Suctionless internal combustion engine intake architecture

Abstract

This invention discloses a non-suction intake architecture suitable for reciprocating piston internal combustion engines and rotary engines, belonging to the field of internal combustion engine technology. Addressing the problems of traditional engines such as high pumping losses, difficulty in controlling intake air temperature, high exhaust back pressure, limited combustion chamber optimization, redundancy design required for low-temperature starts, and poor stability under high-altitude conditions, this invention achieves intake air replenishment through active compressed gas delivery. This effectively reduces pumping losses and exhaust back pressure, precisely controls intake air temperature to suppress knocking, reduces intake and exhaust valve sizes, optimizes the combustion chamber structure, and eliminates the thermal efficiency limitations imposed by redundant design for low-temperature starts, significantly improving engine operating stability in thin-climate environments at high altitudes. This invention features a novel architecture, wide applicability, and can significantly improve the overall thermal efficiency and operating condition adaptability of internal combustion engines, providing a highly efficient and energy-saving new intake solution for piston and rotary engines.

Description

Technical Field

[0001] This invention relates to the field of internal combustion engine technology, specifically to a novel, highly efficient internal combustion engine architecture that revolutionizes traditional structures and is adaptable to piston-type engines. It is comparable to a rotary engine and exhibits significant technological advantages in high-altitude operating conditions. Background Technology

[0002] Current traditional piston internal combustion engines and rotary engines generally have several inherent defects: there are significant pumping losses during the intake and exhaust processes, and intake... Temperature is difficult to precisely control to suppress knocking; exhaust easily generates high back pressure, and the turbocharging system increases structural complexity; it is also limited by the intake and exhaust valve structure. Combustion chamber optimization is difficult; to improve cold start issues, existing designs have to employ redundant structures, which limits the engine's thermal efficiency. Limited performance and inhibited operation; in the thin air conditions at high altitudes, problems such as insufficient air intake and decreased operational stability are likely to occur.

[0003] Therefore, this invention proposes a novel internal combustion engine architecture to improve the aforementioned technical problems.

[0004] This invention is inspired by natural laws and the evolution of human civilization. By pre-processing food, humans save energy and time, enabling them to move towards a higher level of development. Development; This invention reduces engine ineffective losses by pre-compressing intake air and storing heat and energy, thus propelling engine technology to a higher level.

[0005] Technology has always been there; we just lack the eyes to see it. The greatest truths are the simplest.

[0006] This breakthrough transcends long-standing limitations of conventional thinking, employing a more fundamental and advanced approach to overcome long-standing technological bottlenecks in the industry and solve the problem of traditional... This addresses long-standing common challenges in the field of conventional engines, and also establishes a new underlying framework for global engine technology, opening up a higher-level development path. (Technology Source) Both are rooted in and serve life; their underlying logic remains consistent. Summary of the Invention

[0007] This invention discloses a non-suction intake architecture and method for an internal combustion engine, which provides compressed air with pressure redundancy through an external compression unit. The air, after being pressurized by the air storage unit, is supplied to the intake end of the internal combustion engine as needed by the pressure regulating structure. This is combined with the engine's design features of low compression ratio and high expansion ratio. The system employs a coordinated adjustment strategy of valve timing and air supply pressure to precisely control the intake volume and pressure, ensuring that the intake air within the cylinder pushes the piston. The auxiliary work eliminates pumping losses at the root. The system can flexibly adjust the intake air temperature through water cooling or air cooling, and is equipped with shutdown pressure control and... The emergency refueling mechanism, while improving cold start redundancy limitations and enhancing adaptability to high-altitude environments, significantly improves the overall thermal efficiency and operating performance of the internal combustion engine. Economic efficiency.

[0008] Non-suction internal combustion engine intake architecture – technical highlights The non-suction-assisted internal combustion engine intake architecture of this invention abandons the traditional method of relying on piston or rotor negative pressure to draw in air, and adopts an active air supply... Compared to existing naturally aspirated, turbocharged, and supercharged internal combustion engines, the compressed gas intake mode has the following technical advantages: Highlight 1: Completely eliminates pumping losses, converting the intake stroke into an auxiliary power stroke. In the intake stroke of a traditional internal combustion engine, the downward movement of the piston creates negative pressure to draw in air, resulting in significant pumping losses and consuming the engine's effective power; this invention... Ming uses low-pressure compressed gas to actively force it into the cylinder or working chamber, and uses the gas pressure to directly push the piston downward, thus eliminating the power loss of the intake gas. The stroke is transformed into an auxiliary power stroke, fundamentally eliminating pumping losses and significantly improving the engine's effective output power and overall energy efficiency.

[0009] Under low load and low charge conditions, even with low supply pressure and reduced work done by the intake piston, the intake and exhaust valves remain closed. The cylinder forms a closed space, and the negative pressure effect generated by the piston's downward movement roughly cancels out the pull-back effect during upward compression, so the overall pressure does not exceed the required level. External negative work, always maintaining a highly efficient state with no pumping air loss.

[0010] Highlight 2: Unique pressure-controlled intake logic for precise and easy power adjustment. Abandoning traditional throttle valve regulation and complex valve timing adjustment methods, this method fixes the valve opening duration and achieves intake by controlling the supply pressure of compressed gas. Precise gas volume control with a simple and reliable control method; low-pressure gas supply mode can widen the gas distribution time window and the power adjustment range, adaptable to idling, It meets the needs of all operating conditions, including low load and high load.

[0011] Shortening the valve timing allows for a proper increase in intake pressure, enabling the intake air to push the piston and perform work upon entering the cylinder, thus further enhancing the intake performance. Power output; this control method is particularly suitable for engines with low compression ratios and high expansion ratios, as it avoids low pressure and inability to achieve optimal performance due to continuous intake. The issue of efficient work is addressed, allowing for a better match between the intake work characteristics and the overall engine expansion ratio characteristics.

[0012] Highlight 3: Intake air temperature can be flexibly adjusted, and cooling methods can be freely selected. After compression, the compressed gas has a certain temperature. As it enters the cylinder and pushes the piston to expand and do work, the pressure drops back to near atmospheric pressure. The temperature will naturally decrease and approach ambient temperature. To further suppress knocking and improve thermal efficiency, the intake air can be water-cooled or air-cooled. Enhanced heat dissipation further reduces the temperature of the gas involved in compression, thereby increasing air density, suppressing knocking, and adapting to higher compression ratio designs. Explore combustion thermal efficiency in one step.

[0013] Highlight 4: Thorough high-pressure scavenging results in extremely low residual exhaust gas coefficient. The intake port opens at the end of the exhaust stroke, using compressed gas to actively purge the cylinder. Combined with the delayed closing design of the exhaust valve, this removes residual exhaust gas from the cylinder. Complete exhaust and scavenging effect are far superior to traditional passive intake methods; the amount of residual exhaust gas in the cylinder is greatly reduced, the proportion of fresh charge is increased, and combustion is more complete. Stable, reducing energy loss caused by incomplete combustion.

[0014] Highlight 5: No exhaust back pressure, smoother exhaust flow This architecture eliminates the need for a turbocharger, completely removing exhaust back pressure caused by the turbocharger. This results in less resistance during engine exhaust, further reducing exhaust emissions. This reduces power loss during the stroke while improving engine smoothness.

[0015] Highlight Six: Valve size and arrangement can be further optimized, resulting in a more refined combustion chamber structure. By relying on forced air supply, there is no need to depend on large valves to ensure airflow. Both intake and exhaust valves can be designed to be smaller, reducing valve footprint. The cylinder head space. Based on this, the intake and exhaust valves can be arranged asymmetrically, causing the compressed gas ejected from the intake port to form a directional airflow, directly... The airflow is concentrated towards the area where the exhaust valve is located, achieving more efficient directional scavenging; the exhaust valve can be positioned at the end of the airflow path or in a corner, allowing... Residual exhaust gases are discharged more smoothly under the propulsion of the airflow. With reduced valve size and optimized arrangement, the combustion chamber can be optimized into a shape that better conforms to combustion dynamics. The spark plug arrangement and air squeezing effect are more reasonable, which speeds up the combustion speed and improves the combustion efficiency.

[0016] Highlight 7: Wide applicability, compatible with multiple types of internal combustion engines This invention represents an innovative intake architecture with no structural limitations, applicable to both four-stroke and two-stroke reciprocating piston internal combustion engines, and fully compatible with... The triangular rotor engine is highly versatile and can be used for iterative upgrades of various types of internal combustion engines.

[0017] Highlight 8: Low-pressure gas supply results in low energy consumption and good engineering feasibility. The gas supply pressure is in the low-pressure range, which places lower requirements on the pressure resistance and sealing of components such as compressed air sources, pipelines, and valves. The overall system has low energy consumption and a simple structure. It is simple, highly reliable, has lower manufacturing and maintenance costs, and is well-suited for engineering implementation.

[0018] Highlight 9: Multiple start-up protection mechanisms ensure reliable start-up even during cold starts and long-term parking. This invention features a dedicated shutdown pressure control strategy that automatically reduces and maintains the intake chamber pressure at a low level after the engine is shut down, preventing high pressure. If the gas is left to cool for an extended period of time and then becomes excessively cold, it will not reach the ignition temperature when it is recompressed in the cylinder.

[0019] The system can also be equipped with an independent emergency air replenishment unit, which can quickly replenish the initial air pressure when the vehicle has been sitting still for a long time and the air storage pressure has been completely leaked. Starting pressure meets the engine's ignition and intake air requirements; after starting, the low-pressure gas can effectively heat up through the compression stroke, in conjunction with a reasonable charging volume and compression... Compared to achieving stable ignition, it fundamentally avoids difficulties in cold start and pressureless start, ensuring start-up reliability in all scenarios and under all operating conditions.

[0020] Highlight 10: Extremely adaptable to high-altitude and thin-air environments, with stable power output. This system uses an external compressor for active air supply, eliminating reliance on the engine's own air intake. It can maintain stable operation even in thin air environments such as high altitudes and plateaus. It provides ample intake pressure and volume, preventing insufficient intake and significant power reduction issues caused by decreased ambient air pressure, and can maintain rated power throughout the entire process. Its power output is particularly suitable for special applications with stringent requirements for high-altitude performance and high-altitude reliability. Implementation

[0021] This system adopts an implementation path that combines high-pressure gas storage and stabilization, staged pressure regulation and gas supply, and coordinated control of gas distribution phase. The system is set at a relatively high pressure. The air storage unit serves as a gas source reserve, and compressed air with pressure redundancy is injected into it by the compression device; the air storage unit is connected to the engine intake end. A pressure regulating control structure is installed between the intake and exhaust systems to adjust the intake pressure to a suitable level and ensure a stable supply of air according to the actual operating conditions of the engine. It responds quickly, has minimal pressure fluctuations, and can follow engine load changes in real time.

[0022] In terms of valve train control, taking into account the engine's low compression ratio and high expansion ratio design, the intake valves adopt a non-full-stroke opening mechanism. Properly setting the valve opening duration and angle prevents excessive air intake, which could cause the actual compression ratio to exceed the design range. Intake valve opening duration and... A coordinated relationship is established between air supply pressure and valve opening time: the longer the valve opening time, the smaller the required adjustment range of air supply pressure; the shorter the valve opening time, the smaller the required adjustment range of air supply pressure. The range of air supply pressure adjustment needs to be expanded accordingly to complete sufficient inflation within a shorter intake period, while using the intake pressure to drive the piston to do work.

[0023] Through the coordinated operation of the aforementioned pressure regulation and valve timing strategies, precise matching of intake volume, compression ratio, and output power is achieved across the entire range, ensuring the engine's performance. It operates efficiently and stably under various working conditions.

[0024] This embodiment is only a preferred example and does not exhaustively represent all implementation methods; other equivalent means may be used based on the architecture and process described in this invention. All implementations fall within the protection scope of this invention.

Claims

1. A non-suction-type internal combustion engine intake structure, characterized in that: At the end of the intake or exhaust stroke, compressed gas is actively supplied to the cylinder or working chamber through the intake port; after the exhaust phase ends and the working chamber is sealed except for the air supply channel, compressed gas continues to be supplied to achieve the required intake volume; the intake process of the cylinder or working chamber does not rely on the negative pressure suction formed by the piston or rotor movement.

2. The intake architecture of a non-suction internal combustion engine according to claim 1, characterized in that: The operation of actively supplying compressed gas can also occur after the traditional negative pressure suction air intake is completed and the working chamber is formed into a sealed chamber except for the dedicated air supply channel. In this case, the working chamber is pressurized and supplied with gas through a dedicated air passage or auxiliary valve that is independent of the traditional air intake channel, so as to increase the pressure inside the chamber and the actual air intake volume.