CN114412639A

CN114412639A - Strong vortex variable Miller cycle internal combustion engine

Info

Publication number: CN114412639A
Application number: CN202210111206.6A
Authority: CN
Inventors: 沈大兹; 梁继超
Original assignee: Hunan Dazi Power Technology Co ltd
Current assignee: Hunan Dazi Power Technology Co ltd
Priority date: 2022-01-29
Filing date: 2022-01-29
Publication date: 2022-04-29

Abstract

The invention provides a strong swirl variable miller cycle internal combustion engine having a piston, a cylinder, a first intake valve, a second intake valve, an exhaust valve, a crankshaft, a connecting rod, and a phaser. And for the same cylinder, a first intake valve driving system and a second intake valve driving system are provided, and a first intake valve and a second intake valve of the cylinder are respectively driven to open and close. A phase difference psi exists between the opening and closing of the first intake valve and the opening and closing of the second intake valve, and the existence of the phase difference psi enables the in-cylinder gas to generate strong vortex. Changing the magnitude of the phase difference Ψ can change the strength of the swirl of the in-cylinder gas, and can also change the effective compression ratio of the internal combustion engine.

Description

Strong vortex variable Miller cycle internal combustion engine

Technical Field

The invention relates to the technical field of internal combustion engines, in particular to a Miller cycle internal combustion engine with cylinder internal gas movement, variable effective compression ratio and short/long expansion stroke.

Background

Increasing the geometric compression ratio can increase the efficiency of the engine, but the high geometric compression ratio is limited by knocking. The variable compression ratio internal combustion engine technology can eliminate the knock limitation, but the technology is too complicated to popularize. The EGR technology can achieve a reduction in-cylinder combustion temperature and a reduction in heat loss, but its use in gasoline engines tends to induce combustion instability unless the mixture containing the EGR gas has very high gas turbulence energy and mixture stratification at the time of ignition of a spark plug. Gasoline engines mostly increase gas turbulence energy through intake port tumble design, unfortunately tumble has substantially disappeared when the piston reaches top dead center to prepare for ignition, so that the turbulence energy is greatly reduced. The miller cycle technique can reduce the compression stroke and delay the expansion stroke, thus can adopt higher geometric compression ratio to improve the efficiency of the internal combustion engine, but can not increase the turbulent kinetic energy of the airflow in the cylinder.

The miller cycle is a cyclic technique with an expansion ratio greater than a compression ratio, and has two forms: the miller cycle (EIVC) for early intake valve closing and the miller cycle (LIVC) for late intake valve closing. As the name implies, early closing of the intake valve before the closing timing in the normal case of the intake valve is in the early-closing form, or late closing of the intake valve after the closing timing in the normal case of the intake valve is in the late-closing form. The early closing mode is that the air charging of the cylinder is not full, the air inlet valve is closed, and the late closing mode is that the piston moves upwards to push the charging material which enters the cylinder out of the cylinder again in the air inlet process. In summary, both early and late intake valve closing are methods of reducing cylinder charge. After the cylinder charge is reduced, resulting in a reduction in both cylinder gas pressure and temperature at the completion of the upward compression stroke of the piston, reducing the compression work of the engine, reducing the tendency of the engine to knock, while the expansion stroke of the engine will be longer than the compression stroke, producing more expansion work, increasing the efficiency of the engine, which is an advantage of a miller cycle engine.

As is known, different loads/rotating speeds of the internal combustion engine have different optimal parameters for opening and closing the intake valve, and the currently late-closing Miller circulation system cannot adjust the parameters of the intake valve, so that the different loads/rotating speeds of the internal combustion engine are difficult to optimize. Although the early closing Miller cycle (VVL) system can realize the adjustment of the parameters of the intake valve, the mechanism is very complex, the cost performance is not high, and the comprehensive popularization and application of the technology cannot be promoted.

The miller cycle, whether early or late, can be operated at wide open throttle, thus minimizing pumping losses and improving efficiency. However, at a low load, the amount of intake air in the cylinder is reduced, the air flow motion is reduced, the combustion duration is prolonged, and the combustion efficiency is reduced, so that it is necessary to increase the turbulent energy of the air flow.

In order to achieve the cycle efficiency of gasoline engines by increasing the EGR rate, it is also necessary to increase the turbulent kinetic energy of the air flow.

As described above, the internal combustion engine with variable intake valve parameters, thereby variable effective compression ratio, and capable of fully improving the turbulent kinetic energy of the intake air flow, thereby increasing EGR rate, fully exerting the potential of Miller cycle technology, will greatly improve the efficiency of the existing internal combustion engine, and make contribution to carbon peak reaching and carbon neutralization.

Disclosure of Invention

An object of the present invention is to provide an internal combustion engine system that generates and maintains strong swirl characteristics in an intake stroke and a compression stroke, which shortens a combustion duration and enables a higher EGR rate mixture to be burned stably, thereby improving the efficiency of the internal combustion engine.

Another object of the present invention is to provide a method for varying the effective compression ratio of said internal combustion engine by implementing separate opening and closing strategies for the two intake valves of the same cylinder, so as to achieve optimum operation conditions under different load/speed conditions. It is a further object of the present invention to provide a miller cycle internal combustion engine that enables the engine to employ higher geometric compression ratios.

The technical scheme of the invention is to provide a strong vortex variable Miller cycle internal combustion engine which is provided with a piston, a cylinder, a first intake valve, a second intake valve, an exhaust valve, a crankshaft, a connecting rod and a phaser;

for the same cylinder, a first intake valve driving system and a second intake valve driving system are arranged and used for respectively driving a first intake valve and a second intake valve of the cylinder to open and close;

a phase difference psi exists between the opening and closing of the first intake valve and the opening and closing of the second intake valve, and the existence of the phase difference psi enables the in-cylinder gas to generate strong vortex; changing the magnitude of the phase difference psi can change the strength of the vortex of the gas in the cylinder and the effective compression ratio of the strong vortex variable Miller cycle internal combustion engine;

the piston of the strong vortex variable Miller cycle internal combustion engine reciprocates between the top dead center and the bottom dead center of the cylinder thereof by being pushed by the crankshaft and the connecting rod, and the operation mode is as follows:

when the piston moves from the top dead center to the bottom dead center, a first air inlet valve is opened, fresh air enters the cylinder along the first air inlet valve and forms a vortex, after the crankshaft rotates by a phase difference psi, a second air inlet valve is opened, and the fresh air enters the cylinder along the second air inlet valve;

when the piston moves from the bottom dead center to the top dead center, a first air inlet valve is closed, the charge which enters the cylinder is pushed out of the cylinder again from a second air inlet valve by the piston, the charge is pushed out, so that the eddy motion of the charge remained in the cylinder is enhanced until the second air inlet valve is closed, and the strong eddy variable Miller cycle internal combustion engine enters a compression stroke;

with the further ascending of the piston, the vortex motion is further strengthened in the compression stroke, and the combustion duration of the mixture is shortened;

as the phase difference Ψ increases or decreases, the displacement amount by which the piston moves from bottom dead center to top dead center until the second intake valve closes increases or decreases, the charge that the piston pushes out of the cylinder increases or decreases, and the charge that remains in the cylinder decreases or increases accordingly, whereby the effective compression ratio of the internal combustion engine decreases or increases.

Further, a first intake valve driving system and a second intake valve driving system of the strong vortex variable Miller cycle internal combustion engine are coaxially arranged by an outer pipe and an inner shaft;

the first intake valve driving system comprises a first intake cam, an outer pipe, a first rocker arm roller, a first rocker arm, a first intake valve and a valve spring;

the first air inlet cam is fixedly arranged on the outer pipe, the first rocker arm roller, the first rocker arm and the first air inlet valve are sequentially driven to move downwards by the rotation of the first air inlet cam, the first air inlet valve is opened, and meanwhile, the valve spring always keeps the contact of the first air inlet valve, the first rocker arm roller and the first air inlet cam;

the second air inlet valve driving system comprises a second air inlet cam, an inner shaft, a second rocker arm roller, a second rocker arm, a second air inlet valve and a valve spring;

the second air inlet cam is rotatably hinged on the outer pipe, a bolt connected with an inner shaft penetrates through a circumferential groove opening formed in the outer pipe and is connected with the second air inlet cam, the inner shaft drives the second air inlet cam to rotate through the bolt and sequentially drives the second rocker roller, the second rocker and the second air inlet valve to move downwards to open the second air inlet valve, and meanwhile, the valve spring always keeps the second air inlet valve, the second rocker roller and the second air inlet cam in contact.

Further, the phase difference psi between the opening and closing of the first intake valve and the second intake valve is a variable parameter, and the variable range is 0-180 DEG crank angle; the first intake valve opening timing is a fixed value.

Further, the phase difference psi between the opening and closing of the first intake valve and the second intake valve is a variable parameter, and the variable range is 0-180 DEG crank angle; the opening time of the first intake valve is a variable parameter phi, and the variable range of the variable parameter phi is 0-50 degrees of crank angle.

Further, a very large angle adjustable phaser is mounted at the front end of the outer tube and the inner shaft for adjusting the phase difference Ψ between the opening and closing of the first and second intake valves.

Further, a dual phase device is installed at the front ends of the outer pipe and the inner shaft, and is used for adjusting a phase difference psi of opening and closing of the first intake valve and the second intake valve and adjusting the opening time phi of the first intake valve.

Further, it can be used on single cylinder, inline multi-cylinder, V-type, W-type or opposed internal combustion engines.

Further, the fuels used can be gasoline, natural gas, methanol, ethanol and mixtures thereof, liquid and gaseous fuel compounds or mixtures of hydrogen and/or other combustible substances.

The invention has the beneficial effects that:

(1) the geometric compression ratio is improved, the adjusting mechanism with the intake phase difference psi and phi is configured, the vortex intensity in the cylinder is increased, the effective compression ratio is changed, and the overall efficiency of the Miller cycle internal combustion engine is greatly improved.

(2) The system is additionally arranged on the internal combustion engine, the structure of the original internal combustion engine is not required to be modified, and the development cost and the production line modification cost are greatly reduced.

(3) The technology provided by the invention reduces the oil consumption, and has very important significance for improving the economy of vehicles, reducing the carbon emission, and realizing the carbon peak and carbon neutralization.

Drawings

Other objects and advantages of the present invention will become apparent from the following description of the invention which refers to the accompanying drawings, and may assist in a comprehensive understanding of the invention.

Fig. 1a and 1b are schematic views of intake air vortex formation.

Fig. 2a and 2b are schematic illustrations of trapped charge swirl retention and intensification within a cylinder.

Fig. 3a and 3b are vortex plan views.

Fig. 4 is an installation view of the first cam drive system and the second cam drive system.

Fig. 5a and 5b are schematic views of the coaxial mounting of the outer tube and the inner shaft.

Fig. 6a and 6b are schematic diagrams of a 3-impeller/hydraulic chamber phaser.

Fig. 7 is a two-phase phaser axial burst diagram.

It is noted that the drawings are not necessarily to scale and are merely illustrative in nature and not intended to obscure the reader.

Wherein:

1-a piston; 2-a cylinder; 3-a first intake valve; 4-a second intake valve; 5-an exhaust valve; 6-vortex flow; 7-a crankshaft; 8-connecting rod; 9-first intake valve opening time; 10-second intake valve opening time; 11-a first intake cam; 12-a second intake cam; 13-an outer tube; 14-an inner shaft; 15-a first rocker roller; 16-a second rocker roller; 17-a first rocker arm; 18-a second rocker arm; 19-first intake valve closing time; 20-second intake valve closing time; 21-a pin shaft; 22-notches; 23-a valve spring; 25-a phaser rotor; 26-a phaser rotor; 27-camshaft sprocket; 28-phaser rotor impeller; 29-a first pressure chamber; 30-a second pressure chamber; 31-a first rotor of a dual phase device; 32-a first moving disc impeller; 33-a dual-phase device second movable disc; 34-a dual phase second rotor impeller; 35-end cap; 36-a dual-phase phaser stationary disc impeller; 37-dual phaser bolts; 38-dual-phase-device static disc; a 60-phase shifter; 70-Dual phase device.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings of the embodiments of the present invention. It should be apparent that the described embodiment is one embodiment of the invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the described embodiments of the invention without any inventive step, are within the scope of protection of the invention.

It is to be noted that technical terms or scientific terms used herein should have the ordinary meaning as understood by those having ordinary skill in the art to which the present invention belongs, unless otherwise defined.

Embodiments of the present invention will be described in detail below with reference to fig. 1a to 7.

Example 1:

as shown in fig. 1a to 4, this embodiment provides a strong swirl variable miller cycle internal combustion engine 100 having a piston 1, a cylinder 2, a first intake valve 3, a second intake valve 4, an exhaust valve 5, a crankshaft 7, a connecting rod 8, and a phaser 60. For the same cylinder 2, a first intake valve driving system and a second intake valve driving system are provided, and a first intake valve 3 and a second intake valve 4 of the cylinder are driven to be opened and closed respectively. A phase difference Ψ exists between the opening and closing of the first intake valve 3 and the opening and closing of the second intake valve 4, and the existence of the phase difference Ψ causes the in-cylinder gas to generate a strong swirl 6. Changing the magnitude of the phase difference Ψ can change the strength of the swirl of the in-cylinder gas, and can also change the effective compression ratio of the internal combustion engine. The piston 1 of the strong-swirl variable miller cycle internal combustion engine 100 reciprocates between the Top Dead Center (TDC) and the Bottom Dead Center (BDC) of the cylinder 2 thereof by being pushed by the crankshaft 7 and the connecting rod 8, and operates as follows:

as shown in fig. 1a, when the crankshaft 7 rotates in the direction of arrow T to a first intake valve opening position 9, the first intake valve 3 is opened, and at this time, the piston 1 reaches a position close to the top dead center position.

When the crankshaft 7 is rotated further by a phase difference Ψ to the second intake valve opening position 10, the piston 1 is moved from top dead center to bottom dead center by a distance a, as shown in fig. 1b, during which the first intake valve 3 is fully opened and the second intake valve 4 is not yet opened. Thus, fresh air enters the cylinder 2 along the first intake valve 3 and forms a swirl 6.

Then, after the crankshaft 7 rotates by a phase difference Ψ, the second intake valve 4 is opened, and fresh air enters the cylinder 2 along the first intake valve 3 and also enters the cylinder 2 along the second intake valve 4.

As shown in fig. 2a, when the crankshaft 7 rotates in the direction of arrow T to a first intake valve closing position 19, the first intake valve 3 is closed, and at this time, the piston 1 is in the vicinity of the bottom dead center position. When the crankshaft 7 is rotated further by a phase difference Ψ to the second intake valve closing position 20, the piston 1 moves from bottom dead center to top dead center by a distance B, as shown in fig. 2B, during which the first intake valve 3 has closed and the second intake valve 4 remains open. Accordingly, the charge that has entered the cylinder is pushed out of the cylinder 2 from the second intake valve 4 by the piston 1, and the charge is pushed out from the second intake valve 4, so that the swirling motion of the charge remaining in the cylinder 2 is enhanced until the second intake valve 4 closes, and the internal combustion engine 100 enters the compression stroke. With further lifting of the piston 1, the swirling motion is further intensified in the compression stroke.

Fig. 3a shows a top view of the formation of in-cylinder gas swirl during intake. Since the piston 1 moves downward in the cylinder 2, the first intake valve 3 is opened, and the second intake valve 4 is not opened, so that fresh air enters from the first intake valve 3 and forms a swirl flow 6.

Figure 3b shows a schematic view of the enhancement of in-cylinder gas swirl during the re-expulsion of in-cylinder gas out of the cylinder. As the piston 1 moves upwards in the cylinder 2, the first intake valve 3 has closed and the second intake valve 4 is in a fully open state, so that the charge that has entered the cylinder 2 is pushed out of said second intake valve 4, the turbulence of the charge remaining in the cylinder 2 is further intensified and the turbulence 6 is intensified.

As the phase difference Ψ increases or decreases, the displacement amount a by which the piston 1 moves from top dead center to bottom dead center until the second intake valve 4 opens also increases or decreases, and the strength of the swirl flow 6 formed during intake also increases or decreases.

As the phase difference Ψ increases or decreases, the displacement amount B of the piston 1 from the bottom dead center to the top dead center until the second intake valve 4 closes also increases or decreases, and the strength of the intensified swirl flow 6 increases or decreases during the gas ejection.

Likewise, as the phase difference Ψ increases or decreases, the displacement amount B increases or decreases, the charge that the piston 1 pushes out of the cylinder 2 increases or decreases, and the charge remaining in the cylinder 2 decreases or increases accordingly, whereby the effective compression ratio of the internal combustion engine 100 is reduced or increased. The variation of the effective compression ratio is suitable for different loads and/or different rotational speeds of the internal combustion engine 100.

During the above process, the exhaust valve 5 is always closed.

The internal combustion engine 100 injects oil for the first time in the intake stroke and injects oil for the second time after the second intake valve 4 is closed, the strong vortex flow 6 quickly homogenizes the oil mist injected for the second time, and makes the mixed gas in the central part of the combustion chamber richer than the mixed gas in the periphery to form layered mixed gas, so that the ignition plug is easier to ignite, and therefore the EGR rate of the mixed gas in the cylinder 2 can be improved, and the efficiency of the internal combustion engine 100 is higher.

This is different from other internal combustion engines. The second injection in other internal combustion engines is substantially in the upper half of the compression stroke, i.e. within the first 90 crank angle from bottom dead center, so that after injection the mixture is homogenized so strongly that the mixture is less well stratified in the combustion chamber. If the fuel is injected in the lower half of the compression stroke, it is difficult to uniformize the fuel bundle because the pressure in the cylinder is excessively high, thereby affecting the combustion efficiency. The second injection timing of the embodiment may be set after 90 deg. from the bottom dead center while the cylinder pressure is still low. The oil bundles can be homogenized to form a more obvious layered state that the concentration of the mixed gas in the middle of the combustion chamber is higher and the concentration of the mixed gas in the edge part of the combustion chamber is lower.

The phase difference Ψ between the opening and closing of the first intake valve 3 and the second intake valve 4 is a variable parameter that varies from 0 ° to 180 ° in crank angle. Tests have shown that under different load/speed conditions, the phase difference Ψ has an optimum value such that the internal combustion engine 100 is most efficient.

The opening timing of the first intake valve 3 is a fixed value, and the second intake valve 4 is always opened and closed later than the first intake valve 3. Therefore, the first intake valve 3 which is opened at a fixed time does not open in advance with the adjustment of the phaser 60, and there is no fear that the first intake valve 3 interferes with the piston 1, which means that such a deep valve pit does not have to be used in the piston crown combustion chamber design, which brings a great benefit to the high compression ratio combustion chamber design.

Fig. 4, 5a and 5b show a first and a second intake valve drive system.

The first and second intake valve drive systems are comprised of an outer tube 13 and an inner shaft 14 mounted coaxially. The first intake valve driving system is composed of a first intake cam 11, an outer tube 13, a first rocker arm roller 15, a first rocker arm 17, a first intake valve 3, and a valve spring 23. The first intake cam 11 is fixedly mounted on the outer tube 13, and the rotation of the first intake cam 11 sequentially drives the first rocker arm roller 15, the first rocker arm 17 and the first intake valve 3 to move downward, so as to open the first intake valve 3, and meanwhile, the valve spring 23 always keeps the first intake valve 3, the first rocker arm 17, the first rocker arm roller 15 and the first intake cam 11 in contact.

Fig. 5a shows the maximum position of phase difference Ψ, Ψ max is 180 ° CA, and Ψ max is typically 120 ° CA.

Fig. 5b shows the minimum position of phase difference Ψ, Ψ min — 0 ° CA, and typically Ψ min — 20 ° CA.

The second intake valve drive system is composed of a second intake cam 12, an inner shaft 14, a second rocker arm roller 16, a second rocker arm 18, a second intake valve 4, and a valve spring 23. The second intake cam 12 is rotatably hinged on the outer tube 13, a latch 21 connected with an inner shaft 14 passes through a circumferential notch 22 formed in the outer tube 13 and is connected with the second intake cam 12, the inner shaft 14 drives the second intake cam 12 to rotate through the latch 21 and sequentially drives the second rocker roller 16, the second rocker 18 and the second intake valve 4 to move downwards to open the second intake valve 4, and meanwhile, the valve spring 23 always keeps the second intake valve 4, the second rocker 18, the second rocker roller 16 and the second intake cam 12 in contact.

From the state that the phaser 60 shown in fig. 4 is mounted on the internal combustion engine 100, the mounting mode is the same as that of the conventional internal combustion engine, so that the system does not need to modify the original machine parts too much when the conventional internal combustion engine is upgraded, which is important for reducing the development cost and the production line modification cost of the internal combustion engine.

As shown in fig. 6a and 6b, the phaser rotor 26 has 3 phaser rotor wheels 28, but it is also possible to arrange 2 phaser rotor wheels, which divide the hydraulic chamber formed by the phaser stator disc 25 and the phaser rotor disc 26 into a first pressure chamber 29 and a second pressure chamber 30.

As shown in fig. 6a, when pressure oil is supplied into the first pressure chamber 29 through the OCV valve (not shown), the phaser disk 26 rotates in the direction of arrow U until the maximum phase difference Ψ position is reached. The maximum phase difference Ψ may be designed according to actual engine parameters, and may be set to 140 degrees.

As shown in fig. 6b, when pressure oil is supplied to the second pressure chamber 30 through the OCV valve (not shown), the phaser disk 26 rotates in the direction of arrow N until a position of a minimum phase difference Ψ min, which is 0 crank angle, is reached.

Example 2

The present invention provides another variable miller cycle internal combustion engine 200 with strong swirl, which is identical to the internal combustion engine 100 except that a dual phaser 70 is used in place of the phaser 60 of embodiment 1.

Fig. 7 is an isometric view of a dual phase positioner 70. The dual-phase device 70 comprises a chain wheel 27, a first movable disc 31, a dual-phase device static disc 38, a second movable disc 33 and an end cover 35. The first movable plate 31 comprises two first movable plate impellers 32 which are oppositely arranged, the second movable plate 33 comprises two second movable plate impellers 34 which are oppositely arranged, and the dual-phase device static plate 38 comprises 4 dual-phase device static plate impellers 36. The bolts 37 connect the parts according to the drawing, so that a closed hydraulic cavity is formed among the end cover 35, the first movable plate 31, the dual-phase device static plate 38, the dual-phase device static plate impeller 36 and the chain wheel 27, the first movable plate impeller 32 divides the closed hydraulic cavity into two parts to form a left pressure cavity and a right pressure cavity, when the OCV valve sends pressure oil into the first pressure cavity, the dual-phase device static plate impeller 36 rotates towards the second pressure cavity, when the OCV valve sends the pressure oil into the second pressure cavity, the dual-phase device static plate impeller 36 rotates towards the first pressure cavity, and the first movable plate 31 can rotate at the limit position of the two dual-phase device static plate impellers 36 in the closed hydraulic cavity. The first movable disc 31 is fixedly connected with the outer tube 13, and the rotation of the first movable disc 31 relative to the dual-phase device static disc 38 drives the outer tube 13 to rotate, so that the phase of the outer tube 13 and the first air inlet cam 11 relative to the chain wheel 27 is changed. That is, the phase change of the first movable disk 31 can change the opening timing Φ of the first intake valve 3.

Similarly, the second movable plate 33 is fixedly connected to the inner shaft 14, and the rotation of the second movable plate 33 relative to the dual-phase device static plate 38 rotates the inner shaft 14, thereby changing the phase of the inner shaft 14 and the second intake cam 12 relative to the sprocket 27. That is, the phase change of the second movable disk 33 can change the closing timing of the second intake valve 4.

The dual phaser 70 can be installed in the position shown in fig. 4 directly in place of the phaser 60, with no design modifications required for other components.

In addition, the strong vortex variable miller cycle internal combustion engine can be used for a single-cylinder or in-line multi-cylinder internal combustion engine and can also be used for a V-type, W-type or opposite internal combustion engine; or the fuel used can be gasoline, natural gas, methanol, ethanol and mixtures thereof, liquid and gaseous fuel compounds or mixtures of hydrogen and/or other combustible substances, to name a few.

It should also be noted that, in the case of the embodiments of the present invention, features of the embodiments and examples may be combined with each other to obtain a new embodiment without conflict.

The above description is only an embodiment of the present invention, but the scope of the present invention is not limited thereto, and the scope of the present invention is subject to the scope of the claims.

Claims

1. A strong vortex variable Miller cycle internal combustion engine characterized in that: the strong vortex variable Miller cycle internal combustion engine is provided with a piston, a cylinder, a first intake valve, a second intake valve, an exhaust valve, a crankshaft, a connecting rod and a phaser;

2. A strong swirl variable miller cycle internal combustion engine in accordance with claim 1, wherein the first and second intake valve drive systems of the strong swirl variable miller cycle internal combustion engine are coaxially mounted by an outer tube and an inner shaft;

3. A strong swirl variable miller cycle internal combustion engine as in claim 2, wherein the phase difference Ψ between the opening and closing of the first and second intake valves is a variable parameter varying from 0 ° to 180 ° crank angle; the first intake valve opening timing is a fixed value.

4. A strong swirl variable miller cycle internal combustion engine as in claim 2, wherein the phase difference Ψ between the opening and closing of the first and second intake valves is a variable parameter varying from 0 ° to 180 ° crank angle; the opening time of the first intake valve is a variable parameter phi, and the variable range of the variable parameter phi is 0-50 degrees of crank angle.

5. A strong swirl variable miller cycle internal combustion engine as set forth in claim 3, wherein a very large angle adjustable phaser is mounted at the forward end of the outer tube and the inner shaft for adjusting the phase difference Ψ of the opening and closing of the first and second intake valves.

6. A strong swirl variable Miller cycle internal combustion engine according to claim 4, wherein a dual phase positioner is installed at the front ends of the outer tube and the inner shaft for adjusting the phase difference Ψ for opening and closing the first and second intake valves and for adjusting the first intake valve opening timing Φ.

7. A strong swirl variable miller cycle internal combustion engine as set forth in claim 1, wherein: it can be used on single cylinder, inline multi-cylinder, V-type, W-type or opposed internal combustion engines.

8. A strong swirl variable miller cycle internal combustion engine as set forth in claim 1, wherein: the fuels used can be gasoline, natural gas, methanol, ethanol and mixtures thereof, liquid and gaseous fuel compounds or mixtures of hydrogen and/or other combustible substances.