JP5218930B1 - Rotary internal combustion engine, vehicle driven by the same, and hybrid vehicle - Google Patents

Abstract

A rotary internal combustion engine having a simple structure, a small number of parts, high performance, and low cost production, and a vehicle and a hybrid vehicle driven by the rotary internal combustion engine are provided.
A rotary supercharger 350 is connected concentrically with a cylinder housing 108, and a drive shaft 132 having clutch engaging portions 132a and 132b is arranged in a central axis direction of an annular working chamber 114, and a clutch engaging portion is provided. The first and second piston rotor bodies 150 and 152 are pivotally supported by the first and second piston rotor bodies, and the first and second boss parts 154 and 156, and the first and second boss parts, respectively. First and second sleeve portions 158 and 160 extending in the axial direction from the first and second rotor pistons 150p and 152p so as to extend outward in the radial direction of the first and second boss portions. Store in the chamber for rotation. The first and second sleeve portion fastening clutches 170 and 172 are arranged in the same plane area as the end surface wall portion between the first and second sleeve portions and the end surface wall portions 102 and 104 of the housing 106, respectively. In response to the pressure in the chamber, the locked state or the unlocked state of the first and second piston rotor bodies with respect to the end face wall portion is alternately switched. First and second boss portion fastening clutches 186 and 188 are disposed between the clutch engaging portion of the drive shaft and the first and second boss portions, respectively, to drive the unlocked piston rotor main body. By drivingly connecting to the clutch engaging portion of the shaft, the structure of the rotary internal combustion engine and the vehicle-and-load hybrid vehicle driven thereby can be simplified, and the size and performance can be improved.
[Selection] Figure 2B

Description

  The present invention relates to a heat engine, and more particularly to a rotary internal combustion engine and a vehicle and a hybrid vehicle driven thereby.

  In recent years, a highly efficient heat engine has been demanded as an effective solution for global warming countermeasures. As a representative technique, a rotary piston or rotary vane type rotary engine that replaces an Otto cycle engine has been proposed as a high-efficiency rotary internal combustion engine.

  Patent Document 1 proposes a high-power rotary engine that is provided with a crank / planetary gear mechanism and that has a pair of rotors each having radial vanes opposed in the radial direction and rotatably accommodated in a rotor housing.

  Patent Document 2 proposes a Wankel-type rotary engine that includes a combustion portion formed on the outer peripheral portion of an engine housing and that rotates a rotary piston with explosive combustion gas generated in the combustion portion.

US Pat. No. 5,622,149 Japanese Patent Publication No.47-10883

  By the way, in the rotary engine disclosed in Patent Document 1, the rotational movement of the pair of rotors is achieved by a crank / planetary gear mechanism. The crank / planetary gear mechanism includes a crank, a plurality of connecting rods, a large number of planetary gears, a planetary gear support disc, and the like. Therefore, not only the structure of the crank / planetary gear mechanism is complicated, but the number of parts of the rotary engine is remarkably increased, the engine structure is complicated, and the axial dimension is extremely large. As a result, the overall structure and total weight of the engine are increased, and the production cost is high. Furthermore, since a large backlash inevitably exists in many gears and crank mechanisms employed in the piston drive control mechanism, mechanical loss is increased and engine efficiency is deteriorated.

  In the Wankel type rotary engine disclosed in Patent Document 2, the rotor vibrates eccentrically, and therefore the engine vibration is large. In addition, since the seal between the rotor and the engine housing is not efficient, gas leakage is increased, mechanical loss is increased, and engine efficiency is deteriorated. Further, in a dedicated combustion chamber in which the air compressed in the rotor working chamber is separately provided outside the working chamber, the air accumulated in the air accumulating chamber is supplied to the combustion chamber through a large number of vent holes with very narrow openings. As described above, when air is ejected from the air hole having a narrow opening, an air jet having a large kinetic energy cannot be formed. Therefore, it is difficult to form a uniform air-fuel mixture because the collision energy between an air jet with a small kinetic energy and a relatively large fuel droplet becomes weak, and this tendency is especially seen when the engine speed is increased. It was remarkable.

  The present invention has been made in view of such conventional problems, and has a high-performance rotary internal combustion engine with a small number of parts, a simple structure, and capable of low-cost production, and a vehicle array driven by the high-performance rotary internal combustion engine. An object is to provide a hybrid vehicle.

To achieve the above object, according to the first aspect of the present invention, the rotary internal combustion engine includes an intake port for supplying intake air from an air supply system and an exhaust port for discharging exhaust gas. A cylinder housing having a disk-like end wall extending in a plane perpendicular to the axial direction and spaced apart in the axial direction; a rotor housing concentrically connected to the cylinder housing; and the rotor housing And a supercharger having a charge rotor for compressing the intake air and supplying high-pressure intake air to the intake port, and formed between the intake port and the exhaust port. An annular working chamber forming an air supply chamber, a compression chamber, an explosion chamber and an exhaust chamber, and the annular working chamber between the compression chamber and the explosion chamber A combusting unit that communicates and explodes and burns an air-fuel mixture of compressed intake air and fuel supplied from the compression chamber, and extends in the axial direction of the annular working chamber and is disposed in an intermediate portion of the annular working chamber. A clutch engaging portion and a piston rotation support portion that is smaller in diameter than the clutch engaging portion and extends radially inward of the disk-like end face wall portion from both ends of the clutch engaging portion, and in the rotor housing An output shaft extending and drivingly connected to the charge rotor, and rotatably supported by the output shaft and rotating in the annular working chamber in response to the explosion combustion gas, A first and second rotary piston bodies that are divided into a chamber, the compression chamber, the explosion chamber, and the exhaust chamber, the first and second boss portions being radially aligned with the clutch engagement portion, First First and second rotor pistons extending radially outward of the second boss portion and rotatably accommodated in the annular working chamber, and extending from the first and second boss portions, respectively, and the disc-shaped end First and second rotary piston bodies having first and second sleeve portions extending inward in the radial direction of the face wall portion, and the disc-like end face wall portion and the first at the radially inner side of the disc-like end face wall portion. And the second sleeve portion, and the first and second sleeve portions are respectively locked and unlocked with respect to the end wall portion between the first and second rotational directions. The first and second sleeve portion fastening clutches to be switched to each other, and the clutch engaging portion and the first and second boss portions, respectively. First and second boss portion fastening clutches that switch between a locked state and an unlocked state with respect to the clutch engaging portion between two rotation directions and the first rotation direction; and the disk-shaped end surface wall portion a first and second sleeve support bearing mounted between the radially inner first and second sleeve portion and the piston rotating support, respectively to the outer peripheral surface of the first and second rotor piston A plurality of divided seal members that are in sliding contact with the wall portion of the annular working chamber and the first and second boss portions in a state that they can slide relative to each other in the seal storage portion; wherein they are arranged in the seal housing portion, and a plurality of spring members for pressing against the outer periphery of the plurality of divided seal members said wall portion and said first and second boss portions, said combustion unit A swirl flow generating chamber disposed in the cylinder housing so as to communicate with the compression chamber and the explosion chamber and forming a swirl flow of the compressed intake air, and a jet port for ejecting the explosive combustion gas to the explosion chamber And a fuel injection valve that injects and ignites the fuel so as to intersect with the swirl flow of the compressed intake air in the swirl flow generation chamber,
The rotary supercharger, an inlet connected to the air supply system, an outlet communicating with the intake port, a rotor working chamber formed in the rotor housing and opening the inlet and the outlet; At least one that is formed in the charge rotor and sucks the intake air from the inlet while rotating on the inner peripheral surface of the rotor working chamber and discharges the intake air after the suction to the intake port while compressing the intake air. Two lobes, a curved sliding recess formed in a circumferential rear edge of the lobe in the radially inner region of the lobe, and a movable valve that is slidable against the charge rotor adjacent to the inlet, A charge chamber formed between the movable valve and the curved sliding recess, the movable valve being the rotor Comprising a valve element rotates through a pivot shaft Ujingu, and a pressing spring for pressing the Barubuereme cement have been accommodated in the spring accommodating portion formed in the rotor housing to the charge rotor side, the valve element , and the curved sealing portion that slides while contacting the said lobe and said curved slide recess, and gist Rukoto a communication opening portion communicating with said outlet and said charge chamber.

According to the invention described in claim 2 , in addition to the configuration described in claim 1, the main lubricant supply path formed along the axial direction of the output shaft, and the main lubricant supply path A first lubricating oil supply passage that extends radially outward and communicates with the first and second sleeve portion fastening clutches and the first and second boss portion fastening clutches; and the first and second rotor pistons. And a second lubricating oil supply passage that extends to the seal housing portion, communicates with the main lubricating oil supply passage, and supplies lubricating oil to the plurality of seal members.

According to the second invention described in claim 3, the vehicle, a propulsion device, an output device for transmitting power to the propulsion device, a vehicle provided with a rotary internal combustion engine for generating the power,
The rotary internal combustion engine includes an intake port that supplies intake air from an air supply system and an exhaust port that discharges exhaust gas. The disc extends in a plane perpendicular to the axial direction and is spaced apart in the axial direction. A cylinder housing having an end wall, a rotor housing concentrically connected to the cylinder housing, and a high-pressure intake air supplied to the intake port by being compressed in the intake air and housed in the rotor housing A rotary supercharger having a charge rotor, an annular working chamber formed in the cylinder housing and forming a supply chamber, a compression chamber, an explosion chamber and an exhaust chamber between the intake port and the exhaust port; The compression working chamber communicates with the annular working chamber between the compression chamber and the explosion chamber, and a mixture of compressed intake air and fuel supplied from the compression chamber is mixed. A combustion part for explosively burning air, a clutch engaging part extending in an axial direction of the annular working chamber and disposed in an intermediate part of the annular working chamber, and a clutch having a smaller diameter than the clutch engaging part An output shaft having a piston rotation support portion extending radially inward of the disk-shaped end face wall portion from both ends of the engagement portion, extending into the rotor housing and drivingly connected to the charge rotor, and an output shaft A first chamber that is rotatably supported and rotates in the annular working chamber in response to the explosion combustion gas, and divides the annular working chamber into the intake chamber, the compression chamber, the explosion chamber, and the exhaust chamber. And the second rotary piston main body, the first and second boss portions aligned in the radial direction with the clutch engaging portion, and extending radially outward of the first and second boss portions, respectively, and the annular operation In the room First and second rotor pistons housed in a rollable manner, and first and second sleeve portions extending from the first and second boss portions and extending radially inward of the disk-shaped end face wall portion, respectively. The first and second rotary piston main bodies are disposed between the disk-shaped end surface wall portion and the first and second sleeve portions on the radially inner side of the disk-shaped end surface wall portion, respectively. First and second sleeve portion fastening clutches for switching the locked state and the unlocked state with respect to the end face wall portion between the first and second rotational directions between the first and second rotational directions, and the clutch engagement And the first and second boss portions are respectively disposed between the second rotation direction and the first rotation direction, and the clutch engagement portion is disposed between the first rotation direction and the first rotation direction. Against A first and second boss portion fastening clutch that switches between a locked state and an unlocked state,
First and second sleeve support bearings mounted between the first and second sleeve portions and the piston rotation support portion on the radially inner side of the disk-shaped end surface wall portion, and the first and second rotors A plurality of seal storage portions formed on the outer peripheral surface of the piston, and a plurality of sliding contacts with the wall portion of the annular working chamber and the first and second boss portions in a state of being slidable relative to each other in the seal storage portion. And a plurality of spring members that are arranged in the seal housing portion and press the plurality of divided seal members against the outer periphery of the wall portion and the first and second boss portions. the combustion section includes a whirling flow generating chamber to form the compressed air of the swirling flow the be arranged on the cylinder housing so as to communicate with the said explosion chamber and said compression chamber, said explosion-retardant And a fuel injection valve for injecting and igniting the fuel so as to intersect with the swirl flow of the compressed intake air in the swirl flow generation chamber. A feeder includes an inlet connected to the air supply system, an outlet communicating with the intake port, a rotor working chamber formed in the rotor housing and opening the inlet and the outlet, and a charge rotor. At least one lobe that is formed and sucks the intake air from the inlet while rotating on the inner peripheral surface of the rotor working chamber and discharges the intake air after the suction to the intake port while compressing the intake air A curved sliding recess formed at a circumferential rear edge of the lobe in a radially inner region of the lobe; And a charge chamber formed between the movable valve and the curved sliding recess, the movable valve being attached to the rotor housing. A valve element that rotates via a pivot shaft; and a pressing spring that is housed in a spring housing portion formed in the rotor housing and presses the valve element toward the charge rotor. and a curved sealing portion that slides while contacting to the lobes and the curved sliding recess, and gist Rukoto a communication opening portion communicating with said and said charge chamber outlet.

According to the third invention described in claim 4, the hybrid vehicle, according to claim 5 to an output device for a vehicle according optionally be drivingly connected motor generator supplies generated power to the power generation by the regenerative energy of the vehicle And a power storage device, and the generated power is converted into a direct current output and stored in the power storage device, and the output power of the power storage device is converted into an alternating current output when the vehicle is accelerated to drive the motor generator in a motor mode. The gist of the invention is to provide a power converter.

According to the first aspect of the present invention, in the rotary internal combustion engine, a configuration is adopted in which a rotary supercharger is concentrically connected to the cylinder housing to compress intake air and supply high-pressure intake air to the intake port. Thus, it is possible to achieve downsizing and high performance of the rotary internal combustion engine. In addition, a disk-shaped end surface wall portion extending in a plane perpendicular to the axial direction is provided, and the first and second sleeve portions are respectively disposed between the disk-shaped end surface wall portion and the first and second sleeve portions on the radial inner side of the disk-shaped end surface wall portion. A clutch for fastening the two sleeve portions is arranged. As a result, it is possible to employ an extremely small number of parts and to realize a compact structure of the rotary internal combustion engine. In addition, it is possible to significantly improve productivity, assemblability, and cost reduction by suppressing axial and radial dimensions. Further, a plurality of divided seal members are slidably contacted with the wall portion of the annular working chamber and the first and second boss portions on the outer peripheral surfaces of the first and second rotary piston bodies while being slidable relative to each other. The plurality of split seal members are pressed against the outer periphery of the wall portion and the first and second boss portions by a plurality of spring members. Therefore, the sealing effect of the rotary internal combustion engine is dramatically improved, and the gas efficiency is suppressed and the engine efficiency is increased. Further, since the piston rotor main body rotates in a circular orbit of the annular working chamber, the engine vibration is remarkably reduced, and a low-noise and highly reliable rotary internal combustion engine can be realized. The combustion section generates a swirling flow of high-temperature and high-pressure compressed intake air in a swirling flow generating chamber formed in the cylinder housing so as to communicate with the compression chamber and the explosion chamber. Since the swirling flow of compressed air has a large kinetic energy, when fuel is injected into the swirling flow of the compressed intake air, the swirling flow of the compressed intake air and the fuel droplet collide with a large collision energy. At this time, the droplets of the fuel become ultrafine particles with a very small flow diameter due to the collision energy, and the ultrafine particles of the fuel are easily vaporized (gasified) by the large thermal energy of the high-temperature and high-pressure compressed intake air, and are uniformly uniform A mixture is generated. Even during high-speed operation of a rotary internal combustion engine, this homogeneous mixture is easily obtained, complete combustion of the mixture is promoted, harmful components in exhaust gas are greatly suppressed, and an environmentally friendly rotary internal combustion engine can be realized. It becomes possible. The rotary supercharger forms a charge chamber in a radially inner region of the at least one lobe formed on the charge rotor by a curved sliding recess formed at a circumferential rear edge of the lobe. The movable valve is in sliding contact. Therefore, a part of the power generated in the output shaft can be used to efficiently generate high-pressure intake air with an extremely simple structure. As a result, a small, compact and high-performance rotary internal combustion engine can be realized. Become.

According to a second aspect of the present invention, the lubricating oil is supplied from the main lubricating oil supply passage formed along the axial direction of the output shaft to the first and second sleeve portion fastening clutches and the first and second boss portion fastening clutches. And a structure for supplying lubricating oil to the seal housing portion and the plurality of seal members via the lubricating oil supply passages formed inside the first and second rotor pistons, respectively. With this structure, the smooth action of the first and second sleeve portion fastening clutches, the first and second boss portion fastening clutches and the seal member can be promoted, and the smooth and quiet operation of the engine is ensured. The durability of the engine is significantly improved.

According to a third aspect of the present invention, in a rotary internal combustion engine, a small high performance employing a configuration in which a rotary supercharger is concentrically connected to a cylinder housing to compress intake air and supply high-pressure intake air to an intake port. Realization of a vehicle driven by the rotary internal combustion engine becomes possible. In addition, the use of a rotary internal combustion engine that achieves a significant reduction in size and weight in the axial and radial directions and suppresses the emission of harmful gases can provide a vehicle with low cost and improved fuel efficiency. It becomes.

In the configuration according to claim 3, the electric power generated by the hybrid vehicle using the regenerative energy is stored in the power storage device, and the output power of the power storage device is converted into an alternating current output when the vehicle is accelerated so that the motor generator is in the motor mode. Therefore, in combination with the rotary internal combustion engine, it is possible to provide a hybrid vehicle with high energy efficiency while achieving a low production cost.

1 shows a schematic view of a rotary internal combustion engine according to a first embodiment of the present invention. FIG. 2 shows a cross-sectional view of IIA-IIA of the rotary internal combustion engine of FIG. 1. FIG. 2 shows a cross-sectional view of the rotary internal combustion engine of FIG. 1. The perspective view which notched a part of rotary internal combustion engine shown to FIG. 2B is shown. FIG. 3B is a cross-sectional view taken along the line IIIA-IIIA of the rotary internal combustion engine shown in FIG. 2B. 3B is a sectional view of the rotary internal combustion engine shown in FIG. 2B taken along the line IIIB-IIIB. 4 is a cross-sectional view of the rotary internal combustion engine shown in FIG. 2B taken along the line IVA-IVA. FIG. 4 is a sectional view of the rotary internal combustion engine shown in FIG. 2B taken along the line IVB-IVB. An example of the retainer of the clutch for 1st sleeve part fastening shown in FIG. 2B is shown. An example of the spring member of the clutch for 1st sleeve part fastening shown to FIG. 2B is shown. 2 is a partially enlarged sectional view of the rotary internal combustion engine shown in FIG. 2B. FIG. The block diagram of the hybrid vehicle by 2nd Example of this invention is shown.

  Hereinafter, an embodiment in which a rotary internal combustion engine according to an embodiment of the present invention is applied to a rotary diesel engine will be described in detail with reference to the drawings. As shown in FIG. 1, FIG. 2A and FIG. 2B, the rotary internal combustion engine 100 includes disc-shaped end surface wall portions (hereinafter simply referred to as “end surface wall portions”) arranged at intervals in a plane perpendicular to the axial direction. 102, 104 and a center housing 108 having an annular working chamber 106, and a rotary supercharger 350 concentrically connected to the cylinder housing 110 via the end face wall 102. The end wall portions 102 and 104 are fixedly supported at predetermined positions with respect to the center housing 108 by bolts or other fixing means (not shown).

  The end wall portions 102 and 104 and the cylinder housing 110 are each shown as a thin case. In actual production, a cylinder liner having a coolant passage formed on the outer periphery is press-fitted into the inner periphery of the cylinder housing 110 by other means. Further, an annular recess is formed on the inner side in the axial direction of the end face walls 102 and 104, and a communication notch is formed in a spiral or a plurality of annular coolant grooves of different diameters so as to communicate with each other. An annular side liner having a coolant passage formed therein is fitted into the annular recess, and an annular working chamber 106 is formed by the cylinder liner and the annular side liner. An engine cooling system (not shown) includes a radiator in the coolant passage. )) Is circulated.

  As shown in FIGS. 1 and 2A, the rotary supercharger 350 includes a cylindrical rotor housing 352 concentrically supported with respect to the end face wall portion 102 of the cylinder housing 110, and a disk-shaped end plate 354. The rotor housing 352 includes a pair of inlets 356 that take in intake air from the air supply system, a pair of outlets 358 that discharge high-pressure intake air, a rotor working chamber 360 in which the inlets 356 and outlets 358 open, and press-fitting into the output shaft 132. And a charge rotor 362 rotatably connected to the rotor working chamber 360. The charge rotor 362 can supply a small amount of lubricating oil to the outer peripheral end portion of the lobe 364 from the lubricating oil passage 362a extending radially outward from the main lubricating oil supply passage 132L, the lubricating oil supply port 362b, and the lubricating oil supply port 362b. A porous plug 362c. The main lubricating oil supply passage 132L is supplied with lubricating oil from an external lubricating oil supply system (not shown). As another aspect, a lubricating oil supply system similar to that disclosed in Japanese Patent Application No. 2011-290720 filed by the same inventor's patent application is provided adjacent to the rotary supercharger 350, and the lubricating oil pump of this system is provided. The main lubricating oil supply passage 132L may be communicated with.

  The charge rotor 362 sucks intake air from the inlet 356 while rotating on the inner peripheral surface of the rotor working chamber 360, and discharges it from the outlet 358 to the intake port 126 via the communication pipe CP while compressing the sucked intake air. , A pair of lobes 364 formed at positions symmetrical to the radial direction, and a curved sliding recess 366 formed at the circumferential rear edge in the radially inner region of the lobe 364. A movable valve 368 movable with respect to the charge rotor 362 is disposed adjacent to the inlet 356, and a charge chamber 370 is formed between the movable valve 368 and the curved sliding recess 366. The movable valve 368 includes a valve element 376 that rotates on the rotor housing 352 via a pivot shaft 374. A distal end portion of the valve element 376 includes a curved seal portion 376a and a communication opening 376b that slide while contacting the lobe 364 and the curved sliding recess 366. A pressure spring 380 presses the valve element 376 toward the charge rotor 362 in the spring housing portion 378 formed in the rotor housing 352. Although not shown, both ends of the connection pipe CP have a bifurcated structure, and are connected to two inlets 376 and two outlets 358, respectively, and the outlet 358 communicates with the intake port 126 via the connection pipe CP. So that it is piped.

  As is clear from FIGS. 1, 2B and 2C, and FIGS. 3A and 3B, the center housing 108 has a rotary supercharger via a jet port 124 extending from the annular working chamber 106 to the combustion section 400 and a connecting pipe CP. An intake port 126 communicating with a pair of 350 inlets 356 and an exhaust port 128 are provided. As is apparent from FIG. 2B, the output shaft 132 extends in the axial direction of the annular working chamber 106 and can be rotated by roller bearings 134 and 136 supported by the flange portions 102a and 104a of the end wall portions 102 and 104. Supported. The roller bearings 134 and 136 are mounted on the radially inner side of the end face wall portions 102 and 104 in a plane region perpendicular to the axial direction. The roller bearing 134 is fixedly held at a predetermined position by a C-ring or other fixing means (not shown) mounted in an annular groove (not shown) formed on the outer periphery of the output shaft 132. The roller bearing 136 has a flange portion 104a. Are supported by a bolt or other fixing means (not shown) and are held in place by a bearing pressing member 135 holding an oil seal 137.

  As shown in FIG. 4A, the cylinder housing 110 is mounted with a combustion unit 400 that communicates with the jet port 124 and ignites a mixture of compressed intake air and fuel obtained in the compression process to generate explosive combustion gas. The The combustion unit 400 includes a combustion unit casing 404 that is attached to the outer peripheral wall of the center housing 108 by fastening means such as screws or bolts 402. The combustor casing 404 guides the swirling flow chamber 406 that generates a swirling flow of compressed intake air flowing in from the jet port 124 and the jet of explosive combustion gas generated in the swirling flow chamber 406 to the explosion chamber 116. The jet port 124 opens so as to be inclined with respect to the compression chamber 122. Therefore, when the compressed intake air flows into the swirling flow chamber 406 through the jet port 124, the compressed intake air jet becomes a swirling flow 408 inside the swirling flow chamber 406. The combustion section casing 404 has a fuel injection valve that functions as an ignition section that injects liquid fuel or gas fuel across the swirl flow 408 on the upstream side of the swirl flow chamber 406 to ignite fuel, compressed intake air, and a homogeneous mixture. 410 is attached.

  Further, a glow plug 412 is attached to the combustion section casing 404 as an auxiliary heat source at a position where the fuel injected in the swirling flow chamber 406 directly touches in order to prevent engine start failure during cold weather. The glow plug 412 is energized from a control circuit (not shown) when the engine is started and the engine is operating, and is heated to a predetermined temperature. When the diesel engine of this embodiment is used as a gasoline engine, ignition means including an ignition plug is attached to the combustion section casing 404 instead of the glow plug 412. The exhaust gas in the exhaust chamber 120 is exhausted to the atmosphere via the exhaust port 128. The intake port 126 is connected to the outlet 358 of the rotary supercharger 350 shown in FIGS. 12 and 13, and the compressed intake air generated by the rotary supercharger 350 is supplied to the intake port 126.

  As shown in FIG. 2B, the output shaft 132 is disposed at the center of the annular working chamber 106 and has a relatively large diameter clutch engaging portion 132a, 132b and a diameter smaller than that of the clutch engaging portion 132a, 132b. Piston rotation support portions 132c and 132d extending radially inward of the end wall portions 102 and 104 are provided. On the radially inner side of the end face wall portions 102 and 104, the rotary piston portion 200 is rotatably supported by the piston rotation support portions 132c and 132d of the output shaft 132 via sleeve support bearings 142 and 144 such as needle bearings. . The sleeve support bearings 142 and 144 promote smooth rotational movement of the rotary piston unit 200. As the rotary piston part 200 rotates, the annular working chamber 106 is divided into a suction chamber 118, a compression chamber 122, an explosion chamber 116, and an exhaust chamber 120. Needle bearings 142 and 144 are respectively supported by retainers 142R and 144R in a plane region that is radially inward of the end wall portions 102 and 104 and perpendicular to the axial direction, and around the piston rotation support portions 132c and 132d. Roll.

  As is clear from FIGS. 2B, 2C, 4A, and 4B, the rotary piston unit 200 includes first and second rotor pistons 150p and 152p each having a pair of pistons arranged symmetrically in the radial direction. First and second rotary piston main bodies 150 and 152 are provided. The first and second rotary piston main bodies 150 and 152 include first and second boss portions 154 and 156 that support the first and second rotor pistons 150p and 152p, respectively, and first and second boss portions 154 and 156, respectively. The first and second sleeve portions 158 and 160 extend outward in the axial direction and are disposed in the radial plane regions of the end face wall portions 102 and 104, respectively. The first and second sleeve portions 158 and 160 are arranged on the radially inner side of the end surface wall portions 102 and 104 in the radial plane region of the end surface wall portions 102 and 104, thereby reducing the axial dimension of the rotary internal combustion engine. It has been significantly shortened, making it easy to assemble the heat engine and enabling significant cost reductions.

  The first and second sleeve portions 158 and 160 are respectively arranged between the first and second sleeve portions 158 and 160 so as to align with a planar region perpendicular to the axial direction inside the end surface wall portions 102 and 104 in the radial direction. Second sleeve portion fastening clutches 170 and 172 are arranged. Thus, the end wall portions 102, 104 and the first and second sleeve portions 158, 160 are respectively arranged between the end surface wall portions 102, 104 and the first and second sleeve portions 158, 160 so as to align with the planar region perpendicular to the axial direction inside the end surface wall portions 102, 104. 1. The second sleeve portion fastening clutches 170 and 172 are arranged. Thus, the first and second sleeve portion fastening clutches 170 and 172, the first and second sleeve portions 158 and 160, the sleeve support bearings 142 and 144, and the piston rotation support portions 132c and 132d are respectively end-to-end. Alignment is made in a plane area perpendicular to the axial direction on the inner side in the radial direction of the face walls 102 and 104, so that the axial dimension can be greatly shortened, and a compact structure of the rotary internal combustion engine can be realized. As shown in FIG. 3A, the first sleeve portion fastening clutch 170 is integrally formed with the sleeve portion fastening outer race portion 170a integral with the end face wall portion 102 and the first sleeve portion 158 of the first rotary piston main body 150. A sleeve portion fastening inner race portion 170b. The sleeve portion fastening outer race portion 170a has a hexagonal cam surface 170c. Between the sleeve portion fastening outer race portion 170a and the sleeve portion fastening inner race portion 170b, a plurality of sleeve portion fastening wedge-shaped cam spaces 174 are formed at intervals in the circumferential direction. The space portion 174 houses sleeve portion fastening cam rollers 176 as a plurality of cam elements.

  An annular retainer 178 is accommodated between the sleeve portion fastening outer race portion 170a and the sleeve portion fastening inner race portion 170b. As shown in FIG. 6, the annular retainer 178 includes a retainer body 178 b having a plurality of openings 178 a formed at intervals in the circumferential direction in order to accommodate the sleeve portion fastening cam roller 176. The diameter of the inner peripheral portion 178c of the retainer main body 178b is set slightly larger than the outer periphery of the sleeve portion 158 to form a later-described lubricating oil introduction space. The first and second sleeve portion fastening clutches 170 and 172 include anti-backlash mechanisms 180 and 182, respectively.

  As shown in FIG. 3A, the anti-backlash mechanism 180 includes an anti-backlash suppressing seal storage portion 180a formed at a position facing the radial direction in the center portion of the end surface wall portion 102, and a radial direction from the outer periphery of the retainer 178. An operating protrusion 178d that extends outwardly and is accommodated in the anti-backlash suppression seal accommodating portion 180a is provided. The S-shaped spring member 184 (see FIG. 6) urges the operating protrusion 178d to the anti-backlash position in the anti-backlash suppression seal storage portion 182a, thereby minimizing the backlash (play) of the cam roller 176 for fastening the sleeve portion. Turn into. Therefore, when the sleeve portion 158 of the piston 150p is counterclockwise in FIG. 3A, the sleeve portion 158 is quickly locked to the end surface wall portion 102 via the inner race portion 170a, and the sleeve portion fastening cam roller 176 The machine conversion efficiency is improved due to less play.

  On the other hand, as shown in FIG. 3B, the second sleeve portion fastening clutch 172 is integrated with the sleeve portion fastening outer race portion 172a integral with the end wall portion 104 and the sleeve portion 160 of the second rotary piston main body 152. And a sleeve portion fastening interlace portion 172b. The sleeve portion fastening outer race portion 172a has a hexagonal cam surface 172c. A plurality of sleeve-like fastening wedge-shaped cam spaces 174A are formed between the sleeve-part fastening outer race 172a and the interlaced part 172b in the circumferential direction. A sleeve portion fastening cam roller 176A as a plurality of cam elements is housed.

  Further, an annular retainer 178A is housed between the sleeve portion fastening outer race portion 172a and the sleeve portion fastening interlace portion 172b. The annular retainer 178A includes a retainer body 178b having a plurality of openings 178a formed at intervals in the circumferential direction to accommodate the sleeve portion fastening cam roller 176A, and the diameter of the inner periphery 178c of the retainer body 178b is the sleeve It is set slightly larger than the outer periphery of the portion 158. The second sleeve portion fastening clutch 172 includes an anti-backlash mechanism 182.

  As shown in FIG. 3B, the anti-backlash mechanism 182 includes an anti-backlash suppression seal storage portion 182a formed at a position facing the radial direction in the end face wall portion 104, and a radially outer side from the outer periphery of the retainer 178A. An operation protrusion 178d that extends so as to protrude and is housed in the anti-backlash suppression seal housing 182a is provided. The S-shaped spring member 184 (see FIG. 6) urges the operating protrusion 178d to the anti-backlash position in the anti-backlash suppressing seal storage portion 182a, thereby minimizing the backlash (play) of the cam roller 176A for fastening the sleeve portion. Turn into. Therefore, when the sleeve portion 160 of the piston 152p is counterclockwise in FIG. 3B, the sleeve portion 160 is quickly locked to the end face wall portion 104. Since the retainer 178A has the same structure as the retainer 178, the illustration is omitted.

  As shown in FIGS. 2B to 2D, first and second boss portion fastening clutches are provided between the clutch engaging portions 132 a and 132 b of the output shaft 132 and the first and second rotary piston bodies 150 and 152, respectively. 186, 188 are arranged. The first and second boss portion fastening clutches 186 and 188 include boss portion fastening outer race portions 186a and 188a that are integral with the first and second boss portions 154 and 156, respectively, and a clutch engaging portion 132a of the output shaft 132. , 132b and boss portion fastening inner race portions 186b, 188b, respectively.

  As shown in FIG. 4A, the outer race portion 186a for fastening the boss portion has a hexagonal cam surface 186c. A wedge-shaped cam space portion 186d for fastening the boss portion is formed between the outer race portion 186a for fastening the boss portion and the clutch engaging portion 132b of the output shaft 132 at a circumferential interval, and a wedge-shaped cam space portion for fastening the boss portion. A boss portion fastening cam roller 186e as a plurality of cam elements is housed in 186d. An annular retainer 186f is housed between the boss portion 154 and the clutch engaging portion 132a of the output shaft 132, and a plurality of openings 186g are formed at positions separated in the circumferential direction of the annular retainer 186f. These openings 186g The boss portion fastening cam rollers 186e are respectively stored in the plurality of boss portion fastening wedge-shaped cam spaces 186d.

  2B and 4B, the second boss portion fastening clutch 188 includes a boss portion fastening outer race portion 188a integral with the boss portion 156 of the second rotary piston main body 152, and a clutch engaging portion 132b of the output shaft 132. And an integrated boss portion fastening inner race portion 188b. A plurality of wedge-shaped cam space portions 188d for fastening the boss portion are formed between the boss portion 156 and the clutch engaging portion 132b of the output shaft 132 at intervals in the circumferential direction, and the wedge-shaped cam space portion 188d for fastening the boss portion is formed. Accommodates a boss portion fastening cam roller 188e as a plurality of cam elements. An annular retainer 188f is housed between the boss portion 156 and the clutch engaging portion 132b of the output shaft 132, and a plurality of openings 188g are formed at positions separated in the circumferential direction of the annular retainer 188f, and these openings 188g. The boss portion fastening cam rollers 188e are respectively stored in the plurality of boss portion fastening wedge cam space portions 188d.

  As shown in FIGS. 4A and 4B, the boss portion fastening one-way clutches 186 and 188 include anti-backlash mechanisms 190 and 192, respectively. In FIG. 4A, the anti-backlash mechanism 190 is provided on the outer periphery of the anti-backlash suppressing seal storage portion 190a formed so as to face the radial direction in the annular inner wall portion 154a of the boss portion 154 and the annular retainer 186f. And an actuating member 186h accommodated in the anti-backlash suppression seal accommodating portion 190a. The annular retainer 186f has a similar structure to the retainer 178 of FIG. The S-shaped spring member 194 biases the actuating member 186h to the anti-backlash position in the anti-backlash suppression seal storage portion 190a. The S-shaped spring member 194 has a similar structure to that of FIG. In FIG. 4B, the anti-backlash mechanism 192 is provided on the outer periphery of the anti-backlash suppression seal storage portion 192a formed so as to face the radial direction in the annular inner wall portion 156a of the boss portion 156, and the retainer 188f. And an actuating member 188h accommodated in the backlash suppressing seal accommodating portion 192a. The retainer 188f has a similar structure to the retainer 178 of FIG. The S-shaped spring member 194 biases the actuating member 188h to the anti-backlash position in the anti-backlash suppression seal storage 192a. The S-shaped spring member 194 has a similar structure to that of FIG.

  As shown in FIGS. 2B, 2C, and 7, the first and second rotary piston main bodies 150 and 152 are sealed with a C-shaped cross section formed in the axial direction of the first and second rotor pistons 150p and 152p. Part 210, a split seal member 220 housed in the seal housing part 210 and movable relative to the inner peripheral wall 106 a and the side wall 106 b of the annular working chamber 106 and the first and second boss parts 154 and 156, and a seal A plurality of spring members 230 that are disposed between the storage portion 210 and the divided seal member 220 and press the divided seal member 220 against the inner peripheral wall 106a, the side wall 106b, and the outer periphery of the first and second boss portions. With.

  As is clear from FIG. 7, the split seal member 220 includes first and second corner seals 240 and 242 having L-shaped cross sections, and first and second side seals 250 and 252. The first and second corner seals 240 and 242 have spring housing seal housing portions 240a, 240b, 242a, and 242b that engage with the tip of the spring member 230 made of a leaf spring. A spring member 230 is accommodated in the spring accommodating seal accommodating portions 240a and 242a, and the first and second corner seals 240 and 242 are always provided via the inclined surface 244 by the pressing force acting on the radially outer side of the spring member 230. While being held in contact, they engage with the inner peripheral wall 106a and the side wall 106b of the annular working chamber 106 so as to be in close contact with each other. Similarly, the first and second side seals 250 and 252 have spring storage seal storage portions 250a and 252a radially aligned with the spring storage seal storage portions 240b and 242b of the first and second corner seals 240 and 242, respectively. . The first and second side seals 250 and 252 are inclined by a pressing force acting on the radially outer side of the spring member 230 housed in the spring housing seal housing portions 240b and 250a and the spring housing seal housing portions 242b and 252a, respectively. 256, the contact state is always maintained. At this time, the first side seal 250 slides on the side wall 106 b of the annular working chamber 106. The radial wall portion of the second side seal 252 slides while engaging with the side wall 106b of the annular working chamber 106 and the second boss portion 156 in close contact with each other. The axial seal wall portion 252b of the second side seal 252 slides so as to be in close contact with the outer periphery of the boss portion 156. For this reason, the leakage of the working fluid between the first and second rotary piston main bodies 150 and 152 and the cylinder housing 110 is minimized, and the efficiency of the engine is improved correspondingly, and a high power output is obtained.

  2B and 7, a main lubricating oil supply path 132L along the central axis of the output shaft 132 and a plurality of radial lubricating oil supply paths 132L1, 132L2, and 132L3 extending in the radial direction from the main lubricating oil supply path 132L are provided. The formed lubricating oil is supplied to the main lubricating oil supply passage 132L via a lubricating oil pump and a lubricating oil supply line (not shown). Lubricating oil is supplied to the first and second boss engaging clutches 186 and 188, the first and second needle bearings 142 and 144, and the first and second sleeve engaging clutches 170 and 172 from the radial lubricating oil supply passage. The The central radial lubricating oil supply passage 132L1 further communicates with seal lubricating passages 300, 302, 304, and 306 formed inside the rotary piston main body 150. The seal lubrication passages 302, 304, and 306 extend to the slit-shaped groove portion 210 and supply lubricating oil to the divided seal member 220 through the slit-shaped groove portion 210. Porous plugs 308 and 310 are attached to both end portions of the seal lubrication passages 302 and 306, respectively, and a porous plug 312 is attached to the tip end portion of the seal lubrication passage 304, and the slit-shaped groove portion 210 passes through these porous plugs. Therefore, the lubricating oil is gradually supplied to the split seal member 220, and the seal member 220, the inner wall and side wall of the cylinder housing, and the outer periphery of the boss portion 156 are smoothly lubricated. Lubricating oil after lubrication is recovered in an annular lubricating oil recovery chamber 322 formed in the flange portion 104a of the end face wall by the explosive combustion gas acting on the explosion chamber 116 during operation of the heat engine. The recovered high-temperature lubricating oil is returned to a lubricating oil sump (not shown) through a lubricating oil return line (not shown).

  In FIG. 1, a starter motor (not shown) is connected to the output shaft 132 through power transmission means such as a drive gear or a pulley and a timing belt. As a modification, a motor generator may be connected to the engine cylinder housing and used as a starter motor.

  Next, the operation of the rotary internal combustion engine 100 according to this embodiment will be described. When the rotary internal combustion engine 100 is started, the glow plug 412 is energized by a control circuit (not shown) and heated to a predetermined temperature. On the other hand, when the output shaft 132 is cranked by the starter motor, the charge rotor 362 of the rotary supercharger 350 rotates clockwise in FIG. 2A. Then, since the pair of lobes 364 of the charge rotor 362 is separated from the curved surface seal portion 376a of the movable valve 368, the intake system air is sucked into the charge chamber 370 from the inlet 356, and the charge rotor 362 is further rotated in the clockwise direction. Accordingly, the intake air in the charge chamber 370 is pressurized to become high-pressure intake air, and is discharged from the outlet 358 to the intake port 126 via the connection pipe CP. When high-pressure intake air CA is supplied to the intake chamber 118 via the intake port 126, clockwise pressure acts on the rotor piston 150p, and counterclockwise pressure acts on the rotor piston 152p. Accordingly, the rotor piston 152p is locked to the cylinder housing 110, while the rotor piston 150p is rotationally driven in the clockwise direction CW. As the rotor piston 150p rotates in the clockwise direction, the high-pressure intake air in the compression chamber 122 is further compressed into high-temperature and high-pressure compressed air. When the rotor piston 150p comes into contact with the rotor piston 152p via a protrusion (not shown), both pistons are further rotated clockwise due to inertia. At this time, the high-temperature and high-pressure compressed intake air existing between the two pistons flows into the swirling flow chamber 406 through the jet port 124, and the high-temperature and high-pressure compressed intake air is further heated by the glow plug 412 inside the swirling flow chamber 406. As a result, the swirl flow 408 is obtained. At this time, fuel is injected from the fuel injection valve 410 functioning as an igniter, and the mixture of the fuel and the high-temperature and high-pressure compressed intake swirl flow 408 is ignited to generate explosive combustion gas. The explosive combustion gas is jetted into the explosion chamber 116 through the jet port 124, and an explosion / exhaust stroke is executed. Thereafter, the suction process, the compression process, the explosion process, and the exhaust process are repeated, and power is obtained from the output shaft 132.

  FIG. 8 is a block diagram of the hybrid vehicle 10 according to the second embodiment of the present invention. In the following description, the hybrid vehicle 10 is described as being applied to an automobile. However, the present invention is not limited to an automobile. For example, a vehicle such as a truck, a bus, a motorcycle, a motorcycle, and a steam engine. The present invention can also be applied to vehicles such as vehicles, diesel locomotives, ships, aircraft, spacecrafts, construction machines such as hydraulic excavators and bulldozers, agricultural and forestry machines such as tractors and combines, and specially equipped vehicles such as tanks.

  The hybrid vehicle 10 includes the rotary internal combustion engine 100 according to the first embodiment, and includes a power device 12 that supplies propulsion power to the hybrid vehicle 10 and an output device 14 that transmits the propulsion power to the hybrid vehicle 10. . The output device 14 is a clutch CL that selectively cuts off or fastens the power of the rotary internal combustion engine 100, a transmission TR that shifts the power of the rotary internal combustion engine 100 to a plurality of traveling speeds, and an output of the transmission TR to transmit the output to the vehicle. Propeller shaft PS is provided. The propeller shaft PS drives a propulsion device 18 such as a drive wheel as a load of the hybrid vehicle 10 via the differential 17. When the vehicle is a ship or an aircraft, as is well known, propulsion means such as a propeller and a screw is used as the load of the hybrid vehicle 10.

  In the hybrid vehicle 10 shown in FIG. 8, the rotary internal combustion engine 100 of the power unit 12 includes a rotary supercharger 350, and the turbocharger 50 is connected to the exhaust port 128 of the rotary internal combustion engine 100. The turbocharger 50 driven by the exhaust gas jet pressurizes the intake air of the intake system 52 including the air filter AF, and is further pressurized by the rotary supercharger 350 so that the high-pressure intake air is intake air of the rotary internal combustion engine 100. Supplied to port 126. The rotary internal combustion engine 100 includes a fuel injection valve 410 that functions as an ignition means, and a glow plug 412 for heating a mixture of intake air and fuel. The fuel injection valve 410 is connected to the fuel tank 58 via the fuel pump 56. The glow plug 412 heats the air-fuel mixture to a predetermined temperature with power supplied from the glow plug controller 54. The glow plug controller 54 is supplied with power from the power storage device 22. The output device 14 includes a motor generator (M / G) 20 disposed adjacent to the differential. The M / G 20 collects regenerative energy when the vehicle is decelerated or braked and generates power, and the generated power is AC / DC converted by the power converter 21 and stored in the power storage device 22 such as a battery. The output power of the power storage device 22 is supplied to the glow plug controller 54, and at the time of acceleration of the hybrid vehicle 10, the power converter 21 performs orthogonal transformation to cause the M / G 20 to function as a motor.

  A starter motor (not shown) is connected to the output shaft 132 through power transmission means such as a drive gear or a pulley and a timing belt. As a modification, a motor generator mounted on the engine housing may be directly connected to the output shaft and used as a starter motor.

  When the hybrid vehicle 10 is started, the glow plug 412 is supplied with electric power from the glow plug controller 54 and heated to a predetermined temperature. On the other hand, when the output shaft 132 is cranked by the starter motor, the high-pressure intake CA is supplied from the outlet 358 of the rotary supercharger 350 to the intake chamber 118 via the intake port 126 (see FIGS. 2A and 4A). At this time, the high-pressure intake air is compressed by the rotary piston portion inside the rotary internal combustion engine 100 to become high-temperature high-pressure compressed air, mixed with fuel in the combustion portion 400 to generate explosive combustion gas, and the rotary internal combustion engine 100 generates an output shaft. Power is generated at 132. This power is transmitted to propulsion means such as drive wheels 18 via the output device 14 and the hybrid vehicle 10 propels it. When a brake is applied while the hybrid vehicle 10 is traveling, the motor generator 20 is activated by regenerative energy to generate power, and the generated power is converted from dinosaur power to DC power by the power converter 21 and stored in the power storage device 22. When accelerating the hybrid vehicle 10, output power is converted from the power storage device 22 into AC power by the power converter 21, and the motor generator 20 functions as a motor to perform torque assist.

  As mentioned above, although each Example of this invention was described based on drawing, these show only one embodiment to the last, and this invention is the aspect which added the various change and improvement based on the knowledge of those skilled in the art. Can be implemented. For example, although the rotary internal combustion engine of the present invention has been described as applied to a rotary diesel engine, the present invention is not limited to this embodiment. For example, the glow plug is replaced with a spark plug and applied as a gasoline engine. May be. Also, an interface for connecting an external power source may be provided in the power storage device so that the nighttime power or surplus power from renewable energy is charged to the power storage device via the interface to increase the motor mode utilization ratio of the motor generator. good.

  102,104. . . Disc-shaped end wall; 106. . . 110. annular working chamber; . . 132. cylinder housing; . . Output shaft; 132a, 132b. . . Clutch engagement portion; 142, 144. . . Needle bearings; 150, 152. . . First and second rotary piston bodies; 170, 172. . . Clutches for fastening the first and second sleeve portions; 186,188. . . Clutches for fastening the first and second boss parts; 190,192. . . Anti-backlash mechanism; 200. . . Rotary piston part; 220. . . Divided seal member; 264. . . Lubricating oil supply line; 264. . . Lubricating oil supply line; 324. . . Lubricating oil return line; 350. . . Rotary supercharger; 400. . . Combustion section; 406. . . Swirl flow chamber; 410. . . Fuel injection valve

Claims (4)

An intake port for supplying intake air from an air supply system and an exhaust port for exhausting exhaust gas, and having a disk-like end wall portion extending in a plane perpendicular to the axial direction and spaced apart in the axial direction A cylinder housing;
A rotary supercharger having a rotor housing concentrically connected to the cylinder housing, and a charge rotor housed in the rotor housing and compressing the intake air to supply high-pressure intake air to the intake port ,
An annular working chamber formed in the cylinder housing and forming an air supply chamber, a compression chamber, an explosion chamber and an exhaust chamber between the intake port and the exhaust port;
A combustion section that communicates with the annular working chamber between the compression chamber and the explosion chamber, and that explosively burns a mixture of compressed intake air and fuel supplied from the compression chamber;
A clutch engaging portion extending in the axial direction of the annular working chamber and disposed at an intermediate portion of the annular working chamber; and a disc-like shape from both ends of the clutch engaging portion having a smaller diameter than the clutch engaging portion. An output shaft having a piston rotation support portion extending radially inward of the end wall and extending into the rotor housing and drivingly connected to the charge rotor;
The annular working chamber is turned to the intake chamber, the compression chamber, the explosion chamber, and the exhaust chamber while being rotatably supported by the output shaft and rotating in the annular working chamber in response to the explosion combustion gas. The first and second rotary piston bodies are divided, and extend to the radially outer sides of the first and second boss portions, and the first and second boss portions aligned in the radial direction with the clutch engaging portion, respectively. First and second rotor pistons rotatably accommodated in the annular working chamber, and first and second rotors extending from the first and second boss portions and extending radially inward of the disk-shaped end wall portion, respectively. First and second rotary piston bodies having two sleeve portions;
The disk-shaped end surface wall portion is disposed between the disk-shaped end surface wall portion and the first and second sleeve portions on the inside in the radial direction, and the first and second sleeve portions are respectively connected to the first and second sleeve portions. First and second sleeve portion fastening clutches that switch between a locked state and an unlocked state with respect to the end face wall portion between the second rotational direction;
The clutch engaging portion is disposed between the first and second boss portions, respectively, and the first and second boss portions are respectively disposed between the second rotational direction and the first rotational direction. A first and second boss portion fastening clutch that switches between a locked state and an unlocked state with respect to the clutch engaging portion;
First and second sleeve support bearings mounted between the first and second sleeve portions and the piston rotation support portion on the radially inner side of the disk-shaped end surface wall portion;
Seal housing portions respectively formed on outer peripheral surfaces of the first and second rotor pistons;
A plurality of split seal members that are in sliding contact with the wall portion of the annular working chamber and the first and second boss portions in a state of being slidable relative to each other in the seal housing portion;
A plurality of spring members that are disposed in the seal housing portion and press the plurality of divided seal members against the outer periphery of the wall portion and the first and second boss portions;
A swirl flow generating chamber disposed in the cylinder housing so as to communicate with the compression chamber and the explosion chamber and forming a swirl flow of the compressed intake air; and
A jet outlet for ejecting the explosion combustion gas into the explosion chamber;
A fuel injection valve for injecting and igniting the fuel so as to intersect the swirl flow of the compressed intake air in the swirl flow generation chamber,
The rotary supercharger, an inlet connected to the air supply system, an outlet communicating with the intake port, a rotor working chamber formed in the rotor housing and opening the inlet and the outlet; At least one that is formed in the charge rotor and sucks the intake air from the inlet while rotating on the inner peripheral surface of the rotor working chamber and discharges the intake air after the suction to the intake port while compressing the intake air. Two lobes, a curved sliding recess formed in a circumferential rear edge of the lobe in the radially inner region of the lobe, and a movable valve that is slidable against the charge rotor adjacent to the inlet, A charge chamber formed between the movable valve and the curved sliding recess,
A valve element in which the movable valve rotates in the rotor housing via a pivot shaft; and a pressing spring that is housed in a spring housing portion formed in the rotor housing and presses the valve element toward the charge rotor. Prepared,
Rotary internal combustion of the valve element, wherein the curved sealing portion that slides while contacting the said lobe and said curved slide recess, the Rukoto a communication opening portion communicating with said and said charge chamber outlet organ. A main lubricating oil supply passage formed along an axial direction of the output shaft; a first and second sleeve portion fastening clutch extending radially outward from the main lubricating oil supply passage; A first lubricating oil supply passage communicating with the second boss portion fastening clutch;
The first and second rotor pistons each include a second lubricating oil supply passage that extends to the seal housing portion, communicates with the main lubricating oil supply passage, and supplies lubricating oil to the plurality of seal members. The rotary internal combustion engine according to claim 1. A propulsion device;
An output device for transmitting power to the propulsion device;
A vehicle including a rotary internal combustion engine that generates the power,
The rotary internal combustion engine is
An intake port for supplying intake air from an air supply system and an exhaust port for exhausting exhaust gas, and having a disk-like end wall portion extending in a plane perpendicular to the axial direction and spaced apart in the axial direction A cylinder housing;
A rotary supercharger having a rotor housing concentrically connected to the cylinder housing, and a charge rotor housed in the rotor housing and compressing the intake air to supply high-pressure intake air to the intake port ,
An annular working chamber formed in the cylinder housing and forming an air supply chamber, a compression chamber, an explosion chamber and an exhaust chamber between the intake port and the exhaust port;
A combustion section that communicates with the annular working chamber between the compression chamber and the explosion chamber, and that explosively burns a mixture of compressed intake air and fuel supplied from the compression chamber;
A clutch engaging portion extending in the axial direction of the annular working chamber and disposed at an intermediate portion of the annular working chamber; and a disc-like shape from both ends of the clutch engaging portion having a smaller diameter than the clutch engaging portion. An output shaft having a piston rotation support portion extending radially inward of the end wall and extending into the rotor housing and drivingly connected to the charge rotor;
The annular working chamber is turned to the intake chamber, the compression chamber, the explosion chamber, and the exhaust chamber while being rotatably supported by the output shaft and rotating in the annular working chamber in response to the explosion combustion gas. The first and second rotary piston bodies are divided, and extend to the radially outer sides of the first and second boss portions, and the first and second boss portions aligned in the radial direction with the clutch engaging portion, respectively. First and second rotor pistons rotatably accommodated in the annular working chamber, and first and second rotors extending from the first and second boss portions and extending radially inward of the disk-shaped end wall portion, respectively. First and second rotary piston bodies having two sleeve portions;
The disk-shaped end surface wall portion is disposed between the disk-shaped end surface wall portion and the first and second sleeve portions on the inside in the radial direction, and the first and second sleeve portions are respectively connected to the first and second sleeve portions. First and second sleeve portion fastening clutches that switch between a locked state and an unlocked state with respect to the end face wall portion between the second rotational direction;
The clutch engaging portion is disposed between the first and second boss portions, respectively, and the first and second boss portions are respectively disposed between the second rotational direction and the first rotational direction. A first and second boss portion fastening clutch that switches between a locked state and an unlocked state with respect to the clutch engaging portion;
First and second sleeve support bearings mounted between the first and second sleeve portions and the piston rotation support portion on the radially inner side of the disk-shaped end surface wall portion;
Seal housing portions respectively formed on outer peripheral surfaces of the first and second rotor pistons;
A plurality of split seal members that are in sliding contact with the wall portion of the annular working chamber and the first and second boss portions in a state of being slidable relative to each other in the seal housing portion;
A plurality of spring members that are disposed in the seal housing portion and press the plurality of divided seal members against the outer periphery of the wall portion and the first and second boss portions;
A swirl flow generating chamber disposed in the cylinder housing so as to communicate with the compression chamber and the explosion chamber and forming a swirl flow of the compressed intake air; and
A jet outlet for ejecting the explosion combustion gas into the explosion chamber;
A fuel injection valve for injecting and igniting the fuel so as to intersect the swirl flow of the compressed intake air in the swirl flow generation chamber,
The rotary supercharger, an inlet connected to the air supply system, an outlet communicating with the intake port, a rotor working chamber formed in the rotor housing and opening the inlet and the outlet; At least one that is formed in the charge rotor and sucks the intake air from the inlet while rotating on the inner peripheral surface of the rotor working chamber and discharges the intake air after the suction to the intake port while compressing the intake air. Two lobes, a curved sliding recess formed in a circumferential rear edge of the lobe in the radially inner region of the lobe, and a movable valve that is slidable against the charge rotor adjacent to the inlet, A charge chamber formed between the movable valve and the curved sliding recess,
A valve element in which the movable valve rotates in the rotor housing via a pivot shaft; and a pressing spring that is housed in a spring housing portion formed in the rotor housing and presses the valve element toward the charge rotor. Prepared,
The vehicle valve elements, and the lobe and curved seal portion that slides while contacting the said curved sliding recess, characterized Rukoto a communication opening portion communicating with said and said charge chamber outlet. A motor generator that is drivingly connected to an output device of the vehicle according to claim 3 and that generates electric power by using regenerative energy of the vehicle to supply generated electric power, an electric storage device, and the electric storage device that converts the generated electric power into a DC output. A hybrid vehicle comprising: a power converter that stores power in the device and converts the output power of the power storage device into an AC output when the vehicle is accelerated to drive the motor generator in a motor mode.

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