Hybrid engine and vehicle

Abstract

The hybrid engine comprises a first engine body, a second engine body, a waste gas distribution integrator and a high-temperature medium assembly, the first engine body comprises at least one first air cylinder, the second engine body is connected with the first engine body, and the second engine body comprises a second air cylinder; a gas inlet of the waste gas distribution integrator is connected with a gas outlet of the first engine, a gas outlet of the waste gas distribution integrator is connected with a gas inlet of the second engine, and the high-temperature medium assembly communicates with the second engine and is suitable for spraying a non-combustion medium into the second air cylinder. According to the hybrid engine, waste gas generated after the first engine uses fuel to do work can be collected and fed into the second engine, and the second engine does work by mixing the non-combustion medium and the waste gas, so that the hybrid engine can do work for the second time by using the waste gas generated by combustion; therefore, the heat efficiency of the hybrid engine can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle engines, and in particular to a hybrid engine and a vehicle. Background Art

[0002] The thermal efficiency of an engine is the ratio of the thermal equivalent of the engine's effective power to the heat content of the fuel consumed per unit time, and is used to assess the economy of the engine as a heat engine. The thermal efficiencies of different engines and power units vary, but the values ​​are all less than 1. Improving the thermal efficiency of an engine is an important means of saving energy and one of the main directions for improving thermal engines. The engine cannot achieve 100% thermal efficiency, which is mainly related to forced heat dissipation losses, heat losses from exhaust gas discharge, and mechanical friction losses. If you want to improve the thermal efficiency of an engine, you can start from the above aspects. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides a hybrid engine and a vehicle, wherein the hybrid engine can utilize the exhaust gas generated by the first engine to perform work again, thereby improving the thermal efficiency of the hybrid engine.

[0004] A hybrid engine according to an embodiment of the present invention comprises: a first engine, a second engine, an exhaust gas distribution integrator and a high-temperature medium assembly, wherein the first engine comprises at least one first cylinder, the second engine is connected to the first engine, the second engine comprises a second cylinder, the air inlet of the exhaust gas distribution integrator is connected to the exhaust port of the first engine, the exhaust port of the exhaust gas distribution integrator is connected to the air inlet of the second engine, the high-temperature medium assembly is connected to the second engine, and the high-temperature medium assembly is suitable for injecting non-combustion medium into the second cylinder.

[0005] According to the hybrid engine of the embodiment of the present invention, the exhaust gas generated after the first engine uses fuel to do work can be collected and sent to the second engine. The second engine performs work by mixing the non-combustion medium and the exhaust gas. In this way, the hybrid engine can use the exhaust gas generated by combustion to do work for the second time, thereby improving the thermal efficiency of the hybrid engine.

[0006] According to some embodiments of the present invention, the hybrid engine further includes: an injection-suction exhaust gas integrator, wherein the injection-suction exhaust gas integrator is formed with a first inlet, a second inlet and an outlet, wherein the first inlet is connected to the exhaust gas distribution integrator, the second inlet is connected to the exhaust port of the second engine, and the outlet is connected to the exhaust port of the vehicle.

[0007] According to some embodiments of the hybrid engine of the present invention, the injection-suction type exhaust gas integrator includes: a shell, a main line and a sub-line, a negative pressure chamber is formed in the shell, the shell is provided with the first inlet, the second inlet and the outlet, the first inlet, the second inlet and the outlet are connected to the negative pressure chamber, one end of the main line is connected to the exhaust gas distribution integrator, and the other end is connected to the first inlet, one end of the sub-line is connected to the exhaust port of the second engine, and the other end is connected to the second inlet.

[0008] A hybrid engine according to some embodiments of the present invention further includes a turbine assembly, wherein the turbine assembly includes: a turbine housing, a first turbine and a second turbine, a first chamber and a second chamber being formed in the turbine housing, a first air inlet and a first air outlet being formed in the first chamber, the first air inlet being connected to the outlet, the first air outlet being connected to an exhaust port of a vehicle, a second air inlet and a second air outlet being formed in the second chamber, the second air inlet being connected to the outside, the second air outlet being connected to the air inlet of the first engine, the first turbine being disposed in the first chamber, the second turbine being disposed in the second chamber, and the second turbine being connected to the first turbine and being coaxially disposed.

[0009] In a hybrid engine according to some embodiments of the present invention, the first engine includes a plurality of the first cylinders, the plurality of the first cylinders are spaced apart and distributed along a first direction, and the axes of the plurality of the first cylinders are parallel along the first direction, the second engine is connected to the first engine along the first direction, the axis of the second cylinder is parallel to the axis of the first cylinder, and the first engine and the second engine share a crankshaft.

[0010] According to some embodiments of the present invention, the hybrid engine further includes an intake assembly, which includes: a first intake part and a second intake part, wherein the first intake part is connected to the first engine, and the first intake part controls the intake valves of the first engine to open in sequence according to a work order, and the second intake part is connected to the second engine, and the second intake part controls the intake valves of the second engine to open after the first engine completes work.

[0011] In a hybrid engine according to some embodiments of the present invention, the high-temperature medium assembly includes: a medium box, a water pump and a high-pressure nozzle, the water pump is connected to the medium box, one end of the high-pressure nozzle is connected to the second cylinder, and the other end is connected to the water pump.

[0012] In the hybrid engine according to some embodiments of the present invention, a heat preservation layer is provided on the outer periphery of the medium box.

[0013] According to some embodiments of the present invention, the hybrid engine further includes a condensate recovery device, which includes: an air-cooled heat sink, a water tank and a recovery pipeline, wherein the air-cooled heat sink is arranged at the exhaust port; the water tank is connected to at least a portion of the air-cooled heat sink, one end of the recovery pipeline is connected to the water tank, and the other end is connected to the medium tank.

[0014] The present invention also provides a vehicle.

[0015] A vehicle according to an embodiment of the present invention comprises the hybrid engine described in any one of the above embodiments.

[0016] The advantages of the vehicle and the above-mentioned hybrid engine compared with the prior art are the same, which will not be repeated here.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 is a schematic diagram of a hybrid engine according to some embodiments of the present invention;

[0020] Figure 2 for Figure 1 A schematic diagram of a hybrid engine from another perspective;

[0021] Figure 3 for Figure 1 An enlarged view of the first engine and the second engine;

[0022] Figure 4 for Figure 1 An enlarged view of the ejector-suction exhaust gas integrator;

[0023] Figure 5 for Figure 1 An enlarged view of the high temperature medium assembly in FIG.

[0024] Figure 6 for Figure 1 An enlarged view of the intake assembly in FIG.

[0025] Figure 7 for Figure 1 An enlarged view of the condensate recovery device in FIG.

[0026] Figure 8 Schematic diagram of a vehicle according to some embodiments of the present invention.

[0027] Reference numerals:

[0028] Vehicles 1000;

[0029] Hybrid engine 100;

[0030] A first engine 10, a first cylinder 11;

[0031] Second engine 20, second cylinder 21;

[0032] Exhaust gas distribution integrator 30;

[0033] High temperature medium assembly 40, medium box 41, insulation layer 411, heating element 412, water pump 42, high pressure nozzle 43;

[0034] The ejection-suction exhaust gas integrator 50, the housing 51, the negative pressure chamber 511, the main pipeline 52, and the auxiliary pipeline 53;

[0035] Turbine assembly 60;

[0036] An air intake assembly 70, a first air intake portion 71, and a second air intake portion 72;

[0037] Condensate recovery device 80 , air-cooled heat sink 81 , water storage tank 82 , recovery pipeline 83 , compressor condenser 84 . DETAILED DESCRIPTION

[0038] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0039] The disclosure below provides many different embodiments or examples to implement different structures of the present invention. In order to simplify the disclosure of the present invention, the parts and settings of specific examples are described below. Of course, they are only examples, and the purpose is not to limit the present invention. In addition, the present invention can repeat reference numbers and / or letters in different examples. This repetition is for the purpose of simplicity and clarity, and does not itself indicate the relationship between the various embodiments and / or settings discussed. In addition, the present invention provides various specific processes and examples of materials, but those of ordinary skill in the art can be aware of the applicability of other processes and / or the use of other materials.

[0040] Reference below Figure 1-Figure 7 A hybrid engine 100 according to an embodiment of the present invention is described.

[0041] like Figure 1-Figure 7As shown, the hybrid engine 100 according to the embodiment of the present invention includes: a first engine 10 , a second engine 20 , an exhaust gas distribution integrator 30 and a high-temperature medium assembly 40 .

[0042] The first engine 10 includes at least one first cylinder 11, the second engine 20 is connected to the first engine 10, the second engine 20 includes a second cylinder 21, the air intake of the exhaust gas distribution integrator 30 is connected to the exhaust port of the first engine 10, the exhaust port of the exhaust gas distribution integrator 30 is connected to the air intake of the second engine 20, the high-temperature medium assembly 40 is connected to the second engine 20, and the high-temperature medium assembly 40 is suitable for injecting non-combustion medium into the second cylinder 21.

[0043] The first engine 10 may be provided with a plurality of first cylinders 11 according to actual conditions, so as to improve the power of the first engine 10. In this embodiment, the first engine 10 is provided with four first cylinders 11, that is, the first engine 10 is a four-cylinder engine.

[0044] Furthermore, the non-combustible medium in the high-temperature medium assembly 40 may be water or other non-combustible medium. In the present embodiment, the medium stored in the high-temperature medium assembly 40 is water.

[0045] It should be noted that the fuel medium of the first engine 10 can be diesel or gasoline. In the present embodiment, the fuel medium of the first engine 10 is gasoline, while the driving medium of the second engine 20 is not gasoline. Thus, the second engine 20 and the first engine 10 constitute a hybrid engine 100. After the gasoline is burned and works in the first cylinder 11, high-temperature exhaust gas will be generated. The high-temperature exhaust gas will enter the exhaust gas distribution integrator 30 through the exhaust port of the first engine 10, and the exhaust gas distribution integrator 30 will guide the high-temperature exhaust gas to the air intake of the second engine 20. Thus, the high-temperature exhaust gas will enter the second cylinder 21. At the same time, the high-temperature medium assembly 40 will spray water into the second cylinder 21, so that the mixed high-pressure steam can enable the second engine 20 to work, thereby improving the thermal efficiency of the hybrid engine 100.

[0046] Therefore, the high-temperature exhaust gas generated after the first engine 10 completes work can enter the second engine 20 through the exhaust gas distribution integrator 30. At the same time, the high-temperature medium assembly 40 will spray non-combustion medium into the second engine 20 so that the non-combustion medium and the high-temperature exhaust gas are mixed and the second engine 20 performs work, thereby improving the thermal efficiency of the hybrid engine 100.

[0047] According to the hybrid engine 100 of the embodiment of the present invention, the exhaust gas generated after the first engine 10 uses fuel to perform work can be collected and sent to the second engine 20. The second engine 20 performs work by mixing the non-combustion medium and the exhaust gas. In this way, the hybrid engine 100 can use the exhaust gas generated by combustion to perform work for the second time, thereby improving the thermal efficiency of the hybrid engine 100.

[0048] In some embodiments, Figure 1-Figure 4 As shown, the hybrid engine 100 also includes: an injection-suction exhaust gas integrator 50, which is formed with a first inlet, a second inlet and an outlet, the first inlet is connected to the exhaust gas distribution integrator 30, the second inlet is connected to the exhaust port of the second engine 20, and the outlet is connected to the exhaust port of the vehicle 1000.

[0049] It should be noted that the first inlet of the injection-suction type exhaust gas integrator 50 is connected to the exhaust gas distribution integrator 30, and the outlet is connected to the exhaust port of the vehicle 1000, so that the exhaust gas in the exhaust gas distribution integrator 30 can enter the exhaust port of the vehicle 1000 through the outlet. At the same time, the second inlet of the injection-suction type exhaust gas integrator 50 is also connected to the exhaust port of the second engine 20. In this way, the exhaust gas in the exhaust gas distribution integrator 30 can pass through the injection-suction type exhaust gas integrator 50 When entering the exhaust port of the vehicle 1000, the exhaust gas in the second engine 20 can be discharged faster through the injection-suction principle, thereby avoiding the intake volume of the second cylinder 21.

[0050] Therefore, when the exhaust gas in the exhaust gas distribution integrator 30 passes through the injection-suction exhaust gas integrator 50 and enters the exhaust port of the vehicle 1000, the injection-suction exhaust gas integrator 50 can use the injection-suction principle to enable the exhaust gas in the second engine 20 to be discharged faster, thereby avoiding affecting the intake volume of the second cylinder 21.

[0051] In some embodiments, Figure 1-Figure 4 As shown, the ejection-suction exhaust gas integrator 50 includes: a shell 51 , a main pipeline 52 and a secondary pipeline 53 .

[0052] A negative pressure chamber 511 is formed in the shell 51. A first inlet, a second inlet and an outlet are provided on the shell 51. The first inlet, the second inlet and the outlet are connected to the negative pressure chamber 511. One end of the main line 52 is connected to the exhaust gas distribution integrator 30, and the other end is connected to the first inlet. One end of the secondary line 53 is connected to the exhaust port of the second engine 20, and the other end is connected to the second inlet.

[0053] It should be noted that the negative pressure chamber 511 formed in the shell 51 ensures that the exhaust gas flowing in from the exhaust gas distribution integrator 30 can be temporarily stored in the negative pressure chamber 511, and the exhaust gas in the exhaust gas distribution integrator 30 can enter the negative pressure chamber 511 through the main line 52, and at the same time, the exhaust gas entering the negative pressure chamber 511 can enter the exhaust port of the vehicle 1000 through the outlet, so that the exhaust gas in the exhaust gas distribution integrator 30 can generate negative pressure in the negative pressure chamber 511 when passing through the negative pressure chamber 511 formed in the shell 51 at high speed, so that the secondary line 53 connected to the shell 51 can draw the exhaust gas in the second engine 20 into the negative pressure chamber 511 through negative pressure, so that the second engine 20 can take in more gas when taking in air, thereby improving the efficiency of the second engine 20.

[0054] Thus, the exhaust gas in the exhaust gas distribution integrator 30 can enter the chamber formed by the shell 51 through the main line 52, and enter the exhaust port of the vehicle 1000 through the outlet, so that the exhaust gas can generate negative pressure in the negative pressure chamber 511 when passing through the injection-suction exhaust gas integrator 50 at high speed, so that the secondary line 53 connected to the second engine 20 can extract the exhaust gas in the second engine 20 through the negative pressure, so that the second engine 20 can take in more air when it takes in air again, thereby making the efficiency of the second engine 20 higher.

[0055] In some embodiments, Figure 1-Figure 2 As shown, the hybrid engine 100 further includes a turbine assembly 60 , and the turbine assembly 60 includes a turbine housing 51 , a first turbine, and a second turbine.

[0056] A first chamber and a second chamber are formed in the turbine housing 51, a first air inlet and a first air outlet are formed in the first chamber, the first air inlet is connected to the outlet, the first air outlet is connected to the exhaust port of the vehicle 1000, a second air inlet and a second air outlet are formed in the second chamber, the second air inlet is connected to the outside, the second air outlet is connected to the air inlet of the first engine 10, the first turbine is arranged in the first chamber, the second turbine is arranged in the second chamber, the second turbine is connected to the first turbine and is coaxially arranged.

[0057] It should be noted that the turbine housing 51 is formed with a first chamber and a second chamber, so that the first turbine can be arranged in the first chamber, and the second turbine can be arranged in the second chamber. The first air inlet of the first chamber is connected to the outlet of the injection-suction exhaust gas integrator 50, and the first air outlet is connected to the exhaust of the vehicle 1000. In this way, the exhaust gas discharged from the injection-suction exhaust gas integrator 50 can blow the first turbine to rotate after entering the first chamber, and the discharged exhaust gas will enter the exhaust port of the vehicle 1000 through the first air outlet in the first chamber, and the second turbine located in the second chamber will be connected to the first turbine and coaxially arranged, so that the first turbine can drive the second turbine to rotate when it is rotated by the exhaust gas, and the second turbine can inhale and compress the outside air through the second air inlet when rotating, so that the compressed air is sent into the air inlet of the first engine 10 through the second air outlet, thereby realizing intake supercharging.

[0058] Therefore, a first turbine and a second turbine are provided in the turbine housing 51, and the second turbine is connected to the first turbine and arranged coaxially, so that the first turbine can drive the second turbine to rotate when driven by the exhaust gas discharged from the injection-suction exhaust gas integrator 50, thereby realizing intake supercharging of the first engine 10.

[0059] In some embodiments, Figure 1-Figure 2 As shown, the first engine 10 includes a plurality of first cylinders 11, the plurality of first cylinders 11 are spaced apart and distributed along a first direction, and the axes of the plurality of first cylinders 11 are parallel along the first direction, the second engine 20 is connected to the first engine 10 along the first direction, the axis of the second cylinder 21 is parallel to the axis of the first cylinder 11, and the first engine 10 and the second engine 20 share a crankshaft.

[0060] It should be noted that the multiple first cylinders 11 of the first engine 10 are distributed and spaced apart along the first direction, and the second engine 20 is connected to the first engine 10 along the first direction, so that the second cylinder 21 can also be distributed and spaced apart from the first cylinder 11 along the first direction, and the axes of the multiple first cylinders 11 and the second cylinders 21 are parallel along the first direction, so that the first cylinder 11 and the second cylinder 21 can share a crankshaft, so that the hybrid engine 100 can achieve a miniaturized design, thereby saving the internal space of the vehicle 1000.

[0061] For example, in this embodiment, the first engine 10 includes four first cylinders 11, and the second engine 20 includes one second cylinder 21. The four first cylinders 11 are arranged spaced apart along a first direction. After the second engine 20 is connected to the first engine 10, the second cylinder 21 is also arranged spaced apart from the first cylinder 11 along the first direction. At the same time, the axes of the first cylinder 11 and the second cylinder 21 are parallel to the first direction. In this way, when pistons are set in the first cylinder 11 and the second cylinder 21, the directions of the piston ends are the same, so that the first engine 10 and the second engine 20 can share a crankshaft, so that the hybrid engine 100 can be made smaller, thereby saving the internal space of the vehicle 1000.

[0062] Thus, the first cylinder 11 and the second cylinder 21 are spaced apart and distributed along the first direction, and the axes of the first cylinder 11 and the second cylinder 21 are parallel along the first direction, so that the piston of the first cylinder 11 and the piston of the second cylinder 21 can use the same crankshaft, so that the first engine 10 and the second engine 20 can use the same crankshaft, so that the hybrid engine 100 can be made smaller, thereby saving the internal space of the vehicle 1000.

[0063] In some embodiments, Figure 1-Figure 6 As shown, the hybrid engine 100 further includes an intake assembly 70 , and the intake assembly 70 includes a first intake portion 71 and a second intake portion 72 .

[0064] The first air intake portion 71 is connected to the first engine 10, and controls the intake valves of the first engine 10 to open in sequence according to the order of work. The second air intake portion 72 is connected to the second engine 20, and controls the intake valves of the second engine 20 to open after the first engine 10 completes work.

[0065] It should be noted that the first air intake portion 71 can control the opening of the intake valve of the first engine 10, that is, when the first cylinder 11 in the first engine 10 needs to take in air, the first air intake portion 71 will open the intake valve of the first engine 10 to complete the intake, and the second air intake portion 72 can open the intake valve of the second engine 20 after the first engine 10 completes the work, so that the second engine 20 can use the exhaust gas generated by the first engine 10 to perform work, thereby improving the thermal efficiency of the hybrid engine 100.

[0066] Among them, when the first engine 10 is provided with four first cylinders 11, the working order of the first cylinder 11 in the first engine 10 is 1, 3, 4, 2, that is, the first intake part 71 controls the opening order of the intake valve of the first engine 10 to be 1, 3, 4, 2, so that the first engine 10 can complete the four-stroke work. The second engine 20 is provided with a second cylinder 21, and the second intake part 72 will open the intake valve of the second engine 20 after the first engine 10 completes the work. In this way, the working order of the hybrid engine 100 is 1, 3, 5, 4, 2, 5, so that the second engine 20 can make full use of the exhaust gas generated by the first engine 10.

[0067] Therefore, the first intake portion 71 can control the opening of the intake valve of the first engine 10 according to the work order, thereby ensuring the normal operation of the first engine 10, and the second intake portion 72 will control the opening of the intake valve of the second engine 20 after the first engine 10 completes the work, so that the second engine 20 can make full use of the exhaust gas generated by the first engine 10, thereby effectively improving the thermal efficiency of the hybrid engine 100.

[0068] In some embodiments, the first intake portion 71 is constructed as a single cam, and the second intake portion 72 is constructed as a double cam, that is, a single cam is provided at the intake valve of each first cylinder 11 of the first engine 10, and a double cam is provided at the intake valve of the second cylinder 21 of the second engine 20. The single cam has only one flange, so that the single cam opens the intake valve once when it rotates one circle, and the double cam has two flanges and the two flanges are arranged opposite to each other, so that the double cam opens the intake valve twice when it rotates one circle, so that the second engine 20 can make good use of the exhaust gas generated by the first engine 10, thereby improving the thermal efficiency of the hybrid engine 100.

[0069] In some embodiments, Figure 1-Figure 5 As shown, the high temperature medium assembly 40 includes: a medium box 41, a water pump and a high pressure nozzle 42; a water pump; 43.

[0070] The water pump is connected to the medium box 41, and the high-pressure nozzle 42 is connected to the water pump; one end of 43 is connected to the second cylinder 21, and the other end is connected to the water pump.

[0071] It should be noted that the medium box 41 can accommodate non-combustible medium, and the medium box 41 is connected to a water pump, and the end of the water pump that is not connected to the medium box 41 is connected to a high-pressure nozzle 42 water pump; 43, so that the water pump can pump the non-combustible medium in the medium box 41 into the high-pressure nozzle 42 water pump; 43 and spray it into the second cylinder 21 through the high-pressure nozzle 42 water pump; 43, so that the non-combustible medium can be mixed with the exhaust gas in the second cylinder 21 and make the piston in the second cylinder 21 do work.

[0072] Among them, the high-pressure nozzle 42 is a water pump; 43 sprays the non-combustion medium into the second cylinder 21 in the form of a mist-like non-combustion medium, so that the non-combustion medium and the exhaust gas can be mixed more fully, so that the second engine 20 can work more completely, thereby improving the thermal efficiency of the hybrid engine 100.

[0073] Therefore, the medium box 41 of the high-temperature medium assembly 40 can accommodate non-combustion medium, and the non-combustion medium can be pumped into the high-pressure nozzle 42 by a water pump; 43 and then can be sprayed into the second cylinder 21 by the high-pressure nozzle 42; 43 in the form of mist, so that the work of the second engine 20 is more complete, thereby improving the thermal efficiency of the hybrid engine 100.

[0074] In some embodiments, Figure 5 As shown, a heat-insulating layer 411 is provided on the outer periphery of the medium box 41 .

[0075] It should be noted that the non-combustion medium needs to be sprayed into the second cylinder 21 in the form of high temperature, which can reduce the loss of exhaust gas. For this reason, an insulation layer 411 is arranged on the outer periphery of the medium box 41 so that the temperature of the non-combustion medium can be maintained within the normal working range, thereby not affecting the work done by the second engine 20.

[0076] The heat-insulating layer 411 may be constructed as a vacuum layer, so that the medium box 41 has good heat-insulating performance and is lighter in weight.

[0077] Therefore, by providing the heat-insulating layer 411 on the outer side of the medium box 41 , the temperature of the non-combustion medium in the medium box 41 can be kept within a normal operating range, thereby not affecting the work of the second engine 20 .

[0078] In other embodiments, Figure 5 As shown, a heating element 412 is further provided in the medium box 41 , and the heating element 412 can heat the non-combustion medium in the medium box 41 , so that the temperature of the non-combustion medium can be better maintained within a normal working range, thereby not affecting the work of the second engine 20 .

[0079] In some embodiments, Figure 1-Figure 7 As shown, the hybrid engine 100 further includes a condensate recovery device 80 , and the condensate recovery device 80 includes: an air-cooled heat sink 81 , a water storage tank 82 and a recovery pipeline 83 .

[0080] The air-cooled heat sink 81 is disposed at the exhaust port of the vehicle 1000 , the water tank 82 is connected to at least a portion of the air-cooled heat sink 81 , one end of the recovery pipe 83 is connected to the water tank 82 , and the other end is connected to the medium tank 41 .

[0081] It should be noted that the air-cooled heat sink 81 is arranged at the exhaust port of the vehicle 1000 and can condense the exhaust gas discharged from the exhaust port, so as to collect the non-combustion medium in the exhaust gas. At the same time, at least a part of the air-cooled heat sink 81 is connected to the water tank 82, that is, the air-cooled heat sink 81 will partially extend into the water tank 82, so that the non-combustion medium attached to the air-cooled heat sink 81 can be guided by the part of the air-cooled heat sink 81 extending into the water tank 82 and flow into the water tank 82. At the same time, the water tank 82 is also connected to the medium tank 41 through the recovery pipe 83, so that the recycling of the non-combustion medium is realized, so that the medium tank 41 can be miniaturized, thereby saving the internal space of the vehicle 1000.

[0082] Thus, the air-cooled heat sink 81 can condense the non-combustion medium in the exhaust gas and guide it to the water tank 82, and the water tank 82 is connected to the medium box 41 through the recovery pipe 83, thereby realizing the recycling of the non-combustion medium and saving the internal space of the vehicle 1000.

[0083] In other embodiments, Figure 7 As shown, the air-cooled heat sink 81 is also connected to the compressor condenser 84 of the vehicle 1000, so that the compressor condenser 84 can make the condensation effect of the air-cooled heat sink 81 better, thereby better collecting the non-combustion medium in the exhaust gas.

[0084] The present invention also provides a vehicle 1000 .

[0085] like Figure 8 As shown, a vehicle 1000 according to an embodiment of the present invention includes a hybrid engine 100 according to any one of the above embodiments.

[0086] According to the vehicle 1000 of the embodiment of the present invention, in the hybrid engine 100 thereon, the exhaust gas generated after the first engine 10 uses fuel to do work can be collected and sent to the second engine 20. The second engine 20 performs work by mixing the non-combustion medium and the exhaust gas. In this way, the hybrid engine 100 can use the exhaust gas generated by combustion to do work for the second time, thereby improving the thermal efficiency of the hybrid engine 100.

[0087] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0088] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0089] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or a communication; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0090] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0091] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0092] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A hybrid engine (100), characterized in that: include: A first engine (10), the first engine (10) comprising at least one first cylinder (11); a second engine (20), the second engine (20) being connected to the first engine (10), the second engine (20) comprising a second cylinder (21); An exhaust gas distribution integrator (30), wherein an air inlet of the exhaust gas distribution integrator (30) is connected to an exhaust port of the first engine (10), and an exhaust port of the exhaust gas distribution integrator (30) is connected to an air inlet of the second engine (20); A high-temperature medium assembly (40), the high-temperature medium assembly (40) being in communication with the second engine (20), the high-temperature medium assembly (40) being suitable for injecting non-combustion medium into the second cylinder (21).

2. The hybrid engine (100) according to claim 1, characterized in that: Also includes: An ejection-suction type exhaust gas integrator (50) is formed with a first inlet, a second inlet and an outlet, the first inlet is connected to the exhaust gas distribution integrator (30), the second inlet is connected to the exhaust port of the second engine (20), and the outlet is connected to the exhaust port of the vehicle (1000).

3. The hybrid engine (100) according to claim 2, characterized in that: The jet-suction exhaust gas integrator (50) comprises: A shell (51), wherein a negative pressure chamber (511) is formed in the shell (51), and the shell (51) is provided with the first inlet, the second inlet and the outlet, and the first inlet, the second inlet and the outlet are in communication with the negative pressure chamber (511); a main pipe (52), one end of the main pipe (52) being connected to the exhaust gas distribution manifold (30), and the other end of the main pipe (52) being communicated with the first inlet; A secondary pipeline (53), one end of which is in communication with the exhaust port of the second engine (20), and the other end of which is in communication with the second inlet.

4. The hybrid engine (100) according to claim 3, characterized in that: Also included is a turbine assembly (60), the turbine assembly (60) comprising: a turbine housing (51), wherein a first chamber and a second chamber are formed in the turbine housing (51), wherein a first air inlet and a first air outlet are formed in the first chamber, wherein the first air inlet is communicated with the outlet, and the first air outlet is communicated with an exhaust port of the vehicle (1000), and wherein a second air inlet and a second air outlet are formed in the second chamber, wherein the second air inlet is communicated with the outside, and the second air outlet is communicated with the air inlet of the first engine (10); a first turbine, the first turbine being disposed in the first chamber; The second turbine is disposed in the second chamber, and the second turbine is connected to the first turbine and is coaxially disposed.

5. The hybrid engine (100) according to claim 1, characterized in that: The first engine (10) comprises a plurality of first cylinders (11), the plurality of first cylinders (11) are spaced apart and distributed along a first direction, and the axes of the plurality of first cylinders (11) are parallel along the first direction, the second engine (20) is connected to the first engine (10) along the first direction, the axis of the second cylinder (21) is parallel to the axis of the first cylinder (11), and the first engine (10) and the second engine (20) share a crankshaft.

6. The hybrid engine (100) according to claim 1, characterized in that: Also included is an air intake assembly (70), the air intake assembly (70) comprising: A first air intake unit (71), the first air intake unit (71) being connected to the first engine (10), and the first air intake unit (71) controlling the air intake valves of the first engine (10) to open in sequence according to a work order; A second air intake portion (72), the second air intake portion (72) is connected to the second engine (20), and the second air intake portion (72) controls the air intake valve of the second engine (20) to open after the first engine (10) completes work.

7. The hybrid engine (100) according to claim 1, characterized in that: The high temperature medium assembly (40) comprises: Medium box (41); a water pump, the water pump being in communication with the medium box (41); A high-pressure nozzle (42 water pump; 43), one end of the high-pressure nozzle (42 water pump; 43) is connected to the second cylinder (21), and the other end is connected to the water pump.

8. The hybrid engine (100) according to claim 7, characterized in that: A heat-insulating layer (411) is provided on the outer periphery of the medium box (41).

9. The hybrid engine (100) according to claim 8, characterized in that: The invention also comprises a condensation recovery device (80), wherein the condensation recovery device (80) comprises: An air-cooling heat sink (81), wherein the air-cooling heat sink (81) is arranged at the exhaust port; A water storage tank (82), the water storage tank (82) being connected to at least a portion of the air-cooled heat sink (81); A recovery pipeline (83), one end of which is in communication with the water storage tank (82), and the other end of which is in communication with the medium tank (41).

10. A vehicle (1000), characterized in that: Comprising the hybrid engine (100) according to any one of claims 1 to 9.

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