Fuel-free propulsion system for vehicles using a smart box with energy management via mobile application.

Abstract

This device describes a vehicle propulsion method based on an electromechanical system for intelligent energy management. It replaces the internal components of an internal combustion engine cylinder with an assembly comprising a controlled linear actuator. This actuator generates a linear force, which is converted into rotary motion by a connecting rod linked to the crankshaft, thus propelling the vehicle without combustion. Air drawn into the cylinder is used to generate electricity by means of an electromechanical converter consisting of a rotor and a stator. This electricity powers a microprocessor that regulates the controlled linear actuator. This control is performed in real time using pulse-width modulation (PWM) signals, adjusted to the driving conditions.A mobile application allows the user to manage a monetary credit linked to the mileage range and to activate an "anti-theft" mode immobilizing the vehicle.

Description

Title of the invention: Fuel-free propulsion system for vehicles using a smart box with energy management via mobile application.

[0001] The present invention relates generally to the field of propulsion and energy management in motor vehicles. More particularly, the invention relates to an electromechanical conversion method that enables the propulsion of a vehicle without the use of fossil fuels, such as gasoline, by replacing the internal components of a combustion engine cylinder with an intelligent energy management system. The invention is applicable in particular to traditional internal combustion engine vehicles, as well as to hybrid vehicles, allowing for a sustainable and autonomous redesign of their propulsion system.

[0002] Currently, in internal combustion vehicles, during the intake stroke, the intake valve opens, allowing the injection of fuel in the form of fine droplets generated by high-pressure injection, between 100 and 300 bar. This precise atomization of the fuel promotes a homogeneous mixture with the air, thus facilitating combustion. The injected fuel consists mainly of octane (C8H18) molecules, which enter the combustion chamber. Simultaneously, ambient air, composed of 78% nitrogen (N2) and 21% oxygen (O2), is also admitted. Although nitrogen is inert at ambient temperature, it dissolves in air at high temperatures and contributes to the formation of nitrogen oxide (NOx) emissions. During this stroke, the fuel droplets absorb heat from the air and the cylinder walls, causing the fuel to vaporize and thus forming a homogeneous air-fuel mixture.Once the mixture is formed, the intake valve closes to isolate the mixture in the combustion chamber, while the exhaust valve also remains closed, thus preparing for the next phase: compression. During the compression phase, the piston moves from bottom dead center (BDC) to top dead center (TDC), reducing the available volume in the cylinder. According to the ideal gas law (PV = nRT), the reduction in volume leads to an increase in the pressure and temperature of the mixture, with the variables n (amount of substance) and R (gas constant) remaining constant. Compression brings the molecules closer together, increasing the density of the mixture. This molecular proximity, combined with the temperature increase, enhances the kinetic energy of the molecules, facilitating their reactivity during the ignition phase.

[0003] When the piston reaches top dead center (TDC), the combustion phase begins, and the compressed mixture is exposed to a spark plug located between a center electrode and a ground electrode. A high voltage, between 10,000 and 20,000 volts, is applied to the spark plug, generating an electric arc in the form of a spark, reaching a temperature of 4500 Kelvin. This high temperature causes ionization of the mixture, where atoms lose and gain electrons, forming cations and anions, as well as free electrons. The electrons, initially bound to the octane (C8H18) and oxygen (O2) molecules, are stripped due to the extreme temperature, resulting in the formation of a reactive plasma that facilitates the propagation of the flame generated by the spark through the mixture. This propagation triggers a chain reaction in which each fuel molecule reacts with oxygen to release energy.

[0004] Combustion then converts this chemical energy into thermal energy, considerably increasing the pressure in the combustion chamber. This increased pressure exerts a force on the piston, rapidly propelling it towards bottom dead center (BDC), thus generating linear motion. This motion is transmitted to the connecting rod, which transforms this linear energy into rotary motion, driving the rotation of the crankshaft, the central element of the vehicle's propulsion. It is therefore the force produced by combustion that generates a motion applied to the crankshaft, which drives the related engine parts, and thus propels the vehicle.

[0005] According to a first aspect, the invention relates to applying, by means of a so-called intelligent system, a force equivalent to that generated by combustion, to the crankshaft. This ensures the crankshaft rotates at a similar speed (RPM), thus guaranteeing continuous propulsion of the vehicle without resorting to a combustion process. This therefore completely eliminates the use of fuel, which is used simply to generate this force.

[0006] According to the invention, the method comprises a cylindrical module capable of generating electricity from the air admitted into the cylinder, used to supply current to a microprocessor, controlling the linear movements of a controlled linear actuator connected to a connecting rod, thus exerting a force similar to that of combustion on the crankshaft, thereby enabling the vehicle to be propelled.

[0007] According to a particular feature, the device is designed to replace a traditional piston and connecting rod in internal combustion engines, and it therefore fits into a blank cylinder of the engine.

[0008] The invention relates to the fact that at the top of the device is located a stainless steel rotor, equipped with eight fins fixed to a steel disc. This disc is equipped with eight rectangular neodymium-iron-boron (NdFeB) permanent magnets, The magnets are arranged regularly, alternating north and south poles around the rotor. The rotor, mounted on a rotating shaft and supported by connecting rod bearings to ensure smooth rotation, is positioned concentrically inside the stator. The stator itself consists of a soft iron core, which concentrates the magnetic field while minimizing hysteresis losses. The stator frame, made of aluminum alloy, ensures optimal heat dissipation. It is configured for three-phase operation to guarantee efficient switching. The stator is also equipped with eight coils of enameled copper wire, wound around its U-shaped core. These coils, arranged evenly around the circular frame, are spaced to avoid overlapping and allow for adequate heat dissipation. The rotor magnets, although close to the coils, do not touch them, thus maximizing electromagnetic induction.

[0009] Consequently, when air enters the cylinder through the intake valve, it rotates the rotor blades, causing the rotor to spin. The permanent magnets then begin to move and generate a changing magnetic field. In accordance with Faraday's law, this changing magnetic field induces an electromotive force (EMF) in the copper coils, thus creating an electric current. When the north pole of the magnet passes in front of a coil, it induces a current in one direction, while when the south pole approaches, the magnetic field reverses, resulting in a current in the opposite direction. This phenomenon generates a sinusoidal current typical of alternating current (AC).

[0010] The invention also relates to the fact that the stator is connected by two wires to the terminals of a diode bridge, being a rectifier circuit whose function is to convert alternating current (AC) into direct current (DC). The diode bridge, consisting of four terminals (D1, D2, D3, D4), rectifies the current generated by the coils. When the AC voltage is positive, terminals D1 and D2 conduct, allowing current to flow through the microprocessor in one direction. During the next half-wave, terminals D3 and D4 take over and conduct, rectifying the voltage again and thus creating a pulsed DC current. To smooth out variations in the DC current, a filter capacitor is added after the diode bridge. This capacitor charges during voltage peaks and discharges during drops, thus stabilizing the voltage. A voltage regulator is then used to provide a constant supply between 3.3 volts and 5 volts, necessary for the operation of the microprocessor, while the excess current is intended for the linear actuator controlled (ALC).

[0011] According to a particular characteristic, the microprocessor is broken down into different parts, including: the Arithmetic and Logic Unit (ALU) responsible for all arithmetic and logical operations performing mathematical calculations on numerical data; the Control Unit (CU) which controls and manages the flow of moving data and sends control signals to the ALU to tell it which operations to perform; and registers where data and instructions being processed are stored, such as address registers, program counter (PC) and status register (SR).

[0012] According to another particular feature in order for the operation of the device to be representative of the driver's demand (acceleration, braking, deceleration or maintaining speed) and the driving conditions (vehicle going uphill or downhill), the microprocessor needs to continuously receive data from the vehicle's sensors in order to adjust the operation of the controlled linear actuator (ALC) according to the driving demands.

[0013] Typically, the results and real-time data from the sensors are recorded and received in the vehicle's Powertrain Control Module (PCM).

[0014] According to another particular feature, by connecting an on-board controller to the vehicle's OBD-II (On-board Diagnostics II) port and using a synchronous communication protocol such as the SPI (Serial Peripheral Interface) bus, the latter will use a clock signal shared between the devices to synchronize the data transfer between the PCM and the on-board controller. On the MOSI (Master Out Slave In) line of the SPI bus, the PCM sends its data to the so-called slave device, previously selected on the SS / CS (Slave Select / Chip Select) line to which the on-board controller is connected. At each SCLK (Serial Clock) cycle, the vehicle's PCM thus sends its data to the on-board controller.

[0015] According to another particular feature, all connected devices, called nodes, are linked by a CAN (Controller Area Network) protocol. Each node on the CAN network can send or receive messages. Messages sent on the CAN bus are identified by IDs, which also serve to define their priority. The lower the ID, the higher the message's priority on the network. This means that in situations where several messages are sent simultaneously, the message with the highest priority will be transmitted first. This prioritization mechanism is essential to ensure that critical messages, such as those related to security, are processed first.

[0016] The CAN protocol incorporates error detection and correction mechanisms, ensuring reliable communication even in noisy environments where each message includes error-checking bits that allow the nodes to verify the integrity of the received data. If an error is detected, the message can be automatically retransmitted, thus minimizing the risk of corrupted or lost data.

[0017] According to another particular feature, the information from the sensors retrieved by the controller on board the OBD-II port is transferred by this CAN protocol to the microprocessor of the device.

[0018] In order to verify the accuracy of the data received and to avoid any errors due to electronic interference during the transaction, the on-board controller calculates the parity bit before sending the data.

[0019] When the microprocessor receives the information, the Control Unit (CU) is responsible for extracting the parity bit in order to verify the received data. To do this, it performs masking, isolating the parity bit whose position is predefined. Then, VALU verifies the isolated bit using logical operations called "AND" to compare the received bits between the initial data from the embedded controller and the data in the mask. Its algorithm, coded in C++, shifts the bits to the left to remove the parity bit and keep only the data bit. A second verification operation is performed by VALU, using the XOR loop protocol (exclusive OR) to ensure the integrity of the received information.

[0020] According to another particular feature, the microprocessor thus receives in real time the data from the vehicle's sensors, which are stored in a register of its memory, for the duration of the execution of its instruction.

[0021] The method of the invention also exploits the fact that VALU uses the received data to calculate the PWM (Pulse-width modulation) duty cycle required to adjust the position of the controlled linear actuator (ALC).

[0022] The Control Unit (CU) configures this PWM duty cycle to send a signal, in the form of pulses to a power transistor, according to the decoded instructions of VALU. Therefore, the CU generates PWM signals proportionally to the acceleration demand to control the linear actuator controlled (ALC). A power transistor called a MOSFET (Metal-Oxide-Semiconductor Field-Effect Transistor) is controlled by these pulses, and regulates the current that powers the controlled linear actuator, according to the duty cycle of the PWM signal.

[0023] The MOSFET is a three-pin component: the gate, the drain, and the source. The gate controls the conduction state of the transistor, that is, whether the MOSFET is in "closed" mode, allowing current to flow, or in "open" mode, blocking current. Current flows between the drain and source when the MOSFET is activated, depending on the voltage applied to the gate. The microprocessor therefore sends a PWM signal directly to the MOSFET's gate.

[0024] This PWM signal is a series of rapid pulses, alternating between periods where the signal is high (positive voltage) and periods where it is low (zero voltage), at a constant frequency.

[0025] According to another particular feature, the MOSFET reacts to this PWM signal in a binary manner: when the voltage on the gate is sufficient during the periods when the PWM signal is high, the MOSFET closes, which allows current to flow from the drain to the source and therefore to the ALC. Conversely, when the PWM signal is low, the MOSFET opens, blocking the flow of current. Thus, by modulating the duration of these so-called open and closed periods during a cycle, the microprocessor can control the amount of current flowing through the MOSFET towards the ALC.

[0026] This pulse width modulation control allows the average power delivered to the ALC for its operation to be precisely adjusted.

[0027] For example, if the PWM duty cycle is high at 80%, this means that the MOSFET is closed 80% of the time, allowing a large amount of current to flow, and therefore the ALC will move faster because it receives more power. Conversely, if the duty cycle is low, such as 20%, the MOSFET will only be closed 20% of the time, thus reducing the average amount of current, which will slow down the movement of the ALC.

[0028] Thus, the role of the MOSFET is to transform the control pulses into a precise adjustment of the electrical power transmitted to the linear actuator. The movement of the linear actuator is directly correlated to the amount of current it receives, which is determined by the duration for which the MOSFET allows current to flow in each cycle of the PWM signal. By dynamically adjusting the duty cycle of these pulses, the microprocessor can therefore regulate the speed of the linear actuator's movement in real time, enabling very precise and responsive control of its linear motion.

[0029] Therefore, the speed at which electrons from the MOSFET arrive at the ALC defines the speed of the latter's movements.

[0030] According to a particular feature, the ALC stretches and retracts proportionally to the acceleration and deceleration of the vehicle. It performs a linear movement that presses on a connecting rod.

[0031] According to another particular feature, the connecting rod, by its arrangement, connects the ALC to the crankshaft journal of the vehicle into which it is inserted.

[0032] Thus, with each upward and downward cycle of the ALC, the connecting rod pushes or pulls on the crankpin, thereby transforming the received linear motion into a rotary motion. Generating a rotary motion on one of the crankpins with sufficient power results in the complete rotation of the crankshaft.

[0033] According to a particular feature, during the speed maintenance phases, the algorithm minimizes the current sent to the ALC by using the crankshaft's inertia to maintain rotation with minimal effort. This extends the system's autonomy and reduces energy consumption.

[0034] The rotation of the crankshaft drives the operation of related engine parts, such as the camshaft, water pump, oil pump, timing belt or chain, accessory belt, alternator, flywheel, gearbox, as well as the transmission system and ultimately that of the drive wheels, generating the propulsion of the vehicle.

[0035] The invention also relates to the fact that the device also includes adjustable segments and bearings placed around the device in the cylinder, as well as on each side of the connecting rod at its insertion point in the crankshaft journal, thus allowing precise adaptation of the device to each cylinder of different types of vehicles. These segments and bearings guarantee an optimal fit, regardless of the engine model or dimensions, ensuring efficient integration and smooth operation in various mechanical environments.

[0036] The invention also relies on the fact that a software application hosted on a smart mobile phone, known as a "smartphone", allows the management of the device's energy and the tracking of kilometers traveled, according to the monetary credit paid by the user.

[0037] According to a particular feature, the mobile application connects to the device's microprocessor via a secure MQTT ("Message Queuing Telemetry Transport" in English) protocol to exchange information.

[0038] Typically, car drivers are accustomed to paying for fuel based on their consumption and mileage. Here, the user pays for a monetary credit that provides them with a certain number of usable kilometers of driving range; information regarding the remaining credit is transferred from the mobile application to the device's microprocessor.

[0039] According to another particular feature, a credit indicated as depleted on the mobile application informs the user, on the one hand, that they must recharge it in order to use their vehicle; and on the other hand, this sends a command to the microprocessor. The latter receives the information of depleted credit, thus it no longer generates PWM signals, which no longer supplies current to the MOSFET, therefore the electrons no longer pass through the ALC, which is therefore immobilized and prevents the propulsion of the vehicle, until the credit is recharged.

[0040] The invention also relies on adding an "anti-theft" mode to the mobile application, operating on a similar principle. When the driver does not use their vehicle for a certain period, they can lock it by activating an "anti-theft mode" on their mobile application. This sends a signal to the microprocessor, which then stops powering the MOSFET and thus immobilizes the ALC until the mode is unlocked.

[0041] According to another particular feature, the microprocessor's control unit deducts the kilometers traveled from the available credit and uses real-time consumption data (speed, gradient, load) to adjust the deduction. The distance traveled is calculated precisely by the on-board controller, taking into account the vehicle's speed over time. Each kilometer traveled automatically reduces the application's credit.

Claims

1.

2. Demands A vehicle propulsion system using an intelligent energy management system integrated into a modified internal combustion engine, enabling the replacement of conventional combustion propulsion with electromechanical propulsion, without recourse to a combustion process, said system comprising: • a) a controlled linear actuator installed inside the engine cylinder, replacing the traditional piston and connecting rod, said installation enabling a linear force to be exerted on a connecting rod linked to the engine crankshaft; • b) a dedicated microprocessor, controlling in real time the operation of the linear actuator, said controls being based on pulse width modulation (PWM) signals, sent according to driving information and propulsion requirements; • c) an air-based energy conversion system in the cylinder, generating electricity to power the microprocessor and linear actuator, said system using the rotation of a rotor to produce a rectified and stabilized electric current; • d) The device includes adjustable segments and bearings arranged around the cylinder, as well as on each side of the connecting rod at its point of insertion into the crankshaft journal, thus allowing a customized adaptation of the device to different engine cylinders, regardless of the type or model of vehicle. A method according to claim 1, characterized in that the air admitted into the cylinder via the intake valve is directed to an electromechanical conversion device, generating electrical energy necessary for the operation of the electromechanical system, said device comprising: • a) A rotor mounted on a rotating shaft inside the cylinder, equipped with neodymium-iron-boron permanent magnets (NdFeB) arranged alternately to create a variable magnetic field when the rotor rotates; • b) A stator consisting of copper coils wound around a soft iron core, said configuration enabling an alternating electric current to be induced in the coils when the rotor rotates; • c) A diode bridge connected to the coils to rectify the alternating current into direct current, stabilized by a filter capacitor to power the microprocessor and the controlled linear actuator.

3. A method according to claim 2, characterized in that the microprocessor receives electricity produced by the electromechanical conversion device and sends pulse-width modulation (PWM) signals to control the speed and movement of the controlled linear actuator. These PWM signals are adjusted according to driving conditions, including vehicle speed, load, and the demand for acceleration, braking, speed maintenance, and / or deceleration, allowing the microprocessor to precisely modulate the power transmitted to the controlled linear actuator. Modulating the PWM signal thus makes it possible to vary the frequency and intensity of the electrical pulses sent to the controlled linear actuator to adjust the vehicle's propulsion in real time.

4. The method of claim 3, characterized in that the controlled linear actuator is configured to retract and extend in response to microprocessor commands, exerting a linear force on a connecting rod inserted into a crankshaft journal. This linear motion is converted into rotary motion by the connecting rod, thereby causing the crankshaft to rotate, which is then transmitted to the engine's mechanical and transmission components to propel the vehicle. The controlled linear actuator operates in cycles synchronized with propulsion requirements, without requiring internal combustion.

5. A method according to claim 4, characterized in that the microprocessor receives real-time driving information via an on-board controller connected to the vehicle's OBD-II port, said controller collecting data on speed, demand Acceleration, braking, deceleration, and speed maintenance, as well as road gradient, vehicle load, and other critical parameters, are all transmitted to the microprocessor. This allows the microprocessor to dynamically adjust the operation of the controlled linear actuator by modifying the retraction and extension speeds according to actual driving conditions, and to adapt the power transmitted to the crankshaft.

6. A method according to claim 5, characterized in that the microprocessor dynamically adjusts the duty cycle of the PWM signal based on driving data, including road gradient, vehicle load, and acceleration or deceleration requirements. During speed maintenance phases, the microprocessor exploits the inertia accumulated by the crankshaft to reduce energy consumption by decreasing the current sent to the controlled linear actuator. This operating mode, optimized by the crankshaft inertia, extends the system's range and reduces the energy consumption required to maintain propulsion.

7. The method according to claim 6, characterized in that the system comprises a mobile application connected to the microprocessor via a secure protocol, said application allowing the user to manage a monetary credit corresponding to the available driving range for the vehicle. Said application displays real-time data relating to energy consumption and distance traveled. When the credit is exhausted, the application sends a command to the microprocessor to stop powering the controlled linear actuator, immobilizing the vehicle until the user recharges their credit via the application.

8. A method according to claim 7, characterized in that the mobile application also includes an anti-theft mode, allowing the user to remotely lock the vehicle's propulsion system. Upon activation of the "anti-theft" mode, a command is sent to the microprocessor, which cuts off the power supply to the MOSFET power transistor controlling the current to the controlled linear actuator, thus immobilizing the vehicle by preventing any movement of the controlled linear actuator. The vehicle remains immobilized until the "anti-theft" mode is deactivated via the mobile application.