ITTO20120368A1 - SEMI-FREE PISTON MOTOR - Google Patents

Description

Industrial invention patent entitled: "Semi-free piston engine" by

Comparison with existing similar engines:

The following were examined: the Jarret United State Patent 4,154,200 (May 15, 1979); Jarret P.V, n ° 34935 (year 1965), the Gràf Rotant patent n ° US7,082,90éB2 (year 2006); the publications: “Coupled dynamie-multidimensional modeling of free piston cousine cornbustion” (February 17, 2009), “The control of a free piston erigine generator” (January 18, 2010) by R. Mikalseu and A. P. Roskilly; “Dynamics and control of a ffee-piston diesel engine” by A. Johansen, Oìav Egeland ... of the Norwegian Department of engineering cybernetics ”, University of Science and Technology; and the Volvo Freikolbenmotor FPEC engine (year 2005). Examining the existing literature, it appears that: imposing a predetermined velocity diagram on the piston of a free piston engine is an absolute noint. The ability to couple a free piston fuel engine with a linear alternator has become a feasible thing with neodymium or cobalt samarium magnets. However, despite the undisputed advantages that free piston engines offer, some problems persist that have prevented their spread. The advantages of free-piston engines are amply demonstrated in the technical literature: they have better combustion and offer the ability to operate both as a controlled ignition and diesel engine. The disadvantages are: the length of the engine and the rapid wear of the pistons due to the fact that current lubrication oils do not lubricate a piston that changes rapidly speed well. From the above it follows that precisely because the piston is free, the mechanical contrast of the crankshaft that regulates its stroke is missing. The present patent "Semi-free piston motor * solves the problem by introducing an electromagnetic contrast instead of a mechanical contrast. The electromagnetic contrast is easily variable from one instant to the next and therefore it is possible to obtain a movement of the piston similar to that of the traditional engine, but it is also possible to obtain the diagram of the piston speed that best suits the fuel used and the oh lubrication. ; Description of the device; In this device, "Semi-free piston engine", a position transducer coaxial to the alternator and pistons is used. The position transducer interfaces with the control electronics. The contrast electromagnetic force is driven by a power electronics stage that continuously changes the currents that run through the alternator phases. By doing so, the electromagnetic force that acts on the stator tare and the alternator translator during the piston stroke is varied. This force is transmitted to the pistons through the translation shaft. In summary: in a free-piston engine, the reaction force applied by the alternator to the piston depends on the electrical current absorption of the applied load. In the device illustrated "Semi-free piston engine", the currents that flow through the alternator and which determine the reaction force applied by the alternator to the piston, are continuously modified in order to compensate for the other forces acting on the piston. A predetermined speed diagram is then imposed on the piston. In this way, a regular piston stroke is obtained according to the parameters set by the electronic control unit. The piston, moving with the desired speed andamefate, optimizes combustion and reduces exhaust gases. The device, seen from the electrical output terminals, is equivalent to a current generator and not a voltage generator. Every single engine blast is individually controlled in real time. In tayola 1/5 a longitudinal section of the engine is shown, while in table 2/5 the longitudinal section orthogonal to the previous one is shown and with n ° (31) the section of the mobile part of the alternator is shown. Table 3/5 shows the position transducer in detail. Table 4/5 shows the wiring diagram. Table 5/5 shows the management of the device. ; Table 1/5 shows the two opposing pistons (1) and (2) rigidly connected to the shaft (3) and the mobile part of the alternator (4). The moving part of the alternator (translator) carries the permanent ring magnets (21). The moving part (8) of the position transducer (6) is also rigidly connected to the shaft (3). The moving part of the transducer faces the fixed part (7) of the transducer itself. The transducer (6) transmits the position of the translation axis to the electronic control unit. The position information is very accurate, designed in such a way that the electronic control unit can deduce, in addition to the position of the pistons, the direction of the translation speed, the value of the instantaneous speed and acceleration. By operating the ignition switch (22) (table 4/5), the electronic control unit (10) (table 4/5) starts the ignition sequence.] The electronic control unit checks by means of the charge discriminator (9) (table 4/5) that the battery is not discharged nor too charged, forces the power stage (30) to consider the alternator as a synchronous motor, opens the discharge valves (11) and (12), energizes the windings of the alternator (24) (25) (26) (27) (table 1/5) according to the pre-established sequence for synchronous motor, at very low speed. By doing this, the fixed part (7) (table 1/5) of the transducer identifies an anomaly (23) (table 1/5) present in the center of the moving part (8) of the transducer (6) recognizing the zero of the position longitudinal. Having identified zero and simultaneously the direction of movement of the pistons, the power stage activates the electromagnetic intake valves (13) and (14) (table 1/5), the fuel injectors (15) (16) (17) ( 18) (table 2/5) and the exhaust valves (11) and (12) (table / 5) according to the usual sequence of two-stroke internal combustion engines. When it comes; once the first compression is carried out, the ignition is activated by the spark plug, as the compression of the piston, implemented by the alternator used as an electric motor, is poor. Once the spark plugs have been re-started, they will be used as an emergency only. At this point the power stage switches, using the alternator as a linear alternator and not the same as an electric motor. The power stage draws from the alternator the current necessary to impose the desired speed trend on the piston regardless of the current value desired by the load at that instant. In simpler words, the power circuit is formed as a transformer with variable transformation ratio controlled by the control unit. The electronic control unit detects the position of the pistons by means of the transducer (6) (table 1/5), it obtains the instantaneous speed of the pistons and compares it with the desired one generated by an internal algorithm. If the two speeds are different, the control unit modifies the transformation factor of the variable transformer. It follows that the current at the output of the variable transformer (70) varies (table 5/5), consequently the input current of the transformer itself varies and the electric currents (63) (table 5/5) that run through the phases vary. by the alternator causing a variation in the braking force exerted by the alternator shifter on the pistons. If a sinusoidal speed diagram is set in the control unit, the piston moves as if it were connected to an engine with a classic crankshaft. ; Description of the transducer; The position transducer consists of two parts: one movable and one fixed. The mobile part (8) (table 1/5) is integral with the translation shaft (3) (table 1/5). Elsa is made up of a succession of concentric and superimposed rings in ferromagnetic laminations; these rings are of two types: large type (39) (plate 3/5) and small type (40). They are locked in a die-cast aluminum (37) (table 3/5) as seen from section (36) (table 3/5). The two ends of the die-casting (37) (table 3/3) of the aluminum core keep the pack of laminations compact, furthermore the die-cast aluminum has formed aluminum rings in the voids left free by the small laminations (38). The larger ferromagnetic rings (39) face the external surface of the mobile part, while the smaller rings (40) have a smaller external diameter, so they are externally covered by aluminum (38). As can be seen from diagram (41) (table 3/5) the larger ferromagnetic rings are interspersed with two smaller ferromagnetic rings. In the center and at the end of the moving part of the transducer there are three anomalies. At the center of the moving part of the transducer two large rings are replaced by two small ones (23) (table 1/5) and (table 3/5) with respect to the normal sequence presented in diagram (41) (table 3/5), All ' ends there are twelve small rings replaced by large ones (32) and (33) (plate 3/5). The fixed part (7) (table 1/5) of the transducer is formed by three equal elementary transducers (43) (44) (45) (table 3/5) spaced from each other by the thickness of three laminations, as shown in the diagram (41) (table 3/5). The three elementary transducers are also angularly offset due to space problems (7) (table 3/5). The single elementary transducer (46) (table 3/5) consists of: two flat rings (47) (48) (table 3/5) in ferromagnetic lamination and parallel to each other spaced apart by a space corresponding to two laminations, two small equal magnets (49) (50) having a concordant magnetic field (North upwards of the table 3/5 and South downwards), a Hall effect detector (or magnetoresistance) (51), an adjustment spacer in non-magnetic material (52), a bent ferromagnetic sheet (53) (table 3/5) which carries the magnetic flux coming from the north polarity of the magnet (50) to the non-magnetic spacer (52) (table 3/5) and a sheet ferromagnetic (54) (table 3/5) which closes the magnetic circuit under the Hall effect detector (51). The Hall effect detector (51) is crossed by the magnetic flux coming from the north of the magnet (50) (table 3/5) or by the magnetic flux coming from the south polarity of the magnet (49) (table 3/5) depending on the position of the moving part of the transducer. The three anomalies of the moving part of the transducer: the right one (33) (table 1/5) (table 3/5), the left one (32) (table 1/5) (table 3/5) and the central one ( 23) (table 1/5) (table 3/5) allow the fixed part of the transducer to send different signal sequences to the control unit during movement, the control unit can know when the fixed part (7) (table 1/5) corresponds at the; central position (23) (table 1/5) of the mobile part, when it is at the right limit switch, when it is at the left limit switch and the direction of speed. The instantaneous position of the moving part of the transducer is deduced by the electronic control unit by increasing or decreasing the position with respect to the central one. For example, if the ferromagnetic laminations have a thickness of 0.5mm, there is the position of the translation shaft (3) (table 1/5) at each O.Simn. ; Operation of the transducer; The movable part (8) (table 1/5) of the transducer illustrated in section (36) (table 3/5), slides inside the fixed part (7) (table 1/5) which is ring. Let us consider one of the three elementary transducers (46) (table 3/5) of which the fixed part is composed. When the rings of the fixed part (47) (48) (table 3/5) of the elementary transducer face the small rings (40) (table 3/5) of the mobile part, the rings (47) (48) sounded among themselves magnetically separated. The magnetic flux of the magnet (50) starting from the north end of the magnet passes through the lamination (53), passes through 0 non-magnetic adjustment spacer (52), passes through the Hall effect magnetic transducer (51) and closes them through the lamination ( 54) on the south end of the magnet (50). In this case the flux of the magnet (49) is of little importance. On the other hand, when the rings of the fixed part (47) (48) face the large rings (39) of the mobile part, due to the long extension of the rings themselves, the rings (47) (48) practically create a magnetic short circuit between them They. In this situation the flux coming from the south polarity of the magnet (49) prevails. This flow passes through the Hall effect detector (51) and closes by means of the lamination (54) in the opposite direction to the previously described state. It follows that the elementary transducer sends an impulse to the control unit when the moving part of the transducer (36) (table 3/5) translates by the length corresponding to the thickness of three ferromagnetic laminations. If the elementary transducer (43) is called R, the elementary transducer (44) S and the elementary transducer (45) T, when the translation shaft moves to the right the transducer (6) (table 1/5) sends the R-S-T sequence. when it moves to the left it sends the T-S-R sequence: so the electronic control unit can deduce the direction of the speed. When the central anomaly (23) (table 1/5} and (table 3/5) of the moving part of the transducer is in correspondence with the fixed part (7) (table 1/5) and (table 3/5), moving to the right, first the R then S and then T is missing; when it moves in the opposite direction, first the T then the S then the R is missing. control unit counts the successive impulses that arrive from the transducer, therefore it knows the position of the pistons for points distant from each other by the thickness of a sheet. the control unit can diagnose both the limit switch and the right over travel; similarly the control unit identifies the left limit switch and the left over travel.; Description of drawing table 4/5; the electronic control unit (10) (table 4/5) has inputs l position transducer output (8), l '' limit switch output of the solenoid valves (1 1) (12) (13) (14), the fuel pump pressure switch signal (28), the ignition switch contact (22), the battery charge discriminator (9) and the lambda probe (29). The electronic control unit controls the power stage (30) which feedbacks its status towards the electronic control unit. The power stage (30) has the outputs for: the fuel injectors (15) (16) (17) (18), the spark plugs (19) (20), the intake solenoid valves (13) (14 | and the drain solenoid valves (11) (12). The power stage is also connected to the accumulator battery (31) and to the alternator (5) in a bidirectional way.; System management (table 5/5); They are shown with a line continues the physical elements present in the device, while a dashed line indicates the implicit mathematical relations nor the device that participate, with the same right as the physical elements, in the management of the system itself. The accelerator (55) supplies the command to the electronic control unit (10) cfae emits the appropriate sequence of impulses towards the solenoid valves and the injectors (56) and at the same time, using the position information received from the position transducer (6), it emits the instantaneous value of the desired speed that flows in the adder node (66) The exit from the block (56) represents the force of the piston which in the summing node (57 is algebraically added to the friction force (58) and the reaction force of the alternator (61). The resulting force divided by the global mass integral with the translation axis (59 and integrated (60) gives the speed that determines the output voltage of the alternator (5) The currents (63) at the output of the alternator (5 ) are determined by the block (70) realized in the power stage, schematized with a variable ratio transformer. This transformer is counter-reacted in current through the current transformer (69) for which the current absorbed by it is that desired by the input command The current that enters the transformer and the current that comes out of the alternator (it should be noted that for the sake of simplicity the diagram shown is single-line, in reality the currents that run through the alternator phases are in number higher), therefore the alternator is presented to the load as a generator of current and not of voltage. The current value of the generator is imposed by the input of the summing node ($ 7). The n (62), schematized or as a current transformer, it represents the mathematical relationship between the output currents from the alternator and the reaction forces of the alternator on the translation axis (3) (table 1/5). The position transducer (6) (table 5/5) transmits the position to the control unit (10), and also to the computational block (65) (actually created by the control unit itself). The computational block (65) has as its output the instantaneous speed to which a corrective term coming from the computational block (64) is added in the summing node (66). The computational block (64) (created in the control unit) calculates the processing (a) and emits a term α · Δί, a term necessary to compensate for the physical delays of the system. The output of the adder (66) enters the adder node (67) and through the computational block (68) (made in the control unit) determines the k factor that drives the variable transformer (70). By increasing the output voltage of the variable transformer (70), the currents supplied by the transformer increase and therefore the currents absorbed by the primary of the transformer increase, which are also the currents! of the phases of the alt ernator. The currents in the alternator phases, responsible for the reaction force, are reacted to the adder node (67). The output currents of the variable transformer (70) passing through the rectifier (71) and determine the current flowing in the battery (75). Advantages of the device; Easy to change the opening time of the inlet and exhaust valves at will. ; Possibility to set the piston speed diagram. ; Existing lubricating oils can be used. ; Longer service life of the pistons. ; Reduced time for motor replacement. ; High efficiency of the system. ; Less environmental pollution. ; Elimination of crankshaft, gearbox, clutch, differential, omjkinetic joints and starter motor. <1> Less noise by assembling 4 engines. ; Possibility to check the piston compression at any time by means of a test sequence. ; Variants; 1. It is possible to use two elementary transducers (46) (table 3/5) to create a position transducer (6) (table 3/5). ;2. Only one magnet can be placed in the elementary transducer (46) (table 3/5). ; 3. Yes you can put the transducer inside the! cylindrical translator of the alternator. ; 4. The large rings (39) and (40) (table 3/5) of the moving part of the transducer (36) (table 3/5) can be exchanged between them; List of numbers mentioned in the drawing tables 1/5, 2 / 5, 3/5, 4/5; and 5/5 1. Left piston; 2. Right piston; 3. Drawing shaft; 4. Mobile part of the alternator (translator); 5. Alternator; 6. Position transducer; 7. Fixed part of the transducer; 8. Moving part of the transducer; 9. Discriminator of charge of the electric battery; 10. Electronic control unit; 11. Drain valve; 12. Drain valve; 13. Inlet valve; 14. Inlet valve; 15. Fuel injector; 16. Fuel injector; 17. Fuel injector; 18. Fuel injector; 19. Candle; 20. Candle; 21. Permanent ring magnets; 22. Power switch; 23. Anomaly in the center of the transducer; 24. Stator winding; 25. Stator winding; 26. Stator winding; 27. Stator winding; 28. Fuel pump pressure switch; 29. Lambda probe; 30. Power stage; 31. Section of the mobile part of the alternator; 32. Fault of right limit switch of the moving part of the position transducer 33. Fault of left limit switch of the moving part of the position transducer 34. Connection pipe of the combustion chamber areas not used for the explosion <*> 35. Ferromagnetic material (typically iron composite) to conduct the magnetic flux of the alternator stator windings

36. Section of the moving part of the transducer

37. Die-cast aluminum

38. Gaps between the ferromagnetic sheets which are filled with aluminum

39. Large ferromagnetic rings of the moving part of the transducer

40. Small ferromagnetic rings of the moving part of the transducer

41. Part diagram of the transducer section

42. Space between two of the three elementary transducers that make up the fixed part of the transducer

43. Transducer R

44. Transducer S

45. Transducer T

46. Lateral and axonometric views of a single elementary transducer

47. Ring in ferromagnetic sheet

48. Ring in ferromagnetic sheet

49. Permanent magnet

50. Permanent magnet

51. Hall effect detector

52. Non magnetic adjustment spacer

53. Shaped ferromagnetic sheet

54. Ferromagnetic sheet subjected to alternating magnetic flux

55. Accelerator

56. Solenoid valves and injectors

57. Sornmatore knot

58. Force of friction

{mathematical elation between force and acceleration {input = force, photo / mass output - acceleration)

60. Mathematical relationship [input = acceleration, output = speed., Symbol /) 61. Reaction force of the alternator

62. Mathematical relationship between the currents in the alternator phases and the alternator reaction force (input = current, output = force)

63. Current of the alternator phases

64. Computational block carried out by the electronic control unit (input - position, output = acceleration ■ At)

65. Computational block carried out by the electronic control unit (input - position, output - speed)

66. Sounding knot

67. Sounding knot

68. Computational block carried out by the electronic control unit {speed input, output - proportionality factor - è)

69. Current transformer (input = current, output = voltage)

70. Variable transformer {Vu— k <■> V · <’>, p - proportionality factor - k)

71. Diode rectifier

72. Reaction ring

73. Reaction ring that imposes the desired current on the alternator

74. Mathematical relationship (input - speed, output - position, symbol, = f) 75. Electric coil and capacitor

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Claims (8)

Claims 1. The engine described (table 1/5) consisting of: alternator, two opposing pistons and the position detector described (table 3/5), all coaxial to each other. 2. The use of the magnetoelectric reaction to drive the piston stroke. 3. The position transducer illustrated in table 3/5 for use on translating shafts of: motors, solenoid valves and translational motion systems. 4. The fixed part of the elementary transducer (46) (table 3/5) which uses two magnets to obtain an alternating magnetic flux in the Hall effect detector. 5. The complete transducer consisting of the mobile part (8) (table 1/5) and the fixed part (7) (table 1/5), illustrated in detail in table 3/5, consisting of three elementary transducers for use as a transducer of position. 6. The use of the transducer illustrated in table 3/5, mentioned in the previous claim, to drive two-stroke and four-stroke free-piston or semi-free engines. 7. Three anomalies of the moving part of the transducer (23) (32) (33) (table 1/5) (table 3/5) in the succession of the ferromagnetic lamination rings (39) and (40) (table 3/5) as shown in diagram (41) (table 3/5) to determine the central and lateral positions of the transducer. 8. The device illustrated in the present patent "Semiiberot piston engine, made in miniaturized size, but limited only to the coaxial assembly of a small alternator and a small transducer to drive the inlet and exhaust valves of combustion engines, using the small alternator as a small electric motor.