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 vibrations and noises due to imbalance, large volume, and unchanged air compression ratio, and it cannot perform frequency conversion operations according to actual needs.

[0003] The Wankel rotary engine has structural defects such as a long and narrow combustion chamber and a low air compression ratio, resulting in 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 are all 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 overcome the shortcomings of the above-mentioned background technology and provide a rotary oil electric hybrid engine. It is a completely new engine that uses a control circuit to control the three stages of engine intake, compression, and exhaust with a motor, eliminates structures such as reciprocating pistons and crankshaft connecting rods, eliminates fixed cylinders in the frame, simplifies the cylinder structure, and achieves low vibration, low noise, low fuel consumption, low emissions, high conversion rate, frequency conversion, and fuel conversion. [Means for solving the problem]

[0006] To achieve the above objectives, the present invention provides the following technical solutions, and the rotary oil electric hybrid engine includes an inner rotor, an outer rotor, a numerically controlled motor, a battery, a microcomputer controller, a rotational speed sensor, and a power output shaft.

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

[0008] The inner rotor or outer rotor is connected to the power output shaft, and the other rotor is directly or indirectly connected to the rotation shaft of the numerically controlled motor. When the engine is running, the inner rotor and outer rotor rotate in the same direction and the difference in their rotational angles is within the circumference. A rotational speed sensor records the rotational speeds of the inner rotor and outer rotor and feeds this back to a microcomputer controller. The microcomputer controller sends speed adjustment commands to the numerically controlled motor to control the difference in rotational angles between the inner rotor and outer rotor, and controls the switches of the control valves for the combustion chamber intake, combustion chamber exhaust, combustion chamber ignition, or fuel injection port to realize the cycle of the four strokes: intake, compression, expansion, and exhaust. A battery provides power to the microcomputer controller and the numerically controlled motor.

[0009] Preferably, the numerically controlled motor is connected to an inertia flywheel, and then connected from the inertia flywheel to the outer rotor via a power input shaft.

[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 that penetrate the inside and outside of the cylinder, and the buffer chamber intake port and buffer chamber exhaust port are connected to a filtration cooling tank via a channel to form internal circulation.

[0011] Preferably, grooves are provided around the outer rotor cylinder at positions corresponding to the combustion chamber intake port, combustion chamber exhaust port, combustion chamber ignition port or fuel injection port, buffer chamber intake port, and buffer chamber exhaust port, and a combustion chamber intake ring sleeve, combustion chamber exhaust ring sleeve, combustion chamber ignition or fuel injection ring sleeve, buffer chamber intake ring sleeve, and buffer chamber exhaust ring sleeve are rotatably mounted at the corresponding positions in the grooves.

[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, combustion chamber exhaust ring sleeve, combustion chamber ignition or fuel injection control valve, buffer chamber intake control valve, and buffer chamber exhaust control valve, respectively, and the switches of each control valve are controlled by commands from a microcomputer controller.

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

[0014] Preferably, a through-hole channel is provided in the middle of the outer rotor shaft, the shaft pull rod of the inner rotor shaft passes through two wear-resistant sealing ring pads and then through the through-hole channel, and the slip ring sheet locks the end of the shaft pull rod and pulls the outer rotor and 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 of the outer rotor and the inner rotor, a limit bump is installed on the side of the limit ring closest to the inner rotor cover, a limit bump is also installed on the inner rotor cover closest to the limit ring, and sensor scales are provided on the outer circumferential surface of the limit ring and the adjacent inner rotor cover. [Effects of the Invention]

[0017] Compared to conventional technology, the rotary oil electric hybrid engine according to the present invention is an engine with a completely new structure. Taking the inner rotor as an example, the structural features include the outer rotor cylinder and inner rotor axis forming an annular chamber, the outer rotor blades and inner rotor blades dividing the annular chamber into a combustion chamber and a buffer chamber, and the outer rotor and inner rotor rotating in the same direction within the range of the angle difference change within the circumference. Regarding the operational features, during cold starting, the gas in the combustion chamber is exhausted, the numerically controlled motor works in conjunction with the limit ring bump to mesh the inner rotor and outer rotor, rotate them at the same speed to reach high rotational speeds, and during the intake stroke, the numerically controlled motor decelerates to drive the outer rotor to decelerate, and the inertia is shared between the inner rotor and outer rotor. The intake stroke is achieved by increasing the angle difference between the rotors, the numerically controlled motor accelerates to catch up, and the compression stroke is achieved by decreasing the angle difference between the inner and outer rotors. The total mass of the numerically controlled motor, inertia flywheel, and outer rotor is much greater than the mass of the inner rotor, providing a reaction force that rotates in the same direction during the expansion work stroke. The numerically controlled motor accelerates to catch up, and the exhaust stroke is completed by decreasing the angle difference between the inner and outer rotors, entering the cycle. The beneficial effects include eliminating the complex reciprocating structure of the piston, crankshaft, and connecting rod of a reciprocating piston engine, resolving the structural defects of the Wankel triangular rotor engine such as poor gear meshing, wear, and low compression ratio, and having advantages such as high heat conversion efficiency, low emissions, stable operation, and frequency conversion capability. [Brief explanation of the drawing]

[0018] [Figure 1] Figure 1 is a diagram showing the configuration of the engine of the present invention. [Figure 2] Figure 2 is a cross-sectional view of the present invention AA. [Figure 3] Figure 3 is a cross-sectional view of the present invention BB. [Figure 4] Figure 4 is a cross-sectional view of the CC of the present invention. [Figure 5] Figure 5 is a cross-sectional view of the present invention. [Figure 6] Figure 6 is a sectional view taken along the line E-E of the present invention. [Figure 7] Figure 7 is a state diagram of the cold start of the present invention. [Figure 8] Figure 8 is a state diagram of the intake stroke of the present invention. [Figure 9] Figure 9 is a state diagram of the compression stroke of the present invention. [Figure 10] Figure 10 is a state diagram of the present invention before ignition after compression. [Figure 11] Figure 11 is a state diagram of the present invention at the time of ignition or fuel injection. [Figure 12] Figure 12 is a state diagram of the working stroke of the present invention. [Figure 13] Figure 13 is a state diagram of the exhaust stroke of the present invention. [Figure 14] Figure 14 is a state diagram of the second cycle that enters after the exhaust of the present invention. [Figure 15] Figure 15 is a diagram of the intermediate connection node between the inner rotor and the outer rotor of the present invention. [Figure 16] Figure 16 is a diagram of the external connection node between the inner rotor and the outer rotor of the present invention. [Figure 17] Figure 17 is a detailed view of the intake port of the present invention. [Figure 18] Figure 18 is a multi-cylinder pattern diagram of the present invention.

Mode for Carrying Out the Invention

[0019] Hereinafter, referring 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 this invention, as should be understood, terms such as "up," "down," "front," "back," "left," "right," "vertical," "horizontal," "top," "bottom," "inside," and "outside" refer to directional or positional relationships shown in the drawings. These terms are merely for the purpose of facilitating the description of the invention and simplifying the description. They do not indicate or imply that the shown devices or elements necessarily have a specific direction, or that they are configured and operated in a specific direction, and therefore should not be understood as limiting the invention.

[0021] In this invention, unless otherwise specifically defined or limited, terms such as "attachment," "connection," "bonding," and "fixing" should be understood in a broad sense. For example, they may be fixedly connected, detachably connected, integrated, mechanically connected, electrically connected, directly connected, indirectly connected via an intermediate medium, or be internal communication between two elements or an interaction relationship between two elements. Those skilled in the art will be able to understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0022] As shown in Figures 1, 2, 15, and 16, the rotary oil electric hybrid engine comprises an inner rotor 1, an outer rotor 2, a numerically controlled motor 3, a 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 inertia 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 a wear-resistant sealing ring pad 17.

[0023] The inner rotor 1 includes an inner rotor blade 101, an inner rotor shaft 102, an inner rotor cover 103, a shaft pull rod 104, a roller 105, a ball 106, a slip ring seat 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 shaft 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 numerically controlled motor 3 refers to various motors that can adjust speed or torque based on commands.

[0026] The rotational speed sensor 6 includes a sensor probe that directly reads the rotational speed, and also includes rotational speed feedback that is indirectly read from within the numerically controlled motor 3, or rotational speed feedback from other components mechanically related to the power output shaft 9.

[0027] Regarding the combination and structural connection of each component, the inner rotor 1 includes an inner rotor shaft 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 102 is coaxially rotatably connected within the outer rotor cylinder 203 to form an annular chamber, the inner rotor blades 101 and 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, and either one end of the inner rotor 1 or outer rotor 2 may be connected to a power output shaft 9, etc. One rotor is directly or indirectly connected to the rotation axis of the numerically controlled motor 3. When the engine is running, the inner rotor 1 and outer rotor 2 rotate in the same direction and their rotational angle difference is within the circumferential angle. The rotational speed sensor 6 records the rotational speeds of the inner rotor 1 and outer rotor 2 and feeds this back to the microcomputer controller 5. The microcomputer controller 5 sends a speed adjustment command to the numerically controlled motor 3 to control the rotational angle difference between the inner rotor 1 and outer rotor 2, and controls the switches of the control valves for the combustion chamber intake port 208, combustion chamber exhaust port 204, and combustion chamber ignition or fuel injection port 205 to realize the cycle of the four strokes: intake, compression, expansion work, and exhaust. The battery 4 provides power to the microcomputer controller 5 and the numerically controlled motor 3.

[0028] To further optimize the above technical solution, the numerically controlled motor 3 is connected to the inertia flywheel 10, and then connected from the inertia flywheel 10 to the outer rotor 2 via the power input shaft 8.

[0029] 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, and the buffer chamber intake port 206 and the buffer chamber exhaust port 207 are connected to a filtration cooling tank via a channel to form internal circulation.

[0030] To further optimize the above technical solution, grooves are provided around the outer rotor cylinder 203 at positions corresponding to the combustion chamber intake port 208, combustion chamber exhaust port 204, combustion chamber ignition port or fuel injection port 205, buffer chamber intake port 206, and buffer chamber exhaust port 207. 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 in the grooves.

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

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

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

[0034] 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] 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 closest to the inner rotor cover 103, a limit bump is also installed on the inner rotor cover 103 of the inner rotor 1 closest to the limit ring 11, and outer rotor sensor scales 1101 and inner rotor sensor scales 109 are provided on the outer circumferential surfaces of the limit ring 11 and the adjacent inner rotor cover 103.

[0036] As shown in Figures 15 and 16, in order to further optimize the above technical solution, it is necessary to ensure smoothness and sealing of the mutual rotation of the outer rotor 2 and inner rotor 1 within a circumferential angle during their movement. Balls 106 or frustoconical roll shafts are inserted in the parts that pull the outer rotor 2 and inner rotor 1 radially. The balls 106 interlock with the outer rotor cylinder 203 via the inner rotor cover 103 or via the slip ring sheet 107. Rollers 105 are inserted in the inner and outer fitting rotation parts of the outer rotor 2 and inner rotor 1. An oil guide groove 1701 is provided in the buffer chamber 19 near the outer rotor blade 201, enabling a lubrication cycle of engine oil from the buffer chamber 19 to the outside of the cylinder via the intermediate through-hole channel of the outer rotor shaft 202.

[0037] To further optimize the above technical solution, in order to ensure smooth rotation and sealing of the outer rotor 2 and inner rotor 1, a small structural gap is left between the inner rotor blade 101, the inner wall of the outer rotor cylinder 203, and the outer wall of the outer rotor shaft 202 before sealing with an elastic sealing strip. A small structural gap is also left between the outer rotor blade 201, the outer wall of the inner rotor shaft 102, and the inner wall of the inner rotor cover 103 before sealing with an elastic sealing strip. The limit rotation action of the wear-resistant sealing ring pad 17, roller 105, and ball 106 ensures the stability and wear resistance of the gap in the sealing strip.

[0038] As shown in Figure 2, this is a cross-sectional view of the combustion chamber intake port, where a groove is provided around the combustion chamber intake port 208 in the outer rotor cylinder 203, the combustion chamber intake ring sleeve 12 has a "bone" shaped structure, and the ring sleeve and groove constitute a rotatable but sealed annular channel, the combustion chamber 18 and the annular channel maintain communication through the combustion chamber intake port 208 under any rotational conditions, and the intake of the combustion chamber 18 is controlled by a fixed-point combustion chamber intake control valve 1201.

[0039] As shown in Figure 3, this is a cross-sectional view of the combustion chamber exhaust port, where a groove is provided around the combustion chamber exhaust port 204 of the outer rotor cylinder 203, the combustion chamber exhaust ring sleeve 13 has a "bone" shaped structure, and the ring sleeve and groove constitute 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 rotational conditions, and the exhaust from the combustion chamber 18 is controlled by a fixed-point combustion chamber exhaust control valve 1301.

[0040] As shown in Figure 4, this is a cross-sectional view of the combustion chamber ignition or fuel injection port, where a groove is provided around the combustion chamber ignition or fuel injection port 205 in the outer rotor cylinder 203, the combustion chamber ignition or fuel injection ring sleeve 14 has a "bone" shaped structure, and the ring sleeve and groove constitute a rotatable but sealed annular channel, the combustion chamber 18 and the annular channel maintain communication through the combustion chamber ignition or fuel injection port 205 under any rotational state, one or more combustion chamber ignition or fuel injection control valves 1401 are installed, and after the ignition conditions are met, 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 opens and an explosion is realized.

[0041] As shown in Figure 5, this is a cross-sectional view of the buffer chamber intake port, where a groove is provided around the buffer chamber intake port 206 in the outer rotor cylinder 203, the buffer chamber intake ring sleeve 15 has a "basket" shape, and the ring sleeve and groove constitute a rotatable but sealed annular channel, the buffer chamber 19 and the annular channel maintain communication through the buffer chamber intake port 206 under any rotational conditions, the intake of the buffer chamber 19 is controlled by a fixed-point buffer chamber intake control valve 1501, and it is preferable to use a gas containing atomized engine oil as the gas entering the buffer chamber 19.

[0042] As shown in Figure 6, this is a cross-sectional view of the buffer chamber exhaust port, where a groove is provided around the buffer chamber exhaust port 207 in the outer rotor cylinder 203, the buffer chamber exhaust ring sleeve 16 has a "basket" shape, and the ring sleeve and groove form a rotatable but sealed annular channel, the buffer chamber 19 and the annular channel maintain communication through the buffer chamber exhaust port 207 under any rotational conditions, and the exhaust from the buffer chamber 19 is controlled by a fixed buffer chamber exhaust control valve 1601.

[0043] Furthermore, the operating principle of the rotary oil electric hybrid engine will be explained with reference to the drawings in the specification.

[0044] As shown in Figure 7, this is a diagram of the cold-start operation of the present invention. When the engine is started, 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 buffer chamber 19 communicate with the outside, the numerically controlled motor 3 rotates and drives the outer rotor 2 to rotate, the outer rotor 2 engages with the bumps of the inner rotor cover 103 via the limit bumps of the limit ring 11 and drives the inner rotor 1 to accelerate rotation at the same rotational speed, at which time the rotational speed of the outer rotor V1 = the rotational speed of the inner rotor V2, the volume of the combustion chamber 18 is smallest, and the volume of the buffer chamber 19 is largest.

[0045] As shown in Figure 8, this is a diagram of the intake stroke phase of the present invention. After the inner rotor and outer rotor reach a common high rotational speed, the numerically controlled motor 3 decelerates and drives the outer rotor blade 201 to decelerate. The inner rotor blade 101 accelerates and opens relative 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 is less than the rotational speed V2 of the inner rotor, the volume of the combustion chamber 18 increases, and mixed oil gas or air is drawn in, completing the intake stroke.

[0046] As shown in Figure 9, this is a state diagram of the compression stroke of the present invention. The rotational 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, where data analysis is performed to obtain the relative angle difference between the inner rotor and the outer rotor. After the intake stroke is completed, the compression stroke begins, and the numerically controlled motor 3 accelerates to drive the outer rotor blade 201 closer to the inner rotor blade 101. 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 rotational speed of the outer rotor V1 > the rotational speed of the inner rotor V2, the volume of the combustion chamber 18 is sealed and compressed, and the compression stroke is completed.

[0047] As shown in Figure 10, this is a diagram of the state of the present invention after compression and before ignition. When the compression stroke is complete, the rotational speed of the outer rotor V1 = the rotational speed of the inner rotor V2, and the air pressure inside the combustion chamber is greater than atmospheric pressure. At this time, the combustion chamber corresponds to a compressed spring chamber, and the microcomputer controller 5 can select the timing of ignition or fuel injection based on the actual situation and perform frequency conversion combustion processing. That is, ignition is temporarily not performed when the load decreases or when there is no load at idle, and thereby the numerically controlled motor 3 is directly driven to rotate the power output shaft 9 by the compressed gas in the combustion chamber 18.

[0048] As shown in Figure 11, this is a phase diagram of the present invention during ignition or fuel injection. After the compression stroke is completed, the inner rotor and outer rotor rotate at the same speed. When the combustion chamber ignition or fuel injection port 205 passes the nearby 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 explosion, the outer rotor system with mass M1 and the inner rotor system with mass M2 rotate at the same speed V0 in the same direction. The outer rotor system may include an inertia flywheel 10 and a numerically controlled motor 3. Since M1 is much larger than M2, the outer rotor 2 pushes the inner rotor 1 to accelerate and rotate at a speed slightly lower than the pre-explosion speed after explosion, doing work to the outside.

[0049] As shown in Figure 12, this is a diagram of the work process of the present invention. After 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 relative to the outer rotor blade 201, the air pressure inside the combustion chamber 18 gradually decreases, at which point the rotational speed of the outer rotor V1 < the rotational speed of the inner rotor V2, and the expansion work process is completed.

[0050] As shown in Figure 13, this is a diagram of the exhaust stroke phase of the present invention. At the end of the expansion work stroke, the microcomputer controller 5 analyzes the angle 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 numerically controlled motor 3 before the inner rotor 1 reaches the maximum angle difference, so that the rotational speed of the outer rotor V1 > the rotational speed of the inner rotor V2, 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, and the buffer chamber exhaust control valve closes. When valve 1601 closes, the outer rotor blade 201 catches up with the inner rotor blade 101, the volume of the combustion chamber 18 decreases, exhaust gas is discharged, the exhaust stroke is completed, and when engine deceleration 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, and close the buffer chamber exhaust control valve 1601 early to create a sealed buffer chamber 19, where the gas kick pad and the limit bump of the limit ring 11 work together to decelerate the inner rotor 1 via the outer rotor 2.

[0051] As shown in Figure 14, this is a diagram of the second cycle that follows exhaust according to the present invention. When entering a normal four-stroke cycle, the difference between the intake state and the intake state during a cold start is that the space reserved when entering intake is larger than during a cold start. This ensures that compressed gas is present as a buffer in the components during the cycle, protecting the engine.

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

[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 a numerically controlled motor. The piston only needs to rotate in the same direction and do work on the outside, and the inertia of the inner and outer rotors always moves along the direction of work, making full use of the mechanical energy stored by inertia.

[0054] According to the rotary oil electric hybrid engine, the compression ratio can be controlled by frequency conversion at any time, the combustion point can be controlled by frequency conversion at any time, combustion under any conditions does a positive job on the outside, it eliminates the engine knocking problem that can occur in conventional engines, and it is compatible with both ignition fuel and compression ignition fuel, offering broad adaptability.

[0055] The above description of the disclosed embodiments will enable those skilled in the art to implement or use the present invention, and various modifications to these embodiments will be obvious to those skilled in the art. The general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the invention. Accordingly, the present invention is not limited to these embodiments shown herein and should be adapted to the broadest scope that is consistent with the principles and novel features disclosed herein. [Explanation of Symbols]

[0056] 1-Inner rotor, 101-Inner rotor blade, 102-Inner rotor shaft, 103-Inner rotor cover, 104-Shaft pull rod, 105-Roller, 106-Ball, 107-Slip ring seat, 108-Nut or plug, 109-Inner rotor sensor scale, 2-Outer rotor, 201-Outer rotor blade, 202-Outer rotor shaft, 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-Numerically controlled motor, 4-Battery, 5-Microcomputer controller, 6-Rotation speed sensor, 7-E 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 sealing 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 battery, a microcomputer controller, a rotational speed sensor, and a power output shaft, The inner rotor includes an inner rotor shaft and inner rotor blades, and the outer rotor includes an outer rotor cylinder and outer rotor blades. The inner rotor shaft is coaxially rotatably connected within the outer rotor cylinder, forming an annular chamber. The inner rotor blades and outer rotor blades divide the chamber into a combustion chamber and a buffer chamber. The outer rotor cylinder corresponding to the combustion chamber is provided with an intake port, exhaust port, spark port, or fuel injection port that penetrates the inside and outside of the cylinder. The rotary oil electric hybrid engine is characterized in that the inner rotor or outer rotor is connected to a power output shaft, the other rotor is directly or indirectly connected to the rotation shaft of a numerically controlled motor, the inner rotor and outer rotor rotate in the same direction and the difference in rotation angle is within the circumference when the engine is operating, a rotation speed sensor records the rotation speed of the inner rotor and outer rotor and feeds it back to a microcomputer controller, the microcomputer controller sends a speed adjustment command to the numerically controlled motor to control the difference in rotation angle between the inner rotor and outer rotor, controls the switches of control valves for the combustion chamber intake port, combustion chamber exhaust port, combustion chamber ignition port or fuel injection port to realize a cycle of four strokes: intake, compression, expansion work and exhaust, and a storage battery provides power to the microcomputer controller and the numerically controlled motor.

2. The rotary oil electric hybrid engine according to claim 1, characterized in that the numerically controlled motor is connected to an inertia flywheel and then connected from the inertia flywheel to the outer rotor via a power input shaft.

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

4. The rotary oil electric hybrid engine according to claim 1, characterized in that a groove is provided around the outer rotor cylinder at positions corresponding to the combustion chamber intake port, combustion chamber exhaust port, combustion chamber ignition port or fuel injection port, buffer chamber intake port, and buffer chamber exhaust port, and a combustion chamber intake ring sleeve, combustion chamber exhaust ring sleeve, combustion chamber ignition or fuel injection ring sleeve, buffer chamber intake ring sleeve, and buffer chamber exhaust ring sleeve are rotatably mounted at the corresponding positions in the grooves.

5. The 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 ring sleeve, a buffer chamber intake ring sleeve, and a buffer chamber exhaust ring sleeve are fixedly connected to 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, respectively, and the switches of each control valve are controlled by commands from a microcomputer controller.

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

7. The 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, the shaft pull rod of the inner rotor shaft passes through two wear-resistant sealing ring pads and then through the through-hole channel, and the slip ring sheet locks the end of the shaft pull rod and pulls the outer rotor and inner rotor.

8. The 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. The rotary oil electric hybrid engine according to claim 1, characterized in that a limit ring is fixedly attached to the outer intersection of the outer rotor and the inner rotor, a limit bump is installed on the side of the limit ring closest to the inner rotor cover, a limit bump is also installed on the inner rotor cover closest to the limit ring, and sensor scales are provided on the outer circumferential surface of the limit ring and the adjacent inner rotor cover.

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