vane-type internal combustion engine

Abstract

The present invention provides a vane-type internal combustion engine that can concentrate the vector of the explosive expansion pressure in the direction of rotation of the vane-type internal combustion engine. [Solution] The vane-type internal combustion engine 10 comprises a housing 11, a rotor 80, vanes 90, and vane grooves 82. The region in the housing 11 where the combustion stroke takes place is composed of a rotor-side region 16 surrounded by the housing 11, the rotor 80, and the vanes 90, and a combustion chamber 110 formed in a part of the housing 11 different from the rotor-side region 16, and formed to communicate with the rotor-side region 16, where fuel is detonated. The combustion chamber 110 is provided with a combustion chamber high-pressure gas ejection nozzle 112 that ejects the high-pressure combustion gas generated in the combustion chamber 110, and the rotor 80 is provided with a rotor pressure receiving surface 84 that receives the high-pressure combustion gas ejected from the combustion chamber high-pressure gas ejection nozzle 112.

Description

Technical Field

[0001] The present invention relates to a vane type internal combustion engine that concentrates a pressure vector in the rotational direction of a rotor.

Background Art

[0002] Generally, a vane type internal combustion engine includes a housing, a rotor disposed rotatably, and a plurality of vanes inserted into vane grooves formed in the rotor and rotated together with the rotor to partition a hollow portion formed between the inner peripheral surface of the housing and the outer peripheral surface of the rotor into a plurality of hollow chambers.

[0003] In any one of the plurality of hollow chambers, high-temperature and high-pressure combustion high-pressure gas is generated by an explosion stroke. Various pressure vector adjustment structures have been proposed to concentrate this combustion high-pressure gas into a rotational force.

[0004] For example, in those described in Patent Document 1 and Patent Document 2, in the combustion chamber, the pressure of the combustion high-pressure gas is converted into a rotational force by increasing the area on which the pressure vector acts perpendicular to the vane on the rotation direction side or the side surface of the combustion chamber.

[0005] The structure of a hydrogen engine proposed conventionally is based on the excessive heating of the intake manifold due to backfire and the easy ignition property of hydrogen. Also, in the engine, knocking has been normalized and the modification of the structure has been left unattended.

[0006] For example, in the invention described in Patent Document 3, in order to suppress excessive heating of the intake manifold due to backfire, since backfire reaches the intake port and intake manifold, the hydrogen engine is equipped with a first water injection means that injects water into the intake port and a second water injection means that injects water into the intake manifold, both of which are provided in each cylinder. In addition, a sensor is provided to detect the occurrence of backfire in the intake passage of each cylinder. In this example, there are four cylinders, and there are a total of five water injection injectors: four for each cylinder and one for the intake passage.

[0007] For example, Patent Document 4 describes a knock suppression device for an engine equipped with a water injection valve that injects water into the combustion chamber, which includes a control device that controls the injection start time and injection amount of the water injection valve, and is characterized by controlling the injection to occur in the later stages of the engine's exhaust valve opening and during a predetermined period before the intake valve opens. Knocking is suppressed by using water injection to scavenge residual exhaust gas and lower its temperature through the expansion of water vapor. [Prior art documents] [Patent Documents]

[0008] [Patent Document 1] Japanese Patent Application Publication No. 2001-115849 [Patent Document 2] Japanese Patent Publication No. 2008-45513 [Patent Document 3] Japanese Patent Publication No. 2016-118109 [Patent Document 4] Japanese Patent Publication No. 2013-24094 [Overview of the project] [Problems that the invention aims to solve]

[0009] The combustion chamber pressure vector adjustment structure described in Patent Document 1 involves attaching a partition ring between the housing and the center axis, and mounting the partition plates radially toward the housing using the center ring so that each partition plate can slide around the center axis. This structure is configured to convert the pressure of the combustion high-pressure gas into rotational force by increasing the area over which a pressure vector acts perpendicularly to the side surface of the partition plate on the rotational direction side of the combustion chamber.

[0010] Furthermore, the combustion chamber pressure vector described in Patent Document 2 has multiple vanes that divide the hollow portion formed between the inner surface of the housing and the outer surface of the rotor into multiple hollow chambers. By increasing the area over which the pressure vector acts perpendicularly to the rotational side surface of the multiple rotor recesses, the pressure vector of the combustion high-pressure gas is converted into rotational force.

[0011] In either case, the combustion chamber pressure vector represents the rotational force as the difference between the forces acting in all directions and the forces acting in the opposite direction. In other words, vane-type internal combustion engines were at risk of being less efficient than reciprocating engines, which extract more power from the pressure at the top of the piston.

[0012] In conventionally proposed hydrogen engines, even a four-cylinder engine like the one described in Patent Document 3 requires five injectors and sensors, as well as electronic equipment to control them, which increases costs.

[0013] Furthermore, in the example described in Patent Document 4, suppressing engine knocking by water injection required one water injection valve per cylinder and electronic equipment to control it, which increased costs.

[0014] The present invention aims to solve the above-mentioned problems and to provide a vane-type internal combustion engine that can concentrate the vector of the explosion expansion pressure in the rotational direction of the vane-type internal combustion engine. A secondary problem to be solved is to eliminate electrical failures by eliminating electronic components from the fuel injection nozzle. [Means for solving the problem]

[0015] The invention described in claim 1 is a vane-type internal combustion engine comprising: a housing; a rotor housed eccentrically with respect to the axis of the housing and rotatable within the housing; a plurality of vanes sliding against the inner circumferential surface of the housing; and a plurality of vane grooves arranged on the rotor on which the vanes slide, The region in the housing where the explosion stroke takes place is composed of a rotor-side region surrounded by the housing, the rotor, and the vanes, and a combustion chamber formed in a portion of the housing different from the rotor-side region, and which is configured to communicate with the rotor-side region, and in which fuel is exploded. The combustion chamber is provided with a combustion chamber high-pressure gas ejection nozzle that ejects the high-pressure combustion gas generated in the combustion chamber. The rotor is provided with a rotor pressure receiving surface that receives the combustion high-pressure gas ejected from the combustion chamber high-pressure gas ejection nozzle.

[0016] According to this design, by receiving the high-pressure combustion gas ejected from the combustion chamber's high-pressure gas injection nozzle on the rotor's pressure-receiving surface, the vector of the explosion expansion pressure can be concentrated in the direction of rotation of the vane-type internal combustion engine. Furthermore, by dividing the region where the explosion stroke takes place into a rotor-side region and a combustion chamber, the degree of freedom in the shape and size of the combustion chamber is increased.

[0017] Furthermore, the housing is provided with a combustion high-pressure gas distribution path that is in communication with the combustion chamber and into which the combustion high-pressure gas can flow. A switching valve is provided on the side of the combustion chamber opposite the combustion chamber high-pressure gas injection nozzle, and by rotating the switching valve, it is possible to switch whether or not to allow the combustion high-pressure gas to flow into the combustion high-pressure gas distribution path. The combustion high-pressure gas distribution path is provided with a sub-nozzle capable of ejecting the combustion high-pressure gas toward the rotor pressure receiving surface.

[0018] According to this, by ejecting the combustion high-pressure gas from the sub-nozzle, the pressure vector of the combustion high-pressure gas in the rotational direction can be concentrated.

[0019] Further, in a region facing the rotor-side region of the rotor, a reversing portion is provided for reversing the combustion high-pressure gas received by the rotor pressure receiving surface and applying it again to the rotor pressure receiving surface.

[0020] According to this, by reversing the combustion high-pressure gas by the reversing portion and applying it again to the rotor pressure receiving surface, the efficiency of the vane type internal combustion engine can be improved.

[0021] Further, in a portion facing the region where the supercharging stroke of the housing is performed, a supercharging air introduction passage through which the compressed air generated during the supercharging stroke flows in is formed. In the supercharging air introduction passage, an air switching valve is provided for switching whether or not to allow the compressed air to flow into the combustion chamber during the supercharging stroke. By rotating the air switching valve, the supercharging air introduction passage can be opened and closed. The compressed air is allowed to flow into the combustion chamber.

[0022] According to this, by allowing the compressed air to flow into the combustion chamber, it becomes possible to extrude the combustion residual gas in the combustion chamber.

[0023] Further, hydrogen is used as the fuel, and a fuel injection nozzle for injecting the hydrogen into the combustion chamber is provided. The fuel injection nozzle includes a water flow passage through which water flows, a hydrogen flow passage through which the hydrogen flows, and a communication water passage communicating with the water flow passage. A water opening / closing valve is provided in the water flow passage, and a hydrogen opening / closing valve is provided in the hydrogen flow passage. The water opening / closing valve is operated by the flowing-in water, and the hydrogen opening / closing valve is operated by the water flowing in from the communication water passage. When water at a predetermined water pressure flows in from the connecting water channel, the hydrogen on / off valve opens, and the hydrogen flows into the hydrogen flow passage. Simultaneously, when water at a water pressure higher than the predetermined water pressure flows into the water flow passage, the water on / off valve opens, and the hydrogen and water are injected simultaneously.

[0024] According to this, the injection system operates mechanically and, lacking electronic components, eliminates electrical failures. By diffusing water into the hydrogen gas, evaporation of the water can be promoted during explosive combustion. The expansion force of the evaporated water can be used to compensate for the power reduction caused by hydrogen fuel, making it possible to increase power output. [Brief explanation of the drawing]

[0025] [Figure 1] This is an explanatory diagram of a vane-type internal combustion engine according to one embodiment of the present invention. [Figure 2] This is an explanatory diagram showing a more advanced rotational phase than Figure 1 of the same embodiment. [Figure 3] This is an exploded perspective view of the same embodiment. [Figure 4] This table shows the timing transitions for the first and second rotations of the rotor in the same embodiment. [Figure 5] This is a timing transition diagram for a vane-type internal combustion engine. [Figure 6] This is a continuation of Figure 5, which shows the timing transition diagram for a vane-type internal combustion engine. [Figure 7] This is an explanatory diagram that is slightly rotated and phase advanced from Figure 1 of the same embodiment. [Figure 8] This is an enlarged diagram illustrating the area around the primary and secondary valves. [Figure 9] This is an explanatory diagram of the operation of the primary and secondary valves. [Figure 10] This is a diagram illustrating the operation of the primary and secondary valves, a continuation of Figure 9. [Figure 11] This is a diagram illustrating the operation of the primary and secondary valves, a continuation of Figure 10. [Figure 12] This is a diagram illustrating the operation of the primary and secondary valves, a continuation of Figure 11. [Figure 13]This is an explanatory diagram of the passage layout for high-pressure combustion gases. [Figure 14] This is an explanatory diagram of the passage arrangement for the combustion high-pressure gas as viewed from the axial direction of the housing. [Figure 15] This is a diagram illustrating the combustion chamber. [Figure 16] This is an explanatory diagram of the area around the combustion chamber as seen from the axial direction of the housing. [Figure 17] This is a cross-sectional view of a fuel injection nozzle. [Figure 18] This is an explanatory diagram of the nozzle tip. [Figure 19] This is an explanatory diagram of the fuel injection nozzle in a stationary position. [Figure 20] This is an explanatory diagram of fuel injection nozzle operation. [Modes for carrying out the invention]

[0026] An embodiment of the vane-type internal combustion engine according to the present invention will be described with reference to the drawings.

[0027] The vane-type internal combustion engine 10 of this embodiment is generally configured to sequentially repeat the following strokes in one cycle: explosion, expansion, exhaust, intake (air intake), compression (air compression), supercharging, scavenging, intake (compressed air intake), and compression (second air compression).

[0028] As shown in Figures 1-3, 7, etc., the vane-type internal combustion engine 10 comprises a housing 11, a rotatable rotor 80 housed within the housing 11, and vanes 90 mounted on the rotor 80. A hollow space is formed in the gap between the housing 11 and the rotor 80.

[0029] The housing 11 is divided into four parts: a center housing section 20, side housing sections 70, 70 located on both sides of the center housing section 20 in the axial direction (front-to-back direction in Figures 1, 2, 7, etc.), and an engine head 50. Details of the center housing section 20 and the engine head 50 will be described later.

[0030] Each side housing portion 70 is formed in a flat shape, as shown in Figure 3, and is mounted on the center housing portion 20 so as to block the rotor 80 in the axial direction. Each side housing portion 70 also has a main support hole 71 for supporting the rotation axis 81 of the rotor 80 (described later), a first support hole 72 for supporting the primary valve 120, a second support hole 73 for supporting the secondary valve 140, and elongated arc-shaped holes that serve as the intake port 74 and exhaust port 75.

[0031] As shown in Figures 1-3, 7, etc., the intake port 74 is formed in the shape of an arc-shaped elongated hole that communicates with the outside from the side housing portion 70 so that air can be drawn in.

[0032] As shown in Figures 1-3, 7, etc., the exhaust port 75 is formed in the shape of an arc-shaped elongated hole on the rear side of the intake port 74 in the rotational direction R1 of the rotor 80, so as to communicate with the outside from the side housing portion 70.

[0033] The intake port 74 and exhaust port 75 are formed as elongated holes in the rotor 80, corresponding to the direction of rotation of the recess 83, which will be described later. When the recess 83 aligns with the intake port 74, intake is possible, and when the recess 83 aligns with the exhaust port 75, exhaust is possible.

[0034] As shown in Figures 1-3, 7, etc., the rotor 80 is formed in a substantially cylindrical shape with a width (length in the axial direction) approximately the same as the width (length in the axial direction) of the center housing portion 20, and is positioned with its center of rotation eccentrically with respect to the axis of the center housing portion 20. A rotating shaft 81, which serves as the power output shaft, is positioned at the center of rotation of the rotor 80.

[0035] As shown in Figures 1-3, 7, etc., the rotor 80 has vane grooves 82 formed radially from the rotating shaft 81 side toward the radially outward side of the rotating shaft 81, on which the vanes 90 slide. Five vane grooves 82 are formed across the entire width of the rotor 80, with equal angles between them.

[0036] As shown in Figures 1-3, 7, etc., a vane 90 is inserted into each vane groove 82. A vane compression spring (not shown) is placed between the vane 90 and the vane groove 82, biasing the vane 90 toward the inner circumferential surface 20a of the center housing portion 20.

[0037] Five recesses 83 are formed on the outer circumferential surface 80a of the rotor 80, with equal angles between them when viewed from the axial direction.

[0038] A rotor pressure receiving surface 84 is provided in the recess 83 to receive the high-pressure combustion gas ejected from the combustion chamber high-pressure gas ejection nozzle 112. The rotor pressure receiving surface 84 is formed as a flat surface on the front side of the recess 83 in the rotational direction R1 of the rotor 80.

[0039] In the recess 83, the region facing the rotor-side region 16 of the rotor 80 (described later) is provided with a reversal section 85 that reverses the high-pressure combustion gas received by the rotor pressure receiving surface 84 and directs it back onto the rotor pressure receiving surface 84.

[0040] As shown in Figures 8 to 12, the reversal section 85 is composed of a gas flow reversal guide pipe 86 and a gas flow reversal guide rod 87.

[0041] The gas flow reversal guide pipe 86 is formed in a roughly J-shape with an opening on the front side in the rotational direction R1 of the rotor 80. The gas flow reversal guide rod 87 is cylindrical and arranged axially within the gas flow reversal guide pipe 86. The gas flow reversal guide rod 87 is supported by a support member (not shown).

[0042] Regarding the vane 90 and the vane tip seal 95, they are the same as the vane and vane tip seal described in the present applicant's previous patent application No. 2011-115032 (Japanese Patent Publication No. 2012-241672), so a detailed explanation is omitted.

[0043] As shown in Figures 1-3, 7, etc., the vanes 90 are inserted into vane grooves 82 formed in the rotor 80. Each vane 90 is arranged to divide the hollow portion into five chambers (A, B, C, D, E).

[0044] The recesses 83 of the rotor 80 mentioned above are formed within each chamber (A, B, C, D, E).

[0045] Each vane 90 is a component made of carbon impregnated with metal, as shown in Figures 1-3, 7, etc., and is formed in the shape of a rectangular flat plate.

[0046] On the inner circumferential surface 20a side of the center housing portion 20 of the vane 90, a tip seal groove portion 91 is formed along the entire axial direction of the rotor 80, recessed toward the rotation axis 81 side of the rotor 80, into which a vane tip seal 95, described later, can be fitted.

[0047] As shown in Figures 1-3, 7, etc., the vane tip seal 95 is formed in a prismatic shape from a material made of carbon impregnated with metal, and is fitted throughout the entire tip seal groove 91.

[0048] As shown in Figures 1-3, 7, 8-12, etc., the center housing portion 20 is formed from a single, substantially cylindrical member and has an inner circumferential surface 20a formed by cutting out a substantially circular shape around its axis.

[0049] As shown in Figure 16, the inner circumferential surface 20a of the center housing portion 20 is cast from a light metal such as aluminum alloy to reduce weight by casting the housing inner circumferential surface pipe 39 into the housing.

[0050] Furthermore, valve insertion hole forming grooves 22, which are formed as bottomed grooves with a semicircular cross-section and constitute the primary valve insertion holes 17, are provided around the inner circumferential surface 20a of the center housing portion 20 and on the surface 20c facing the engine head 50.

[0051] A second supercharging air intake port 23 is provided in the axial central part of the center housing portion 20, formed as a through-hole that penetrates from the inner circumferential surface 20a of the center housing portion 20 to the bottom surface of the valve insertion hole forming groove 22.

[0052] On the right side of the paper, such as in Figure 1, a discharge hole 24 is provided in the axial central part of the center housing portion 20, which can discharge high-pressure combustion gas to the outside from the inner circumferential surface 20a of the center housing portion 20.

[0053] A valve opening 25 is provided near the inlet of the high-pressure combustion gas at the discharge port 24. A valve opening 26 is provided in the valve opening 25, and the valve opening 26 is biased by a valve opening spring 27 to close the discharge port 24. The valve opening spring 27 is set to allow the high-pressure combustion gas to flow but not the compressed air.

[0054] The portion of the center housing 20 facing the area where the supercharging stroke described later takes place is provided with a supercharging intake 28 that allows communication from the inner circumferential surface 20a to the first bottomed groove 29 described later, and into which compressed air generated during the supercharging stroke can be introduced.

[0055] The center housing section 20 is provided with a first bottomed groove 29 and a second bottomed groove 30.

[0056] The first bottomed groove 29 is formed as a rectangular-shaped bottomed groove in the axial direction of the center housing portion 20, extending from one end face to the other (in the paper, such as Figure 1, on the near side, it is a bottomed groove extending from the near end face to the far end face, and on the far side, it is a bottomed groove extending from the far end face to the near end face). It is formed to communicate with the supercharger intake port 28 at one end and with a valve insertion hole forming groove 22 at the other end, through which the primary valve 120 can be inserted.

[0057] The second bottomed groove 30 is formed as a rectangular-shaped bottomed groove in the axial direction of the center housing portion 20, extending from one end face to the other (in the paper, such as Figure 1, on the near side, it is a bottomed groove extending from the near end face to the far end face, and on the far side, it is a bottomed groove extending from the far end face to the near end face). It is formed to communicate with the valve insertion hole forming groove 22 at one end and to communicate with the third bottomed groove 52 of the engine head 50, which will be described later, at the other end.

[0058] In the center housing portion 20, near the valve insertion hole forming groove 22 and in the central part in the axial direction, one portion of the combustion chamber 110 can be positioned, and a combustion chamber positioning recess 31 is formed that penetrates from the surface 20c facing the engine head 50 to the inner circumferential surface 20a.

[0059] In the axial central portion of the center housing portion 20, a fuel injection nozzle arrangement recess 32 is formed, which is a through-hole communicating from the outer peripheral surface 20b to the combustion chamber arrangement recess 31, and in which a fuel injection nozzle 200, described later, can be arranged.

[0060] A high-pressure gas injection nozzle section 33 is provided on the inner circumferential surface 20a side of the center housing section 20 of the fuel injection nozzle arrangement recess 32. The high-pressure gas injection nozzle section 33 is formed as an arc-shaped curved hole to correspond to the combustion chamber high-pressure gas ejection nozzle 112, which will be described later.

[0061] The curved high-pressure gas injection nozzle section 33 causes the vanes 90 and vane tip seals 95 to gradually come into contact with the inner circumferential surface 20a of the center housing section 20 in the axial direction of the rotor 80 as they slide, resulting in smoother sliding and reducing the load on the vanes 90 and vane tip seals 95, thereby extending their lifespan.

[0062] The center housing portion 20 is provided with a rectangular-shaped closed-bottom groove (in the paper, such as Figure 1, on the front side, it is a closed-bottom groove from the front end face to the back end face, and on the back side, it is a closed-bottom groove from the back end face to the front end face) formed in the axial direction of the center housing portion 20, and which can communicate with the distribution channel forming groove 53 of the engine head 50, which will be described later, and into which high-pressure combustion gas generated in the explosion stroke can flow.

[0063] The center housing portion 20 is provided with a first sub-nozzle forming hole 35 that penetrates from the surface 20c facing the engine head 50 to the inner circumferential surface 20a, and a second sub-nozzle forming hole 36.

[0064] The distribution channel forming groove 34, the first sub-nozzle forming hole 35, and the second sub-nozzle forming hole 36 are formed to communicate with each other, allowing combustion high-pressure gas to flow through them.

[0065] The portion of the first sub-nozzle forming hole 35 on the inner circumferential surface 20a side is designated as the first sub-nozzle 37, and the portion of the second sub-nozzle forming hole 36 on the inner circumferential surface 20a side is designated as the second sub-nozzle 38.

[0066] In the rotational direction R1 of the rotor 80, the high-pressure gas injection nozzle section 33, the first sub-nozzle 37, and the second sub-nozzle 38 are arranged in that order.

[0067] The high-pressure gas injection nozzle section 33, the first sub-nozzle 37, and the second sub-nozzle 38 can inject combustion high-pressure gas onto the rotor pressure receiving surface 84, which will be described later.

[0068] The engine head 50 is formed in a roughly triangular prism shape, as shown in Figures 1-3, 7, 8-12, etc.

[0069] A valve insertion hole forming groove 51 is provided on the engine head 50's surface 50a facing the center housing portion 20 and corresponding to the valve insertion hole forming groove 22. This groove is formed as a closed-bottom groove with a partially missing circular cross-section and constitutes the primary valve insertion hole 17, which will be described later.

[0070] When the center housing portion 20 and the engine head 50 are assembled in a superimposed state, the area enclosed by the valve insertion hole forming groove 22 and the valve insertion hole forming groove 51 is formed as a primary valve insertion hole 17 through which the primary valve 120 can be inserted.

[0071] A third bottomed groove 52 is provided in the engine head 50. The third bottomed groove 52 is formed as a rectangular-shaped bottomed groove in the engine head 50, extending from one end face to the other end face in the axial direction of the center housing portion 20 (in the paper, such as Figure 1, on the near side, it is a bottomed groove extending from the near end face to the far end face, and on the far side, it is a bottomed groove extending from the far end face to the near end face). It is configured to communicate with the second bottomed groove 30 at one end and to communicate with the secondary valve insertion hole 54 of the engine head 50, which will be described later, at the other end.

[0072] The area enclosed by the first bottomed groove 29 and the side housing portion 70 is defined as the first half of the supercharger air conduit 12, and with the second bottomed groove 30 and the third bottomed groove 52 connected, the area enclosed by the second bottomed groove 30, the third bottomed groove 52 and the side housing portion 70 is defined as the second half of the supercharger air conduit 13.

[0073] The engine head 50 is provided with a distribution channel forming groove 53, which is formed as a rectangular cross-section closed groove extending from one end face to the other end face in the axial direction of the center housing portion 20 (in the paper, such as Figure 1, on the front side, it is a closed groove extending from the front end face to the rear end face, and on the rear side, it is a closed groove extending from the rear end face to the front end face), and is able to communicate with the combustion chamber 110, allowing high-pressure combustion gas generated in the explosion stroke to flow in.

[0074] The area enclosed by the distribution channel forming groove 34, the distribution channel forming groove 53, and the side housing portion 70 is defined as the combustion high-pressure gas distribution channel 14.

[0075] The engine head 50 is provided with a secondary valve insertion hole 54, which is formed as a circular cross-sectional through-hole extending from one end face to the other in the axial direction of the center housing portion 20, and through which a secondary valve 140 can be inserted.

[0076] The engine head 50 is provided with a primary-secondary connecting hole 55 formed to connect the valve insertion hole forming groove 51 and the secondary valve insertion hole 54.

[0077] The engine head 50 is provided with a combustion chamber arrangement recess 56 that allows the other portion of the combustion chamber 110 to be positioned and extends from the opposing surface 50a to the secondary valve insertion hole 54.

[0078] A spark plug mounting recess 57, formed as a stepped hole, is provided so as to communicate with the combustion chamber mounting recess 56 from the outer peripheral surface 50b of the engine head 50.

[0079] A spark plug 58 is installed in the spark plug placement recess 57.

[0080] As shown in Figures 8-12, 15, and 16, the combustion chamber 110 is made of hydrogen-resistant heat-resistant stainless steel and is constructed separately from the center housing 20 and the engine head 50.

[0081] The combustion chamber 110 is divided into two parts and cast together to match the shape of the center housing 20 and the engine head 50.

[0082] The combustion chamber 110 is formed in a roughly triangular prism shape when viewed from the axial direction, has a hollow space inside, and is capable of exploding hydrogen gas inside.

[0083] In the assembled state, the combustion chamber 110 has a roughly rectangular combustion chamber opening 111 on the side of the secondary valve 140, which will be described later. On the side of the combustion chamber 110 opposite the combustion chamber opening 111, a combustion chamber high-pressure gas injection nozzle 112 is provided.

[0084] The combustion chamber high-pressure gas injection nozzle 112 is curved in an arc shape and is formed to be slightly separated from the inner circumferential surface 20a of the center housing portion 20, and is connectable to the high-pressure gas injection nozzle portion 33.

[0085] This ensures freedom in the processing and material of the housing 11 by preventing contact with the vane 90 and the vane tip seal 95.

[0086] The combustion chamber 110 has a nozzle connection hole 113 that can be connected to a fuel injection nozzle 200.

[0087] The combustion chamber 110 has a spark plug connection hole 114 that allows communication between the spark plug 58, which is disposed in the spark plug placement recess 57, and the combustion chamber (omitted in Figures 15 and 16).

[0088] The combustion chamber 110 is located in the area enclosed by the combustion chamber arrangement recess 31 of the center housing portion 20 and the combustion chamber arrangement recess 56 of the engine head 50.

[0089] The region in the housing 11 where the explosion stroke takes place consists of a rotor-side region 16 surrounded by the housing 11, the rotor 80, and the vane 90, and a combustion chamber 110 formed in a part of the housing 11 different from the rotor-side region 16, and which is formed to communicate with the rotor-side region 16, and where the fuel is exploded.

[0090] As shown in Figures 3, 8-12, etc., the primary valve 120 has a large-diameter portion 121 and a small-diameter portion 122 formed to be smaller in diameter than the large-diameter portion 121, and is formed so that the center housing portion 20 and the side housing portion 70 can be inserted through the center housing portion 20 in the axial direction.

[0091] The primary valve 120 has a fan-shaped notch 123 at the axial end of the center housing portion 20 of the large-diameter portion 121. The notch 123 is formed to communicate with the first bottomed groove 29 which constitutes the first half portion 12 of the supercharger air conduit and the second bottomed groove 30 which constitutes the second half portion 13 of the supercharger air conduit.

[0092] The primary valve 120 has a supercharger connection hole 124 located in the axial center of the center housing portion 20 of the large-diameter portion 121, which is capable of communicating with the second supercharger intake 23 and the primary-to-secondary connection hole 55. In this embodiment, the supercharger connection hole 124 is formed with a slight bend.

[0093] As shown in Figures 3, 8-12, etc., the secondary valve 140 has a large-diameter portion 141 and a small-diameter portion 142 formed to be smaller in diameter than the large-diameter portion 141, and is formed so that the center housing portion 20 and the side housing portion 70 can be inserted through the center housing portion 20 in the axial direction.

[0094] A hollow hole 143 is formed in the large-diameter portion 141 along the axial direction of the center housing portion 20.

[0095] The large-diameter section 141 is provided with a combustion high-pressure gas switching section 144, which is cut out in a wide, arc-shaped manner when viewed from the axial direction of the center housing section 20. The combustion high-pressure gas switching section 144 is formed to enable communication between the combustion chamber 110 and the combustion high-pressure gas distribution passage 14 (number 1).

[0096] The large-diameter portion 141 is provided with a supercharger switching portion 145, which is cut out in a wide arc shape when viewed from the axial direction of the center housing portion 20 and is formed as a stepped hole that communicates with the hollow hole 143 (number 2).

[0097] The large-diameter section 141 is provided with a second supercharger nozzle 147, which is cut out in a wide arc shape when viewed from the axial direction of the center housing section 20 and is formed as a stepped hole that communicates with the hollow hole 143 (number 3). The second supercharger nozzle 147 is formed to the same width as the combustion chamber opening 111.

[0098] The large-diameter section 141 is provided with a first supercharger nozzle 146 (number 4), which is cut out in a wide arc shape when viewed from the axial direction of the center housing section 20 and is formed as a stepped hole that communicates with the hollow hole 143. The first supercharger nozzle 146 is formed to the same width as the combustion chamber opening 111.

[0099] The turbocharger switching section 145 and the first turbocharger nozzle 146 connect the latter half of the turbocharger guide 13 and the combustion chamber 110, making it possible to send compressed air, generated in the turbocharging process and taken in from the turbocharger intake 28, into the combustion chamber 110.

[0100] The supercharger switching section 145 and the second supercharger nozzle 147 connect the primary and secondary connecting hole 55 to the combustion chamber 110, making it possible to send compressed air taken in from the second supercharger intake 23 into the combustion chamber 110.

[0101] A large-toothed pulley 160 is attached to the rotating shaft 81 of the rotor 80, and via a toothed belt 161, it transmits the driving force generated from the vane-type internal combustion engine 10 to a valve shaft toothed pulley 162 attached to the primary valve 120.

[0102] A primary valve drive gear 164 is attached to the primary valve 120, and a secondary valve drive gear 166 is attached to the secondary valve 140. The driving force generated from the vane-type internal combustion engine 10 can be transmitted to the primary valve 120 and the secondary valve 140 via a large-toothed pulley 160 attached to the rotating shaft 81 of the rotor 80, a toothed belt 161, and a large-toothed pulley 160 attached to the primary valve 120.

[0103] As shown in Figures 17-20, the fuel injection nozzle 200 is inserted into the fuel injection nozzle placement recess 32 of the center housing portion 20. A fuel pipe (not shown) is connected to the end of the fuel injection nozzle 200 opposite to the mixed gas injection side via a pipe fitting (not shown).

[0104] The fuel injection nozzle 200 comprises a valve body 210 (not shown) located on the fuel pipe side, a valve case 230, an injection nozzle mounting member 250, a mounting spacer 270, and a tip nozzle 290.

[0105] The valve body 210 is formed in a stepped cylindrical shape and comprises a flange portion 211, a large-diameter portion 212 formed to be smaller in diameter than the flange portion 211, and a small-diameter portion 213 formed to be smaller in diameter than the large-diameter portion 212.

[0106] The valve body 210 is provided with a through hole 214 that penetrates along the axial direction. The through hole 214 includes a water inlet portion 215 into which water flows, a large inner diameter portion 216, a medium inner diameter portion 217 formed to be smaller in diameter than the large inner diameter portion 216, and a small inner diameter portion 218 formed to be smaller in diameter than the medium inner diameter portion 217.

[0107] The small diameter portion 213 is designed to be screwable with the first large inner diameter portion 254 of the injection nozzle mounting member 250, which will be described later.

[0108] The water inlet section 215 is designed to be screwable with water piping.

[0109] The valve body 210 is provided with a water distribution hole 219 that penetrates from the outer surface of the large diameter portion 212 toward the large inner diameter portion 216.

[0110] The water distribution hole 219 is a connecting water channel 204 that distributes pressurized water flow to move multiple sleeve valve push pins 342.

[0111] The large-diameter section 212 is provided with a hydrogen gas space forming groove 220, which is formed as a bottomed groove extending from the outer circumferential surface to the inner circumferential surface.

[0112] A hydrogen gas passage hole 221 is formed on the valve body 210, on the end face opposite to the water inlet 215, and extends toward the water inlet 215. In this embodiment, four hydrogen gas passage holes 221 are arranged at equal intervals when viewed from the axial direction of the fuel injection nozzle 200.

[0113] A hydrogen introduction hole 222 is provided so as to communicate with the hydrogen gas space forming groove 220 and the hydrogen gas passage hole 221.

[0114] The valve case 230 comprises a large-diameter portion 231 and a small-diameter portion 232 formed to be smaller in diameter than the large-diameter portion 231, and is formed in a stepped cylindrical shape.

[0115] The valve case 230 is provided with a through-hole 233 that penetrates along the axial direction of the fuel injection nozzle 200. The through-hole 233 comprises a large inner diameter portion 234 and a small inner diameter portion 235 formed to be smaller in diameter than the large inner diameter portion 234.

[0116] The valve case 230 is provided with a hydrogen gas inlet hole 236 that penetrates from the outer circumferential surface to the inner circumferential surface.

[0117] The hydrogen gas inlet hole 236 comprises a hydrogen gas inlet portion 237 and a smaller diameter portion 238 formed to be smaller in diameter than the hydrogen gas inlet portion 237.

[0118] The hydrogen gas inlet section 237 is designed to be screwable with the hydrogen gas piping.

[0119] The valve case 230 is provided with a valve guide placement hole 239 that penetrates from the outer circumferential surface to the inner circumferential surface, allowing for the placement of a valve guide 325, which will be described later.

[0120] The injection nozzle mounting member 250 comprises a large-diameter portion 251 and a small-diameter portion 252 formed to be smaller in diameter than the large-diameter portion 251, and is formed in a stepped cylindrical shape.

[0121] The small-diameter portion 252 is designed to be screwable into the fuel injection nozzle arrangement recess 32.

[0122] The injection nozzle mounting member 250 is provided with a through hole 253 that penetrates along the axial direction.

[0123] The through hole 253 comprises a first large inner diameter portion 254, a second large inner diameter portion 255 formed to have approximately the same inner diameter as the first large inner diameter portion 254, and a small inner diameter portion 256 formed to have a smaller diameter than the first large inner diameter portion 254 and the second large inner diameter portion 255.

[0124] The first large inner diameter portion 254 is designed to be screwable with the small diameter portion 213 of the valve body 210. The small inner diameter portion 256 is formed with a step.

[0125] The second large inner diameter portion 255 is designed to be screwable with the outer circumferential surface of the mounting spacer 270.

[0126] Outside the small inner diameter portion 256, a hydrogen gas passage hole 257 is provided that penetrates along the axial direction of the fuel injection nozzle 200, from the stepped surface between the first large inner diameter portion 254 and the small inner diameter portion 256 to the stepped surface between the second large inner diameter portion 255 and the small inner diameter portion 256.

[0127] In this embodiment, the hydrogen gas passage holes 257 are arranged at equal intervals in four locations when viewed from the axial direction of the fuel injection nozzle 200, and are arranged to communicate with the hydrogen gas passage holes 221 of the valve body 210.

[0128] The mounting spacer 270 is formed in a cylindrical shape and has a through hole 271 that penetrates along the axial direction of the fuel injection nozzle 200. The through hole 271 comprises a large inner diameter portion 272 and a small inner diameter portion 273 that is smaller in diameter than the large inner diameter portion 272.

[0129] The outer circumferential surface of the mounting spacer 270 is provided with a threaded portion 274 that can be screwed into the second large inner diameter portion 255 of the injection nozzle mounting member 250.

[0130] The large inner diameter portion 272 is designed to be screwable with the large diameter portion 291 of the tip nozzle 290.

[0131] The small inner diameter portion 273 is formed with a step. Outside the small inner diameter portion 273, a hydrogen gas passage hole 275 is provided that penetrates along the axial direction from the end face of the mounting spacer 270 on the injection nozzle mounting member 250 side to the step surface between the large inner diameter portion 272 and the small inner diameter portion 273.

[0132] In this embodiment, the hydrogen gas passage holes 275 are arranged at equal intervals in four locations when viewed from the axial direction of the fuel injection nozzle 200, and are arranged to communicate with the hydrogen gas passage holes 257 of the injection nozzle mounting member 250, and are formed to be inclined toward the small inner diameter portion 273.

[0133] The tip nozzle 290 comprises a large-diameter portion 291 and a small-diameter portion 292 formed to be smaller in diameter than the large-diameter portion 291, and is formed in a stepped cylindrical shape.

[0134] The tip nozzle 290 is provided with a water passage hole 293, which is formed as a bottomed hole extending from the end face on the mounting spacer 270 side to the opposite end face, along the axial direction of the fuel injection nozzle 200.

[0135] The water passage hole 293 comprises a large inner diameter portion 294 and a small inner diameter portion 295 formed to be smaller in diameter than the large inner diameter portion 294.

[0136] The tip nozzle 290 is provided with a water spray hole 296 that penetrates from the bottom surface of the water passage hole 293 toward the end surface opposite to the mounting spacer 270.

[0137] On the outside of the large inner diameter portion 294 of the tip nozzle 290, a hydrogen gas passage hole 297 is provided that penetrates along the axial direction of the fuel injection nozzle 200, from the end face of the tip nozzle 290 on the mounting spacer 270 side to the stepped surface between the large inner diameter portion 294 and the small inner diameter portion 295.

[0138] In this embodiment, the hydrogen gas passage holes 297 are arranged at equal intervals in four locations when viewed from the axial direction of the fuel injection nozzle 200, and are arranged to communicate with the hydrogen gas passage holes 275 of the mounting spacer 270, and are formed to be inclined toward the small inner diameter portion 295.

[0139] The tip nozzle 290 is provided with a hydrogen gas injection groove 298, which is formed as a bottomed groove with a semicircular cross-section extending from the outer surface to the inner surface of the small-diameter portion 292.

[0140] In this embodiment, the hydrogen gas injection grooves 298 are arranged at four equal intervals when viewed from the axial direction.

[0141] The fuel injection nozzle 200 has a valve case 230 fitted to the outside of the valve body 210.

[0142] The dimensions are set such that a hollow space is created between the outer surface of the valve body 210 and the inner surface of the valve case 230, and this hollow space is used to form a hydrogen gas switching structure.

[0143] A cylindrical check valve 310 is screwed into the large inner diameter portion 216 of the valve body 210. The end of the check valve 310 on the injection nozzle mounting member 250 side is restricted from moving by the stepped surface between the large inner diameter portion 216 and the medium inner diameter portion 217 of the valve body 210.

[0144] A spherical check ball 312 is provided on the side of the check valve 310 where the injection nozzle is attached 250.

[0145] A check ball spring 314 is disposed within the middle inner diameter portion 217 of the valve body 210. The end of the check ball spring 314 on the injection nozzle mounting member 250 side is restricted from moving by the stepped surface between the middle inner diameter portion 217 and the small inner diameter portion 218 of the valve body 210, allowing the check ball 312 to be biased toward the flange portion 211 of the valve body 210.

[0146] A cylindrical sleeve valve 320 is fitted to the outside of the valve body 210 and is slidable along the axial direction of the fuel injection nozzle 200.

[0147] The sleeve valve 320 is provided with a valve guide groove 321, which is formed along the axial direction as a closed groove with a circular cross-section extending from the outer surface to the inner surface.

[0148] The sleeve valve 320 is provided with a hydrogen gas valve hole 322 that penetrates from the outer circumference to the inner circumference and communicates with the small diameter portion 238 of the hydrogen gas inlet hole 236.

[0149] A valve guide 325, which consists of a sealing member 326, a coil spring 327, and a ball 328, is positioned in the valve guide placement hole 239 of the valve case 230.

[0150] The ball 328 of the valve guide 325 rolls within the valve guide groove 321, thereby restricting the axial movement of the sleeve valve 320 of the fuel injection nozzle 200 to within a predetermined range.

[0151] A cylindrical pin retainer 340 is positioned between the sleeve valve 320 and the flange portion 211 of the valve body 210. A pin hole 341 is formed in the pin retainer 340 along the axial direction of the fuel injection nozzle 200, and a sleeve valve push pin 342 is inserted into the pin hole 341.

[0152] A pin stopper spring 343 is provided between the sleeve valve push pin 342 and the flange portion 211, allowing the sleeve valve push pin 342 to be biased toward the opposite side of the flange portion 211.

[0153] With the valve case 230 fitted onto the outside of the valve body 210, the valve body 210, valve case 230, and injection nozzle mounting member 250 are integrated by screwing the small-diameter portion 213 of the valve body 210 with the first large inner diameter portion 254 of the injection nozzle mounting member 250.

[0154] At this time, the through hole 214 of the valve body 210 and the through hole 253 of the injection nozzle mounting member 250, and the hydrogen gas passage hole 221 of the valve body 210 and the hydrogen gas passage hole 257 of the injection nozzle mounting member 250 are connected.

[0155] A sleeve valve spring 350 is positioned between the sleeve valve 320 and the injection nozzle mounting member 250.

[0156] The sleeve valve spring 350 contacts the end face of the injection nozzle mounting member 250 on the valve case 230 side and the end face of the sleeve valve 320 on the injection nozzle mounting member 250 side, thereby biasing the sleeve valve 320 toward the flange portion 211 of the valve body 210.

[0157] Between the check ball spring 314 and the sleeve valve spring 350, the check ball spring 314 is set to have a greater biasing force.

[0158] The area enclosed by the hydrogen gas space forming groove 220 of the valve body 210, the valve case 230, and the sleeve valve spring 350 is defined as the hydrogen gas space 201.

[0159] The threaded portion 274 of the mounting spacer 270 and the second large inner diameter portion 255 of the injection nozzle mounting member 250 are screwed together, integrating the mounting spacer 270 and the injection nozzle mounting member 250.

[0160] At this time, the through hole 271 of the mounting spacer 270 and the through hole 253 of the injection nozzle mounting member 250, and the hydrogen gas passage hole 275 of the mounting spacer 270 and the hydrogen gas passage hole 257 of the injection nozzle mounting member 250 are in communication with each other.

[0161] The large diameter portion 291 of the tip nozzle 290 and the large inner diameter portion 272 of the mounting spacer 270 are screwed together, integrating the tip nozzle 290 and the mounting spacer 270.

[0162] At this time, the water passage hole 293 of the tip nozzle 290 and the through hole 271 of the mounting spacer 270, and the hydrogen gas passage hole 297 of the tip nozzle 290 and the hydrogen gas passage hole 275 of the mounting spacer 270 are connected.

[0163] The small-diameter portion 252 of the injection nozzle mounting member 250 and the fuel injection nozzle arrangement recess 32 are screwed together to integrate the fuel injection nozzle 200 and the housing 11.

[0164] At this time, as shown in Figure 16, the region enclosed by the hydrogen gas injection groove 298 and the cylindrical nozzle cover pipe 300 arranged on the inner circumferential surface side of the fuel injection nozzle arrangement recess 32 is defined as the hydrogen gas injection hole 15.

[0165] The water flow passage 202 is formed by the through-hole 214 of the valve body 210, the through-hole 253 of the spray nozzle mounting member 250, the through-hole 271 of the mounting spacer 270, the water passage hole 293 of the tip nozzle 290, the water spray hole 296, etc.

[0166] The hydrogen flow passage 203 is formed by the hydrogen gas inlet hole 236 of the valve case 230, the hydrogen gas valve hole 322 of the sleeve valve 320, the hydrogen gas space 201, the hydrogen gas passage hole 221 of the valve body 210, the hydrogen gas passage hole 257 of the injection nozzle mounting member 250, the hydrogen gas passage hole 275 of the mounting spacer 270, the hydrogen gas passage hole 297 of the tip nozzle 290, the hydrogen gas injection groove 298, and so on.

[0167] The components of the fuel injection nozzle 200 require corrosion protection against water. Furthermore, consideration must be given to delayed fracture due to hydrogen embrittlement. When using stainless steel, it is advisable to use hydrogen-resistant stainless steel, as hydrogen-resistant materials have already been developed by steel manufacturers.

[0168] For the fuel injection nozzle 200, the sleeve valve push pin 342 should be fitted with a needle roller, which is used in commercially available needle bearings, as it is inexpensive and offers excellent precision and strength.

[0169] The pin holder 340, which is the mating part for the sleeve valve push pin 342, can be made of engineering plastic, such as monomer cast nylon, from the standpoint of sliding properties and cost. The same applies to the sleeve valve 320 from the standpoint of sliding properties and cost.

[0170] In the components that make up the fuel injection nozzle 200, the valve body 210, valve case 230, injection nozzle mounting member 250, mounting spacer 270, tip nozzle 290, and check valve 310 have concentric outer diameters and central holes, and are shaped to be easily processed by cold forging. Furthermore, the length of the hydrogen gas passage holes 221, 257, 275, and 297 is shortened by division, which improves chip evacuation during drilling, leading to increased productivity and cost reduction.

[0171] Meanwhile, for the tip nozzle 290, the hydrogen gas injection groove 298 and the external thread are machined simultaneously by rolling. The four water injection holes 296 are drilled simultaneously by electrical discharge machining.

[0172] The operation of the fuel injection nozzle 200 with the above configuration will now be explained. In Figure 19, the pressurized water flows in from the water inlet 215 and heads towards the water distribution hole 219. Water also flows into the check valve 310, but is sealed by the check ball 312, which is constantly biased by the check ball spring 314, and the water pressure increases, pushing the sleeve valve push pin 342 inserted into the pin holder 340. Furthermore, the sleeve valve push pin 342 pushes the sleeve valve 320, which is constantly biased by the sleeve valve spring 350. Note that the spring constant (load) of the sleeve valve spring 350 is set to be smaller than that of the check ball spring 314.

[0173] Meanwhile, the hydrogen gas maintains constant pressure, the hydrogen gas valve hole 322 is closed, and it accumulates in the hydrogen gas inlet hole 236. As shown in Figure 20, the water pressure increases further, pushing out the sleeve valve push pin 342 and moving the sleeve valve 320.

[0174] Then, the valve guide groove 321 moves to a stopper position and comes to rest. At this time, the hydrogen gas passes through the hydrogen gas valve hole 322, which is in communication with the small diameter portion 238 of the hydrogen gas inlet hole 236, and through the hydrogen gas space 201, hydrogen introduction hole 222, hydrogen gas passage hole 221, hydrogen gas passage hole 257, hydrogen gas passage hole 275, and hydrogen gas passage hole 297, and is injected from the tip nozzle 290.

[0175] Meanwhile, the increased water pressure exceeds the load of the check ball spring 314, pushing away the check ball 312 that was tightly attached to the check valve 310. The water flows through the gap, passes through the through hole 253, the through hole 271, and the water passage hole 293, and is ejected from the water injection hole 296. Once the water injection is complete, the internal pressure of the water distribution hole 219 and the check valve 310 decreases, causing the check valve 310 and the check ball 312 to tightly adhere to each other due to the biasing force of the check ball spring 314.

[0176] Furthermore, at this point, the load of the sleeve valve spring 350 is set to be greater than the force of the sleeve valve push pin 342, so the sleeve valve push pin 342 tries to return to its original position. Then, the sleeve valve push pin 342 returns to its original position while being cushioned by the pin stopper spring 343.

[0177] In the vane-type internal combustion engine 10 configured as described above, as shown in Figures 4 to 6, each stroke is performed in each chamber separated by the vanes 90 by the rotation of the rotor 80. In this case, one explosion occurs in each chamber for every two rotations of the rotor 80, and during that time, the following strokes are performed: expansion, exhaust, intake (air intake), compression (air compression), supercharging, scavenging, intake (compressed air intake), and compression (second air compression).

[0178] The vane-type internal combustion engine 10 is an improvement on the vane-type internal combustion engine previously described by the applicant in Japanese Patent Application No. 2006-223338 (Japanese Patent Publication No. 2008-45513). Since the processes of the vane-type internal combustion engine 10 described above are the same in the present invention, a detailed explanation is omitted.

[0179] In the vane-type internal combustion engine 10 of the present invention, the stroke corresponding to the mixed gas compression stroke in the above-mentioned Japanese Patent Application No. 2006-223338 is called the compression stroke (second air compression stroke), which is slightly different, but the operating principle other than that stroke is the same.

[0180] In Figure 1, the large-toothed pulley 160 attached to the rotating shaft 81 of the rotor 80 rotates at a ratio of 2.5 rotations for every 1 rotation of the valve shaft toothed pulley 162, which is driven synchronously by a toothed belt 161. When the rotor 80 rotates by 1 / 5 (72°), the primary valve 120 and secondary valve 140 both rotate by 1 / 2 (180°) due to the gear meshing of the primary valve drive gear 164 and the secondary valve drive gear 166. Figure 2 shows the rotor 80 with a 72° phase rotation from Figure 1.

[0181] Figures 5 and 6 are tables showing the timing transitions for the first and second rotations of the rotor 80 during the timing transitions of each stroke. They show the stroke progress in each chamber A, B, C, D, and E, which stroke No. 1, 2, 3, 4, 5, 6, 7, 8, 9, and 10 are in, and the injection timing of the fuel injection nozzle 200.

[0182] In the table in Figure 4, the injection is shown at the same location as the explosion, but in reality, hydrogen fuel and water are injected and ignited at a position between the compression (second air compression stroke) and the explosion stroke.

[0183] Hydrogen fuel has 10 times the ignition sensitivity and 7 times the combustion speed compared to gasoline. A faster combustion speed causes a rapid increase in combustion gas pressure, which in reciprocating engines is considered an undesirable abnormal combustion state known as knocking. However, in the vane-type internal combustion engine 10 according to the present invention, the sudden impact force of the combustion gases is used to strike the rotor pressure-receiving surface 84 of the rotor 80, converting it into rotational force and aiming to improve output.

[0184] In Figures 5 and 6, the vane-type internal combustion engine 10 of the present invention has five injection strokes and five combustion strokes during two rotations of the rotor 80, and the nine strokes of combustion, expansion, exhaust, intake (air intake), compression (air compression), supercharging, scavenging, intake (compressed air intake), and compression (second air compression stroke) are repeated in each of the five chambers, as shown by 1-5 and 6-10.

[0185] As shown in Figure 7, in conventional vane-type internal combustion engines 10, one of the spaces (chambers) enclosed by the rotor 80, housing 11, and five vanes 90 was used as the combustion chamber for burning fuel. In the present invention, this is abolished, and the combustion chamber 110 is located in a different place than in conventional designs.

[0186] The entire operation process consists of explosion, expansion, exhaust, intake (air intake), compression (air compression), supercharging, scavenging, intake (compressed air intake), and compression (second air compression), which are performed in two rotations of the rotor in the R1 direction.

[0187] Figure 7 shows the space as a chamber, with each chamber A, B, C, D, and E carrying out the processes of explosion, compression (air compression), intake (compressed air intake), exhaust, and supercharging.

[0188] The rotor 80 and the primary valve 120 and secondary valve 140 rotate in the direction of rotation R1 for the rotor 80, R2 for the primary valve, and R3 for the secondary valve. The rotation ratio is 1 for the rotor 80 and 2.5 for the secondary valve 140 which meshes with the primary valve 120. In other words, when the rotor 80 rotates once, the primary valve 120 and secondary valve 140 rotate 2.5 times.

[0189] Since the chamber is divided into five equal parts, when the rotor 80 rotates 1 / 5, or in other words, 72°, the primary valve 120 and secondary valve 140 rotate 2.5 / 5 (1 / 2), or in other words, 180°.

[0190] The primary valve 120 and the secondary valve 140 mesh with each other via gears, resulting in the primary valve rotation direction R2 and the secondary valve rotation direction R3. The combustion mechanism involves spraying, for example, hydrogen gas and water into the combustion chamber 110 from the fuel injection nozzle 200, and igniting them with a spark plug 58 to perform explosive combustion.

[0191] Next, as shown in Figure 8, inside the combustion chamber 110, the hydrogen that explodes and burns, along with the heat, turns water into steam, creating high pressure. In other words, it becomes a combustion high-pressure gas containing high-pressure steam, which is ejected from the combustion chamber high-pressure gas ejection nozzle 112 with the impact pressure of the explosion, and its velocity is increased by the narrowed nozzle, striking the rotor pressure receiving surface 84.

[0192] The combustion high-pressure gas flow direction G1 is reflected at an angle symmetrical to the input angle with respect to the rotor pressure-receiving surface 84. In the reversal section 85, the reflected combustion high-pressure gas flow direction G1 is guided into the gap between the gas flow reversal guide pipe 86 and the gas flow reversal guide rod 87, where it increases in velocity in this narrowed passage and is guided to the inner surface of the gas flow reversal guide pipe 86, where it reverses direction. As the combustion high-pressure gas exits the reversal section 85, its velocity decreases and its pressure increases, once again becoming a force that presses against the rotor pressure-receiving surface 84.

[0193] Furthermore, the combustion high-pressure gas flows from the combustion chamber opening 111 of the combustion chamber 110, through the combustion high-pressure gas switching section 144 of the secondary valve 140, through the opening 14a of the combustion high-pressure gas distribution passage 14, and into the combustion high-pressure gas distribution passage 14.

[0194] The combustion high-pressure gas then passes through the combustion high-pressure gas distribution path 14, through the first sub-nozzle forming hole 35 and the second sub-nozzle forming hole 36, and is ejected from the first sub-nozzle 37 and the second sub-nozzle 38, pressing against the rotor pressure receiving surface 84 and further propelling the rotation of the vane-type internal combustion engine 10.

[0195] Next, the combustion high-pressure gas remaining in the combustion chamber 110 is discharged, and fresh air is supplied from the combustion chamber opening 111 through the supercharging switching unit 145, the first supercharging nozzle 146, and the second supercharging nozzle 147, and converted into fresh air. The secondary valves 140 are numbered 1, 2, 3, and 4 to make their operating positions easier to understand.

[0196] From Figure 9 to Figure 12, we will explain the phase changes and their functions due to the movement of each part of the vane-type internal combustion engine 10 (rotor 80) in the direction of rotation R1.

[0197] First, in Figure 9, fuel injected from the fuel injection nozzle 200 is ignited by the spark plug 58 and explodes and burns inside the combustion chamber 110. The combustion chamber opening 111 is closed by the secondary valve 140, and the high-pressure combustion gas is ejected from the combustion chamber high-pressure gas ejection nozzle 112, striking and pressing the rotor pressure receiving surface 84, which becomes the rotational force of the vane-type internal combustion engine 10. At this time, the combustion high-pressure gas flow direction G1 of the combustion high-pressure gas that hits the rotor pressure receiving surface 84 is reversed by the gas flow reversal guide pipe 86 and gas flow reversal guide rod 87 of the reversal section 85, as shown by the arrow in Figure 8, and hits the rotor pressure receiving surface 84 again. Then, the combustion high-pressure gas passes out of the machine through the discharge hole 24.

[0198] Next, in Figure 10, the rotation progresses slightly, and the combustion high-pressure gas switching section 144 aligns with the combustion chamber opening 111 and also with the opening 14a of the combustion high-pressure gas distribution passage 14. The combustion high-pressure gas then flows from the combustion chamber 110 through the combustion high-pressure gas distribution passage 14, through the communicating first sub-nozzle forming hole 35 and second sub-nozzle forming hole 36, and is ejected from the tips of the first sub-nozzle 37 and second sub-nozzle 38, respectively, and the rotor pressure receiving surface 84 is impacted and pressed by the first sub-nozzle 37 and second sub-nozzle 38 in a time-delayed manner. This increases the rotational force of the vane-type internal combustion engine 10. The combustion high-pressure gas then exits the machine through the discharge hole 24.

[0199] In Figure 11, the rotation progresses slightly further, and compressed air flows from the front part of the rotor rotation direction R1 in the region where the supercharging stroke takes place, through the supercharging intake 28, into the first half of the supercharging guide 12. The notch 123 located in the primary valve 120 coincides with the first half of the supercharging guide 12 and the second half of the supercharging guide 13. The supercharging air then flows into the combustion chamber 110 through the supercharging switching section 145 located in the secondary valve 140, the hollow hole 143, the first supercharging outlet 146, and the combustion chamber opening 111, pushing out the residual combustion gases.

[0200] Then, in Figure 12, the rotation progresses a little further, and compressed air flows in with the rotor rotation direction R1 rear portion of the supercharging stroke region aligned with the second supercharging intake 23, the supercharging connection hole 124, and the primary / secondary connection hole 55. The supercharging air then flows through the hollow hole 143 via the supercharging switching unit 145 located in the secondary valve 140, through the second supercharging outlet 147, and into the combustion chamber 110 via the combustion chamber opening 111. As a result, the combustion chamber 110 is filled with air.

[0201] The vane-type internal combustion engine 10 of this embodiment comprises a housing 11, a rotor 80 housed eccentrically with respect to the axis of the housing 11 and rotatable within the housing 11, a plurality of vanes 90 that slide against the inner circumferential surface 20a of the housing 11, and a plurality of vane grooves 82 arranged on the rotor 80 on which the vanes 90 slide, The region in the housing 11 where the explosion stroke takes place is composed of a rotor-side region 16 surrounded by the housing 11, the rotor 80, and the vane 90, and a combustion chamber 110 formed in a part of the housing 11 different from the rotor-side region 16, and configured to communicate with the rotor-side region 16, where the fuel is detonated. The combustion chamber 110 is equipped with a combustion chamber high-pressure gas injection nozzle 112 that ejects the high-pressure combustion gas generated in the combustion chamber 110. The rotor 80 is equipped with a rotor pressure receiving surface 84 that receives the high-pressure combustion gas ejected from the combustion chamber high-pressure gas ejection nozzle 112.

[0202] According to this design, by receiving the high-pressure combustion gas ejected from the combustion chamber high-pressure gas ejection nozzle 112 on the rotor pressure receiving surface 84, the vector of the explosion expansion pressure can be concentrated in the rotational direction of the vane-type internal combustion engine. Furthermore, by dividing the region where the explosion stroke takes place into a rotor-side region 16 and a combustion chamber 110, the degree of freedom in the shape and size of the combustion chamber 110 is improved.

[0203] Furthermore, the housing 11 is provided with a combustion high-pressure gas distribution path 14 that can communicate with the combustion chamber 110 and into which combustion high-pressure gas can flow. On the side of the combustion chamber 110 opposite the combustion chamber high-pressure gas injection nozzle 112, a primary valve 120 and a secondary valve 140 are provided as switching valves. By rotating the primary valve 120 and the secondary valve 140, it is possible to switch whether or not to allow high-pressure combustion gas to flow into the combustion high-pressure gas distribution passage 14. The combustion high-pressure gas distribution path 14 is equipped with a first sub-nozzle 37 and a second sub-nozzle 38, which are capable of ejecting combustion high-pressure gas toward the rotor pressure receiving surface 84.

[0204] According to this, by ejecting high-pressure combustion gas from the first sub-nozzle 37 and the second sub-nozzle 38, the pressure vector of the high-pressure combustion gas in the direction of rotation can be concentrated.

[0205] Furthermore, a reversal section 85 is provided in the region of the rotor 80 facing the rotor-side region 16, which reverses the high-pressure combustion gas received by the rotor pressure-receiving surface 84 and directs it back onto the rotor pressure-receiving surface 84.

[0206] According to this, the reversal section 85 reverses the high-pressure combustion gas and applies it to the rotor pressure receiving surface 84 again, thereby improving engine efficiency.

[0207] Furthermore, in the portion of the housing 11 facing the region where the supercharging stroke takes place, a first half section 12 of the supercharging air conduit and a second half section 13 of the supercharging air conduit are formed, into which compressed air generated during the supercharging stroke flows. The first half 12 and second half 13 of the supercharging air conduit are equipped with primary valves 120 and secondary valves 140, which switch whether or not compressed air is introduced into the combustion chamber 110 during the supercharging stroke. The primary valve 120 and the secondary valve 140 rotate, allowing the front half 12 and the rear half 13 of the supercharging air conduit to be opened and closed. Compressed air is allowed to flow into the combustion chamber 110.

[0208] According to this, by introducing compressed air into the combustion chamber 110, it becomes possible to push out the residual combustion gases inside the combustion chamber 110.

[0209] Furthermore, hydrogen is used as fuel, and the combustion chamber 110 is equipped with a fuel injection nozzle 200 that injects hydrogen into the combustion chamber 110. The fuel injection nozzle 200 includes a water flow passage 202 through which water flows, a hydrogen flow passage 203 through which hydrogen flows, and a connecting water channel 204 that communicates with the water flow passage 202. A check valve 310 and a check ball 312 are installed in the water flow passage 202 as valves for opening and closing the water, and a sleeve valve 320 is installed in the hydrogen flow passage 203 as a valve for opening and closing the hydrogen. The check valve 310 and check ball 312, which serve as water control valves, are operated by the incoming water, and the sleeve valve 320, which serve as hydrogen control valves, are operated by the water flowing in from the connecting waterway 204 via the sleeve valve push pin 342. When water at a predetermined pressure flows in from the connecting waterway 204, the hydrogen on / off valve opens, and hydrogen flows into the hydrogen flow passage 203. At the same time, when water at a pressure higher than the predetermined pressure flows into the water flow passage 202, the water on / off valve opens, and hydrogen and water are injected simultaneously.

[0210] According to this, the injection system operates mechanically and, lacking electronic components, eliminates electrical failures. By diffusing water into the hydrogen gas, evaporation of the water can be promoted during explosive combustion. The expansion force of the evaporated water can be used to compensate for the power reduction caused by hydrogen fuel, making it possible to increase power output.

[0211] The present invention has been described above based on embodiments, but the embodiments of the invention described above are for the purpose of facilitating understanding of the present invention and do not limit the present invention. The present invention can be modified and improved without departing from its spirit and claims, and the present invention includes equivalents thereof.

[0212] Examples of fuels used in this invention, in addition to hydrogen, include LPG, LNG, methane gas, and the like. [Explanation of Symbols]

[0213] 10. Vane-type internal combustion engine 11 Housing 12. First half of the supercharging air conduit 13. Second half of the supercharging air conduit 14 Combustion High-Pressure Gas Distribution Channel 16 Rotor-side region 20 Center Housing Section 20a Inner surface 37 First auxiliary nozzle 38 Second auxiliary nozzle 80 rotors 82 vane grooves 84 Rotor pressure receiving surface 85 Reversal section 90 vanes 110 Combustion chamber 112 Combustion chamber high-pressure gas injection nozzle 120 Primary Valve 140 Secondary valve 200 fuel injection nozzles 202 Water flow passage 203 Hydrogen flow channel 204 Connecting waterway 310 Check valve 312 Check Ball 320 Sleeve Valve

Claims

1. A vane-type internal combustion engine comprising a housing, a rotor housed eccentrically with respect to the axis of the housing and rotatable within the housing, a plurality of vanes sliding against the inner circumferential surface of the housing, and a plurality of vane grooves arranged on the rotor on which the vanes slide, The region in the housing where the explosion stroke takes place is composed of a rotor-side region surrounded by the housing, the rotor, and the vanes, and a combustion chamber formed in a portion of the housing different from the rotor-side region, and which is configured to communicate with the rotor-side region, and in which fuel is exploded. The combustion chamber is provided with a combustion chamber high-pressure gas ejection nozzle that ejects the high-pressure combustion gas generated in the combustion chamber. A vane-type internal combustion engine characterized in that the rotor is provided with a rotor pressure receiving surface that receives the combustion high-pressure gas ejected from the combustion chamber high-pressure gas ejection nozzle.

2. The housing is provided with a combustion high-pressure gas distribution path that is in communication with the combustion chamber and into which the combustion high-pressure gas can flow. A switching valve is provided on the side of the combustion chamber opposite the combustion chamber high-pressure gas injection nozzle, and by rotating the switching valve, it is possible to switch whether or not to allow the combustion high-pressure gas to flow into the combustion high-pressure gas distribution path. The vane-type internal combustion engine according to claim 1, characterized in that a sub-nozzle capable of ejecting the high-pressure combustion gas toward the rotor pressure-receiving surface is provided in the combustion high-pressure gas distribution path.

3. The vane-type internal combustion engine according to claim 1, characterized in that a reversal portion is provided in the region of the rotor facing the rotor-side region, which reverses the high-pressure combustion gas received on the rotor pressure-receiving surface and applies it back to the rotor pressure-receiving surface.

4. A supercharging air conduit is formed in the portion of the housing facing the region where the supercharging stroke takes place, into which compressed air generated during the supercharging stroke flows. The supercharging air conduit is provided with an air switching valve that switches whether or not to allow the compressed air to flow into the combustion chamber during the supercharging stroke. The rotation of the aforementioned air switching valve allows the supercharger air passage to be opened and closed. The vane-type internal combustion engine according to claim 1, characterized in that the compressed air is able to flow into the combustion chamber.

5. The fuel used is hydrogen, and the combustion chamber is equipped with a fuel injection nozzle that injects the hydrogen into the combustion chamber. The fuel injection nozzle comprises a water flow passage through which water flows, a hydrogen flow passage through which hydrogen flows, and a connecting water channel communicating with the water flow passage. A water flow valve is provided in the water flow passage, and a hydrogen flow valve is provided in the hydrogen flow passage. The water valve is operated by the incoming water, and the hydrogen valve is operated by the incoming water from the connecting waterway. The vane-type internal combustion engine according to claim 1, characterized in that when water at a predetermined water pressure flows in from the communicating water channel, the hydrogen on / off valve opens, and hydrogen flows into the hydrogen flow passage, and when water at a water pressure higher than the predetermined water pressure flows into the water flow passage, the water on / off valve opens, and hydrogen and water are injected simultaneously.

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