Efficient energy-saving hybrid electric vehicle

Abstract

The invention relates to the field of hybrid electric vehicles, and provides an efficient and energy-saving hybrid electric vehicle aiming at the problem of low heat efficiency of an internal combustion engine of a traditional hybrid electric vehicle, which is characterized in that a two-stage piston type air compressor is matched on the basis of an impeller, an air cylinder, a combustion chamber and an air-fuel switch structure and is driven by the machine; the high-pressure air and fuel oil direct injection working principle is adopted, the working stroke is long, a large amount of high-pressure air absorbs heat energy to boost and assist working, a cooling system is not needed, the heat efficiency of the engine can reach about 70%, the parallel type and series-parallel type hybrid electric vehicle technologies are combined, and the energy-saving and environment-friendly effects are achieved. Potential energy of vehicle downhill and deceleration inertia is utilized to generate electricity and store the electricity for standby application, and the motor is adopted to drive the vehicle to run in urban crowded road sections, so that the heat efficiency can be further improved.

Description

Technical Field

[0001] The invention relates to an oil-electric hybrid electric vehicle. Background Art

[0002] The hybrid vehicles widely used at present are all versions that use internal combustion engines as engines. The advantage of this type of hybrid vehicle is that the electric motor is powered by the battery oil and drives the vehicle to travel in congested sections of the city. At this time, the internal combustion engine does not work, which reduces the defect of poor working efficiency of the internal combustion engine under low-speed conditions. In the downhill section and deceleration section of the car, the inertia of the car is used to drive the generator to generate electricity, and then the electricity can be stored in the battery for standby, thereby achieving the effect of energy saving and emission reduction. Internal combustion engines include gasoline engines and diesel engines. It is a recognized fact that the thermal efficiency of internal combustion engines is only about 40%. The main reason for the low thermal efficiency of internal combustion is that when the piston reciprocates and works in the high temperature environment of the cylinder, the friction surface temperature of the cylinder and the piston is too high, which will cause cylinder pulling and cylinder sticking. Therefore, a cooling system is forced to be introduced. The cooling water can continuously take away the heat energy on the surface of the cylinder, so that the piston can work normally in the cylinder. The heat energy taken away by the cooling water is about 25%. The biggest energy loss of internal combustion engine is the exhaust gas. The temperature of the cylinder when ignition and explosion push the piston to work is 1800-2000 degrees Celsius, and the exhaust temperature is 900-1000 degrees Celsius. The exhaust gas temperature in the cylinder of the internal combustion engine is directly discharged to the outside world. The main reason is that the working stroke of the internal combustion engine is too short, generally only about 10cm. According to the working formula W=FS, the smaller the working stroke S value, the less work w is obtained per unit time. According to reference data analysis, the exhaust loss of the internal combustion engine is about 30%. Although the hybrid electric vehicle composed of the internal combustion engine structure can recover part of the energy, it cannot solve the problem of large energy loss of its main power internal combustion engine. Summary of the invention

[0003] The purpose of the present invention is to provide a hybrid vehicle with higher thermal efficiency.

[0004] The high-efficiency and energy-saving hybrid vehicle is powered by an impeller-cylinder combination engine. A two-stage piston air compressor consisting of four low-pressure cylinders and two high-pressure cylinders is provided on the cylinder of the impeller-cylinder combination engine. In the radial direction of the crankshaft, the inclination angle of each adjacent pair of piston cylinders of the two-stage piston air compressor is close to being arranged horizontally opposite to each other. A high-pressure fuel pump is provided at the upper left of the front end of the cylinder of the impeller-cylinder combination engine, and is driven by the engine. The impeller of the impeller-cylinder combination engine is divided into three air passages by four annular partitions perpendicular to the main axis, wherein the volume of air passage one is the sum of the volumes of air passage two and air passage three, and each air passage is provided with a plurality of blades uniformly bent clockwise. A roller groove is provided on the outer edge of each blade, and a plurality of rollers are installed in each roller groove. The two ends of the rollers in the roller groove respectively pass through the adjacent retaining ring groove edges and are sealed with the corresponding retaining ring side. A retaining ring groove is provided on each annular partition, and a retaining ring is installed. The multiple blades in each air passage divide the air passage into multiple air chambers with five sides sealed to each other. A combustion chamber with a large and small head shape is provided on the first jet hole at the lower left of the front end of the cylinder. The combustion chamber and the combustion chamber end cover are flexibly connected and controlled by a set of air-fuel switches. A sandwich tube with a similar shape is provided in the combustion chamber, and a flame tube with a similar shape is also provided in the sandwich tube. The upper ends of the sandwich tube and the flame tube are flexibly connected to the sandwich tube end cover respectively. A gap three is provided between the combustion chamber end cover and the sandwich tube end cover, a gap one is provided between the combustion chamber and the sandwich tube, a gap two is provided between the sandwich tube and the flame tube, and the inside of the flame tube is set as a flame tube cavity. A plurality of high-pressure air pipes and a plurality of high-pressure fuel pipes are provided on the combustion chamber end cover, and their upper ends are connected to the air-fuel switch, and their lower ends are connected to each other in the gap three, and then are connected to a plurality of air-fuel nozzles installed on the sandwich tube end cover, and the plurality of air-fuel nozzles are connected to the flame tube cavity. An additional high-pressure air pipe is provided beside each pair of high-pressure air pipes and high-pressure fuel pipes on the combustion chamber end cover. The upper end of the additional high-pressure air pipe is controlled by the air-fuel switch, and the lower end thereof is connected to gap three. A first exhaust hole is provided at the upper left of the front end of the cylinder, and a second jet hole is provided at the middle and upper part of the rear end of the cylinder, and they are connected by the first guide pipe. A second exhaust hole and a third jet hole are provided at the rear end of the cylinder, and they are connected by the second guide pipe. A third exhaust hole is provided at the lower left of the rear of the cylinder. An oil storage valve is provided at the bottom end of the cylinder, and is connected to an oil inlet pipe and an oil return pipe respectively. An oil storage chamber and a roller chamber are provided in the oil storage valve, and a plurality of oil holes are provided between the oil storage chamber and the roller chamber to communicate with each other. A roller is provided in the roller chamber, and the lower end of the roller is tangent to the inner surface of the cylinder. One end of the oil storage chamber and the roller chamber are fixed with sealing screws.

[0005] The high-efficiency energy-saving hybrid vehicle belongs to a parallel-type high-efficiency energy-saving hybrid vehicle.

[0006] The high-efficiency energy-saving hybrid vehicle belongs to a series-parallel high-efficiency energy-saving hybrid vehicle.

[0007] The high-efficiency and energy-saving hybrid electric vehicle is powered by a turbine-cylinder combination engine. Since the turbine-cylinder combination engine has a higher thermal efficiency than an internal combustion engine, the use of the turbine-cylinder combination engine as the power source of the hybrid electric vehicle has the advantages of the high thermal efficiency of the turbine-cylinder combination engine and the low energy consumption of the electric vehicle, so its working efficiency can be further improved.

[0008] The cylinder of the impeller cylinder combination engine is provided with a two-stage piston air compressor consisting of four low-pressure cylinders and two high-pressure cylinders. In the radial direction of the crankshaft, the inclination angle of each adjacent pair of piston cylinders of the two-stage piston air compressor is close to the horizontal opposite setting, but it is better not to be completely horizontally opposite, otherwise the clearance accuracy between the cylinder and the piston is very high, for example: the inclination angle of the two adjacent piston cylinders is set at about 140-150 degrees. Because the two-stage piston air compressor is superimposed on the impeller cylinder combination, the height of the original impeller cylinder combination engine will be close to 630mm. In order to adapt to the configuration of some small car engines, the inclination angle of each adjacent pair of piston cylinders is close to horizontally opposite, which greatly shortens the height size of the engine and meets the installation requirements of different cars. Using the two-stage air compressor as the negative power source of the impeller cylinder combination engine, taking the impeller cylinder combination engine with a power of 100 kilowatts as an example, only a two-stage piston air compressor with a power of 20 kilowatts is needed to provide about 2 cubic meters of high-pressure air of 30 atmospheres per minute. 0.7 cubic meters of high-pressure air and fuel are needed to form an air-fuel ratio every minute, and 1.3 cubic meters of high-pressure air can also participate in heat absorption and assist in work, thereby improving thermal efficiency.

[0009] A high-pressure fuel pump is provided at the upper left of the front end of the cylinder of the impeller-cylinder combination engine and is driven by the engine. The high-pressure fuel pump driven by the impeller-cylinder combination engine can provide the engine with a continuous supply of high-pressure fuel, thus ensuring the normal operation of the engine.

[0010] The impeller of the impeller-cylinder combination engine is divided into three air passages by four annular partitions perpendicular to the main axis, where the volume of air passage one is the sum of the volumes of air passage two and air passage three. This is to utilize the Venturi effect to deliberately set the three air passages as air passages (one>two>three). When the gas from air passage one completes a working cycle and is sprayed from the first guide pipe into air passage two to work again, the volume of air passage two shrinks a part, and the gas velocity is enhanced, which increases the thrust of the gas, that is, the heat-to-work conversion efficiency of the engine. The working principle of the gas from air passage two to air passage three is similar. The working stroke of the gas mixture superimposed in the three air passages of the impeller-cylinder combination engine is multiple times the working stroke of the piston of the internal combustion engine. Therefore, according to the working formula W=FS, it can be seen that the larger the working stroke S value, the more work W is obtained per unit time, that is, the higher the thermal efficiency.

[0011] Each air duct is provided with a plurality of blades that are uniformly bent clockwise, so that each blade can form an angle of 90 degrees with the gas jet, which improves the heat-to-work conversion efficiency of the engine while allowing the impeller to rotate clockwise in the cylinder to perform work, so as to allow the impeller-cylinder combination engine to dock with the clutch and transmission case of the internal combustion engine that currently rotates clockwise.

[0012] The outer edge of each blade is provided with a roller groove, and multiple rollers are installed in each roller groove. The two ends of the rollers in the roller groove pass through the adjacent retaining ring groove edges and are sealed with the sides of the adjacent retaining rings. According to the UG diagram parameters, the length of each roller groove is about 74mm, and it is necessary to select high-temperature resistant, high-hardness wear-resistant materials, such as ceramic materials, silicon carbide, etc. In order to prevent the rollers from being broken under high-speed operation, the rollers in each roller groove must be set to be multiple and spliced ​​together. Because there are only multiple rollers and multiple retaining rings on the outer edge of the impeller that are sealed with the inner surface of the cylinder respectively, and in order to reduce friction, a gap of 0.025mm is set between each retaining ring groove edge and the inner surface of the cylinder. In order to prevent the adjacent air chambers in the same airway from mutual gas leakage through the gap of the retaining ring groove edge, it is necessary to set the two ends of the rollers in the roller groove to pass through the adjacent retaining ring groove edges and be sealed with the sides of the adjacent retaining rings.

[0013] Each annular partition is provided with a retaining ring groove and a retaining ring is installed. The multiple blades in each air channel divide the air channel into multiple air chambers with five sides sealed to each other. This solution allows the impeller to operate at high speed in a high-temperature, high-pressure and sealed cylinder, and also ensures that there is no cross-flow between the air channels and between the air chambers. This greatly improves the heat-to-work conversion efficiency of the engine.

[0014] A combustion chamber with a large and small head shape is provided on the first injection hole at the lower left side of the front end of the cylinder. The combustion chamber and the combustion chamber end cover are flexibly connected and controlled by a set of air-fuel switches. The air-fuel switch can not only control the firepower size and firepower on and off of the combustion chamber, but also form idle speed, etc., which is beneficial to the control of the engine.

[0015] A sandwich tube with a similar shape is provided in the combustion chamber, and a flame tube with a similar shape is also provided in the sandwich tube. The upper ends of the sandwich tube and the flame tube are respectively connected to the sandwich tube end cover. A gap three is provided between the combustion chamber end cover and the sandwich tube end cover, a gap one is provided between the combustion chamber and the sandwich tube, a gap two is provided between the sandwich tube and the flame tube, and the interior of the flame tube is set as a flame tube cavity. A plurality of high-pressure air pipes and high-pressure fuel pipes are provided on the combustion chamber end cover, and their upper ends are connected to the air-fuel switch, and their lower ends are respectively connected to each other in the gap three, and then respectively connected to a plurality of air-fuel nozzles installed on the sandwich tube end cover, and the plurality of air-fuel nozzles are connected to the flame tube cavity. An additional high-pressure air pipe is also provided next to each pair of high-pressure air pipes and high-pressure fuel pipes on the combustion chamber end cover, and the upper end of the additional high-pressure air pipe is controlled by the air-fuel switch, and the lower end thereof is connected to the gap three. Through the above arrangement, multiple air-fuel nozzles connected to multiple groups of high-pressure air pipes and high-pressure fuel pipes can be controlled by the air-fuel switch, and the fuel-oil mixture can be sprayed in the flame tube cavity in an incremental or decreasing manner to burn, thereby meeting the needs of different engine working conditions. Through the above arrangement, the high-pressure air in multiple additional high-pressure air pipes can also enter the gaps (three, two, one) in an incremental or decreasing manner under the regulation of the air-fuel switch and absorb the conduction heat from the periphery of the flame tube, and then mix with the combustion-completed fuel gas, further absorb heat expansion and increase pressure, and jointly help to push the impeller to do work. When a large amount of high-pressure air and fuel gas are mixed, the temperature of the fuel gas mixture in the cylinder decreases, but its pressure increases. Therefore, while improving the thermal efficiency of the engine, the cooling system can also be deleted. Compared with the internal combustion engine alone, the thermal efficiency of the impeller-cylinder combination engine can be increased by 25%.

[0016] A first exhaust hole is provided at the upper left of the front end of the cylinder, and a second jet hole is provided at the upper middle of the rear end of the cylinder, and they are connected by a first guide pipe. A second exhaust hole and a third jet hole are provided at the rear end of the cylinder, and they are connected by a second guide pipe. When the volume of airway 1 is the sum of the volumes of airways 2 and 3, the second jet hole and the third jet hole are provided above the rear end of the cylinder, and the connecting line of the first jet hole, the second jet hole and the third jet hole is provided on a plane passing through the main axis. Since the positions of the first jet hole and (the second jet hole and the third jet hole) are symmetrical to each other, and the jet forces of the first jet hole and (the second jet hole and the third jet hole) are equal in magnitude, and their jet directions are opposite, the vibration is offset and the dynamic balance of the engine is maintained.

[0017] An oil storage valve is provided at the bottom end of the cylinder, and is connected to an oil inlet pipe and an oil return pipe respectively. An oil storage chamber and a roller chamber are provided in the oil storage valve respectively, and a plurality of oil holes are provided between the oil storage chamber and the roller chamber to communicate with each other. A roller is provided in the roller chamber, and the lower end of the roller is tangent to the inner surface of the cylinder. One end of the oil storage chamber and the roller chamber are fixed with sealing screws. With the above arrangement, the lubricating oil stored in the oil storage chamber will continuously circulate in the roller chamber, and the roller in the roller chamber will also start to rotate under the drive of the running impeller, and the lubricating oil in the roller chamber will be brought into the friction surface of the impeller and the cylinder in the form of oil, which greatly reduces the friction coefficient between the impeller and the inner surface of the cylinder.

[0018] The high-efficiency energy-saving hybrid vehicle belongs to a parallel high-efficiency energy-saving hybrid vehicle. The parallel high-efficiency energy-saving hybrid vehicle has five working modes: pure electric mode, engine drive mode, engine and motor hybrid drive mode, idle charging mode, and brake energy recovery mode, thereby providing the best energy recovery effect for the engine under various working conditions.

[0019] The high-efficiency energy-saving hybrid vehicle belongs to a series-parallel high-efficiency energy-saving hybrid vehicle. The series-parallel high-efficiency energy-saving hybrid vehicle has four working modes: pure electric mode, pure oil mode, hybrid mode, and charging mode. The four working modes also meet the optimal energy-saving requirements of the engine under various working conditions.

[0020] After the impeller cylinder combination engine is equipped with a parallel hybrid electric control system, the electric motor can replace the generator to generate electricity and drive the vehicle, and the electric motor can be installed near the main shaft near the clutch. Therefore, the mechanically driven generator and air conditioner at the front end of the longitudinal impeller cylinder combination engine can be removed, and then the steering gear and air conditioner can be uniformly changed to electric drive, so that the steering gear and air conditioner can be installed in any available space, which improves the space utilization of the car and allows the air conditioner to rotate when it is working and stop when it is not working. Compared with the mechanically driven air conditioner that keeps running all the time, it saves energy consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 , impeller cylinder combination engine front view

[0022] Figure 2 , Rear view of the impeller-cylinder combination engine

[0023] Figure 3 , Impeller Schematic

[0024] Figure 4 , Snap ring diagram

[0025] Figure 5 , Schematic diagram of oil storage valve on cylinder

[0026] Figure 6 , Oil storage valve cross section

[0027] Figure 7 , Sectional view of the front half of the combustion chamber

[0028] Figure 8 , Sectional view of the rear half of the combustion chamber

[0029] Fig. 9 , Schematic diagram of the structure of a parallel high-efficiency energy-saving hybrid electric vehicle

[0030] Fig.10 , Schematic diagram of the structure of a series-parallel high-efficiency energy-saving hybrid electric vehicle DETAILED DESCRIPTION

[0031] Please see Figure 1 , a piston-type two-stage air compressor 14 consisting of four low-pressure cylinders and two high-pressure cylinders is arranged above the cylinder 1 of the impeller cylinder combination engine 111. A high-pressure fuel pump 21 is arranged at the upper left of the cylinder 1, and the high-pressure fuel pump gear 22 is meshed with the two-stage air compressor gear 15. An air-fuel switch 23 is arranged at the front end of the cylinder 1, and a plurality of high-pressure air pipes and a plurality of high-pressure fuel pipes are arranged above the air-fuel switch 23, which are respectively connected to the high-pressure air storage pump and the high-pressure fuel pump 22. A combustion chamber 300 is arranged on the first jet hole 2 at the lower left of the front end of the cylinder 1, and a plurality of high-pressure air pipes and a plurality of high-pressure fuel pipes and a plurality of additional high-pressure air pipes at the upper end of the combustion chamber 300 are respectively connected to a plurality of interfaces at the lower end of the air-fuel switch 23. The gear 5 on the impeller main shaft 37 at the left end of the cylinder 1, its upper and lower ends are respectively meshed with the relay gear 4 and the oil scraper gear 6. The relay gear 4 is meshed with the two-stage air compressor gear 15. An oil sealing cap 46 is arranged at the left end of the cylinder 1 to store lubricating oil.

[0032] Please see Figure 2 The starter 13 is provided at the left side of the rear end of the cylinder 1 of the impeller cylinder combination engine 111, and when the starter 13 is started, the pinion 12 and the flywheel 11 are meshed and operated. A second jet hole 17 is provided at the upper middle of the rear end of the cylinder 1, and the second jet hole 17 and the first guide pipe 8 are respectively connected to the second jet hole 17 and the second jet hole 17. Figure 1 The first exhaust hole 3 at the upper left of the middle cylinder 1 is connected. A second exhaust hole 18 is provided at the lower middle of the rear end of the cylinder 1, and the second exhaust hole 18 is connected to the third jet hole 20 at the upper left of the rear end of the cylinder 1 through the second guide pipe 33. A third exhaust hole 19 is provided at the lower left of the rear end of the cylinder 1.

[0033] Please see Figure 3 and Figure 4 , Figure 3 The impeller 24 is installed in Figure 1 A main shaft 37 is provided in the middle of the impeller 24 in the cylinder 1 of the middle impeller cylinder combination engine 111 . Figure 3In the impeller 24, the truncated cone-shaped rotor 40 is divided into air passages (43, 44, 45) by radial partitions (61, 60, 59, 32), wherein the axial widths of the air passages (43, 44, 45) are equal, wherein the radial depths of the air passages (43, 44, 45) are (43>44>45), and the volume of the air passage 43 is equal to the sum of the volumes of the air passages 44 and 45. A plurality of blades (27, 28, 29) are respectively arranged in the air passages (43, 44, 45), and in the same air passage, each two adjacent blades divide the air passage into a plurality of five-sided sealed air chambers, each blade has a roller groove on its outer edge, the roller groove passes through the adjacent roller groove edges, each roller groove is equipped with a plurality of rollers, and the rollers in each roller groove are respectively sealed with the adjacent side faces of the retaining ring. Snap ring grooves (25, 26, 30, 31) are respectively provided on the outer edges of the partitions (61, 60, 59, 32), and snap ring grooves (25, 26, 30, 31) are respectively installed in the snap ring grooves (25, 26, 30, 31). Figure 4 The snap ring 34 has a joint of a convex head 36 corresponding to a groove 35.

[0034] Please see Figure 5 and Figure 6 , Figure 5 In the embodiment, an oil storage valve 47 is provided at the bottom of the cylinder 1, and an oil inlet pipe 48 and an oil outlet pipe 49 are provided at both ends of the oil storage valve 47, and sealing screws (50, 51) are provided at the left end of the oil storage valve 47. Figure 6 In the embodiment, an oil storage chamber 57 and a roller chamber 56 are provided inside the oil storage valve 47, and a plurality of oil inlet holes 55 and oil outlet holes 52 are provided between the oil storage chamber 57 and the roller chamber 56. A roller 53 is provided in the roller chamber 56, and the lower end of the roller 53 is engaged with the friction surface 54 between the impeller 24. Sealing screws (50, 51) are provided at the right ends of the oil storage chamber 57 and the roller chamber 56, respectively, for easy disassembly, cleaning and maintenance.

[0035] Please see Figure 7The combustion chamber 300 having a large and small head shape is flexibly connected to a combustion chamber end cover 340 at the upper end thereof. A similarly shaped interlayer tube 310 is arranged in the combustion chamber 300. A flame tube 320 of similar shape is arranged in the interlayer tube 310, and the interlayer tube 310 and the flame tube 320 are flexibly connected to the interlayer tube end cover 330. A gap 1 301 is set between the combustion chamber 300 and the interlayer tube 310, a gap 2 311 is set between the interlayer tube 310 and the flame tube 320, a gap 3 331 is set between the combustion chamber end cover 340 and the interlayer tube end cover 330, and a flame tube cavity 321 is set in the flame tube 320. A high-pressure air pipe (360, 380) is arranged on the combustion chamber end cover 340, and is connected to the flame tube cavity 321 through a tee (363, 383) and a nozzle (361, 381) respectively. The combustion chamber end cover 340 is provided with high-pressure fuel pipes (370, 390) and are connected to each other through elbows (371, 391) and tees (363, 383). The combustion chamber end cover 340 is provided with additional high-pressure air pipes (440, 450) and are connected to the gap 3 331 through nozzles (441, 451).

[0036] Please see Figure 8 The combustion chamber end cover 340 is provided with high-pressure air pipes (400, 420), and are connected to the flame tube cavity 321 through tees (403, 423) and nozzles (401, 421). The combustion chamber end cover 340 is provided with high-pressure fuel pipes (410, 430), and are connected to each other through elbows (411, 431) and tees (403, 423). The combustion chamber end cover 340 is provided with additional high-pressure air pipes (460, 470), and are connected to the gap 3 331 through nozzles (461, 471).

[0037] Please see Fig. 9 A flywheel 122 is provided at the right end of the impeller-cylinder combination engine 111. The flywheel 122 is connected to the motor 113 through a hydraulic automatic clutch 114 and an intermediate disk 115. The motor 113 is connected to a power battery 118 through a motor controller 117. A mechanical clutch 116 and a transmission 119 are provided at the right end of the intermediate disk 115. The transmission 119 is connected to the differential 110.

[0038] Please see Fig.10 The impeller-cylinder combination engine 111 is connected to the generator 211, and the generator 211 is connected to the power battery 118. The power battery 118 is respectively connected to the motor controller 117 and the motor 113. The impeller-cylinder combination engine 111 and the motor 113 are respectively connected to the ECVT transmission 112.

[0039] Please see Figure 1-10 , Figure 2In the embodiment, after the starter 13 at the upper left end of the cylinder 1 of the impeller-cylinder combination engine 111 is powered on and started, the pinion 12 thereof extends out to engage the flywheel 11 and drives the flywheel 11 to rotate rapidly. Figure 1 In the embodiment, the right end flywheel 11 of the impeller cylinder combination engine 111 drives the scraper gear 6, the relay gear 4, the secondary air compressor gear 15, and the high-pressure fuel pump gear 22 to rotate simultaneously through the gear 5 on the main shaft 37. The high-pressure fuel pump gear 22 drives the high-pressure fuel pump 21 to compress the fuel and store the high-pressure fuel. The secondary air compressor gear 15 drives the secondary air compressor 14 to compress the high-pressure air and store it in the high-pressure air tank. The rotation of the scraper gear 6 continuously supplies the lubricating oil at the lower end to the connected gears for lubrication. The high-pressure air from the high-pressure air tank and the high-pressure fuel from the high-pressure fuel pump are divided into multiple groups and enter the combustion chamber 300 under the control of the air-fuel switch 23. Figure 7 In the embodiment, the high-pressure air pipes (360, 380) on the combustion chamber end cover 340 sequentially pass through the tees (363, 383) and the nozzles (361, 381) to spray high-pressure air into the flame tube cavity 321. The high-pressure fuel pipes (370, 390) on the combustion chamber end cover 340 sequentially pass through the elbows (371, 391) to spray the high-pressure fuel into the tees (363, 383) and mix with the high-pressure air, thereby forming an oil-gas mixture, which is then sprayed into the flame tube cavity 321 through the nozzles (361, 381) for ignition and combustion. The additional high-pressure air pipes (440, 450) on the combustion chamber end cover 340 spray high-pressure air into the gap three 331 through the nozzles (441, 451), respectively, and the high-pressure air fully absorbs the conduction heat outside the flame tube 320 through the gap two 311 and the gap one 301, and then Figure 1 The first injection holes 2 at the lower end of the middle combustion chamber 300 are mixed with the combustion-completed combustion gases in the flame cavity 321, and finally injected into the cylinder 1 together to push the impeller to do work. Figure 8 In the embodiment, the high-pressure air pipes (400, 420) on the combustion chamber end cover 340 sequentially spray high-pressure air into the flame tube cavity 321 through the tees (403, 423) and the nozzles (401, 421). The high-pressure fuel pipes (410, 430) on the combustion chamber end cover 340 sequentially spray high-pressure fuel into the tees (403, 423) through the elbows (411, 431) and mix with the high-pressure air therein. The oil-gas mixture thus formed is sprayed into the flame tube cavity 321 through the nozzles (401, 421) and burned. The additional high-pressure air pipes (460, 470) on the combustion chamber end cover 340 spray high-pressure air into the gap three 331 through the nozzles (461, 471) respectively. The high-pressure air therein fully absorbs the conduction heat of the periphery of the flame tube through the gap two 311 and the gap one 301, and then Figure 1The combustion-completed combustion gases at the first injection hole 2 at the lower end of the middle combustion chamber 300 and in the flame cavity 321 are mixed and injected into the cylinder 1 to push the impeller to do work. Figure 1 In the combustion chamber 300, the gas temperature is greatly reduced after the gas and high-pressure air are mixed, but its pressure is greatly increased. At this time, the high temperature of the gas mixture will not cause damage to the impeller and the cylinder, so the installation of a complex cooling system can be omitted. Compared with the cooling loss of the internal combustion engine, the impeller-cylinder combination engine saves 25% of heat loss. Figure 1 The gas and high pressure air mixture in the combustion chamber 300 is referred to as the gas mixture. The gas mixture is injected from the first injection hole 2 at the lower left end of the cylinder 1 and drives Figure 3 The multiple blades 27 in the gas passage 43 rotate to do work. When the gas mixture runs in the gas passage 43 to a position three-quarters of the circumference of the gas passage, the gas mixture is Figure 1 The first exhaust hole 3 at the upper left end of the middle cylinder 1 is introduced into the first guide pipe 8, and then Figure 2 The second jet hole 17 at the upper middle part of the middle cylinder 1 injects and pushes Figure 3 The multiple blades 28 in the gas passage 44 rotate to do work. When the gas mixture runs in the gas passage 44 to a position three-quarters of the circumference of the gas passage, the gas mixture is Figure 2 The second exhaust hole 18 at the lower left end of the middle cylinder 1 is introduced into the second guide pipe 33, and then the gas mixture is injected from the third injection hole 20 to drive the Figure 3 The plurality of blades 29 rotate to do work. When the gas mixture runs in the gas passage 45 to the three-quarter position of the gas passage, the gas is discharged from the Figure 2 The third exhaust port 19 at the lower left end of the middle cylinder 1 is discharged, and the entire power cycle of the fuel gas mixture is completed. Figure 5 In the oil storage valve 47 at the bottom of the cylinder 1, the lubricating oil enters the oil storage valve 47 from the oil inlet pipe 48 under the action of the oil pump force for circulation, and the high-temperature lubricating oil inside the oil storage valve 47 is discharged from the oil drain pipe 49, and then returns for recycling after cooling and filtration. Figure 6 In the embodiment, the lubricating oil in the oil storage chamber 57 inside the oil storage valve 47 is introduced into the roller chamber 56 through the multiple oil inlet holes 55 and the multiple oil discharge holes 52 for circulation. The impeller 24 continuously rotates and drives the meshing rollers 53 to rotate synchronously. The rotation of the rollers 53 brings the lubricating oil in the roller chamber 56 to the friction surface 54 between the impeller 24 and the cylinder 1 in the form of oil, thereby reducing the friction resistance between the impeller and the cylinder and ensuring that the impeller can operate normally in the high-temperature cylinder.

[0040] 1. Five working modes of parallel high-efficiency energy-saving hybrid electric vehicles

[0041] 1. Pure electric mode

[0042] When the vehicle is starting and driving at low speed, Fig. 9 In the embodiment, the impeller-cylinder combination engine 111 is not working, the hydraulic automatic clutch 114 and the intermediate disk 115 are in a disengaged state, the mechanical clutch 116 and the intermediate disk 115 are combined, and the whole vehicle is driven by the power battery 118, and then the electric motor 113 is driven by the current regulated by the motor controller 117. The running electric motor 113 drives the intermediate disk 115 and the mechanical clutch 116 to operate at the same time, and drives the vehicle to travel through the speed regulation of the transmission 119 and the differential 110.

[0043] 2. Engine drive mode

[0044] When the vehicle is cruising at high speed, Fig. 9 In the embodiment, the power outputted by the impeller-cylinder combination engine 111 is not only enough to meet the driving of the vehicle, but the remaining power is outputted to the motor 113. At this time, the hydraulic automatic clutch 114 and the mechanical clutch 116 are respectively combined with the intermediate disk 115 at the same time, and the power outputted by the impeller-cylinder combination engine 111 is respectively driven by the flywheel 122, the hydraulic automatic clutch 114, the intermediate disk 115, the mechanical clutch 116, the transmission 119, and the differential 110 to drive the vehicle to travel. On the other hand, the impeller-cylinder combination engine 111 transmits power to the motor 113 through the flywheel 122, the hydraulic automatic clutch 114, and the intermediate disk 115 to generate electricity, and the current generated by the motor 113 is stored in the power battery 118 after voltage regulation by the motor controller 117.

[0045] 3. Engine and electric motor hybrid drive mode

[0046] When the vehicle accelerates or climbs a slope, Fig. 9 In the embodiment, when the output power of the motor 113 cannot meet the needs of the vehicle, the impeller-cylinder combination engine 111 is started, and when the speed of the impeller-cylinder combination engine 111 is the same as the speed of the motor 113, the hydraulic automatic clutch 114 and the mechanical clutch 116 are simultaneously combined with the intermediate disk 115. The current released by the power battery 118 is regulated by the motor controller 117 to drive the motor 113 to operate. The torque of the impeller-cylinder combination engine 111 is superimposed on the torque of the motor 113, and the vehicle is driven to travel through the hydraulic automatic clutch 114, the intermediate disk 115, the mechanical clutch 116, the transmission 119 and the differential 110.

[0047] 4. Idle charging mode

[0048] Fig. 9In the embodiment, when the vehicle stops, when the control system determines that the remaining power in the power battery 118 is insufficient to drive the vehicle to start with the motor 113, it will automatically enter the slow charging mode. At this time, the vehicle stops, the vehicle speed is zero, the hydraulic automatic clutch 114 and the intermediate disk 115 are engaged, the mechanical clutch 116 and the intermediate disk 115 are separated, and the impeller-cylinder combination engine 111 drives the flywheel 122, the hydraulic automatic clutch 114 and the intermediate disk 115 to operate respectively, and drives the motor 113 to generate current, which is stored in the power battery 118 after being regulated by the motor controller 117.

[0049] 5. Braking energy recovery mode

[0050] When the vehicle reaches a certain speed, the driver releases the accelerator pedal and the vehicle enters the gliding mode. Fig. 9 In the embodiment of the present invention, the impeller cylinder combination engine 111 is stopped, the hydraulic automatic clutch 114 and the intermediate disk 115 are separated, the mechanical clutch 116 and the intermediate disk 115 are combined, and the inertial force of the vehicle drives the motor 113 to generate electricity through the differential 110, the transmission 119, the mechanical clutch 116 and the intermediate disk 115, and the motor 113 will work in the generator mode. The current generated by the motor 113 is regulated by the motor controller 117 and stored in the power battery 118 for standby use.

[0051] 2. Four working modes of hybrid electric vehicles with a series impeller and cylinder combination

[0052] This mode does not have a traditional gearbox, and is often replaced by a coupling unit transmission with an ECVT planetary gear structure, which plays the role of connecting and switching two types of power and reducing speed and increasing torque. The hybrid structure is that the impeller-cylinder combination engine and the electric motor work together to drive the vehicle. At the same time, the impeller-cylinder combination engine can also drive the generator to charge the power battery. It no longer needs a single electric motor to perform two functions like in the parallel structure, and it can realize the mode in which the impeller-cylinder combination engine drives the electric motor to generate electricity and the electric motor drives the vehicle.

[0053] 1. Pure electric mode

[0054] The vehicle uses pure electric mode at low speeds. Fig.10 In the process, the impeller-cylinder combination engine 111 is turned off, and the current output by the power battery 118 drives the motor 113 to operate after being regulated by the motor controller 117. The output power drives the vehicle to travel under the regulation of the ECVT transmission 112.

[0055] 2. Pure oil mode

[0056] In this mode, Fig.10In the process, the impeller-cylinder combination engine 111 is started and drives the ECVT transmission 112 to regulate the driving of the vehicle. At the same time, the impeller-cylinder combination engine 111 also drives the generator 211 to charge the power battery 118.

[0057] 3. Blending Mode

[0058] When the vehicle is climbing a slope or accelerating rapidly, Fig.10 In the process, the impeller-cylinder combination engine 111 drives the ECVT transmission 112 to regulate the vehicle's driving. At the same time, the current output by the power battery 118 drives the motor 113 to operate after being regulated by the motor controller 117. The power output by the motor 113 is regulated by the ECVT transmission 112 to synchronously assist the vehicle in driving.

[0059] 4. Charging mode

[0060] In charging mode, Fig.10 In the embodiment, the impeller-cylinder combination engine 111 does not drive the vehicle to travel, but drives the generator 211 to generate electricity and charge the power battery 118. At this time, the power battery 118 provides power to the motor 113 through the motor controller 117 and starts the operation. The power output of the motor 113 is regulated by the ECVT transmission 112 to drive the vehicle to travel. At this time, the vehicle is driven by the motor, which is equivalent to a vehicle with a series structure.

[0061] The characteristics and advantages of the hybrid structure are closer to those of the parallel model, but the hybrid driving mode is richer. The charging function is added on the basis of the parallel hybrid driving mode, which means that when the engine and electric motor are fully driving the vehicle, there is no need to worry about power consumption. And thanks to the addition of ECVT, the coordination between the electric motor and the engine is more tacit, and they can adapt to more working conditions and have better energy-saving effects.

Claims

1. High-efficiency and energy-saving hybrid electric vehicle, composed of internal combustion engine, flywheel, hydraulic automatic clutch, intermediate plate, differential, electric motor, generator, power battery, motor controller, ECVT transmission, etc., characterized by: The high-efficiency and energy-saving hybrid vehicle is powered by an impeller-cylinder combination engine; a two-stage piston air compressor consisting of four low-pressure cylinders and two high-pressure cylinders is arranged on the cylinder of the impeller-cylinder combination engine, and the inclination angle of each adjacent pair of piston cylinders of the two-stage piston air compressor in the radial direction of the crankshaft is close to the horizontally opposed arrangement; a high-pressure fuel pump is arranged at the upper left of the front end of the cylinder of the impeller-cylinder combination engine, and is driven by the engine; the impeller of the impeller-cylinder combination engine is divided into three air passages by four annular partitions perpendicular to the main shaft to separate the truncated cone-shaped rotor; the volume of air passage one is the sum of the volumes of air passage two and air passage three; each air passage is provided with multiple The blades are uniformly bent clockwise; the outer edge of each blade is provided with a roller groove, and a plurality of rollers are installed in each roller groove, and the two ends of the rollers in the roller groove respectively pass through the adjacent retaining ring groove edges and are sealed with the corresponding retaining ring side; each annular partition is provided with a retaining ring groove and is installed with a retaining ring, and the multiple blades in each air channel divide the air channel into a plurality of air chambers with five sides sealed to each other; a combustion chamber with a large and small head shape is provided on the first jet hole at the lower left of the front end of the cylinder, and the combustion chamber is flexibly connected with the combustion chamber end cover and is controlled by a group of air-fuel switches; a sandwich tube with a similar shape is provided in the combustion chamber, and a flame tube with a similar shape is also provided in the sandwich tube ; The upper ends of the interlayer tube and the flame tube are respectively flexibly connected to the interlayer tube end cover; a gap three is provided between the combustion chamber end cover and the interlayer tube end cover; a gap one is provided between the combustion chamber and the interlayer tube; a gap two is provided between the interlayer tube and the flame tube; the interior of the flame tube is set as a flame tube cavity; a plurality of high-pressure air pipes and a plurality of high-pressure fuel pipes are provided on the combustion chamber end cover, the upper ends of which are connected to the air-fuel switches, and the lower ends of which are respectively connected to each other in the gap three, and then respectively connected to a plurality of air-fuel nozzles installed on the interlayer tube end cover, and the plurality of air-fuel nozzles are connected to the flame tube cavity; an additional high-pressure air pipe is provided next to each pair of high-pressure air pipes and high-pressure fuel pipes on the combustion chamber end cover, and the additional high-pressure air pipe The upper end is controlled by the air-fuel switch, and the lower end is connected to gap three; a first exhaust hole is provided at the upper left of the front end of the cylinder, and a second jet hole is provided at the upper middle of the rear end of the cylinder, and they are connected by a first guide pipe; a second exhaust hole and a third jet hole are provided at the rear end of the cylinder, and they are connected by a second guide pipe; a third exhaust hole is provided at the lower left of the rear of the cylinder; an oil storage valve is provided at the bottom end of the cylinder, and is respectively connected to an oil inlet pipe and an oil return pipe; an oil storage chamber and a roller chamber are respectively provided in the oil storage valve, and a plurality of oil holes are provided between the oil storage chamber and the roller chamber for interconnection; a roller is provided in the roller chamber, and the lower end of the roller is tangent to the inner surface of the cylinder; one end of the oil storage chamber and the roller chamber are both fixed with sealing screws.

2. The high-efficiency energy-saving hybrid vehicle according to claim 1, characterized in that: The high-efficiency energy-saving hybrid vehicle belongs to a parallel-type high-efficiency energy-saving hybrid vehicle.

3. The high-efficiency energy-saving hybrid vehicle according to claim 1, characterized in that: The high-efficiency energy-saving hybrid vehicle belongs to a series-parallel high-efficiency energy-saving hybrid vehicle.

Images