TW577958B - Internal combustion engine - Google Patents

Abstract

An internal combustion engine that has a pair of cylinders each having a reciprocating piston connected to a crankshaft by a connecting rod. One of the cylinders is adapted for an air and fuel intake and a compression strokes only, and the other of the cylinders adapted for power and exhaust strokes only. A conduit exists for transfer of gases from the one into the other cylinder after the compression stroke. The conduit has means for isolating gases in the conduit intermediate the compression and power strokes. Furthermore, the conduit is designed to prevent the transfer of liquefied fuel from the one cylinder to the other.

Description

577958 发明, description of the invention ^ ^ ^ ^

Cross Reference to Related Applications This application claims U.S. Provisional Patent Application No. 6 0/3 1 3 1 2 3, September 6, 2001, which was filed on August 16, 2001. U.S. Provisional Patent Application No. 6 0/3 1 7 6 9 3 filed on the same day and U.S. Patent Application No. 6 0/3 4 6 2 2 8 filed on October 24, 2001 The contents of these patent applications are incorporated herein by reference.

[Technical field to which the invention belongs] The present invention relates to an internal combustion engine, and more particularly to a disconnected internal combustion engine. With this internal combustion engine, the mixing and compression of air and fuel takes place inside a first cylinder block. And combustion and emissions occur inside a second cylinder. [Prior art]

The development process of internal combustion engines often involves making decisions between the characteristics of multiple internal combustion engines that are evaluated and competed with each other. These characteristics include: fuel efficiency, output power, size, emission characteristics, reliability, and durability. To name just a few . In particular, emission characteristics are often a standard used by the United States Environmental Protection Agency (EPA) for evaluation. For example, if certain emission levels, such as the engine ’s nitrogen oxides (Nox), hydrocarbons (HC), carbon monoxide (C0), or particulate matter are too high, the engine may need to Costly exhaust gas treatment of media converters. In other cases, if the engine's emissions characteristics are poor, its operation or sales may not be certified. As a result, engine emissions during the engine development process should be 6 577958

It should be carefully considered. Some of the controversies surrounding the development of engines regarding emissions characteristics are explained below.

Emissions of carbon monoxide and nitrogen oxide (including both nitric oxide and nitrogen dioxide) are formed during combustion. Carbon monoxide is usually produced when burning with an air-fuel mixture (also known as a "rich" mixture) with more fuel than is required for stoichiometry. To cope with carbon monoxide concerns, most engines attempt to operate with a chemical reaction or "lean" air and fuel mixture (fuel content is less than stoichiometric). However, in the air-fuel mixture of conventional engines, there are still some small patches of dense fuel. These small areas may cause carbon monoxide production. Conversely, when the air-fuel mixture is "lean" or near stoichiometric, nitrogen oxide emissions are high. Techniques used to combat NOX formation include recirculating exhaust gas into a mixture of fresh air and fuel.

Another reason is that hydrocarbon (H C) emissions may be generated by incompletely burned or unburned fuel through a power cylinder during the overlap of the intake and exhaust valves. The cylinders of conventional engines often have zones that are difficult to withstand combustion, such as the gap between the piston and the cylinder wall. In addition, most fuel injection systems are unable to provide fuel that is fully vaporized before combustion begins. Fuel may also be firmly attached to the cylinder wall after being injected, forming a thin layer of wet fuel that cannot be burned. This often results in incomplete combustion in at least a portion of the combustion chamber, producing hydrocarbon emissions. When the engine is initially started and the engine is usually cold and the fuel is difficult to fully vaporize, hydrocarbon emissions will worsen. 577958

In diesel engines and spark-ignition engines, due in part to poor mixing, the fuel-to-air ratios are not all the same throughout the cylinders, so they are not stoichiometric. Some parts of the fuel / air mixture contain more fuel, and some parts contain more air (ie, lean). The crown of the piston (ie, the top of the piston), the injection angle, and the size and position of the valve were changed to control the flow of the injected fuel / air mixture, but the problem persisted. This non-stoichiometric ratio may limit the maximum compression ratio of the engine, which in turn controls the flame propagation speed and the chemical reaction of combustion.

Another problem with conventional four-stroke Mars ignition engines is engine knock. This knocking problem limits the maximum compression ratio of conventional internal combustion engines, and thus limits the power efficiency of these engines. This limited compression ratio in turn determines the cylinder volume, which still contains the products of thermal combustion when the piston is at the highest position of its compression stroke. Knocking is a consequence of automatic ignition or self-ignition. In order to prevent knocking, in a power cylinder of a spark-ignition internal combustion engine, most of the desired combustion process is a flame layer spreading outward from the ignition point with a high compression ratio. Due to the expansion of the gas behind the flame front, unburned fuel vapors and air are subject to high pressure and high temperature before the flame front reaches the unburned area. When the pressure and temperature of the unburned fuel-vapor / air mixture is high enough, the mixture is able to ignite (that is, automatically ignite), causing the pressure to rise rapidly, resulting in vibrations of the cylinder wall and audible impact. When there is sufficient time to form a fully auto-ignition precursor condition, this 8 577958

The process is accelerated. Two mechanisms control the occurrence of "knock": the formation of the precursor conditions of the knock and the temperature rise that accelerates the rate of flame spread. When the engine is running at high speed, knocking may not be a problem because there is less time that can be used to form the pre-knock condition. On the other hand, when the engine speed increases, less heat is lost from the gas, so that the gas temperature will be higher. This will accelerate the rate at which the torso conditions form before the knock, so that less time is required to develop a concentration high enough to allow auto-ignition to occur. As a result of the competition between these two effects, some engines show "knocking" at high speeds, while others are detonating at low speeds. When the fuel-vapor / air mixture is in a stoichiometric ratio, knocking can be intense. In current engines, this problem has been solved in two expensive ways: using anti-knock additives and reducing compression ratios. To prevent auto-ignition, high-octane tritium fuel (a mixture of many hydrocarbons and high-octane additives) is used in engines with high compression ratios. If the knocking problem persists even with high octane gasoline, by changing the pressure to ignite the fuel-vapor / air mixture at a lower pressure by the time the piston has moved down from its highest position (and thus it Is at a lower compression time), the knocking problem is solved. This will reduce the efficiency of the fuel. Traditional development methods, especially for internal combustion engine products, often suffer from lengthy development work cycles and high development costs due to the repetitive nature of this approach. For example, an engine designer may modify a part of an engine, which in turn may necessitate many other modifications to other engine components that have been designed and tested. Making such changes may require re-evaluation 9 577958 previously tested components, thus increasing the cost of the development process

With time.

The inventors of the present invention have discovered that using a principled design methodology provides an effective methodology for designing an engine ' that addresses at least some of the above issues. Using this principle design method can provide a design engine program that provides a clear explanation of how a designer can achieve this characteristic, allowing the designer to complete an engine with the required characteristics. Once the engine designer understands the design requirements, 'this understanding is translated into a set of minimum specifications.' The specification is defined as a "functional requirement (FR's)", and the functional requirement is properly described: "What is The goal of the designer is to meet the needs of the design. The descriptive sentence of "how will the designer meet these requirements" is presented in the form of "design parameters (DP's)".

One of the basic assumptions of the principle design method used to design the internal combustion engine described here is whether there are basic principles that determine the ten procedures. Associated with this principle design approach are two basic principles. The first principle is called the principle of independence. The independence principle states the independence of the functional requirements that should be maintained. Among them, the functional requirements are defined as the minimum combination of independent requirements that are characterized by design goals. A set of functional requirements is a description of the design goals. The principle of independence states that when there are two or more sets of functional requirements, the design solution should be able to meet each functional requirement without affecting the other functional requirements. This means that the engine designer must choose a correct set of design parameters that meets these functional requirements and maintains their independence. 577958 This second principle is called the information principle, and it is stated in these designs that satisfy the independent principle, the design with the least information content is the best design. Because information content is defined by probability, this second principle also states that the design with the highest probability of success is the best design. The principle of independence states that the functionality of the design should be independent of each other (i.e., decoupled) 'and not the physical elements. This second principle suggests that if functional independence can be maintained, physical integration is needed in order to reduce information content.

From the viewpoint of principle design, the traditional internal combustion engine (spark ignition engine and diesel engine) are all coupled designs. In an ideally designed product, the function of the product is specified by functional requirements (FR s) and constraints (C). These functional requirements and constraints are correctly met by selecting a set of correct design parameters . When a wrong set of design parameters is selected, a connected design is produced. In a connected design, the functional requirements of a system (such as an engine) are not independent of each other, and therefore, each time a design parameter is changed to change one of the functional requirements, all other functional requirements change. It makes it difficult to meet all the functional requirements within the desired range. Therefore, in a connected design, the functional requirements must be compromised to achieve a minimum acceptable performance, rather than enabling the system to work as generally expected and specified to achieve the final desired result. The basic reason for the connection between the four-stroke cycle engine and the two-stroke cycle engine is different, and the reason for the connection is also different between the spark ignition engine and the diesel engine. However, in all existing designs, 11 577958

The basic functions of the engine are interconnected with each other and therefore cannot be precisely controlled. In the most commonly used Mars-ignition internal combustion engine, fuel is injected into an intake manifold or intake port (fuel injection inlet) outside the combustion cylinder using a fuel injector, and the injected fuel evaporates and mixes with air, and It flows into the cylinder during the downward stroke of the piston in the cylinder. However, part of the fuel (whether gaseous or liquid) remains in the manifold and does not burn in the cylinder. When the hot combustion products are discharged from the cylinder, these unburned fuels are also taken out of the intake manifold. When unburned fuel is mixed with high-temperature exhaust gases, it is partially oxidized. Further details of the Principles of Design Law discussed here can be found at Oxford University Press, 198 Madison Avenue, New York, 1990, author of The Principles of Design by Nam P. Sun, and The publisher was found in 2001 by the author of the book "Axiomatic Design, Advances and Applications" by Nam P. Sun. These two books are incorporated herein by reference.

[Summary of the Invention] When using the principle design method, the engine of the present invention has been designed to make the functional requirements of the engine design independent of each other by various design parameters. This enables design changes to be made easily in the engine. This also enables the engine of the present invention to achieve lower exhaust emissions than conventional engines. Various features of various embodiments of the present invention that improve engine emission characteristics will now be described. An embodiment of the engine may include one or more features', which may be independent or combined. In particular, the invention disclosed herein results in a separate engine ’12 577958

When the rp parameter is changed in a predetermined order, the functional requirements of the split engine can be independently satisfied. An object of the present invention is to improve fuel efficiency and eliminate (or reduce) the use of expensive exhaust gas treatment devices, such as catalyst converters. This type of engine has two types of cylinders: a combustion power cylinder (referred to herein as cylinder P or P c) and a fuel / oxidant conditioning / mixing cylinder (referred to as cylinder C) in which fuel vapor and air are mixed and homogenized. Or MC). The engine of the present invention will generate at least the same amount of power as a conventional four-stroke Mars-ignition engine, without making the engine larger, because during each revolution of the crankshaft, these power cylinders use one power stroke ( power stroke) operation. Because virtually all injected fuel is burned, and if there is any unburned fuel, the unburned fuel will be reduced to a minimum, which should produce more complete combustion products without the need to use existing internal combustion engines Catalyst converter used. Liquid fuel (and one of the reasons for incomplete combustion) does not enter the power cylinder, but always stays in the mixing and regulating cylinder (cylinder C). The general idea of the engine of the present invention can be extended to other engine architectures, including diesel engines and other forms of Mars ignition engines. These internal combustion engine engines should meet the following functional requirements (FR s): FR 1 = take the correct amount of fuel for each combustion cycle FR 2 = vaporized fuel _ FR 3 = take the correct amount for each combustion cycle Air FR 4 Two-mixed vaporized fuel and oxidant FR 5 = Inject fuel mixture into combustion chamber at a preset pressure FR6 = Ignite fuel / oxidant mixture 13 577958 FR 7 = Transmission power FR 8 = Emission of combustion products FR 9 = Minimize frictional losses FR10 = Control emissions of nitrogen oxides (NOx), hydrocarbons, and carbon monoxide The functional requirements of the order are decomposed.

The engine of the present invention uses two types of cylinders: a power cylinder (cylinder P) and a fuel / air mixing and regulating cylinder (cylinder C). Cylinder C is used to satisfy FR2, FR3, FR4, and FR5. The function of cylinder C is to prepare a fuel / air mixture to provide the power cylinder in which combustion takes place. The present invention uses a separation function of one cylinder (cylinder C) to measure fuel and air, and then mixes fuel vapor with air, and the other cylinder (cylinder P) is used to burn the mixture and transmit power. This arrangement, along with other features, can reduce emissions of NOx, hydrocarbons, and carbon monoxide to a minimum, and increase fuel efficiency. According to one aspect of the present invention, an internal combustion engine is provided. The engine includes a cylinder block, which has a first cylinder and a second cylinder. A first piston is disposed inside the first cylinder and is suitable for reciprocating through a first sweep volume. An intake stroke and a compression stroke are completed inside the first cylinder to form a homogeneous air and fuel package. The engine also has a second piston configured in a second cylinder, and the second piston system is suitable for reciprocating through a second sweep volume at 14 577958 for substantially completing a second within the second cylinder Power stroke and one exhaust stroke. Furthermore, the engine has a crank shaft, which is rotatably mounted in the cylinder block with the rotation axis as the center. In addition, the engine has a first connecting rod having a first end portion operatively coupled to the first piston and a second end portion operatively coupled to the crankshaft, The second end of the first connecting rod is adapted to rotate about the rotation axis together with the crank shaft. A second connecting rod is also provided in the engine, the second connecting rod having a first end operatively coupled to the second piston and a second end operatively coupled to the crank shaft So that the second end of the second connecting rod is adapted to rotate with the crank shaft about the rotation axis. Furthermore, a fluid circulation duct exists between the first sweep volume and the second sweep volume, and is used to substantially transfer all air and fuel devices from the first sweep volume to the second sweep volume. Sweep volume. The conduit has a first portion that is open to the first cylinder and a second portion that is open to the second cylinder. The first portion is selectively closed to stop fluid flow between the first swept volume and the catheter. The second part is also selectively beta-closed to stop fluid flow between the second sweep volume and the catheter. The second part is adapted to be turned on at a different phase from the first part. According to another feature of the invention, the invention provides an internal combustion engine. The internal combustion engine includes a cylinder block having a first cylinder and a second cylinder, a first portion is disposed in the first cylinder, and is adapted to reciprocate through a first sweep volume, Used to substantially complete an intake stroke and a compression stroke in the first cylinder to produce 15 577958

Create a homogeneous air and fuel mixture. The engine also has a second piston which is arranged in the second cylinder and is adapted to reciprocate through a second sweep volume for substantially completing a power in the second cylinder. Itinerary with a discharge stroke. The second sweep volume is smaller than the first sweep volume. Furthermore, the engine has a crank shaft, and the crank shaft is rotatably installed in the cylinder block about a rotation axis. In addition, the engine has a first connecting rod having a first end portion operatively coupled to the first piston and a second end portion operatively coupled to the crankshaft, The second end of the first connecting rod is adapted to rotate about the rotation axis together with the crank shaft. A second connecting rod is also provided in the engine, the second connecting rod having a first end operatively coupled to the second piston and a second end operatively coupled to the crank shaft So that the second end of the second connecting rod is adapted to rotate with the crank shaft about the rotation axis. Furthermore, a fluid circulation duct exists between the first sweep volume and the second sweep volume, and is used to substantially transfer all air and fuel devices from the first sweep volume to the second sweep volume. Sweep volume. The duct has a first portion that is open to the first cylinder and a second portion that is open to the second cylinder. The first portion is selectively closed to stop fluid flow between the first swept volume and the catheter. The second portion is also selectively closed to stop fluid flow between the second sweep volume and the catheter. According to yet another aspect of the present invention, an internal combustion engine is provided. The internal combustion engine includes a cylinder block having a first cylinder and a second cylinder, and a first portion is disposed in the first cylinder, and 16 577958

It is also suitable for reciprocatingly passing a first sweep volume for substantially completing an intake stroke and a compression stroke in the first cylinder to generate a homogeneous air and fuel mixture. The engine also has a second piston which is arranged in the second cylinder and is adapted to reciprocate through a second sweep volume for substantially completing a power in the second cylinder. Itinerary with a discharge stroke. Furthermore, the engine has a crank shaft, and the crank shaft is rotatably installed in the cylinder block about a rotation axis. In addition, the engine has a first connecting rod having a first end portion operatively coupled to the first piston and a second end portion operatively coupled to the crankshaft, The second end of the first connecting rod is adapted to rotate about the rotation axis together with the crank shaft. A second connecting rod is also provided in the engine, the second connecting rod having a first end operatively coupled to the second piston and a second end operatively coupled to the crank shaft So that the second end of the second connecting rod is adapted to rotate with the crank shaft about the rotation axis. Furthermore, a fluid circulation duct exists between the first sweep volume and the second sweep volume, and is used to substantially transfer all air and fuel devices from the first sweep volume to the second sweep volume. Sweep volume. The duct has a first portion open to a first cylinder and a second portion open to a second cylinder. The first portion is selectively closed to stop fluid flow between the first sweep volume and the catheter. The second part is also optionally closed to stop fluid flow between the second sweep volume and the catheter. The engine also has an exhaust passage in fluid communication with the second sweep volume. The exhaust channel can be selectively closed. The exhaust 17 577958 channel is adapted to remain open for a period of time while the second part is open.

According to yet another aspect of the present invention, the present invention discloses an engine having a cylinder block with a first cylinder, a second cylinder, and a third cylinder. A first piston is disposed in the first cylinder and is adapted to pass back and forth through a first sweep volume for substantially completing an intake stroke and a compression stroke in the first cylinder to form a Homogeneous air and fuel mixture. A second piston is disposed in the second cylinder and is adapted to reciprocally pass through a second sweep volume to substantially complete a power stroke and an exhaust stroke within the second cylinder. A third piston is disposed in the third cylinder and is adapted to reciprocally pass through a third sweep volume to substantially complete a power stroke and an exhaust stroke in the third cylinder. At the same time, a crankshaft is rotatably installed around the rotation axis as a center in the cylinder block. Furthermore, a first connecting rod system has a first end portion operatively coupled to the first piston and a second end portion operatively coupled to the crank shaft such that the first connecting rod The second end is adapted to rotate about the axis of rotation with the crank shaft. A second connecting rod has a first end portion operatively coupled to the second piston and a second end portion operatively coupled to the crank shaft such that the second end portion of the second connecting rod is tied It is suitable for rotating with the crank shaft around the rotation axis. A third connecting rod has a first end portion operatively coupled to the third piston and a second end portion operatively coupled to the crank shaft such that the second end portion of the third connecting rod is tied Suitable for rotation with the crank shaft around the axis of rotation 18 577958. A first conduit is in fluid communication between the first swept volume and the second swept volume. A second conduit is in fluid communication between the first sweep volume and the third sweep volume. In addition, a closable first part is used to close the fluid communication between the first sweeping volume and the first duct, and a closable second part is used to close the first sweep. The fluid volume is in fluid communication with the second conduit. According to another aspect of the present invention, an internal combustion engine system has a cylinder block having a first cylinder, a second cylinder, and a third cylinder. A first piston system is arranged in the first cylinder and is adapted to pass back and forth through a first sweep volume for substantially completing an intake stroke and a compression stroke in the first cylinder to form a homogeneous Air and fuel materials. A second piston is disposed in the second cylinder and is adapted to pass back and forth through a second sweep volume for substantially completing a power stroke and an exhaust stroke in the second cylinder. A third piston is disposed in the third cylinder and is adapted to pass back and forth through a third sweep volume for substantially completing a power stroke and an exhaust stroke in the third cylinder. In addition, a first conduit system provides fluid communication between the first sweep volume and the second sweep volume. A second conduit system provides fluid communication between the first sweep volume and the third sweep volume. A first closable portion is used to close fluid communication between the first sweep volume and the first conduit. A second closable portion is used to close fluid communication between the first sweep volume and the second conduit. A third closable portion is used to close fluid communication between the first conduit and the second sweep volume. In addition, a fourth closable portion is used to close the fluid communication between the second conduit and the third sweep volume. According to yet another aspect of the present invention, the present invention discloses an internal combustion engine having a pair of cylinders, each cylinder having a reciprocating piston connected to a common crankshaft by a connecting rod. These connecting rods are sized and positioned to maintain a fixed phase angle. One of the cylinders is designed for only one intake air and fuel stroke and one compression stroke, while the other cylinder is designed for only power and exhaust strokes. A conduit is used to transport gas from one cylinder to another after the compression stroke. The conduit has a mechanism that can be used to isolate the gas in the conduit between the compression stroke and the power stroke. In addition, the duct is placed over at least a part of the cylinders, whereby the amount of liquefied fuel transferred from a chamber to the delivery port can be reduced to a minimum. According to yet another aspect of the present invention, the present invention discloses an internal combustion engine. The internal combustion engine includes a first cylinder for receiving air and fuel to be mixed and compressed by a first piston in the first cylinder, thereby generating a compressed air and fuel aggregate, wherein the first The piston train is driven by a first connecting rod. The engine also has a crank shaft that drives the first connecting rod, the first connecting rod having an end operatively connected to a crank shaft following a circular track. A chamber is in selective fluid communication with the first cylinder, and the chamber is adapted to receive substantially all of the compressed air and fuel fuel while confining any liquid fuel in the first cylinder. This chamber is more suitable for containing the compressed air / fuel mixture as a first part of compressed air and fuel mixture, and to maintain the compressed air / fuel mixture at 20 577958 at elevated operating pressure Within range. In addition, 'a second cylinder is in selective fluid communication with the chamber and is adapted to contain a second portion of the compressed air / fuel mixture' as a second compressed air / fuel mixture. The second cylinder is also suitable for burning the second compressed air and fuel mixture to drive a second piston connected to a second connecting rod. Wherein, the second connecting rod has an end portion which is operatively connected to the crank shaft, and the second connecting rod system drives the crank shaft and the second connecting rod along a circular trajectory. Ends.

'In another aspect of the invention, a method is provided for obtaining power from a combustible fuel. The method includes the steps of blending and compressing the vaporized fuel into a blended gas in a first chamber. Then, the blended gas is compressed in the first chamber, and the blended gas is isolated from the liquid slag in the first chamber. After that, the blended gas is isolated in a duct, and the blended gas without any appreciable liquid is then transferred into a second chamber. The blended gas is ignited by the Martian ignition in this second chamber, and a piston is then driven to transmit power. In another aspect of the invention, a method of operating an internal combustion engine is provided. The method includes feeding air and fuel into a first cylinder, and mixing the fuel and air in the first cylinder. Then, a piston is driven in the first cylinder by a connecting rod, the connecting rod having an end operatively connected to a crank shaft, and the end portion follows when the end is driven by the crank shaft Follow a circular trajectory. The air and fuel system is then compressed by the first piston in the first cylinder to produce a compressed air / fuel mixture. Virtually all compressed air / fuel plutonium 21 577958

The fuel train is transferred into a chamber while any liquid fuel train is left in the first cylinder. The chamber containing the compressed air / fuel mixture is treated as the first part of the compressed air / fuel mixture and maintains the compressed air / fuel mixture within an elevated operating pressure range. A second part of the compressed air / fuel mixture is delivered to a second cylinder as a second compressed air / fuel mixture, while the remainder of the compressed air / fuel mixture in the reservoir is kept rising Within the operating pressure range. The second compressed air / fuel mixture is burned in a second cylinder to drive a second piston in the second cylinder. The second piston drives a second connecting rod, and the second connecting rod drives the crank shaft. One end of the second connecting rod is operatively connected to the crank shaft, and follows a circular trajectory when it drives the crank shaft.

Various embodiments of the present invention each provide certain advantages and overcome certain disadvantages of conventional internal combustion engine. Various embodiments of the invention may not have all of these advantages, and embodiments with these advantages may not enjoy these advantages in all operating environments. That is, the present invention provides several advantages including improved emission characteristics. Other features and advantages of the present invention and the structure of various embodiments will be described in detail below with reference to the accompanying drawings. [Embodiment] The engine of the present invention has been conceived through a principled design procedure, resulting in an engine capable of achieving improved emission performance. By addressing many of the causes that affect the emissions found in conventional engines, the engine of the present invention can have improved emissions performance. The engine may contain one or more features, each of which 22,577,958 features, independently or in combination, help the engine improve exhaust performance during operation. Although a special design program (that is, a principled design program) is used to develop the engine of the present invention, the present invention is not limited to this program because other design processes can also be used in the present invention.

The engine of the present invention includes a hybrid cylinder and a second cylinder. The hybrid cylinder is used to mix and compress air and fuel. The second cylinder is used to burn fuel and air and discharge it from the engine. A conduit provides fluid communication between the mixing cylinder and the power cylinder for transporting a mixture of air and fuel from the mixing cylinder to the power cylinder. One or more valves control the delivery of the air and fuel mixture between these cylinders. In one embodiment, the valves are adapted to be raised and closed in different phases from each other. In another embodiment, the sweep volume of the power cylinder is smaller than the sweep volume of the hybrid cylinder. In some embodiments, the engine is adapted to prevent liquefied fuel that may be present in the hybrid cylinder from entering the power cylinder.

After burning in the power cylinder of another embodiment, the exhaust products are discharged through an exhaust hole, and at the same time, a new, compressed air and fuel mixture is delivered to the power cylinder. The inlet and exhaust port of the power cylinder are adapted to remain open for a period of time at the same time so that the incoming air and fuel mixture can help discharge emissions. The vent is also suitable for closing, leaving a portion of the emissions in the power cylinder. In yet another embodiment of the present invention, the conduit acts as a pressure accumulator, however, it also provides fluid communication between a hybrid cylinder and a power cylinder. The accumulator is suitable for maintaining the air and fuel mixture within a rising pressure range while the engine is operating, and thus allows the air and fuel mixture to be subjected to the desired time and / or pressure. Conveyed to the power cylinder.

In one embodiment, the engine has a plurality of power cylinders adapted to receive a portion of an air and fuel mixture from a hybrid cylinder. The conduit provides fluid communication between the hybrid cylinder and each power cylinder for transferring a portion of the air and fuel mixture from the hybrid cylinder to the power cylinder. This embodiment also enables more power per unit of engine weight to be provided than a conventional four-stroke engine, because in each rotation of the crankshaft, more than half of its multiple cylinders output power. Principle-based design procedure Based on the previous description, the highest level of basic requirements (F R) and design parameters (D P) can be summarized as follows: F R 1 = Measure the correct amount of fuel for each combustion cycle F R 2 = evaporated fuel

FR 3 = Measure the correct amount of air (ie, oxidant) for each combustion cycle FR 4 = Mix evaporated fuel and oxidant FR 5 = Inject the mixture into the combustion chamber at a predetermined pressure Ignition of the fuel / oxidant mixture by Mars ignition mode FR 7 = transmission of this power FR 8 = emission of combustion products FR 9 = reduction of friction to a minimum 24 577958 FR 1 〇 = control of nitrogen oxides (NOx), hydrocarbons And carbon monoxide emissions DP 1 = injection time of the fuel injector at a constant pressure DP 2 = geometry of the fuel injector / atomizer DP 3 = volume of the cylinder C DP 4 = air injector in the cylinder C / Fuel injector arrangement DP 5 = Upward stroke of piston and fuel vapor / air supply line in cylinder C DP 6 = Spark plug DP 7 = Downward stroke of piston in cylinder P DP 8 = In cylinder P Upward stroke of the piston and other components of the exhaust system DP 9 = Corrugated surface inside the cylinder / lubricated DP 1 0 = The design equation of the emission control system at this highest level is as follows: FR 1 '" X 00000000 0 & qu ot; DPI 'FR 2 XX00000000 DP 2 FR 3 00X0000000 DP 3 FR4 OxOXXOOOOO DP4 FR5 OxxOXOOOOO DP 5 > R6 00000X0000 < DP 6 FR7 000000X000 DP7 FR8 0000000X00 DP 8 FR9 00000000X0 DP 9 FR 1 XOX 4 OOxOX The order of FR 5 is reversed, and equation (1) 25 577958 is a triangular matrix. Therefore, this is a good design. When the design parameters of these discrete designs are changed in the order shown in the equations, such a design can satisfy the independence of 1 " R. These F R and D P can be more decomposed to develop detailed design embodiments, but any decomposition that can satisfy these highest order 1 ^ and 0 p will equally satisfy the design intent described in the disclosure of the present invention.

FR1 (measures the correct amount of fuel for each combustion cycle) and DP 1 (the injection time of the fuel injector under a fixed pressure) can be further broken down as follows: FR 1.1. Measure the temperature of cylinder C FR 1 .2 = Measure the fuel pressure in the fuel tank FR 1 .3 = Measure the speed of the engine FR 1. 4 = Determine the correct amount of fuel per cycle based on the temperature of cylinder C

FR 1. 5 = The design parameter (DP) corresponding to the control injection time is: DP 1. 1 = Temperature sensor DP 1. 2 = Pressure sensor DP 1. 3 = Speed sensor DP 1. 4 = Fuel The quantity algorithm DP 1 .5 = the design equation obtained during the electric action of the fuel injector solenoid valve is as follows: 26 FRL1 '' X 0 0 0 〇DP 1.1 'FR 1.2 0X000 DP 1.2 < FR 1.3 > =: 00X00 < DP 1.3 > FR 14 ΧΧΧΧ0 DP 14 FR 1.5 ·> 0 0 0 0 χ_ DP 15, 577958 The result is a separate design. F R 4 (mixed evaporated fuel and oxidant) and D P 4 (arrangement of air injectors / fuel injectors in cylinder C) can also be broken down to illustrate the details of increasing the mixture of fuel vapor and injected air. FR 4.1 = Supply and delivery of air through many nozzles distributed on cylinder C FR 4.2 Open / close the air supply and delivery line FR 4.3 = Mixed air and evaporated fuel vapor DP 4.1 = Air supply and delivery line and nozzle DP 4 · 2 = Valve DP 4.3 = fuel injector position The design matrix is as follows: ΐ R 42, _xoo— DP 42 < FR 41 xxo < DP 4.1 FR 43 oox DP 43 FR 5 (inject the mixture into the combustion chamber at a predetermined pressure) and DP 5 (the upward stroke of the piston in cylinder C and the fuel vapor / air supply line) can also be broken down as follows: FR 5. 1 = pressurizing the mixture to a predetermined pressure FR 5. 2 = pressurizing the pressurized mixture to Constant pressure delivery to the cylinder CDP 5.1. Control of the time for which the exhaust valve of cylinder C and the intake valve of cylinder P are opened at a preset pressure 27 DP 5 .2 = The action of the ducts and pistons in cylinder C and cylinder P The design equation is:

FR5 1] Γχ〇 " FR5 2J LxX

D P 5.1 j DP5.2J

FRIO (emission control of NOx, hydrocarbons, and carbon monoxide) and DP 1 0 (emission control system) can be decomposed into: FR1 0.1 = emission control of nitrogen oxides NO X FR 1 0 .2 = hydrocarbons Emission control FR 1 0 .3 = —Carbon oxide emission control DP 1 0 · 1 = Injection of additional fuel near the end of the compression and injection cycle of cylinder C 1 0 .2 = Cylinder C and filter

D P 1 0 .3 Two stoichiometric fuel / air ratio The formation of nitrogen oxide NOX is a function of temperature sensitivity. In one embodiment, fuel can be injected into cylinder C twice. The first injection occurs during the intake stroke and is used to bring in the vapor of air and fuel during the downward stroke of the piston of cylinder C to produce a mixture that is close to the stoichiometric ratio. The second injection occurs near the end of the compression-transfer period of cylinder C to increase the fuel vapor / air mixture to be ignited in cylinder P to prevent nitrogen oxides by reducing the relative amount of oxygen N 0 X formation. In order to reduce the dripping of the injected liquid fuel, a strainer (DP 1 0.2a) in front of the first delivery valve of cylinder C and the presence of cylinder C will control the emission of hydrocarbons, especially when the engine This is the time to cool down. 28 577958 Carbon monoxide emissions can be reduced when maintained at a fuel-to-air stoichiometry. The design matrices of F R 1 0 · X and D P 1 0 · X are a diagonal matrix as shown below. F R 1 0.1 'Χ0 0 " D Ρ 1 〇.r F R 1 0.2 0X0 < D P 1 0.2 > F R 1 0.3 ^ 0 οχ_ Ρ 1 0.3 engine cycle

Returning now to the accompanying drawings, and particularly in Figs. 1 and 2., the features common to many embodiments of the invention are illustrated therein. Fig. 1 illustrates a first piston 20 arranged in a hybrid cylinder (not shown). The piston reciprocates back and forth in the cylinder, thereby defining a first sweep volume. Fig. 1 also illustrates a second piston 24 arranged in a power cylinder (not shown in the figure), which moves back and forth in the power cylinder, thereby defining a second sweep volume. A conduit 28 provides fluid communication between the hybrid cylinder (MC) and the power cylinder (pc). The delivery valves 30 and 32 are located at both ends of the duct to control the fluid communication of the air and fuel mixture 34 between the duct and each cylinder. A fuel injector 36 is suitable for supplying fuel to the hybrid cylinder. An intake valve 38 series is configured to provide air to the hybrid cylinder, and an exhaust valve 40 series is configured to allow combustion products to escape from the power cylinder. The embodiment shown in Fig. 2 illustrates a design with many of the features shown in Fig. 1, however, this embodiment additionally has a power cylinder arranged adjacent to the hybrid cylinder 22. A second conduit 4 4 29 577958 provides fluid communication between the second power cylinder 42 and the hybrid cylinder. The operating cycles of the various embodiments of the present invention are different from the four-stroke and two-stroke operating cycles used by most cylinders. In a four-stroke cycle, each cylinder of the engine uses four individual strokes of the cylinder's own piston to perform four different functions, including: intake, compression, power, and exhaust. The intake stroke includes drawing air and / or fuel into the cylinder as the piston moves downward. As the piston moves up, the air-fuel mixture in the cylinder is then compressed. Generally, just before the piston reaches the top dead center (TDC) of the stroke, a Mars ignition device ignites the compressed air and fuel mixture, thereby starting the combustion process. The combustion of the air-fuel mixture drives the piston downward, thereby providing useful mechanical work through a rotating crankshaft, which is typically connected to the piston via a connecting rod. The combustion system ends when the piston approaches the bottom dead center (BDC) of the stroke and begins to move upward. At this moment, an exhaust hole is opened, allowing the piston moving toward the top dead center to discharge the products of combustion from the cylinder. The intake valve is opened again before or after the exhaust valve is closed and the cycle itself begins again. In a two-stroke engine, the four functions described above are performed in two strokes. First, an intake / exhaust stroke occurs as the piston approaches the bottom dead center (B D C). At this time, an intake valve or other type of opening is opened to allow pressurized air and fuel mixture to enter the cylinder. The new air-fuel mixture replaces any gas that would have previously remained in the cylinder (such as the waste products from the previous cycle). 30 577958

These gas systems are expelled via an open exhaust valve or other type of opening. Once the new air and fuel mixture enters the cylinder and the previous gas is replaced, the intake and exhaust valves are closed while the piston moves towards the top dead center, thereby compressing the air and fuel mixture. As the piston approaches the top dead center, a Martian ignition device ignites the air-fuel mixture, and the combustion system begins. The burning air and fuel mixture moves the piston downwards, thereby providing useful mechanical work via a rotating crankshaft, which is typically connected to the piston via a connecting rod. As soon as the piston approaches the bottom dead center, the intake and exhaust openings are opened and new air and fuel mixture is introduced into the cylinder. The new air and fuel mixture then discharges the exhaust gas products from the previous cycle so that the cycle can be repeated.

The overall work cycle of the present invention performs the four different functions described above with four independent strokes. Two of these trips occurred in a hybrid cylinder (MC) with a hybrid cylinder piston, while the other two trips occurred in a power cylinder (PC) with a power cylinder piston. The intake stroke involves drawing air and / or fuel into the hybrid cylinder as the piston 22 of the hybrid cylinder moves downward. Then, when the piston 22 of the mixing cylinder is moved upward, the air and fuel mixture is compressed in the cylinder. At some point before the piston reaches the top dead center, a first delivery valve 30 opens fluid communication to a conduit 28. Then, almost all the air and fuel mixture 34 is conveyed to the duct under pressure, and when the cylinder piston 22 of the field mixing port approaches the top dead center, the first delivery valve 30 is closed. After the hybrid cylinder piston 22 has reached the top dead center and started its downward stroke, the suction valve 38 will open, allowing the intake stroke and compression stroke of this cycle 31 577958 to be repeated in this hybrid cylinder. At a desired time, a second delivery valve 32 opens fluid communication between the conduit 28 and the power cylinder 26. Then, when the power cylinder piston is moving upward, the compressed air and fuel mixture

The 3 4 series is transmitted from the duct to the power cylinder. This will allow the air and fuel mixture to remain in an elevated operating pressure range when sent to the power cylinder. Before the power cylinder piston reaches the top dead center, the second delivery valve 3 2 between the duct and the power cylinder will be closed, and then a Mars ignition device 46 will ignite the compressed air and fuel mixture, thereby starting the combustion process. . The combusted air and fuel mixture drives the power cylinder piston 24 to move downwards, thereby providing useful mechanical work via a rotating crankshaft 4 8 which is generally via a connecting rod 5 0 Is connected to the piston. Combustion ends when the power cylinder piston approaches bottom dead center and then begins to move upward. Near the bottom dead center, an exhaust opening 40 is opened to allow the piston to discharge the combustion products from the power cylinder when it moves toward the top dead center. Before or after the exhaust valve is closed, the second delivery valve 32 between the duct and the power cylinder is opened again. The power stroke and exhaust stroke of the cycle are then repeated in the power cylinder. Steps of the operation cycle The engine cycle and the cycle engine structure involved will now be described in more detail with respect to the specific embodiment of the engine cycle shown in FIG. 3a. In particular, Fig. 3a describes the operation of pistons and valves associated with hybrid and power cylinders according to features of the present invention. Figures 4a to 4e illustrate the actions of the pistons, valves, 32 and the air and fuel mixture at various points in the cycle of operation defined by the shed 3. In this particular embodiment, the pistons of the two cylinders of the hybrid and power cylinders move in the same phase as each other. However, other designs are possible, some of which are illustrated in Figures 3b to 3d. in. It may be noted that Figs. 4a to 4e illustrate that the hybrid cylinder piston and power cylinder piston train are attached to respective crankshaft arms. However, in one embodiment, the pistons are connected to a crankshaft via different connecting rods because the invention is not limited in this respect.

Intake stroke

Now starting with the operation of the hybrid cylinder, the operation cycles of Figs. 3a and 4a to 4e will be described. The hybrid cylinder piston shown in Fig. 4a is at a crank angle position of about 45 degrees after descending from its top dead center position. At this point, the downward movement of the piston has created a decompression zone within the mixing cylinder. This reduced pressure allows air to be drawn into the hybrid cylinder via an intake valve, which opens at an angle of approximately 30 degrees after the top dead center. This hybrid cylinder will draw approximately the same amount of air during each engine cycle. In some embodiments, the volume of the sweep volume of the hybrid cylinder may be increased to improve the volumetric efficiency of the engine. In particular, this volume may be larger than the sweep volume of the power cylinder. Alternatively, in other embodiments, a peripheral device such as a turbocharger, a supercharger, an air stamping device, or other suitable device can be used to push air into the cylinder, because the present invention is not particularly limit. In the conditions envisaged, the amount of air drawn into the hybrid cylinder may vary between cycles. As shown in Figure 4b, the air will continue 33 577958

Continue to enter the hybrid cylinder until the hybrid cylinder piston approaches bottom dead center. In particular, the embodiment of Fig. 3a continues to inhale air until 10 degrees (crank angle) after the bottom dead center is crossed when the intake valve is closed. Conveying of material identification ^

Fuel can be injected into the mixing cylinder during the air intake by a low pressure fuel injector. In the cyclic explanatory diagram of Fig. 3a, the fuel injection starts at an angle between 40 and 60 degrees after the top dead center. However, FIG. 4c depicts that the fuel is delivered by a high-pressure fuel injector when the hybrid cylinder piston has reached the bottom dead center and it moves back toward the top dead center, because the invention is not special in this respect. limit. As shown in FIGS. 1 to 2 and FIGS. 4 a to 4 e, a fuel injector is used to directly inject fuel into the hybrid cylinder for fuel delivery. However, other embodiments may be added to different types of fuel delivery systems. Such as a carburetor, a valve fuel injector, an indirect fuel injector, a gas fuel injector, or other suitable fuel delivery systems, as the present invention is not particularly limited in this regard. In some embodiments, the fuel is injected in the direction of the airflow that enters the mixing cylinder substantially perpendicularly. Fuel injected in this way helps promote the effects of evaporation and mixing. In other embodiments, multiple fuel injections may also be used. Fuel continues to be delivered until the desired amount of fuel is injected into the hybrid cylinder. Engine operating conditions at any given moment can determine how much fuel is needed. For example, if more air is delivered to the hybrid cylinder 'then more fuel will be needed to maintain a similar air-to-fuel ratio in the hybrid cylinder. In many embodiments, when the engine 34 577958

When more power is needed, more air and fuel are allowed to enter the cylinder. The amount of air supplied to the cylinder can be controlled by a throttle device in the engine's intake system. In other embodiments, peripherals such as turbochargers, superchargers, and / or air rams may also affect the amount of air provided to the hybrid cylinders, and thus the amount of fuel required. Although the strategy after the present invention is basically to operate with an air-to-fuel ratio close to the stoichiometric ratio, there are also many envisaged situations that need to change the air / fuel ratio, because the invention does not have Special restrictions. For example, some embodiments of the present invention may regularly draw approximately the same amount of air into the hybrid cylinder during each engine cycle. In such and other types of embodiments, the torque output of the engine and / or the operating speed of the engine can be changed by changing the air / fuel ratio of the engine. Operating the engine with a rich air-fuel mixture can increase the engine's torque and / or engine speed, however, operating the engine with a lean air-fuel mixture will reduce the engine's torque and / or engine speed . Fuel and air mixingBecause non-evaporated fuel or uneven air-fuel mixture may cause incomplete combustion and hydrocarbon emissions, the homogeneity of air and fuel is controlled by various thoughts and characteristics of the mixing cylinder Promotion. When the fuel is delivered to the mixing cylinder, a fuel delivery system that atomizes most of the fuel helps to vaporize the fuel and homogenize the mixture. However, some injected fuel may hit the wall portion 54 of the cylinder and form a liquid fuel film. Liquid fuel may also be trapped in the outer cylindrical wall of the piston 35

Between the portion 58 and the wall portion 54 of the cylinder. Such liquid fuels typically cause incomplete combustion and hydrocarbon emissions in conventional engines. However, if the liquid fuel stays in the hybrid cylinder of the present invention, it will remain in the hybrid cylinder until it is evaporated. Some embodiments of the invention may include a reservoir in the crown of the piston for retaining these liquid fuels until they can evaporate. Furthermore, the environment of the hybrid cylinder is maintained at a temperature that promotes rapid evaporation of fuel in the hybrid cylinder. For an embodiment that operates at 3,500 revolutions per minute, a Kelvin temperature of 500 degrees can achieve this effect.

Hybrid cylinders can also include other features, such as a spoiler 60 located in various positions within the cylinder, which can enhance the evaporation and homogenization of the air and fuel mixture via the air turbulence movement in the cylinder. These spoilers 60 may include structures located near the valve port 65, on the crown portion 66 of the piston, on the firing platform 64 of the cylinder head, or at any suitable location. There are no special restrictions on this aspect. The fact that combustion does not occur in this hybrid cylinder provides a wide degree of freedom in the design of spoilers, which are often designed in conventional engines to withstand severe combustion environmental conditions. Hybrid cylinders can also include hybrid features that can withstand the pressure and temperature of combustion in a conventional engine. An active mixing device such as a mixing fan arranged in the crown of the piston or on the firing platform of the cylinder head can also be included in the mixing cylinder to improve the evaporation and mixing homogeneity of the fuel. Such a hybrid fan may include a rotor that can actively move air and fuel around the mixing cylinder. 36 The active hybrid fan can be guided and arranged via a shaft. The individual drive rotors outside the hybrid cylinder are fluid-driven. These fluids, such as engine oil, engine refrigerant, or any other suitable fluid, can be used to rotate the drive rotor, which in turn will rotate the hybrid fan. Alternatively, 'the reciprocating motion of the piston, an electric drive system, or even a magnetic drive system between the fan and the cylinder wall can also be used to drive the active mixing device. In some embodiments, the hybrid fan may be heated by various engine fluids or even electronically to enhance fuel evaporation. Other appropriate driving mechanisms may be used because the present invention is not particularly limited in this respect. Compression Now return to Figure 4e, which illustrates the air and fuel mixture being pressurized after the intake valve 38 has been closed and the first piston 20 has started to move upward toward the dead center. This compression stroke continues until a first delivery valve 30 opens the fluid communication between the mixing cylinder piston 22 and the duct 28. This occurs at a position about 60 degrees before the top dead center of the embodiment shown in FIG. 3e, and continues to the top dead center. However, other opening time, closing time, and conveying duration are also possible. The invention in this respect is not limited to the manner described above. As shown in Figures 4d and 4e, virtually all the air-fuel mixture 3 4 is then sent to the duct through the opening 31 of the duct. As shown in the figure, such conveyance is counted to substantially prevent gas from flowing back into the mixing cylinder. In the embodiment of the present invention, there is almost no clearance in the mixing cylinder, and the homogenized air and fuel mixture can achieve substantially complete transportation. 37 577958

It can be noted that the aforementioned various features and considerations that promote the evaporation and homogenization in the mixing cylinder piston 22 also reduce the possibility of sending liquid fuel into the duct 28. However, in the event that any part of the fuel does not evaporate before the air-fuel mixture is fed into the duct 28, the fact that the opening 31 to the duct is located near the top of the mixing cylinder will further prevent liquid fuel Into the catheter. In addition, since the small droplets of the injected liquid fuel have a large weight and thus a large impulse, they can easily contact the wall portion of the mixing cylinder and the piston. Therefore, these liquid fuel droplets are likely to stick to the wall or piston due to surface tension. Furthermore, certain embodiments may include other features in or near the inlet to the conduit to ensure that liquid fuel is retained in the mixing cylinder. One such feature is a mesh shield, which is placed near the opening 31 between the mixing cylinder piston 22 and the duct 28. In the event that liquid fuel is brought towards the conduit, the liquid fuel may hit the shield and be removed from the air before passing through the conduit. A meandering channel can also be placed between the mixing cylinder and the duct to produce a similar function. In addition, other mechanisms that can further ensure that liquid fuel does not enter the duct can also be incorporated into the engine because the invention is not limited in this respect to the types mentioned above. The hybrid cylinder piston 22 of various embodiments of the present invention need not contain hot, burning gases. As a result, the hybrid cylinder can incorporate many various advantageous features. For example, the sealing mechanism 80, which generally exists between the cylindrical surface outside the piston 50 and the inner wall portion 54 of the cylinder, does not need to hold 38,577,958 high-pressure gas during combustion. Thus, they can be made of less expensive materials and materials that exhibit less frictional resistance to the engine's movements. In addition, the surface of the cylinder wall portion may include an undulating surface to reduce dragging caused by friction between the piston and the cylinder. This surface reduces the work required by the engine to compress air and fuel in the mixing cylinder, and / or ultimately results in a more efficient engine.

Another advantage produced by using a separate mixing cylinder 22 is that less heat needs to be removed from the operation of the mixing cylinder. Many embodiments of the invention include features such as an engine refrigerant jacket surrounding the mixing cylinder to help maintain the temperature of the mixing cylinder. There is no need to remove as much heat as a conventional engine. ’As a result of the lower temperature, the cylinder can be made of a much lighter material and / or a material that does not need to withstand the extremely high temperatures typically generated by combustion, such as certain aluminum alloys.

The hybrid cylinder 22 can also achieve a compression ratio much higher than that of a general cylinder. The compression ratio is defined as the ratio of the volume of the cylinder when the piston is at the bottom dead center position divided by the volume of the cylinder when the piston is at the top dead center position. The compression ratio of most general engines cannot be too high, because if a cylinder that performs internal combustion is compressed too much in the high temperature environment after combustion, the air and fuel mixture may automatically ignite. As will be explained later, this auto-ignition may cause knocking in a Mars-ignition engine. Accumulation When the air and fuel mixture is output from the mixing cylinder piston 22, the pressure in the duct increases. Except that the catheter is essentially maintained at atmospheric pressure 39 577958

Under certain conditions (such as during the initial start of the engine or during some transitional operating modes), the conduit 28 is generally maintained within an elevated operating pressure range. Fig. 5 illustrates the pressure levels of both the hybrid cylinder and the duct. The embodiment is for an embodiment where the engine is operated at a speed of 3,500 revolutions per minute, and the hybrid cylinder piston and the power cylinder piston system operate in the same phase. This embodiment also has a body diameter of 158 mm, a stroke of 42 mm, a compression ratio of the hybrid cylinder of 20: 1, and a compression ratio of the power cylinder of 9: 1. In this embodiment and below the engine speed, the catheter system is maintained at an elevated operating pressure between 4 bar and 6 bar, however, other suitable pressures may be used, and the present invention is in this regard It is not limited to the operation range described above.

The air and fuel mixture 34 delivered to the duct 28 can be stored in the duct together with the air and fuel mixture delivered in the previous cycle. In this sense, the duct 28 can serve as an accumulator that collects the homogenized air and fuel mixture 34 and retains them in an accumulator maintained within a substantially elevated operating pressure range. In one embodiment, the conduit 28 defines a volume substantially equal to the sweep volume of the mixing cylinder 22. This allows the duct to retain, when needed, several times the amount of air equivalent to the amount of air delivered during one operating cycle of the engine. However, it is also possible to use a catheter that defines a larger or smaller volume, and the invention is not limited in this respect to the case described above. Valves used in traditional engines generally have to maintain a single pressurized gas in a single cylinder. However, in the present invention, the valves 3 0 and 32 at either end of the conduit 26 must maintain pressurized gas in the conduit and at 40 577958.

Inside their respective cylinders. Although the pressure in the conduit is generally lower than the pressure / force ' in the hybrid cylinder 22 and substantially lower than the peak pressure occurring in the power cylinder 26, these valves can be modified to help them close fluid communication. These modifications may include increasing the strength of the valve spring 86 to provide a large closing force, and / or making the valve of a much lighter material like titanium. A lighter weight material such as titanium can also improve the dynamics of the valve train and can even prevent the valve from vibrating in some embodiments. This is particularly helpful in some embodiments with fast valve movement.

The duct 2 8 existing between the hybrid cylinder 22 and the power cylinder 26 allows the engine to effectively have a variable compression ratio. In a conventional engine, this compression ratio determines what kind of pressure the air-fuel mixture 34 will have in a fully compressed state near the beginning of the combustion process. In conventional engines, this final pressure is generally a fixed pressure. However, the catheter 28 of the present invention acting as an accumulator can have various pressures depending on the needs of the engine controller. In some embodiments, particularly in embodiments having an electromagnetically actuated valve or other valve that can be adjusted during operation, the compression ratio is either the ratio of the air and fuel mixture sent to the power cylinder 26 before combustion begins The pressure can be changed according to the operating parameters of the engine. Delivery of air and fuel mixture to the power cylinder The embodiment shown in FIG. 4c illustrates that when a second delivery valve 32 at the opposite end of the duct 28 is opened, the air and fuel mixture 3 from the duct 28 is sent to the power cylinder 3 4. This occurs (in the power cylinder) at approximately 120 degrees before the dead point at 41 577958 and continues for approximately 40 degrees until the valve of the embodiment shown in FIG. 3a is closed, however, other different valves The on time and duration may be suitable for other embodiments. When the piston 24 in the power cylinder is making an upward stroke, the air and fuel mixture is sent to the power cylinder 26, allowing the transportation of the air and fuel mixture to occur within the elevated operating pressure range. This situation is shown in the graph of the pressure in the conduit 28 and the power cylinder 26 in FIG. 6 corresponding to the position of the crankshaft. The opening and closing of the second delivery valve 32 is generally set for a time so as to prevent the flow in the opposite direction from occurring, that is, to prevent the power cylinder from flowing into the duct. However, this flow may occur under certain conditions, such as during engine startup. It can be noted that the catheter pressure of FIG. 6 is plotted at a scale of 10 times. The accumulation effect of the duct 28 allows the air and fuel mixture 34 to be delivered to the power cylinder 26 at a predetermined time under specific engine operating conditions. In addition, the accumulation function of the duct 28 can also allow the delivery pressure of the air and fuel mixture to be controlled, so that the air and fuel mixture 34 can be sent to the power cylinder at this controlled pressure. Controlling these variables can greatly help change the engine so that it can have improved exhaust emission characteristics. Some embodiments of the duct 28 may include a fuel delivery device 36, which is adapted to inject a small portion of atomized or other gaseous fuel into the air when the air-fuel mixture 34 enters the power cylinder 26. Mix with fuel 3 to 4. This small portion of the fuel is deliberately designed to produce a "thick" portion of the fuel in a homogeneous air-fuel mixture 3 4 that is otherwise homogeneous. This rich fuel part is suitable for position 42 577958 near a Mars ignition device near the power cylinder to help start: the combustion process. It can also be used in conjunction with an air and fuel mixture that is otherwise "thin" fuel 3 4. This strategy can be used to reduce NOx and / or hydrocarbon emissions under certain circumstances. The power cylinder piston 24 can continue its crankshaft angle of about 80 degrees after the air-fuel mixture 34 is transported and the transport valve is closed, as shown in Figs. 3a and 4d. However, the timing of the delivery of the 'air and fuel mixture 34 to the power cylinder 26 may be different in other embodiments because the present invention is not limited in this respect to the manner described by β® above. In some embodiments, the second delivery valve 32 between the duct 28 and the power cylinder 26 can even follow specific engine operating parameters (such as engine speed, engine power, and emission characteristics, etc.) Here are just a few examples) to change. Combustion After the air-fuel mixture 34 is sent to the power cylinder and the second transmission valve 32 is closed, the air-fuel mixture is ignited to start the combustion process. In the embodiment shown in Figs. 3a and 4e, this occurs when the power cylinder piston 24 is between 30 degrees and 10 degrees before the top dead center. A spark plug 90, which protrudes through the ignition platform 64 of the cylinder head 68, is generally used to initiate the combustion process, however, other suitable devices may be used. The ignition of the air-fuel mixture 34 begins near the protruding end of the spark plug 90, which forms a flame center 92. When the piston approaches the top dead center, the flame center 92 quickly spreads until a flame front 9 4 extending to the cylinder wall portion 54 is generated. This flame front 43 577958 advances through the cylinder along 9 4 and burns the air and fuel mixture 3 4 when passing through the power cylinder 26, pushing the second piston 24 to make a downward stroke. When the air-fuel mixture 34 is burned, the temperature and pressure in the power cylinder 26 will increase rapidly. This rapidly increasing pressure drives the power cylinder 26 down, thus generating useful mechanical work. This mechanical work is transmitted from the power cylinder 26 to the rotary crankshaft 48 of the engine via a connecting rod 50, as shown in Fig. 4a.

As previously discussed, the air and fuel mixture 34 enters the power cylinder without liquid fuel and is in a homogeneous state (except for the embodiment where the "rich" fuel zone is intentionally used for ignition). This homogeneous, liquid-free air-fuel mixture allows the flame front 9 4 to substantially completely burn off the air-fuel mixture 3 4 when it reaches the entire power cylinder 26, thereby improving the hydrocarbon emissions of the engine. characteristic. Furthermore, air-fuel mixtures that do not contain liquid fuel will make it difficult for any liquid fuel to hide in the gap between the piston and the cylinder wall or stick to the cylinder wall. In such a place, the fuel is difficult to be burning. Unburned fuel, which is hidden in the gap and stuck to the cylinder wall, may cause the engine to emit hydrocarbons. Furthermore, a homogeneous air-fuel mixture helps prevent knocking in the power cylinder. As combustion progresses through the entire cylinder, pressure and temperature rise sharply. This pressure and temperature may become large enough to cause any unburned rich fuel regions in the air-fuel mixture 34 to automatically ignite in secondary locations in the cylinder. If this happens, an additional flame front may cause incomplete combustion of air 44 577958 and fuel mixture 34, resulting in hydrocarbon emissions problems. At the same time, other flame fronts can also cause shock waves, which travel / propagate through the engine, causing damage to the engine. Although knock may be caused by a heterogeneous mixture, it can also be caused by hot spots in the cylinder. Deposits left on the surface of power cylinders due to incomplete combustion from previous cycles will continue to heat up after combustion. Provided they remain hot for a sufficient period of time, during the next engine cycle, they can ignite the air and fuel mixture delivered to the power cylinders, which can cause secondary ignition and the aforementioned knocking phenomenon. By providing a homogenized mixture to the power cylinder, embodiments of the present invention promote complete combustion of the air and fuel mixture. This also prevents deposits from forming on the surface of the power cylinder, thus reducing the possibility of knocking. In some cases, unwanted auto-ignition may occur during the compression stroke of the engine cycle. This situation does not occur in the embodiment of the present invention, because substantially all compression occurs in the hybrid cylinder 22. The hybrid cylinder 22 will not support combustion and therefore will not carry any deposits that would cause auto-ignition. Furthermore, the hybrid cylinder 2 w 2 does not suffer from high combustion temperatures and, as previously discussed, can therefore be maintained at a temperature that helps prevent auto-ignition. In certain embodiments where ignition occurs in the power stroke of the power cylinder, additional features may be added to improve the fuel efficiency and / or average effective pressure of the present invention. To deal with such a problem, another basic requirement F R is added, which can be explained as follows: F R 1 12 increases the pressure during the ignition phase. 45 577958 By designing a design solution, you can choose a design parameter. · / D P 1 1. There are at least two possible solutions. : 9 In one embodiment, the cross-sectional area of the hybrid cylinder is larger than the cross-sectional area of the power cylinder. Therefore, when the second delivery valve is opened to cylinder P (when the piston in the hybrid cylinder moves up to the dead center), and during the power stroke of the power cylinder (when the piston moves downward from the top dead center), the pressure is at The power cylinder continues to increase during the ignition phase. In another embodiment, a piston head having two different cross-sectional areas is used. This type of piston has a stepped two cylindrical cross section in the power cylinder. The top of the piston is narrower than the main part of the piston in the cylinder, which is D P 1 1. At the top dead center of the power cylinder piston, the small piston head is placed in a recess provided in the power cylinder. When the second delivery valve of the power cylinder is opened, the pressure will continue to accumulate. However, the piston of the power cylinder begins to move downward after reaching the top dead center, because the total volume will continue to decrease until the smaller section of the piston leaves the cylinder Up to the recess of the head (that is, the volume expansion at the top of the power cylinder piston is smaller). The gap between the narrower part of the piston and the cavity formed in the cylinder head is very small, so that during the initial phase of the ignition and flame spread phase, gas cannot leak to the top of the larger area of the power cylinder big space. With the exception of F R 5, the introduction of F R 1 1 and D P 1 1 will not affect any other F R. The intake valve of the power cylinder P will continue to open at a predetermined pressure. However, the pressure in the container will continue to increase, which is the purpose of D P 1 1 to satisfy F R 1 1. Sweep 46 577958 In the embodiment shown in Figs. 3a and 4b, the combustion sequence shown ends at about 70 degrees before the bottom dead center. At this point in time, an exhaust valve 40 is opened in fluid communication with an exhaust hole 96 provided outside the power cylinder 26. This allows pressurized combustion products that are stationary in the cylinder to exit through the exhaust hole. When the power cylinder piston begins to move upward toward the dead center, it helps to drive the remaining combustion products out of the power cylinder 26.

In some embodiments, it is possible to substantially completely remove these exhaust gas products in the power cylinder 26, because the cylinder can be designed with substantially zero or extremely small voids 100 if necessary. The fact that the compression of the air-fuel mixture 34 mainly takes place in the hybrid cylinder 22 allows the smallest gap 100 in the power cylinder 26. In conventional engines, some clearance is required to prevent the air-fuel mixture from being compressed to extremely high pressures, which may cause knocking under certain conditions, as previously discussed.

In other embodiments of the invention, it may be desirable to retain some combustion products in the power cylinder 26 to mix with the air and fuel mixture 34 in a subsequent cycle. Such a strategy of recirculating exhaust gas can reduce the NOx emissions of the engine. A part of the combustion products can be retained by providing a gap 100 in the power cylinder 26 or by periodically opening and closing the second delivery valve 32 and the exhaust valve 40 of the power cylinder 26. In this power cylinder 26. In some embodiments of the engine, the last stage of the exhaust process may overlap the beginning of the intake process. For example, the embodiment of Fig. 3a is the way to power 47 577958

The delivery valve 32 of the cylinder 26 is continuously opened at approximately 10 degrees, while the exhaust valve 40 remains open. This allows the incoming air and fuel mixture 34 to help scrub the combustion products from the power cylinder 26. This particular embodiment also retains approximately 20% of the combustion products in order to mix with the incoming air and fuel mixture to help reduce NOx emissions. This also helps to ensure that the air-fuel mixture 34 is not allowed to escape from the exhaust hole 96 and aggravates the emission of hydrocarbons.

The power cylinder 26 contains many conventional features which are typically used in a cylinder to assist the combustion process in the cylinder. For example, piston ring technology, cylinder surface technology, cooling technology, and other appropriate functions can be incorporated into the design of the power cylinder. Alternative Induction Loop Example

The entire engine operation cycle according to one embodiment of the present invention has been described. However, there may be variations in other engine operating cycles within the scope of the present invention. For example, Figs. 3b to 3d illustrate variations of the operating cycle shown in Fig. 3a. In these modified embodiments, the action of the hybrid cylinder piston 2 2, the intake valve 38, and the hybrid cylinder delivery valve 30 is similar. However, the motions of the power cylinder piston 24 and the hybrid cylinder piston 20 are out of phase. The power cylinder delivery valve 32 and exhaust valve 40 shown still maintain a similar opening and closing relationship with the power cylinder piston 24, however, there may be other relationships as well, and the present invention is not in this respect. Limited to the above examples. Figures 7a to 7b illustrate two position points in an embodiment of an engine cycle, where, as shown in Figure 3c, the piston 2 0 of the hybrid cylinder 2 2 and the piston 2 4 48 577958 of the power cylinder 26

The movements are 180 degrees out of phase with each other. In particular, Figure 7a illustrates a hybrid cylinder piston near the top dead center position, which piston is sending an air and fuel mixture into the duct 28. It also shows that when the power cylinder piston 24 is close to the bottom dead center, the exhaust valve 40 is opened, and the exhaust phase of the engine cycle has begun. In Figures 7a to 7b, the hybrid cylinder piston 20 and the power cylinder piston are shown attached to two different crankshafts 48, for illustration purposes only. In another embodiment of the engine, the pressures of the mixing cylinder 22 and the duct 28 corresponding to the position of the piston are shown in FIG. In this embodiment, the movements of the hybrid cylinder piston 20 and the power cylinder piston 24 are out of phase with each other by 180 degrees. This appendix illustrates a particular embodiment of the invention operating at 3,500 revolutions per minute. It should be noted that the piston position on the horizontal axis shown in the figure is the piston position of the hybrid cylinder 22. FIG. 9 is a similar explanatory diagram illustrating an embodiment of the present invention with a hybrid cylinder piston 20 having a 90 degree phase difference behind the power cylinder piston 24, and FIG. 9 also corresponds to FIG.

3 d operation cycle. In this particular embodiment, both the first delivery valve 30 and the second delivery valve 32 at either end of the conduit 28 are simultaneously opened at a crankshaft angle of approximately 30 degrees. This is used to slightly reduce the elevated average operating pressure range. In an embodiment of the present invention with a hybrid cylinder piston 20 leading the power cylinder piston 24 having a crankshaft angle of 90 degrees, the pressure diagram of another hybrid cylinder 22 and the duct 28 is illustrated in FIG. 1 0. This duty cycle corresponds to Figure 3b. Overall Engine Structure Now discuss various engine structures that can be used to provide the above loop. Illustration 49 577958

11 and FIG. 12 respectively illustrate a schematic cut-away view of an embodiment of the present invention. This particular embodiment is an inline two-cylinder engine architecture, where each cylinder has a sweep volume of about 110 cubic minutes. However, other architectures such as "V" shaped engine architecture, "W" shaped engine architecture, opposed cylinder engines, "H" shaped engine architecture, or even Wankel type engines can also use the present invention. Characteristics to improve their exhaust emission characteristics. Furthermore, a known engine can use any number of hybrid cylinders 22 and power cylinders 26. The sweep volume of these cylinders may be larger or smaller than 1 1 0 c c in Fig. 11 and Fig. 12. Many of the engine parts shown in Figure 11 and Figure 12 are the oil pan 1 0 2, the timing belt 1 0 4, the exhaust hole 9 6 and the air intake hole 106, the rocker arm 108, and the camshaft The component structures of the rods 1 10 and the like (only a few are listed here) are only some representative examples, and are not intended to be a limiting condition of any embodiment of the present invention. Although the description of the engine operating cycle of the present invention is about a Mars-ignition engine, and Figures 11 and 12 illustrate a Mars-ignition engine, however, auto-ignition engines (such as diesel engines) can also be Benefit from the characteristics. The embodiment of the present invention includes a crank shaft 4 8 disposed in a cylinder block 1 12. The crank shaft 4 8 is adapted to rotate around a circular track in the cylinder block 1 12. As shown in Figure 11 and Figure 12. The engine's piston is mechanically engaged to the crankshaft 48 via a connecting rod 50. Each connecting rod 50 has a large end 1 1 4 which is directly connected to the rotary crank shaft 48 in a suitable way. The big end 1 1 4 follows a circle around the axis of the crank shaft 50 577958

Spin. The opposite small end 1 1 6 of each connecting rod 50 is also suitably connected to one of the pistons 20, 24 arranged in the engine cylinder. When combustion occurs in a known cylinder, it drives the piston downward, which will put the connecting rod 50 in a compressed state and push it in a track around its rotating main axis Axis 4 8. This is how the engine can derive useful mechanical work from fuel energy. During the engine's compression or exhaust stroke, the crankshaft 48 drives a piston via a connecting rod 50 to perform work on the gas in the cylinder.

'As can be seen from the figure, many engine structures are similar to traditional engines, so many traditional engines can be converted to the invention structure. For example, the engines shown in Figures 11 and 12 can be changed from a conventional four-stroke engine by changing the crankshaft 4 8, cam 1 10, cam pulley 1 2 2, modifying the cylinder head 6 8 and adding a duct 2 8 and Other changes to get.

Including the air inlet 9 5, the hybrid cylinder 2 2, the duct 2 8, the power cylinder 26, and the exhaust hole 96, the openings that provide fluid communication between various parts of the engine can include any future development or current Known conventional valve devices or access hole devices. Such devices may include: pressure-actuated one-way valves or reed valves, or opening ports to cylinder communication when the piston is in a particular position during the reciprocating stroke of the piston through the cylinder. It is not limited to the examples listed above. In addition, the engine design can also use electromagnetically actuated valves. Electromagnetically actuated valves provide a wide range of resilience when a known opening is opened. These valves also allow the timing of valve opening to be adjusted during engine operation. This opening and closing can be controlled by a programmable engine control module (E 51 577958 C Μ) that controls the engine and has been used for optimal performance.

Figure 13 illustrates an embodiment of the ignition platform 64 of the cylinder head 68 or a cylinder head with a hybrid cylinder 22 of a powered cylinder 26. FIG. 14 illustrates the ignition platform 64 of the cylinder head 68 of the embodiment, which has a hybrid cylinder 22 for supplying a plurality of power cylinders 26 and 42, as in the embodiment shown in FIG. Although these drawings illustrate the two air inlet holes 1 1 8 arranged in the mixing cylinder 22, respectively, the present invention can also use any other appropriate number of openings. Similarly, only one exhaust hole 120 is shown in each of the power cylinders 26 and 42. Alternatively, a plurality of exhaust holes 1 2 0 may be provided in each of the power cylinders 26 and 42. Similarly, each of the conduits 28 shown is provided with an opening at each end of the conduit. However, a branch structure can be provided at either or both ends of a duct to provide fluid communication between the hybrid cylinder 2 2 and the power cylinder 2 6 through a plurality of openings, and the present invention is not in this respect. Limited to the examples listed above. However, in other embodiments multiple conduits 28 may be used to provide fluid communication between a hybrid cylinder 22 and a power cylinder 26. The air inlet holes 1 1 8 and 1 2 0 shown in FIG. 13 each have a diameter of 20 mm, and each component (intake, conveyance, and exhaust) has a length of approximately 40 mm. Each catheter 28 in this embodiment is approximately 140 mm in length, however, the location and size of any of these structural features can be changed to meet the needs of any particular embodiment. In particular, the size and location of these components and openings can be changed to adjust the amount of combustion products that remain in the cylinder as recirculated exhaust gas. 52 577958 Various embodiments of the present invention have been described in detail. 'A person skilled in the art will immediately be able to make various changes and modifications. These changes and modifications should be included in the spirit and scope of the present invention. Therefore, the foregoing description is merely an illustrative example of an illustrative nature, and not a limitation on the scope of the present invention. The scope of the present invention is defined only by the claims and equivalent claims attached to the scope of patent application. [Schematic description] (I) Schematic part

Reference is now made to the accompanying drawings to illustrate various embodiments of the invention. Among these explanatory drawings: FIG. 1 is a schematic perspective view of a duct according to a feature of the present invention, the duct providing fluid communication between a mixing cylinder and a power cylinder; FIG. 2 is one of another features according to the present invention A schematic perspective view of the conduits, each of which provides fluid communication between a hybrid cylinder and one of a pair of power cylinders, respectively;

3a to 3d are diagrams illustrating an engine cycle according to an embodiment of the present invention, wherein a hybrid cylinder piston moves in various fixed phase relationships with a power cylinder piston; FIGS. 4a to 4e are a Schematic representation of various steps of an engine in an engine cycle, where a hybrid cylinder piston moves in the same phase as a power cylinder piston; Figure 5 is a pressure curve chart of a hybrid cylinder and duct of an engine, where The hybrid cylinder piston moves in the same phase as a power cylinder piston; 53 577958

FIG. 6 is a pressure curve chart of a power cylinder and a duct of an engine. Among them, a hybrid cylinder piston moves in the same phase as a power cylinder piston; A schematic representation of various steps in which a hybrid cylinder piston moves in a 180 degree phase difference from the power cylinder piston;

FIG. 8 is a pressure curve diagram of a hybrid cylinder and a duct of an engine, wherein the hybrid cylinder piston moves with a phase difference of 180 degrees from a power cylinder piston; FIG. 9 is a schematic diagram of a hybrid cylinder and duct of an engine Pressure curve 'Where the hybrid cylinder piston moves 90 degrees behind the power cylinder piston; Figure 10 is a pressure curve diagram of an engine's hybrid cylinder and duct, where the engine's hybrid cylinder piston is Move ahead of the phase of the power cylinder piston at a 90 degree angle;

FIG. 11 is a partial cut-away schematic diagram of an engine according to a feature of the present invention, wherein a hybrid cylinder is in fluid communication with a power cylinder; FIG. 12 is another cut-away schematic diagram of the embodiment shown in FIG. 11; Figure 13 is a schematic view of a cylinder head, which can be used in conjunction with the embodiment shown in Figure 1; and Figure 14 is a schematic view of a cylinder head, which can be used in conjunction with the figure The embodiment shown in 2 is used. (II) Symbols for components 20 First piston 54 577958 22 Hybrid cylinder 24 Second piston 2 6 Power cylinder 2 8 Duct 3 0 Delivery valve opening 32 Delivery valve 34-Air and fuel mixture

36 Fuel injector 3 8 Intake valve 4 0 Exhaust valve 42 Second power cylinder 44 Second duct 46 Mars ignition device 4 8 Crankshaft 5 0 Connecting rod

54 Cylinder wall 5 8 Outer cylindrical wall 6 6 Spoiler 6 4 Ignition platform 6 5 Valve port 6 6 Crown 6 8 Cylinder head 80 Seal mechanism 55 8 577958 0 9 4 9 5 9 6 10 0 10 2 10 4 10 6 10 8 110 112 114 116 118 12 0 12 2 Valve spring Mars plug flame heart flame front air inlet exhaust hole gap oil pan timing belt inlet hole rocker camshaft cylinder block large end small end intake Hole exhaust cam pulley

56

Claims (1)

577958 Pick up and examine patent scope factory ^ 1 · An internal combustion engine comprising: a cylinder block having a first cylinder and a second cylinder; a first piston arranged in the first cylinder, and the first cylinder The piston is suitable for passing back and forth through a first sweep volume for substantially completing an intake stroke and a compression stroke in the first cylinder to form a uniform air and fuel mixture; A second piston configured in the second cylinder, and the second piston system is adapted to pass back and forth through a second sweep volume for substantially completing a power stroke and an exhaust in the second cylinder Stroke; a crank shaft, the crank shaft arm is installed in the cylinder block in a manner to rotate around a rotating main shaft; A first connecting rod having a first end portion and a second end portion, the first end portion is operatively coupled to the first piston, and the second end portion is also operable Ground is coupled to the crank shaft, so that the second end portion of the first connecting rod is adapted to rotate about the rotating main shaft together with the crank shaft; a second connecting rod, the second connecting rod having a first end portion With a second end portion, the first end portion is operatively coupled to the second piston, and the second end portion is operatively coupled to the crank shaft such that the second of the second connecting rod The end is adapted to rotate about the rotating main shaft together with the crank shaft; and a conduit is in fluid communication with the first sweep volume and 57 577958 Between the second sweeping volume is used to transfer substantially all the air and fuel materials from the first sweeping volume to the second sweeping volume, and the duct has a first opening which is opened in the first cylinder. A part and a second part opened in the opening of the second cylinder, the first part can be selectively closed to close the fluid communication between the first sweep volume and the duct, the second part It can be selectively closed to close the fluid communication between the second sweep volume and the catheter, and the opening of the second part is adapted to be in a different phase from the opening of the first part. 2 · An internal combustion engine comprising: a cylinder block having a first cylinder and a second cylinder; a first piston arranged in the first cylinder; and the first cylinder The piston is suitable for passing back and forth through a first sweep volume for substantially completing an intake stroke and a compression stroke in the first cylinder to form a uniform air and fuel mixture; A second piston configured in the second cylinder, and the second piston system is adapted to pass back and forth through a second sweep volume for substantially completing a power stroke and an exhaust in the second cylinder Stroke, the second sweeping volume is smaller than the first sweeping volume; a crank shaft, the crank shaft arm is installed in the cylinder block in a manner of rotating around a rotating main shaft; a first connecting rod, the The first connecting rod has a first end portion and a second end portion, the first end portion is operatively coupled to the first piston, and the second end portion is also operatively coupled to the crank shaft That makes the 58 577958 The second end portion of the first connecting rod is adapted to rotate about the rotating main shaft together with the crank shaft; a second connecting rod having a first end portion and a second end portion, the first connecting portion An end system is operatively coupled to the second piston, and the second end system is operatively coupled to the crank shaft such that the second end of the second connecting rod is adapted to be wound around the crank shaft together. Rotate around the rotating main axis; and A conduit in fluid communication between the first sweep volume and the second sweep volume for substantially all air and fuel feed from the first sweep volume to the second sweep volume Sweep volume, the conduit has a first part opened in the first cylinder and a second part opened in the second cylinder, the first part can be selectively closed to close the first part A sweeping volume is in fluid communication with the catheter, and the second portion can be selectively closed to close fluid communication between the second sweeping volume and the catheter. 3. An internal combustion engine comprising: a cylinder block having a first cylinder and a second cylinder; a first piston arranged in the first cylinder, and the first piston It is suitable for passing back and forth through a first sweeping volume for substantially completing an intake stroke and a compression stroke in the first cylinder to form a uniform air and fuel mixture; one is arranged in the first A second piston in the second cylinder, and the second piston is adapted to pass back and forth through a second sweep volume for substantially completing a power stroke and an exhaust stroke in the 59 577958 second cylinder; A crank shaft, the crank shaft arm is installed in the cylinder block so as to rotate around a rotating main shaft; a first connecting rod, the first connecting rod has a first end portion and a second end portion, The first end portion is operatively coupled to the first piston, and the second end portion is also operatively coupled to the crank shaft, so that the second end portion of the first connecting rod is adapted to be connected with the crank The shaft rotates around the rotating main shaft together; A second connecting rod having a first end portion and a second end portion, the first end portion is operatively coupled to the second piston, and the second end portion is operable Ground is coupled to the crank shaft, so that the second end portion of the second connecting rod is adapted to rotate around the rotating main shaft together with the crank shaft; A conduit in fluid communication between the first sweep volume and the second sweep volume for substantially all air and fuel feed from the first sweep volume to the second sweep volume Sweep volume, the conduit has a first part opened in the first cylinder and a second part opened in the second cylinder, the first part can be selectively closed to close the first part A sweeping volume is in fluid communication with the conduit, the second portion can be selectively closed to close fluid communication between the second sweeping volume and the conduit; and a discharge passage, the discharge passage and the second The sweeping volume can be in fluid communication, and the discharge passage can be selectively closed. The discharge passage is suitable for keeping open for a period of time during the second part opening. 60 f77958 4 · The internal combustion engine according to any one of claims 1 to 3 in the scope of patent application, wherein the duct is an accumulator for the intake stroke, compression stroke, and power stroke for turning at least one crank shaft And storage of air and fuel under pressure during the exhaust stroke. 5 · The internal combustion engine described in item 1 or 2 of the scope of patent application, the internal combustion engine further includes: An exhaust passage is in fluid communication with the second sweep volume. The exhaust passage can be selectively closed. The exhaust passage is adapted to remain open for a period of time when the second part is opened. 6. The internal combustion engine according to item 3 of the scope of patent application, wherein the exhaust passage is adapted to maintain an open state of the crankshaft angle between 10 degrees and 15 degrees when the second portion is opened. 7 · The internal combustion engine according to any one of claims 1 to 3 of the patent application scope, the internal combustion engine further comprising: a fuel injector, the fuel injector is adapted to deliver a volume of fuel to the first One cylinder. 8. The internal combustion engine according to any one of claims 1 to 3, wherein the temperature of the air fuel promotes the evaporation of the fuel and improves the volumetric efficiency. 9 · The internal combustion engine according to any one of claims 1 to 3 in the scope of patent application, wherein, when is the first part of the duct to close the fluid communication time between the duct and the first sweep volume Is optional. 1 0 · The internal combustion engine according to any one of claims 1 to 3 in the scope of patent application, wherein when the second part of the duct is to close the fluid between the 61 577958 duct and the second sweep volume Connectivity time is optional. / 1 1 · If the internal combustion engine described in any one of the first to the third scope of the patent application <, wherein the first part and the second part are ports that can be closed by the piston, Cam-actuated, pressure-actuated, or solenoid-actuated valves. 1 2 · The internal combustion engine bow as described in any one of items 1 to 3 of the scope of patent application, wherein the conduit defines a volume that is substantially the same as the first volume. 1 3 · The internal combustion engine as described in any one of items 1 to 3 of the scope of patent application, the internal combustion engine further comprises: a Mars ignition generating device, which is arranged in the second sweep volume, Used to ignite an air and fuel mixture in the second cylinder. 1 4 · An internal combustion engine including: a cylinder block having a first cylinder, a second cylinder, and a third cylinder; a first piston disposed in the first cylinder And the first piston is adapted to pass back and forth through a first sweep volume for substantially completing an intake stroke and a compression stroke in the first cylinder to form a uniform air and fuel mixture; A second piston configured in the second cylinder, and the second piston system is adapted to pass back and forth through a second sweep volume for substantially completing a power stroke and an exhaust in the second cylinder Stroke; a third piston configured in the third cylinder, and the third piston system is suitable for reciprocating through a third sweep volume for substantially completing a power stroke in the 62 577958 third cylinder With an exhaust stroke; A crank shaft, the crank shaft arm is installed in the cylinder block so as to rotate around a rotating main shaft; a first connecting rod, the first connecting rod has a first end portion and a second end portion, The first end portion is operatively coupled to the first piston, and the second end portion is also operatively coupled to the crank shaft, so that the second end portion of the first connecting rod is adapted to be connected with the crank The shaft rotates around the rotating main shaft together; A second connecting rod having a first end portion and a second end portion, the first end portion is operatively coupled to the second piston, and the second end portion is operable Ground is coupled to the crank shaft, so that the second end portion of the second connecting rod is adapted to rotate around the rotating main shaft together with the crank shaft; A third connecting rod having a first end portion and a second end portion, the first end portion is operatively coupled to the third piston, and the second end portion is operable Ground is coupled to the crank shaft, so that the second end of the third connecting rod is adapted to rotate about the rotating main shaft together with the crank shaft; a first conduit, the first conduit is in fluid communication with the first Between a sweeping volume and the second sweeping volume; a second conduit, the second conduit being in fluid communication between the first sweeping volume and the third sweeping volume; a first closable portion For closing fluid communication between the first swept volume and the first conduit; and 63 577958 A second closable portion for closing fluid communication between the first swept volume and the second conduit. 1 ·· An internal combustion engine comprising: a cylinder block; and a cylinder block having a first steam red, a second cylinder, and a third cylinder; A first piston configured in the first cylinder, and the first piston is adapted to pass back and forth through a first sweep volume for substantially completing an intake stroke and a compression stroke in the first cylinder To form a uniform air and fuel mixture; a second piston configured in the second cylinder, and the second piston system is adapted to reciprocate through a second sweep volume for A two-cylinder substantially completes a power stroke and an exhaust stroke; a third piston configured in the third cylinder, and the third piston system is adapted to reciprocate through a third sweep volume for The third cylinder substantially completes a power stroke and an exhaust stroke; A first conduit providing fluid communication between the first sweep volume and the second sweep volume; a second conduit providing the first sweep volume and the third sweep volume Fluid communication between moving volumes; a first closable part for closing fluid communication between the first sweeping volume and the first duct; a closing part for closing the first sweeping volume and the second A second closable part in fluid communication between the ducts; a third closable part for closing the flow between the first duct and the second swept volume 64 577958; and A fourth closable portion for closing fluid communication between the second conduit and the third sweep volume. 16 · The internal combustion engine described in item 15 of the scope of patent application, wherein the time when the third part of the first duct is to close the fluid communication between the first duct and the second sweep volume is optional. 17 · The internal combustion engine described in item 15 of the scope of patent application, wherein the time when the fourth part of the second duct is to close the fluid communication between the second duct and the third sweep volume is optional. 1 8 · The internal combustion engine described in item 14 or item 15 of the scope of patent application, wherein when the first part of the first duct is to be closed between the first duct and the first sweep volume The time of fluid communication is optional. 19 · The internal combustion engine described in item 14 or item 15 of the patent application scope, wherein when the second part of the second duct is to be closed between the second duct and the first sweep volume The time of fluid communication is optional. 2 0. The internal combustion engine described in item 14 or item 15 of the patent application scope, wherein any of the closable parts is from a piston closed hole, a cam-actuated valve, a pressure-actuated valve, and an electromagnetically actuated valve. Select from the group consisting of moving valves. 2 1 · The internal combustion engine as described in claim 14 or item 15 of the patent scope, wherein the first sweep volume is greater than the sum of the second sweep volume and the third sweep volume. 65 577958 2 2 As described in item 14 or item 15 of the scope of patent application, "/ gas engine", where the first sweep volume is substantially equal to the second sweep volume and the third sweep Sum of dynamic volume. 2 3 · The internal combustion engine described in item 14 or item 15 of the scope of patent application, wherein the first duct and the second duct are accumulators, and each of the livestock accumulators rotates at least one crank shaft of the intake air During the stroke, compression stroke, power stroke, and exhaust stroke, the air and fuel mixture is stored under a partial pressure. 2 4 · As described in item 14 or item 15 of the scope of the patent application. Participating in a combustion engine, the internal combustion engine further includes a fuel injector, which is suitable for conveying a volume Fuel to the first cylinder. 2 5 · The internal combustion engine as described in item 14 or item 15 of the scope of patent application, wherein the temperature of the air fuel enhances the evaporation of fuel and improves the volumetric efficiency. 2 6 · According to the internal combustion engine described in item 14 or item 15 of the scope of patent application, the off-gas engine engine Wei contains: a Mars ignition generating device, the Mars ignition generating device is arranged in the second cylinder, For igniting an air and fuel mixture in the second cylinder; and, a Mars ignition generating device configured in the third cylinder for igniting an air in the third cylinder With fuel mixture. 2 7 · An internal combustion engine having: 66 a pair of cylinders, each cylinder having a reciprocating piston, the piston is connected to a common crankshaft via a connecting rod, the size of the aforementioned connecting rod The size and position are designed to maintain a fixed phase angle. One of the cylinders is only suitable for an air and fuel intake stroke and a compression stroke 'while the other cylinder is only suitable for a power stroke and an exhaust stroke. A conduit for conveying gas from one cylinder to another after a compression stroke; and a mechanism for isolating gas in the conduit at an intermediate time between the compression stroke and the power stroke; wherein the conduit is Positioned above at least a portion of such cylinders, thereby minimizing any volume of liquid fuel flowing from one cylinder to another. 2 8 · An internal combustion engine comprising: a first cylinder for accommodating air and fuel, the air and fuel being driven in the first cylinder by a first The piston is mixed and compressed, thereby generating a compressed air and fuel mixture; a crank shaft driving the first connecting rod, the first connecting rod having an operatively connected to a circular The end of the orbiting crankshaft; a chamber, which can be in selective fluid communication with the first cylinder, the chamber is suitable for containing substantially all the compressed air and fuel material, and at the same time Any liquid fuel can be retained in the first cylinder. The 577958 chamber is more suitable for containing compressed air and fuel fuel as the first part of a compressed air and fuel mixture, and The compressed air / fuel mixture is maintained within an elevated operating pressure range; and a second cylinder is optionally fluidized with the chamber. The second cylinder is suitable for containing a second part of the compressed air and fuel mixture as a second material for the compressed air and fuel, and the second cylinder is also suitable for burning the second compressed air. And fuel fuel for driving a second piston connected to a second connecting rod, wherein the second connecting rod has an end portion which is operatively connected to the crank shaft , The second connecting rod drives the crank shaft and the end of the second connecting rod to move along a circular track. 2 9 · —A method for obtaining power from a combustible fuel, the method comprising: mixing and compressing the evaporated fuel into a mixed gas in a first chamber, and compressing the mixed fuel in the first chamber; The mixed gas is separated from the liquid residue in the first chamber; after this, I® isolates the mixed gas in a duct; after that, the mixed gas without any obvious liquid is delivered to A second chamber; then, the mixed gas is ignited; and a piston is driven to transmit power. 3 0 · —A method for operating an internal combustion engine, the method comprising: supplying air and fuel to a first cylinder; 68 577958 mixing the fuel and air in the first cylinder; driving the first cylinder with a connecting rod An inner piston, the connecting rod has an end operatively connected to a crank shaft, and the end moves along a circular track driven by the crank shaft arm; The piston compresses the air and fuel in the first cylinder to generate a compressed air and fuel mixture; transfers substantially all the compressed air and fuel mixture into a chamber, while retaining any liquid fuel in In the first cylinder, the chamber contains the compressed air and fuel mixture as a first part of a compressed air and fuel mixture, and maintains the compressed air and fuel mixture at an elevated Within the operating pressure range; a second portion of the compressed air and fuel mixture is delivered to a second cylinder as a second compressed air and fuel Fuel, while maintaining the remainder of the compressed air and fuel mixture in the accumulator within an elevated operating pressure range; the compressed air and fuel fuel that is burned in the cylinder Driving a second piston in the second cylinder, the second piston driving a second connecting rod; and driving the crank shaft with the first connecting rod, one of the ends of the second connecting rod is The mode of operation is connected to the crankshaft, and when the end drives the crankshaft arm, it follows a circular orbit. 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