A new hybrid system

Abstract

This invention discloses a novel hybrid power system, belonging to the field of engine technology, applicable to horizontally opposed engines. By optimizing the shapes of the cylinder head, intake manifold, and piston, airflow is guided to form a concentrated and powerful tumble flow. During the compression stroke, this creates a squeezing impact tumble flow, breaking it up before ignition and combustion, thus improving combustion efficiency. The crankcase has a skeleton structure, simplifying the manufacturing process and eliminating the need for mold casting. All components can be machined. The lubricating oil passages within the crankcase are formed by splicing oil passages from various components; short sections of the oil passages are easy to machine, and blockages are easily disassembled and cleared. A rocker arm simultaneously drives two intake valves, with equal distances from both valves to the rocker arm, allowing for simultaneous entry and exit of both valves. This provides good coordination, reduces wear and noise, and ensures good sealing.

Description

Technical Field

[0001] This invention belongs to the field of engines, specifically a novel hybrid power system. Background Technology

[0002] With the development of automobiles, in order to meet increasingly stringent emission and fuel consumption regulations, major automakers have begun to research high-efficiency gasoline engines to improve engine combustion efficiency and thus reduce fuel consumption. In addition, reducing fuel consumption can also be achieved by improving overall performance. Traditional engines also suffer from problems such as uneven distribution of lubricating oil on the crankshaft, poor valve train coordination, easy wear, and high noise levels.

[0003] Furthermore, most engines currently have crankcases, cylinder blocks, and cylinder heads that are cast and then machined. This process is not only complex and costly, but also makes maintenance difficult. The heavy and wide engine itself causes a significant loss of power. Therefore, lightweight design for automotive engines has become particularly important. Summary of the Invention

[0004] The purpose of this invention is to provide a novel hybrid power system to solve the problems mentioned in the background art.

[0005] The technical solution of the present invention is as follows: It includes a housing 9 and an engine frame 3 disposed within the housing 9. A crankshaft connecting rod piston mechanism 5 is installed in the engine frame 3. The two ends of the crankshaft 501 are respectively connected to a generator 1 and an oil pump assembly 8. Pistons 502 are respectively installed at both ends of the connecting rod and placed inside the combustion chamber 4. A valve chamber 6 is provided at the other end of the combustion chamber 4. A valve train 7 is provided in the valve chamber 6 and is driven by the crankshaft connecting rod piston mechanism 5 and extends into the combustion chamber 4. The intake passage 403 of the combustion chamber 4 includes two sections. The second section is connected to the cylinder head 402 of the combustion chamber 4 and has a fish belly shape with a cross-section that gradually decreases towards the outlet end. The first section is connected to the inlet end of the second section and has a cone shape with a cross-section that gradually decreases towards the inlet end of the second section. The center of the surface of the piston 502 facing the inside of the combustion chamber 4 is an ellipsoid.

[0006] As a further embodiment of the present invention: the planetary gear system 2 includes a crankshaft adapter 201, a planetary gear 203, a sun gear 205, a gear ring 206, and a gear ring adapter 207. A damping block 208 is internally fitted into the gear ring adapter 207, and the damping block 208 is internally fitted into the crankshaft adapter 201. On one side, the crankshaft 501 is connected to the crankshaft adapter 201 via a limiting bolt 209. On the other side, the gear ring 206 is fixedly connected to the gear ring adapter 207. The device contains a sun gear 205 and planet gears 203 evenly distributed in the annular groove between the gear ring 206 and the sun gear 205. The planet gears 203 mesh with the tooth structure on the inner side of the gear ring 206 and the tooth structure on the outer side of the sun gear 205, respectively. The sun gear 205 is provided with a splined shaft and is connected to the generator 1 through the splined shaft. The planet gear 203 has a shaft on its front side and a planet gear bearing 204 is installed at the end of the shaft and is installed on the generator 1 through the planet gear bearing 204.

[0007] As a further embodiment of the present invention: the engine frame 3 includes a first crankshaft support frame 301 and a second crankshaft support frame 302 connected by two parallel oil passage brackets 303. The oil passage brackets 303 are provided with support oil passages 3032. The first crankshaft support frame 301 and the second crankshaft support frame 302 are respectively mounted on a fixed plate 304. The fixed plate 304 is provided with a support oil return passage 3042 and a valve chamber oil inlet passage 3043. The fixed plate 304 is mounted on the outer casing 9. Both the second crankshaft support frame 302 and the outer casing 9 are provided with an oil pump gear bearing 3021 for mounting an oil pump assembly 8. The crankshaft connecting rod piston mechanism 5 is mounted between the first crankshaft support frame 301 and the second crankshaft support frame 302. A camshaft 710 is mounted above the crankshaft connecting rod piston mechanism 5 and is mounted between the first crankshaft support frame 301 and the second crankshaft support frame 302. The camshaft 710 is fitted with valve train mechanisms 7 on both sides, which pass through the fixed plate 304 and extend into the combustion chamber 4.

[0008] As a further embodiment of the present invention: the second crankshaft support frame 302 is provided with a support oil inlet column 3023 communicating with an oil distributor 3022, the other end of the support oil inlet column 3023 is connected to the oil pump assembly 8, the oil distributor 3022 is connected to the support oil passage 3032, the support oil passage 3032 is provided with an oil injection hole 3031 and a support oil outlet 3033, and the support oil outlet 3033 is connected to the valve chamber oil inlet passage 3043.

[0009] As a further embodiment of the present invention: the combustion chamber 4 includes a cylinder liner 401 and a cylinder head 402 welded together. The cylinder liner 401 is made by stamping and has a cavity inside. The cylinder head 402 is ridge-shaped, and an intake passage 403 and an exhaust passage 405 are welded to the top and communicate with the cavity respectively. The intake passage 403 has two branch pipes communicating with the cavity, and an intake valve guide 406 is welded to each branch pipe. An exhaust valve guide 407 is welded to the exhaust passage 405. The intake valve guide 406 and the exhaust valve guide 407 are internally threaded to a valve train 7. A spark plug mounting guide 404 is also provided in the middle of the cylinder head 402.

[0010] As a further embodiment of the present invention: the crankshaft connecting rod piston mechanism 5 includes a crankshaft 501, which has three journals. A second connecting rod 505 is provided on one side of the crankshaft 501 and installed on the middle journal, and a first connecting rod 503 is provided on the other side and installed on the journals at both ends. A piston 502 is installed at the end of both the first connecting rod 503 and the second connecting rod 505. The center of the surface of the piston 502 is an ellipsoid. A toothed structure is provided on the outer surface of one end of the crankshaft 501 and meshes with the oil pump gear 504.

[0011] As a further embodiment of the present invention: a support column 601 is provided on the back of the valve chamber 6 to connect to the engine frame 3, and an oil inlet column 607 and a valve oil return channel 611 are also provided. An oil passage bolt 608 is installed in the oil inlet column 607. An intake rocker arm mounting seat 602, an exhaust rocker arm mounting seat 603, a pressure block limiting column 605, and a spring seat hole 604 are provided in the valve chamber 6. An oil passage 609 is provided between the intake rocker arm mounting seat 602 and the exhaust rocker arm mounting seat 603 to communicate with the oil inlet column 607. A tappet hole 606 is also provided on the valve chamber 6.

[0012] As a further embodiment of the present invention: the valve train 7 includes a camshaft 710 and two sets of rocker arm assemblies mounted on the camshaft. A camshaft drive gear 701 is provided at one end of the camshaft 710. The rocker arm assembly includes an intake rocker arm 706 and an exhaust rocker arm 703 mounted on the valve chamber 6 via rocker arm shafts 704. One end of the intake rocker arm 706 and the exhaust rocker arm 703 faces one end of their respective tappets 709. The other end of the tappet 709 contacts one end of a tappet 711, and the other end of the tappet 711 faces the cam on the camshaft 710. The other end of the intake rocker arm 706 is provided with a waist-shaped hole, and a pressure block 705... The pressure block 705 is fitted into a waist-shaped hole and can slide within it. Both ends of the pressure block 705 have intake valve mounting holes for installing valve adjusting screws. A valve 712 is positioned opposite the valve adjusting screw. The valve 712 is mounted on the valve chamber 6 via a valve spring seat 702. The distances from the two valves 712 to the rocker arm shaft 704 of the intake rocker arm 706 are equal. The exhaust rocker arm 703 has a valve adjusting screw installed at the other end. A valve 712 is positioned opposite the valve adjusting screw. The valve 712 is mounted on the valve chamber 6 via a valve spring seat 702. The valve 712 is mounted on the side of the exhaust rocker arm 703 near the camshaft.

[0013] Valve 712 includes two intake valves and one exhaust valve installed in cylinder liner 401. The valve includes a valve body and a shaft. The valve body is located in cylinder liner 401, and the shaft passes through intake valve guide 406 or exhaust valve guide 407 and is installed on intake rocker arm mount 602 or exhaust rocker arm mount 603.

[0014] As a further embodiment of the present invention: the oil pump assembly 8 is integrated on the first crankcase cover 902 of the housing 9, including an outer rotor 801 and an inner rotor 802 that mesh with each other. The inner rotor 802 is fixed to one end of the main shaft 805, and the other end of the main shaft 805 is fitted with an oil pump gear 504 that meshes with the toothed structure at the end of the crankshaft 501. The first crankcase cover 902 is provided with an oil inlet 803 and an oil outlet 804.

[0015] As a further embodiment of the present invention: the outer casing 9 includes a crankcase casing 901, the two ends of which are connected to a first crankcase cover 902 and a second crankcase cover 905 respectively, and water jackets 904 are respectively provided on both sides of the crankcase casing 901, the other end of which is connected to a valve cover 903; the water jacket 904 has a closed-type structure, and an internal accommodating cavity is provided, with an inlet channel 9041 and an outlet channel 9043 communicating with it, a sealing plate 9042 is provided at one end of the accommodating cavity, and a number of fixing bolts 9044 are evenly distributed around the outer side of the accommodating cavity.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0017] By optimizing the shape of the cylinder head, intake manifold, and piston, the airflow is guided to form a concentrated and powerful tumble flow. During the compression stroke, this tumble flow is squeezed and impacted, causing it to break up before ignition and combustion, thus improving combustion efficiency.

[0018] Adopting a dual-intake, single-exhaust structure, it boasts high charging efficiency. Both cylinders share a single shaft, and the center line connecting the two intake valves, driven by the same pushrod rocker arm, is perpendicular to the camshaft axis. This allows one rocker arm to simultaneously drive both intake valves, resulting in a more compact valve chamber structure and effectively reducing its volume. The pressure block is positioned parallel to the intake rocker arm, with the valves located at both ends of the pressure block, ensuring equal distances from the rocker arm to both intake valves. This allows for simultaneous advance and retraction of both intake valves, resulting in good coordination, reduced wear and noise, and excellent sealing.

[0019] Employing a pressure lubrication system, the oil pump boosts and accelerates the lubrication, effectively providing the necessary oil lubrication to the moving friction pairs within the engine. This ensures adequate lubrication of all engine components during high-speed operation, reducing friction and wear and extending engine life. The oil pump is integrated into the crankcase cover, resulting in a more compact and space-saving lubrication system, suitable for the space constraints of modern vehicles and equipment. Oil passages are created in the crankshaft support, oil channel bracket, and valve chambers, allowing for effective oil distribution to different components and ensuring stable operation. The inclusion of return oil channels in the support and valves enables oil circulation, promptly recovering used oil and maintaining its optimal condition, thus ensuring the stability and continuous operation of the lubrication system.

[0020] The engine employs a frame-type structure, resulting in a lightweight design, simplified manufacturing process, and the elimination of mold casting. All components can be machined, reducing production costs. The lubrication oil passages within the crankcase are assembled from the oil passages of various components. Compared to integral casting, these shorter oil passages are easier to machine and disassemble for unblocking when blockages occur. When wear occurs, the faulty components can be replaced based on their condition, facilitating maintenance and reducing maintenance costs. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the internal structure of the present invention;

[0022] Figure 2 This is a schematic diagram of the disassembled structure of the present invention;

[0023] Figure 3 A disassembled structural diagram of the generator, planetary gear system, and crank-connecting rod-piston mechanism;

[0024] Figure 4 This is a schematic diagram of the engine frame structure;

[0025] Figure 5 yes Figure 4WW cross-sectional view;

[0026] Figure 6 This is a schematic diagram of the combustion chamber structure;

[0027] Figure 7 This is a simulation diagram of the engine's intake steady-state flow.

[0028] Figure 8 This is a schematic diagram of the crank-connecting rod-piston mechanism;

[0029] Figure 9 This is a schematic diagram of the valve chamber structure;

[0030] Figure 10 yes Figure 9 YY sectional view;

[0031] Figure 11 This is a schematic diagram of the disassembled valve train structure;

[0032] Figure 12 This is a schematic diagram of the compressed block structure;

[0033] Figure 13 This is a sectional view of the first crankcase cover;

[0034] Figure 14 This is a schematic diagram of the outer shell structure;

[0035] Figure 15 This is a schematic diagram of the water jacket structure;

[0036] Figure 16 This is a schematic diagram of the internal structure of the water jacket;

[0037] Figure 17 This is a schematic diagram of a piston structure.

[0038] In the diagram: 1-Generator; 101-Stator; 102-Leg; 103-Connecting plate; 104-Outer rotor cover; 105-Outer rotor; 2-Planetary gear system; 201-Crankshaft adapter; 202-Stator bolt bushing; 203-Planetary gear; 204-Planetary gear bearing; 205-Sun gear; 206-Ring gear; 207-Ring gear adapter; 208-Shock absorber; 209-Limit bolt; 3-Engine frame; 301-First crankshaft support frame; 3011-Stator mounting hole; 302-Second crankshaft support frame; 3021-Oil pump gear bearing; 3022-Oil distributor port; 3023-Oil inlet column of bracket; 3 03-Oil passage bracket; 3031-Injection hole; 3032-Oil passage bracket; 3033-Oil outlet bracket; 304-Fixed plate; 3041-Valve chamber bracket mounting hole; 3042-Oil return passage bracket; 3043-Oil inlet passage valve chamber; 3044-Dual assembly hole; 305-Crankshaft bearing; 306-Camshaft bearing; 4-Combustion chamber; 401-Cylinder liner; 402-Cylinder head; 403-Intake manifold; 404-Spark plug mounting guide; 405-Exhaust manifold; 406-Intake valve guide; 407-Exhaust valve guide; 5-Crankshaft connecting rod piston mechanism; 501-Crankshaft; 502-Piston; 503-First connecting rod; 504 - Oil pump gear; 505 - Second connecting rod; 6 - Valve chamber; 601 - Support column; 602 - Intake rocker arm mounting seat; 603 - Exhaust rocker arm mounting seat; 604 - Spring seat hole; 605 - Pressure block limit post; 606 - Tappet hole; 607 - Oil inlet column; 608 - Oil passage bolt; 609 - Oil passage; 610 - Rocker arm oil passage; 611 - Valve return oil passage; 7 - Valve train; 701 - Camshaft drive gear; 702 - Valve spring seat; 703 - Exhaust rocker arm; 704 - Rocker arm shaft; 705 - Pressure block; 7051 - Intake valve mounting hole; 7052 - Input shaft; 7053 - Shoulder; 706 - Intake valve... Air rocker arm; 707-Pushrod limit bolt; 708-Limit snap ring; 709-Pushrod; 710-Camshaft; 711-Taper; 712-Valve; 8-Oil pump assembly; 801-Outer rotor; 802-Inner rotor; 803-Oil inlet; 804-Oil outlet; 805-Main shaft; 9-Housing housing; 901-Crankcase housing; 902-First crankcase cover; 903-Valve chamber cover; 904-Water jacket; 9041-Water inlet channel; 9042-Upper sealing plate; 9043-Water outlet channel; 9044-Fixing bolt; 9045-Sealing ring; 9046-Clamping fastening bolt; 905-Second crankcase cover. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only for explaining the invention and are not intended to limit the invention; that is, the described embodiments are merely some embodiments of the invention, and not all embodiments. The components of the embodiments of the invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0040] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0041] Example 1, please refer to Figure 1 , Figure 2 As shown in the embodiment of the present invention, a novel hybrid power system includes a housing 9 and an engine frame 3 disposed within the housing 9. A crankshaft connecting rod piston mechanism 5 is installed in the engine frame 3. The crankshaft connecting rod piston mechanism 5 includes a crankshaft 501, a connecting rod connected to the crankshaft, and a piston 502 connected to the end of the connecting rod. A generator 1 and an oil pump assembly 8 are respectively connected to both ends of the crankshaft 501. Pistons 502 are respectively installed at both ends of the connecting rod and placed inside a combustion chamber 4. A valve chamber 6 is located at the other end of the combustion chamber 4. A valve train 7 is installed in the valve chamber 6 and is driven by the crankshaft connecting rod piston mechanism 5, extending into the combustion chamber 4. Ignition in the combustion chamber 4 forces the piston 502 to move linearly within the combustion chamber 4, causing the connecting rod to swing, thereby driving the crankshaft 501 to rotate, generating electricity for the generator 1. Simultaneously, it drives the oil pump assembly 8 to lubricate related moving parts and also drives the valve train 7 to complete the valve distribution action in the combustion chamber 4, supporting combustion within the combustion chamber 4.

[0042] Please see Figure 6 As shown, the intake duct 403 of the combustion chamber 4 comprises two sections. The second section is connected to the cylinder head 402 of the combustion chamber 4 and has a fish-belly shape with a cross-section that gradually narrows towards the outlet end. The first section is connected to the inlet end of the second section and has a conical shape with a cross-section that gradually narrows towards the inlet end of the second section. The cylinder head 402 is ridge-shaped; please refer to [reference needed]. Figure 17 As shown, the center of the surface of piston 502 facing cylinder head 402 is an ellipsoid. By designing the shapes of the cylinder head, intake manifold, and piston, the airflow is guided to form a concentrated and powerful tumble flow. During the compression stroke, this tumble flow is squeezed and impacted, causing it to break up before ignition and combustion, thus improving combustion efficiency.

[0043] Normally, the airflow in the intake manifold 403 is blocked by the intake valve, splitting it into two streams that move in different directions along the cylinder wall. Because the two streams rotate in opposite directions, they collide, thus reducing the intensity of the tumble flow. This embodiment uses a fish-belly-shaped design for the intake manifold; please refer to [link / reference]. Figure 7 As shown, the front section of the intake manifold 403 is conical, which accelerates the gas by reducing the intake pipe diameter, thus improving intake efficiency. The rear section guides the airflow through the curved pipe wall of the fish-belly-shaped intake manifold. This causes the airflow below the intake valve to converge towards the center, resulting in a large tumbling flow in the middle and smaller flow on both sides, thus creating an ellipsoidal airflow. The ellipsoidal airflow can maintain excellent rotational inertia, thus converting into turbulent kinetic energy before ignition to provide enormous energy. The airflow above the intake valve moves in a clockwise circular motion along the cylinder head 402, cylinder wall, and piston 502. Due to the absence of losses caused by counter-current flow, a strong tumble flow is formed.

[0044] The ridge-shaped cylinder head 402 is adopted. When the piston 502 is compressed to the top dead center, the space formed by the cylinder head on both the intake and exhaust sides and the piston is continuously compressed and narrowed, which causes the airflow to flow rapidly to the middle tumble area, so that the tumble breaks up before ignition, the turbulent kinetic energy increases, and the combustion efficiency is improved.

[0045] The center of the piston 502's surface facing the cylinder head 402 is an ellipsoid, which can guide the airflow to make circular motion, thereby forming a strong tumble flow. The piston surfaces on both the intake and exhaust sides are higher than the piston plane and are inclined. During the compression stroke, they can cooperate with the ridge-shaped cylinder head to compress the airflow and impact the tumble flow in the central area.

[0046] As a further solution to this embodiment: Please refer to Figure 3As shown, the planetary gear system 2 includes a crankshaft adapter 201, planetary gears 203, a sun gear 205, a ring gear 206, and a ring gear adapter 207. A damping block 208 is internally fitted into the ring gear adapter 207, and the crankshaft adapter 201 is internally fitted into the damping block 208. The crankshaft adapter 201 is connected to the crankshaft 501 via a limiting bolt 209. The ring gear 206 is fixedly connected to the ring gear adapter 207 via several bolts. A sun gear 205 is disposed inside the ring gear 206. 05. Several planetary gears 203 are evenly distributed in the annular groove between the gear ring 206 and the sun gear 205. The planetary gears 203 mesh with the tooth structure on the inner side of the gear ring 206 and the tooth structure on the outer side of the sun gear 205, respectively. The sun gear 205 is provided with a splined shaft, which meshes with the connecting disc 103. The front of the planetary gear 203 is provided with a shaft, and a planetary gear bearing 204 is installed at the end of the shaft, which is then installed on the bracket of the stator 101. The generator includes a stator 101, a connecting disc 103, an outer rotor cover 104, and an outer rotor 105. The connecting disc 103 is installed inside the outer rotor cover 104 and meshes with the splined shaft of the sun gear 205. The outer rotor cover 104 covers the outer rotor 105. Specifically, a plate 102 is fixed on the inner side of the outer rotor 105, and a tooth is provided on the outer rotor cover 104 to engage with the plate 102. An annular electromagnet is installed inside the outer rotor 105, and a stator 101 is installed inside the electromagnet. The stator 101 is fixed in the stator mounting hole 3011 by a stator bolt bushing 202.

[0047] The crankshaft 501 transmits torque to the crankshaft adapter 201. After being damped by the damping block 208, it drives the gear ring adapter 207, which meshes with it, and transmits the torque to the gear ring 206, which is fixed to the gear ring adapter 207. The gear ring 206 transmits the torque to the sun gear 205 through the planetary gear 203. The sun gear 205 drives the connecting disc 103 fixed in the outer rotor cover 104. As the outer rotor 105, connected to the outer rotor cover 104, rotates, it cuts the magnetic field generated by the energized annular electromagnet, thereby generating current and realizing the generator's power generation function. The connection structure transmits torque radially. The planetary gear 203 is mounted on the generator stator support, which acts as a planetary carrier. The structure is compact and saves assembly space. When transmitting torque radially, the bearings are mainly subjected to axial loads, rather than torque loads, which can reduce bearing wear and vibration and extend bearing life. At the same time, this also makes the torque transmission smoother and more reliable. Through damping and speed change, the engine's optimal fuel consumption speed range can be matched with the generator's maximum power generation speed.

[0048] As a further solution to this embodiment: Please refer to Figure 4As shown, the engine frame 3 includes a first crankshaft support frame 301 and a second crankshaft support frame 302 connected by two parallel oil passage brackets 303. Each oil passage bracket 303 contains an oil passage 3032. The first crankshaft support frame 301 and the second crankshaft support frame 302 are respectively mounted on a fixed plate 304. The fixed plate 304 has a support oil return channel 3042 and a valve chamber oil inlet channel 3043, and also has a central hole. The fixed plate 304 is mounted on the housing 9. Both the second crankshaft support frame 302 and the housing 9 are equipped with oil pump gear bearings 3021 for mounting the oil pump assembly 8. Both the first crankshaft support frame 301 and the second crankshaft support frame 302 are equipped with crankshaft bearings 305 for mounting the crankshaft 501 and camshaft bearings 306 for mounting the camshaft 710. The crankshaft 501 is mounted between the first crankshaft support frame 301 and the second crankshaft support frame 302. The camshaft 710 is mounted above the crankshaft 501 and is mounted between the first crankshaft support frame 301 and the second crankshaft support frame 302. Valve trains 7 are mounted on both sides of the camshaft 710 and extend into the combustion chamber 4 through tappet holes on the fixed plate 304. One end of the crankshaft 501 has a toothed structure that meshes with an oil pump gear 504. One end of the camshaft 710 has a camshaft drive gear 701, and the oil pump gear 504 also meshes with the camshaft drive gear 701.

[0049] The first crankshaft support frame 301, the second crankshaft support frame 302, the oil passage bracket 303, and the fixing plate 304 are all independent components that can be machined individually. The manufacturing process is simple, and the skeletal structure provides stable stress and excellent vibration resistance. The crankcase assembled from these components is half the weight of a cast crankcase of the same volume and strength, achieving a lightweight design that is significant for energy conservation and emission reduction. It also simplifies and reduces subsequent maintenance and repair costs.

[0050] Please see Figure 5As shown, the second crankshaft support bracket 302 is provided with a bracket oil inlet column 3023 communicating with the oil distributor port 3022, and the other end of the bracket oil inlet column 3023 is connected to the oil pump assembly 8. The oil passage bracket 303, the second crankshaft support bracket 302, and the first crankshaft support bracket 301 are all provided with assembly holes. The oil passage bracket 303 can be assembled between the second crankshaft support bracket 302 and the first crankshaft support bracket 301 by means of screws, bolts and other connecting parts, so that the oil distributor port 3022 communicates with the bracket oil passage 3032. The bracket oil passage 3032 is provided with an oil injection hole 3031 and a bracket oil outlet 3033. The bracket oil outlet 3033 communicates with the valve chamber oil inlet passage 3043. When the engine is running, the crankshaft 501 drives the oil pump, pumping lubricating oil through the oil inlet column 3023 connected to the oil pump outlet into the oil passage in the second crankshaft support 302. The lubricating oil is then distributed through the distributor port 3022 to the support oil passage 3032 located within the oil passage bracket 303. The support oil outlet 3033 delivers the lubricating oil into the valve chamber oil inlet passage 3043, lubricating components such as the rocker arms, and also lubricating the crankshaft 501 through the oil injection port 3031. By machining oil passages on the components and connecting these passages, lubricating oil is delivered to all moving parts for lubrication while the engine is running. The segmented machining of the oil passages facilitates machining and makes subsequent cleaning and maintenance easier.

[0051] The first crankshaft support bracket 301 is also provided with several stator mounting holes 3011, and the stator 101 is fixed in the stator mounting holes 3011 by stator bolt bushings 202. The second crankshaft support bracket 302 and the first crankshaft support bracket 301 are also provided with mounting holes at both ends that mate with the bidirectional mounting holes 3044 on the fixed plate 304. The mounting holes of the first crankshaft support bracket 301 and the bidirectional mounting holes 3044 are fitted with countersunk bolts. To avoid stress concentration, the number of mounting holes can be increased. The fixed plate 304 is also provided with valve chamber bracket mounting holes 3041 for assembly with the valve chamber 6.

[0052] As a further solution to this embodiment: Please refer to Figure 6As shown, the combustion chamber 4 includes a cylinder liner 401 and a cylinder head 402 welded together. The cylinder liner 401 is welded to the center hole of the fixed plate 304. The piston 502 is assembled inside the cylinder liner 401 and moves linearly within the cylinder liner 401 under the action of a connecting rod. The cylinder liner 401 is made by stamping and has an internal cavity. The stamping and welding of parts reduces the number of connecting and sealing components and reduces the overall weight of the engine. The cylinder head 402 is ridge-shaped, with an intake manifold 403 and an exhaust manifold 405 welded to the top, which communicate with the cavity. The intake manifold 403 has two branch pipes communicating with the cavity, and each branch pipe is welded with an intake valve guide 406. The exhaust manifold 405 is welded with an exhaust valve guide 407. The intake valve guide 406 and the exhaust valve guide 407 are internally threaded to a valve train 7. A spark plug mounting guide 404 is also provided in the middle of the cylinder head 402. The cylinder block is manufactured using a stamping process, and the cylinder liner 401 and cylinder head 402 are welded together. This reduces the number of manufacturing steps and complexity. Compared to integrated die casting, stamping and welding processes are more efficient, reducing production cycle and costs. The intake and exhaust pipes located on top of the cylinder head 402 allow for more uniform flow of combustion gases in and out of the combustion chamber 4, optimizing the combustion process. By adjusting the relative positions of the intake valve and intake valve guide, as well as the exhaust valve and exhaust valve guide, the opening and closing of the intake and exhaust pipes can be precisely controlled, improving combustion efficiency and power output in the combustion chamber.

[0053] As a further solution to this embodiment: Please refer to Figure 8 As shown, this invention employs a crankshaft connecting rod structure design with two horizontally opposed cylinders having coaxial cylinder centerlines. The crankshaft connecting rod piston mechanism 5 includes a crankshaft 501, which has three journals. A second connecting rod 505 is mounted on one side of the crankshaft 501 on the middle journal, and a first connecting rod 503 is mounted on both end journals on the other side. Pistons 502 are mounted at the ends of both the first connecting rod 503 and the second connecting rod 505. The pistons 502 are mounted on the first connecting rod 503 or the second connecting rod 505 via piston pins. The first connecting rod 503 is a Y-shaped connecting rod, which, when assembled onto the crankshaft 501, ensures that the central axes of the two crankshafts 501 are aligned. One end of the crankshaft 501 has a toothed structure that meshes with the oil pump gear 504.

[0054] As a further solution to this embodiment: Please refer to Figure 9 , Figure 10As shown, the valve chamber is bowl-shaped. The valve chamber 6 is located inside the valve chamber cover 903. The valve chamber cover 903 has internal threads, while the valve chamber 6 has external threads that are fitted and fastened to the internal threads of the valve chamber cover 903. The valve chamber cover 903 also has an external hexagonal fastening boss for easy tightening by hand. The back of the valve chamber 6 is provided with a support column 601 connected to the valve chamber bracket mounting hole 3041. It is also provided with an oil inlet column 607 and a valve oil return channel 611. The oil inlet column 607 is connected to the valve chamber oil inlet channel 3043. An oil passage bolt 608 is installed in the oil inlet column 607. The bolt has an annular groove at the oil passage to ensure smooth oil delivery in all directions after screwing it in. The valve chamber 6 is provided with an intake rocker arm mounting base 602 for mounting the intake rocker arm 706, an exhaust rocker arm mounting base 603 for mounting the exhaust rocker arm 703, a pressure block limiting post 605, and spring seat ring holes 604 for fixing the valve spring seat 702. The number of spring seat ring holes 604 corresponds to the number of valves. An oil passage 609 is provided between the intake rocker arm mounting base 602 and the exhaust rocker arm mounting base 603, communicating with the oil inlet column 607. The valve chamber 6 is also provided with a tappet hole 606. Both the intake rocker arm 706 and the exhaust rocker arm 703 are provided with rocker arm oil passages 610. The intake rocker arm 706 is mounted on the intake rocker arm mounting base 602 via a rocker arm shaft 704, and the exhaust rocker arm 703 is mounted on the exhaust rocker arm mounting base 603 via a rocker arm shaft 704, so that the rocker arm oil passages 610 are both connected to the oil passages 609. Lubricating oil flows from the valve chamber oil inlet passage 3043 into the oil inlet column 607, passes through the oil passage 609, and enters the rocker arm oil passage 610.

[0055] As a further solution to this embodiment: Please refer to Figure 11As shown, the valve train 7 includes a camshaft 710 and two sets of rocker arm assemblies mounted on the camshaft. One end of the camshaft 710 is provided with a camshaft drive gear 701 that meshes with an oil pump gear 504. The rocker arm assembly includes an intake rocker arm 706 and an exhaust rocker arm 703 mounted on an intake rocker arm mounting seat 602 and an exhaust rocker arm mounting seat 603 respectively via a rocker arm shaft 704. Limiting snap rings 708 are provided at both ends of the rocker arm shaft 704 to limit the axial movement of the rocker arm. The intake rocker arm 706 and the exhaust rocker arm 703 are provided with a tappet limiting bolt 707 at one end, which is directly opposite to one end of their respective tappets 709. The tappets 709 pass through the tappet hole 606, the water jacket 904, and the tappet hole on the fixed plate 304, and the other end is in contact with one end of the tappet 711. The other end of the tappet 711 is in contact with the cam on the camshaft 710, maintaining tilt drive. The tail of the rocker arm is provided with a tappet limiting bolt 707. The bottom of the tappet limiting bolt 707 has a concave surface, so that the rocker arm can complete the transmission of the tappet at different angles. The intake rocker arm 706 has a waist-shaped hole at one end. The pressure block 705 is fitted into the waist-shaped hole and can slide within it. The pressure block 705 has intake valve mounting holes at both ends for installing valve adjusting screws. A valve 712 is positioned opposite the valve adjusting screw. The valve 712 is mounted on the valve spring seat 702, which is installed in the spring seat ring hole 604. The distances from the two valves 712 to the intake rocker arm 706 are equal. The exhaust rocker arm 703 has a valve adjusting screw at one end. A valve 712 is positioned opposite the valve adjusting screw. The valve 712 is mounted on the valve chamber 6 via the valve spring seat 702. The valve 712 is mounted on the side of the exhaust rocker arm 703 near the camshaft.

[0056] Please see Figure 12 As shown, the pressure block 705 is a T-shaped pressure block, including a head and a tail. The head has two intake valve mounting holes 7051 at both ends, which are equidistant from the center axis of the tail. The valve adjusting screw is installed in the intake valve mounting holes 7051. The tail is an input shaft 7052. The input shaft 7052 is provided with a shoulder 7053. In order to make the pressure block 705 slide more accurately and stably in the waist-shaped hole, a pressure block limiting post 605 is also provided in the valve chamber 6. The pressure block limiting post 605 is provided with an opening. The input shaft 7052 passes through the opening and is assembled into the waist-shaped hole of the intake rocker arm 706. The position where the pressure block 705 and the pressure block limiting post 605 are engaged is the shoulder 7053, which serves as a guide for the movement of the pressure block 705, so that the T-shaped pressure block moves in the same direction as the valve, thereby realizing the control of dual valves by a single rocker arm.

[0057] Valve 712 includes two intake valves and one exhaust valve installed in cylinder liner 401. The valve includes a valve body and a shaft that are fixed together. The valve body is located in cylinder liner 401. The shaft passes through intake valve guide 406 or exhaust valve guide 407 and is installed on valve spring seat 702. Valve adjusting screw is directly opposite the valve.

[0058] Taking intake as an example, crankshaft 501 drives camshaft 710 to rotate. The cam fixed on camshaft 710 rotates, and the cam's protrusion touches tappet 711. Tappet 711 pushes tappet 709, and tappet 709 pushes intake rocker arm 706 through tappet limit bolt 707, causing intake rocker arm 706 to rotate around rocker arm shaft 704. This causes pressure block 705 to slide in oblong hole, causing valve adjusting screw to press down valve 712, thus closing the intake valve. When the cam's protrusion leaves tappet 711, the intake valve can be opened.

[0059] As a further solution to this embodiment: Please refer to Figure 13 As shown, the oil pump assembly 8 is integrated on the first crankcase cover 902, forming a pump chamber inside the first crankcase cover 902. The pump chamber includes an outer rotor 801 and an inner rotor 802 that mesh with each other. The inner rotor 802 is fixed to one end of the main shaft 805. The other end of the main shaft 805 is fitted with an oil pump gear 504 that meshes with the toothed structure at the end of the crankshaft 501. The first crankcase cover 902 has an oil inlet 803 and an oil outlet 804. The oil outlet 804 is connected to the oil inlet column 3023 of the bracket.

[0060] The crankshaft 501 drives the main shaft 805 to rotate via the oil pump gear 504, which in turn drives the inner rotor 802 to rotate, thereby causing the outer rotor 801 to rotate. This increases the volume of the pump chamber, creating a vacuum, and oil is drawn in through the oil inlet 803. As the rotor moves, the volume of the pump chamber decreases during rotation, and the oil at the bottom of the crankcase housing 901 is forced out through the oil outlet 804, enters the oil passage in the second crankshaft support frame 302 via the oil inlet column 3023, and is distributed to the oil passages located in the oil passages through the oil distribution port 3022. The bracket oil passage 3032 within the bracket 303 and the bracket oil outlet 3033 deliver lubricating oil into the valve chamber oil inlet passage 3043. The lubricating oil flows from the valve chamber oil inlet passage 3043 into the oil inlet column 607, passes through the oil passage 609, and enters the rocker arm oil passage 610 to lubricate components such as the rocker arm. Since the entire machine is placed horizontally, the valve chamber oil accumulates at the bottom due to gravity. Therefore, a valve return oil passage 611 is provided, leading to the bracket return oil passage 3042, returning the oil to the crankcase housing 901, thus achieving a circulating oil circuit. Furthermore, the crankshaft 501 is lubricated through the oil injection hole 3031. The oil injection hole 3031 is on the same plane as the connecting rod clearance. The oil in the crankcase, relying on the crankshaft 501, splashes lubricate the camshaft 710, thereby achieving pressure lubrication of the crankshaft 501 and camshaft 710.

[0061] An oil collector is installed at the oil inlet 803. The front end of the oil collector is equipped with a filter screen to filter metal shavings. Oil is drawn from the bottom of the crankcase into the oil pump assembly 8 through the oil collector.

[0062] As a further solution to this embodiment: Please refer to Figure 14As shown, the outer casing 9 includes a crankcase casing 901, with its two ends connected to a first crankcase cover 902 and a second crankcase cover 905, respectively. A generator 1 is installed inside the second crankcase cover 905. Positioning steps are provided on both sides of the crankcase casing 901 to limit the installation of the fixed plate 304, and an O-ring is used for radial sealing. Water jackets 904 are provided on both sides of the crankcase casing 901, with the other end of each water jacket 904 connected to a valve cover 903.

[0063] Please see Figures 15-16 As shown, the water jacket 904 has a clamping structure. The two water jacket shells are fastened together by clamping fastening bolts 9046 to form the water jacket 904, and the clamping contact part is sealed with sealant. The water jacket 904 has a receiving cavity, on which there are water inlet channel 9041 and water outlet channel 9043 communicating with each other. The water inlet channel 9041 and water outlet channel 9043 are located on opposite sides, and the water outlet channel 9043 is inclined in the direction of gravity of cooling water discharge. A sealing plate 9042 is provided at one end of the receiving cavity. The sealing plate 9042 has holes through which the intake valve guide 406, exhaust valve guide 407 and spark plug mounting guide 404 pass, and a spark plug is installed on the spark plug mounting guide 404. The side of the accommodating cavity has holes for the intake passage 403 and the exhaust passage 405 to pass through. Several fixing bolts 9044 are evenly distributed around the outer side of the accommodating cavity. The water jacket 904 is installed in the bidirectional assembly hole 3044 through the fixing bolts 9044. The cylinder liner 401 is installed in the accommodating cavity. The water jacket and the combustion chamber 4 are sealed radially. An O-ring 9045 is sleeved on the lower end of the cylinder liner 401 to form a seal. The upper side of the combustion chamber 4 has a higher temperature. The metal sealing plate 9042 passes through the intake valve guide 406, the exhaust valve guide 407 and the spark plug mounting guide 404 and is installed in the accommodating cavity. The intake valve guide 406, the exhaust valve guide 407 and the spark plug mounting guide 404 are welded to the sealing plate 9042. An O-ring 9045 is fitted over the sealing plate 9042 to form a radial seal with the accommodating cavity, increasing the contact area between the combustion chamber 4 and the cooling water. Cooling water enters the accommodating cavity through the inlet channel 9041 and flows to both sides of the inlet channel 9041 towards the outlet channel 9043. After passing through the cylinder liner 401, the cooling water overflows the top of the combustion chamber 4 and flows out through the outlet channel 9043. Because the exhaust side of the combustion chamber has a high temperature, the outlet channel is arranged at an angle, which makes it easier for the water on the exhaust side to flow out of the water jacket, thereby ensuring a uniform cooling water temperature within the water jacket and achieving effective cooling.

[0064] The above description is merely an example and illustration of the structure of the present invention. Those skilled in the art can make various modifications or additions to the specific embodiments described, or use similar methods to replace them, as long as they do not deviate from the structure of the invention or exceed the scope defined in the claims, all of which should fall within the protection scope of the present invention.

Claims

1. A novel hybrid power system, characterized in that, The engine includes a housing (9) and an engine frame (3) housed within the housing (9). A crankshaft connecting rod piston mechanism (5) is installed in the engine frame (3). A generator (1) and an oil pump assembly (8) are connected to both ends of the crankshaft (501). Pistons (502) are installed at both ends of the connecting rod and placed inside the combustion chamber (4). A valve chamber (6) is provided at the other end of the combustion chamber (4). A valve train (7) is provided in the valve chamber (6) and is driven by the crankshaft connecting rod piston mechanism (5) and extends into the combustion chamber (4). The combustion chamber (4) has an intake duct (403) consisting of two sections. The second section of the intake duct (403) is connected to the cylinder head (402) of the combustion chamber (4) and has a fish-belly shape with a cross-section that gradually narrows towards the outlet end. The first section of the intake duct (403) is connected to the inlet end of the second section and has a cone shape with a cross-section that gradually narrows towards the inlet end of the second section. The center of the surface of the piston (502) facing the combustion chamber (4) is an ellipsoid. The engine frame (3) includes two parallel oil passage brackets (30... 3) The first crankshaft support frame (301) and the second crankshaft support frame (302) are connected. The oil passage bracket (303) is provided with a bracket oil passage (3032). The first crankshaft support frame (301) and the second crankshaft support frame (302) are respectively mounted on a fixed plate (304). The fixed plate (304) is provided with a bracket oil return passage (3042) and a valve chamber oil inlet passage (3043). The fixed plate (304) is mounted on the outer casing (9). The second crankshaft support frame (302) and the outer casing (9) are connected. An oil pump gear bearing (3021) is provided on each of the crankshafts for installing the oil pump assembly (8). The crankshaft connecting rod piston mechanism (5) is mounted between the first crankshaft support frame (301) and the second crankshaft support frame (302). A camshaft (710) is provided above the crankshaft connecting rod piston mechanism (5) and is mounted between the first crankshaft support frame (301) and the second crankshaft support frame (302). A valve train mechanism (7) is installed on both sides of the camshaft (710) and extends into the combustion chamber (4) through the fixed plate (304).

2. The novel hybrid power system according to claim 1, characterized in that, It also includes a planetary gear system (2), which includes a crankshaft adapter (201), planetary gears (203), a sun gear (205), a gear ring (206), and a gear ring adapter (207). The gear ring adapter (207) is internally fitted with a damping block (208), and the damping block (208) is internally fitted with the crankshaft adapter (201). On one side of the gear ring adapter (207), the crankshaft (501) is connected to the crankshaft adapter (201) through a limiting bolt (209). On the other side, the gear ring (206) is fixedly connected to the gear ring adapter (207). The gear ring (206) is equipped with a sun gear (205). Planet gears (203) are evenly distributed in the annular groove between the gear ring (206) and the sun gear (205). The planet gears (203) mesh with the tooth structure on the inner side of the gear ring (206) and the tooth structure on the outer side of the sun gear (205). The sun gear (205) is equipped with a spline shaft and is connected to the generator (1) through the spline shaft. The planet gear (203) is equipped with a shaft on the front side. A planet gear bearing (204) is installed at the end of the shaft and is installed on the generator (1) through the planet gear bearing (204).

3. A novel hybrid power system according to claim 1, characterized in that, The second crankshaft support bracket (302) is provided with a support oil inlet column (3023) and an oil distributor (3022). The other end of the support oil inlet column (3023) is connected to the oil pump assembly (8). The oil distributor (3022) is connected to the support oil passage (3032). The support oil passage (3032) is provided with an oil injection hole (3031) and a support oil outlet (3033). The support oil outlet (3033) is connected to the valve chamber oil inlet passage (3043).

4. A novel hybrid power system according to claim 1, characterized in that, The combustion chamber (4) includes a cylinder liner (401) and a cylinder head (402) welded together. The cylinder liner (401) is made by stamping and has a cavity inside. The cylinder head (402) is ridge-shaped and has an intake manifold (403) and an exhaust manifold (405) welded to the top, which are respectively connected to the cavity. The intake manifold (403) has two branch pipes connected to the cavity, and each branch pipe is welded with an intake valve guide (406). The exhaust manifold (405) is welded with an exhaust valve guide (407). The intake valve guide (406) and the exhaust valve guide (407) are internally threaded with a valve train (7). The cylinder head (402) is also provided with a spark plug mounting guide (404) in the middle.

5. A novel hybrid power system according to claim 1, characterized in that, The crankshaft connecting rod piston mechanism (5) includes a crankshaft (501), which has three journals. A second connecting rod (505) is provided on one side of the crankshaft (501) and installed on the middle journal. A first connecting rod (503) is provided on the other side and installed on the journals at both ends. A piston (502) is installed at the end of both the first connecting rod (503) and the second connecting rod (505). The center of the surface of the piston (502) is an ellipsoid. A toothed structure is provided on the outer surface of one end of the crankshaft (501) and meshes with the oil pump gear (504).

6. A novel hybrid power system according to claim 1, characterized in that, The valve chamber (6) is provided with a support column (601) on the back, which is connected to the engine frame (3). It is also provided with an oil inlet column (607) and a valve oil return channel (611). An oil-filled bolt (608) is installed in the oil inlet column (607). The valve chamber (6) is provided with an intake rocker arm mounting seat (602), an exhaust rocker arm mounting seat (603), a pressure block limiting column (605), and a spring seat hole (604). An oil passage (609) is provided between the intake rocker arm mounting seat (602) and the exhaust rocker arm mounting seat (603) and communicates with the oil inlet column (607). The valve chamber (6) is also provided with a tappet hole (606).

7. A novel hybrid power system according to claim 1, characterized in that, The valve train (7) includes a camshaft (710) and two sets of rocker arm assemblies mounted on the camshaft. One end of the camshaft (710) is provided with a camshaft drive gear (701). The rocker arm assembly includes an intake rocker arm (706) and an exhaust rocker arm (703) mounted on the valve chamber (6) via rocker arm shafts (704). One end of the intake rocker arm (706) and the exhaust rocker arm (703) faces one end of their respective tappets (709). The other end of the tappets (709) contacts one end of the tappet (711). The other end of the tappet (711) faces the cam on the camshaft (710). The other end of the intake rocker arm (706) is provided with a waist-shaped hole, and a pressure block (705) is assembled on the waist. The pressure block (705) has intake valve mounting holes at both ends for installing valve adjusting screws. A valve (712) is provided in the position opposite to the valve adjusting screw. The valve (712) is installed on the valve chamber (6) through the valve spring seat (702). The distances from the two valves (712) to the rocker arm shaft (704) of the intake rocker arm (706) are equal. A valve adjusting screw is installed at the other end of the exhaust rocker arm (703). A valve (712) is provided in the position opposite to the valve adjusting screw. The valve (712) is installed on the valve chamber (6) through the valve spring seat (702). The valve (712) is installed on the side of the exhaust rocker arm (703) near the camshaft.

8. A novel hybrid power system according to claim 1, characterized in that, The oil pump assembly (8) is integrated on the first crankcase cover (902) of the housing (9), including an outer rotor (801) and an inner rotor (802) that mesh with each other. The inner rotor (802) is fixed to one end of the main shaft (805), and the other end of the main shaft (805) is fitted with an oil pump gear (504) that meshes with the tooth structure at the end of the crankshaft (501). The first crankcase cover (902) is provided with an oil inlet (803) and an oil outlet (804).

9. A novel hybrid power system according to claim 1, characterized in that, The outer casing (9) includes a crankcase casing (901), with the two ends of the crankcase casing (901) connected to the first crankcase cover (902) and the second crankcase cover (905) respectively. Water jackets (904) are provided on both sides of the crankcase casing (901), and the other end of the water jackets (904) is connected to the valve cover (903). The water jackets (904) are of a closed-type structure, with an internal accommodating cavity. The accommodating cavity has an inlet channel (9041) and an outlet channel (9043) communicating with it. A sealing plate (9042) is provided at one end of the accommodating cavity, and several fixing bolts (9044) are evenly distributed around the outer side of the accommodating cavity.

Images