WO2014171017A1

WO2014171017A1 - Internal combustion engine and drive system

Info

Publication number: WO2014171017A1
Application number: PCT/JP2013/061679
Authority: WO
Inventors: 佐藤　茂
Original assignee: 澤田福衛
Priority date: 2013-04-19
Filing date: 2013-04-19
Publication date: 2014-10-23

Abstract

[Problem] To provide an internal combustion engine suitable for a hybrid system and capable of preventing a reduction in medium/high-speed horsepower as well as torque, improving fuel consumption, and reducing the environmental load by reducing global warming, for example. [Solution] In an intake stroke a piston (14) within a cylinder (1) descends, an intake valve (20) opens, and air is drawn into the cylinder (10). This indrawn air is compressed by an external supercharger (80) and cooled by a cooling device (90), and the flow volume is adjusted by a throttle mechanism (70). In a pressurization chamber delivery stroke the piston (14) rises, a pressurization chamber delivery valve (40) opens, and pressurized air is delivered to a pressurization chamber (60). In a pressurization chamber intake stroke the piston (14) descends and a pressurization chamber intake valve (50) opens, thereby drawing the pressurized air into the cylinder (10) again from the pressurization chamber (60). Subsequently a compression stroke, a combustion stroke, and an exhaust stroke, which are identical to those in a four-cycle internal combustion engine, occur.

Description

Internal combustion engine and drive system

The present invention relates to an improvement of an internal combustion engine and a drive system suitable for an automobile engine or the like.

Two-cycle and four-cycle internal combustion engines are known as automobile engines. The two-cycle engine has one explosion per revolution of the crankshaft, and the four-cycle internal combustion engine has one explosion every two revolutions. On the other hand, a six-cycle engine in which a scavenging intake stroke and a scavenging exhaust stroke are added after the four-stroke stroke is also known, resulting in one explosion per three rotations of the crankshaft. Patent Document 1 below includes an air intake stroke and a pressurizing stroke for pressurizing air in the combustion chamber during the transition from the exhaust stroke of the four cycles to the intake stroke. A six-cycle engine is disclosed in which compressed air is supplied to other cylinders in the latter half of the intake stroke.

Japanese Patent Laid-Open No. 2-119635

By the way, against the background of the recent rise in fuel and global warming countermeasures, a hybrid engine that combines an internal combustion engine and an electric motor is attracting attention. In addition, electric vehicles, hydrogen vehicles, fuel cell vehicles, etc. have been proposed as low environmental impact methods, but there are many such as requiring a long time for charging and infrastructure for filling hydrogen. There are challenges.

The present invention focuses on the above points, and its object is to improve the fuel consumption and reduce the environmental load such as the suppression of global warming and the internal combustion engine suitable for the hybrid system and the drive. Is to provide a system. Another object is to prevent a reduction in horsepower or torque of the internal combustion engine and the drive system.

In order to achieve the above object, the present invention is an internal combustion engine that opens and closes a valve when a piston reciprocates in a cylinder, and is provided with a pressurizing chamber for temporarily retaining pressurized air. The cylinder is provided with an intake valve, a pressurized chamber delivery valve, a pressurized chamber intake valve, and an exhaust valve, and an external supercharger that compresses air that does not contain fuel to be sucked into the cylinder. A throttle mechanism for adjusting the amount of air sucked from the external supercharger is provided between the external supercharger and the intake valve, and the external supercharger and the throttle mechanism There is provided a cooler for cooling the air, and the throttle mechanism has a pipe line in which an intake side is connected to the cooler side and an exhaust side is connected to the intake valve side By in response to the accelerator operation of the vehicle to open and close the conduit, and a throttle valve for adjusting the amount of air exhausted to the intake valve side and intake from the external supercharger side,
a, an intake stroke in which, when the piston is lowered, the intake valve is opened, and compressed air containing no fuel is sucked into the cylinder;
b, a pressurized chamber delivery stroke for pressurizing air sucked into the cylinder by the intake stroke when the piston is raised, opening the pressurized chamber delivery valve, and delivering the pressurized chamber to the pressurized chamber;
c, a cylinder in which, when the piston descends, the air staying in the pressurization chamber by the pressurization chamber delivery stroke is opened, and the pressurization chamber intake valve is opened while the intake valve is closed, and the air is sent out A pressurized chamber suction process for sucking back into the cylinder and simultaneously sucking fuel into the cylinder;
d, a compression stroke for compressing a mixed gas of air and fuel sucked into the cylinder by the pressurized chamber suction stroke when the piston moves up;
e. Combustion stroke in which the mixed gas compressed by this compression stroke is burned and exploded to lower the piston.
f, an exhaust stroke in which, when the piston is raised, residual gas after combustion in the combustion stroke is exhausted from the cylinder by opening the exhaust valve;
Is repeatedly performed.

One of the main forms is that the residual gas exhausted from the cylinder by the exhaust process is used for driving the external supercharger, or the external supercharger is driven by the output of the internal combustion engine. It is characterized by doing. Another embodiment is characterized in that the diameters of the intake valve and the pressurized chamber delivery valve are set to be larger than the diameters of the exhaust valve and the pressurized chamber intake valve. Yet another embodiment is characterized in that the shape of the cam is defined so that the operations of the strokes do not overlap when the valves are opened and closed by the cam. Still another embodiment is characterized in that a multi-cylinder configuration in which a plurality of cylinders are provided and the pressurization chamber and the external supercharger are shared among the plurality of cylinders.

The drive system according to the present invention is characterized in that any one of the internal combustion engine and the electric motor is used in a hybrid system. The above and other objects, features and advantages of the present invention will become apparent from the following detailed description and the accompanying drawings.

According to the present invention, two self-pressurization cycles are applied to a four-cycle internal combustion engine, the air introduced into the cylinder is pressurized and delivered to the pressurization chamber, and then the air in the pressurization chamber is sent to the cylinder. Since the intake, compression, combustion, and exhaust are performed, the fuel consumption and the environmental load can be improved. In particular, the horsepower or torque can be improved by using an external supercharger that compresses air before introducing it into the cylinder to maintain the pressure in the pressurizing chamber more satisfactorily.

It is a perspective view which shows the principal part of the Example of this invention. It is a figure which expands and shows a part of said FIG. It is a figure which shows the mode of operation | movement in the said Example. It is a figure which shows the mode of operation | movement in the said Example. It is a figure which shows the whole operation | movement of the said Example, and an example of a cam. It is a graph which shows the relationship between the angle of a cam and the lift amount in the said Example. It is a graph which shows the relationship between the crankshaft rotation speed, engine output, etc. in the said Example. It is a figure which shows an example of the relationship of the cycle between cylinders in the case of applying the said Example to many cylinders.

Hereinafter, the best mode for carrying out the present invention will be described in detail based on examples.

FIG. 1 shows the main part of this embodiment. As shown in FIG. 4, four

valves

20, 30, 40, and 50 are provided for the cylinder 10. A pressurizing chamber 60 is provided between the valve 40 and the valve 50. An external supercharger (turbocharger) 80 is provided between the valve 20 and the valve 30. Each valve and operation are as follows.
(1) Intake valve 20: This valve opens when the compressed air in the cylinder 10 is taken in.
(2) Exhaust valve 30: This valve is opened when the gas after combustion is exhausted from the cylinder 10.
(3) Pressurized chamber delivery valve 40: A valve for delivering pressurized air in the cylinder 10 to the pressurized chamber 60.
(4) Pressurized chamber suction valve 50: A valve for sucking the pressurized air staying in the pressurized chamber 60 and returning it to the cylinder 10.

FIG. 2 (A) shows the size of the valve described above, and the intake valve 20 has a larger diameter or cross-sectional area than the exhaust valve 30 so that intake can be performed efficiently. Further, the pressurized chamber delivery valve 40 has a larger diameter or cross-sectional area than the pressurized chamber suction valve 50, and can efficiently deliver air to the pressurized chamber 60.

The air compressed by the external supercharger 80 is supplied to the intake valve 20 described above via the intake port 22. A cooling device 90 for cooling the compressed air and a throttle mechanism 70 for adjusting the flow rate are provided between the external supercharger 80 and the intake valve 20. The exhaust valve 30 is connected to the external supercharger 80 via an exhaust port 32 that exhausts residual gas after combustion. Air (atmosphere) is sucked into the external supercharger 80 through the intake port 82 and exhausted from the exhaust port 84. Various types of superchargers are known, but the external supercharger 80 in this embodiment includes a turbine and a compressor, and rotates the turbine with residual gas exhausted from the exhaust valve 30, As a result, the air taken in from the intake port 82 is compressed by the compressor.
On the other hand, the pressurized chamber delivery valve 40 is connected to the air inlet of the pressurized chamber 60 via the pressurized delivery port 42. The air outlet of the pressurization chamber 60 is connected to the pressurization chamber suction valve 50 via the pressurization suction port 52. That is, the pressurized air delivered from the pressurized chamber delivery valve 40 and introduced into the pressurized chamber 60 is sucked back into the cylinder 10 from the pressurized chamber suction valve 50.

Note that the size of the port is also set to correspond to the size of the valve described above. That is, the intake port 22 has a larger diameter or cross-sectional area than the exhaust port 32, and the pressurized delivery port 42 has a larger diameter or cross-sectional area than the pressurized intake port 52.

FIG. 2 (B) shows an example of the throttle mechanism 70 described above. As shown in the figure, a throttle valve 74 is provided at the center of the pipe line 72, and the pipe line is opened and closed by being rotatable in the direction of arrow F74 with respect to the central axis. The throttle valve 74 responds to the operation of an automobile accelerator (not shown) as is well known, and the position shown by the solid line in the figure is a so-called idling state, and the position shown by the dotted line is a full throttle state where the accelerator is stepped on. It is. A bypass 76 is provided on the side surface of the pipeline 72, and a small amount of gas flow is secured through the bypass 76 even in an idling state. The bypass 76 is provided with an idle adjustment screw 78 for adjusting the gas flow rate in the idle state.

Returning to FIG. 1,

cams

120, 130, 140, and 150 (only 120 and 150 are shown) are provided at the ends of the above-described

valves

20, 30, 40, and 50 through

rocker arms

20A, 30A, 40A, and 50A, respectively. Are in contact with each other, and the opening / closing operation described later is performed by the rotation of the cams. Various types of these valve drive mechanisms are known, and any of them may be applied. A fuel ignition plug 12 is provided at the center of the cylinder surrounded by the valve.

Further, a fuel port 71 is connected to the pressurization chamber suction valve 50 side of the pressurization suction port 52 so that fuel gas is supplied. This fuel gas is mixed with the air sent out from the pressurizing chamber 60 and supplied into the cylinder 10. The amount of fuel gas is electronically controlled according to the movement of the accelerator, and the opening and closing of the throttle valve 74 of the throttle mechanism 70 also corresponds to the movement of the accelerator. Accordingly, the amount of compressed air and the amount of fuel are controlled in accordance with the movement of the accelerator.

Note that the fuel may be introduced into the cylinder 10 from the fuel port 71 as described above, or may be directly injected into the cylinder 10 by an injection nozzle. In the case of diesel, a fuel injection nozzle is provided instead of the plug 12.

3 and 4 show the state of the main part in each process of 6 cycles in the present embodiment. 3 and 4 show four

valves

20, 30, 40, and 50 in parallel in order to facilitate understanding of the present invention. The point that the piston 14 in the cylinder 10 is joined to the crankshaft 18 via the connecting rod 16 is the same as in the known technique. Hereinafter, the operation of each process will be described sequentially.
(1) Intake stroke: As shown in FIG. 3 (A), the piston 14 in the cylinder 10 descends as shown by the arrow F3A, the intake valve 20 opens, and is compressed by the external supercharger 80. After being cooled at 90, the air whose flow rate is adjusted by the throttle mechanism 70 is taken into the cylinder 10.
(2) Pressurized chamber delivery process: As shown in FIG. 3 (B), the piston 14 in the cylinder 10 rises as shown by an arrow F3B, and the pressurized chamber delivery valve 40 opens to provide pressurized air. Is delivered to the pressurized chamber 60.
(3) Pressurization chamber suction stroke: As shown in FIG. 3C, the piston 14 in the cylinder 10 descends as shown by an arrow F3C, and the pressurization chamber suction valve 50 opens. Thereby, the pressurized air staying in the pressurizing chamber 60 is mixed with the fuel gas and sucked into the cylinder 10 again.
(4) Compression stroke: As shown in FIG. 4 (D), with all of the

valves

20, 30, 40, 50 closed, the piston 14 rises as indicated by the arrow F3D, and the mixed gas flows in the cylinder 10. Compressed.
(5) Combustion stroke: As shown in FIG. 4E, the plug 12 is ignited, and the mixed gas compressed in the cylinder 10 is burned and exploded. The piston 14 descends as indicated by an arrow F3E.
(6) Exhaust stroke: As shown in FIG. 4 (F), with the exhaust valve 30 opened, the piston 14 rises as indicated by the arrow F3F, and the residual gas in the cylinder 10 is exhausted. The residual gas is sent to the external supercharger 80 through the exhaust port 32, and is used to rotate the turbine of the external supercharger 80, and then exhausted from the exhaust port 84.

Next, when attention is paid to the movement of the

cams

120, 130, 140, 150, it is as follows. Each cam makes one rotation in the 6 cycles shown in FIGS.
(1) Cam 120: A cam for opening and closing the intake valve 20, and pushes and opens the intake valve 20 only in the intake stroke of FIG.
(2) Cam 130: A cam for opening and closing the exhaust valve 30, and pushes and opens the exhaust valve 30 only in the exhaust stroke of FIG.
(3) Cam 140: A cam for opening and closing the pressurization chamber delivery valve 40, and pushes and opens the pressurization chamber delivery valve 40 only in the pressurization chamber delivery process of FIG.
(4) Cam 150: A cam for opening and closing the pressurization chamber suction valve 50. The cam 150 pushes and opens the pressurization chamber suction valve 50 only in the pressurization chamber suction process of FIG.

Fig. 5 (A) shows the entire process. In the figure, the bottom dead center indicates the position where the piston 14 is lowered most, and the top dead center indicates the position where the piston 14 is raised most. According to the present embodiment, the six steps in FIG. 5A are sequentially repeated in the clockwise direction.

FIG. 5B shows an example of the cam 120 described above. Since the

cams

130, 140, and 150 have the same shape, the cam 120 will be described below as a representative. FIG. 2B is a view seen from the direction of the camshaft 100, and FIG. 2C is a view seen from the side of the camshaft 100. FIG. As shown in these drawings, the cam crest 122 is formed in a range of 60 degrees, thereby pushing the intake valve 20 once every six cycles. Specifically, it rises so as to draw an arc with a radius of 2 millimeters (R2), with the base point at 5 degrees inside the range of 60 degrees, and the top portion draws an arc with a radius of 4 millimeters (R4). The fall of the cam mountain 122 is symmetrical with the rise. In the case of a general 4-cycle engine, an example is shown by a dotted line in FIG.

The correspondence relationship between such a cam 120 and each of the above-described cycles is shown in an overlapping manner in FIG. That is, the time when the cam crest 122 of the cam 120 pushes the intake valve 20 is the air intake stroke. The same applies to the

other cams

130, 140, 150. As described above, the

cams

120, 130, 140, and 150 all correspond to 6 cycles in one rotation. On the other hand, as shown in FIGS. 3 and 4, the crankshaft 18 makes one rotation in two cycles, and therefore makes three rotations in six cycles. Thus, according to the present embodiment, the rotational speed of the camshaft 100 is 1/3 of the rotational speed of the crankshaft 18.

Further, since the rise of the cam crest of the

cams

120, 130, 140, and 150 is delayed and the fall is accelerated, as shown in FIG. 5 (A), several degrees before and after the top dead center and the bottom dead center. Between (in the illustrated example, 2 degrees), the valve opening and closing operations of each cycle do not overlap and overlap does not occur. For example, in the example of the cam 120 shown in FIG. 5B, as described above, the cam crest 122 rises from a position shifted from 60 degrees by 5 degrees, thereby preventing the overlap from occurring. Yes. Note that the overlap avoidance angle shown in FIG. 5 (A) and the rising base angle of the cam crest 122 shown in FIG. 5 (B) are not necessarily the same due to the difference between the static characteristics and the dynamic characteristics. .

FIG. 6 shows the relationship between the angles of the

cams

120, 130, 140, and 150 and the cam lift. The graph G6 is the case of the present embodiment, as described above, rising from 5 degrees, peaking at 30 degrees, and zero lift at 55 degrees. Graph G4 shows an example of the cam lift in the case of 4 cycles, rising from 0 degrees, peaking at 45 degrees, and lift amount being zero at 90 degrees. When the crankshaft rotation speed is the same, the rotation of the camshaft in 6 cycles is slower than in the case of 4 cycles. For this reason, the time for which the

valves

20, 30, 40 and 50 are opened in the case of 6 cycles in this embodiment approaches that in the case of 4 cycles (see arrow in FIG. 6).

FIG. 7 shows an example of the relationship between the engine output, the pressurizing pressure in the pressurizing chamber 60, and the throttle valve angle with respect to the crankshaft rotational speed (engine rotational speed). Focusing on the throttle valve angle graph GS, the angle at the idling point is zero, and the angle increases as the rated output point is reached. Focusing on the engine output graph GE, there is an output of ΔW at the idling point, and the engine output increases as the throttle valve angle increases. That is, when the throttle valve 74 is rotated and opened, the amount of compressed air sucked into the cylinder 10 increases, so that the engine output also increases.
On the other hand, as shown in the graph GC, the pressurization chamber pressure is high at the idling point, but once decreases, the throttle valve 74 is rotated. That is, in the low speed range, the amount of residual gas exhausted from the exhaust valve 30 is small, and supercharging by the external supercharger 80 is hardly performed. However, after that, when the throttle valve 74 is further rotated to increase the angle, the pressure in the pressurized chamber increases. In other words, in the medium and high speed range, the residual gas amount exhausted from the exhaust valve 30 increases as the crankshaft rotation speed increases, and the supercharging by the external supercharger 80 is performed well. If the external supercharger 80 is not provided, the chamber pressure is the highest at the idling point as shown by the dotted line GC ′ in FIG. 7 and decreases as the angle of the throttle valve 74 increases. Thus, by using the external supercharger 80 that compresses air before being introduced into the cylinder 10 together with the pressurizing chamber 60, the pressure in the pressurizing chamber in the middle / high speed range can be maintained, so A decrease in torque can be suppressed.

Next, focusing on the idling point where the throttle valve 74 is closed, the crankshaft is rotating at a rotational speed of ΔR. At this time, the engine output is ΔW. On the other hand, paying attention to the rated output point, the throttle valve 74 is fully opened, so that the engine output becomes maximum. However, since the pressurized chamber delivery valve 40 and the pressurized chamber suction valve 50 are different in size, the pressure ΔP is slightly generated.

FIG. 8 shows an example of a cycle relationship between cylinders in the case of multiple cylinders. In the figure, the horizontal axis represents time, and the vertical axis represents the amount of gas drawn or exhausted (the degree of valve opening). First, in the case of one cylinder, as shown in FIG. 5A, six cycles of intake, pressurized chamber delivery, pressurized chamber suction, compression, combustion, and exhaust are repeated. In the case of two cylinders, one cylinder performs the operation (A), and the other cylinder performs, for example, a three-cycle delayed operation shown in FIG. In the case of three cylinders, the first cylinder performs the operation (A) described above, the second cylinder performs an operation delayed by two cycles as shown in FIG. The operation with a delay of 4 cycles shown in FIG.

As described above, according to this embodiment, there are the following effects.
(1) A two-cycle self-pressurization cycle is added to a four-cycle engine, and after the intake stroke, air is sent to the pressurization chamber 60 and pressurized air is sucked from the pressurization chamber 60. Combustion is performed at the gas pressure. For this reason, although it is 6 cycles, the torque thru | or horsepower close | similar to 4 cycles are obtained. In addition, compared with four cycles, fuel consumption and exhaust gas can be reduced. In particular, by using an external supercharger 80 that compresses air before it is introduced into the cylinder 10, the pressure in the pressurizing chamber 60 in the middle / high speed range is maintained and the horsepower or torque in the middle / high speed range is improved. Can be achieved.
(2) Since the engine rotation time per cycle is 1.5 times longer than that of the 4-cycle engine, the efficiency reduction in each cycle is suppressed to 30%. Further, since the rotation of the camshaft is also 1.5 times slower than the 4-cycle internal combustion engine, the period loss ratio is also reduced. In addition, since the camshaft drive resistance is small, mechanical noise is reduced and it is effective for low noise, and the same number of cylinders and combustion order as the current four-cycle engine can be used, thus reducing the production cost. Can do. Furthermore, the wear rate of parts such as cams and shafts can be suppressed.
(3) When the engine speed is the same, the number of combustions is reduced as compared with the case of four cycles, so the amount of exhaust gas is reduced. In addition, by combining with the electric motor drive and adopting a hybrid system, it is possible to improve fuel consumption, further reduce exhaust gas, and reduce environmental burdens such as suppression of global warming.
(4) The intake valve 20 and the intake port 22, the pressurized chamber delivery valve 40 and the pressurized delivery port 42 are made larger than the exhaust valve 30 and the exhaust port 32, the pressurized chamber intake valve 50 and the pressurized intake port 52. Therefore, the intake of air and the delivery to the pressurized chamber 60 are sufficiently performed. For this reason, even if there is residual gas after combustion, the intake air will be sufficiently mixed, and this will be pressurized and burned again, improving combustion efficiency and suppressing the generation of nitrogen oxides and carbon dioxide can do.
(5) Since there is no overlap in the valve opening and closing operation by the cam, unburned gas can be sent to the pressurized chamber 60 and combustion can be performed again.
(6) Since the exhaust from the cylinder 10 is sent to the external supercharger 80 and used for the rotation of the turbine, the heat efficiency is high and the fuel consumption rate can be reduced.

In addition, this invention is not limited to the Example mentioned above, A various change can be added in the range which does not deviate from the summary of this invention. For example, the following are also included.
(1) In the above embodiment, the case of one cylinder (one cylinder) has been mainly described. Of course, a known multi-cylinder configuration does not prevent smooth rotation of the crankshaft.
(2) The pressurizing chamber 60 and the external supercharger 80 may be provided for each cylinder. However, since air is supplied to and sucked into the pressurizing chamber in two cycles, one press is provided for three cylinders. By providing the pressurizing chamber 60 and the external supercharger 80 and using them sequentially, the apparatus configuration can be simplified.
(3) It does not prevent application of known techniques such as a valve opening / closing mechanism and a piston mechanism.
(4) In the above embodiment, the exhaust from the cylinder 10 is used by the external supercharger 80, but this is also an example, and the exhaust may be directly exhausted from the exhaust port 32.
(5) The present invention is mainly suitable for a gasoline engine, but can be applied to various fuels such as diesel, LPG, and ethanol. Moreover, you may apply not only to a motor vehicle but to various uses, such as a ship and a generator.
(6) In the above embodiment, as the external supercharger 80, air is compressed using the energy of the exhaust gas, but the compressor is driven by the power extracted from the engine output shaft through a belt or the like, A supercharger (super turbocharger) that compresses air may be used. According to this method, good horsepower or torque can be obtained even on the low speed side.

According to the present invention, although the output is somewhat reduced, the fuel consumption is reduced and the environmental load is also suppressed, which is suitable for a hybrid internal combustion engine. Further, by using an external supercharger that compresses air before being introduced into the cylinder, it is possible to improve horsepower or torque.

10: cylinder 12: plug 14: piston 16: connecting rod 18: crankshaft 20:

intake valve

20A, 30A, 40A, 50A: rocker arm 22: intake port 30: exhaust valve 32: exhaust port 40: pressurized chamber delivery valve 42 : Pressurization delivery port 50: Pressurization chamber suction valve 52: Pressurization suction port 60: Pressurization chamber 70: Throttle mechanism 71: Fuel port 72: Pipe line 74: Throttle valve 76: Bypass 78: Idle adjustment screw 80 : External turbocharger 82: Intake port 84: Exhaust port 90: Cooling device 100:

Camshaft

120, 130, 140, 150: Cam 122: Cam mountain

Claims

An internal combustion engine that opens and closes a valve when a piston reciprocates in a cylinder,
A pressurized chamber is provided for temporarily retaining pressurized air;
The cylinder is provided with an intake valve, a pressurized chamber delivery valve, a pressurized chamber intake valve, and an exhaust valve,
An external supercharger for compressing air that does not contain fuel to be sucked into the cylinder;
Between the external supercharger and the intake valve, a throttle mechanism for adjusting the amount of air sucked from the external supercharger is provided,
A cooler for cooling the air is provided between the external supercharger and the throttle mechanism,
The throttle mechanism has an intake side connected to the cooler side, an exhaust side connected to the intake valve side, and opens and closes the pipeline in response to an accelerator operation of the vehicle. A throttle valve that adjusts the amount of air sucked from the external supercharger side and exhausted to the intake valve side;
An intake stroke for opening the intake valve and sucking compressed air containing no fuel into the cylinder when the piston descends;
A pressurization chamber delivery stroke for pressurizing air sucked into the cylinder by the intake stroke and opening the pressurization chamber delivery valve to deliver the piston to the pressurization chamber when the piston moves up;
When the piston descends, the air staying in the pressurization chamber by the pressurization chamber delivery stroke is opened in the cylinder that has sent out the air by opening the pressurization chamber suction valve with the intake valve closed. A suction chamber suction stroke for sucking back and simultaneously sucking fuel into the cylinder;
A compression stroke for compressing a mixed gas of air and fuel sucked into the cylinder by the pressurized chamber suction stroke when the piston moves up;
Combustion stroke that burns and explodes the gas mixture compressed by this compression stroke and lowers the piston,
An exhaust stroke in which, when the piston is raised, residual gas after combustion in the combustion stroke is exhausted from the cylinder by opening the exhaust valve;
An internal combustion engine characterized by repeating the above.
The internal combustion engine according to claim 1, wherein residual gas exhausted from the cylinder by the exhaust process is used for driving the external supercharger.
The internal combustion engine according to claim 1, wherein the external supercharger is driven by the output of the internal combustion engine.
The internal combustion engine according to claim 1, wherein the intake valve and the pressurization chamber delivery valve are set to be larger in diameter than the exhaust valve and the pressurization chamber intake valve.
2. The internal combustion engine according to claim 1, wherein the shape of the cam is defined so that the operations of the strokes do not overlap when the valves are opened and closed by the cam.
2. An internal combustion engine according to claim 1, wherein a plurality of cylinders are provided, and the pressurization chamber and the external supercharger are shared among the plurality of cylinders.
A hybrid drive system characterized by using the internal combustion engine according to any one of claims 1 to 5 and an electric motor in combination.