Supercharging system for internal combustion engines

Abstract

This invention relates to a turbocharging system for an internal combustion engine. The turbocharging system includes a crankshaft chamber, two cylinder chambers, a crankshaft connecting rod mechanism, an intake manifold, two guide pipes, and a crankshaft control mechanism. The crankshaft connecting rod mechanism is installed in the crankshaft chamber. Each piston is housed in its respective cylinder chamber and connected to the crankshaft connecting rod mechanism. The intake manifold connects only to the crankshaft chamber. Each guide pipe connects at one end only to the crankshaft chamber and at the other end only to the respective cylinder chamber. The crankshaft control mechanism is installed in the crankshaft chamber and includes a rotating rod and a sealing block fixed to the rotating rod and rotating with it. The sealing block can block and seal the junction between the crankshaft chamber and each guide pipe. This improves the power efficiency of the turbocharging system.

Description

TECHNICAL FIELD

[0001] The present application relates to an internal combustion engine structure, and in particular, to an internal combustion engine supercharging system. BACKGROUND

[0002] Internal combustion engine (ICE) is a kind of engine that uses the chemical energy of fuel to produce mechanical energy. The working principle of ICE is that the external air is guided into the combustion chamber by the intake pipe, and then the air is mixed with fuel in the combustion chamber and burned to produce gas. The gas is heated and expanded, and then converted into mechanical energy by mechanical devices to do work outside, thereby converting the chemical energy of fuel into mechanical energy. At present, the principle of vehicle, ship and aircraft engines all widely uses ICE.

[0003] Among them, the reciprocating piston type internal combustion engine is divided into four processes: intake, compression, work and exhaust. The above-mentioned intake, compression, work and exhaust cycle is completed through four strokes (i.e. the piston moves from one end of the cylinder to the other end), which is called four-stroke cycle. The above-mentioned intake, compression, work and exhaust cycle is completed through two strokes, which is called at least two-stroke cycle.

[0004] However, under the same displacement, the power generated by the four-stroke cycle internal combustion engine is only about one-half of the at least two-stroke cycle internal combustion engine. However, the exhaust and intake of the four-stroke cycle internal combustion engine are separated to avoid the exhaust of unburned gas to the outside, so the four-stroke cycle internal combustion engine is not easy to waste fuel and pollute the air, and has more advantages for modern environmental protection and green energy requirements. Therefore, how to improve the power efficiency of the four-stroke cycle internal combustion engine is the focus of the industry. SUMMARY

[0005] The present application provides an internal combustion engine supercharging system, which utilizes the cylinder chamber to generate intake stroke, and the sealing block is blocked and closed at the intersection of the crankshaft chamber and the flow guide pipe, thereby improving the power efficiency of the internal combustion engine supercharging system.

[0006] In an embodiment of the present application, a supercharging system for an internal combustion engine is provided. The system includes a crankcase, at least two cylinder chambers, a crank connecting rod mechanism installed in the crankcase, at least two pistons accommodated in the cylinder chambers, the pistons being connected to the crank connecting rod mechanism and following the crank connecting rod mechanism to operate, an intake pipe connected only to the crankcase, at least two flow guide pipes, each of the flow guide pipes being connected only to the crankcase at one end and to the cylinder chambers at the other end, a check valve assembly including a check valve installed at the intersection of the intake pipe and the crankcase and at least two first on-off valves installed at the intersection of the flow guide pipes and the cylinder chambers, and a rotating rod control mechanism installed in the crankcase, the rotating rod control mechanism including a rotating rod and a sealing block fixed to the rotating rod and following the rotating rod to rotate, the sealing block being capable of being arranged and sealed at the intersection of the crankcase and the flow guide pipes.

[0007] In an embodiment of the present application, the number of the cylinder chambers, the pistons, the flow guide pipes and the first on-off valves is two, the crankcase has a left side, a right side, an upper side and a lower side, one of the cylinder chambers is connected to the left side, the other of the cylinder chambers is connected to the right side, the intake pipe is connected to the upper side, and the flow guide pipes are connected to the lower side.

[0008] In an embodiment of the present application, the crankcase and the cylinder chambers are separated by the pistons, the pistons move together towards the crankcase or move away from the crankcase, and the moving directions of the pistons are parallel.

[0009] In an embodiment of the present application, the crank connecting rod mechanism includes a crank disc installed in the crankcase and at least two connecting rods, one end of each of the connecting rods is connected to the crank disc and the other end of each of the connecting rods is arranged in the cylinder chambers, and each of the pistons is connected to the connecting rods and reciprocates in the cylinder chambers following the connecting rods.

[0010] In an embodiment of the present application, the rotating rod control mechanism further includes two first tappets and a first cam, the first cam is fixed to the rotating rod and follows the rotating rod to rotate, one end of each of the first tappets is connected to the first on-off valves and the other end of each of the first tappets is capable of being pushed by the first cam.

[0011] In an embodiment of the present application, the system further includes at least two spark plugs, each of the spark plugs is connected to the cylinder chambers away from the crankcase and corresponding to the cylinder chambers.

[0012] In one embodiment of the present application, at least two exhaust pipes are provided, each of which is connected to the cylinder chamber; and at least two second switch valves are provided, each of which is installed at the joint of the exhaust pipe and the cylinder chamber.

[0013] In one embodiment of the present application, the rotating rod control mechanism further comprises two second tappets and a second cam, the second cam is fixed to the rotating rod and rotates with the rotating rod, one end of each of the second tappets is connected to each of the second switch valves and the other end can be pushed by the second cam.

[0014] In one embodiment of the present application, each of the flow guide pipes and each of the exhaust pipes are arranged on both sides of each of the spark plugs.

[0015] In one embodiment of the present application, a linkage gear set is further provided, the linkage gear set is installed in the crankcase, the linkage gear set comprises a first gear and a second gear, the first gear is fixed to the crank disc and rotates with the crank disc, the second gear is engaged with the first gear, the second gear is fixed to the rotating rod and drives the rotating rod to rotate, the gear ratio of the first gear and the second gear is 1:2.

[0016] In one embodiment of the present application, a lubricating oil nozzle is further provided, the lubricating oil nozzle is installed on the intake pipe and corresponds to the inner chamber of the intake pipe.

[0017] Based on the above, when the left cylinder chamber generates an intake stroke, the sealing block is arranged and closed at the joint of the crankcase and the right flow guide pipe, so that fuel, air and lubricating oil cannot flow into the inside of the right flow guide pipe, and fuel, air and lubricating oil only fill in the inside of the left cylinder chamber and the left flow guide pipe, so that the left cylinder chamber has the effect of reducing volume and increasing pressure; when the right cylinder chamber generates an intake stroke, the sealing block is arranged and closed at the joint of the crankcase and the left flow guide pipe, so that fuel, air and lubricating oil cannot flow into the inside of the left flow guide pipe, and fuel, air and lubricating oil only fill in the inside of the right cylinder chamber and the right flow guide pipe, so that the right cylinder chamber has the effect of reducing volume and increasing pressure, thereby making the cylinder chamber generate greater explosion force in the explosion stroke, so as to improve the power efficiency of the internal combustion engine supercharging system. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 The present application is a three-dimensional assembly view of the internal combustion engine supercharging system.

[0019] Figure 2 The present application is a three-dimensional exploded view of the internal combustion engine supercharging system.

[0020] Figure 3 The present application is a three-dimensional view of the rotating rod.

[0021] Figure 4 A cross-sectional view of the turbocharging system of the internal combustion engine according to the present application.

[0022] Figure 5 Another cross-sectional view of the turbocharging system of the internal combustion engine according to the present application.

[0023] Figure 6 A first use state view of the turbocharging system of the internal combustion engine according to the present application.

[0024] Figure 7 A second use state view of the turbocharging system of the internal combustion engine according to the present application.

[0025] Figure 8 A third use state view of the turbocharging system of the internal combustion engine according to the present application.

[0026] Figure 9 A fourth use state view of the turbocharging system of the internal combustion engine according to the present application.

[0027] Figure 10 A fifth use state view of the turbocharging system of the internal combustion engine according to the present application.

[0028] Figure 11 A sixth use state view of the turbocharging system of the internal combustion engine according to the present application.

[0029] Figure 12 A seventh use state view of the turbocharging system of the internal combustion engine according to the present application.

[0030] Figure 13 An eighth use state view of the turbocharging system of the internal combustion engine according to the present application.

[0031] Figure 14 A cross-sectional view of another embodiment of the turbocharging system of the internal combustion engine according to the present application.

[0032] In the figure:

[0033] 10 turbocharging system of the internal combustion engine; 1 crank chamber; 11 left side; 12 right side; 13 upper side; 14 lower side; 2 cylinder chamber; 3 crank connecting rod mechanism; 31 crank disc; 32 connecting rod; 4 piston; 5 intake pipe; 51 lubricating oil nozzle; 6 flow guide pipe; 7 spark plug; 8 exhaust pipe; 9 non-return valve assembly; 91 non-return valve; 92 first on-off valve; 93 second on-off valve; 20 rotating lever control mechanism; 201 rotating lever; 202 sealing block; 203 first tappet; 204 first cam; 205 second tappet; 206 second cam; 30 linkage gear set; 301 first gear; 302 second gear; al, a2, a3, a4 intersection; d direction of movement. DETAILED DESCRIPTION

[0034] The present application will be further described with reference to the drawings and specific examples, which are intended to be illustrative only and not limiting of the present application.

[0035] Please refer to Figures 1 to 13 As shown in the figure, the present application provides a turbocharger system for internal combustion engine, which mainly comprises a crankcase 1, at least two cylinder chambers 2, a crankshaft connecting rod mechanism 3, at least two pistons 4, an intake pipe 5, at least two flow guide pipes 6, at least two spark plugs 7, at least two exhaust pipes 8, a check valve assembly 9 and a rotating rod control mechanism 20.

[0036] As shown in the figure, Figures 1 to 2 , Figures 4 to 13 The crankcase 1 has a left side 11, a right side 12, an upper side 13 and a lower side 14. In this embodiment, the number of cylinder chambers 2, pistons 4, flow guide pipes 6, spark plugs 7 and exhaust pipes 8 is two, but it is not limited thereto. One cylinder chamber 2 is connected to the left side 11, and the other cylinder chamber 2 is connected to the right side 12.

[0037] As shown in the figure, Figure 5 , Figure 7 , Figure 9 , Figure 11 , Figure 13 The crankshaft connecting rod mechanism 3 is installed in the crankcase 1, and the details are as follows. The crankshaft connecting rod mechanism 3 comprises a crankshaft disc 31 and connecting rods 32, the number of which is the same as that of the cylinder chambers 2. The crankshaft disc 31 is installed in the crankcase 1. Each connecting rod 32 is connected to the crankshaft disc 31 at one end and passes through each cylinder chamber 2 at the other end.

[0038] As shown in the figure, Figure 5 , Figure 7 , Figure 9 , Figure 11 , Figure 13 Each piston 4 is connected to the crankshaft connecting rod mechanism 3 and accommodated in each cylinder chamber 2, i.e. each piston 4 is connected to each connecting rod 32 and reciprocates in each cylinder chamber 2 following each connecting rod 32. The crankcase 1 and each cylinder chamber 2 are separated by each piston 4. The two pistons 4 move together towards the direction of approaching the crankcase 1 or moving away from the crankcase 1, and the moving direction d of the two pistons 4 is parallelly arranged, but it is not limited thereto. The moving direction of the two pistons 4 can also be V-shaped or vertically arranged.

[0039] As shown in the figure, Figure 7 , Figure 9 , Figure 11 , Figure 13As shown, the intake pipe 5 is connected to the crank chamber 1 only, and each flow guide pipe 6 is connected to the crank chamber 1 at one end and to each cylinder chamber 2 at the other end, as described below, the intake pipe 5 is assembled to the upper side portion 13, and the two flow guide pipes 6 are assembled to the lower side portion 14, respectively, the intake pipe 5 is used to guide the external mixed fuel, air and lubricating oil to flow into the crank chamber 1.

[0040] As shown in Figure 5 , Figure 7 , Figure 9 , Figure 11 , Figure 13 As shown, each spark plug 7 is assembled to each cylinder chamber 2 away from the crank chamber 1 and is arranged corresponding to each cylinder chamber 2; each exhaust pipe 8 is connected to each cylinder chamber 2 only, and each flow guide pipe 6 and each exhaust pipe 8 are arranged on both sides of each spark plug 7, respectively.

[0041] As shown in Figures 4 to 13 , the check valve assembly 9 comprises a check valve 91, a first on-off valve 92 and a second on-off valve 93 with the same number as the cylinder chambers 2, the check valve 91 is installed at the intersection a1 of the intake pipe 5 and the crank chamber 1, each first on-off valve 92 is installed at the intersection a2 of each flow guide pipe 6 and each cylinder chamber 2, and each second on-off valve 93 is installed at the intersection a3 of each exhaust pipe 8 and each cylinder chamber 2.

[0042] As described below in detail, the check valve 91 is used to guide the fluid to flow from the intake pipe 5 to the crank chamber 1, and the check valve 91 can prevent the fluid from flowing from the crank chamber 1 to the intake pipe 5; the first on-off valve 92 is used to open or close the connection between the flow guide pipe 6 and the cylinder chamber 2; the second on-off valve 93 is used to open or close the connection between the exhaust pipe 8 and the cylinder chamber 2.

[0043] As shown in Figures 2 to 13 , the rotating lever control mechanism 20 is installed in the crank chamber 1, and the rotating lever control mechanism 20 comprises a rotating lever 201 and a sealing block 202 fixed to the rotating lever 201 and rotating with the rotating lever 201, the sealing block 202 can be arranged and closed at the intersection a4 of the crank chamber 1 and each flow guide pipe 6.

[0044] In addition, the rotating lever control mechanism 20 further comprises two first tappets 203 and a first cam 204, the first cam 204 is fixed to the rotating lever 201 and rotates with the rotating lever 201, and each first tappet 203 is assembled to each first on-off valve 92 at one end and can be pushed by the first cam 204 at the other end.

[0045] Furthermore, the rotating lever control mechanism 20 further comprises two second tappets 205 and a second cam 206, the second cam 206 is fixed to the rotating lever 201 and rotates with the rotating lever 201, and each second tappet 205 is assembled to each second on-off valve 93 at one end and can be pushed by the second cam 206 at the other end.

[0046] As Figure 2 , Figure 4 shown, the internal combustion engine supercharging system 10 further comprises a linkage gear set 30, the linkage gear set 30 is installed in the crankcase 1, the linkage gear set 30 comprises a first gear 301 and a second gear 302, the first gear 301 is fixedly connected to the crankshaft disc 31 and rotates with the crankshaft disc 31, the second gear 302 is engaged with the first gear 301, the second gear 302 is fixedly connected to the rotating rod 201 and drives the rotating rod 201 to rotate, the gear ratio of the first gear 301 and the second gear 302 is 1:2.

[0047] As 6 to Figure 13 , the use state of the internal combustion engine supercharging system 10. The first use state, as Figures 6 to 7 shown, the right side spark plug 7 is ignited to make the right side cylinder chamber 2 produce an explosion stroke, when the explosion stroke occurs, the first cam 204 does not push against the right side first tappet 203, and the second cam 206 does not push against the right side second tappet 205, thereby closing the right side first on-off valve 92 and the second on-off valve 93, the sealing block 202 completely blocks the entire cross-sectional area of the intersection a4, so that the sealing block 202 is blocked and closed at the intersection a4 between the crankcase 1 and the right side flow guide pipe 6, and the pressure generated by the explosion gives the piston 4 a thrust force, so that the two pistons 4 move together towards the direction close to the crankcase 1, at the same time causing the internal pressure of the crankcase 1 to increase and close the check valve 91, thereby preventing fuel, air and lubricating oil from flowing from the crankcase 1 to the intake pipe 5, and finally the first cam 204 pushes against the left side first tappet 203 to make fuel, air and lubricating oil enter the left side cylinder chamber 2 through the left side first on-off valve 92 to produce an intake stroke.

[0048] The second use state, as Figures 8 to 9 shown, drives the two pistons 4 to move together away from the crankcase 1, causing the internal pressure of the crankcase 1 to decrease and open the check valve 91, and the first cam 204 does not push against the left side first tappet 203, and the second cam 206 does not push against the left side second tappet 205, so that the left side first on-off valve 92 and the second on-off valve 93 are in a closed state, so that the inside of the left side cylinder chamber 2 is in a closed state, so when the piston 4 continues to compress the internal space of the left side cylinder chamber 2, it will cause fuel, air and lubricating oil to be continuously supercharged to produce a compression stroke, because the first cam 204 does not push against the right side first tappet 203, and the second cam 206 pushes against the right side second tappet 205, so that the right side first on-off valve 92 is in a closed state and the second on-off valve 93 is in an open state, so that the exhaust gas produced by the explosion inside the right side cylinder chamber 2 is discharged through the right side second on-off valve 93 to produce an exhaust stroke.

[0049] The third use state, as Figures 10 to 11As shown, the spark plug 7 on the left ignites, causing the cylinder chamber 2 on the left to have an explosion stroke. When the explosion stroke occurs, the first cam 204 will not push the first tappet 203 on the left, and the second cam 206 will not push the second tappet 205 on the left, thereby closing the first switch valve 92 and the second switch valve 93 on the left. The sealing block 202 will completely block the entire cross-sectional area of ​​the junction a4, so that the sealing block 202 blocks and closes the junction a4 between the crankshaft chamber 1 and the guide pipe 6 on the left. The pressure generated by the explosion gives the piston 4 a thrust, causing the two pistons 4 to move together towards the crankshaft chamber 1. At the same time, the internal air pressure of the crankshaft chamber 1 increases, closing the check valve 91, thereby preventing fuel, air and lubricating oil from flowing from the crankshaft chamber 1 to the intake pipe 5. Finally, the first cam 204 will push the first tappet 203 on the right, so that fuel, air and lubricating oil will enter the cylinder chamber 2 on the right through the first switch valve 92 on the right to generate the intake stroke.

[0050] Fourth usage state, such as Figures 12 to 13 As shown, the two pistons 4 move together away from the crankshaft chamber 1, causing a decrease in the internal pressure of the crankshaft chamber 1 and opening the check valve 91. The first cam 204 does not push the right first tappet 203, and the second cam 206 does not push the right second tappet 205, keeping the right first switching valve 92 and the right second switching valve 93 closed, thus sealing the right cylinder chamber 2. Therefore, as the piston 4 continues to compress the internal space of the right cylinder chamber 2, fuel, air, and lubricating oil are continuously pressurized, generating a compression stroke. Because the first cam 204 does not push the left first tappet 203, and the second cam 206 pushes the left second tappet 205, keeping the left first switching valve 92 closed and the left second switching valve 93 open, the exhaust gas generated during the explosion stroke in the left cylinder chamber 2 is discharged to the left exhaust pipe 8 via the left second switching valve 93, generating an exhaust stroke. Thus, as... Figures 1 to 13 As shown, this completes the operation process of a four-stroke cycle internal combustion engine.

[0051] In addition, such as Figure 9 , Figure 13 As shown, when the two pistons 4 move together away from the crankshaft chamber 1 to fully compress the two cylinder chambers 2, the intake volume of the crankshaft chamber 1 is equal to the intake volume of the two cylinder chambers 2. However, as... Figure 7 As shown, when the two pistons 4 move together toward the crankshaft chamber 1 to fully compress the crankshaft chamber 1, the intake volume of the two cylinder chambers 2 ( Figure 13 The intake air volume of crankcase 1 fills only the left cylinder chamber 2, giving the left cylinder chamber 2 a boosting effect; similarly, as Figure 11 As shown, when the two pistons 4 move together toward the crankshaft chamber 1 to fully compress the crankshaft chamber 1, the intake volume of the two cylinder chambers 2 ( Figure 9The intake air volume of the crankshaft chamber 1 is only filled into the right cylinder chamber 2, giving the right cylinder chamber 2 a boosting effect. In this way, the explosion stroke of the cylinder chamber 2 can generate a larger explosive force, thereby improving the power efficiency of the internal combustion engine supercharging system 10.

[0052] Furthermore, such as Figure 7 As shown, when the left cylinder chamber 2 generates the intake stroke, the sealing block 202 blocks and seals the junction a4 between the crankshaft chamber 1 and the right guide pipe 6, preventing fuel, air, and lubricating oil from flowing into the right guide pipe 6. Fuel, air, and lubricating oil only fill the left cylinder chamber 2 and the left guide pipe 6, thus reducing the volume and increasing the pressure of the left cylinder chamber 2. Similarly, as... Figure 11 As shown, when the right cylinder chamber 2 generates its intake stroke, the sealing block 202 blocks and seals the junction a4 between the crankshaft chamber 1 and the left guide pipe 6, preventing fuel, air, and lubricating oil from flowing into the left guide pipe 6. Fuel, air, and lubricating oil are only contained within the right cylinder chamber 2 and the right guide pipe 6, thus reducing the volume and increasing the pressure of the right cylinder chamber 2. This allows the cylinder chamber 2 to generate a greater explosive force during the combustion stroke, thereby improving the power efficiency of the internal combustion engine turbocharger system 10.

[0053] Furthermore, the intake manifold 5 is connected only to the crankshaft chamber 1, and each guide pipe 6 is connected only to the crankshaft chamber 1 at one end and only to each cylinder chamber 2 at the other end. The intake manifold 5 is connected to the upper part 13, and the two guide pipes 6 are connected to the lower part 14 respectively. This ensures that the fuel, air and lubricating oil entering from the intake manifold 5 must first pass through the crankshaft chamber 1 before flowing to the two guide pipes 6. This allows the fuel, air and lubricating oil to first evenly lubricate the crankshaft disc 31 before flowing to the two guide pipes 6, thereby enhancing the smoothness of operation and service life of the crankshaft connecting rod mechanism 3. At the same time, the sequential flow of fuel, air and lubricating oil from the intake manifold 5, crankshaft chamber 1, guide pipe 6 to cylinder chamber 2 can prevent turbulence inside the crankshaft chamber 1, guide pipe 6 or cylinder chamber 2, thereby stabilizing the operating efficiency of the internal combustion engine turbocharger system 10.

[0054] Please refer to Figure 14 As shown, another embodiment of the internal combustion engine turbocharging system 10 of the present invention is presented. Figure 14 Implementation examples and Figures 1 to 13 The embodiments are largely the same. Figure 14 Implementation examples and Figures 1 to 13 The embodiment differs in that the internal combustion engine turbocharging system 10 also includes a lubricating oil nozzle 51.

[0055] In detail, the internal combustion engine supercharging system 10 of the present application further comprises a lubricating oil nozzle 51, which is installed on the air intake pipe 5 and is arranged corresponding to the inner chamber of the air intake pipe 5, the air intake pipe 5 is used to guide the external mixed fuel and air into the inner chamber of the air intake pipe 5, the lubricating oil nozzle 51 is used to guide the external lubricating oil into the inner chamber of the air intake pipe 5, and finally the fuel, air and lubricating oil are mixed in the inner chamber of the air intake pipe 5 before flowing into the crankcase 1. In this way, the same functions and effects as those of the embodiments of the present application are achieved. Figures 1 to 13

[0056] The above-described embodiments are only preferred embodiments of the present application for fully illustrating the present application, and the protection scope of the present application is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art based on the present application are within the protection scope of the present application. The protection scope of the present application is subject to the claims.​

Claims

1. A supercharging system for an internal combustion engine for fuel, air and lubricating oil, characterized in that, The application relates to a two-cylinder engine, comprising: a crank chamber; at least two cylinder chambers; a crank connecting rod mechanism installed in the crank chamber; at least two pistons accommodated in the cylinder chambers respectively, connected to and following the crank connecting rod mechanism; an air inlet pipe only connected to the crank chamber; at least two flow guide pipes, each of which has one end only connected to the crank chamber and the other end only connected to the cylinder chambers; a check valve assembly, comprising: a check valve installed at the joint of the air inlet pipe and the crank chamber; and at least two first switch valves respectively installed at the joints of the flow guide pipes and the cylinder chambers; and a rotating rod control mechanism installed in the crank chamber, comprising: a rotating rod; and a sealing block installed between the flow guide pipes and fixed to and following the rotating rod, capable of being blocked and sealed on one side of the flow guide pipes, thereby blocking and sealing the joints of the crank chamber and the flow guide pipes; wherein the number of cylinder chambers and flow guide pipes is two, the crank chamber has a left side, a right side, an upper side and a lower side, one of the cylinder chambers is connected to the left side, the other cylinder chamber is connected to the right side, the air inlet pipe is connected to the upper side, and the two flow guide pipes are connected to the lower side. When the left cylinder chamber generates an air intake stroke, the sealing block is blocked and sealed at the joint of the crank chamber and the right flow guide pipe, so that the fuel, air and lubricating oil cannot flow into the right flow guide pipe, and the fuel, air and lubricating oil only fill in the left cylinder chamber and the left flow guide pipe. When the right cylinder chamber generates an air intake stroke, the sealing block is blocked and sealed at the joint of the crank chamber and the left flow guide pipe, so that the fuel, air and lubricating oil cannot flow into the left flow guide pipe, and the fuel, air and lubricating oil only fill in the right cylinder chamber and the right flow guide pipe.

2. The internal combustion engine supercharging system of claim 1, wherein The number of pistons and first switch valves is two.

3. The internal combustion engine supercharging system of claim 2, wherein The crank chamber and the cylinder chambers are separated by the pistons, and the two pistons move towards or away from the crank chamber.

4. The internal combustion engine supercharging system of claim 3, wherein The crank connecting rod mechanism comprises a crank disc installed in the crank chamber and at least two connecting rods, one end of each connecting rod is connected to the crank disc, and the other end penetrates into the cylinder chambers, each piston is connected to the connecting rods and reciprocates in the cylinder chambers following the connecting rods.

5. The internal combustion engine supercharging system of claim 4, wherein The rotating rod control mechanism further comprises two first tappets and a first cam, the first cam is fixed to and follows the rotating rod, one end of each first tappet is connected to the first switch valves, and the other end can be pushed by the first cam.

6. The internal combustion engine supercharging system of claim 5, wherein The application further comprises at least two spark plugs, each of which is connected to the cylinder chambers away from the crank chamber and corresponds to the cylinder chambers.

7. The internal combustion engine supercharging system of claim 6, wherein The exhaust pipe is connected to the cylinder chamber.

8. The internal combustion engine supercharging system of claim 7, wherein The second tappet is connected to the second switch valve at one end and is pushed by the second cam at the other end.

9. The internal combustion engine supercharging system of claim 7, wherein The flow guide pipe and the exhaust pipe are respectively arranged on both sides of the spark plug.

10. The internal combustion engine supercharging system of claim 8, wherein The linkage gear set is installed on the crankshaft chamber.

11. The internal combustion engine supercharging system of claim 1, wherein The lubricating oil nozzle is installed on the intake pipe and is arranged corresponding to the inner chamber of the intake pipe.

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