Dual magnetic engine

Abstract

The present application relates to a kind of double magnetic engine, including shell, be provided with crankshaft in the shell, and at least three crank webs are distributed with interval on the crankshaft, and multiple crank webs are equiangularly distributed around the rotation center line of crankshaft;Each crank web is connected with piston cylinder assembly, and the piston cylinder assembly includes connecting rod, piston, piston cylinder, coil assembly set in the outer periphery of piston cylinder, the coil assembly includes upper coil and lower coil, the direction of upper magnetic field generated by upper coil and lower magnetic field generated by lower coil is opposite, and the piston includes permanent magnet;Shell is also provided with multiple current commutators, and the input end of current commutator is electrically connected with external power supply, and output end is electrically connected with corresponding coil assembly;When piston is at its top dead center and bottom dead center, current commutator works, so that the current direction of the coil assembly corresponding to the piston changes.In any moment, each piston cylinder assembly will apply positive force to crankshaft, and the efficiency of electric energy conversion into mechanical energy can be greatly improved.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and specifically to a dual-magnetic engine. Background Technology

[0002] Chinese invention patent CN110808674B discloses an electromagnetic repulsion engine, which is equipped with a main crankshaft and a secondary crankshaft connected by belt drive. A first piston, a second piston, a third piston, and a fourth piston are distributed at equal angular intervals on the main crankshaft. A permanent magnet is embedded inside each of the four pistons, and a coil is sleeved on the outside of each of the four pistons. When the coil is energized, it generates a repulsive force that drives the corresponding piston to move, thereby driving the main crankshaft to rotate. The secondary crankshaft rotates under the drive of the belt drive and triggers the corresponding button of each piston in sequence, so that each coil is energized in sequence, causing the four pistons to move in sequence, thereby realizing the continuous movement of the main crankshaft.

[0003] Although the technical solution disclosed in CN110808674B can use the magnetic field generated by the electromagnetic coil to drive the crankshaft to rotate, it requires the setting of belt drive and secondary crankshaft to control the energized state of the coil, making the overall structure complex. Moreover, in this technical solution, only one piston does work to drive the main crankshaft to rotate at any given time, while the other pistons are all loads, resulting in low efficiency in converting electrical energy into mechanical energy. Summary of the Invention

[0004] In view of the deficiencies in the prior art, the technical problem to be solved by the present invention is to provide a dual magnetic motor to improve the efficiency of converting electrical energy into mechanical energy.

[0005] To solve the above-mentioned technical problems, the present invention provides a dual-magnetic engine, including a housing, within which a crankshaft is disposed, and at least three cranks are spaced apart on the crankshaft, with the cranks distributed at equal angles around the rotation center line of the crankshaft; each crank is connected to a piston-cylinder assembly, the piston-cylinder assembly including a connecting rod hinged to the crank, a piston hinged to the connecting rod, a piston cylinder slidingly engaged with the piston, and a coil assembly sleeved on the outer periphery of the piston cylinder, the coil assembly including an upper coil and a lower coil arranged vertically at intervals, the upper magnetic field generated by the upper coil and the lower magnetic field generated by the lower coil having opposite directions; the piston includes a permanent magnet; When the piston moves from its top dead center to its bottom dead center, the upper magnetic field repels the piston, and the lower magnetic field attracts the piston. When the piston moves from its bottom dead center to its top dead center, the upper magnetic field attracts the piston, and the lower magnetic field repels the piston. The housing is also provided with a plurality of current commutators, the number of which is the same as the number of piston-cylinder assemblies. The input end of each current commutator is electrically connected to an external power supply, and the output end is electrically connected to the coil assembly of the corresponding piston-cylinder assembly. When the piston is at its top dead center and bottom dead center, the current commutator operates, causing the current direction of the coil assembly corresponding to the piston to change.

[0006] In this invention, for a single piston cylinder assembly, an upper coil and a lower coil are arranged on its outer periphery. The magnetic fields generated by the two coils are in opposite directions. When the piston moves from top dead center to bottom dead center, the upper magnetic field repels the piston, pushing it to move to bottom dead center. At the same time, the lower magnetic field attracts the piston, drawing it to move to bottom dead center. When the piston moves from bottom dead center to top dead center, the upper magnetic field provides attraction while the lower magnetic field provides repulsion. Under the action of this dual magnetic field, the piston can continuously apply a force to the crankshaft. Therefore, for the crankshaft, at any given moment, each piston cylinder assembly will apply a positive force to the crankshaft. The combined action of all piston cylinder assemblies drives the crankshaft to rotate smoothly, thus eliminating the piston-load situation described in the prior art. This significantly improves the efficiency of converting electrical energy into mechanical energy.

[0007] Preferably, one end of the crankshaft extends into the mounting cavity, and a plurality of current commutators are evenly distributed around the rotation centerline of the crankshaft and mounted in the mounting cavity; each current commutator is provided with a reversing switch, and the current commutator can switch between a first conductive state and a second conductive state under the action of the reversing switch; the output terminal of the current commutator includes a first terminal and a second terminal, and the polarity of the first terminal is opposite in the first conductive state and the polarity of the second terminal is also opposite in the first conductive state and the second conductive state; a triggering mechanism is mounted on the crankshaft that can trigger the reversing switch, and after the reversing switch is triggered, the current commutator switches from the first conductive state to the second conductive state.

[0008] Preferably, the triggering mechanism includes a cam connected to the crankshaft anti-rotation mechanism. The cam includes a rotating body and a flange protruding from the outer periphery of the rotating body, the central angle of which is 180°. The flange can trigger the reversing switch when it contacts the reversing switch. When the piston is at top dead center, the flange enters contact with the corresponding reversing switch, and when the piston continues to move to bottom dead center, the flange disengages from the corresponding reversing switch. Alternatively, when the piston is at bottom dead center, the flange enters contact with the corresponding reversing switch, and when the piston continues to move to top dead center, the flange disengages from the corresponding reversing switch. This design simplifies the engine structure, allowing the change of the conductivity state of the corresponding current commutator to be achieved simply by rotating the crankshaft, thereby altering the magnetic field direction of the corresponding coil assembly. The 180° central angle of the flange ensures that the current direction within the coil assembly remains constant as the piston moves from top dead center to bottom dead center or vice versa. At the instant the piston reaches top dead center or bottom dead center, the conductivity state of the corresponding current commutator is changed, thereby altering the direction of the upper and lower magnetic fields of the corresponding piston cylinder assembly.

[0009] Preferably, the current commutator includes a conductive component that can switch between a first conductive position and a second conductive position under the action of the commutation switch, thereby switching the current commutator between a first conductive state and a second conductive state. The conductive component includes a first conductive element and a second conductive element, both having an input terminal and an output terminal. The input terminal of the current commutator includes a first conductive portion and a second conductive portion, which are electrically connected to the positive and negative terminals of an external power supply, respectively. The first conductive portion has two first contacts, and the second conductive portion has two second contacts. When the conductive component is in its first and second conductive positions, the input terminal of the first conductive element is electrically connected to the two first contacts, and the input terminal of the second conductive element is electrically connected to the two first contacts. The input terminals of the components are electrically connected to the two second contacts respectively; the output terminals of the current commutator include a third conductive part, a fourth conductive part, a fifth conductive part, and a sixth conductive part. When the conductive component is in its first conductive position, the output terminals of the first conductive component and the second conductive component are electrically connected to the third conductive part and the fifth conductive part respectively. When the conductive component is in its second conductive position, the output terminals of the first conductive component and the second conductive component are electrically connected to the fourth conductive part and the sixth conductive part respectively. The third conductive part and the sixth conductive part are electrically connected, the fourth conductive part and the fifth conductive part are electrically connected, and the third conductive part or the sixth conductive part is provided with the first terminal and the fourth conductive part or the fifth conductive part is provided with the second terminal.

[0010] Preferably, the current commutator includes a mounting base, and the first, second, third, fourth, fifth, and sixth conductive parts are all connected to the mounting base. The commutation switch is slidably connected to the mounting base, and the conductive component is mounted on the commutation switch. The commutation switch can slide from an initial position to a final position under the action of the flange. When the commutation switch is in the initial position, the conductive component is in its first conductive position; when the commutation switch is in its final position, the conductive component is in its second conductive position. A reset mechanism is provided within the current commutator, and when the flange disengages from the commutation switch, the commutation switch can be reset to its initial position under the action of the reset mechanism. This design allows for timely current commutation through a simple mechanical structure, and the simple current commutation structure simplifies the engine structure.

[0011] Preferably, a roller is rotatably connected to one end of the reversing switch extending from the mounting base, and the roller is used to make rolling contact with the flange.

[0012] Preferably, the current commutator further includes a mounting plate connected to the mounting base, and a reset spring is compressed and abutted between the mounting plate and the commutation switch, the reset spring forming the reset mechanism.

[0013] Preferably, the mounting cavity is defined by the inner cavity of a mounting box, which is connected to the outside of the housing.

[0014] Preferably, the housing comprises, from top to bottom, a first oil tank and a crankcase. The first oil tank is filled with cooling oil and is also provided with an oil inlet and an oil outlet. The piston cylinder assembly is installed in the first oil tank, and the crankshaft is installed in the crankcase. The connecting rod of the piston cylinder assembly extends into the crankcase and is hinged to the corresponding crankshaft crank. When current passes through the coil, it generates heat. To ensure the engine operates normally and stably, the first oil tank is filled with cooling oil, which helps to cool the coil assembly and extend its service life.

[0015] Preferably, the housing further includes a second oil tank located below the crankcase. The second oil tank is connected to the oil inlet via an oil inlet pipe and to the oil return port via an oil return pipe. An oil pump and a cooler are installed on the oil return pipe. The oil pump and cooler enable normal circulation of the oil and cool the oil flowing back into the second oil tank. Attached Figure Description

[0016] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the accompanying drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn to scale.

[0017] Figure 1 This is a schematic diagram of the structure of the dual magnetic motor according to an embodiment of the present invention;

[0018] Figure 2 This is a schematic diagram of the housing of the dual-magnetic engine according to an embodiment of the present invention;

[0019] Figure 3 This is a schematic diagram of the connection structure of the crankshaft and piston cylinder assembly according to an embodiment of the present invention;

[0020] Figure 4 This is a schematic diagram of the piston cylinder assembly according to an embodiment of the present invention;

[0021] Figure 5 This is a schematic diagram of the mounting structure of the current commutator according to an embodiment of the present invention;

[0022] Figure 6 This is a schematic diagram of the current commutator according to an embodiment of the present invention;

[0023] Figure 7 This is a schematic diagram of the internal structure of the current commutator according to an embodiment of the present invention;

[0024] Figure 8 This is a schematic diagram of the mounting base of the current commutator according to an embodiment of the present invention.

[0025] Figure label:

[0026] 1-First oil tank; 2-Crankcase; 3-Second oil tank; 31-Oil inlet pipe; 32-Oil return pipe; 4-Crankshaft; 41-Cam; 411-Flange; 5-Piston cylinder assembly; 51-Connecting rod; 52-Piston; 521-Permanent magnet; 53-Piston cylinder; 531-Upper mounting slot; 532-Lower mounting slot; 6-Junction box; 7-Mounting box; 8-Current commutator; 81-Mounting base; 82-Mounting plate; 83-Reversing switch; 831-Mounting hole; 832-Roller; 833-First conductive element; 834-Second conductive element; 84-First conductive part; 85-Second conductive part; 86-Third conductive part; 87-Fourth conductive part; 88-Fifth conductive part; 89-Sixth conductive part. Detailed Implementation

[0027] The embodiments of the technical solution of the present invention will now be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the technical solution of the present invention and are therefore intended to limit the scope of protection of the present invention.

[0028] It should be noted that, unless otherwise stated, the technical or scientific terms used in this application should have the ordinary meaning as understood by one of ordinary skill in the art to which this invention pertains.

[0029] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 and Figure 8 As shown, this embodiment provides a dual-magnetic engine, including a housing. From top to bottom, the housing includes a first oil tank 1, a crankcase 2, and a second oil tank 3. Both the first oil tank 1 and the second oil tank 3 are filled with cooling oil. The first oil tank 1 has an oil inlet and an oil return outlet. The second oil tank 3 is connected to the oil inlet and oil return outlet via an oil inlet pipe 31 and an oil return pipe 32, respectively, to achieve circulation of the cooling oil in the first oil tank 1 and the second oil tank 3. In practice, an oil pump and a cooler (not shown in the figure) are also installed on the oil return pipe 32. The oil flowing out of the first oil tank 1 can be cooled by the cooler and then flow back into the second oil tank 3, and then replenished from the second oil tank 3 into the first oil tank 1, thus circulating and cooling the components in the first oil tank 1.

[0030] A crankshaft 4 is disposed within the crankcase 2. Three cranks are spaced apart on the crankshaft 4, and these three cranks are equidistant from the crankshaft 4's rotation centerline, meaning adjacent cranks form a 120° angle. Each crank is connected to a piston-cylinder assembly 5, which includes a connecting rod 51 hinged to the crank, a piston 52 hinged to the connecting rod 51, a piston cylinder 53 slidably fitted to the piston 52, and a coil assembly (not shown) sleeved around the piston cylinder 53. This coil assembly includes an upper coil and a lower coil arranged at intervals, with the upper magnetic field generated by the upper coil and the lower magnetic field generated by the lower coil having opposite directions. The piston 52 includes a permanent magnet 521. An upper mounting groove 531 and a lower mounting groove 532 are provided around the piston cylinder 53 for winding the upper and lower coils, respectively. In this embodiment, the piston cylinder 53 is installed within the first oil tank 1, and the connecting rod 51 extends into the crankcase 2 and is hinged to the corresponding crank.

[0031] In this embodiment, a junction box 6 is provided on the top of the first oil tank 1. The junction box 6 contains three pairs of terminals, which are electrically connected to the coil assemblies of the three piston cylinder assemblies 5, one-to-one. For a single coil assembly, the upper and lower coils are connected in parallel to their corresponding terminals. In this embodiment, the upper and lower coils are wound in opposite directions, resulting in opposite directions of the electromagnetic fields generated by the upper and lower coils. Specifically, when the piston 52 moves from its top dead center to its bottom dead center, the upper magnetic field repels the piston 52, while the lower magnetic field attracts it. When the piston 52 moves from its bottom dead center to its top dead center, the upper magnetic field attracts the piston 52, while the lower magnetic field repels it. Under the action of this dual magnetic field, the piston 52 can continuously apply force to the crankshaft. For the crankshaft 4, at any given time, each piston cylinder assembly 5 applies a positive force to the crankshaft. The combined action of all piston cylinder assemblies 5 drives the crankshaft to rotate smoothly, improving the efficiency of converting electrical energy into mechanical energy.

[0032] A mounting box 7 is provided on the outside of the crankcase 2, and a mounting cavity is formed inside the mounting box 7. One end of the crankshaft 4 extends into the mounting cavity. Three current commutators 8 are provided in the mounting cavity. The three current commutators 8 are evenly distributed around the rotation center line of the crankshaft 4. The input end of the current commutator 8 is electrically connected to an external power supply, and the output end is electrically connected to the coil assembly of the corresponding piston cylinder assembly 5 through the junction box 6. When the piston 52 is at its top dead center and bottom dead center, the current commutator 8 works, causing the current direction of the coil assembly corresponding to the piston 52 to change.

[0033] The aforementioned current commutator 8 includes a mounting base 81, a mounting plate 82 screwed to the mounting base 81, and a commutator switch 83 slidably connected to the mounting base 81. A conductive component is detachably and fixedly connected to the commutator switch 83. The commutator switch 83 can slide from an initial position to a final position under external force. When the commutator switch 83 is in the initial position, the conductive component is in a first conductive position; when the commutator switch 83 is in the final position, the conductive component is in a second conductive position. A reset mechanism is provided within the current commutator 8. This reset mechanism specifically compresses a reset spring (not shown in the figure) that abuts against the mounting plate 82 and the commutator switch 83, and a mounting hole 831 for mounting the reset spring is provided on the side of the commutator switch 83 near the mounting plate 82. After the external force acting on the commutator switch 83 is removed, the commutator switch 83 can reset to its initial position under the action of the reset spring. It can be seen that the conductive component can switch between the first conductive position and the second conductive position under the action of the commutator 83, so that the current commutator switches between the first conductive state and the second conductive state. The magnetic field direction of the upper magnetic field in the first conductive state is opposite to that of the upper magnetic field in the second conductive state. Similarly, the magnetic field direction of the lower magnetic field in the first conductive state is opposite to that of the lower magnetic field in the second conductive state.

[0034] A triggering mechanism is installed on the crankshaft 4 to trigger the reversing switch 83. After the reversing switch 83 is triggered, the current commutator 8 switches from a first conductive state to a second conductive state. The triggering mechanism includes a cam 41 connected to the crankshaft 4 to prevent rotation. The cam 41 includes a rotating body and a flange 411 protruding from the outer periphery of the rotating body. The central angle of the flange 411 is 180°. When the flange 411 contacts the reversing switch 83, it can trigger the reversing switch 83, causing the reversing switch 83 to move from its initial position to its final position, thereby driving the conductive component to move from the first conductive position to the second conductive position, and thus causing the current commutator 8 to switch from the first conductive state to the second conductive state.

[0035] In this embodiment, when the piston 52 is at the top dead center, the flange 411 comes into contact with the commutation switch 83 of the corresponding current commutator 8. At this time, the current commutator 8 switches from the first conductive state to the second conductive state, so that the upper magnetic field provides a repulsive force and the lower magnetic field provides an attractive force, driving the piston 52 to move to the bottom dead center. When the piston continues to move to the bottom dead center, the flange 411 disengages from the corresponding commutation switch 83. At this time, the current commutator 8 switches from the second conductive state to the first conductive state, so that the upper magnetic field provides an attractive force and the lower magnetic field provides a repulsive force, driving the piston 52 to move to the top dead center.

[0036] Therefore, in this embodiment, when the current commutator 8 is in the first conductive state, the piston 52 moves from the lower dead point to the upper dead point, while when the current commutator 8 is in the second conductive state, the piston 52 moves from the upper dead point to the lower dead point.

[0037] In practice, the opposite setting can also be made: when the piston 52 is at the bottom dead center, the flange 411 enters contact with the corresponding reversing switch 83; when the piston 52 continues to move to the top dead center, the flange 411 disengages from the corresponding reversing switch 83, so that when the current commutator 8 is in the first conductive state, the piston 52 moves from the top dead center to the bottom dead center; when the current commutator 8 is in the second conductive state, the piston 52 moves from the bottom dead center to the top dead center.

[0038] Specifically, the reversing switch 83 has a roller 832 rotatably connected to one end of the mounting base 81, which is used to make rolling contact with the flange 411.

[0039] The aforementioned conductive components include a first conductive element 833 and a second conductive element 834, both of which have input and output terminals. The input terminal of the aforementioned current commutator 8 includes a first conductive portion 84 and a second conductive portion 85, which are electrically connected to the positive and negative terminals of an external power supply, respectively. The first conductive portion 84 has two first contacts, and the second conductive portion 85 has two second contacts. In this embodiment, both the first conductive portion 84 and the second conductive portion 85 are U-shaped structures, each including a middle portion (for electrical connection to an external power supply). The two ends of the middle portion extend towards the conductive component to form two extension portions. The two extension portions of the first conductive portion 84 are located on opposite sides of the first conductive element 833, and the two extension portions of the second conductive portion 85 are located on opposite sides of the second conductive element 834. The aforementioned first and second contacts are respectively provided on opposite sides of the two extension portions of the first conductive portion 84 and the second conductive portion 85. When the conductive components are in their first and second conductive positions, the input terminal of the first conductive element 833 is electrically connected to the two first contacts, and the input terminal of the second conductive element 834 is electrically connected to the two second contacts. With this structure, the polarity of the input and output terminals of the first conductive element 833 and the second conductive element 834 remains unchanged regardless of whether the conductive components are in the first or second conductive position.

[0040] The output terminal of the aforementioned current commutator 8 includes a third conductive part 86, a fourth conductive part 87, a fifth conductive part 88, and a sixth conductive part 89. All three conductive parts 86, 87, 88, and 89 are detachably fixedly connected to the mounting base 81. A wiring portion is provided at the end of each of the three conductive parts 86, 87, 88, and 89 away from the conductive component. The wiring portions of the third conductive part 86 and 89 are electrically connected, as are the wiring portions of the fourth conductive part 87 and 88. The wiring portion of the third conductive part 86 forms the first terminal of the current commutator 8, and the wiring portion of the fourth conductive part 87 forms the second terminal of the current commutator 8. The first and second terminals of the three current commutators 8 are electrically connected to three pairs of terminals in the junction box 6, corresponding one-to-one.

[0041] When the conductive components are in their first conductive position, the output terminals of the first conductive element 833 and the second conductive element 834 are electrically in contact with the third conductive part 86 and the fifth conductive part 88, respectively, while the fifth conductive part 88 is electrically in contact with the fourth conductive part 87. The polarity of the first terminal of the corresponding current commutator 8 is the same as the polarity of the first conductive part 84, which is positive; the polarity of the second terminal of the current commutator 8 is the same as the polarity of the second conductive part 85, which is negative.

[0042] When the conductive components are in their second conductive position, the output terminals of the first conductive element 833 and the second conductive element 834 are electrically in contact with the fourth conductive part 87 and the sixth conductive part 89, respectively, while the sixth conductive part 89 is electrically in contact with the third conductive part 86. The polarity of the first terminal of the corresponding current commutator 8 is the same as the polarity of the second conductive part 85, which is negative; the polarity of the second terminal of the current commutator 8 is the same as the polarity of the first conductive part 84, which is positive.

[0043] In this embodiment, the polarity of the first terminal is opposite in the first conductive state and the second conductive state, and the polarity of the second terminal is also opposite in the first conductive state and the second conductive state. Therefore, this embodiment, by switching the conductive component between the first conductive position and the second conductive position, can cause the polarity of the first and second terminals of the current commutator 8 to change periodically, thereby changing the direction of the current through the coil assembly, causing a change in the magnetic field direction of the upper and lower coils of the coil assembly, and thus obtaining the attractive and repulsive forces on the corresponding pistons.

[0044] In this embodiment, the other end of the crankshaft 4 extends out of the crankcase 2 for connection to the load. The coil assembly around the piston cylinder 53 is prone to overheating during operation, affecting engine stability. This embodiment provides a first oil tank 1 and a second oil tank 3, allowing cooling oil to be circulated into the first oil tank 1 to cool the coil assembly and extend its service life. Furthermore, both the first oil tank 1 and the second oil tank 3 have cooling fins on their outer sides for heat dissipation and cooling.

[0045] Finally, it should be noted that this embodiment only sets up three piston cylinder assemblies 5 and correspondingly three current commutators 8. In practice, the number of piston cylinder assemblies 5 and the corresponding number of current commutators 8 can be increased according to specific needs. However, regardless of the number of piston cylinder assemblies 5, they all need to be distributed at equal angles around the rotation center line of the crankshaft 4, and the current commutators 8 also need to be evenly distributed around the rotation center line of the crankshaft 4, and their positions should be reasonably arranged so that the current direction changes only when the piston reaches the top dead center or bottom dead center.

[0046] Numerous specific details are set forth in this specification. However, it will be understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, systems, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0047] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, system, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, systems, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0048] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention, and they should all be covered within the scope of the claims and specification of the present invention.

Claims

1. A dual-magnetic engine, characterized in that, include: A housing containing a crankshaft, on which at least three cranks are spaced apart, and the cranks are distributed at equal angles around the rotation center line of the crankshaft. Each crank is connected to a piston cylinder assembly, which includes a connecting rod hinged to the crank, a piston hinged to the connecting rod, a piston cylinder that slides with the piston, and a coil assembly sleeved on the outer periphery of the piston cylinder. The coil assembly includes an upper coil and a lower coil arranged at intervals, with the upper magnetic field generated by the upper coil and the lower magnetic field generated by the lower coil having opposite directions. The piston includes a permanent magnet. When the piston moves from its top dead center to its bottom dead center, the upper magnetic field repels the piston, and the lower magnetic field attracts the piston; when the piston moves from its bottom dead center to its top dead center, the upper magnetic field attracts the piston, and the lower magnetic field repels the piston. The housing is also provided with a plurality of current commutators, the number of which is the same as the number of piston cylinder assemblies. The input end of the current commutator is electrically connected to an external power supply, and the output end is electrically connected to the coil assembly of the corresponding piston cylinder assembly. When the piston is at its top dead center and bottom dead center, the current commutator operates, causing a change in the current direction of the coil assembly corresponding to the piston. One end of the crankshaft extends into the mounting cavity, and a plurality of the current commutators are evenly distributed around the rotation center line of the crankshaft and installed in the mounting cavity. The current commutator is equipped with a reversing switch, which allows the current commutator to switch between a first conductive state and a second conductive state under the action of the reversing switch. The output terminal of the current commutator includes a first terminal and a second terminal, and the polarity of the first terminal is opposite in the first conductive state and the polarity of the second terminal is also opposite in the first conductive state and the second conductive state. The crankshaft is equipped with a triggering mechanism that can trigger the reversing switch. After the reversing switch is triggered, the current commutator switches from a first conductive state to a second conductive state. The triggering mechanism includes a cam connected to the crankshaft to prevent rotation. The cam includes a rotating body and a flange protruding from the outer periphery of the rotating body. The central angle corresponding to the flange is 180°. The reversing switch can be triggered when the flange contacts the reversing switch. When the piston is at top dead center, the flange engages with the corresponding reversing switch; when the piston continues to move to bottom dead center, the flange disengages from the corresponding reversing switch; or, When the piston is at the bottom dead center, the flange enters contact with the corresponding reversing switch; when the piston continues to move to the top dead center, the flange disengages from the corresponding reversing switch. The current commutator includes a conductive component that can switch between a first conductive position and a second conductive position under the action of the commutation switch, thereby allowing the current commutator to switch between a first conductive state and a second conductive state. The conductive component includes a first conductive element and a second conductive element, both of which have an input terminal and an output terminal; The input terminal of the current commutator includes a first conductive part and a second conductive part. The first conductive part and the second conductive part are electrically connected to the positive and negative terminals of the external power supply, respectively. The first conductive part is provided with two first contacts, and the second conductive part is provided with two second contacts. When the conductive component is in its first conductive position and second conductive position, the input terminal of the first conductive component is electrically in contact with the two first contacts, and the input terminal of the second conductive component is electrically in contact with the two second contacts. The output terminal of the current commutator includes a third conductive part, a fourth conductive part, a fifth conductive part, and a sixth conductive part. When the conductive component is in its first conductive position, the output terminal of the first conductive element and the output terminal of the second conductive element are electrically in contact with the third conductive part and the fifth conductive part, respectively. When the conductive component is in its second conductive position, the output terminal of the first conductive element and the output terminal of the second conductive element are electrically in contact with the fourth conductive part and the sixth conductive part, respectively. The third conductive part and the sixth conductive part are electrically connected, the fourth conductive part and the fifth conductive part are electrically connected, and the first terminal is provided on the third conductive part or the sixth conductive part, and the second terminal is provided on the fourth conductive part or the fifth conductive part.

2. The dual-magnetic engine according to claim 1, characterized in that: The current commutator includes a mounting base, and the first conductive part, the second conductive part, the third conductive part, the fourth conductive part, the fifth conductive part, and the sixth conductive part are all connected to the mounting base. The commutation switch is slidably connected to the mounting base, and the conductive component is mounted on the commutation switch. The commutation switch can slide from an initial position to a final position under the action of the flange. When the commutation switch is in the initial position, the conductive component is in its first conductive position, and when the commutation switch is in its final position, the conductive component is in its second conductive position. A reset mechanism is provided inside the current commutator. When the flange disengages from the commutator switch, the commutator switch can be reset to its initial position under the action of the reset mechanism.

3. The dual-magnetic engine according to claim 2, characterized in that: The reversing switch has a roller rotatably connected to one end of its extension from the mounting base. This roller is used to make rolling contact with the flange.

4. The dual-magnetic engine according to claim 2, characterized in that: The current commutator also includes a mounting plate connected to the mounting base, and a reset spring is compressed and abutted between the mounting plate and the commutation switch, the reset spring forming the reset mechanism.

5. The dual magnetic motor according to claim 1, characterized in that: The mounting cavity is defined by the inner cavity of the mounting box, which is connected to the outside of the housing.

6. The dual-magnetic engine according to claim 1, characterized in that: The housing comprises, from top to bottom, a first oil tank and a crankcase. The first oil tank is filled with cooling oil and is also provided with an oil inlet and an oil outlet. The piston cylinder assembly is installed in the first oil tank, the crankshaft is installed in the crankcase, and the connecting rod of the piston cylinder assembly extends into the crankcase and is hinged to the corresponding crank.

7. The dual magnetic motor according to claim 6, characterized in that: The housing also includes a second oil tank located below the crankcase. The second oil tank is connected to the oil inlet via an oil inlet pipe and to the oil return port via an oil return pipe. An oil pump and a cooler are installed on the return oil pipe.

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