WO2012152051A1

WO2012152051A1 - Engine intake gas distribution device and engine using same

Info

Publication number: WO2012152051A1
Application number: PCT/CN2012/000171
Authority: WO
Inventors: 陈刚
Original assignee: Chen Gang
Priority date: 2011-05-11
Filing date: 2012-02-13
Publication date: 2012-11-15
Also published as: CN202117715U; WO2012151724A1

Abstract

An intake gas distribution device for a gas-driven engine and an engine using same, the intake gas distribution device of the gas-driven engine comprises: an intake duct (7) is in communication with a gas distribution chamber (8) via a intake control valve (5), and the gas distribution chamber (8) is in communication with an engine cylinder (27) via a exhaust control valve (10); the intake control valve (5) and the exhaust control valve (10) are driven by a valve actuating mechanism; the intake gas distribution device is provided with one or more devices selected from the following three devices: a fuel nozzle (9), a spark plug (6) or a gas distribution chamber volume adjusting piston (11), and the fuel nozzle (9), the spark plug (6) and the gas distribution chamber volume adjusting piston (11) are all disposed on the gas distribution chamber (8). The gas-driven engine with a gas distribution chamber volume adjusting piston (11) using the intake gas distribution device can achieve adjustable expansion ratio, the internal combustion engine using the intake gas distribution device can improve fuel thermal efficiency and can achieve adjustable compression ratio; and the internal combustion engine with a gas distribution chamber volume adjusting piston can also achieve adjustable expansion ratio.

Description

Engine intake air distribution device and engine thereof

Technical field

The invention relates to an intake air distribution mode of an expander and an air drive engine, and an intake air distribution mode and a combustion heating mode of the internal combustion engine. Background technique

The intake air distribution mode of the gas-driven engine and the volumetric expander is usually that the compressed gas directly enters the cylinder through the intake control valve. The change of the intake air volume of the engine or the expander is to adjust the intake pressure and adjust the opening time of the intake air. The length of the air or the change of the wide open phase angle is achieved. Its characteristics are: When the intake air amount is adjusted, the energy loss is large, or the adjustment of the intake air amount is difficult, or the mechanism for realizing the adjustment of the intake air amount is complicated, the cost is high, and the expansion ratio cannot be adjusted. The intake air distribution mode and the combustion heating mode of the internal combustion engine are generally that air enters the cylinder through the intake valve, and the intake air distribution process is completed in the cylinder, and the fuel is supplied during the intake or compression process, and is ignited and heated. Complete the combustion heating process. The compression and expansion work of the gas is carried out in the same cylinder, and the compression ratio and expansion ratio of the engine are not adjustable. A small amount of engine with adjustable compression ratio is basically not put into use due to the complexity of the mechanism, high cost, engine weight increase, poor performance of the combustion chamber or unfavorable discharge. It is only used as a mortar or display prototype. The fuel and gas injected directly into the combustion chamber or the internal combustion engine in the gas distribution chamber are not easily mixed uniformly, and the fuel nozzle is required to be high, and the shape of the combustion chamber or the gas distribution chamber is complicated. Content of the invention:

Technical problem to be solved by the present invention

1. Make the expansion ratio of the gas-driven engine simple and easy to reduce the energy of the expansion ratio adjustment ^

2. The compression ratio adjustment of the internal combustion engine is simplified, practical, and the temperature at the end of compression is controllable; the expansion ratio of the engine is adjustable, and energy recovery can be achieved; the compression ratio and expansion ratio of the engine are improved; and the efficiency of the engine fuel is improved. 3. Make the fuel and gas of some internal combustion engines easier to mix, mix more evenly, reduce the nozzle requirements for fuel, and make the shape of the combustion chamber easier. Technical solution of the invention

The method adopted by the invention is to input the compressed gas and fuel required for the single power stroke of the engine into a closed gas distribution chamber and complete the combustion heating process in the gas distribution chamber, and then input the high temperature and high pressure gas in the gas distribution chamber into the engine cylinder for expansion work. A volume adjustment piston can be arranged on the air distribution chamber. The air conditioning chamber is provided with a volume adjusting piston which can adjust the effective volume of the air distribution chamber by changing the position of the volume adjusting piston to change the volume of the compressed air of a single power stroke, thereby adjusting the expansion ratio of the engine. The compression ratio of the engine can be adjusted by changing the pressure of the compressed gas entering the distribution chamber. When used in an expander or a gas-driven engine, it is not necessary to input fuel into the air distribution chamber, and it is not necessary to complete the combustion heating process in the gas distribution chamber, but directly input the gas in the gas distribution chamber into the engine cylinder to perform work. It is also possible to provide a volume adjustment piston on the gas distribution chamber to adjust the expansion ratio of the engine or to change the compression ratio of the expander or the gas drive engine by changing the supply pressure of the compressed gas. The present invention includes an intake air distribution device of the following engine and an engine composed of the intake air distribution device of the present invention. Since the expander is a special-purpose engine in the gas-driven engine, the air-drive engine in the patent specification and the present specification includes an expander. The gas-driven internal combustion engine is also one of the gas-driven engines. 1. Technical solution for the intake air distribution device of the engine:

(see Attachment)

Solution 1. An intake air distribution device for a gas drive engine includes: an intake pipe 7, an intake control valve 5, a distribution chamber 8, a bleed control valve 10, and a valve drive mechanism. Scheme 2. An intake air distribution device for a gas-driven internal combustion engine, characterized in that: in the gas distribution device 8 of the intake air distribution device of the engine described in the first embodiment, or on the intake pipe, a fuel nozzle solution is provided. The intake air distribution device of the gas-driven internal combustion engine is characterized in that: the spark plug 6 is disposed on the air distribution chamber 8 of the intake air distribution device according to the second aspect. Scheme 4. An intake air distribution device for an internal combustion type or a non-internal combustion engine with an adjustable air-drive expansion ratio, comprising: a gas distribution chamber volume adjustment piston 11, a volume adjustment piston adjustment device, and a scheme 1 or scheme 2 or The intake air distribution device of the third embodiment; the air distribution chamber volume adjustment piston 11 is disposed on the air distribution chamber 8 of the intake air distribution device according to the first or second aspect or the third embodiment, and the position of the volume adjustment piston 11 It is regulated by an adjustment device of the volume adjustment piston. The structure of the air intake device of the gas-driven internal combustion type or non-internal combustion engine of the above several schemes is:

The intake duct 7 communicates with the air distribution chamber 8 through the intake control valve 5, and the air distribution chamber 8 communicates with the engine cylinder 27 through the bleed control valve 10. The intake control valve 5 and the bleed control valve 10 are driven by a valve drive mechanism. The intake air distribution device is provided with one or several devices of a fuel nozzle 9, a spark plug 6 and a gas distribution chamber volume adjusting piston 11, and the spark plug 6 and the gas distribution chamber volume adjusting piston 11 are disposed in the gas distribution chamber. At 8th, the fuel nozzle 9 may be disposed on the gas distribution chamber 8, or may be disposed on the intake pipe 7. The fuel nozzle 9 is disposed on the intake duct 7 only for the spark-ignition engine having the spark plug 6. The working mode of the gas distribution device of the gas-driven engine composed of the above-mentioned several kinds of intake air distribution devices is as follows: (As shown in Fig. 1, Fig. 2, Fig. 3, Fig. 4, Fig. 5, Fig. 6, wherein Fig. 3 The fuel nozzle 9 and the spark plug 6 in FIGS. 4 and 5 are not suitable for a non-internal combustion type air-drive engine, that is, it is not necessary to provide the fuel nozzle 9 and the spark plug 6 on the non-internal combustion type air-drive engine.

During the exhaust stroke of the gas-driven engine, the exhaust valve 13 is opened, the deflation control valve 10 is in a closed state, the valve drive mechanism controls the intake control valve 5 to open, and the compressed gas enters the gas distribution chamber 8 through the intake control valve 5, After the gas chamber 8 is filled with compressed gas, the valve drive mechanism controls the intake control valve 5 to close. After the engine exhaust valve 13 is closed, the exhaust stroke ends and the engine enters the residual gas compression process until the valve drive mechanism opens the deflation control valve 10, and the engine power stroke begins, at which time the engine cylinder 27 volume is near the minimum. After the deflation control valve 10 is opened, the compressed gas enters the cylinder 27 and expands in the cylinder 27 to perform work until the exhaust valve 13 is opened, and the power stroke ends. The valve drive mechanism controls the deflation control valve 10 to close before the end of the engine power stroke or after the end of the power stroke. At the beginning of the exhaust stroke, the engine cylinder 27 volume is near maximum. After the exhaust stroke begins, the valve drive mechanism controls the intake control valve 5 to open, and the air distribution chamber begins a new round of inflation work. The plenum chamber volume adjustment mechanism of the expansion ratio adjustable engine includes a plenum chamber volume adjustment piston 11 and a volume adjustment piston adjustment device. The valve chamber volume adjustment mechanism adjusts the effective volume of the gas distribution chamber 8 according to the load requirement during the operation of the engine, and achieves the purpose of adjusting the expansion ratio of the engine, and can also adjust the power of the engine by changing the effective volume of the gas distribution chamber 8. And regulate the amount of compressed air intake into the engine. Fuel nozzle 9 and spark plug 6 in Figures 3, 4 and 5 Not suitable for non-internal combustion gas drive engines, ie no fuel nozzles are required on non-internal combustion gas drive engines

9 and spark plugs 6. The working mode of the gas-discharge internal combustion engine gas distribution device composed of the above-mentioned several kinds of intake air distribution devices is as follows: (As shown in Fig. 1, Fig. 2, Fig. 3, Fig. 4, Fig. 5, Fig. 6, wherein Fig. 1 When the gas-driven engine shown in Figure 2 is used as a gas-driven internal combustion engine, a fuel nozzle 9 should be provided. When used as a ignited gas-driven internal combustion engine, a spark plug 6 should be added.

During the exhaust stroke of the engine, the exhaust valve 13 is opened, the deflation control valve 10 is in a closed state, the valve drive mechanism controls the intake control to open the wide door 5, and the compressed gas enters the gas distribution chamber 8 through the intake control valve 5, After the gas chamber 8 is filled with compressed gas, the valve drive mechanism controls the intake control valve 5 to close. For the intake air distribution device in which the fuel nozzle is provided on the intake duct 7, the fuel enters the air distribution chamber through the intake control valve 5 together with the compressed air. For the intake air distribution device in which the fuel nozzle is provided on the plenum chamber 8, the fuel nozzle 9 completes the fuel injection before the deflation control valve 10 is opened and closed. The ignition engine completes the ignition procedure through the spark plug 6 , and the self-igniting engine completes the ignition by the fuel auto-ignition method, and completes the combustion heating process of the compressed gas and the fuel in the gas distribution chamber 8. For the intake air distribution device of the fuel nozzle 9 provided on the air distribution chamber 8, the fuel nozzle 9 can complete the fuel injection at any time before the deflation control valve 10 is opened according to the fuel characteristic demand or design requirement (for example, a self-igniting engine) Then, the fuel injection should be completed before the deflation control valve 10 is opened after the intake control valve 5 is closed; the fuel injection can be completed even after the deflation control valve 5 is closed after the intake control valve 5 is opened. It can be done at a lower injection pressure. The injection fuel timing of the self-igniting engine and the ignition timing of the spark plug 6 of the ignition engine should be completed after the helium control valve 5 is closed, before the deflation control wide door 10 is opened, and the fuel is in the gas distribution before the deflation control valve 10 is opened. There is sufficient burning time in chamber 8. For the intake valve arrangement of the fuel nozzle 9 provided on the intake duct 7, the fuel injection start time should be before and after the intake control valve is opened, and the fuel injection crust time should be before the intake control valve 5 is closed.

The exhaust valve closes toward the rear exhaust stroke and the engine enters the residual gas compression process until the valve drive mechanism opens the deflation control valve 10, and the engine power stroke begins, at which time the engine cylinder 27 volume is near the minimum. After the deflation control valve 10 is opened, the high-temperature compressed gas in the plenum chamber 8 enters the engine cylinder 27 and expands work in the cylinder 27 until the exhaust valve 13 is opened, the power stroke ends, and the exhaust stroke begins. The valve drive mechanism can control the deflation control valve 10 to close before or after the end of the engine power stroke. At the beginning of the exhaust stroke, the engine cylinder volume 27 is near maximum. Exhaust stroke After the start, the valve control mechanism controls the intake valve 5 to open, and a new round of inflation, fuel supply, and combustion heating processes are started in the valve chamber 8.

The plenum chamber volume adjustment mechanism of the expansion ratio adjustable internal combustion engine is composed of a plenum chamber volume adjusting piston 11 and a volume adjusting piston adjusting device. The valve chamber volume adjustment mechanism adjusts the effective volume of the gas distribution chamber 8 according to the load requirement during the operation of the engine, thereby adjusting the expansion ratio of the engine. The fuel is supplied from the engine nozzle (e.g., ECU) through the fuel nozzle 9 in accordance with the pressure of the compressed gas, the effective volume of the gas distribution chamber 8, and the gas temperature at the optimum air-fuel ratio. The engine speed or power can be achieved by adjusting the engine's expansion ratio to indirectly adjust the intake air amount and fuel supply amount.

The speed or power of the internal combustion engine of the air distribution chamber 8 without the volume adjustment piston 11 can be achieved by adjusting the intake pressure to change the compression ratio of the engine in combination with adjusting the fuel supply amount or directly adjusting the fuel supply amount.

A gas-driven internal combustion engine can be used as a gas-driven engine or expander without supplying fuel. A gas-driven internal combustion or non-internal combustion engine can adjust the compression ratio of the engine by changing the intake pressure of the compressed air. In addition, the combustion heating process in the gas distribution phase diagram shown in Fig. 6 is only applicable to the gas-driven internal combustion engine. For the non-internal combustion type air-drive engine, the process is only in the closed state of the gas distribution chamber, and no combustion heating is performed. The gas supply phase diagram of the gas-driven engine is shown in Figure 6. The opening and closing requirements of the gas distribution phase are as follows: n - Exhaust valve 13 early opening angle. The exhaust valve 13 is normally opened before the cylinder volume reaches the maximum position.

Θ - Intake control valve 5 opening angle. The intake control valve 5 should be opened after the bleed control valve 10 is closed.

δ - Intake control valve 5 Close the advance angle. The intake control valve 5 is normally closed before the cylinder 27 volume reaches a minimum. For internal combustion engines, ensure that the engine is at the design maximum speed. The intake control valve 5 is closed to the deflation control valve. The opening period of the gas is sufficient for the gas and fuel in the gas distribution chamber.

~^ ^ Heating process: ―

λ - deflation control valve 10 closes the angle. The deflation control valve 10 is closed to close the deflation control valve 10 before or after the exhaust valve 13 is opened before or after the cylinder 27 reaches the maximum position. α - The exhaust valve 13 is closed early. The exhaust valve 13 is normally closed at a certain angle before the volume of the cylinder 27 reaches the minimum position, so that the residual gas in the cylinder 27 is pressurized before reaching the minimum position, so that the residual gas is opened at the deflation valve. The appropriate pressure is generated in the clearance of the cylinder 27 before.

β - deflation control valve 10 opening angle. The bleed control valve opening angle is usually located near the smallest cylinder volume. Valve drive mechanism:

Valve drive mechanisms include the following categories:

a) Mechanical wide door drive mechanism, including: a cam that is coaxial with the engine main shaft and a valve drive mechanism composed of a tappet, a rocker arm, etc.; a camshaft and a rocker arm that are linked to the engine main shaft through gears, belts, chains, etc. a valve drive mechanism; for example: an overhead camshaft or a side camshaft drive method commonly used in engines;

b) electro-magnetic valve drive mechanism;

c) electronically controlled pneumatic valve drive mechanism;

d) an electronically controlled hydraulic slamming door drive mechanism;

e) Other combined valve drive mechanisms. Adjustment device for volume adjustment piston

The structure and function of the adjustment device of the volume adjustment piston are as follows:

A. The composition and operation mode of the volume adjustment piston adjustment device:

The volume adjustment piston adjustment device can be divided into a closed loop control type adjustment device with a feedback device and a direct adjustment device. The direct adjustment device can adopt the manual screw drive type, the electro-magnetic actuating type, the electric control liquid action type, the electronically controlled gas action type, etc., which can directly drive the volume control piston displacement control or transmission mode. The closed-loop control type adjustment device with feedback device includes feedback device for feedback volume adjustment piston position parameter or/and engine speed parameter, control parameter input device, parameter comparator, volume adjustment piston displacement actuator. The utility model is characterized in that: the control parameter input device inputs the control parameter to the parameter comparator and the volume adjustment piston position parameter of the feedback device input to the parameter comparator or / and the engine speed parameter is compared and the volume adjustment piston displacement actuator is controlled, thereby forming Closed loop control, the position of the volume adjustment piston or the engine speed parameter is consistent with the input device given parameters. a) Feedback device: The feedback device that feeds back the volume adjustment piston position parameter or the engine speed parameter is to feed back the position of the volume adjustment piston or the engine speed to the parameter comparator. The volume adjustment piston position parameter feedback device can use a spring to feedback the displacement of the volume adjustment piston in a force manner; a displacement sensor or the like can also be used. The feedback device of the engine speed parameter may be a centrifugal force type; a speed measuring sensor or the like may also be used. b) Control parameter input device:

The function of the control parameter input device is to input a control amount to the parameter comparator through the foot pedal or the control handle to control the engine to maintain a certain speed or torque. The control parameter input device functions the same as the accelerator pedal of the engine on the vehicle or the throttle control handle on the diesel engine. Its main function is to input the desired control amount to the parameter comparator. c) Parameter comparator:

The parameter comparator is to process and compare the signal input from the control parameter input device with the input signal of the feedback device of the feedback volume adjusted by the piston position parameter or / and the engine speed parameter and output the control signal to the volume adjustment piston displacement actuator. d) Volume adjustment piston displacement actuator:

The function of the volume adjustment piston displacement actuator is to receive the control signal of the parameter comparator and control the displacement of the volume adjustment piston to change the effective volume of the valve chamber. The volume adjustment piston displacement actuator may be an electric control-electromagnetic actuator, an electronically controlled-hydraulic actuator, a mechanical actuator or the like that can drive the displacement of the volume adjustment piston.

'.A mechanical air distribution chamber volume adjustment piston adjustment device

(as shown in Figure 7)

A mechanical regulating chamber volume adjusting piston adjusting device comprises: a rack 26 disposed on the volume adjusting piston, a left row pawl 22 allowing the volume to adjust the left row of the piston, allowing the volume to adjust the right row of the right row of spines Claw 25, pawl lever 18, volume adjustment piston drive spring 16, control parameter input device, volume adjustment piston position parameter or engine speed parameter feedback device.

It is characterized in that the rack 26 is disposed on the volume adjusting piston 11, the left row pawl 22 and the right row pawl 25 directly mesh with the rack or the left row pawl 22 and the right row pawl 25 engage the ratchet and pass through the ratchet The gear is arranged to mesh with the rack 26 to control the two-way movement of the adjusting piston 11, and the pawl lever 18 is controlled by comparing the input parameters of the control input device and the feedback device to make the left row pawl 22 or the right row pawl 25 to the rack The action is in a failure or reset state. When the pawl fails, the volume adjustment piston 11 moves to the left or right by the force of the air distribution chamber 8 and the combined force of the volume adjustment piston drive spring 16 to change the input and output parameters of the feedback device. Until the failure pawl is reset. Pawl reset means that a single pawl returns to normal one-way control, allowing the component to move in one direction only in the direction of motion allowed by a single pawl. Pawl failure means that a single pawl does not work and does not limit component movement. 2. The engine technical solution of the above engine intake air distribution device A. - The gas-driven internal combustion type or the non-internal combustion type engine, the exhaust gas distribution device and any one of the above-mentioned several solutions The intake air distribution device of the engine replaces the intake and exhaust gas distribution device of the existing gas drive engine or the engine of the existing piston internal combustion engine or the intake and exhaust gas distribution device of the rotary internal combustion engine and the combustion heating device.

The structure of the exhaust gas distribution device of the gas-fired or non-internal combustion engine and the exhaust gas distribution device of the existing gas-driven engine or the exhaust gas distribution of the existing four-stroke piston internal combustion engine or the rotor internal combustion engine The structure of the device is the same, mainly composed of an exhaust valve, a valve drive mechanism and an exhaust pipe. The gas distribution phase of the gas distribution device of the gas-driven internal combustion type or non-internal combustion engine is as shown in Fig. 6. The exhaust valve is open for a long time in each stroke of the cylinder volume from large to small.

The existing combustion type of the piston type internal combustion engine or the rotor type internal combustion engine refers to a fuel nozzle provided on the engine head, a spark plug, and a reserved combustion chamber and the like which are advantageous for combustion heating. Scheme B. Manufacture a multi-fuel engine, including the compressor and the gas-driven internal combustion engine described in the scheme A; the compressed air required for the operation of the gas-driven internal combustion engine is provided by the compressor, and the compressor may be a gas The compressor that drives the internal combustion engine coaxially or interlocked may also be a compressor driven by another internal combustion engine or an electric motor. The compressor can be a single-stage or multi-stage compressor. The multi-stage compression stage can increase the cooling device to reduce the energy loss during compression, and control the interstage cooling temperature to control the compression end temperature. The compressed compressed gas can be directly cooled to control the operating temperature; the temperature at which the compressed gas is compressed can be differently fueled Adjustments are required to facilitate ignition and combustion heating of the internal combustion engine. Scheme C. An internal combustion engine that improves fuel efficiency, including a gas cylinder and a gas-driven engine as described in Scheme A. The compressed gas required for operation of the gas-driven engine is provided by a gas cylinder, and the gas cylinder is supplied to the gas-driven engine. a heat exchanger is added to the compressed gas connecting pipe of the gas, and the hot gas discharged after the expansion of the engine is exchanged with the compressed gas from the gas cylinder through the heat exchanger, so that the compressed air absorbs the heat of the gas discharged from the engine and is heated. The gas-driven engine is further supplied to improve the combustion heating performance on the one hand, and to improve the fuel efficiency on the other hand. Scheme D. An energy recovery engine comprising: a compressor, a clutch and an air drive engine according to the scheme A; characterized in that: a clutch is arranged between the compressor input shaft, the gas drive engine output shaft and the main output shaft In normal operation, the output shaft of the gas drive engine is connected to the main output shaft through the clutch; when energy is recovered, the clutch disconnects the output shaft of the air drive engine from the main output shaft, and maintains the connection between the main output shaft and the input shaft of the compressor, so that The energy of the main output shaft is input to the compressor and stored as compressed gas. Scheme E. A compression ratio adjustable engine comprising: a compressor, a multi-pole or stepless transmission, and an engine of the air-drive engine according to aspect A without a valve chamber volume adjustment mechanism; characterized by: A multi-pole or stepless transmission is provided between the output shaft and the compressor input and output, so that the compression ratio of the engine, that is, the air supply pressure of the air-driven engine can be changed by adjusting the ratio of the rotational speed of the engine output shaft to the input shaft of the compressor. Scheme F. An energy-recovery engine with a compression-compression ratio and a double-adjustable expansion ratio, including: a compressor, a clutch, a multi-pole or a continuously variable transmission, and an engine with a plenum chamber volume adjustment mechanism in the air-drive engine described in the scheme A The utility model is characterized in that: a clutch is arranged between an output shaft of an air-drive engine with an adjustable expansion ratio, an input shaft of the transmission and a main output shaft, and a transmission output shaft is connected with the input shaft of the compressor; The main output shaft is connected by a clutch; when energy is recovered, the clutch disconnects the output shaft of the air-drive engine from the main output shaft, and maintains the connection between the main output shaft and the input shaft of the transmission, so that the energy of the main output shaft is input to the compressor through the transmission. , stored as compressed air. Scheme G. An internal combustion engine with a turbocharger (as shown in Figure 8), including the air drive described in Scheme B An internal combustion engine 28 and a turbocharger 30, characterized in that the exhaust duct 12 of the gas-driven internal combustion engine 28 communicates with the drive turbine inlet 36 of the turbocharger 30, the compressor inlet 47 of the engine and the turbine The supercharged impeller compressed gas outlet 41 of the supercharging device 30 communicates with the air intake port 42 of the booster impeller and the exhaust gas exhaust port 37 of the turbocharger 30 to communicate with the outside air. In operation, the exhaust of the gas-driven internal combustion engine 28 pushes the drive turbine 38 and the booster impeller 40 coaxially or in conjunction with the turbine to rotate and compress the gas entering the booster impeller 40, and the compressed gas enters the compressor 34 to be compressed again. The internal combustion engine 28 is supplied with a gas. Expansion ratio with turbocharger The operation mode of variable internal combustion engine: When the engine is running at low speed and high expansion ratio, the displacement of the engine is low due to the small volume of the air distribution chamber, so the exhaust gas displacement is small, and the turbine and impeller rotation speed is low. The pressure effect is not obvious. At the same time, since the intake volume of the single stroke of the compressor is constant, the exhaust volume is reduced, so that the compression of the compressor is relatively large, and the total compression ratio of the engine entering the gas-driven engine is less affected by the turbocharger. When the engine is running at a high speed and low expansion ratio, the engine speed is high due to the increased volume of the air distribution chamber, so the exhaust gas displacement is large, the turbine and impeller speed are high, the supercharging efficiency is good, and the intake air is due to the single stroke of the compressor. The volume is constant, the exhaust volume is increased, and the compression ratio of the compressor is reduced. Since the turbo ratio is high at this time, the total compression ratio is equal to the product of the turbocharge ratio and the compressor boost ratio, and the total compression is performed. The compression ratio is increased more than the relative compressor. The result is: When the engine is running at a low speed and high expansion ratio, the compression ratio generated by the compressor is large, the turbocharge ratio is low, and the total expansion ratio is less affected by the turbocharger; when the engine is running at a high speed and low expansion ratio, the compression is performed. The compression ratio produced by the machine is small, the turbocharge ratio is high, and the total expansion ratio remains unchanged due to the increase of the turbocharge ratio; therefore, the total compression ratio of the engine is less affected by the expansion ratio, and the total compression ratio of the engine is different. In the case of the expansion ratio, it is possible to maintain a basic wood change within a certain range. Advantageous effects of the present invention

1. Change the expansion ratio of the engine to facilitate simplicity

Since the change of the expansion ratio of the engine can be realized by changing the effective volume of the air distribution chamber, the expansion ratio of the engine can be easily and simply adjusted, and continuous adjustment can be realized.

2. Can achieve compression ratio adjustable Since the compression and expansion of the engine's gas are carried out in different cylinders, and the compression cylinder and the expansion cylinder can be operated at different speeds, even the compression process and the expansion process can be performed in two devices that are not related to each other, thus achieving compression. Simpler and more convenient than adjustment.

3. Multi-pole compression can be used to control the end temperature of compression

Since the compression and expansion of the engine's gas can be carried out in different cylinders, multi-pole compression can be used, and the compression process can be moderately cooled. The end-of-compression temperature can be controlled according to the fuel's characteristic requirements.

4. Can greatly increase the compression ratio of the engine and improve the fuel efficiency of the engine

Since the combustion heating process of the engine is completed in the gas distribution chamber, it is a constant volume heating process, and the engine has strong anti-knocking ability; in addition, the compression temperature is controllable, and the engine is less affected or even unaffected by the fuel knocking characteristics, so Significantly increase the compression ratio and improve the fuel efficiency of the engine.

5. Energy recovery can be achieved

Since the compression and expansion of the engine are carried out in different cylinders, it can be stored in the compressor by absorbing energy. When used in a vehicle engine, the brake energy can be transmitted to the compressor input shaft to drive the compressor through the gearbox to achieve brake energy recovery.

6. The same engine can adapt to different types of fuel

Since the compression ratio and the compression end temperature can be controlled, the compression ratio and the compression end temperature of the engine can be adjusted according to the characteristics of different fuels to adapt to different types of fuel.

7. Allows the engine to operate at an optimum air-fuel ratio or near optimal air-fuel ratio over a wide power output range

Since the engine can control the fuel supply amount according to the effective volume of the gas distribution chamber, the compressed gas temperature, the compressed gas pressure and the like, the engine can adjust the engine by adjusting the effective volume of the gas distribution chamber. The power, so the engine can meet the requirements of various power conditions in a wide range with the best air-fuel ratio.

8. Can effectively use the exhaust energy of the engine

The turbocharger can use the energy of the exhaust gas of the engine to compress the air while making the engine not The compression ratio is maintained substantially the same under the same load, so that the exhaust energy of the engine can be effectively utilized while improving the efficiency of the fuel.

9. Can make fuel and compressed gas mix more evenly

The fuel nozzle is provided on the intake pipe. The internal combustion engine intake air distribution device can premix the fuel and compressed gas in the intake pipe to make the mixing more uniform, and at the same time reduce the technology of the fuel nozzle and the gas distribution chamber. Claim. DRAWINGS

1 is a schematic view of an air-drive engine composed of an intake air distribution device of an air-driven engine of the present invention. FIG. 2 is a perspective cross-sectional view of an air-drive engine composed of an intake air distribution device of an air-driven engine of the present invention. FIG. Schematic diagram of a gas-driven internal combustion engine composed of an intake air distribution device (the fuel nozzle is disposed on the gas distribution chamber 8)

Figure 4. Schematic diagram of a gas-driven internal combustion engine consisting of the intake air distribution device of the ventilator engine of the present invention B

(The fuel nozzle is disposed on the intake duct 7)

Figure 5 is a perspective cross-sectional view of a gas-driven internal combustion engine composed of a pneumatic engine air distribution device of the present invention. Figure 6. A general gas distribution phase diagram of a gas-driven engine composed of a pneumatic engine air distribution device of the present invention. Stereoscopic sectional view of an air-driven engine constituted by an intake air distribution device of a volume adjustment piston adjusting device with a feedback device

Figure 8. Schematic diagram of an engine with a turbocharger consisting of a compressor, a turbocharger, and a gas-driven internal combustion engine of the present invention.

1-Exhaust door rocker arm 2 - Deflating control valve rocker arm 3-Camshaft

4 - Intake control valve shake 5-Intake control valve 6-Spark plug

7 -—Intake pipe 8-Distribution chamber 9 - Fuel nozzle

10 - bleed control valve 11 - volume adjustment piston 12 - exhaust pipe

13-exhaust valve 14-cylinder block 15-piston

16-volume adjustment piston drive spring 17-control actuator connecting rod 18 - pawl lever

19-Pawl lever shaft 20-Pawl loading spring 21-Piston position feedback spring

22-Left row pawl 23-Pawl shaft 24-support frame 25-Right row pawl 26--Rack 27-cylinder

28-Gas-driven internal combustion engine 29- - Gas-driven internal combustion engine exhaust pipe 30-Turbocharger

31-Intermediate radiator 32- -First stage buffer cylinder 33-stage compressed air intake pipe

34-Compressor 35- - Secondary Buffer Gas Cylinder 36 - Turbine Air Inlet

37-Exhaust gas exhaust port 38- - Turbine 39-Guide vane

40 - Booster impeller 41 - - Pressurized impeller compressed air outlet 42 - Booster impeller air inlet

43-Secondary compressed gas intake pipe 44- - Compressor compressed gas outlet 45-Compressor exhaust valve

46-Compressor Intake Valve 47- - Compressor Inlet 48-Compressor Piston Figure 6 shows the engine valve phase diagram for each angle symbol

n - the early opening angle of the exhaust valve Θ - the opening angle of the intake control valve

δ - intake control valve closing advance angle λ - bleed control valve closing angle α - exhaust valve early closing angle β _ bleed control valve opening angle

Preferred solution 1: gas drive engine

As shown in Fig. 1 and Fig. 2, the engine intake duct 7 communicates with the air distribution chamber 8 through the intake control valve 5, and the air distribution chamber 8 communicates with the engine cylinder 27 through the bleed control wide door 10, and the cylinder 27 passes through the exhaust port. 13 communicates with the exhaust pipe 12, the camshaft 3 of FIG. 2 directly drives the intake control valve rocker arm 4, the bleed control valve arm 2 and the exhaust valve arm 1 to control the intake control valve 5, the bleed control valve 10 and opening and closing of the exhaust valve 13.

The gas phase diagram of the operating process of the gas-driven engine of this scheme is shown in Figure 6: During the exhaust process, the piston

15 up, the exhaust valve 13 is in the open position, the deflation control valve 10 is closed, the intake control valve 5 is opened, and the compressed gas enters the plenum 8 through the intake duct 7 until the intake control valve 5 and the exhaust valve 13 are both The exhaust stroke and the compressed air intake process are closed. After the end of the exhaust stroke, the piston 15 continues to ascend and the residual gas is compressed until the piston 15 reaches the top dead center, and the residual gas compression process ends. When the piston IS is approached to the top dead center, the deflation control valve 10 is opened to enter the expansion work process. During the work, the compressed gas enters the cylinder 27 through the bleed control valve 10, and expands in the cylinder 27, pushing the piston 15 to perform work until the exhaust valve 13 is opened, the work process is completed, and the exhaust process is entered. At this point, the gas-driven engine completes one cycle. In the present embodiment, only the gas distribution chamber 8 is in a closed state, and the combustion heating process is not performed. The cylinder 27 has the smallest volume in the piston engine and refers to the upper end of the piston 15 At the point, the cylinder 27 has the largest volume at the bottom dead center of the piston 15 in the piston engine. The expansion ratio of the engine, that is, the ratio of the maximum volume of the cylinder 27 to the effective volume of the distribution chamber 8, can be designed as needed. Preferred solution 2: expansion ratio adjustable gas drive internal combustion engine

As shown in FIG. 3, FIG. 4 and FIG. 5, the engine intake duct 7 communicates with the air distribution chamber 8 through the intake control valve 5, and the air distribution chamber 8 communicates with the engine cylinder 27 through the deflation control valve 10, and the cylinder 27 passes through the row. The valve 13 is in communication with the exhaust duct 12, and the camshaft 3 of Fig. 5 directly drives the intake control valve arm 4, the bleed control valve arm 2 and the exhaust valve arm 1 to control the intake control valve 5, deflate The control valve 10 and the exhaust valve 13 are opened and closed. The fuel nozzle 9 is disposed on the intake duct 7 or on the air distribution chamber 8; the valve chamber 8 is further provided with a spark plug 6 and a valve chamber volume adjusting piston 11.

The valve phase diagram of the operation process of this scheme is shown in Fig. 6. During the exhaust process, the piston 15 is up, the exhaust valve 13 is in the open position, the deflation control valve 10 is closed, the intake control valve 5 is opened, and the compressed air is passed. The intake duct 7 enters the air distribution chamber 8 until the intake control valve 5 and the exhaust valve 13 are closed, and the exhaust stroke and the compressed air intake process are ended. For the intake air distribution device in which the fuel nozzle is provided on the intake duct 7, the fuel enters the air distribution chamber through the intake control valve 5 together with the compressed air. For the intake air distribution device in which the fuel nozzle is disposed on the air distribution chamber 8, the fuel nozzle 9 may perform fuel injection at any time before the ignition of the spark plug 6 after the deflation control valve 10 is closed, if the fuel injection time is selected at the intake air. When the period of time before the opening of the control valve 5 (i.e., the closed state air distribution chamber shown in Fig. 6) is performed, fuel injection can be performed at a lower pressure. The spark plug 6 should be ignited before the deflation control valve 10 is opened after the intake control valve 5 is closed to prevent the high temperature compressed gas from returning to the compressed gas supply pipe. After the end of the exhaust stroke, the piston 15 continues to ascend and the residual gas is compressed until the piston 15 reaches the top dead center, and the residual gas compression process ends. When the piston 15 is near the top dead center, the deflation control valve 10 is opened to enter the expansion work process. During the work, the compressed gas after combustion and heating enters the cylinder 27 through the deflation control valve 10, and expands in the cylinder 27, pushing the piston 15 to perform work until the exhaust valve 13 is opened to enter the exhaust process. At this point, the gas-driven internal combustion engine completes one cycle. The volume adjustment piston 11 can adjust the effective volume of the engine air distribution chamber 8 according to the running demand of the engine to adjust the rotational speed or output power of the engine. The displacement of the volume adjustment piston 11 is controlled by a volume adjustment piston adjustment device. The ratio of the maximum expansion ratio of the expansion ratio variable engine, that is, the maximum volume of the cylinder 27 to the minimum effective volume of the variable valve chamber 8 may be any value between 12 and 60; the minimum expansion ratio is the maximum volume of the cylinder 27 and Variable valve chamber 8 The maximum effective volume may take any value between 6 and 15, or the maximum expansion ratio and the minimum expansion ratio may be designed to be larger or smaller than the aforementioned range.

The minimum volume of the cylinder 27 is at the top dead center of the piston 15 in the piston engine, and the cylinder 27 is at the bottom dead center of the piston 15 in the middle of the piston engine.

The fuel nozzle and spark plug are not provided or activated on the intake air distribution device in this scheme to constitute an expansion ratio adjustable air drive non-internal combustion engine, that is, an expansion ratio adjustable expander. Preferred solution 3: expansion ratio adjustable gas drive internal combustion engine with adjustment device

As shown in Fig. 7, the engine intake duct 7 communicates with the air distribution chamber 8 through the intake control wide door 5, the air distribution chamber 8 communicates with the engine cylinder 27 through the deflation control valve 10, and the cylinder 27 passes through the exhaust valve 13 and the exhaust valve The gas pipe 12 communicates, and the camshaft 3 directly drives the intake control valve arm 4, the bleed control valve rocker arm 2, and the exhaust valve arm 1 to control the intake control valve 5, the bleed control valve 10, and the exhaust valve 13 Opening and closing. The fuel nozzle 9 is disposed on the intake duct 7 or on the air distribution chamber 8; the valve chamber 8 is further provided with a spark plug 6 and a valve chamber volume adjusting piston 11; the valve chamber volume adjusting piston 11 is provided with a rack 26, The left row pawl 22 of the left side of the volume adjustment piston 11 is allowed to allow the volume adjustment piston to the right row of the right row pawl 25; the left row pawl 22 and the right row pawl 25 mesh with the rack 26, the left row pawl 22 and The right row pawl 25 is toggled by the pawl lever 18; the pawl lever 18 is jointly controlled by the feedback spring 21 and the force of the actuator linkage 17; one end of the feedback spring 21 is coupled to the rack of the volume adjustment piston On the other hand, the other end is connected to the pawl lever 18, and the force for controlling the actuator connecting rod 17 is directly applied to the pawl lever 18. The force of the volume adjustment piston drive spring 16 causes the volume adjustment piston 11 to move in a direction in which the volume of the air distribution chamber 8 is reduced. The magnitude of the force can be taken as 1/ of the maximum force of the compressed air in the air distribution chamber 8 by the volume adjustment piston 11. 2 or so. When the urging force of the actuator connecting rod 17 is smaller than the urging force of the feedback spring 21, the pawl lever 18 pushes the right row pawl 25 to disengage the right row pawl 25, and the left row pawl 22 remains engaged. In the state, the volume adjustment piston 11 can only move to the left under the combined force of the air pressure in the air distribution chamber 8 and the volume adjustment piston drive spring 16, so that the effective volume of the air distribution chamber 8 becomes small, and the force of the feedback spring 21 is also Gradually becoming smaller until the force of the actuator connecting rod 17 is balanced with the force of the feedback spring 21, the pawl lever 18 is at the neutral position, and the left row pawl 22 and the right row pawl 25 are both in meshing state, volume The position of the adjustment piston 11 is no longer moved. When the urging force of the actuator connecting rod 17 is greater than the urging force of the feedback spring 21, the pawl lever 18 pushes the left row pawl 22 to disengage the left row pawl 22, and the right row pawl 25 remains engaged. State, the force of the compressed air to the piston in the air distribution chamber 8 and the piston drive Under the action of the combined force of the urging force of the piston, the moving spring 16 can only move to the right, so that the effective volume of the plenum chamber 8 becomes larger, and the force of the feedback spring 21 is gradually increased until the actuator connecting rod 17 is controlled. The force is balanced with the force of the feedback spring 21, the pawl lever 18 is in the neutral position, and the left row pawl 22 and the right row pawl 25 are both in meshing state, and the volume adjusting piston 11 position is no longer moved. The effective volume of the plenum chamber 8 is adjusted by controlling the amount of force that the actuator connecting rod 17 acts on the pawl lever 18. The function of the control actuator is to provide the appropriate manipulation force to the handlebar 18, either directly or indirectly, by the user. A control actuator is a device that converts the controller's needs into a control signal (for example: an engine throttle control pedal or a throttle control handle, which functions to convert the fuel supply demand into a displacement magnitude or a tensile force according to the controller's requirements. The oil supply equipment supplies the engine with oil per unit time). The control actuator of this embodiment may adjust the effective volume of the air distribution chamber 8 by adjusting the magnitude of the force acting on the actuator connecting rod 17 by manually controlling the magnitude of the spring force. One of the methods is to The engine throttle control pedal is connected to one end of the magazine, and the other end of the spring is connected to the control actuator connecting rod 17; when the foot is stepped on the accelerator control pedal, the pedal displacement causes the spring to be pulled, and the actuator connecting rod 17 is controlled by the actuator. Acts on the handlebar 18. The control actuator can also be a manually operated pneumatic or hydraulic actuator and a manually operated electromagnetic actuator or the like.

In this embodiment, since the gas pressure in the gas distribution chamber 8 is low when the engine is exhausted, the compressed gas enters the gas distribution chamber 8 and the compressed gas is burned and heated in the gas distribution chamber 8 to have a high gas pressure, so that the gas is distributed. The compressed gas in the chamber 8 acts periodically on the volume regulating piston 11 at a high and low periodic state; the volume regulating piston driving spring 16 is loaded on the volume adjusting piston 11 with a spring force greater than that at the end of the expansion and during the exhausting process. The force of the gas pressure in the gas chamber 8 acting on the volume regulating piston 11 is smaller than the force of the compressed gas in the gas distribution chamber 8 in the air intake chamber 8 during the air intake process and the combustion heating process, so that the gas is distributed. The force of the compressed gas in the chamber 8 to the volume adjusting piston 11 and the resultant force of the volume adjusting piston driving spring 16 to the volume adjusting piston 11 are positively and negatively changed, thereby controlling the volume adjusting piston 11 to be free from the pawl limitation. There is sufficient force to drive the volume adjustment piston 11 to move in both directions. Preferred solution 4: Expansion ratio adjustable gas-driven internal combustion engine with turbocharger

As shown in FIG. 8 , the exhaust pipe 29 of the gas-driven internal combustion engine 28 communicates with the turbine-side intake port 36 ; the gas-driven internal combustion engine intake port 7 passes through the secondary compressed air intake pipe 43 and the secondary buffer gas cylinder 35 . The compressed air outlet 44 of the compressor 34 is in communication; the intake port 47 of the compressor 34 is connected to the primary buffer cylinder 32 through the primary compressed air intake pipe 33, and is compressed by the intermediate radiator 31 and the booster impeller. Gas outlet 41 phase Pass: The booster impeller air intake 42 and exhaust exhaust port 37 of the turbocharger 30 are open to the atmosphere; the compressor 34 and the gas flooded internal combustion engine 28 are coaxial or interlocked.

The engine running process of the solution: the air is compressed by the booster impeller 40 and then cooled by the intermediate radiator 31. The cooled compressed air is again compressed by the compressor 34 and supplied to the gas-driven internal combustion engine 28, and the compressed air is heated and expanded in the gas-driven internal combustion engine 28 to drive the turbine 38 and the supercharging coaxial with the turbine through the exhaust pipe 29. The impeller 40 rotates and compresses the air entering the booster impeller 40, and the exhaust gas discharged from the turbine 38 is exhausted to the atmosphere through the exhaust port 37.

When the gas-driven internal combustion engine is operated at low speed and low power, the volume of the gas distribution chamber 8 is reduced, the expansion ratio is increased, the pressure in the exhaust pipe 29 is low, the flow rate is small, and the rotation speed of the turbine 38 and the boosting impeller 40 is low, and the supercharged impeller 40 The pressure ratio of the air is small, so that the pressure of the compressed gas entering the compressor 34 through the primary compressed gas intake pipe 33 is low; and at the same time, since the volume of the compressed gas entering the gas distribution chamber 8 through the secondary compressed gas intake pipe 43 is reduced, That is, the exhaust volume of the compressor 34 is reduced, and the compression ratio is increased.

On the contrary, when the gas-driven internal combustion engine is operated at high speed and high power, the volume of the gas distribution chamber 8 is increased, the expansion ratio is decreased, the pressure in the exhaust pipe 29 is high, the flow rate is large, and the turbine 38 and the booster impeller 40 are rotated at a high speed. The pressure ratio of the impeller 40 to the air is large, so that the compressed air pressure entering the compressor 34 through the primary compressed air intake pipe 33 is high; and at the same time, the compressed gas entering the gas distribution chamber 8 through the secondary compressed air intake pipe 43 The volume increases, that is, the exhaust volume of the compressor 34 increases, and the compression ratio decreases;

That is, when the engine is running at low speed and low power, the compression ratio of the compressor 34 is increased, the boost ratio of the turbocharger 30 is decreased, and the intake pressure entering the compressor 34 is decreased; when the engine is running at high speed and high power, the compressor 34 is As the compression ratio decreases, the boost ratio of the turbocharger 30 increases, and the intake pressure into the compressor 34 increases. Thus, the compression ratios of the compressor 34 and the turbocharger 30 compensate each other, so that when the engine is operated at low speed, low power, and high speed and high power, the compression air compression ratio of the internal combustion engine 28 entering the air compressor is small, and can be maintained high. The compression ratio allows the engine to maintain high fuel efficiency and reduce harmful emissions at low speed, low power and high speed and high power.

Claims

Profit request

1. A novel air-drive engine intake air distribution device includes: an intake pipe (7), an intake control valve (5), a gas distribution chamber (8), a bleed control valve (10), a valve drive mechanism, The characteristic is: the intake pipe (7) communicates with the air distribution chamber (8) through the intake control valve (5), and the air distribution chamber (8) communicates with the engine cylinder (27) through the bleed control wide door (10). The opening and closing of the gas control valve (5) and the bleed control valve (10) are controlled by a valve drive mechanism.

2. The intake air distribution device of an air-drive engine according to claim 1, characterized in that: on the air distribution chamber (8) of the intake air distribution device of the engine or on the intake pipe (7) Set the fuel nozzle (9).

The intake air distribution device for an air-drive engine according to claim 2, characterized in that: a spark plug (6) is provided on the air distribution chamber (8) of the intake air distribution device.

4. The intake air distribution device of an air-drive engine according to claim 1, 2 or 3, characterized in that: a volume adjustment piston (11) is arranged on the air distribution chamber (8) of the intake air distribution device And the adjustment device of the volume adjustment piston, the displacement of the volume adjustment piston (11) is regulated by the adjustment device of the volume adjustment piston.

5. The intake air distribution device of an air-drive engine according to claim 4, wherein the adjusting device of the volume adjusting piston (11) comprises: a rack (26), a left row pawl (22), and a right line a feedback device for the pawl (25), the pawl lever (18), the spring (16), the control parameter input device, the feedback adjustment piston position parameter or/and the engine speed parameter;

The adjustment device is constructed such that the rack (26) is disposed on the volume adjustment piston (11), and the left row pawl (22) and the right row pawl (25) interact directly or indirectly with the rack (26). Adjusting the piston (11) to control the two-way movement; controlling the input of the control input device and the feedback device to control the pawl lever (18) to rotate and move the left row pawl (22) or the right row pawl (25), The interaction between the left row pawl (22) or the right row pawl (25) and the rack (26) is in a failed or reset state; when the pawl fails, the volume adjustment piston (11) is in the valve chamber (8) gas volume One-way movement to the left or right by the resultant force of the piston drive spring (16) changes the position of the volume adjustment piston (Π'). The _r- cycle also changes the input and output parameters of the feedback device until the failure pawl is reset.

6. An air-drive engine comprising an intake air distribution device for an air-drive engine according to claim 1, 2 or 3, characterized by: an exhaust gas distribution device (12, 13) and claims 1, 2 or The intake air distribution device of the engine described above replaces the intake and exhaust gas distribution device and the combustion heating device of the existing rotor internal combustion engine or piston internal combustion engine.

7. An air-drive engine comprising an intake air distribution device for an air-drive engine according to claim 4, characterized by: an intake of the engine by the exhaust gas distribution device (12, 13) and claim 4. The gas distribution device replaces the intake and exhaust gas distribution device and the combustion heating device of the existing rotor internal combustion engine or piston internal combustion engine.

8. The engine of an air-drive engine according to claim 6, comprising: a compressor, a clutch, and the air-drive engine of claim 6; wherein: at the compressor input shaft, the air drive engine output shaft and the main A clutch is arranged between the output shafts; in normal operation, the output shaft of the gas drive engine is connected to the main output shaft through the clutch; when energy is recovered, the clutch disconnects the output shaft of the gas drive engine from the main output shaft, and maintains the main output shaft and the compressor The input shaft is connected so that energy is input to the compressor through the main output shaft and stored in compressed air.

S o

9. The engine of an air-drive engine according to claim 6, comprising: a compressor, a multi-pole or stepless transmission, and the air-drive engine of claim 6, characterized by: an output shaft and compression of the air-driven engine A multi-pole or stepless transmission is arranged between the input shafts of the machine, so that the compression ratio of the engine, that is, the supply pressure of the gas-driven engine can be changed by adjusting the ratio of the rotational speed of the engine output shaft to the input shaft of the compressor.

10. The turbocharged internal combustion engine of the gas-driven engine according to claim 7, comprising a compressor (34), a turbocharger (30), and the gas-driven internal combustion engine of claim 7. The characteristic is that the exhaust pipe (12) of the gas-driven internal combustion engine (28) communicates with the driving turbine inlet (36) of the turbocharger (30), the compressor inlet (47) and the turbine The pressurized impeller compressed gas outlet (41) of the boosting device (30) communicates with the pressurized impeller air inlet (42) and the exhaust gas exhaust port (37) of the turbocharger (30).