KR100445166B1 - complex engine apparatus using solenoide - Google Patents

Abstract

The present invention relates to a combined engine using a solenoid, and the main configuration of the present invention is a known engine structure including a crankshaft, a flywheel, a piston, a cylinder, a cylinder block, and the like, wherein the engine includes an internal combustion engine, Characterized in that the solenoid engine including a piston and a solenoid made of a plunger integrally, and another feature of the present invention, the internal combustion engine and the solenoid engine is configured to operate on the same cylinder block and the same crankshaft In the v-type engine, the cylinder array of the engine consists of one row of two internal combustion engines and the other row of solenoid engines, the w-type engines are solenoid engines and the middle row of internal combustion engines. The engine is composed of an internal combustion engine and a solenoid engine in series, and are integrally formed. The solenoid described above Power supply to is characterized in that it is configured to receive the supply from the battery to be charged by a generator.

Description

Complex engine apparatus using solenoide

The present invention relates to a combined engine device using a solenoid.

In the meantime, gasoline and diesel engines have been mainly used as power sources in various fields such as industrial sites and transportation vehicles, and performance has been greatly improved by many studies.

The internal combustion engine is composed of four strokes of intake, compression, explosion, and exhaust by the movement of the piston in the cylinder, and intakes the mixed air and fuel in the intake stroke to compress the mixed air and fuel in the compression stroke, In the explosive stroke, when spark is generated by the spark plug and the mixed air and fuel explode, the piston descends by the explosive pressure and rotates the crankshaft. And various machines.

However, the recent surge in oil prices is not only deteriorating the economic situation of individuals and countries, but also causing environmental pollution due to exhaust gas from internal combustion engines. Therefore, development of alternative energy is urgent.

As a method of this, a power generating device of an engine by magnetic force is disclosed in Utility Model Registration No. 20-188699.

Here, an electromagnet is formed in the cylinder head, the upper end of the piston is made of a magnet, the piston is lowered by the force of the magnet repulsing at the top dead center, and the piston is raised to the top dead center again after passing through the bottom dead center.

However, such a conventional device has many problems due to the characteristics of the magnet or the electromagnet. The electromagnet is a principle of forming a magnetic pole in the iron core by enameling the magnetic wire around the magnetic core, and the strength of the electromagnet is changed by the number of turns of the enamel wire and the strength of the current. Therefore, it is possible to pull up the piston to the top dead center by changing the polarity of the electromagnet different from the permanent magnet polarity.However, even if the polarity of the electromagnet is changed at the top dead center or the power supplied to the electromagnet is cut off, the permanent magnet is applied to the magnetic core of the electromagnet. The permanent magnet attached to the piston due to the strong force to attach is very difficult to lower the piston by the force to attach to the iron core of the electromagnet and the engine stops.

In other words, at the top dead center position, the same pole is formed between the electromagnet and the permanent magnet to obtain a large repulsive force.However, when the permanent magnet attached to the piston approaches the electromagnet, the permanent magnet adheres to the magnetic body due to the strong property of sticking to the magnetic material. The repulsive force does not work between the permanent magnets. Rather, the permanent magnet is attached to the iron core with an electromagnet, so the repulsive force cannot be obtained between the permanent magnet and the electromagnet. The experimental results confirmed the fact that it could not be obtained.

In addition, the above-mentioned data is that the permanent magnet is attached to the piston head, so that even if the cylinder block is made of a cast or cast steel product, it is possible to operate the magnet by the property of attaching the permanent magnet to the inner wall of the cylinder. Given the resistance and the very small gap between the cylinders and the cylinders (for example, 7mm for a Tico car), the magnets attached to the pistons in the adjacent cylinders and the magnets move up and down. It is impossible to keep the piston running because the repulsive force of the same polarity and the interference of other polarities are inevitable.

As a technique for solving some of the important problems of the prior art, a patent application by the present applicant, a "magnetism engine that doubles the rotational torque" of the Patent Application No. 2001-17214 dated March 31, 2001. Further development of the engine device more advanced in the above-described invention, there is also the "engine device using a solenoid" of the patent application 2001-21635 by the applicant.

The present invention has been further developed by using the solenoid engine in the above invention, the present invention will be described in detail below.

The object of the present invention is to solve all the problems occurring between the conventional magnet and the electromagnet, to provide a hybrid engine using a new type of solenoid and plunger, the solenoid engine using a flanger and the existing internal combustion engine in the same unit By operating on the crankshaft, the fuel economy of the combined engine is improved by more than 100% compared to the engine operated only by the internal combustion engine, thereby providing a new engine that reduces fuel consumption by more than 50%.

In addition, another object of the present invention is to provide a new method of solenoid core lamination method and processing shape to form a much larger magnetic force than the existing solenoid, to ensure a smooth operation, the solenoid power supply method and control device, its performance To provide a thing about the core of the solenoid to ensure.

1 shows an embodiment of the device according to the invention.

2 is a view showing in detail the configuration of FIG. 1 according to the present invention;

3A is a configuration example of the solenoid 40

Figure 3b is a view showing another specific embodiment showing the basic configuration of the solenoid engine, Figure 3c shows a core according to the present invention.

4 shows a radial configuration of a solenoid engine according to the invention.

5A and 5B are diagrams for explaining an operation relationship according to an embodiment of the present invention.

6 is another configuration example according to the present invention, and FIG. 7 is a view showing the configuration of a sensor unit, a control unit, and an output unit according to the present invention.

8 and 9 are an operation flow and a circuit diagram for the operation of the solenoid.

The main constitution of the present invention for achieving the above object of the present invention is a known engine structure including a crankshaft, a flywheel, a piston, a cylinder, a cylinder block, and the like, wherein the engine includes an internal combustion engine and a plunger. A solenoid engine including a piston and a solenoid made up is integrated, and a solenoid 40 and 40 including a solenoid core and a bobbin are formed in the lower portion of the cylinder head and the piston 2 opposite thereto. For the control, a sensor unit 100 including sensors for detecting an accelerator, a brake, an engine speed, a speed, a crankshaft rotation angle, a control unit 20 for controlling the sensor unit 100, and Operated by the control of the control unit 20, the solenoid control output power supply 201, the solenoid valve 202 for the engine no-load operation, the start to operate the engine Including the generator, the flywheel, the generator to generate the electricity required for driving the engine using the engine output, and the battery for storing the generated electricity, to control the rotation speed and torque by controlling the voltage and current supplied to the solenoid In addition, another feature of the present invention is that the internal combustion engine and the solenoid engine are configured to operate on the same cylinder block and the same crankshaft, and the cylinder arrangement of the engine is 1 in 2 rows in the v-type engine. The row is composed of internal combustion engine, the other row is composed of solenoid engine, the w type engine is composed of left and right rows of solenoid engine, the middle row is internal combustion engine, and the type I engine is composed of an internal combustion engine and a solenoid engine in series. The power supply to the solenoid is supplied from a battery charged by the generator. It is characterized by the configuration.

In addition, the present invention is characterized in that the solenoid valve is formed on the cylinder head of the internal combustion engine, wherein the solenoid core and the plunger are made of directional silicon steel, and the lamination method of the solenoid core is in the form of a roll, and the solenoid core and the bobbin It is characterized in that the heat sink is attached, the power supply for the solenoid operation, by charging a plurality of capacitors with a small current supply to operate by sequentially discharging the capacitors in sequence, characterized in that to continue this process.

In addition to the above features, other features and configurations will be described in more detail.

1 is an engine structure in a radial configuration as a whole with a schematic diagram showing only one embodiment of the structure of an engine composed of a solenoid according to the present invention. And FIG. 2 is a detailed view of the main parts of FIG. 1.

As shown in the drawing, the basic configuration, such as the piston 2 being provided on the crankshaft 1, is the same as in the conventional engine structure. In the present invention, the cylinder head 3 formed on the upper end of each piston 2, and the solenoid 40 is provided at the lower end of the piston.

The through-hole 19 is formed in the upper cylinder head, and the solenoid valve 30 is installed. The piston 2 consists entirely of a plunger, and the connection between the piston 2 and the connecting rod 5 uses a conventional piston pin. The starter motor 7 is installed at the flywheel 4, and a crankshaft rotation angle sensor 8 is installed at a predetermined position of the crankshaft 1 and connected to the engine control unit 20. The engine control unit 20 is connected to the battery 21 and the battery 21 is connected to the generator 22. The generator 22 is connected to the pulley and belt of the crankshaft 1. Guide rings, oil rings and piston rings 18 are formed on the outer circumference of the piston 2.

In this case, when the cylinder block and the cylinder head are made of a nonmagnetic material, the strength of the magnet may be increased by using the plunger formed in the piston as a permanent magnet. The solenoid used at this time uses the air core solenoid and installs the anti-magnetic material on the inner wall of the cylinder and the outer edge of the permanent magnet to prevent interference due to magnetic force during operation.

In FIG. 1, reference numeral 6 denotes a water jacket for cooling, and 6a denotes a cylinder block.

The basic structure of the solenoid 40 has a shape in which the coil 40b is wound around the bobbin 40a and the outer circumference is surrounded by the core, as shown in FIG. 3a.

Figure 3b specifically illustrates the configuration of the solenoid according to the present invention in another embodiment, the coil 40b and the bobbin 40a is formed inside the core 40c, the plunger 40d to the inner diameter of the bobbin 40a Is configured to reciprocate. The plunger 40d eventually becomes the piston 2 in FIG. 1. The length of the plunger 40d inserted into the solenoid and the hole depth of the solenoid are about 100-150% of the engine stroke. On the other hand, a heat radiation fin 40e for heat radiation is installed at the top of the core 40c.

3C is an explanatory diagram for explaining the configuration of the core 40c.

Commonly used core material is non-oriented silicon steel sheet, which is cheap and easy to process, but its permeability is very low. However, as shown in the present invention, by cutting a wide directional steel sheet in the lengthwise direction of the solenoid width (w) and stacking a plurality of sheets, it is rolled and bent to form a roll, so that there is little leakage flux loss and a force to pull the plunger during operation of the solenoid There is an advantage to maximize.

The core 40c is processed so that the corner is round. The reason is that the core is generally made in a right angled corner portion, but there is a problem in that a loss occurs in the corner portion, so that the pull force of the plunger is weakened when the solenoid is operated. Therefore, since there is a lot of leakage flux loss at this edge, the loss is minimized by giving a round to prevent this. The core 40c and the plunger use a oriented silicon steel sheet folded over several sheets having excellent permeability. For example, a pH-06 iron sheet produced by Pohang Iron & Steel Co., Ltd. is used. The higher the permeability, the stronger the magnetic force generated from the solenoid, and the greater the pulling force of the plunger. As the iron plate, a crystal structure of the iron plate is used, which is oriented in the folded longitudinal direction as shown by an arrow. This is an important issue since the permeability varies from several hundred to several thousand times depending on the crystal structure of the steel plate.

When the rotation torque is increased in the above configuration, there may be various methods such as using a double-acting solenoid, increasing the number of pistons, and increasing the strength of the solenoid magnetic force.

FIG. 4 is a view of the arrangement of the piston and the cylinder shown in FIG. 1 centered on the crankshaft 1. FIG.

As shown, in the embodiment of the present invention, the arrangement of the cylinders 2 is arranged in one or more rows by about 1-6 radially. The lower part of the piston constitutes an oil bath for smooth movement of the crankshaft and the piston, and an oil ring on the piston to prevent lubricating oil from flowing into the cylinder.

As indicated by the Arabic numerals in this arrangement, if there are four pistons and in a one-row arrangement, when piston one reaches top dead center, piston three generates power in the bottom dead center position, and then two times. The piston is at the top dead center, and the number 4 is at the bottom dead center. Since the output is symmetrically about the axis, the vibration is minimized and the power is generated every 90 degrees, so the rate of change of the crankshaft rotation speed can be minimized. .

Therefore, the conventional internal combustion engine has a problem in that the length of the engine increases if the number of pistons increases, but the engine according to the present embodiment can minimize the length of the engine even if the number of pistons increases.

5A and 5B are explanatory views for explaining the operation relationship with respect to the embodiment by this invention.

The plunger 40d may be integrated with the piston 2 or attached to the piston 2 to be fixed, and the solenoid 40 may be attached to the cylinder head or installed in the cylinder block. The piston or plunger is not magnetic.

Here, when power is supplied to the cylinder head portion formed of the solenoid 40, the magnetic force is generated in the solenoid. At this time, a force that strongly pulls the plunger 40d inserted into the solenoid is generated, so that the piston constituting the plunger has a top dead center. Will rise towards you. At this time, the plunger configured in the piston reaches the position just before the top dead center in the maximum state without touching the solenoid core inside the solenoid inner diameter, and the depth at which the piston enters the inner diameter of the solenoid is the maximum depth of the magnetic force. In this case, the upper and lower limit switches or sensors can be installed for accurate control. Therefore, due to the strong suction force of the solenoid, the plunger strongly rotates the crank shaft to near the top dead center, and immediately before the top dead center, the power of the solenoid installed in the cylinder head by the operation of the crank shaft rotation angle sensor 8 attached to the crank shaft. The shut off force causes the force to pull the plunger away from the solenoid momentarily and the crankshaft continues to rotate to the bottom dead center position through the top dead center by inertia. At this time, when the crankshaft rotates 90 degrees from the top dead center and the piston comes to the middle position between the top dead center and the bottom dead center, power is supplied to the air center solenoid 40 at the bottom dead center position, and when the magnetic force is generated in the solenoid, the piston plunger is opened. Pulling force is generated to help lower the piston.

When the piston continues to descend, the piston is drawn by magnetic force into the solenoid inner diameter at the bottom dead center position, and the piston reaches the bottom dead center with the maximum inside the solenoid inner diameter, and the solenoid power is cut off immediately before the bottom dead center and the piston The inertia causes it to climb past the bottom dead center. At this time, the depth into which the piston enters the inner diameter of the solenoid is the depth at which the magnetic force acts to the maximum. When the crankshaft continues to rotate and the rotational angle is 240 degrees, power is supplied to the solenoid installed in the cylinder head to generate magnetic force in the solenoid of the cylinder head, thereby pulling the plunger to make a strong rise of the piston. The plunger and the solenoid at the top dead center and the bottom dead center do not contact each other at most 5 mm, preferably 1 mm apart, so that the plunger enters the inner diameter of the solenoid up to maximum, and maximizes the pulling force to obtain the maximum rotational torque. do. The power supply to the solenoid is supplied from a battery that is charged by the generator.

Since the power supply and the power-off point of the solenoid can be adjusted by experiments, it is not limited to the above-described angle, but can be adjusted as much as possible.

6 is another embodiment of the present invention in which the piston 2 is arranged in a straight line rather than radially as in the embodiment of FIG. 1, and is connected to each connecting rod when viewed from the axis center of FIG. 6. The position angle of the crankshaft may be arranged at equal angles according to the number of pistons.

In addition, the present invention can be made into a combined engine by joining with a conventional internal combustion engine.

In other words, it is possible to produce several modified structures in the basic configuration in which the piston of the engine consists of a plunger. For example, the solenoids 40 and 40 are formed and arranged in a straight line, but an internal combustion engine using a conventional fuel and a solenoid engine are integrated, and in the case of a four-cylinder engine, the existing internal combustion engine is installed in 1-2 cylinders. And, the engine of the solenoid according to the present invention can be configured in 2-3 pieces. In addition, a conventional six-cylinder engine having six internal combustion engine cylinders includes, for example, two or three internal combustion engine cylinders and three to four solenoid engines. In the case of an eight-cylinder engine, two or four internal combustion engine solenoids are provided. 4-6 engines.

If combustion occurs in at least one cylinder in the internal combustion engine, continuous rotation is possible regardless of the operation of the solenoid engine.However, if at least two internal combustion engine cylinders are used, two or more internal combustion engine cylinders are used because the engine rotation is stable. It is preferable that there exist more.

In the combined engine of the above configuration, the solenoid valve is provided in the cylinder head and the fuel supply line of the internal combustion engine. Therefore, when the internal combustion engine cylinder is to be closed and the solenoid is to be operated in actual use, the solenoid valve installed in the internal combustion engine cylinder is operated to shut off the fuel supplied to the internal combustion engine cylinder, and at the same time, as the piston rises. Configures no compression. However, in order to obtain the engine brake operation effect, it is obvious that the solenoid valve should be configured to operate so that the clearance of the piston rises.

7 is a view for explaining the overall operation.

The sensor unit 100 includes a pedal operation sensor 62 for detecting whether the accelerator pedal is operated, a pedal operation degree sensor 60 for detecting the pedal operation degree, and a brake pedal sensor for detecting the operation of the brake pedal ( 63), the engine speed detection sensor 61, and the crankshaft rotation angle detection sensor 8 is configured to include.

These are connected to the control unit 20, the control unit 20 is configured to include a solenoid output power supply 201, a solenoid 202 for operating the engine brake, and a vacuum pump 203 is connected to the brake pedal is installed. It is connected to the output unit 200. At this time, the magnetic force change of the solenoid is controlled by increasing or decreasing the output voltage and current in the control unit 20 by the accelerator pedal operation degree sensor 60 attached to the accelerator to adjust the strength of the solenoid, and not to step on the accelerator. If not, control power to maintain 750 rpm. In addition, when the engine load increases due to the use of an air conditioner or an electric device in an idle state, the controller 20 controls the power supplied to the solenoid to be 750 rpm by using the signal detected by the engine speed sensor 61. . The control system is a known control method that is already used in automobiles so that those skilled in the art can simply configure the control unit 20 using an electronic circuit.

8 and 9 are explanatory diagrams and a circuit diagram for explaining the solenoid operation.

As shown in the figure, the battery input power is boosted using an inverter or a DC-DC converter, and then a control unit for controlling the output power of the inverter or the converter according to the operation accuracy of the accelerator and the sensor input signal value, and the capacitor charging power supply, that is, the capacitor. Capacitor charge control unit that controls the charge level, Pulse generation frequency divider circuit that generates pulses by input of sensor and charges and discharges several capacitors in sequence, discharges output signals sequentially by pulse signal to discharge capacitors sequentially It consists of output control and capacitor output circuit.

Hereinafter, the circuit diagram of FIG. 9 will be described with reference.

First, input power is supplied from the battery, and it is also possible to supply more than 12-48 volts by connecting the batteries in series during the output power setting process. The capacitor output power is controlled to allow capacitor charging and discharging in the DC 30-200 volt range, or battery power is supplied directly to the solenoid using a solid-state circuit. Its working relationship will be described below.

It is applied to U ₁ as a signal input through the sensor. In U ₁ , a constant pulse is output, U ₂ divides the number of pulses into 1 / n according to the number of capacitor C ₁ , and the pulse output is divided into U ₃ , U _4. The PC ₁ , PC ₂ ,... PCn are sequentially transmitted to the output drive S ₁ , the amount of electricity charged in C ₁ is started to discharge, and the solenoid is operated. F ₁ is turned on immediately after the capacitor is discharged to charge the capacitor C ₁ , and when charging is completed, the power supplied to the C ₁ is cut off by the output power controller, thereby creating a discharge standby state. The voltage charged to C ₁ is controlled by VR _{1 and} VR ₂ , and the engine speed and torque are adjusted by changing the charging voltage to adjust the plunger pulling force generated from the solenoid. VR ₁ is configured to work simultaneously with the accelerator of the accelerator. Thus, the overall operation depends on the number of C ₁ capacitors for the charge discharge control, which is composed of "K".

In order to operate the solenoid installed in one cylinder by alternately charging and discharging the two capacitors, only two "K" parts need to be made in the figure. That is, when a sensor signal is input, C ₁ is _first discharged by PC ₁ , and PC ₂ is activated and C ₂ is discharged by the next sensor signal. Therefore, when a plurality of capacitors are used, the capacitor charging time can be lengthened, and the current is weakly supplied, thereby reducing the power consumption.

The present invention is not limited to the present invention because the present invention has a wide variety of construction methods.

The present invention described above is merely exemplary, and various modifications may be made within the spirit of the present invention.

Conventional internal combustion engines generate force by explosion every four strokes, so the vibrations caused by the explosion pressure and the vibrations caused by the crankshaft rotational speed fluctuation rate are large. Although there is a problem that the life of the mechanical elements are shortened and the ride comfort is reduced, the combined engine using the solenoid according to the present invention can minimize the crankshaft speed fluctuation rate to reduce vibration, improve ride comfort and double the engine output.

In addition, according to the present invention, since the pulling force is generated between the solenoid installed at the top dead center and the bottom dead center and the plunger installed at the piston, the piston is raised by the pulling force generated between the solenoid and the plunger to the top dead center. Starting from the top dead center, the torque becomes weaker and the pulling force is generated from the solenoid at the bottom dead center position, so the piston continues to descend while maintaining the force, and the closer the bottom dead center, the stronger the pulling force becomes. The turning force is again generated strongly and rises past the bottom dead center. When the piston passes through the bottom dead center, as the piston closes to the top dead center, the pull force of the solenoid in the top dead center position results in a constant strong rotational force on the crankshaft, which is at least as compared to the known design that uses the force generated at the top dead center position. Brings more than 100% power improvement.

In addition, according to another configuration of the present invention, by combining the existing internal combustion engine and the composite engine can not only improve the fuel economy by more than 100% without changing the cylinder engine output of the existing internal combustion engine, as well as reduce the fuel consumption by 50% or less resulting in crude oil Foreign currency expenditures due to imports can be reduced, and air pollutants generated by existing internal combustion engines can be reduced to less than half, which can greatly contribute to solving environmental pollution problems.

In addition, according to the present invention, when applied to each field of the industry, there is an advantage that can greatly contribute to the improvement of industrial productivity and cost reduction as well as solving the energy problem of Korea relying on thermal power and nuclear power.

Claims (10)

delete In a known engine structure including a crankshaft, a flywheel, a piston, a cylinder, a cylinder block, etc., The engine includes a solenoid engine including an internal combustion engine, a solenoid engine including a piston and a solenoid made of a plunger, and a solenoid 40 including a solenoid core and a bobbin at a lower portion of the cylinder head and the piston 2 opposite thereto. 40), For control of the apparatus, a sensor unit 100 including sensors for sensing an accelerator, a brake, an engine speed, a speed, a crankshaft rotation angle, and a controller 20 for controlling the sensor unit 100. And the solenoid control output power source 201, the solenoid valve 202 for the engine no-load operation, the start motor and the flywheel for operating the engine, and the engine output by the control of the control unit 20. Complex engine device using a solenoid comprising a generator for generating electricity required for driving, and a battery for storing the generated electricity, to control the rotation speed and torque by controlling the voltage and current supplied to the solenoid 3. The combined engine apparatus according to claim 2, wherein the internal combustion engine and the solenoid engine are configured to operate on the same cylinder block and the same crankshaft. 3. The cylinder arrangement of the engine of claim 2, wherein in the v-type engine, one row of two rows is composed of an internal combustion engine and the other row is composed of a solenoid engine, the w-type engine is a solenoid engine in left and right rows, and the middle row is an internal combustion engine. The I-type engine is composed of an internal combustion engine and a solenoid engine in series, and are integrally formed. The power supply to the solenoid is supplied from a battery that is charged from a generator. Device delete 3. The multi-engine apparatus using a solenoid according to claim 2, wherein a solenoid valve is formed in the cylinder head of the internal combustion engine. According to claim 2, wherein the solenoid core and the plunger is a directional silicon steel plate, the core 40c is composed of rounded corners each corner is not angled, the solenoid core is laminated to a number of sheets of steel It characterized in that, the solenoid core and the bobbin-en combined engine device using a solenoid, characterized in that attached to the heat sink delete 3. The multi-engine apparatus using a solenoid according to claim 2, wherein the power supply circuit for supplying the solenoid uses any one of an inverter or a DC-DC converter circuit, and the power supply is composed of a contactless electronic circuit. According to claim 2, when the cylinder block and the cylinder head is made of a non-magnetic material, the plunger formed in the piston is composed of a permanent magnet, the solenoid used is composed of an air core solenoid, the cylinder inner wall and the permanent magnet outer periphery Combined engine device using solenoid, characterized in that the installation of the disaster prevention material