A high-efficiency internal combustion engine based on external pre-compression and exhaust heat closed-loop recycling

Abstract

The application discloses a kind of high-efficiency internal combustion engine based on cylinder outside pre-compression and exhaust waste heat closed loop recovery, including independent cylinder outside pre-compression mechanism and exhaust waste heat recovery system, cylinder outside pre-compression mechanism is used to change the intake of internal combustion engine into high-pressure gas, exhaust waste heat recovery system is used to heat the high-pressure intake of internal combustion engine to suitable temperature using internal combustion engine exhaust gas exhaust waste heat;Internal combustion engine includes cylinder block, crankshaft, internal gear rotor, cylinder block sun gear and spark plug, internal gear rotor is engaged with cylinder block sun gear, the shape of internal gear rotor is approximately triangular, the internal gear rotor of triangle divides the inner cavity of cylinder block into three parts, which are first cylinder, second cylinder and third cylinder respectively;The structural form of cylinder outside pre-compression mechanism is valley electricity energy storage type pre-compression or internal combustion engine coaxial linkage air compressor type compression.The beneficial effects of the present application are to solve the technical problems from the bottom logic, and to solve the technical pain points such as low thermal efficiency, waste heat, internal loss and the like of traditional internal combustion engine.

Description

Technical Field

[0001] This invention relates to the field of internal combustion engine technology, specifically to a high-efficiency internal combustion engine based on an external pre-compression structure that enables closed-loop recovery of exhaust waste heat, applicable to various powertrain scenarios such as vehicle power, aviation power, and hybrid range extender. Background Technology

[0002] As a type of heat engine, the internal combustion engine's core working principle relies on converting the heat energy generated by fuel combustion into mechanical power, and it is widely used in various vehicles and mechanical equipment. However, existing traditional internal combustion engines (especially four-stroke internal combustion engines) have inherent technical limitations, making it difficult to improve their thermal efficiency and resulting in significant energy waste, as detailed below: (I) Core contradiction: Waste heat from exhaust cannot be recovered, resulting in serious energy waste. Traditional internal combustion engines generate a large amount of high-temperature heat during combustion. To prevent overheating, a water tank and water-cooling system must be used to forcibly dissipate some of this heat, resulting in a significant waste of thermal energy. The industry has long attempted to recover exhaust heat to improve thermal efficiency, but effective utilization has remained elusive. Traditional four-stroke engines have an in-cylinder compression stroke; the intake air is compressed into high-pressure, high-temperature gas within the cylinder, and the combustion chamber temperature is already high. The heat generated during exhaust lacks a usable power-generating stage, making effective waste heat recovery impossible. Currently, only a small portion of the waste heat can be utilized through the vehicle's heater core; the majority of the high-temperature exhaust gas requires forced cooling, and additional heat insulation structures are needed, resulting in extremely low cost-effectiveness and making such structures difficult to implement.

[0003] (II) Three inherent fatal flaws of traditional internal combustion engines 1. Low thermal energy utilization efficiency: The high-temperature waste heat generated by combustion has nowhere to be utilized and can only be lost through the water cooling system, making it difficult to improve the overall thermal efficiency of the machine. 2. High mechanical losses: The reciprocating piston structure results in inertia losses and mechanical friction losses from the cylinder wall, further reducing power conversion efficiency; 3. High internal power consumption: The compression stroke in the cylinder requires a lot of power to compress the air-fuel mixture, resulting in significant internal power consumption, which affects the overall power output and energy efficiency of the engine.

[0004] In summary, the existing structural design of traditional internal combustion engines determines that they cannot solve the core pain points of waste heat, high internal consumption, and low thermal efficiency. The industry urgently needs a brand-new internal combustion engine structure to solve the above-mentioned technical problems from the underlying logic. It is necessary to solve the technical pain points of low thermal efficiency, waste heat, and high internal consumption of traditional internal combustion engines. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a high-efficiency internal combustion engine based on external cylinder pre-compression and closed-loop recovery of exhaust waste heat. There is an urgent need for a brand-new internal combustion engine structure to solve the above-mentioned technical problems from the underlying logic. It is necessary to solve the technical pain points of traditional internal combustion engines such as low thermal efficiency, waste of waste heat, and high internal consumption.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: A high-efficiency internal combustion engine based on external pre-compression and closed-loop exhaust heat recovery includes an independent external pre-compression mechanism and an exhaust heat recovery system. The external pre-compression mechanism is used to change the intake of the internal combustion engine to direct high-pressure intake. The exhaust heat recovery system uses two heat sources, exhaust heat and cylinder block air duct (original cylinder block cooling water duct), to change high-pressure room temperature gas into high-temperature and high-pressure gas. After the gas is heated, the pressure will be further increased. The exhaust system of the internal combustion engine adopts negative pressure exhaust.

[0007] Furthermore, the internal combustion engine includes a cylinder block, a crankshaft, an internal gear rotor, a cylinder block sun gear, and spark plugs. The cylinder block sun gear is fixedly connected to the cylinder block, and the internal gear rotor meshes with the cylinder block sun gear. The internal gear rotor has an approximate triangular shape, and the triangular internal gear rotor divides the inner cavity of the cylinder block into three parts, namely the first cylinder, the second cylinder, and the third cylinder.

[0008] Furthermore, the external pre-compression mechanism can be configured as either a valley-electricity energy storage type pre-compression or a coaxial compressor type compression of an internal combustion engine.

[0009] Furthermore, the off-peak electricity storage pre-compression method utilizes the electrical energy during off-peak hours to drive the compressor, compress the intake air to a high-pressure state, and store it for use by the internal combustion engine when it performs work.

[0010] Furthermore, the coaxial compressor-type compression of the internal combustion engine refers to the internal combustion engine crankshaft driving the compressor to compress the intake air of the internal combustion engine.

[0011] Furthermore, the coaxial compressor-type internal combustion engine includes a compressor driven by the crankshaft, an air storage tank connected to the compressor via an intake pipe, and an exhaust pipe connected to the air storage tank. The exhaust pipe is connected to a first intake port and a second intake port of the cylinder block. The cylinder block is provided with a first exhaust port and a second exhaust port for discharging exhaust gas. The cylinder block is provided with a heating chamber (actually structured as a cooling water channel). High-pressure room-temperature gas dissipates heat from the cylinder block through the heating chamber, and then the exhaust gas through the intake and exhaust pipes continues to be heated. The heated gas enters the cylinder block through the first intake port and the second intake port. The crankshaft is connected to the generator for transmission.

[0012] Furthermore, the spark plug includes a first spark plug and a second spark plug; the first spark plug is used to ignite the high-temperature and high-pressure gas in the second cylinder; the second spark plug is used to ignite the residual gas in the first cylinder and perform sufficient work.

[0013] Furthermore, the high-pressure intake airflow drives the internal gear rotor to rotate.

[0014] The principle of this application is to use three cylinders and a three-stroke principle. The process is as follows: high-temperature and high-pressure gas is introduced, ignited by an electric spark, and then expanded to drive the crankshaft to rotate, followed by negative pressure exhaust. This shortens the process and improves thermal efficiency.

[0015] Compared with the prior art, the beneficial effects of this application are: 1. Completely solve the problem of waste heat and improve thermal efficiency: By linking the exhaust waste heat recovery system with the external cylinder pre-compression structure, the exhaust waste heat that is lost in the traditional internal combustion engine is fully utilized, realizing the full cycle utilization of thermal energy and greatly improving the thermal efficiency of the whole machine; 2. Reduce internal power consumption: Eliminating the in-cylinder compression stroke fundamentally eliminates the power consumption required to compress the air-fuel mixture, reducing internal power consumption and improving power conversion efficiency; 3. Reduce mechanical losses: Optimize the motion structure (such as intake airflow driving the rotor) to reduce inertial losses and cylinder wall friction losses caused by piston reciprocating motion, and further improve the overall energy efficiency; 4. Simplify structure and reduce costs: Eliminate the heat dissipation tank and related water cooling system, reduce investment in heat insulation and protection structures, simplify the overall structure, and reduce manufacturing and maintenance costs; 5. Wide adaptability: The two sets of external cylinder pre-compression technology routes can be adapted to different scenarios such as vehicle range extenders, aviation power, and hybrid powertrains, and have broad prospects for industrial application; 6. Thermodynamic self-consistency and stable operation: Waste heat recovery and external pre-compression form an energy closed loop, ensuring stable intake parameters (high pressure, high temperature), improving combustion and operation stability, and extending the service life of the internal combustion engine. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a schematic diagram of the intake and exhaust system. Figure 3 This is a schematic diagram of the present invention with the centering drill removed. Figures 4 to 9 This is a schematic diagram showing the first cylinder in different positions.

[0017] In the diagram: 1-Cylinder block, 2-Second cylinder, 3-First intake port, 4-First exhaust port, 5-Third cylinder, 6-Second spark plug, 7-First cylinder, 8-Crankshaft, 9-Second intake port, 10-Second exhaust port, 11-Internal gear rotor, 12-Cylinder block sun gear, 13-First spark plug, 14-Heating chamber, 15-Intake and exhaust pipes, 21-Generator, 22-Compressor, 23-Intake pipe, 24-Air tank, 25-Exhaust pipe, 26-Internal combustion engine. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] This invention includes an independent external pre-compression mechanism and an exhaust waste heat recovery system. The external pre-compression mechanism converts the intake air of the internal combustion engine into high-pressure gas, and the exhaust waste heat recovery system heats the high-pressure intake air of the internal combustion engine to a suitable temperature using the exhaust waste heat. The internal combustion engine includes a cylinder block 1, a crankshaft 8, an internal gear rotor 11, a cylinder block sun gear 12, and spark plugs. The cylinder block sun gear 12 is fixedly connected to the cylinder block 1, and the internal gear rotor 11 meshes with the cylinder block sun gear 12. The internal gear rotor 11 is approximately triangular in shape, dividing the inner cavity of the cylinder block 1 into three parts: a first cylinder 7, a second cylinder 2, and a third cylinder 5. The external pre-compression mechanism uses either off-peak electricity storage pre-compression or coaxial linkage compressor compression. To solve the problem of insufficient exhaust gas temperature during the start-up phase, which prevents the intake air from being heated to the target temperature, the system is equipped with an electric heating auxiliary device to quickly replenish the high-pressure intake air at the initial stage of start-up, ensuring smooth ignition and start-up of the internal combustion engine. Off-peak electricity storage pre-compression refers to using the low-priced electricity during off-peak hours of the power grid to drive the compressor, compress air into high-pressure gas and store it for use by the internal combustion engine, thereby reducing operating costs.

[0020] This invention addresses the shortcomings of traditional internal combustion engines, such as low thermal efficiency, high mechanical loss, and high internal power consumption, by using external pre-compression and closed-loop recovery of exhaust waste heat. It achieves full-cycle utilization of thermal energy, eliminates the need for a radiator and complex water-cooling system, simplifies the overall structure, and reduces manufacturing and maintenance costs. It is also suitable for various scenarios such as vehicle power, aviation power, and hybrid range extender, exhibits thermodynamic self-consistency and stability, and extends the service life of internal combustion engines.

[0021] Example 1

[0022] The intake mode of the internal combustion engine with a 26-axis coaxial compressor is explained in detail. System Composition Cylinder block 1, second cylinder 2, first intake port 3, first exhaust port 4, third cylinder 5, second spark plug 6, first cylinder 7, crankshaft 8, second intake port 9, second exhaust port 10, internal gear rotor 11, cylinder block sun gear 12, first spark plug 13, heating chamber 14, intake and exhaust pipes 15, generator 21, compressor 22, intake pipe 23, air tank 24, exhaust pipe 25, electric heating auxiliary device.

[0023] like Figure 1 , Figure 3 As shown, the compressor 22 is driven by the crankshaft 8. The compressor 22 is connected to the intake pipe 23, which is connected to the air tank 24. The air tank 24 is connected to the exhaust pipe 25, which is connected to the first intake port 3 and the second intake port 9 of the cylinder block 1. The cylinder block 1 is provided with a first exhaust port 4 and a second exhaust port 10 for discharging exhaust gas. The cylinder block 1 is provided with a heating chamber 14. The high-pressure, room-temperature intake gas first passes through the heating chamber 14 to reduce the temperature of the cylinder block 1, achieving the purpose of air cooling and heat dissipation of the cylinder block 1. At the same time, the high-pressure intake gas is heated (preheated). The exhaust gas is further heated by the high-pressure gas after being heated by the heating chamber 14 through the intake and exhaust pipes 15, forming high-pressure, high-temperature internal combustion engine intake gas. The heated gas enters the cylinder block 1 through the first intake port 3 and the second intake port 9. The crankshaft 8 is connected to the generator 21 for transmission. The cylinder block sun gear 12 is rotatably connected to the cylinder block 1. The internal gear rotor 11 meshes with the cylinder block sun gear 12, dividing the cylinder block 1's interior into a first cylinder 7, a second cylinder 2, and a third cylinder 5. The first spark plug 13 ignites the high-temperature, high-pressure gas in the second cylinder 2, and the second spark plug 6 ignites the high-pressure gas in the first cylinder 7 to perform work. The high-pressure intake airflow drives the internal gear rotor 11 to rotate. An electric heating auxiliary device is installed in the exhaust pipe 25 near the first intake port 3 and the second intake port 9. The cylinder block sun gear 12 is fixedly connected to the crankshaft 8 and drives the crankshaft 8 to rotate and perform work.

[0024] Connecting the crankshaft 8 to the generator 21 is one way for the internal combustion engine to output power. Of course, the crankshaft 8 can also be used to drive other equipment such as the gearbox to do power. Work process 1) Start-up phase When the internal combustion engine is started, the crankshaft 8 drives the compressor 22 to compress air, producing high-pressure, room-temperature gas. At this time, the exhaust temperature is low and the residual heat is insufficient. The electric heating auxiliary device automatically activates to quickly heat the high-pressure intake air in the exhaust pipe 25 to the temperature required for ignition, ensuring smooth ignition and power output.

[0025] 2) Normal operation phase Combustion produces high-temperature exhaust gas, which flows through the intake and exhaust pipes 15 and exchanges heat with the high-pressure intake gas in the outlet pipe 25, heating the intake gas to the target temperature. The electric heating auxiliary device automatically shuts off after detecting that the intake gas has reached the set temperature, and heating is maintained entirely by the waste heat from the exhaust.

[0026] 3) Work process High-temperature, high-pressure air-fuel mixture enters cylinder 2 (second cylinder) and cylinder 7 (first cylinder) sequentially through the first intake port 3 and the second intake port 9. The first spark plug 13 ignites the high-temperature, high-pressure gas in cylinder 2, causing the gas to expand rapidly and drive the internal gear rotor 11 to rotate around the sun gear 12 in the cylinder block. The internal gear rotor 11 drives the crankshaft 8 to continuously rotate and output power. The second spark plug 6 ignites the high-pressure gas in cylinder 7, allowing for further complete combustion of the fuel and continued power output, thus improving energy efficiency. The internal gear rotor 11 maintains stable operation under continuous power output, completing continuous power output.

[0027] This embodiment eliminates the in-cylinder compression stroke, thereby eliminating the power consumption required for compressing the air-fuel mixture at the source and reducing internal power loss. At the same time, the high-pressure intake airflow directly drives the internal gear rotor 11 to rotate, reducing the inertial loss and cylinder wall friction loss caused by the piston reciprocating motion, and further improving the power conversion efficiency.

[0028] 4) Exhaust process After the work is completed, the exhaust gas is pushed to the positions of the first exhaust port 4 and the second exhaust port 10 by the rotation of the internal gear rotor 11. The high-pressure gas in the exhaust pipe 25 first enters the heating chamber 14 to dissipate heat from the cylinder block 1, and then flows into the intake and exhaust pipe 15 to exchange heat with the exhaust gas, transferring the residual heat to the high-pressure intake gas, while simultaneously dissipating heat from the cylinder block 1. After the heat exchange is completed, the high-pressure gas enters the intake and exhaust pipe 15, realizing closed-loop heat recovery.

[0029] This embodiment fully recovers and utilizes the exhaust waste heat lost by traditional internal combustion engines, significantly improving the overall thermal efficiency of the engine and significantly reducing the heat generation of the engine. It eliminates the need for a radiator and water cooling system, resulting in a simpler structure, lighter weight, and more reliable operation.

[0030] Example 2

[0031] Description of a pre-compression internal combustion engine with off-peak electricity storage. System Composition Cylinder block 1, second cylinder 2, first intake port 3, first exhaust port 4, third cylinder 5, second spark plug 6, first cylinder 7, crankshaft 8, second intake port 9, second exhaust port 10, internal gear rotor 11, cylinder block sun gear 12, first spark plug 13, heating chamber 14, intake and exhaust pipes 15, generator 21, compressor 22, intake pipe 23, air tank 24, exhaust pipe 25, electric heating auxiliary device, off-peak electricity storage module.

[0032] Component structural connection relationship The off-peak electricity storage module powers the compressor 22, which is connected to the air storage tank 24 via the intake pipe 23. The air storage tank 24 is connected to the exhaust pipe 25, which is connected to the first intake port 3 and the second intake port 9 of the cylinder block 1. The cylinder block 1 has a first exhaust port 4 and a second exhaust port 10 for discharging exhaust gas. The cylinder block 1 has a heating chamber 14, through which the high-pressure gas (intake gas) dissipates heat from the cylinder block 1. The exhaust gas heats the high-pressure intake gas in the exhaust pipe 25 via the intake and exhaust pipes 15. The cylinder sun gear 12 is rotatably connected to the cylinder block 1, and the internal gear rotor 11 meshes with the cylinder sun gear 12. The cylinder sun gear 12 drives the crankshaft 8 to rotate and perform work. The internal gear rotor 11 divides the inner cavity of the cylinder block 1 into a first cylinder 7, a second cylinder 2, and a third cylinder 5. The first spark plug 13 is used to ignite the high-temperature, high-pressure gas in the second cylinder 2, and the second spark plug 6 is used to ignite the high-pressure gas in the first cylinder 7 and perform sufficient work. The high-pressure intake airflow drives the internal gear rotor 11 to rotate. An electric heating auxiliary device is installed on the exhaust pipe 25 near the first intake port 3 and the second intake port 9.

[0033] Work process 1) Off-peak electricity storage stage During off-peak electricity hours, the off-peak electricity storage module powers the compressor 22 to compress air into high-pressure gas and store it in the gas storage tank 24, waiting for the internal combustion engine to be activated.

[0034] This phase makes full use of off-peak electricity resources, reduces the overall operating cost of the unit, and is suitable for use in stationary power equipment and long-distance range extenders.

[0035] 2) Start-up phase When the internal combustion engine is started, the air tank 24 releases high-pressure, room-temperature gas. Since there is no high-temperature exhaust gas at this time, the electric heating auxiliary device immediately activates, rapidly heating the intake air to ignition temperature to ensure smooth engine start-up. The high-pressure, room-temperature gas first passes through the heating chamber 14, where it is heated using the heat from the cylinder block 1, and then enters the intake and exhaust pipes 15 for further heating. This effectively dissipates heat from the cylinder block 1 and also heats the high-pressure intake air.

[0036] 3) Waste heat takeover stage After the internal combustion engine completes normal combustion, the exhaust gas temperature rises rapidly. The intake and exhaust pipes 15 and the heating chamber 14 transfer the heat from the exhaust gas to the intake air in the exhaust pipe 25, allowing the intake air to reach a stable operating temperature. The electric heating auxiliary device automatically cuts off power and enters the pure waste heat heating mode.

[0037] 4) Work process High-temperature, high-pressure gas enters the second cylinder 2, and the first spark plug 13 ignites it. The gas rapidly expands, driving the internal gear rotor 11 to rotate, which in turn drives the crankshaft 8 to output power. As the internal gear rotor 11 rotates, when the first cylinder 7 rotates to the second air intake 9, the second air intake 9 opens, allowing gas to enter the first cylinder 7. The gas is pushed to the ignition position, and the second spark plug 6 ignites it, causing the combustible gas in the first cylinder 7 to burn and perform work, thus improving the overall thermal efficiency of the engine. The internal gear rotor 11 continues to operate under the continuous expansion thrust, achieving uninterrupted power output.

[0038] This embodiment adopts a rotor structure, which has low friction and low inertia in moving parts. Combined with dual spark plug ignition, combustion is more complete and power output is more stable.

[0039] 5) Exhaust process The exhaust gas, after performing its work, is fed into the first outlet 4 and the second outlet 10 as the internal gear rotor 11 rotates. The exhaust gas then enters the intake and exhaust pipe 15 to heat the high-pressure intake gas in the outlet pipe 25. After releasing its heat, the exhaust gas temperature drops significantly and is finally discharged, achieving full recovery of waste heat.

[0040] This embodiment achieves closed-loop self-consistency in thermal energy, stable intake air temperature and pressure, good consistency in internal combustion engine operation, and longer service life. At the same time, it eliminates a large number of heat insulation and protection structures, further reducing manufacturing costs.

[0041] Example 3

[0042] Explanation of the coaxial linkage and off-peak electricity hybrid dual-mode internal combustion engine System Composition Cylinder block 1, second cylinder 2, first intake port 3, first exhaust port 4, third cylinder 5, second spark plug 6, first cylinder 7, crankshaft 8, second intake port 9, second exhaust port 10, internal gear rotor 11, cylinder block sun gear 12, first spark plug 13, heating chamber 14, intake and exhaust pipes 15, generator 21, compressor 22, intake pipe 23, air tank 24, exhaust pipe 25, electric heating auxiliary device, off-peak electricity storage module, intake switching valve.

[0043] The crankshaft 8 coaxially drives the compressor 22. The off-peak electricity storage module is simultaneously connected to another compressor 22. Both compressors 22 are connected to the air storage tank 24 via intake pipes 23 and intake switching valves. The air storage tank 24 is connected to the outlet pipe 25, which is connected to the first intake port 3 and the second intake port 9 of the cylinder block 1. The cylinder block 1 has a first outlet port 4 and a second outlet port 10 for exhaust gas discharge. The cylinder block 1 has a heating chamber 14. The high-pressure, room-temperature intake gas in the outlet pipe 25 is cooled by the heating chamber 14, which also heats the high-pressure intake gas. Exhaust gas is heated by the high-pressure intake gas in the outlet pipe 25 via the intake and exhaust pipes 15. The cylinder block sun gear 12 is rotatably connected to the cylinder block 1 and fixedly connected to the crankshaft 8. The internal gear rotor 11 meshes with the cylinder block sun gear 12, dividing the cylinder block 1's interior into a first cylinder 7, a second cylinder 2, and a third cylinder 5. The first spark plug 13 ignites the high-temperature, high-pressure gas in the second cylinder 2, and the second spark plug 6 ignites the gas in the first cylinder 7 to perform work. The high-pressure intake airflow drives the internal gear rotor 11 to rotate. An electric heating auxiliary device is installed on the exhaust pipe 25 near the first intake port 3 and the second intake port 9. The generator 21 is connected to the crankshaft 8 as a means of power generation; alternatively, a gearbox or similar device could be used to connect to the crankshaft for power generation.

[0044] Work process 1) Mode Selection When high power output is required, switch to coaxial linkage mode, where crankshaft 8 directly drives compressor 22 to supply air. When low cost is desired, switch to off-peak electricity storage mode to use pre-stored high-pressure air.

[0045] This embodiment is compatible with two pre-compression methods and is suitable for use in all scenarios such as vehicle-mounted, aviation, stationary power stations, and range extenders, and has broad industrialization prospects.

[0046] 2) Activate the unified strategy Regardless of the mode, if the exhaust gas temperature is insufficient during the initial startup, the electric heating auxiliary device will automatically activate to quickly heat the intake air to the ignition temperature, ensuring reliable cold starts. The internal combustion engine's exhaust gas is discharged under negative pressure to avoid wasting heat.

[0047] 3) Steady-state operation After the internal combustion engine enters normal operating conditions, the exhaust gas waste heat pipe is used for heating, and the electric heating auxiliary device stops working. High-pressure intake air drives the internal gear rotor 11 to rotate, reducing mechanical losses, and the first spark plug 13 and the second spark plug 6 improve combustion efficiency. High-pressure room-temperature air sweeps through the heating chamber 14 through the exhaust duct 25, carrying away the heat of the internal combustion engine and replacing the water cooling of the cylinder liners in ordinary internal combustion engines. Then the gas passes through the intake and exhaust pipes 15. Because the intake and exhaust pipes 15 adopt a sandwich structure, the intake air and exhaust gas exchange heat, that is, the exhaust gas heats the high-pressure room-temperature gas, so that the intake air reaches the ignition temperature.

[0048] 4) Work process The high-temperature, high-pressure air-fuel mixture enters the second cylinder 2, where the first spark plug 13 ignites and burns. The gas expands violently, driving the internal gear rotor 11 to rotate around the sun gear 12 in the cylinder block, thus powering the crankshaft 8. The rotation of the internal gear rotor 11 also draws air into the first cylinder 7, where the second spark plug 6 ignites, causing the high-pressure, high-temperature air-fuel mixture to burn and generate power, thus increasing power output. The internal gear rotor 11 rotates stably under continuous power drive, achieving efficient continuous power output.

[0049] A more detailed working process: The internal gear rotor 11 in the attached diagram has one, two, and three holes on its three sides, respectively. These holes are merely markings for the three cylinders; they do not actually exist and have no other significance. Figure 4 As shown, cylinder 7 is the intake cylinder, cylinder 2 is the power cylinder and expanding cylinder, and cylinder 5 is the exhaust cylinder; Figure 5 As shown, cylinder 7 ignites and expands to do power, cylinder 2 finishes its power stroke, and cylinder 5 exhausts and enters the tailpipe; as... Figure 6 As shown, cylinder 7 in the first cylinder exhausts air, cylinder 5 in the second cylinder receives air, and cylinder 2 in the third cylinder performs power. The internal gear rotor 11 continues to rotate downwards, as... Figure 7 As shown, cylinder 7 is receiving air, cylinder 2 has finished its power stroke, and cylinder 5 is preparing to exhaust air; as... Figure 8 As shown, cylinder 7 ignites and expands to do power, cylinder 2 finishes its power stroke, and cylinder 5 exhausts into the tailpipe. Figure 9 As shown, cylinder 7 in the first cylinder exhausts air, cylinder 2 in the second cylinder receives air, and cylinder 5 in the third cylinder performs power. pass Figures 4 to 9 A simple demonstration shows that when the internal gear rotor 11 rotates once, each cylinder can perform work twice, which significantly increases the number of work cycles, resulting in greater output power and higher thermal efficiency of the internal combustion engine.

[0050] This embodiment has no in-cylinder compression loss and no reciprocating inertia loss, and its mechanical efficiency and thermal efficiency are significantly better than those of traditional internal combustion engines, resulting in a significant improvement in energy utilization.

[0051] 5) Exhaust process The exhaust gas, after completing its work, rotates with the internal gear rotor 11 and sequentially reaches the first outlet 4 and the second outlet 10. The room-temperature, high-pressure gas first enters the heating chamber 14 to dissipate heat from the cylinder body 1, and then enters the intake and exhaust pipes 15 to heat the intake air in the outlet pipe 25. After completing two stages of heat recovery, the exhaust gas is discharged from the cylinder body 1 through the first outlet 4 and the second outlet 10, achieving a closed-loop utilization of waste heat without waste.

[0052] High-pressure, room-temperature air comes into contact with the interior of cylinder 1, and the high-speed airflow carries away exhaust heat. This process involves taking heat from both the cylinder block and the exhaust system, reducing the overall heat of the internal combustion engine. The advantage of this method is that it reduces the urban heat island effect. In military applications, because the heat generated is minimal, it is difficult to detect using thermal imaging, achieving a safe, concealed, and difficult-to-detect effect.

[0053] This embodiment achieves effective waste heat recovery, with no excess heat loss from the entire unit. It eliminates the need for a radiator and water cooling pipes, resulting in a minimalist structure, convenient maintenance, and stable operation. It also boasts multiple advantages such as high efficiency, energy saving, and low cost.

[0054] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A high-efficiency internal combustion engine based on external pre-compression and closed-loop recovery of exhaust waste heat, characterized in that, It includes an independent external pre-compression mechanism and an exhaust waste heat recovery system. The external pre-compression mechanism is used to change the atmospheric pressure intake gas of the internal combustion engine to high pressure gas, and the exhaust waste heat recovery system is used to heat the high pressure intake gas to a suitable temperature using the exhaust gas and cylinder waste heat of the internal combustion engine; the exhaust system of the internal combustion engine adopts negative pressure exhaust.

2. The high-efficiency internal combustion engine based on external pre-compression and closed-loop recovery of exhaust waste heat according to claim 1, characterized in that: The internal combustion engine includes a cylinder block (1), a crankshaft (8), an internal gear rotor (11), a cylinder block sun gear (12), and spark plugs. The cylinder block sun gear (12) is rotatably connected to the cylinder block (1), and the internal gear rotor (11) meshes with the cylinder block sun gear (12). The internal gear rotor (11) is approximately triangular in shape, and the triangular internal gear rotor (11) divides the inner cavity of the cylinder block (1) into three parts, namely the first cylinder (7), the second cylinder (2), and the third cylinder (5).

3. The high-efficiency internal combustion engine based on external pre-compression and closed-loop recovery of exhaust waste heat according to claim 1, characterized in that: The external pre-compression mechanism is structured as either off-peak electricity storage type pre-compression or coaxial linkage compressor type compression of internal combustion engine.

4. A high-efficiency internal combustion engine based on external pre-compression and closed-loop recovery of exhaust waste heat according to claim 3, characterized in that: The off-peak electricity storage pre-compression method utilizes electricity generated during off-peak hours to drive a compressor, compressing the intake air to a high-pressure state and storing it for use by the internal combustion engine when it performs work.

5. A high-efficiency internal combustion engine based on external pre-compression and closed-loop recovery of exhaust waste heat according to claim 4, characterized in that: The coaxial compressor of the internal combustion engine is driven by the crankshaft of the internal combustion engine to pre-compress the intake air of the internal combustion engine.

6. A high-efficiency internal combustion engine based on external pre-compression and closed-loop recovery of exhaust waste heat according to claim 2, characterized in that: The spark plugs include a first spark plug (13) and a second spark plug (6); the first spark plug (13) is used to ignite the high-temperature and high-pressure gas in the second cylinder (2); the second spark plug (6) is used to ignite the high-temperature and high-pressure gas in the first cylinder (7).

7. A high-efficiency internal combustion engine based on external pre-compression and closed-loop recovery of exhaust waste heat according to claim 6, characterized in that: The high-pressure intake airflow drives the internal gear rotor (11) to rotate.

8. A high-efficiency internal combustion engine based on external pre-compression and closed-loop recovery of exhaust waste heat according to claim 7, characterized in that: The coaxial compressor-type internal combustion engine includes a compressor (22) driven by the crankshaft (8), an air tank (24) connected to the compressor (22) via an intake pipe (23), and an exhaust pipe (25) connected to the air tank (24). The exhaust pipe (25) is connected to the first intake port (3) and the second intake port (9) of the cylinder block (1). The cylinder block (1) is provided with a first exhaust port (4) and a second exhaust port for discharging exhaust gas. (10); The cylinder body (1) is provided with a heating chamber (14). The high-pressure, room-temperature intake air is cooled by the heating chamber (14), and the high-pressure, room-temperature intake air is preheated at the same time. The exhaust gas is heated by the high-pressure preheated gas after passing through the exhaust pipe (25) through the intake and exhaust pipe (15). The heated gas enters the cylinder body (1) through the first intake port (3) and the second intake port (9) respectively. The crankshaft (8) is connected to the generator (21) for transmission.

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