Total hybrid rotor engine with fuel oil thermal unit and generator driving device

Abstract

Turbine universal fuel rotating electric machine with water spray E1 and hot air / vapor pressure E2 units mounted on the electric vehicle, equipped with fuel, water and pressurized air tank filled at service stations, which can be automatically charged by its own battery, regardless of where it is parked, thereby reducing expensive battery costs. The invention relates to a unit El consisting of two mutually internally rotating cylindrical rotors, each having a blade, and rotating alternately, freely, about an axis at different rotational speeds by means of connected freewheels, in which a disk (3) acts as a compressor (turbine). In two discs arranged behind the other and offset by 180 DEG, for each disc, two functional chambers and four working chambers (A, B, C, D) are provided, and in a turbine disc (3), an air and fuel mixture intake chamber (chambers E, F) and a compression chamber located in the cylinder core at the front end of the chambers during oil injection are provided, in which two functional chambers and four working chambers (A, B, C, D) are provided. And further alternate compression is performed in the working cavities A-D until spontaneous combustion, meanwhile, additional power is provided by cooling water injection, and heat absorption and cooling are realized through evaporation. In order to keep the working temperature of the retarder constant, heating circulating water is injected and converted into heat generated in a motor cavity with good heat insulation through a heat exchanger, fuel consumption is reduced, pollutant emission is reduced to the maximum extent, and heat loss is reduced by nearly 65% through cooling of the Otto engine. The E2 unit located in the cylinder core is provided with an additional reaction unit capable of sucking hot air.

Description

1. Technical field:

[0001] The invention relates to a combination of an axial turbine full-fuel rotary engine and a heat engine (optionally in steam or compressed air working mode). Mechanical energy is converted into electrical energy by a generator, and the wheels are driven by the rim or axle gearbox generator through batteries. At the same time, the energy generated during braking is recovered. This full hybrid rotary engine can be used in technical applications of traditional internal combustion engines or drive systems. 2. Background technology:

[0002] As we all know, the technology of many reciprocating piston engines has become increasingly mature. High energy is input from the engine crankshaft, and each working stroke has two dead points, which enables precise ignition or injection at the right time, and fixed and precise intake or exhaust control during the intake period.

[0003] Furthermore, state-of-the-art engines require strict working strokes with identical displacement per stroke, precise control of the working medium, and strict control of temperature and load-related behavior.

[0004] Many rotary engines are also known for the necessary precise ignition timing (see for example US 1 367 591), but precise intake and exhaust control or especially the prevention of reverse rotation has not been satisfactorily solved. The rapid spread of gasoline engines as two-stroke or four-stroke engines not only increased the noise level, but also caused large-scale climate change due to harmful exhaust gases. As a result, major urban centers have had to ban diesel vehicles, and even the last thing to mention in the short term is to get off the car.

[0005] In 2011, due to the inability to resolve the environmental hazards caused by lubrication and sealing problems, this promising Wankel engine was withdrawn from new car sales in Europe. Its history was very short (Figure 6.1d).

[0006] Unfortunately, hybrid cars, which have become increasingly common in recent years, still require the addition of a normal type of gasoline engine. In addition, batteries are expensive but have a limited service life of about 150,000-200,000 kilometers, and the charging process is still time-consuming, leading to an overload of the service network, which is forced to use environmentally unfriendly electricity. The service network is still insufficient, and international supply and implementation are expensive and almost impossible to achieve.

[0007] In addition, the principle of this rotary heat engine WO2019236020 is realized by making some design changes or additions to the patents of the rotary internal combustion engine (WO03 / 098004A1, US 7,156,068, DE10223 145.1-15 and JP 4393992), which is irrelevant to the main principle.

[0008] This full hybrid system with a turbo-full-fuel rotary engine and a thermal engine unit requires only a fluid-dynamic brake, which is equipped with a selectable shaft and can be switched via a clutch. 3. Summary of the invention:

[0009] This full hybrid rotary engine with fuel and heat energy unit achieves high torque and high efficiency by making full use of energy. In addition, through compressed air, steam pressure and electric drive (efficiency of about 95%), it can replace existing gasoline engines (efficiency of 35-40%) and hybrid and electric vehicles equipped with large and expensive batteries. The electricity used in the charging process of such vehicles is not friendly to the environment.

[0010] 4. Mission:

[0011] The task of the invention is also to use only environmentally friendly electrical energy, which is stored in modern compressors in the form of compressed air and made available at filling stations. This technology represents one of the most cost-effective, safest and simplest methods of energy storage. The system works similarly to a refrigeration unit that adds power in a loop. The great advantage of the system is also that during operation, even with the vehicle's own compressor, excess energy can be stored in the air tank, and battery capacity, weight and price can be kept low. The battery can be charged quietly anywhere using compressed air and steam, even when parked, and compressed air can also be securely replenished via additional compressed air base stations in residential areas or the network.

[0012] The turbine full fuel rotary engine unit is fully insulated to prevent heat loss and eliminate noise, high temperature cooling water injection increases performance through steam, preventing further temperature increase, cooling is supported by the attached cooling fins, thus preventing about 20-30% of the cooling energy loss of the gasoline engine. Additional heat energy generated by the hydrodynamic water flow brake is provided with the injected hot water.

[0013] The warm water produced is used to heat the injected water. This design provides constant high torque during rotation and also provides suitable conditions for the use of new materials such as ceramics. As a result, the manufacturing cost and friction of the machine can be reduced, and environmentally friendly lubricants can be used. The use of generators partially eliminates gears and transmission elements, and realizes the recovery of braking energy with lower vibration and noise levels. 5. Specific implementation method:

[0014] This task is achieved by the subject matter of patent claims 1 to 15 in conjunction with Figures 1 to 10b. The most important innovation here is that this full hybrid engine consists of two units (abbreviated as E1 and E2) which together with a hydrodynamic flow brake form a freewheel and a generator.

[0015] -The axial turbine full-fuel rotary engine (Figure 1) -E1- and generator drive with water injection is characterized by two intermeshing cylindrical rotors, each with a blade, rotating alternately, freely and at different speeds around a shaft connected to a freewheel, and the disk 3 acts as a compressor (turbine). The two disks are arranged one behind the other, offset by 180°, and each disk forms two functional chambers and four working chambers (A, B, C, D). The working chambers formed between the blades can be connected to the inlet and outlet holes, which are controlled by a control sleeve (12) arranged in the inner cylinder (3) and driven by a rotary stepper motor (140). The power stroke begins after autoignition, which in turn depends on the working medium currently used, the operating temperature and the load. The working chamber or stroke and ignition can occur at any point or length during the compression process.

[0016] - Air / steam combination (Fig. 1.1) - E2 - has 4 working chambers (A, B, C, D) which are similar in design and operation. Initially, the suction (working chambers A,

[0017] B) The hot air is compressed in the reaction unit 1 or 2 to about 1 / 18 of its original volume. As in a diesel engine, the temperature rises to about 700-900 degrees Celsius and is then accelerated by the additional heating effect of the 48 volt heating rods, which are permanently powered by the main battery. When the compressed air is injected at a pressure of 40 bar, an explosive expansion occurs, and the expansion formed between the blades is continued through the connection of the working chamber C or the working chamber D, and the hot air is then discharged.

[0018] The same situation also occurs during the injection of liquids, which suddenly vaporize. The working chamber formed between the blades can be selectively connected to two reaction units (1 or 2) located in the cylinder core, and the air inlet and outlet are controlled by a control sleeve (12) arranged in the inner cylinder (3), which is driven by a rotary stepper motor (140) or a Maltese cross gear (72).

[0019] The present invention will be described in detail in the following detailed description and with reference to the accompanying drawings.

[0020] FIG1 is a longitudinal section through an axial turbine ring fuel rotor engine E1 with water injection, two cylindrical rotors rotating one inside the other, which consist of three disks, one behind the other, offset by 180 degrees. The engine consists of an outer cylindrical rotor with blades and an inner cylindrical rotor with one blade per disk, wherein the turbine disk 3 serves as an auxiliary starting device for the compressor or disks 1 and 2. When the engine is started, the rear rotor is braked in the reverse direction of rotation by electronic or mechanical means (optional: front generator 98 with braking effect or 97 with braking effect). The inner and outer cylinder shafts 110-135 are prevented from rotating in reverse by E1 and E2 with built-in fluid dynamic brakes, the flywheel is the mass compensation 48 of the inner cylinder opposite the outer cylinder unit, the inner cylinder extension shaft 84, the ball bearing 85, the power transmission elements, such as wide toothed pulleys 90-96 with magnetic coupling and wide band 100, the drive and charging current generator 98 and the front and rear electric clutches 97, 99 and the optional switchable high-pressure compressor 103.

[0021] Figure 1.1 shows a longitudinal cross-sectional view of a rotary heat engine E2 with steam-air and generator drive, which consists of two disks, inner cylinder rotors 3 arranged mutually, each with blades 4, outer cylinder rotor parts 1, 5, 6 rotating together, each with common blades 2, cylinder core with inlet and exhaust pipes and reaction unit carrier 16, inner cylinder and control sleeve 12 rotating synchronously in a 1:1 ratio.

[0022] Figure 1.2 shows a detailed schematic diagram of a motor vehicle: how mechanical energy is converted into electrical energy by a generator and driven by the wheels through the battery 107, the wheel hub 106, 106a or the shaft drive 108 generator, using an electric control box 107, a battery pack with a cooling device 104, a high-pressure air tank 105, a H20 or Co2 tank 105a, a fuel tank 121, a high-pressure liquid pump 29, a machine air intake 55, a heat exchanger, a condenser, a fan, a liquid filtration system 56-58, and a liquid pressure indicator 59 with a sensor pulse generator.

[0023] FIG. 1.3 shows a detailed schematic diagram of a motor with a built-in fluid dynamic flow brake 110 as shown in - E1 - and - E2 -.

[0024] FIG2 shows a partial longitudinal section of the rotor thermal motor E2 shown in FIG1.1, with the Maltese cross gear 72 and the toothed belt pulley 65 as a unit, which is operated by the moving elements 63, 64 in a ratio of 1:1 with the inner cylinder rotor 3. On the other side of the toothed belt pulley 65, the centrally mounted toothed belt pulley 75 and the shaft 78 are positioned in a constrained manner under the action of spring forces 78a, b, and at the other end, the three-arm nut 79 and the toothed belt pulley 75 are connected to the toothed belt pulley 77 in a ratio of 1:6 through the toothed belt 76, and with a counterweight 82 on the opposite side. The toothed belt pulley 62 is driven by the outer cylindrical rotor with 61, 68 in a ratio of 1:1, and is provided with stop pins with ball bearings at the upper 80 and lower 81. When meeting 79, the stop pin rotates 60° and transmits the 6:1 rotation to the drive wheel 74 and the 30° rotation to the Maltese cross gear 73. This movement is transmitted by the toothed belt pulley 68, toothed belt 67, toothed flange wheel 66 in a 1:1 ratio to the co-rotating control sleeve 12. This controls the movement of the inlet and outlet ports.

[0025] FIG. 3 shows a partial longitudinal section of the rotor thermomotor E2 shown in FIG. 1.1 (instead of FIG. 2), namely a special stepper motor 140, whose housing (stator) is mounted on a drive toothed belt pulley 146, driven by the inner cylinder rotor (3) and the moving element 63, 149 in a 1:1 ratio, and the required pulses are obtained by the mounted disk ring 152 of the inner cylinder rotor, the surface of the electronic pulse generator 153, and the angle encoder 151, which rotates in a 1:1 ratio with the inner rotor 3, with the advantage that the opening times of the inlet and outlet ports can be controlled electronically, with permanent flexibility. In the case of shorter designs of E1 and E2 units with hydraulic brakes 110, the inner cylinder rotor 3 can be equipped with a toothed belt pulley with magnetic coupling 94a.

[0026] Figure 3a shows in detail the cylinder core with inlet and exhaust pipes 16, reaction units 1, 2, bracket 17, reaction cell sleeve with inlet and exhaust pipes 18, cover of reaction unit 19, mounting screws of cover 20, cylinder core with end bearing 21, cylinder core with sealing ring, oil ring and anti-rotation device 22, replaceable cartridge with heating rod and nozzle 23, replaceable cartridge mounting cover with screws and gaskets 24, spring sealing ring with replaceable cartridge 25, electric heating rod of replaceable cartridge 27, air and liquid nozzles 28, which can be quickly replaced as spare parts when necessary.

[0027] FIG4 shows a cross-section of the -E2- rotor shown in FIG2 (section AA) through the plane of the inlet channel of disk 1 and (section FF) through the plane of the outlet channel of disk 2 with the functional working chambers (A, B and C, D). Cylinder core 16. Cylinder outer rotor with blades 1 and 2, cylinder inner rotor with blades 3 and 4, oil seal strip for compression spring of cylinder outer blade 9, sealing strip for compression spring of cylinder outer blade 10, control bushing 12, sealing strip for control bushings 13-15, compression spring and sealing ring, cylinder core with intake and exhaust pipes and rings and reaction units 16, 22, with suitable concavity on the surface of the inner and outer cylinder blades for better air and gas exchange. If the inner rotor with blades is connected in one piece, the inner cylinder must be divided into two parts and bolted together for easy assembly.

[0028] FIG4.1 shows a cross section of the motor rotor as shown in FIG1, -E1- (section AA) through the plane of the inlet channel of disk 1, (section CC) through the plane of the outlet channel of disk 2 with functional working chambers (A, B and C, D), (section FF) with turbine working chambers (E, F) for the intake air or mixing and compression of the air in the front chamber according to the planned turbine displacement ratio. Otherwise as shown in FIG4.

[0029] Figure 4.2 shows an outboard turbine full fuel rotary engine -E1- design, in which the fluid dynamic flow brakes are arranged side by side or one above the other in the short design, and the outboard cylinder rotor is equipped with a toothed belt pulley 91a. In the design of -E-1+E-2-unit with fluid dynamic flow brake, a toothed belt pulley 91a with magnetic coupling is provided.

[0030] Figure 5 shows a complete rotor cross-section of the motor -E2- as shown in Figure 3, (but without control elements and insulation), the outer cylinder rotor 1, the disc separation wall 6, the side wall 5, the mounting bolts and nuts 11, the cylinder core 16, the exhaust port 26, the replaceable cartridge and the heating rod and the injection nozzles 23, 27, 28, the high-pressure liquid pump 29, and the air inlet 55.

[0031] 5a is a stereoscopic view of the control sleeve 12 with air inlet and exhaust holes, as well as the passages of the oil functional sealing strip 13 and the oil sealing ring 15, and the end ring passage of the heat-resistant sealing seat 47b with the oil hole 47.

[0032] The circumference of the control sleeve is divided into 12 sections, each section is 30° apart, and the suitable openings shown in Figure 2 are arranged in rows of 6 sections, and the inlet (section AA) and outlet (section FF) of the second section are arranged at an angle of 60° and offset by 30° from each other. In the other rows, there is one opening every 4 sections.

[0033] The opening of each section is located at 120°. The opening position of the sections (sections BB and CC) is offset by 30° relative to the section AA, and the opening position of the section (section DD) is offset by 60°, located clockwise. The section (section EE) is the same as the section (section AA).

[0034] FIG5 b shows a stereoscopic view of the sealing strip 13 . To facilitate assembly, the sealing strip is made of an integral body. The sealing ring point 15 is appropriately recessed, has an oil hole, and is machined to a radius the same as the cylinder diameter to ensure sealing performance. The compression spring blade 14 is installed.

[0035] Figure 5.1 shows a complete rotor cross-section of the motor -E1- shown in Figure 1 (but without control elements and insulation), outer cylinder rotor 1, 1.1 disc separation wall 6, side wall 5, mounting bolts and nuts 11, cylinder core 16, exhaust port 26, replaceable cartridge and heating rod and injection nozzles 23, 27, 28, high-pressure liquid pump 29, air inlet 55.

[0036] FIG. 5.1a shows a stereoscopic view of a control sleeve 12 with air inlet and exhaust holes, as well as passages for an oil functional sealing strip 13 and an oil sealing ring 15 , and an end ring passage of a heat-resistant sealing seat 47b with an oil hole 47 .

[0037] The circumference of the control sleeve is divided into 12 sections, each section is 30° apart, and the appropriate openings as shown in Figure 1 are divided into 4 rows, with one opening for every 4 sections in the intake (section AA) and exhaust (section FF). One opening for every four sections is arranged at a 120° position, but is offset by 30° relative to each other. On the turbine disk -3- (sections EE and FF), there is an opening at a 60° position on every two sections, and the opening positions are offset by 30°.

[0038] FIG. 5.1 b shows a perspective view of the sealing strip 13 , the description of which is shown in FIG. 5 b .

[0039] Figure 6 shows a three-dimensional view of the rotor of the motor -E2- shown in Figure 3, with an internal cylinder rotor 3, two blades 4 arranged one behind the other and offset by 180°, each with 2 openings, the positions of the openings are, starting from the right and in a clockwise direction, for the 1st row (section AA) they are located before and after the blades (intake), the second row (section BB) front side compression, the third row (section CC) rear side compression, the fourth row (section DD) rear side compression, the third row (section CC) rear side compression, the fourth row (section DD) rear side compression, (section DD) rear side expansion = power stroke, the fifth row (section EE) front side power stroke, the sixth row (section FF) wings front and rear exhaust, so that every 30° rotation of the control box realizes the intake, compression, power and exhaust strokes through the opening switch.

[0040] FIG. 6 a shows a perspective view of the outer cylinder rotor 1 with the pair of opposite wings 2 and the disk segment 6 .

[0041] FIG6 b shows a perspective view of the cylinder core with the intake and exhaust ports and the reflective unit carrier 16 - 23 , 26 , 28 . Intake manifold 55 .

[0042] FIG6.1 shows a perspective view of the rotor of the engine -E1- according to FIG1, in the area of ​​the inner cylinder rotor 3, two blades are arranged one behind the other, offset by 180°, each with two openings. The openings are located, starting from the right, in the clockwise direction (section AA) before and after the blades (intake), the second row (section BB) front side compression, the third row (section CC) rear side compression, the fourth row (section DD) front side expansion = power stroke. In the area of ​​the inner cylinder rotor 3 of the turbine disk, the fifth row (section EE) front side intake, the sixth row (section FF) blades front and rear turbine front chamber compression, so that for every 30° rotation of the control sleeve, the intake, compression, etc. steps in the turbine and working chamber, as well as the power and exhaust strokes, etc. can be realized by opening and closing the openings, and the blade details as well as the seals, springs and corner parts 7a, 8a can also be seen.

[0043] Fig. 6.1a shows a perspective view of the outer cylinder rotor 1, 1.1 with opposite vanes 2, 2.1 with sealing strips 7a, 8a, 7.1, 8.1 with friction compensation, oil holes 47, and disk partition 6. Fig. 6.1b shows a perspective view of the cylinder core 16 and the intake and exhaust holes, sealing strips 22, 23, 26, 28, intake connection 55.

[0044] FIG. 6.1 bc shows a longitudinal section through the region of the inner cylinder rotor 3 and section AF, the cylinder core 16 , the control sleeve 12 , and the inlet and outlet holes, channels and sealing rings 15 .

[0045] Figure 6.1d shows in detail the insoluble lubrication and sealing problems and comparisons of the Wankel rotor engine.

[0046] Figure 7-7.3a shows the different positions of the components, illustrating the operation of the engine -E2- shown in Figures 1.1 and 2, through the cross-section of the 2 disk rotors offset by 180° in two stages as follows; on disk 1, A and B, on disk 2, C and D, corresponding to the 4 working chambers in cylinder cores 1 and 2 and the reaction units associated therewith. Disk 1 (section AA) - intake channel surface - 'A' - intake, Figure 7.1: Disk 1 (section CC) channel surface - compression - 'B', in unit 2, Figure 7.2: Disk 2 (section DD) injection and subsequent power stroke - 'C' and unit 1, Figure 7.3: Disk 2 (section FF) exhaust channel surface - 'D' exhaust, in the following stages: Figure 7a: Disk 1 (section AA) - intake channel surface - 'B' intake, Figure 7.1a: Disk 1 (section BB) - channel surface - compression - 'A' + compression in unit 1 - Figure 7.2a: Disk 2 (section EE) injection and power stroke - 'D' and unit 2, Figure 7.3a: Disk 2 (section FF) exhaust channel surface - 'C' exhaust.

[0047] FIG. 7.1 shows the different positions of the components to illustrate the operation of the turbine engine - E1 - in FIG. 1 , by means of 3 rotors offset by 180° in 4 stages as follows, so that a total of 4 strokes or 2 strokes (disc 3) occur in the working area "AF" during each complete blade rotation.

[0048] -Disc 1: (Section AA) - Inlet channel surface - Figure 7.6-7.6c, (Section BB) Exhaust channel surface - Figure 7.7-7.7c,

[0049] -Disc 2: (Section CC) - Exhaust channel surface - Figure 7.8-7.8c, (Section DD) Inlet channel surface - Figure 7.9-7.9c,

[0050] - Turbine disk 3: Inlet duct surface - (section EE) Figure 7.4-7.4c, (section FF) exhaust duct surface Figure 7.5-7.5c

[0051] FIG8 shows a hydrodynamic flow brake - E1, E2 -, with two-sided shaft wings 85, 86 consisting of two fixed half-shells 110, with fixed blades of the outer paddle wheels left 11, right 115, in one double-sided fixed paddle wheel, the fixed blade 113 is mounted in the center, and the free wheel 123 can be locked to prevent reverse rotation. In addition, a firmly coupled paddle wheel with movable blades is connected to the outer and inner cylinder shafts 112, and the paddle wheels operate in oil or water, similar to an automatic transmission or retarder flow brake.

[0052] When each paddle wheel rotates forward in the liquid, the blades are closed, thus providing no flow resistance, while at the same time, the blades of the other paddle wheel are opened and brake the paddle wheel under the action of flow and spring force, while the deflection of the flow further accelerates the paddle wheel on the other side, and this process is repeated alternately in each working stroke. Compared with the brake design mentioned in the patents (US 7,156,068, DE102 23145.1-15 and JP 4393992), in order to improve efficiency, new limiting ribs 130, openings 114 on the fixed outer blades 111 and 115, openings 139 on the paddle wheel and the fixed blades 113 on both sides, additional limiting plates 125, and additional freewheel suspensions 137 on the clutch are provided to achieve smoother power flow.

[0053] The heat generated by the insulating shell 127 is retained and circulated through the pipe 126 to the heat exchanger 56 of the machine or as injection water, which recovers heat energy and keeps the temperature constant through the sensor.

[0054] 9 shows a perspective view of the fluid dynamic flow brake of the machine - E1, E2 shown in FIG8, comprising identical left and right housings 110, a main base frame with a bracket 128, a freewheel 116 of a fluid connection nozzle 126, 110, a bearing sleeve of a left and right housing 136, a torsion spring of a movable blade 37, a seal ring 138 of 136, fixed left and right outer blades 111, 115, an impeller with movable blades 112 connected to inner and outer cylinder rotors 85, 86 on both sides, impellers with fixed blades on both sides, with a freewheel 113, a freewheel 123 for item 113, a seal ring 122 for item 110, separation ribs for fluid flow and circulation of the left and right housing parts 130 of item 110, an opening 114 for liquid flow and a circulation baffle for liquid 125, and a freewheel suspension 137.

[0055] FIG10 shows the functional principle and mode of operation of a refrigerator, air conditioner and heat pump, the heat output of which can also be increased by a factor of four.

[0056] Figure 10a shows a graph of H2O density / temperature and a table of vapor pressure values ​​at different temperatures. 53,127 In order to process thermal energy with maximum efficiency, in addition to good insulation, it is also very important to select the operating thermal range through sensor control.

[0057] Here are some examples:

[0058]

[0059] FIG10 b is a three-phase diagram showing the state changes of the CO 2-carbon dioxide substitute after being pressurized and heated.

[0060]

[0061] If the temperature exceeds 150°C, higher pressure values ​​can be reached in the supercritical range.

[0062] When the cycle is released, the hot CO2 / air mixture is exhausted and passed through the gas cooler until the temperature reaches about ~9°C-20°C and a pressure of 30-50 bar. The hot air mixture then passes through a filter system and the CO2 component becomes a liquid, separated from the air, collected in a container and then sprayed back into the line. The air component is also passed in the loop to the intake manifold 55, thus starting the whole process over again. In winter, the warm air can be used for interior heating. Carbon dioxide is a natural gas that has long been successfully used as a refrigerant under the name R744 with higher efficiency in motor vehicle air conditioning systems.

[0063] Reference Symbols List

[0064] 1: External cylinder rotor of discs 1 and 2

[0065] 1.1: External cylinder rotor of disc 3

[0066] 2: Blades of outer cylinder rotor disks 1 and 2

[0067] 2.1 Wings of the outer cylinder rotor disk 3

[0068] 3: Inner cylinder rotor of discs 1 and 2

[0069] 3.1: Internal cylinder rotor of disc 3

[0070] 4: Wings of the inner cylinder rotor of discs 1 and 2

[0071] 4.1: Blades of the inner cylinder rotor of disk 3

[0072] 5: External partition between blades 1 and 2

[0073] 5.1: External flange of disc 3

[0074] 6: Separation wall of the outer cylinder rotor of disks 1 and 2

[0075] 7: Oil seal strip with pressure spring for internal cylinder rotor blades

[0076] 7.1 Oil seal strip with pressure spring for internal cylinder rotor blades to compensate for wear 7a: Wear compensation strip with spring

[0077] 8: Sealing strip with compression spring for internal cylinder rotor blades

[0078] 8.1 Each of the two inner cylinder rotor blades has a pressure spring inside to compensate for the worn seal strip 8a: Spring-loaded wear compensation sheet

[0079] 9: Oil seal strip with compression spring for inner and outer cylinder rotor blades 9a: Oil seal strip with compression spring

[0080] Spring wear compensation plate

[0081] 10: Sealing strip with compression spring for outer cylinder rotor blades 10a: Sealing strip with compression spring

[0082] Spring wear compensation plate

[0083] 11: Mounting screws with cylinder plate and side wall nuts 12: Control sleeve

[0084] 13: Sealing strip of control sleeve

[0085] 14: The sealing strip controls the concave spring piece

[0086] 15: Seal ring with anti-rotation locking control bushing

[0087] 16: Cylinder core with intake and exhaust ports or with reaction unit carrier 17: Reaction unit carrier of cylinder core

[0088] 18: Reaction unit lining with air inlet and exhaust holes

[0089] 19: Reaction unit sleeve cover and mounting screws 20: Reaction unit

[0090] Carrier

[0091] 21: Cylinder core complete end bearing

[0092] 22: Cylinder core Komlett seal + oil and anti-rotation locking device

[0093] 23: Replaceable cartridge, heating rod and injector

[0094] 24: Replaceable cartridge mounting cover, complete with screws and washers

[0095] 25: Spring seal of replaceable cartridge

[0096] 26: Exhaust pipe machine spiral flange with gasket

[0097] 27: Electric heating rod with replaceable cartridge 28: Air and liquid

[0098] nozzle

[0099] 29: High-pressure liquid pump 30: Front spindle

[0100] Cover

[0101] 31:30 front sintered shell

[0102] 32: Front sintered shell of project 12

[0103] 33: Seal ring of item 32

[0104] 34: Front sintered shell of the inner control sleeve

[0105] 35: Seal ring of item 34

[0106] 36: Post-sintering bushing bearing

[0107] 37: Rear main bearing sintered shell top and bottom

[0108] 38: Rear main bearing cap

[0109] 39: Outer cylinder rotor flange ring component

[0110] 40: Inner cylinder rotor bearing sintered shell 41: Outer cylinder rotor flange component 42: Inner cylinder mounting component 43:

[0111] Screws for item 42

[0112] 44: Screws for item 39

[0113] 45: Insertion connection of internal cylinder rotor shaft

[0114] 46: Outer cylinder rotor flange ring and screws

[0115] 47: Internal cylinder rotor oil passage, control sleeve

[0116] 47a: Universal oil hole

[0117] 47b: Oil hole with heat-resistant seal or sealing ring

[0118] 48: Flywheel of inner cylinder rotor

[0119] 49: Oil pump and oil filter

[0120] 50: Extension bracket of main chassis and cylinder core

[0121] 51: Control sleeve drive device main bearing shaft

[0122] 52: Bearings of item 51

[0123] 53: Outside of the fuel tank

[0124] 54: Insulation shell connector of heater

[0125] 55: Air intake nozzle of the machine

[0126] 56:Condenser heat exchanger

[0127] 57: Fan

[0128] 58:Liquid filter system and container

[0129] 59: Liquid pressure indicator with sensor pulse generator 60: Outer toothed pulley

[0130] 61: Toothed belt of item 60

[0131] 62: Toothed pulley for limit pin

[0132] 63: Toothed pulley of inner cylinder core

[0133] 64: Toothed belts for items 63, 65

[0134] 65: Toothed pulley for item 72

[0135] 66: Toothed pulley of item 12

[0136] 67: Toothed belts for items 66 and 68

[0137] 68: Toothed pulley of item 69

[0138] 69: Maltese cross gear shaft

[0139] 70:69 Clip

[0140] 71: wedge of toothed belt wheel 68

[0141] 72: Maltese cross gear housing

[0142] 73: Maltese cross gear

[0143] 74: Maltese cross gearbox drive belt

[0144] 75: Drive pulley shaft and toothed pulley

[0145] 76: Toothed belt of item 75

[0146] 77: Toothed pulley for item 79

[0147] 78: Toothed belt pulley shaft of item 79

[0148] 78a: Shaft seat of item 78

[0149] 78b: Spring seat of item 78a

[0150] 79: 3-arm rotating device of project 75

[0151] 80: Top stop pin and ball bearing

[0152] 81: Bottom limit pin and ball bearing

[0153] 82:Balance weight pulley item 65

[0154] 83:Sensor driver

[0155] 84: Inner cylinder extension shaft of E.1 and E.2

[0156] 85: External rotor, connecting shaft of item 110

[0157] 85a: External rotor, connecting shaft of item 110 Figure 4.2

[0158] 86: Internal rotor, connecting shaft of item 110

[0159] 87: Ball bearings of item 84

[0160] 88: Sealing ring

[0161] 89: Fixing device for shaft bearing

[0162] 90: Pulleys for items 85, 86

[0163] 91: Toothed belt pulley for magnetic coupling with external rotor E.1 91a: Toothed belt pulley for external rotor E.1, Figure 4.2

[0164] 92: Toothed belt pulley for magnetic coupling with internal rotor E.1 92a: Toothed belt pulley for magnetic coupling with internal rotor E.1 for short combination 93: Toothed belt pulley for magnetic coupling with external rotor E.2

[0165] 94: Toothed pulley for magnetic coupling with internal rotor E.2 94a: Toothed pulley for magnetic coupling with internal rotor E.2 for short combined version 95: Drive pulley for temporal rotor

[0166] 96: Toothed belt pulley of generator

[0167] 97: Brake magnetic clutch for 98

[0168] 98: Generator

[0169] 99: Clutch of Project 103

[0170] 100: Wide toothed belt

[0171] 101: Toothed belt tensioner

[0172] 102: Framework of Project 98

[0173] 103: High pressure compressor

[0174] 104:Battery pack and cooling

[0175] 105: High-pressure gas cylinder

[0176] 105a: H2O or C02 gas cylinder

[0177] 106: 48V rim generator for rear wheels

[0178] 106a: 48V rim generator for front wheels

[0179] 107: Vehicle electronic control box

[0180] 108: Shaft driven generator for item 106

[0181] 110: Hydraulic power flow brake with left and right housing components

[0182] 111: Fixed paddle wheel with blades on the left

[0183] 112: Paddle wheel with moving blades, the blades are connected to the inner and outer cylinder rotors 113: Middle paddle wheel with fixed blades on both sides, possibly with free wheel 114: Opening for fluid or circulation.

[0184] 115: Fixed impeller with blades on the right

[0185] 116: Depending on the design, the bearing can act as a freewheel

[0186] 117: Seal ring of item 116

[0187] 118: Adjusting screw

[0188] 119: Adjusting screw washer

[0189] 120: Extend with bearing when necessary

[0190] 121: Fuel tank

[0191] 122: Seal ring of item 110

[0192] 123: Drive pulley

[0193] 124: Belt for Project 49

[0194] 125: Flow and circulation deflector

[0195] 126: Hydraulic flow connection of jet or heat exchanger

[0196] 127: Insulation housing for hydraulic power flow brake

[0197] 128: Main chassis and bracket 129: Project

[0198] 110 bracket

[0199] 130: Liquid flow restriction ribs in the left and right shells of item 110 131: Support rods for fixing the window sash

[0200] 132: Impeller item 112 left and right movable double-sided blade pair 133: Mounting bolts of item 132

[0201] 134: Springs for items 132 and 133

[0202] 135: Hydraulic oil tank, possibly with pump

[0203] 136: Bearing sleeve of left and right housing component item 110

[0204] 137: Movable parts of items 112 and 133 Torsion spring 138: Seal ring of item 136

[0205] 139: Opening for fluid or circulation

[0206] 140: Stepper motor stator

[0207] 141: Rotor of Project 140

[0208] 142: Stepper motor rear shaft bearing

[0209] 143: Stepper motor rear bracket bearing

[0210] 144: Stepper motor front bracket bearing

[0211] 145: Current guide slots and brushes of item 140

[0212] 146: Driving toothed pulley

[0213] 147: Project 146

[0214] 148: Chassis bearing

[0215] 149: Toothed belts of items 63 and 146

[0216] 150: Ring and power supply of items 151 and 145

[0217] 151: Electronic sensor, angle encoder

[0218] 152:63 encoder ring

[0219] 153: Electronic pulse encoder surface 154: Power brush

Claims

1. A fully hybrid rotor motor composed of two axial units of the same design and mode of operation, first; a turbine full fuel rotor motor (abbreviated as E-1) and a thermal motor (optionally operated with steam or compressed air) (abbreviated as E2), which consists of two or three disks, arranged one behind the other, offset by 180°, each with a blade, connected alternately to a fixed casing by a freewheel and rotating alternately around an axis at different speeds. In the operating mode currently used, it can be connected to (E-1) or (E2) and has the same hydraulic brake, characterized in that, The motor shaft 46, 84 is connected to an electrically or mechanically movable clutch equipped with wide toothed pulleys 91-94, a wide belt 100 and a hydraulic brake shaft 85, 86, which prevents reverse rotation during operation, converts mechanical energy into electrical energy through a generator and charges the power supply battery.

2. The fully hybrid rotary engine (E1) according to claim 1, characterized in that: The rotation of the shaft causes the compressed air-fuel mixture to be sucked in from the front chamber. Compression is alternately performed in the working chamber AD until autoignition, which in turn depends on the working medium currently used, the working temperature, and the controlled injection of hot water during the power stroke, the injected water gaining additional power by evaporation and saving 30% of the cooling losses of the gasoline engine during the power stroke, while the working chamber with inlet and exhaust ports formed between the blades is controlled by the control sleeve 12 in the inner cylinder 3, which is controlled by a rotary stepper motor 140.

3. The full hybrid rotor electric machine (E2) according to claim 1, characterized in that: The rotation of the shaft causes the air to be sucked in, the front chamber located in the cylinder core is compressed, and the compressed air at 40 bar is injected, resulting in explosive expansion (E2) between the blades, the power stroke, and the release of gas or air. The working chamber with inlet / exhaust holes formed between the blades is controlled by the control sleeve 12 in the inner cylinder 3, which is controlled by the rotary stepper motor 140 or the Maltese cross gear 72.

4. A full hybrid rotor electric machine (E1) according to one of claims 1 and 2, characterized in that: The air inlet and exhaust port of the control sleeve 12 has a circumference divided into 12 sections, each section has elastic sealing strips 13 and 14 spaced 30° apart, and the air inlet and exhaust port with the turbine disk 3 has an air inlet (section EE) and exhaust row (section FF) every two sections of 60°, and the other rows (section AA) to (section DD) are spaced 120° apart, but offset 30° relative to each other; the stepper motor 140 is controlled by a control element composed of disks 150 and 152, and the control element has an angle encoder 151, and the encoder 151 rotates with the inner cylinder rotor 3 at a ratio of 1:1, thereby causing the stepper motor stator 141 to transmit rotation; through the motion elements 66-67, which rotate with the control sleeve 12 at a ratio of 1:1 in a cycle of 30°, precise control of the machine's air inlet and exhaust ports is achieved, the gas is completely burned, and a working cycle always occurs at any length and position.

5. A fully hybrid rotary engine (E2) according to one of claims 1 and 3, characterized in that: The air inlet and exhaust ports of the control sleeve 12 are divided into 12 sections by elastic sealing strips 13 and 14, and the interval between each section is 30°. The air inlet and exhaust ports of the disc 1 and disc 2 cooperate with each other, and each is arranged at an interval of 120° in the 3 rows of sections of each disc; wherein, the air inlet row (section AA) and the exhaust row (section FF) are arranged at an interval of 60° every two sections, but are offset 30° relative to each other, and in other rows, the openings are arranged at an interval of 120° every four sections. The opening position of the (section BB and CC) rows is offset 30° relative to the AA row, and the opening position of the (section DD) row is offset 60° clockwise, and the (section EE) row is the same as the (section AA).

6. A fully hybrid rotary engine (E2) according to any one of claims 1, 2 and 4, characterized in that: The inner cylinder rotor 3 of the engine has two blades 4 arranged in sequence and phased by 180°, each blade has two rows of openings and 2 installed openings. The positions of the openings are as follows: starting from the right, in a clockwise direction, the row before and after the sash (section AA) (intake), the second row (section BB) front side seal, the third row (section CC) rear side seal, and the fourth row (section DD) rear side seal. The fourth row (section DD) rear side expands = power stroke, while in the turbine disc area, the 5th row (section EE) front side intake, and the 6th row (section FF) blades are compressed in the turbine front chamber, so that with every 30° rotation of the control sleeve, the operation of the intake turbine disc 3 and the working chamber, compression occurs in the turbine disc and the working chamber, the power stroke, and exhaust is achieved through the opening and closing of the openings.

7. A fully hybrid rotary engine (E2) according to one of claims 1, 3 and 5, characterized in that: The inner cylinder rotor 3 of the engine has two blades 4, one behind the other, offset by 180°, each with 3 rows of openings, 2 openings on each side, starting from the right, clockwise, the front and rear of the blades are the first row, suction (section AA), the second row front side compression (section BB), the third row rear side compression (section BB). Rear side compression (section CC), the fourth row rear side expansion power stroke (section DD), the fifth row front side power stroke (section EE), the sixth row front and rear exhaust (section FF), the rotation control box 30°, by opening or closing the intake and exhaust ports to achieve four different operations such as suction, compression, power, and exhaust.

8. A fully hybrid rotary engine (E2) according to one of claims 1, 3, 5 and 7, characterized in that: The cylinder core unit with inlet and exhaust pipes 16 and an easily replaceable cartridge 23 comprises an electric heating rod element 27, air and liquid nozzles 28, an elastic sealing ring 25 with a replaceable cartridge, a reaction unit carrier of 1 and 2 and a sleeve with inlet and exhaust pipes 18, a cover and screws 17-20, an end bearing 21, a sealing ring 22 with an anti-rotation lock, a replaceable cartridge mounting cover and screws and a gasket 24, which can be quickly replaced as a spare part.

9. The full hybrid rotor motor (E1, E2) as claimed in claim 1, characterized in that: Fluid dynamic brakes are used together, water is preferably used as hydraulic oil, to prevent the reverse rotation of the inner and outer rotors 1, 3 with drive shaft inputs 85, 86 on both sides, fixed housing and outer single-sided paddle wheels 111, 115 with fixed blades and double-sided fixed paddle wheels 113 with fixed blades in the center, fixed double-sided paddle wheels 112 with movable blades in the middle and torsional vibration springs 134, 136, springs provide smooth transition when necessary, water circulation restriction ribs 130, restriction plates 125 and openings 114 on the outer and inner rotor shafts 85, 86, pipe ports 126 for heating fluid exchange, heat recovery through heat exchanger 56 on the housing 110, insulation shell 127 to prevent heat loss, hot water injection.

10. A fully hybrid rotary engine (E1, E2) according to one of claims 1 to 9, characterized in that: The power transmission of the outer and inner cylinder rotors is connected through an extension shaft 84 with bearings 87, seals 88, toothed pulleys 90-95, wide bands 100, belt tensioners 101, front brake electric clutches 97 and rear brake electric clutches 99, drive and charging current generators 98 and optional switching high-pressure compressors 103, wherein fluid dynamic brakes 110-135, flywheels 48 (compared to the outer cylinder rotor 1, the inner cylinder rotor 3 is required for mass compensation), the wheels are driven by a battery pack with cooling 104 through rims 106, 106a or shaft drives 108, The generator and the whole are regulated by an electronic control box 107 .

11. Alternative full hybrid rotary engine (E1, E2) according to one of claims 1 and 10, characterized in that: The power transmission inside and outside the short-type motor with hydraulic power flow brake and shaft input on both sides can be used alone or in combination, depending on the type of use. The speed of the two shafts is matched, and the size of the toothed pulley 91a may have to be the same as the coupling. In the design with stepper motor 140, these also apply to the case where E1+E2 is used in combination.

12. A fully hybrid rotary engine (E1, E2) according to one of claims 1 to 11, characterized in that: The stepper motor stator 140 is coupled to the inner cylinder rotor 3 via the motion elements 63, 149 at a ratio of 1:1, wherein the stepper motor rotor 141 is rotated 30° via a control element 107 comprising disks 150, 152, the disks having an angle encoder 151 which can transmit the positions of the two rotors via pulses, and thus are synchronously transmitted to the control sleeve 12 by the motion units 66-67 at a ratio of 1:1, thereby determining the opening / closing times by the opening time.

13. A full hybrid rotor generator (E1, E2) according to one of claims 1 to 12, characterized in that: The control sleeve 12 is equipped with an oil seal 15, a sealing strip 13, which is made of a whole length for easy assembly, with matching grooves on the ring points for easy tensioning, and compression spring leaves 14 of the same radius for matching the cylinder diameter for good lubrication, while the control sleeve 12 is equipped with oil holes or oil grooves 47 on the end face and with heat-resistant oil seals 47 on the end face. The oil groove 47 is connected to the central oil circuit through a heat-resistant seal 47b.

14. A full hybrid rotor generator (E1, E2) according to one of claims 1 to 13, characterized in that: The pressure side blade surfaces 4 and 4.1 of the inner and outer cylinder rotors are concave to achieve better air and gas exchange. Among them, sealing strips 7-10 are installed on the side and cylinder side surfaces. The sealing strips are manufactured with the same cylinder radius to ensure sealing, and compression spring blades 14 are installed. Angle pieces 7a-10a with compression springs are installed on the edges to compensate for wear.

15. The fully hybrid rotary engine (E1, E2) according to claim 1, characterized in that: When the gas tank is full and the vehicle is parked, the on-board battery can be charged by operating compressed air, and the supply can be improved by adding compressed air base stations in residential areas. While driving, the vehicle's own compressor can be used to fill the excess energy into the gas tank through E1 or E2, thereby maintaining the battery capacity, reducing weight and battery price, and avoiding the time-consuming charging process caused by insufficient electric vehicle service network and expensive charging.

16. The full hybrid rotor motor (E2) according to claim 1, characterized in that: This type of construction provides the basis for the use of newly developed new materials (such as sintered materials, including ceramic materials), thereby reducing friction to a minimum, while the central oil pump 49 uses an environmentally friendly lubricant with an external oil reservoir and filter 53.

17. A full hybrid rotor generator (E2) according to one of claims 1 to 8, characterized in that: Instead of injecting compressed air, inject H2O or liquid Or similar liquid as an alternative for steam pressure use, after the hot air mixture is discharged through the cooler and filtration system, the liquid is separated with the help of sensors and kept at the optimal temperature respectively. CO2 at ~9°-20°C and about 30-50 bar - liquid CO2 is again passed through a sealed line for injection, and air is passed through the air inlet nozzle 55.

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