GB2286928A

GB2286928A - Magnetic piston motor

Info

Publication number: GB2286928A
Application number: GB9403665A
Authority: GB
Inventors: Solomos Foti Solomou
Original assignee: Individual
Current assignee: Individual
Priority date: 1994-02-25
Filing date: 1994-02-25
Publication date: 1995-08-30
Also published as: GB9403665D0

Abstract

A motor comprises a magnet 9 slidable mounted in a cylinder and switchable electromagnets 5 at either end of the cylinder to drive magnet, the switching means being driven from signal means on the flywheel of the motor. The upper electromagnet may be mounted in a cylinder head and magnetic suspension means may be used to reduce friction between the magnet and the cylinder. <IMAGE>

Description

A MOTOR The present invention relates to a motor and in particular to a motor which may be used to replace the conventional internal combustion engine.

There is a great necessity to substitute the internal combustion motors (diesel or petrol), with more innocent types of motor, for example an electrical motor. This necessity results from the fact that the internal combustion motor is believed to destroy the environment.

Therefore, the present invention provides a motor comprising a magnet slidably mounted in a cylinder and a switchable electromagnet mounted at an end region of the cylinder for attracting or repelling the magnet within the cylinder, wherein the magnet is an aluminium, nickel, cobalt compound (Al-Ni-Co) magnet and transmission means are provided for transmitting the movement of the magnet in the cylinder.

Preferably, four magnets are provided in respective cylinders and the transmission means for transmitting the movement of the magnets are respective connecting rods for connection to a crankshaft.

Moreover, it is preferred that two switchable electromagnets are provided for each cylinder with a switchable electromagnet located at each end region of each cylinder.

With the present invention, the conventional piston of the internal combustion engine is replaced by the Al-Ni-Co magnet.

The function of the invention is based on the use of (Al-Ni-Co) permanent magnets. These magnets are able to pull/repulse metals weighing 60-70 times heavier than their own weight. This great ability of the Al-Ni-Co permanent magnets in combination with electromagnets can give kinetic energy to a combination of pistons and crankshaft.

The motor of the present invention is a safe motor because the energy source may be low voltage batteries. Therefore, the motor can be used in marine, rail, heavy and light vehicle units.

The advantages of the present invention are: 1. It is harmless to the environment.

2. It provides power more safely (no fuel is used or a high voltage).

3. It is more economical.

4. There is greater fuel autonomy.

5. There are low maintenance costs.

6. Low noise.

7. Greater reliability (due to the smaller number of parts).

8. There are low production costs (no use of a fuel system, distribution system in the form of cylinder head, valves, exhaust pipes, intake pipes, etc.).

9. There is greater efficiency due to the fact of low energy loss (heat).

An embodiment of the present invention will now be described by way of example with reference to the accompanying drawings, in which: Figure 1 is a diagram of an Al-Ni-Co magnet motor connected to a crankshaft in accordance with the invention; Figure 2 shows an end view of the flywheel of Figure 1; Figure 3 shows an electrical circuit for controlling the Al-Ni-Co magnet motor; and Figures 4 and 5 are diagrams showing the performance of an Al-Ni-Co magnet motor.

In order to understand the function of the motor five observations should be noted.

a) The mechanical connection between the Al -Ni- Co magnet and the crankshaft is the same as the internal combustion engine. So, as Figure 1 shows the first and third Al-Ni-Co magnets move down simultaneously, while at the same time the second and fourth Al-Ni-Co magnets move upwards.

b) The current direction (flow) through the coils of the electromagnets of cylinders 1 and 3 is the same and the current direction in the electromagnets of cylinders 2 and 4 is the same. However, the direction of the current between the two parts is opposite.

Consequently, 1 and 2 cylinders have opposing current directions in their electromagnets and therefore opposing magnetic fields. The same happens with cylinders 2 and 3 and 3 and 4. All the above is based on the principle that if the current direction to an electromagnet is changed, then the magnetic field of that electromagnet will be the opposite.

c) The function of the motor is completed in two phases (times). At these two active phases all the Al-Ni-Co magnets of the motor are active and continuous active function.

d) The current to the electromagnets is supplied by the battery of the car and it is controlled by the ignition switch (see Figure 3).

e) Due to the phenomenon of inactivity (when a motor starts), there is a probability that the magnet motor will not start itself, when the ignition switch is on. Therefore, a starter motor is required.

1st Time (Active Phase) Function. (Cylinders 1 and 3) Let us assume that the current flow is in the direction shown in Figure 1. Then, the upper electromagnets 5, 6 have N polarity and the lower electromagnets 7, 8 S polarity. Therefore, the Al-Ni Co magnets 9, 10 in cylinders 1 and 3 move downwards because the upper electromagnets 5, 6 repulse the magnets 9, 10 downwards due to the fact that the Al-Ni-Co magnets 9, 10 have the same polarity as the upper electromagnets 5, 6.

There is an opposite reaction between the lower electromagnets 7, 8 and the Al-Ni-Co magnets 9, 10. The lower electromagnets 7, 8 pull the Al-Ni-Co magnets 9, 10 downwards. These reactions between the Al-Ni-Co magnets 9, 10 and the electromagnets, 5, 6, 7, 8 are based on the principle that two magnets with the same polarity repulse each other, while two magnets with opposite polarity attract each other.

The Al-Ni-Co magnets 9, 10 move downwards until they finally reach their lowest point. At that point, as Figure 2 shows, point A of the flywheel 12 passes in front of a polarity sensor 11. As point A passes the polarity sensor, the direction of the current through all of the electromagnets 5-8, 13-16 of the motor is changed to opposite direction.

At that point the 1st phase or time 1 is completed.

2nd Time (Active Phase) Function. (Cylinders 1 and 3) The polarity of the electromagnets 5, 6, 7, 8 of the 1st and 3rd cylinders is now the polarity shown in Figure 1 for the electromagnets 13, 14, 15, 16 of the 2nd and 4th cylinders. Therefore, the reaction between the Al-Ni-Co magnets 9, 10 and the electromagnets 5, 6, 7, 8 will be the opposite to that of the 1st active phase. The magnets 9, 10 of the 1st and 3rd cylinders will thus begin at the same time, to move upwards.

The magnets 9, 10 move upwards until finally they reach the higher point of their course. At that point, point B on the flywheel 12 passes in front of the polarity sensor 11. As point B passes the polarity sensor 11 the direction (polarity) of the current is again changed through all the electromagnets 5-8, 13-16 of the motor. Therefore, the magnets 9, 10 of the 1st and 3rd cylinders will again move downwards and so on.

At that point the 2nd phase or time 2 is completed.

The motor, which includes many of the parts of a conventional internal combustion engine, comprise the following: A) Mechanical Parts Cylinder block 17, Al-Ni-Co magnets 9, 10, 19, 20, magnet suspension rings 24, connecting rods 18, crankshaft 21, oil sump (not shown), flywheel 12, and cylinder head 22. All these parts constitute the production system.

B) Lubrication Svstem Oil pump (not shown), oil filter (not shown), oil supply pipes 22, cylinder oil seals 25.

C) Coollna Svstem Air fan 26, air filter 27, air flow 28 (produced by the vacuum effect generated by magnets 9, 10, 19, 20 during their movements), from the air fan 26 to the interior of the cylinders 1, 2, 3, 4.

D) Electrical Parts Batteries 29, ignition switch 30, polarity sensor 11, electromagnets 5-8, 13-16, variable resistance 31, (pedal accelerator), battery charging indicator 32, dynamo or alternator 33, automatic (current) brake switch 34. The task of the brake switch is to protect the electromagnets 5-8, 13-16 from current overloading in case of abnormal driving, for example abrupt starting. A common overload switch (such as a relay system) used in many electrical circuits is adequate. Also, the overload switch protects the entire circuit from overloading.

A circuit for controlling the electromagnets is shown in Figure 3. As Figure 3 shows the lower electromagnets 7, 8, 15, 16 have bored core in order to allow the connecting rods 18 to move. Therefore, in order to compensate for this, the lower electromagnets 7, 8, 15, 16 have more turns.

As Figure 1 shows, and because the working principle of the magnet motor is not based on the changes of the volume and the pressure of the air in the cylinder, the air enters through the introduction holes in the cylinders 1, 2, 3, 4 creating a stream.

The task of that air stream is to cool the interior of the cylinders 1, 2, 3, 4 and is considered the main part of the cooling system.

The movement of the Al-Ni-Co magnets 9, 10, 19, 20 within the cylinders 1, 2, 3, 4 is lubricated with oil which is supplied via conduits or supply pipes 23 within the connecting rods 18 and the magnets 9, 10, 19, 20. Pairs of oil suspension rings 24 are provided on the wall of the magnets 9, 10, 19, 20. The oil suspension rings 24 are similar to those found in a conventional internal combustion engine. Cylinder oil seals 25 are also provided at the top and bottom of each cylinder, between the Al-Ni-Co magnets 9, 10, 19, 20 and the electromagnets 5-8, 13-16 to prevent any lubricant from coming into contact with the electromagnets.

The cylinder head 22 of the magnet motor is a simple metal cover with no other internal parts and is connected to the cylinder block 17 with nuts 35. Its task is to cover the cylinders 1, 2, 3, 4 and the Al Ni-Co magnets 9, 10, 19, 20. On the cylinder head 22 there will be special receptions or mountings to support the upper electromagnets 5, 6, 13, 14. The lower electromagnets 7, 8, 15, 16 are supported by special receptions or mountings at the base region of the cylinders 1, 2, 3, 4.

As Figure 1 shows each cylinder 1, 2, 3, 4 contains a pair of Al-Ni-Co magnets mounted on upper and lower sides of a support. The lower Al-Ni-Co magnets have a circular bore for connection with the connecting rods 18. Due to that fact and in order to compensate for this, the lower Al-Ni-Co magnets have a greater thickness.

The magnet motor has the need of an air cooling system similar to that of a conventional air cooled internal combustion engine. Therefore, a fan 26 is needed. Also the exterior surface of the cylinder block 17 must have a special air cooling construction.

Insofar as the construction of the parts of the production system (eg connecting rods 18, crankshaft 21, flywheel 12, oil sump) are concerned and the way of connection between them, these are similar to those of the internal combustion engines.

There is no limitation to the number of cylinders, or the order between them (V, or in line).

Therefore, 4, 6, 8, 10 cylinder magnet motors, V or in line can be constructed with the proviso that proportional points are equally divided on the flywheel 12. Therefore, a 4 cylinder magnet motor needs 2 points, a 6 cylinder 3 points (1200 distance between them), an 8 cylinder 4 points (900 distance between 0 them) and a 10 cylinder needs 5 points (72 distance between them on the flywheel 12).

The polarity sensor 11 may be in the form of common electrical switches, alternatively advanced electronic circuitry (such as magnetic heads, photo transistors, photo diodes) may be provided.

An air filter 27 is provided to clean the air which is introduced in the cylinders 1, 2, 3, 4 through the introduction openings.

It will be understood that antimagnetic (neutral) materials are needed to form the parts and accessories of the production system of the motor. As Figure 1 shows, the walls of the cylinders 1, 2, 3, 4, the connecting rods 18, the crankshaft 21, crankshaft case and cylinder cover (head) 22 must be constructed with antimagnetic (neutral) materials or alloys. An example of an antimagnetic material is cast iron.

The power of the engine (motor) is governed by the accelerator (pedal). The accelerator is connected to a variable resistance 31. By increasingdecreasing the value of the resistance, the driver increases-decreases the intensity of the current to the electromagnets 5-8, 13-16 and thus the value of the force between the electromagnets and the Al-Ni-Co magnets.

The increase or decrease of the value of the magnetic force between the electromagnets and the Al Ni-Co magnets increases-decreases the velocity of the movement of the magnets and thus the revolutions/minute of the motor and therefore its power.

With reference to the other controls of the car, such as brakes and clutch pedal, steering, handbrake, gear lever, no changes to the conventional vehicle are needed. The only difference is to the control panel whereby instead of a fuel meter a battery voltage meter is needed.

Figure 4 shows how with a variation in current changes, the power of the motor is affected.

The basic factor (concerning the construction of the motor) which influences the power of the magnet motor, is the volume of the cylinders, as is the case with the internal combustion engine. As the volume of the cylinders increases, the volume of the magnets increases. That means that the number of turns of the electromagnets may be increased. As the number of turns of the electromagnets is increased the magnetic field of the electromagnets also is increased. On the other hand, the Al-Ni-Co magnets have larger volume as the volume of the cylinder increases. Therefore, the forces between the Al-Ni-Co magnets and the electromagnet is increased as the volume of the cylinders increases. Therefore, since the magnetic forces between the electromagnets and the Al-Ni-Co magnets may be increased, a heavier system can be used (connecting rods, crankshaft, flywheel). Therefore, the torque and power of the motor will be increased as the volume of the cylinders increases. In Figure 5 we can see the relationship between the cylinder volume and the power of the motor.

As it is mentioned before, the restitution degree of the motor is much bigger, compared with the restitution degree of the internal combustion motors.

That is caused because the magnet motor has low degree energy losses (approximately 10%). These losses are: 1. Loss of Enerav bv the Cooling System of the magnet motor. As it is mentioned before, an air fan is needed to cool the motor by producing an air stream to the exterior surface of the motor. The function of that fan absorbs energy (power) from the production part of the motor (crankshaft), because it is mechanically connected. The air stream carries away the heat produced in the cylinder area by the friction of the magnets with the interior surface of the cylinders.

2. Friction Losses. As at the internal combustion engine, there are friction losses under the form of heat between the surfaces of the moving parts of the production system, such as between the magnets and the interior of the cylinders, connecting rod and the crankshaft, the crankshaft and its bases and the magnet motor as well.

It will of course be understood that different arrangements of Al-Ni-Co magnets and electromagnets may be implemented to generate motive power which are in accordance with the present invention.

Claims

1. A motor comprising a magnet (9) slidably mounted in a cylinder and a switchable electromagnet (5) in an end region of the cylinder but, preferably on the top of the cylinder (17), for attracting or repelling the magnet within the cylinder. The magnet is an AL-NI-CO (mixture) magnet which is consisted from Aluminium, Nickel, Cobalt metals. The transmission means for transmitting the transmission of the magnet within the cylinder are respective a connecting rod (18) connected to a crankshaft (21).

2. A motor as claimed in claim 1 wherein two switchable electromagnets (5,6,7,8,13,14,15,16) are provided for each cylinder at each end region of the cylinder, (top and bottom).

Moreover as fig 1 of the description shows the motor is consisted with 4 cylinders, having four magnets (9,10,19,20), eight electromagnets (5,6,7,8,13,14,15,16), four connecting rods (18) connected to a crankshaft (21).

3. A motor as claimed in claim 1 wherein the motor is provided with a polarity sensor (11) which is responsible for changing the direction of the current through the electromagnets.

4. A motor as claimed in claim 1 or claim 2 wherein the flywheel of the motor is provided with (2) points (A,B) to influent (effect) the polarity sensor.

5. A motor as claimed in claim 1 or claim 2 or claim 3 wherein the motor is provided with a lubrication system to lubricate the movement of the magnets within the cylinders.

6. A motor as claimed in claim 1 or claim 2 or claim 3 or claim 4 wherein the motor in provided with a starter motor.

7. A motor as claimed in claim 1 or claim 2 or claim 3 or claim 4 or claim 5 wherein the motor is provided with an air fan (26) to cool the motor.

8. A motor as claimed in any preceding claim wherein the motor is provided with Electric Batteries to supply Electric current to the Electromagnets.

9. A motor as claimed in any preceding claim wherein the magnets of the motor are provided with suspension rings to help the magnets move within the cylinders.

10. A motor as claimed in any preceding claim wherein the motor is provided with a cylinder Head to House the upper Electromagnets.

11. A motor as claimed in any preceding claim wherein the shape order of the cylinder block of the motor may have V shape (90 degrees) as the V shape internal combustion engines.

12. A motor as claimed in any one of the preceding claims wherein the motor may have more than 4 cylinders, ie 6,8,10,1...

13. A motor as claimed in any preceding claims wherein the motor is provided with a Dynamo or Alternator to charge the Batteries of the motor.

14. A motor as claimed in any preceding claim wherein the motor is provided with a Variable Resistor to control the power of the motor.