US20120164011A1

US20120164011A1 - Magnetic air engine

Info

Publication number: US20120164011A1
Application number: US12/979,119
Authority: US
Inventors: Michael Anguelo
Original assignee: Individual
Current assignee: Individual
Priority date: 2010-12-27
Filing date: 2010-12-27
Publication date: 2012-06-28

Abstract

The present invention pertains to an engine assembly that utilizes magnetically and air pressure driven pistons. The engine assembly of the present invention utilizes the design and functionality of typical internal combustion engines, while incorporating energy efficient technologies found in electric/magnetic type engines and others.

Description

FIELD OF THE INVENTION

The present invention relates to the art of engine devices.

STATEMENT REGARDING FEDERALLY-SPONSORED RESEARCH AND DEVELOPMENT

Not applicable.

BACKGROUND OF THE INVENTION

An engine (or motor) is a machine designed to convert energy into useful mechanical motion.
Engines come in many types. A common type is a heat engine, such as an internal combustion engine, which typically burns a fuel with air and uses the hot gases for generating power. External combustion engines, such as steam engines, use heat to generate motion by way of a separate working fluid.
The electric motor is another type of engine that takes electrical energy and generates mechanical motion by way of varying electromagnetic fields.
Typical engines burn, or otherwise consume fuel, and are differentiated from an electric motor that derives power without changing the composition of matter. An automobile powered by an internal combustion engine may make use of various motors and pumps, but ultimately all such devices derive their power from the engine.
The gradual depletion of fossil fuels has sparked a major interest in designing engines that are more energy efficient. Magnetic/electric engines and hybrid engine designs (electric and combustion engines working in concert) are answers to the fossil fuel dilemma. The internal combustion engine has years of proven use and success in automobiles, planes, motorcycles, lawnmowers, recreational vehicles, etc.; therefore, there is a need for an engine that utilizes the proven design and functionality of typical internal combustion engines, while incorporating energy efficient technologies such as found in electric/magnetic type engines.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

The foregoing summary, as well as the following detailed description of the invention, will be better understood when read in conjunction with the appended drawings. For illustrating the invention, the figures are shown in the embodiments that are presently preferred. It should be understood, however, that the invention is not limited to the precise arrangements and instrumentalities shown. In the drawings:

FIG. 1 depicts at least one embodiment of the invention, namely a cross-sectional view of a magnetic air engine.

FIG. 2 depicts at least one embodiment of the invention, namely a cross-sectional view of a magnetic air engine with dual pistons.

FIG. 3 depicts at least one embodiment of the invention, namely a cross-sectional view of a magnetic air engine with dual pistons in a V-shaped orientation.

FIG. 4 depicts at least one embodiment of the invention, namely a cross-sectional view of a magnetic air engine with four (4) pistons.

FIG. 5 depicts at least one embodiment of the invention, namely a detailed view of an air supply valve and piston housing.

FIG. 6 depicts at least one embodiment of the invention, namely an exploded view of the air supply valve of FIG. 5.

DESCRIPTION OF THE INVENTION

The present invention depicts an inventive solution to the fore mentioned issues related to engines.
Unless otherwise defined, all terms of art, notations and other scientific terms or terminology used herein are intended to have the meanings commonly understood by those of skill in the art to which this invention pertains. In some cases, terms with commonly understood meanings are defined herein for clarity and/or for ready reference, and the inclusion of such definitions herein should not necessarily be construed to represent a substantial difference over what is generally understood in the art. Many of the techniques and procedures described, or referenced herein, are well understood and commonly employed using conventional methodology by those skilled in the art.
The indefinite articles “a” and “an,” as used herein in the specification and in the claims, unless clearly indicated to the contrary, should be understood to mean “at least one.”
The phrase “and/or,” as used herein in the specification and in the claims, should be understood to mean “either or both” of the elements so conjoined, i.e., elements that are conjunctively present in some cases and disjunctively present in other cases. Other elements may optionally be present other than the elements specifically identified by the “and/or” clause, whether related or unrelated to those elements specifically identified unless clearly indicated to the contrary. Thus, as a non-limiting example, a reference to “A and/or B,” when used in conjunction with open-ended language such as “comprising” can refer, in one embodiment, to A without B (optionally including elements other than B); in another embodiment, to B without A (optionally including elements other than A); in yet another embodiment, to both A and B (optionally including other elements); etc.
As used herein in the specification and in the claims, or should be understood to have the same meaning as “and/or” as defined above. For example, when separating items in a list, or or “and/or” shall be interpreted as being inclusive, i.e., the inclusion of at least one, but also including more than one, of a number or list of elements, and, optionally, additional unlisted items. Only terms clearly indicated to the contrary, such as only one of or “exactly one of,” or, when used in the claims, “consisting of,” will refer to the inclusion of exactly one element of a number or list of elements. In general, the term or as used herein shall only be interpreted as indicating exclusive alternatives (i.e. one or the other but not both“) when preceded by terms of exclusivity, such as “either,” one of,” “only one of,” or “exactly one of.” “Consisting essentially of,” when used in the claims, shall have its ordinary meaning as used in the field of patent law.
The present invention utilizes magnetic and/or air pressure forces in concert with the piston/crankshaft design of typical internal combustion engines; however, no internal combustion via fuel is necessary.
In at least one embodiment, the present invention pertains to an engine assembly, comprising at least one engine cylinder; at least one air valve comprising a supply opening and an exhaust opening which are alternatively openable and closable in relation to the at least one engine cylinder; at least one piston assembly, wherein the at least one piston assembly comprises at least one piston and at least one piston rod; a crank shaft, wherein the crank shaft is operatively coupled between the at least one piston assembly and the at least one air valve, whereby the at least one air valve opens and closes based on the position of the at least one piston assembly.
In some embodiments, the at least one piston may be magnetic. In some embodiments, the engine assembly may further comprise at least one magnetic coil positioned relative to the at least one engine cylinder, whereby the at least one magnetic coil provides a magnetic field within or around the at least one engine cylinder; and at least one polarity timing device, wherein the at least one polarity timing device is operatively coupled between the crank shaft and the at least one magnetic coil, whereby the polarity of the at least one magnetic coil is affected based on the position of the crank shaft.
Referring now to the drawings in detail, an engine assembly is shown in FIG. 1. In at least one embodiment, the present invention pertains to an engine assembly, comprising at least one engine cylinder 100; at least one air valve 200 comprising a supply opening 210 and an exhaust opening 220 which are alternatively openable and closable in relation to the at least one engine cylinder 100; at least one piston assembly 300, wherein the at least one piston assembly 300 comprises at least one piston 310 and at least one piston rod 320; and a crank shaft 400, wherein the crank shaft 400 is operatively coupled between the at least one piston assembly 300 and the at least one air valve 200, whereby the at least one air valve 200 opens and closes based on the position of the at least one piston assembly 300.
In some embodiments, the at least one air valve 200 is a rotating valve. In some embodiments, upper ball bearings 800 are utilized to aid in rotation of the at least one air valve 200. In some embodiments, lower ball bearings 810 are utilized to aid in rotation of the crank shaft 400.
In some embodiments, the at least one engine cylinder 100 is made of metal. The metal is selected from the group consisting of steel, aluminum, nickel and combinations thereof. It would be understood by those skilled in the art that any metal capable of withstanding engine environmental conditions and strains would be usable as a metal for the at least one engine cylinder 100.
In some embodiments, the at least one piston 310 is magnetized. The at least one piston 310 may be constructed of a metal capable of being magnetized, or it may be constructed of a permanent magnet. The metal may be selected from the group consisting of iron, steel, nickel and combinations thereof. It would be understood by those skilled in the art that any metal capable of being magnetized and capable of withstanding conditions found inside an engine could be used.
In some embodiments, the entire piston is made of a magnetizable metal. In other embodiments, only a portion of the piston is made of a magnetizable metal. The magnetized piston may be made of a non-magnetic metal surrounded by a metal capable of being magnetized. In other embodiments, the magnetized piston is made of a combination of a non-magnetic metal and a metal capable of being magnetized. In some embodiments, the entire piston is made of a permanent magnet. In other embodiments, only a portion of the piston is made of a permanent magnet, while the rest of the piston is made of another metal.
In some embodiments, the engine assembly further comprises at least one magnetic coil 110 positioned relative to the at least one engine cylinder 100, whereby the at least one magnetic coil 110 provides a magnetic field within or around the at least one engine cylinder 100. In some embodiments, the engine assembly further comprises at least one polarity timing device 500, wherein the at least one polarity timing device 500 is operatively coupled between the crank shaft 400 and the at least one magnetic coil 110, whereby the polarity of the at least one magnetic coil 110 is affected based on the position of the crank shaft 400. The at least one polarity timing device is also linked to a power source to provide an electric current for the at least one magnetic coil 110 to produce a magnetic field. The power source may be a battery, battery array, one or more solar panels, and combinations thereof.
The at least one polarity timing device 500 may be a mechanical or electronic timing device or combinations of both. In some embodiments, a single polarity timing device may be utilized for each engine cylinder contained in the engine of the present invention. In other embodiments, a single polarity timing device may be utilized for multiple engine cylinders. In other embodiments, multiple polarity timing devices may be utilized for multiple engine cylinders.
In one embodiment of the invention, the said polarity timing device 500 and said air supply, (controlled by air valves 200), were systematically controlled by a micro-processor module. Said micro processor module was programmed to synchronize the polarity switch and the amount of air forced against the piston in the cylinder and the opening and closing of the valves 200. Said microprocessor may comprise of multiple internal function units. A basic design has an arithmetic logic unit, a control unit, a memory interface, an interrupt or exception controller, and an internal cache. More sophisticated microprocessors might also be used for the same purpose of controlling and distributing air and magnetic field direction within the engine.
In some embodiments, multiple magnetic coils are arranged along the engine cylinder. If multiple magnetic coils are utilized within a single engine cylinder, in some embodiments a single polarity timing device is utilized, and in other embodiments, multiple polarity timing devices are utilized. The magnetic forces in each coil reverse once the polarity is reversed. As such, in some embodiments, a single polarity timing device is used for each engine cylinder.
In some embodiments, the engine assembly further comprises at least one timing linkage 600, wherein the timing linkage 600 operatively links the crankshaft 400 and the at least one air valve 200. The timing linkage 600 may be selected from the group consisting of a timing belt, timing chain or combinations thereof.
In some embodiments, the engine assembly further comprises at least one flywheel 700.
In some embodiments, the at least one air valve 200 is linked to an air pressure supply. The air pressure serves to push the piston downward in the engine cylinder. When a magnetized piston is utilized, the combination of magnetic forces and air pressure serve to push the piston downward.
As shown in FIGS. 2-4, the engine assembly of the present invention may be utilized in various engine cylinder arrangements and numbers. As shown in FIG. 2, one embodiment of the present invention is shown where two engine cylinders 100 are arranged back-to-back such that there are two piston assemblies 300, wherein the piston rod 320 of each attaches to a single crank shaft 400. As shown in FIG. 3, another embodiment of the present invention is shown where two engine cylinders 100 are arranged in a V-shaped arrangement such that there are two piston assemblies 300, wherein the piston rod 320 of each attaches to a single crank shaft 400.
As shown in FIG. 4, another embodiment of the present invention is shown where two sets of back-to-back engine cylinders 100 are arranged such that there are four piston assemblies 300, wherein the piston rod 320 of each attaches to a single crank shaft 400. Also, a timing linkage 600 is utilized such that each engine cylinder remains in proper timing with the crankshaft moving the piston and the air valves opening and closing. As would be understood by those skilled in the art, the engine assembly could be made up of more than four engine cylinders.
FIG. 5 shows an embodiment of the present invention, wherein a more detailed view of the at least one air valve 200 comprising a supply opening 210 and an exhaust opening 220 is shown. As would be understood by those skilled in the art, the supply opening and the exhaust opening could be interchanged. As shown, the timing linkage 600 operatively links the crankshaft 400 and the at least one air valve 200. Such linkage may utilize a timing chain or timing belt operatively linking the crankshaft 400 and at least one air valve 200 by way of a crankshaft gear 410 and an air valve gear 230.
FIG. 6 shows an exploded view of an embodiment of the present invention depicted in FIG. 5. A detailed view is shown of the at least one air valve 200. The at least one air valve 200 contains a rotating internal structure that allows for repetitive opening and closing of the supply opening 210 and exhaust opening 220, respectively. Likewise, the supply opening 210 is in the closed position when the exhaust opening 220 is in the opened position, and vice versa. Ball bearings 800 are utilized in rotating parts of the at least one air valve to aid in rotation. When the supply opening 210 is in the “open” position, pressurized air enters the engine cylinder and pushes the piston in the downward position. When magnetized pistons are utilized in combination with a magnetic coil and polarity timing device and air valve, the magnetic forces work in concert with air pressure to “push” the piston downward. When the piston begins the return upward in the engine cylinder, the exhaust opening 220 is in the “open” position (supply opening 210 is in the “closed” position), allowing for release of air while the magnetic forces retract the magnetized piston, completing a cycle.
The magnetic functions of this invention are related to lineal magnetic force and lineal magnetic actuaries.
It is to be appreciated that the Detailed Description section, and not the Abstract section, is intended to be used to interpret the claims. The Abstract section may set forth one or more but not all exemplary embodiments of the present invention as contemplated by the inventor (s), and thus, are not intended to limit the present invention and the appended claims in any way.
The present invention has been described above with the aid of functional building blocks illustrating the implementation of specified functions and relationships thereof. The boundaries of these functional building blocks have been arbitrarily defined herein for the convenience of the description. Alternate boundaries can be defined so long as the specified functions and relationships thereof are appropriately performed.
The foregoing description of the specific embodiments will so fully reveal the general nature of the invention that others can, by applying knowledge within the skill of the art, readily modify and/or adapt for various applications such specific embodiments, without undue experimentation, without departing from the general concept of the present invention. Therefore, such adaptations and modifications are intended to be within the meaning and range of equivalents of the disclosed embodiments, based on the teaching and guidance presented herein. It is to be understood that the phraseology or terminology herein is for the purpose of description and not of limitation, such that the terminology or phraseology of the present specification is to be interpreted by the skilled artisan in light of the teachings and guidance. The breadth and scope of the present invention should not be limited by any of the above-described exemplary embodiments, but should be defined only in accordance with the following claims and their equivalents.

Claims

1. An engine assembly, comprising:

at least one engine cylinder;

at least one air valve comprising a supply opening and an exhaust opening which are alternatively openable and closable in relation to the at least one engine cylinder;

at least one piston assembly, wherein the at least one piston assembly comprises at least one magnetized piston and at least one piston rod;

a crank shaft, wherein the crank shaft is operatively coupled between the at least one piston assembly and the at least one air valve, whereby the at least one air valve opens and closes based on the position of the at least one piston assembly;

at least one magnetic coil positioned relative to the at least one engine cylinder, whereby the at least one magnetic coil provides a magnetic field within or around the at least one engine cylinder; and

at least one polarity timing device, wherein the at least one polarity timing device is operatively coupled between the crank shaft and the at least one magnetic coil, whereby the polarity of the at least one magnetic coil is affected based on the position of the crank shaft.

2. The engine assembly of claim 1, further comprising at least one timing linkage, wherein the timing linkage operatively links the crankshaft and the at least one air valve.

3. The engine assembly of claim 2, wherein the at least one timing linkage is selected from the group consisting of a timing belt, timing chain or combinations thereof.

4. The engine assembly of claim 1, wherein the at least one magnetized piston is made of a metal capable of being magnetized.

5. The engine assembly of claim 4, wherein the magnetized piston is made of a permanent magnet.

6. The engine assembly of claim 4, wherein the magnetized piston is made of a metal selected from the group consisting of iron, steel, nickel and combinations thereof.

7. The engine assembly of claim 1, wherein the magnetized piston is made of a metal selected from the group consisting of a non-magnetic metal, a metal capable of being magnetized, and combinations thereof.

8. The engine assembly of claim 1, wherein the at least one air valve and/or at least one polarity timing device are controlled by a micro-processor module.

9. The engine assembly of claim 1, further comprising a flywheel.

10. The engine assembly of claim 1, wherein the at least one air valve is linked to an air pressure supply.

11. The engine assembly of claim 1, wherein the at least one polarity timing device is a mechanical timing device.

12. The engine assembly of claim 1, wherein the at least one polarity timing device is an electronic timing device.

13. The engine assembly of claim 1, wherein the at least one engine cylinder is made of metal.

14. The engine assembly of claim 13, wherein the at least one engine cylinder is made of a metal selected from the group consisting of steel, aluminum, nickel and combinations thereof.

15. The engine assembly of claim 1, wherein the at least one air valve is a rotating air valve.

16. An engine assembly, comprising:

at least one engine cylinder;

at least one piston assembly, wherein the at least one piston assembly comprises at least one piston and at least one piston rod; and

a crank shaft, wherein the crank shaft is operatively coupled between the at least one piston assembly and the at least one air valve, whereby the at least one air valve opens and closes based on the position of the at least one piston assembly.

17. The engine assembly of claim 16, wherein the at least one piston is magnetized.

18. The engine assembly of claim 17, further comprising at least one magnetic coil positioned relative to the at least one engine cylinder, whereby the at least one magnetic coil provides a magnetic field within or around the at least one engine cylinder; and

19. The engine assembly of claim 16, wherein the at least one air valve is a rotating air valve.

20. The engine assembly of claim 18, wherein the at least one polarity timing device is selected from the group consisting of an electronic timing device, a mechanical timing device, and combinations thereof.