CN214787676U

CN214787676U - Supercharging system for internal combustion engine

Info

Publication number: CN214787676U
Application number: CN202120618556.2U
Authority: CN
Inventors: 郑家俊
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-03-26
Filing date: 2021-03-26
Publication date: 2021-11-19
Anticipated expiration: 2031-03-26

Abstract

The utility model relates to a supercharging system of an internal combustion engine, which comprises a crankshaft chamber, two cylinder chambers, a crankshaft connecting rod mechanism, an air inlet pipe, two guide pipes and a rotating rod control mechanism, wherein the crankshaft connecting rod mechanism is arranged in the crankshaft chamber; each piston is accommodated in each cylinder chamber and is connected with the crankshaft connecting rod mechanism; the air inlet pipe is only communicated with the crankshaft chamber; one end of each flow guide pipe is only communicated with the crankshaft chamber, and the other end of each flow guide pipe is only communicated with each cylinder chamber; the rotating rod control mechanism is installed in the crankshaft chamber and comprises a rotating rod and a sealing block which is fixedly connected to the rotating rod and rotates along with the rotating rod, and the sealing block can be blocked and sealed at the joint of the crankshaft chamber and each flow guide pipe. Therefore, the power efficiency of the internal combustion engine supercharging system is improved.

Description

Supercharging system for internal combustion engine

Technical Field

The present invention relates to an internal combustion engine structure, and more particularly to a supercharging system for an internal combustion engine.

Background

Internal Combustion Engines (ICE) introduce external air into a combustion chamber through an air inlet pipe, and then utilize fuel oil mixed air to combust and explode in the combustion chamber, so that gas expands due to heating and is converted into mechanical energy through a mechanical device to apply work to the outside, thereby converting the chemical energy of fuel into mechanical energy. At present, internal combustion engines are widely used for the starting principle of vehicles, ships, airplanes and the like.

The reciprocating piston type internal combustion engine is divided into four processes of air intake, compression, work and exhaust, the circulation of air intake, compression, work and exhaust is completed through four strokes (namely, a piston moves from one end of a cylinder to the other end), namely, four-stroke circulation, and the circulation of air intake, compression, work and exhaust is completed through two strokes, namely, at least two-stroke circulation.

However, under the same exhaust gas quantity, the power generated by the four-stroke cycle internal combustion engine is only about one-half of that of the at least two-stroke cycle internal combustion engine, but the exhaust gas and the intake gas in the four-stroke cycle internal combustion engine are separated to avoid the discharge of unburned gas to the outside, so the four-stroke cycle internal combustion engine is not easy to waste fuel and pollute air, and has more advantages for the requirement of modern environmental protection and green energy. Therefore, how to improve the power efficiency of the four-stroke cycle internal combustion engine is a major research and development effort.

SUMMERY OF THE UTILITY MODEL

The utility model provides a combustion engine turbocharging system, when it utilized the cylinder chamber to produce the stroke of admitting air, sealed piece can keep off and establish and seal in the handing-over department of bent axle chamber and honeycomb duct, and then promotes combustion engine turbocharging system's power efficiency.

In the embodiment of the present invention, the utility model provides an internal-combustion engine supercharging system, include: a crank chamber; at least two cylinder chambers; a crankshaft connecting rod mechanism arranged in the crankshaft chamber; at least two pistons accommodated in the cylinder chambers, the at least two pistons being respectively connected to the crankshaft connecting rod mechanism and operating along with the crankshaft connecting rod mechanism; an air inlet pipe which is only communicated with the crankshaft chamber; at least two flow-guide pipes, one end of each flow-guide pipe is only communicated with the crankshaft chamber, and the other end of each flow-guide pipe is only communicated with each cylinder chamber; a check valve assembly, comprising: a contrary pneumatic valve of ending, install in the handing-over department of this intake pipe and this bent axle chamber: the at least two first switch valves are respectively arranged at the joint of each flow guide pipe and each cylinder chamber; and a rotating rod control mechanism installed in the crankshaft chamber, the rotating rod control mechanism comprising: a rotating rod; and the sealing block is fixedly connected to the rotating rod and rotates along with the rotating rod, and can be blocked and sealed at the joint of the crankshaft chamber and each flow guide pipe.

In one embodiment of the present invention, the number of the cylinder chambers, the number of the piston, the number of the flow guide pipes and the number of the first switch valves are two, the crank chamber has a left side portion, a right side portion, an upper side portion and a lower side portion, one of the cylinder chambers is assembled to the left side portion, the other of the cylinder chambers is assembled to the right side portion, the intake pipe is assembled to the upper side portion, and the two flow guide pipes are assembled to the lower side portion.

In an embodiment of the present invention, the crank chamber and each of the cylinder chambers are isolated by each of the pistons, the two pistons move together toward the direction close to the crank chamber or move together toward the direction away from the crank chamber, and the moving directions of the two pistons are arranged in parallel.

In one embodiment of the present invention, the crankshaft connecting rod mechanism includes a crank disk and at least two connecting rods, the crank disk is mounted in the crank chamber, one end of each connecting rod is connected to the crank disk and the other end is inserted into each of the cylinder chambers, and each piston is connected to each of the connecting rods and reciprocates in each of the cylinder chambers along with each of the connecting rods.

In an embodiment of the present invention, the rotating rod control mechanism further includes two first tappets and a first cam, the first cam is fixedly connected to the rotating rod and rotates along with the rotating rod, one end of each first tappet is connected to each first switch valve and the other end can be pushed by the first cam.

In an embodiment of the present invention, the cylinder chamber further includes at least two spark plugs, each of the spark plugs is assembled on one side of each of the cylinder chambers away from the crankshaft chamber and is disposed corresponding to each of the cylinder chambers.

In an embodiment of the present invention, the exhaust valve assembly further includes at least two exhaust pipes, each exhaust pipe is connected to each of the cylinder chambers only, the check valve assembly further includes at least two second switch valves, and each of the second switch valves is installed at a junction between each of the exhaust pipes and each of the cylinder chambers.

In an embodiment of the present invention, the rotating rod control mechanism further includes two second tappets and a second cam, the second cam is fixedly connected to the rotating rod and rotates along with the rotating rod, one end of each second tappet is connected to each second switch valve and the other end can be pushed by the second cam.

In an embodiment of the present invention, each of the flow guide pipes and each of the exhaust pipes are respectively disposed on both sides of each of the spark plugs.

In an embodiment of the present invention, the gear assembly further includes a linkage gear set, the linkage gear set is installed in the crank chamber, the linkage gear set includes a first gear and a second gear, the first gear is fixed to the crank and rotates along with the crank, the second gear is engaged with the first gear, the first gear is fixed to the rotating rod and drives the rotating rod to rotate, a gear ratio of the first gear to the second gear is 1: 2.

in an embodiment of the present invention, the air inlet pipe further includes a lubricant nozzle, and the lubricant nozzle is installed on the air inlet pipe and configured to correspond to the inner chamber of the air inlet pipe.

Based on the above, when the left cylinder chamber generates an intake stroke, the sealing block is blocked and sealed at the joint of the crankshaft chamber and the right guide pipe, so that fuel, air and lubricating oil cannot flow into the right guide pipe, and the fuel, air and lubricating oil are only filled in the left cylinder chamber and the left guide pipe, so that the left cylinder chamber has the effects of reducing volume and increasing pressure; when the cylinder chamber on the right generates an air inlet stroke, the sealing block can be blocked and sealed at the joint of the crankshaft chamber and the guide pipe on the left, so that fuel, air and lubricating oil cannot flow into the guide pipe on the left, and the fuel, the air and the lubricating oil are only filled in the cylinder chamber on the right and the guide pipe on the right, so that the cylinder chamber on the right has the effects of reducing the volume and increasing the pressure, and further the cylinder chamber can generate larger explosion impulsive force in the explosion stroke, so that the power efficiency of a pressurization system of an internal combustion engine is improved.

Drawings

Fig. 1 is a perspective combination view of a supercharging system of an internal combustion engine of the present invention.

Fig. 2 is an exploded perspective view of the supercharging system of the internal combustion engine of the present invention.

Fig. 3 is a schematic perspective view of the rotating rod of the present invention.

Fig. 4 is a schematic sectional view of the supercharging system of the internal combustion engine of the present invention.

Fig. 5 is another schematic cross-sectional view of the supercharging system of the present invention.

Fig. 6 is a schematic diagram of a first usage state of the supercharging system of the internal combustion engine of the present invention.

Fig. 7 is a schematic diagram of a second usage state of the supercharging system of the internal combustion engine of the present invention.

Fig. 8 is a schematic diagram of a third usage state of the supercharging system of the internal combustion engine of the present invention.

Fig. 9 is a schematic diagram of a fourth usage state of the supercharging system of the internal combustion engine of the present invention.

Fig. 10 is a schematic diagram of a fifth usage state of the supercharging system of the internal combustion engine of the present invention.

Fig. 11 is a schematic diagram of a sixth usage state of the supercharging system of the internal combustion engine of the present invention.

Fig. 12 is a schematic diagram of a seventh usage state of the supercharging system of the internal combustion engine of the present invention.

Fig. 13 is a schematic view of an eighth usage state of the supercharging system of the internal combustion engine of the present invention.

Fig. 14 is a schematic cross-sectional view of another embodiment of a supercharging system for an internal combustion engine according to the present invention.

In the figure:

10 … internal combustion engine supercharging system; 1 … crank chamber; 11 … left side; 12 … right side; 13 … upper side part; 14 … lower side; 2 … cylinder chamber; 3 … crankshaft connecting rod mechanism; 31 … crank disk; a 32 … linkage; 4 … piston; 5 … air inlet pipe; 51 … lubricating oil nozzle; 6 … flow guide pipe; 7 … spark plug; 8 … exhaust pipe; 9 … check air valve assembly; 91 … check valve; 92 … a first on-off valve; 93 … a second on-off valve; 20 … a joystick control; 201 … rotating the rod; 202 … sealing the block; 203 … a first tappet; 204 … first cam; 205 … second tappet; 206 … second cam; 30 … linkage gear set; 301 … first gear; 302 … second gear; a1, a2, a3, a4 … junctions; d … direction of movement.

Detailed Description

The present invention will be further described with reference to the accompanying drawings and specific embodiments so that those skilled in the art can better understand the present invention and can implement the present invention, but the embodiments are not to be construed as limiting the present invention.

Referring to fig. 1 to 13, the present invention provides a supercharging system 10 for an internal combustion engine, which mainly includes a crank chamber 1, at least two cylinder chambers 2, a crank link mechanism 3, at least two pistons 4, an intake pipe 5, at least two flow pipes 6, at least two spark plugs 7, at least two exhaust pipes 8, a check valve assembly 9, and a lever control mechanism 20.

As shown in fig. 1 to 2 and 4 to 13, the crank chamber 1 has a left side portion 11, a right side portion 12, an upper side portion 13 and a lower side portion 14. In the present embodiment, the number of the cylinder chambers 2, the piston 4, the draft tube 6, the spark plug 7, and the exhaust pipe 8 is two, but not limited thereto, and one of the cylinder chambers 2 is connected to the left side portion 11, and the other cylinder chamber 2 is connected to the right side portion 12.

As shown in fig. 5, 7, 9, 11, and 13, the crankshaft connecting rod mechanism 3 is mounted to the crank chamber 1, and as described below in detail, the crankshaft connecting rod mechanism 3 includes a crank disk 31 and the same number of connecting rods 32 as the number of the cylinder chambers 2, the crank disk 31 is mounted to the crank chamber 1, and each connecting rod 32 has one end connected to the crank disk 31 and the other end penetrating the respective cylinder chambers 2.

As shown in fig. 5, 7, 9, 11, and 13, each piston 4 is connected to the crankshaft connecting rod mechanism 3 and accommodated in each cylinder chamber 2, that is, each piston 4 is connected to each connecting rod 32 and reciprocates in each cylinder chamber 2 following each connecting rod 32. The crank chamber 1 and the cylinder chambers 2 are isolated by the pistons 4, the pistons 4 move together in a direction approaching the crank chamber 1 or in a direction separating from the crank chamber 1, and the moving directions d of the pistons 4 are arranged in parallel, but not limited thereto, and the moving directions of the pistons 4 may be arranged in a V-shape or vertically.

As shown in fig. 7, 9, 11, and 13, the intake pipe 5 is connected to the crank chamber 1 only, and each of the flow tubes 6 has one end connected to the crank chamber 1 only and the other end connected to the cylinder chamber 2 only, and as described below, the intake pipe 5 is connected to the upper side portion 13, the two flow tubes 6 are connected to the lower side portion 14, and the intake pipe 5 guides the externally mixed fuel, air, and lubricant to flow into the crank chamber 1.

As shown in fig. 5, 7, 9, 11, and 13, each spark plug 7 is coupled to a side of each cylinder chamber 2 away from the crank chamber 1 and is provided corresponding to each cylinder chamber 2; each exhaust pipe 8 is connected to each cylinder chamber 2 only, and each guide pipe 6 and each exhaust pipe 8 are provided on both sides of each spark plug 7.

As shown in fig. 4 to 13, the check valve assembly 9 includes a check valve 91, and first and

second switching valves

92 and 93, which are the same in number as the cylinder chambers 2, the check valve 91 is installed at a junction a1 between the intake pipe 5 and the crank chamber 1, the first switching valves 92 are installed at a junction a2 between the intake pipes 6 and the cylinder chambers 2, and the second switching valves 93 are installed at a junction a3 between the exhaust pipes 8 and the cylinder chambers 2.

As described in detail below, the check valve 91 is used to guide the fluid from the intake pipe 5 to the crank chamber 1, and the check valve 91 can prevent the fluid from flowing from the crank chamber 1 to the intake pipe 5; the first on-off valve 92 is used for opening or closing the communication between the draft tube 6 and the cylinder chamber 2; the second on-off valve 93 is used to open or close communication between the exhaust guide pipe 8 and the cylinder chamber 2.

As shown in fig. 2 to 13, the rotating lever control mechanism 20 is mounted in the crank chamber 1, the rotating lever control mechanism 20 includes a rotating lever 201 and a seal block 202 that is fixed to the rotating lever 201 and rotates along with the rotating lever 201, and the seal block 202 can be blocked and sealed at a junction a4 between the crank chamber 1 and each of the draft tubes 6.

The rotating lever control mechanism 20 further includes two first tappets 203 and a first cam 204, the first cam 204 is fixed to the rotating lever 201 and rotates along with the rotating lever 201, one end of each first tappet 203 is connected to each first on-off valve 92, and the other end can be pushed by the first cam 204.

Furthermore, the rotating lever control mechanism 20 further includes two second tappets 205 and a second cam 206, the second cam 206 is fixedly connected to the rotating lever 201 and rotates along with the rotating lever 201, one end of each second tappet 205 is connected to each second on-off valve 93, and the other end can be pushed by the second cam 206.

As shown in fig. 2 and 4, the utility model discloses internal-combustion engine supercharging system 10 still includes a linkage gear train 30, linkage gear train 30 is installed in crank chamber 1, linkage gear train 30 contains a first gear 301 and a second gear 302, first gear 301 rigid coupling in crank disk 31 and follow crank disk 31 and rotate, second gear 302 and first gear 301 intermeshing, first gear 301 rigid coupling in dwang 201 and drive dwang 201 and rotate, the gear ratio of first gear 301 and second gear 302 is 1: 2.

as shown in fig. 6 to 13, the present invention relates to a state of use of the supercharging system 10 for an internal combustion engine. In a first use state, as shown in fig. 6 to 7, the right spark plug 7 is ignited to generate an explosion stroke in the right cylinder chamber 2, when the explosion stroke occurs, the first cam 204 does not push against the right first tappet 203, the second cam 206 does not push against the right second tappet 205, thereby closing the right first switch valve 92 and the second switch valve 93, the sealing block 202 completely shields the entire cross-sectional area of the junction a4, the sealing block 202 is blocked and closed at the junction a4 of the crank chamber 1 and the right draft tube 6, and the pressure generated by the explosion gives a pushing force to the piston 4, so that the two pistons 4 move together in a direction approaching the crank chamber 1, and simultaneously the air pressure in the crank chamber 1 is increased to close the check valve 91, thereby preventing the fuel, air and lubricant from flowing from the crank chamber 1 to the intake pipe 5, and finally the first cam 204 pushes against the left first tappet 203, so that the fuel, air and lubricating oil are caused to enter the left cylinder chamber 2 through the left first switching valve 92 to make an intake stroke.

In the second usage state, as shown in fig. 8 to 9, the two pistons 4 are driven to move together in a direction away from the crank chamber 1, so that the internal air pressure in the crank chamber 1 is reduced to open the check valve 91, the first cam 204 does not push against the first tappet 203 on the left, the second cam 206 does not push against the second tappet 205 on the left, so that the first switch valve 92 and the second switch valve 93 on the left are closed, and the interior of the cylinder chamber 2 on the left is closed, so that when the piston 4 continues to compress the internal space toward the cylinder chamber 2 on the left, the fuel, air and the lubricating oil are continuously pressurized to generate a compression stroke, because the first cam 204 does not push against the first tappet 203 on the right, the second cam 206 pushes against the second tappet 205 on the right, so that the first switch valve 92 on the right is closed and the second switch valve 93 on the right is opened, and the exhaust gas is generated in the explosion stroke in the cylinder chamber 2 on the right, the exhaust stroke of the exhaust pipe 8 is generated by discharging the exhaust gas to the right through the second switching valve 93 on the right.

In the third use state, as shown in fig. 10 to 11, the left spark plug 7 is ignited to generate an explosion stroke in the left cylinder chamber 2, when the explosion stroke occurs, the first cam 204 does not push the left first tappet 203, the second cam 206 does not push the left second tappet 205, thereby closing the left first on-off valve 92 and the left second on-off valve 93, the sealing block 202 completely shields the entire cross-sectional area of the junction a4, the sealing block 202 is blocked and closed at the junction a4 between the crank chamber 1 and the left draft tube 6, and the pressure generated by the explosion pushes the piston 4, so that the two pistons 4 move together in the direction approaching the crank chamber 1, and the air pressure in the crank chamber 1 is increased to close the check valve 91, thereby preventing the fuel, air and lubricant from flowing from the crank chamber 1 to the intake tube 5, and finally the first cam 204 pushes the right first tappet 203, so that the fuel, air and lubricating oil are caused to enter the right cylinder chamber 2 through the right first switching valve 92 to cause an intake stroke.

In the fourth usage state, as shown in fig. 12 to 13, the two pistons 4 are driven to move together in a direction away from the crank chamber 1, so that the internal air pressure in the crank chamber 1 is reduced to open the check valve 91, the first cam 204 does not push against the right first tappet 203, the second cam 206 does not push against the right second tappet 205, so that the right first switch valve 92 and the second switch valve 93 are closed, and the right cylinder chamber 2 is closed, so that when the piston 4 continues to compress the internal space in the right cylinder chamber 2, the fuel, air and the lubricating oil are continuously pressurized to generate a compression stroke, because the first cam 204 does not push against the left first tappet 203, the second cam 206 pushes against the left second tappet 205, so that the left first switch valve 92 is closed and the second switch valve 93 is open, and the exhaust gas is generated in the left cylinder chamber 2 during the explosion stroke, it is discharged to the left exhaust pipe 8 through the left second switching valve 93 to produce an exhaust stroke. Thus, as shown in fig. 1 to 13, the operation process of a four-stroke cycle internal combustion engine is completed.

Further, as shown in fig. 9 and 13, when the two pistons 4 are moved together in the direction away from the crank chamber 1 to fully compress the two cylinder chambers 2, the intake air amount of the crank chamber 1 is the intake air amount of the two cylinder chambers 2, but as shown in fig. 7, when the two pistons 4 are moved together in the direction approaching the crank chamber 1 to fully compress the crank chamber 1, the intake air amount of the two cylinder chambers 2 (the intake air amount of the crank chamber 1 in fig. 13) is filled only in the left cylinder chamber 2, and the left cylinder chamber 2 has a supercharging effect; similarly, as shown in fig. 11, when both pistons 4 move in the direction approaching the crank chamber 1 until the crank chamber 1 is completely compressed, the intake air amount of the two cylinder chambers 2 (the intake air amount of the crank chamber 1 in fig. 9) is filled only in the right cylinder chamber 2, and the right cylinder chamber 2 has a supercharging effect. Therefore, the explosion stroke of the cylinder chamber 2 can generate larger explosion impulsive force, and the power efficiency of the internal combustion engine supercharging system 10 is further improved.

Furthermore, as shown in fig. 7, when the left cylinder chamber 2 performs an intake stroke, the sealing block 202 is blocked and sealed at the junction a4 between the crank chamber 1 and the right flow guide tube 6, so that fuel, air and lubricant cannot flow into the right flow guide tube 6, and the fuel, air and lubricant are only filled in the left cylinder chamber 2 and the left flow guide tube 6, so that the left cylinder chamber 2 has the effects of reducing volume and increasing pressure; similarly, as shown in fig. 11, when the right cylinder chamber 2 performs an intake stroke, the sealing block 202 is blocked and sealed at the junction a4 between the crank chamber 1 and the left flow guide tube 6, so that fuel, air and lubricant cannot flow into the left flow guide tube 6, and the fuel, air and lubricant are only filled in the right cylinder chamber 2 and the right flow guide tube 6, so that the right cylinder chamber 2 has the effects of reducing volume and increasing pressure. Therefore, the cylinder chamber 2 can generate larger explosion impulse force in the explosion stroke, so as to improve the power efficiency of the internal combustion engine supercharging system 10.

In addition, the air inlet pipe 5 is only communicated with the crankshaft chamber 1, one end of each flow guide pipe 6 is only communicated with the crankshaft chamber 1, the other end of each flow guide pipe 6 is only communicated with each cylinder chamber 2, the air inlet pipe 5 is connected with the upper side part 13 in an assembling mode, the two flow guide pipes 6 are respectively connected with the lower side part 14 in an assembling mode, so that fuel, air and lubricating oil entering from the air inlet pipe 5 can flow to the two flow guide pipes 6 only through the crankshaft chamber 1, the fuel, the air and the lubricating oil can flow to the two flow guide pipes 6 only by uniformly lubricating the crank disk 31, the operation smoothness and the service life of the crankshaft connecting rod mechanism 3 are enhanced, meanwhile, the fuel, the air and the lubricating oil sequentially flow from the air inlet pipe 5, the crankshaft chamber 1 and the flow guide pipes 6 to the cylinder chambers 2, the occurrence of turbulence in the crankshaft chamber 1, the flow guide pipes 6 or the cylinder chambers 2 can be avoided, and the operation efficiency of the internal combustion engine supercharging system 10 is stabilized.

Referring to fig. 14, another embodiment of the internal combustion engine supercharging system 10 of the present invention, the embodiment of fig. 14 is substantially the same as the embodiment of fig. 1 to 13, and the embodiment of fig. 14 is different from the embodiment of fig. 1 to 13 in that the internal combustion engine supercharging system 10 further includes a lubricating oil nozzle 51.

As described in detail below, the utility model discloses internal-combustion engine turbocharging system 10 still includes lubricating oil nozzle 51, lubricating oil nozzle 51 installs on intake pipe 5 and corresponds the interior cavity configuration of intake pipe 5, intake pipe 5 is used for guiding the fuel and the interior cavity that air that outside mixes got into intake pipe 5, lubricating oil nozzle 51 is used for guiding outside lubricating oil to get into the interior cavity of intake pipe 5, fuel, air and lubricating oil mix at the interior cavity of intake pipe 5 at last just to flow into crank chamber 1. Thereby achieving the same functions and effects as the embodiment of fig. 1 to 13.

The above-mentioned embodiments are merely preferred embodiments for fully illustrating the present invention, and the scope of the present invention is not limited thereto. Equivalent substitutes or changes made by the technical personnel in the technical field on the basis of the utility model are all within the protection scope of the utility model. The protection scope of the present invention is subject to the claims.

Claims

1. A supercharging system for an internal combustion engine, comprising:

a crank chamber;

at least two cylinder chambers;

a crankshaft connecting rod mechanism arranged in the crankshaft chamber;

at least two pistons accommodated in the cylinder chambers, the at least two pistons being respectively connected to the crankshaft connecting rod mechanism and operating along with the crankshaft connecting rod mechanism;

an air inlet pipe which is only communicated with the crankshaft chamber;

at least two flow-guide pipes, one end of each flow-guide pipe is only communicated with the crankshaft chamber, and the other end of each flow-guide pipe is only communicated with each cylinder chamber;

a check valve assembly, comprising:

a contrary pneumatic valve of ending, install in the handing-over department of this intake pipe and this bent axle chamber: and

at least two first switch valves respectively arranged at the joint of each flow guide pipe and each cylinder chamber; and

a rotating rod control mechanism installed in the crankshaft chamber, the rotating rod control mechanism comprising:

a rotating rod; and

and the sealing block is fixedly connected to the rotating rod and rotates along with the rotating rod, and can be blocked and sealed at the joint of the crankshaft chamber and each flow guide pipe.

2. The supercharging system of claim 1, wherein the number of the cylinder chambers, the pistons, the flow guide pipes and the first on-off valves is two, the crank chamber has a left side portion, a right side portion, an upper side portion and a lower side portion, one of the cylinder chambers is connected to the left side portion, the other of the cylinder chambers is connected to the right side portion, the intake pipe is connected to the upper side portion, and the two flow guide pipes are connected to the lower side portion.

3. The supercharging system of claim 2, wherein the crank chamber is separated from each of the cylinder chambers by a respective one of the pistons, the pistons moving together in a direction toward or away from the crank chamber, and the directions of movement of the pistons are arranged in parallel.

4. The supercharging system of claim 3, wherein the crankshaft linkage mechanism includes a crank disk and at least two connecting rods, the crank disk being mounted in the crank chamber, each connecting rod being connected at one end to the crank disk and at the other end to the respective cylinder chamber, each piston being connected to the respective connecting rod and reciprocating with the respective connecting rod in the respective cylinder chamber.

5. The supercharging system of claim 4, wherein the rotating lever control mechanism further comprises two first tappets and a first cam, the first cam is fixed to the rotating lever and rotates along with the rotating lever, one end of each first tappet is connected to each first on-off valve, and the other end of each first tappet can be pushed by the first cam.

6. The supercharging system of claim 5, further comprising at least two spark plugs, each of which is assembled to a side of each of said cylinder chambers remote from said crankshaft chamber and is disposed in correspondence with each of said cylinder chambers.

7. The supercharging system of claim 6, further comprising at least two exhaust pipes, each of which communicates only with each of said cylinder chambers, and wherein said inverted valve assembly further comprises at least two second on-off valves, each of said second on-off valves being mounted at the junction of each of said exhaust pipes and each of said cylinder chambers.

8. The supercharging system of claim 7, wherein the rotation lever control mechanism further includes two second lifters and a second cam, the second cam is fixed to the rotation lever and rotates along with the rotation lever, one end of each second lifter is connected to each second on-off valve, and the other end of each second lifter can be pushed by the second cam.

9. The supercharging system of claim 7, wherein each of said flow guide pipes and each of said exhaust pipes are disposed on either side of each of said spark plugs.

10. The supercharging system of claim 8, further comprising a linkage gear set mounted in the crank chamber, the linkage gear set including a first gear and a second gear, the first gear being fixed to and rotating with the crank disk, the second gear being engaged with the first gear, the first gear being fixed to and driving the rotating rod to rotate, a gear ratio of the first gear to the second gear being 1: 2.

11. the supercharging system of claim 1, further comprising a lubricant injector mounted on the intake pipe and disposed in correspondence with the inner chamber of the intake pipe.