8 and FIG. It may be based on the engine with the reverse rotation function of FIG.
In the case of a cylinder having a volume of 333 cc and a compression ratio of 10, as described above, the cylinder volume at the crank angle c = −40 ° at which the exhaust valve 6 is closed is 26 cc. Reflux (EGR) has been performed. When exhaust recirculation is not desired, scavenging control is performed. For this purpose, a second air injector 52 is provided.
Before the exhaust valve is closed, in the case of FIG. 15, the injection of the second air injector 52 is started from the crank angle e = −80 °. Fresh air is injected toward the inner wall of the cylinder opposite to the exhaust valve 6 as shown by the arrow until the crank angle c = −40 ° at which the exhaust valve 6 is closed. Then, the exhaust gas is pushed out first, and most of the 26 cc remaining when the exhaust valve 6 is closed is mostly air. Assuming that the pressure of the air tank 12 is 15 atm, if the second air injector 52 injects 1.7 cc or more, the air of 1 cc 26 cc or more is injected, and the exhaust gas can be completely removed.
Further, it is possible to increase the injection amount and forcibly inject fresh air into the exhaust pipe for exhaust purification. That is, a so-called air injection method in which secondary air is injected into the exhaust pipe can be realized without an air pump. Thereby, the catalyst activity during the warm-up operation can also be controlled by the injection amount of the air injector.
Further, until the exhaust valve is closed, the pressure of the cylinder 4 is approximately 1 atm. When the injection is performed, the cylinder is cooled by adiabatic expansion, so that the same effect as that provided by the intercooler can be obtained.

A tenth embodiment of the present invention is shown in FIG. The configuration is almost the same as in FIG. 10, but the radius of the crankshaft 1 is increased, the cylinder 4 is lengthened and the stroke of the piston 3 is increased to increase the compression ratio. Although the method shown in FIG. 10 using the isolation piston 45 is adopted, the method shown in FIG. 7 using the gas mixture chamber 28, the method shown in FIG. 8 or 9 using the pushing piston, the method shown in FIG. The method shown in FIG. 15 may be used. The ignition advance angle was set to 20 °, and the closing angle of the exhaust valve 6 was set to c = −40 °.
When the compression ratio is 15 with a conventional 1000 cc engine, the cylinder capacity at the bottom dead center is 333 cc, so the cylinder volume at the top dead center is 22 cc, and the air-fuel mixture at 15 atm is clogged just before ignition. . In the case of the present embodiment, if the air-fuel mixture of 15 atm is injected into the combined volume of the cylinder and the air-fuel mixture chamber at the top dead center, the state is the same as when the compression ratio is 15 in the conventional engine.
As described above, since the cylinder volume at the top dead center is 11 cc, the volume of the air-fuel mixture chamber 28 is 11 cc, and an air-fuel mixture of 30 atm is created. When the isolation piston 45 is opened after the exhaust valve 6 is closed and the air-fuel mixture is injected into the cylinder 4, the volume is doubled and the pressure becomes about 15 atm. Since the pressure in the cylinder is initially 1 atm, the injected high-pressure mixture is adiabatically expanded to lower the temperature.
Prior to that, when the air-fuel mixture is created, fuel is injected while blowing high-pressure air from the air tank 12 into the air-fuel mixture chamber 28 by the air injector 14. As a result, the temperature of the air-fuel mixture chamber 28 falls below the temperature of the air tank 12.
Therefore, when the air-fuel mixture that has fallen below the temperature of the air tank 12 is injected into the cylinder 4, the temperature further decreases. That is, when the compression ratio is increased in the conventional engine, the cylinder temperature becomes very high at the end of the compression stroke and knocking easily occurs at the end of the compression stroke. However, in this method, knocking occurs because the temperature falls below the air tank temperature. Hateful.
Further, as described above, since the air-fuel mixture is injected in a short time immediately before ignition, the fact that the gas flow is turbulent and the combustion time is short also makes it difficult to cause knocking.
When high temperature heat is transmitted from the cylinder 4, the temperature of the mixture chamber 28 rises, and cooling loss occurs when viewed from the cylinder side. Therefore, the cylinder 4 and the mixture chamber 28 are appropriately insulated. To do.

An eleventh embodiment of the present invention is shown in FIG. This is a block diagram of a control system for controlling the system described so far. Only main signals are described as input signals of each block, and signals used for fine correction calculation are omitted.
The mode discriminating unit 201 inputs an absolute position signal of the crank angle and a forward / reverse signal based on a reverse signal from a select lever (not shown), discriminates which mode each of the three cylinders is in, and sends a discriminating signal to each control block. send. The rotation direction control unit 202 operates the reverse rotation actuator based on the forward / reverse rotation signal.
A description will be given step by step from mixture preparation to exhaust. The mixture creation starts when the isolation piston 45 is closed at the bottom dead center. The fuel injector valve opening control unit 204 controls the energization time of the fuel injector 7 in accordance with the fuel injection amount calculated by the mixture creation control unit 203. On the other hand, based on the air injection amount command calculated by the air-fuel mixture creation control unit 203, the air injector valve opening control unit 205 performs valve opening control of the air injector 14. Thus, an air-fuel mixture having a predetermined pressure and a predetermined air-fuel ratio is created.
When the exhaust valve 6 is closed at the crank angle c (−40 °), the isolation piston 45 is opened and the air-fuel mixture is injected into the cylinder. Based on the optimum ignition timing calculated by the ignition timing control unit 206, the ignition control unit 207 sparks the spark plug 8 at a commanded crank angle, for example, a (−20 °).
When the exhaust valve 6 opens at the crank angle b (140 °) when the explosion occurs and the expansion stroke is started, the air-fuel mixture chamber scavenging control unit 208 calculates the air injector opening corresponding to the engine speed, and accordingly The air injector valve opening control unit 205 performs valve opening control of the air injector 14.
When performing cylinder scavenging, the second air injector valve opening control unit 210 performs valve opening control of the second air injector 52 based on the air injector opening degree command calculated by the cylinder scavenging control unit 209.
When performing cylinder scavenging, the second air injector valve opening control unit 210 performs valve opening control of the second air injector 52 based on the air injector opening degree command calculated by the cylinder scavenging control unit 209.
Since the above control is necessary for each cylinder, each of the three control blocks is shifted by a phase angle of 120 °.
During regeneration, when a full regeneration signal is output from the full regeneration determination unit 211, the cylinder opening control unit 212 operates the exhaust valve opening actuator 51. Since this is performed for all cylinders, the exhaust valves for all three cylinders are opened with one actuator.
FIG. 18 is a logic diagram showing the contents of the mode discrimination control unit 201 in more detail. A crank angle is input from the input terminal 1, and a forward / reverse rotation signal is input from the input terminal 2. During forward rotation, the crank angle passes through the switch as it is, and during reverse rotation, a value subtracted from 360 ° appears in the switch output. If this switch output is defined as “deemed crank angle” and controlled based on the deemed crank angle, control can be performed with the same logic during forward rotation and reverse rotation.
The mode determination of the first cylinder will be described. When the assumed crank angle is 140 ° or more and less than 320 °, an injection permission signal of the air injector 14 is output from the output terminal 1. When the assumed crank angle is 180 ° or more and less than 320 °, an injection permission signal of the fuel injector 7 is output from the output terminal 2. When the assumed crank angle is not less than 280 ° and less than 320 °, the injection permission signal of the second air injector 52 is output from the output terminal 3. When the assumed crank angle is not less than 330 ° and less than 10 °, an ignition permission signal of the spark plug 8 is output from the output terminal 4.
If the same calculation is performed using a value obtained by adding 120 ° to the assumed crank angle, each permission signal of the second cylinder can be obtained. Further, each permission signal of the third cylinder is calculated using a value obtained by adding 240 ° to the assumed crank angle. The value obtained by adding 120 ° to the assumed crank angle is shown in No. 16 of FIG. If sent to the 2-cylinder control unit, No. Control is possible with exactly the same logic as the one-cylinder control unit. Similarly, the value obtained by adding 240 ° to the crank angle is shown in No. 16 of FIG. Send to 3-cylinder controller.
FIG. 19 is a logic diagram showing the air-fuel mixture creation control unit 203 of FIG. 17 in more detail. When the torque command signal corresponding to the accelerator pedal depression angle and the engine speed are given to the engine torque calculation unit 213, the engine torque command value is calculated. The fuel injection amount calculation unit 214 calculates a fuel amount necessary to generate the engine torque and outputs a fuel injection amount command.
The required air amount calculation unit 215 calculates the amount of air necessary for completely burning the fuel injection amount based on the requested air-fuel ratio. The air pressure conversion unit 216 converts the calculated air amount into a pressure when compressed to the volume of the mixture chamber 28 and outputs a mixture chamber pressure command. In that case, since the temperature of the high-pressure air has a great influence, an actual measurement location is input.
A difference from the actually detected pressure sensor detection value is obtained, control compensated, and an air injection amount command value is output. That is, feedback control is performed so that the pressure sensor detection value becomes equal to the mixture chamber pressure command.
FIG. 20 is a logic diagram showing the fuel injector valve opening control unit 204 of FIG. 17 in more detail. Based on the fuel injection amount command from the air-fuel mixture creation control unit 203, the valve opening timing calculation unit 218 calculates the crank angle at which the drive of the fuel injector should be started / finished. The condition coincidence determination unit 219 compares the start / end signal with the deemed crank angle and the fuel injection permission signal coming from the mode determination unit 201, and outputs a fuel injector drive signal during a period in which all conditions are satisfied.
FIG. 21 is a logic diagram showing the air injector valve opening control unit 205 of FIG. 17 in more detail. Based on the air injection amount command coming from the air-fuel mixture creation control unit 203, the valve opening timing calculation unit 220 calculates the crank angle at which the driving of the air injector should be started / finished. The condition coincidence determination unit 221 compares the start / end signal with the deemed crank angle and the air injection permission signal coming from the mode determination unit 201, and outputs an air injector drive signal during a period in which all conditions are satisfied.

A twelfth embodiment of the present invention is shown in FIG. The difference from FIGS. 10, 15 and 16 is that the pressure sensor 102 is eliminated and an air flow meter 103 is provided in the middle of the intake pipe 13 instead. The logic for controlling the engine may be the same as in FIG. 17 except for the input of the pressure sensor detection signal. However, the contents of the air-fuel mixture creation control unit 203 have the logic configuration shown in FIG. 23. The difference from FIG. 19 is that the high-pressure air amount conversion unit 222 is used instead of the air pressure conversion unit 216. The required air amount calculated by the required air amount calculation unit 215 is converted into a high pressure air amount by the high pressure air amount conversion unit 218. At this time, the temperature of the high-pressure air remains important. A deviation between the calculated high-pressure air injection amount command value and the air flow meter detection signal is controlled and compensated to output an air injection amount command. That is, feedback control is performed so that the air flow meter detection value becomes equal to the high-pressure air injection amount command value.
According to the method of this embodiment, the amount of air flowing into the air-fuel mixture chamber 28 is directly measured, so that the air-fuel mixture is more accurately compared with the pressure sensor method described in FIGS. 10, 15, and 16. The air-fuel ratio can be controlled.
Further, even if the exhaust gas remains in the mixture chamber, the amount of air corresponding to the amount of fuel can be accurately mixed. For example, the mixture chamber scavenging control described in the sixth embodiment is not necessary. Control becomes easier. In that case, since the air is injected on the combustion gas of 1 atm that was in the gas mixture chamber, the pressure in the gas mixture chamber is increased accordingly.

A thirteenth embodiment of the present invention is shown in FIG. Although the embodiment so far described the reciprocating piston engine, this embodiment shows a case where it is applied to a rotary engine. In the rotary engine 53, the rotor 55 rotates around the stationary gear 54. The conventional rotary engine has an intake port in the upper half of the working chamber and an exhaust port in the lower half of the working chamber. However, since there is no intake compression stroke in this embodiment, the upper half of the working chamber is the first of the reciprocating piston engine. The cylinder and the lower half of the working chamber correspond to the second cylinder of the reciprocating piston engine, and are provided with an air supply port 56 and an exhaust port 57, respectively.
The operation is shown in FIG. The state of FIG. 25 (a) corresponds to the bottom dead center of the first cylinder. The A side of the rotor 55 is in the exhaust stroke. For the side B, exhausting is performed, and at the same time, in the air-fuel mixture chamber 28 connected to the upper working chamber, the operation of injecting the air injector 14 and the fuel injector 7 to create the air-fuel mixture continues until the state (c). In the state (d), the isolation piston 45 in the upper working chamber is opened, and the mixture is injected into the B surface to ignite. The states (e) to (g) are the explosion expansion stroke of the B surface in the upper working chamber. In the state (h), the exhaust port 57 of the upper working chamber is opened and the isolation piston 45 of the upper working chamber is still open, so that the air injector 14 of the upper working chamber injects the exhaust gas to the mixture chamber of the upper working chamber. This is the scavenging stroke to be expelled from within 28. Thereafter, the surface B is in the same state as the surface A in FIG. 25 (a) and the exhaust stroke is continued. On the other hand, in the lower working chamber, the C-plane is in an explosion / expansion stroke during the state (a) to the state (c), and in the state (d), a scavenging stroke for expelling exhaust gas from the mixture chamber 28 in the lower working chamber. Become. The states (e) to (h) are the exhaust stroke of the C plane. During this period, the air-fuel mixture is created for the A plane where the isolation piston 45 in the lower working chamber is closed and the next combustion is performed.
FIG. 25 shows the operation of 1/3 rotation of the rotor 55, and when it is displayed in the same repetition, it is represented by the figure of 24. In the next figure, the B surface is the A surface and the C surface is the B surface. If the A plane is replaced with the C plane, the same figure as in FIG. 25 (a) is obtained, and the subsequent explanatory drawings are omitted.
As can be seen from FIG. 25, the upper working chamber and the lower working chamber are operating at different timings, and there are two explosions while the rotor 55 is rotated 1/3. In the conventional rotary engine, there are three explosions per rotation of the rotor, but in this engine, six explosions occur per rotation of the rotor, and twice the output can be obtained with the same working chamber volume.
When applied to a rotary engine, the apex seal at the tip of the rotor opens by itself when passing through the exhaust port, so there is an effect that the structure is simple and inexpensive without the need for an exhaust valve.

FIG. 26 shows a fourteenth embodiment of the present invention, in which the structure is symmetrical with respect to the upper and lower sides of the engine, and the air supply port 56 is provided at the boundary between the upper and lower working chambers. In addition to the exhaust port 57, a reverse exhaust port 57a is additionally provided in the upper and lower working chambers, and an exhaust valve is provided at each exhaust port to switch the exhaust port to be used. When the exhaust valve of the reverse exhaust port 57a is closed and the exhaust valve of the exhaust port 57 is open, the forward rotation is performed. Conversely, the exhaust valve of the exhaust port 57 is closed and the exhaust valve of the reverse exhaust port 57a is opened. Then, it can drive in the reverse direction.
The features of the embodiments of the above examples are summarized as follows.
Embodiment 1
An engine that does not have a compression stroke by injecting compressed air and fuel into a cylinder to explode.
Embodiment 2
An engine that can be reversed by shifting the operating phase of the exhaust valve and the valve on the intake side by a predetermined phase and supplying fuel and compressed air to the reversing cylinder for explosion and exhaust.
Embodiment 3
An engine that operates a compressor during braking to regenerate and accumulate the kinetic energy of the vehicle body in the form of air pressure.
Embodiment 4
An engine that can be self-started by injecting compressed air and fuel into a cylinder that is in the expansion stroke when it is stopped.
Embodiment 5
An engine capable of generating the required torque in the region below conventional idle rotation by injecting compressed air and fuel that can provide stable combustion even at low revolutions into a cylinder for explosive exhaust.
Embodiment 6
An engine that can generate stable torque that does not depend on the rotational speed by injecting compressed air and fuel that can provide stable combustion even at high speeds into a cylinder for explosive exhaust.
Embodiment 7
An engine that can generate the required torque by injecting compressed air and fuel that can be stably burned in high altitude into a cylinder to explode.
Embodiment 8
An engine that allows the compressor to be disconnected and redirects the compressor load to the driving force when the required output is large.
Embodiment 9
An engine that can inject fresh air into the exhaust pipe without using a secondary air pump for exhaust purification.
Embodiment 10
An engine that does not worry about knocking even when designed with a high compression ratio.
Embodiment 11
A rotary engine that does not have a compression stroke and that explodes by injecting a mixture of compressed air and fuel.
Embodiment 12
Rotary engine with air supply and exhaust ports in the upper and lower working chambers.
Embodiment 13
A rotary engine with an air supply port, exhaust port, and reverse exhaust port in the upper and lower working chambers.

INDUSTRIAL APPLICABILITY The present invention can be used for a motor (used to explode and burn a combustible gas and generate an output) used in automobiles, ships, lawn mowers, and the like.
When fuel is not mixed and combustion is not involved, it can be used as a pneumatic actuator.

Claims (20)

A combustion chamber;
An actuator operatively associated with the combustion chamber;
An exhaust valve for communicating or blocking the combustion chamber with the exhaust passage;
A combustion fluid supply device that supplies high-pressure combustion fluid to the combustion chamber when the actuator reaches a specific position before top dead center of the exhaust process;
A prime mover that explodes and burns combustion fluid supplied to the combustion chamber to operate the actuator. 2. The prime mover according to claim 1, wherein the combustion fluid supply device prepares a combustion fluid by mixing compressed air and fuel outside the combustion chamber. 2. The prime mover according to claim 1, wherein the combustion fluid supply device includes a portion for supplying compressed air to the combustion chamber and a portion for supplying fuel to the combustion chamber. 2. The prime mover according to claim 1, further comprising an actuator moving device that moves the actuator to a specific start position after top dead center at a specific time in a stop period of the prime mover. The combustion chamber according to claim 1, wherein a plurality of the combustion chambers are provided, and the operation members of each combustion chamber are shifted by a specific timing and pass through the top dead center position. The combustion fluid is supplied to the combustion chamber to be explosively burned, and after starting, each combustion chamber is supplied with the combustion fluid at a specific position before top dead center, and the mixture is explosively burned at a specific timing thereafter. A prime mover characterized by that. When a piston operating in the combustion chamber reaches a specific position before the top dead center of the exhaust process, an air-fuel mixture consisting of high-pressure air and fuel is supplied to the combustion chamber, and the air-fuel mixture explodes at a specific position thereafter. A prime mover that burns to move the piston in a specific direction. 7. The motor according to claim 6, wherein the combustion chamber is provided with three cylinders or a multiple thereof, and the position of the piston is shifted by 120 degrees in each combustion chamber. 7. The engine according to claim 6, wherein the air-fuel mixture is supplied to a cylinder stopped at a specific position after top dead center when the engine is started, and the air-fuel mixture is exploded and combusted at a specific time thereafter. And starting the engine, supplying the air-fuel mixture to each combustion chamber at a specific position before the top dead center of each cylinder after starting the engine, and explosively combusting the air-fuel mixture at a specific time thereafter. Prime mover. The combustion fluid according to claim 1, wherein the combustion fluid is supplied to a cylinder that was before top dead center during forward rotation, and the exhaust timing and the combustion fluid supply timing are switched between forward rotation and reverse rotation. Prime mover. In a prime mover that supplies compressed air and fuel to a combustion chamber to explode and exhaust, drives an actuator provided in association with the combustion chamber to obtain a reciprocating motion or a rotational motion output,
A prime mover comprising a compressor connected to an actuator of the prime mover during inertial operation of the prime mover and configured to obtain the compressed air by the compressor. The prime mover according to claim 10, wherein the compressor includes another actuator connected to the actuator of the prime mover and a compression chamber associated with the another actuator. The motor | power_engine provided with the tank which stores the said compressed air in the thing of Claim 10. In a prime mover that supplies compressed air and fuel to a combustion chamber to explode and exhaust, and drives an actuator provided in association with the combustion chamber to obtain a reciprocating motion output or a rotational motion output.
A high-pressure fluid working chamber provided adjacent to the combustion chamber;
An open / close member in the high-pressure working fluid chamber, wherein the combustion chamber and the gas mixture chamber are disconnected from each other;
A prime mover comprising: an opening / closing mechanism that opens and closes the opening / closing member according to the position of the actuator. In Claim 13, the opening and closing mechanism is constituted by a cam that operates in association with the movement of the actuator,
A prime mover in which the opening and closing member is an inwardly opening fluid supply valve driven by the cam. In Claim 13, the opening and closing mechanism is constituted by a cam that operates in association with the movement of the actuator,
The opening / closing member is constituted by an inwardly opening fluid supply valve driven by the cam;
Further, the high pressure working fluid chamber is provided with a piston driven by another cam mechanism that operates in association with the movement of the actuator, and the high pressure working fluid in the high pressure working fluid chamber is A prime mover that pushes into the combustion chamber in synchronization with the opening timing of the fluid supply valve. The open / close member according to claim 13 is configured by a piston biased to an open position by the high-pressure working fluid supplied to the high-pressure working fluid chamber and biased to a closed position by a spring,
A prime mover provided with a cam that operates as a pilot mechanism in which the opening / closing mechanism biases the piston to an open position in the initial stage of starting. Compressed air and fuel are supplied to the combustion chamber to explode and burn, and the actuator provided in association with the combustion chamber is driven from the top dead center position to the bottom dead center position to obtain reciprocating motion output or rotational motion output,
In the prime mover provided with an exhaust valve that opens in synchronization with the timing when the mover moves from the bottom dead center position toward the top dead center position,
A prime mover that supplies the high-pressure working fluid to the combustion chamber with the exhaust valve open in a specific operation state. In a prime mover for supplying reciprocating motion output or rotational motion output by supplying compressed air and fuel to a combustion chamber to explode combustion and driving an actuator provided in association with the combustion chamber from a top dead center position to a bottom dead center position ,
A prime mover that controls a compression ratio by adjusting a pressure of compressed air supplied to the combustion chamber or adjusting a supply timing of the compressed air supplied to the combustion chamber. In a rotary engine that supplies air and fuel to a combustion chamber, explodes and burns, and rotates an actuator provided in association with the combustion chamber to obtain output,
A rotary engine configured such that an explosion process occurs twice in one combustion chamber during one rotation of the actuator. In a rotary engine that supplies air and fuel to a combustion chamber, explodes and burns, and rotates an actuator provided in association with the combustion chamber to obtain output,
A rotary engine comprising a switching mechanism for switching the rotation direction of the operating element.

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