Rotary Oil Electric Hybrid Engine

Abstract

A rotary oil electric hybrid engine, which is an engine with a completely new structure. Taking the example that the inner rotor is connected to the power output shaft, regarding the structural features, the outer rotor cylinder and the inner rotor axis form an annular chamber. The outer rotor blades and the inner rotor blades divide the annular chamber into a combustion chamber and a buffer chamber. The outer rotor and the inner rotor rotate in the same direction within the range of the change angle difference within the circumferential angle. Regarding the operating characteristics, when starting cold, the gas in the combustion chamber is exhausted. The numerical control motor is interlocked with the bumps of the limit ring, meshes the inner rotor and the outer rotor, rotates them at the same speed, and reaches a high rotational speed. During the intake stroke, the numerical control motor decelerates to drive the outer rotor to decelerate. Inertia increases the angle difference between the inner rotor and the outer rotor to realize the intake stroke. The numerical control motor accelerates to catch up and reduces the angle difference between the inner rotor and the outer rotor to realize the compression stroke. The total mass of the numerical control motor, the inertial flywheel and the outer rotor is much larger than the mass of the inner rotor, providing a reaction force rotating in the same direction during the expansion work stroke. The numerical control motor accelerates to catch up and reduces the angle difference between the inner rotor and the outer rotor to complete the exhaust stroke and enter the cycle.

Description

Technical Field

[0001] The present invention relates to the field of engine technology, and more specifically to a rotary oil electric hybrid engine.

Background Art

[0002] Conventional fuel engines refer to gasoline engines or diesel engines, both of which are reciprocating piston engines composed of a crankshaft connecting rod mechanism. This engine structure requires a large amount of mechanical energy to overcome the inertia of the piston and the crankshaft connecting rod. Therefore, the conversion of thermal efficiency is low, and there are also problems such as large vibration and noise due to imbalance, large volume, and unchanged air compression ratio, and it cannot perform frequency conversion operations according to actual needs.

[0003] The Wankel triangular rotary engine has structural defects such as a long and narrow combustion chamber and a low air compression ratio, so there are problems such as high fuel consumption, high emissions, poor sealing, and easy damage.

[0004] In the past 20 years, many people have proposed solutions for scissors engines and rotary engines, but none of them have been realized so far. Generally speaking, the common defects are mainly as follows: the power in the four stages of intake, compression, explosion, and exhaust all comes from the explosion stage, and then the automatic operation of the four strokes is driven by the interlocking of various machines. This cannot adapt to power changes and thus cannot be realized.

Summary of the Invention

Problems to be Solved by the Invention

[0005] The present invention aims to solve the deficiencies of the above background technology and provide a rotary oil-electric hybrid engine. A control circuit is used to control the three stages of intake, compression, and exhaust of the engine by a motor, removing structures such as reciprocating pistons and crankshaft connecting rods, removing fixed cylinders within the frame, simplifying the cylinder structure, and realizing a brand-new engine with low vibration, low noise, low fuel consumption, low emissions, high conversion rate, frequency conversion, and fuel conversion.

Means for Solving the Problems

[0006] To achieve the above object, the present invention provides the following technical solutions. The rotary oil-electric hybrid engine includes an inner rotor, an outer rotor, a numerical control motor, a storage battery, a microcomputer controller, a rotation speed sensor, and a power output shaft.

[0007] The inner rotor includes an inner rotor shaft core and inner rotor blades. The outer rotor includes an outer rotor cylinder and outer rotor blades. The inner rotor shaft core is coaxially and rotatably connected within the outer rotor cylinder, forming an annular chamber. The inner rotor blades and the outer rotor blades divide the chamber into a combustion chamber and a buffer chamber. In the outer rotor cylinder corresponding to the combustion chamber, an air intake port, an exhaust port, an ignition port, or a fuel injection port penetrating the inside and outside of the cylinder is provided.

[0008] The inner rotor or the outer rotor is connected to the power output shaft, and the other rotor is directly or indirectly connected to the rotating shaft of the numerical control motor. When the engine operates, the inner rotor and the outer rotor rotate in the same direction and the rotation angle difference is within the circumferential angle. The rotation speed sensor records the rotation speeds of the inner rotor and the outer rotor, and feeds back to the microcomputer controller. The microcomputer controller sends a speed adjustment command to the numerical control motor to control the rotation angle difference between the inner rotor and the outer rotor, and controls the switch of the control valve of the combustion chamber intake port, the combustion chamber exhaust port, the combustion chamber ignition or fuel injection port to realize the cycle of the four strokes of intake, compression, expansion work, and exhaust. The storage battery provides power to the microcomputer controller and the numerical control motor.

[0009] Preferably, the numerical control motor is connected to the inertial flywheel and then connected to the outer rotor through the power input shaft from the inertial flywheel.

[0010] Preferably, the outer rotor cylinder corresponding to the buffer chamber is provided with a buffer chamber intake port and a buffer chamber exhaust port penetrating the inside and outside of the cylinder. The buffer chamber intake port and the buffer chamber exhaust port are connected to the filtration cooling tank through a channel to form an internal circulation.

[0011] Preferably, a groove for one turn is provided at the corresponding positions of the combustion chamber intake port, the combustion chamber exhaust port, the combustion chamber ignition port or fuel injection port, the buffer chamber intake port and the buffer chamber exhaust port in the outer rotor cylinder, and the combustion chamber intake ring sleeve, the combustion chamber exhaust ring sleeve, the combustion chamber ignition or fuel injection ring sleeve, the buffer chamber intake ring sleeve and the buffer chamber exhaust ring sleeve are rotatably mounted at the corresponding positions of the groove respectively.

[0012] Preferably, a combustion chamber intake control valve, a combustion chamber exhaust control valve, a combustion chamber ignition or fuel injection control valve, a buffer chamber intake control valve, and a buffer chamber exhaust control valve are fixedly connected to the combustion chamber intake ring sleeve, the combustion chamber exhaust ring sleeve, the combustion chamber ignition or fuel injection ring sleeve, the buffer chamber intake ring sleeve, and the buffer chamber exhaust ring sleeve, respectively, and the switches of the respective control valves are controlled according to the commands of a microcomputer controller.

[0013] Preferably, an outer rotor shaft core having the same outer diameter as the inner rotor shaft core is installed on the central axis of the outer rotor, and two wear-resistant sealing ring pads are installed between the inner rotor shaft core and the outer rotor shaft core, and the sum of the length of the inner rotor shaft core, the length of the outer rotor shaft core, and the thickness of the two wear-resistant sealing ring pads is equal to the cylinder inner depth of the outer rotor cylinder.

[0014] Preferably, a through-hole channel is provided in the middle of the outer rotor shaft core, the shaft core pull rod of the inner rotor shaft core penetrates through the two wear-resistant sealing ring pads and then penetrates through the through-hole channel, and the slip ring sheet locks the end of the shaft core pull rod to pull the outer rotor and the inner rotor.

[0015] Preferably, the outer rotor cylinder is rotatably fixed to the engine frame via a frame outer rotor bearing.

[0016] Preferably, a limit ring is fixedly attached to the outer intersection portion of the outer rotor and the inner rotor, a limit bump is installed on the side of the limit ring close to the inner rotor cover, a limit bump is also installed at a location on the inner rotor cover of the inner rotor close to the limit ring, and sensor graduations are provided on the outer peripheral surfaces of the limit ring and the adjacent inner rotor cover.

Advantages of the Invention

[0017] Compared with the prior art, the rotary oil electric hybrid engine according to the present invention is an engine with a completely new structure. Taking the example that the inner rotor is connected to the power output shaft, regarding the structural features, the outer rotor cylinder and the inner rotor axis form an annular chamber, and the outer rotor blades and the inner rotor blades divide the annular chamber into a combustion chamber and a buffer chamber. The outer rotor and the inner rotor rotate in the same direction within the range of the change angle difference in the circumferential angle. Regarding the operating characteristics, when starting cold, the gas in the combustion chamber is exhausted. The numerical control motor is linked with the bumps of the limit ring, meshes the inner rotor and the outer rotor, rotates them at the same speed, and reaches a high rotational speed. During the intake stroke, the numerical control motor decelerates to drive the outer rotor to decelerate. Inertia increases the angle difference between the inner rotor and the outer rotor to realize the intake stroke. The numerical control motor accelerates to catch up and reduces the angle difference between the inner rotor and the outer rotor to realize the compression stroke. The total mass of the numerical control motor, the inertial flywheel, and the outer rotor is much larger than the mass of the inner rotor, providing a reaction force rotating in the same direction during the expansion work stroke. The numerical control motor accelerates to catch up and reduces the angle difference between the inner rotor and the outer rotor to complete the exhaust stroke and enter the cycle. Regarding the beneficial effects, it omits the complex reciprocating structure of the piston and the crankshaft connecting rod of the reciprocating piston engine, eliminates the structural defects such as poor gear meshing, easy wear, and low compression ratio of the Wankel triangular rotor engine, and has advantages such as high heat conversion efficiency, low emissions, stable operation, and frequency conversion ability.

Brief Description of the Drawings

[0018]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Figure 13

Figure 14

Figure 15

Figure 16

Figure 17

Figure 18

Mode for Carrying Out the Invention

[0019] Hereinafter, with reference to the drawings of the embodiments of the present invention, the technical solution means of the embodiments of the present invention will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative labor belong to the protection scope of the present invention.

[0020] In the description of the present invention, as can be understood, terms such as "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate the orientation or positional relationship shown based on the drawings, and are merely for easily describing the present invention and simplifying the description, and do not indicate or imply that the shown device or element must have a specific orientation and be configured and operated in a specific orientation. Therefore, it should not be understood as limiting the present invention.

[0021] In the present invention, unless otherwise clearly defined or limited, terms such as "mounted", "connected", "connected to", "fixed", etc. should be understood in a broad sense. For example, it may be fixedly connected, removably connected, or integrated, mechanically connected, electrically connected, directly connected, or indirectly connected through an intermediate medium, or it may be the communication inside two elements or the interaction relationship between two elements. Those skilled in the art can understand the specific meaning of the above terms in the present invention based on specific situations.

[0022] As shown in FIGS. 1, 2, 15, and 16, a rotary oil electric hybrid engine, the components include an inner rotor 1, an outer rotor 2, a numerical control motor 3, a storage battery 4, a microcomputer controller 5, a rotational speed sensor 6, and a power output shaft 9, and further includes an engine frame 7, a power input shaft 8, an inertial flywheel 10, a limit ring 11, a combustion chamber intake ring sleeve 12, a combustion chamber exhaust ring sleeve 13, a combustion chamber ignition or fuel injection ring sleeve 14, a buffer chamber intake ring sleeve 15, a buffer chamber exhaust ring sleeve 16, and an anti-wear seal ring pad 17.

[0023] The inner rotor 1 includes an inner rotor blade 101, an inner rotor shaft core 102, an inner rotor cover 103, a shaft core pull rod 104, a roller 105, a ball 106, a slip ring sheet 107, a nut or plug 108, and an inner rotor sensor scale 109.

[0024] The outer rotor 2 includes an outer rotor blade 201, an outer rotor axis 202, an outer rotor cylinder 203, a combustion chamber exhaust port 204, a combustion chamber ignition or fuel injection port 205, a buffer chamber intake port 206, a buffer chamber exhaust port 207, and a combustion chamber intake port 208.

[0025] The numerical control motor 3 refers to various motors that can adjust speed or torque based on commands.

[0026] The rotation speed sensor 6 includes a sensor probe that directly reads the rotation speed, and includes a rotation speed feedback indirectly read from within the numerical control motor 3, or a rotation speed feedback of other components mechanically related to the power output shaft 9.

[0027] Regarding the combination of each component and the connection of the structure, the inner rotor 1 includes an inner rotor shaft core 102 and inner rotor blades 101, the outer rotor 2 includes an outer rotor cylinder 203 and outer rotor blades 201, the inner rotor shaft core 102 is coaxially and rotatably connected within the outer rotor cylinder 203 to form an annular chamber, and the inner rotor blades 101 and the outer rotor blades 201 divide the chamber into a combustion chamber 18 and a buffer chamber 19. The outer rotor cylinder corresponding to the combustion chamber 18 is provided with a combustion chamber intake port 208, a combustion chamber exhaust port 204, and a combustion chamber ignition port or fuel injection port 205 that penetrate the inside and outside of the cylinder. One end of either the inner rotor 1 or the outer rotor 2 may be connected to the power output shaft 9, and the other rotor is directly or indirectly connected to the rotating shaft of the numerical control motor 3. When the engine operates, the inner rotor 1 and the outer rotor 2 rotate in the same direction and the rotation angle difference is within the circumferential angle. The rotation speed sensor 6 records the rotation speeds of the inner rotor 1 and the outer rotor 2 and feeds back to the microcomputer controller 5. The microcomputer controller 5 sends a speed adjustment command to the numerical control motor 3 to control the rotation angle difference between the inner rotor 1 and the outer rotor 2, and controls the switch of the control valves of the combustion chamber intake port 208, the combustion chamber exhaust port 204, and the combustion chamber ignition or fuel injection port 205 to realize the cycle of the four strokes of intake, compression, expansion work, and exhaust. The storage battery 4 provides power to the microcomputer controller 5 and the numerical control motor 3.

[0028] In order to further optimize the above technical solution, the numerical control motor 3 is connected to the inertial flywheel 10 and then connected to the outer rotor 2 from the inertial flywheel 10 through the power input shaft 8.

[0029] In order to further optimize the above technical solution, the outer rotor cylinder 203 corresponding to the buffer chamber 19 is provided with a buffer chamber intake port 206 and a buffer chamber exhaust port 207 that penetrate the inside and outside of the cylinder. The buffer chamber intake port 206 and the buffer chamber exhaust port 207 are connected to the filtration and cooling tank through a channel to form an internal circulation.

[0030] In order to further optimize the above technical solution, a groove for one turn is provided at a position corresponding to the combustion chamber intake port 208, the combustion chamber exhaust port 204, the combustion chamber ignition port or fuel injection port 205, the buffer chamber intake port 206, and the buffer chamber exhaust port 207 in the outer rotor cylinder 203, and a combustion chamber intake ring sleeve 12, a combustion chamber exhaust ring sleeve 13, a combustion chamber ignition or fuel injection ring sleeve 14, a buffer chamber intake ring sleeve 15, and a buffer chamber exhaust ring sleeve 16 are rotatably mounted at the corresponding positions of the grooves respectively.

[0031] In order to further optimize the above technical solution, a combustion chamber intake control valve 1201, a combustion chamber exhaust control valve 1301, a combustion chamber ignition or fuel injection control valve 1401, a buffer chamber intake control valve 1501, and a buffer chamber exhaust control valve 1601 are fixedly connected to the combustion chamber intake ring sleeve 12, the combustion chamber exhaust ring sleeve 13, the combustion chamber ignition or fuel injection ring sleeve 14, the buffer chamber intake ring sleeve 15, and the buffer chamber exhaust ring sleeve 16 respectively, and the switches of the control valves are controlled by the instructions of the microcomputer controller 5.

[0032] In order to further optimize the above technical solution, an outer rotor shaft core 202 with an outer diameter the same as that of the inner rotor shaft core 102 is installed on the central axis of the outer rotor 2, and two wear-resistant sealing ring pads 17 are installed between the inner rotor shaft core 102 and the outer rotor shaft core 202. The sum of the length of the inner rotor shaft core 102, the length of the outer rotor shaft core 202, and the thickness of the two wear-resistant sealing ring pads 17 is equal to the inner depth of the cylinder of the outer rotor cylinder. In the limit state, the length of the inner rotor shaft core 102 may be close to zero.

[0033] In order to further optimize the above technical solution, a through-hole channel is provided in the middle of the outer rotor shaft core 202. The shaft core pull rod 104 of the inner rotor shaft core 102 penetrates through the two wear-resistant sealing ring pads 17 and then penetrates through the through-hole channel. The slip ring sheet 107 locks the end of the shaft core pull rod 104 to pull the outer rotor 2 and the inner rotor 1.

[0034] In order to further optimize the above technical solution, the outer rotor cylinder 203 is rotatably fixed to the engine frame 7 via the frame outer rotor bearing 701, and is rotatable but not slidable.

[0035] In order to further optimize the above technical solution, a limit ring 11 is fixedly attached to the outer intersection of the outer rotor 2 and the inner rotor 1, a limit bump is installed on the side of the limit ring 11 close to the inner rotor cover 103, and a limit bump is also installed at a location on the inner rotor cover 103 of the inner rotor 1 close to the limit ring 11. An outer rotor sensor scale 1101 and an inner rotor sensor scale 109 are provided on the outer peripheral surfaces of the limit ring 11 and the adjacent inner rotor cover 103.

[0036] As shown in FIGS. 15 and 16, in order to further optimize the above technical solution, during the movement of the outer rotor 2 and the inner rotor 1, they rotate relative to each other within the circumferential angle, and it is necessary to ensure the smoothness and sealing of the relative rotation. A ball 106 or a truncated cone-shaped roll shaft is placed at the part that pulls the outer rotor 2 and the inner rotor 1 in the radial direction. The ball 106 is interlocked with the outer rotor cylinder 203 via the inner rotor cover 103 or is interlocked with the outer rotor cylinder 203 via the slip ring sheet 107. A roller 105 is placed at the inner and outer fitting and rotating part of the outer rotor 2 and the inner rotor 1. The wear-resistant sealing ring pad 17 is provided with an oil guide groove 1701 at a location close to the outer rotor blade 201 of the buffer chamber 19, and realizes the lubrication cycle of the engine oil from the buffer chamber 19 to the outside of the cylinder through the intermediate through-hole channel of the outer rotor axis 202.

[0037] In order to further optimize the above technical solution, in order to ensure the smooth rotation and sealing of the outer rotor 2 and the inner rotor 1, the inner rotor blades 101, the inner wall of the outer rotor cylinder 203 and the outer wall of the outer rotor shaft 202 are sealed with an elastic sealing strip after leaving a small gap in the structure, and the outer rotor blades 201, the outer wall of the inner rotor shaft 102 and the inner wall of the inner rotor cover 103 are sealed with an elastic sealing strip after leaving a small gap in the structure, and the wear-resistant sealing ring pad 17, the rollers 105 and the balls 106 have the effect of limiting rotation to ensure the stability and wear resistance of the sealing strip gap.

[0038] As shown in FIG. 2, which is a cross-sectional view of the combustion chamber inlet, the combustion chamber inlet 208 in the outer rotor cylinder 203 is provided with a groove around the circumference, and the combustion chamber inlet ring sleeve 12 has a "V"-shaped structure, and the ring sleeve and the groove form a rotatable but sealed annular channel, and the combustion chamber 18 and the annular channel maintain communication through the combustion chamber inlet 208 under any rotation state, and the intake of the combustion chamber 18 is controlled by a fixed-point combustion chamber intake control valve 1201.

[0039] As shown in FIG. 3, the cross-sectional view of the combustion chamber exhaust port, the combustion chamber exhaust port 204 in the outer rotor cylinder 203 is provided with a groove around the circumference, the combustion chamber exhaust ring sleeve 13 has a "V"-shaped structure, the ring sleeve and the groove form a rotatable but sealed annular channel, the combustion chamber 18 and the annular channel maintain communication through the combustion chamber exhaust port 204 under any rotation state, and the exhaust of the combustion chamber 18 is controlled by a fixed-point combustion chamber exhaust control valve 1301.

[0040] As shown in FIG. 4, it is a cross-sectional view of a combustion chamber ignition or fuel injection port. The combustion chamber ignition or fuel injection port 205 in the outer rotor cylinder 203 is provided with a groove around the circumference, and the combustion chamber ignition or fuel injection ring sleeve 14 has a "匚"-shaped structure. The ring sleeve and the groove form a rotatable but sealed annular channel, and the combustion chamber 18 and the annular channel maintain communication through the combustion chamber ignition or fuel injection port 205 under any rotation state. One or more combustion chamber ignition or fuel injection control valves 1401 are installed. After meeting the ignition condition, when the combustion chamber ignition or fuel injection port 205 rotates to any nearby ignition or fuel injection control valve 1401, the switch of the control valve is opened to realize explosion.

[0041] As shown in FIG. 5, the cross-sectional view of the buffer chamber inlet port, the buffer chamber inlet port 206 of the outer rotor cylinder 203 is provided with a groove around the circumference, the buffer chamber inlet ring sleeve 15 has a "V"-shaped structure, the ring sleeve and the groove form a rotatable but sealed annular channel, the buffer chamber 19 and the annular channel maintain communication through the buffer chamber inlet port 206 under any rotation state, the intake of the buffer chamber 19 is controlled by a fixed point buffer chamber intake control valve 1501, and the gas entering the buffer chamber 19 is preferably gas containing atomized engine oil.

[0042] As shown in FIG. 6, which is a cross-sectional view of the buffer chamber exhaust port, the buffer chamber exhaust port 207 in the outer rotor cylinder 203 is provided with a groove around the circumference, and the buffer chamber exhaust ring sleeve 16 has a V-shaped structure, and the ring sleeve and the groove form a rotatable but sealed annular channel, and the buffer chamber 19 and the annular channel maintain communication through the buffer chamber exhaust port 207 under any rotation state, and the exhaust of the buffer chamber 19 is controlled by a fixed-point buffer chamber exhaust control valve 1601.

[0043] Further, the working process principle of the rotary oil-electric hybrid engine is explained with reference to the drawings in the specification.

[0044] As shown in Fig. 7, it is the starting state diagram of the cold start of the present invention. When the engine starts, the combustion chamber intake control valve 1201 opens, the combustion chamber exhaust control valve 1301 opens, the combustion chamber ignition or fuel injection control valve 1401 closes, the buffer chamber intake control valve 1501 opens, the buffer chamber exhaust control valve 1601 opens, the combustion chamber 18 and the buffer chamber 19 communicate with the outside, the numerical control motor 3 rotates and drives the outer rotor 2 to rotate. The outer rotor 2 drives the inner rotor 1 to accelerate and rotate at the same rotational speed by meshing with the bump of the inner rotor cover 103 through the limit bump of the limit ring 11. At this time, the rotational speed V1 of the outer rotor = the rotational speed V2 of the inner rotor, the volume of the combustion chamber 18 is the smallest, and the volume of the buffer chamber 19 is the largest.

[0045] As shown in Fig. 8, it is the state diagram of the intake stroke of the present invention. After the inner rotor and the outer rotor reach a common high rotational speed, the numerical control motor 3 decelerates and drives the outer rotor blade 201 to decelerate. The inner rotor blade 101 accelerates and opens with respect to the outer rotor 201 due to the action of inertia. The combustion chamber intake control valve 1201 opens, the combustion chamber exhaust control valve 1301 closes, the combustion chamber ignition or fuel injection control valve 1401 closes, the buffer chamber intake control valve 1501 closes, and the buffer chamber exhaust control valve 1601 opens. At this time, the rotational speed V1 of the outer rotor < the rotational speed V2 of the inner rotor, the volume of the combustion chamber 18 increases, and the mixed oil gas or air is inhaled, and the intake stroke is completed.

[0046] As shown in Fig. 9, it is the state diagram of the compression stroke of the present invention. The rotation speed sensor 6 records the speed difference between the inner rotor and the outer rotor and then feeds it back to the microcomputer controller 5. Data analysis and processing are carried out to obtain the relative angle difference between the inner rotor and the outer rotor. After the intake stroke is completed, it enters the compression stroke. The numerical control motor 3 accelerates and drives the outer rotor blade 201 to approach the inner rotor blade 101 at an accelerated speed. The combustion chamber intake control valve 1201 closes, the combustion chamber exhaust control valve 1301 closes, the combustion chamber ignition or fuel injection control valve 1401 closes, the buffer chamber intake control valve 1501 opens, and the buffer chamber exhaust control valve 1601 closes. At this time, the rotation speed V1 of the outer rotor > the rotation speed V2 of the inner rotor, and the volume of the combustion chamber 18 is hermetically compressed, and the compression stroke is completed.

[0047] As shown in Fig. 10, it is the state diagram before ignition after compression of the present invention. When the compression stroke is completed, the rotation speed V1 of the outer rotor = the rotation speed V2 of the inner rotor, and the air pressure in the combustion chamber is greater than the atmospheric pressure. At this time, the combustion chamber corresponds to a compressed spring chamber. The microcomputer controller 5 can select the ignition or fuel injection timing based on the actual situation and perform frequency conversion combustion processing, that is, when the load is reduced or at idle under no-load conditions, ignition is not performed temporarily. Thereby, the numerical control motor 3 directly drives the power output shaft 9 to rotate by the compressed gas in the combustion chamber 18.

[0048] As shown in FIG. 11, it is a state diagram during ignition or fuel injection of the present invention. After the compression stroke is completed, the inner rotor and the outer rotor rotate at the same rotational speed. When the combustion chamber ignition or fuel injection port 205 passes near the combustion chamber ignition or fuel injection control valve 1401, the microcomputer controller 5 sends an open command to the combustion chamber ignition or fuel injection control valve 1401, causing expansion work. Based on the law of conservation of momentum (M1 + M2)×V0 = M1V1 + M2V2, before the explosion, the outer rotor system with mass M1 and the inner rotor system with mass M2 rotate in the same direction at the same rotational speed V0. The outer rotor system can include the inertial flywheel 10 and the numerical control motor 3. M1 is much larger than M2. Therefore, after the explosion, the outer rotor 2 pushes to accelerate the rotation of the inner rotor 1 at a rotational speed slightly lower than the rotational speed before the explosion, and does work on the outside.

[0049] As shown in FIG. 12, it is a state diagram of the working stroke of the present invention. After the explosion, the combustion chamber intake control valve 1201 closes, the combustion chamber exhaust control valve 1301 closes, the combustion chamber ignition or fuel injection control valve 1401 closes, the buffer chamber intake control valve 1501 closes, the buffer chamber exhaust control valve 1601 opens, the combustion chamber 18 expands, the inner rotor blade 101 opens with respect to the outer rotor blade 201, and the air pressure in the combustion chamber 18 gradually decreases. At this time, the rotational speed V1 of the outer rotor < the rotational speed V2 of the inner rotor, and the expansion work stroke is completed.

[0050] As shown in FIG. 13, it is a state diagram of the exhaust stroke of the present invention. At the end of the expansion work stroke, the microcomputer controller 5 analyzes the angular difference between the inner rotor and the outer rotor based on the data fed back from the rotational speed sensor 6, and sends an acceleration command to the numerical control motor 3 before the inner rotor 1 reaches the maximum angular difference, making the rotational speed V1 of the outer rotor > the rotational speed V2 of the inner rotor. The combustion chamber intake control valve 1201 closes, the combustion chamber exhaust control valve 1301 opens, the combustion chamber ignition or fuel injection control valve 1401 closes, the buffer chamber intake control valve 1501 opens, the buffer chamber exhaust control valve 1601 closes, the outer rotor blade 201 catches up with the inner rotor blade 101, the volume of the combustion chamber 18 decreases, the exhaust gas is discharged, and the exhaust stroke is completed. When deceleration processing of the engine is required, the microcomputer controller 5 can perform analysis and frequency conversion processing based on the data fed back from the rotational speed sensor 6, close the buffer chamber exhaust control valve 1601 earlier to form the combined action of the gas kick pad and the limit bump of the limit ring 11 in the sealed buffer chamber 19, and decelerate the inner rotor 1 via the outer rotor 2.

[0051] As shown in FIG. 14, it is a state diagram of the second cycle after the exhaust of the present invention. When entering the normal four-stroke cycle, the difference between the intake state and the cold start intake is that the reserved space when entering the intake is larger than that at cold start, ensuring that compressed gas exists as a buffer for the components during the cycle and protecting the engine.

[0052] As shown in FIG. 18, it is a multi-cylinder pattern diagram of the present invention. The solution of the present invention is described in the most basic single-cylinder and single-piston method. The outer rotor blade 201 and the inner rotor blade 101 can be added in pairs to form multi-cylinder engines such as 4-chamber, 6-chamber, and 8-chamber.

[0053] The rotary oil-electric hybrid engine is realized by controlling the volume change of the combustion chamber of the internal combustion engine using the rotational speed of the numerically controlled motor. The piston only needs to rotate in the same direction all the time and do work on the outside. The inertia of the inner rotor and the outer rotor always moves along the working direction, and the mechanical energy stored by inertia is fully utilized.

[0054] According to the rotary oil-electric hybrid engine, the compression ratio can always be controlled by frequency conversion, the ignition point can always be controlled by frequency conversion, and the combustion under any state can do positive work on the outside, solving the knocking problem of the engine that may occur in the conventional engine, being adaptable to ignition fuel and compression ignition fuel, and having a wide adaptability.

[0055] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various changes to these embodiments are obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not limited to these embodiments shown herein, but should be adapted to the broadest scope consistent with the principles and novel features disclosed herein.

Description of Reference Signs

[0056] 1 - Inner rotor, 101 - Inner rotor blade, 102 - Inner rotor shaft core, 103 - Inner rotor cover, 104 - Shaft core pull rod, 105 - Roller, 106 - Ball, 107 - Slip ring sheet, 108 - Nut or plug, 109 - Inner rotor sensor scale, 2 - Outer rotor, 201 - Outer rotor blade, 202 - Outer rotor shaft core, 203 - Outer rotor cylinder, 204 - Combustion chamber exhaust port, 205 - Combustion chamber ignition or fuel injection port, 206 - Buffer chamber intake port, 207 - Buffer chamber exhaust port, 208 - Combustion chamber intake port, 3 - Numerical control motor, 4 - Battery, 5 - Microcomputer controller, 6 - Rotation speed sensor, 7 - Engine frame, 701 - Frame outer rotor bearing, 8 - Power input shaft, 9 - Power output shaft, 10 - Inertia flywheel, 11 - Limit ring, 1101 - Outer rotor sensor scale, 12 - Combustion chamber intake ring sleeve, 1201 - Combustion chamber intake control valve, 13 - Combustion chamber exhaust ring sleeve, 1301 - Combustion chamber exhaust control valve, 14 - Combustion chamber ignition or fuel injection ring sleeve, 1401 - Combustion chamber ignition or fuel injection control valve, 15 - Buffer chamber intake ring sleeve, 1501 - Buffer chamber intake control valve, 16 - Buffer chamber exhaust ring sleeve, 1601 - Buffer chamber exhaust control valve, 17 - Wear-resistant seal ring pad, 1701 - Ring pad oil guide groove, 18 - Combustion chamber, 19 - Buffer chamber

Claims

1. A rotary oil electric hybrid engine, comprising an inner rotor, an outer rotor, a numerically controlled motor, a storage battery, a microcomputer controller, a rotational speed sensor, and a power output shaft, wherein the inner rotor includes an inner rotor shaft core and inner rotor blades, the outer rotor includes an outer rotor cylinder and outer rotor blades, the inner rotor shaft core is coaxially and rotatably connected within the outer rotor cylinder to form an annular chamber, and the inner rotor blades and the outer rotor blades divide the chamber into a combustion chamber and a buffer chamber. An intake port, an exhaust port, an ignition port or a fuel injection port penetrating the inside and outside of the cylinder is provided in the outer rotor cylinder corresponding to the combustion chamber, wherein the inner rotor or the outer rotor is connected to the power output shaft, and the other rotor is directly or indirectly connected to the rotating shaft of the numerically controlled motor. When the engine operates, the inner rotor and the outer rotor rotate in the same direction and the rotational angle difference is within the circumferential angle. The rotational speed sensor records the rotational speeds of the inner rotor and the outer rotor and feeds back to the microcomputer controller. The microcomputer controller sends a speed adjustment command to the numerically controlled motor to control the rotational angle difference between the inner rotor and the outer rotor, and controls the switches of the control valves of the combustion chamber intake port, the combustion chamber exhaust port, the combustion chamber ignition or fuel injection port to realize the cycle of the four strokes of intake, compression, expansion work, and exhaust. The storage battery provides power to the microcomputer controller and the numerically controlled motor. A rotary oil electric hybrid engine is characterized by the above.

2. The rotary oil electric hybrid engine according to claim 1, wherein the numerically controlled motor is connected to an inertial flywheel and then connected to the outer rotor through a power input shaft from the inertial flywheel.

3. An intake port and an exhaust port of the buffer chamber penetrating the inside and outside of the cylinder are provided in the outer rotor cylinder corresponding to the buffer chamber, and the intake port and the exhaust port of the buffer chamber are connected to a filtration and cooling tank through a channel to form an internal circulation. The rotary oil electric hybrid engine according to claim 1 is characterized by the above.

4. A rotary oil-electric hybrid engine according to claim 1, characterized in that a groove for one turn is provided at a position corresponding to each of the combustion chamber intake port, the combustion chamber exhaust port, the combustion chamber ignition port or fuel injection port, the buffer chamber intake port, and the buffer chamber exhaust port in the outer rotor cylinder, and a combustion chamber intake ring sleeve, a combustion chamber exhaust ring sleeve, a combustion chamber ignition or fuel injection ring sleeve, a buffer chamber intake ring sleeve, and a buffer chamber exhaust ring sleeve are rotatably attached to the corresponding positions of the groove respectively.

5. A rotary oil-electric hybrid engine according to claim 1, characterized in that a combustion chamber intake control valve, a combustion chamber exhaust control valve, a combustion chamber ignition or fuel injection control valve, a buffer chamber intake control valve, and a buffer chamber exhaust control valve are fixedly connected to the combustion chamber intake ring sleeve, the combustion chamber exhaust ring sleeve, the combustion chamber ignition or fuel injection ring sleeve, the buffer chamber intake ring sleeve, and the buffer chamber exhaust ring sleeve respectively, and the switches of the respective control valves are controlled by the commands of a microcomputer controller.

6. A rotary oil-electric hybrid engine according to claim 1, characterized in that an outer rotor shaft core having the same outer diameter as the inner rotor shaft core is installed on the central axis of the outer rotor, two wear-resistant sealing ring pads are installed between the inner rotor shaft core and the outer rotor shaft core, and the sum of the length of the inner rotor shaft core, the length of the outer rotor shaft core, and the thickness of the two wear-resistant sealing ring pads is equal to the inner depth of the cylinder of the outer rotor cylinder.

7. A rotary oil-electric hybrid engine according to claim 1, characterized in that a through-hole channel is provided in the middle of the outer rotor shaft core, the shaft core pull rod of the inner rotor shaft core penetrates through the two wear-resistant sealing ring pads and then penetrates through the through-hole channel, and the slip ring sheet locks the end of the shaft core pull rod to pull the outer rotor and the inner rotor.

8. A rotary oil-electric hybrid engine according to claim 1, characterized in that the outer rotor cylinder is rotatably fixed to the engine frame via a frame outer rotor bearing.

9. A limit ring is fixedly attached to the outer circumferential contact portion between the outer rotor and the inner rotor, a limit bump is provided on the side of the limit ring closer to the inner rotor cover, a limit bump is also provided at a location on the inner rotor cover of the inner rotor closer to the limit ring, and a sensor scale is provided on the outer circumferential surfaces of the limit ring and the adjacent inner rotor cover, for the rotary oil electric hybrid engine according to claim 1.

Images