WO2017052207A1

WO2017052207A1 - Two-stroke-cycle internal combustion engine supplying air using air compressing device outside engine

Info

Publication number: WO2017052207A1
Application number: PCT/KR2016/010552
Authority: WO
Inventors: 조주혁
Original assignee: 조주혁
Priority date: 2015-09-22
Filing date: 2016-09-22
Publication date: 2017-03-30

Abstract

The present invention relates to a two-stroke-cycle internal combustion engine. More specifically, disclosed is a new two-stroke-cycle internal combustion engine that carries out air supply and scavenging using a separate air compressing device outside the engine, instead of the air supply-scavenging structure of an existing two-stroke-cycle internal combustion engine. According to the present invention, it is possible to stably and efficiently realize stratified lean burn by more accurately and completely controlling the amount and flow of air to be supplied into the engine according to the present invention, thereby enhancing the output capability and efficiency of the engine and reducing the emission of harmful gas, such as nitrogen oxide (NO_x), carbon monoxide (CO), carbon dioxide (CO₂), blow-by gas, and the like, as well as the consumption of fuel. At the same time, by making the engine light and compact, it is possible to reduce the volume and weight of the engine and to reduce the manufacturing and operating costs of the engine.

Description

2-stroke 1 cycle internal combustion engine of the air supply method by the air compression mechanism outside the engine part

The present invention relates to a two-stroke one-cycle internal combustion engine, and more specifically, to an air supply of a conventional two-stroke one-cycle internal combustion engine, out of the stereotype of the air-scavenging structure, by a separate air compression mechanism outside the engine. The invention relates to the construction of a new concept two-stroke, one-cycle internal combustion engine that adopts the scavenging method.This method provides stable and efficient stratified lean burn by precisely and completely controlling the amount of air supplied to the engine and the flow of air. This increases the engine's output performance and efficiency, reduces fuel consumption and reduces emissions of harmful gases such as nitrogen oxides (NOx), carbon monoxide (CO), carbon dioxide (CO ₂ ) and unburned gas (HC). By miniaturization and weight reduction, the present invention relates to a technology that reduces the volume and weight of an engine and also reduces the manufacturing and operating costs of the engine.

The current challenges facing automakers are increasing the efficiency and performance of engines, such as improving gas efficiency and fuel efficiency of gasoline engines, which are currently less than 40%. To solve the problem of reducing the emission of harmful gases such as NOx, CO, CO ₂ and HC.

In order to solve these problems, the direction of technology development that most automobile manufacturers are currently attempting is an efficient engine that improves a lean burn system to reduce fuel consumption, improve engine thermal efficiency and reduce harmful emissions. In order to reduce the engine displacement and reduce the output of the engine, the reduced output is supplemented with supercharging by direct injection, a turbocharger, etc., and the engine is made smaller and lighter.

The lean combustion, which supplies fuel to the gasoline engine with excess air to burn fuel, improves the specific heat ratio and volumetric efficiency, thereby improving the engine's thermal efficiency and output performance, and reducing the fuel consumption, improving the engine's fuel efficiency, and the maximum combustion temperature. Low NOx and, at the same time, the generation of CO and HC due to complete combustion, this field is the direction of desirable technology development.

Conventional reciprocating piston type internal combustion engines have a static cycle engine in which the piston reciprocates at high speed and generates power by combustion of fuel through an intake-compression stroke of air in a limited volume cylinder. For example, this engine is a two-stroke, one-cycle internal combustion engine (hereinafter referred to as the "two-stroke engine") or four-stroke, one-cycle internal combustion engine (hereinafter referred to as the "four-stroke engine"). Air supply)-has a structural characteristic that the compression stroke must be dependent on the pressure change generated by the piston reciprocating at high speed within a limited time in a limited volume cylinder.

In order to increase the efficiency of existing gasoline engines, the technique of inducing stratified lean combustion in a cylinder is to precisely control the amount of air supplied to the cylinder and the flow of air to form a stable and efficient stratification. However, due to the structural characteristics of the existing static cycle engine as described above, there is a limit in precisely controlling the amount and flow of air supplied to the engine.

The existing four-stroke engine relies on the operation of the intake valve, the structure of the intake port, and other auxiliary devices and complicated controls in the intake stroke to induce vortices such as swirls or tumbles in the cylinder to form the stratification of the mixer. It is possible to form However, when the compression stroke proceeds immediately to the bottom dead center of the engine, the compression stroke increases the density of the air in the cylinder and thus increases the viscosity of the air, and thus, between the flowing air or the flowing air and the cylinder wall, Friction occurs between the cylinder head and the piston head.

Since the vortices formed in the intake stroke due to the friction generated in this way slow the flow rate and some of the strata formed in the intake process are broken, the ideal stratification is difficult to be realized. In particular, in the existing two-stroke engine that directly compresses the air supplied by the crank seal compression method without the intake stroke in the cylinder, it is almost impossible to form a stratification in the cylinder itself.

Recently, due to the development of a high-pressure injection type GDI engine, lean combustion is relatively easily realized by directly injecting fuel into the combustion chamber by a high-pressure fuel injector in the latter stage of the compression stroke. However, in lean burn, the combustion speed is lowered, so the output performance is lowered. Therefore, lean burn is not applied in all operating areas, but only in low load areas such as low speed and constant speed operation. Likewise, in the intake stroke, the fuel is combusted by supplying fuel at the theoretical air-fuel ratio or richer air-fuel ratio, thereby improving output performance and torque.

On the other hand, in order to generate one effective date (one combustion-expansion stroke) in one cylinder in the existing four-stroke engine, the crankshaft must make two revolutions. Cylinders required However, since existing two-stroke engines generate one effective date per crankshaft revolution with only one cylinder, one cylinder of two-stroke engines is equal to two cylinders of four-stroke engines. In theory, you can get the same output. Therefore, when replacing the four-cylinder four-stroke engines most commonly installed in automobiles with two-stroke engines, if the stroke volume of each cylinder is the same, the two-stroke engine has four-cylinder four-stroke engines with only two-cylinder engines. Theoretically, the same output can be produced, making it possible to significantly reduce the size and weight of an engine mounted in an automobile.

However, the existing two-stroke engines have a long opening time for both intake and exhaust holes, so the effective working stroke is short, and there are many new air losses, so it is difficult to increase the average effective pressure and improve the thermal efficiency of the engine. It is just released through the fuel consumption. In addition, there are many problems in lubrication of the engine, and there are defects such as the generation of harmful components due to the combustion of lubricating oil in the exhaust gas, so that the existing two-stroke engine cannot be mounted on a vehicle. It is a weak point.

The defect of the existing two-stroke engine is due to an incomplete air supply system. The air supply system of the two-stroke engine is improved by improving the air supply system of the two-stroke engine. The precise control of the amount and flow of air makes it possible to implement an ideal two-stroke engine. However, since the defect of the existing two-stroke engine is inevitably occurring due to the structural characteristics of the static cycle engine, in order to improve the defect, the air of the new structure is removed from the stereotype of the basic configuration of the existing static cycle internal combustion engine. There is a need for a shift in the idea of introducing a supply system.

[Preceding technical literature]

[Patent Documents]

(Patent Document 0001) Republic of Korea Patent Publication 2009-0111272

The present invention has been devised to replace the four administrative engines currently mounted on a vehicle with two administrative engines by resolving the deficiencies of the existing two administrative engines as described above. Crank seal intake-compression method of the air using the pressure difference generated by the movement, etc., excluding the scavenging and air supply structure for supplying air to the cylinder of the engine, and instead connected and driven in series or parallel with the crank shaft of the engine. Air compressors driven by other power, such as electrically driven electric motors or other turbochargers, or by separate air compressors external to the engine which drive these devices in a separate manner. By introducing an air supply system for supplying the combustion chamber, the amount of air supplied into the engine cylinder The goal is to implement a two-stroke, one-cycle engine that can precisely control the flow of air to achieve ideal stratified lean burns.

According to an embodiment of the present invention for achieving the above object, a two-stroke one cycle internal combustion engine includes an engine unit for generating power; A combustion unit provided with compressed air and burning of fuel; And an air compression unit generating compressed air and providing the compressed air to the combustion unit and the engine unit. As an internal combustion engine comprising:

The engine unit may include a cylinder having a predetermined internal space; A head provided at an upper end of the cylinder; A piston reciprocating between a top dead center and a bottom dead center in an up and down direction in an inner space of the cylinder; Including;

The combustion unit is disposed in the head of the cylinder, has a constant volume, the diameter of the widest cross-section portion is smaller than the inner diameter (Bore) of the cylinder and is configured in a jar shape inverted up and down with the inlet downwards, A combustion chamber formed as an interior space and a separate space; Located in the lower part of the combustion chamber and in the upper part of the cylinder and having an inner diameter smaller than the diameter of the cross section of the widest part of the combustion chamber and less than one-half the diameter of the cylinder Bore, the position of the center of the cylinder An opening that communicates with the inner space of the combustion chamber and the inner space of the cylinder and is open such that the inner space of the combustion chamber and the inner space of the cylinder form one space; An air supply port formed at one side of the combustion chamber and opened to supply compressed air into the combustion chamber; An air supply valve disposed on the air supply port to open and close the air supply port; An air supply pipe connected to the air supply port, the air supply pipe being tangential to the circumference of the combustion chamber and inclined upwardly to receive compressed air from the air compression unit; A fuel injection device provided to inject fuel into the combustion chamber; It includes.

Preferably, the engine unit, one end of the connecting rod is connected to the piston; A crank shaft provided at a lower portion of the cylinder and rotating; A crank arm having one end connected to the other end of the connecting rod and the other end connected to the crank shaft to rotate about the crank shaft, and converting the movement of the connecting rod into rotational movement; An exhaust port disposed in the head of the cylinder and configured to exhaust gas in an inner space of the cylinder; An exhaust valve disposed at the exhaust port to open and close the exhaust port; It further includes.

Preferably, the air compression unit is connected to the crank shaft of the engine unit in series or parallel to the air compressed by the reciprocating piston-type air compression device driven by the power generated in the engine unit to compress the air A directly supplied air compressor supplying the combustion chamber directly through the air supply pipe and the air supply port; And a compressed air chamber connected to the air compressor to receive and store compressed air, and to maintain a predetermined pressure. The compressed air chamber is provided through the air supply pipe and the air supply port. An indirectly supplied air compressor for supplying compressed air into the combustion chamber; At least one of the.

Preferably, the direct feed air compressor, the second cylinder having a predetermined internal space; A second piston reciprocating upward and downward in the second cylinder; A second connecting rod having one end connected to the second piston; A rotating second crankshaft provided below the second cylinder; A second crank arm, one end of which is connected to the other end of the second connecting rod and the other end of which is connected to the second crank shaft to rotate about the second crank shaft, and converts a motion of the second connecting rod into a rotational motion; An intake valve provided at an upper end of the second cylinder to supply air to an inner space of the second cylinder; And a compressed air outlet provided at an upper end of the second cylinder to discharge compressed air compressed in the second cylinder. It includes, The air supply port and the compressed air outlet of the combustion unit is connected through the air supply pipe.

Preferably, the crankshaft and the second crankshaft are connected in series or in parallel to each other to rotate together, such that the crank arm and the second crank arm rotate in the same period and the piston and the second piston are the same. Reciprocating in a cycle, wherein the second crank arm is rotated with respect to the crank arm in a direction of rotation of the second crank axis with a predetermined angle θ such that the second crank arm is rotated by the angle θ more than the crank arm. It rotates ahead and the said 2nd piston reaches top dead center earlier by the said angle (theta) than the said piston, The said angle (theta) consists of 30 degrees-60 degrees.

Preferably, the engine unit, the cam driven by the rotation of the crank shaft; Further comprising, opening and closing of the air supply valve and opening and closing of the exhaust valve, is adjusted by the cam.

Preferably, the combustion chamber is spaced apart from the center of the cylinder in a horizontal direction and disposed on one side of the head of the cylinder, the lower surface of the lower surface of the head of the cylinder around the portion where the combustion chamber is disposed And a second downward curved surface corresponding to the downward curved surface formed on the head of the cylinder with a portion corresponding to the position where the combustion chamber is disposed on the upper surface of the piston.

Preferably, the position of the combustion chamber has a position biased in a direction opposite to the position where the exhaust port is formed.

Preferably, the combustion unit further includes a spark plug for igniting fuel in the combustion chamber.

Preferably, the piston is configured to open the air supply valve of the combustion chamber and supply compressed air from the air compression unit to the combustion chamber through the air supply pipe and the air supply in the exhaust process in which the piston moves upward from the bottom dead center to the top dead center. And have a structure.

Preferably, as the compressed air supplied into the combustion chamber through the air supply port flows into the combustion chamber, the combustion gas generated in the entire stroke remaining in the combustion chamber is pushed into the cylinder chamber through the opening and then continuously supplied. Compressed air is introduced into the cylinder chamber and has a configuration and structure that contributes to the exhaust gas exhausting the remaining combustion gas generated in the entire stroke remaining in the cylinder chamber through the exhaust port.

Preferably, the exhaust valve is closed in the process of supplying compressed air into the combustion chamber from the air compression unit through the air supply port.

Preferably, it has a configuration and structure in which the fuel is injected from the fuel injector into the combustion chamber in the process of closing the exhaust valve and supplying compressed air into the combustion chamber through the air supply port.

Preferably, the fuel injection device includes a fuel supply nozzle installed in the air supply pipe, and has a configuration and structure for supplying fuel into the air supply pipe using the principle of a venturi tube.

Preferably, before the piston reaches the top dead center, the air supply valve is closed when the position of the crank arm has an angle θ with respect to the position of the crank arm when the piston reaches the top dead center. And have a structure.

Preferably, the angle θ is comprised between 30 ° and 60 °.

Preferably, the combustion unit further includes a spark plug for igniting the fuel in the combustion chamber, and at the top dead center of the piston, the mixer in the combustion chamber is ignited by the spark plug to abruptly generate combustion gas. Combustion gas, which has risen in pressure due to expansion, is ejected through the opening into the cylinder chamber and mixed with the filling air in the cylinder.

Preferably, the piston is configured to generate power by pushing the piston at its top dead center toward the bottom dead center by rotating the crankshaft by the expansion pressure of the combustion gas combusted in the combustion chamber.

The internal combustion engine according to the present invention has an air compression unit and a combustion unit in addition to the engine unit to implement separation layer lean combustion, and has the following effects.

① Since the number of cylinders can be reduced by half by replacing the four-stroke engine with two-stroke engines, the engine is significantly smaller and lighter, reducing the manufacturing cost of the engine and operating costs of the engine.

② The high-temperature and high-pressure combustion gas generated by the combustion of the fuel is rapidly expanded and mixed with the filling air forming the stratification in the cylinder. Therefore, the high-temperature combustion gas transfers the high temperature heat to the filling air to expand the filling air. As a result, the pressure generated by the expansion contributes to the effective date for pushing the piston, thereby improving the thermal efficiency of the engine.

③ The combustion gas of high temperature and high pressure generated by the combustion is mixed with the relatively low pressure packed air, and the volume increases instantaneously, the pressure of the combustion gas is lowered and the temperature of the combustion gas itself is lowered. The temperature of the combustion gas is also lowered by transferring the heat it has to the packed air. Therefore, cooling loss caused by heat transfer outside the cylinder is reduced.

④ Since knocking does not occur even when burning under high pressure by air charging, it is possible to increase the engine's thermal efficiency and output performance.

⑤ As the pressure and temperature of the combustion gas decrease, the generation of NOx generated by high pressure and high temperature due to the combustion of fuel can be reduced.

⑥ Reduces the generation of CO and HC by supplying sufficient air by charging to induce complete combustion.

⑦ Reduction of fuel consumption can reduce CO ₂ emissions.

⑧ Fuel consumption is reduced compared to the output performance by realizing lean burning in all areas from low load to high load of the engine.

As described above, the internal combustion engine according to the present invention maintains the advantages of the existing two-stroke engine while escaping the structural limitations of the existing two-stroke engine, thereby precisely controlling the amount of air supplied from the air compressor outside the engine and the flow of air. It is an engine that can improve the efficiency and output of engines by more than four strokes by realizing stable and efficient stratified lean burning during combustion. It is possible to simultaneously improve the performance of these engines, reduce the weight of engines, and realize the ideal combustion system. There are two administrative agencies.

1 is a view showing the configuration and structure of a gasoline internal combustion engine according to an embodiment of the present invention.

Figure 2a to 2g is a schematic diagram illustrating the operating principle of the gasoline internal combustion engine according to the present invention.

Fig. 3A is a cross sectional view of the combustion section when the shape of the combustion chamber is a jar, and Fig. 3B is a longitudinal sectional view of the combustion section.

Figure 4 shows the change of the working fluid according to the rotation angle of the crank arm.

Figure 5 (A) is a view illustrating the operating principle of the moment when the air supply is started in the gasoline internal combustion engine having a direct-supply air compressor according to an embodiment of the present invention, Figure 5 (B) is the pressure balance after completing the air supply It is a drawing explaining the principle of operation at a point in time.

6 is a view showing the configuration and structure of a gasoline internal combustion engine having an indirectly supplied compressed air chamber according to an embodiment of the present invention.

7 is a view showing the structure of the engine unit of the gasoline internal combustion engine according to an embodiment of the present invention.

8 is a cross-sectional view of one embodiment of a fuel supply device using a venturi tube.

Hereinafter, an embodiment of a preferred gasoline internal combustion engine of the present invention with reference to the accompanying drawings.

The gasoline internal combustion engine according to the present invention includes an engine part 100 that generates power largely, an air compression part 300 that generates compressed air, and a combustion part 200 in which fuel is burned. Here, each part may have some of the functions of another part, and does not necessarily have an exclusive relationship. That is, even in the engine unit 100, combustion of fuel may occur or compressed air may be generated.

First, the engine unit 100 includes a cylinder 110, a piston 120, a connecting rod 130, a crank arm 140, a head 160, a crank shaft 150, an exhaust port 170, and an exhaust valve ( 180).

The cylinder 110 is configured to have a space therein so that the piston 110 is located in the internal space of the cylinder 110 and reciprocates in the up and down direction. At the upper end of the cylinder 110, a head 160 for disposing a combustion unit 300, an exhaust port 170, and an exhaust valve 180 to be described later is provided.

One end of the connecting rod 130 is connected to the lower side of the piston 120, and one end of the crank arm 140 is connected to the other end of the connecting rod 130, and a crank shaft ( 150 is connected. The up and down reciprocating motion of the piston 120 in the cylinder 110 is converted into the rotational motion of the crank shaft 150 by the connecting rod 130 and the crank arm 140. Meanwhile, the crank arm 140 rotates about the crank shaft 150.

The configuration of the cylinder 110, the piston 120, the connecting rod 130, the crank arm 140, and the crankshaft 150 is shown in FIG. 1, the specific configuration and operation of which is performed in a general internal combustion engine. As it is known, it is omitted.

The head 160 of the upper end of the cylinder 110 is provided with an exhaust port 170 for exhausting the gas inside the cylinder to the outside. In addition, the exhaust port 170 is provided with an exhaust valve 180 to open and close the exhaust port 170. Since the position of the exhaust port 170 is provided at an upper position of the cylinder 110, it is preferable that the position of the exhaust port 170 is higher than the position when the piston 120 reaches the top dead center.

Two or more exhaust ports 170 may be provided, and each exhaust port 170 may be provided with a respective exhaust valve 180 to open and close each exhaust port 170.

Operation of the exhaust valve 180 may be associated with rotation of the crankshaft 150. That is, a cam driven by the rotation of the crankshaft 150 is provided, and the opening and closing of the exhaust valve 180 may be periodically performed by the cam. Specific operations of the crankshaft 150, the cam and the exhaust valve 180 are also omitted since they are known in the general internal combustion engine.

Hereinafter, the combustion unit 200 will be described.

The combustion unit 200 may include a combustion chamber 210, an air supply port 220, an air supply valve 230, an opening 250, a fuel injection device, and a spark plug 260.

The combustion chamber 210 is provided at the upper end of the cylinder 110, that is, the head 160. In addition, the position may be provided at the center of the cylinder 110 or at an appropriate position off the center as described below. The combustion chamber 210 has a spherical shape, a jar shape, an egg shape, a cylindrical shape, or the like, and has a constant volume and is composed of a space separate from the inner space of the cylinder.

The combustion chamber 210 is provided with an air supply port 220 opened to supply compressed air into the combustion chamber 210. The air supply port 220 is formed to have a diameter and shape as small as possible in cross section so that the high pressure compressed air supplied from the air compression unit 300 can be introduced into the combustion chamber 210 at high speed.

At this time, Preferably, the air supply port 220 is formed in the middle portion in the height direction of the combustion chamber 210, the direction through which the air supply 220 is tangential to the circumference of the side of the combustion chamber 210, It may be a direction inclined by a predetermined angle in the direction.

For example, preferably, as shown in (A) and (B) of FIG. 3, the combustion chamber 210 may be configured in an upside down jar shape to have an inlet facing downward. At this time, the diameter of the cross section of the widest portion of the combustion chamber 210 may be smaller than the inner diameter (Bore) of the cylinder (110). The air supply port 220 may be formed in the middle portion of the jar shape, that is, the belly portion, penetrating in a tangential direction to or adjacent to the circular cross section thereof, and may be inclined upward.

An air supply valve 230 is disposed in the air supply 220 to open and close the air supply 220. Accordingly, the air supply timing can be adjusted. Opening and closing of the air supply valve 230 may also be appropriately made by a predetermined cam driven by a rotational force supplied from the crank shaft 150 of the engine unit 100. Since the configuration and operation of the cam are well known, a description thereof will be omitted.

The air supply port 220 is connected to the air supply pipe 240. The air supply pipe 240 connects the air supply port 220 and the compressed air outlet 380 of the air compression unit 300 so that the compressed air generated in the air compression unit 300 is provided into the combustion chamber 210. do. On the other hand, the air supply pipe 240 is in the tangential direction with respect to the cross section of the combustion chamber 210, like the air supply port 220, it may be connected inclined at a predetermined angle in the upward direction. In addition, the air supply valve 230 may be mounted to the air supply pipe 240 and inserted into the air supply pipe 220.

An opening 250 is formed below the combustion chamber 210. The space inside the combustion chamber 210 is opened through the opening 250 so that the space inside the combustion chamber 210 communicates with the internal space of the cylinder. That is, the space inside the combustion chamber 210 and the inside space of the cylinder are connected to one space through the opening 250, so that air or combustion gas can freely flow therein. Preferably, the diameter of the opening 250 is smaller than the diameter of the widest portion of the combustion chamber 210, and may be less than half the diameter of the bore of the cylinder (110). In addition, the position of the opening 250 may be a position of the center of the cylinder (110).

When the air compressed from the air compression unit 300 is supplied to the combustion chamber 210 configured as described above through the air supply port 220, the air flowing into the combustion chamber 210 forms a vortex on the wall of the combustion chamber 210 while forming a vortex. If the upstream of the combustion chamber 210 is blocked at the upper part of the combustion chamber 210, it is pushed by the air which is continuously supplied to form a downward airflow in the direction of the cylinder 110, and then is supplied into the cylinder 110 through the opening 250.

In the combustion chamber 210, a spark plug 260 may be provided at a central portion of the upper layer of the combustion chamber 210 to ignite fuel. The spark plug 260 may generate a spark to ignite the fuel inside the combustion chamber 210.

A fuel injector 270 is provided at a suitable location of the combustion chamber 210. The fuel injector 270 injects fuel into the combustion chamber 210 to supply fuel to the combustion chamber 210.

On the other hand, there may be two methods for supplying fuel in the internal combustion engine according to the present invention. One method is to use a fuel injector 270 used in a conventional gasoline engine, and another method is to install a fuel supply nozzle in the air supply pipe 240 to use the air supply pipe 240 as a venturi tube. . When using the method using the venturi tube, a fuel supply device 280 as shown in FIG. 8 is provided instead of the fuel injector 270 as described above. Such a fuel supply device 280 is inserted into the middle of the air supply pipe 240 as shown in the embodiment shown in FIG. 8, and the external air pressure generated in the process of passing compressed air at high speed through the air supply pipe 240. Air passing through the air supply pipe 240 by the needle valve 282 or the like to supply fuel supplied through the fuel pipe 281 using a pressure difference in the air supply pipe and a vacuum formed near the fuel nozzle 283. It is a way to feed. These two methods are also very well known, and are shown and described in the drawings and description of the present invention as a method of using the fuel injector 270 as described above for convenience.

Hereinafter, the air compression unit 300 will be described.

In the present invention, the air compression unit 300 separately provided outside the engine unit 100 may have an embodiment in which the crankshaft of the engine unit 100 is connected or driven in series, or in addition, an electric motor. Or other turbochargers or other components, or may be configured to drive a combination of these mechanisms.

Accordingly, the air compressor 300 is a mechanism for supplying the compressed air to the combustion unit 200 which will be described later, and may have two methods, a direct supply type and an indirect supply type.

The schematic diagram of the direct-supply air compressor is as shown in Figs. 5A and 5B. The direct supply air compressor is connected to the crank shaft 150 of the engine unit 100 in series or in parallel to supply air compressed by the air compressor driven by the rotational force of the crank shaft 150 and the air supply pipe 240 and It is a method of supplying directly to the combustion chamber 210 through the 220. Among these direct feeds, one of the preferred direct feeds that may be adopted in the internal combustion engine according to the present invention is a supply method of air by the reciprocating piston type air compression unit 300 described later.

The configuration of the air compression unit 300 having the reciprocating piston type system illustrated above is similar to that of the engine unit 100. That is, the air compression unit 300 includes a second cylinder 310, a second piston 320, a second connecting rod 330, a second crank shaft 350, a second crank arm 340, and an intake port 360. ), An intake valve 370, and a compressed air outlet 380.

The second cylinder 310 is configured to have a space therein so that the second piston 320 is located in the inner space of the second cylinder 310 and reciprocates in the vertical direction.

The second piston 320 compresses air by reciprocating motion, and functions as an air compression piston for compressing air inside the second cylinder 310. Accordingly, the compressed air is supplied to the combustion chamber 210 through the air supply pipe 240 and the air supply pipe 220.

One end of the second connecting rod 330 is connected downwardly of the second piston 320, and one end of the second crank arm 340 is connected to the other end of the second connecting rod 330, and the second crank The second crank shaft 350 is connected to the other end of the arm 340. The rotational movement of the second crankshaft 350 driven together with the crankshaft 150 is inside the second cylinder 310 by the second crank arm 340 and the second connecting rod 330. Is converted into a vertical reciprocating motion of the second piston 320. Meanwhile, the second crank arm 340 rotates about the second crank shaft 350.

Configuration and operation of the second cylinder 310, the second piston 320, the second connecting rod 330, the second crank arm 340, and the second crank shaft 350 may be performed in the engine unit 100. It may be similar to the configuration and operation of the cylinder 110, the piston 120, the connecting rod 130, the crank arm 140, and the crank shaft 150. That is, the operation of the engine unit 100 of the general internal combustion engine.

In this case, the crank shaft 150 and the second crank shaft 350 may be connected to each other and rotate together. That is, the crankshaft 150 and the second crankshaft 350 rotates at the same period, so that the crank arm 140 and the second crank arm 340 also rotate in the same period, the piston 120 And the second piston 320 may also reciprocate in the same cycle. The crank shaft 150 and the second crank shaft 350 may be connected in series or in parallel, and a specific connection configuration method is not limited thereto.

In this case, the second crank arm 340 and the crank arm 140 rotate with each other at the same period, the second crank arm 340 has a predetermined angle angle θ in the rotational direction with respect to the crank arm 140. Rotate with it. That is, the second crank arm 340 rotates ahead of the crank arm 140 by the angle θ. Here, the value of the angle θ may have a range of 30 to 60 °.

Accordingly, the second piston 320 has the same period as the piston 120 and reciprocates in the vertical direction, but the second piston 320 is located at a top dead center earlier by the angle θ than the piston 120. Can be reached. That is, since the second crank arm 340 is rotated ahead of the crank arm 140 by an angle angle θ, when the crank arm 140 is at a position between the top dead center angles θ, the second crank arm 340 is in the top dead center position.

An intake port 360 for supplying air into the second cylinder 310 is provided at an upper end of the second cylinder 310, and an intake valve 370 is provided to open and close the intake port 360.

Operation of the intake valve 370 may be associated with rotation of the second crankshaft 350. That is, a cam driven by the rotation of the second crank shaft 350 is provided, and the opening and closing of the exhaust valve 180 may be periodically performed by the cam. Specific operations of the second crank shaft 350, the cam and the exhaust valve 180 are also omitted since they are known in a general internal combustion engine.

In addition, the upper portion of the second cylinder 310 is provided with a compressed air outlet 380 for supplying the compressed air in the second cylinder 310 to the outside. The position of the compressed air outlet 380 is provided at the upper position of the second cylinder 310, it is preferably above the position when the second piston 320 reaches the top dead center.

The device is simple in structure and can be easily manufactured without high technology, and its manufacturing cost is low. The air compression unit 300 having such a structure is connected to the crank shaft 150 of the engine unit 100 in series or in parallel to drive together with the rotational force generated by the crank shaft 150 of the engine unit 100 to the second The piston 320 compresses the air in the second cylinder 310 while moving upward toward the top dead center, and directly supplies the compressed air to the combustion chamber 210 through the air supply pipe 240 and the air supply pipe 220. Has a configuration. In the case of such a direct feed, easy coupling and attachment can be achieved.

The indirect feeding scheme is as shown in FIG. 6 in its schematic structure. The indirect feed type is connected to the crankshaft 150 of the engine unit 100 in series or in parallel with an air compressor 302 'driven by an electric motor or an air compressor 302' 'driven by an electric motor, or other turbocharger 302'. '') Or other air supercharger, or a compressed air chamber that is supplied with compressed air provided by an air compression device that drives two or more of these devices and has a volume several times or more than that of the combustion chamber 210 ( Compressed air is charged in the compressed air chamber (304) to maintain a constant pressure, and the air filled in the compressed air chamber (304) is supplied to the combustion chamber (210) of the engine through the air supply pipe (240) and the air supply port (220). It is a way to feed.

In the indirect supply type, the air compressor is continuously operated while the engine is running so that compressed air is continuously supplied to the compressed air chamber 304 so that the compressed air chamber 304 is always filled with compressed air at a predetermined pressure in the engine. When supplying and filling, and the pressure of the air filled in the compressed air chamber 304 becomes higher than the already set standard, the compressed air supplied to the compressed air chamber 304 is bypassed by the automatic control device through the bypass path and compressed The supply of air can be suspended or the air compressor driven by the electric motor can be temporarily stopped by the automatic control device to maintain the preset air pressure at all times.

The timing of supplying the compressed air from the air compression unit 300 to the combustion chamber 210 is to open the exhaust valve 180 near the bottom dead center of the piston 120 to burn the high pressure in the combustion chamber 210 and the cylinder 110. After discharging the gas, the pressure in the combustion chamber 210 and the cylinder 110 decreases rapidly, and when the supply of compressed air is stopped, the piston 120 transitions to a top dead center, and the piston 120 The point of time where the position of the crank arm 140 and the position of the crank arm 140 has an angle θ (the point where the piston 120 reaches the angle θ before the top dead center for convenience) is referred to as the top dead center. The reason for this is as follows.

FIG. 5A is a view of a time point at which supply of compressed air to a combustion chamber 210 is started from a direct supply air compressor 302, and FIG. 5B is an angle between the piston 120 and the top dead center. When θ is reached, that is, when the pressure balance point of the internal combustion engine according to the present invention is reached, the air supply valve 230 is closed and the supply of compressed air is stopped.

The separate air compression unit 300 outside the engine unit 100 introduced in the present invention or the air compression means constituting the same may be various, but such an air compression means has a structure, operation principle, and usage. Since it is a well-known mechanism, it does not belong to the scope of the present invention, but this mechanism is one component included in the configuration of the entire internal combustion engine according to the present invention. In the description of the present invention, for the sake of convenience, this is referred to as the “air compression unit 300”.

Hereinafter, the driving of the gasoline internal combustion engine according to the present invention will be described. Each description refers to FIGS. 2A-2G and 4. In this figure, the direct supply air compressor 302 or the indirect supply air compressor 304 is referred to as an 'air compressor 300' without being shown in a separate drawing.

First, as shown in FIG. 2A, when the exhaust valve 180 is opened at the bottom dead center of the piston 120 of the engine unit 100 or the vicinity thereof, exhaust of the combustion gas generated in the previous stroke is started. Combustion gas is discharged so that the pressure in the combustion chamber 210 and the cylinder 110 decreases rapidly.

Subsequently, as shown in FIG. 2B, when the air supply valve 230 is opened at an appropriate time while the piston 120 moves upward and the exhaust of the engine unit 100 is in progress, the combustion chamber 210 is lowered due to the exhaust of the combustion gas. ) And the air compressed at high pressure in the cylinder 110 are supplied into the combustion chamber 210 from the air compression unit 300 through the air supply unit 220. At this time, the air compressed by the high pressure in the air compression unit 300 is supplied into the combustion chamber 210 at a high flow rate and forms a vortex flowing at a high speed in the combustion chamber 210 at a relatively low pressure while the combustion chamber 210 is formed. Ascending to the upper portion is blocked by the upper portion of the combustion chamber 210 again to form a downdraft, which simultaneously pushes the combustion gas remaining in the combustion chamber 210 to the cylinder 110 through the opening (250). Subsequently, air that is continuously supplied to the combustion chamber 210 again flows into the cylinder 110 through the opening 250, thereby contributing to scavenging the combustion gas remaining in the cylinder 110 to the exhaust port 170.

As shown in FIG. 2C, the exhaust valve 180 is closed at the time point at which exhaust gas of the combustion gas remaining in the combustion chamber 210 and the cylinder 110 is completed. At this time, since the remaining combustion gas is discharged through the exhaust port 170 in the cylinder 110, and the pressure thereof is greatly reduced, as shown in FIG. 2D, the air supply unit 220 is removed from the air compressor 300 after the exhaust valve is closed. Air supplied to the combustion chamber 210 is introduced into the cylinder 110 through the opening 250 and continuously filled in the cylinder 110.

On the other hand, from the moment the exhaust valve 180 is closed, the piston 120 continues to move toward the top dead center, and the compression stroke compresses the air flowing in through the opening 250 from the combustion chamber 210 in the cylinder 110. Although it proceeds, since the pressure of the air compressed in the second cylinder 310 of the air compression unit 300 is much higher than the pressure of the air in the cylinder 110 and the combustion chamber 210, the air supply from the compression unit 300 Air supplied through the 220 is continuously filled in the cylinder 110. Therefore, in the cylinder 110, the filling stroke of the air and the compression stroke for compressing the filled air proceed in parallel from the moment when the exhaust valve 180 is closed. At this time, the air compressed in the cylinder is referred to as 'filling air' in the present invention.

Subsequently, as shown in FIG. 2E, the air supply valve 230 of the engine unit 100 is closed by closing the air supply valve 230 at the moment when the piston 120 and the crank arm 140 reach an angle θ before the top dead center. Here, as soon as the piston 120 reaches the angle θ before the top dead center, the second piston 320 of the direct supply air compression unit 300 is located at the top dead center as described above. At this point, the pressure of the air in the combustion chamber 210 according to the present invention is theoretically the same as the pressure of the packed air in the cylinder 110, and in the present invention, this point is referred to as the 'pressure balance point'.

When the air supply valve 230 is closed at the pressure balance point, the air filled in the cylinder 110 at this pressure balance point is air supplied from the moment of opening the air supply valve 230 to the middle of the air supply process, and the air supply thereafter. Air supplied into the combustion chamber 210 until the moment of closing the valve 230 forms a vortex flowing at a high speed in the combustion chamber 210. In particular, the structure of the combustion chamber 210 having a jar shape and the arrangement of the air supply 220 may further contribute to the formation of such vortices. In addition, since the compressed air is filled in the cylinder 110 of the engine unit 100, the air in the combustion chamber 210 and the air in the cylinder 110 form separate layers. This is called a "separable layer" in the present invention.

On the other hand, as shown in FIG. 2D, when the engine unit 100 injects fuel into the combustion chamber 210 by the fuel injector 270 at the time when the engine equilibrium point reaches the pressure balance point or just before, the injected fuel is the combustion chamber 210. The mixture is vaporized, evenly mixing with the vortex of air flowing at high speed in the cavity.

Since the timing of injecting fuel by the fuel injector 270 is a suitable time after the mid-supply of air depending on the load of the internal combustion engine, the mixer which is injected and formed by the vortex flowing at high speed in the combustion chamber 210 is composed of the combustion chamber 210 To form a vortex that flows at high speed within

As shown in FIG. 2E, from the pressure balance point, the piston 120 of the engine unit 100 reaches the top dead center by continuing the compression stroke while the crank arm 140 further rotates the rotation angle θ at the pressure balance point. .

The piston 120 of the engine unit 100 continuously moving toward the top dead center at the pressure equilibrium point further compresses the air in the cylinder 110, so that the pressure in the cylinder 110 becomes higher and thus the compressed air in the cylinder 110. Since some are pushed into the combustion chamber 210 through the opening 250, the fuel-air mixer does not enter the cylinder 110 and forms a vortex that flows at high speed until the crank arm 140 reaches top dead center. In one state it is trapped in the combustion chamber (210).

That is, since the crank arm 140 of the engine unit 100 after the pressure balance point reaches a top dead center by further rotating by the rotation angle θ, the top dead center of the engine further by the rotation angle θ of the crank arm 140 at the pressure balance point. The filling air in the cylinder 110 is further compressed by the piston 120 which moves upward toward the pressure thereof, thereby increasing the pressure. Therefore, the filling air is pushed into the combustion chamber 210 through the opening 250, so that the separating layer of the mixer forming the vortex in the combustion chamber 210 is not introduced into the cylinder 110 and is trapped in the combustion chamber 210. . That is, the mixer flows at a high speed in the combustion chamber 210.

The internal combustion engine according to the present invention utilizes this phenomenon to provide a mixture of fuel and air in the combustion chamber 210 and a fuel mixture in the cylinder 110 until the ignition is performed by the spark plug 260. Induces each to form a separate separable layer.

As described above, the internal combustion engine according to the present invention forms a vortex in the combustion chamber 210 at high speed until the crank arm 140 rotates further by the rotation angle 'θ' from the pressure balance point to reach a top dead center. The flowing mixer and the filling air in which the fuel is not mixed in the cylinder 110 form each separable layer. This separable layer is a core and original technology of the internal combustion engine according to the present invention, and the separable layer is formed from the crank arm of the engine part 100 after closing the air supply valve 230 at the pressure balance point of the engine part 100. 140 is realized by the structure of the present invention configured to further rotate by rotation angle θ to reach top dead center.

Inducing the formation of the above-mentioned separation layer is for realizing the ideal stratified lean burn in the internal combustion engine according to the present invention.

Subsequently, as shown in FIG. 2F, the mixer flowing at high speed in the combustion chamber 210 is ignited by the spark plug 260 immediately before the top dead center or the top dead center, and as shown in FIG. 2G, the high pressure combustion generated by the combustion of the fuel is performed. The gas generates an expansion stroke to generate power.

As described above, the internal combustion engine according to the present invention completes one cycle.

The internal combustion engine according to the present invention escapes the air supply and scavenging method of the existing static cycle 2 stroke engine which supplies air compressed by crankcase intake-compression into the cylinder of the engine, and is separately provided outside the engine unit 100. The air compressed at high pressure by the compression unit 300 is supplied into the combustion unit 200 and the cylinder 110 of the engine unit 100 separately formed in the head 160 on the upper end of the cylinder 110 of the engine unit 100. Introduced a new concept of 'air supply and scavenging method by the air compression unit 300'.

In the existing static cycle engine, it is not possible to control the amount of air and the flow of air required for combustion of fuel during the compression stroke of the air. However, the internal combustion engine according to the present invention adopts this new concept of air supply and scavenging method to realize an air supply system that precisely controls the amount of air and the flow of air by supplying air in the compression stroke process.

In addition, in the internal combustion engine according to the present invention, the combustion chamber 210 of the combustion unit 200 installed in the head 160 on the upper end of the cylinder 110 of the engine unit 100 is compressed from the air compression unit 300 to high pressure. When the supplied air is supplied to the combustion chamber 210 through the air supply port 220, the air that is supplied flows into the combustion chamber 210 at a high flow rate and flows at a high speed in a constant direction along a predetermined path in the combustion chamber 210. That is, it has a structure that leads to the formation of a swirl or tumble.

The combustion chamber 210 structure is to form an ideal stratification in the engine by precisely controlling the amount and flow of air flowing into the combustion chamber 210 at high speed, the structure of the combustion chamber 210, and the air supply ( The mechanical design of the position of 220, the size of the cross-sectional area, and the air supply direction can be realized. The shape of the combustion chamber 210, the position of the air supply unit 220, and the air supply direction indicate the flow direction (swirl or tumble) of the vortex formed in the combustion chamber 210, and the size and the cross-sectional area of the air supply unit 220 The amount and flow rate of air introduced into the combustion chamber 210 is determined.

Due to the combustion chamber 210 structure, the two-stroke engine according to the present invention has an ideal stratification by completely controlling the flow of air supplied only by the mechanical design of the engine structure without the complicated mechanism and control device adopted by the existing four-stroke engine. It can lead to the formation of, and thus the manufacturing cost can be significantly reduced.

The effect of the formation of the above-described separation layer is described below in comparison with the prior art.

In conventional internal combustion engines, especially gasoline engines, lean combustion is a combustion method in which fuel is combusted while excess air is supplied in excess of the absolute amount of air required for combustion of a certain amount of fuel, and lean combustion is a specific heat ratio and volumetric efficiency. It is a combustion method introduced to reduce the generation of harmful gases by improving the thermal efficiency and output performance of the internal combustion engine, improving the fuel efficiency of the internal combustion engine by reducing the consumption of fuel, and further lowering the maximum temperature of the combustion gas.

However, when the air-fuel ratio of the mixer becomes thinner than the theoretical air-fuel ratio due to the excessive supply of air, the density of fuel particles per unit volume of the mixer around the spark plug is lowered, so that the ignition of the spark plug is not easy to ignite. Therefore, in the existing gasoline engine, when lean burning, a mixture of theoretical or rich air-fuel ratios around the spark plug and a mixture of lean air-fuel ratios around the spark plug are induced to form a stratified layer, so that safe ignition is achieved.

In conventional gasoline engine lean combustion, the theoretical air-fuel mixture that forms a stratification around the spark plug is instantaneously combusted by rapid flame propagation, while the lean air-fuel mixture that forms the stratification outside the density of fuel per unit volume. Because of the low flame propagation, combustion is unstable and the output of the engine is reduced.

Therefore, in conventional lean burn engines, it is not operated as lean burn in all operating areas, but is operated as lean burn only in low and medium speed low load areas, and in general gasoline engines by changing the engine conditions in rapid acceleration or high load areas where engine power is required. Fuel is supplied at the intake process as described above to burn the fuel at a rich air-fuel ratio or higher.

On the other hand, if the existing gasoline engine burns at the theoretical or rich air-fuel ratio and supplies excess air by supercharging, this is also a general lean combustion concept, but since the pressure is increased due to the excessive supply of air in the combustion chamber, Knocking occurs due to the pressure of the combustion gas which expands rapidly due to combustion.

This incompatible phenomenon is an unavoidable phenomenon caused by the structural characteristics of the existing static cycle engine.

In the present invention, to overcome the structural limitations of the conventional gasoline engine to realize a stable and efficient lean burn in the entire section from the low, medium speed low load region to the rapid acceleration high load region, in the present invention, the separation layer described above. The lean burn method is proposed.

In the internal combustion engine according to the present invention, the lean combustion by the separating layer is located in the combustion chamber 210 where a vortex flowing at high speed is located, and fuel is contained in the cylinder 110 of the engine unit 100. Unmixed filling air is made in the form of separate strata.

The mixer having a stratified layer in the combustion chamber 210 is supplied through the air supply unit 220 from the air compression unit 300 at an appropriate time before or after the pressure balance point of the engine unit 100 to the combustion chamber 210 at a high speed. It is formed by injecting fuel into the fuel injector 270 to the incoming air. At this time, the mixer is formed by controlling the amount of fuel injected in consideration of the flow rate and the amount of air flowing into the combustion chamber 210 to form a theoretical air-fuel ratio or rich air-fuel ratio.

In the low / medium speed low load region of the engine unit 100, the fuel injection time is shortened by delaying the injection time of the fuel so that the mixer forms a stratification only in a part of the space around the spark plug 260 located above the combustion chamber 210. For example, in the rapid acceleration or high load region, the mixing time is formed in most of the space of the combustion chamber 210 by prolonging the fuel supply time by advancing the injection time of the fuel. Therefore, in the combustion chamber 210 in all sections from the low / medium speed low load region of the engine section 100 to the rapid acceleration or high load region, a mixer having a theoretical air fuel ratio or a rich air-fuel ratio is formed.

Instantaneous combustion by rapid flame propagation is a very important factor to increase the output performance of internal combustion engine by causing rapid expansion of combustion gas. The theoretical air-fuel ratio of a mixer is a mixture of air and fuel that can achieve the most efficient output performance by such instantaneous combustion.

When the mixer is ignited by the spark plug 260, combustion of the fuel occurs in the space of the combustion chamber 210 having a small inner diameter and narrowness. Therefore, when the flame is generated by ignition, the flame propagation distance is shorter than that of the conventional internal combustion engine that must propagate the flame to the entire bore (cylinder diameter) of the cylinder 110, and the vortex flows at a high speed at the normal flame propagation speed. Since the flow rate of the mixer that forms and flows is added, instantaneous combustion proceeds at a very high speed in the internal combustion engine according to the present invention.

On the other hand, the filling air in the cylinder 110 is a separable layer of only the air in which the fuel is not mixed, and this filling air is the air which is additionally supplied in addition to the absolute amount of air required for combustion of the fuel.

In the internal combustion engine according to the present invention, the pressure of the combustion gas rapidly expanding due to the instantaneous combustion is absorbed by the filling air in the cylinder 110 through the openings 250 to act as a buffer so that the pressure is lowered. Accordingly, in the engine according to the present invention, knocking generated in the combustion chamber 210 may be prevented as the unburned mixer causes spontaneous combustion by the pressure of the rapidly expanding combustion gas. In addition, since the filling air layer without fuel is occupied in the vicinity of the so-called end-zone where the knocking occurs in the existing gasoline engine or the exhaust valve 180 where the hot spot may occur, it provides a condition for knocking to occur. Nor do.

Therefore, in the internal combustion engine according to the present invention, knocking does not occur even when the pressure in the combustion chamber 210 increases, so knocking is performed even when combustion proceeds at the theoretical air-fuel ratio or the rich air-fuel ratio under a high compression ratio due to the supercharging of air in the rapid acceleration high load region. It is possible to realize safe and efficient lean burn without occurrence. The supercharged air is controlled by the turbocharger or the air supercharger interlocked with the crankshaft 150 of the engine unit 100 in proportion to the rotational speed of the engine and the degree of load.

As described above, the internal combustion engine according to the present invention realizes a complete and efficient separation layer, and realizes ideal stratified lean burn in all operating regions of the engine, whether low, medium or low speed, or high acceleration, high load. It completes the structure of the 2-stroke 1 cycle internal combustion engine which can raise, improve fuel economy, and reduce the harmful component of exhaust gas.

When the two-stroke engine according to the present invention is compared with the existing four-stroke engine having the same stroke volume, the number of cylinders 110 of the engine portion 100 is reduced by the number of air compression units 300 to be attached.

As an example, the case of replacing the existing four-cylinder four-stroke engine that is most commonly mounted on a vehicle with the two-stroke engine according to the present invention with the reciprocating piston type air compression unit 300 is one example. 4 cylinders are reduced to two, and two direct-supply air compressors are attached instead. In this case, the air compression unit 300 may be simply attached to the second crank arm 340 connected in series or in parallel with the crank shaft 150 of the engine unit 100.

All four cylinders of the four-stroke engine require high-quality materials and a robust construction to withstand the high temperatures and pressures generated by the combustion-expansion stroke, and each cylinder also requires a water jacket for cooling. In addition, each cylinder requires a fuel supply device such as a spark plug and a fuel injector required to perform four strokes, as well as intake and exhaust valves and various accessory driving mechanisms. These high-quality materials and some parts are very expensive. . Therefore, the size and weight of the engine is inevitably increased, and the manufacturing cost is very high.

In comparison, the reciprocating piston type air compression unit 300 used in the air compression unit 300 of the present invention, except for the intake valve 370, all the indispensable components of the four-stroke engine is necessary. Since its volume and weight are small, and its operation principle and structure are very simple, its manufacturing cost is low.

In this case, the volume and weight of the engine reduced by removing two of the four cylinders from four stroke engines result in a significant volume and weight reduction effect compared to the volume and weight of the engine increased by attaching two air compressors. In addition, the manufacturing cost of the internal combustion engine can also be significantly reduced.

As described above, the internal combustion engine according to the present invention not only eliminates all the defects of the existing two administration engines while maintaining the advantages of the existing two administration engines, but also realizes the most complete and efficient stratified lean burn, thereby achieving the efficiency and output of the engine. By implementing an ideal two-stroke engine with improved performance and reducing the number of cylinders in four strokes to half of the four-stroke engine, the engine is dramatically smaller and lighter, and the engine manufacturing cost is greatly reduced.

On the other hand, the description of the embodiment described above relates to an embodiment mainly applied to a gasoline internal combustion engine using gasoline, in the embodiment, if the spark plug 260 is removed from the combustion unit 200, the diesel engine immediately You can switch to In this case, it has a form similar to the combustion chamber type or vortex chamber type of existing diesel engines. In this case, therefore, the engine may be designed by adjusting only the compression ratio of the engine.

On the other hand, Figure 7 is a view showing the shape of the engine unit 100 and the combustion unit 200 of the two-stroke one-cycle gasoline internal combustion engine of the air supply system by the air compression mechanism outside the engine unit of another form according to the present invention. .

According to the embodiment according to FIG. 7, all other configurations and operations are the same as described above, but the position of the combustion chamber 210 is spaced horizontally away from the center of the cylinder 110 and has a position biased to one side. The lower curved surface 162 is formed on the lower surface of the head 160 at the upper end, and the lower curved surface 122 is formed on the upper surface of the piston 120.

First, the combustion chamber 210 is spaced apart from the center of the cylinder 110 to one side. In this case, the biased position is preferably opposite to the position where the exhaust port 170 and the exhaust valve 180 are disposed as shown in FIG. 7.

In addition, a lower curved surface 162 is formed on the lower surface of the head 160 with respect to the point where the combustion chamber 210 is disposed. The downward curved surface 162 has a shape of descending downward while drawing a gentle curve therefrom with the position of the combustion chamber 210 as a peak. In other words, it may be understood that the thickness of the head 160 gradually increases.

In addition, a second downward curved surface 122 is formed on the top surface of the cylinder 110 to correspond to the shape of the downward curved surface 162. The second downward curved surface 122 has a shape corresponding to the shape of the downward curved surface 162 and forms a gentle curve from the portion corresponding to the position of the combustion chamber 210 and descends downward in a gentle curve therefrom. Has Accordingly, the cylinder 120 has a protrusion 124 formed at a point corresponding to the position of the combustion chamber 210 and the depression 126 gradually recessed from the protrusion 124 around the protrusion 124. Will be formed. In other words, it may be understood that the thickness of the piston 120 is gradually thinned.

With such a configuration, as indicated by the arrow in FIG. 7, air flowing into the cylinder 110 from the opening 250 of the combustion chamber 210 is the second downward curved surface 122 of the upper end of the piston 120. While meeting with the protrusion 124 of the natural flow is biased to the point where the exhaust port 170 is located. Therefore, the air flowing into the cylinder 110 pushes the combustion gas in the cylinder 110 toward the exhaust port 170, thereby improving the exhaust effect.

As described above, the two-stroke one-cycle diesel internal combustion engine of the air supply method by the air compression mechanism outside the engine unit having the present embodiment may have a form except for the spark plug 260.

Although the preferred embodiments have been illustrated and described above, the present invention is not limited to the above-described specific embodiments, and the general knowledge in the art to which the present invention pertains without departing from the spirit of the invention as claimed in the claims. Various modifications can be made by the person who owns them, as well as such modifications should not be understood individually from the technical idea or prospect of the present invention.

[Description of the code]

100: engine part

110: cylinder

120: piston

122: second downward curved surface

124: protrusion

126: depression

130: connecting rod

140: crank arm

150: crankshaft

160: head

162: Downward Surface

170: air vent

180: exhaust valve

200: combustion unit

210: combustion chamber

220: air supply

230: air supply valve

240: air supply pipe

250: opening

260: spark plug

270 fuel injector

280: fuel supply device using a venturi tube

281: fuel pipe

282: needle valve

283: fuel nozzle

300: air compression unit

302: direct supply air compressor

302 ': engine driven indirectly fed air compressor

302 '': electric motor driven air compressor

302 '' ': Turbo Charger

304: compressed air chamber

310: second cylinder

320: second piston

330: second connecting rod

340: second crank arm

350: second crankshaft

360: intake vent

370: intake valve

380: compressed air outlet

Claims

An engine unit for generating power;

A combustion unit provided with compressed air and burning of fuel; And

An air compressor for generating compressed air and providing the compressed air to the combustion unit and the engine unit; As an internal combustion engine comprising:

The engine unit,

A cylinder having a predetermined internal space;

A head provided at an upper end of the cylinder;

A piston reciprocating between a top dead center and a bottom dead center in an up and down direction in an inner space of the cylinder; Including;

The combustion unit,

Disposed in the head of the cylinder, having a constant volume, the diameter of the widest cross-section portion is smaller than the bore of the cylinder, and is configured in a jar shape inverted up and down with the inlet downward, and is separate from the inner space of the cylinder. Combustion chamber formed in the space of;

It is located in the lower part of the combustion chamber and the upper part of the cylinder and is smaller than the diameter of the cross section of the widest part of the combustion chamber and has an internal diameter of less than half the diameter of the cylinder (Bore), An opening that communicates with the inner space of the cylinder and is open such that the combustion chamber internal space and the cylinder internal space form one space;

An air supply port formed at one side of the combustion chamber and opened to supply compressed air into the combustion chamber;

An air supply valve disposed on the air supply port to open and close the air supply port;

An air supply pipe connected to the air supply port, the air supply pipe being tangential to the circumference of the combustion chamber and inclined upwardly to receive compressed air from the air compression unit;

A fuel injection device provided to inject fuel into the combustion chamber; 2 stroke 1 cycle internal combustion engine of the air supply system by the air compression mechanism outside the engine unit including a.
The method of claim 1,

The engine unit,

A connecting rod having one end connected to the piston;

A crank shaft provided at a lower portion of the cylinder and rotating;

A crank arm having one end connected to the other end of the connecting rod and the other end connected to the crank shaft to rotate about the crank shaft, and converting the movement of the connecting rod into rotational movement;

An exhaust port disposed in the head of the cylinder and configured to exhaust gas in an inner space of the cylinder;

An exhaust valve disposed at the exhaust port to open and close the exhaust port; 2 stroke 1 cycle internal combustion engine of the air supply method by the air compression mechanism outside the engine unit further comprising.
The method of claim 1

The air compression unit,

The compressed air is compressed by a reciprocating piston type air compressor connected to the crank shaft of the engine unit in series or in parallel and driven by using the power generated in the engine unit. A direct feed air compressor supplying the combustion chamber directly; And

An air compression device for compressing air, and a compressed air chamber connected with the air compression device to receive and store compressed air and maintain a predetermined pressure, wherein the compressed air chamber is connected to the air supply pipe through the air supply pipe and the air supply port. An indirectly supplied air compressor for supplying compressed air into the combustion chamber; 2 stroke 1 cycle internal combustion engine of the air supply method by the air compression mechanism outside the engine part containing at least one of the following.
The method of claim 3, wherein

The direct supply air compressor,

A second cylinder having a predetermined inner space;

A second piston reciprocating upward and downward in the second cylinder;

A second connecting rod having one end connected to the second piston;

A rotating second crankshaft provided below the second cylinder;

A second crank arm, one end of which is connected to the other end of the second connecting rod and the other end of which is connected to the second crank shaft to rotate about the second crank shaft, and converts a motion of the second connecting rod into a rotational motion;

An intake valve provided at an upper end of the second cylinder to supply air to an inner space of the second cylinder; And

A compressed air outlet provided at an upper end of the second cylinder to discharge compressed air compressed in the second cylinder; Including;

The two-stage one cycle internal combustion engine of the air supply method by the air compression mechanism outside the engine unit is connected to the air supply and the compressed air outlet of the combustion unit through the air supply.
The method of claim 4, wherein

The crank shaft and the second crank shaft,

Connected in series or in parallel with each other to rotate together,

The crank arm and the second crank arm rotate in the same cycle and the piston and the second piston reciprocate in the same cycle,

The second crank arm is rotated with a predetermined angle θ in the rotational direction of the and the second crank axis with respect to the crank arm,

Wherein the second crank arm rotates ahead of the crank arm by the angle θ and the second piston reaches a top dead center before the piston by the angle θ,

The angle θ is,

2 stroke 1 cycle internal combustion engine of the air supply system by the air compression mechanism outside the engine part which is 30 to 60 degrees.
The method of claim 2,

The engine part,

A cam driven by the rotation of the crankshaft; More,

Opening and closing of the air supply valve and opening and closing of the exhaust valve,

2 stroke 1 cycle internal combustion engine of the air supply system by the air compression mechanism outside the engine part adjusted by the said cam.
The method of claim 2,

The combustion chamber,

Spaced apart from the center of the cylinder in a horizontal direction and is disposed on one side of the head of the cylinder,

On the lower surface of the head of the cylinder is formed a downward curved surface centering the portion where the combustion chamber is disposed,

On the upper surface of the piston.

2 stroke 1 cycle internal combustion of the air supply method by the air compression mechanism outside the engine part in which the 2nd downward curved surface corresponding to the downward curved surface formed in the said head of the cylinder centered on the part corresponding to the position where the said combustion chamber was arrange | positioned Agency.
The method of claim 7, wherein

The position of the combustion chamber,

A two-stroke one-cycle internal combustion engine of the air supply method by an air compression mechanism outside the engine portion, which is a position biased in a direction opposite to the position where the exhaust port is formed.
The method of claim 1,

The combustion unit,

And a spark plug for igniting fuel in the combustion chamber. 2 stroke 1 internal combustion engine of an air supply method by an air compression mechanism outside the engine unit.
The method of claim 1,

And a configuration and structure for opening the air supply valve of the combustion chamber to supply compressed air from the air compression unit to the combustion chamber through the air supply pipe and the air supply in the exhaust process in which the piston moves upward from the bottom dead center to the top dead center. 2 stroke 1 cycle internal combustion engine of the air supply system by the air compression mechanism external to the engine part.
The method of claim 10,

As the compressed air supplied into the combustion chamber through the air supply port flows into the combustion chamber, the combustion gas generated in the entire stroke remaining in the combustion chamber is pushed into the cylinder chamber through the opening, and then the compressed air continuously supplied is 2 of the air supply method by the air compression mechanism outside the engine unit, characterized in that the configuration and structure that contributes to the exhaust gas discharged through the exhaust port of the remaining combustion gas generated in the entire stroke remaining in the cylinder chamber while flowing into the cylinder chamber. Stroke 1 cycle internal combustion engine.
The method of claim 11,

And the exhaust valve is closed in the process of supplying compressed air into the combustion chamber from the air compression section through the air supply section.
The method of claim 12,

The air supply mechanism by the air compression mechanism outside the engine unit, characterized in that the configuration and structure for injecting fuel from the fuel injector in the combustion chamber in the process of closing the exhaust valve and the compressed air is supplied to the combustion chamber through the air supply. 2 stroke 1 cycle internal combustion engine.
The method of claim 13,

The fuel injection device includes a fuel supply nozzle installed in the air supply pipe, and the air supply mechanism by the air compression mechanism outside the engine unit, characterized in that the structure and structure for supplying fuel to the air supply pipe using the principle of the venturi tube. 2 stroke 1 cycle internal combustion engine.
The method of claim 13,

Before the piston reaches the top dead center, the configuration and structure for closing the air supply valve when the position of the crank arm with the angle angle θ relative to the position of the crank arm when the piston reaches the top dead center 2 stroke 1 cycle internal combustion engine of the air supply system by the air compression mechanism external to the engine part.
The method of claim 15,

The above-mentioned angle θ is a two-stroke one-cycle internal combustion engine of the air supply method by the air compression mechanism outside the engine, characterized in that the configuration and structure is 30 ° to 60 °.
The method of claim 16,

The combustion unit,

And a spark plug for igniting fuel in the combustion chamber.

At the top dead center of the piston, a combustion gas whose pressure is increased due to the rapid expansion of the combustion gas generated by the combustion of fuel by igniting the mixer in the combustion chamber with the spark plug is injected into the cylinder chamber through the opening to fill the air in the cylinder. 2 stroke 1 cycle internal combustion engine of the air supply method by the air compression mechanism outside the engine part characterized by the structure and structure mixed with the engine.
The method of claim 17,

An air compression mechanism outside the engine unit, characterized by a configuration and a structure that generate power by pushing the piston at the top dead center toward the bottom dead center by the expansion pressure of the combustion gas combusted in the combustion chamber and rotating the crank shaft 2 stroke 1 cycle internal combustion engine of air supply system by means of.