WO2020147583A1 - 中冷绝热内燃机 - Google Patents

中冷绝热内燃机 Download PDF

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Publication number
WO2020147583A1
WO2020147583A1 PCT/CN2020/000017 CN2020000017W WO2020147583A1 WO 2020147583 A1 WO2020147583 A1 WO 2020147583A1 CN 2020000017 W CN2020000017 W CN 2020000017W WO 2020147583 A1 WO2020147583 A1 WO 2020147583A1
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WO
WIPO (PCT)
Prior art keywords
valve
combustion chamber
compressed air
cylinder
air outlet
Prior art date
Application number
PCT/CN2020/000017
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English (en)
French (fr)
Inventor
韩培洲
Original Assignee
韩培洲
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Filing date
Publication date
Application filed by 韩培洲 filed Critical 韩培洲
Publication of WO2020147583A1 publication Critical patent/WO2020147583A1/zh

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/16—Chamber shapes or constructions not specific to sub-groups F02B19/02 - F02B19/10
    • F02B19/18—Transfer passages between chamber and cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/04—Engines with reciprocating-piston pumps; Engines with crankcase pumps with simple crankcase pumps, i.e. with the rear face of a non-stepped working piston acting as sole pumping member in co-operation with the crankcase
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to an internal combustion engine, particularly an intercooled and adiabatic internal combustion engine.
  • a higher compression ratio is beneficial to reduce the fuel consumption of the engine. Due to the impact of knocking in gasoline engines, the compression ratio can only be about 10:1. Due to the high compression ratio, diesel engines are better than gasoline engines in terms of thermal efficiency. Exhaust pollution is relatively large, in order to meet the environmental emission requirements, it is necessary to add a higher cost post-processing device.
  • the purpose of the present invention is to provide an inter-cooled adiabatic internal combustion engine, which not only allows the engine to improve efficiency by adopting a higher compression ratio, but also helps to reduce the initial compression pressure due to the intercooling process involved in the compression process And combustion temperature, help improve the mechanical efficiency of the engine and reduce the emission of nitrogen oxides.
  • this type of inter-cooled and insulated internal combustion engine can at least be provided with heat insulation layers on the bottom surface of the cylinder head and the top surface of the piston to reduce the heat dissipation loss of the engine, and it is also convenient to use various fuels such as gasoline and diesel.
  • the inter-cooled and insulated internal combustion engine of the present invention includes a cylinder head and a piston installed in the cylinder.
  • a vent and a compressed air outlet are respectively provided on the bottom surface of the cylinder head above the cylinder.
  • the compressed air outlet is controlled to open and close a vertically arranged cylinder valve and After the controllable one-way valve is connected to the gas outlet pipe, the gas outlet pipe is connected to the charging port of the combustion chamber controlled by the charging valve in the cylinder head through the intercooler and the gas supply pipe.
  • the combustion chamber is then connected to the combustion chamber valve.
  • the controlled vent is connected to the cylinder below; at least the inner wall of the combustion chamber, the bottom surface of the cylinder head and the top surface of the piston can be provided with a heat insulation layer.
  • the control check valve is sleeved on the ejector rod of the cylinder valve, and is pressed down by the compression spring on the ejector rod and the lower end of the pressure tube to seat on the upper cone of the compressed air outlet to close the compressed air outlet, which is controllable one-way
  • the valve also uses the pull sleeve on it and the drag reducing spring inside it to be sleeved on the lower part of the sleeve. When the compressed air outlet is closed, the cylinder valve and the controllable one-way valve are clamped on the upper and lower cones of the compressed air outlet respectively.
  • the gap between the cylinder valve and the controllable one-way valve is small; when the piston of an intercooled adiabatic internal combustion engine is in the upward compression process, when the piston is half-upward, the cam control cylinder valve first moves downward to open , When the piston continues to move upward so that the compressed air pressure in the cylinder is close to the gas pressure in the intercooler, the release cam that controls the controllable one-way valve passes through the rocker arm and the sleeve to the controllable one-way valve first through the drag reducing spring Applying an upward opening force, as the piston continues to compress upward, when the compressed air pressure in the cylinder is equal to the gas pressure in the intercooler, the controllable check valve acted by the drag reducing spring will actively open upward , Let the compressed air pushed by the piston in the cylinder enter the intercooler through the opened compressed air outlet and the air outlet line unimpeded, so that the compression heat of the air is conducted to the outside, so that the compression process is close to the isothermal state
  • the charging valve enters the combustion chamber from the charging port. After the low-temperature compressed air fills the combustion chamber, the charging valve is moved upward and closed by the action of the valve stem and spring. Then the fuel injector injects fuel into the sealed combustion chamber to form a fuel-air mixture. After the controllable one-way valve that controls the compressed air outlet is opened and the upward piston allows the compressed air in the cylinder to flow to the intercooler, the combustion chamber valve of the combustion chamber is simultaneously pulled up by the ventilation cam, the upper rocker arm and the valve stem. Open to allow the combustion chamber to communicate with the cylinder below through the vent. When the piston reaches top dead center, the cylinder valve that is controlled to move up also closes the compressed air outlet at the same time.
  • the combustion chamber valve in the combustion chamber has moved to The uppermost position, and use the spring sleeve on the upper part of the valve stem and the top spring inside it to move the sealing stop on the combustion chamber valve up to seal the edge The lower end of the valve stem leaks.
  • the spark plug is controlled to ignite, allowing the fully mixed fuel-air mixture in the combustion chamber to burn to form high-temperature and high-pressure work gas.
  • the work gas enters the lower cylinder through the open vent, pushing the piston down Work; after the spark plug is ignited and the work process starts, the controllable one-way valve is then controlled to move down to the closed position; after the work process is over, during the exhaust process, the combustion chamber valve of the combustion chamber is The action of the downward pressure spring moves downward to close, so as to repeat the next compression discharge, intermediate cooling, oil-gas mixing and ignition combustion process in the cylinder.
  • the combustion chamber valve and the charging valve of the combustion chamber can be arranged coaxially up and down.
  • the valve stem of the combustion chamber valve passes through the valve stem of the charging valve that is made into a sleeve structure, and then passes through The spring sleeve is controlled by the upper rocker arm and the ventilation cam. It is also possible to stagger the inflation valve of the combustion chamber and the combustion chamber valve.
  • the valve stem of the combustion chamber valve passes through the top of the combustion chamber and escapes the sealing seat of the inflation valve and is covered by the spring sleeve and the upper rocker arm. And ventilation cam control.
  • the top surface of the inflation valve is provided with tangential guide vanes, and the upper end of each tangential guide vane is connected with the upper ring.
  • the tangential guide The streamer allows the compressed air stream entering the combustion chamber to flow in a rotating manner.
  • a blade seat is formed under the inflation valve, and a spiral guide vane is formed outside the blade seat.
  • the blade seat moves to the annular groove outside the valve, and the inflation valve opens At the same time, let the air flow into the combustion chamber through the spiral guide vane on the blade seat protruding out of the annular groove, and let the compressed air entering the combustion chamber rotate and flow.
  • the upper part of the valve rod passes through the spring sleeve and a hydraulic seat cover is formed on the top of the valve rod.
  • the buffer oil rod located under the gland extends into the hydraulic seat cover,
  • the vents and compressed air outlets on the bottom of the cylinder head are arranged on both sides between the intake and exhaust valves, respectively, in the piston
  • On the top surface corresponding to the compressed air outlet is provided with two gas outlet diversion shallow grooves separated by a certain angle to both sides, and the corresponding vent is provided with a gas diversion shallow groove pointing to the center of the piston.
  • the vent on the bottom of the cylinder head is separated from the compressed air outlet by a certain distance; when two compressed air outlets are provided, the vent of the combustion chamber is basically Set in the center position, and two compressed air outlets are set on both sides of the vent.
  • shut-off valves are respectively provided on the gas outlet pipeline and the gas supply pipeline of the intercooler. After the internal combustion engine is stopped, the two shut-off valves are controlled to be closed.
  • the intercooled adiabatic internal combustion engine of the present invention adopts a higher basic compression ratio of 15:1, the intercooling process is realized through the external intercooler during the compression process, so that the temperature of the compressed air returning to the combustion chamber is greatly reduced (It can be lower than 150°C). There is no knocking phenomenon when using gasoline fuel. It can also be ignited by a spark plug like a gasoline engine but using diesel as fuel.
  • heat insulation layers can be provided at least on the inner wall of the combustion chamber, the bottom surface of the cylinder head and the top surface of the piston in an intercooled adiabatic internal combustion engine.
  • the installation of the heat insulation layer will not deteriorate the fuel atomization in the combustion chamber, and it is also convenient to use a variety of different fuels such as gasoline and diesel. If the working gas generated in the adiabatic combustion chamber can be completely burned between the bottom surface of the adiabatic cylinder head and the top surface of the piston as soon as possible after being injected into the cylinder (before the water-cooled cylinder wall is exposed), then the exhaust gas is harmful There will be very little material.
  • Inter-cooled adiabatic internal combustion engine adopts 15:1 basic compression ratio, which is more suitable for turbocharging (turbocharger with electric motor).
  • turbocharging turbocharging with electric motor
  • the turbocharger presses 2 times the air into the cylinder the relative compression ratio of the engine
  • it reaches 32:1 due to the intermediate cooling process the compression end pressure of compressed air will not be higher than the compression pressure of ordinary diesel engine at 20:1, and the mechanical efficiency of the engine will not decrease.
  • the temperature of the charge air is reduced by 10°C by the intercooler, and the efficiency of the diesel engine is increased by about 0.5%.
  • the intercooled adiabatic internal combustion engine of the present invention adopts a compression ratio of 15:1, The compressed air temperature drop after intercooling can reach 500°C, and the efficiency improved by intercooling can reach 25%.
  • the high-temperature gas in the combustion chamber has a certain cooling loss when it flows through the vent, the intercooling reduces the maximum combustion temperature and reduces the cooling loss accordingly.
  • the combustion chamber wall, the bottom surface of the cylinder head and the top surface of the piston are installed
  • the thermal insulation layer reduces the cooling and heat dissipation loss overall, so the thermal efficiency of the inter-cooled insulated internal combustion engine will still be greatly improved.
  • the temperature after the compression and intercooling is still very low, the emission of nitrogen oxides will be very small.
  • the fuel and air are fully atomized and burned quickly in the combustion chamber with a small volume, the post-combustion loss in ordinary diesel engines can also be eliminated.
  • Inter-cooled and insulated internal combustion engines can use gasoline fuel or diesel fuel, as long as the fuel injected into the combustion chamber can be ignited by the spark plug, it is a multi-fuel engine.
  • Fig. 1 is a structural diagram of an intercooled and insulated internal combustion engine of the present invention.
  • Figure 2 (1), (2), (3), (4) is the operation state diagram of the combustion chamber charging, oil and gas mixing, compression discharge (intercooling) and ignition combustion process performed by the intercooled adiabatic internal combustion engine in Figure 1 .
  • Figure 3 is a structural diagram of another combustion chamber of an intercooled adiabatic internal combustion engine.
  • Figure 4 is a structural diagram of the hydraulic buffer at the top of the valve stem of the combustion chamber valve in an intercooled adiabatic internal combustion engine.
  • Figure 5 is the layout of the valves on the bottom surface of the cylinder head in a four-stroke intercooled and insulated internal combustion engine.
  • Figure 6 is the layout of the valves on the bottom surface of the cylinder head in a two-stroke intercooled and insulated internal combustion engine.
  • Figure 1 is a structural diagram of an inter-cooled and insulated internal combustion engine of the present invention.
  • Figure 2 (1), (2), (3), (4) is the operation state diagram of the combustion chamber charging, oil and gas mixing, compression discharge (intercooling) and ignition combustion process performed by the intercooled adiabatic internal combustion engine in Figure 1 .
  • an intercooled and adiabatic internal combustion engine includes a cylinder head 1 and a piston 10 installed in a cylinder 5.
  • a vent 38 and a compressed air outlet 70 are respectively provided on the bottom surface 59 of the cylinder head above the cylinder [see Figure 2(3)]. The compressed air outlet is controlled to open and close the cylinder valve 6 and the controllable check valve.
  • the gas outlet pipe After 7 is connected with the gas outlet pipe 71, the gas outlet pipe is connected to the charging port 18 of the combustion chamber 4 in the cylinder head controlled by the charging valve 2 through the intercooler 20 and the gas supply pipe 73, and the combustion chamber 4 is again
  • the vent 38 controlled by the combustion chamber valve 3 communicates with the cylinder 5 below.
  • the intercooler adopts a water-cooled countercurrent method for heat dissipation.
  • the internal combustion engine in FIG. 1 is undergoing an intake process. When the piston 10 descends, the intake valve 66 is controlled to open by the cam 69 on the camshaft 65 via the rocker arm 67.
  • the controllable one-way valve 7 on the upper side of the cylinder valve 6 is sleeved on the ejector rod 51 of the cylinder valve, and is pressed down by the compression spring 48 and the lower end of the pressure tube 43 sleeved on the ejector rod and seated on the compressed air outlet 70
  • the compressed air outlet is closed on the tapered surface 57 [see Figure 2(3) for the upper tapered surface].
  • the controllable one-way valve 7 also uses the pull sleeve 41 on it and the drag reducing spring 42 inside it to be sleeved on the lower part of the sleeve 43 .
  • the opening cam 56 controls the cylinder valve 6 to move downward and open first, see the state shown in Fig. 2(3).
  • the release cam 46 that controls the controllable one-way valve passes through the rocker arm 81 and the sleeve 43 first through the drag reducing spring 42 An upward opening force is applied to the controllable check valve 7.
  • the controllable one-way valve 7 acted by the drag reducing spring 42 will actively open upwards, allowing the cylinder
  • the compressed air pushed by the piston enters the intercooler 20 through the opened compressed air outlet 70 and the air outlet line 71 unimpeded, so that the compression heat of the air is conducted to the outside, so that the compression process is close to an isothermal state and reduces
  • the pressure of compressed air is also reduced correspondingly to reduce the compression work consumed by the piston.
  • the upward piston 10 allows the compressed air in the cylinder to flow into the intercooler 20, as shown in the state of Figure 2 (3), the combustion of the combustion chamber 4
  • the chamber valve 3 is also pulled up and opened by the vent cam 33, the upper rocker arm 32 and the valve stem 24 at the same time, allowing the combustion chamber 4 to communicate with the lower cylinder 5 through the vent 38.
  • the compressed air in the cylinder 5 is pushed by the piston 10 only along
  • the opened compressed air outlet 70 enters the intercooler 20 without obstruction.
  • the ventilation cam 33 and the inflation cam 22 are mounted on the cam shaft 68. As shown in FIG.
  • the cylinder valve 6 controlled to move up also closes the compressed air outlet at the same time.
  • the combustion chamber valve 3 in the combustion chamber 4 has moved to the uppermost position, and the spring sleeve 27 on the upper part of the valve stem 24 and the top spring 26 in it are used to move the sealing stop 23 on the combustion chamber valve 3 upward. Seal the leakage along the lower end of the valve stem.
  • the spark plug 8 is controlled to ignite, allowing the fully mixed fuel-air mixture in the combustion chamber 4 to burn to form high-temperature and high-pressure work gas, which enters through the open vent 38
  • the lower cylinder pushes the piston 10 down to perform work.
  • the controllable one-way valve 7 is then controlled to move down to the closed position to prevent two-way air leakage between the cylinder and the intercooler during and after the work process.
  • the combustion chamber valve 3 of the combustion chamber 4 is moved downward and closed by the action of the downward pressure spring 30, so that the process returns to the state shown in Figure 2(1), and moves down the charge valve After it is turned on, the compression discharge, intercooling, air-fuel mixing and ignition combustion process in the cylinder can be repeated for the next time.
  • an insulation layer 92 is provided on the bottom surface of the cylinder head, and an insulation layer 93 is provided on the top surface of the piston.
  • Inter-cooled and adiabatic internal combustion engines can adopt a higher compression ratio, and when the compression ratio is 16:1, a suitable combustion chamber volume can be formed. Since a certain gap is required when the piston reaches the top dead center, about 25% of the compressed air in the cylinder cannot enter the intercooler. To compensate for the part of the air that does not enter the intercooler, the engine can be turbocharged.
  • the piston in an intercooler adiabatic internal combustion engine is similar to a piston air pump when it presses air into the intercooler, the two are quite different.
  • the single-stage booster ratio of the general piston air pump is not more than 10:1 to prevent the compressed air remaining in the clearance volume from re-expanding and reducing the next suction volume.
  • the piston in an intercooled adiabatic internal combustion engine discharges compressed air with a larger boost ratio, the small amount of compressed air remaining in the cylinder will participate in the subsequent combustion work process, and then exhaust, it will not affect the intake at all. ⁇ process.
  • the piston can also press the compressed air into the intercooler with a greater boost ratio and greater gas pressure.
  • the turbocharger presses twice as much air into the cylinder to make the relative compression ratio of the engine reach 32:1 due to the intermediate cooling process, the compressed air pressure at the end of compression will not be higher than that of ordinary diesel engines at 20:1 The compression pressure and the mechanical efficiency of the engine will not be reduced. Because the compressed air entering the combustion chamber during the intercooling process is still low in temperature (can be lower than 200°C), gasoline and diesel fuel injected into it will not burn prematurely, and can be reliably ignited and burned by a spark plug.
  • the combustion chamber valve 3 and the charging valve 2 of the combustion chamber can be arranged in two ways.
  • the upper and lower coaxial arrangement shown in Figure 1 can be used to allow the valve stem 24 of the combustion chamber valve to pass through the charging valve. After the valve stem 11 is made into a sleeve structure, it is controlled by the upper rocker arm 32 and the vent cam 33 via the spring sleeve 27 on it. It is also possible to use a separate arrangement as shown in Figure 3, so that the charge valve 2 of the combustion chamber and the combustion chamber valve 3 are arranged staggered, and the valve stem 24 of the combustion chamber valve 3 passes through the top of the combustion chamber 4 and avoids the charge.
  • the sealing seat 16 of the valve is then controlled by the spring sleeve 27, the upper rocker arm 32 and the vent cam 33 on it (see Figure 1).
  • a heat insulation layer 94 is also provided in the middle and the bottom of the combustion chamber valve 3 to reduce the heat dissipation loss of the combustion chamber valve.
  • the valve height can be reduced and it is also beneficial to reduce the heat dissipation loss.
  • a tapered sealing ring 98 is provided on the vent 38 to allow the thermal insulation layer to extend into the vent. After increasing the lift distance of the combustion chamber valve 3, the upward movement speed of the valve will increase.
  • the upper part of the valve stem 24 passes upward through the spring sleeve 27 and forms on its top.
  • a tangential guide vane 78 can be provided on the annular top surface of the charging valve, and the upper end of each tangential guide vane is connected to The upper ring is connected.
  • a blade seat 79 is formed under the inflation valve 2, and a spiral guide vane 82 is formed outside the blade seat.
  • the inflation valve is closed, the blade seat 79 moves onto the valve In the outer ring groove 83, when the charging valve is opened, the airflow is allowed to enter the combustion chamber 4 through the spiral guide vane 82 on the blade seat protruding out of the ring groove 83, so that the compressed air entering the combustion chamber rotates and flows.
  • the airflow entering the combustion chamber not only rotates and flows under the action of the baffle, when a number of spirals with a certain height are formed on the annular adiabatic inner wall 35 of the combustion chamber 4
  • the pattern is 36, the swirling air flow in the combustion chamber will also roll correspondingly in the direction indicated by the arrow.
  • the inter-cooled adiabatic internal combustion engine can be made into a four-stroke or two-stroke engine.
  • a four-stroke inter-cooled and adiabatic internal combustion engine is made, refer to Fig. 5, the vent 38 and the compressed air outlet 70 on the bottom surface of the cylinder head 59 are respectively set in the intake and exhaust The sides between doors 66 and 67.
  • two shut-off valves 72 and 74 are respectively provided on the gas outlet pipe 71 and the gas supply pipe 73 of the intercooler 20. After the internal combustion engine is stopped, the two shut-off valves are controlled Close to prevent the compressed air from leaking. When restarting, open the two stop valves 72 and 74 on the air outlet pipe 71 and the air supply pipe 73, so that the engine can be started in time.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

一种中冷绝热内燃机，包括缸盖（1）和汽缸（5）内装有的活塞（10），在缸盖底面（59）分别设有通气口（38）和压缩空气出口（70），压缩空气出口（70）经汽缸阀（6）、可控单向阀（7）、中间冷却器（20）和充气阀（2）后通向燃烧室（4），燃烧室（4）再经被燃烧室阀（3）控制的通气口（38）与汽缸（5）连通，由于在压缩过程中经中间冷却器（20）实现了中间冷却过程，在使用汽油燃料并采用15∶1的较高压缩比时也没有爆震现象，而在对发动机绝热后又让效率提高。

Description

中冷绝热内燃机
技术领域 本发明涉及一种内燃机，特别是中冷绝热内燃机。
背景技术 较高的压缩比有利于降低发动机的油耗，汽油机中因受爆震影响，压缩比只能在10∶1左右，柴油发动机因压缩比很高，在热效率上优于汽油机，但柴油机的排气污染较大，为达到环境排放要求，需要增设较高成本的后处理装置。
发明内容 本发明的目的是提供一种中冷绝热内燃机，不但能让发动机通过采用较高的压缩比来提高效率，而且因在压缩过程中介入了中间冷却过程，从而也有助于降低初始压缩压力和燃烧温度，有助于提高发动机的机械效率并减少氮氧化物等的排放。同时，这种中冷绝热内燃机至少可在缸盖底面和活塞顶面设置隔热层，降低发动机的散热损失，也方便使用汽油、柴油等多种不同的燃料。
本发明的中冷绝热内燃机包括缸盖和汽缸内装有的活塞，在汽缸上面的缸盖底面上分别设有通气口和压缩空气出口，压缩空气出口经控制其开启关闭的上下布置式汽缸阀和可控单向阀后与出气管路连通，出气管路再经中间冷却器、供气管路与汽缸盖内的被充气阀控制的燃烧室的充气口相连通，燃烧室再经被燃烧室阀控制的通气口与下面的汽缸连通；至少可在燃烧室的内壁、缸盖底面和活塞顶面设置隔热层，压缩空气出口的汽缸阀不被控制时，经顶杆和上面的弹簧座被弹簧上拉作用顶在压缩空气出口的下锥面上使压缩空气出口关闭，由凸轮轴上的开启凸轮经摇臂和顶杆向下压动可让汽缸阀开启，处于汽缸阀上侧的可控单向阀套装在汽缸阀的顶杆上，并被套在顶杆上的压簧和压管的下端下压作用落座在压缩空气出口的上锥面上使压缩空气出口关闭，可控单向阀还利用其上的拉套和其内的减阻弹簧套装在套管的下部，压缩空气出口被关闭时，汽缸阀和可控单向阀分别夹在压缩空气出口的的上锥面和下锥面上，并让汽缸阀和可控单向阀之间的间隙很小；在中冷绝热内燃机的活塞上行进行压缩过程时，当活塞上行半程后，开启凸轮控制汽缸阀首先下移开启，在活塞继 续上行让汽缸内的压缩空气压力与中间冷却器内的气体压力接近时，控制可控单向阀的松开凸轮经摇臂和套管先经减阻弹簧对可控单向阀施加一个向上的开启作用力，随着活塞继续上行压缩，在汽缸内的压缩空气压力与中间冷却器内的气体压力相等时，被减阻弹簧作用的可控单向阀的便会主动向上开启，让汽缸内被活塞推动的压缩空气不受阻碍的经开启的压缩空气出口和出气管路进入中间冷却器内，让空气的压缩热被导至外界，使所进行的压缩过程接近等温状态、降低了压缩空气的压力、也相应减少了活塞所消耗的压缩功；与此同时，在汽缸阀未开启前，被中间冷却器冷却了的低温压缩空气已经沿供气管路和被充气凸轮控制开启的充气阀从充气口进入燃烧室，在低温压缩空气充满燃烧室后，充气阀被阀杆和弹簧作用上移关闭，随后喷油器向密封的燃烧室内喷油，形成燃油空气混合气，在控制压缩空气出口的可控单向阀的开启、上行的活塞让汽缸内的压缩空气向中间冷却器流动后，燃烧室的燃烧室阀也同时被通气凸轮、上顶摇臂和阀杆上拉开启，让燃烧室经通气口与下面的汽缸连通，在活塞行到上止点时，被控制上移的汽缸阀也同时关闭了压缩空气出口，此时，燃烧室内的燃烧室阀已移到最上部位置，并利用阀杆上部的弹簧套筒和其内的顶簧使燃烧室阀上的密封挡座上移密封住沿阀杆下端的泄漏，这时，火花塞被控制点火，让燃烧室内的已充分混合的燃油空气混合气燃烧形成高温高压作功燃气，作功燃气经开通的通气口进入下面的汽缸，推动活塞下行作功；在火花塞点火、作功过程开程后，可控单向阀的也随后被控制下移到关闭位置；作功过程结束后，在进行排气过程时，燃烧室的燃烧室阀被下压弹簧作用下移关闭，以便重复进行下一次汽缸内的压缩排出、中间冷却、油气混合和点火燃烧过程。
在燃烧室阀的布置中，即可让燃烧室的燃烧室阀与充气阀上下同轴布置，燃烧室阀的阀杆穿过了充气阀的被制成套管结构的阀杆后，再经其上的弹簧套筒被上顶摇臂和通气凸轮控制。也可让燃烧室的充气阀与燃烧室阀错开布置，燃烧室阀的阀杆穿过了燃烧室的顶部并躲开了充气阀的密封座后被其上的弹簧套筒、上顶摇臂和通气凸轮控制。
对于充气阀的结构，在充气阀直径较大时，在充气阀的环形顶面设有切向导流片，各切向导流片的上端与上面的环圈相连，在充气阀开启时，切向导流片让进入燃烧室的压缩空气流旋转流动。在充气阀直径较小时，在充气阀的下面形成有叶片座，在叶片座外面形成有螺旋导流片，充气阀关闭时，叶片座上移落在阀外的环槽内，在充气阀开启时，让气流经探出环槽的叶片座上的螺旋导流片进入燃烧室，让进入燃烧室的压缩空气旋转流动。
为防止燃烧室阀快速开启的上移冲击，阀杆的上部向上穿过弹簧套筒后在其顶部形成有液压座套，设在压盖下面的缓冲油杆伸进液压座套中，在燃烧室阀3被快速上移开启时，当随动上移的阀杆顶部的液压座套内的泄油槽移过缓冲油杆后，因液压阻力让阀杆下面的燃烧室阀减速落座。
对于缸盖底面通气口和压缩空气出口的布置，在四冲程中冷绝热内燃机中，缸盖底面上的通气口和压缩空气出口分别设在进、排气门之间的两侧，在活塞的顶面，对应压缩空气出口设有向两侧分开一定角度的两条出气导流浅槽，对应通气口设有一条指向活塞中心的燃气导流浅槽。在二冲程中冷绝热内燃机中，在只设一个压缩空气出口时，缸盖底面上的通气口与压缩空气出口隔开一定的距离；在设两个压缩空气出口时，燃烧室的通气口基本设置在居中位置，两个压缩空气出口设在通气口的两侧。
为加强气体在燃烧室内的流动，在燃烧室的环形绝热内壁上，形成有若干条凸起一定高度的螺旋纹。为避免中间冷却器的气体泄露，在中间冷却器的出气管路和供气管路上还分别设有两个截止阀，内燃机停机后，两个截止阀被控制关闭。
本发明的中冷绝热内燃机在采用15∶1的较高基本压缩比时，由于在压缩过程中通过外设的中间冷却器而实现了中间冷却过程，让返回燃烧室的压缩空气温度大幅度降低(可低于150℃)，在使用汽油燃料时完全没有爆震现象，也可象汽油机那样以火花塞点火但是以柴油为燃料。为中间冷却在压缩过程后期而进行的压缩排出过程中，由于压缩空气出口的阀门是主动开启，出口的孔径也足够大，被活塞推动的压缩空气可不受阻碍的经开启的压缩空气出口和出气管路进入中间冷却器内，压缩空气的流动阻力 要小于普通预燃室及涡流室式柴油机。
采用较高的基本压缩比并进行中间冷却过程后，由于大幅度降低了压缩空气的压缩后压力和初始燃烧温度，有助于提高发动机的机械效率并减少氮氧化物等的排放。由于燃油与空气在燃烧室内有充足的时间完全雾化，有条件让燃烧在蓝焰下进行，让排气中的有害物质更少。为减少发动机的散热损失，在中冷绝热内燃机中至少可在燃烧室的内壁、缸盖底面和活塞顶面设置隔热层。由于进行了中间冷却过程，设置隔热层后不会恶化燃烧室内的燃油雾化，也方便使用汽油、柴油等多种不同的燃料。如能让在绝热燃烧室内产生的作功燃气在喷入汽缸后也能在绝热的缸盖底面和活塞顶面之间尽快完全燃烧(未露出水冷的汽缸壁之前)，那么排气中的有害物质就会很少。
中冷绝热内燃机采用15∶1的基本压缩比后更适合进行涡轮增压(带电动机的涡轮增压器)，当涡轮增压器向汽缸内压入2倍的空气，让发动机的相对压缩比达到32∶1时，由于中间冷却过程，压缩空气的压缩终了压力并不会高于普通柴油机在20∶1时的压缩压力、发动机的机械效率不会降低。
在普通带中冷器的涡轮增压柴油机中，增压空气的温度被中冷器每降低10℃，柴油机的效率约提高0.5％，本发明的中冷绝热内燃机采用15∶1压缩比后，中冷后的压缩空气温度降幅可达到500℃，中冷所提高的效率便可达到25％。虽然燃烧室内的高温燃气在流经通气口时有一定的冷却损失，但中冷降低了最高燃烧温度、会让冷却损失相应减少，而在燃烧室内壁、缸盖底面和活塞顶面所设置的隔热层又全面降低了冷却散热损失，所以中冷绝热内燃机的热效率仍会大幅度提高。同时因压缩中冷后的温度仍然很低，氮氧化物等的排放也会很少。由于燃料与空气充分雾化后是在容积较小的燃烧室内快速燃烧，也可消除普通柴油机中的那种后燃损失。中冷绝热内燃机可使用汽油燃料，也可使用柴油燃料，只要喷入燃烧室内的燃料能被火花塞点燃即可，是一种多燃料发动机。
附图说明 下面结合附图对本发明的中冷绝热内燃机进行详细的说明。
图1是本发明的中冷绝热内燃机结构图。
图2中(1)、(2)、(3)、(4)是图1中的中冷绝热内燃机所进行的燃烧室充气、油气混合、压缩排出(中间冷却)和点火燃烧过程运行状态图。
图3是中冷绝热内燃机的另一种燃烧室的结构图。
图4是中冷绝热内燃机中燃烧室阀的阀杆顶部的液压缓冲结构图。
图5是四冲程中冷绝热内燃机中缸盖底面阀门的布置图。
图6是二冲程中冷绝热内燃机中缸盖底面阀门的布置图。
具体实施方式 图1是本发明本发明的中冷绝热内燃机结构图。图2中(1)、(2)、(3)、(4)是图1中的中冷绝热内燃机所进行的燃烧室充气、油气混合、压缩排出(中间冷却)和点火燃烧过程运行状态图。如图1所示，中冷绝热内燃机包括缸盖1和汽缸5内装有的活塞10。在汽缸上面的缸盖底面59上分别设有通气口38和压缩空气出口70[参看图2(3)]，压缩空气出口经控制其开启关闭的上下布置式汽缸阀6和可控单向阀7后与出气管路71连通，出气管路再经中间冷却器20、供气管路73与汽缸盖内的被充气阀2控制的燃烧室4的充气口18相连通，燃烧室4再经被燃烧室阀3控制的通气口38与下面的汽缸5连通。为加强中间冷却器20的冷却效果，中间冷却器采用水冷逆流方式散热。图1中的内燃机正进行进气过程，活塞10下行时，进气门66经摇臂67被凸轮轴65上的凸轮69控制开启。
压缩空气出口的汽缸阀6不被控制时，经顶杆51和上面的弹簧座52被弹簧53上拉作用顶在压缩空气出口70的下锥面76上使压缩空气出口关闭，防止作功时的高压燃气泄露。由凸轮轴65上的开启凸轮56经摇臂55和顶杆51向下压动可让下面的汽缸阀6开启，如图2(3)中所示。处于汽缸阀6上侧的可控单向阀7套装在汽缸阀的顶杆51上，并被套在顶杆上的压簧48和压管43的下端下压作用落座在压缩空气出口70的上锥面57上使压缩空气出口关闭[上锥面参看图2(3)]，可控单向阀7还利用其上的拉套41和其内的减阻弹簧42套装在套管43的下部。压缩空气出口被关闭时，汽缸阀6和可控单向阀7分别夹在压缩空 气出口的的上锥面57和下锥面76上，并让汽缸阀和可控单向阀之间的间隙91很小(该处的放大结构如图3所示)。
在中冷绝热内燃机的活塞10上行进行压缩过程时，当活塞上行半程后，开启凸轮56控制汽缸阀6首先下移开启，参看图2(3)中所示状态。在活塞10继续上行让汽缸5内的压缩空气压力与中间冷却器20内的气体压力接近时，控制可控单向阀的松开凸轮46经摇臂81和套管43先经减阻弹簧42对可控单向阀7施加一个向上的开启作用力。随着活塞10继续上行压缩，在汽缸5内的压缩空气压力与中间冷却器内的气体压力相等时，被减阻弹簧42作用的可控单向阀的7便会主动向上开启，让汽缸内被活塞推动的压缩空气不受阻碍的经开启的压缩空气出口70和出气管路71进入中间冷却器20内，让空气的压缩热被导至外界，使所进行的压缩过程接近等温状态、降低了压缩空气的压力、也相应减少了活塞所消耗的压缩功。
在汽缸5内的压缩空气被活塞10压进中间冷却器20的过程中，与此同时，在汽缸阀6未开启前，被中间冷却器20冷却了的低温压缩空气已经沿供气管路73和被充气凸轮22控制开启的充气阀2从充气口18进入燃烧室4，如图2(1)状态所示，在低温压缩空气充满燃烧室后，充气阀2被阀杆11和弹簧14作用上移关闭。随后，如图2(2)状态所示，喷油器9向密封的燃烧室4内喷油，形成燃油空气混合气。燃油与空气在燃烧室4内的混合具有足够的时间，在四冲程内燃机中可在整个进气过程和压缩过程的大部分时间内充分雾化，从而有利于接下去的燃烧过程。
在控制压缩空气出口70的可控单向阀的7开启、上行的活塞10让汽缸内的压缩空气向中间冷却器20内流动后，如图2(3)状态所示，燃烧室4的燃烧室阀3也同时被通气凸轮33、上顶摇臂32和阀杆24上拉开启，让燃烧室4经通气口38与下面的汽缸5连通。这时，因燃烧室4内的容积很小，而中间冷却器20内的容积很大，并且因中冷使压缩空气更容易被压缩，所以汽缸5内的压缩空气被活塞10推动只会沿开通的压缩空气出口70无阻拦地进入中间冷却器20。通气凸轮33和充气凸轮22装在凸轮 轴68上。
在活塞10行到上止点时，如图2(4)状态所示，被控制上移的汽缸阀6也同时关闭了压缩空气出口。此时，燃烧室4内的燃烧室阀3已移到最上部位置，并利用阀杆24上部的弹簧套筒27和其内的顶簧26使燃烧室阀3上的密封挡座23上移密封住沿阀杆下端的泄漏，这时，火花塞8被控制点火，让燃烧室4内的已充分混合的燃油空气混合气燃烧形成高温高压作功燃气，作功燃气经开通的通气口38进入下面的汽缸并推动活塞10下行作功。在火花塞8点火、作功过程开程后，可控单向阀的7也随后被控制下移到关闭位置，以防止作功过程中及结束后，汽缸与中间冷却器的双向漏气。作功过程结束后，在进行排气过程时，燃烧室4的燃烧室阀3被下压弹簧30作用下移关闭，让过程返回到图2(1)所示状态，并在充气阀下移开启后，便可重复进行下一次汽缸内的压缩排出、中间冷却、油气混合和点火燃烧过程。
中冷绝热内燃机加入中间冷却过程后，因进入燃烧室内的是低温压缩空气，对发动机绝热也不会恶化喷油雾化过程，为降低发动机的散热损失，至少可在燃烧室的内壁设置隔热层35，在缸盖底面设置隔热层92，在活塞顶面设置隔热层93。
中冷绝热内燃机可采用较高的压缩比，在压缩比为16∶1时可形成合适大小的燃烧室容积。由于活塞行到上止点时要留有一定的间隙，汽缸内约有25％左右的压缩空气进入不了中间冷却器。为补偿未进入中间冷却器这部分空气量，可对发动机进行涡轮增压。
虽然中冷绝热内燃机中的活塞在向中间冷却器压入空气时类似活塞式气泵，但两者会有很大的不同。一般的活塞式气泵单级增压比不超过10∶1，以防止留在余隙容积的压缩空气再度膨胀后减少下一次的吸气量。但中冷绝热内燃机中的活塞在以更大的增压比排出压缩空气时，因留在汽缸内的少量压缩空气会参与接下来的燃烧作功过程，然后再排气，根本不会影响进气过程。由于这一特点，为进一步增加发动机功率，在中冷绝热内燃机采用15∶1的基本压缩比后进行涡轮增压(带电动机的涡轮增压器)时，即使涡轮增压器向汽缸内压入2倍的空气，活塞也能以 更大的增压比和更大气体压力把压缩空气压入中间冷却器。当涡轮增压器向汽缸内压入2倍的空气，让发动机的相对压缩比达到32∶1时，由于中间冷却过程，压缩空气的压缩终了压力并不会高于普通柴油机在20∶1时的压缩压力、发动机的机械效率不会降低。因中间冷却过程进入燃烧室的压缩空气仍温度较低(可低于200℃)，喷入汽油及柴油燃料也不会早燃，可通过火花塞可靠的点火燃烧。
在中冷绝热内燃机中，燃烧室的燃烧室阀3与充气阀2有两种布置方式，可采用图1所示的上下同轴布置结构，让燃烧室阀的阀杆24穿过了充气阀的被制成套管结构的阀杆11后，再经其上的弹簧套筒27被上顶摇臂32和通气凸轮33控制。还可采用图3所示的分开了的布置结构，让燃烧室的充气阀2与燃烧室阀3错开布置，燃烧室阀3的阀杆24穿过了燃烧室4的顶部并躲开了充气阀的密封座16后被其上的弹簧套筒27、上顶摇臂32和通气凸轮33控制(参看图1)。在燃烧室阀3的中部和阀底部也设有隔热层94，以减小燃烧室阀的散热损失。在让燃烧室阀3具有较高的升程距离时，因能缩小阀高也有利于减小散热损失。另外，在图3中，在通气口38上设置了锥形密封圈98，让隔热层延伸进通气口内。在加大燃烧室阀3的升程距离后，阀的上移速度便会增加，为防止燃烧室阀3的上移冲击，阀杆24的上部向上穿过弹簧套筒27后在其顶部形成有液压座套84，设在压盖85下面的缓冲油杆86伸进液压座套84中，在燃烧室阀3被快速上移开启时，当随动上移的阀杆24顶部的液压座套84内的泄油槽87移过缓冲油杆86后，因液压阻力让阀杆24下面的燃烧室阀3在上移时减速落座。
在向燃烧室内充气时为产生旋转进气流，如图1所示，在充气阀2直径较大时，可在充气阀的环形顶面设置切向导流片78，各切向导流片的上端与上面的环圈相连，在充气阀开启时，让进气流从环圈内经切向导流片78流进燃烧室4，让进入燃烧室的压缩空气流旋转流动，以便在喷油器向燃烧室内喷油时让燃料充分雾化。
在充气阀直径较小时，如图3所示，在充气阀2的下面形成 有叶片座79，在叶片座外面形成有螺旋导流片82，充气阀关闭时，叶片座79上移落在阀外的环槽83内，在充气阀开启时，让气流经探出环槽83的叶片座上的螺旋导流片82进入燃烧室4，让进入燃烧室的压缩空气旋转流动。为了让燃烧室内的油气更充分的雾化，进入燃烧室中的气流在导流片的作用下不仅旋转流动，当在燃烧室4的环形绝热内壁35上形成有若干条凸起一定高度的螺旋纹36时，燃烧室内旋转流动的气流还会按箭头的所示方向相应翻滚。
中冷绝热内燃机可制成四冲程或二冲程发动机，在制成四冲程中冷绝热内燃机时，参看图5，缸盖底面59上的通气口38和压缩空气出口70分别设在进、排气门66、67之间的两侧。在活塞的顶面，对应压缩空气出口70设有向两侧分开一定角度的两条出气导流浅槽89，对应通气口38设有一条指向活塞中心的燃气导流浅槽88，出气导流浅槽和燃气导流浅槽被隔开了一定的距离。
在二冲程中冷绝热内燃机中，参看图6，在只设一个压缩空气出口时，缸盖底面59上的通气口38与压缩空气出口隔开一定的距离，在设两个压缩空气出口70时，燃烧室的通气口38基本设置在居中位置，两个压缩空气出口设在通气口38的两侧。
中冷绝热内燃机设置外循环的中间冷却器后，因中间冷却器是与缸盖上的相应气阀相连通的，在发动机停机后必然要发生气体的泄露，为避免再次起动时重新为中间冷却器充气，如图2(4)中所示，在中间冷却器20的出气管路71和供气管路73上分别设有两个截止阀72、74，内燃机停机后，两个截止阀被控制关闭，以防止压缩空气泄漏，再次起动时开启出气管路71和供气管路73上的两个截止阀72、74，便可让发动机及时起动。

Claims (10)

  1. 一种中冷绝热内燃机，包括缸盖(1)和汽缸(5)内装有的活塞(10)，其特征在于：在汽缸上面的缸盖底面(59)上分别设有通气口(38)和压缩空气出口(70)，压缩空气出口(70)经控制其开启关闭的上下布置式汽缸阀(6)和可控单向阀(7)后与出气管路(71)连通，出气管路再经中间冷却器(20)、供气管路(73)与汽缸盖内的被充气阀(2)控制的燃烧室(4)的充气口(18)相连通，燃烧室(4)再经被燃烧室阀(3)控制的通气口(38)与下面的汽缸(5)连通；设置中间冷却器(20)后，至少可在燃烧室的内壁、缸盖底面和活塞顶面设置隔热层，压缩空气出口(70)的汽缸阀(6)不被控制时，经顶杆(51)和上面的弹簧座(52)被弹簧(53)上拉作用顶在压缩空气出口(70)的下锥面(76)上使压缩空气出口关闭，由凸轮轴(65)上的开启凸轮(56)经摇臂(55)和顶杆(51)向下压动可让汽缸阀(6)开启，处于汽缸阀(6)上侧的可控单向阀(7)套装在汽缸阀的顶杆(51)下部位置，并被套在顶杆上的压簧(48)和压管(43)的下端下压作用落座在压缩空气出口(70)的上锥面(57)上使压缩空气出口关闭，可控单向阀(7)还利用其上的拉套(41)和其内的减阻弹簧(42)套装在套管(43)的下部，压缩空气出口(70)被关闭时，汽缸阀(6)和可控单向阀(7)分别夹在压缩空气出口的的上锥面(57)和下锥面(76)上，并让汽缸阀和可控单向阀之间的间隙很小；在中冷绝热内燃机的活塞(10)上行进行压缩过程时，当活塞上行半程后，开启凸轮(56)控制汽缸阀(6)首先下移开启，在活塞(10)继续上行让汽缸(5)内的压缩空气压力与中间冷却器(20)内的气体压力接近时，控制可控单向阀的松开凸轮(46)经摇臂(81)和套管(43)先经减阻弹簧(42)对可控单向阀(7)施加一个向上的开启作用力，随着活塞(10)继续上行压缩，在汽缸(5)内的压缩空气压力与中间冷却器内的气体压力相等时，被减阻弹簧(42)作用的可控单向阀的(7)便会主动向上开启，让汽缸内被活塞推动的压缩空气不受阻碍的经开启的压缩空气出口(70)和出气管路(71)进入中间冷却器(20)内，让空气的压缩热被导至外界，使所进行的压缩过程接近等温状态、降低了压缩空气的压力、也相应减少了活塞所消耗的压缩功；与此同时，在汽缸阀(6)未开启前，被中间冷却器(20)冷却了的低温压缩空气已经沿供气管路(73)和被充 气凸轮(22)控制开启的充气阀(2)从充气口(18)进入燃烧室(4)，在低温压缩空气充满燃烧室后，充气阀(2)被阀杆(11)和弹簧(14)作用上移关闭，随后喷油器(9)向密封的燃烧室(4)内喷油，形成燃油空气混合气，在控制压缩空气出口(70)的可控单向阀的(7)开启、上行的活塞(10)让汽缸内的压缩空气向中间冷却器流动后，燃烧室(4)的燃烧室阀(3)也同时被通气凸轮(33)、上顶摇臂(32)和阀杆(24)上拉开启，让燃烧室(4)经通气口(38)与下面的汽缸(5)连通，在活塞(10)行到上止点时，被控制上移的汽缸阀(6)也同时关闭了压缩空气出口(70)，此时，燃烧室(4)内的燃烧室阀(3)已移到最上部位置，并利用阀杆(24)上部的弹簧套筒(27)和其内的顶簧(26)使燃烧室阀(3)上的密封挡座(23)上移密封住沿阀杆(24)下端的泄漏，这时，火花塞(8)被控制点火，让燃烧室(4)内的已充分混合的燃油空气混合气燃烧形成高温高压作功燃气，作功燃气经开通的通气口(38)进入下面的汽缸(5)，推动活塞(10)下行作功；在火花塞(8)点火、作功过程开程后，可控单向阀的(7)也随后被控制下移到关闭位置；作功过程结束后，在进行排气过程时，燃烧室(4)的燃烧室阀(3)被下压弹簧(30)作用下移关闭，以便重复进行下一次汽缸内的压缩排出、中间冷却、油气混合和点火燃烧过程。
  2. 根据权利要求1所述的中冷绝热内燃机，其特征在于：燃烧室的燃烧室阀(3)与充气阀(2)上下同轴布置，燃烧室阀的阀杆(24)穿过了充气阀的被制成套管结构的阀杆(11)后，再经其上的弹簧套筒(27)被上顶摇臂(32)和通气凸轮(33)控制。
  3. 根据权利要求1所述的中冷绝热内燃机，其特征在于：燃烧室的充气阀(2)与燃烧室阀(3)错开布置，燃烧室阀(3)的阀杆(24)穿过了燃烧室(4)的顶部并躲开了充气阀的密封座(23)后被其上的弹簧套筒(27)、上顶摇臂(32)和通气凸轮(33)控制。
  4. 根据权利要求1所述的中冷绝热内燃机，其特征在于：在充气阀(2)直径较大时，在充气阀的环形顶面设有切向导流片(78)，各切向导流片的上端与上面的环圈相连，在充气阀开启时，切向导流片(78)让进入燃烧室(4)的压缩空气流旋转流动。
  5. 根据权利要求1所述的中冷绝热内燃机，其特征在于：在充气阀(2)直径较小时，在充气阀的下面形成有叶片座(79)，在叶片座外面形 成有螺旋导流片(82)，充气阀关闭时，叶片座(79)上移落在阀外的环槽(83)内，在充气阀开启时，在充气阀开启时，让气流经探出环槽(83)的叶片座上的螺旋导流片(82)进入燃烧室(4)，让进入燃烧室的压缩空气旋转流动。
  6. 根据权利要求1所述的中冷绝热内燃机，其特征在于：阀杆(24)的上部向上穿过弹簧套筒(27)后在其顶部形成有液压座套(84)，设在压盖(85)下面的缓冲油杆(86)伸进液压座套(84)中，在燃烧室阀(3)被快速上移开启时，当随动上移的阀杆(24)顶部的液压座套(84)内的泄油槽(87)移过缓冲油杆(86)后，因液压阻力让阀杆(24)下面的燃烧室阀(3)减速落座。
  7. 根据权利要求1所述的中冷绝热内燃机，其特征在于：在四冲程中冷绝热内燃机中，缸盖底面(59)上的通气口(38)和压缩空气出口(70)分别设在进、排气门(66、67)之间的两侧，在活塞的顶面，对应压缩空气出口(70)设有向两侧分开一定角度的两条出气导流浅槽(89)，对应通气口(38)设有一条指向活塞中心的燃气导流浅槽(88)。
  8. 根据权利要求1所述的中冷绝热内燃机，其特征在于：在二冲程中冷绝热内燃机中，在只设一个压缩空气出口(70)时，缸盖底面(59)上的通气口(38)与压缩空气出口(70)隔开一定的距离；在设两个压缩空气出口(70)时，燃烧室(4)的通气口(38)基本设置在居中位置，两个压缩空气出口设在通气口(38)的两侧。
  9. 根据权利要求2、3、4、5、6、7或8所述的中冷绝热内燃机，其特征在于：在燃烧室(4)的环形绝热内壁(35)上，形成有若干条凸起一定高度的螺旋纹(36)。
  10. 根据权利要求2、3、4、5、6、7或8所述的中冷绝热内燃机，其特征在于：在中间冷却器(20)的出气管路(71)和供气管路(73)上分别设有两个截止阀(72、74)，内燃机停机后，两个截止阀被控制关闭。
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