Efficient and clean combustion method for improving heat efficiency of internal combustion engine

Abstract

The invention discloses an efficient and clean combustion method for improving heat efficiency of an internal combustion engine. A new combustion chamber is arranged on the basis of an aluminum alloy combustion chamber of an original all-aluminum alloy engine. An original cooling system, an original lubricating system, a high-quality aluminum alloy heat dissipation material and a preferable heat insulation material are combined into a whole to be made into a new air cylinder cover or a new piston. Combination of a new piston and a new cylinder cover into a new combustion chamber at a compression stroke top dead center is very important. Heat insulation of the new combustion chamber is very important, heat energy loss can be reduced, heat loads of a cooling system and a lubricating system are reduced, meanwhile, the adopted heat insulation material is resistant to high temperature, high pressure, rapid cooling and rapid heating and does not deform, and the new combustion chamber is resistant to high-temperature and high-pressure combustion. The new combustion chamber can improve the compression ratio. For example, when 20: 1 compression is stopped, the highest temperature is set to be 1000-1200 DEG C or above, 200 mpa oil is sprayed into the new combustion chamber at 5 DEG C before the top dead center of the compression stroke, and an oil supply combustion method of the new combustion chamber for evaporation and vaporization mixed combustion is instantly formed, so that advanced power circulation with ultrahigh heat efficiency, efficient clean emission and ultrahigh power density is achieved.

Description

Technical Field The invention relates to the technical field of internal combustion engines, and in particular to a method for improving thermal efficiency and efficient clean combustion of an internal combustion engine. Background Art For all-aluminum internal combustion engines, the cylinder head, cylinder, and piston are all made of aluminum alloy. Including the combustion chamber, they are all made of aluminum alloy. It is well known that aluminum alloy has a high thermal conductivity and is a good cooling and heat dissipation material. It is beneficial to improve the compression ratio, thermal efficiency, and combustion efficiency. It is currently the most mainstream technical direction. At the same time, among many internal combustion engines, the compression air tightness of all-aluminum internal combustion engines can be the best, and the working lubrication conditions and cooling conditions are the best. Therefore, the working efficiency is the highest, the working reliability is the best, the working life is the longest, the thermal efficiency and combustion efficiency will also be the best. It has a theoretical basis for advanced power cycles with ultra-high thermal efficiency, and it is urgently needed to be developed and utilized. However, the compression ratio of ultra-high thermal efficiency technology will be higher. The combustion chamber involved must be resistant to high temperature and high pressure combustion, and it must also be supported by materials that are resistant to rapid cooling and heating without deformation. The suitable working temperature of aluminum alloy is within 180°C. Rapid cooling and heating will cause deformation, which is obviously not suitable for the requirements of the high compression ratio and high temperature combustion technology. When the working temperature of aluminum alloy exceeds 180°C, it will easily deform and cause the internal combustion engine to be scrapped. Therefore, the internal combustion engine with an all-aluminum alloy combustion chamber cannot be further developed and utilized, and the technical problem of heating and deformation of the all-aluminum alloy internal combustion engine cannot be solved, and the compression ratio cannot be further improved, nor can the problems of large thermal conductivity, large cooling loss, and large heat load of the all-aluminum internal combustion engine be solved. The thermal conductivity is large, and more heat absorption is more likely to cause heating and deformation, which is easy to cause large heat energy loss, and the large thermal conductivity is easy to cause excessive cooling, which will cause poor combustion efficiency and poor fuel calorific value. It is easy to cause cold shock surface so that the fuel cannot be completely burned, and the combustion emissions are not up to standard, and the thermal efficiency is low. Various problems cannot be solved. Summary of the invention This application is aimed at the aluminum alloy combustion chamber, aluminum alloy cylinder, aluminum alloy cylinder head, aluminum alloy piston composed of the above-mentioned prior art all-aluminum internal combustion engine, as well as the prior art using spark plug ignition fuel supply combustion method, and the prior art using compression ignition fuel supply combustion method and other existing internal combustion engine technologies have reached the peak that the compression ratio cannot be further improved, the thermal efficiency cannot be further improved, and there is no better clean combustion method. The country is in urgent need of new technologies to resolve the tension in energy supply and demand, and resolve environmental pollution and other problems. How to increase the compression ratio of the fuel during combustion to enhance the power density of the internal combustion engine is a difficult problem that practitioners urgently need to solve. How to overcome or eliminate the generation of emissions such as NOx and how to achieve ultra-high thermal efficiency, efficient and clean combustion, and efficient and clean emissions are urgent needs.

[0004] The present application provides a method for improving the thermal efficiency of an internal combustion engine and achieving efficient and clean combustion. The present application can improve the compression ratio, achieve efficient and clean combustion under all working conditions, and have an advanced power cycle with ultra-high thermal efficiency. The present application is applicable to all piston internal combustion engines and all uses of piston internal combustion engines, and has a wide range of uses.

[0005] In order to achieve the above objectives, this application adopts the following technical means, technical solutions and technical methods:

[0006] The internal combustion engine of the present application includes: a combustion chamber is designed to be a new combustion chamber based on the original aluminum alloy cylinder head and aluminum alloy piston, on the basis of the aluminum alloy combustion chamber formed at the top dead point of the compression stroke. This new combustion chamber can be composed of aluminum alloy material and titanium alloy material in one, and it is crucial to form a new combustion chamber at the top dead point of the compression stroke.

[0007] The intake valve, exhaust valve, intake valve seat ring and exhaust valve seat ring on the aluminum alloy cylinder head of the internal combustion engine of the present application are made of titanium alloy material and are formed together with a 1.50mm titanium alloy material layer and arranged together on the bottom surface of the aluminum alloy cylinder head. On the titanium alloy layer, multiple or more T-shaped titanium alloy cylinders with a diameter of 1.0mm are arranged. The cylinders are 3.0mm high and are die-cast together with the aluminum alloy cylinder head. The titanium alloy intake valve can be installed on the titanium alloy intake valve seat ring, and the titanium alloy exhaust valve can be installed on the titanium alloy exhaust valve seat ring. The bottom area of ​​the aluminum alloy cylinder head is completely surrounded by the titanium alloy material layer and the titanium alloy valve, so that the aluminum alloy cylinder head and the titanium alloy material layer are combined into a new aluminum alloy cylinder head with a titanium alloy heat insulation layer. A high-pressure injector is arranged on this new cylinder head and controlled by a controller ECU.

[0008] The top surface of the aluminum alloy piston of the internal combustion engine of the present invention is provided with a 1.50 mm titanium alloy material layer, and a plurality of T-shaped 1.0 mm cylinders on the titanium alloy material layer, the cylinders are 3.0 mm high and die-cast together with the aluminum alloy piston. The aluminum alloy piston and the titanium alloy material layer are combined into a new piston with a titanium alloy heat insulation layer.

[0009] The key technology of the internal combustion engine of this application is that the new cylinder head and the new piston form a new combustion chamber at the top dead center of the compression stroke. This new combustion chamber has the advantages of water cooling and heat dissipation cooling, oil lubrication cooling, etc. of the aluminum alloy combustion chamber, and has a small thermal expansion coefficient of titanium alloy, and is resistant to high temperature and high pressure, and is resistant to rapid cooling and rapid heating without deformation. The thermal conductivity is small, which is 1 / 14 of that of aluminum alloy, and the heat conduction and heat transfer loss is small, which can effectively improve the thermal efficiency. Less heat conduction and heat transfer is equivalent to heat insulation and temperature reduction. It is equivalent to being able to reduce the heat load of the cooling system, lubrication system, etc. It is beneficial to reduce the operating temperature of the internal combustion engine of this application. It is particularly worth mentioning that because of the small thermal conductivity, it can play a role in heat insulation and reduce the temperature. It is crucial that heat insulation helps to increase the compressed air temperature or the new combustion chamber wall temperature at the top dead center of the compression stroke. Heat insulation can reduce the temperature of cooling and lubrication aluminum alloy parts, which is also very important to further improve the compression ratio. High temperature is conducive to the full combustion of fuel and can provide beneficial combustion conditions; the suitable working temperature of aluminum alloy is about 180℃; the suitable working temperature of titanium alloy is about 600℃. The new combustion chamber can have higher resistance to high temperature and high pressure combustion, rapid cooling and heating, and no deformation under the effect of titanium alloy heat insulation layer, which is very important to improve the compression ratio and is the basis of advanced power cycle with ultra-high thermal efficiency. Titanium alloy heat insulation layer is the best choice to solve the heating and deformation of aluminum alloy.

[0010] The internal combustion engine of this application has a new combustion chamber composed of a new cylinder head and a new piston. Under the advantages of a high-quality cooling system and lubrication system, the thermal conductivity of titanium alloy is 1 / 14 of that of aluminum alloy, and it has the advantages of heat insulation and less heat absorption, which can reduce the temperature. It can also be more resistant to high temperature and high pressure, and can withstand rapid cooling and rapid heating without deformation. Under high-quality working conditions, the compression ratio can be further increased, and the compression ratio can be set to 20:1 or above, and the compressed air temperature can be set to 1000℃ to 1200℃ or above at the top dead point of the compression stroke. It is very important to provide instant evaporation and vaporization conditions for the new combustion chamber when supplying oil. It can increase the instantaneous vaporization and combustion speed of the fuel at high temperature, and can save combustion time to produce beneficial effects.

[0011] The internal combustion engine of the present application is provided with an electric turbocharger in the intake duct of the new cylinder head, which is characterized by pressurization on demand, filling the new combustion chamber with air or sweeping the exhaust gas and achieving the purpose of internal cooling of the new combustion chamber. The electric turbocharger is not affected by the speed, and can achieve pressurization on demand under all working conditions to improve the charging efficiency. The internal combustion engine of the present application has the advantages of high power density, strong power, good acceleration performance, fast low-speed starting, good maneuverability and sensitivity, etc. It is controlled by the electronic control ECU.

[0012] The internal combustion engine of this application adopts an electric high-pressure common rail 200MBA pressure common oil, and the high-pressure injector sprays the high-temperature and high-pressure energy air generated by the new cylinder head 5 to 15 degrees before the top dead center of the compression stroke for ignition and combustion. It is characterized in that the time of fuel supply is the time of ignition and combustion, and it is also characterized in that the fuel supply and the complete evaporation and vaporization of the fuel and the ideal air-fuel ratio are used to achieve the highest quality combustible mixture. The method of high-efficiency and clean combustion is achieved instantly, and the generation of pollutants such as NOx is eliminated to achieve the purpose of clean emissions by completing efficient and sufficient combustion in a short combustion time. This efficient and clean combustion method is beneficial to improve the combustion calorific value of the fuel, that is, a higher high-power density output power can be obtained with less fuel injection to achieve the purpose of fuel saving and powerful. The fuel supply method is to supply fuel on demand under all working conditions. The fuel supply pressure is not affected by the speed, and the required fuel supply and fuel supply advance time can be controlled by the Ecu under any working condition.

[0013] The solution to the problem of short fuel supply time causing insufficient required fuel supply is to increase the fuel supply pressure and the current of the high-pressure injector to control the fuel supply to control the power output, such as a fuel supply pressure of 200 MPa.

[0014] The solution to the problem of insufficient fuel combustion caused by short combustion time in the internal combustion engine of the present application is to increase the compression ratio, and to improve the heat insulation, temperature and pressure raising capabilities by setting a titanium alloy heat insulation layer in the original aluminum alloy combustion chamber to increase the compression ratio and compressed air temperature at the top dead point of the compression stroke, such as increasing the compression ratio to 20 to 1 or above, the compressed air temperature is 1000°C to 1200°C or above, the heat insulation of the new combustion chamber makes the temperature of the heat insulation film produced on the wall of the new combustion chamber 400°C or 600°C or above, and the fuel is instantly evaporated and gasified under the conditions of the ideal air-fuel ratio and the 200mpa high-energy atomizing jet to form countless high-energy tumbles, which instantly fill the combustion chamber, and the combustible mixture formed by complete instantaneous gasification under the three high effects of the high-temperature, high-compressed air, the high-temperature heat insulation film and the 200map high-energy atomizing jet is very important to mix in the form of gas, not in the form of oil droplets and air, so as to achieve the best quality combustible mixture, thereby achieving an efficient, complete and sufficient instantaneous combustion method. This method is the best. This combustion fuel supply method can increase the instantaneous vaporization and combustion speed and combustion calorific value of the fuel at high temperature, and can save combustion time to produce beneficial effects.

[0015] The method for the internal combustion engine of the present application to overcome or eliminate the generation of pollutants such as NOx is: the method of instantly completing the highest quality mixing to achieve complete and sufficient combustion at an instant as described above, eliminating the generation of pollutants such as NOx by completely and fully burning the fuel and the short time required for complete combustion of the fuel, thereby achieving beneficial effects such as efficient combustion and efficient and clean emissions.

[0016] The internal combustion engine of the present application is equipped with a temperature sensor at the exhaust port, a temperature sensor on the titanium alloy layer of the new cylinder head, a crankcase oil temperature sensor, a new cylinder water channel temperature sensor, a speed sensor, and a crankshaft angle sensor, and is controlled by an electronic control ECU.

[0017] The internal combustion engine of the present application is set to open the titanium alloy intake valve 35 degrees in advance at the top dead center of the intake stroke, and the high-compression cold air generated by the electric turbocharger set in the intake duct and controlled by the ECU is pressed into the new combustion chamber at high speed through the titanium alloy intake valve to remove the exhaust gas, and at the same time, the temperature of the wall of the new combustion chamber is reduced, including the temperature of the titanium alloy intake and exhaust valves, etc. The titanium alloy exhaust valve is set to close 10 degrees later after the top dead center of the exhaust stroke, and the 35 degrees plus 10 degrees, a total of 45 degrees of crank angle time, is used to remove and sweep the exhaust gas in the new combustion chamber and achieve the purpose of internal cooling. The beneficial effect is that the titanium alloy intake valve and titanium alloy exhaust valve are resistant to high temperature and high pressure, resistant to rapid cooling and rapid heating, and are not deformed, have a small specific gravity, light weight, small inertia, small thermal conductivity, and low energy consumption. Not only the lubricating oil and coolant are cooled, but also the pressurized air is cooled, so that the reliability of the titanium alloy intake valve and titanium alloy exhaust valve can be improved, more durable, and longer life, so that the internal combustion engine of the present application can be made more efficient, more reliable, more powerful, and more thermally efficient.

[0018] The cylinder inner sleeve of the internal combustion engine of the present application is formed by pressing a 3.0MM thick layer of titanium alloy into the titanium alloy inner sleeve and tightly combining it with the aluminum alloy cylinder body by thermal expansion method, thus forming a new aluminum alloy cylinder with a titanium alloy inner sleeve. The gasket between the new cylinder and the new cylinder head is also made of titanium alloy to form a new titanium alloy cylinder gasket. The new combustion chamber of the internal combustion engine is surrounded by titanium alloy during the full working stroke when it is 5 to 15 degrees before the top dead center of the compression stroke. The internal combustion engine is more resistant to rapid cooling and rapid heating without deformation due to high temperature and high pressure combustion, and can improve the compression ratio. It can effectively improve the compressed air temperature at the top dead center of the compression stroke, with a higher compression ratio, better combustion effect, higher calorific value of fuel combustion, greater pressure generated by combustion, stronger power, greater power, less thermal insulation heat energy loss, and higher thermal efficiency. The insulation of the new combustion chamber can increase temperature and pressure. The cooling of the original cooling system, lubrication system and pressurized air of the new combustion chamber can reduce the temperature of the new combustion chamber and achieve the purpose of cooling the new combustion chamber. The thermal insulation of the titanium alloy thermal insulation layer of the new combustion chamber is beneficial to reducing the thermal load of components such as the cooling system and the lubrication system, reducing energy consumption and improving thermal efficiency. The reduced temperature is beneficial to increasing the working strength of the components, thereby further improving the high-temperature and high-pressure combustion of the new combustion chamber.

[0019] The present application can enable ordinary technicians in the field to further, more fully and comprehensively understand the method for improving thermal efficiency and efficient clean combustion of internal combustion engines of the present application: Compared with the existing technology: the aluminum alloy combustion chamber of the existing technology is not resistant to high temperature and high pressure combustion, generates heat and deforms, cannot further improve the compression ratio, has large heat energy loss, and low thermal efficiency; the new combustion chamber is resistant to high temperature, high pressure combustion, rapid cooling and heating without deformation, has a small thermal expansion coefficient, a small thermal conductivity coefficient, which is 1 / 14 of that of aluminum alloy, has small heat energy loss, can improve the compression ratio, and has beneficial effects such as improving thermal efficiency.

[0020] The internal combustion engine of the present invention proposes the technical solution method of the present application on the basis that the aluminum alloy combustion chamber of the aluminum alloy engine has a lightweight, improves the fuel economy of the vehicle, has the best heat dissipation performance, can prevent and control the overheating of the internal combustion engine, and ensures the stable operation of the internal combustion engine. It is crucial for the internal combustion engine of the present application to set a titanium heat insulation material on the basis of the all-aluminum alloy combustion chamber to make a new combustion chamber composed of an aluminum alloy material layer and a titanium alloy material layer. The technical solution of designing a new cylinder, a new cylinder head, and a new piston to form a new combustion chamber at the top dead center of the compression stroke by an aluminum alloy material layer and a titanium alloy material layer makes the internal combustion engine of the present invention more resistant to heat load and more resistant to high temperature and high pressure combustion, which is a solid foundation for the advanced power cycle of ultra-high thermal efficiency. By setting a titanium alloy heat insulation layer on the basis of the aluminum alloy material, the ability to resist temperature, pressure, corrosion, rapid cooling, rapid heating and non-deformation can be greatly enhanced. Therefore, the internal combustion engine of the present application can improve the compression ratio, and the thermal efficiency can be most effectively improved by improving the compression ratio. The utilization rate of thermal energy can be further improved by utilizing the small thermal conductivity of titanium alloy, which is 1 / 14 of the aluminum alloy and has a small heat conduction and heat transfer loss. Through the new combustion chamber, a high compression ratio of 20:1 is set, the compression temperature is 1000℃-1200℃ or above, the high temperature heat insulation film temperature generated on the wall of the new combustion chamber at the top dead point of the compression stroke is 400℃ or 600℃ or above, and 5 degrees before the top dead point of the compression stroke, the fuel is sprayed into the new combustion chamber at a pressure of 200mpa for combustion and work, which produces a beneficial combustion effect of instant gasification and mixed combustion to improve the combustion efficiency of the fuel, thereby improving the combustion calorific value of the fuel, thereby further greatly improving the thermal efficiency. Under the beneficial combustion conditions of the new combustion chamber, 5 degrees before the top dead point of the compression stroke, the fuel is supplied with a pressure of 200mpa for combustion, and when the fuel is supplied, that is, when the ignition is burned, due to the strong instantaneous high temperature and high pressure rapid combustion ability, the fuel is completely burned quickly, and the fuel supply is completed within 5 degrees after the top dead point of the compression stroke. The highest combustion pressure occurs within 5 degrees after the top dead point of the compression stroke to 10 degrees after the top dead point of the compression stroke, which is exactly the beneficial time when the new piston has the highest work efficiency. It has the effect of pushing the boat with the current, which means that the occurrence of knock is completely overcome. This fuel supply combustion method is the best. The direction of the pressure generated by the combustion is consistent with the downward direction of the new piston, which can completely eliminate the knock, increase the compression ratio, and improve the thermal efficiency.By utilizing the fact that the thermal conductivity of titanium alloy is only 1 / 14 of that of aluminum alloy, the less heat conducted can reduce the real-time working temperature of the cooling system, lubrication system, intake system, valve train, crankshaft-connecting rod mechanism, crankcase, crankcase oil, ECU-controlled sensors, high-pressure fuel injectors, electric superchargers, including the aluminum alloy material of the new cylinder head, new cylinder aluminum, new piston aluminum, cylinder aluminum, oil seals, bearings, etc., which will increase the working efficiency, extend the service life, and make the use more economical. It can be understood that the heat insulation and cooling of the titanium alloy of the new combustion chamber can reduce the temperature of the above-mentioned accessories including the whole machine parts due to the heat insulation layer separating the cold and heat, which can effectively reduce the cooling system and lubrication system. The heat load of the system enables the internal combustion engine of the present invention to increase the compression ratio; the heat loss caused by the conduction of titanium alloy is small, which is 1 / 14 of that of aluminum alloy, and it plays a good role in cold and heat separation. The high-temperature heat energy generated by the new combustion chamber conducts less heat to the titanium alloy material, and the heat absorbed by the titanium alloy material will be absorbed by the cooling system, lubrication system, intake system, valve mechanism, crankshaft connecting rod mechanism, crankcase, crankcase oil, including the new cylinder head aluminum alloy material, the new cylinder aluminum alloy material, the new piston aluminum alloy material, etc., through real-time uninterrupted heat transfer and heat dissipation, supercharger scavenging air to the combustion chamber, and internal cooling generated by filling the combustion chamber with air to achieve a comprehensive new combustion chamber internal and external cooling effect. The internal combustion engine of the present application is protected to operate under high temperature and high pressure favorable conditions such as high compression ratio.

[0021] The ECU of this application issues a power-on command according to the setting that the titanium alloy intake valve is opened 35 degrees in advance before the dead point of the intake stroke, and the titanium alloy exhaust valve is closed 10 degrees later, for a total of 45 degrees of crankshaft rotation time, so that the electric turbocharger instantly generates a high-speed pressurized airflow to sweep the exhaust gas in the late exhaust stroke and discharge it into the atmosphere from the exhaust port, so as to achieve the purpose of internal cooling of the new combustion chamber and sweeping the exhaust gas. The exhaust scavenging is completed, the scavenging work is completed, but the intake continues, the titanium alloy exhaust valve is closed, and the titanium alloy intake valve continues to open, and the electric turbocharger continues to provide high-pressure air with internal cooling to fill the new combustion chamber. The required scavenging flow and the required air filling amount of the new combustion chamber are controlled by the ECU. The scavenging amount and the air filling amount of the ideal air-fuel ratio required by the new combustion chamber are allocated on demand. The scavenging internal cooling and air filling amount are achieved by controlling the changes in the magnitude of the energized current during scavenging and air filling.

[0022] It is worth further understanding the internal combustion engine combustion technical method of the present application, through the Ecu controlling 200MpA high-pressure oil supply, controlling the electric turbocharger to boost on demand, setting the new combustion chamber compression ratio at the dead point of the compression stroke at 20:1, and the compressed air temperature of 1000℃-1200℃ or above, and other technical means and methods to make the oil mist evaporate and vaporize instantly, so as to achieve the purpose of beneficial combustion, because the combustion of the internal combustion engine under all working conditions is inseparable from the combustion under high temperature and high pressure conditions, that is to say, all low-temperature and low-pressure combustion is not conducive to the complete and sufficient combustion of the fuel, and low temperature will produce wet wall loss, which can also be said to be the adverse combustion caused by the cold shock surface and the direct loss of fuel caused by the low-temperature and low-pressure oil supply combustion method. The loss is called wall loss. Therefore, combustion can only be achieved under high temperature and high pressure conditions, and only when it is instantly vaporized and evaporated into gas form, mixed with air of ideal air-fuel ratio and produced under the high temperature wall of the new combustion chamber, the high temperature and high pressure gasification combustion can be achieved, and only when the fuel supply and combustion time are short can the wall loss mentioned above be eliminated, and only when the complete vaporization and vaporization mixture is completely fully burned can HC, CO and particulate pollutants be eliminated, and only when the high temperature and high pressure are instantly vaporized and fully burned under high temperature wall conditions, can high efficiency and high quality be achieved. High efficiency and clean emission and short combustion time can eliminate NOx compounds. And only when the combustion is under high temperature and high pressure conditions produced by the high temperature wall surface, can the requirements of the advanced power cycle with ultra-high thermal efficiency be met. For example, the internal combustion engine of the present application generates a high-temperature insulation film of 400°C or 600°C or above through the insulation of the new combustion chamber and increases the compression ratio so that the compressed air temperature at the top dead point of the compression stroke reaches 1000°C-1200°C or above. The 200mpa high-pressure injector controlled by the ECU sprays high-pressure flow rate atomized oil into the new combustion chamber 5 degrees before the top dead point of the compression stroke, and the oil is instantly evaporated and vaporized under high temperature and high pressure conditions. The instantaneous evaporation and vaporization mixed combustion is in the form of high-energy atomized oil of 200mpa jet into countless points to produce countless extremely fast vaporized combustible mixed gas tumbles that fill the new combustion chamber to produce the best combustion effect. The oil supply and combustion process, gasification process, and gasification mixing process are all completed instantly. For example, the oil supply and combustion are 5 degrees before the top dead point of the compression stroke until the oil supply ends and the complete combustion ends 5 degrees after the end of the compression stroke. The internal combustion engine of the present invention improves thermal efficiency and efficient clean combustion, and realizes an advanced power cycle with ultra-high thermal efficiency.

[0023] The heat-insulating film produced by the heat-insulating layer of the new combustion chamber of the internal combustion engine of the present application will increase in temperature during compression or combustion, and at the same time, it will instantly increase in temperature or be cooled and its temperature will decrease. For example, the temperature of the heat-insulating film is 400°C, 600°C, 1000°C or above, which can eliminate the cold shock surface, and is beneficial to the high-temperature evaporation and vaporization combustion of the atomized oil; the heat-insulating film produced by the heat-insulating layer of the new combustion chamber of the internal combustion engine of the present application will also be cooled during scavenging, air filling, coolant cooling, or oil cooling. Because the heat-insulating material is in close contact with the cooling material, it is beneficial to cooling and cooling. It is also very important. The temperature of the cooling heat-insulating film decreases due to the low temperature of the pressurized air. For example, when the electric turbocharged air is used to scavenge the internal cooling and fill the air in the new combustion chamber 35 degrees in advance of the top dead center of the intake stroke, the temperature of the thermal insulation film will also drop instantly with the cooling of the cold air, for example, the temperature of the thermal insulation film drops to the same temperature as the boosted air, for example, when the boosted air temperature is 20°C, the temperature of the thermal insulation film is 22°C or 23°C. It is lower than the actual temperature of the titanium alloy insulation layer at 50°C or 100°C, and it plays the role of cooling the titanium alloy insulation layer to achieve the purpose of cold and heat balance. The temperature of the thermal insulation film will rise with the compressed air temperature or during combustion, and will also decrease with the cooling of the air during scavenging and air filling, and it will work in a cycle of high and low. It is a technical feature produced by the technical means and technical methods of the new combustion chamber material structure scheme, setting, and setting.

[0024] The heat-insulating film produced by the heat-insulating layer of the new combustion chamber of the internal combustion engine of the present application will produce a real-time instantaneous rise as the temperature rises during compression or combustion. For example, at 4000°C or 600°C or 1000°C or above, the cold shock surface can be eliminated, which is beneficial to eliminating the wall loss and is beneficial to the high-temperature gasification, evaporation and combustion of the fuel to achieve the purpose of clean combustion; while the heat-insulating film produced by the aluminum alloy combustion chamber has a very low temperature due to the large thermal conductivity. For example, a heat-insulating film of 600×1 / 14=43 degrees cannot eliminate the cold shock surface, is not conducive to combustion, cannot overcome the wall loss, and cannot overcome the generation of pollutants. DETAILED DESCRIPTION

[0026] In order to make the purpose, technical solutions, technical means, technical methods and advanced advantages of the embodiments of this application clearer, all other embodiments obtained by ordinary technicians in this field without making creative work in the embodiments of this application are within the scope of protection of this application.

[0027] The combustion chamber of the internal combustion engine of the present application in the embodiment is designed to be a new combustion chamber based on the aluminum alloy combustion chamber formed by the aluminum alloy cylinder head and the aluminum alloy piston at the top dead center of the compression stroke. The new combustion chamber can be formed by combining the aluminum alloy material and the titanium alloy heat insulation layer into one. It is very important to form a new combustion chamber at the end of the compression stroke. The fuel supply, combustion and other methods of the internal combustion engine of the present application are all implemented in the new combustion chamber at the same time.

[0028] The internal combustion engine implementing the present application includes an intake valve, an exhaust valve, an intake valve seat ring, and an exhaust valve seat ring on an aluminum alloy cylinder head, which are made of titanium alloy material and formed together with a 1.50 mm titanium alloy material layer and arranged together on the bottom surface of the aluminum alloy cylinder head. A plurality of or more T-shaped titanium alloy cylinders with a diameter of 1.0 mm are arranged on the titanium alloy layer. The cylinders are 3.0 mm high and are die-cast together with the aluminum alloy cylinder head. The titanium alloy intake valve can be installed on the titanium alloy intake valve seat ring, and the titanium alloy exhaust valve can be installed on the titanium alloy exhaust valve seat ring. The bottom area of ​​the aluminum alloy cylinder head is completely surrounded by the titanium alloy material layer and the titanium alloy valves, so that the aluminum alloy cylinder head and the titanium alloy heat insulation layer are combined into a new aluminum alloy cylinder head with a titanium alloy heat insulation layer. A high-pressure injector is arranged on the new cylinder head and controlled by a controller Ecu.

[0029] The internal combustion engine implementing the present application includes an aluminum alloy piston with a 1.50 mm titanium alloy material insulation layer set on the top surface, and multiple T-shaped 1.0 mm cylinders with a height of 3.0 mm on the titanium alloy insulation layer are die-cast together with the aluminum alloy piston, so that the aluminum alloy piston and the titanium alloy insulation layer are combined into a new piston.

[0030] It is crucial to implement the internal combustion engine of the present application, including a new cylinder head and a new piston, to form a new combustion chamber at the end point of the compression stroke. This new combustion chamber has the advantages of heat dissipation cooling and lubrication cooling of an aluminum alloy combustion chamber, and has the function of thermal insulation and separation of hot and cold layers of a titanium alloy combustion chamber, and has the advantages of higher resistance to high temperature and high pressure combustion, resistance to rapid cooling and heating, and no deformation.

[0031] The internal combustion engine of the present application is implemented by setting the compression ratio to 20:1 or above, and setting the compressed air temperature at the dead point of the compression stroke to 1000° C. to 1200° C. or above.

[0032] The internal combustion engine of the present application is to install an electric turbocharger on the intake passage of the new cylinder head, and the required boosted air volume or flow rate is controlled by the electronic control ECU.

[0033] The internal combustion engine of the present application adopts an electric high-pressure common rail 200mpa to supply oil on demand, and the high-temperature and high-pressure energy air generated by the high-pressure fuel injector and the high-temperature heat-insulating film generated by the heat insulation layer in real time at 5 to 15 degrees before the compression stroke dead point of the new combustion chamber are injected with 200mpA pressure to ignite and burn under this condition. The special feature is that the fuel supply is the ignition and combustion, and the fuel supply time and the fuel complete combustion time are required to be completed in an extremely short moment. For example, complete combustion is completed within 5 degrees before the compression stroke top dead point to 10 degrees after the compression stroke top dead point. For example, 200 MPa of fuel is sprayed into the new combustion chamber 5 degrees before the top dead center of the compression stroke, and the fuel injection is stopped at the top dead center of the compression stroke. Full and complete combustion is completed within 5 degrees after the top dead center of the compression stroke. The highest pressure generated by the combustion occurs at 5 degrees after the top dead center of the compression stroke. At this time, it is the direction in which the new piston is moving downward to do work. The direction of the maximum pressure generated by the combustion is consistent with the direction in which the new piston is working, which has the effect of going with the flow, and the working noise is minimized, the thermal energy utilization rate is maximized, and the exhaust temperature is minimized. The internal combustion engine of this application can eliminate knock and can increase the compression ratio as needed; because all knocks in the internal combustion engines of the prior art are generated before the top dead center of the compression stroke, which is an uncontrollable adverse phenomenon caused by too long fuel supply time, too large ignition combustion advance time or too low temperature.

[0034] The implementation of the internal combustion engine of the present application also involves installing a temperature sensor at the exhaust port, a temperature sensor on the new cylinder head titanium alloy insulation layer, a crankcase oil temperature sensor, a new cylinder water channel water temperature sensor, a speed sensor and a crankshaft angle sensor, and is controlled by an electronic control ECU.

[0035] The implementation of the internal combustion engine of the present application also involves setting the titanium alloy intake valve to open 35 degrees in advance at the top dead center of the intake stroke, and using the electric turbocharger arranged in the intake duct to generate high-compression cold air controlled by the ECU to be pressed into the new combustion chamber at high speed through the titanium alloy intake valve to remove the exhaust gas, and at the same time, the new combustion chamber is internally cooled, including the cooling of the titanium alloy heat insulation layer and the titanium alloy intake and exhaust valves, and the titanium alloy exhaust valve is set to close 10 degrees later after the top dead center of the exhaust stroke, and the crankshaft angle time of 35 degrees + 10 degrees is 45 degrees in total to remove the exhaust gas in the new combustion chamber. Cool the new combustion chamber.

[0036] The cylinder liner of the internal combustion engine of the present application is formed by pressing a 3.0MM thick layer of titanium alloy into a titanium alloy inner liner and an aluminum alloy cylinder body by thermal expansion method, forming a new aluminum alloy cylinder with a titanium alloy inner liner. The gasket between the new cylinder and the new cylinder head is also made of titanium alloy to form a new titanium alloy cylinder gasket. The new combustion chamber of the internal combustion engine is surrounded by titanium alloy during the full working stroke when it is 5 to 15 degrees before the top dead center of the compression stroke. The internal combustion engine is more resistant to rapid cooling and rapid heating without deformation, and the compression ratio can be increased. The compression temperature at the top dead center of the compression stroke can be effectively increased, the compression ratio is higher, the combustion effect is better, the calorific value of fuel combustion is higher, the pressure generated by combustion is large, the power is strong, the power is large, the heat loss of thermal insulation is smaller, and the thermal efficiency will be higher. The insulation of the new combustion chamber can increase the temperature and pressure. The cooling of the original cooling system, lubrication system and supercharged air of the new combustion chamber can reduce the temperature of the new combustion chamber and achieve the purpose of cooling the new combustion chamber. The thermal insulation of the titanium alloy thermal insulation layer of the new combustion chamber is beneficial to reducing the thermal load of components such as the cooling system and the lubrication system, reducing energy consumption and improving thermal efficiency. The reduced temperature is beneficial to increasing the working strength of the components, thereby further improving the high-temperature and high-pressure combustion of the new combustion chamber.

[0037] The new cylinder, new piston and new cylinder head of the internal combustion engine of the present application are set at the compression stroke top dead center, and the new combustion chamber compression ratio is 20:1 or above, and the compressed air temperature is 1000℃-1200℃ or above. The ECU controls the fuel injection ignition time 5 degrees before the compression stroke top dead center. The ECU determines the scavenging air volume or flow rate in the new combustion chamber as required, the air filling volume in the new combustion chamber as required, and the fuel supply volume under all working conditions as required according to the sensor information. For example, the ECU can send a power-on command to the electric turbocharger according to the information detected by the angle sensor from 35 degrees before the intake stroke top dead center to 10 degrees after the intake stroke top dead center, that is, 10 degrees after the exhaust stroke top dead center, a total of 45 degrees of crankshaft angle time, to determine whether the power-on current is large or small to control the boost scavenging air flow rate and meet the required purpose of scavenging exhaust gas. At the same time, the ECU can also determine the required air filling volume in the new combustion chamber according to the need of refueling or reducing the throttle. For example, a 1-liter internal combustion engine of the present application can provide a real-time air filling volume of 2 liters or more. In short, sufficient air filling volume can be filled in the new combustion chamber in real time under all working conditions as needed to meet the real-time fuel supply under all working conditions. For example, the ECU knows that according to the refueling needs of the throttle and the speed sensor, when 300 rpm is idle start, the 1-liter internal combustion engine of the present application can be pressurized to an air filling volume of 2 liters or more, and the ECU calculates the real-time required fuel injection volume based on the ideal air-fuel ratio to meet the high-density power output power when idling start, so that the internal combustion engine of the present application has extremely strong instantaneous acceleration capabilities to achieve the power density under different working conditions output on demand to meet the advanced technical requirements of the internal combustion engine of the present application with extremely high responsiveness and acceleration.

[0038] The ECU of the internal combustion engine implementing the present application can also know whether the operating temperature of the internal combustion engine of the present application is working under suitable working temperature conditions according to the information of the temperature sensor at the exhaust port, the temperature sensor on the titanium alloy layer of the new cylinder head, the crankcase oil temperature sensor, the water temperature sensor of the new cylinder water channel, the speed sensor, and the crankshaft angle sensor, and determine the injection advance angle of the fuel supply time or reduce the injection advance angle to control the fuel supply injection time required for complete combustion so as to control the time required for complete combustion of the fuel and achieve the purpose of controlling clean emissions. For example, the exhaust port temperature is controlled to vary around 300°C. The crankcase oil temperature and the water temperature of the new cylinder water channel are controlled to vary between 50°C and 70°C, and the maximum speed is limited to within 4800 rpm. When it exceeds 4800 rpm, the ECU can issue a control command to cut off the power to the high-pressure injector and stop the fuel supply to protect the internal combustion engine of the present application from working under the above-mentioned safe and suitable working conditions. For example, under the working temperature conditions, the fuel injection time can be changed within the range of 300-4800 rpm within the crankshaft angle of 5-15 degrees before the compression stroke dead point, and the injection advance angle or injection reduction angle can be controlled to achieve the controllable fuel complete combustion time controlled by the Ecu, such as injecting fuel into the new combustion chamber 5 degrees before the compression stroke top dead point, ending the injection at the compression stroke top dead point, and completing the fuel complete combustion process within 5 degrees or 10 degrees after the compression stroke top dead point. In this short instantaneous time, the Ecu controls the fuel injection to complete combustion to achieve the purpose of clean emissions. For example, the Ecu can know whether the real-time combustion condition is within 5 degrees before the compression stroke top dead point to 5 degrees to 10 degrees after the compression stroke top dead point based on the information of the temperature sensor, speed sensor, and crankshaft angle sensor at the exhaust port to complete the combustion. Because the combustion beyond 15 degrees after the top dead center of the compression stroke is not conducive to the utilization of heat energy, the thermal efficiency will be significantly reduced, and the exhaust temperature will increase. Based on this feature, the ECU can correct the fuel supply advance angle, which can be corrected in an increasing or decreasing manner. The correction range should change within the crankshaft angle time of 5 to 15 degrees of the fuel supply advance angle within the range of 300-4800 rpm. For example, the real-time fuel supply advance angle is 5 degrees before the top dead center of the compression stroke. The information of the temperature sensor at the exhaust port is 138℃ and the speed sensor information is 250 rpm. According to the information, the ECU knows that this is the idle condition after the first start of the cold engine. The higher the speed, the greater the advance angle, and the advance angle will be correspondingly reduced during deceleration. Generally, under the same working conditions, the lower the temperature at the exhaust port, the higher the thermal efficiency. The temperature at the exhaust port will also increase or decrease with the changes in speed, load and throttle. In short, the correct correction solution is the one with high thermal efficiency. For example, if fuel injection starts 5 degrees before the top dead center of the compression stroke and ends at the top dead center, and complete combustion is completed within 5 to 10 degrees after the top dead center of the compression stroke, the temperature at the exhaust port is measured to vary within 300°C; however, it is worth noting that the higher the temperature at the exhaust port of the internal combustion engine of the present application, the greater the high power density of the continuous output, and the long-term high-load power output can be achieved.This is a new cylinder head, new combustion chamber, new piston, new cylinder. Under the simultaneous action of high-quality cooling system, lubrication system and scavenging internal cooling, the titanium alloy heat insulation layer is more resistant to high temperature and high pressure combustion, rapid cooling and rapid heating without deformation, producing high-quality effects. The oil supply and temperature changes at the exhaust port made within the range are based on the correct oil supply and injection time correction method with high power and high thermal efficiency. It should be noted that: for example, the heat-resistant temperature of aluminum alloy is about 180℃; the heat-resistant temperature of titanium alloy is about 600℃. The temperature of the titanium alloy heat insulation layer of the new cylinder head can be controlled within 400℃ to 480℃, which is also the safest suitable temperature range. The water temperature of the new cylinder water channel and the crankcase oil temperature are controlled within 50℃ to 70℃, which is the safest suitable working temperature. Within the suitable safe temperature range, the real-time exhaust port temperature is limited to 600℃. The internal combustion engine implementing the present application can work under the most suitable temperature conditions without affecting the improvement of thermal efficiency. The fuel injection and combustion work performed within the controllable 5 to 15 degree advance angle time before the top dead point of the compression stroke can achieve instantaneous fuel injection, instantaneous complete vaporization and mixing, and instantaneous complete combustion under the conditions of high temperature, high pressure, and high temperature wall. For example, when the temperature at the exhaust port is 400°C and the speed is within 4800 rpm, the fuel supply advance angle can be further controlled by the ECU in advance when it is 15 degrees before the top dead point of the compression stroke. For example, it is adjusted within 15.8 degrees, 16.8 degrees, or 17.8 degrees. After adjustment, the ECU detects a drop in the temperature at the exhaust port. For example, when it changes around 350°C, the ECU can allow the high-pressure injector to continue working to maintain high speed and high load to increase the fuel supply to obtain sufficient high power density output power requirements. If the speed exceeds 4800 rpm after adjustment, the temperature at the exhaust port exceeds 500°C and is within 600°C, and the water temperature and engine oil temperature are within the said range, the high-pressure injector can continue to spray fuel. When the temperature at the exhaust port is above 600°C and the speed is above 4800 rpm, the ECU can issue an instruction to cut off the fuel supply or reduce the injection amount to limit the power output to protect the internal combustion engine of this application.

[0039] Implementing the internal combustion engine of this application can produce beneficial effects:

[0040] The implementation of the internal combustion engine of the present application can overcome or eliminate the generation of pollutants such as nitrogen oxides NOx, HC, CO, PM particles, and achieve clean emissions.

[0041] The implementation of the internal combustion engine of the present application can achieve efficient and clean combustion of fuel with high calorific value and high thermal efficiency with a minimum amount of fuel injection, obtain higher energy density output power, achieve the purpose of fuel saving and powerful realization of ultra-high thermal efficiency power cycle.

[0042] The internal combustion engine of the present application can increase the compression ratio as needed, and can achieve an increase in the compression ratio at the top dead center of the compression stroke; increase the compression force compression ratio compression temperature and the new combustion chamber wall temperature before fuel combustion. The titanium alloy insulation material of the new combustion chamber is more resistant to high temperature and high pressure combustion, and is resistant to rapid cooling and heating without deformation. The insulation layer of the new combustion chamber can achieve cold and hot separation, which is beneficial to combustion, thermal efficiency improvement, cooling, lubrication, and longer service life.

[0043] It is very important to implement the new combustion chamber formed at the top dead point of the compression stroke of the internal combustion engine of the present application: for example, the compression temperature at the top dead point of the compression stroke is 1000℃ to 1200℃ or above, and at the same time, a new combustion chamber insulation high temperature insulation film of 400℃, 600℃ or 1000℃ or above is instantly generated to provide favorable and beneficial fuel supply, injection and combustion conditions for the internal combustion engine of the present application. When the fuel is supplied, that is, when the ignition is started and burned, the wall loss can be eliminated, and the crankcase oil increase event can be eliminated. Because the oil supply of the high-pressure fuel injector of the internal combustion engine of the present application is to spray oil directly into the new combustion chamber for combustion; there is no wet wall phenomenon, and there is no wall loss as mentioned above; unlike the direct injection technology of the all-aluminum alloy gasoline engine in the prior art, which sprays oil into the cylinder; the difference is that the present invention sprays oil into the new combustion chamber for combustion; the biggest disadvantage of direct oil injection into the cylinder is that the wet wall washes away the oil film inside the cylinder, reducing the effective lubrication and sealing of the oil, thus causing various wall loss problems such as wear of the cylinder, piston, and piston ring, and destroying the sealing conditions, and increasing the crankcase oil; the oil is supplied to the bottom of the cylinder, the temperature at the bottom of the cylinder is the lowest, and the compression ratio is the worst. When the wall temperature is the lowest, the fuel droplets directly sprayed into the cylinder are difficult to vaporize and evaporate under low temperature conditions, and the quality of the combustible mixture produced is poor, making it difficult to achieve full and complete combustion. The present application can effectively overcome the shortcomings of the direct injection gasoline engine and solve the various unfavorable gasification and combustion phenomena caused by the low temperature of the all-aluminum alloy engine in the prior art during oil supply and combustion;

[0044] The implementation of the internal combustion engine of the present application can eliminate the knock caused by the maximum pressure generated by combustion against the upward force of the piston. The fuel supply combustion eliminates knock under the favorable combustion conditions such as the new combustion chamber being resistant to high temperature and high pressure, and resistant to rapid cooling and heating. The internal combustion engine of the present application can increase the compression ratio as needed. Both the fuel supply and the ignition combustion end the fuel supply combustion within 5 degrees before the top dead center of the compression stroke and within 5 degrees after the top dead center of the compression stroke. The highest pressure generated by the fuel combustion occurs about 5 degrees after the top dead center of the compression stroke, which is the best time for the piston to push downward to do work. The direction of the maximum pressure generated by the combustion is consistent with the direction of the piston's downward work. It is more conducive to improving the utilization rate of thermal energy. It has strong power, minimal noise and vibration, low exhaust temperature, low idle speed, and the best energy-saving and fuel-saving effect.

[0045] The oil temperature of the internal combustion engine of the present application is implemented, and the water temperature is controlled within 50°C to 70°C. At the same time, the scavenging internal cooling and air filling internal cooling are implemented, and the heat insulation effect of the piston top, the heat insulation effect of the titanium alloy cylinder liner, and the titanium alloy heat insulation layer of the aluminum alloy cylinder head are used to greatly reduce the heating temperature of the parts such as the aluminum alloy parts other than the new combustion chamber of the new piston, the new cylinder head, and the new cylinder. Thereby effectively improving the working efficiency and pressure and temperature resistance of the internal combustion engine of the present application, the high temperature combustion resistance, higher working reliability, longer working life, low working temperature, and the precision of the matching clearance between the cylinder and the piston. Thereby, the air tightness of the new combustion chamber can be improved, the working efficiency is higher, and the thermal efficiency will also be higher. The crankcase oil runs at the low temperature described above, which is beneficial to improve the ability of lubrication, cooling, and sealing, and is beneficial to reduce the friction of moving parts such as new pistons, reduce wear, improve power output, and improve thermal efficiency. The new combustion chamber has good air tightness, and the heat insulation of the new piston can reduce the oil temperature, reduce oil consumption, extend the service life of the oil, and be more conducive to improving work efficiency, saving fuel and improving the economy of use.

[0046] The internal combustion engine of the present application can realize the compression ignition, fuel supply, ignition and combustion of various fuels, and meet the power requirements of various new energy sources with high temperature and high compression ratio combustion.

[0047] The internal combustion engine implemented in this application can have a wider range of uses: such as national defense vehicles, tanks, armored vehicles, heavy trucks, ships, large cruise ships, large cargo ships, aerospace power engines, and various diesel engines, gasoline engines, agricultural engines, engineering machinery engines, generators, civil and commercial official vehicle engines, new energy engines, etc.

[0048] The implementation of the present application in an internal combustion engine can eliminate knocking and heating deformation, for example, it can eliminate heating deformation of a new cylinder head, a new cylinder, and a new piston.

[0049] The implementation of the internal combustion engine of the present application can achieve lower operating temperatures of working parts such as the cooling system, lubrication system, valve train, intake system, and exhaust system. This can reduce the heat load of the cooling system and lubrication system, and the cooling system can be simplified as needed, using a cooling method of forced air cooling and natural air cooling structure with a simple and economical structure. The operating temperature of engines such as tanks and armored vehicles can be reduced to reduce the temperature in the working room. The area of ​​the air inlet in front of the motor vehicle can be reduced, the wind resistance can be reduced, the mileage can be increased, the practicality of the vehicle can be improved, the economy can be higher, the fuel efficiency can be higher, and the environment can be more environmentally friendly.

[0050] Implementing the internal combustion engine of the present application, forced air cooling and natural air cooling, and eliminating the water channel cooling structure can further make the power-to-weight ratio of the internal combustion engine of the present application higher and the weight lighter. For example, it can make unmanned aerial vehicles have a higher power-to-weight ratio and lighter weight, which is beneficial to improve endurance, improve maneuverability, and better sensitivity.

[0051] In implementing the internal combustion engine of the present application, it is crucial to effectively separate cooling and heat dissipation materials, such as coolant, cooling lubricating oil, aluminum alloy heat dissipation materials and other components from heat energy, including heat energy generated by compression and heat energy generated by combustion. This is more conducive to heat dissipation, lubrication, temperature reduction, and cooling, and effectively reduces the thermal load of the internal combustion engine of the present invention; due to the separation of cold and heat, heat energy is advantageously converted into kinetic energy output, and the thermal insulation of the new combustion chamber is advantageous in that the wall temperature increases at the top dead point of the compression stroke, the air temperature generated by compression is the highest, the compression ratio is the highest, and at this time, fuel injection can produce high-temperature vaporization combustion. Therefore, the new combustion chamber composition and fuel supply and combustion method The new combustion chamber material combination structure scheme method is very important. The new cylinder head, new piston, and new cylinder are composed of an aluminum alloy material layer and a titanium alloy heat insulation material layer. The new cylinder head and the new piston form a new combustion chamber at the top dead center of the compression stroke. The high-temperature air formed at the top dead center of the compression stroke is 1000℃-1200℃ or above, with a high compression ratio of 20:1. The high-temperature wall of the new combustion chamber is 400℃ or 600℃ or above. The pressure supply and combustion method of 200Mpa 5 degrees before the top dead center of the compression stroke is very important. It is a very important technology for ultra-high thermal efficiency, high efficiency, clean combustion, and high efficiency and clean emission. The new combustion chamber is composed of the corresponding areas of the new cylinder head titanium alloy heat insulation layer and the new piston top titanium alloy heat insulation layer at the top dead center of the compression formation, accounting for more than 96% of the total area of ​​the new combustion chamber at this time. The heat loss is small, the cooling load is small, the heat energy utilization is high, and the fuel combustion calorific value is high. The fuel injection combustion method of this new combustion chamber is more advanced, with lower energy consumption and higher thermal efficiency.

Claims

1. An internal combustion engine, characterized in that The combustion chamber is characterized in that the design is based on the aluminum alloy combustion chamber formed by the aluminum alloy cylinder head and the aluminum alloy piston at the top dead center of the compression stroke to become a new combustion chamber. This new combustion chamber can be composed of aluminum alloy material and titanium alloy material in one, and it is crucial to form the new combustion chamber at the top dead center of the compression stroke. The internal combustion engine is also characterized by: the intake valve, exhaust valve, intake valve seat ring, and exhaust valve seat ring on the aluminum alloy cylinder head are made of titanium alloy material and formed together with a 1.50mm titanium alloy material layer, and are arranged together on the bottom surface of the aluminum alloy cylinder head; multiple or more T-shaped titanium alloy cylinders with a diameter of 1.0mm are arranged on the titanium alloy layer; the cylinders are 3.0mm high and are die-cast together with the aluminum alloy cylinder head; the titanium alloy intake valve can be installed on the titanium alloy intake valve seat ring, and the titanium alloy exhaust valve can be installed on the titanium alloy exhaust valve seat ring; the bottom area of ​​the aluminum alloy cylinder head is completely surrounded by the titanium alloy material layer and the titanium alloy valve, so that the aluminum alloy cylinder head and the titanium alloy material layer are combined into a new aluminum alloy cylinder head with a titanium alloy heat insulation layer; a high-pressure injector is arranged on the new cylinder head and controlled by a controller ECU. The internal combustion engine is also characterized in that a 1.50 mm titanium alloy material layer is arranged on the top surface of the aluminum alloy piston, and a plurality of T-shaped 1.0 mm cylinders with a height of 3.0 mm are die-cast together with the aluminum alloy piston, so that the aluminum alloy piston and the titanium alloy material layer are combined into one to form a new piston with a titanium alloy heat insulation layer. The internal combustion engine is also characterized in that a new combustion chamber formed by a new cylinder head and a new piston at the top dead center of the compression stroke is crucial. This new combustion chamber has the heat dissipation, cooling and lubrication advantages of an aluminum alloy combustion chamber, as well as the heat insulation, temperature reduction and temperature increase advantages of a titanium alloy combustion chamber, and has the advantages of higher resistance to high temperature and high pressure combustion, and resistance to rapid cooling and heating without deformation.

2. The internal combustion engine according to claim 1 is further characterized in that the compression ratio is set at 20:1, and the compressed air temperature is set at 1000°C-1200°C or above at the top dead center of the compression stroke.

3. The internal combustion engine according to claim 1 is also characterized in that an electric turbocharger is installed in the intake duct of the new cylinder head, which is controlled by an electronic control ECU to fill or sweep the exhaust gas into the new combustion chamber as needed and to achieve the purpose of internal cooling of the new combustion chamber.

4. The internal combustion engine according to claim 1 adopts an electric high-pressure common rail 200MPA pressure oil supply, and the high-pressure injector is used to inject high-temperature, high-pressure and high-energy air generated by the new cylinder head 5 to 15 degrees before the top dead center of the compression stroke to burn, characterized in that The time of fuel supply is the time of ignition and combustion. Its characteristics are also that the time between fuel supply and complete combustion of fuel is short. Its characteristics are also that fuel is supplied on demand.

5. The internal combustion engine according to claim 1 is also characterized in that a temperature sensor is installed at the exhaust port, and the temperature sensor on the titanium alloy layer of the new cylinder head, the crankcase oil temperature sensor, the new cylinder water channel water temperature sensor, the speed sensor and the crankshaft angle sensor are all controlled by the electronic control ECU.

6. According to claim 1, the internal combustion engine is also characterized in that the titanium alloy intake valve is set to open 35 degrees in advance of the top dead center of the intake stroke, and the high-compression cold air generated by the electric turbocharger controlled by the ECU arranged in the intake duct is pressed into the new combustion chamber at high speed through the intake valve to sweep the exhaust gas and also play an internal cooling role. The new combustion chamber includes a titanium alloy intake and exhaust valve, and the titanium alloy exhaust valve is set to close 10 degrees after the top dead center of the exhaust stroke. The exhaust gas is swept away in the new combustion chamber during the crankshaft angle time of 35 degrees + 10 degrees, totaling 45 degrees.

7. The internal combustion engine according to claim 1 is also characterized in that the cylinder inner sleeve is a titanium alloy with a thickness of 3.0 mm and is tightly combined with an aluminum alloy cylinder body by using a thermal expansion method to press the titanium alloy inner sleeve into the cylinder body to form a new aluminum alloy cylinder with a titanium alloy inner sleeve. The gasket between the new cylinder and the new cylinder head is also made of titanium alloy to form a new titanium alloy cylinder gasket. The new combustion chamber of the internal combustion engine is surrounded by titanium alloy at 5 to 15 degrees before the top dead center of the compression stroke and at full operating stroke. The internal combustion engine is more capable of high-temperature and high-pressure combustion and is resistant to rapid cooling and heating without deformation.