Internal combustion power system capable of flexibly changing cylinders

Abstract

The utility model discloses an internal combustion power system capable of flexibly changing cylinders, which comprises at least two internal combustion engines, a power coupler and a gearbox, each internal combustion engine is in driving connection with the input end of the power coupler through a respective clutch, and the output end of the power coupler is in driving connection with the gearbox. The utility model belongs to the technical field of application of piston type internal combustion engines, which comprises the following steps: firstly, decoupling a multi-cylinder high-power and high-displacement internal combustion engine into a plurality of double-cylinder or three-cylinder low-power and low-displacement internal combustion engines through a power coupler, and then coupling the plurality of low-power and low-displacement internal combustion engines together, thereby achieving the purposes of energy conservation and emission reduction. And the system can better adapt to the change of vehicle driving working conditions, so that each sub-power system operates in an efficient working interval, and the dynamic property, the economical efficiency and the emission performance of the system are superior to those of a traditional single internal combustion engine.

Description

Technical Field

[0001] The utility model belongs to the technical field of piston internal combustion engine applications, and relates to an internal combustion power system with flexible cylinder variation. Background Art

[0002] Under the constraints of multiple factors such as the current energy structure, infrastructure construction, technical conditions, and costs, internal combustion engines will continue to maintain their dominant position in the market for a considerable period of time and remain the main power source in the construction machinery and transportation fields. The huge inventory of internal combustion engines and the mature and complete industrial chain of the internal combustion engine industry make the low-carbon transformation of the internal combustion engine industry play a crucial role in promoting China's goals of "carbon peak" and "carbon neutrality", with far-reaching and significant significance. In addition, with the increasing scarcity of oil resources and the enhancement of global environmental awareness, there is an urgent need to find more effective methods to reduce the harmful emissions of internal combustion engines to alleviate the energy pressure.

[0003] In this context, many technologies have emerged, such as pure electric vehicles and hybrid vehicles, which have attracted much attention due to their low emissions, energy conservation and environmental protection, and good power performance. However, limited by the battery capacity, most current pure electric vehicles have a short driving range, still having a large gap compared with traditional fuel vehicles. In extreme weather or high-speed driving, the driving range will be further shortened. Hybrid vehicles combine two power sources, namely internal combustion engines and electric motors, but their technology is relatively complex and requires higher maintenance and management requirements. Although hybrid vehicles can use electric motors during low-speed driving, users still need to drive according to the usage habits of traditional vehicles, which to a certain extent limits their energy-saving effect. Summary of the Invention

[0004] The purpose of the utility model is to propose an internal combustion power system with flexible cylinder variation, which solves the problem that in the prior art, a single vehicle only uses a single high-power and high-displacement internal combustion engine, and it is difficult to balance fuel utilization rate and exhaust gas emissions under different working conditions.

[0005] The technical solution adopted by the utility model is an internal combustion power system with flexible cylinder variation.

[0006] Method 1: It includes two internal combustion engines, a power coupler, and a gearbox. These two internal combustion engines are small-power and low-displacement internal combustion engines with two or three cylinders. The first internal combustion engine is drivingly connected to one input end of the power coupler through a first clutch, and the second internal combustion engine is drivingly connected to the other input end of the power coupler through a second clutch. The output end of the power coupler is then drivingly connected to the gearbox.

[0007] Method 2: It includes three internal combustion engines, a power coupler, and a gearbox. The three internal combustion engines are small-power and low-displacement internal combustion engines with two or three cylinders. The first internal combustion engine is drivingly connected to one input end of the power coupler through a first clutch. The second internal combustion engine is drivingly connected to the other input end of the power coupler through a second clutch. The third internal combustion engine is drivingly connected to the third input end of the power coupler through a third clutch. The output end of the power coupler is then drivingly connected to the gearbox.

[0008] The beneficial effects of the present utility model are as follows.

[0009] 1) By integrating two, three or more small-power and low-displacement internal combustion engines through a power coupling mechanism to replace one large-power and high-displacement internal combustion engine. According to different vehicle driving conditions, it operates in working modes such as a single small-power and low-displacement internal combustion engine outputting power or multiple small-power and low-displacement internal combustion engines coupling to output power, so as to achieve the purpose of energy conservation and emission reduction, better adapt to the changes in vehicle driving conditions, make each sub-power system operate in an efficient working range, and obtain better economy.

[0010] 2) Through the power coupler, two, three or more small-power and low-displacement internal combustion engines are coupled together. When the vehicle is driving at a constant speed or encountering a long traffic jam, other internal combustion engines are turned off for standby, and only one small-power and low-displacement internal combustion engine is used to output power, significantly reducing exhaust emissions, improving the fuel economy, and achieving the purpose of energy conservation and emission reduction. When the vehicle is accelerating and climbing a slope, all small-power and low-displacement internal combustion engines work simultaneously, and the power of all internal combustion engines is coupled and output, so that more sufficient power can be obtained and the performance is more excellent.

[0011] 3) Under light load conditions, a single small-power and low-displacement internal combustion engine outputs power, that is, the first internal combustion engine outputs power alone. Under medium load conditions, the first internal combustion engine can adopt a constant power control strategy, that is, the first internal combustion engine outputs power at a constant power at a preset working point, and the output power does not change with the change of working conditions. This working point can be the optimal power point or the lowest fuel consumption point, and other internal combustion engines are used to balance the change of working conditions to make the first internal combustion engine operate stably; the first internal combustion engine can also adopt a power following control strategy, an instantaneous optimal control strategy or an adaptive control strategy to make its power performance, economy and emission performance better than that of traditional internal combustion engines. Under high load conditions, the first internal combustion engine and other internal combustion engines all output high power to provide sufficient driving power for the vehicle.

[0012] 4) The present utility model avoids the deficiencies of battery power required by pure electric vehicles and hybrid vehicles, and can use a variety of fuels as power sources, including but not limited to fuels such as diesel, gasoline, and methanol, significantly reducing the maintenance and use costs of the vehicle.

[0013] 5) The small-power and low-emission internal combustion engines used in the present utility model can share the vehicle ECU, intake-exhaust system, cooling system, lubrication system, and fuel tank, without changing the overall structure and layout of the vehicle; nor will it significantly increase the vehicle weight like the battery of new energy vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a layout diagram of the differential coupling mode 1 of the flexible cylinder-changing internal combustion power system of the present utility model.

[0015] Figure 2 It is a layout diagram of the differential coupling mode 2 of the flexible cylinder-changing internal combustion power system of the present utility model.

[0016] Figure 3 It is a planetary gear coupling layout diagram of the flexible cylinder-changing internal combustion power system of the present utility model.

[0017] Figure 4 It is a torque coupling layout diagram of Embodiment 1 of the present utility model.

[0018] Figure 5 It is a power coupling layout diagram of Embodiment 2 of the present utility model.

[0019] Figure 6 It is a coupling structure in which a six-cylinder internal combustion engine in Embodiment 3 of the present utility model is decoupled into three two-cylinder internal combustion engines.

[0020] In the figure, 1. First internal combustion engine, 2. First clutch, 3. Second internal combustion engine, 4. Second clutch, 5. Power coupler, 6. Transmission, 7. Third clutch, 8. Third internal combustion engine. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0021] The present utility model will be described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0022] The present utility model is a flexible cylinder-changing internal combustion power system, which is suitable for the power decoupling of any high-power and high-displacement internal combustion engines. For example, a four-cylinder high-power and high-displacement internal combustion engine can be decoupled into two two-cylinder low-power and low-displacement internal combustion engines; or, a six-cylinder high-power and high-displacement internal combustion engine can be decoupled into two three-cylinder low-power and low-displacement internal combustion engines or three two-cylinder low-power and low-displacement internal combustion engines. There are many power decoupling schemes involved, which will not be elaborated here.

[0023] The following takes the decoupling of a four-cylinder high-power and high-displacement internal combustion engine into two two-cylinder low-power and low-displacement internal combustion engines as an example to illustrate the technical solution of the present utility model.

[0024] Refer to Figure 1 、 Figure 2, a structure of the internal combustion power system with flexible cylinder variation of the present utility model includes a first internal combustion engine 1, a first clutch 2, a second internal combustion engine 3, a second clutch 4, a power coupler 5, and a gearbox 6. The first internal combustion engine 1 is drivingly connected to one input end of the power coupler 5 through the first clutch 2, and the second internal combustion engine 3 is drivingly connected to the other input end of the power coupler 5 through the second clutch 4. The output end of the power coupler 5 is then drivingly connected to the input end of the gearbox 6. Among them, the first internal combustion engine 1 is a two-cylinder small-power and low-displacement internal combustion engine, and the second internal combustion engine 3 is also a two-cylinder small-power and low-displacement internal combustion engine. The first clutch 2 is used to cut off and connect the power between the first internal combustion engine 1 and the power coupler 5. The second clutch 4 is used to cut off and connect the power between the second internal combustion engine 3 and the power coupler 5. The first internal combustion engine 1 is a common internal combustion engine that always works and will not stop during vehicle driving. The second internal combustion engine 3 is used as a standby internal combustion engine and starts or stops running in a timely manner according to the driving conditions of the vehicle.

[0025] The working principle of the above structural state of the present utility model is that the power coupler 5 directly transmits the power output by the first internal combustion engine 1 to the gearbox 6, or the power coupler 5 couples the power output by the first internal combustion engine 1 and the power output by the second internal combustion engine 3 and then transmits them together to the gearbox 6, and then transmits them to the vehicle drive system through the gearbox 6. The gearbox 6 is used to change the transmission ratio and adjust the torque size. When the second internal combustion engine 3 is started in the working mode of the first internal combustion engine 1, the power coupler 5 plays two functions. One is to drive the vehicle to run normally, and the other part is to provide the torque required for starting to the second internal combustion engine 3 by engaging the second clutch 4, so as to increase the speed of the second internal combustion engine 3 to the specified speed within a very short time and realize the start of the second internal combustion engine 3. In this process, the torque of the first internal combustion engine 1 and the torque of the first clutch 2 are coordinated and controlled to avoid the start process of the second internal combustion engine 3 affecting the normal operation of the vehicle.

[0026] The structural states of the internal combustion power system with flexible cylinder variation of the present utility model mainly include the following layout forms.

[0027] A1) As Figure 1 , Figure 2 and Figure 3 shown, the internal combustion power system with flexible cylinder variation of the present utility model uses a speed coupling mechanism for coupling. Through the speed coupling mechanism, the first internal combustion engine 1 and the second internal combustion engine 3 can operate independently. Figure 1 and Figure 2 The power couplers 5 in Figure 1 and Figure 2 are both differential coupling mechanisms. Figure 3 The power coupler 5 in

[0028] A2) AsFigure 4 As shown in the figure, the internal combustion power system with flexible cylinder change of the present utility model uses a torque coupling mechanism for coupling. The power coupler 5 is a gear coupling mechanism, which integrates the independent torques of the first internal combustion engine 1 and the second internal combustion engine 3 and then outputs them.

[0029] A3) As Figure 5 As shown in the figure, the internal combustion power system with flexible cylinder change of the present utility model uses a power coupling mechanism for coupling. The power coupler 5 is a planetary gear coupling mechanism, which uses power coupling. The rotational speed of the internal combustion engine corresponds to the rotational speed of the wheel, and the torque of the internal combustion engine corresponds to the torque of the wheel, realizing decoupling. The first internal combustion engine 1 and the second internal combustion engine 3 can be independently controlled, and by using their coordinated operation, the two internal combustion engines can be maintained to operate efficiently in the economic region.

[0030] A4) As Figure 6 As shown in the figure, the internal combustion power system with flexible cylinder change of the present utility model uses a rotational speed coupling mechanism for coupling. Three small-power and low-displacement internal combustion engines with double cylinders are used to output power. Through the rotational speed coupling mechanism, the first internal combustion engine 1, the second internal combustion engine 3, and the third internal combustion engine 8 can operate independently. Figure 6 The power coupler 5 in it is a differential coupling mechanism.

[0031] The control method of the internal combustion power system with flexible cylinder change of the present utility model is divided into operating modes under the following three working conditions.

[0032] B1) Low-load working condition: At low speed and low load, the vehicle runs in the driving mode of the first internal combustion engine 1. At this time, the second internal combustion engine 3 is in the closed state, and the vehicle traction power is completely provided by the first internal combustion engine 1. Under this working condition, the power output by the first internal combustion engine 1 is transmitted to the gearbox 6 through the first clutch 2 and the power coupler 5. At this time, the vehicle power requirement is not large. If the second internal combustion engine 3 is used at the same time, it cannot operate stably and has poor economy. Therefore, only using the first internal combustion engine 1 alone to drive can improve the fuel economy and emission performance of the whole vehicle.

[0033] B2) Medium-load working condition: Under medium load, the first internal combustion engine 1 and the second internal combustion engine 3 are used at the same time to provide the power required for vehicle driving. Among them, the first internal combustion engine 1 adopts a constant power control strategy, that is, the first internal combustion engine 1 outputs power at a constant power at a preset working point, and the output power does not change with the change of the working condition. This working point is selected as the optimal power point or the lowest fuel consumption point; the first internal combustion engine 1 can also select one of the power following control strategy, instantaneous optimal control strategy or adaptive control strategy. The second internal combustion engine 3 is used to balance the change of the working condition. The power transmission route is: the power output by the first internal combustion engine 1 through the first clutch 2 and the power output by the second internal combustion engine 3 through the second clutch 4 are simultaneously transmitted to the power coupler 5. The power coupler 5 couples the power of the two internal combustion engines and then transmits it to the gearbox 6, and then is transmitted to the vehicle drive system by the gearbox 6.

[0034] The constant power control strategy is also known as the single-point control strategy. The internal combustion engine outputs power at a constant value at a preset operating point, and the output power does not change with the working conditions. This operating point can be the optimal power point or the lowest fuel consumption point on the premise of ensuring power performance. The selection of the operating point should take into account the fuel consumption, power, and speed of the internal combustion engine.

[0035] The power following control strategy means that the operation of the internal combustion engine changes along a fixed curve, and the power value of the internal combustion engine can be continuously changed. Generally, the power curve of the internal combustion engine at the best fuel economy is selected as the target following curve. This control strategy is determined by the vehicle driving conditions. Given the characteristics of the internal combustion engine, the required power at a certain moment of the vehicle driving conditions determines the value of the lowest fuel consumption rate point at this power.

[0036] The instantaneous optimization control strategy takes the instantaneous fuel consumption or emissions as the optimization goal, distributes the power of the internal combustion engine, and makes the internal combustion engine work in the economic zone, so as to achieve the minimum instantaneous fuel consumption when the working conditions are unknown.

[0037] The goal of the adaptive control strategy is to unify the two different dimensions of the fuel consumption and emissions of the whole vehicle, define the magnitude of the weight coefficient, and highlight the two control goals of reducing the fuel consumption of the whole vehicle or reducing emissions. The control factors are the acceleration time, fuel consumption per 100 kilometers, HC, CO, PM, and NOx compounds, and the weight values of each factor are determined according to the vehicle driving conditions environment.

[0038] B3) High-load condition: When accelerating at full load or going uphill, the torque required by the vehicle is greater than the maximum torque of the first internal combustion engine 1. The first internal combustion engine 1 and the second internal combustion engine 3 provide the required power for operation at the same time. The first internal combustion engine 1 works at the maximum torque, and the insufficient torque is supplemented by the second internal combustion engine 3, so as to output the required torque for the vehicle. When switching from the single-drive mode of the first internal combustion engine 1 to the simultaneous drive condition of the two internal combustion engines, the second clutch 4 will receive an engagement command and start to slip. When the second clutch 4 is engaged, the start of the second internal combustion engine 3 is completed, and the torque of the second internal combustion engine 3 is controlled to avoid torque fluctuations affecting the smoothness of the vehicle; when the high-load condition subsides, that is, when the vehicle decelerates or brakes, the second clutch 4 is disconnected from the power coupler 5, and the second internal combustion engine 3 stops working. Embodiment 1

[0039] Taking a four-cylinder high-power and high-displacement internal combustion engine (power 150KW, displacement 1.997 liters) decoupled into two double-cylinder low-power and low-displacement internal combustion engines (power 79KW, displacement 1.037 liters) as an example.

[0040] Such as Figure 4As shown in the figure, in Embodiment 1 of the present utility model, a torque coupling mechanism is adopted for coupling. The power coupler 5 specifically adopts a gear coupling mechanism to integrate and output the independent torques of the first internal combustion engine 1 and the second internal combustion engine 3.

[0041] Control is implemented according to the operating modes of three working conditions.

[0042] 1) When the vehicle is traveling at a constant speed or encountering a long traffic jam, the vehicle is in a low-speed and low-load working condition at this time. The second clutch 4 disconnects the connection with the power coupler 5, the second internal combustion engine 3 is turned off, and the fuel supply to the second internal combustion engine 3 is stopped. Only the first internal combustion engine 1 provides power for the vehicle. At this time, the vehicle power transmission route is that the first internal combustion engine 1 transmits power to the power coupler 5 through the first clutch 2, and then is transmitted to the vehicle drive system via the gearbox 6.

[0043] 2) Under medium load, the first internal combustion engine 1 can adopt a constant power control strategy, that is, the first internal combustion engine 1 outputs at a constant power at a preset operating point, and the output power does not change with the change of the working condition. This operating point can be the optimal power point. The second internal combustion engine 3 is used to balance the change of the working condition, so that its power performance, economy and emission performance are overall better than those of a traditional four-cylinder large-power and high-displacement internal combustion engine. The power transmission route is: the power output by the first internal combustion engine 1 and the second internal combustion engine 3 is transmitted to the power coupler 5 through the first clutch 2 and the second clutch 4. The power coupler 5 couples the power of the two internal combustion engines and then transmits it to the gearbox 6, and then is transmitted to the vehicle drive system by the gearbox 6.

[0044] 3) Under high load, both the first internal combustion engine 1 and the second internal combustion engine 3 output at high power to jointly provide driving power for the vehicle. That is, when the vehicle is accelerating or climbing a slope, the second internal combustion engine 3 is started to provide sufficient power. The power transmission route is: the power output by the first internal combustion engine 1 and the second internal combustion engine 3 is transmitted to the power coupler 5 through the first clutch 2 and the second clutch 4. The power coupler 5 couples the power of the two internal combustion engines and then transmits it to the gearbox 6, and then is transmitted to the vehicle drive system by the gearbox 6. Embodiment 2

[0045] Taking a six-cylinder large-power and high-displacement internal combustion engine (power 210KW, displacement 2.925 liters) decoupled into two three-cylinder small-power and low-displacement internal combustion engines (power 118KW, displacement 1.498 liters) as an example.

[0046] As Figure 5 shown in the figure, in Embodiment 2 of the present utility model, a power coupling mechanism is adopted for coupling. The power coupler 5 is specifically a planetary gear coupling mechanism. The rotational speed of the internal combustion engine corresponds to the rotational speed of the wheel, and the torque of the internal combustion engine corresponds to the torque of the wheel to achieve decoupling. The first internal combustion engine 1 and the second internal combustion engine 3 can be independently controlled, and by using their coordinated work, the two internal combustion engines are maintained to operate efficiently in the economic region.

[0047] Implement control according to the operation modes of three working conditions.

[0048] 1) When the vehicle is traveling at a constant speed or encountering a long traffic jam, the vehicle is in a low-speed and low-load working condition. The second clutch 4 disconnects from the power coupler 5, the second internal combustion engine 3 is turned off, and the fuel supply to the second internal combustion engine 3 is stopped. Only the first internal combustion engine 1 is used to provide power for the vehicle. At this time, the vehicle power transmission route is that the power of the first internal combustion engine 1 is transmitted to the power coupler 5 through the first clutch 2, and then transmitted to the vehicle drive system through the gearbox 6.

[0049] 2) Under medium load, the first internal combustion engine 1 adopts an instantaneous optimal control strategy, and the second internal combustion engine 3 is used to balance the working condition changes, making its power performance, economy and emissions better than a traditional four-cylinder high-power and high-displacement internal combustion engine as a whole. The power transmission route is: the power output by the first internal combustion engine 1 and the second internal combustion engine 3 is transmitted to the power coupler 5 through the first clutch 2 and the second clutch 4. The power coupler 5 couples the power of the two internal combustion engines and then transmits it to the gearbox 6, and then transmitted to the vehicle drive system by the gearbox 6.

[0050] 3) Under high load, both the first internal combustion engine 1 and the second internal combustion engine 3 output at high power and jointly provide driving power for the vehicle. That is, when the vehicle is accelerating or climbing a slope, the second internal combustion engine 3 is started to provide sufficient power. The power transmission route is: the power output by the first internal combustion engine 1 and the second internal combustion engine 3 is transmitted to the power coupler 5 through the first clutch 2 and the second clutch 4. The power coupler 5 couples the power of the two internal combustion engines and then transmits it to the gearbox 6, and then transmitted to the vehicle drive system by the gearbox 6. Embodiment 3

[0051] Take the decoupling of a six-cylinder high-power and high-displacement internal combustion engine (power 210KW, displacement 2.925 liters) into three double-cylinder low-power and low-displacement internal combustion engines (power 79KW, displacement 1.037 liters) as an example.

[0052] As Figure 6 shown, the three double-cylinder low-power and low-displacement internal combustion engines are the first internal combustion engine 1, the second internal combustion engine 3 and the third internal combustion engine 8 respectively, and are respectively coupled to the power coupler 5 through the first clutch 2, the second clutch 4 and the third clutch 7. The power coupler 5 is then drivingly connected to the gearbox 6, and then transmitted to the vehicle drive system by the gearbox 6. Implement control according to the operation modes of three working conditions.

[0053] 1) When the vehicle is traveling at a constant speed or encountering a long traffic jam, the vehicle is in a low-speed and low-load working condition. The second clutch 4 and the third clutch 7 are both disconnected from the power coupler 5, the second internal combustion engine 3 and the third internal combustion engine 8 are turned off, and the fuel supply to the second internal combustion engine 3 and the third internal combustion engine 8 is stopped. The first internal combustion engine 1 is used to provide power for the vehicle. At this time, the vehicle power transmission route is that the first internal combustion engine 1 transmits power to the power coupler 5 through the first clutch 2, and then transmits it to the vehicle drive system through the gearbox 6.

[0054] 2) Under medium load, the first internal combustion engine 1 adopts an adaptive control strategy, and the second internal combustion engine 3 and the third internal combustion engine 8 are used to balance the working condition changes, so that its power performance, economy and emission performance are better than those of a traditional six-cylinder high-power and high-displacement internal combustion engine. The power transmission route is: the power output by the first internal combustion engine 1, the second internal combustion engine 3 and the third internal combustion engine 8 is transmitted to the power coupler 5 through the respective first clutch 2, second clutch 4 and third clutch 7. The power coupler 5 couples the power of the three internal combustion engines and then transmits it to the gearbox 6, and then transmits it to the vehicle drive system through the gearbox 6.

[0055] 3) Under high load, the first internal combustion engine 1, the second internal combustion engine 3 and the third internal combustion engine 8 all output high power and jointly provide driving power for the vehicle. That is, when the vehicle is accelerating or climbing a slope, the second internal combustion engine 3 and the third internal combustion engine 8 are started to provide sufficient power. The power transmission route is: the power output by the first internal combustion engine 1, the second internal combustion engine 3 and the third internal combustion engine 8 is respectively transmitted to the power coupler 5 through the first clutch 2, second clutch 4 and third clutch 7. The power coupler 5 couples the power of the two internal combustion engines and then transmits it to the gearbox 6, and then transmits it to the vehicle drive system through the gearbox 6.

[0056] In summary, for the flexible variable-cylinder internal combustion power system of the present invention, taking the decoupling of a four-cylinder high-power and high-displacement internal combustion engine into two double-cylinder low-power and low-displacement internal combustion engines, the decoupling of a six-cylinder high-power and high-displacement internal combustion engine into two three-cylinder low-power and low-displacement internal combustion engines, and the decoupling of a six-cylinder high-power and high-displacement internal combustion engine into three double-cylinder low-power and low-displacement internal combustion engines as examples, the engine decoupling method of the present invention is described in detail. However, the combination method of the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those of ordinary skill in the art, various changes can also be made without departing from the purpose of the present invention.

Claims

1. An internal combustion power system with flexible cylinder deactivation, characterized in that: It includes two internal combustion engines, a power coupler (5), and a gearbox (6). The two internal combustion engines are small-power and low-displacement internal combustion engines with two or three cylinders. The first internal combustion engine (1) is drivingly connected to one input end of the power coupler (5) through a first clutch (2), and the second internal combustion engine (3) is drivingly connected to the other input end of the power coupler (5) through a second clutch (4). The output end of the power coupler (5) is then drivingly connected to the gearbox (6).

2. The flexibly variable cylinder internal combustion power system according to claim 1, characterized in that: The power coupler (5) adopted is a rotational speed coupling mechanism, a torque coupling mechanism, or a power coupling mechanism.

3. The flexibly variable cylinder internal combustion power system according to claim 1, characterized in that: The power coupler (5) adopted is a gear coupling mechanism or a planetary gear coupling mechanism.

4. An internal combustion power system with flexible cylinder deactivation, characterized in that: It includes three internal combustion engines, a power coupler (5), and a gearbox (6). The three internal combustion engines are small-power and low-displacement internal combustion engines with two or three cylinders. The first internal combustion engine (1) is drivingly connected to one input end of the power coupler (5) through a first clutch (2), the second internal combustion engine (3) is drivingly connected to the other input end of the power coupler (5) through a second clutch (4), and the third internal combustion engine (8) is drivingly connected to the third input end of the power coupler (5) through a third clutch (7). The output end of the power coupler (5) is then drivingly connected to the gearbox (6).

5. The flexibly variable-cylinder internal combustion power system according to claim 4, wherein: The power coupler (5) adopted is a differential coupling mechanism.

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