A pan-circulation direct drive internal combustion engine

Abstract

The present application relates to the technical field of engine, and particularly relates to a universal circulation direct drive internal combustion engine. The universal circulation direct drive internal combustion engine comprises a stator assembly, a mover, an idler, a first output wheel and a second output wheel. The mover is arranged in the stator cavity, and when the mover slides to one side, the mover is matched with a corresponding side control assembly to compress the combustion chamber, and the mover can rotate relative to the stator shell when the mover slides. The idler is arranged on the periphery of the mover and rotates relative to the stator shell when the mover reverses and translates. The first output wheel and the second output wheel are arranged on the stator shell and can rotate relative to the stator shell. The inside of the first output wheel is matched with the mover to rotate with the mover, and the inside of the second output wheel is matched with the idler to rotate with the idler. The purpose of the present application is to provide a universal circulation direct drive internal combustion engine, and through the interaction of the stator, the mover and the idler, low temperature combustion (LTC) and direct drive with full-time high compression ratio and high expansion ratio are realized.

Description

Technical Field

[0001] This invention relates to the technical field of engines, and particularly to a pan-cycle direct-drive internal combustion engine. Background Technology

[0002] Existing internal combustion engines (such as Otto cycle, Atkinson cycle, and internal rotor internal combustion engines) all adopt a fixed cycle mode v = [a, b], which means that the compression ratio upper limit and ignition phase are set manually, resulting in limited compression ratio, high risk of knocking, and low mechanical efficiency.

[0003] In addition, traditional internal combustion engines rely on complex transmission mechanisms such as crankshafts, connecting rods, and gearboxes, resulting in long energy conversion chains, large mechanical losses, and difficulty in achieving high efficiency and low emissions. Summary of the Invention

[0004] The purpose of this invention is to provide a generalized cycle direct-drive internal combustion engine that achieves all-time high compression ratio, high expansion ratio LTC and direct drive through the interaction of the stator, mover and insulator.

[0005] To achieve the above objectives, the present invention adopts the following solution:

[0006] A general-cycle direct-drive internal combustion engine includes a stator assembly, a mover, an insulator, a first output wheel, and a second output wheel;

[0007] The stator assembly includes a stator housing with an inner cavity, a left control assembly located at the left end of the stator housing, and a right control assembly located at the right end of the stator housing;

[0008] The stator housing, the left control assembly, and the left side of the mover form a left intake booster chamber, and the right control assembly and the right side of the mover form a right intake booster chamber; the left exhaust valve on the left control assembly and the right exhaust valve on the right control assembly are respectively provided with a left pre-combustion chamber and a right pre-combustion chamber at their center positions;

[0009] The mover is provided with a first combustion chamber and a second combustion chamber. The left control assembly extends into the first combustion chamber, and the right control assembly extends into the second combustion chamber. The mover is located in the stator housing cavity. When the mover slides to one side, it compresses the intake booster chamber and combustion chamber on that side while expanding the intake booster chamber and combustion chamber on the other side. The mover can rotate relative to the stator housing when it slides.

[0010] The inertial element is located around the moving element, and it rotates and translates relative to the moving element and translates and rotates and rotates relative to the stator housing.

[0011] The first output wheel and the second output wheel are mounted on the stator housing and can rotate relative to the stator housing. The inner side of the first output wheel cooperates with the moving part to rotate with the moving part, and the inner side of the second output wheel cooperates with the inert part to rotate with the inert part.

[0012] In summary, the advantages of this invention over the prior art are:

[0013] 1. This invention provides a generalized cycle direct-drive internal combustion engine, which differs from the fixed cycle mode v=[a,b] of existing internal combustion engines. This internal combustion engine is a prime mover that uses a generalized cycle mode v=(a,b) to perform work and completes the conversion of chemical energy to mechanical energy through low-temperature combustion. It can resist knocking and operate under high compression ratio and high expansion ratio conditions at all times, achieving high thermal efficiency and low emissions.

[0014] 2. The present invention is a general cycle direct drive internal combustion engine, which abandons the traditional energy conversion methods such as crankshaft piston gearbox, and uses the integrated structure of the mover and combustion chamber, in conjunction with the inertia, to achieve a strategy of directly driving the first output wheel and the second output wheel.

[0015] 3. The pan-cycle direct-drive internal combustion engine of this invention adopts a unique parabolic pre-combustion chamber and a spin-type combustion chamber interface. This design can generate more vortices, reduce pool fire, accelerate the mixing of working fluid and the propagation of flame, thereby optimizing the high homogeneity mixture required for LTC. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the internal combustion engine of the present invention;

[0017] Figure 2 This is a schematic diagram of the internal structure of the stator assembly;

[0018] Figure 3 This is a schematic diagram of the internal structure of an internal combustion engine;

[0019] Figure 4 for Figure 3 Enlarged view of point A;

[0020] Figure 5 A schematic diagram of a mover;

[0021] Figure 6 This is a schematic diagram of the internal structure of the mover;

[0022] Figure 7 A schematic diagram of the curved guide groove on the outer circular surface of the mover;

[0023] Figure 8 A schematic diagram of an inert particle;

[0024] Figure 9 This is a schematic diagram of the internal structure of an inert cell;

[0025] Figure 10 This is a schematic diagram of an overrunning clutch;

[0026] Figure 11 This is a schematic diagram illustrating the working principle of an overrunning clutch.

[0027] Figure 12This is a schematic diagram illustrating the principle of momentum transfer.

[0028] Figure 13 A schematic diagram of the winding structure for starting a reluctance motor;

[0029] Figure 14 A schematic diagram illustrating the working principle of a reluctance motor.

[0030] Figure 15 This is a schematic diagram of the exhaust valve reluctance motor structure. Detailed Implementation

[0031] 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 some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0032] Please see Figures 1 to 4 This invention provides a general-cycle direct-drive internal combustion engine, including a stator assembly 1, a mover 2, an insulator 3, a first output wheel 41, and a second output wheel 42. The stator assembly 1 includes a stator housing 11 with an inner cavity, a left control assembly 12 located at the left end of the stator housing 11, and a right control assembly 13 located at the right end of the stator housing 11. The mover 2 has a first combustion chamber 2010 and a second combustion chamber 202. The left control assembly 12 extends into the first combustion chamber 201, and the right control assembly 13 extends into the second combustion chamber 202. The mover 2 is located within the cavity of the stator 1. It can translate along the axial direction of the stator housing 11 and rotate around the axis of the stator housing 11. When the mover 2 slides to one side, it compresses the intake and combustion chambers on that side while expanding the intake and combustion chambers on the other side. The insulator 3 is located around the mover 2 and rotates relative to the stator housing 11 as the mover 2 rotates. The first output wheel 41 and the second output wheel 42 are located on the stator housing 11 and can rotate relative to the stator housing 11. The inner side of the first output wheel 41 cooperates with the mover 2 to rotate with the mover 2, and the inner side of the second output wheel 42 cooperates with the insulator 3 to rotate with the insulator 3. In this design, the rotation direction of the insulator 3 is opposite to the rotation direction of the mover 2.

[0033] In application, the stator housing 11 has a transmission interface on the outside for partially exposing the first output wheel 41 and the second output wheel 42, through which the first output wheel 41 and the second output wheel 42 are connected to the load.

[0034] This design differs from the fixed-cycle mode of existing internal combustion engines. This internal combustion engine is a prime mover that uses a multi-cycle mode to perform work and converts chemical energy into mechanical energy through low-temperature combustion, automatically coupling with the machine tool. It mainly consists of three parts: a stator, a mover, and an insulator. It operates with a high compression ratio and a high expansion ratio at all times. It achieves automatic load shifting and automatic differential speed control between the two output wheels solely through momentum transfer within the curved guide rail slider pair composed of the mover and insulator, thus directly driving the load.

[0035] In addition, the present invention has a small power-to-weight ratio and a low power-to-volume ratio and is easy to make into a cylinder, making it more suitable for weight- and volume-sensitive machine tools (such as drones).

[0036] Specifically, in this solution, taking the left control assembly 12 as an example, it includes a left half-shaft, an exhaust valve inserted in the left half-shaft, and an injector assembly disposed in the exhaust valve. The exhaust valve end has a parabolic pre-combustion chamber, and the nozzle of the injector assembly extends from the parabolic pre-combustion chamber and is located at the focal point of the parabola.

[0037] Furthermore, the mover 2 is also equipped with an air rail distribution plug assembly 5, which is located between the first combustion chamber 201 and the second combustion chamber 202. The mover 2 is provided with a left air rail 52 for supplying high-pressure air to the second combustion chamber 202 and a right air rail 53 for supplying high-pressure air to the first combustion chamber 201. The left air rail 52 is axially connected from the left end face of the mover 2 to the air rail distribution plug assembly 5, and the right air rail is axially connected from the right end face of the mover 2 to the air rail distribution plug assembly 5. More specifically, the stator housing 11 forms a left booster chamber 51 on the outer periphery of the left half-shaft. When the mover 2 is driven to translate to the left, the fresh air in the left booster chamber is compressed, and the air is forced into the second combustion chamber 202 via the left air rail 52. Similarly, when the mover 2 is driven to translate to the right, the fresh air in the right booster chamber 50 is compressed, and the air is forced into the first combustion chamber 201 via the right air rail 53. In this scheme, the air inlets of the left intake booster chamber 51 and the right intake booster chamber 50, as well as the air outlet of the air rail distribution plug assembly 5, are respectively equipped with an intake one-way valve plate 200 and an outlet one-way valve plate 500.

[0038] The internal combustion engine power cycle mode involved in this invention is defined as v = (a, b), that is, a generalized cycle power cycle. Its essence is that the ignition time or phase of the working fluid is completely determined by its own chemical kinetic state. The fundamental difference between this and the traditional fixed-cycle internal combustion engine is that: for the fixed-cycle mode, the upper limit of the compression ratio is clear, cannot be too high, needs to be artificially suppressed, and is reproducible, and detonation can only occur at a certain phase; while for the generalized cycle mode, the upper limit of the compression ratio is fuzzy, can be allowed to rise, is not reproducible, and detonation occurs randomly.

[0039] As is well known, LTC (Low-Compression Combustion) is the optimal combustion method for internal combustion engines to achieve high thermal efficiency and low emissions, and a high compression ratio is the primary condition for maintaining LTC operation. However, the problem is that an excessively high compression ratio can induce knocking while simultaneously triggering combustion. The structural mechanism of a fixed-cycle internal combustion engine dictates that its combustion chamber peripheral components and transducer components (such as crankshaft connecting rod pairs) cannot withstand this destructive impact—this contradiction has become an insurmountable technological hurdle in the century-long development history of fixed-cycle internal combustion engines. Conversely, deliberately inducing knocking is the most fundamental characteristic of a pan-cycle internal combustion engine. It breaks the constraints of v=[a,b] and follows the natural law of v=(a,b), organically integrating the combustion chamber components and transducer components into one, constructing a physical barrier that can effectively offset or resist knocking, enabling the entire engine to continuously and stably operate under high compression ratio conditions with LTC.

[0040] To ensure smooth operation of the LTC, this internal combustion engine possesses the following five characteristics;

[0041] I. The starting kinetic energy of the internal combustion engine of the present invention is provided by a high-power reluctance voice coil motor 91. Since there is no permanent magnet material in its magnetic circuit, it can work close to the combustion chamber without considering the Curie point, which creates conditions for it to react quickly when working with the combustion chamber.

[0042] Specifically, the stator housing 11 is also equipped with a reluctance starter motor 91 for activating the mover 2 to move left and right. The windings of this motor are fixed inside the stator housing 11, and its core 910 is integrated with the axial slot array 290 on the mover 2. This allows it to directly drive the mover 2 to participate in the adjustment of the combustion chamber's chemical kinetics under the coordination of the electronic control system (at low speeds, the motor output drives the mover to prevent misfire and increased emissions; at high speeds, the motor instantly transforms into a generator to absorb energy, suppressing the mover's acceleration in the initial power stroke to slow the rate of combustion chamber volume expansion during detonation, thus ensuring sufficient time for the working fluid to complete the chemical reaction; at medium speeds, the motor remains silent). This allows the internal combustion engine to have both pure gasoline and hybrid power output modes, resulting in good fuel economy and emissions performance under different operating conditions. Figure 13 , Figure 14 For example, the reluctance starter motor 91 is equipped with a left starter coil 911 and a right starter coil 912. If only the right starter coil 912 is energized at this moment, its magnetic lines of force will achieve a closed loop from the N pole to the S pole through the circumference of the iron core 910. In order to minimize the magnetic resistance in the magnetic circuit, the iron core 910 will inevitably move to the right, which will drive the mover 2 to move to the right.

[0043] Similarly, such as Figure 15As shown, the drive method used in the left exhaust valve reluctance motor 120 and the right exhaust valve reluctance motor 130 of this scheme is also reluctance type. Taking the left exhaust valve reluctance motor 120 as an example, it uses an iron core shaft (with an iron core 1201 set on the outer periphery of the shaft body) to push the exhaust valve 112, and is driven by the valve motor coil 1202 set in the left control assembly 12. In order to facilitate the iron core shaft to push open the exhaust valve 112 and then return to its original position, a return spring is also provided on the rear side of the iron core shaft.

[0044] Second, the unique design of the internal combustion engine working space of this invention allows the knock wave in the combustion chamber to propagate only along the axial direction of the mover 2, creating conditions for allowing the compression ratio to rise and suppressing the harmfulness of knock.

[0045] Specifically, the working space of this internal combustion engine consists of two parts: the stator end face (half-shaft end face 111 + exhaust valve end face 112) and the mover combustion chamber (cylinder inner surface 211 + valve train end face 212). LTC is a lean combustion, so the air-fuel ratio of the working fluid in the pre-combustion chamber is much larger than that in the combustion chamber before detonation, causing the first detonation to always occur in the pre-combustion chamber 1101. However, the volume of the pre-combustion chamber 1101 is much smaller than that of the combustion chamber 201, so the energy of the shock wave generated by the first detonation is relatively small. Apart from accelerating the mixing of the working fluid in the combustion chamber 201 and promoting more ignition points in the combustion chamber 201, the harm of its detonation can be ignored. At this time, although the combustion chamber 201 has been compressed to a small size and may have multiple ignition points, the inertia of the mover 2 and inertia 3 will still cause its volume to continue to shrink, causing the compression ratio to continue to rise until detonation occurs in the entire combustion chamber 201. From this point on, the internal combustion engine begins its power stroke. For a fixed-cycle internal combustion engine, the knock-off time (not the ignition timing or injection timing) must be manually set at a position after top dead center. Otherwise, the knock wave will not only cause the engine to emit a terrible "knocking" sound, but it can also easily render the entire engine unusable. However, this manual control, besides making the equipment more complex, inevitably sacrifices the compression ratio. This is the fundamental reason why the compression ratio of a fixed-cycle internal combustion engine cannot be too high. However, for a multi-cycle internal combustion engine, this knock-off time coincides with the period when the translational speed of rotor 2 drops sharply. Reversing this timing is just right, so the compression ratio can be arbitrarily increased until knock-off is complete. At this time, the knock wave will be suppressed or absorbed through the following three pathways:

[0046] (1) The longitudinal knock wave component pointing to the stator half-shaft end face 112 is reflected by the high-intensity stator end face and exhaust valve end face and converted into the kinetic energy of the isolated transmission component to do work. Its wave crest is absorbed by the buffer pad installed between the machine tool and the internal combustion engine housing in the form of "recoil".

[0047] (2) The radial component of the detonation wave is reflected by the high-strength inner wall of the mover and then superimposed on each other, eventually converting into heat energy to participate in the work (the mover is suspended in the left and right stators by the supporting ball arrays 28 at both ends. It will not be destroyed by the detonation wave as the cylinder of the fixed cycle internal combustion engine needs to withstand the radial thrust from the connecting rod, piston and other components).

[0048] (3) When the electronic control system detects the knock signal through the acceleration sensor, it will immediately switch the starting magnetic reluctance starter motor 91 to a generator to absorb the peak of the longitudinal knock wave component pointing to the end face of the gas distribution plug. The remaining knock energy is buffered by the packing seal (pad) in the gas distribution plug and then drives the mover 2 to participate in the work.

[0049] Third, the unique parabolic pre-combustion chamber and spin-type combustion chamber interface of the internal combustion engine of this invention accelerate the uniform mixing of the working fluid and reduce the generation of pool fire, creating conditions for the continuous and stable operation of LTC.

[0050] (1) Combustion chamber spin. The combustion chamber 201 is located inside the mover 2, and two of its three inner surfaces (the cylinder inner surface 211 and the valve block end surface 212) spin almost all the time (spinning with the mover 2). The vortex generated by this spin will inevitably accelerate the mixing of the working fluid and the propagation of the flame, thereby optimizing the high homogeneity mixture required for LTC.

[0051] (2) Parabolic pre-combustion chamber. Its pre-combustion chamber 1101 is a parabolic recess located in the middle of the exhaust valve 121 (this is the part with the highest temperature in the combustion chamber interface). The oil mist injected from the focal point of the parabolic surface is heated by the interface of the pre-combustion chamber (it will be accelerated due to the increase of its internal energy) and refracted to form a high-temperature and high-speed steam flow in an approximately cylindrical shape. When fresh air mixes with it, more vortices will be generated, thereby optimizing the mixture depth.

[0052] (3) Fewer pool fires. Although the air-fuel ratio of the working fluid inside the columnar mist is greater than that of the working fluid around it, it is far away from the cylinder wall. Therefore, under the same injection pressure, the chance of generating pool fires is much less than that of existing direct injection cone mists. As a result, the carbon deposits and PM produced are significantly reduced.

[0053] Fourth, the unique scavenging method of this internal combustion engine creates conditions for maximizing the utilization of expansion energy by ensuring that the expansion ratio is greater than the compression ratio.

[0054] like Figure 4 As shown, when the electronic control system detects the knock signal from the second combustion chamber 202, it immediately opens the exhaust valve 112 of another working space. At the same time (or possibly earlier), the compressed air in the air rail rushes through the intake valve plate of the valve train and into this space 112, pushing the exhaust gas out quickly (in the direction of the arrow in the diagram). At this point, this space begins to contract and enters the scavenging period.

[0055] (1) Since the exhaust port 108 and the intake port 107 of the space are respectively located at the two ends with the furthest distance, instead of having to be close together as in a traditional internal combustion engine, this prevents fresh air or mixture from escaping from the exhaust valve, thus avoiding waste or pollution.

[0056] (2) When the electronic control system closes the exhaust valve according to the requirements of exhaust gas recirculation (EGR), the working space changes from the scavenging period to the compression period. Obviously, the volume of the working space is smaller than when the scavenging started, so its expansion ratio must be greater than its compression ratio.

[0057] Fifth, the unique air rail layout of this internal combustion engine creates conditions for forced cooling of the combustion chamber and utilization of waste heat.

[0058] When the scavenging period begins in this workspace, fresh air flows in from the air rail array in another space that has just entered the power stroke period. It will inevitably absorb some of the heat energy of the air rail, causing the rail to cool down and itself to heat up. This is not only beneficial for fuel evaporation and overall engine temperature control, but also for recovering some waste heat and optimizing fuel economy.

[0059] In this embodiment of the invention, from a purely mechanical structural perspective, apart from traditional external devices such as the fuel supply system, exhaust gas treatment system, engine oil (rail oil) circulation system, and electronic control system, the core structure of this internal combustion engine is a rail (ball bearing) slider pair composed of a mover and an insulator interacting in real time. It does not rely on traditional energy conversion mechanisms such as crankshaft connecting rods, gears and racks, sprockets and pulleys, which have high frictional energy consumption and poor impact resistance. Instead, it achieves power output from both output wheels and realizes automatic continuously variable transmission and differential operation of the two output wheels solely through momentum transfer within this isolated system of the rail slider pair. Compared to traditional internal combustion engines, the conversion chain from chemical energy to mechanical energy is significantly shortened, inevitably leading to improved system mechanical efficiency and reduced failure rate.

[0060] In this design, the left pre-combustion chamber 1101 and the first combustion chamber 201 form the left working space, and the pre-combustion chamber 1102 and the second combustion chamber 202 form the right working space. For example... Figure 3 As shown, if the working fluid in the right workspace begins to "do work" at this moment, the cyclical events that the left / right workspace will experience are (simplified as "work, sweep, pressure, explosion"):

[0061]

[0062] The volume of the left and right working spaces mentioned above has no reproducible upper and lower dead points during the cycle ("work, sweep, pressure, explosion"). Each event in the table above is triggered solely by the chemical kinetic state of the working fluid without human intervention, which conforms to the generalized cycle description of v = (a, b).

[0063] Thus, this solution is applicable to a variety of liquid and gaseous fuels, and no additional adaptation device is required.

[0064] like Figures 5 to 7 As shown, in this embodiment of the invention, the moving part 2 has rotating support portions 28 at both ends, and a sliding engagement portion 29 is also provided on the moving part 2. The sliding engagement portion 29 extends along the axial direction of the moving part 2 and forms a gap with the outer circumference 2011 of the moving part 2. An axial groove 290 is provided on the outer circumference of the sliding engagement portion 29. A transmission portion that engages with the axial groove 290 is provided on the inner side of the first output wheel 41. The length of the axial groove 290 satisfies the following condition: during the translational sliding of the moving part 2 in the inner cavity, the transmission portion of the first output wheel 41 is always located within the axial groove 290. Moreover, as Figures 8 to 11 As shown, one end of the inertia 3 extends between the sliding fit portion 29 and the outer circumference 2011 of the mover 2. The outer circumferential surface of the inertia 3 is provided with a second axial groove 30 opened along its axial direction. The inner side of the second output wheel 42 is provided with a second transmission portion that cooperates with the second axial groove 30. The transmission portion of the first output wheel 41 is a plurality of first ball arrays corresponding one-to-one with the axial grooves 290; the second transmission portion of the second output wheel 42 is a plurality of second ball arrays corresponding one-to-one with the second axial grooves 30.

[0065] An isolated transmission assembly is further provided between the inertial element 3 and the moving element 2. The isolated transmission assembly includes a first guide groove array 2011 and a second guide groove array 2012 disposed on the outer circumferential surface of the moving element 2. A first overrunning clutch 31, cooperating with the first guide groove 2011, is disposed in the first annular groove, and a second overrunning clutch 32, cooperating with the second guide groove 2012, is disposed in the second annular groove. The first overrunning clutch 31 can move along a first direction of the first annular groove, and the second overrunning clutch 32 can move along a second direction of the second annular groove, the first direction being opposite to the second direction. The first guide groove 2011 and the second guide groove 2012 are curved guide grooves with a baseline derivative that is not constant.

[0066] This scheme utilizes an isolated transmission assembly to achieve simultaneous rotation of the mover 2 and insulator 3, continuously variable transmission, and differential speed control of the dual-output wheels. The principle is as follows:

[0067] like Figure 12As shown, assuming that the arc curve of the first guide groove 201 and the ball of the first overrunning clutch 31 are both rigid bodies with the same mass and the ball is fixed, when the curve shifts to the right (since the working process of the mover is translation), it must simultaneously shift upward relative to the ball. Because the derivative values ​​at different points on the curve are not equal and their absolute values ​​decrease as they approach a quadrant point (midpoint), shifting the curve to the right by the same distance will result in an upward shift (smooth change) of magnitude positively correlated with angle a (positively correlated in the second and fourth quadrants, negatively correlated in the first and third quadrants) due to the different fixed points of the ball (taking angle a as an example). Similarly, the instantaneous upward component force experienced by the curve during its upward movement is negatively correlated with a. If the ball and the curve are released when the curve shifts to the right, they form an isolated system, and the curve and the ball will move in opposite directions relative to each other in the vertical and horizontal directions. If an upward external force is applied to the ball at this time, the downward velocity of the ball will decrease relative to the curve. If an external force of equal magnitude and opposite direction (downward and upward) is applied to the curve and the ball, the curve and the ball will decelerate with equal acceleration but opposite directions in the vertical and horizontal directions, and their velocity relative to the absolute reference frame will decrease.

[0068] In this scheme, the first guide groove 2011 and the second guide groove 2012 are generated using a curve projected by an arc and covering the outer circular surface of the mover as the baseline to form ball guide grooves. Multiple guide grooves are evenly arrayed on the outer circular surface of the mover, making the mover 2 a curved guide rail (the guide groove array also serves as a reinforcing rib and heat dissipation fin of the mover). The insulator 3 and the tangential output ball array of the overrunning clutch 31 housed in the two clutch end covers serve as the slider and ball bearings. The mover and insulator form a curved guide rail (ball bearing) slider pair (the mass of the mover and insulator must be equal during manufacturing). Based on the above geometric principles, it is assumed that the useful power of the internal combustion engine remains constant (ignoring power generation and various useless power consumption):

[0069] A. When the load on the second output wheel 42 is infinite, the kinetic energy obtained by the mover from the combustion chamber during the work process is used to pay for the power consumption of the intake, scavenging and compression processes in the form of (motor angular momentum + mover momentum + inertia momentum) through the translation of (motor + inertia). The remainder is converted into the rotational kinetic energy of the first output wheel 41 and transferred to the load. At this time, the first output wheel 41 has the highest speed and the second output wheel 42 has a zero speed, that is, the dual output wheel (left high + right zero) differential speed is realized.

[0070] B. When the load on the second output wheel 42 is greater than that on the first output wheel 41, the kinetic energy obtained by the mover from the combustion chamber during the work process is used to pay for the power consumption of the intake, scavenging and compression processes in the form of (motor angular momentum + mover momentum + inertia angular momentum + inertia momentum) through the translation of (motor + inertia). The remainder is converted into the rotational kinetic energy of the left and right output wheels and transferred to the load. At this time, the speed of the first output wheel 41 is higher than that of the second output wheel 42, that is, the dual output wheel (left high + right low) differential speed is realized.

[0071] C. When the load on the first output wheel 41 is equal to that on the second output wheel 42, the kinetic energy obtained by the mover from the combustion chamber is used to pay for the power consumption of the intake, scavenging and compression processes in the form of (mover angular momentum + mover momentum + inertial angular momentum + inertial momentum) through the translation of (mover + inertial). The remainder is converted into the rotational kinetic energy of the left and right output wheels and transferred to the load. At this time, the rotational speed of the second output wheel 42 is equal to that of the first output wheel (41), that is, the two output wheels (left + right) are at the same speed.

[0072] D. When the load on the second output wheel 42 is less than that on the first output wheel 41, the kinetic energy obtained by the mover from the combustion chamber during the work process is used to pay for the power consumption of the intake, scavenging and compression processes in the form of (mover angular momentum + mover momentum + inertial angular momentum + inertial momentum) through the translation of {mover + inertial}. The remainder is converted into the rotational kinetic energy of the left and right output wheels and transferred to the load. At this time, the speed of the second output wheel 42 is lower than that of the first output wheel 41, that is, the dual output wheel (left low + right high) differential speed is realized.

[0073] E. When the load on the first output wheel 41 is infinite, the kinetic energy obtained by the mover from the combustion chamber during the work process is used to pay for the power consumption of the intake, scavenging and compression processes in the form of (motor momentum + inertial momentum + inertial angular momentum) through the translation of (motor + inertial). The remainder is converted into the rotational kinetic energy of the second output wheel 42 and transferred to the load. At this time, the second output wheel 42 has the highest speed while the first output wheel 41 has a zero speed, that is, the dual output wheel (left zero + right high) differential speed is realized.

[0074] F. Regardless of the differential speed state mentioned above, when the average load of the left and right output wheels increases, the range of the inertia's translation relative to the mover will narrow towards the middle of the mover, and this change is smooth, that is, to achieve automatic stepless deceleration rotation of the dual output wheels.

[0075] G. Regardless of the differential speed state mentioned above, when the average load of the left and right output wheels decreases, the range of the inertia's translation relative to the mover will widen towards both ends of the mover, and this change is smooth, thus realizing automatic stepless acceleration rotation of the dual output wheels.

[0076] This invention provides a generalized cycle direct-drive internal combustion engine, unlike existing internal combustion engines (such as Otto cycle, Atkinson cycle, and internal rotor engines) which use a fixed cycle mode v = [a, b]. This internal combustion engine is a prime mover that uses a generalized cycle mode v = (a, b] to perform work and completes the conversion of chemical energy to mechanical energy through low-temperature combustion, automatically coupling with a machine tool. It mainly consists of three parts: a stator, a mover, and an insulator. It operates with a high compression ratio and a high expansion ratio at all times, and can directly drive the load by relying solely on the momentum transfer between the mover and the insulator to achieve automatic load shifting and automatic differential speed control between the two output wheels.

[0077] The foregoing has shown and described the basic principles and main features of the present invention, as well as its advantages. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the present invention without departing from its spirit and scope (generalized loop and direct drive), and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A general-cycle direct-drive internal combustion engine, characterized in that, It includes a stator assembly (1), a mover (2), an insulator (3), a first output wheel (41), and a second output wheel (42); The stator assembly (1) includes a stator housing (11) with an inner cavity, a left control assembly (12) located at the left end of the stator housing (11) and a right control assembly (13) located at the right end of the stator housing (11); The stator housing (11), the left control assembly (12) and the left side of the mover (2) form a left intake booster chamber (51), and the right control assembly (13) and the right side of the mover (2) form a right intake booster chamber (50); the left exhaust valve (112) on the left control assembly (12) and the right exhaust valve (113) on the right control assembly (13) are respectively provided with a left pre-combustion chamber (1101) and a right pre-combustion chamber (1102) at their center positions; The mover (2) is provided with a first combustion chamber (201) and a second combustion chamber (202). The left control assembly (12) extends into the first combustion chamber (201), and the right control assembly (13) extends into the second combustion chamber (202). The mover (2) is located in the cavity of the stator housing (11). When the mover (2) slides to one side, it compresses the intake booster chamber and combustion chamber on this side and expands the intake booster chamber and combustion chamber on the other side. The mover (2) can rotate relative to the stator housing (11) when it slides. The inertial element (3) is located around the moving element (2), and it rotates and translates relative to the moving element (2) and translates and rotates relative to the stator housing (11); The first output wheel (41) and the second output wheel (42) are mounted on the stator housing (11) and can rotate relative to the stator housing (11). The inner side of the first output wheel (41) cooperates with the mover (2) to rotate with the mover (2), and the inner side of the second output wheel (42) cooperates with the inertial element (3) to rotate with the inertial element (3).

2. The pan-cycle direct-drive internal combustion engine according to claim 1, characterized in that, An isolated transmission assembly is also provided between the inertial element (3) and the moving element (2), which enables the inertial element (3) to translate and rotate with the moving element (2).

3. The pan-cycle direct-drive internal combustion engine according to claim 2, characterized in that, The stator housing (11) is also provided with a reluctance starter motor (91) for starting the movement of the mover (2) to translate; the left control assembly (12) and the right control assembly (13) are respectively provided with a left exhaust valve reluctance motor (120) and a right exhaust valve reluctance motor (130).

4. The pan-cycle direct-drive internal combustion engine according to claim 3, characterized in that, The mover (2) is also provided with an air rail distribution plug assembly (5), which is located between the first combustion chamber (201) and the second combustion chamber (202); The mover (2) is provided with a left air rail (52) for supplying air to the second combustion chamber (202) and a right air rail (53) for supplying air to the first combustion chamber (201); The right air rail (53) is axially connected from the right end face of the mover (2) to the air rail distribution plug assembly (5), and the left air rail (52) is axially connected from the left end face of the mover (2) to the air rail distribution plug assembly (5). The air inlets of the left intake booster chamber (51) and the right intake booster chamber (50) and the air outlet of the air rail distribution plug assembly (5) are respectively provided with an intake one-way valve plate (200) and an outlet one-way valve plate (500).

5. The pan-cycle direct-drive internal combustion engine according to claim 4, characterized in that: The mover (2) has rotating and sliding support parts (28) at both ends. The mover (2) is also provided with a sliding fit part (29). The outer periphery of the sliding fit part (29) is inlaid with a starter motor core and an axial groove (290). The inner side of the first output wheel (41) is provided with a transmission part that cooperates with the axial groove (290). The length of the axial groove (290) satisfies that: during the process of the mover (2) sliding in the inner cavity, the transmission part of the first output wheel (41) is always located in the axial groove (290).

6. The pan-cycle direct-drive internal combustion engine according to claim 5, characterized in that: The inertial (3) engages with the outer circle of the moving part (2), and one end extends into the sliding engagement part (29) between the outer circumferential surface of the moving part (2). The outer circumferential surface of the inertial (3) is provided with a second axial groove (30) opened along the axial direction. The inner side of the second output wheel (42) is provided with a second transmission part that engages with the second axial groove (30).

7. The pan-cycle direct-drive internal combustion engine according to claim 6, characterized in that: The outer circumference of the mover (2) is provided with a plurality of axial grooves (290) distributed along its outer circumference, and the transmission part of the first output wheel (41) is a plurality of first balls corresponding one-to-one with the axial grooves (290). The inertial (3) has several second axial grooves (30) distributed along its outer circumference, and the second transmission part of the second output wheel (42) consists of several second balls that correspond one-to-one with the second axial grooves (30).

8. The pan-cycle direct-drive internal combustion engine according to claim 7, characterized in that, The isolated transmission assembly includes a first guide groove (2011) and a second guide groove (2012) disposed on the outer circumferential surface of the mover (2), wherein the first guide groove (2011) and the second guide groove (2012) are arranged in opposite directions; The isolated transmission assembly further includes: the inner side of the inertia (3) has a first annular groove and a second annular groove, the first annular groove is provided with a first overrunning clutch (31) that cooperates with the first guide groove (2011), the second annular groove is provided with a second overrunning clutch (32) that cooperates with the second guide groove (2012), the first overrunning clutch (31) can rotate around the axis of the inertia along a first direction of the first annular groove, and the second overrunning clutch (32) can rotate around the axis of the inertia along a second direction of the second annular groove, the first direction being opposite to the second direction.

9. The pan-cycle direct-drive internal combustion engine according to claim 8, characterized in that, The baselines of the first guide groove (2011) and the second guide groove (2012) are curves whose derivatives are not constant.

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