High-efficiency and energy-saving hybrid vehicle

Abstract

A high-efficiency and energy-saving hybrid vehicle. A two-stage piston-type air compressor is matched on the basis of an impeller, a cylinder, a combustion chamber, and an air-fuel switch structure; work is performed by means of direct injection of high-pressure air and fuel; the high-pressure air absorbs heat to increase pressure and assist in work output; by combining parallel and series-parallel hybrid vehicle technology, the potential energy of inertial of the vehicle during downhill and deceleration is converted into electric energy, and the electric energy is stored for subsequent use.

Description

High-efficiency and energy-saving hybrid vehicles Technical Field

[0001] This invention relates to a hybrid electric vehicle. Background Technology

[0002] Currently, most hybrid electric vehicles use internal combustion engines as their engines. The advantage of these hybrids is that in congested urban areas, the electric motor is powered by a stored-fuel battery to drive the vehicle, while the internal combustion engine remains idle, mitigating its low-speed efficiency. On downhill slopes and in areas requiring deceleration, the vehicle's inertia drives a generator to produce electricity, which is then stored in a battery for later use, achieving energy conservation and emission reduction. Internal combustion engines, including gasoline and diesel engines, have a generally accepted thermal efficiency of only around 40%. This low efficiency is primarily due to the high temperature of the piston reciprocating in the cylinder, which can cause cylinder scoring and seizure. Therefore, a cooling system is necessary, where coolant continuously removes heat from the cylinder surface, allowing the piston to operate normally. The coolant removes approximately 25% of the heat. The greatest energy loss in an internal combustion engine comes from the exhaust gases. The temperature during the combustion process in the cylinder, where the piston pushes the engine to do work, is 1800-2000 degrees Celsius, while the exhaust temperature is only 900-1000 degrees Celsius. These high-temperature exhaust gases are directly discharged into the environment, primarily because the power stroke of an internal combustion engine is too short, typically only about 10 cm. According to the work formula W=FS, the shorter the power stroke S, the less work (w) is gained per unit time. Based on reference data, the exhaust loss of an internal combustion engine is approximately 30%. While hybrid vehicles, which utilize internal combustion engines, can recover some energy, they cannot solve the problem of significant energy loss from their primary power source, the internal combustion engine. Summary of the Invention

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

[0004] This high-efficiency, energy-saving hybrid vehicle is powered by an impeller-cylinder combined engine. The impeller-cylinder combined engine has a two-stage piston air compressor consisting of four low-pressure cylinders and two high-pressure cylinders. The two-stage piston air compressor is positioned radially along the crankshaft, with each adjacent pair of piston cylinders tilted at approximately a horizontal angle. A high-pressure fuel pump, driven by the engine itself, is located on the upper left front of the impeller. The impeller of the impeller-cylinder combined engine is divided into three air passages by four annular baffles perpendicular to the main shaft, which separate the frustum-shaped rotor. The volume of air passage one is the sum of the volumes of air passages two and three. Each air passage contains multiple blades that curve clockwise uniformly. Each blade has a roller groove along its outer edge, and multiple rollers are installed in each roller groove. The ends of the rollers in the roller groove pass through adjacent retaining ring grooves and are sealed to the corresponding retaining ring sides. Each annular baffle has a retaining ring groove and is fitted with a retaining ring. Multiple blades in each air passage divide it into several five-sided, mutually sealed chambers. A combustion chamber with a tapered shape is located on the first jet port at the lower left of the cylinder front end. This combustion chamber is connected to the combustion chamber end cap and controlled by a set of air-fuel switches. Inside the combustion chamber is a similarly shaped jacketed cylinder, and inside the jacketed cylinder is a similarly shaped flame tube. The upper ends of the jacketed cylinder and the flame tube are connected to the jacketed cylinder end cap, respectively. There is a third gap between the combustion chamber end cap and the jacketed cylinder end cap, a first gap between the combustion chamber and the jacketed cylinder, and a second gap between the jacketed cylinder and the flame tube. The interior of the flame tube is a flame tube cavity. Multiple high-pressure air pipes and multiple high-pressure fuel pipes are located on the combustion chamber end cap. Their upper ends are connected to the air-fuel switches, and their lower ends are interconnected in the third gap, then connected to multiple air-fuel nozzles mounted on the jacketed cylinder end cap. These multiple air-fuel nozzles are connected to the flame tube cavity. Next to each pair of high-pressure air pipes and high-pressure fuel pipes on the combustion chamber end cover, there is an additional high-pressure air pipe. The upper end of this additional high-pressure air pipe is controlled by an air-fuel switch, and the lower end connects to gap three. A first exhaust port is located at the upper left of the front end of the cylinder, and a second jet port is located at the upper center of the rear end of the cylinder, connected by a first guide pipe. A second exhaust port and a third jet port are located at the rear end of the cylinder, connected by a second guide pipe. A third exhaust port is located at the lower left of the rear end of the cylinder. The line connecting the first, second, and third jet ports is arranged on a plane passing through the main shaft. An oil reservoir valve is located at the bottom of the cylinder, connected to an oil inlet pipe and a return pipe. The oil reservoir valve has an oil reservoir chamber and a roller chamber, with multiple interconnected oil holes between them. A roller is located inside the roller chamber, with its lower end tangent to the inner surface of the cylinder. Both the oil reservoir chamber and the roller chamber are secured at one end with sealing screws.

[0005] This high-efficiency and energy-saving hybrid vehicle belongs to the parallel high-efficiency and energy-saving hybrid vehicle category.

[0006] This high-efficiency and energy-saving hybrid vehicle belongs to the series-parallel high-efficiency and energy-saving hybrid vehicle category.

[0007] This high-efficiency and energy-saving hybrid electric vehicle is powered by a turbine-cylinder combined engine. Because the turbine-cylinder combined engine has higher thermal efficiency than an internal combustion engine, using it as the power source for a hybrid electric vehicle combines the advantages of high thermal efficiency of the turbine-cylinder combined engine with the low energy consumption of electric vehicles, thus further improving its efficiency.

[0008] The impeller-cylinder combination engine features a two-stage piston air compressor consisting of four low-pressure cylinders and two high-pressure cylinders. The compressor is positioned radially from the crankshaft, with adjacent pairs of piston cylinders tilted at approximately a horizontal angle. However, a completely horizontal orientation is not recommended as it would require precise clearance between the cylinders and pistons. For example, the tilt angle between two adjacent piston cylinders is typically around 140-150 degrees. Because the two-stage piston air compressor is superimposed on top of the impeller-cylinder combination engine, the original engine height would be close to 630mm. To accommodate smaller car engines, the tilt angle of adjacent pairs of piston cylinders is made approximately horizontal, significantly reducing the engine's height and meeting the installation requirements of different vehicles. Using this two-stage air compressor as the negative power source for the impeller-cylinder combination engine, a 100kW impeller-cylinder combination engine only needs a 20kW two-stage piston air compressor, providing approximately 2 cubic meters of high-pressure air at 30 atmospheres per minute. Only 0.7 cubic meters of high-pressure air and fuel per minute are needed to achieve the required air-fuel ratio, and the remaining 1.3 cubic meters of high-pressure air can also participate in heat absorption to assist in work, thus improving thermal efficiency.

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

[0010] In a combined impeller and cylinder engine, the impeller is divided into three air passages by four annular baffles perpendicular to the main shaft, which separate the frustum-shaped rotor. The volume of passage one is the sum of the volumes of passages two and three. This arrangement (passage one > passage two > passage three) is intentionally designed to utilize the Venturi effect. When the combustion gas completes one working cycle in passage one and is injected into passage two through the first guide pipe to perform work again, the volume of passage two contracts, thus increasing the gas velocity and boosting the thrust. This improves the engine's thermal efficiency. The working principle of gas entering passage three from passage two follows the same logic. The power stroke of the gas-fuel mixture in the combined impeller and cylinder engine, where the three air passages overlap, is many times longer than the piston stroke in an internal combustion engine. Therefore, according to the power formula W = FS, the larger the power stroke S, the more work W is obtained per unit time, meaning higher thermal efficiency.

[0011] Each air passage is equipped with multiple blades that are uniformly curved clockwise. Each blade can form a 90-degree angle with the gas injection flow, which improves the engine's thermal efficiency and allows the impeller to rotate clockwise inside the cylinder to perform work. This enables the impeller-cylinder combination engine to connect with the clutch and transmission of a clockwise-rotating internal combustion engine.

[0012] Each blade has roller grooves along its outer edge, and multiple rollers are installed in each groove. The ends of the rollers pass through adjacent retaining ring grooves and seal against the sides of adjacent retaining rings. According to the UG drawing parameters, each roller groove is approximately 74mm long and requires high-temperature, high-hardness, wear-resistant materials such as ceramics or silicon carbide. To prevent the rollers from breaking under high-speed operation, multiple rollers in each groove must be spliced ​​together. Because the impeller's outer edge has multiple rollers and retaining rings that seal against the cylinder's inner surface, and to reduce friction, a 0.025mm gap is provided between each retaining ring groove and the cylinder's inner surface. To prevent air leakage between adjacent chambers within the same air passage through the gaps in the retaining ring grooves, the ends of the rollers in each groove must pass through adjacent retaining ring grooves and seal against the sides of adjacent retaining rings.

[0013] Each annular partition is equipped with a retaining ring groove and a retaining ring. Multiple blades in each air passage divide the passage into several five-sided sealed chambers. This design allows the impeller to operate at high speed in a high-temperature, high-pressure, and sealed cylinder while preventing air leakage between air passages and between chambers. This significantly improves the engine's thermal efficiency.

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

[0015] The combustion chamber contains a jacketed cylinder of similar shape, and inside the jacketed cylinder is a flame tube of similar shape. The upper ends of the jacketed cylinder and the flame tube are connected to the end cap of the jacketed cylinder. There is a gap three between the combustion chamber end cap and the jacketed cylinder end cap, a gap one between the combustion chamber and the jacketed cylinder, and a gap two between the jacketed cylinder and the flame tube. The interior of the flame tube is a flame tube cavity. The combustion chamber end cap has multiple high-pressure air pipes and high-pressure fuel pipes. Their upper ends are connected to an air-fuel switch, and their lower ends are interconnected in gap three, and then connected to multiple air-fuel nozzles installed on the jacketed cylinder end cap. These multiple air-fuel nozzles are connected to the flame tube cavity. Next to each pair of high-pressure air pipes and high-pressure fuel pipes on the combustion chamber end cap, there is also an auxiliary high-pressure air pipe. The upper end of the auxiliary high-pressure air pipe is controlled by the air-fuel switch, and its lower end is connected to gap three. The above setup allows multiple air-fuel nozzles connected to multiple sets of high-pressure air pipes and high-pressure fuel pipes to form incremental or decremental injection air-fuel mixtures for combustion within the flame tube cavity under the control of the air-fuel switch, thus meeting the needs of different engine operating conditions. This setup also allows high-pressure air from multiple auxiliary high-pressure air pipes to enter the gaps (three, two, one) incrementally or decrementally under the regulation of the air-fuel switch, absorbing conductive heat from the outer periphery of the flame tube. This air then mixes with the combusted fuel gas, further absorbing heat, expanding, and increasing pressure, all contributing to driving the impeller. With a large amount of high-pressure air and fuel gas mixed in, the temperature of the fuel-fuel mixture inside the cylinder decreases while its pressure increases. Therefore, the engine's thermal efficiency is improved, and the cooling system can be eliminated. Compared to an internal combustion engine, the thermal efficiency of this impeller-cylinder combination engine can be increased by 25%.

[0016] A first exhaust port is located at the upper left of the front end of the cylinder, and a second jet port is located at the upper center of the rear end of the cylinder, connected by a first guide pipe. A second exhaust port and a third jet port are located at the rear end of the cylinder, connected by a second guide pipe. When the volume of intake port one is the sum of the volumes of intake ports two and three, the second and third jet ports are positioned above the rear end of the cylinder, and the line connecting the first, second, and third jet ports lies on a plane passing through the main shaft. Because the positions of the first and (second and third) jet ports are symmetrical, and the jetting forces of the first and (second and third) jet ports are equal in magnitude but opposite in direction, vibration is offset, maintaining the dynamic balance of the engine.

[0017] The cylinder has an oil reservoir valve at its bottom, connected to an oil inlet pipe and an oil return pipe. The oil reservoir valve contains an oil reservoir chamber and a roller chamber, with multiple oil holes connecting them. A roller is installed inside the roller chamber, its lower end tangent to the inner surface of the cylinder. Both the oil reservoir chamber and the roller chamber are secured at one end with sealing screws. With this configuration, the lubricating oil stored in the oil reservoir chamber continuously circulates in the roller chamber. Driven by the rotating impeller, the rollers in the roller chamber also begin to rotate, carrying the lubricating oil from the roller chamber into the friction surface between the impeller and the cylinder, significantly reducing the coefficient of friction between the impeller and the inner surface of the cylinder.

[0018] This high-efficiency and energy-saving hybrid electric vehicle is a parallel high-efficiency and energy-saving hybrid electric vehicle. Parallel high-efficiency and energy-saving hybrid electric vehicles have five operating modes: pure electric mode, engine-driven mode, engine and electric motor hybrid drive mode, idle charging mode, and regenerative braking mode, thus providing optimal energy recovery for the engine under various operating conditions.

[0019] This high-efficiency and energy-saving hybrid electric vehicle is a series-parallel high-efficiency and energy-saving hybrid electric vehicle. Series-parallel high-efficiency and energy-saving hybrid electric vehicles have four operating modes: pure electric mode, pure gasoline mode, hybrid mode, and charging mode. These four operating modes also meet the optimal energy-saving requirements of the engine under various operating conditions.

[0020] After equipping the impeller-cylinder combination engine with a parallel hybrid electric control system, the electric motor can both replace the generator to generate electricity and drive the vehicle. Furthermore, the electric motor can be installed near the main shaft close to the clutch. Therefore, the mechanically driven generator and air conditioner at the front end of this longitudinally mounted impeller-cylinder combination engine can be removed. Then, the steering gear and air conditioner can be uniformly replaced with electric drives. This allows the steering gear and air conditioner to be installed in any available space, improving the vehicle's space utilization. It also allows the air conditioner to operate only when needed, saving energy compared to a mechanically driven air conditioner that is always running. Attached Figure Description

[0021] Figure 1. Front view of the impeller-cylinder combined engine

[0022] Figure 2. Rear view of the impeller-cylinder combined engine

[0023] Figure 3. Impeller schematic diagram

[0024] Figure 4. Schematic diagram of the clasp.

[0025] Figure 5. Schematic diagram of the oil reservoir valve on the cylinder.

[0026] Figure 6. Cross-sectional view of the oil reservoir valve

[0027] Figure 7. Cross-sectional view of the front half of the combustion chamber

[0028] Figure 8. Cross-sectional view of the rear half of the combustion chamber

[0029] Figure 9. Schematic diagram of a parallel high-efficiency energy-saving hybrid electric vehicle.

[0030] Figure 10. Schematic diagram of a series-parallel high-efficiency energy-saving hybrid electric vehicle. Detailed Implementation

[0031] Please refer to Figure 1. The impeller-cylinder combined engine 111 has a piston-type two-stage air compressor 14 above cylinder 1, consisting of four low-pressure cylinders and two high-pressure cylinders. A high-pressure fuel pump 21 is located on the upper left of cylinder 1, and the high-pressure fuel pump gear 22 meshes with the two-stage air compressor gear 15. An air-fuel switch 23 is located at the front end of cylinder 1. Above the air-fuel switch 23 are multiple high-pressure air pipes and multiple high-pressure fuel pipes, respectively connected to the high-pressure air storage pump and the high-pressure fuel pump 22. A combustion chamber 300 is located on the first jet port 2 at the lower left of the front end of cylinder 1. Multiple high-pressure air pipes, multiple high-pressure fuel pipes, and multiple auxiliary high-pressure air pipes at the upper end of the combustion chamber 300 are respectively connected to multiple interfaces at the lower end of the air-fuel switch 23. Gear 5 on the impeller main shaft 37 at the left end of cylinder 1 meshes with a relay gear 4 and an oil scraper gear 6 at its upper and lower ends, respectively. The relay gear 4 meshes with the two-stage air compressor gear 15. An oil seal cap 46 is located at the left end of cylinder 1 to store lubricating oil.

[0032] Please refer to Figure 2. In the impeller-cylinder combined engine 111, a starter 13 is located to the left of the rear end of cylinder 1. When the starter 13 is activated, its pinion 12 meshes with the flywheel 11. A second jet port 17 is located at the upper center of the rear end of cylinder 1, and is connected to the first exhaust port 3 at the upper left of cylinder 1 in Figure 1 via a first guide pipe 8. A second exhaust port 18 is located at the lower center of the rear end of cylinder 1, and is connected to the third jet port 20 at the upper left of the rear end of cylinder 1 via a second guide pipe 33. A third exhaust port 19 is located at the lower left of the rear end of cylinder 1.

[0033] Please refer to Figures 3 and 4. In Figure 3, the impeller 24 is installed inside cylinder 1 of the impeller-cylinder combination engine 111 in Figure 1, and a main shaft 37 is provided in the middle of the impeller 24. In Figure 3, the impeller 24 divides the frustum-shaped rotor 40 into air passages (43, 44, 45) by radial partitions (61, 60, 59, 32). The axial widths of the air passages (43, 44, 45) are equal, the radial depths of the air passages (43>44>45) are equal, and the volume of air passage 43 is equal to the sum of the volumes of air passages 44 and 45. Multiple blades (27, 28, 29) are provided in the air passages (43, 44, 45). Each pair of adjacent blades in the same air passage divides it into multiple five-sided sealed air chambers. Each blade has a roller groove along its outer edge, which passes through the edge of an adjacent retaining ring groove. Multiple rollers are installed in each roller groove, and each roller in each groove seals against the side of an adjacent retaining ring. Retaining ring grooves (25, 26, 30, 31) are provided along the outer edge of the partitions (61, 60, 59, 32). Retaining rings 34 as shown in Figure 4 are installed in each of the retaining ring grooves (25, 26, 30, 31). The connector of the retaining ring 34 is a convex head 36 corresponding to a groove 35.

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

[0035] Please refer to Figure 7. A combustion chamber 300 with a tapered shape has a combustion chamber end cap 340 slackly connected to its upper end. Inside the combustion chamber 300 is a similarly shaped jacketed cylinder 310, and inside the jacketed cylinder 310 is a similarly shaped flame tube 320. The jacketed cylinder 310 and the flame tube 320 are slackly connected to the jacketed cylinder end cap 330. A gap 301 is formed between the combustion chamber 300 and the jacketed cylinder 310; a gap 311 is formed between the jacketed cylinder 310 and the flame tube 320; and a gap 331 is formed between the combustion chamber end cap 340 and the jacketed cylinder end cap 330. The flame tube 320 contains a flame tube cavity 321. The combustion chamber end cap 340 has high-pressure air pipes (360, 380), which are connected to the flame tube cavity 321 via tees (363, 383) and nozzles (361, 381), respectively. The combustion chamber end cover 340 is provided with high-pressure fuel lines (370, 390) which are connected to each other via elbows (371, 391) and tees (363, 383). The combustion chamber end cover 340 is provided with additional high-pressure air lines (440, 450) which are connected to gap 331 via nozzles (441, 451).

[0036] Please refer to Figure 8. The combustion chamber end cap 340 is equipped with high-pressure air pipes (400, 420), which are connected to the flame tube cavity 321 via tees (403, 423) and nozzles (401, 421), respectively. The combustion chamber end cap 340 is also equipped with high-pressure fuel pipes (410, 430), which are interconnected via elbows (411, 431) and tees (403, 423), respectively. The combustion chamber end cap 340 is further equipped with auxiliary high-pressure air pipes (460, 470), which are connected to the gap 331 via nozzles (461, 471).

[0037] Please refer to Figure 9. The right end of the impeller-cylinder combination engine 111 is equipped with a flywheel 122. The flywheel 122 is connected to the electric motor 113 through a hydraulic automatic clutch 114 and an intermediate plate 115. The electric motor 113 is connected to the power battery 118 through a motor controller 117. The right end of the intermediate plate 115 is equipped with a mechanical clutch 116 and a gearbox 119. The gearbox 119 is connected to the differential 110.

[0038] Please refer to Figure 10. The impeller-cylinder combined engine 111 is connected to the generator 211, and the generator 211 is connected to the power battery 118. The power battery 118 is connected to the motor controller 117 and the electric motor 113. The impeller-cylinder combined engine 111 and the electric motor 113 are connected to the ECVT transmission 112.

[0039] Please refer to Figures 1-10 and 2. When the starter 13 at the upper left end of cylinder 1 of the impeller-cylinder combined engine 111 is energized, its pinion 12 extends and engages with the flywheel 11, causing the flywheel 11 to rotate rapidly. In Figure 1, the right-end flywheel 11 of the impeller-cylinder combined engine 111, via gear 5 on the main shaft 37, simultaneously drives the oil scraper gear 6, relay gear 4, secondary air compressor gear 15, and high-pressure fuel pump gear 22 to rotate. The high-pressure fuel pump gear 22 drives the high-pressure fuel pump 21 to compress fuel and store high-pressure fuel. The secondary air compressor gear 15 drives the secondary air compressor 14 to compress high-pressure air and store it in the high-pressure air tank. The rotation of the oil scraper gear 6 continuously supplies lubricating oil from its lower end to the connected gears for lubrication. Under the control of the air-fuel switch 23, the high-pressure air from the high-pressure air tank and the high-pressure fuel from the high-pressure fuel pump are divided into multiple groups and enter the combustion chamber 300. In Figure 7, high-pressure air pipes (360, 380) on the combustion chamber end cover 340 inject high-pressure air into the flame tube cavity 321 through tees (363, 383) and nozzles (361, 381) in sequence. High-pressure fuel pipes (370, 390) on the combustion chamber end cover 340 inject high-pressure fuel into tees (363, 383) through bends (371, 391) in sequence, mixing it with the high-pressure air to form a fuel-air mixture, which is then injected into the flame tube cavity 321 through nozzles (361, 381) for ignition and combustion. The additional high-pressure air pipes (440, 450) on the combustion chamber end cover 340 inject high-pressure air into the third gap 331 through nozzles (441, 451). This high-pressure air then absorbs the conductive heat from the periphery of the flame tube 320 through the second gap 311 and the first gap 301. Then, at the first jet hole 2 at the lower end of the combustion chamber 300 in Figure 1, it mixes with the combusted gas in the flame chamber 321 and is finally injected into the cylinder 1 to drive the impeller to do work. In Figure 8, the high-pressure air pipes (400, 420) on the combustion chamber end cover 340 inject high-pressure air into the flame tube chamber 321 through the tee (403, 423) and nozzles (401, 421) in sequence. High-pressure fuel lines (410, 430) on the combustion chamber end cover 340 sequentially inject high-pressure fuel into the tee (403, 423) through bends (411, 431), where it mixes with high-pressure air. The resulting fuel-air mixture is then injected into the flame tube cavity 321 through nozzles (401, 421) for combustion. Additional high-pressure air lines (460, 470) on the combustion chamber end cover 340 inject high-pressure air into gap 331 through nozzles (461, 471). This high-pressure air then absorbs heat from the outer periphery of the flame tube through gaps 311 and 301. Finally, it mixes with the combusted fuel gas in the flame tube cavity 321 at the first jet hole 2 at the lower end of the combustion chamber 300 in Figure 1, and is injected into the cylinder 1 to drive the impeller.In Figure 1, the gas and high-pressure air mixture in combustion chamber 300 significantly reduces the gas temperature but greatly increases the pressure. This high temperature mixture does not damage the impeller and cylinder, thus eliminating the need for a complex cooling system. Compared to the cooling losses of an internal combustion engine, the impeller-cylinder combination engine saves 25% of heat loss. The gas and high-pressure air mixture in combustion chamber 300 in Figure 1 is referred to as the gas mixture. The gas mixture is injected through the first jet port 2 at the lower left end of cylinder 1, driving the multi-blade 27 in Figure 3 to rotate and perform work. When the gas mixture reaches three-quarters of the circumference of the air passage 43, it is introduced into the first guide pipe 8 through the first exhaust port 3 at the upper left end of cylinder 1 in Figure 1, and then injected through the second jet port 17 above the middle of cylinder 1 in Figure 2, driving the multi-blade 28 in Figure 3 to rotate and perform work. When the gas mixture travels through the air passage 44 to three-quarters of its circumference, it is introduced into the second guide pipe 33 through the second exhaust port 18 at the lower left end of cylinder 1 in Figure 2. Then, the gas mixture is injected through the third jet port 20, driving the multi-blade 29 in Figure 3 to rotate and perform work. When the gas mixture travels through the air passage 45 to three-quarters of its circumference, the gas is discharged through the third exhaust port 19 at the lower left end of cylinder 1 in Figure 2, completing the entire work cycle of the gas mixture. In Figure 5, in the oil reservoir valve 47 at the bottom of cylinder 1, lubricating oil enters from the inlet pipe 48 and circulates inside the oil reservoir valve 47 under the action of the oil pump. The high-temperature lubricating oil inside the oil reservoir valve 47 is discharged through the drain pipe 49, and then, after cooling and filtration, returns to the recirculation system. In Figure 6, the lubricating oil in the oil reservoir chamber 57 inside the oil reservoir valve 47 is introduced into the roller chamber 56 for circulation through multiple inlet ports 55 and multiple outlet ports 52. The impeller 24 rotates continuously and drives the meshing rollers 53 to rotate synchronously. The rotation of the rollers 53 carries the lubricating oil in the roller cavity 56 into the friction surface 54 between the impeller 24 and the cylinder 1 in an oil-coated manner, reducing the frictional resistance between the impeller and the cylinder and ensuring that the impeller can operate normally in the high-temperature cylinder.

[0040] I. Five Operating Modes of Parallel High-Efficiency Energy-Saving Hybrid Electric Vehicles

[0041] 1. Pure electric mode

[0042] During the initial start-up and low-speed driving phases, as shown in Figure 9, the impeller-cylinder combination engine 111 is not operating. The hydraulic automatic clutch 114 and intermediate plate 115 are disengaged, while the mechanical clutch 116 and intermediate plate 115 are engaged. The entire vehicle is driven by the power battery 118, and the current, after voltage regulation by the motor controller 117, drives the electric motor 113. The running electric motor 113 simultaneously drives the intermediate plate 115 and the mechanical clutch 116, and the vehicle is driven by the transmission 119 for speed regulation and the differential 110.

[0043] 2. Engine Drive Mode

[0044] When the vehicle is cruising at high speed, as shown in Figure 9, the power output of the impeller-cylinder combination engine 111, besides meeting the vehicle's driving needs, also supplies the remaining power to the electric motor 113. At this time, the hydraulic automatic clutch 114 and the mechanical clutch 116 simultaneously engage with the intermediate plate 115. The power output of the impeller-cylinder combination engine 111 drives the vehicle through the flywheel 122, hydraulic automatic clutch 114, intermediate plate 115, mechanical clutch 116, transmission 119, and differential 110. On the other hand, the impeller-cylinder combination engine 111 transmits power to the electric motor 113 to generate electricity through the flywheel 122, hydraulic automatic clutch 114, and intermediate plate 115. The current generated by the electric motor 113 is regulated by the motor controller 117 and stored in the power battery 118.

[0045] 3. Hybrid drive mode of engine and electric motor

[0046] When the vehicle accelerates or climbs a hill, as shown in Figure 9, if the output power of the electric motor 113 cannot meet the vehicle's needs, the impeller-cylinder combination engine 111 starts. When the speed of the impeller-cylinder combination engine 111 is the same as the speed of the electric motor 113, the hydraulic automatic clutch 114 and the mechanical clutch 116 simultaneously engage with the intermediate plate 115. The current released by the power battery 118 drives the electric motor 113 after being regulated by the motor controller 117. The torque of the impeller-cylinder combination engine 111 and the torque of the electric motor 113 are superimposed, and together they drive the vehicle through the hydraulic automatic clutch 114, the intermediate plate 115, the mechanical clutch 116, the transmission 119, and the differential 110.

[0047] 4. Idle charging mode

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

[0049] 5. Braking energy recovery mode

[0050] Once the vehicle reaches a certain speed, the driver releases the accelerator pedal, and the vehicle enters coasting mode. In Figure 9, the impeller-cylinder combination engine 111 stops. At this time, the hydraulic automatic clutch 114 disengages from the intermediate plate 115, while the mechanical clutch 116 engages with the intermediate plate 115. The vehicle's inertial force drives the electric motor 113 to generate electricity through the differential 110, transmission 119, mechanical clutch 116, and intermediate plate 115. The electric motor 113 operates as a generator. The current generated by the electric motor 113 is regulated by the motor controller 117 and stored in the power battery 118 for later use.

[0051] II. Four Operating Modes of Hybrid Electric Vehicles with Series-Type Impeller-Cylinder Combination

[0052] This mode lacks a traditional gearbox, often replacing it with an ECVT planetary gear coupling unit transmission, which connects and switches between the two power sources and provides speed reduction and torque increase. The series-parallel hybrid structure uses a combined impeller-cylinder engine and an electric motor to collaboratively drive the vehicle. Simultaneously, the combined impeller-cylinder engine can also drive a generator to charge the battery, eliminating the need for a single electric motor to perform two functions as in a parallel structure. Furthermore, it allows for a mode where the combined impeller-cylinder engine drives the electric motor to generate electricity, which in turn drives the vehicle.

[0053] 1. Pure electric mode

[0054] When the vehicle is in pure electric mode at low speed, as shown in Figure 10, the impeller-cylinder combination engine 111 is turned off, and the current output by the power battery 118 drives the electric motor 113 to run after being regulated by the motor controller 117. The output power drives the vehicle to move under the control of the ECVT transmission 112.

[0055] 2. Pure Oil Mode

[0056] In this mode, as shown in Figure 10, the impeller-cylinder combination engine 111 starts and drives the ECVT transmission 112 to control the vehicle's movement. At the same time, the impeller-cylinder combination engine 111 also drives the generator 211 to charge the power battery 118.

[0057] 3. Hybrid Mode

[0058] When the vehicle is climbing a hill or accelerating rapidly, as shown in Figure 10, the impeller-cylinder combination engine 111 drives the ECVT transmission 112 to control the vehicle's movement. At the same time, the current output from the power battery 118 is regulated by the motor controller 117 and drives the electric motor 113 to operate. The power output from the electric motor 113 is regulated by the ECVT transmission 112 to provide synchronous assistance to the vehicle's movement.

[0059] 4. Charging Mode

[0060] In charging mode, as shown in Figure 10, the impeller-cylinder combination engine 111 does not drive the vehicle. Instead, it drives the generator 211 to generate electricity and charge the power battery 118. At this time, the power battery 118 provides power to the electric motor 113 via the motor controller 117, starting the motor. The power output of the electric motor 113 is then controlled by the ECVT transmission 112 to drive the vehicle. In this mode, the vehicle is driven by the electric motor, essentially a vehicle with a series structure.

[0061] The characteristics and advantages of the series-parallel hybrid structure are closer to those of the parallel hybrid model. However, the series-parallel hybrid drive mode is more diverse. It adds a charging function on the basis of the parallel hybrid drive mode. This means that when the engine and electric motor drive the vehicle at full power, there is no need to worry about power consumption. Moreover, thanks to the addition of ECVT, the electric motor and engine work together more smoothly, can adapt to more operating conditions, and have better energy-saving effect.

Claims

1. A high-efficiency and energy-saving hybrid electric vehicle, comprising an internal combustion engine, flywheel, hydraulic automatic clutch, intermediate plate, differential, electric motor, generator, power battery, motor controller, ECVT transmission, etc., characterized in that: This high-efficiency, energy-saving hybrid vehicle is powered by an impeller-cylinder combined engine. The impeller-cylinder combined engine has a two-stage piston air compressor consisting of four low-pressure cylinders and two high-pressure cylinders. The two-stage piston air compressor is positioned radially along the crankshaft, with each adjacent pair of piston cylinders tilted at approximately a horizontal angle. A high-pressure fuel pump, driven by the engine itself, is located on the upper left front of the impeller-cylinder combined engine. The impeller of the impeller-cylinder combined engine is divided into three air passages by four annular baffles perpendicular to the main shaft, which separate the frustum-shaped rotor. The volume of air passage one is the sum of the volumes of air passages two and three. Each air passage contains multiple blades that rotate clockwise in a uniform direction. The cylinder has curved blades; each blade has a roller groove along its outer edge, and multiple rollers are installed in each roller groove. The two ends of the rollers in the roller groove pass through the adjacent retaining ring groove and are sealed with the corresponding retaining ring side. Each annular partition has a retaining ring groove and a retaining ring is installed. Multiple blades in each air passage divide the air passage into multiple air chambers that are sealed on five sides. A combustion chamber with a large and small head shape is located on the first jet port on the lower left front of the cylinder. The combustion chamber and the combustion chamber end cap are connected and controlled by a set of air-fuel switches. A jacketed cylinder with a similar shape is located inside the combustion chamber, and a flame tube with a similar shape is located inside the jacketed cylinder. The upper ends of the jacketed cylinder and the flame tube are respectively connected to the jacketed cylinder. The end cap has a swivel joint; there is a gap three between the combustion chamber end cap and the jacket cylinder end cap; there is a gap one between the combustion chamber and the jacket cylinder; there is a gap two between the jacket cylinder and the flame tube; the inside of the flame tube is a flame tube cavity; the combustion chamber end cap has multiple high-pressure air pipes and multiple high-pressure fuel pipes, the upper ends of which are connected to an air-fuel switch, and their lower ends are interconnected in gap three, and then connected to multiple air-fuel nozzles installed on the jacket cylinder end cap, which in turn connect to the flame tube cavity; next to each pair of high-pressure air pipes and high-pressure fuel pipes on the combustion chamber end cap, there is also an auxiliary high-pressure air pipe, the upper end of which is controlled by an air-fuel switch, and its lower end is connected to gap three; the left front end of the cylinder The cylinder has a first exhaust port at the top and a second jet port at the upper rear end, connected by a first guide pipe. The cylinder also has a second exhaust port and a third jet port at the rear end, connected by a second guide pipe. A third exhaust port is located at the lower left rear of the cylinder. The line connecting the first, second, and third jet ports is positioned on a plane passing through the main shaft. An oil reservoir valve is located at the bottom of the cylinder, connected to an oil inlet pipe and a return pipe. The oil reservoir valve contains an oil reservoir chamber and a roller chamber, with multiple interconnected oil holes between them. A roller is located inside the roller chamber, its lower end tangent to the inner surface of the cylinder. Sealing screws are used to secure both the oil reservoir chamber and the roller chamber.

2. The high-efficiency energy-saving hybrid electric vehicle according to claim 1, characterized in that: This high-efficiency and energy-saving hybrid vehicle belongs to the parallel high-efficiency and energy-saving hybrid vehicle category.

3. The high-efficiency energy-saving hybrid electric vehicle according to claim 1, characterized in that: This high-efficiency and energy-saving hybrid vehicle belongs to the series-parallel high-efficiency and energy-saving hybrid vehicle category.

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