KR101257202B1 - Variable ignition resonance inductive distribution system - Google Patents

Abstract

PURPOSE: A variable ignition resonance induction type distribution system is provided to remove energy loss factors. CONSTITUTION: A variable ignition resonance induction type distribution system comprises an input part(8), a detecting part(9), an oscillation part(10), a resonance part(11), a variable control part(12), an output amplifier part(13), response lines(14,14') and a resonance transfer contact terminals(15,15') The input part inputs the circuit power of a main body. The detecting part early detects a combustion chamber. The oscillation part selects and oscillates proper resonance waves. The resonance part embeds a mixer circuit to transfer the selected oscillation to the mixer molecular of the combustion chamber. The variable control part variably controls transfer characteristics and resonant frequency according to the variation of the combustion chamber. The output amplifier part outputs resonance. The resonance transfer contact terminals transfer and distribute the outputted resonance to the combustion chamber via the response lines and the surface of an engine.

Description

Variable Ignition Resonance Inductive Distribution System

The present invention relates to an internal combustion engine, i.e., an engine. In the case of four strokes, the stroke is configured in the order of suction-compression-explosion-exhaust and in the case of two strokes. Compression-Explosion. It consists of exhaust.

This stroke proceeds as a compression stroke in a physically mixed state in the combustion chamber where fuel and air are drawn in, leading to a rapid combustion process, which is a cause of energy loss due to the shocking factor of the coupling. Therefore, in order to secure stable coupling condition of fuel molecule and air molecule, four-stroke engine uses suction-preparation-compression-explosion-exhaust. And two-stroke engines too. Ready. Compression-Explosion. Combustion of the internal combustion engine by increasing the compression efficiency and coupling efficiency according to the molecular volume change (Figure 2) by providing a preparation process (Fig. 1) corresponding to the process of exciting the mixer in the exhaust stroke basic stroke. The efficiency can be maximized.

There are large changes in reciprocating engines or internal combustion engines.

There is an air-fuel ratio that determines the first intake air volume and fuel volume.

The air-fuel ratio is a ratio of the weight of air to the weight of incoming fuel, which is an important factor in determining the combustion conditions.

Second, there is a compression ratio that defines the degree of compression.

Third, the displacement will be determined by the maximum volume of the combustion chamber and the combustion cylinder cylinder.

Fourthly, the firing angle of the firing angle that determines when to inject the fuel and in what state the spark is generated.

Fifth, the injection pressure of fuel and its particle diameter, that is, particle diameter

Sixth, the spray particle reach, which determines how far the fuel particles can go in the combustion chamber of compressed air.

The ignition delay time, in which the combustion is extended to the whole in the seventh ignition state, is the element of combustion.

As the above factors move the piston to change the force, this force turns the crankshaft as a rotational force, that is, the shaft output (Torque), which is caused by the law of motion that happens when the shaft output is converted to motion.

[Literature information of the prior art]

1.Patent 077560

2. Patent No. 128099

3. Patent No. 128109

4. 1997 national policy research; Development of High Efficiency Electronically Controlled Ignition System for Spark-ignition Internal Combustion Engines: Ministry of Commerce, Industry and Energy

5. Organic Chemistry 5th Edition; Fuel molecule resonant IR band spectrum analysis by Stanley H. Pine, Professor, California State University

6. Internal Combustion Engine Hand Book: Japan

7. Internal Combustion Engine Technology Hand Book: Korea Society of Automotive Engineers

8. Automotive Engineering: Kwon Oh-sik, Ko Soo-young

9. Diesel Engine: Professor Eung-Seo Kim, Seoul National University

10.Automatic Electric / Electronics: BOSCH

11.Automotive Electronic Control Theory: Kim Hee Kim

In the ignition condition of internal combustion engine, point ignition source, which is the origin of ignition, is generated by applying forced high voltage or compressed energy to the physically mixed mixer, and this point ignition gradually widens the combustion range. The process is progressing.

Ignition delay time must be ensured for the combustion to proceed to the previous ignition stage. The timing of ignition and fuel injection are determined on the premise of securing ignition delay time.However, it is not easy to precisely set the ignition timing in high speed or high load combustion where this delay time becomes very short. do. In addition, the expansion pressure generated during the combustion of each combustion chamber does not push the crankshaft to a constant pressure by pushing the piston at a constant pressure in the forward direction.

During downward movement of the piston (Fig. 5), the noise is also not constant, causing deflection, vibration and frictional losses. In addition, the exhaust temperature discharged from the engine combustion chamber is exhausted except for the energy converted into kinetic energy, so it is difficult to say that the exhaust temperature is the same.

In addition, the fundamental variation in combustion in terms of the properties of the fuel and the fact that the fuel and air components cannot be combined under constant coupling conditions.

In other words, (Fig. 4), the fuel can be classified into (4) fuel that burns poorly (5) fuel that burns poorly (pitch, impurity, etc.), and (6) burning air (oxygen) and ( 7) It can also be distinguished by poorly burning air (nitrogen, etc.).

In the simple determination of such a coupling condition only stochastically, as illustrated in FIG. 4, the probability of combining the well-burning fuel 4 and the well-burning air 6 is only 25%, and the remaining conditions, that is, the abnormal combustion probability, are It corresponds to 75%.

If the combustion loss between the combustion chambers, the transmission deflection of the combustion pressure transmission piston (figure 5), the friction, vibration, noise loss, and inadequate coupling elements in the fuel and air coupling are basically harmonized, the energy loss factor is still eliminated. There are not many factors that improve efficiency. This is to improve the kinetic conversion efficiency of combustion energy by improving the loss factors.

Attempts have been made to improve these energy loss factors in current reciprocating engines, and are approaching almost the highest levels in terms of electronic and mechanical design standards, and as such, the efficiency improvement of reciprocating internal combustion engines has reached its limit. He has made huge investments and research.

Now, if we want to improve the efficiency of this round trip time, we can find the best solution for the analysis of the molecular binding conditions, which must be interpreted as the binding conditions of fuel molecules and air molecules.

The aim of this study is to pursue the ideal combination of fuel molecules and air molecules by securing the combustion pre-operation conditions, which are suitable for the combustion conditions that are changing from time to time, to the molecular activation time rather than mechanically.

In other words, how do you change the fuel and air molecules in the preparation cycle?

To enable this change, we need to establish which change stimulus should be applied to the molecules.

The binding conditions can be changed if the activation of these molecules is induced by excitation.

For this purpose, the excitation energy is to be applied to the molecule in advance.

The effect that can be produced in the internal combustion engine of the present invention is that if the fluctuations in combustion between combustion chambers are reduced, the kinetic energy approaching the ideal circular motion can be transmitted because the deviation of the transfer energy is small in the crankshaft.

In addition, energy loss (Loss) such as vibration, noise, and friction, which is an unstable loss component of the piston motion, can be added to the output, and abnormal energy transfer such as noise, vibration, and friction is reduced. In addition, the phenomenon that the stoichiometric molecular binding condition is only 25% is improved, and thus the coupling efficiency is increased by securing a combustion preparation step that maximizes the ideal combustion coupling condition.

The various loss factors that can occur in the energy conversion process and the combustion combination lead to an increase in the shaft output (Torque) through the crankshaft as an additional output, leading to an increase in the power conversion efficiency of the fuel.

This invention is a very useful invention that contributes to the overall energy efficiency and the overall industry including the atmospheric environment by applying as a high efficiency control system for the overall energy.

When the excitation energy transfer method for exciting fuel molecules and air molecules mixed in the combustion chamber is set to vibration for the purpose of carrying out the present invention, vibration energy must be transmitted to each molecule (Fig. 1), and this vibration energy It will be possible to achieve its purpose when it is possible to oscillate to suit the moment in any enclosed combustion chamber space to access molecules.

Exciting mixer molecules include mechanically promoting mixing, heating the fuel, and vibrating. When this method is realized, the fuel lines outside the combustion chamber are absorbed. The pursuit of change in exhaust, pumps and fuel tanks is approaching extremes in existing engine designs.

If so, the process of changing the state of the physical mixer from the combustion cylinder, ie, the engine cylinder (2), to the state of the combined state of the mixing mixer (Fig. 3) can be referred to as the preparation stroke (Fig. 1). In other words, it is possible to maintain the accuracy of piston unbalance pressure transfer, vibration, noise-generating factors, or pre-ignition ignition expansion, that is, the peak pressure transfer time of an explosive stroke despite load and rpm changes.

When looking at the drawings, the detection of the combustion chamber can be found in the vibration as possible when configured as shown in Figure 1, the vibration is a resonance capable of energy transfer to the mixer molecules. Since the resonance is continuously changed according to the load, that is, the fuel amount, the rotational speed (rpm), and the compression pressure (P) in the cylinder, it should be composed of an oscillation device having a variable capacity capable of generating a continuous resonance change.

In addition, when energy is transferred and distributed into the combustion chamber through the oscillated resonance phenomenon, the mixer molecule expands the surface area of the mixer molecule as shown in FIG. 2 and the fuel chamber and the oxygen molecule can facilitate the chemical coupling (Fig. 3). It is possible to create a cylinder atmosphere.

At this time, the occurrence of the binding as shown in Fig. 4 between the molecules can induce a temporal securing preparation stroke to overcome the difference in binding to the conditions such as ideal binding conditions (4) + (6) and other conditions.

That is, by inducing energy exchange between low energy-containing molecules and high energy-containing molecules, it is possible to transfer the expansion pressure evenly as shown in FIG. 5 to reduce the gap by switching the high level to the low level and the low level to the high position.

Referring to the configuration of the variable ignition resonance induction distribution device for generating such a phenomenon (Fig. 6), the input unit 8 which receives an input detects the rotational speed (rpm) as a pulse component of a power source or a generator and detects the detection unit 9 The oscillation unit 10 and the resonator unit 11 are configured to transmit to the oscillator 10 the combustion chamber compression density sensing condition according to the temperature and the signal transfer resistance to the oscillation unit 10. After the configuration, the variable control unit 12 is configured to control the continuous change to be delivered to the mixer molecules in the combustion chamber. Resonance transfer contact terminal 15 for contact transmission to the engine surface closest to the combustion chamber via response lines 14 and 14 'through an output amplifier 13 which amplifies the output of the variable control section to suit the combustion chamber conditions. 15 'is installed to facilitate the resonant energy transfer.

This phenomenon can be verified by checking the pressure change in the combustion chamber.

As shown in Fig. 7, the input change diagram is extended at the partial load 18, and under the full load condition 19, the pressure change in the combustion chamber can be controlled to an unreasonable level to prevent abnormality or damage of the combustion chamber durability. It is largely compared with the mechanical counterpart of the unidirectional volumetric efficiency increase of a turbomachine.

As shown in Fig. 6, a resonance control circuit system that is applied independently without modification or modification of the internal combustion engine, that is, the engine, induces resonance transmission and distribution to contact terminals on the surface of the engine, thereby improving engine efficiency. It is a variable ignition resonance induction distribution device that promotes.

Figure 1 Schematic and resonance transfer diagram in combustion chamber

Figure 2 Explanatory diagram of volume change when accepting resonant energy (eV) input of mixer molecules

Figure 3 Explanatory diagram of chemical bonding progress in preparation of fuel and oxygen molecules

4 is an explanatory diagram of a stochastic coupling case of combustion in a combustion chamber

Figure 5 Equal Pressure Transmission Diagram According to Existing Deflection and Invention of Piston Movement

6 is a circuit diagram illustrating the circuit of the present invention.

Fig. 7 Partial load change diagram and full load change phenomenon diagram in the combustion chamber

***** Explanation of symbols in the drawings *****

(1) different ignition resonance induction distributors (2) combustion chambers, engine (3) pistons

(4) burning fuel (5) burning fuel (6) burning air (7) burning air (8) input section (9) detecting section (10) oscillating section (11) resonator section (12) variable control section

(13) Output amplifiers (14) (14 ') Response lines (15) (15') Resonant transmission contact terminals

(16) Existing combustion pressure diagram (17) Combustion pressure diagram after operation of invention

(18) Pressure diagram at partial load (19) Pressure diagram at full load

Claims (1)

The resonant transmission contact terminal is connected to the internal combustion engine, ie, the engine surface, to prepare a preparatory step for transmitting resonant energy to a mixture of fuel and air sucked into the combustion chamber. Constructing and installing an independent variable ignition resonant induction distribution device body (1) which excites a mixer sucked by the above resonant energy to generate a timely expansion of the surface area between fuel molecules and air molecules without deforming or modifying an internal combustion engine. , The circuit of the main body 1 receives the power input through the input unit 8 and puts the sensing unit 9 for early detection of the combustion chamber, so that the transfer resistance of the resonance wave due to the combustion chamber pressure, that is, the combustion chamber density To determine the compression or explosion stroke combustion chamber, In the resonator 11 having a mixer circuit in order to deliver the selected oscillation to the mixer molecules in the combustion chamber by providing an oscillator 10 capable of selectively oscillating a suitable resonant wave by the sensing unit 9. It can be modulated and transmitted and distributed in accordance with the continuously changing combustion chamber conditions by including a variable control unit 12 configured to variably control the transmission characteristics and the generated resonance frequency according to the change degree of the combustion chamber. Outputting vibration, that is, resonance to the output amplifier 13, Resonant transmission contact terminals 15 and 15 so that the output can be transmitted and distributed through the transmission line, that is, the response lines 14 and 14 ', through the surface of the internal combustion engine (engine). Variable ignition resonance induction distribution device characterized in that consisting of.

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