Anti-explosion self-adjusting variable-volume combustion chamber type engine and anti-explosion method
By introducing an expanded cylinder and an intelligent control system into the engine, the problem of engine knocking is solved, the engine's adaptability and efficiency are improved, and fuel consumption and mechanical wear are reduced.
Patent Information
- Application Number
- CN202511117888.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-08-11
- Publication Date
- 2025-10-28
AI Technical Summary
Existing technologies cannot effectively prevent or reduce engine knocking, leading to shortened engine life, reduced power and fuel economy, increased mechanical load, and abnormal exhaust emissions. Furthermore, they cannot provide effective solutions based on the different octane ratings of gasoline.
The engine adopts a knock-resistant, self-adjusting, variable-volume combustion chamber. Through the combination of an expanded cylinder, detection components, drive components, and a controller, it detects knocking in the combustion chamber and adjusts the piston position when knocking occurs to reduce the cylinder pressure. It also uses elastic components to store and release energy, thereby achieving flexible adjustment of the cylinder pressure.
It effectively reduces knocking, improves the engine's adaptability to different gasoline types, reduces fuel consumption, reduces mechanical wear and energy loss, simplifies operation, and lowers gasoline costs.
Smart Images
Figure CN120845170A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of blast protection, specifically to a blast-proof self-adjusting variable volume combustion chamber engine and a blast protection method. Background Technology
[0002] Engine knocking, simply put, occurs during the second stroke of the engine's four-stroke cycle (when the piston moves upward due to inertia). Due to certain factors, such as using low-octane gasoline, some unburned air-fuel mixture far from the spark plug expands and compresses with the already burned mixture during the flame propagation in the combustion chamber. This causes abnormal combustion of the mixture. At this time, the piston is pushing upward, and the combustion of the mixture pushes the piston downward. The interaction between these two factors produces knocking, which greatly reduces engine life.
[0003] There are two existing solutions: One method to eliminate knock is by altering the engine ignition timing, such as using a knock sensor. To ensure the piston receives power immediately upon entering the power stroke after reaching top dead center during compression, ignition is typically performed before the piston reaches top dead center. However, excessively early ignition causes most of the air-fuel mixture to burn while the piston is still in the compression stroke. The unburned air-fuel mixture then undergoes spontaneous combustion under immense pressure, resulting in knock. Normal combustion does not produce abnormal noise or vibration. Therefore, when a sensor detects an anomaly, it sends the received information to the vehicle's ECU. The ECU, in turn, attempts to compensate for and delay the combustion time to counteract the irregular combustion.
[0004] Secondly, reducing engine knocking can be achieved by changing driving habits, such as cleaning carbon deposits. Excessive carbon buildup in the combustion chamber increases the compression ratio and generates high pressure, while also creating hot spots on the carbon deposits, leading to engine knocking. Regularly cleaning carbon deposits after a certain mileage reduces the likelihood of engine knocking. Additionally, increasing the octane rating of gasoline is another effective method. The octane rating is an indicator of fuel's anti-knock properties; a higher octane rating means stronger anti-knock performance. Engines with high compression ratios have higher combustion chamber pressures, making them more prone to knocking if fuel with low anti-knock properties is used. Therefore, increasing the octane rating is a better approach.
[0005] For engines and even the entire vehicle, knocking is extremely harmful. First, knocking in the engine directly leads to overheating, with a significant increase in coolant and oil temperatures. Second, knocking also deteriorates power and fuel economy, resulting in decreased vehicle power and increased fuel consumption. Third, knocking increases the mechanical load inside the engine, accelerating wear and potentially damaging core engine components. Finally, knocking causes abnormal exhaust, producing black smoke, and the high temperature inside the cylinder can cause thermal decomposition of combustion products, even releasing carbon particles and promoting carbon deposit formation. However, since the amount of carbon deposits cannot be known during driving, the specific time for cleaning them cannot be determined, and it is also impossible to guarantee that high-octane gasoline is used every time. Therefore, it is essential to propose an anti-knock self-adjusting variable displacement combustion chamber engine and an anti-knock method. Summary of the Invention
[0006] The purpose of this invention is to provide an anti-knock self-adjusting variable volume combustion chamber engine and an anti-knock method, which reduces knocking caused by pressure and also reduces knocking caused by changing gasoline, thereby solving the existing technical defects and unmet technical requirements.
[0007] To achieve the above objectives, the present invention provides the following technical solution: an anti-knock self-adjusting variable volume combustion chamber engine, comprising: An expansion cylinder, one end of which is connected to the combustion chamber, and the other end of which extends away from the combustion chamber; A piston, wherein the piston is disposed within an expansion cylinder and is capable of sliding within the expansion cylinder; A detection element, which is mounted on the engine block, is used to detect whether knocking occurs in the combustion chamber. A drive assembly, connected to the piston, is used to drive the piston to reciprocate within the expansion cylinder; The controller is electrically connected to both the detection device and the drive assembly, and is used to control the drive assembly based on the information obtained by the detection device.
[0008] Preferably, the horizontal height of the connection between the expansion cylinder and the combustion chamber is within the horizontal height range of the location in the combustion chamber where detonation is likely to occur.
[0009] Preferably, the end of the expansion cylinder that is away from the combustion chamber extends horizontally in a direction away from the combustion chamber; Alternatively, the end of the expansion cylinder that is away from the combustion chamber may be inclined upwards and extend away from the combustion chamber.
[0010] Preferably, the driving component includes: An elastic element is disposed inside the expansion cylinder, with one end abutting against the inner wall of the expansion cylinder at the end away from the combustion chamber, and the other end abutting against the piston; A driving component, which is electrically connected to the controller and connected to the end of the piston away from the elastic element, is used to drive the piston to move towards the spring element; A limiter is provided on the side of the piston away from the elastic element, and is used to limit the position of the piston reset.
[0011] What needs further explanation in this application is that the driving component described above is a structure that can drive the piston to slide in the prior art, such as driving by electromagnetic principle, or converting the rotation of the motor output shaft into linear motion by means of motor and mechanical structure, thereby driving the piston to move. Therefore, the driving component will not be described in detail here.
[0012] Preferably, the driving component includes: An elastic element is disposed inside the expansion cylinder, with one end abutting against the inner wall of the expansion cylinder at the end away from the combustion chamber, and the other end abutting against the piston; A connecting rod, one end of which is connected to the piston at the end furthest from the combustion chamber; The driven member is connected to the end of the connecting rod away from the piston and is used to drive the connecting rod to move, thereby driving the piston to reciprocate. A driving component, wherein the driving component is connected to the driven component via a diaphragm spring clutch, the diaphragm spring clutch being used to control the connection and disconnection between the driving component and the driven component; A clutch pedal, which is connected to a diaphragm spring clutch and electrically connected to a controller, is used to control the diaphragm spring clutch.
[0013] In this application, the power source for the drive component can be provided by an electric motor or by the vehicle's own drive shaft.
[0014] Preferably, the link includes: The first connecting rod, one end of which is connected to the piston at the end furthest from the combustion chamber; The second connecting rod has one end hinged to the end of the first connecting rod away from the piston, and the length of the second connecting rod is less than the length of the first connecting rod; The driven member is located on the second link at the end away from the first link.
[0015] In this application, the driving principle of the drive component can be equivalent to the working principle of the crank-connecting rod mechanism, but is not limited to the same structural setting as the crank-connecting rod mechanism. The drive component can also be set in the form of a cam, and the end of the driven component away from the piston can abut against it to complete the conversion of rotation into piston displacement.
[0016] Preferably, the drive assembly is in the form of a crank-connecting rod.
[0017] Preferably, the detection element includes a pressure sensor and an explosion-proof sensor.
[0018] An engine anti-knock method, characterized in that it includes: 1. Check if knocking occurs in the combustion chamber; 2. If knocking occurs in the combustion chamber, the controller will control the drive assembly to move the piston away from the combustion chamber; 3. After the explosion-proof function is eliminated, the piston is reset under the action of the drive assembly and the elastic element.
[0019] Preferably, in step two, the piston moves away from the combustion chamber during the compression stroke and before the spark plug ignites; In step three, after eliminating knocking, the piston must be reset at the very last moment before the spark plug ignites.
[0020] Compared with the prior art, the present invention has the following beneficial effects: This application adds a variable-volume expansion cylinder, which can change the pressure inside the cylinder according to different pressure conditions during detonation, thus having good flexibility and adaptability. This application can reduce the knocking generated in the combustion chamber when the gasoline octane number is too low, enabling the engine to use gasoline with a lower octane number, improving the engine's adaptability to different types of gasoline, and reducing the gasoline cost used by the vehicle. After the explosion-proof design is implemented, when the spark plug ignites, the expansion cylinder will release the gas stored in the cylinder back into the combustion chamber, achieving full utilization of the energy of the high-temperature and high-pressure gas, while also increasing the power of the vehicle engine and saving fuel consumption. This application is simple, has fewer side effects compared to other methods of eliminating knocking, does not cause a large loss of energy or wear on engine mechanical parts, and does not waste time or money. Attached Figure Description
[0021] Figure 1 This is a schematic diagram of the overall structure of Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of the overall structure of Embodiment 3 of the present invention; Figure 3 This is a partial structural schematic diagram of Embodiment 3 of the present invention; In the diagram: 1. Expansion cylinder; 2. Combustion chamber; 3. Elastic element; 4. First connecting rod; 5. Second connecting rod; 6. Follower; 7. Flywheel; 8. Pressure plate; 9. Diaphragm spring; 10. Release bearing; 11. Diaphragm spring wire support ring. Detailed Implementation
[0022] The following is a combination of the embodiments of the present invention Figure 1-3The technical solutions in the embodiments of the present invention are clearly and completely described herein. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.
[0023] In the description of this invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first" and "second" may explicitly or implicitly include one or more of that feature.
[0024] Please see Figure 1-3 Embodiments of the present invention: Example 1
[0025] like Figure 1 As shown: A knock-resistant, self-adjusting, variable-volume combustion chamber engine, comprising: An expansion cylinder 1, one end of which is connected to the combustion chamber 2, and the other end of which extends away from the combustion chamber 2; A piston, wherein the piston is disposed within the expansion cylinder 1 and is capable of sliding within the expansion cylinder 1; The detection element is mounted on the engine block and is used to detect whether knocking occurs in the combustion chamber 2. A drive assembly, which is connected to the piston, is used to drive the piston to reciprocate within the expansion cylinder 1; The controller is electrically connected to both the detection device and the drive assembly, and is used to control the drive assembly based on the information obtained by the detection device.
[0026] The horizontal height of the connection between the expansion cylinder 1 and the combustion chamber 2 is within the horizontal height range of the location in the combustion chamber 2 where detonation is likely to occur.
[0027] In this embodiment, the detection element adopts a combination of a shock sensor and a pressure sensor; The expansion cylinder 1 in this application breaks the limitations of the traditional fixed cylinder volume and becomes a cylinder with variable volume. It can change the pressure inside the cylinder according to the pressure conditions during different knocking events, making it more flexible compared to traditional cylinders.
[0028] Furthermore, the reason for engine knocking in some vehicles is the use of gasoline with too low an octane rating. As is well known, gasoline with a higher octane rating is often more expensive. This invention can greatly improve the engine's adaptability to different types of gasoline, thereby reducing the cost of using gasoline in vehicles.
[0029] Furthermore, since the combustion chamber 2 of the engine is relatively small, the main function of the expansion cylinder 1 in this invention is to regulate pressure. Therefore, its volume only needs to be comparable to that of the combustion chamber 2, or even smaller, without causing other inconveniences due to size limitations. This also reduces the cost of gasoline.
[0030] The structure of this embodiment is simple to manufacture, has fewer side effects compared to other methods of solving knocking, does not cause a large loss of energy or wear on engine mechanical parts, and does not waste time or money.
[0031] The end of the expansion cylinder 1 that is away from the combustion chamber 2 extends upward at an angle away from the combustion chamber 2.
[0032] The driving component includes: The driving component includes: Elastic element 3 is disposed inside the expansion cylinder 1, with one end abutting against the inner wall of the expansion cylinder 1 at the end away from the combustion chamber, and the other end abutting against the piston; A driving component, which is electrically connected to the controller and connected to the end of the piston away from the elastic element, is used to drive the piston to move towards the spring element; A limiter is disposed on the piston on the side away from the elastic element, and is used to limit the piston's reset position. In this embodiment, the elastic element 3 is a spring. When the piston moves away from the combustion chamber 2, the spring can convert some of the energy into elastic potential energy. When the piston resets, the elastic potential energy of the spring is converted into a force that pushes the piston closer to the combustion chamber 2. This can greatly reduce energy consumption and increase power.
[0033] When knocking occurs, the controller controls the drive components to move the piston. Before the spark plug ignites during the compression stroke, the piston can move away from the combustion chamber 2, allowing gas to enter. The gas pressure in the combustion chamber 2 decreases, eliminating knocking. After the spark plug ignites, the gas burns evenly, pushing the piston in the combustion chamber to do work and achieve energy output.
[0034] The piston in the main combustion cylinder should be the one that pushes the piston to do work, while the movement of the piston in the expansion cylinder is for explosion prevention and does not participate in the main power output. Under non-knock conditions, the piston in the expansion cylinder is in a stable position under the combined action of the elastic element and the limiter, and the resulting cylinder volume is the preset value, which does not affect the normal construction of cylinder pressure during the compression stroke.
[0035] An engine anti-knock method, characterized in that it includes: 1. Check whether knocking occurs in combustion chamber 2; 2. If knocking occurs in combustion chamber 2, the controller will control the drive assembly to move the piston away from combustion chamber 2; 3. After the explosion-proof function is eliminated, the piston is reset under the action of the drive assembly and the elastic element 3.
[0036] In step two, the piston must move away from the combustion chamber 2 during the compression stroke and before the spark plug ignites; In step three, after eliminating knocking, the piston must be reset at the last moment before the spark plug ignites.
[0037] In this embodiment, after the spark plug ignites, the expansion cylinder 1 will release the gas stored in the cylinder again, so as to make full use of the energy of the high temperature and high pressure gas, and at the same time increase the power of the vehicle engine and save fuel consumption.
[0038] It should be noted that the elimination of knock does not completely eliminate it, but rather allows for one instance of knocking. This knocking provides feedback on the critical pressure point for knocking, which is then regulated by the expansion cylinder 1 of the engine's combustion chamber 2 to achieve the effect of adjusting the intra-cylinder pressure. After the anti-knock self-adjusting variable volume combustion chamber 2 engine is used, the combustion chamber 2 can determine the critical pressure for knocking based on different octane ratings of gasoline, different temperatures, and different conditions, thereby eliminating knocking caused by pressure. The causes of knocking in the engine are complex and should be addressed using different solutions depending on the specific cause. This invention aims to solve the problem of knocking under different pressures due to different gasoline octane ratings. Simultaneously, this invention can also reduce engine overheating caused by knocking. Example 2
[0039] The difference between this embodiment and Embodiment 1 is that the extension direction of the expansion cylinder is... In this embodiment, specifically: The end of the expansion cylinder 1 that is away from the combustion chamber 2 extends horizontally in a direction away from the combustion chamber 2. Example 3
[0040] The difference between this embodiment and Embodiment 2 lies in the composition of the driving component. In this embodiment, specifically: like Figure 2 and 3 As shown: The driving component includes: Elastic element 3 is disposed inside the expansion cylinder 1, with one end abutting against the inner wall of the expansion cylinder 1 at the end away from the combustion chamber, and the other end abutting against the piston; A connecting rod, one end of which is connected to the piston at the end furthest from the combustion chamber 2; Follower 6, which is connected to the end of the connecting rod away from the piston, is used to drive the connecting rod to move, thereby driving the piston to reciprocate; A driving component is connected to a driven component 6 via a diaphragm spring clutch, which is used to control the connection and disconnection between the driving component and the driven component. A clutch pedal, which is connected to a diaphragm spring clutch and electrically connected to a controller, is used to control the diaphragm spring clutch.
[0041] In this embodiment, both the driving component and the driven component are geared, and the timing of the meshing of the two gears is determined by the diaphragm spring clutch according to the controller's instructions.
[0042] Traditional diaphragm spring clutches rely on manual pedal operation for engagement and disengagement. Direct application of this system would require continuous pedal depressing even when no knocking occurs, contradicting the goal of automatic control. Therefore, this embodiment recommends using a mechanical-motor type automatic clutch. A knocking signal drives the controller and actuator to work together, achieving intelligent engagement and disengagement and avoiding unnecessary piston movement. This can be understood as follows: unless manually depressed when necessary, the clutch pedal's operating state is controlled by the controller.
[0043] In this embodiment, the flywheel 7 is the power input end, which is fixedly connected to the clutch body in a certain way (such as bolts, conventional structural logic), providing the rotation basis for the clutch and serving as the initial load-bearing component for power transmission.
[0044] Diaphragm spring 9 and pressure plate, clutch body: Diaphragm spring 9 is installed between clutch body and pressure plate 8. The middle area of diaphragm spring 9 (conventional installation form) is connected to clutch body, while the edge part presses against pressure plate 8. Relying on its own elastic deformation characteristics, it realizes the pressing or releasing action of pressure plate, thereby controlling clutch engagement and disengagement.
[0045] Release bearing 10 and diaphragm spring 9: The release bearing is located on one side of the small end of the diaphragm spring (normal position). When an external operating force causes the release bearing to move axially, it will push the diaphragm spring 9 to deform, changing the pressing state of the diaphragm spring 9 on the pressure plate 8. It is a key related component that triggers the clutch disengagement action.
[0046] The diaphragm spring wire support ring 11 is installed on the relevant structure of the clutch body, which plays a supporting and positioning role for the diaphragm spring 9, so that the diaphragm spring 9 maintains a stable posture in the clutch body, ensuring the accuracy and consistency of the elastic deformation of the diaphragm spring during operation. It is an auxiliary component for the diaphragm spring 9 to perform its pressing and disengaging functions normally. It forms a "support-supported" connection with the clutch body and the diaphragm spring, and helps the diaphragm spring 9, pressure plate 8, release bearing 10 and other components to work together.
[0047] The connecting rod includes: a first connecting rod 4, one end of which is connected to the piston at the end away from the combustion chamber 2; The second connecting rod 5 has one end hinged to the end of the first connecting rod 4 away from the piston, and the length of the second connecting rod 5 is less than the length of the first connecting rod 4. The drive component is located on the second link 5 at the end away from the first link 4.
[0048] In this embodiment, the diaphragm spring clutch controls the disconnection or connection between the driving component and the driven component. When detonation occurs, the controller controls the clutch pedal, which in turn controls the diaphragm spring clutch to connect the driving component and the driven component. The driven component rotates with the driving component, driving the piston to move, thus enabling operation when detonation occurs. Then, before the spark plug ignites during the compression stroke, the piston can move to the left, allowing gas to enter and reducing the gas pressure in the combustion chamber 2, thus eliminating detonation. A moment after the spark plug ignites, the piston can be pushed to the right in time, allowing the previously entered gas to return to the combustion chamber 2 to participate in combustion and do work.
[0049] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. It will be apparent to those skilled in the art that the invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the scope of the invention. No reference numerals in the claims should be construed as limiting the scope of the claims.
[0050] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.
Claims
1. A knock-resistant, self-adjusting, variable-volume combustion chamber engine, characterized in that, include: An expansion cylinder (1) is connected at one end to the combustion chamber (2) and at the other end to the end away from the combustion chamber (2). A piston, which is disposed in an expansion cylinder (1) and is capable of sliding within the expansion cylinder (1); The detection element is installed on the engine block and is used to detect whether knocking occurs in the combustion chamber (2); A drive assembly connected to a piston for driving the piston to reciprocate within the expansion cylinder (1); The controller is electrically connected to both the detection device and the drive assembly, and is used to control the drive assembly based on the information obtained by the detection device.
2. The anti-knock self-adjusting variable volume combustion chamber engine according to claim 1, characterized in that, The horizontal height of the connection between the expansion cylinder (1) and the combustion chamber (2) is within the horizontal height range of the location in the combustion chamber (2) where knocking is likely to occur.
3. The anti-knock self-adjusting variable volume combustion chamber engine according to claim 1, characterized in that, The end of the expansion cylinder (1) that is away from the combustion chamber (2) extends horizontally away from the combustion chamber (2); Alternatively, the end of the expansion cylinder (1) that is away from the combustion chamber (2) may be tilted upward and extend away from the combustion chamber (2).
4. The anti-knock self-adjusting variable volume combustion chamber engine according to claim 3, characterized in that, The driving component includes: The elastic element (3) is disposed in the expansion cylinder (1), with one end abutting against the inner wall of the expansion cylinder (1) away from the combustion chamber, and the other end abutting against the piston; A driving component, which is electrically connected to the controller and connected to the end of the piston away from the elastic element, is used to drive the piston to move towards the spring element; A limiter is provided on the side of the piston away from the elastic element, and is used to limit the position of the piston reset.
5. The anti-knock self-adjusting variable volume combustion chamber engine according to claim 3, characterized in that, The driving component includes: The elastic element (3) is disposed in the expansion cylinder (1), with one end abutting against the inner wall of the expansion cylinder (1) away from the combustion chamber, and the other end abutting against the piston; A connecting rod, one end of which is connected to the piston at the end furthest from the combustion chamber (2); Follower (6), the follower (6) is connected to the end of the connecting rod away from the piston, and is used to drive the connecting rod to move, thereby driving the piston to reciprocate; A driving component, which is connected to a driven component (6) via a diaphragm spring clutch, the diaphragm spring clutch being used to control the connection and disconnection between the driving component and the driven component; A clutch pedal, which is connected to a diaphragm spring clutch and electrically connected to a controller, is used to control the diaphragm spring clutch.
6. The anti-knock self-adjusting variable volume combustion chamber engine according to claim 5, characterized in that, The link includes: The first connecting rod (4) has one end connected to the piston at the end away from the combustion chamber (2); The second connecting rod (5) has one end hinged to the end of the first connecting rod (4) away from the piston, and the length of the second connecting rod (5) is less than the length of the first connecting rod (4); The driven member (6) is located on the second link (5) at one end away from the first link (4).
7. The anti-knock self-adjusting variable volume combustion chamber engine according to claim 3, characterized in that, The drive assembly adopts a crank-connecting rod design.
8. A knock-resistant, self-adjusting, variable-volume combustion chamber engine according to claim 4, 5, 6, or 7, characterized in that, The detection components include a pressure sensor and an explosion-proof sensor.
9. A method for preventing engine knocking in any of the self-adjusting variable volume combustion chamber engines according to claims 1-8, characterized in that, include:
1. Check whether knocking occurs in the combustion chamber (2); 2. If knocking occurs in the combustion chamber (2), the controller will control the drive assembly to move the piston away from the combustion chamber (2); 3. After the explosion-proof function is eliminated, the piston is reset under the action of the drive assembly and the elastic element (3).
10. The engine anti-knock method according to claim 9, characterized in that, In step two, the piston must move away from the combustion chamber (2) during the compression stroke and before the spark plug ignites; In step three, after eliminating knocking, the piston must complete its reset at the last moment before the spark plug ignites.