WO2012051796A1

WO2012051796A1 - Intercooled recuperative internal combustion engine with four stroke main cylinder

Info

Publication number: WO2012051796A1
Application number: PCT/CN2011/001674
Authority: WO
Inventors: 韩培洲
Original assignee: Han Peizhou
Priority date: 2010-10-19
Filing date: 2011-10-08
Publication date: 2012-04-26
Also published as: CN102011640A

Abstract

An intercooled recuperative internal combustion engine with a four stroke main cylinder comprises a main cylinder (36) having a gas inlet valve and a gas outlet valve (5, 10), a secondary cylinder (62) in communication with the main cylinder (36) and with a heat recuperator (80) via different valves, and a small secondary cylinder (85) in communication with the heat recuperator (80) and with an intercooler (28) via different valves, wherein a gas outlet check valve (23) communicating to the intercooler (28) is provided on the cylinder head (2) of the main cylinder, with the gas outlet check valve being pushed onto a valve seat (24) having a vent hole (25) by a spring at the back thereof. In front of the gas outlet check valve (23), a gas blocking valve (15) having an identical structure to that of the gas inlet/outlet valves is provided, a valve stem (16) of the gas blocking valve passes through the centre of the valve seat (24) and a gas isolation sleeve (26) thereon, and is controlled by a gas blocking cam (17) on the cylinder head (2) in such a way that the gas blocking valve (15) is opened after a compression process caused by the moving up of a piston (38) in the main cylinder (36), and is closed when the piston reaches its top dead point; after the gas blocking valve (15) is closed, a lift valve (44) between the secondary cylinder (62) and the main cylinder (36) is controlled to open, while a gas distribution piston (65) in the secondary cylinder is also moved to a set position a certain distance away from its top dead point, and the lift valve (44) is closed when the gas distribution piston (65) reaches its top dead point. By utilizing the intercooled recuperative internal combustion engine with a four stroke main cylinder, the heat effiency of the internal combustion engine can be increased.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine, and more particularly to a master cylinder four-stroke medium-cooled regenerative internal combustion engine.

BACKGROUND OF THE INVENTION In the patent specification of the application No. 02125235.1, although the intermediate-cooled regenerative two-stroke internal combustion engine is fully equipped with an intercooling regenerative cycle capable of improving the cycle heat efficiency, since the internal combustion engine is composed of another The compressor cylinder is provided as a gas pump to supply compressed air to the auxiliary cylinder, which increases the structural complexity of the engine. At the same time, the outlet valve located on the compressor cylinder still cannot accommodate higher engine speeds. Since the internal combustion engine loses a lot of heat in the exhaust gas, it is necessary to develop a new structurally improved regenerative regenerative internal combustion engine that can recycle the exhaust heat.

SUMMARY OF THE INVENTION An object of the present invention is to provide an improved master cylinder four-stroke intercooled regenerative internal combustion engine for the deficiencies in the above-described intercooled regenerative two-stroke internal combustion engine, which not only allows the main cylinder to provide cyclic compression for the subcylinder The air pump function of the air, and the air outlet check valve structure thereon is more suitable for the higher engine speed.

The master cylinder four-stroke intercooled regenerative internal combustion engine of the present invention comprises a main cylinder with an intake and exhaust valve, a sub-cylinder communicating with the main cylinder and the regenerator through different valves, and a regenerator and an intercooler through different valves. The small auxiliary cylinder, the outlet check valve to the intercooler is arranged in the cylinder head soil of the main cylinder, and the outlet check valve is seated on the valve seat with the vent hole by the spring of the back side, before the outlet check valve There is also a throttle valve having the same structure as the intake and exhaust valves. The valve stem of the throttle valve passes through the center of the valve seat and the gas-proof sleeve on the valve seat is controlled by the gas-blocking cam on the cylinder head. The gas-blocking valve is in the main cylinder. The piston is moved up and opened after the compression process, and is closed when the piston is wound to the top dead center. After the throttle valve is closed, the lift valve between the auxiliary cylinder and the main cylinder is controlled to be opened, and the gas distribution piston in the auxiliary cylinder is also At a position set to a certain distance from the top dead center, the lift valve closes when the valve piston reaches the top dead center.

In the double-cylinder crosshead model, the secondary cylinder is constituted by the upper space of the gas distribution piston in the secondary cylinder, the small secondary cylinder is constituted by the lower space of the gas distribution piston, and the gas distribution piston passes through the piston rod of the lower cylinder head through the lower portion. The crosshead and connecting rod are connected to the auxiliary crankshaft, and the speed of the secondary crankshaft is equal to 1/2 of the crankshaft speed. In the double-cylinder split type, the auxiliary cylinder is in the single auxiliary cylinder, the small auxiliary cylinder is in the single small auxiliary cylinder, and the two cylinders can be arranged opposite to the secondary crankshaft. Type arrangement, in the single cylinder or double cylinder of the main cylinder, the two cylinders can also be arranged in line, and the small auxiliary cylinder reduces the cylinder diameter or reduces the crank pin radius of the small auxiliary cylinder on the auxiliary crankshaft to make the working volume smaller than the auxiliary cylinder. The speed of the secondary crankshaft is equal to 1/2 of the crankshaft speed.

In the single-cylinder model, the small auxiliary cylinder and the secondary cylinder are combined to form a secondary cylinder, the secondary cylinder is connected to the main cylinder through the lifting valve, and the two inlet and outlet valves communicating with the regenerator The inflation valve connected to the intercooler is also disposed on the cylinder head of the auxiliary cylinder, and the secondary crankshaft of the gas distribution piston in the auxiliary cylinder is driven at the same speed as the crankshaft.

For the double-cylinder model, the lift valve is placed on the auxiliary cylinder and is at the position of avoiding the intake valve. When the lift valve is closed, the valve head is seated on the upper side of the main cylinder. On the valve seat of the road, a through hole for installing the injector is arranged in the center of the lift valve, and the injector of the injector fixed on the outer cylinder head extends in the through hole of the lift valve, and the valve head of the lift valve Having a plurality of guide vanes arranged in a ring shape with a certain radial gap from the valve seat, the guide vanes forming a certain inclination angle with the radial air flow from the sub-cylinder to the air passage, and the extension is mounted on the cylinder head Glow plug for the airway.

In each model, the lifting valve can also be arranged such that the lifting valve is located between the main cylinder and the auxiliary cylinder and is seated on the valve seat of the lower curved air passage, and the lower end of the curved air passage is connected with the main cylinder, in the lifting valve The center of the injector is provided with a through hole, and the injector of the injector fixed on the outer casing of the cylinder head extends into the through hole of the lifting valve, and a glow plug is installed at the lower corner of the curved air passage. The glow plug extends through the secondary crankcase and away from the secondary crankshaft and the long sleeve through the outer water jacket of the secondary cylinder into the curved air passage.

In order to further control the valve, the air outlet check valve on the back of the valve is acted upon by the upper spring through the pressure ring on the valve, and the pressure ring is connected to the armature extending in the electronic control coil through the sleeve, or the air outlet check valve Directly connected to the sleeve with the armature. When the piston in the main cylinder starts to compress, the electric control coil is energized to attract the armature to the spring before the compressed air will open the outlet check valve until the piston reaches the top dead center. The outlet check valve is no longer used.

In the intercooled regenerative internal combustion engine, a power stabilization system is further provided, and a temperature sensor and a pressure sensor connected to the electric control unit are respectively arranged on the communication line between the outlet end of the regenerator and the intake port, and the control is just changed. After the fuel level of the accelerator pedal position, When the temperature and pressure in the regenerator rise or fall, the electronic control unit controls the oil pump unit and the injector to reduce or increase the fuel injection amount accordingly.

A brake energy recovery and utilization system is provided in the vehicle medium-cooled regenerative internal combustion engine, and the system includes a shut-off valve installed on a communication line between the regenerator and the intake valve, which is controlled by the electronic control unit via a corresponding signal line, The air reservoir with the inlet and outlet valves and communicating with the communication line of the inlet end of the regenerator through the inlet and outlet gas pipelines further includes a valve control mechanism disposed on the cylinder head for controlling the working state of the intake and exhaust valves; when the vehicle is running normally, When the shut-off valve is opened and the inlet and outlet valves are closed, when the vehicle brake needs to recover the braking energy, the electronic control unit controls the shut-off valve to close, allows the inlet and outlet valves to open, and the compressed air generated by the engine enters the air reservoir; when the braking energy is utilized, the electric control The unit allows the shut-off valve and the inlet and outlet valves to open, the engine to operate with compressed air in the air reservoir, and the valve control mechanism to prevent the engine from producing compressed air.

In order to cooperate with the brake energy recovery system, the drive controller of the valve control mechanism is connected to the selection shaft in the cylinder head, and the intake shaft block for controlling the intake valve at different angles and sequentially arranged is arranged on the selection shaft. , the inlet and outlet gas top block and the venting top block, and an exhaust top block for controlling the exhaust valve, wherein each of the top blocks is respectively provided with an intermediate push block installed in the slide hole, and each intermediate push block passes through the upper part thereof The top of the head is in the shaft socket at one end of the corresponding rocker arm, and the three intermediate push blocks of the intake valve are arranged side by side in the sliding hole, and three upper and lower intake rocking arms are arranged side by side, and the air is discharged. The middle of the rocker arm and the deflation rocker arm can be respectively controlled by the corresponding intake cam, the intake and exhaust cam and the deflation cam on the camshaft, and the other ends of the three side-by-side rocker arms are simultaneously pressed against a lower intake valve. On the shared slave arm, the other end of the exhaust rocker of the exhaust valve is directly pressed on the valve stem of the exhaust valve. When the engine is adapted to different working states, the corresponding top block selected by the selection shaft passes through the middle of the upper block. Push the block up to the corresponding rocker arm, so that the rocker arm rises The position that can be pressed by the corresponding cam on the camshaft, the remaining rocker arm that is not jacked up does not contact the cam on the camshaft; when the engine is normally inflated, the intake top block on the shaft is selected The intake rocker arm rises, and the intake valve is controlled by the intake cam. When the brake energy is recovered, the intake and exhaust gas top block raises the intake and exhaust gas rocker arm, and the intake valve is controlled by the intake and exhaust gas cam. After the process is turned on and off, and then turned on and off during the work and exhaust process, the exhaust valve is always closed during the process. When the brake energy is utilized, the deflation top block raises the deflation rocker arm to allow the intake valve to open. The deflated cam control is activated during the intake process and is closed at the end of the compression discharge process. In the present invention, the main cylinder of the cold regenerative internal combustion engine can provide the compressed air for the intercooling regenerative cycle because of the air pump function, which not only simplifies the structure of the engine but also the main cylinder. The intake process also helps to reduce the thermal load on the cylinder after it has a low heat dissipation structure. The venting one-way on the main cylinder is combined with the damper to make it more adaptable to higher engine speeds.

The medium-cooled regenerative internal combustion engine of the present invention comprises three different configurations of a double-cylinder crosshead type, a double-cylinder split type and a single-cylinder type, and the isothermal regenerative cycle performed by the double-cylinder type intercooled regenerative internal combustion engine The exhaust heat of a certain power state is substantially exhausted, and the medium-cooled regenerative internal combustion engine of this structure also has the highest cycle efficiency.

BRIEF DESCRIPTION OF THE DRAWINGS The invention will be further described in detail below with reference to the drawings and specific embodiments.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a cross-sectional view showing the overall structure of a double-cylinder crosshead type intercooled regenerative internal combustion engine of the present invention.

Fig. 2 is a cross-sectional view showing the overall structure of a double-sub-cylinder divided type intermediate-cooled regenerative internal combustion engine of the present invention.

Figures 1-6 in Figure 3 are diagrams showing the operation of the dual-cylinder type intercooled regenerative internal combustion engine of the present invention. Figure 1 shows the intake process; Figure 2 shows the compression process; Figure 3 shows the intermediate cooling process; Figure 4 shows the isothermal heat recovery process; Figure 6 exhaust process.

Figure 4 is a cross-sectional view showing the actual structure of a double-cylinder type intercooled regenerative internal combustion engine cylinder head. Figure 5 is a bottom plan view of the cylinder head taken along line A-A of Figure 4;

Figure 6 is a cross-sectional view showing the structure of the gas valve and the air outlet check valve in the cylinder head.

Figure 7 is a cross-sectional view showing the structure of an air outlet valve with an electric control coil.

Figure 8 is a general layout of an intercooled regenerative internal combustion engine with a power stabilizing and braking energy recovery system.

Figure 9 is a cross-sectional view showing the structure of the valve control mechanism in the cylinder head.

Figure 10 is a plan view taken along line B-B of Figure 9.

Fig. 11 is a view showing the outer configuration of three inferior intake cams for controlling the intake valves.

Figure 12 is a cross-sectional view showing the overall structure of a single-cylinder type intercooled regenerative internal combustion engine of the present invention. Figure 13 is a cross-sectional view showing the actual structure of a single-cylinder type intermediate-cooling regenerative internal combustion engine.

Figure 14 is a layout view of the valves on the master cylinder and the secondary cylinder of the bottom surface of the cylinder head of Figure 13; Fig. 15 is a diagram showing the operation of the single-cylinder type intercooled regenerative internal combustion engine of the present invention. Among them, Figure 1 intake process; Figure 2 compression discharge process; Figure 3 intermediate cooling But the process; Figure 4 is the same heat recovery process; Figure 5 combustion work process. Figure 6 exhaust process. 1 shows a double-cylinder crosshead type intercooled regenerative internal combustion engine. As can be seen, not only the intake valve 5 and the exhaust valve 10 are provided on the cylinder head 2 of the main cylinder 36, An air outlet check valve 23 to the intercooler 28 is also provided on the cylinder head 2. In order to prevent the working gas from entering the intercooler, a throttle valve 15 having the same structure as the intake and exhaust valves is added before the air outlet one 23 . The secondary cylinder 62 that cooperates with the primary cylinder 36 leans against the primary cylinder and is in communication with the air passage 54 that is controlled by the lift valve 44. The outlet end of the regenerator 80 communicates with the sub-cylinder 62 via a communication line 79 and an intake air gap 76. The air outlet end of the intercooler 28 communicates with the small auxiliary cylinder 85 through the air outlet line 29 and the air inlet port 1 of the inlet and outlet valve 83, and the small auxiliary cylinder passes through the air outlet 3 and the communication line 81 of the inlet and outlet valve 83 and heats up. The intake end of the unit 80 is in communication and the regenerator is placed in the exhaust line 14 in communication with the exhaust valve 10 of the master cylinder.

In Fig. 1, the volume of the sub-cylinder 62 is constituted by the upper space of the gas distribution piston 65 in the sub-cylinder 64, and the small sub-cylinder 85 is constituted by the lower space of the gas distribution piston, and the gas distribution piston 65 passes through the lower portion. The piston rod 67 of the cylinder head 63, the crosshead 68 and the connecting rod 70 are drivingly coupled to the lower sub-crank 71. Since the piston 38 in the master cylinder 36 is driven twice by the crankshaft 41, the speed of the secondary crankshaft 71 is equal to 1/2 of the rotational speed of the crankshaft 41.

Figure 2 shows a double-cylinder divided type intercooled regenerative internal combustion engine in which the sub-cylinder 62 is located in a single sub-cylinder 64, and the valve-discharging piston 69 is also used in the ordinary Piston structure. The small sub-cylinder 85 is located in a single small sub-cylinder 53 in which a cylinder head 43 having an inflation valve 84 and an outlet valve 82 is provided. Since the two sub-cylinders are arranged separately around the sub-crankshaft 71, the two sub-cylinders can be arranged opposite each other as shown in Fig. 2, and can also be arranged in a V-shape at a certain angle. In practice, when the main cylinder 36 is made into a single-cylinder or twin-cylinder model, the two sub-cylinders can also be arranged in series so that the sub-cylinder occupies a larger width than the main cylinder.

In the double-cylinder split type of Fig. 2, in order to make the working volume of the small-cylinder 85 smaller than the sub-cylinder 62, the cylinder diameter of the small-cylinder 85 can be correspondingly reduced under the same conditions of the piston stroke in the two sub-cylinders. Under the same conditions of the cylinder diameters of the two cylinders, as shown in FIG. 2, the working volume of the small secondary cylinder is made smaller by reducing the radius of the crank pin 72 (shown by a broken line) of the small auxiliary cylinder 85 on the secondary crankshaft 71. Auxiliary cylinder 62. The rotational speed of the secondary crankshaft 71 in Fig. 2 is equal to 1/2 of the rotational speed of the crankshaft 41. Fig. 1 The secondary cylinder and the small secondary cylinder of the double-cylinder crosshead model are both in a secondary cylinder 64, which is relatively compact in structure, but the added piston rod 67 and the crosshead 68 increase the reciprocating inertia. The gas distribution piston 65 in the auxiliary cylinder should also be operated with oil-free lubrication. In Fig. 2, the two sub-cylinders of the double-cylinder split type are arranged separately, and the structure is more flexible, so that the valve piston can be well lubricated. Unlike the small sub-cylinder 85 of Fig. 1, which is controlled by a spool valve for inflating and exhausting, the small sub-cylinder 85 of Fig. 2 uses the inflation valve 84 to control the low-temperature compressed air flowing in from the intercooler 28, using an outlet valve. 82 controls the low temperature compressed air entering the regenerator 80. The injectors 57 of Figures 1 and 2 are all disposed at the upper side of the sub-cylinder 62. In practice, in order to avoid overheating of the lift valve 44 and reduce heat loss, the injectors are generally required to be disposed in the lift valve and the main cylinder. Between the airways. Further, in order to form a low heat dissipation cylinder structure, a ceramic heat insulating layer 37 is provided on the bottom surface of the cylinder head 2, and ceramic piston tops 39, 66 are provided on the piston 38 and the gas distribution piston 65, respectively.

The working process of the double-cylinder type intercooled regenerative internal combustion engine is shown in Figures 31 to 6. The working principle of the internal combustion engine will be described below in conjunction with the working process diagram.

1 Intake process: During the intake process, the piston 38 in the main cylinder 36 goes down, the intake valve 5 opens, and the outside air is charged into the main cylinder through the intake valve.

2 Compressed discharge process: After the main cylinder 36 is filled with air, the piston 38 starts to compress the air in the cylinder. After the piston is lifted a certain distance, the valve 1 5 outside the outlet check valve 23 is opened early, and as the piston continues to ascend, the pressure in the cylinder 38 exceeds the pressure in the intercooler 28, the pressure in the cylinder The compressed air, which has risen in temperature, will flow out of the outlet check valve 23 and flow along the line 27 into the intercooler 28. When the piston 38 is lined up to the top dead center, the air lock valve 15 outside the air outlet check valve 23 is also controlled to be closed to prevent contact with the piston. After the piston reaches the top dead center, the compression discharge process ends. The subsequent combustion work process continues after the intermediate cooling and regenerative processes are described.

(3) Intercooling process: After the compressed air that has been discharged from the main cylinder by the piston and the pressure rises into the intercooler 28, the cooling water outside the cooler is cooled and cooled, so that the compressed heat of the compressed air is led to the outside, Let the compression process approach the isothermal state. After the compressed air is cooled, the volume is correspondingly contracted, so that the piston 38 in the master cylinder 36 can more easily discharge the compressed air out of the cylinder, thereby correspondingly reducing the consumption of the piston compression work, and also providing a heat recovery process to be performed. Larger temperature difference. Be The low-temperature compressed air cooled by the intercooler 28 is charged into the small sub-cylinder through the open inlet and outlet valve 83 during the suction of the small sub-cylinder 85 to complete the intermediate cooling process.

When the cylinder volume of the small sub-cylinder 85 is equivalent to 1/3 to 1/4 of the main cylinder volume, the main cylinder 36 can be made to have a high volumetric efficiency during the compression and discharge process as the air pump, and the main cylinder can be 90 About 100% of the air is pressed into the intercooler. At the same time, since the temperature rise of the compressed air is only 250~300 'C, the intercooling heat loss generated by the intercooler is not very large.

4 Isobaric heat recovery process: After the small auxiliary cylinder 85 draws in the intermediate cooled low temperature compressed air, the compressed air is recharged by the gas inlet piston 65 through the open inlet and outlet valve 83 when the small auxiliary cylinder is exhausted outward. The air is heated by the high temperature exhaust gas in the exhaust pipe 14 outside the regenerator, so that the exhaust heat is recovered accordingly. The compressed air heated by the regenerator is charged into the sub-cylinder 62 having an increased volume along the open intake valve 76 of the communication line 79. The compressed air which has increased in temperature after the heat recovery and increased in volume can expand correspondingly into the sub-cylinder 62 and work externally by pushing the piston rod 67, so that the compressed air pressure heated during the reheating process does not rise. (within a certain regenerative temperature range), let the heat return in an isobaric state.

Due to the isothermal return, the pressure of the compressed air discharged into the regenerator 80 of the small sub-cylinder 85 does not rise, and can still enter the regenerator at a low temperature, so that the temperature of the regenerative flow outside the regenerator has been lowered. The exhaust heat can be further absorbed by the low-temperature compressed air, so that the heat in the exhaust gas can be substantially exhausted, so that the exhaust loss of the internal combustion engine is greatly reduced, and the cycle efficiency is greatly improved.

In general, the volume of the sub-cylinder 62 can be made larger than 1.5 to 2 times the volume of the sub-cylinder 85, and the volume of the sub-cylinder 62 is equivalent to about 1 / 2 of the volume of the main cylinder 36, so that the regenerator 80 can be The isostatic heat is achieved within a certain temperature range, and the working volume of the sub-cylinder 62 is not excessively increased.

5 combustion work process: After the auxiliary cylinder 62 is charged with the regenerative compressed air, the gas distribution piston 65 starts to upwardly compress the hot compressed air inside, and when the gas distribution piston rises to the set In the position, the piston 38 in the master cylinder 36 also completes the compression discharge process to the top dead center. After the throttle valve 15 of the master cylinder is closed, the lift valve 44 between the auxiliary cylinder 62 and the master cylinder 36 is controlled to be opened, The working gas formed by the fuel injection of the injector 57 in the cylinder enters the main cylinder 36 via the lift valve 44, and pushes the piston 38 therein to perform work. After the piston 38 descends a certain distance, the secondary cylinder 62 The inner steam distribution piston 65 has reached the top dead center, and all the working gas in the auxiliary cylinder is pressed into the main cylinder. When the gas distribution piston reaches the top dead center, the lift valve 44 is closed, and the downstream gas distribution piston starts to suck in the compressed air heated by the high temperature exhaust gas from the regenerator, and the work gas entering the main cylinder continues to push the piston. Down the work.

6 Exhaust process: After the piston 38 in the main cylinder 36 completes the work process to the bottom dead center, the exhaust valve 10 is opened, and the upwardly running piston exhausts the exhaust gas after the work is exhausted through the exhaust valve 10, and The regenerator 80 is passed along the exhaust pipe 14 so that the heat in the exhaust gas is absorbed by the low temperature compressed air in the regenerator.

After the piston reaches the top dead center, the exhausting process ends, and then the piston will go down again to repeat the above-mentioned cyclic working process. In the medium-cooled regenerative internal combustion engine of the present invention, the four strokes of the engine are carried out in the main cylinder, and the intermediate cooling and regenerative processes are carried out in the outer intercooler, the regenerator and the corresponding sub-cylinder.

The different valves and injectors on the primary and secondary cylinders shown in Figures 1 and 2 are only in a position to facilitate the operation of the engine. The actual arrangement of the valves is shown in Figures 4 and 5. As shown, in order to reduce the flow loss generated when the compressed air is discharged from the cylinder by the piston, two sets of the valve 15 and the outlet check valve 23 on the back thereof are disposed on the cylinder head 2 of the master cylinder 36, and the two valves are located The position between the intake valve 5 and the exhaust valve 10 (see Fig. 5). Since the two-gear valve 15 are separated by a certain distance, in order to enable the two-gear valve to be synchronously driven to open and close, the air-blocking cam 17 on the camshaft 9 is constrained by a two-link 21 on the side thereof, and can be translated up and down. The slave arm 20 drives the valve stem 16 of the two-gear valve 15.

For the lift valve 44, it can be vertically arranged on the auxiliary cylinder 62 as shown in Figs. 1 and 2 so as not to occupy the valve space above the main cylinder, and the injector is arranged on the air passage 54 other than the lift valve. And the glow plug to prevent the lift valve from overheating and reduce the heat loss, as shown in Fig. 4, the lift valve 44 is placed on the upper cylinder 62 and at the position where the intake valve 76 is avoided. When the lift valve 44 is closed (in the open state in the drawing), the valve head 50 is seated on the valve seat 55 of the air passage 54 that communicates with the upper side of the main cylinder 36. A through hole for installing the injector is disposed at the center of the lift valve 44, and the injector 58 of the injector 57 fixed to the outside of the cylinder head 2 extends into the through hole of the lift valve, and does not block the air flow to the main The cylinder flow can also contribute to the height position of the fuel injection. In order to allow the compressed air flowing to the main cylinder to be well mixed with the fuel injected from the injector and to cause a blue flame combustion process that does not generate soot, a ring cloth is provided on the valve head 50 of the lift valve. a plurality of guide vanes 12 are disposed, the guide vanes are spaced apart from the valve seat 55 by a certain radial gap, and form a certain inclination angle with the radial airflow from the sub-cylinder 62 to the air passage 54 to allow flow The compressed air of the guide vanes forms a swirling airflow, which is better atomized with the fuel sprayed from the injector to achieve blue flame combustion after ignition. A glow plug 60 extending into the air passage 54 is provided on the cylinder head 2 to ignite the work fuel mixture at the start and low power. After the injector is placed on the lift valve or the air passage, the fuel injection process can only start after the lift valve 44 is started, which will increase the afterburning time in the main cylinder. Fortunately, the higher exhaust temperature can be The regenerator is recycled in large quantities, and the resulting afterburning loss is not large. At the same time, when the engine is of medium power, the work gas has already obtained some heat from the regenerator in advance, and does not require the injector to continue the fuel injection process for a long time. The lifting of the lift valve 44 is carried out by the lifting rocker arm 49, which is synchronously moved on both sides thereof, by the double lifting cam 5 1 on the cam shaft 52. When the work gas pressure is greater than the spring 47 spring force on the back of the lift valve, the raised lift valve 44 can be blocked by the ram 48 fixed to the outer casing of the cylinder head 2. The valve stem 22 of the intake valve 76 on the sub-cylinder 62 is driven by the cam 78 via the rocker arm 77.

The more detailed structure of the air damper 15 and the air outlet check valve 23 on the back thereof is as shown in Fig. 6. The air outlet check valve 23 is seated on the valve seat 24 with the vent hole 25 by the back spring 3 1 , and the air outlet The valve stem 16 of the wide front flap 1 is passed through the center of the valve seat 24 and its upper gas barrier sleeve 26 and is controlled by a gas-blocking cam on the cylinder head 2. Due to the setting of the throttle valve, at a higher engine speed, even if the piston goes to the top dead center during the compression process, the air outlet check valve 23 controlled by the small spring force spring is not closed in time, and the throttle valve 15 that is closed on time will also be closed. Block the entry of high-pressure gas, and let the outlet check valve be closed during the work. In Fig. 7, in order to reduce the resistance of the airflow to open the air outlet check valve, an electric control coil 34 is added above the air outlet check valve. In this configuration, the air outlet side of the throttle valve 15 is unidirectional. The 闽23 is acted upon by the upper spring 3 1 via the pressure ring 32 thereon, and the pressure ring 32 is connected to the armature 35 extending in the electric control coil 34 via the sleeve 33, or the outlet check valve 23 is directly connected with the armature The sleeves 33 are connected. After this arrangement, after the piston in the master cylinder starts to compress, the electric control coil 34 is energized to attract the armature until the compressed air is about to open the outlet check valve 23 until the piston reaches the top dead center. 35. The spring force of the spring 3 1 is no longer applied to the air outlet check valve, and the compressed air is discharged to the intercooler without being blocked.

After the intercooled regenerative internal combustion engine increases the throttle from the low power state, it will be due to the regenerator The recovery heat is increased to make the output power larger, in order to achieve the stable output under the specified position of the accelerator pedal, in the diagram of the intercooled regenerative internal combustion engine system shown in Fig. 8, at the outlet end of the regenerator 80 and the intake valve 76 A temperature sensor 89 and a pressure sensor 90 are connected to the communication line 79, respectively, in communication with the electronic control unit 88. Thus, during the operation of the engine, after the position of the accelerator pedal 9 1 has just been changed, the regenerator 80 is When the internal temperature and pressure rise or fall due to the change of the return heat, the electronic control unit 88 controls the oil pump device 59 and the injector 57 to correspondingly reduce or increase the fuel injection amount, so that the output power is stabilized corresponding to the position of the accelerator pedal. State.

In the automotive medium-cooled regenerative internal combustion engine, there is also provided a braking energy recovery system as shown in Fig. 8, which system includes a regenerator 80 and an intake air controlled by an electronic control unit 88 via corresponding signal lines. A shut-off valve 95 on the communication line 79 between the valves 76, an air reservoir 98 having an inlet and outlet valve 97 and communicating with the communication line 81 of the intake end of the regenerator 80 through the inlet and outlet line 96, further includes a cylinder A valve control mechanism 99 on the cover 2 that controls the working state of the intake and exhaust valves. When the vehicle is running normally, the cut-off 闽95 on the communication line 79 at the outlet end of the regenerator 80 is opened, the inlet and outlet valve 97 to the air reservoir 98 is closed, and the engine is operated in a normal intercooled heat recovery state. When the brake pedal 92 is depressed to decelerate the vehicle, in order to recover the deceleration energy of the vehicle, the electronic control unit 88 will control the shut-off valve 95 to close and allow the inlet and outlet 97 to open, as shown in the state of the figure, and the engine is generated during deceleration of the vehicle. The compressed air cannot be forced into the air reservoir 98 through the shutoff valve 95, so that the deceleration kinetic energy of the vehicle is recovered accordingly. In this process, since the gas distribution piston 65 in the sub-cylinder 62 is still performing the suction and discharge processes, in order to reduce the vacuum pressure loss generated therein, the air flow table provided on the communication line 79 other than the cut-off 闽 95 The valve 93 allows the outside air to be charged into the communication line and enters the sub-cylinder when the sub-cylinder is inhaled. After the air reservoir 98 is filled with compressed air and the vehicle continues to generate compressed air (such as a long slope), the compressed air generated by the engine can be vented through the set pressure valve (not shown) to act as a brake. effect. After the compressed air of a certain pressure has been filled in the air reservoir 98, when it is necessary to utilize the compressed air, the electronic control unit 88 allows the inlet and outlet 97 to open, and at the same time, the valve control mechanism 99 allows the engine to generate no compressed air. The compressed air flowing out of the air cylinder 98 allows the engine to operate. In this state, the engine no longer consumes the compression work, so that the fuel consumption of the engine is correspondingly reduced and the output power is correspondingly increased. When the pressure of the compressed air in the air reservoir 98 drops to a certain extent, the electronic control unit 88 closes the inlet and outlet valve 97, and the valve control mechanism Return to normal and let the engine run normally.

The valve control mechanism on the engine that cooperates with the vehicle to recover the braking energy is shown in the figure.

9 and FIG. 10, the drive controller 101 of the valve control mechanism is connected to the selection shaft 102 in the cylinder head 2, and the selection shaft is provided with intake air at different angles and sequentially arranged to control the intake valve 5. The top block 103, the inlet and exhaust gas top block 104 and the venting top block 105 are further provided with an exhaust top block 106 for controlling the exhaust valve 10 on the selection shaft. As can be seen, the intermediate push blocks 107 are respectively disposed on the top blocks, and the intermediate push blocks are respectively disposed in the shaft sockets 1 13 at one end of the corresponding rocker arms through the upper head 108. Three intermediate push blocks 107 for controlling the intake valve 5 are arranged side by side in the slide hole 109, and three upper side of the corresponding intake rocker arm 8, the intake and exhaust rocker arm 10, and the middle of the deflation rocker arm 12 It can be respectively controlled by the corresponding intake cam 7, the intake and exhaust cam 1 14 and the deflation cam 1 15 on the upper camshaft 9, and the other ends of the three side-by-side rocker arms are simultaneously pressed against a lower intake valve 5 The slave arm 1 16 is shared (see Fig. 10). The side-by-side and single rocker arms mounted above the upper head 108 of the intermediate push block 107 are held in a defined position by the baffles 100 on either side thereof. The other end of the exhaust rocker arm 13 of the exhaust valve 10 is directly pressed against the valve stem 1 1 of the exhaust valve. Since the two-gear valve 15 is not controlled, the inverted T-shaped follower 19, which is supported by the opposite end of the relatively fixed gas-blocking rocker arm 18, can be simultaneously pressed. When adapting to different operating states of the engine, the corresponding top block selected by the selection shaft 102 pushes up the corresponding rocker arm via the intermediate push block 107 thereon, so that the rocker arm can be raised to be corresponding to the cam shaft 9. The cam is in the position of the pressure control, and the remaining rocker arms that are not jacked up are not in contact with the cam on the camshaft because of the low height.

The intake rocker arm 8 of Fig. 9 has been lifted up by the intake top block 103 on the selection shaft 102, and is only controlled by the intake cam 7 on the camshaft 9, and the other end of the intake rocker arm is shared by the lower side. The slave arm 16 controls the intake valve 5, indicating that the engine is performing normal operation at this time. When the vehicle deceleration brake needs to recover the braking energy, the electronic control unit controls the drive controller 101 to cause the intake and exhaust gas top block 104 on the selection shaft 102 to raise the intake and exhaust rocker arm 10, and let the intake valve 5 be The intake and exhaust cam μ 4 control, after the intake valve 5 is opened and closed during the intake process, and under the action of the convex portion 1 17 of the cam (refer to FIG. 1 1 ), the work of burning without fuel injection When opening and closing during the exhaust process, the air sucked into the cylinder is returned to the intake pipe to avoid discharging the cold air to the regenerator. During this process, the exhaust top block 106 on the mating selection shaft 102 has been turned down. In the low position, the exhaust valve 10 is always closed. When the braking energy is recovered, the valve 15 can also be opened during the work of not burning the fuel, but a second venting top block and the gas blocking arm 18 are added to the selector shaft 102 for the blocking valve. Secondary ventilation rocker arms (not shown) placed side by side. At the same time, the convex portion 1 17 on the intake and exhaust cam 1 14 is also changed to the same shape as the intake cam, so that the intake and exhaust cam loses the deflation function and becomes a secondary intake cam. In this way, the piston in the main cylinder can discharge the compressed air to the air reservoir every time it goes up, so that the amount of compressed air generated is doubled, and the braking resistance generated when the braking energy is recovered is also significantly increased.

When the vehicle utilizes the braking energy, since the engine is operated by the compressed air in the air reservoir, the selection shaft 102 raises the deflation top block 105, and the deflation rocker arm 12 is raised to the cam shaft 9. The position that the deflation cam 1 15 can control, so that the intake valve 5 is controlled by the deflation cam 1 15 to be opened during the intake process, and is closed at the end of the compression discharge process, so that the air sucked from the intake pipe into the main cylinder is returned to Intake pipe. The shape of the deflation cam 1 15 , the intake cam 7 and the intake and exhaust cam 1 14 is as shown in Fig. 11.

Figure 12 is a view showing a single-cylinder type intercooled regenerative internal combustion engine in which a small sub-cylinder and a sub-cylinder in the original double-cylinder type are combined to form a sub-cylinder 73, as can be seen from the figure. The auxiliary cylinder is connected to the master cylinder 36 via the lift port 44, and the two inlet and outlet valves 76, 82 communicating with the regenerator 80 and the inflation valve 84 communicating with the intercooler 28 are also disposed in the cylinder of the subcylinder 73. Covered, the master cylinder 36 communicates with the intercooler 28 via a gas damper 15 on its cylinder head 2 and a combined air outlet check valve 23. The intake valve 5 shown in the figure behind the exhaust valve 10 is in an open state, the engine is in the intake process, and the valve piston 69 in the sub-cylinder 73 is also in the downward direction for inhaling and returning heat. Compressed air heated by the high temperature exhaust gas in the exhaust pipe 14 is introduced into the sub-cylinder. In this single-cylinder model, since the auxiliary cylinder 73 is added with an intake and exhaust cycle for the regenerator, the secondary crankshaft 74 of the air distribution piston 69 and the crankshaft 41 of the piston 38 in the master cylinder are rotated at the same speed. In Fig. 12, an injector 57 and a glow plug (not shown) of the engine are provided on the upper side of the sub-cylinder 73.

In practice, the structure of the single-cylinder type intercooled regenerative internal combustion engine is as shown in FIG. 13, so that the lift valve 44 does not occupy the valve space on the main cylinder 36 and the sub-cylinder 73. Here, the lift 44 is provided at the main Between the cylinder 36 and the sub-cylinder 73, and seated on the valve seat 55 of the lower curved air passage 56, the lower end of the curved air passage communicates with the main cylinder 36. A through hole 45 for mounting the injector 57 is provided at the center of the lift valve 44, and the outer side is fixed at The fuel injector 58 of the injector 57 on the cylinder head casing 4 extends into the through hole 45 of the lift valve and is at a level that does not impede the flow of air into the main cylinder and contributes to fuel injection combustion. A glow plug 60 is mounted at the lower turn of the curved air passage 56. The glow plug is extended to the curved airflow through the long sleeve 61 that passes through the secondary crankcase 75 and avoids the secondary crankshaft 74 and passes through the outer water jacket of the secondary cylinder 73. At 56.

The valve arrangement on the main cylinder 36 and the sub-cylinder 73 on the bottom surface of the cylinder head 2 is as shown in FIG. 14. After the intake valve 5 and the exhaust valve 10 are provided on the bottom surface of the cylinder head of the main cylinder 36, two between the two valves are provided. Two gas dampers 15 are provided on the side, and an outlet valve 82 leading to the intake end of the regenerator 80 is provided on the bottom surface of the cylinder head of the sub-cylinder 73, and an intake valve 76 and an intercooler 28 are provided to the outlet end of the regenerator. An inflation valve 84 that communicates with the outlet end. The air outlet check valve 23 at the back of the damper valve 15 in the main cylinder communicates with the intake end of the intercooler 28 via the air outlet line 27. For the opening and closing control of the valves on the auxiliary cylinder, as shown in FIG. 13, the three valves are respectively camed by the three push rods 30 and the corresponding three driven arms 1 1 1 between the two lifting cams 5 1 . The respective cams on the shaft 52 are separately controlled.

The working process of the single-cylinder type intercooled regenerative internal combustion engine is shown in Fig. 15φ~@.

1 Intake process: During the intake process, the piston 38 descends, the intake valve 5 opens, and the outside air is charged into the main cylinder 36 through the intake valve.

2 compression discharge process: After the main cylinder 36 is filled with air, the piston 38 starts to upwardly compress and suck the air in the cylinder, and then the gas passage 15 outside the gas outlet one is also opened in advance, and the piston continues to rise, so that the air pressure exceeds the intermediate cooling. At the pressure within the device 28, the compressed air in the main cylinder opens the outlet check valve 23 into the intercooler 28. When the piston reaches the top dead center, the throttle valve is also closed at the same time, and the compression discharge process is completed.

3 intermediate cooling process: the compressed air entering the intercooler 28 is cooled and cooled, and the compression process is close to the isothermal state, so that the volume of the compressed air is correspondingly contracted, and the piston can easily press the compressed air into the intercooler, so that The compression work consumed by the piston is correspondingly reduced, and a large temperature difference is also provided for the heat recovery process to be performed. The compressed air that has been cooled is charged into the sub-cylinder through the inflated valve 84 that is opened when the sub-cylinder 73 performs the first inhalation. When the working volume of the sub-cylinder 73 is equal to about 1 / 3 of the volume of the main cylinder 36, the amount of heat lost by the intermediate cooling is not large.

4 isovolumetric heat recovery process: the low temperature compressed air entering the auxiliary cylinder 73 is ascended upward in the gas distribution piston 69, and the outlet valve 82 is pressed into the regenerator 80 when it is opened, and is discharged by the main cylinder 36. The high-temperature exhaust gas is heated to recover the exhaust heat. Subsequently, when the compressed air heated by the exhaust gas entering the regenerator is operated downward in the sub-cylinder 73, the opened intake valve 76 is recharged back into the sub-cylinder (refer to process 1), etc. The heat recovery process is over.

During the isovolumetric regenerative process, the low-temperature compressed air from the sub-cylinder 73 leaves the sub-cylinder and enters the regenerator 80 and is heated by the external exhaust gas, and the heated compressed air is returned to the sub-cylinder, because of the heat recovery. There is no change in the volume, which will increase the pressure of the heated compressed air. In order to reduce the compression work consumed by the valve piston 69 in pressing the low temperature compressed air into the regenerator, the outlet valve 82 may be opened later or a check valve may be added after the outlet valve 82, such as a gas distribution piston pair cylinder. When the inner low temperature compressed air is compressed to the same pressure as the regenerator, the compressed air is introduced into the regenerator through the open outlet valve 82. Since the low-temperature compressed air is subjected to a certain compression before entering the regenerator, the temperature of the compressed air is correspondingly increased, the temperature difference from the exhaust gas is reduced, and the heat of the exhaust gas recovered is relatively reduced. Therefore, the regenerative efficiency of such a single-cylinder type intercooled regenerative internal combustion engine is lower than that of a double-cylinder type intercooled regenerative internal combustion engine that performs isothermal regenerative heat recovery.

5 combustion work process: the secondary cylinder 73 is charged with the regenerated compressed air, the gas distribution piston 69 performs secondary compression of the compressed air to the predetermined position, and the piston 38 in the main cylinder 36 also completes the compression discharge process. At the top dead center, the lift valve 44 is controlled to open, so that the work gas generated by the fuel injection of the injector 57 in the auxiliary cylinder enters the main cylinder through the lift valve, and pushes the piston 38 to perform work. The gas distribution piston 69 goes to the top dead center, and all the gas in the auxiliary cylinder is pressed into the main cylinder and then lifted and lowered 44 to close. Then, the auxiliary cylinder 73 starts to suck in the low temperature compressed air from the intercooler and enters the main cylinder. The work gas continues to push the piston 38 down to complete the work process.

7 Exhaust process: After the piston 38 in the main cylinder completes the work process and goes to the bottom dead center, the exhaust valve 10 is opened, and the upwardly running piston discharges the exhaust gas after the work, and the exhaust gas passes through the regenerator 80. , the low-temperature compressed air in the regenerator is heated accordingly, so that the exhaust heat is recovered. After the piston completes the exhaust process to the top dead center, it will then go down again to repeat the above cycle work process.

When the intercooled regenerative internal combustion engine is running at high power, the amount of heat dissipated by the intercooler accounts for about 17% of the total fuel heat. Although intermediate cooling loses a portion of the heat, it creates a large temperature difference due to isothermal heat recovery, allowing more heat to be recovered. At low to medium power, the amount of heat that can be recovered is reduced as the temperature of the exhaust gas is reduced. The heat loss of the intermediate cooling will increase relatively. However, it is not possible to reheat better without being cold. In order to balance the intercooling and reheating at medium and low power, a connecting pipe can be connected to the pipeline between the outlet check valve 23 and the intercooler 28. The road is connected to the communication line 79 after the regenerator 80 via the outlet check valve. When the engine power is reduced to a certain level, the exhaust gas temperature is also lowered to a certain temperature, which may cause the regenerator. The pressure inside is lower than the intercooler pressure, so that part of the compressed air that is not cooled is charged into the pipeline after the regenerator through the one-way valve, and another part of the low-temperature compressed air that is cooled by the intercooler is still The heat in the exhaust at low power is recovered by a regenerator.

The detailed description of the specific structure and working process of the double-sub-cylinder crosshead type, the double-cylinder split type and the single-cylinder type intercooled regenerative internal combustion engine, and the isostatic heat recovery process of the double-cylinder type intercooled regenerative internal combustion engine At a certain power (such as medium power), since the exhaust heat can be basically exhausted, it will have the highest cycle efficiency in practice. At the same time, because the speed of the secondary crankshaft in the double-cylinder model is only 1/2 of the crankshaft speed of the master cylinder, it helps to reduce the resistance of the airflow when entering and exiting the auxiliary cylinder. Compared with the ordinary internal combustion engine, the secondary cylinder is increased. The gas flow loss will not be large. The single-cylinder medium-cooled regenerative internal combustion engine is the simplest model that can perform the intercooling and regenerative cycle.

In the medium-cooled regenerative internal combustion engine, the gas distribution piston will press most of the gas in the auxiliary cylinder into the main cylinder to participate in the combustion work process. The volume of the headspace on the piston and the volume occupied by the air passage are also added. It will not exceed the combustion chamber volume of an ordinary high compression ratio diesel engine, which makes the basic efficiency of the intercooled regenerative internal combustion engine (when no intercooling is performed) is not lower than that of a general diesel engine.

In practice, 14% to 17% of the heat lost by the intercooler will be compensated for by the reduced heat loss from the cylinder due to the ceramic thermal insulation of the cylinder. It is calculated that for every 10 'C increase in the temperature of the compressed air heated by the external exhaust gas in the regenerator, the cycle thermal efficiency of the engine will increase by about 0.6%. For example, the temperature rise of the compressed air after reheating can reach 200~ 350 'C, the cycle efficiency increased by heat recovery will increase by 12% to 21%, plus the basic efficiency of about 40% of the medium-cooled regenerative internal combustion engine, which can make the effective efficiency of the intercooled regenerative internal combustion engine It reaches 52%~61%, which greatly exceeds the traditional ordinary internal combustion engine. For the automotive medium-cooled regenerative internal combustion engine, after it has the function of recycling the braking energy, the fuel consumption will be reduced more during driving.

Claims

1. The main cylinder four-stroke intercooled regenerative internal combustion engine, including the main cylinder (36) with intake and exhaust valves (5, 10), and the main cylinder (36) and the regenerator (80) through different valves. Cylinder (62), through different valves and regenerator (80) and intercooler

(28) a connected small sub-cylinder (85), characterized in that: an outlet check valve (23) leading to the intercooler (28) is provided on the cylinder head (2) of the main cylinder, the one-way one-way wide The spring on the back is seated on the seat (24) with venting holes (25). Before the air outlet check valve (23), there is a valve with the same structure as the intake and exhaust valves.

(15), the valve stem (16) of the throttle valve passes through the center of the valve seat (24) and the gas barrier sleeve (26) is controlled by the gas-shielding cam (17) on the cylinder head (2), the valve

(15) The piston (38) in the master cylinder (36) is moved up to open after the compression process, closed when the piston is lined to the top dead center, and after the throttle valve (15) is closed, the secondary cylinder (62) and the primary cylinder ( 36) The lift valve (44) is controlled to open, and the valve piston (65) in the auxiliary cylinder also reaches the set distance from the top dead center, the valve piston

(65) When going to the top dead center, the lift (44) is closed.

2. The intercooled regenerative internal combustion engine according to claim 1, wherein: the sub-cylinder (62) is constituted by an upper space of a gas distribution piston (65) in the sub-cylinder (64), and the sub-cylinder (85) is composed of The lower space of the gas distribution piston (65) is formed, and the gas distribution piston is connected to the auxiliary crankshaft (71) via a piston rod (67), a crosshead (68) and a connecting rod (70) passing through the lower cylinder head (63). The speed of the secondary crankshaft is equal to 1/2 of the speed of the crankshaft (41).

3. The intercooled regenerative internal combustion engine according to claim 1, wherein: the sub-cylinder (62) is located in a single sub-cylinder block (64), and the sub-cylinder (85) is located in a single sub-cylinder In the cylinder block (53), the two sub-cylinders can be arranged in the opposite layout or in the V-shape around the sub-crankshaft (71). When the main cylinder (36) is single-cylinder or twin-cylinder, the two sub-cylinders can also be arranged in series, small The secondary cylinder has a working volume smaller than that of the secondary cylinder (62) by correspondingly reducing the cylinder bore or reducing the radius of the crank pin (72) of the small secondary cylinder (85) on the secondary crankshaft (71), and the rotational speed of the secondary crankshaft (71) is equal to the crankshaft ( 41) 1/2 of the speed.

4. The intercooled regenerative internal combustion engine according to claim 1, wherein: said small sub-cylinder and said sub-cylinder are combined to form a sub-cylinder (73), the sub-cylinder being replaced by a lift valve (44) and a main Outside the cylinder (36), the two inlet and outlet valves (76, 82) that communicate with the regenerator (80) and the inflation valve (84) that communicates with the intercooler (28) are also They are all disposed on the cylinder head of the auxiliary cylinder (73), and the secondary crankshaft ( ₇₄ ) of the gas distribution piston (69) in the secondary cylinder is driven at the same speed as the crankshaft (41).

5. The intercooled regenerative internal combustion engine according to claim 2 or 3, wherein: the elevating valve (44) is placed on the sub-cylinder (62) at a position away from the intake valve (76), and is raised and lowered. When the valve is closed, the valve head is seated on the valve seat (55) of the air passage (54) that communicates with the upper side of the main cylinder (36), and the injector (57) is installed in the center of the lift valve (44). Through hole, injector on the outside fixed to the cylinder head (2)

The injector (58) of (57) extends in the through hole of the lifting valve (44), and the valve head (50) of the lifting valve (44) is annularly arranged to be spaced apart from the valve seat (55) by a certain diameter. a plurality of guide vanes (12) to the gap, the guide vanes forming a certain inclination angle with the radial airflow from the sub-cylinder (62) to the air passage (54), and the extension of the cylinder head (2) Glow plug (60) of the road (54).

6. The intercooled regenerative internal combustion engine according to claim 2, 3 or 4, characterized in that: the lifting valve (44) is located between the main cylinder and the sub-cylinder and seats on the lower curved air passage (56) (55) Upper, the lower end of the curved air passage (56) is in communication with the main cylinder (36), and a through hole (45) for mounting the injector is provided at the center of the lift valve (44), and the outer side is fixed to the cylinder head housing (4) The fuel injector (58) of the injector (57) extends into the through hole (45) of the lift valve, and a glow plug (60) is installed at the lower corner of the curved air passage (56). The glow plug extends through the secondary crankcase (75) and away from the secondary crankshaft (74) and the long sleeve (61) through the outer water jacket of the secondary cylinder (73) into the curved air passage (56).

7. The intercooled regenerative internal combustion engine according to claim 2, 3 or 4, characterized in that: the outlet check valve (23) on the back of the gas valve (15) is passed over the pressure ring (32) thereon The spring (31) acts, and the pressure ring (32) is connected to the armature (35) extending in the electric control coil (34) via the sleeve (33), or the outlet check valve (23) is directly connected to the armature check valve (23). The bushing (33) is connected. When the piston (38) in the master cylinder (36) starts to compress, the electric control coil (34) is energized until the compressed air is about to be flushed out of the air outlet check valve (23) to the piston row. At the top dead center, the armature (35) is attracted so that the spring no longer acts on the air outlet check valve.

The intercooled regenerative internal combustion engine according to claim 2, 3 or 4, characterized in that: a communication line between the outlet end of the regenerator (80) and the intake valve (76)

(79) There is a temperature sensor (89) and a pressure sensor (90) connected to the electronic control unit (88), respectively, and the position of the accelerator pedal (91) that has just changed the control injection amount Thereafter, when the temperature and pressure in the regenerator (80) rise or fall, the electronic control unit (88) controls the oil pump unit (59) and the injector (57) to correspondingly reduce or increase the fuel injection amount.

9. The intercooled regenerative internal combustion engine according to claim 8, wherein: in the vehicular cold regenerative internal combustion engine, a braking energy recovery system is provided, the system comprising an electronic control unit via a corresponding signal line ( 88) Controlled shut-off valve (95) on the connecting line (79) between the regenerator (80) and the intake valve (76), with inlet and outlet valves (97) and through the inlet and outlet lines (96) The air reservoir (98) communicating with the communication line (81) of the intake end of the regenerator (80) further includes a valve provided on the cylinder head (2) for controlling the working state of the intake and exhaust valves (5, 10) Control mechanism (99); When the vehicle is running normally, the shut-off valve (95) is opened, the inlet and outlet valve (97) is closed, and when the vehicle brake needs to recover the braking energy, the electronic control unit (88) controls the cut-off width (95) to close, let The inlet and outlet valve (97) is opened, and the compressed air generated by the engine enters the air reservoir (98); when the braking energy is utilized, the electronic control unit (88) opens the shutoff valve (95) and the inlet and outlet valve (97), and the engine utilizes the air reservoir (98) Compressed air operation, valve control mechanism (99) Let the engine not generate compressed air.

10. The intercooled regenerative internal combustion engine according to claim 9, wherein: the drive controller (101) of said valve control mechanism (99) and the selection shaft in the cylinder head (2)

(102) connected, on the selection shaft, an intake top block (103), an intake and exhaust gas top block (104), and a venting top block that are arranged at different angles and are arranged in sequence at the intake shaft (5).

(105), further comprising an exhaust top block (106) for controlling the exhaust valve (10), wherein each of the top blocks is respectively provided with an intermediate push block (107) installed in the slide hole, and each intermediate push block passes through The upper head (108) is placed in the shaft socket (113) at one end of the corresponding rocker arm, and the three intermediate push blocks of the intake valve (5) are arranged and arranged in the sliding hole (109). The side of the intake rocker arm (8), the intake and exhaust rocker arm (110) and the deflation rocker arm (112), which are side by side, can be moved in and out by the corresponding intake cam (7) on the camshaft (9). The air cam (114) and the deflation cam (115) are respectively controlled, and the other ends of the three side-by-side rocker arms are simultaneously pressed against a common slave arm that controls the lower intake valve (5).

(116), the exhaust rocker arm (13) of the exhaust valve is directly pressed against the valve stem of the exhaust valve, and the corresponding top block selected by the selection shaft (102) is adapted to the different working states of the engine. The corresponding rocker arm is raised by the upper push block (107) thereon, so that the rocker arm is raised to a position that can be pressed and controlled by the corresponding cam on the cam shaft (9), and the remaining shake is not jacked up. The arm does not contact the cam on the camshaft; When the machine is normally in intake, select the intake top block (103) on the shaft (102) to raise the intake rocker arm (8), and let the intake valve (5) be controlled by the intake cam (7) to recover the brake. At the time of energy, the inlet and exhaust gas top block U04) raises the intake and exhaust gas rocker arm (110), and the intake valve (5) is controlled by the air release cam (114). During the work and exhaust process, the exhaust valve (10) is always closed. During the use of the braking energy, the deflation top block (105) raises the deflation rocker arm (112) to allow the intake valve (5) The deflated cam (115) is controlled to open during intake and close at the end of the compression discharge process.