201139887 六、發明說明： 【發明所屬之技術領域】 [⑽1] 本發明係有關於一種機動車。 【先前技術 [0002] 為了避免嚴重的環境污染和將機動車在行駛過程中遇到 的風阻氣流直接加以利用，本發明的申請人提出了美國 申請號為1 1 /802, 341的專利申請，該發明公開了 一種發 動機，其包含呈對稱架構佈置的左、右風氣發動機，左 、右風氣發動機包含葉輪室和裝設在葉輪室内的葉輪、 葉片，該發動機以壓縮氣體作為主動力、以接收運動風 阻作為輔助動力，共同驅動荦輪、葉片運轉產生動力輸 出，所述動力經中央主動力輸出變速箱變速後驅動機動 車運轉。 [0003] 上述發明首創性的提出了採用高壓氣體作為主動力並直 接利用風阻氣流作為輔助動力的風氣發動機及機動車， 該機動車不需要將風阻氣流轉換為電能，不需要複雜的 機電能量轉換系統，簡化了機動車的架構，為節約能源 和尋找燃油替代品提供了一個嶄新的途徑。201139887 VI. Description of the Invention: [Technical Field to Which the Invention Is Applicated] [(10) 1] The present invention relates to a motor vehicle. [Previous Technology [0002] In order to avoid serious environmental pollution and to directly utilize the wind resistance airflow encountered by a motor vehicle during driving, the applicant of the present invention has filed a patent application with the US application number 1 1 /802, 341. The invention discloses an engine comprising left and right ventilating engines arranged in a symmetrical structure, the left and right blast engines comprising an impeller chamber and an impeller and a vane mounted in the impeller chamber, the engine being powered by compressed gas as a main power to receive As the auxiliary power, the sport wind resistance drives the wheel and the blade to generate the power output. The power is driven by the central main power output gearbox to drive the motor vehicle. [0003] The above-mentioned invention firstly proposes a ventilating engine and a motor vehicle that use high-pressure gas as a main power and directly utilizes a wind-resistant airflow as an auxiliary power, and the vehicle does not need to convert the wind-resistant airflow into electric energy, and does not require complicated electromechanical energy conversion. The system simplifies the structure of the motor vehicle and provides a new way to save energy and find alternatives to fuel.
[0004] 為了進一步優化風氣發動機的性能，提高風氣發動機及 機動車的工作效率，在前述申請的基礎上，本發明人的 申請人又提出了美國申請號為1 2/377, 513 (WO 20 0 8/022 5 56 )的專利申請，該專利申請公開了 一種組 合式風氣發動機，其包含各自獨立工作的具有第二葉輪 的左、右風阻發動機及安裝在左、右風阻發動機周圍的 複數個具有第一葉輪的第一高壓氣體發動機，左風阻發 099115330 表單編號A0101 第4頁/共36頁 0993387703-0 201139887 [0005] ❹ [0006] [0007] ❹ [0008] 動機及其周圍的第一高壓氣體發動機、和右風阻發動機 及其周圍的第一高壓氣體發動機輸出的動力經過左動力 輸出軸、右動力輸出軸、換向輪、齒輪傳動後輸出主動 力。 但是，由於上述以壓縮氣體作為主動力來源的風氣發動 機及機動車還是一種新興的技術，仍有必要對該發明的 風氣發動機及採用該風氣發動機的機動車的架構作進一 步的完善和改進。特別是在動力性能方面，更是如此。 【發明内容】 有鑑於上述習知技藝之問題，本發明之目的就係提供一 種能夠對機動車上下顛簸時的震動衝擊力進行再生利用 的機動車顛簸動能再生利用系統、減震系統及機動車。 根據本發明之目的，提出一種機動車顛簸動能再生利用 系統，係包含一氣缸體；一活塞，所述活塞置於氣缸體 的内腔並將氣缸體的内腔分隔為第一工作室和第二工作 室，所述活塞與氣缸體的内壁之間滑動密封配合；及一 連杆，所述連杆的一端為受力端，用於接受機動車的車 輪上下顛簸時的震動衝擊力，所述連杆的另一端為施力 端，所述連杆的施力端伸入第一工作室並與所述活塞連 接，用於推動活塞往復運動，所述氣缸體上設置有與第 一工作室相通的換氣孔，所述氣缸體上設置有用於與第 二工作室相通的吸氣孔和出氣孔，所述吸氣孔上設置有 第一單向閥，用於向第二工作室内吸入空氣，所述出氣 孔用於輸出活塞往復運動時產生的壓縮氣體。 其中，所述機動車顛簸動能再生利用系統還包含一第二 099115330 表單編號A0101 第5頁/共36頁 0993387703-0 201139887 單向闕，所述出氣孔的輸出接第二單向閥，經第二單向 閥輸出壓縮氣體。 [0009] 根據本發明之目的，提出一種機動車減震系統，係包含 減震彈簧、與車體支撐架固定連接的上彈簧座、活動支 撐在車輪軸上的下彈簧座，減震彈簧置於該上彈簧座和 下彈簧座之間，還包含所述的機動車顛簸動能再生利用 系統，所述連杆的受力端與下彈簧座連接，所述氣缸體 與上彈簧座連接。 [0010] 其中所述連杆的受力端與下彈簧座鉸接，所述連杆的施 力端與活塞鉸接。所述氣缸體與上彈簧座鉸接。 [0011] 根據本發明之目的，提出一種機動車，係包含車體支撐 架、裝設於車體支撐架上的壓縮氣體發動機、傳動系、 車輪和機動車減震系統，所述壓縮氣體發動機、傳動系 及車輪順次動力連接，所述機動車減震系統包含搖臂、 減震彈簧、與車體支撐架固定連接的上彈簧座、活動支 撐在車輪軸上的下彈簧座，減震彈簧置於該上彈簧座和 下彈簧座之間，所述搖臂的第一端與車輪軸轉動連接， 搖臂的第二端與車體支撐架活動連接，其中還包含所述 的機動車顛簸動能再生利用系統，所述連杆的受力端與 下彈簧座連接，所述氣缸體與上彈簧座連接。 [0012] 其中所述連杆的受力端與下彈簧座鉸接，連杆的施力端 與活塞鉸接。所述氣缸體與上彈簧座鉸接。 [0013] 根據本發明之目的，提出一種機動車，係包含車體支撐 架、裝設於車體支撐架上的壓縮氣體發動機、傳動系、 099115330 表單編號A0101 第6頁/共36頁 0993387703-0 201139887 車輪和機動車減震系統，所述壓縮氣體發動機、傳動系 及車輪順次動力連接，所述機動車減震系統包含搖臂、 減震彈簧、與車體支撐架固定連接的上彈簧座、活動支 撐在車輪軸上的下彈簧座，減震彈簧置於該上彈簣座和 下彈簧座之間，所述搖臂的一端與車輪軸轉動連接，還 包含所述的機動車顛簸動能再生利用系統，所述搖臂的 另一端與所述連杆的受力端鉸接，所述氣缸體裝設在車 體支撐架上，所述搖臂的中部與車體支撐架鉸接。 [0014] 其中所述氣缸體與車體支撐架鉸接。 [0015] 承上所述，依本發明之機動車顛簸動能再生利用系統、 減震系統及機動車，有下述優點： [0016] 通過設置機動車顛簸動能再生利用系統，.可以將機動車 顛簸時的震動衝擊力及時用於推動活塞運動，在第二工 作室内產生壓縮氣體存儲備用，從而將機動上下顛簸震 動時產生的能量再生轉換成壓縮空氣再生利用。一方面 可以減少壓縮空氣的消耗量；另一方面，連杆推動活塞 產生壓縮氣體作功的過程，本身就具有減震的作用。 【實施方式】 [0017] 請參閱第1圖至第6圖，本實施方式機動車包含喷氣系統 、壓縮氣體發動機4、風阻發動機3、3’ 、傳動系11及車 輪123。喷氣系統具有喷氣嘴60，壓縮氣體發動機4具有 主動力輸出軸120，噴氣系統的喷氣嘴60通過喷氣管13向 壓縮氣體發動機4喷氣，壓縮氣體發動機4將氣體先壓縮 再膨脹後，驅動壓縮氣體發動機的主動力輸出軸120轉動 ，主動力輸出軸120通過傳動系11帶動車輪123轉動。傳 099115330 表單編號 A0101 第 7 頁/共 36 頁 0993387703-0 201139887 動系11可以包含順次連接的變速器112、萬向傳動裝置 113及驅動橋114，壓縮氣體發動機4的主動力輸出轴120 和傳動系11之間設有連接第一離合裝置56，驅動橋114連 接車輪123。 [0018] 請參閱第1圖至第4圖，喷氣系統包含存儲壓縮氣體的壓 縮氣體容器20、減壓儲氣裝置、分配器30和喷氣嘴60， 所述壓縮氣體容器20的輸出經管路32接減壓儲氣裝置的 進氣口，所述減壓儲氣裝置的出氣口經分配器30接喷氣 嘴60，分配器30用於將減壓儲氣裝置輸出的氣體分成複 數路氣體，各路氣體通過對應的噴氣嘴60喷出。減壓儲 氣裝置包含儲氣容器和熱交換裝置。儲氣容器具有第一 氣室2，第一氣室2具有第一進氣口 21和第一出氣口 22， 第一進氣口21用於供氣體輸入，第一出氣口22用於輸出 氣體。管路32的兩端分別連接壓縮氣體容器20和第一氣 室2的第一進氣口 21，管路32可以有一根或複數根，管路 32的截面積小於壓縮氣體容器20的截面積和第一氣室2的 截面積。熱交換裝置包含第一熱交換單元40,第一熱交 換單元40裝於第一氣室2上，第一熱交換單元40包含第一 溫度調節室41和第一介質42，該第一溫度調節室41包圍 第一氣室2的四周，第一介質42裝入第一溫度調節室41和 第一氣室2之間，該第一介質42可以是液體（如水），也可 以是氣體，或者其他可以起到熱交換作用的介質。第一 介質42的溫度高於第一氣室2内氣體的溫度，使壓縮氣體 容器20内的壓縮氣體通過管路32釋放到第一氣室2後，與 第一介質42進行熱交換，被加熱後從第一氣室2的第一出 099115330 表單編號A0101 第8頁/共36頁 0993387703-0 201139887 [0019] Ο 氣口 22輸出。第一氣室2可以由具有較佳導熱性能的材料 製成，從而便於第一氣室2内的氣體和第一介質42進行熱 交換。第一溫度調節室41可以由不導熱或導熱性能較差 的材料製成，使熱量不易散發到環境空氣中。 第一熱交換單元40與製冷空調器的散冷器5連接，散冷器 5的兩端均與第一溫度調節室41連接，形成一個製冷循環 回路，散冷器5上設有第一循環泵浦921及控制第一循環 泵浦921開啟關閉的第一循環泵浦開關52。與第一氣室内 2的氣體熱交換後，第一溫度調節室41内的第一介質42的 溫度降低，該降溫後的第一介質42在散冷器5和第一溫度 調節室41内進行循環，製冷空調器使環境空氣循環而與 散冷器5進行熱交換，即可使環境空氣降溫，達到製冷的 目的。 [0020] Ο 壓縮氣體容器20輸出的氣體被減壓儲氣裝置的第一熱交 換單元40加熱後，再通過喷氣嘴60喷出，使喷氣嘴60處 不會因溫度太低而冷凝甚至結冰；同時，通過將第一熱 交換單元40與製冷空調器連接，以降溫後的第一介質42 作為循環媒介，達到使環境空氣降温的目的，節約了能 源。 [0021] 請參閱第3圖至第5圖，喷氣系統還可包含氣壓調節器6， 該氣壓調節器6用於將第一氣室2内的氣壓保持在預設氣 壓。氣壓調節器6包含殼體61、閥芯62、彈性體63、鎖緊 塊64及調節塊65。殼體61通過緊固件14安裝在第一氣室 2的第一進氣口 21處，殼體61部分位於第一氣室2内部， 殼體61部分伸出第一氣室2外。殼體61軸向貫穿，其具有 099115330 表單編號Α0101 第9頁/共36頁 0993387703-0 201139887 用於導引管路32内的氣體進入第一氣室2的導氣口 611 , 忒體61還具有徑向貫穿的氣道612，該氣道612與第一氣 室2連通。閥芯62置於殼體61内部，閥芯62位於殼體61 軸向上的兩端分別為密封端621和調節端622，該密封端 621可以密封氣道612和/或導氣口 611。彈性體63可以在 殼體61的軸向上伸縮變形，彈性體63的兩端分別抵壓閥 芯62的調節端62和調節塊65，調節塊65與殼體61螺紋連 接，鎖緊塊64與殼體61螺紋連接並將調節塊65緊壓在彈 性體63上，且調節塊65和鎖緊塊64分別具有軸向貫穿的 第一、二導氣孔651、641，第一、二導氣孔651、641連 通而將氣體導入殼體61内部並作用在閥芯6 2的調節端6 2 2 ’且第一導氣孔651的孔徑♦於第二導氣孔641的孔徑。 閥芯62的密封端621呈圓臺形，其輪廓面玉固定有具有彈 性的密封圈623。閥芯62的調節端621的輪廓面上也固定 有彈性密封圈623。在垂直殼體61軸線的截面上，閥芯62 的密封端621的載面積小於調節端622的截面積。作用在 密封端621上的壓力包含自管路32輸出的氣體的氣壓，作 用在調節端622的壓力包含第一氣室2的氣壓和彈性體63 的彈性力。彈性體如彈簧，或其他可以在殼體61的軸向 上伸縮變形的元件。 [0022] 氣壓調節器的工作原理如下：當第一氣室2内的氣壓小於 預設氣壓時，作用在閥芯62之密封端621的壓力大於作用 在調節端622的壓力，使閥芯62移動而脫離導氣口 611和 氣道612，使管路32内的氣體進入第一氣室2，直至第一 氣室2内的壓力穩定在預設氣壓；當第一氣室2内的氣壓 099115330 表單編號A0101 第10頁/共36頁 0993387703-0 201139887 大於預設氣壓時，閥芯62移動而堵住導氣口 611和氣道 612，使管路32内的氣體不能進入第一氣室2，在喷氣嘴 60喷出氣體的過程中，第一氣室2内的氣壓降低，當氣壓 低於預設氣壓時，管路32的氣體進入第一氣室2，重新達 到平衡。通過設置該氣壓調節器，使減壓儲氣裝置輸出 氣體的氣壓能夠穩定在預設氣壓。 [0023] 通過旋緊或旋松調節塊64，可以調節彈性體63的預緊力 ，從而可以改變氣壓調節器的初始預設氣壓。 〇 [〇〇24] 減壓儲氣裝置還可以包含第二氣室7和第二熱交換單元8 。在氣流方向上，第一氣室2位於第二氣室7之前。第二 氣室7具有第二進氣口 71和第二出氣口 72，第二進氣口 71 . 與第一氣室2的第一出氣口22連接。第二熱交換單元8包 : 含第二溫度調節室81、第二介質82及第二加熱器83，第 二溫度調節室81包圍第二氣室7的四周，第二介質82裝入 第二溫度調節室81和第二氣室7之間，第二介質82如液體 或氣體。第二加熱器83用於對第二介質82進行加熱，第 Ο 二加熱器83如太陽能加熱器、電加熱器或微波加熱器， 或其他可以用於介質加熱的加熱器；第二加熱器83可以 有一個或複數個，第二加熱器83的種類也可以有一種或 複數種。第二溫度調節室81與制熱空調器的散熱器9連接 ，形成制熱循環回路。散熱器9上設有第二循環泵浦901 及控制第二循環泵浦901開啟關閉的第二循環泵浦開關 902。加熱後的第二介質82在第二溫度調節室81和散熱器 9内循環，制熱空調器使環境空氣循環而與散熱器9進行 熱交換，即可使環境空氣升溫，達到制熱的目的。通過 099115330 表單編號A0101 第11頁/共36頁 0993387703-0 201139887 該第二熱交換單元8，可以在第一熱交換單元40加熱的基 礎上對氣體進行進一步的加熱，使噴氣系統的喷嘴更加 不易冷凝甚至結冰。第二氣室7的第二進氣口 71也可以設 置氣壓調節器6。 [0025] 另外，第一溫度調節室41和第二溫度調節室81通過管路 連接而形成循環回路，該循環回路上設有第三循環泵浦 903及控制第三循環泵浦903開啟關閉的第三循環泵浦開 關 9 0 4 ° [0026] 熱交換裝置可以僅包含利用熱交換實現對儲氣容器内的 氣體加熱的第一熱交換單元40，該第一熱交換單元40的 數量可以有一個或複數個；熱交換裝置也可以僅包含具 有第二加熱器83的第二熱交換單元8，該第二熱交換單元 8的數量可以有一個或複數個；熱交換裝置也可以同時包 含第一、二熱交換單元40、8。當採用第一熱交換單元40 時，不僅可以對氣體進行加熱，而且可以將冷卻後的第 一介質42作為媒介，起到使機動車内降溫的目的。當採 用第二熱交換單元8時，加熱後的第二介質82作為媒介， 起到使機動車内升溫的目的。 [0027] 請參閱第6圖至第8圖，風阻發動機有呈對稱架構佈置的 兩個，分別為第一風阻發動機3和第二風阻發動機3 ’ 。 第一風阻發動機包含第一機殼117、第一葉輪室43、第一 葉輪44及第一葉輪軸45，第一葉輪室43由第一機殼117 圍出，第一葉輪44有複數個，各第一葉輪44固定在第一 葉輪軸45上並位於第一葉輪室43内部，且第一機殼117上 設有用於接收機動車行駛時前方阻力流體的第一進風口1 099115330 表單編號A0101 第12頁/共36頁 0993387703-0 201139887 Ο ，該第一進風口 1具有進風口外口和進風口内口，進風口 外口的口徑大於進風口内口的口徑。第一進風口 1與第一 葉輪室43連通，通過第一進風口 1將阻力流體導入第一葉 輪室43内部，推動第一葉輪44和第一葉輪軸45轉動，通 過第一葉輪軸45輸出輔助動力。第二風阻發動機3’具有 第二機殼117’ 、第二葉輪室43’ 、第二葉輪44’ 、第二 葉輪軸45’及用於接收阻力流體的第二進風口 Γ 。第一 葉輪室43和第二葉輪室43’獨立設置而互不連通。第一 葉輪軸45和第二葉輪軸45’平行且轉向相反，第一葉輪 軸45上固定有第一傳動齒輪46,第二葉輪轴45’上固定 有第二傳動齒輪118。機動車還包含第一換向裝置、第二 換向裝置及輔助動力輸出軸。第一換向裝置包含換向齒 輪119和傳送帶47，第二換向裝置包含相嚙合且軸線垂直 的第一傳動錐齒輪49和第二傳動錐齒輪50，換向齒輪119 與第一傳動齒輪46嚙合且軸線平行，傳送帶47繞在呈三 角形分佈的第一傳動錐齒輪49、第二傳動齒輪118和換向 ο 齒輪119上，第一傳動錐齒輪49固定在輔助動力輸出軸 130上。第一葉輪軸45和第二葉輪軸45’輸出的動力經過 第一換向裝置轉換到輔助動力輸出軸130上，該輔助動力 輸出軸130輸出的動力經過第二換向裝置轉換到機動車的 傳動系11。風阻發動機可以有兩個，也可以有一個或兩 個以上。風阻發動機的葉輪室内裝有固定在葉輪軸上的 複數個葉輪，阻力流體驅動葉輪和葉輪軸轉動。 [0028] 風阻發動機葉輪軸輸出的動力經過換向裝置換向後可以 直接驅動機動車的傳動系；也可以經過換向裝置換向後 099115330 表單編號Α0101 第13頁/共36頁 0993387703-0 201139887 通過與壓縮氣體發動機的主動力輸出軸串聯的方式來驅 動機動車的傳動系。 [0029] 請參閱第6圖至第8圖，壓縮氣體發動機4與第一、二風阻 發動機3、3’獨立設置並位於第一、二風阻發動機3、3 ’的後方。壓縮氣體發動機4具有主動力輸出軸120,第 二傳動錐齒輪50固定在該主動力輸出軸120的端部，通過 相互垂直嚙合的第一、二傳動錐齒輪49、50起到將第一 、二風阻發動機3、3’輸出的動力垂直換向後輸出到壓 縮氣體發動機主動力輸出軸120的目的。 [0030] 機動車設有第二離合裝置160，第一、二風阻發動機3、3 ’輸出的動力通過該第二離合裝置160輸出到輔助動力輸 出軸130上，如圖8所示。在機動車的起動階段，風阻發 動機沒有動力輸出，第二離合裝置160分離，使輔助動力 輸出軸130不會隨著主動力輸出軸120轉動，從而減輕了 機動車的起動負荷；機動車在正常行駛階段，第二離合 裝置160接合，輔助動力輸出軸130輸出的動力和主動力 輸出軸120輸出的動力一起驅動機動車的傳動系11。該第 二離合裝置160如現有的單向離合器，當然，也可以為其 他具有分離和接合狀態的離合裝置。 [0031] 請參閱第6圖至第10圖，壓縮氣體發動機4還具有殼體及 置於該殼體内部的一個圓形葉輪體74。殼體包含環形侧 殼76、上蓋板73及下蓋板73’ ，上蓋板73和下蓋板73’ 分別固定在環形側殼76的上端開口和下端開口，使該側 殼76、上蓋板73和下蓋板73’之間形成一個封閉的葉輪 體室68，葉輪體74位於該葉輪體室68内部且該葉輪體74 099115330 表單編號A0101 第14頁/共36頁 0993387703-0 201139887 Ο 的中部固套在主動力輸出軸120上。通過在葉輪體74與側 殼76内表面貼合的圓周面開槽而形成圍繞主動力輸出軸 120的軸線均勻分佈的一圈工作腔69。在垂直主動力輸出 軸120軸線的戴面上，工作腔69呈由三條曲線首尾相連形 成的三角狀。工作腔69可以有一圈，也可以有複數圈。 工作腔可以為在葉輪體軸向上貫穿的通槽架構，上蓋板 的内表面、下蓋板的内表面和側殼的内表面封閉該工作 腔；工作腔也可以為設在葉輪體圓周面中部的非通槽架 構，側殼的内表面封閉該工作腔；當然，也可以是上蓋 板的内表面、側殼的内表面封閉該工作腔，或是下蓋板 的内表面、側殼的内表面封閉工作腔，即工作腔被殼體 的内表面封閉。 [0032] Ο 側殼76的内表面還設有複數個喷入口 67和複數個喷出口 452，喷入口 67和喷出口 452相間分佈。侧殼76的内部還 設有環形的一級消音室453，側殼76的外表面設有複數個 一級排氣口 4 51，每個喷出口 4 5 2對應一個一級排氣口 451，噴出口 452通過一級消音室453連通一級排氣口451 。喷入口 67與噴出口 452、一級排氣口 451、一級消音室 453均不連通。喷出口 452和對應的一級排氣口 451在以 主動力輸出軸120軸線為中心的圓周上錯開一個角度。側 殼76上對應每個喷入口 67的位置均固定有喷氣嘴座體75 ，每個喷氣嘴座體75固定有兩個喷氣嘴60，兩個喷氣嘴 60均伸入該喷入口 67。每個喷氣嘴60連接一個噴氣管54 ，且每個喷入口 67上的兩個喷氣嘴60的軸線具有一個為 銳角的夾角。壓縮氣體容器20的壓縮氣體通過喷氣管54 099115330 表單編號Α0101 第15頁/共36頁 0993387703-0 201139887 、喷氣嘴60輸送到工作腔69中，對於每個工作腔69，喷 氣嘴60喷入的氣體推動葉輪體74轉動並在工作腔69内被 壓縮暫存，當運動到噴出口 452時，工作腔69内暫存的壓 縮氣體膨脹後從喷出口 452高速喷出，喷出時的反作用力 再次推動葉輪體74轉動。葉輪體74轉動時，帶動主動力 輸出軸120轉動，進而驅動機動車的傳動系11。 [0033] 對於各工作腔69，從接收喷氣嘴60喷入的氣體到從喷出 口 452喷出氣體之間，具有一個時間差，在該時間差内， 氣體在工作腔69内被壓縮暫存，使喷出時的反作用力更 大，能夠給機動車提供更大的動力。由於工作腔69被殼 體内表面封閉，所以也便於壓縮氣體在工作腔69内壓縮 暫存。另外，為了防止壓縮氣體在輸入到壓縮氣體發動 機時冷凝，噴氣嘴座體75上可以安裝有用於對喷氣嘴60 加熱的第一加熱器7 7，第一加熱器7 7可以是電阻絲，該 電阻絲嵌入噴氣嘴座體7 5内；喷氣嘴6 0包含氣嘴主體， 噴氣嘴主體具有在軸向上貫穿的空腔，喷氣嘴主體上設 置有第二加熱器，第二加熱器為電阻絲，所述電阻絲纏 繞在所述喷氣嘴主體上。喷氣嘴主體上還設置有隔熱層 ，所述第二加熱器位於隔熱層與喷氣嘴主體之間。第一 、二加熱器可以選自：電加熱器、微波加熱器、太陽能 加熱器。 [0034] 機動車還包含第一電動機53，第一電動機53通過皮帶傳 動機構51與壓縮氣體發動機4的主動力輸出軸120動力連 接，皮帶傳動機構51包含皮帶輪511及繞在皮帶輪511上 的皮帶512。 099115330 表單編號A0101 第16頁/共36頁 0993387703-0 201139887 [0035] Ο [0036][0004] In order to further optimize the performance of the blast engine and improve the working efficiency of the blast engine and the motor vehicle, on the basis of the aforementioned application, the applicant of the present inventors has also filed a US application number of 1 2/377, 513 (WO 20 Patent application 0 08/022 5 56), which discloses a combined blast engine comprising separate left and right damper engines having a second impeller and a plurality of engines mounted around the left and right damper engines First high pressure gas engine with first impeller, left wind resistance 099115330 Form No. A0101 Page 4 / Total 36 Page 0993387703-0 201139887 [0005] ❹ [0006] [0007] ❹ [0008] Motivation and the first around it The output of the high-pressure gas engine and the right-resistance engine and the surrounding first high-pressure gas engine are outputted by the left power output shaft, the right power output shaft, the reverse wheel, and the gear drive to output the main power. However, since the above-mentioned ventilating engine and motor vehicle using compressed gas as a main power source are still an emerging technology, it is still necessary to further improve and improve the structure of the inventive ventilating engine and the motor vehicle using the same. This is especially true in terms of power performance. SUMMARY OF THE INVENTION In view of the above problems of the prior art, the object of the present invention is to provide a motor vehicle kinetic energy regeneration system, a shock absorption system, and a motor vehicle capable of regenerating the shock impact force when the vehicle is bumped up and down. . According to an object of the present invention, a vehicle kinetic energy regeneration utilization system is provided, which comprises a cylinder block; a piston placed in the inner cavity of the cylinder block and separating the inner cavity of the cylinder block into a first working chamber and a first a second working chamber, the piston and the inner wall of the cylinder block are slidably sealed; and a connecting rod, one end of the connecting rod is a receiving end for receiving a shock impact force when the wheel of the motor vehicle is bumped up and down, The other end of the connecting rod is an urging end, and the urging end of the connecting rod extends into the first working chamber and is connected with the piston for pushing the piston to reciprocate, and the cylinder block is provided with a ventilating air communicating with the first working chamber a hole, the cylinder block is provided with an air suction hole and an air outlet for communicating with the second working chamber, and the air suction hole is provided with a first one-way valve for taking in air into the second working chamber, The air outlet is used to output compressed gas generated when the piston reciprocates. Wherein, the motor vehicle kinetic energy regeneration utilization system further comprises a second 099115330 form number A0101 page 5 / 36 pages 0993387703-0 201139887 one-way 阙, the output of the air outlet is connected to the second one-way valve, The two check valves output compressed gas. [0009] According to the object of the present invention, a shock absorption system for a motor vehicle is provided, which comprises a shock absorbing spring, an upper spring seat fixedly connected with the vehicle body support frame, a lower spring seat movably supported on the wheel axle, and a damping spring Between the upper spring seat and the lower spring seat, the motor vehicle kinetic energy regeneration system is further included, and the force receiving end of the connecting rod is connected to the lower spring seat, and the cylinder block is connected to the upper spring seat. [0010] wherein the force receiving end of the connecting rod is hinged with the lower spring seat, and the force applying end of the connecting rod is hinged with the piston. The cylinder block is hinged to the upper spring seat. [0011] According to an object of the present invention, a motor vehicle is provided, comprising a vehicle body support frame, a compressed gas engine mounted on a vehicle body support frame, a drive train, a wheel and a vehicle shock absorption system, the compressed gas engine The power transmission system includes a rocker arm, a shock absorbing spring, an upper spring seat fixedly coupled with the vehicle body support frame, a lower spring seat movably supported on the wheel axle, and a shock absorbing spring. Positioned between the upper spring seat and the lower spring seat, the first end of the rocker arm is rotatably coupled to the wheel axle, and the second end of the rocker arm is movably coupled to the vehicle body support frame, wherein the motor vehicle bump is further included In the kinetic energy recycling system, the force receiving end of the connecting rod is connected to the lower spring seat, and the cylinder block is connected to the upper spring seat. [0012] wherein the force receiving end of the connecting rod is hinged with the lower spring seat, and the force applying end of the connecting rod is hinged with the piston. The cylinder block is hinged to the upper spring seat. [0013] According to the purpose of the present invention, a motor vehicle is provided, which comprises a vehicle body support frame, a compressed gas engine mounted on a vehicle body support frame, a drive train, 099115330, Form No. A0101, Page 6 / Total 36, 0993387703- 0 201139887 Wheel and motor vehicle damping system, the compressed gas engine, the drive train and the wheel are sequentially connected in power, the vehicle damping system comprises a rocker arm, a damping spring, and an upper spring seat fixedly connected with the vehicle body support frame a lower spring seat supported on the wheel axle, the damping spring is disposed between the upper magazine seat and the lower spring seat, and one end of the rocker arm is rotatably connected with the wheel axle, and further includes the motor vehicle kinetic energy In the recycling system, the other end of the rocker arm is hinged with the force receiving end of the connecting rod, and the cylinder block is mounted on the vehicle body support frame, and the middle portion of the rocker arm is hinged with the vehicle body support frame. [0014] wherein the cylinder block is hinged to the vehicle body support frame. [0015] As described above, the motor vehicle kinetic energy regeneration system, the damper system, and the motor vehicle according to the present invention have the following advantages: [0016] By setting a motor vehicle kinetic energy regeneration utilization system, the motor vehicle can be The shock impact force during the bump is used to push the piston in time, and the compressed gas storage standby is generated in the second working chamber, thereby regenerating the energy generated when the motor is shaken up and down into compressed air for recycling. On the one hand, the consumption of compressed air can be reduced; on the other hand, the process of the connecting rod pushing the piston to generate compressed gas works, and it has the function of damping. [Embodiment] Referring to Figures 1 to 6, the motor vehicle of the present embodiment includes a jet system, a compressed gas engine 4, a damper engine 3, 3', a drive train 11, and a wheel 123. The jet system has an air nozzle 60 having a main power output shaft 120 through which the air nozzle 60 of the jet system is jetted to the compressed gas engine 4, and the compressed gas engine 4 compresses and expands the gas to drive the compressed gas. The main power output shaft 120 of the engine rotates, and the main power output shaft 120 drives the wheels 123 to rotate through the drive train 11. Transmission 099115330 Form No. A0101 Page 7 of 36 0993387703-0 201139887 The operating system 11 may include a transmission 112, a universal transmission 113 and a transaxle 114 that are sequentially connected, a main power output shaft 120 of the compressed gas engine 4 and a drive train A first clutch device 56 is connected between the 11 and the drive axle 114 is connected to the wheel 123. [0018] Referring to FIGS. 1 through 4, the jet system includes a compressed gas container 20 for storing compressed gas, a reduced pressure gas storage device, a distributor 30, and an air nozzle 60, the output of which is via line 32. Connected to the air inlet of the pressure reducing gas storage device, the gas outlet of the vacuum gas storage device is connected to the air nozzle 60 via the distributor 30, and the distributor 30 is used to divide the gas output from the vacuum gas storage device into a plurality of gas, each The road gas is ejected through the corresponding air nozzle 60. The reduced pressure storage device includes a gas storage container and a heat exchange device. The gas storage container has a first gas chamber 2 having a first gas inlet 21 for gas input and a first gas outlet 22 for outputting gas . The two ends of the pipeline 32 are respectively connected to the compressed gas container 20 and the first air inlet 21 of the first air chamber 2. The pipeline 32 may have one or more, and the cross-sectional area of the pipeline 32 is smaller than the sectional area of the compressed gas container 20. And the cross-sectional area of the first gas chamber 2. The heat exchange device includes a first heat exchange unit 40, the first heat exchange unit 40 is mounted on the first gas chamber 2, and the first heat exchange unit 40 includes a first temperature adjustment chamber 41 and a first medium 42, the first temperature adjustment The chamber 41 surrounds the circumference of the first air chamber 2, and the first medium 42 is installed between the first temperature adjustment chamber 41 and the first air chamber 2, and the first medium 42 may be a liquid (such as water) or a gas, or Other media that can serve as a heat exchanger. The temperature of the first medium 42 is higher than the temperature of the gas in the first gas chamber 2, so that the compressed gas in the compressed gas container 20 is released into the first gas chamber 2 through the line 32, and is exchanged with the first medium 42 to be exchanged. After heating, the first exit from the first air chamber 2 is 099115330, form number A0101, page 8 / total 36 pages, 0993387703-0, 201139887 [0019] Ο port 22 is output. The first gas chamber 2 can be made of a material having better thermal conductivity to facilitate heat exchange between the gas in the first gas chamber 2 and the first medium 42. The first temperature adjustment chamber 41 may be made of a material that is not thermally conductive or has poor thermal conductivity, so that heat is not easily dissipated into the ambient air. The first heat exchange unit 40 is connected to the air cooler 5 of the refrigerating air conditioner, and both ends of the air cooler 5 are connected to the first temperature adjustment chamber 41 to form a refrigeration cycle, and the first cooler is provided on the air cooler 5 The pump 921 and the first circulating pump 921 are controlled to open the closed first circulating pump switch 52. After the heat exchange with the gas in the first gas chamber 2, the temperature of the first medium 42 in the first temperature adjustment chamber 41 is lowered, and the temperature-reduced first medium 42 is performed in the diffuser 5 and the first temperature adjustment chamber 41. Cycling, the refrigerating air conditioner circulates the ambient air and exchanges heat with the diffuser 5 to cool the ambient air for cooling purposes. [0020] The gas output from the compressed gas container 20 is heated by the first heat exchange unit 40 of the vacuum gas storage device, and then ejected through the air nozzle 60, so that the air nozzle 60 is not condensed or even blocked due to too low temperature. At the same time, by connecting the first heat exchange unit 40 with the refrigerating air conditioner, the first medium 42 after cooling is used as a circulating medium to achieve the purpose of cooling the ambient air, thereby saving energy. [0021] Referring to Figures 3 through 5, the jet system may further include a gas pressure regulator 6 for maintaining the gas pressure in the first gas chamber 2 at a preset gas pressure. The gas pressure regulator 6 includes a housing 61, a valve body 62, an elastic body 63, a lock block 64, and an adjustment block 65. The housing 61 is mounted at the first air inlet 21 of the first air chamber 2 by a fastener 14, the housing 61 being partially located inside the first air chamber 2, and the housing 61 partially extending outside the first air chamber 2. The housing 61 is axially penetrated and has 099115330 Form No. 1010101 Page 9/36 pages 0993387703-0 201139887 The gas guide port 611 for guiding the gas in the pipeline 32 into the first gas chamber 2, the body 61 also has A radially penetrating air passage 612 that communicates with the first plenum 2 . The spool 62 is disposed inside the housing 61. The two ends of the spool 62 in the axial direction of the housing 61 are respectively a sealing end 621 and an adjusting end 622. The sealing end 621 can seal the air passage 612 and/or the air guiding port 611. The elastic body 63 can be elastically deformed in the axial direction of the housing 61. The two ends of the elastic body 63 respectively press against the adjusting end 62 of the valve core 62 and the adjusting block 65, and the adjusting block 65 is screwed with the housing 61, and the locking block 64 and the locking block 64 are respectively The housing 61 is screwed and the adjusting block 65 is pressed against the elastic body 63, and the adjusting block 65 and the locking block 64 respectively have first and second air guiding holes 651 and 641 extending in the axial direction, and the first and second air guiding holes 651. And 641 is connected to introduce the gas into the interior of the casing 61 and acts on the regulating end 6 2 2 ' of the spool 6 2 and the aperture of the first air guiding hole 651 is ♦ the aperture of the second air guiding hole 641. The sealing end 621 of the spool 62 has a truncated cone shape, and its contour surface jade is fixed with an elastic sealing ring 623. An elastic sealing ring 623 is also fixed to the contour surface of the regulating end 621 of the spool 62. The cross-sectional area of the sealed end 621 of the spool 62 is smaller than the cross-sectional area of the regulating end 622 in the cross section of the axis of the vertical housing 61. The pressure acting on the sealed end 621 includes the gas pressure of the gas output from the line 32, and the pressure acting on the regulating end 622 includes the gas pressure of the first gas chamber 2 and the elastic force of the elastomer 63. The elastic body is, for example, a spring, or other member that can be deformed in the axial direction of the housing 61. [0022] The working principle of the gas pressure regulator is as follows: when the air pressure in the first air chamber 2 is less than the preset air pressure, the pressure acting on the sealing end 621 of the valve core 62 is greater than the pressure acting on the adjusting end 622, so that the valve core 62 Moving away from the air guiding port 611 and the air passage 612, the gas in the pipe 32 enters the first air chamber 2 until the pressure in the first air chamber 2 is stabilized at a preset air pressure; when the air pressure in the first air chamber 2 is 099115330 No. A0101 Page 10 / Total 36 pages 0993387703-0 201139887 When the preset air pressure is greater than the preset air pressure, the valve core 62 moves to block the air guiding port 611 and the air passage 612, so that the gas in the pipeline 32 cannot enter the first air chamber 2, in the jet During the process of the gas ejected from the nozzle 60, the air pressure in the first air chamber 2 is lowered. When the air pressure is lower than the preset air pressure, the gas in the line 32 enters the first air chamber 2 and reaches equilibrium again. By setting the gas pressure regulator, the gas pressure of the gas output from the pressure reducing gas storage device can be stabilized at a preset gas pressure. [0023] By tightening or unscrewing the adjustment block 64, the preload of the elastomer 63 can be adjusted so that the initial preset air pressure of the gas pressure regulator can be changed. 〇 [〇〇24] The reduced pressure gas storage device may further include a second gas chamber 7 and a second heat exchange unit 8. In the direction of the gas flow, the first gas chamber 2 is located before the second gas chamber 7. The second air chamber 7 has a second air inlet 71 and a second air outlet 72, and the second air inlet 71 is connected to the first air outlet 22 of the first air chamber 2. The second heat exchange unit 8 includes: a second temperature adjustment chamber 81, a second medium 82, and a second heater 83. The second temperature adjustment chamber 81 surrounds the circumference of the second air chamber 7, and the second medium 82 is loaded into the second Between the temperature regulating chamber 81 and the second gas chamber 7, the second medium 82 is such as a liquid or a gas. The second heater 83 is for heating the second medium 82, and the second heater 83 is, for example, a solar heater, an electric heater or a microwave heater, or other heater that can be used for medium heating; the second heater 83 There may be one or a plurality of, and the type of the second heater 83 may have one or a plurality of types. The second temperature adjustment chamber 81 is connected to the radiator 9 of the heating air conditioner to form a heating cycle. The radiator 9 is provided with a second circulation pump 901 and a second circulation pump switch 902 that controls the second circulation pump 901 to open and close. The heated second medium 82 circulates in the second temperature adjustment chamber 81 and the radiator 9, and the heating air conditioner circulates the ambient air to exchange heat with the radiator 9, so that the ambient air is heated to achieve the purpose of heating. . By 099115330 Form No. A0101 Page 11 / Total 36 Page 0993387703-0 201139887 The second heat exchange unit 8 can further heat the gas on the basis of the heating of the first heat exchange unit 40, making the nozzle of the jet system more difficult. Condensate or even freeze. The second air inlet 71 of the second air chamber 7 may also be provided with a gas pressure regulator 6. [0025] In addition, the first temperature adjustment chamber 41 and the second temperature adjustment chamber 81 are connected by a pipeline to form a circulation loop, the third circulation pump 903 is disposed on the circulation loop, and the third circulation pump 903 is controlled to be turned on and off. The third circulating pump switch 9 0 4 ° [0026] The heat exchange device may only include the first heat exchange unit 40 that uses the heat exchange to heat the gas in the gas storage container, and the number of the first heat exchange unit 40 may have One or more; the heat exchange device may also include only the second heat exchange unit 8 having the second heater 83, the number of the second heat exchange units 8 may be one or plural; the heat exchange device may also include the first One or two heat exchange units 40, 8. When the first heat exchange unit 40 is employed, not only the gas can be heated, but also the cooled first medium 42 can serve as a medium for cooling the interior of the vehicle. When the second heat exchange unit 8 is employed, the heated second medium 82 serves as a medium for the purpose of warming the interior of the vehicle. [0027] Referring to FIGS. 6 to 8, the windage engine has two symmetrical structures, namely a first damper engine 3 and a second damper engine 3'. The first windshield engine includes a first casing 117, a first impeller chamber 43, a first impeller 44, and a first impeller shaft 45. The first impeller chamber 43 is surrounded by the first casing 117, and the first impeller 44 has a plurality of Each of the first impellers 44 is fixed on the first impeller shaft 45 and located inside the first impeller chamber 43, and the first casing 117 is provided with a first air inlet 1 099115330 for receiving the forward resistance fluid when the vehicle is running. Form No. A0101 Page 12/36 pages 0993387703-0 201139887 Ο The first air inlet 1 has an air inlet port and an air inlet port, and the air inlet port has a larger diameter than the air inlet port. The first air inlet 1 communicates with the first impeller chamber 43 , and the resistance fluid is introduced into the first impeller chamber 43 through the first air inlet 1 to push the first impeller 44 and the first impeller shaft 45 to rotate, and is output through the first impeller shaft 45. Auxiliary power. The second damper engine 3' has a second casing 117', a second impeller chamber 43', a second impeller 44', a second impeller shaft 45', and a second air inlet port 接收 for receiving a resistance fluid. The first impeller chamber 43 and the second impeller chamber 43' are independently disposed and are not in communication with each other. The first impeller shaft 45 and the second impeller shaft 45' are parallel and steered oppositely, a first transmission gear 46 is fixed to the first impeller shaft 45, and a second transmission gear 118 is fixed to the second impeller shaft 45'. The motor vehicle also includes a first reversing device, a second reversing device, and an auxiliary power take-off shaft. The first reversing device includes a reversing gear 119 and a conveyor belt 47. The second reversing device includes a first transmission bevel gear 49 and a second transmission bevel gear 50 that are meshed and axially perpendicular, and the reversing gear 119 and the first transmission gear 46 Engaging and parallel to the axis, the conveyor belt 47 is wound around a first transmission bevel gear 49, a second transmission gear 118 and a reversing gear 119 which are distributed in a triangular shape, and the first transmission bevel gear 49 is fixed to the auxiliary power output shaft 130. The power outputted by the first impeller shaft 45 and the second impeller shaft 45' is converted to the auxiliary power output shaft 130 via the first reversing device, and the power output from the auxiliary power output shaft 130 is converted to the motor vehicle by the second reversing device. Drive train 11. The wind resistance engine can have two or more than one or two. The impeller chamber of the damper engine is provided with a plurality of impellers fixed on the impeller shaft, and the resistance fluid drives the impeller and the impeller shaft to rotate. [0028] The power output of the impeller engine impeller shaft can directly drive the drive train of the motor vehicle after being commutated by the reversing device; or can be reversed by the reversing device after 099115330 Form No. 1010101 Page 13/36 pages 0993387703-0 201139887 The main power output shaft of the compressed gas engine is connected in series to drive the drive train of the motor vehicle. Referring to FIGS. 6 to 8, the compressed gas engine 4 is disposed independently of the first and second damper engines 3, 3' and located behind the first and second damper engines 3, 3'. The compressed gas engine 4 has a main power output shaft 120, and the second transmission bevel gear 50 is fixed at the end of the main power output shaft 120, and the first and second transmission bevel gears 49, 50 that are vertically meshed with each other serve the first, The power outputted by the two-resistance engine 3, 3' is vertically commutated and output to the main power output shaft 120 of the compressed gas engine. [0030] The motor vehicle is provided with a second clutch device 160 through which the power outputted by the first and second wind resistance engines 3, 3' is output to the auxiliary power output shaft 130, as shown in FIG. In the starting phase of the motor vehicle, the wind resistance engine has no power output, and the second clutch device 160 is separated, so that the auxiliary power output shaft 130 does not rotate with the main power output shaft 120, thereby reducing the starting load of the motor vehicle; the motor vehicle is in normal condition. During the driving phase, the second clutch device 160 is engaged, and the power output from the auxiliary power output shaft 130 and the power output from the main power output shaft 120 drive the power train 11 of the motor vehicle. The second clutch device 160 is a conventional one-way clutch, and of course, it can be a clutch device in a separate and engaged state. [0031] Referring to Figures 6 through 10, the compressed gas engine 4 further has a housing and a circular impeller body 74 disposed inside the housing. The housing includes an annular side shell 76, an upper cover 73 and a lower cover 73'. The upper cover 73 and the lower cover 73' are respectively fixed to the upper end opening and the lower end opening of the annular side shell 76, so that the side shell 76 and the upper side A closed impeller body chamber 68 is formed between the cover plate 73 and the lower cover plate 73'. The impeller body 74 is located inside the impeller body chamber 68 and the impeller body 74 099115330 Form No. A0101 Page 14 / Total 36 Page 0993387703-0 201139887 The middle portion of the 固 is sleeved on the main power output shaft 120. A circular working chamber 69 uniformly distributed around the axis of the main power output shaft 120 is formed by grooving the circumferential surface of the impeller body 74 and the inner surface of the side casing 76. On the wearing surface of the axis of the vertical main power output shaft 120, the working chamber 69 has a triangular shape formed by connecting three curves end to end. The working chamber 69 may have one turn or multiple turns. The working cavity may be a groove structure penetrating in the axial direction of the impeller body, the inner surface of the upper cover plate, the inner surface of the lower cover plate and the inner surface of the side case enclosing the working cavity; the working cavity may also be disposed on the circumferential surface of the impeller body In the middle of the non-grooving structure, the inner surface of the side shell closes the working chamber; of course, the inner surface of the upper cover, the inner surface of the side shell closes the working chamber, or the inner surface of the lower cover, the side shell The inner surface encloses the working chamber, ie the working chamber is closed by the inner surface of the housing. [0032] The inner surface of the side shell 76 is further provided with a plurality of spray inlets 67 and a plurality of spray outlets 452, and the spray inlets 67 and the outlets 452 are spaced apart. The inner side of the side shell 76 is further provided with an annular first-stage muffler chamber 453. The outer surface of the side shell 76 is provided with a plurality of first-stage exhaust ports 451, and each of the spray outlets 452 corresponds to a first-stage exhaust port 451, and the discharge port 452 The first-stage exhaust port 451 is connected through the first-stage muffler chamber 453. The injection port 67 is not in communication with the discharge port 452, the primary exhaust port 451, and the primary muffler chamber 453. The discharge port 452 and the corresponding primary exhaust port 451 are offset by an angle on a circumference centered on the axis of the main power output shaft 120. Each of the injection holes 67 of the side casing 76 is fixed with an air nozzle body 75, and each of the air nozzle seats 75 is fixed with two air nozzles 60, and both of the air nozzles 60 extend into the injection port 67. Each of the air nozzles 60 is connected to a jet pipe 54, and the axes of the two air nozzles 60 on each of the jet inlets 67 have an acute angle. The compressed gas of the compressed gas container 20 is delivered into the working chamber 69 through the lance tube 54 099115330 Form No. Α0101, page 15 / page 36, 0993387703-0 201139887. For each working chamber 69, the air nozzle 60 is sprayed. The gas pushes the impeller body 74 to rotate and is temporarily compressed in the working chamber 69. When moving to the discharge port 452, the compressed gas temporarily stored in the working chamber 69 is expanded and ejected from the discharge port 452 at a high speed, and the reaction force at the time of ejection is released. The impeller body 74 is again rotated. When the impeller body 74 rotates, the main power output shaft 120 is driven to rotate, thereby driving the power train 11 of the motor vehicle. [0033] For each working chamber 69, there is a time difference between the gas injected from the receiving air nozzle 60 and the gas ejected from the ejection port 452. During this time difference, the gas is temporarily compressed in the working chamber 69, so that the gas is temporarily stored in the working chamber 69. The reaction force when ejecting is greater, which can provide more power to the motor vehicle. Since the working chamber 69 is closed by the inner surface of the casing, it is also convenient for the compressed gas to be temporarily stored in the working chamber 69. In addition, in order to prevent condensation gas from being condensed when input to the compressed gas engine, the first heater 7 7 for heating the air nozzle 60 may be mounted on the air nozzle housing 75, and the first heater 7 7 may be a resistance wire. The electric resistance wire is embedded in the air nozzle body 75; the air nozzle 60 includes a nozzle body, the air nozzle body has a cavity penetrating in the axial direction, the second body heater is disposed on the air nozzle body, and the second heater is a resistance wire The resistance wire is wound around the air nozzle body. A heat insulating layer is further disposed on the air nozzle body, and the second heater is located between the heat insulating layer and the air nozzle body. The first and second heaters may be selected from the group consisting of electric heaters, microwave heaters, and solar heaters. [0034] The motor vehicle further includes a first electric motor 53 that is power-connected to the main power output shaft 120 of the compressed gas engine 4 via a belt transmission mechanism 51, and the belt transmission mechanism 51 includes a pulley 511 and a belt wound around the pulley 511. 512. 099115330 Form No. A0101 Page 16 of 36 0993387703-0 201139887 [0035] Ο [0036]
請參閱第6圖至第8圖，機動車還包含壓縮氣體再利用系 統，該壓縮氣體再利用系統用於連通壓縮氣體發動機的 一級排氣口 451和風阻發動機的葉輪室43、43’ 。壓縮氣 體再利用系統包含一級排氣管57、二級消音室59及二級 排氣管58。一級排氣管57的入口與一級排氣口 451——對 應連通，一級排氣管57的出口彙集到二級消音室59，二 級消音室59與二級排氣管58的入口連通，二級排氣管58 的出口與第一葉輪室43和第二葉輪室43’均連通。從壓 縮氣體發動機的喷出口 452高速喷出的氣體，順次經過一 級消音室453、一級排氣口 451後進入一級排氣管57，經 過二級消音室59消音後進入二級排氣管58，最後再進入 第一、二葉輪室43、43’來驅動第一、二葉輪轉動，實 現對壓縮氣體的再利用，從而能夠有效的節約能源，並 且能夠進一步提高對機動車的驅動力。 請參閱第6圖以及第11圖至第14圖，機動車還包含機動車 減震系統，該機動車減震系統包含機動車顛簸動能再生 利用系統19、減震器及調壓閥129。減震器包含搖臂18、 與車體支撐架122固定連接的上彈簧座97、下彈簧座121 及減震彈簧96，該搖臂18的一端通過搖臂軸85可轉動的 安裝在車體支撐架122上，該搖臂18的另一端與車輪軸 1231可轉動連接且該另一端與下彈簧座121固定，減震彈 簧96固定於上彈簧座97和下彈簧座121之間。機動車顛簸 動能再生利用系統包含氣缸體89、活塞93及連杆87，活 塞93置於氣缸體89的内腔並將氣缸體89的内腔分隔為第 一工作室128和第二工作室92，活塞93與氣缸體89的内 099115330 表單編號Α0101 第17頁/共36頁 0993387703-0 201139887 壁之間滑動密封配合，所述連杆87的一端為受力端，用 於接受機動車的車輪上下顛簸時的震動衝擊力，所述連 杆87的另一端為施力端，所述連杆87的施力端伸入第一 工作室128並與所述活塞93連接，用於推動活塞93往復運 動，所述氣缸體89上設置有與第一工作室128相通的換氣 孔88，所述氣缸體89上設置有用於與第二工作室92相通 的吸氣孔110和出氣孔95，所述吸氣孔110上設置有第一 單向閥171，用於向第二工作室92内吸入空氣，所述出氣 孔95用於輸出活塞93往復運動時產生的壓縮氣體。 [0037] 第一單向閥171如懸臂狀設于吸氣孔110的彈片，請參閱 第13圖，當活塞93向下移動，第二工作室92吸氣時，彈 片向下彎折，使吸氣孔110打開；請參閱第14圖，當活塞 向上移動，第二工作室92壓縮空氣時，在氣缸體89的限 位面170的約束下，彈片不能向上彎折，使吸氣孔110封 閉。 [0038] 氣缸體89的頂端通過連接軸94與上彈簧座97連接，活塞 93與該氣缸體89之間滑動密封配合，連杆87的上端與活 塞93通過上連杆軸90轉動連接，連杆87的下端通過下連 杆軸86與下彈簧座121轉動連接。 [0039] 調壓閥包含閥體99及設於該閥體99内部的單向閥104、調 壓彈簧102、調壓螺絲101及調壓鎖緊螺絲100，該閥體 内部還具有送氣氣道103，出氣孔95通過出氣導管105與 送氣氣道103連接，單向閥104設於該送氣氣道103與出 氣導管105的連接處，在壓力達不到預設值時，單向閥 104堵住該連接處，使出氣導管105内的氣體不能進入送 099115330 表單編號A0101 第18頁/共36頁 0993387703- 201139887 氣氣道。調壓彈簧102的—端抵住單向閥1〇4，調壓 1〇2的另-端抵住難螺絲101，調壓螺絲ι〇ι被調壓鎖 緊螺絲100壓緊。通過旋轉調壓螺絲，可以調節調 的壓縮變形量’進而實現對進入送氣氣道的氣體壓力進 行調節的目的。機動車在行使過程中震動時，連杆 動，帶著活塞93在氣缸體89内上下運動，當第二工作^ 92内的空氣被壓縮達到調壓閥的預域力值時，壓縮办 氣通過管路輸送到壓縮氣體容器21。 二 〇 闺請㈣第15®，其為機動車減為簡第二種實施方式 ，該實施方式_車減震純包含勘車贿動能再I 利用系統、減震器及調壓閥’減震器包含搖臂18、上彈 簧座97、下彈簧座121及減震彈簧96，該搖㈣的中部 通過搖臂轴85與車體支擇架122鉸接，該搖臂㈣一端與 車輪123連接，該上彈簧座97固定在車體支撐架122上，~ 該下彈簧座121活動支擇在車輪轴1231上，該減震彈菁 96固定於上彈簧座97和下-㈣121之間。機動車颠薇動 〇 能再生利用系統包含氣缸體89、活塞的及連杆87，氣缸 體89通過連接轴94與車體支撐架122鉸接，連杆87的一 端通過下連接杆轴86與搖臂18的另一端鉸接，該連杆” 的另一端通過上連杆軸90與活塞93鉸接。該機動車顛簸 動能再生利用系統的其他架構如前所述。 [〇〇41]以上所述僅為舉例性，而非為限制性者。任何未脫離本 創作之精神與範疇，而對其進行之等效修改或變更，均 應包含於後附之申請專利範圍中。 【圖式簡單說明】 0993387703-0 099115330 表單編號A0101 第⑶頁/共36頁 201139887 [0042] [0043] 099115330 第1圖係為機動車的壓縮空氣容器、喷氣系統和麼縮氣體 發動機連接時的架構示意圖； 第2圖係機動車的氣壓調節器在關閉位置時的架構示意圖 > 第3圖係機動車的氣壓調節器在打開位i時的架構示竟圖 9 第4圖係圖3中A-A處的剖面圖； 第5圖係機動車的架構示意簡圖（僅示出兩個車輪）； 第6圖係機動車的俯視示意圖； 第7圖係組裝-體的風阻發動機和壓縮氣體發動機的俯視 不意圖， 第8圖係組裝-體的風阻發動_和壓縮_動機的主視 示意圖； 第9圖係機動車的壓縮機氣體發動機的俯視示意圖. 第10圖係機動車的壓縮氣體發動機的主視示_ ; 第11圖係機動車減震系統的架構示意圖； 第12圖係圖11中A所指處的局部放大圖； 第13圖係圖11中B所指處的局部放大圖； 第14圖係氣缸體的第二工作室吸氣時的架構圖；以及 第15圖係機動車減震系統另—種實施方式的架構圖。 【主要元件符號說明】 I :第一進風口； 1’ ：第二進風口； II :傳動系； 11 2 :變速器； 113 :萬向傳動裝置； 表單編號A0101 第頁/共36 ¥ 、 胃 0993387703-0 201139887 114 :驅動橋； 117 :第一機殼； 117’ ：第二機殼； 118 :第二傳動齒輪； 11 9 :換向齒輪； 13 :喷氣管； 130 :輔助動力輸出軸； 14 :緊固件； 18 :搖臂； 19 :機動車顛簸動能再生利用系統； 160 :第二離合裝置； 2 :第一氣室； 20 :壓縮氣體容器； 21 :第一進氣口； 22 :第一出氣口； 3:第一風阻發動機； 3’ ：第二風阻發動機； 30 :分配器； 32 :管路； 4:壓縮氣體發動機； 40 :第一熱交換單元； 41 :第一溫度調節室； 42 :第一介質42 ; 43 :第一葉輪室； 43’ ：第二葉輪室； 44 :第一葉輪； 099115330 表單編號A0101 第21頁/共36頁 0993387703-0 201139887 44’ ：第二葉輪； 45 :第一葉輪軸； 45’ ：第二葉輪轴； 451 : —級排氣口； 452 :噴出口； 4 5 3 ·· —級消音室； 46 :第一傳動齒輪； 47 :傳送帶； 49 :第一傳動錐齒輪； 5:散冷器； 50 :第二傳動錐齒輪； 51 :皮帶傳動機構； 511 :皮帶輪； 512 :皮帶； 52 :第一循環泵浦開關； 53 :第一電動機； 54 :喷氣管； 56 :第一離合裝置； 57 : —級排氣管； 58 :二級排氣管； 59 :二級消音室； 60 :喷氣嘴； 61 :殼體； 611 :導氣口； 612 :氣道； 62 :閥芯； 099!15330 表單編號A0101 第22頁/共36頁 0993387703-0 $201139887 621 :密封端； 622 :調節端； 63 :彈性體； 64 :鎖緊塊； 641 :第二導氣孔； 6 5 :調節塊； 651 :第一導氣孔； 67 :喷入口； 68 :葉輪體室； 69 :工作腔； 7 :第二氣室； 71 :第二進氣口； 72 :第二出氣口； 73 :上蓋板； 73’ ：下蓋板； 74 :葉輪體； 75 :喷氣嘴座體； 76 :侧殼； 77 :第一加熱器； 8:第二熱交換單元； 81 :第二溫度調節室； 82 :第二介質； 83 :第二加熱器； 85 :搖臂軸； 86 :下連杆軸； 87 :連杆； 099115330 表單編號A0101 第23頁/共36頁 0993387703-0 201139887 88 :換氣孔； 89 :氣缸體； 9 :散熱器； 90 :上連杆軸； 901 :第二循環泵浦； 902 :第二循環泵浦開關； 903 :第三循環泵浦； 904 :第三循環泵浦開關； 9 2 :第二工作室； 921 :第一循環泵浦； 93 :活塞； 94 :連接軸； 9 5 :出氣孔； 96 :減震彈簧； 97 :上彈簧座； 99 :閥體； 1 0 0 :調壓鎖緊螺絲； 101 :調壓螺絲； 102 :調壓彈簧； 103 :送氣氣道； 104 :單向閥； 105 :出氣導管； 110 :吸氣孔； 121 :下彈簧座； 122 :車體支撐架； 123 :車輪； 099115330 表單編號A0101 第24頁/共36頁 0993387703-0 201139887 128 :第一工作室； 129 :調壓閥； 170 :限位面； 1 71 :第一單向閥；以及 1231 :車輪軸。 〇 099115330 表單編號A0101 第25頁/共36頁 0993387703-0Referring to Figures 6 through 8, the motor vehicle further includes a compressed gas reuse system for communicating the primary exhaust 451 of the compressed gas engine with the impeller chambers 43, 43' of the damper engine. The compressed gas reuse system includes a primary exhaust pipe 57, a secondary muffler chamber 59, and a secondary exhaust pipe 58. The inlet of the primary exhaust pipe 57 is in communication with the primary exhaust port 451, the outlet of the primary exhaust pipe 57 is integrated into the secondary muffler chamber 59, and the secondary muffler chamber 59 is connected to the inlet of the secondary exhaust pipe 58. The outlet of the stage exhaust pipe 58 is in communication with both the first impeller chamber 43 and the second impeller chamber 43'. The gas ejected at a high speed from the discharge port 452 of the compressed gas engine passes through the first muffler chamber 453 and the first-stage exhaust port 451, and then enters the first-stage exhaust pipe 57, and is silenced by the second muffler chamber 59 to enter the secondary exhaust pipe 58, Finally, the first and second impeller chambers 43, 43' are driven to drive the first and second impellers to realize the reuse of the compressed gas, thereby effectively saving energy and further improving the driving force for the motor vehicle. Referring to Fig. 6 and Figs. 11 to 14, the motor vehicle further includes a vehicle damper system including a motor vehicle kinetic energy regeneration system 19, a damper and a pressure regulating valve 129. The damper includes a rocker arm 18, an upper spring seat 97 fixedly coupled to the vehicle body support frame 122, a lower spring seat 121, and a damper spring 96. One end of the rocker arm 18 is rotatably mounted on the vehicle body via the rocker arm shaft 85. On the support frame 122, the other end of the rocker arm 18 is rotatably coupled to the wheel axle 1231 and the other end is fixed to the lower spring seat 121. The damper spring 96 is fixed between the upper spring seat 97 and the lower spring seat 121. The motor vehicle kinetic energy regeneration system includes a cylinder block 89, a piston 93 and a connecting rod 87. The piston 93 is placed in the inner cavity of the cylinder block 89 and divides the inner cavity of the cylinder block 89 into a first working chamber 128 and a second working chamber 92. , piston 93 and the inner cylinder of the cylinder block 89 099115330 Form No. 101 0101 Page 17 / 36 pages 0993387703-0 201139887 The sliding seal fits between the walls, one end of the connecting rod 87 is a force end for receiving the wheel of the motor vehicle The shock end of the connecting rod 87 is a force applying end, and the biasing end of the connecting rod 87 extends into the first working chamber 128 and is connected with the piston 93 for pushing the piston 93 to reciprocate. The cylinder block 89 is provided with a ventilation hole 88 communicating with the first working chamber 128. The cylinder block 89 is provided with an air suction hole 110 and an air outlet hole 95 for communicating with the second working chamber 92. The hole 110 is provided with a first one-way valve 171 for drawing air into the second working chamber 92 for outputting compressed gas generated when the piston 93 reciprocates. [0037] The first check valve 171 is a cantilever-shaped elastic piece disposed on the air suction hole 110. Referring to FIG. 13, when the piston 93 moves downward and the second working chamber 92 inhales, the elastic piece is bent downward, so that the elastic piece is bent downward. The air suction hole 110 is opened; referring to FIG. 14, when the piston moves upward and the second working chamber 92 compresses the air, under the constraint of the limiting surface 170 of the cylinder block 89, the elastic piece cannot be bent upward, so that the air suction hole 110 is made. Closed. [0038] The top end of the cylinder block 89 is connected to the upper spring seat 97 via a connecting shaft 94, and the piston 93 is slidably and sealingly engaged with the cylinder block 89. The upper end of the connecting rod 87 is rotatably connected with the piston 93 through the upper connecting rod shaft 90. The lower end of the rod 87 is rotatably coupled to the lower spring seat 121 via a lower link shaft 86. [0039] The pressure regulating valve includes a valve body 99, a check valve 104 disposed inside the valve body 99, a pressure regulating spring 102, a pressure regulating screw 101, and a pressure adjusting locking screw 100. The valve body also has an air supply passage 103 inside. The air outlet 95 is connected to the air supply passage 103 through the air outlet duct 105. The check valve 104 is disposed at the connection between the air supply passage 103 and the air outlet duct 105. When the pressure does not reach a preset value, the check valve 104 blocks the connection. At this point, the gas in the outlet duct 105 cannot enter the air supply channel of 099115330 Form No. A0101 Page 18/36 pages 0993387703-201139887. The end of the pressure regulating spring 102 is pressed against the one-way valve 1〇4, and the other end of the pressure regulating 1〇2 is pressed against the hard screw 101, and the pressure adjusting screw ι〇ι is pressed by the pressure adjusting locking screw 100. By rotating the pressure-adjusting screw, the amount of compression deformation adjusted can be adjusted to achieve the purpose of adjusting the gas pressure entering the air supply passage. When the motor vehicle vibrates during the exercise, the connecting rod moves, and the piston 93 moves up and down in the cylinder block 89. When the air in the second working valve 92 is compressed to reach the pre-domain force value of the pressure regulating valve, the compression gas is compressed. It is conveyed to the compressed gas container 21 through a pipeline. Second, please (4) the 15th, which is the second embodiment of the motor vehicle reduction. The implementation method _ car shock absorption purely includes the survey vehicle bribery energy and I use the system, shock absorber and pressure regulating valve The rocker arm 18, the upper spring seat 97, the lower spring seat 121 and the damper spring 96 are connected to the vehicle body support frame 122 via a rocker arm shaft 85. One end of the rocker arm (four) is connected to the wheel 123. The upper spring seat 97 is fixed to the vehicle body support frame 122. The lower spring seat 121 is movably supported on the wheel axle 1231. The shock absorbing spring 96 is fixed between the upper spring seat 97 and the lower-(four) 121. The motor vehicle regeneration system includes a cylinder block 89, a piston and a connecting rod 87. The cylinder block 89 is hinged to the vehicle body support frame 122 via a connecting shaft 94, and one end of the connecting rod 87 passes through the lower connecting rod shaft 86 and shakes The other end of the arm 18 is hinged, and the other end of the link is hinged to the piston 93 via the upper link shaft 90. Other configurations of the motor vehicle kinetic energy regeneration system are as previously described. [〇〇41] The exemplifications are not intended to be limiting, and any equivalent modifications or alterations to the spirit and scope of the present invention are intended to be included in the scope of the appended claims. 0993387703-0 099115330 Form No. A0101 Page (3) / Total 36 Pages 201139887 [0042] [0043] 099115330 Figure 1 is a schematic diagram of the structure of a compressed air container, a jet system and a gas engine connected to a motor vehicle; Schematic diagram of the air conditioner of the motor vehicle in the closed position> Fig. 3 is a structural view of the air pressure regulator of the motor vehicle at the opening position i. Fig. 9 is a sectional view taken along line AA of Fig. 3; Figure 5 is a machine Schematic diagram of the structure of the car (only two wheels are shown); Figure 6 is a top view of the motor vehicle; Figure 7 is a plan view of the assembly-body wind resistance engine and compressed gas engine, Figure 8 is assembled - Schematic diagram of the body's wind resistance _ and compression _ motives; Figure 9 is a top view of the compressor gas engine of the motor vehicle. Figure 10 is the main view of the compressed gas engine of the motor vehicle _; Schematic diagram of the structure of the vehicle damping system; Fig. 12 is a partial enlarged view of the position indicated by A in Fig. 11; Fig. 13 is a partial enlarged view of the position indicated by B in Fig. 11; Fig. 14 is the second working of the cylinder block The structural diagram of the chamber when inhaling; and the architecture diagram of the other embodiment of the vehicle damping system of Fig. 15. [Main component symbol description] I: First air inlet; 1': Second air inlet; II: Transmission system; 11 2: transmission; 113: universal transmission; form number A0101 page / total 36 ¥, stomach 0993387703-0 201139887 114: drive axle; 117: first casing; 117': second casing; 118: second transmission gear; 11 9 : reversing gear; 1 3: ejector; 130: auxiliary PTO shaft; 14: fastener; 18: rocker arm; 19: motor vehicle kinetic energy regeneration system; 160: second clutch device; 2: first air chamber; Container; 21: first air inlet; 22: first air outlet; 3: first air resistance engine; 3': second air resistance engine; 30: distributor; 32: pipeline; 4: compressed gas engine; First heat exchange unit; 41: first temperature adjustment chamber; 42: first medium 42; 43: first impeller chamber; 43': second impeller chamber; 44: first impeller; 099115330 Form No. A0101 Page 21/ A total of 36 pages 0993387703-0 201139887 44': second impeller; 45: first impeller shaft; 45': second impeller shaft; 451: - level exhaust port; 452: spout; 4 5 3 · · - level silencer 46; first transmission gear; 47: conveyor belt; 49: first transmission bevel gear; 5: diffuser; 50: second transmission bevel gear; 51: belt transmission mechanism; 511: pulley; 512: belt; : a first circulating pump switch; 53: a first motor; 54: a jet tube; 56: a first clutch device; 57 : - level exhaust pipe; 58 : secondary exhaust pipe; 59 : secondary muffler; 60 : air nozzle; 61 : housing; 611 : air port; 612 : air passage; 62 : spool; 099! 15330 Form No. A0101 Page 22 of 36 0993387703-0 $201139887 621: Sealed end; 622: Adjusting end; 63: Elastomer; 64: Locking block; 641: Second air guiding hole; 6 5: Adjustment block; 651: First air guiding hole; 67: spray inlet; 68: impeller body chamber; 69: working chamber; 7: second air chamber; 71: second air inlet; 72: second air outlet; 73: upper cover; ': lower cover; 74: impeller body; 75: air nozzle body; 76: side case; 77: first heater; 8: second heat exchange unit; 81: second temperature adjustment chamber; Medium; 83: second heater; 85: rocker shaft; 86: lower link shaft; 87: connecting rod; 099115330 Form No. A0101 Page 23 / Total 36 0993387703-0 201139887 88 : Ventilation hole; 89 : Cylinder block; 9: radiator; 90: upper link shaft; 901: second circulating pump; 902: second circulating pump switch; 903: third circulating pump; 904: third circulating pump switch; 2: second working chamber; 921: first circulating pump; 93: piston; 94: connecting shaft; 9 5: air outlet; 96: shock absorbing spring; 97: upper spring seat; 99: valve body; : Pressure-regulating locking screw; 101: Pressure-regulating screw; 102: Pressure-regulating spring; 103: Air supply air passage; 104: Check valve; 105: Air outlet duct; 110: Air suction hole; 121: Lower spring seat; Body support frame; 123: wheel; 099115330 Form No. A0101 Page 24/36 pages 0993387703-0 201139887 128: First working chamber; 129: Pressure regulating valve; 170: Limiting surface; 1 71: First check valve ; and 1231: wheel axle. 〇 099115330 Form No. A0101 Page 25 of 36 0993387703-0