M441030,M441030,
4、新型說明： * •【新型所屬之技術領域】 種具電磁辅助動 本創作係與内燃機有關，特別是指— 力裝置的内燃機。 【先前技術】 %知混合動力系統是指使用兩種或以上能源系统 ， 混合動力系統多數以内燃機及電動機（馬達)推動处原則來自 汽油及電池，此類混合動力車叫油電混合動力車（办以“ electric vehicle 簡稱 HEV)。 習知傳統油電系統是1部_機與―到數部馬達兩者 相互搭配，在不同轉速、工況下配合輸出動力，達到節能省油 的效果。 其馬達與内燃機的配合運作方式包括： (1) 串聯油電混合動力方式：内燃機僅連動發電機組，產 生電能供電動機（馬達)輸出動力與電池充電。 (2) 並聯油電混合動力方式：將電動機（馬達）及内燃機併 用作為車輛的動力，視轉速與工況來使用兩者，兩者之間連結 有同軸與不同軸兩種型式。 (3) 串聯、並聯併用式：視轉速與工況分開使用上述兩種 方式。 馬達與内燃機兩者相比，馬達在低轉速下有較優異的扭力 表現’並且其電能轉動能的能源使用效率高，機械損失小，停 3 驶時則可完全不消耗能量，啟動時又可馬上產生動力行驶，而 内燃機則需要維持—^能量輸出方能轉運轉，造成内燃機能 置使用效率低下’但内燃機所用的燃料其能量密度遠大於電池 所能儲藏的能量’同樣的體積或重量能攜帶比電池更多的能 故油電混合系統便是希望結合兩者之優點，有效的分配内 燃機與電動機運作時機’來降低油耗、提高能量使用效率。 但習知的油電混合系統架構龐大不論串、並聯方式都需 有變頻器來控制電械（馬達)轉速，並聯祕還需要有特殊的 内燃機連動魄(油電齡纽的曲_轴或賴轴設計），造 成整體成本大幅上揚。 為此，參閱中華民國公告第M392258號新型專利案，揭示 一種「油電混合動力引擎」’其主要係於一汽缸週圍設置一組 電磁線圈產生電磁力，並將活塞改成永久磁鐵式，以程式控制 方式控制及循環改變供應至該電磁線圈電力的電流方向，使該 電磁線圈循環產生一吸力及斥力的電磁作用力，推動該永久磁 鐵式活塞在該汽缸内往復運動，另外設有一可偵測曲軸輸出扭 力值的感應單元，將該偵測值輸入該控制單元内進行運算，藉 以控制選擇使用該電力、該燃油及二者的組合中之一為其動力 方式者。 然而，該專利構件設置與架構與實際内燃機有需立即改善 的缺陷： 其一、影響散熱： 由於該專利係在汽虹上設置有—供產生—電磁作用力的 電磁線圈，且該電磁線圈是安裝在該汽缸1G之汽缸體u本身 厚度内，因此，當該電磁線圈作動時所產生的高熱並無法獲得 適當的冷卻，使得原本就在高溫狀態的汽缸體，其溫度早^超 過原始設計’進而影_空冷系統散熱W設置或水冷系統冷 部水道設置’並且其設置位置環繞汽缸週圍，將會影響到空冷 系統散熱片的設置或水冷系統冷卻水道設置，若安裝在汽紅最 外側’則使磁力大幅減弱（磁通量面積變大，實際活塞承受磁 力變小），或《供應更大電源方能有足触力推動活塞；若 設置在汽缸與冷卻水道之間（或汽缸與散熱狀間），將會大幅 影響原有絲設計，讓汽缸_形錢大，造成汽缸咬死活塞 的狀況’而且線圈貼附在汽缸週圍，容易因汽缸壁高溫造成線 圈加速老化4至職_可祕，或是因為汽缸熱變形造成環 繞線圈撐開變形；若設置在水道内，不但會影響水道流量、流 場，造成的冷卻效率下降，線圈更因為長久泡在水道内而容易 鏽钱變質。若要避免上關題，則必須要設計全新汽缸，提高 散熱能力，重新開模加工，將會造成成本大幅提升。 其一、活塞難以永久磁鐵材料製成： 由於内燃機在設計上’其活塞需要輕量化減少機械功損 耗、耐高溫且具一定強度與韌性抵抗高溫爆炸衝擊與汽缸壁面 撞擊，而永久磁鐵材料不容易滿足前述條件，且長時間在燃燒 室向溫環境下’會造成永久磁鐵磁性衰竭，使該專利將會因缸 内持續高溫狀態下而逐漸失去輔助動力。 其二，鐵製>飞缸磁化問題：當汽缸為鐵虹時，環繞汽缸周 圍螺旋線圈一但通電，將使鐵製汽缸形成一大型電磁鐵，由於 活塞運作並非完全垂直於汽虹，活塞會在汽虹内有小幅度的旋 轉與偏移’將使活塞可能會受磁化鐵製汽缸吸附而使活塞過度 貼附在汽紅’造成活塞、活塞環與汽紅的局部過度磨耗的可能 性，同時也會造成磨擦力大幅上升而造成輸出動力下降；活塞 往復運動磨耗掉的微小鐵質顆粒或磁性難會因磁力而貼附 在汽缸内面’使汽缸内面粗造度上升，也會造成磨擦力大幅上 升。而磁化鐵製汽缸磁力過強時，將會干擾汽缸週圍燃油喷 嘴Μ里感測器、壓力感測器、溫測感應器、爆震感測器等的 電子叹備’使電子峨雜訊增加而造成誤触電磁閥作動錯 誤。 是以，如何能開發出-種具電磁輔助動力裝置的内燃機， 其可解決上述的缺陷，即為本案創作的動機。 【新型内容】 本創作之目的係在提供-種具電磁辅助動力裝置的内燃 機，其可安餘現有的内燃機架構上，即可具有動力輔助的功 效’藉以降低成本㈣兼具環保與省油。 本創作另-目的係在提供一種具電磁輔助動力裝置的内 燃機，其藉由内燃機m有的潤滑與冷卻油路設計，即可對該電 磁輔助動力裝置進行冷卻’以避免電磁補助動力裝置溫度過 40之間的電壓放大電路72,其中該電壓控制電路71接收到該 驅動信號則輸出一控制信號，該電壓放大電路72接收到該控 制L號則輸出一高壓電給該電磁鐵4〇，使該電磁鐵產生與 该磁鐵50相斥的磁力。 以上所述即為本創作第一實施例各主要構件之結構及其 組態說明。至於本創作第一實施例的作動方式及功效，說明如 下： 參閱第3、4圖，當該内燃機的活塞2〇向下作動至下死點 U2後，該感測單元6〇則偵測到該活塞2〇而輪出一驅動信號 給該驅動單元70的電壓控制電路71，以觸發該電壓控制電路 71 ’被觸發後的電壓控制電路71則輸出一高壓電給該電磁鐵 4〇，使該電磁鐵40瞬間產生強大磁力，藉以與設在該活塞2〇 底面22的磁鐵50產生磁力相斥，迫使該活塞2〇由該下死點 132朝該上死點131方向運作，讓，，下死點132到上死點131 ” 這區間產生動力輸出，俾使原有_:機架構擁有燃油、電力或 二者的組合動力輸出’同時強化原有内燃機作為補助動力系統 的啟動馬達。 據此，本創作第一實施例至少可達下述優點： 1·架構減少、成本降低。 本創作的電磁辅助動力裝置（即由電磁鐵40、磁鐵50、感 測單元60、及蝴單元7G所域）可直接胁财内燃機架 構上，而不需修改汽缸本體1〇及活塞2〇，或對汽缸本體ι〇 下緣與活塞20下方賴似便㈣用摘作的電磁辅助動力 裝置’且該電磁輔助動力裝置的電磁鐵4〇與磁鐵5〇均為獨立 單一構件，便於安㈣卸，且安裝位置齡構均不影響原有内 燃機散熱設計與電路另外，該驅動單元7()的電壓控制 電路71及電壓放大電路72 上，均存在現有_機架構 内’只需要增加或共用便可，藉以達到本創作可安裝在現有的 内燃機架構上’即可具有動力輔助的功效，藉以降低成本同時 兼具環保與省油的目的。 2. 共用内燃機原有油冷設計，降低電磁鐵及磁鐵溫度。 設在該汽缸本體1()下死點132位置的電磁鐵4()，其可由 曲轴單70 11的曲軸⑴旋轉帶起的油霧來冷卻電磁鐵仙；設 在該活塞20底面22的磁鐵50係遠離該燃燒室^ 炸處B ’且可藉由連桿3G與活塞2G内油路喷出油霧冷卻，這 些油路都是原來内燃機固有的潤滑與冷卻設計，在共用内燃機 原有油路規畫下，可避免電磁鐵4G與磁鐵50溫度過高，同時 避免内燃機溫度過高。 3. 可與内賴獅動力系_啟動馬達同步或不同步出 力。 當内燃機啟動時，先由啟動馬達（圖上未示）帶動曲轴1U 轉動、活塞2G往復獅，當活塞2Q來到下死點132時本創 作藉由該電磁獅動力裝置得以讓該電磁鐵4q與活塞下方 的磁鐵50產生磁力相斥作用迫使活塞2〇向上運作當轉速 M441030 穩定在100RPM〜600RPM低速時，啟動馬達可以停止運轉，+八 由該電磁輔義力裝置作動’使得本_可與_機補助動力 系統的啟動馬達同步或不同步出力，讓創作舊有化油器内燃機 系統也可以加裝本創作使用。 4. 電力消耗小。 當該内燃機的活塞20向下作動至下死點132後，該感測 單元60才會偵測並輸出一驅動信號給該驅動單元7〇，並使該 該電壓放大電路72輸出-高壓電給該電磁鐵4〇，讓該電磁鐵 40瞬間產生強大磁力，因此，該電壓放大電路72的電壓輸出 方式係與火星塞點火系統糊方式運作，非連續輸出高電麼， 可集中輸出電磁力Μ力雜小’現有車用電池也可滿足本創 作電力需求。 5. 可與内燃機系統同步出力。 本創作在内燃機運作時，配合四行程運轉，可於壓縮行程 與排氣行程下死點132時產生電磁斥力，推動活塞2〇產生動 力’在四麵雜有三钱力輸ώ(縣的動力行程在加上 壓縮與排氣行程）’大幅提高原有内燃機扭力與馬力表現。 參閱第6圖’本創作第二實施例所提供的一種具電磁辅助 動力裝置咖燃機’該嶋機同樣係由汽缸本體、活塞2〇、 連才干所組成’該電磁辅助動力裝置同樣係由電磁鐵4G、磁鐵 5〇感測單元6〇、及驅動單元7〇所組成，由於其組態及功效 同於第—實關’故不再»述，錄第二實關糾之處在於： 13 該驅動單元70包含一與該感測單元60電性連接的行車 電腦（簡稱EC_、-_行車電腦73紐連制電壓控制 電路7卜及-電性連接該電壓控制電路7ι與該電磁鐵仙之 間的電壓放大電路72,其巾該行車電職接收職驅動信號 則輸出一啟動信號，該電壓控制電路71接收到該啟動信號則 輪出-控制信號’該㈣放大電路72接收到該控制信號則輸 出—高壓電給該電磁鐵40，使該電磁鐵40產生與該磁鐵5〇 相斥的磁力。 據此，在原有内燃機架構下有行車電腦73，可由内燃機 上各種_器訊號判讀實際工況，可因實際从進行最合適的 行車模式，使得設在下死·點132處的電磁鐵4〇，其輸入電壓 設計為可程式側整’ _行車細73控繼電磁鐵4〇輸出 磁力。 例如：低速到中速輕負荷切換到内燃機運作。 當節氣閥門打開’駕歇者微拉油門要提高轉速時，行車電 腦73偵讀節氣閥π角度感測器判讀角度開度確認與轉速後啟 動内燃機模式，再由爆震感應器與〇2感測器測量回饋行車電 腦73評估是否點火成功，確認後切斷該電磁輔助動力裝置， 進入内燃機模式。 例如：低速到中速中高負荷同步運作。 當節氣閥門打開，駕駛者拉起較大油門要提高動力輪出 時，行車電腦73偵讀節氣閥門角度感測器判讀角度開度與轉 M441030 逮後確認後啟動内燃機模式，此時該電磁輔助動力裝置不切 .斷’持續對活塞20產生電磁斥力，並視狀況提高或減少電磁 斥力。 例如：令高速定速内燃機運作。 當節氣閥門打開，駕歇者油門固定時，行車電腦73偵讀 節氣閥門角度感測器判讀角度開度確認與轉速後切斷該電磁 輔助動力裝置，進入内燃機模式，使發電機組電力能完全蓄入 電池内。 例如：極速、急加速狀態。 當節氣閥門全開’駕駛者拉起最大油門要完全釋放動力 時’行車電腦73偵讀節氣閥門角度感測器判讀角度開度與轉 速後確認後供應最大燃氣量，同時也對電磁鐵4〇輸入最大電 壓’產生最大電磁斥力推動活塞。 參閱第7圖，本創作第三實施例所提供的一種具電磁輔助 動力裝置的内燃機，該内燃機同樣係由汽缸本體1〇A、活塞 20A、連桿30A所組成，該電磁輔助動力裝置同樣係由電磁鐵 40A、磁鐵50Λ、感測單元、及驅動單元所組成，由於其組態 及功效同於第一實施例’故不再贅述’至於第三實施例不同之 處在於： 該電磁鐵40A，設在該汽缸本體i〇A的燃燒室13A，且非 在該上死點131A及下死點132A之間，並鄰接該下死點132a。 該磁鐵50A，設於該活塞50A内部，且當該活塞50A位移 15 至該下死點132A後，該磁鐵50A同步位移至該下死點132A而 鄰近該電磁鐵40A。 藉由電磁鐵40A與該磁鐵50A配置的不同，同樣可使該電 磁鐵40A產生與該磁鐵50A相斥的磁力，藉以達成另一可行的 實施狀態。 綜上所述，此實施例及圖示僅為本創作的較佳實施例而 已，當不能以之限定本創作實施之範圍，即大凡依本創作申請 專利範圍所作的均等變化與修飾，皆應屬本創作專利涵蓋的範 圍内。 【圖式簡單說明】 第1圖係本創作第一實施例的示意圖。 第2圖係本創作第一實施例的控制方塊圖。 第3圖係本創作第一實施例的作動示意圖，顯示活塞位移至下 死點的狀態。 第4圖係本創作第一實施例的作動方式圖，顯示活塞位移至下 死點的狀態。 第5圖係本創作第一實施例的示意圖，顯示活塞位移至下死點 過後1-25度之間的狀態。 第6圖係本創作第二實施例的控制方塊圖。 第7圖係本創作第三實施例的示意圖。 【主要元件符號說明】 汽缸本體1〇、10Α 曲軸單元11 M4410304. New description: * • [New technical field] The electromagnetic aid is related to the internal combustion engine, especially the internal combustion engine. [Prior Art] % know that hybrid power system refers to the use of two or more energy systems. Most hybrid systems are driven by gasoline and batteries based on the principle of internal combustion engine and electric motor (motor). Such hybrid vehicles are called hybrid electric vehicles ( The electric vehicle is called “HEV.” The traditional electric oil system is a combination of a machine and a motor. It can work with different output speeds and working conditions to achieve energy saving and fuel saving. The cooperation with the internal combustion engine includes: (1) Series hybrid electric power mode: The internal combustion engine only links the generator set to generate electric energy for the motor (motor) to output power and battery charging. (2) Parallel hybrid electric power mode: motor ( The motor and the internal combustion engine are used together as the power of the vehicle, and the two are used depending on the rotational speed and the working condition. There are two types of coaxial and different shafts. (3) Series and parallel combination: The speed is separated from the working condition. The above two methods. Compared with the internal combustion engine, the motor has better torque performance at low speeds and its electric energy The energy efficiency of kinetic energy is high, the mechanical loss is small, and the energy can be consumed at all when the vehicle is stopped. When the engine is started, the power can be generated immediately, and the internal combustion engine needs to maintain the power output to be able to rotate, causing the internal combustion engine to be used. Inefficiency, but the energy used by internal combustion engines is much higher than the energy that can be stored in the battery. 'The same volume or weight can carry more energy than the battery. It is hoped to combine the advantages of both, effective distribution. Internal combustion engine and motor operation timing 'to reduce fuel consumption and improve energy efficiency. However, the well-known hybrid structure of oil and electricity system requires inverters to control the speed of electric machinery (motor) regardless of series or parallel mode. The internal combustion engine linkage 魄 (the design of the oil-electric age of the _ axis or the yaw axis) caused the overall cost to rise sharply. To this end, refer to the Republic of China Announcement No. M392258, a new patent case, revealing a "hydro-electric hybrid engine" Mainly, a set of electromagnetic coils are arranged around a cylinder to generate electromagnetic force, and the piston is changed into a permanent magnet type. Controlling and cyclically changing the direction of the current supplied to the electromagnetic coil power in a program control manner, causing the electromagnetic coil to circulate to generate a suction force and a repulsive electromagnetic force to push the permanent magnet type piston to reciprocate in the cylinder, and additionally provide a The sensing unit detects the torque output value of the crankshaft, and inputs the detected value into the control unit to perform an operation, so as to control one of the power, the fuel, and a combination of the two to be selected as the power mode. However, the patented component arrangement and architecture and the actual internal combustion engine have the defects that need to be improved immediately: First, the heat dissipation is affected: Since the patent is provided on the steam rainbow, an electromagnetic coil for generating electromagnetic force is provided, and the electromagnetic coil is It is installed in the thickness of the cylinder body u of the cylinder 1G. Therefore, the high heat generated when the electromagnetic coil is actuated cannot obtain proper cooling, so that the temperature of the cylinder block which is originally in a high temperature state is earlier than the original design. Furthermore, the shadow _ air cooling system cooling W setting or water cooling system cold water channel setting 'and its setting position around the cylinder will affect the air cooling system heat sink setting or water cooling system cooling water channel setting, if installed in the steam red outermost ' The magnetic force is greatly reduced (the magnetic flux area becomes larger, the actual piston is subjected to a smaller magnetic force), or "the supply of a larger power source can have sufficient force to push the piston; if it is disposed between the cylinder and the cooling water channel (or between the cylinder and the heat dissipation) , will greatly affect the original silk design, so that the cylinder _ shape money, causing the cylinder to bite the situation of the piston 'and coil stickers Around the cylinder, it is easy to accelerate the aging of the coil due to the high temperature of the cylinder wall. 4. It is secret, or the surrounding coil is distorted due to thermal deformation of the cylinder; if it is installed in the waterway, it will not only affect the flow and flow field of the waterway, but also cause The cooling efficiency is lowered, and the coil is easily rusted and deteriorated because it is soaked in the waterway for a long time. To avoid the above problems, it is necessary to design a new cylinder, improve the heat dissipation capacity, and re-open the mold, which will result in a significant increase in cost. First, the piston is difficult to make permanent magnet material: Because the internal combustion engine is designed, its piston needs to be lightweight to reduce mechanical work loss, high temperature resistance and has certain strength and toughness to resist high temperature explosion impact and cylinder wall impact, and permanent magnet material is not easy. Satisfying the above conditions, and causing permanent magnet magnetic failure in the combustion chamber to a warm environment for a long time, the patent will gradually lose the auxiliary power due to the continuous high temperature in the cylinder. Second, the iron system> flying cylinder magnetization problem: when the cylinder is iron rainbow, once the spiral coil around the cylinder is energized, the iron cylinder will form a large electromagnet, because the piston operation is not completely perpendicular to the steam rainbow, the piston There will be a small amount of rotation and offset in the steam rainbow, which will cause the piston to be attracted by the magnetized iron cylinder and the piston will be excessively attached to the steam red, which may cause local over-wearing of the piston, piston ring and steam red. At the same time, the friction force will increase sharply and the output power will decrease. The tiny iron particles or magnetism that the piston reciprocates will be attached to the inner surface of the cylinder due to the magnetic force, which will increase the internal roughness of the cylinder and cause friction. The power has risen sharply. When the magnetic cylinder of the magnetized iron cylinder is too strong, it will interfere with the electronic sigh of the sensor, pressure sensor, temperature sensor, and knock sensor in the fuel nozzle around the cylinder to increase the electronic noise. Causes accidental contact with the solenoid valve. Therefore, how to develop an internal combustion engine with an electromagnetic auxiliary power device, which can solve the above-mentioned defects, is the motive for the creation of the case. [New content] The purpose of this creation is to provide an internal combustion engine with an electromagnetic auxiliary power unit that can provide power-assisted power on the existing internal combustion engine architecture to reduce costs (4) and to be environmentally friendly and fuel efficient. Another object of the present invention is to provide an internal combustion engine with an electromagnetic auxiliary power device, which can cool the electromagnetic auxiliary power device by the lubrication and cooling oil circuit design of the internal combustion engine m to avoid the temperature of the electromagnetic auxiliary power device. The voltage amplifying circuit 72 between the 40, wherein the voltage control circuit 71 receives the driving signal and outputs a control signal, and the voltage amplifying circuit 72 receives the control L number and outputs a high voltage power to the electromagnet 4? The electromagnet is caused to generate a magnetic force that repels the magnet 50. The above description is the structure of the main components of the first embodiment of the creation and the configuration description thereof. As for the operation mode and function of the first embodiment of the present invention, the following is explained: Referring to Figures 3 and 4, when the piston 2 of the internal combustion engine is actuated downward to the bottom dead center U2, the sensing unit 6 detects The piston 2 turns a driving signal to the voltage control circuit 71 of the driving unit 70 to trigger the voltage control circuit 71 after the voltage control circuit 71' is triggered to output a high voltage power to the electromagnet 4〇. The electromagnet 40 instantaneously generates a strong magnetic force, thereby generating a magnetic repulsive force with the magnet 50 provided on the bottom surface 22 of the piston 2, forcing the piston 2 to operate from the bottom dead center 132 toward the top dead center 131, so that , the bottom dead center 132 to the top dead center 131 ” This section produces power output, so that the original _: machine architecture has fuel, electricity or a combination of the two power output' while strengthening the original internal combustion engine as the auxiliary motor of the auxiliary power system. Accordingly, the first embodiment of the present invention can at least achieve the following advantages: 1. The architecture is reduced and the cost is reduced. The electromagnetic auxiliary power device of the present invention (ie, the electromagnet 40, the magnet 50, the sensing unit 60, and the butterfly unit 7G) Domain) It is not necessary to modify the cylinder body 1〇 and the piston 2〇, or the electromagnetic auxiliary power unit that is used for the lower edge of the cylinder body and the piston 20 (4). The electromagnet 4〇 and the magnet 5〇 of the device are independent single components, which are convenient for safe (4) unloading, and the installation position and age structure do not affect the original internal combustion engine heat dissipation design and circuit. In addition, the voltage control circuit 71 of the driving unit 7() The voltage amplifying circuit 72 has the existing _ machine structure, which only needs to be added or shared, so that the creation can be installed on the existing internal combustion engine architecture, which can have the power assisting effect, thereby reducing the cost and the environment. For the purpose of fuel economy. 2. The original oil-cooled design of the internal combustion engine is used to reduce the temperature of the electromagnet and the magnet. The electromagnet 4 () located at the bottom dead center 132 of the cylinder body 1 () can be crankshaft of the crankshaft 70 11 (1) rotating the oil mist to cool the electromagnet; the magnet 50 disposed on the bottom surface 22 of the piston 20 is away from the combustion chamber B' and can be sprayed by the oil passage in the connecting rod 3G and the piston 2G cold These oil circuits are the inherent lubrication and cooling design of the original internal combustion engine. Under the original oil path specification of the shared internal combustion engine, the temperature of the electromagnets 4G and the magnet 50 can be prevented from being too high, and the temperature of the internal combustion engine can be prevented from being too high. Lai Shi Powertrain _ start motor synchronous or asynchronous output. When the internal combustion engine starts, the starter motor (not shown) drives the crankshaft 1U to rotate, the piston 2G reciprocates the lion, when the piston 2Q comes to the bottom dead center 132 With the electromagnetic lion power device, the electromagnet 4q and the magnet 50 under the piston are magnetically repulsive to force the piston 2 to move upward. When the rotational speed M441030 is stable at a low speed of 100 RPM to 600 RPM, the starter motor can be stopped, +8 The electromagnetic auxiliary force device is actuated to enable the present _ to be synchronized with or not synchronized with the starter motor of the _ machine-assisted power system, so that the creation of the old carburetor internal combustion engine system can also be installed. 4. Power consumption is small. When the piston 20 of the internal combustion engine is actuated downward to the bottom dead center 132, the sensing unit 60 detects and outputs a driving signal to the driving unit 7〇, and causes the voltage amplifying circuit 72 to output-high voltage. The electromagnet 4 is turned on to cause the electromagnet 40 to generate a strong magnetic force instantaneously. Therefore, the voltage output mode of the voltage amplifying circuit 72 operates in a paste mode with the spark plug ignition system, and the non-continuous output is high, and the electromagnetic force can be collectively output. Μ力杂小' existing car battery can also meet the power needs of this creation. 5. Can be synchronized with the internal combustion engine system. When the internal combustion engine is in operation, the four-stroke operation can generate electromagnetic repulsion when the compression stroke and the exhaust stroke are at the dead point 132, and push the piston 2 to generate power. In addition to the compression and exhaust strokes) 'significantly improve the original engine torque and horsepower performance. Referring to FIG. 6 'the second embodiment of the present invention provides a coffee-assisted power device with a solenoid-assisted power device'. The machine is also composed of a cylinder body, a piston 2, and a connector. The electromagnetic auxiliary power device is also The electromagnet 4G, the magnet 5 〇 sensing unit 6〇, and the driving unit 7〇 are composed of, because the configuration and the effect are the same as the first----there is no longer described, the second real thing is: 13 The driving unit 70 includes a driving computer electrically connected to the sensing unit 60 (referred to as EC_, -_ driving computer 73 Newton voltage control circuit 7 and - electrically connected to the voltage control circuit 7ι and the electromagnet The voltage amplifying circuit 72 between the squadrons outputs a start signal for receiving the drive signal of the driving electric power, and the voltage control circuit 71 receives the start signal and then rotates the control signal. The (four) amplifying circuit 72 receives the signal. The control signal outputs - high voltage power to the electromagnet 40, so that the electromagnet 40 generates a magnetic force repelling the magnet 5 。. Accordingly, under the original internal combustion engine architecture, there is a driving computer 73, which can be used for various _ signals on the internal combustion engine. Interpretation of the actual The working condition can be made from the most suitable driving mode, so that the electromagnet is located at the bottom dead point 132, and the input voltage is designed to be programmable. _ Driving fine 73 control relay magnet 4 〇 output magnetic force For example: low speed to medium speed light load is switched to internal combustion engine operation. When the throttle valve is opened, the driver's computer pulls the throttle valve to increase the speed, and the driving computer 73 detects the throttle valve π angle sensor to determine the angle opening degree confirmation and speed. The internal combustion engine mode is started, and the feedback sensor 73 is measured by the knock sensor and the 〇2 sensor to evaluate whether the ignition is successful. After confirming, the electromagnetic auxiliary power device is turned off and enters the internal combustion engine mode. For example, low-speed to medium-speed medium-high load synchronous operation When the throttle valve is opened, the driver pulls up the larger throttle to increase the power wheel. The driving computer 73 detects the throttle valve angle sensor to determine the angle opening and turns to M441030. After the arrest, the internal combustion engine mode is started. The auxiliary power unit does not cut. Breaks continuously to generate electromagnetic repulsion to the piston 20, and increases or decreases the electromagnetic repulsion depending on the situation. For example: making the high speed constant speed When the throttle valve is opened and the driver's throttle is fixed, the driving computer 73 detects the throttle valve angle sensor to determine the angle opening confirmation and the speed to cut off the electromagnetic auxiliary power device, enter the internal combustion engine mode, and make the generator set Power can be completely stored in the battery. For example: extreme speed, rapid acceleration. When the throttle valve is fully open 'the driver pulls up the maximum throttle to fully release the power' driving computer 73 detects the throttle valve angle sensor interpretation angle opening and speed After the confirmation, the maximum amount of gas is supplied, and the maximum voltage is also input to the electromagnet 4', and the maximum electromagnetic repulsion is generated to push the piston. Referring to FIG. 7, an internal combustion engine with an electromagnetic auxiliary power device according to the third embodiment of the present invention, The internal combustion engine is also composed of a cylinder body 1A, a piston 20A, and a connecting rod 30A. The electromagnetic auxiliary power device is also composed of an electromagnet 40A, a magnet 50 Λ, a sensing unit, and a driving unit, due to its configuration and efficacy. The same as the first embodiment, the details are not described again. The difference from the third embodiment is that the electromagnet 40A is provided. I〇A combustion chamber of the cylinder body 13A, and not between the top dead center and bottom dead center points 131A 132A, and adjacent to the bottom dead center 132a. The magnet 50A is disposed inside the piston 50A, and after the piston 50A is displaced 15 to the bottom dead center 132A, the magnet 50A is synchronously displaced to the bottom dead center 132A adjacent to the electromagnet 40A. By the arrangement of the electromagnet 40A and the magnet 50A, the electromagnet 40A can also generate a magnetic force repelling the magnet 50A, thereby achieving another possible implementation state. In summary, the embodiments and the illustrations are only preferred embodiments of the present invention, and the scope of the present invention cannot be limited thereto, that is, the equal changes and modifications made by the applicant according to the scope of the patent application for the creation should be It is within the scope of this creation patent. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic view showing a first embodiment of the present creation. Fig. 2 is a control block diagram of the first embodiment of the present creation. Fig. 3 is a schematic view showing the operation of the first embodiment of the present invention, showing the state in which the piston is displaced to the bottom dead center. Fig. 4 is a diagram showing the operation mode of the first embodiment of the present invention, showing the state in which the piston is displaced to the bottom dead center. Fig. 5 is a schematic view showing the first embodiment of the present invention, showing the state in which the piston is displaced to between 1 and 25 degrees after the bottom dead center. Figure 6 is a control block diagram of the second embodiment of the present creation. Figure 7 is a schematic view of a third embodiment of the present creation. [Description of main component symbols] Cylinder body 1〇, 10Α Crankshaft unit 11 M441030
曲軸111 燃燒室13、13A 下死點132、132A 排氣單元15 活塞20、20A 底面22 連桿30、30A 第二桿部32 電磁鐵40、40A 磁鐵50、50A 感測單元60 驅動單元70 電壓放大電路72 位移空間A 角度Θ 曲軸室12 上死點131、131A 進氣單元14 點火單元16 頂面21Crankshaft 111 Combustion Chamber 13, 13A Bottom dead center 132, 132A Exhaust unit 15 Piston 20, 20A Bottom 22 Link 30, 30A Second rod 32 Electromagnet 40, 40A Magnet 50, 50A Sensing unit 60 Drive unit 70 Voltage Amplifying circuit 72 Displacement space A Angle 曲轴 Crank chamber 12 Top dead center 131, 131A Air intake unit 14 Ignition unit 16 Top surface 21
第一桿部31 電壓控制電路71 行車電腦73 點火爆炸處B 17First rod portion 31 voltage control circuit 71 driving computer 73 ignition explosion B 17