Monocylindrical hybrid powertrain and method of operation

CROSS-REFERENCE TO RELATED APPLICATIONS

Not Applicable

FEDERALLY SPONSORED RESEARCH

Not Applicable

SEQUENCE OF THE INVENTION

Not Applicable

BACKGROUND OF THE INVENTION

1. Field of Invention

This invention relates to the power hydrostatic and electric transmissions association, specifically to a system of internal combustion engine, pump with hydraulic motor and power electric units combination, which are used for high efficiency automotive driving.

2. Background of the Invention

The widespread hydrostatic transmission is used to drive wheels and working equipment of widely known machinery—mountainous, construction, agricultural, transportation automotive and other heavy equipment. Also widely know hybrid cars with engine and power electric units combination.

System engine-pump are known to consist basically of familiar, expected and obvious structural configurations, notwithstanding the myriad of designs encompassed by the crowded prior art which have been developed for the fulfillment of countless objectives and requirements.

By way of example, U.S. Pat. No. 5,261,797 to Christenson (1993), U.S. Pat. No. 5,556,262 to Achten et al. (1996), U.S. Pat. No. 5,616,010 to Sawyer (1997), U.S. Pat. No. 6,293,231 to Valentin (2001), U.S. Pat. No. 7,011,051 to the same inventor Epshteyn (2006), U.S. patent application “Universal hybrid engine, compressor and pump and method of operation” Ser. No. 11/110,109 (filing date Apr. 20, 2005) to the same inventor Epshteyn and U.S. patent application “Monocylindrical hybrid two-cycle engine, compressor and pump, and method of operation” Ser. No. 11/373,793 (filing date Mar. 10, 2006) to the same inventor Epshteyn.

While these devices fulfill their respective, particular objective and requirements, the aforementioned patents do not describe the monocylindrical hybrid powertrain and method of operation for providing compact design, increased efficiency and specific power while minimizing the fuel consumption.

The modern hydrostatic transmission has the following disadvantages:

- (a) The pump and hydrostatic motor association requires hoses or pipes and no provides compact and inexpensive solid mono-block design of the progressive hydrostatic transmission.
- (b) The hybrid two-cycle engine, compressor and pump synchronize mechanism is complicated and expensive.
- (c) The hybrid two-cycle engine, compressor and pump system no allow the stand-by electric energy accumulation by means of plug-in.
- (d) The hybrid two-cycle engine, compressor and pump hydraulic system no allow the engine capacity decrease and simultaneously to remain automotive acceleration.
- (e) The hybrid two-cycle engine, compressor and pump hydraulic system no allow the pneumohydraulic accumulator energy directly utilization for the engine piston return stroke.

OBJECTS AND ADVANTAGES

Therefore, it can be appreciated that there exists a continuing need for a new and improved monocylindrical hybrid powertrain providing joint operation of the progressive hydrostatic transmission and electric transmission having better specific data than widespread automotive engine and automatic transmission.

The present invention substantially fulfills these needs.

The objectives and advantages of the present invention are:

- (a) to provide compact, inexpensive solid mono-block design of the hydrostatic transmission by means of the valve plate fastened simultaneously to the engine cylinder and hydrostatic motor.
- (b) to provide hybrid engine, compressor and pump synchronize mechanism simple and inexpensive by means of the axial rods and compensate pistons use in capacity of linear motor pushing the synchronize mechanism against the swash plate.
- (c) to provide electric stand-by energy accumulation and the plug-in utilization by means of the hydrostatic motor and the electric motor association.
- (d) to provide the engine capacity decrease and simultaneously to remain the vehicle acceleration by means of simultaneously the stand-by electric and pneumohydraulic accumulator energy utilization.
- (e) to provide the engine piston return stroke by means of the pneumohydraulic accumulator energy actuate the stabilizer motor.

SUMMARY OF THE INVENTION

In accordance with the present invention the monocylindrical hybrid powertrain, further hybrid, comprises two-cycle engine, compressor, pump with rotor, hydrostatic motor associated with electric motor, synchronize mechanism with a pivotable swash plate, swash plate turn and shift mechanisms, conic reducer, swash plate turn hydraulic system, swash plate shift hydraulic system, hydraulic system and replenishing system.

The two-cycle engine is comprised of a cylinder with cooling system, piston with rings, cylinder head with combustion chamber, camshaft, air injection valve, exhaust valve and exhaust manifold. The engine piston located between the compressor chamber and combustion chamber.

The compressor is comprised of a piston with rings and the compressor chamber located within the engine cylinder between the engine and compressor pistons. The compressor piston fastened to a hub. The compressor is comprised of an intake and output valves located on the side surface of engine cylinder. The output valve is coupled with the air injection valve of the engine by a receiver, which is comprised of a water jacket and is located on the side surface of engine cylinder. The compressor intake valve is connected with the one lobe by means of rod and pivotably mounted rocker. The compressor output valve is connected with the second lobe and both lobes fastened to pump's rotor.

The pump housing is the engine cylinder and joined to a valve plate. A pump's rotor is comprised stabilizer motor pistons and plunger fastened to the engine piston. The plunger, rotor, compressor piston and hub located coaxially. The rotor is coupled with the engine cylinder by a bearing with a disc spring. The valve plate one said is comprised a pump inlet and outlet slots, associated with the pump chamber canal and comprised stabilizer motor's inlet and outlet slots. The valve plate opposite said fastened to the spin-valve and associated with the spin-valve disc by the circular slot, two autonomous slots, bearing and spring. The spin-valve axis, rotor axis and replenishing system pump shaft axis located on one center line. Within the valve plate mounted a bearings and intermediate shaft connected the rotor, spin-valve and replenishing pump shaft.

The synchronize mechanism comprises two axial rods, compensate pistons and lever. Axial rods coupled with compensate pistons inside of the rotor, coupled with the swash plate by shoes outside of the rotor and located diametrically opposite within rotor. Compensate pistons having smaller diameter than axial rods diameter and formed differential pistons within pump chamber. A compensate piston ends located within said rotor autonomous chambers and fluidly connected with an axial canal located diametrically opposite to the pump chamber canal and both canals associated with a valve plate inlet and outlet slots of said pump.

The first axial rod pivotably and directly coupled to the lever, connected to the pump plunger by the assembled crossbar. The lever pivotably coupled with the rotor by sliders and axle and pivotably coupled with a crossbar by sliders. The second axial rod coupled directly to the sliding holder which pivotably coupled with compressor piston's hub inside of the rotor.

The conic reducer's first gearwheel is fastened to the rotor and the second gearwheel mounted on one shaft with a first sprocket wheel associated by means of chain with a second sprocket wheel fastened to said engine camshaft, which on opposite side of the engine comprises a pulley associated with an accessory units by means of the belt. The second conic gearwheel, shaft with bearings, first sprocket wheel and housing formed modular assembly fastened to the engine cylinder. The accessory regular units (not illustrated)—cooling system pump, electric system generator, steering pump, associated with the belt.

The swash plate associated with the pump's valve plate by swash plate turn mechanism and swash plate shift mechanism.

The swash plate turn mechanism is comprised servo cylinder with piston. The swash plate pin pivotably coupled with servo cylinder piston by rod. The servo cylinder fastened to the valve plate.

The swash plate shift mechanism is comprised of a servo cylinder with piston and lever. The swash plate pivotably coupled with servo cylinder piston by lever and hinge pin. The servo cylinder fastened to the valve plate and the lever pivotably coupled with the bracket fastened to the valve plate.

The swash plate turn hydraulic system is comprised of a hydraulic distributor with solenoids. A first and second lines of the distributor is connected with the servo cylinder, third line is coupled with the pneumohydraulic accumulator and the fourth line of the distributor is coupled with the tank.

The swash plate shift hydraulic system comprised of a hydraulic distributor with solenoids. A first and second lines of the distributor is connected with the servo cylinder, third line is coupled with the pneumohydraulic accumulator and the fourth line of the distributor is coupled with the tank.

The hydrostatic motor associated with at least one electric motor and the hydrostatic motor shaft and the electric motor's shaft located on one axis and coupled with one gear respectively by first and second clutches.

The hydraulic system of hybrid is comprised of a first and second hydraulic distributors with solenoids. The four-way first hydraulic distributor has a first line connected in parallel to pump outlet and the hydrostatic motor inlet by check valve, a second line coupled with the pump inlet, a third line coupled in parallel with the replenishing pump outlet and stabilizer motor outlet and fourth line coupled with the pneumohydraulic accumulator.

The three-way second hydraulic distributor has a first line connected to the stabilizer motor inlet, second line coupled with the spin-valve circular slot and third line connected to the pneumohydraulic accumulator.

The spin-valve one autonomous slot coupled with the pneumohydraulic accumulator and second autonomous slot coupled with the replenishing pump outlet.

The replenishing system comprises the replenishing pump connected in parallel to an accumulator and relief valve.

There has thus been outlined, rather broadly, some features of the invention in order that the detailed description thereof that follows may be better appreciated. There are, of course, additional features of the invention that will be described hereinafter and which will form the subject matter of the claims appended hereto.

In this respect, before explaining at least one embodiment of the invention in detail, it is to be understood that the invention is not limited in its application to the details of construction and to the arrangements of the components set forth in the following description illustrated in the drawings. The invention is capable of other embodiments and of being practiced and carried out in various ways. Also, it is to be understood that the Patent phraseology and terminology employed herein are for the purpose of description and should not be regarded is limiting.

As such, those skilled in the art will appreciate that the conception, upon which this disclosure is based, may readily be utilized as a basis for the designing of other structures, methods and system for carrying out the several purposes of the present invention. It is important, therefore, that the claims be regarded as including such equivalent constructions insofar as they do not depart from the spirit and scope of the present invention.

It is therefore an object of the present invention to provide a new and improved hybrid, which has all the advantages of the prior art systems engine, pump and hydrostatic motor and none of the disadvantages.

It is another object of the present invention to provide a new and improved hybrid, which may be easy and efficiency manufactured and low price marketed.

It is an object of the present invention to provide decrease in weight and installation space of the hydrostatic transmission

It is a further object of the present invention is to provide a less operation cost of the hybrid.

An even further object of the present invention is to provide regular accessory systems for the engine and hydrostatic transmission, which will reduce the price.

Lastly it is an object of the present invention to provide a new and improved hybrid for increasing the efficiency and specific power, while minimizing the installation space and fuel consumption necessary in particular for an automobile.

The compressor is comprised of a piston with rings and the compressor chamber located within the engine cylinder between the engine and compressor pistons. The compressor piston fastened to a hub. The compressor is comprised of an intake and output valves with, which are located on the side surface of engine cylinder. The output valve is coupled with the air injection valve of the engine by a receiver, which is comprised of a water jacket and is located on the side surface of engine cylinder. The compressor intake valve is connected with the one lobe by means of rod and pivotably mounted rocker. The compressor output valve is connected with the second lobe and both lobes fastened to pump's rotor.

The pump housing is the engine cylinder and joined to a valve plate. A pump's rotor is comprised stabilizer motor pistons and plunger fastened to the engine piston. The plunger, rotor, compressor piston and hub located coaxially. The rotor is coupled with the engine cylinder by a bearing with a disc spring. The valve plate one said is comprised a pump inlet and outlet slots, associated with the pump chamber canal and comprised stabilizer motor's inlet and outlet slots. The valve plate opposite said fastened to the spin-valve and associated with the spin-valve disc by the circular slot, two autonomous slots, bearing and spring. The spin-valve axis, rotor axis and charging system pump shaft axis located on one center line. Within the valve plate mounted a bearings and intermediate shaft connected the rotor, spin-valve and replenishing pump shaft.

The synchronize mechanism comprises a two axial rods, compensate pistons and lever. Axial rods coupled with compensate pistons inside of the rotor, coupled with the swash plate by shoes outside of the rotor and located diametrically opposite within rotor. Compensate pistons having smaller diameter than axial rods diameter and formed differential pistons within pump chamber. A compensate piston ends located within said rotor autonomous chambers and fluidly connected with an axial canal located diametrically opposite to the pump chamber canal and both canals associated with a valve plate inlet and outlet slots of said pump.

The swash plate associated with the pump's valve plate by swash plate turn mechanism and swash plate shift mechanism.

The swash plate turn mechanism is comprised servo cylinder with piston. The swash plate pin pivotably coupled with servo cylinder piston by rod. The servo cylinder fastened to the valve plate.

The spin-valve one autonomous slot coupled with the pneumohydraulic accumulator and second autonomous slot coupled with the replenishing pump outlet.

The replenishing system comprises the replenishing pump connected in parallel to an accumulator and relief valve.

DRAWINGS—FIGURES

FIG. 1 shows a preferred embodiment of the monocylindrical hybrid powertrain in accordance with the principles of the present invention;

FIG. 2 shows a section in detail along of engine and compressor valves of the present invention;

FIG. 3 shows a section in detail along of axial rods axis of the present invention;

FIG. 4 shows a view A in FIG. 1 of the present invention;

FIG. 5 is a view in detail of the portion indicated by the section lines 1-1 in FIG. 4;

FIG. 6 is a view in detail of the portion indicated by the section lines 2-2 in FIG. 5;

FIG. 7 shows a section along the valve plate and spin valve disc position in time of engine piston power stroke of the present invention;

FIG. 8 shows a section along the valve plate and spin valve disc position in time of engine piston return stroke of the present invention;

FIG. 9 shows a section along the axis of the stabilizer hydraulic motor piston of the present invention;

FIG. 10 shows a section in detail along the axial rods axis of the present invention;

FIG. 11 is a view in detail of the portion indicated by the section lines 3-3 in FIG. 10;

FIG. 12 shows a section along the lever of the synchronize mechanism of the present invention;

FIG. 13 is a view in detail of the portion indicated by the section lines 4-4 in FIG. 10;

FIG. 14 is a view in detail of the portion indicated by the section lines 5-5 in FIG. 10;

FIG. 15 shows a cross section of cylinder along the compressor output valve of the present invention;

FIG. 16 is a front view of the swash plate turn and swash plate shift mechanisms of the present invention;

FIG. 17 is a plan of the swash plate turn and swash plate shift mechanisms of the present invention;

FIG. 18 shows a hydraulic diagram of the present invention;

FIGS. 18A and 18B show a fluid flow diagram of the engine start respectively during the engine piston downwards and upwards movement in accordance with the present invention;

FIGS. 18C and 186D show a fluid flow diagram of the engine idling respectively during the engine piston downwards and upwards movement in accordance with the present invention;

FIGS. 18E and 18F show a fluid flow diagram of the engine work operation respectively during the engine piston downwards and upwards movement in accordance with the present invention;

FIGS. 18G and 18H show a fluid flow diagram of the pneumohydraulic accumulator charge by means of the engine power operation respectively during the engine piston downwards and upwards movement in accordance with the present invention;

FIG. 19A is a diagram illustrating the pump supply during the one cycle of the engine operation in accordance with the present invention;

FIG. 19B is a diagram illustrating the pneumohydraulic accumulator fluid flow during the one cycle of the engine operation in accordance with the present invention;

FIG. 19C is a diagram illustrating the fluid flow via hydrostatic motor in accordance with the present invention;

FIGS. 20A to 20D show an operating sequence of hybrid in accordance with the present invention.

FIG. 21A is a kinematical diagram, which shows minimum engine displacement volume of the hybrid in accordance with the present invention;

FIG. 21B is a kinematical diagram, which shows maximum engine displacement volume of the hybrid in accordance with the present invention;

FIG. 22A is a kinematical diagram, which shows minimum engine, compressor and pump displacement volume of the hybrid in accordance with the present invention;

FIG. 22B is a kinematical diagram, which shows maximum engine, compressor and pump displacement volume of the hybrid in accordance with the present invention;

The same reference numerals refer to the same parts through the various figures.

Arrows located on hydraulic lines (FIG. 18A-FIG. 18H) show the fluid flow direction in accordance with the hydraulic diagram on FIG. 18.

Arrows located on FIG. 7, FIG. 8, FIG. 14 show the direction of rotor rotation.

DRAWINGS - Reference Numerals

32
hybrid
34
engine

36
compressor
38
pump

42
rotor
44
hydrostatic motor

46
electric motor
48
synchronize mechanism

52
swash plate
54
swash plate turn mechanism

56
swash plate shift mechanism
58
conic reducer

62
swash plate turn hydraulic system
64
swash plate shift hydraulic system

66
hydraulic system
68
replenishing pump

72
accumulator
74
relieve valve

84
engine cylinder
86
engine cooling system

88
engine piston
92
engine piston rings

94
engine cylinder head
96
combustion chamber

98
engine camshaft
102
air injection valve

104
exhaust valve
106
exhaust manifold

108
compressor chamber
116
compressor piston

118
compressor piston rings
122
hub

124
compressor intake valve
126
compressor output valve

128
receiver
132
water jacket of receiver

134
lobe of compressor intake valve
136
rod

138
rocker
142
lobe of compressor output valve

152
valve plate
154
stabilizer motor piston

156
plunger of pump
158
bearing of rotor

162
disc spring
164, 166
slots of pump

168
pump chamber
172
pump chamber canal

174, 176
slots of stabilizer motor
178
spin valve

182
spin valve disc
184
circular slot

186, 188
autonomous slots
192
bearing

194
spring
196
bearing

198
intermediate shaft
202
canal of spin valve

206, 208
axial rods
212, 214
compensate pistons

216
lever
222
shoes

224, 226
autonomous chambers
228, 232
canals

234
axial canal
236
crossbar

238
sliders
242
axle

244
sliders
246
sliding holder

256, 258
conic gearwheels
262
shaft

264
sprocket wheel
266
chain

268
second sprocket wheel
272
pulley

274
belt
276
bearing

278
housing
286
servo cylinder

288
piston
292
pin of swash plate

294
rod
296
servo cylinder

298
piston
302
lever

304
bracket
306
hinge pin of swash plate

314
hydraulic distributor
316, 318
solenoids

322, 324, 326
hydraulic lines
328
pneumohydraulic accumulator

332
hydraulic distributor
334, 336
solenoids

338, 342, 344
hydraulic lines
352
gear

354, 356
clutches
358
hydraulic distributor

362
solenoid
364
hydraulic distributor

366, 368
solenoids
372, 374
hydraulic lines

376
check valve
378, 382
hydraulic lines

384, 386
hydraulic lines
388, 392, 394
hydraulic lines

396, 398
hydraulic lines
402
starter pump

404
pedal

DETAILED DESCRIPTION

With reference now to the drawings, and in particular, to FIGS. 1 through 22 thereof, the preferred embodiment of the new and improved hybrid embodying the principles and concepts of the present invention will be described.

Specifically, it will be noted in the various Figures that the device relates to a hybrid for providing increased efficiency and specific power while minimizing the weight, and fuel consumption, necessary in particular for automobile hydrostatic transmission.

The hybrid 32 (FIG. 1) is comprised of a two cycle engine 34, compressor 36, pump 38 with a rotor 42, hydrostatic motor 44, electric motor 46 (FIG. 18) synchronize mechanism 48 (FIG. 1) with a pivotable swash plate 52, swash plate turn mechanism 54, swash plate shift mechanism 56, conic reducer 58, swash plate turn hydraulic system 62, swash plate shift hydraulic system 64 (FIG. 4), hydraulic system 66 (FIG. 1) and replenishing system pump 68 (FIG. 18), accumulator 72 and relieve valve 74. The conventional accessory units not illustrated.

The two-cycle engine is comprised of a cylinder 84 (FIG. 2) with cooling system 86, piston 88 with rings 92, cylinder head 94 with combustion chamber 96, camshaft 98, air injection valve 102, exhaust valve 104 and exhaust manifold 106. The engine piston located between the compressor chamber 108 and combustion chamber 96.

The compressor is comprised of a piston 116 (FIG. 2) with rings 118 and the compressor chamber located within the engine cylinder between the engine and compressor pistons. The compressor piston fastened to a hub 122. The compressor is comprised of an intake 124 and output 126 (FIG. 2, FIG. 15) valves, which are located on the side surface of engine cylinder. The output valve is coupled with the air injection valve of the engine by a receiver 128, which is comprised of a water jacket 132 and is located on the side surface of engine cylinder. The compressor intake valve is connected with the one lobe 134 (FIG. 2, FIG. 15) by means of rod 136 and pivotably mounted rocker 138. The compressor output valve is connected with the second lobe 142. and both lobes fastened to pump's rotor.

The pump housing is the engine cylinder and joined to a valve plate 152 (FIG. 2). A pump's rotor is comprised stabilizer motor pistons 154 (FIG. 2, FIG. 9) and plunger 156 fastened to the engine piston. The plunger, rotor, compressor piston and hub located coaxially. The rotor is coupled with the engine cylinder by a bearing 158 with a disc spring 162. The valve plate one said is comprised a pump inlet and outlet slots 164, 166 (FIG. 2, FIG. 14), associated with the pump chamber 168 canal 172 and comprised stabilizer motor's inlet and outlet slots 174, 176 (FIG. 2, FIG. 14). The valve plate opposite said fastened to the spin valve 178 (FIG. 5) and associated with the spin valve disc 182 by the circular slot 184 (FIG. 5, FIG. 6), two autonomous slots 186, 188 (FIG. 5, FIG. 6), bearing 192 and spring 194. The spin-valve axis, rotor axis and replenishing pump shaft axis located on one center line. Within the valve plate mounted a bearings 196 and intermediate shaft 198 connected the rotor, spin-valve and replenishing pump shaft. The spin valve disc 182 comprises canal 202.

The synchronize mechanism comprises a two axial rods 206, 208 (FIG. 3, FIG. 10) compensate pistons 212, 214 and lever 216. Axial rods coupled with compensate pistons inside of the rotor, coupled with the swash plate 52 by shoes 222 outside of the rotor and located diametrically opposite within rotor. Compensate pistons having smaller diameter than axial rods diameter and formed differential pistons within pump chamber. Compensate piston ends located within said rotor autonomous chambers 224, 226 (FIG. 10), fluidly connected by canals 228, 232 with an axial canal 234 (FIG. 13) located diametrically opposite to the pump chamber canal 172 and both canals associated with a valve plate inlet and outlet slots of said pump.

The first axial rod pivotably and directly coupled to the lever 216, connected to the pump plunger by the assembled crossbar 236. The lever pivotably coupled with the rotor by sliders 238 (FIG. 12) and axle 242 (FIG. 11, FIG. 12) and pivotably coupled with a crossbar by sliders 244. The second axial rod coupled directly to the sliding holder 246 (FIG. 10, FIG. 11) which pivotably coupled with compressor piston's hub inside of the rotor.

The conic reducer's first gearwheel 256 (FIG. 3) is fastened to the rotor and the second gearwheel 258 mounted on one shaft 262 with a first sprocket wheel 264 associated by means of chain 266 with a second sprocket wheel 268 fastened to said engine camshaft, which on opposite side of the engine comprises a pulley 272 associated with an accessory units by means of the belt 274. The second conic gearwheel 258, shaft 262 with bearings 276, first sprocket wheel and housing 278 formed modular assembly fastened to the engine cylinder. The accessory regular units (not illustrated)—cooling system pump, electric system generator, steering pump, associated with the belt.

The swash plate associated with the pump's valve plate by swash plate turn mechanism and swash plate shift mechanism.

The swash plate 52 (FIG. 1) turn mechanism 54 is comprised servo cylinder 286 (FIG. 16, FIG. 17) with piston 288. The swash plate pin 292 pivotably coupled with servo cylinder piston by rod 294. The servo cylinder fastened to the valve plate.

The swash plate 52 (FIG. 1) shift mechanism 56 is comprised of a servo cylinder 296 (FIG. 16, FIG. 17) with piston 298 and lever 302. The swash plate pivotably coupled with servo cylinder piston by lever 302, bracket 304 and hinge pin 306. The servo cylinder and bracket fastened to the valve plate and the lever pivotably coupled with the bracket.

The swash plate turn hydraulic system 62 (FIG. 1) is comprised of a hydraulic distributor 314 (FIG. 18) with solenoids 316, 318. A first and second lines 322, 324 of the distributor is connected with the servo cylinder 286, third line 326 is coupled with the pneumohydraulic accumulator 328 and the fourth line of the distributor is coupled with tank.

The swash plate shift hydraulic system 64 (FIG. 4) comprised of a hydraulic distributor 332 (FIG. 18) with solenoids 334, 336. A first and second lines 338, 342 of the distributor is connected with the servo cylinder 296, third line 344 is coupled with the pneumohydraulic accumulator and the fourth line of the distributor is coupled with the tank.

The hydrostatic motor 44 (FIG. 18) associated with at least one electric motor 46 and the hydrostatic motor shaft and the electric motor's shaft located on one axis and coupled with one gear 352 respectively by first and second clutches 354, 356.

The hydraulic system of hybrid is comprised of a first hydraulic distributor 358 (FIG. 18) with solenoid 362 and second hydraulic distributor 364 with solenoids 366, 368. The four-way first hydraulic distributor has a first line 372 connected in parallel to pump outlet and the hydrostatic motor inlet by line 374 and check valve 376, a second line 378 coupled with the pump inlet, a third line 382 coupled in parallel with the replenishing pump 68 outlet and stabilizer motor outlet by lines 384, 386 and fourth line coupled with the pneumohydraulic accumulator.

The three-way second hydraulic distributor has a first line 388 (FIG. 18) connected to the stabilizer motor inlet and by line 392 to the hydrostatic motor 44 outlet, second line 394 coupled with the spin-valve 178 circular slot 184 (FIG. 5, FIG. 6) and third line 396 (FIG. 18) connected to the pneumohydraulic accumulator.

The spin-valve 178 one autonomous slot 186 (FIG. 5, FIG. 6) coupled with the pneumohydraulic accumulator by line 398 (FIG. 18) and second autonomous slot 188 (FIG. 5, FIG. 6) coupled with the replenishing pump outlet by line 384 (FIG. 18).

The starter pump 402 by means of the pedal 404 provides an opportunity to increase the pneumohydraulic accumulator fluid pressure with muscle efforts in the emergency case.

With respect to the above description then, it is to be realized that the optimum dimensional relationships for the parts of the invention, to include variations in size, materials, shape, form, function and the manner of operation, assembly and use, are deemed readily apparent and obvious to one skilled in the art, and all equivalent relationships to those illustrated in the drawings and described in the specification are intended to be encompassed by the present invention.

Therefore, the foregoing is considered as illustrative only of the principles of the invention. Further, since numerous modification and changes will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and described, and accordingly, all suitable modification and equivalents may be resorted to, falling within the scope of the invention.

Description of Operation.

The hybrid has starting, restarting, idling, work mode of operation and pneumohydraulic accumulator (PHA) charging by means of engine power operation and by muscle efforts. Also the hybrid provides by means of the stand-by energy and the hydrostatic motor and electric motor association automotive start acceleration, automotive regenerative breaking and automotive emergency ahead and reverse movement.

The operator initiates the start. Switching from start to idle mode is automatic. The work mode is initiated automatically after the accelerator pedal (not illustrated) is depressed. The PHA charging by mean of engine can to occur during the automotive parking automatically. Also the hybrid can to provide PHA charging during the automotive deceleration that is regenerative breaking.

Engine Start.

The operator switches start by key ignition (not illustrated) and the solenoid 366 switches distributor 364 to the engine start (FIG. 18, FIG. 18A, FIG. 18B). During the starting process pressurized fluid goes from the PHA 328 via distributor 358 and lines 344, 378 to the pump inlet and via distributor 364 and lines 344, 388 to the stabilizer motor inlet. The pressurized fluid activates the stabilizer motor and goes to the replenishing system accumulator 72 along line 386 from the stabilizer motor outlet independent of the engine piston direction movement. Simultaneously pressurized fluid in the pump inlet actuates engine piston return stroke.

Thus PHA fluid supply actuated the stabilizer motor motion during the engine piston downwards stroke and during engine piston return stroke the PHA fluid supply actuated simultaneously the stabilizer motor motion and the pump plunger motion occurs in the capacity of linear hydraulic motor.

Because compensate piston ends fluidly connected with an axial canal located diametrically opposite to said pump chamber canal high pressure fluid from PHA actuated in turn an axial rods and compensate piston ends. So during the engine start occurs permanent pushing of an axial rods against the swash plate.

The stabilizer motor by pistons 154 (FIG. 9) interacting with swash plate 52 rotates the rotor and actuate the plunger with engine piston to top end position. The engine piston compresses the air in the combustion chamber, and conventional fuel injection (not illustrated) initiates the power stroke of the engine.

The rotor by conic reducer, sprocket wheels and chain activate the engine camshaft, which by means of the pulley with belt actuate conventional accessory units: cooling system pump, electric system generator, steering pump (not illustrated).

During one half revolution, while the pump chamber canal connects with the pump inlet slot, the outlet slot is closed. During the second half revolution, while the rotor canal connects with the pump outlet slot, the inlet slot is closed. Such sequences occur in the all the operating modes.

So operates a high-power hydraulic starter. The starter is able to fast start and restart of the single cylinder engine.

The high pressurized fluid enables a quiet starting process to occur, and also enables an engine to shut down at every red traffic light with decreased fuel consumption. This is very valuable in particular for automobiles' hydrostatic transmission.

If the fluid pressure in the PHA is not sufficient the pump 402 (FIG. 18) with the pedal 404 provide an opportunity to increase fluid pressure with muscle efforts. Thus, the hydraulic system enables one to start and restart engine independent of any external energy sources such as an electric battery, for example, thus providing the autonomous work of a hybrid and engine start, irrespective of parking time.

Idling Mode.

The rotor angular velocity increases after the start up. A speed sensor (not illustrated) switches the solenoid 362 (FIG. 18, FIG. 18C, FIG. 18D) and the distributor 358 connects PHA in parallel to the pump outlet and hydrostatic motor 44 inlet by lines 344, 374, 372 and check valve 376. The distributor 364 remains the engine start position. The engine automatically switches from starting mode to the idling mode. The hydrostatic motor shaft braked during the idling, which occurs by minimum displacement volume engine and pump.

During the engine piston downwards motion (FIG. 18C) the fluid goes from the pump outlet via the line 374 and the pump inlet line 378, is closed. During the engine piston upwards motion (FIG. 18D) the fluid goes to the pump inlet and the pump outlet is closed.

The pump displacement volume approximately equal the stabilizer motor displacement volume. During the half rotor revolution (the engine piston downwards motion) the pump supply is the whole pump displacement volume but the stabilizer motor intake is only half of the pump volume. Because the pump coupled in parallel with PHA and with stabilizer motor by lines 374, 372, 344, 388 the pump's fluid volume surplus entered the PHA (FIG. 18C). During the next half rotor revolution (the engine piston upwards motion) this fluid volume surplus goes from the PHA to the stabilizer motor inlet via lines 344 and 388 (FIG. 18D).

So occurs the engine piston return stroke by means of the stabilizer motor used the PHA energy and actuated the hybrid motion. The stabilizer motor actuated the hybrid motion independent of the engine piston direction movement.

The energy of combustion pressure is transmitted to the piston-plunger during its movement from the top end position (TEP) to the bottom end position (BEP). This process is illustrated in FIG. 20A. The engine valves 104, 102 are closed. The compressor intake valve 124 is closed and the output valve 126 is open.

The sliding holder 246 and hub 122 (FIG. 10) is actually a bearing because the compressor piston is not rotating. The crossbar 236 and plunger 156 (FIG. 10) is actually a bearing because the pump plunger is not rotating.

Because compensate piston ends fluidly connected with an axial canal located diametrically opposite to said pump chamber canal high pressure fluid from pneumohydraulic accumulator actuated in turn an axial rods and compensate piston ends. So during the idling occurs permanent pushing said axial rods against said swash plate.

Thus the synchronize mechanism provides the opposite movement of engine and compressor pistons. The rotor drives the engine camshaft by the conic reducer gearwheels 256, 258 (FIG. 3) sprocket wheels 264, 268 and chain 266 and simultaneously rotor rotates the lobes 134, 142 (FIG. 2, FIG. 15) activating the compressor intake valve 124 and output valve 126.

So the synchronize mechanism provides the engine and compressor valves with motion, with consequent performance in compliance with a two-stroke working cycle; and each engine piston stroke from TEP to BEP is a power stroke.

The movement of all components of the synchronize mechanism in oil within pump chamber provides high quality lubrication and increase the efficiency.

The compressor piston and axial rod have equal strokes. The lever gives the piston-plunger an increased stroke, in accordance with the lever ratio.

Thus the opposing movement of the compressor and the engine pistons allows the space under the engine piston to function as chamber of the compressor. This ensures, that the noise is decreased, because static energy is used, that is air pressure, instead of air high speed, i.e. kinetic energy as in a conventional blower. Because the pistons are moving in opposing directions, the engine piston becomes in essence a compressor piston. This results in direct energy transmission for air compression, and provides increased efficiency.

The opposing movement provides simple and high-quality balancing of the system because the compressor piston compensates for the inertial forces influencing the piston and plunger. This considerable decreases the vibration and determines the stationary connection of the engine cylinder and hydrostatic motor by valve plate. This forms hydrostatic transmission solid monoblock.

The pistons' opposing movement provides a compressor displacement volume greater than the volume of the engine, because it is formed by the superposition of the motions of the engine and compressor pistons. This increases air mass intake and specific power of the engine. The idling mode continues as long as the accelerator pedal is not depressed.

Work Mode.

The accelerator pedal (not illustrated) depression increases the rotor angular velocity and a speed sensor (not illustrated) switches off the solenoid 366 (FIG. 18, FIG. 18E, FIG. 18F). The distributor 364 switches to the neutral position and closes lines 388, 394, 396. The distributor 358 remains the engine idling position. Thus the hydraulic system automatically switches from idling to work mode if the accelerator pedal is depressed.

The FIGS. 20A, 20B, 20C, 20D illustrates the hybrid operating sequence during a single revolution of the rotor (two cycles of the engine).

The FIG. 20A shows the piston-plunger power stroke from TEP to BEP and simultaneously the compressor piston power stroke with motion in opposite directions. The engine valves 104, 102 are closed, the compressor output valve 126 is open and the intake valve 124 is closed. The pressurized fluid flow goes from the pump outlet via lines 374, 372 (FIG. 18, FIG. 18E) and check valve 376 to the hydrostatic motor 44 inlet and via lines 392, 388 to the stabilizer motor inlet. The pump and the stabilizer motor displacement volume approximately equal. During the half cycle the pump supply is equal the pump displacement volume but the stabilizer motor intake is only half of the pump volume because the pump and stabilizer motor coupled in series. The fluid volume surplus via distributor 358 and line 344 entered the PHA 328. During the next half cycle (FIG. 18F the engine piston upwards motion) this fluid volume surplus entered the motor 44 inlet from the PHA via lines 344, 372, check valve 376 and distributor 358. Diagrams in figures FIG. 19A, FIG. 19B, FIG. 19C show this process. The T is one cycle time. The Q (FIG. 19A) is supply of pump continues half cycle time, the PHA (FIG. 19B) half cycle time receives fluid from the pump and next half cycle time delivers fluid to the hydrostatic motor, the hydrostatic motor receives uniform fluid supply (FIG. 19C) during the whole cycle.

Simultaneously the fluid goes from hydraulic replenishing system via lines 384, 378 and distributor 358 to the pump inlet, provides necessary suction fluid pressure and provides return stroke of the engine piston. Thus occurs transforming the single pump plunger supply pulsation into uniform fluid flow feeding said hydrostatic motor during said engine power operation. The uniform fluid flow via hydrostatic motor determines the stabilizer motor and hydrostatic motor connection in series.

The hydrostatic motor smoothly operation occurs independent of the pump supply pulsation because the pump supply charges PHA and simultaneously actuates connecting in series hydrostatic motor and stabilizer motor during engine power stroke and during engine piston return stroke PHA fluid supply actuated the hybrid motion. This provides permanent pushing axial rods against the swash plate and allows use of one simple single cylinder hybrid instead of expensive, complicated and heavy multi-cylinder engine, compressor and a pump. Because direct energy transmission the engine piston return stroke occurs with minimum energy losses and minimum specific fuel consumption. Also this decreases weight, cost and installation space of the hybrid.

The energy of combustion pressure is transmitted to the piston-plunger during its movement from the TEP to the BEP during a half revolution of the rotor.

The greatest part of the power flow is the pump supply directly from the pump outlet to the motor.

The pump plunger fixed to the engine piston provides direct energy transmission. This allows use of one simple unit hybrid instead of two complicated and heavy regular units (an engine and a pump). Also the hybrid solves the problem of using reciprocating engine and compressor without a crankshaft or connecting rods. This increases efficiency and decreases fuel consumption.

The pump plunger disposition on the rotor's centerline allows a considerable increase in rotor speed rotation and transmission power in comparison with a conventional pump.

All these factors enable us to increase the pump power to equal the maximum engine power.

The second, and much smaller, part of the power flow uses the interaction of the underside of the engine piston with the compressor piston to compress air The compressor piston motion is provided by fluid pressure on the hub 122 in the pump chamber simultaneously with the pump power stroke, without cross forces. The air compression with direct energy transmission by means of the fluid pressure increases efficiency and decreases fuel consumption. The additional air cooling by the receiver water jacket 132 (FIG. 2) increases the engine thermal efficiency and decreases fuel consumption.

The third and smallest part of the power flow is transmitted to an engine and compressor valves and accessory units.

The location of the piston-plunger (inside the cylinder and simultaneously inside the hub 122) and the minimum magnitude of cross forces as it moves, allow the engine piston length to be minimized. The location of the compressor piston and the hub (simultaneously within the cylinder and the rotor) allows the compressor piston length to be minimized. This provides a compact design, minimizes piston mass and forces of inertia.

In work mode, the synchronize mechanism provides movement of the compressor piston and the rotation of the rotor, in synchronization with the piston-plunger movement, irrespective of the engine load or rate of acceleration.

Thus the power strokes of the engine, pump and compressor are taking place simultaneously, with direct energy transfer, without any intermediate mechanisms and without a cross force influence from the pistons or the plunger. This minimizes and simplifies the design, and increases the longevity and the efficiency of the hybrid.

In the hybrid, the weight and installation space are smaller than in the conventional system engine-pump thanks to the direct energy transmission.

The synchronize mechanism provides a two stroke working cycle; and each engine piston stroke from TEP to BEP is a power stroke. The piston-plunger in BEP and the compressor piston in TEP simultaneously complete their power stroke. The air is compressed in the receiver to maximum pressure.

The piston-plunger movement from BEP to TEP (FIG. 20B, FIG. 20C, FIG. 20D) occurs simultaneously with the compressor piston movement from TEP to BEP, during a half revolution of the rotor. The compressor intake valve 124 is open, the output valve 126 is closed and the air is sucked into the compressor chamber. Simultaneously the fluid goes to pump inlet from the hydraulic replenishing system

Because of its location on the side surface of the cylinder, the compressor intake valve diameter can be made much larger than the intake valve of a regular engine, with equal displacement volume. The intake air is cooler because it does not pass through the combustion chamber as with a conventional engine. This increases volumetric efficiency and air mass in the compressor chamber. Such joint factors improve the engine operation in all conditions and particular at low atmospheric pressure, for example, high above sea level.

The engine piston movement from BEP to TEP is comprised of three successive processes: combined clearing, joint compression, and finish compression (of the air in case of diesel, or of the mixture in case of gasoline engine) by the engine piston.

The combined clearing process is shown in the FIG. 20B.

There are three factors in the combined clearing process.

The valves 102, 104 are open. The piston-plunger moves from BEP to TEP and displaces the burned gases (the first factor). Simultaneously, high pressurized air, injected from the receiver through the open valve 102 also displaces the burned gases (the second factor). The clearing process provides the high-pressurized air, which was compressed in the previous stroke while the engine piston moved downward.

This combined action intensifies the exhaust process and increases the volumetric efficiency. The additional cooling (intercooling) of air by the water jacket of the receiver is the third factor. Thus the three joint factors improve the filling process (of the air in case of diesel, or of the mixture in case of gasoline engine) and increase the specific power of the engine. The combined clearing process ends when the exhaust valve is closed.

The joint compression process is shown in the FIG. 20C.

The exhaust valve 104 is closed and the air injection valve 102 is open. The engine piston continues movement, and, jointly with the air injection, increases air pressure in the cylinder because the air pressure within the receiver is greater than that within the combustion chamber. The joint compression process ends when the injection valve is closed.

The finish compression process is shown in the FIG. 20D.

The valves 102, 104 are closed. The engine piston continues compression. Before TEP, the pressure in the cylinder becomes the maximum. A conventional fuel injection system (not illustrated) provides the start of the engine power stroke. The working cycle ends after one rotor revolution.

Thus the two-cycle engine of the hybrid uses inexpensive four cycle engine cylinder head, with the intake valve functioning as an air injection valve. This valve replaces conventional two-cycle engine cylinder wall air ports, and improves the two-cycle engine operation. This solves the problem of boosting the two-cycle engine power by super high pressurized air injection and enables to realize a great potential possibility of a two-cycle engine—at least twice the specific power of a four-cycle engine with other things being equal.

The engine, compressor and pump operation is the function of the two independent arguments: first—the swash plate angle, second—the distance between the rotor centerline and the swash plate hinge pin axis. The first argument determines the engine, compressor and pump displacement volume. The second argument determines the engine compression ratio. The widely known engine compression ratio determines the kind of fuel (fuel octane rate) and determines a very important requirement: the engine compression ratio must be independent of the engine displacement volume change while the engine operates with the given fuel. This requirement executes in full the hybrid synchronize mechanism in accordance with the next proof.

The proof of the engine displacement volume changing independent of the engine compression ratio (see FIG. 21A, 21B).

The hybrid compressor piston stroke h per half rotor revolution is equal to the axial rod stroke and in accordance with the widely know axial mechanism is

h= tan (1)

where is the distance between axial rod axis

- is the swash plate angle

The engine piston stroke greater than the compressor piston stroke h in accordance with the lever ratio i=(a+b)/b where a, b is the lever arms

=ih=i tan (2)

where is the engine piston stroke

The widely now engine compression ratio is

=(δ+)/δ (3)

where δ is the engine piston clearance

Let's swash plate hinge pin axis dispose on the line connecting an axial rod sphere centers.

If =0: =0 and δ=0 (4)

The engine piston clearance δ is

δ=iε tan (5)

here ε is the distance between the axial rod axis

- and the swash plate hinge pin axis

The equations (2), (3), (4) and (5) gives the engine compression ratio.

=1+/ε (6)

Because ε=−L/2 (7)

where is the distance between the rotor centerline

- and the swash plate hinge pin axis
  
  the equations (6) and (7) gives the engine compression ratio.

=(2+)/(2−) (8)

hence

=(+1)/2(−1) (9)

The proof gives us:

1. The engine compression ratio is independent of the swash plate angle in accordance with equation (8). This is because both the engine piston stroke and the clearance δ is proportional to the swash plate angle tangent (see equations 2 and 5). This provides the engine operation with the variable displacement volume and invariable compression ratio during the swash plate angle Θ alteration (moveable pin) while the swash plate hinge pin is fixed (B=const).
2. The engine compression ratio is dependent on the distance B between the rotor centerline and the swash plate hinge pin axis in accordance with equation (8). This enables the different kind of fuel use and the engine transformation into an omnivorous engine by means of the distance B alteration.

The example of the distance B depending on the engine compression ratio:

Lets the engine with the distance between axial rod axis L=60 mm works with the compression ratio Λ=10 and the equation (9) gives B=36.7 mm.

Lets the other fuel requires the engine compression ratio two times greater with Λ=20 and the equation (9) gives B=33.2 mm.

This example illustrate that the distance B small change gives great engine compression ratio alteration. Also this example illustrates the effective and easy method of the engine transformation into an omnivorous engine by means of the distance B alteration (moveable hinge pin).

The FIG. 18A illustrates the minimum engine displacement volume in accordance with the minimum swash plate angle Θ incline. The FIG. 18B illustrates the maximum engine displacement volume in accordance with the maximum swash plate angle Θ incline.

The swash plate turn mechanism and swash plate turn hydraulic system realizes the possibility of the engine operating with the variable displacement volume and the invariable engine compression ratio while the swash plate hinge pin is fixed (B=const).

The swash plate shift mechanism and swash plate shift hydraulic system realizes the possibility of the engine operating with a different kind of fuel, and the engine becomes, in essence, an omnivorous engine.

The engine, compressor and pump variable displacement volume gives the additional ability of adapting the engine power to the automotives wider variable load and speed range.

The engine and compressor displacement volume simultaneously increase gives the additional ability of adapting the engine power to the automotives wider variable load and speed range.

The hydrostatic motor and stabilizer motor connection in series enable said hydrostatic motor displacement volume to control automatic by stabilizer motor inlet fluid pressure to maintain permanent independent of the engine load and cycle per min.

The engine, compressor and pump variable displacement volume provides of the engine operation with the minimum specific fuel consumption during the automotives wider variable load and speed range.

The FIG. 22A illustrates the compressor piston stroke F₁and the distance between compressor and engine pistons change from G₁to K₁during the half rotor revolution. This distance change determines the compressor displacement volume and the compressor compression ratio in accordance with the swash plate angle Θ₁incline.

The FIG. 22B illustrates the compressor piston stroke F₂and the distance between compressor and engine pistons change from G₂to K₂during the half rotor revolution. This distance change determines the compressor displacement volume and the compressor compression ratio in accordance with the greater swash plate angle Θ₂incline.

The FIG. 22B by comparison with the FIG. 22A illustrates the compressor displacement volume and the compressor compression ratio increase simultaneously with the swash plate angle and the engine displacement volume increase.

All these factors combine to provide use of the progressive hydrostatic transmission with variable displacement volume of the engine, compressor, pump and hydrostatic motor instead of widespread automotive engine and automatic transmission, thereby minimizing the weight, installation space, cost, labor and fuel consumption. Pneumohydraulic accumulator charging.

While the hydrostatic motor shaft is stopped the PHA fluid pressure low magnitude determines the signal from the fluid pressure sensor (not illustrated) and on board computer (not illustrated) automatic switches on the solenoid 368 of the distributor 364. The distributors 358 solenoid 362 is switched off. The fluid flow occurs in accordance with hydraulic diagram FIG. 18G during engine piston power stroke and in accordance with hydraulic diagram FIG. 18H during engine piston return stroke. The PHA charge provides the spin valve, which disc actuates the rotor by means of the intermediate shaft 198 (FIG. 5).

During the engine piston power stroke the pump supply goes to the PHA and spin valve with the distributor 364 provides fluid supply to the stabilizer motor inlet from replenishing system pump 68. During the engine piston return stroke spin valve with the distributor 364 provides the PHA fluid supply to the stabilizer motor inlet and simultaneously distributors 358 provides fluid supply to the pump inlet from pump 68.

Because the stabilizer motor intake during the half rotor revolution is only half of the pump displacement volume (stabilizer motor volume and pump volume is approximately equal during whole cycle) about half pump displacement volume of the fluid entered the PHA during one cycle (one rotor revolution). So the PHA fluid pressure increases during one cycle. The signal from the fluid pressure sensor switches off the solenoid 368, and switches on the solenoid 366 and the distributor 364 switches to the idling position when the fluid pressure achieves maximum. Thus the engine fast charges the PHA automatically. The hybrid solves the problem of charging a PHA automatically, irrespective of the parking time, even if the fluid pressure is greatly decreased. The starter pump 402 (FIG. 18) by means of the pedal 404 provides an opportunity to increase the PHA fluid pressure with muscle efforts in the emergency case. Thus the hybrid readies the engine for next high power, fast start.

The variable displacement volume of the engine, pump and hydrostatic motor providing the engine power adaptation to the wider variable load and speed range enables the hydrostatic motor and electric motor direct mechanically association. The hybrid system provides stand-by electric energy utilization by means of plug in during the electric motor in the generator mode charges the electric battery (not illustrated). So the hydrostatic motor 44 and electric motor 46 shafts connecting to one gear 352 (FIG. 18) by engaged and disengaged clutches 354, 356 provides joint and separate the hydrostatic motor and electric motor operation in either combination.

The gear 352 can be connected to automotive wheels by means of differential (not illustrated) and in case of both clutches disengaged the automotive can be braked, can free rolling and the electric motor in mode of the generator can charging the electric battery by means of plug-in. Both clutches engaged during hard acceleration from a stop and provide maximum power, in this case hydrostatic motor and electric motor work in tandem. This mode operation occurs when driving conditions demand more power, such as while climbing a hill or passing other vehicles. In case of hydrostatic motor's clutch engaged and electric motor's clutch disengaged the automotive drives engine by hydrostatic transmission. The case of hydrostatic motor's clutch disengaged and electric motor's clutch engaged provides possibility of the regenerative braking, the electric battery charging during the automotive deceleration and stand-by energy to increase. All this mode operation with engine variable displacement volume considerable decreases the fuel consumption.

All hybrid advantages enable us considerable to decrease the automotive fuel consumption.

The following illustrate the approximate fuel economy of the monocylindrical hybrid use in a car with the progressive hydrostatic transmission under city driving conditions.

Rate fuel

Method of the fuel economy
economy

1. All modes operation with the minimum specific
18%

fuel consumption

2. Direct energy transmission with the air intercooling
12%

supercharger

3. Engine shut down at every red traffic light
8%

4. Engine and progressive hydrostatic transmission lighter
7%

weight

5. Energy recuperation with smaller engine capacity
30%

Total
75%

The monocylindrical hybrid with the direct energy transmission, variable engine, compressor and pump displacement volume and hydrostatic transmission energy recuperation enables us to achieve approximately 80 miles per gallon in city conditions and to maintain the automotive acceleration magnitude.

The monocylindrical hybrid enables at least:

using a two-cycle engine with either diesel fuel or two-cycle gasoline engine. In case diesel is used, a conventional system of the injection pump and the fuel injector into cylinder head (not illustrated) are used. In case gasoline is used, a conventional fuel injection system with spark plug into cylinder head (not illustrated) is used. In either case a conventional throttle (not illustrated) is used to control the amount of air entering the intake line of compressor
using conventional fuel, cooling, electric and other accessory systems, this considerable decreases manufacturing cost
using the additional engine cooling by the receiver water jacket separately or jointly with the engine cooling system, or engine cooling by air
using the pressurized air in the receiver for other purposes, for example, pumping more air into the tires
using with various kinds of hydrostatic transmission such as variable or fixed displacement conventional motor, closed or open loop; and providing the cylinders of machinery work equipment with high pressurized fluid
using the installation in machinery with either orientation of the engine cylinders axis: vertical or horizontal, or the either angle
using various kinds of the swash plate turn automatic system with the engine torque and rotor angle speed signal and with either kind of the feedback: electric, hydraulic or mechanically
using with various kinds of gaseous fuels such as propane, natural gas, methane, hydrogen, etc. by means of simple swash plate shift mechanism
using the swash plate shift mechanism with automatic or button control for the engine compression ratio alteration and either kind of fuel utilization
using the fuel spontaneous combustion (detonation) for more power output per engine displacement volume thanks to the direct energy transmission from engine piston to the pump plunger
using the pump's rotor with lobes driving a compressor's valves both the variable displacement hybrid and invariable displacement hybrid.

Thanks to the foregoing advantages the monocylindrical hybrid may be used in trucks, locomotives, boats, motor-cycles, aircraft, portable power systems, construction machinery, automobiles and other kind of the automotive and equipment.

Monocylindrical hybrid powertrain and method of operation

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Date Filed

Date Published

Inventors

CPC

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Abstract

Description

Claims