Piston internal combustion engine

Abstract

A piston internal combustion engine, comprising a conjoined piston, a first cylinder, a second cylinder, a middle unit, a gas supply mechanism, a fuel injection and ignition mechanism, and a power output mechanism. The conjoined piston comprises a piston rod, a first piston, and a second piston. The first piston reciprocates in the first cylinder, and the second piston reciprocates in the second cylinder. A first combustion chamber is formed in the space between the first piston and the middle unit, and a second combustion chamber is formed in the space between the second piston and the middle unit. A first exhaust hole is formed on a sidewall of the first cylinder, and a second exhaust hole is formed on a sidewall of the second cylinder. The middle unit is internally provided with a gas storage chamber, the gas storage chamber communicates with the gas supply mechanism, and the gas supply mechanism inputs reaction gases into the gas storage chamber. The piston rod is provided with a gas inlet channel. As the conjoined piston reciprocates, the gas inlet channel alternatingly switches the gas storage chamber to communicate with the first combustion chamber or the second combustion chamber. The fuel injection and ignition mechanism communicates with the first combustion chamber and the second combustion chamber, and injects fuel into the first combustion chamber and the second combustion chamber for ignition.

Description

A piston internal combustion engine Technical Field

[0001] The present invention relates to the technical field of piston internal combustion engines, and in particular to a piston internal combustion engine. Background Art

[0002] Existing two-stroke piston internal combustion engines have many drawbacks and are restricted or even banned in many fields. The problems of traditional two-stroke piston internal combustion engines are as follows:

[0003] 1) Two-stroke piston internal combustion engines have low fuel efficiency, resulting in high fuel consumption. The fundamental reason for this low fuel efficiency is that the intake window is too short, the intake pressure is low and cannot be increased, resulting in insufficient air entering the cylinder for combustion and a low compression ratio. This ultimately leads to low fuel efficiency in piston internal combustion engines, forcing them to rely on high speeds and high fuel consumption to ensure sufficient output power.

[0004] 2) Two-stroke piston internal combustion engines generate a lot of pollution. First, the lubricating oil participates in the combustion, which increases the harmful components in the exhaust gas. In addition, some fuel containing lubricating oil is discharged into the atmosphere through the exhaust port without being burned.

[0005] Therefore, there is an urgent need to provide a new piston internal combustion engine with lower fuel consumption, greater environmental protection and simpler structure.

[0006] Summary of the Invention

[0007] In view of the deficiencies in the prior art, the present invention provides a piston internal combustion engine to overcome the deficiencies in the prior art.

[0008] To achieve the above objectives, the present invention is implemented through the following technical solutions:

[0009] A piston internal combustion engine, comprising a conjoined piston, a No. 1 cylinder, a No. 2 cylinder, an intermediate unit, an air supply mechanism, a fuel injection and ignition mechanism, and a power output mechanism; the No. 1 cylinder, the intermediate unit, and the No. 2 cylinder are sequentially connected and assembled into an integral cylinder block; an engine may comprise a single integral cylinder block, or multiple integral cylinder blocks may be connected in parallel to form a multi-cylinder engine; the conjoined piston is disposed within the integral cylinder block;

[0010] The conjoined piston comprises a piston rod and a first piston and a second piston provided at both ends of the piston rod, wherein the piston rod connects the first piston and the second piston into a whole; the first piston reciprocates in the first cylinder, and the second piston reciprocates in the second cylinder; the space between the first piston and the intermediate unit forms a first combustion chamber, and the space between the second piston and the intermediate unit forms a second combustion chamber;

[0011] The number of piston rods connecting the first piston and the second piston can be one or more, and at least one of the piston rods should be provided with an air inlet and be able to communicate with the air storage chamber.

[0012] The side wall of the No. 1 cylinder is provided with a first exhaust hole;

[0013] The second cylinder has a second exhaust hole provided on its side wall;

[0014] The intermediate unit has a built-in gas storage chamber, the gas supply mechanism is connected to the gas storage chamber and inputs reaction gas into the gas storage chamber, the reaction gas is high-pressure air or pressurized combustible gas;

[0015] The piston rod is provided with an air inlet passage, and the air inlet passage alternately switches the air storage chamber to connect with the first combustion chamber or the second combustion chamber as the connected piston reciprocates; a one-way valve is provided between the air storage chamber and the air inlet passage;

[0016] A one-way valve ensures that the gas in the first combustion chamber or the second combustion chamber does not flow back into the gas storage chamber. This one-way valve can be omitted. It should be noted that the one-way valve can be a simple mechanical one-way valve with independent control, or a controlled electromagnetic on-off valve or an externally controlled mechanical on-off valve. Under external control, the one-way valve opens and closes at appropriate times. The one-way valve can be a single one-way valve shared by the first and second combustion chambers, or each of the first and second combustion chambers can have its own one-way valve.

[0017] The fuel injection and ignition mechanism is connected to the first combustion chamber and the second combustion chamber, and injects fuel into the first combustion chamber and the second combustion chamber and ignites;

[0018] The power output mechanism is connected to both ends of the connected piston.

[0019] Furthermore, the intermediate unit is provided with a mounting channel for the piston rod to pass through, and at least one sleeve is disposed within the mounting channel. The sleeve sidewall is provided with an opening corresponding to the air storage chamber. The air inlet on the piston rod alternately corresponds to the opening on the sleeve sidewall as the conjoined piston reciprocates, thereby alternately switching the air storage chamber to connect with the first combustion chamber or the second combustion chamber. It should be noted that the sleeve sidewall may be provided with one or more openings; alternatively, if dual sleeves are used, the space between the two sleeves may be used to correspond to the air inlet on the piston rod, thereby achieving the same effect.

[0020] Furthermore, the piston rod passes through the shaft sleeve, and the two are in a tight sliding fit relationship.

[0021] Furthermore, the air storage chamber includes an independent cavity structure or multiple mutually isolated cavity structures; the air storage chamber connects one or more cavity structures to the first combustion chamber or the second combustion chamber alternately via the intake duct. It should be noted that this connection relationship can only be achieved when the first piston and the second piston move to a specific position range, and in the rest of the position range, the first combustion chamber and the second combustion chamber are not connected to the intake duct; pressurized air or pressurized combustible gas is stored inside the air storage chamber, and the pressurized air or pressurized combustible gas in the air storage chamber can alternately enter the first combustion chamber or the second combustion chamber via the intake duct of the piston rod; the first combustion chamber or the second combustion chamber can share a common intake duct, or use their own independent intake ducts.

[0022] Furthermore, the fuel injection and ignition mechanism includes a fuel injection nozzle that injects fuel into the first combustion chamber and the second combustion chamber. The fuel injection nozzle is not necessarily required when combustible gas already exists in the gas storage chamber and the combustible gas in the gas storage chamber alternately enters the first combustion chamber or the second combustion chamber via the intake passage of the piston rod.

[0023] Preferably, the intake passage comprises a single slot or a plurality of mutually isolated slots provided on the piston rod. When the internal combustion engine is provided with other intake passages and control methods, the intake passage may be omitted from the piston rod, in which case the piston rod merely serves as a connecting structure between the first piston and the second piston.

[0024] Preferably, the integral cylinder block is an integrally formed or assembled cylinder block. The integral cylinder block can be composed of multiple components, or a single component can be processed to have corresponding functions in different locations. An engine can include a single integral cylinder block or multiple integral cylinder blocks connected in parallel to form a multi-cylinder engine.

[0025] Preferably, the air supply mechanism comprises an air compressor, and the output port of the air compressor is connected to the air storage chamber.

[0026] The overall structure of the piston internal combustion engine proposed in the present invention is not limited to the two cylinders in the schematic diagram working as one unit, but can also have more cylinders working in coordination, with more cylinders forming two as a unit, and many units working in parallel through mechanical devices to output greater power to meet the needs of different scenarios.

[0027] The air supply mechanism adopts conventional air compression technology, and the fuel injection and ignition mechanism and the power output mechanism all adopt mature and widely used structures in the field of internal combustion engines, and will not be specifically described in the application of this invention.

[0028] Furthermore, if the reaction gas inputted into the gas storage chamber by the gas supply mechanism already contains combustible gas, the fuel injection and ignition mechanism may omit the fuel injection function and related components.

[0029] Compared with the prior art, the present invention has the following beneficial effects:

[0030] The new structure piston internal combustion engine proposed by the present invention has fewer parts, a simplified structure, high stability, more complete mixing of intake air and fuel with air, less harmful gas generated, and a high exhaust gas discharge rate.

[0031] For better understanding and implementation, the present invention is described in detail below with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] FIG1 is a schematic diagram of the conjoined piston in the present invention when it is about to move to the first exhaust hole.

[0033] FIG2 is a schematic diagram of the first exhaust hole in a half-open state in the present invention.

[0034] FIG3 is a schematic diagram of the connected piston in the present invention moving to the leftmost end during its stroke.

[0035] FIG4 is a schematic diagram of the one-piece piston of the present invention moving rightward from the leftmost end of the stroke.

[0036] FIG5 is a schematic diagram of the first exhaust hole being closed when the conjoined piston moves rightward in the present invention.

[0037] FIG6 is a schematic diagram of the first intake passage being connected to the first combustion chamber during the rightward movement of the conjoined piston in the present invention.

[0038] FIG7 is a schematic diagram showing further compression in the first combustion chamber when the conjoined piston moves rightward in the present invention.

[0039] FIG8 is a schematic diagram of the present invention when the one-piece piston moves to the rightmost end during its stroke.

[0040] FIG9 is a schematic diagram of the conjoined piston in the present invention when it moves to the left. DETAILED DESCRIPTION

[0041] In the description of the present invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "back," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate and simplify the description of the present invention. They do not indicate or imply that the devices or elements referred to must have, be constructed, or operate in a specific orientation, and therefore should not be construed as limiting the present invention. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

[0042] In addition, if terms such as "first" and "second" are used for descriptive purposes only, they are mainly used to distinguish different devices, elements or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance and quantity of the indicated devices, elements or components, and cannot be understood as indicating or implying relative importance.

[0043] In addition, it should be noted that, unless otherwise clearly stipulated and limited, the terms "installed", "provided with", "mounted / connected", "connected", etc. should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be a connection between the internal parts of two components; for ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0044] Please refer to Figures 1-9. The present invention discloses a piston internal combustion engine, which includes a connected piston 4, a No. 1 cylinder 1, a No. 2 cylinder 2, an intermediate unit 3, an air supply mechanism (not shown), a fuel injection and ignition mechanism 5 and a power output mechanism (not shown); the No. 1 cylinder 1, the intermediate unit 3 and the No. 2 cylinder 2 are connected in sequence to form an integral cylinder body, the connected piston 4 is arranged in the integral cylinder body, and its two ends are connected to the power output mechanism; the intermediate unit 3 is connected to the air supply mechanism.

[0045] The two ends of the connected piston 4 are connected to the power output mechanism. The connected piston 4 includes a piston rod 43 that moves as a whole and a first piston 41 and a second piston 42 arranged at both ends of the piston rod 43; the piston rod 43 axially penetrates the No. 1 cylinder 1, the intermediate unit 3 and the No. 2 cylinder 2, the first piston 41 can move back and forth in the No. 1 cylinder 1, and the second piston 42 can move back and forth in the No. 2 cylinder 2; the space in the No. 1 cylinder 1 between the first piston 41 and the intermediate unit 3 forms a first combustion chamber 11, and the space in the No. 2 cylinder 2 between the second piston 42 and the intermediate unit 3 forms a second combustion chamber 21.

[0046] Furthermore, the piston rod 43 is provided with an air intake passage, which includes a No. 1 air intake passage 431 and a No. 2 air intake passage 432. The No. 1 air intake passage 431 and the No. 2 air intake passage 432 are separated from each other at the piston rod 43 and arranged in opposite directions. The axial position of the No. 1 air intake passage 431 is staggered with the axial position of the No. 2 air intake passage 432, so that the No. 1 air intake passage 431 connects to the first combustion chamber 11 before the No. 2 air intake passage 432; and also connects to the second combustion chamber 21 before the No. 1 air intake passage 431, achieving the effect of alternating connection.

[0047] The cylinder No. 1 1 has a No. 1 exhaust hole 12 on its cylinder wall at one end away from the middle unit 3 . The No. 1 exhaust hole 12 is used to discharge the combustion exhaust gas generated by the first combustion chamber 11 .

[0048] The second cylinder 2 has a second exhaust hole 22 provided on its cylinder wall at one end away from the middle unit 3 . The second exhaust hole 22 is used to discharge the combustion exhaust gas generated by the second combustion chamber 21 .

[0049] The intermediate unit 3 has an air storage chamber built in, and the air storage chamber includes a No. 1 air storage chamber 31 and a No. 2 air storage chamber 32; a No. 1 air vent (not shown) is provided on the side wall of the No. 1 air storage chamber 31, and a No. 1 one-way valve 311 is provided in the No. 1 air vent, and the No. 1 one-way valve 311 is arranged on the side close to the No. 1 air inlet 431; a No. 2 air vent (not shown) is provided on the side wall of the No. 2 air storage chamber 32, and a No. 2 one-way valve 321 is provided in the No. 2 air vent (not shown), and the No. 2 one-way valve 321 is arranged on the side close to the air inlet 112.

[0050] The first air storage chamber 31 and the second air storage chamber 32 can be independent of each other or connected to form a single cavity. In some embodiments, an on-off mechanism is provided between the first air storage chamber 31 and the second air storage chamber 32. The on-off mechanism can connect or separate the second air storage chamber 32 from the second air storage chamber 32. This arrangement allows the two air storage chambers to be connected when needed to achieve high-pressure air flow. In some embodiments, to simplify the structure and reduce costs, the two air storage chambers can be combined into a single air storage chamber at the expense of a small reduction in the internal combustion engine's output power and smoothness.

[0051] The gas supply mechanism supplies reaction gas to the first gas storage chamber 31 and the second gas storage chamber 32. The gas supply mechanism can be a separate air compressor or can be integrated with the piston internal combustion engine and share the same rotating shaft.

[0052] In this embodiment, the reaction gas coming from the gas supply mechanism is divided into two paths:

[0053] One path of the reaction gas flows through the No. 1 gas storage chamber 31, the No. 1 air vent, the No. 1 one-way valve 311, and the No. 1 air inlet 431 in sequence, and relies on the reciprocating movement of the piston rod 43 to alternately switch and connect to the first combustion chamber 11 or the second combustion chamber 21.

[0054] The other compressed air flows through the No. 2 air storage chamber 32, the No. 2 air vent, the No. 2 one-way valve 321, and the No. 2 air inlet 432 in sequence, and relies on the reciprocating operation of the piston rod 43 to alternately switch and connect to the first combustion chamber 11 or the second combustion chamber 21.

[0055] The fuel injection and ignition mechanism 5 is connected to the first combustion chamber 11 and the second combustion chamber 21 , and injects fuel into the first combustion chamber 11 and the second combustion chamber 21 for ignition.

[0056] In this embodiment, during the reciprocating motion of the conjoined piston 4, the intake duct alternately introduces reaction gas into the first combustion chamber 11 and the second combustion chamber 21, and in conjunction with the fuel injection and ignition mechanism 5, fuel is sprayed and ignited into the first combustion chamber 11 and the second combustion chamber 21 in sequence, causing explosions to alternate in the first combustion chamber 11 and the second combustion chamber 21, thereby driving the conjoined piston 4 to reciprocate between the first cylinder 1 and the second cylinder 2, thereby causing the conjoined piston 4 to drive the power output mechanism. This internal combustion engine structure is simple and stable, omitting the valve and cam structure of a traditional four-stroke internal combustion engine. At the same time, it exhausts exhaust gases more thoroughly than a traditional two-stroke internal combustion engine, reducing fuel consumption and exhaust pollution.

[0057] Furthermore, the intermediate unit 3 is provided with a mounting channel for the piston rod 43 to pass through. A sleeve 33 is disposed within the mounting channel of the intermediate unit 3, through which the piston rod 43 is disposed, forming a tight sliding fit between the sleeve 33 and the piston rod 43. The sidewall of the sleeve 33 is provided with an opening, which allows air from the air storage chamber to pass through the sleeve 33. Two openings are disposed on the sidewall of the sleeve 33, each corresponding to a single opening. The first and second check valves 311, 321 correspond to each opening. Furthermore, the two openings correspond to the two air inlets on the surface of the piston rod 43.

[0058] Furthermore, in this embodiment, the No. 1 air inlet duct 431 can alternately connect the No. 1 air storage chamber 31 with the first combustion chamber 11 and the second combustion chamber 21, and the No. 2 air inlet duct 432 can alternately connect the No. 2 air storage chamber 32 with the first combustion chamber 11 and the second combustion chamber 21. The No. 1 air storage chamber 31 and the No. 2 air storage chamber 420 store reaction gases. The reaction gases in the No. 1 air storage chamber 31 can flow through the No. 1 one-way valve 311 and the opening in the side wall of the shaft sleeve 33 to the No. 1 air inlet duct 431 in a switching manner. The reaction gases entering the No. 1 air inlet duct 431 can alternately flow into the first combustion chamber 11 or the second combustion chamber 21. The reaction gases in the No. 2 air storage chamber 32 can flow through the No. 2 one-way valve 321 and another opening in the side wall of the shaft sleeve 33 to the No. 2 air inlet duct 432 in a switching manner. The reaction gases entering the No. 2 air inlet duct 432 can alternately flow into the first combustion chamber 11 or the second combustion chamber 21.

[0059] Furthermore, the edge of the first piston 41 is sealedly connected to the inner wall of the first combustion chamber 11 to prevent the gas in the first combustion chamber 11 from flowing out. When the first piston 41 moves in the direction away from the intermediate unit 3 and passes through the No. 1 exhaust hole 12, the No. 1 exhaust hole 12 is connected to the first combustion chamber 11, and the exhaust gas in the first combustion chamber 11 can be discharged from the No. 1 exhaust hole 12. The No. 1 exhaust hole 12 can be a single opening or multiple openings.

[0060] The edge of the second piston 42 is sealed to the inner wall of the second combustion chamber 21 to prevent the gas in the second combustion chamber 21 from flowing out. When the second piston 42 moves in the direction away from the intermediate unit 3 and passes through the No. 2 exhaust hole 22, the No. 2 exhaust hole 22 is connected to the second combustion chamber 21, and the exhaust gas in the second combustion chamber 21 can be discharged from the No. 2 exhaust hole 22. The No. 2 exhaust hole 22 can be a single opening or multiple openings.

[0061] Preferably, in this embodiment, the No. 1 one-way valve 311 and the No. 2 one-way valve 321 are mechanical one-way valves. In some embodiments, in order to further improve the operation performance of the internal combustion engine, speed up the opening and closing speed of the one-way valve, and adjust the opening and closing time points of the one-way valve, the No. 1 one-way valve 311 and the No. 2 one-way valve 321 are solenoid valves driven by electromagnetic control.

[0062] The working principle of a piston internal combustion engine in this case is as follows:

[0063] Please refer to Figure 1. After the explosion occurs in the first combustion chamber 11, the conjoined piston 4 moves to the left. When the volume of the first combustion chamber 11 is close to the maximum value, that is, the first piston 41 reaches the vicinity of the No. 1 exhaust hole 12 of the No. 1 cylinder 1, and the No. 1 exhaust hole 12 is about to open, at this time, the No. 1 intake duct 431 between the No. 1 air storage chamber 31 and the first combustion chamber 11 is connected. The No. 1 intake duct 431 connects the first combustion chamber 11 with the No. 1 air storage chamber 31. Since the first combustion chamber 11 is already at the end of the explosion, the first combustion chamber 1 The pressure in the No. 1 gas storage chamber 420 decays rapidly. The air pressure in the No. 1 gas storage chamber 420 can be set to be greater than the gas pressure at the end of the explosion in the first combustion chamber 11, causing the No. 1 one-way valve 311 to be turned on, and a small amount of reaction gas in the No. 1 gas storage chamber 31 begins to fill the first combustion chamber 11. There is also a possibility that the air pressure in the No. 1 gas storage chamber 31 is lower than the gas pressure at the end of the explosion in the first combustion chamber 11. In this case, the No. 1 one-way valve 311 is cut off, and the gas at the end of the explosion in the first combustion chamber 11 cannot enter the No. 1 gas storage chamber 31. The first combustion chamber 11 continues to expand until the No. 1 exhaust port 12 of the No. 1 cylinder 1 is about to open. The pressure in the first combustion chamber 11 drops rapidly, and a small amount of reaction gas in the No. 1 gas storage chamber 31 begins to fill the first combustion chamber 11. During this process, after the No. 1 air intake duct 431 between the No. 1 air storage chamber 31 and the first combustion chamber 11 is connected, the No. 2 air intake duct 432 between the No. 2 air storage chamber 32 and the first combustion chamber 11 is connected. Since the first combustion chamber 11 is already at the end of the explosion, the pressure in the first combustion chamber 11 decays rapidly, and the air pressure in the No. 2 air storage chamber 32 is greater than the gas pressure at the end of the explosion in the first combustion chamber 11, causing the No. 2 one-way valve 321 to be turned on, and a small amount of reaction gas in the No. 2 air storage chamber 32 begins to fill the first combustion chamber 11; there is also the possibility that the air pressure in the No. 2 air storage chamber 32 is less than the gas pressure at the end of the explosion in the first combustion chamber 11. In this case, the No. 2 one-way valve 321 is cut off, and the gas at the end of the explosion in the first combustion chamber 11 cannot penetrate into the No. 2 air storage chamber 32.

[0064] Referring to Figure 2 , the first piston 41 then moves leftward through the No. 1 exhaust port 12, which is connected to the first combustion chamber 11. The No. 1 exhaust port 12 of the No. 1 cylinder 1 is partially opened, and the exhaust gas after combustion in the first combustion chamber 11 begins to be rapidly discharged from the No. 1 exhaust port 12. The pressure in the first combustion chamber 11 decreases rapidly. At this time, the No. 1 intake passage 431 does not connect the first combustion chamber 11 with the No. 1 air storage chamber 31. The No. 1 intake passage 431 is in a closed state, and the air in the No. 1 air storage chamber 31 cannot enter the first combustion chamber 11. The No. 2 intake passage 432 connects the first combustion chamber 11 with the No. 2 air storage chamber 32. The No. 2 intake passage 432 continuously transports the reaction gas in the No. 2 air storage chamber 32 to the first combustion chamber 11. After entering the first combustion chamber 11, the reaction gas expands, further discharging the exhaust gas in the first combustion chamber 11 from the first combustion chamber 11, thereby achieving scavenging.

[0065] Referring to Figure 3 , as the first piston 41 moves leftward, it reaches the leftmost end of its stroke, the volume of the first combustion chamber 11 reaches its maximum value, the No. 1 exhaust port 12 is fully opened, a large amount of exhaust gas in the first combustion chamber 11 is discharged, and the pressure in the first combustion chamber 11 further decreases. At this time, the No. 1 intake passage 431 is completely offset from the No. 1 vent hole, and the No. 1 intake passage 431 is closed. The No. 2 intake passage 432 is partially offset from the No. 2 vent hole, and the No. 2 intake passage 432 is in a semi-open state, which limits the air flow from the No. 2 air storage chamber 32 into the first combustion chamber 11, preventing excessive compressed air from flowing out of the No. 1 exhaust port 12 and causing waste of compressed air, thereby maintaining the air pressure in the No. 2 air storage chamber 32. This is particularly effective in maintaining the air pressure in the air storage chamber under low engine speed conditions. At this moment, the volume of the second combustion chamber 21 opposite to the first combustion chamber 11 reaches the minimum value, and the ignition explosion has just been completed. The explosive expansion gas in the second combustion chamber 21 pushes the second piston 42 to start moving to the right, thereby driving the entire connected piston 4 to start moving to the right.

[0066] Please refer to Figure 4. After reaching the leftmost end, the first piston 41 begins to move to the right, and the No. 1 exhaust hole 12 gradually closes from a fully open state, now reaching a partially closed state. Since the first combustion chamber 11 has just begun compression, the volume ratio has slightly decreased from the maximum value state. Since the No. 1 exhaust hole 12 is partially closed, the residual exhaust gas in the first combustion chamber 11 can be easily discharged, and the air pressure inside the first combustion chamber 11 is relatively low. At this time, the No. 1 intake passage 431 is completely offset from the No. 1 vent hole, and the No. 1 intake passage 431 is completely closed. The air in the No. 1 air storage chamber 31 cannot enter the first combustion chamber 11. The No. 2 intake passage 432 is aligned with the No. 2 vent hole, and the No. 2 intake passage 432 is in a fully open state. The compressed air in the No. 2 air storage chamber 32 continues to enter the first combustion chamber 11 through the No. 2 intake passage 432, further discharging the residual exhaust gas in the first combustion chamber 11 and achieving more thorough scavenging. At this moment, the second combustion chamber 21 opposite to the first combustion chamber 11 is undergoing explosion and expansion, and the internal pressure is extremely high.

[0067] Referring to Figure 5 , the first piston 41 continues to move rightward, and the No. 1 exhaust port 12 gradually closes from its fully open state, now reaching a fully closed state. The fuel injection and ignition mechanism 5 can inject fuel into the first combustion chamber 11. At this point, the No. 1 intake passage 431 is completely offset from the No. 1 vent, and the No. 1 intake passage 431 is completely closed, preventing air from entering the No. 1 air storage chamber 31. The No. 2 intake passage 432 is aligned with the No. 2 vent and is fully open. Since the first combustion chamber 11 has just begun compression, its internal air pressure is still relatively low. Compressed air from the No. 2 air storage chamber 32 continues to enter the first combustion chamber 11 via the No. 2 intake passage 432, increasing the amount of air in the first combustion chamber 11 while also blowing the already injected fuel droplets, achieving even distribution of the fuel within the first combustion chamber 11. The No. 1 intake passage 431 is about to open. After the No. 1 exhaust hole 12 is completely closed and until the first combustion chamber 11 ignites and explodes, the fuel injection and ignition mechanism 5 can, when necessary, inject fuel into the first combustion chamber 11 once or multiple times to achieve the best fuel injection effect.

[0068] Please refer to Figure 6. As the conjoined piston 4 moves to the right, the No. 1 air inlet 431 opens, and the reaction gas of the No. 1 air storage chamber 31 flows into the first combustion chamber 11. Since the pressure in the first combustion chamber 11 has only risen a little at this time and is still lower than the air pressure in the No. 1 air storage chamber 31, the No. 1 one-way valve 311 is quickly opened, and the reaction gas in the No. 1 air storage chamber 31 quickly and in large quantities enters the first combustion chamber 11 from the No. 1 air channel 110. The No. 2 air inlet 432 is still in a fully open state. Since the first combustion chamber 11 has just begun to compress, the air pressure inside it is relatively low compared to that of the No. 2 air storage chamber 32. It may still be relatively low, and the No. 2 one-way valve 321 is turned on, and the compressed air in the No. 2 air storage chamber 32 continues to enter the first combustion chamber 11 through the No. 2 air intake duct 432; because the No. 2 air storage chamber 32 has always had air filling the first combustion chamber 11 to participate in scavenging, the air is consumed, causing the pressure of the No. 2 air storage chamber 32 to drop. There is also another possibility that the air pressure inside the first combustion chamber 11 is higher than the pressure in the No. 2 air storage chamber 32, and the No. 2 one-way valve 321 is cut off, and the compressed air in the No. 2 air storage chamber 32 cannot enter the first combustion chamber 11. At this time, the air pressure in the No. 1 air storage chamber 31 is relatively high, and it independently assumes the task of continuing to replenish air. After fuel injection, the subsequent intake mechanism of the No. 1 intake duct 431 and the No. 2 intake duct 432 further increases the cylinder pressure in the first combustion chamber 11 and strengthens the cylinder tumble, thereby improving the diffusion of the fuel, that is, realizing a secondary intake mechanism. Due to this mechanism, the piston internal combustion engine of the present invention has more abundant intake than the traditional two-stroke piston internal combustion engine, and the output power is significantly improved.

[0069] Please refer to Figure 7. As the first piston 41 continues to move to the right, the pressure and temperature in the first combustion chamber 11 increase rapidly. After a very short time, the pressure of the air mixed with fuel in the first combustion chamber 11 exceeds the air pressure in the No. 1 air storage chamber 31 and the air pressure in the No. 2 air storage chamber 32. At this time, although the No. 1 air intake 431 and the No. 2 air intake 432 are both connected to the No. 1 air storage chamber 31 and the No. 2 air storage chamber 32, since the No. 1 one-way valve 311 and the No. 2 one-way valve 321 are not opened, the reaction gas in the No. 1 air storage chamber 31 and the No. 2 air storage chamber 32 stops being filled into the first combustion chamber 11, and the high-temperature reaction gas mixed with fuel in the first combustion chamber 11 will not reversely enter the No. 1 air storage chamber 31 and the No. 2 air storage chamber 32. At the same time, the ignition and explosion in the second combustion chamber 21, opposite the first combustion chamber 11, enters its intermediate stage. The expanding gases from the explosion in the second combustion chamber 21 push the second piston 42 rapidly to the right, thereby rapidly moving the entire conjoined piston 4 to the right. Subsequently, the first and second intake passages 431, 432 move out of the first combustion chamber 11, all intake passages in the first combustion chamber 11 are closed, and the first exhaust port 12 in the first combustion chamber 11 is completely closed. The first combustion chamber 11, now completely isolated, rapidly compresses, rapidly increasing its internal pressure and temperature to their maximum values, bringing the first combustion chamber 11 to its optimal pre-ignition state.

[0070] Referring to Figure 8 , when the conjoined piston 4 approaches and reaches the rightmost end of its stroke, the volume of the first combustion chamber 11 reaches its minimum, and the air pressure and temperature within it reach their maximum values. After the preceding process, the fuel and air within the first combustion chamber 11 are fully mixed. Due to the combustion delay, just before the conjoined piston 4 reaches the rightmost end of its stroke, the fuel injection and ignition mechanism 5 injects fuel into the first combustion chamber 11 or ignites. For compression ignition, the fuel is injected into the high-temperature, high-pressure first combustion chamber 11, and combustion and explosion occur immediately without ignition. Prior to this, the first and second intake ducts 431, 432 are completely isolated from the first combustion chamber 11. With the first exhaust port 12 completely closed and the first and second intake ducts 431, 432 completely sealed, the first combustion chamber 11 rapidly compresses its volume, rapidly raising its internal pressure and temperature to their maximum values, allowing the first combustion chamber 11 to reach its optimal state before ignition. At the same time, the volume of the second combustion chamber 21 approaches its maximum value, and the second exhaust port 22 of the second combustion chamber 21 opens. The subsequent process of exhausting exhaust gas and charging air into the second combustion chamber 21 is the same as that of the first combustion chamber 11. The fuel injection and ignition mechanism 5 injects fuel into the first combustion chamber 11 to ignite the mixed gas in the first combustion chamber 11. After the mixed gas in the first combustion chamber 11 is ignited, the conjoined piston 4 immediately moves to the rightmost end of its stroke and begins to return.

[0071] Please refer to Figure 9. After the first combustion chamber 11 is ignited, the connected piston 4 moves to the rightmost end of the stroke and then begins to move to the left. The mixed gas in the first combustion chamber 11 quickly and fully and violently explodes, and the internal pressure rises rapidly. At this time, the No. 1 exhaust hole 12 of the first combustion chamber 11 is completely closed, and the No. 1 intake duct 431 and the No. 2 intake duct 432 are completely moved out of the first combustion chamber 11. The two intake ducts of the first combustion chamber 11 are completely closed, and the first combustion chamber 11 is in a completely isolated state. The high-temperature and high-pressure gas in the cylinder is strictly confined in the first combustion chamber 11, and the high-temperature and high-pressure gas cannot leak from the No. 1 exhaust hole 12, nor will it enter the intake duct from the No. 1 intake duct 431 and the No. 2 intake duct 432. This avoids the extremely high-pressure gas from causing a strong impact on the No. 1 one-way valve 311 and the No. 2 one-way valve 321, thereby extending the service life of the two one-way valves. The first piston 41 in the first combustion chamber 11 drives the conjoined piston 4 to begin moving rapidly leftward. The gas in the first combustion chamber 11 fully combusts and expands, releasing a strong expansion force. After the detonating, expanding gas in the first combustion chamber 11 pushes the first piston 41 to the left for a certain distance, the pressure in the first combustion chamber 11 rapidly decreases. Although the first and second intake passages 431 and 432 subsequently enter the first combustion chamber 11, achieving communication, the mid-expansion pressure in the first combustion chamber 11 remains greater than the pressure within the first and second air storage chambers 31 and 32. The first and second check valves 311 and 321 remain closed, preventing the high-temperature, high-pressure gas in the first combustion chamber 11 from entering the first and second air storage chambers 31 and 32. Confined within the completely enclosed space, the high-temperature, high-pressure gas in the first combustion chamber 11 can only continue to push the first piston 41 to the left, until the state depicted in FIG1 is reached. The same steps are then repeated repeatedly.

[0072] In the present invention, two ignition mechanisms can be supported: spark plug ignition or compression ignition. The following describes compression ignition: In the present invention, a special air supply mechanism is provided to deliver reaction gas to the first air storage chamber 31 and the second air storage chamber 32. The output pressure and output flow of the air supply mechanism can be precisely controlled. With precise control, the maximum air pressure and temperature before ignition in the first combustion chamber 11 and the second combustion chamber 21 can be accurately set. As long as the injection timing is set appropriately, the ignition timing in the first combustion chamber 11 and the second combustion chamber 21 can be accurate. Regardless of which method is used, after the first combustion chamber 11 is ignited, the first piston 41 begins to move to the left from the rightmost end of the stroke. After the first combustion chamber 11 is ignited, its interior is filled with extremely high-pressure and extremely high-temperature explosive gas. The huge pressure pushes the first piston 41 in the first combustion chamber 11 to move rapidly and forcefully to the left. The first piston 41 drives the piston rod 43, and the piston rod 43 drives the power output mechanism to output work externally. From the time the first combustion chamber 11 is ignited until the expansion work is completed for most of the stroke distance, although the No. 1 intake duct 431 and the No. 2 intake duct 432 enter the first combustion chamber 11 successively, since the No. 1 one-way valve 311 and the No. 2 one-way valve 321 maintain the cut-off state, the No. 1 intake duct 431 and the No. 2 intake duct 432 always remain in a closed state, and the high-temperature gas generated after the first combustion chamber 11 is ignited is completely sealed in the first combustion chamber 11, and will not leak into the No. 1 air storage chamber 31 and the No. 2 air storage chamber 32, nor will it flow out from the No. 1 exhaust port 12 of the No. 1 cylinder 1, ensuring that the energy of the explosion and expansion is converted into mechanical energy output as much as possible. Driven by the explosive gas, the first piston 41 continues to move leftward until both the No. 1 intake duct 431 and the No. 2 intake duct 432 of the first combustion chamber 11 are opened. However, the No. 1 and No. 2 check valves 311 and 321 remain closed, preventing the high-temperature, high-pressure gas in the first combustion chamber 11 from entering the No. 1 and No. 2 gas storage chambers 31 and 32. The high-temperature, high-pressure gas in the first combustion chamber 11 can only continue to expand and produce work, pushing the first piston 41 further leftward until it moves adjacent to the No. 1 exhaust port 12 of the No. 1 cylinder 1, just before the No. 1 exhaust port 12 opens, which is the starting position in the present invention. At this point, a complete working cycle has been completed in the No. 1 cylinder 1. The operating mechanism in the No. 2 cylinder 2 is identical to that of the No. 1 cylinder 1, except that the timing is offset by 180 degrees. The intake / exhaust, ignition, and explosion-expansion processes are continuously and alternately repeated in the No. 1 and No. 2 cylinders 1 and 2, maintaining stable cyclic operation of the internal combustion engine.

[0073] Compared with the existing technology, the piston internal combustion engine in this case has fewer parts, a simplified structure, high stability, more abundant air intake, more even mixing of fuel in the cylinder, and a higher mixture pressure in the entire cylinder before ignition, ensuring that the piston internal combustion engine has a higher output power, produces less harmful gases, and has a high exhaust gas emission rate.

[0074] The present invention is not limited to the above-mentioned embodiments. If various changes or modifications of the present invention do not depart from the spirit and scope of the present invention, and if these changes and modifications fall within the scope of the claims of the present invention and equivalent technologies, the present invention is also intended to include these changes and modifications.

Claims

1. A piston internal combustion engine, characterized in that: It includes a conjoined piston, a No. 1 cylinder, a No. 2 cylinder, an intermediate unit, an air supply mechanism, a fuel injection and ignition mechanism, and a power output mechanism; the No. 1 cylinder, the intermediate unit, and the No. 2 cylinder are sequentially connected and combined into an integral cylinder body, and the conjoined piston is arranged in the integral cylinder body; The one-piece piston comprises a piston rod and a first piston and a second piston arranged at both ends of the piston rod, wherein the piston rod connects the first piston and the second piston into a whole; the first piston reciprocates in the first cylinder, and the second piston reciprocates in the second cylinder; the space between the first piston and the intermediate unit forms a first combustion chamber, and the space between the second piston and the intermediate unit forms a second combustion chamber; The first cylinder has a first exhaust hole disposed on its side wall; The second cylinder has a second exhaust hole disposed on its side wall; The intermediate unit is provided with a gas storage chamber, and the gas supply mechanism is connected with the gas storage chamber and inputs reaction gas into the gas storage chamber; The piston rod is provided with an air inlet passage, and the air inlet passage alternately switches the air storage chamber to connect with the first combustion chamber or the second combustion chamber as the connected piston reciprocates; The fuel injection and ignition mechanism is connected to the first combustion chamber and the second combustion chamber, and injects fuel into the first combustion chamber and the second combustion chamber and ignites; The power output mechanism is connected to both ends of the connected piston.

2. A piston internal combustion engine according to claim 1, characterized in that: The intermediate unit is provided with a mounting channel for the piston rod to pass through, at least one sleeve is provided in the mounting channel, and an opening is provided on the side wall of the sleeve, and the opening on the side wall of the sleeve corresponds to the air storage chamber in the intermediate unit; Along with the reciprocating movement of the connected piston, the air storage chamber in the intermediate unit can be alternately switched to be connected to the first combustion chamber or the second combustion chamber through the opening on the side wall of the sleeve.

3. A piston internal combustion engine according to claim 2, characterized in that: A one-way valve is arranged between the air storage chamber and the air inlet passage.

4. A piston internal combustion engine according to claim 1, characterized in that: The piston rod passes through the shaft sleeve, and the two are in a close sliding fit relationship.

5. A piston internal combustion engine according to claim 1, characterized in that: The air storage chamber includes an independent cavity structure or a plurality of cavity structures isolated from each other; the air storage chamber connects one or more cavity structures to the first combustion chamber or the second combustion chamber alternately through the air inlet duct and the openings on the side wall of the sleeve.

6. A piston internal combustion engine according to claim 1, characterized in that: The fuel injection and ignition mechanism includes a fuel injection nozzle, which injects fuel into the first combustion chamber or the second combustion chamber.

7. A piston internal combustion engine according to claim 1, characterized in that: The air inlet passage comprises a slot or a plurality of slots isolated from each other arranged on the piston rod.

8. A piston internal combustion engine according to claim 1, characterized in that: The integral cylinder body is an integrally formed or assembled cylinder body.

9. A piston internal combustion engine according to claim 1, characterized in that: The reaction gas is high-pressure air or combustible gas.

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