JPH04203322A - Air intake device of rotary piston engine - Google Patents
Air intake device of rotary piston engineInfo
- Publication number
- JPH04203322A JPH04203322A JP2334839A JP33483990A JPH04203322A JP H04203322 A JPH04203322 A JP H04203322A JP 2334839 A JP2334839 A JP 2334839A JP 33483990 A JP33483990 A JP 33483990A JP H04203322 A JPH04203322 A JP H04203322A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- port
- closing
- cylinder
- passage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000010349 pulsation Effects 0.000 claims abstract description 13
- 238000010790 dilution Methods 0.000 abstract description 8
- 239000012895 dilution Substances 0.000 abstract description 8
- 238000002485 combustion reaction Methods 0.000 abstract description 7
- 230000003111 delayed effect Effects 0.000 abstract 9
- 239000007789 gas Substances 0.000 description 25
- 230000006835 compression Effects 0.000 description 13
- 238000007906 compression Methods 0.000 description 13
- 239000000567 combustion gas Substances 0.000 description 9
- 238000010586 diagram Methods 0.000 description 9
- 230000002000 scavenging effect Effects 0.000 description 9
- 239000000446 fuel Substances 0.000 description 7
- 238000011144 upstream manufacturing Methods 0.000 description 6
- 230000007423 decrease Effects 0.000 description 5
- 239000000203 mixture Substances 0.000 description 5
- 230000000694 effects Effects 0.000 description 3
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000002542 deteriorative effect Effects 0.000 description 1
- 239000003085 diluting agent Substances 0.000 description 1
- 210000003127 knee Anatomy 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000001902 propagating effect Effects 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
- F02B53/04—Charge admission or combustion-gas discharge
- F02B53/06—Valve control therefor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
- F02B2053/005—Wankel engines
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Characterised By The Charging Evacuation (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は吸気遅閉じシステムを採用したロータリピスト
ンエンジンの吸気装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an intake system for a rotary piston engine that employs an intake late closing system.
（従来の技術）
エンジンの各気筒にメイン吸気ポートと該メイン吸気ポ
ートより遅れて閉じられる吸気遅閉じポートを設けると
ともに、各気筒の吸気遅閉じポートをそれぞれ他の気筒
の吸気遅閉じポートに連通させる吸気遅閉じ通路を設け
て、圧縮行程初期の気筒の混合気の一部を吸気行程前段
の他の気筒に流入させるようにし、それによって、吸気
行程にある気筒の吸気負圧を抑えボンピングロスを低減
するようにした吸気遅閉じシステムが、例えば特開昭６
３−７１５２５号公報に記載されているように従来から
提案されている。このような吸気遅閉じシステムは、二
つの気筒が背中合わせに並ぶロータリピストンエンジン
においては中間ハウジングを貫通するように吸気遅閉じ
通路を設けるだけで実現でき、その場合に、吸気行程に
ある気筒のポンピングロスが低減できるという効果に加
えて、圧縮行程側の気筒では圧縮圧力が下がるためにア
ペックスシールを押圧する力が弱まり摺動抵抗が低減さ
れるという効果も生じる。また、過給手段を併用して、
圧縮行程の初期に他の気筒に逃げる分だけ予めメイン吸
気ポートから多めに吸気を送り込むようにすれば、エン
ジン運転領域の広い範囲で吸気遅閉じによる所謂ミラー
サイクルを成立させることができ、それによって燃費を
改善できることも知られている。(Prior art) Each cylinder of an engine is provided with a main intake port and an intake slow-close port that closes later than the main intake port, and each cylinder's intake slow-close port is communicated with the intake slow-close port of another cylinder. An intake slow-closing passage is provided to allow a portion of the air-fuel mixture in the cylinder at the beginning of the compression stroke to flow into other cylinders at the front stage of the intake stroke, thereby suppressing the intake negative pressure of the cylinder in the intake stroke and reducing the pumping loss. For example, an intake slow closing system designed to reduce the
It has been proposed in the past as described in Japanese Patent No. 3-71525. Such an intake late closing system can be realized in a rotary piston engine in which two cylinders are arranged back to back by simply providing an intake late closing passage passing through the intermediate housing. In addition to the effect of reducing loss, the compression pressure in the cylinder on the compression stroke side is reduced, so the force pressing against the apex seal is weakened, resulting in a reduction in sliding resistance. In addition, by using supercharging means,
By sending in more intake air from the main intake port in advance to account for the amount of air that escapes to other cylinders at the beginning of the compression stroke, it is possible to establish the so-called Miller cycle by closing the intake air late over a wide range of engine operating ranges. It is also known to improve fuel efficiency.
（発明が解決しようとする課題）
しかしながら、ミラーザイクルを実現する手段として吸
気遅閉じシステムを用いると、圧縮行程に入っても吸気
遅閉じポートが閉じるまでは断熱圧縮が始まらないため
圧縮トップでの混合気の温度が低くなり、そのため、特
にアイドル時および軽負荷時において燃焼が不安定にな
る。また、特にロータリピストンエンジンでは、吸気行
程の始めにロータのサイドシールが吸気ポートをまたぎ
、同時にアペックスシールが排気ポートをまたいだ状態
となり、しかも、その吸気行程初期の作動室がロータ側
面のサイドシールとオイルシールの間のクリアランスを
介して遅閉じ吸気ポートに連通ずるため、排気行程初期
にある隣の作動室からの燃焼ガスがこの吸気行程初期の
作動室に流入し、それが遅閉じポートを経て他気筒の吸
気行程にある作動室に流れるという特有の現象があって
、その結果、所謂ダイリューションガスが増大して軽負
荷時の燃焼安定性がさらに悪化するという問題がある。(Problem to be Solved by the Invention) However, when an intake late closing system is used as a means to realize a mirror cycle, adiabatic compression does not start until the intake late closing port closes even after entering the compression stroke. The temperature of the mixture becomes low, which makes combustion unstable, especially at idle and at light loads. In addition, especially in rotary piston engines, at the beginning of the intake stroke, the side seal of the rotor straddles the intake port, and at the same time the apex seal straddles the exhaust port, and furthermore, at the beginning of the intake stroke, the working chamber is the side seal on the side of the rotor. Because it communicates with the slow-closing intake port through the clearance between the oil seal and the oil seal, combustion gas from the adjacent working chamber at the beginning of the exhaust stroke flows into this working chamber at the beginning of the intake stroke, which causes the slow-closing port to There is a unique phenomenon in which the gas then flows into the working chambers of other cylinders during their intake strokes, and as a result, so-called dilution gas increases, further deteriorating combustion stability under light loads.
そこで、軽負荷時には吸気遅閉じ通路を閉じるよう制御
することも考えられるが、軽負荷域というのは本来燃費
改善効果が最も期待できる領域であって、この領域で吸
気遅閉じを止めたのでは期待通りの燃費改善が行えない
ことになる。また、例えば吸気遅閉じ通路に流量制御弁
を設けて開閉制御を行おうとしても、過渡時に応答良く
これを行うことは実際上不可能でもある。Therefore, it may be possible to control the intake late-closing passage to close it during light loads, but the light-load range is the area where the fuel efficiency improvement effect can be expected the most, and it is likely that the intake late-closing passage was stopped in this area. This means that the fuel efficiency cannot be improved as expected. Further, even if it is attempted to perform opening/closing control by providing a flow rate control valve in the intake slow-closing passage, for example, it is practically impossible to perform this with a good response during a transient period.
本発明は上記問題点に鑑みてなされたものであって、吸
気遅閉じを行うことによるグイリュージョンガスの増大
を防いで燃焼安定性を向上させることのできるロータリ
ピストンエンジンの吸気装置を得ることを目的とする。The present invention has been made in view of the above problems, and aims to provide an intake system for a rotary piston engine that can improve combustion stability by preventing an increase in illusion gas due to late intake closing. purpose.
（課題を解決するための手段）
上記目的を達成する手段として、第１に、ロータリピス
トンエンジンの吸気装置を、各気筒にメイン吸気ポート
と該メイン吸気ポートより遅れて閉じられる吸気遅閉じ
ポートを設けるとともに、各気筒の前記吸気遅閉じポー
トを他の気筒の吸気遅閉じポートに連通させる吸気遅閉
じ通路を設け、さらに、吸気遅閉じ通路の中間部に脈動
反転用ヂャンバを設けたものとすることを提案する。こ
れによれば、吸気遅閉じ通路の反転脈動波によってグイ
リュージョンガスの流れを抑えることができる。(Means for Solving the Problems) As a means for achieving the above object, firstly, an intake system of a rotary piston engine is provided with a main intake port and an intake slow-closing port that closes later than the main intake port in each cylinder. In addition, an intake slow-closing passage is provided that communicates the intake slow-closing port of each cylinder with the intake slow-closing port of another cylinder, and a pulsation reversal chamber is further provided in the middle of the intake slow-closing passage. suggest something. According to this, the flow of illusion gas can be suppressed by the reverse pulsating wave of the intake slow closing passage.
また、第２に、ロータリピストンエンジンの吸気装置を
、各気筒にメイン吸気ポートと該メイン吸気ポートより
遅れて閉じられる吸気遅閉じポートを設けるとともに、
各気筒の前記吸気遅閉じポートを他の気筒の吸気遅閉じ
ポートに連通させる吸気遅閉じ通路を設け、さらに、各
気筒の排気上死点近傍にある作動室と前記吸気遅閉じ通
路とを連通させる連通路を設け、かっ、前記連通路に吸
気遅閉じ通路側からのガスの流れを許容する逆止弁を設
けたものとすることを提案する。これによれば、吸気遅
閉じ通路の脈動圧によって排気行程初期の作動室から流
入しようとする燃焼ガスを排気ポート側へ押し出すこと
ができる。Second, the intake system of the rotary piston engine is provided with a main intake port and an intake late closing port that closes later than the main intake port in each cylinder, and
An intake late closing passage is provided that communicates the intake late closing port of each cylinder with the intake late closing port of another cylinder, and the working chamber near the exhaust top dead center of each cylinder is communicated with the intake late closing passage. It is proposed that a communication passage be provided to allow the intake air to close, and that a check valve be provided in the communication passage to allow gas to flow from the intake slow closing passage side. According to this, the combustion gas that is about to flow from the working chamber at the beginning of the exhaust stroke can be pushed out toward the exhaust port side by the pulsating pressure in the intake late closing passage.
また、第３に、ロータリピストンエンジンの吸気装置を
、各気筒にメイン吸気ポートと該メイン吸気ポートより
遅れて閉じられる吸気遅閉じポートを設けるとともに、
各気筒の前記吸気遅閉じポートを他の気筒の吸気遅閉じ
ポートに連通させる吸気遅閉じ通路を設け、さらに、排
気上死点近傍にある作動室に開口し排気ポートと略同一
のタイミングで閉じるポートと、該ポートを膨張行程終
期にある作動室のリーディング側に連通させる連通路と
を設けたものとすることを提案する。これによれば、高
温の燃焼ガスによって排気上死点近傍にある作動室内の
平均温度が上昇し、それによってガス密度が下がるため
、グイリュージョンガスの質量を低減することができる
。Thirdly, the intake device of the rotary piston engine is provided with a main intake port and an intake late closing port that closes later than the main intake port in each cylinder, and
An intake late closing passage is provided that communicates the intake late closing port of each cylinder with the intake late closing port of another cylinder, and further opens into the working chamber near the exhaust top dead center and closes at approximately the same timing as the exhaust port. It is proposed to provide a port and a communication path that communicates the port with the leading side of the working chamber at the end of the expansion stroke. According to this, the average temperature in the working chamber near the exhaust top dead center increases due to the high temperature combustion gas, and thereby the gas density decreases, so that the mass of the illusion gas can be reduced.
（作用）
ロータリピストンエンジンの各気筒に設けられた吸気遅
閉じポートからは圧縮行程の初期にある作動室から混合
気が高速で流出し、それによって吸気遅閉じ通路内に強
烈な脈動が発生する。その際、吸気遅閉じ通路の中間部
に脈動反転用チャンバを設けたものでは、脈動波は該チ
ャンバで反転して再び圧縮行程にある作動室の吸気遅閉
じポートに向かう。そこで、所定回転領域において丁度
ダイリューションガス経路が形成される時期に反転波が
吸気遅閉じポートに達するようチャンバまでの通路長さ
を設定することで、反転波をグイリュージョンガスにぶ
つけ、その流れを抑えるようにすることができる。(Function) The air-fuel mixture flows out at high speed from the working chamber at the beginning of the compression stroke from the intake late closing port provided in each cylinder of a rotary piston engine, which causes intense pulsation in the intake late closing passage. . At this time, in the case where a pulsation reversal chamber is provided in the middle of the intake slow closing passage, the pulsating wave is reversed in the chamber and heads again to the intake slow closing port of the working chamber in the compression stroke. Therefore, by setting the passage length to the chamber so that the reversal wave reaches the intake late-closing port just when the dilution gas path is formed in a predetermined rotation range, the reversal wave hits the dilution gas and the The flow can be suppressed.
また、各気筒の排気上死点近傍にある作動室と前記吸気
遅閉じ通路とを連通させる連通路を設け、かつ、前記連
通路に吸気遅閉じ通路側からのガスの流れを許容する逆
止弁を設けたものでは、吸気遅閉じポートからの高速流
れによる脈動が自気筒の排気上死点近傍の作動室に伝播
し、それによって、該排気行程の作動室内に流入しよう
とする燃焼ガスが排気ポート側へ押し出される。Further, a communication passage is provided that communicates the working chamber near the exhaust top dead center of each cylinder with the intake late closing passage, and a check is provided to allow gas to flow from the intake late closing passage into the communication passage. In those equipped with a valve, the pulsation caused by the high-speed flow from the intake late-closing port propagates to the working chamber near the exhaust top dead center of the own cylinder, thereby preventing combustion gas from flowing into the working chamber during the exhaust stroke. It is pushed out to the exhaust port side.
また、排気上死点近傍にある作動室に開口し排−８＝
気ポートと略同一のタイミングで閉じるポートと、該ポ
ートを膨張行程終期にある作動室のリーディング側に連
通させる連通路とを設けたものでは、排気行程の作動室
に膨張行程にある作動室から高温の燃焼ガスが流入し、
それによって排気行程作動室内の平均温度が上昇する。In addition, a port opens into the working chamber near exhaust top dead center and closes at approximately the same timing as the exhaust port, and a communication passage connects the port to the leading side of the working chamber at the end of the expansion stroke. In this case, high-temperature combustion gas flows from the working chamber in the expansion stroke into the working chamber in the exhaust stroke,
As a result, the average temperature in the exhaust stroke working chamber increases.
このため、同作動室内のグイリュージョンガスの密度が
低下する。Therefore, the density of the illusion gas in the same working chamber decreases.
一方、上記ポートの閉時期が排気ポートのそれと略同一
とされていることにより、ダイリューションガスが蓄積
される作動室容積に変化はなく、したがって、上記のよ
うに密度が低下する分質量が低下し、他気筒に流入する
ダイリューションガスが低減される。On the other hand, since the closing timing of the above port is approximately the same as that of the exhaust port, there is no change in the volume of the working chamber in which dilution gas is accumulated, and therefore the mass is reduced by the amount of density reduced as described above. The amount of dilution gas flowing into other cylinders is reduced.
（実施例） 以下、実施例を図面に基づいて説明する。(Example) Examples will be described below based on the drawings.
第１図は本発明の第１実施例を示す２気筒ロータリピス
トンエンジンのシステム図、第２図はこの実施例の一作
動状態を説明する部分構造図である。このロータリピス
トンエンジン１は、中間ハウジング２を共有して直列に
配置されたフロント側とリヤ側の二つの気筒３．４を備
えている。ただし、図では便宜上これら二つの気筒を左
右に分けて記載している。FIG. 1 is a system diagram of a two-cylinder rotary piston engine showing a first embodiment of the present invention, and FIG. 2 is a partial structural diagram illustrating one operating state of this embodiment. This rotary piston engine 1 includes two cylinders 3.4, one on the front side and the other on the rear side, which are arranged in series and share an intermediate housing 2. However, in the figure, these two cylinders are shown separated into left and right for convenience.
各気筒３，４は、上記中間ハウジング２．ロータハウジ
ング５，６および図示しないサイドハウジングによって
構成されるケーシングを備え、これらケーシングの内部
には共通の偏心軸７に支持され上記ロータハウジング５
．６のトロコイド状内周面に沿って遊星回転する略三角
形のロータ８゜９が配設されている。各気筒３．４のケ
ーシング内部には、上記ロータ８，９のフランク面によ
って図に１０ａ、ＩＯｂで示す各三つの作動室ＩＯが区
画され、各作動室１０ａ、ＩＯｂはロータ８゜９の回転
につれ移動しその容積が変化することにより順次、吸入
、圧縮、膨張および排気を繰り返す。Each cylinder 3, 4 is connected to the intermediate housing 2. It is provided with a casing constituted by rotor housings 5 and 6 and a side housing (not shown), and inside these casings, the rotor housing 5 is supported by a common eccentric shaft 7.
．． A substantially triangular rotor 8°9 that rotates planetarily along the trochoidal inner peripheral surface of the rotor 6 is disposed. Inside the casing of each cylinder 3.4, three working chambers IO, shown as 10a and IOb in the figure, are divided by the flank surfaces of the rotors 8 and 9, and each working chamber 10a and IOb is divided by the rotation of the rotor 8°9. As it moves and its volume changes, suction, compression, expansion, and exhaust are repeated in sequence.
このような構成のロータリピストンエンジンｌにおいて
、各気筒３，４の吸気行程の作動室１０ａ、１０ｂに対
応する中間ハウジング２の両面にはそれぞれ吸気ポート
ｌｌａ、Ｉｌｂが形成され、また、短軸部を挟んで上記
吸気ボー）１１ａ、Ｉｌｂと対向する位置のロータハウ
ジング５．６内面には排気ポート１２２Ｌ、１２ｂが形
成されている。そして、二つの気筒３，４の上記吸気ポ
ート１１ａ、Ｉｌｂに連通ずる各吸気通路１３．１４は
、上流で一つの上流側吸気通路１５に集合され、該上流
側吸気通路１５にはスロットル弁１６が配設されている
。また、この上流側吸気通路Ｉ５はその上流部が二つの
分岐通路１７．１８に分岐され、各分岐通路１７．１８
には排気ターボ過給機１９の二つのタービン２０．２１
によって駆動されるブロア２２．２３がそれぞれ配設さ
れている。In the rotary piston engine l having such a configuration, intake ports lla and Ilb are formed on both sides of the intermediate housing 2 corresponding to the working chambers 10a and 10b of the intake stroke of each cylinder 3 and 4, respectively, and the short shaft portion Exhaust ports 122L and 12b are formed on the inner surface of the rotor housing 5.6 at positions opposite to the intake bows 11a and Ilb. The intake passages 13 and 14 communicating with the intake ports 11a and Ilb of the two cylinders 3 and 4 are gathered upstream into one upstream intake passage 15, and the upstream intake passage 15 has a throttle valve 16. is installed. Further, the upstream side intake passage I5 is branched into two branch passages 17.18 at its upstream part, and each branch passage 17.18 is divided into two branch passages 17.18.
There are two turbines 20.21 of the exhaust turbocharger 19.
A blower 22, 23 driven by a blower 22, 23 is provided, respectively.
また、上流側吸気通路１５には、分岐点の下流にインタ
ークーラ２４が設けられている。Further, an intercooler 24 is provided in the upstream intake passage 15 downstream of the branch point.
中間ハウジング２の両面には、上記吸気ポート１１ａ、
ｌｌｂよりリーディング側において各気筒３．４の作動
室１０ａ、１０ｂに開口する吸気遅閉じポート２５ａ、
２５ｂがそれぞれ設けられている。これら吸気遅閉じポ
ート２５ａ、２５ｂは、ロータ８，９によって上記吸気
ポート１１ａ。On both sides of the intermediate housing 2, the above-mentioned intake port 11a,
an intake slow closing port 25a that opens into the working chambers 10a, 10b of each cylinder 3.4 on the leading side from llb;
25b are provided respectively. These intake late closing ports 25a and 25b are connected to the intake port 11a by the rotors 8 and 9.
１１ｂよりも遅く開かれ、かつ吸気ポート１１２Ｌ。The intake port 112L is opened later than the intake port 11b.
１１ｂよりも遅くまで開いて圧縮行程初期に閉じられる
よう設定されたものであって、二つの気筒３．４のこれ
ら吸気遅閉じポート２５ａ、２５ｂは吸気遅閉じ通路２
６によって相互に連通されている。また、この吸気遅閉
じ通路２６の中間部には所定容積のチャンバ２７が設け
られている。These intake late closing ports 25a and 25b of the two cylinders 3.4 are set to open later than the intake slow closing passage 11b and close at the beginning of the compression stroke.
6 and communicate with each other. Further, a chamber 27 having a predetermined volume is provided in the intermediate portion of this intake slow closing passage 26 .
上記構成において、各気筒３，４の吸気遅閉じポート２
５ａ、２５ｂからチャンバ２７までの吸気遅閉じ通路２
６の経路長さの最適値（Ｌ）は、つぎの式で表される。In the above configuration, the intake late closing port 2 of each cylinder 3, 4
Intake slow closing passage 2 from 5a, 25b to chamber 27
The optimum value (L) of the path length of No. 6 is expressed by the following formula.
ここで、Δθは、各気筒３．４の吸気遅閉じポート２５
１．２５ｂが閉じ終わる瞬間である最大圧力波発生時点
から第２図に示すように隣の作動室１０ａ、１０ｂの排
気行程終期にロータのサイドシールが吸気ポートをまた
ぎ、同時にトレーリング側のアペックスシールが排気ポ
ートをまたぐ状態となるまでのクランク角度（”）、Ｎ
はエンジン回転数（ｒｐｍ）、Ｃは圧力波伝播速度（ｍ
／ ｓ ）、ｎは圧力波の正の次数である。Here, Δθ is the intake late closing port 25 of each cylinder 3.4.
From the moment when the maximum pressure wave occurs, which is the moment when 1.25b finishes closing, the side seal of the rotor straddles the intake port at the end of the exhaust stroke of the adjacent working chambers 10a and 10b, as shown in Figure 2, and at the same time the apex on the trailing side Crank angle ('') until the seal straddles the exhaust port, N
is the engine rotation speed (rpm), C is the pressure wave propagation velocity (m
/s), n is the positive order of the pressure wave.
上記Ｎは、燃焼安定性が特に問題となる１、 ０００〜
２００ Ｏｒ ｐ ｍ （軽負荷に相当する回転領域）
に設定される。このとき、上式から求まるしの範囲は、
０．３ （ｍ）≦Ｌ≦０．６（ｍ）
である。The above N ranges from 1,000 to 1,000, which poses a particular problem in combustion stability.
200 Or p m (rotation range corresponding to light load)
is set to At this time, the range determined from the above equation is 0.3 (m)≦L≦0.6 (m).
このように構成することにより、圧縮行程初期の作動室
１０ａ、ＩＯｂから吸気遅閉じポート２５ａ、２５ｂを
介して吸気遅閉じ通路２６に混合気が高速で流出する。With this configuration, the air-fuel mixture flows out at high speed from the working chambers 10a and IOb at the beginning of the compression stroke to the intake late closing passage 26 via the intake late closing ports 25a and 25b.
それによって吸気遅閉じ通路２６内には脈動が発生し、
その圧力波が開口端であるチャンバ２７で反転して再び
圧縮行程にある作動室１０ａ、ｊｏｂの吸気遅閉じポー
ト２５ａ、２５ｂに向かう。そして、軽負荷時には、吸
気遅閉じボー）２５ａ、２５ｂが閉じ終わる瞬間に発生
する最大圧力波が、反転して、丁度第２図に矢印で示す
グイリュージョンガス経路が形成される時期に吸気遅閉
じポート２５ａ、２５ｂに達し、その反転圧力波によっ
てグイリュージョンガスの他気筒への流れが抑えられる
。As a result, pulsation occurs in the intake slow closing passage 26,
The pressure wave is reversed at the open end of the chamber 27 and again heads toward the slow intake ports 25a and 25b of the working chamber 10a and job, which are in the compression stroke. When the load is light, the maximum pressure wave that occurs at the moment when the intake late closing bows 25a and 25b finish closing is reversed, and the intake slow occurs just at the time when the illusion gas path shown by the arrow in Fig. 2 is formed. The gas reaches the closed ports 25a and 25b, and its reverse pressure wave suppresses the flow of illusion gas to other cylinders.
第３図は本発明の第２実施例のシステム図である。この
実施例もまた２気筒ロータリピストンエンジンに適用し
たものであって、基本的な構造は第１実施例のものと差
異がない。よって、第１実施例と共通する部分について
は図に同一の符号を付すにとどめ、以下、この実施例に
特有な点を中心に説明する。FIG. 3 is a system diagram of a second embodiment of the present invention. This embodiment is also applied to a two-cylinder rotary piston engine, and the basic structure is the same as that of the first embodiment. Therefore, parts that are common to the first embodiment are designated by the same reference numerals in the drawings, and the following description will focus on points unique to this embodiment.
この実施例では、各気筒３，４の排気上死点近傍にある
作動室１０ａ、ＩＯｂの短軸部近傍で吸気ポートｌｌａ
、Ｉｌｂ寄りに開口するよう中間ハウジング２の両面に
掃気ポート２８ａ、２８ｂが設けられている。そして、
各気筒３，４の上記掃気ポート２８ａ、２８ｂを吸気遅
閉じ通路２６に連通させる連通路２９ａ、２９ｂがそれ
ぞれ設けられ、それら連通路２９ａ、２９ｂには逆止弁
３０ａ、３０ｂが設けられている。これら逆止弁３０ａ
、３０ｂは吸気遅閉じ通路２６から掃気ポート２８ａ、
２８ｂへのガスの流れを許容し、逆方向への燃焼ガスの
流れは阻止する。In this embodiment, the working chamber 10a is located near the exhaust top dead center of each cylinder 3, 4, and the intake port lla is located near the short axis of IOb.
, Scavenging ports 28a and 28b are provided on both sides of the intermediate housing 2 so as to open toward Ilb. and,
Communication passages 29a and 29b are provided for communicating the scavenging ports 28a and 28b of each cylinder 3 and 4 with the intake slow closing passage 26, respectively, and check valves 30a and 30b are provided in these communication passages 29a and 29b. . These check valves 30a
, 30b connects the intake slow closing passage 26 to the scavenging port 28a,
28b, and prevents combustion gas from flowing in the opposite direction.
この実施例によれば、圧縮行程の作動室Ｊｏｂ（または
１０ａ）から他気筒３（又は４）の吸気行程の作動室１
０ａ（又は１０ｂ）に向は吸気遅閉じ通路２６を高速で
混合気が流れることによって発生する脈動が連通路２９
ｂ（又は２９ａ）を介して掃気ポート２８ｂ（又は２８
ａ）に誘導される。そして、誘導された脈動は排気行程
終期の作動室１０ｂ（又は１０ａ）に伝播し、それによ
って、隣の膨張行程終期の作動室１０ｂ（又はｌ０ａ）
から入ろうとする燃焼ガスが排気ポート１２ｂ（又は１
２ａ）側に押し出される。その結果、他気筒へ流れるダ
イリューソヨンガスの量が低減される。According to this embodiment, from the working chamber Job (or 10a) in the compression stroke to the working chamber 1 in the intake stroke of the other cylinder 3 (or 4)
Towards 0a (or 10b), pulsations generated by the air-fuel mixture flowing at high speed through the intake late closing passage 26 are connected to the communication passage 29.
b (or 29a) to the scavenging port 28b (or 28
a). The induced pulsation then propagates to the working chamber 10b (or 10a) at the end of the exhaust stroke, thereby causing the adjacent working chamber 10b (or l0a) at the end of the expansion stroke to
The combustion gas entering from the exhaust port 12b (or 1
2a) is pushed out to the side. As a result, the amount of diluent gas flowing to other cylinders is reduced.
第４図は本発明の第３実施例のシステム図である。この
実施例の場合も、基本的な構造は先の二つの実施例と同
じである。そして、この実施例では、各気筒３．４の排
気上死点近傍にある作動室１０２Ｌ、１０ｂに開口し排
気ポート１２２Ｌ、１２ｂと略同一のタイミングで閉じ
るよう中間ハウジング２に掃気ポート３］ａ、３１ｂが
設けられ、また、隣の膨張行程終期にある作動室１０ａ
、１０ｂのリーディング側に開口するようロータハウジ
ング５，６に送気ポート３２ａ、３２ｂが設けられてい
る。そして、これら掃気ポート３１１゜３１ｂと送気ポ
ート３２ａ、３２ｂを各気筒３゜４毎に連通させる連通
路３３ａ、３３ｂが設けられ、各連通路３３ａ、３３ｂ
の途中にはアイドル時および軽負荷時に開くバルブ３４
ａ、３４ｂが介設されている。FIG. 4 is a system diagram of a third embodiment of the present invention. This embodiment also has the same basic structure as the previous two embodiments. In this embodiment, a scavenging port 3]a is provided in the intermediate housing 2 so as to open into the working chambers 102L, 10b located near the exhaust top dead center of each cylinder 3.4 and close at substantially the same timing as the exhaust ports 122L, 12b. , 31b, and the adjacent working chamber 10a at the end of the expansion stroke.
, 10b are provided with air supply ports 32a, 32b in the rotor housings 5, 6 so as to open on the leading sides of the rotor housings 5, 6. Communication passages 33a and 33b are provided for communicating the scavenging ports 311 and 31b with the air supply ports 32a and 32b for each cylinder every 3 and 4 degrees, respectively.
In the middle is a valve 34 that opens at idle and under light load.
a and 34b are interposed.
この実施例によれば、アイドル時および軽負荷時には排
気上死点近傍にある作動室１０２Ｌ、１０ｂに同一気筒
３．４の膨張行程終期の作動室１０ａ、１０ｂから高温
の燃焼ガスが連通路３３ａ。According to this embodiment, during idling and light load, high temperature combustion gas flows from the working chambers 10a, 10b at the end of the expansion stroke of the same cylinder 3.4 to the working chambers 102L, 10b located near the exhaust top dead center through the communication passage 33a. .
３３ｂを介して流入する。そして、その流入したガスの
熱によって排気行程作動室１０ａ、１０ｂ内の平均温度
が上昇し、該室］、０２Ｌ、１０ｂ内に蓄積されるグイ
リュージョンガスの密度が低下する。掃気ポート３１ａ
、３１ｂは排気ポートＩ２λ、１２ｂと略同一のタイミ
ングで閉じるため、作動室容積は上記連通路３３ａ、３
３ｂを設けたことによって変化することはない。したが
って、密度が低下した分グイリュージョンガスの質量が
低下する。33b. Then, the average temperature in the exhaust stroke working chambers 10a, 10b rises due to the heat of the inflowing gas, and the density of the illusion gas accumulated in the exhaust stroke working chambers 10a, 10b decreases. Scavenging port 31a
, 31b close at approximately the same timing as the exhaust ports I2λ, 12b, so the working chamber volume is smaller than that of the communication passages 33a, 3.
There is no change due to the provision of 3b. Therefore, the mass of the illusion gas decreases as the density decreases.
（発明の効果）
本発明は以上のように構成されているので、吸気遅閉じ
通路に発生ずる脈動の反転圧力波によってグイリュージ
ョンガスの流れを抑え、あるいは、上記脈動を排気上死
点近傍にある作動室に伝播することによって該作動室へ
のグイリュージョンガスの流入を阻止し、あるいは、高
温の燃焼ガスにより作動室内温度を」、げてダイリコー
ションガスの蓄積量を低減することにより、他気筒の吸
気行程の作動室へ流れるグイリュージョンガスを低減し
てロータリピストンエンジンの燃焼安定性を向上させる
ことができる。(Effects of the Invention) Since the present invention is configured as described above, the flow of illusion gas can be suppressed by the inverted pressure wave of the pulsation generated in the intake late closing passage, or the pulsation can be suppressed near the exhaust top dead center. By preventing the illusion gas from flowing into a certain working chamber by propagating the gas into the working chamber, or by increasing the temperature of the working chamber with high-temperature combustion gas and reducing the amount of dilution gas accumulated, The combustion stability of the rotary piston engine can be improved by reducing the illusion gas flowing into the working chamber during the intake stroke of the cylinder.
第１図は本発明の第１実施例を示す２気筒ロータリピス
トンエンジンのシステム図、第２図は同実施例の一作動
状態を説明する部分構造図、第３図は本発明の第２実施
例のシステム図、第４図は本発明の第３実施例のシステ
ム図である。
１：ロータリピストンエンジン、２：中間ハウジング、
３：気筒（フロント側）、４：気筒（リヤ側）、８．９
＝ロータ、ＩＯｉ、１０ｂ・作動室、Ｉｌａ、Ｉｌｂ＋
吸気ポート（メイン吸気ポート）、２５ａ、２５ｂ：吸
気遅閉じポート、２６：吸気遅閉じ通路、２７ チャン
バ、２８ａ。
２８ｂ：掃気ポート、２９ａ、２９ｂ：連通路、３０ａ
、３０ｂ：逆止弁、３１２Ｌ、３１ｂ：掃気ポート、３
２ａ、３２ｂニー送気ポート、３３ａ。
３３ｂ、連通路、３４ａ、３４ｂ：バルブ。
代理人 弁理士 進 藤 純 −Fig. 1 is a system diagram of a two-cylinder rotary piston engine showing a first embodiment of the present invention, Fig. 2 is a partial structural diagram explaining one operating state of the same embodiment, and Fig. 3 is a system diagram of a two-cylinder rotary piston engine showing a first embodiment of the invention. Example System Diagram FIG. 4 is a system diagram of a third embodiment of the present invention. 1: Rotary piston engine, 2: Intermediate housing,
3: Cylinder (front side), 4: Cylinder (rear side), 8.9
= Rotor, IOi, 10b/working chamber, Ila, Ilb+
Intake port (main intake port), 25a, 25b: Intake slow closing port, 26: Intake slow closing passage, 27 Chamber, 28a. 28b: Scavenging port, 29a, 29b: Communication path, 30a
, 30b: Check valve, 312L, 31b: Scavenging port, 3
2a, 32b knee air port, 33a. 33b, communication path, 34a, 34b: valve. Agent Patent Attorney Jun Susumu Fuji −
Claims (3)
イン吸気ポートと該メイン吸気ポートより遅れて閉じら
れる吸気遅閉じポートを設けるとともに、各気筒の前記
吸気遅閉じポートを他の気筒の吸気遅閉じポートに連通
させる吸気遅閉じ通路を設け、さらに、前記吸気遅閉じ
通路の中間部に脈動反転用チャンバを設けたことを特徴
とするロータリピストンエンジンの吸気装置。(1) In a rotary piston engine, each cylinder is provided with a main intake port and an intake late closing port that closes later than the main intake port, and the intake late closing port of each cylinder is connected to the intake late closing port of another cylinder. An intake system for a rotary piston engine, characterized in that an intake slow closing passage is provided in communication with the intake slow closing passage, and a pulsation reversal chamber is provided in an intermediate portion of the intake slow closing passage.
イン吸気ポートと該メイン吸気ポートより遅れて閉じら
れる吸気遅閉じポートを設けるとともに、各気筒の前記
吸気遅閉じポートを他の気筒の吸気遅閉じポートに連通
させる吸気遅閉じ通路を設け、さらに、各気筒の排気上
死点近傍にある作動室と前記吸気遅閉じ通路とを連通さ
せる連通路を設け、かつ、前記連通路に前記吸気遅閉じ
通路側からのガスの流れを許容する逆止弁を設けたこと
を特徴とするロータリピストンエンジンの吸気装置。(2) In a rotary piston engine, each cylinder is provided with a main intake port and an intake late closing port that closes later than the main intake port, and the intake late closing port of each cylinder is connected to the intake late closing port of another cylinder. An intake slow-closing passage is provided for communicating with the intake slow-closing passage, and a communicating passage is provided for communicating the intake late-closing passage with a working chamber located near the exhaust top dead center of each cylinder, and the intake late-closing passage is connected to the intake late closing passage in the communicating passage. An intake device for a rotary piston engine, characterized in that it is provided with a check valve that allows gas to flow from the rotary piston engine.
イン吸気ポートと該メイン吸気ポートより遅れて閉じら
れる吸気遅閉じポートを設けるとともに、各気筒の前記
吸気遅閉じポートを他の気筒の吸気遅閉じポートに連通
させる吸気遅閉じ通路を設け、さらに、排気上死点近傍
にある作動室に開口し排気ポートと略同一のタイミング
で閉じるポートと、該ポートを膨張行程終期にある作動
室のリーディング側に連通させる連通路とを設けたこと
を特徴とするロータリピストンエンジンの吸気装置。(3) In a rotary piston engine, each cylinder is provided with a main intake port and an intake late closing port that closes later than the main intake port, and the intake late closing port of each cylinder is connected to the intake late closing port of another cylinder. An intake slow-closing passage is provided for communication, and a port that opens into the working chamber near exhaust top dead center and closes at approximately the same timing as the exhaust port communicates this port with the leading side of the working chamber at the end of the expansion stroke. An intake device for a rotary piston engine, characterized in that it is provided with a communication passage for causing the air to flow.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2334839A JPH04203322A (en) | 1990-11-29 | 1990-11-29 | Air intake device of rotary piston engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2334839A JPH04203322A (en) | 1990-11-29 | 1990-11-29 | Air intake device of rotary piston engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH04203322A true JPH04203322A (en) | 1992-07-23 |
Family
ID=18281798
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2334839A Pending JPH04203322A (en) | 1990-11-29 | 1990-11-29 | Air intake device of rotary piston engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH04203322A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2017145750A (en) * | 2016-02-17 | 2017-08-24 | マツダ株式会社 | Rotary piston engine and hybrid vehicle provided with this engine |
| JP2020084932A (en) * | 2018-11-29 | 2020-06-04 | マツダ株式会社 | Rotary piston engine |
-
1990
- 1990-11-29 JP JP2334839A patent/JPH04203322A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2017145750A (en) * | 2016-02-17 | 2017-08-24 | マツダ株式会社 | Rotary piston engine and hybrid vehicle provided with this engine |
| JP2020084932A (en) * | 2018-11-29 | 2020-06-04 | マツダ株式会社 | Rotary piston engine |
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