Combustion gas output device

Abstract

To improve environmental performance.SOLUTION: A combustion gas output device (1) includes a combustion chamber (20) having a first zone (21) in which supplied solid fuel (99) is ignited and burned and a second zone (22) disposed on the inner side of the first zone (21) and communicating with the first zone (21) to conduct combustion gas generated by burning the solid fuel (99). The combustion gas output device (1) also includes: a combustion gas storage chamber (31) communicating with the second zone (22) and storing combustion gas; and a first valve (VL1) for opening / closing between the combustion gas storage chamber (31) and an intake port of an internal combustion engine. The combustion gas output device (1) drives the internal combustion engine by opening the first valve (VL1) and supplying the combustion gas from an intake port of the internal combustion engine to a cylinder of the internal combustion engine.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a combustion gas output device that supplies combustion gas to an internal combustion engine.

Background Art

[0002] Conventionally, as fuel used for combustion in an internal combustion engine, it is common to use fossil fuels such as gasoline, light oil, and LPG. That is, an internal combustion engine is configured to burn, for example, gasoline or the like in a cylinder, thereby driving a piston to rotationally drive a crankshaft (output shaft) (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The device of the above Patent Document 1 is provided with an EGR system that returns exhaust gas to the intake side of the engine and a fuel vapor purge system that temporarily adsorbs fuel vapor generated from a fuel tank to a canister and purges the fuel vapor to the intake side, aiming to improve fuel efficiency and environmental performance. However, there is no change in using fossil fuels such as gasoline, and it is desired to improve environmental performance with a new system.

[0005] Therefore, an object of the present invention is to provide a combustion gas output device capable of improving environmental performance.

Means for Solving the Problems

[0006] One aspect of the present invention is a combustion gas output device including a first section where supplied solid fuel is ignited and burned, a second section disposed inside the first section and communicating with the first section to conduct combustion gas generated by combustion of the solid fuel, a combustion chamber having the second section, a combustion gas storage chamber communicating with the second section to store the combustion gas, and a first valve for opening and closing between the combustion gas storage chamber and an intake port of an internal combustion engine. The internal combustion engine is driven by opening the first valve to supply combustion gas from the intake port of the internal combustion engine to a cylinder of the internal combustion engine.

Advantages of the Invention

[0007] According to the present invention, improvement in environmental performance can be achieved.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Embodiments for Carrying Out the Invention

[0009] Hereinafter, the present embodiment will be described with reference to FIGS. 1 to 3.

[0010] [Schematic Configuration of Internal Combustion Engine] First, the configuration of the internal combustion engine 100 to which the combustion gas output device 1 according to the present embodiment can be applied will be described. FIG. 1 is a cross-sectional view showing an example of an engine to which the combustion gas output device according to the present embodiment can be applied.

[0011] As shown in FIG. 1, the internal combustion engine 100 is, for example, a direct injection spark ignition internal combustion engine that uses gasoline as fuel. The internal combustion engine 100 has a cylinder 101, a piston 102, a connecting rod 103, and a crankshaft 104, and an engine combustion chamber 105 is defined by the cylinder 101, the piston 102, and the lower surface of the cylinder head at the upper part of the cylinder. Further, the internal combustion engine 100 has an intake port 106 communicating with the engine combustion chamber 105, an intake valve 107 for opening and closing the intake port 106, an exhaust port 108 communicating with the engine combustion chamber 105, an exhaust valve 109 for opening and closing the exhaust port 108, a spark plug 110, and an igniter 111 for applying a high voltage for spark discharge to the spark plug 110.

[0012] In addition, as an intake and exhaust system, the internal combustion engine 100 has an air pipe 112 through which air inhaled from the outside of the internal combustion engine 100 passes, an air filter 113 for purifying the air passing through the air pipe 112, a fuel pipe 114 through which gas supplied from a fuel tank (not shown) passes, a fuel valve 115 capable of adjusting the amount of fuel passing through the fuel pipe 114, a fuel valve motor 115a for adjusting the opening degree of the fuel valve 115 according to an instruction signal from an ECU (electronic control unit) 130, a mixer 116 for mixing the air passing through the air pipe 112 and the gas passing through the fuel pipe 114 to form an air-fuel mixture, an intake pipe 117 for supplying the air-fuel mixture passing through the mixer 116 to the engine combustion chamber 105, a throttle valve 118 capable of adjusting the amount of the air-fuel mixture passing through the intake pipe 117, a throttle valve motor 118a for adjusting the opening degree of the throttle valve 118 according to an instruction signal from the ECU 130, and an exhaust pipe 119 for exhausting the exhaust gas generated by the combustion of the air-fuel mixture. Note that the combustion gas output device 1 according to the present embodiment, which will be described in detail later, is arranged and connected upstream in the flow direction of the intake air in the air pipe 112.

[0013] The ECU 130 controls the ratio of the amount of fuel to the amount of air (i.e., the air-fuel ratio) mixed in the mixer 116 and the amount of the air-fuel mixture supplied to the engine combustion chamber 105 by adjusting the opening degrees of the fuel valve 115 and the throttle valve 118. In other words, by adjusting the opening degrees of the fuel valve 115 and the throttle valve 118, an air-fuel mixture with a desired air-fuel ratio can be supplied to the engine combustion chamber 105 in a desired amount. Generally, the higher the amount of the air-fuel mixture, the higher the rotational speed of the internal combustion engine 100, and the smaller the air-fuel ratio of the air-fuel mixture (if ignited at an appropriate ignition timing), the greater the output torque of the internal combustion engine 100. Therefore, by adjusting the opening degree of the fuel valve 115, the opening degree of the throttle valve 118, and the ignition timing by the ignition plug 110, the output (rotational speed, output torque) of the internal combustion engine 100 can be adjusted.

[0014] Furthermore, the internal combustion engine 100 has, as various sensors, a crank position sensor 120 and a cam position sensor 121.

[0015] The crank position sensor 120 is provided near the crankshaft 104 and outputs a signal corresponding to the rotation of the crankshaft 104. Based on this signal, the number of rotations (rotational speed) of the crankshaft 104 per unit time is obtained.

[0016] The cam position sensor 121 is provided near the exhaust camshaft that drives the exhaust valve 109. The cam position sensor 121 outputs a signal corresponding to the rotation of the exhaust camshaft. Based on this signal, in the cylinder 101, it is possible to confirm which of the intake stroke, compression stroke, expansion stroke, and exhaust stroke is being executed.

[0017] The ECU 130 is composed of an electronic circuit mainly including a well-known microcomputer containing a CPU, ROM, RAM, etc. The CPU (not shown) of the ECU 130 transmits instruction signals to the igniter 111, the fuel valve motor 115a, the throttle valve motor 118a, etc., and is configured to receive signals output from the crank position sensor 120, the cam position sensor 121, etc. That is, the ECU 130 can control the internal combustion engine 100 based on the signals from these received sensors and signals from an accelerator opening sensor (not shown) in the driver's seat, etc.

[0018] [Combustion Gas Output Device] (Schematic Configuration of Combustion Gas Output Device) Next, the schematic configuration of the combustion gas output device 1 according to this embodiment will be described with reference to FIG. 2. FIG. 2(a) is a schematic perspective view showing the combustion gas output device according to this embodiment, FIG. 2(b) is a schematic cross-sectional view showing the combustion gas output device according to this embodiment, and FIG. 2(c) is a schematic diagram showing the configuration of the first rotary valve. In FIG. 2(a), the rotary valve RV1 is shown in a transparent state for convenience of explanation.

[0019] This combustion gas output device 1 is arranged between the air pipe 112 of the above-described internal combustion engine 100 and an intake manifold (not shown). In other words, in the direction of the air flow, it is arranged downstream of the intake manifold and upstream of the air pipe 112. When this combustion gas output device 1 is not used, that is, in the engine drive mode where the internal combustion engine 100 is normally driven by burning fuel such as gasoline, the intake valve VL3 and the ejection valve VL1 described later are opened and air passes through the inside of this combustion gas output device 1. That is, it becomes an air pipe that supplies air to the internal combustion engine 100 in the same way as the air pipe 112. And as will be described below, in the combustion gas drive mode of driving this combustion gas output device 1, the internal combustion engine 100 is driven by supplying the combustion gas from this combustion gas output device 1 to the cylinder 101 of the internal combustion engine 100 at high pressure and pressing the piston 102. That is, this combustion gas output device 1 drives the internal combustion engine 100.

[0020] As shown in FIGS. 2(a) and 2(b), the present combustion gas output device 1 includes a tubular suction pipe 11 connected to an intake manifold (not shown), a tubular ejection pipe 14 connected to the air pipe 112 (see FIG. 1), and a main body 10 disposed therebetween. The suction pipe 11 is disposed in the Z2 direction, which is downward in the gravitational direction with respect to the main body 10, and the ejection pipe 14 is disposed in the Z1 direction, which is upward in the gravitational direction with respect to the main body 10.

[0021] The main body 10 is configured with a so-called double-pipe structure, and includes an outer pipe 15 disposed on the outer diameter side, a lower inner pipe 12 disposed on the inner diameter side and below the outer pipe 15, and an upper inner pipe 13 disposed on the inner diameter side and above the lower inner pipe 12 of the outer pipe 15. Further, the main body 10 includes a suction valve VL3 that can open and close the lower inner pipe 12 and the suction pipe 11, an ejection valve VL1 as a first valve that can open and close the upper inner pipe 13 and the ejection pipe 14, and a relief valve VL2 that can open and close the upper inner pipe 13 to the outside through the outer pipe 15. Further, between the outer pipe 15 and the lower inner pipe 12 and the upper inner pipe 13, a first rotary valve RV1, a second rotary valve RV2 as a second valve, and a third rotary valve RV3 as a third valve are arranged at intervals in the vertical direction from top to bottom.

[0022] The injection valve VL1, the relief valve VL2, and the intake valve VL3 are each controlled to open and close in such a way as to be commanded by a signal from the above ECU130 by their respective drive mechanisms. As the drive mechanisms for these valves, for example, a solenoid valve that directly slides the valve may be used, or it may be configured by an electric motor and a cam mechanism that rotates by the electric motor, or further, a configuration in which it is driven by a timing chain (not shown) so as to be driven in synchronization with the intake valve 107 and the exhaust valve 109 of the internal combustion engine 100 is conceivable. Similarly, the first rotary valve RV1, the second rotary valve RV2, and the third rotary valve RV3, which will be described in detail later, are also controlled to open and close in such a way as to be commanded by a signal from the above ECU130 by their respective drive mechanisms. As the drive mechanisms for these rotary valves, for example, it is conceivable that they are configured by an electric motor and a mechanism that rotationally drives a rotating plate, which will be described in detail later.

[0023] The lower inner pipe 12 is connected to be communicable with the intake pipe 11 when the intake valve VL3 is opened. Further, the lower inner pipe 12 is formed in a mesh shape. The upper inner pipe 13 is connected so as to be always communicable with the lower inner pipe 12, and when the injection valve VL1 is opened, it is connected to be communicable with the injection pipe 14, and further, when the relief valve VL2 is opened, it is connected to be communicable with the outside of the combustion gas output device 1. Note that the lower inner pipe 12 and the upper inner pipe 13 may be formed of a single pipe, and the lower portion corresponding to the lower inner pipe 12 may be formed in a mesh shape. That is, the lower inner pipe 12 and the upper inner pipe 13 only need to be formed to communicate with each other so that gas can conduct.

[0024] Between the outer pipe 15, the lower inner pipe 12, and the upper inner pipe 13 (i.e., the part that forms a hollow cylindrical shape), the above-described first rotary valve RV1, second rotary valve RV2, and third rotary valve RV3 are arranged in order from above. Specifically, the first rotary valve RV1 is arranged between the outer pipe 15 and the upper inner pipe 13, the second rotary valve RV2 is arranged between the outer pipe 15 and the lower end of the upper inner pipe 13 (the boundary part between the lower inner pipe 12 and the upper inner pipe 13), and the third rotary valve RV3 is arranged between the lower end of the outer pipe 15 and the lower end of the lower inner pipe 12.

[0025] Between the outer pipe 15, the lower inner pipe 12, and the upper inner pipe 13, an input chamber 41 into which RPF (Refuse Paper & Plastic Fuel) 99, which is a solid fuel to be described in detail later, can be input from the supply port 49 is formed above the first rotary valve RV1. A standby chamber 42 for waiting RPF 99 is formed between the first rotary valve RV1 and the second rotary valve RV2 in the vertical direction, and a combustion chamber 20 for burning the RPF 99 supplied from the standby chamber 42 is formed between the second rotary valve RV2 and the third rotary valve RV3 in the vertical direction. In this embodiment, although the supply port 49 is described as being open and allowing the free input of RPF 99, a rotary valve or the like may also be provided at this supply port 49 to control the supply amount from a supply tank (not shown) storing RPF 99.

[0026] Further, the combustion chamber 20 is configured to have a first section 21 in which the supplied RPF 99 is ignited and burned, and a second section 22 that is arranged inside the first section 21 and communicates with the first section 21 through the mesh-like lower inner pipe 12 to conduct the combustion gas generated by the combustion of RPF 99 to the upper inner pipe 13. And inside the upper inner pipe 13, a combustion gas storage chamber 31 that communicates with the second section 22 and stores the combustion gas is formed.

[0027] On one side, below the combustion chamber 20, that is, below the third rotary valve RV3, as shown in Fig. 2(b), a discharge pipe 50 arranged outside the suction pipe 11 is connected. The discharge pipe 50 is a pipe that forms a discharge passage 51 for discharging the ash after burning the RPF99, and the discharge passage 51 is connected to an ash recovery tank (not shown) for storing ash.

[0028] (Configuration of Rotary Valve) Next, regarding the structure of the rotary valve, taking the first rotary valve RV1 as an example, it will be described with reference to Fig. 2(c). Note that the structure of the first rotary valve RV1 shown in Fig. 2(c) is the same as that of the second rotary valve RV2 and the third rotary valve RV3. Therefore, the structure of the first rotary valve RV1 will be described below, and the description of the structures of the second rotary valve RV2 and the third rotary valve RV3 will be omitted.

[0029] As shown in Fig. 2(c), the first rotary valve RV1 includes a fixing plate RV1a fixed to the outer pipe 15 and the upper inner pipe 13, that is, fixed in the vertical direction (Z1 - Z2 direction) and the rotational direction (W1 - W2 direction), and a rotating plate RV1b supported vertically on the fixing plate RV1a and rotatable in the rotational direction (W1 - W2 direction). A plurality of through holes H1 slightly larger than the outer diameter of the RPF99 are formed in the fixing plate RV1a. Similarly, a plurality of through holes H2 slightly larger than the outer diameter of the RPF99 are formed in the rotating plate RV1b. The rotational position of the rotating plate RV1b is controlled by a command from the ECU130 (see Fig. 1) by a motor (rotary electric machine) or the like (not shown).

[0030] The first rotary valve RV1 configured as described above has the rotating plate RV1b rotationally controlled to a position where the phase of the position of the through hole H2 of the rotating plate RV1b is shifted with respect to the position of the through hole H1 of the fixed plate RV1a, thereby shielding the input chamber 41 and the standby chamber 42 from each other. Further, the first rotary valve RV1 has the rotating plate RV1b rotationally controlled to a position where the phase of the position of the through hole H2 of the rotating plate RV1b coincides with the position of the through hole H1 of the fixed plate RV1a, thereby connecting the input chamber 41 and the standby chamber 42 through the through hole H1 and the through hole H2, allowing the RPF99 to pass through.

[0031] [Regarding RPF fuel] Here, the RPF99 as solid fuel will be described. The RPF99 is, for example, made from general waste as raw material, solidified into a certain size like pellets as solid fuel, and is manufactured as so-called waste solid fuel. As general waste, things such as waste paper and waste plastic are separately collected, and the RPF99 has, for example, a lower calorific value of 24 to 28 [MJ / kg-dry]. In this embodiment, although the case where the RPF99 is formed as pellets is described, it may have any shape such as a cube shape or a powder shape. Also, the RPF99 is assumed to correspond to "RDF-5" according to ASTM standards, but as long as it has sufficient calorific value, it may correspond to "RDF-2" to "RDF-4". In this combustion gas output device 1, by using such RPF99 made from waste as fuel, the environmental performance can be improved compared to the case of using fossil fuels derived from petroleum such as gasoline.

[0032] [Operation of the combustion gas output device] Next, the operation of the combustion gas output device 1 according to this embodiment will be described with reference to FIG. 3. FIG. 3(a) is a schematic perspective view showing the case where the combustion gas output device is in the intake state, FIG. 3(b) is a schematic perspective view showing the case where the combustion gas output device is in the fuel supply state, and FIG. 3(c) is a schematic perspective view showing the case where the combustion gas output device is in the exhaust state.

[0033] (Intake process) As shown in Fig. 3(a), when the combustion gas output device 1 is in the intake state (intake process), the ECU 130 opens the intake valve VL3 and the relief valve VL2. As a result, as shown by arrow A1, air is supplied from the intake pipe 11 to the combustion chamber 20, and as shown by arrow A2, air is introduced into the combustion chamber 20 while being diffused. Also, as shown by arrow A3, part or all of the combustion gas generated in the previous combustion is led from the combustion gas storage chamber 31 to the relief valve VL2, and as shown by arrow A4, it is discharged to the outside of the combustion gas output device 1.

[0034] (Fuel supply process) Next, as shown in Fig. 3(b), when the combustion gas output device 1 transitions from the above intake state to the fuel supply state (fuel supply process), the ECU 130 closes the intake valve VL3 and the relief valve VL2, drives and opens the second rotary valve RV2 (connecting the through hole H1 and the through hole H2), and supplies it to the first section 21 of the combustion chamber 20 by allowing the RPF 99 to fall naturally as shown by arrow B1.

[0035] (Combustion gas ejection process) Subsequently, as shown in Fig. 3(c), when the combustion gas output device 1 transitions from the above fuel supply state to the combustion gas ejection state (combustion gas ejection process), the ECU 130 drives and closes the second rotary valve RV2, and ignites and burns the RPF 99 with a heating wire (not shown) (it may also be an ignition plug, burner, etc.). As a result, as shown by arrow A5, the combustion gas generated by the combustion of the RPF 99 is conducted and sent to the combustion gas storage chamber 31, and while the ejection valve VL1 is closed, the combustion gas is stored in the combustion gas storage chamber 31 at a high pressure. Then, the ECU 130 opens the ejection valve VL1 according to the timing of opening the intake valve 107 (see Fig. 1) of the internal combustion engine 100, and as shown by arrows A6 and A7, the combustion gas at high pressure in the combustion gas storage chamber 31 is supplied (ejected) from the intake port 106 of the internal combustion engine 100 to the cylinder 101 through the ejection pipe 14 and the air pipe 112, thereby pressing the piston 102, that is, driving the internal combustion engine 100.

[0036] In addition, in the combustion gas output device 1 according to the present embodiment, since the outer pipe 15 and the upper inner pipe 13 have a double pipe structure, the standby chamber 42 is heated through the upper inner pipe 13 by the heat of the combustion gas stored in the combustion gas storage chamber 31, and the RPF99 waiting in the standby chamber 42 is heated as preheating. Thereby, it is possible to facilitate the ignition of the RPF99 supplied to the combustion chamber 20, and it is possible to cool the combustion gas storage chamber 31 and the combustion chamber 20. That is, since the heat due to cooling can be reused for the preheating of the RPF99, the cooling loss can be reduced.

[0037] (For one cycle) As described above, the combustion gas output device 1 according to the present embodiment outputs combustion gas with an intake process, a fuel supply process, and a combustion gas ejection process as one cycle. However, since it burns RPF99, compared with a device that burns gasoline or the like, the time of one cycle becomes longer. Therefore, one cycle of the combustion gas output device 1 is used in accordance with a plurality of cycles (for example, 3 to 5 cycles) of the internal combustion engine 100. That is, in the combustion gas ejection process, the combustion gas stored in the combustion gas storage chamber 31 is controlled to be supplied to the cylinder 101 of the internal combustion engine 100 in multiple times by opening and closing the ejection valve VL1 according to a plurality of cycles of the internal combustion engine 100 (cycles in which the intake valve 107 is opened and closed multiple times). Thereby, the difference between the combustion speed of the RPF99 and the combustion speed of high-energy fuels such as gasoline can be eliminated, and the internal combustion engine 100 can be driven by the present combustion gas output device 1.

[0038] Note that after the end of one cycle in the present combustion gas output device 1, when not shifting to the next cycle, the ECU 130 closes the intake valve VL3, the relief valve VL2, and the ejection valve VL1 to prevent oxygen from being supplied to the combustion chamber 20, thereby stopping the combustion of the RPF99.

[0039] (Ash discharge process) Next, when the combustion gas output device 1 shifts to a state where it discharges the ash of RPF99 (when it is in the ash discharge process), the ECU 130 drives and opens the third rotary valve RV3 to communicate the combustion chamber 20 with the discharge passage 51 (see Fig. 2(b)). The ash after the combustion of RPF99 is discharged by allowing it to naturally fall into the discharge passage 51 and is finally discharged into an ash collection tank (not shown). Note that the ash of RPF99 has a volume of about 1 / 10 that of RPF99 before combustion. Therefore, it is not necessary to perform this ash discharge process every cycle of the combustion gas output device 1. The ash discharge process may be performed in response to the execution of a plurality of cycles (for example, about 2 to 10 cycles). The ash discharge process may be performed as a process separate from the above combustion gas ejection process, or may be performed simultaneously with the intake process or the fuel supply process, as long as it is not performed simultaneously with the above combustion gas ejection process.

[0040] [Summary of this embodiment] As described above, according to the combustion gas output device 1 according to this embodiment, the internal combustion engine 100 can be driven by the combustion gas obtained by burning RPF99, and the internal combustion engine 100 can be driven without using fossil fuels such as gasoline. Therefore, the environmental performance can be improved.

[0041] In addition, since RPF99 is a so-called waste solid fuel, the internal combustion engine 100 can be driven without requiring new fossil fuels, and the amount of carbon dioxide emissions can also be reduced, thereby improving the environmental performance.

[0042] In addition, by closing the second rotary valve RV2, RPF99 can be made to standby in the standby chamber 42 disposed outside the combustion gas storage chamber 31, and RPF99 can be preheated by the heat from the combustion gas storage chamber 31. Therefore, it is possible to easily ignite the RPF99 supplied to the combustion chamber 20 by opening the second rotary valve RV2. In addition, since the heat generated by the cooling of the combustion gas storage chamber 31 and the combustion chamber 20 can be reused for preheating RPF99, the cooling loss can be reduced.

[0043] Also, by closing the third rotary valve RV3, the combustion chamber 20 can be sealed, and by opening the third rotary valve RV3, the ash after combustion of the RPF99 accumulated in the first section 21 of the combustion chamber 20 can be discharged to the discharge passage 51.

[0044] [Possibilities of other embodiments] In addition, in the present embodiment described above, the RPF99 formed as pellets is described as being supplied through the first rotary valve RV1 and the second rotary valve RV2. However, for example, a structure may be adopted in which a plurality of RPF99 are covered so as to be held by a belt-like member such as a cartridge belt melted by heat, and the belt-like member of the RPF99 waiting by the combustion heat of the combustion chamber 20 melts and naturally falls to supply the RPF99 to the combustion chamber 20.

[0045] Further, the combustion gas output device 1 according to the present embodiment has been described as being provided for one of the cylinders 101 of the internal combustion engine 100. However, the present invention is not limited to this, and a configuration in which combustion gas is supplied from one combustion gas output device 1 to a plurality of cylinders 101 may be adopted. Particularly in this case, the combustion gas output device 1 may be arranged upstream of the intake manifold in the air flow direction.

[0046] Further, the combustion gas output device 1 according to the present embodiment has been described as being arranged between the intake manifold and the air pipe 112. However, the present invention is not limited to this, and the intake manifold and the air pipe 112 may be directly connected, and the present combustion gas output device 1 may be connected to a pipe branched from the air pipe 112. In this case, it is conceivable to provide a valve (check valve) so that the combustion gas ejected from the present combustion gas output device 1 does not flow back into the intake manifold.

[0047] In addition, in this embodiment, the internal combustion engine 100 has been described as using gasoline or the like as fuel. However, the present invention is not limited to this, and any internal combustion engine using any fuel such as light oil, LPG, hydrogen, natural gas, etc. may be used. Further, although the internal combustion engine has been described as a so-called reciprocating type, the present invention is not limited to this, and any structure such as a rotary type may be used.

[0048] In addition, in this embodiment, it has been described that the internal combustion engine 100 is switched between an engine drive mode in which fuel such as gasoline is burned to drive the internal combustion engine 100 and a combustion gas drive mode in which the internal combustion engine 100 is driven by combustion gas from the combustion gas output device 1. As the timing for performing this switching, for example, since combustion of gasoline or the like is more suitable when the internal combustion engine 100 is rotating at a high speed, it is conceivable to switch using a predetermined rotational speed as a threshold value. That is, it is conceivable that the combustion gas drive mode is executed when the internal combustion engine 100 is in a low rotation state, and the engine drive mode is executed when the internal combustion engine 100 is in a high rotation state.

[0049] In addition, in this embodiment, it has been described that the internal combustion engine 100 is switched between an engine drive mode in which fuel such as gasoline is burned to drive the internal combustion engine 100 and a combustion gas drive mode in which the internal combustion engine 100 is driven by combustion gas from the combustion gas output device 1. However, the present invention is not limited to this, and a so-called hybrid drive may be performed in which at least one of a plurality of cylinders 101 of the internal combustion engine 100 burns fuel such as gasoline and combustion gas is supplied to the other cylinders 101, that is, two modes are performed simultaneously.

Explanation of Reference Numerals

[0050] 1... Combustion gas output device / 20... Combustion chamber / 21... First compartment / 22... Second compartment / 31... Combustion gas storage chamber / 42... Waiting chamber / 51... Discharge passage / 99... RPF (Solid fuel) / 100... Internal combustion engine / 106... Intake port / RV2... Second rotary valve (Second valve) / RV3... Third rotary valve (Third valve) / VL1... Injection valve (First valve)

Claims

1. A combustion chamber having a first section where supplied solid fuel is ignited and burned, and a second section disposed inside the first section and communicating with the first section to conduct combustion gas generated by the combustion of the solid fuel; A combustion gas storage chamber communicating with the second section and storing the combustion gas; A first valve for opening and closing between the combustion gas storage chamber and an intake port of an internal combustion engine; The internal combustion engine is driven by supplying combustion gas from the intake port of the internal combustion engine to a cylinder of the internal combustion engine by opening the first valve. A combustion gas output device characterized by the above.

2. The solid fuel is waste solid fuel. The combustion gas output device according to claim 1, characterized by the above.

3. A standby chamber disposed outside the combustion gas storage chamber for waiting for the solid fuel to be supplied to the first section; A second valve for opening and closing between the standby chamber and the first section of the combustion chamber. The combustion gas output device according to claim 1, characterized by the above.

4. An exhaust passage for discharging ash of the burned solid fuel from the first section of the combustion chamber; A third valve for opening and closing between the first section of the combustion chamber and the exhaust passage. The combustion gas output device according to claim 1, characterized by the above.

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