Engine pulse electric generator

Abstract

The present invention relates to an engine pulse electric generator, which improves engine driving efficiency while adjusting the motion speed of a piston of an engine part with an electric power generation part, so that the electric power generation part can convert, into electricity, high-efficiency power output from the engine part and produce high-efficiency electricity. The engine pulse electric generator comprises: an engine part that does not include a flywheel; an electric power generation part mechanically coupled to the engine part so as to supply rotational power to the engine part or generate electricity with the rotational power of the engine part; a power storage part electrically connected to the electric power generation part; and and an operation control part performing self-learning using an artificial intelligence algorithm so as to control the engine part, the electric power generation part, and the power storage part, such that, by receiving a rotational speed signal and a piston position signal from, respectively, a crank angle sensor and a cam angle sensor provided in the engine part, electricity is supplied from the power storage part to the electric power generation part and power is supplied to the engine part when power in the engine part is not sufficient, and surplus power is converted into electricity by the electric power generation part and stored in the power storage part when the engine part has the surplus power.

Description

Engine pulse generator

[0001] The present invention relates to an engine-pulse electric generator. More specifically, the present invention controls the reciprocating speed of a piston within the engine by reducing or accelerating the rotational speed of the electric generator coupled to the engine. The present invention relates to an eco-friendly engine-generator that increases the thermal efficiency of the engine by controlling the reciprocating speed of the piston and also reduces nitrogen oxides (NOx) emitted from the engine.

[0002] In addition, the present invention is a technology that derives a control method for producing electricity with high efficiency in a power generation unit in proportion to the amount of fuel consumed by the engine unit by analyzing data based on artificial intelligence learning, and also derives an eco-friendly control method for emitting nitrogen oxides to a minimum, and controls operation with higher efficiency and in a more eco-friendly manner by organically exchanging the derived information.

[0003] An engine-generator is a device whose primary components are an engine and a generator. The engine, a four-stroke internal combustion engine, generates power through repeated intake, compression, expansion, and exhaust cycles. The generator, mechanically coupled to the engine, converts the rotational power generated by the engine into electrical power.

[0004] Conventional engines combine a crankshaft and a flywheel, and then a generator, to generate power. The flywheel stores a portion of the power generated during the expansion cycle as rotational inertial energy, supplying it during the intake, compression, and exhaust cycles, when the engine consumes power. The remaining power is then converted into electrical energy by the generator.

[0005] The problem with conventional engine generators is that they are large, heavy, and inefficient, consuming a lot of fuel and emitting a lot of nitrogen oxides that are harmful to the human body. In other words, in conventional engines, the piston does not spend enough time in the intake stroke, so a sufficient amount of air (oxygen) is not injected into the cylinder.

[0006] Therefore, there is a problem that not much fuel can be burned, engine performance (W, horsepower) is reduced, and the weight of the engine generator increases. In addition, since the piston spends a long time during the compression stroke, the amount of compressed gas that escapes through the gap between the cylinder and the piston compression ring increases, resulting in low engine performance (W, horsepower) and engine efficiency.

[0007] In addition, since the piston takes a long time during the expansion stroke, the high-speed expansion of the combustion gas at high temperature inside the cylinder is restricted, resulting in a lot of time being consumed in the expansion stroke.

[0008] Therefore, there is a problem of high heat loss because the heat conduction time from the high temperature inside the cylinder to the low temperature outside is long.

[0009] In addition, since the piston in the expansion stroke takes a long time, the temperature of the combustion gas remains at a high temperature (about 1,650℃ or higher) that generates nitrogen oxides for a long time, which causes a problem of generating a lot of nitrogen oxides (NOx). In addition, since the piston in the expansion stroke takes a long time, the problem of power loss occurs due to the loss of combustion gas escaping between the cylinder and the piston compression ring. In addition, the operation of the conventional engine generator is not controlled based on the relationship between the amount of power produced by the generator and the amount of nitrogen oxide emitted compared to the amount of fuel consumed by the engine. Therefore, there is a problem of low efficiency of the engine generator.

[0010] [Prior Art Literature]

[0011] Republic of Korea Patent No. 10-0718736 'Engine Generator' (Publication Date: May 15, 2007)

[0012] The present invention aims to solve the problems that occur in conventional engine generators, namely, the problem that the intake stroke time of the engine is insufficient, so that a sufficient amount of air is not injected, and thus more fuel cannot be combusted, resulting in low output (W, watts) and a heavy and large engine generator, the problem that the compression stroke of the engine is long, so that the output is lost due to the leakage of compressed air (oxygen) between the gap between the cylinder and the piston compression ring, the problem that the expansion stroke time (S, seconds) of the engine is long, so that a lot of heat energy (J, joules) is lost from high-temperature combustion heat energy to the coolant on the outer surface of the cylinder, the problem that the power is lost as a lot of pressurized gas escapes between the gap between the cylinder and the piston compression ring due to the long expansion stroke time, and the problem that the temperature of the combustion gas is high (about 1,650℃ or higher) and a lot of nitrogen oxides (NOx) are generated for a long time due to the long expansion stroke time.

[0013] In addition, the problem of low efficiency of the engine pulse generator is solved by transmitting or receiving the operation control method learned by the artificial intelligence algorithm through wired or wireless transmission, and the operation of the engine pulse generator is not controlled based on the relationship between the amount of fuel consumed by the engine, the amount of power produced by the generator, and the amount of nitrogen oxide emitted.

[0014] The problems to be solved by the present invention are not limited to the problems mentioned above, and other technical problems not mentioned will be clearly understood by those skilled in the art from the description below.

[0015] The engine pulse electric generator of the present invention for achieving the above-mentioned problem is composed of an engine unit that is lightweight because it does not include a flywheel, and thus has a fast response speed when accelerating or decelerating a piston, a motor-generator unit that is mechanically coupled to the engine unit and supplies rotational power to the engine unit with an electric motor function to accelerate the piston or generates and stores electric power generated by the engine unit with a generator function, and simultaneously decelerates the piston, a power storage unit that is electrically connected to the motor-generator unit and supplies electric power to the electric motor or stores (charges) the generated electric power, and an operation control unit that controls the engine unit, the electric power generator unit, and the electric power storage unit with a control method derived from an artificial intelligence algorithm, while transmitting a control method to an external server connected by wire or wirelessly, or receiving a better control method.

[0016] In addition, the engine pulse generator of the present invention for achieving the above-mentioned problem includes an engine unit that does not include a flywheel, a motor generator that is mechanically coupled to the engine unit and transmits rotational power to the engine unit or receives rotational power from the engine unit and converts the rotational power transmitted from the engine unit into electric power, a power storage unit that is electrically connected to the motor generator unit, and an operation control unit that receives a rotational speed signal from a crank angle sensor installed in the engine unit and a piston stroke signal and a position signal from a cam angle sensor, and when the engine unit has insufficient power, supplies power from the power storage unit to the motor generator unit to supply power to the engine unit, and when there is power left in the engine unit, converts it into electric power in the motor generator unit and stores it in the electric power storage unit.

[0017] The operation control unit is connected to an external server by wire or wirelessly and periodically transmits to the external server the power value output from the engine unit, the amount of nitrogen oxide emitted from the engine unit, and the amount of power output from the electric power generator unit. The external server calculates the power-oxide value by dividing the amount of nitrogen oxide emitted from the engine unit by the power value output from the engine unit through an artificial intelligence algorithm, calculates the power-power value by dividing the amount of nitrogen oxide emitted from the engine unit by the amount of power output from the electric power generator unit, and calculates the oxide power value by dividing the amount of nitrogen oxide emitted from the engine unit by the amount of power output from the electric power generator unit. Among the calculated oxide power conversion values, the amount of nitrogen oxide emitted from the engine unit and the power value output from the electric power generator unit corresponding to the largest oxide power conversion value can be obtained.

[0018] The external server outputs a first operation control signal that controls the operation of the electric power generator so that the engine can output the amount of nitrogen oxide corresponding to the largest oxide power conversion value, and outputs a second operation control signal that controls the operation of the electric power generator so that the electric power generator can output the power value corresponding to the largest oxide power conversion value, and then transmits the signal to the operation control unit so that the electric power generator operates in accordance with the first operation control signal or the second operation control signal.

[0019] The present invention controls the movement speed of the piston for each stroke (intake, compression, expansion, exhaust) by accelerating the movement speed of the piston of the engine section with the electric motor function of the electric power generator section or by decelerating the movement speed of the piston with the generator function of the electric power generator section, thereby increasing the performance and efficiency of the engine section, thereby producing power with a light weight and high efficiency of the power generator and reducing the emission of nitrogen oxides (NOx), which are harmful substances.

[0020] More specifically, the present invention decelerates the piston during the intake stroke using a generator. The decelerated piston during the intake stroke increases the amount of combustion air (oxygen) injected into the cylinder, thereby increasing the amount of fuel burned, thereby increasing engine output (W, watts). Furthermore, the piston during the compression stroke is accelerated by an electric motor.

[0021] Therefore, by shortening the leakage time of compressed air (mixture) between the gap between the cylinder and the piston compression ring, the amount of gas lost is reduced, allowing more fuel to be burned, thereby increasing the engine output (W, watts).

[0022] Additionally, the piston during the expansion stroke is accelerated by an electric motor. This shortens the expansion stroke time, while simultaneously shortening the heat transfer time to the coolant on the cylinder's outer periphery. Ultimately, cooling heat loss (J, Joules) is reduced, increasing engine thermal efficiency.

[0023] Additionally, as the expansion stroke time is shortened, the time at which nitrogen oxides (NOx) are generated from combustion gas at high temperatures (over 1,650°C) is shortened, and nitrogen oxide emissions are also reduced.

[0024] In addition, the piston during the exhaust stroke is decelerated by the generator. The amount of power (J, joules) supplied by the motor-generator during the compression and expansion strokes and the amount of work (J, joules) obtained by the piston from the combustion gas during the expansion stroke are added together, and the rotational inertial energy (J, joules) stored in the armature of the motor-generator is converted into power during the exhaust stroke and stored in the power storage unit. Therefore, the armature is decelerated, and at the same time, the piston's movement speed is reduced.

[0025] In addition, the present invention preferably has an operating control unit having an artificial intelligence algorithm that learns by itself the method of controlling the amount of fuel consumed by measuring the amount of electricity produced and the amount of nitrogen oxides emitted through the exhaust pipe in relation to the amount of fuel consumed, analyzing the correlation between these, and thereby controlling the amount of fuel consumed, thereby selecting a high-efficiency control method with the highest amount of electricity produced and an eco-friendly control method with the least amount of nitrogen oxides emitted.

[0026] Furthermore, the present invention can transmit information regarding the amount of electricity produced and the amount of nitrogen oxides emitted from the exhaust pipe relative to the amount of fuel consumed per unit time during operation to an external server via wired or wireless transmission. Furthermore, the present invention preferably has an operating control unit that receives, in addition to the information derived internally, information regarding operating methods for more efficient or more environmentally friendly operation stored on an external server, thereby enabling operation in a more environmentally friendly and more efficient manner.

[0027] FIG. 1 is a simplified block diagram of an engine pulse generator according to one embodiment of the present invention.

[0028] Figure 2 is a drawing showing a state in which, when the engine section of Figure 1 requires power, the electric power generator is driven by power from the power storage section and the output power is transmitted to the engine section to drive the engine section normally.

[0029] Figure 3 is a drawing showing a state in which power is output from a power storage unit in proportion to the power output by the engine unit when the engine unit of Figure 1 outputs power.

[0030] Figure 4 is a graph of the field current and the armature rotation speed output by the electric generator of Figure 1 in each stroke of the engine section.

[0031] Figure 5 is a graph showing the state in which the electric power generation unit of Figure 1 operates as a motor and as a generator for each stroke.

[0032] Figure 6 is a detailed block diagram of an engine pulse generator according to one embodiment of the present invention.

[0033] Fig. 7 is a drawing showing the connection state of a power generator and an engine according to one embodiment of the present invention.

[0034] Figures 8 and 9 are drawings showing a part of the engine section of Figure 2.

[0035] Fig. 10 is a drawing showing a plurality of sensors included in the sensor unit of Fig. 6.

[0036] Fig. 11 is a drawing showing the operating state of the fuel injection nozzle spark plug and fuel injection nozzle formed in the engine section of Fig. 7.

[0037] The advantages and features of the present invention and the devices for achieving them will become clear with reference to the embodiments described in detail below together with the attached drawings.

[0038] However, the present invention is not limited to the embodiments disclosed below, but can be implemented in various different forms, and the present embodiments are provided only to ensure that the disclosure of the present invention is complete and to fully inform a person having ordinary skill in the art to which the present invention pertains of the scope of the invention.

[0039] The scope of the present invention can be defined by the claims and the supporting description. Furthermore, like reference numerals refer to like elements throughout the specification.

[0040] Hereinafter, an engine pulse generator is described in general terms with reference to Fig. 1.

[0041] FIG. 1 is a simplified block diagram of an engine pulse generator according to one embodiment of the present invention.

[0042] The engine pulse generator (1) of the present invention has a motor-generator (20) connected to an engine unit (10) without a flywheel, replacing the flywheel of a conventional engine. More specifically, the engine pulse generator (1) of the present invention has an operation control unit (40) that controls the current applied to the motor-generator (20) and controls the driving speed of the motor-generator (20), and the operation control unit (40) that controls the ignition timing of the engine unit (10) connected by the motor-generator (20) to control the combustion speed of the fuel. In doing so, while allowing the engine unit (10) without a flywheel to operate, the kinetic energy stored as rotational inertial energy in the armature of the motor-generator (20) is output as electrical energy from the motor-generator (20). Then, the outputted electrical energy is stored in a power storage unit (30) and a portion of it is reused as a power source for the motor-generator (20). The engine pulse generator (1) of the present invention can produce electricity with high efficiency by increasing the driving efficiency of the engine section (10) without a flywheel. As shown in Fig. 1, the engine pulse generator (1) of the present invention includes an engine section (10), a motor generator section (20), a power storage section (30), and an operation control section (40) as components.

[0043] Hereinafter, the engine pulse generator of the present invention will be described in more detail with reference to FIGS. 2 to 5.

[0044] FIG. 2 is a diagram showing a state in which, when the engine unit of FIG. 1 consumes power, the electric power generator is driven by power from the power storage unit and the output power is transmitted to the engine unit to drive the engine unit normally, and FIG. 3 is a diagram showing a state in which, when the engine unit of FIG. 1 has power remaining, power is output from the power storage unit in proportion to the power output by the engine unit. In addition, FIG. 4 is a graph of the field current amount and the armature rotation speed amount output by the electric power generator of FIG. 1 in each stroke of the engine unit, and FIG. 5 is a graph showing a state in which the electric power generator of FIG. 1 is a motor or a generator for each stroke.

[0045] In the engine pulse generator (1) of the present invention, when the engine unit (10) is started, power is supplied from the power storage unit (30) to the electric power generator unit (20), and the electric power generator unit (20) is driven to drive the engine unit (10) so that the rotational speed of the engine unit corresponds to the starting reference speed.

[0046] The engine pulse generator (1) of the present invention reduces the movement speed of the piston (112) to the intake stroke reference speed when the engine unit (10) is in the intake stroke. That is, the kinetic energy stored as rotational inertial energy in the armature (101) of the electric generator unit (20) is converted into electric power in the electric generator unit (20) and stored in the electric power storage unit (30), thereby reducing the movement speed of the piston (112) of the engine unit (10).

[0047] At this time, the engine section (10) burns a large amount of fuel as the intake stroke time is lengthened, sufficient combustion air (oxygen) is injected into the cylinder (111), and a large amount of power is output. In addition, the operation time of the intake manifold fuel injection nozzle (119) is lengthened, so that the fuel and air are sufficiently premixed, which is advantageous for combustion, and the injected fuel cleans the intake valve (1113), preventing foreign substances from sticking, and ensuring smooth operation of the engine section (10).

[0048] The engine pulse generator (1) of the present invention accelerates the movement speed of the piston (112) to the compression stroke reference speed when the engine unit (10) is in the compression stroke. That is, when power is supplied from the power storage unit (30) to the electric power generator unit (20), the electric power generator unit (20) is driven to drive the engine unit (10) so that the rotational speed of the engine unit (10) corresponds to the compression stroke reference speed. That is, the piston (112) in the compression stroke is accelerated to shorten the compression stroke time.

[0049] Accordingly, the leakage loss of the compressed gas leaking through the gap between the cylinder (111) of the engine section (10) and the piston compression ring (11211) is reduced, so that high output is achieved, and the number of frictions between the cylinder (111) of the engine section (10) and the compression ring (11211) is reduced, so that power can be obtained with high efficiency.

[0050] In addition, the engine pulse electric generator (1) of the present invention can combust fuel at high speed by simultaneously igniting the first ignition plug (115), the second ignition plug (116), and the third ignition plug (117) when the piston (112) of the engine section (10) reaches the end of the compression stroke (close to the top dead center). In addition, the combustion time can be controlled so that the fuel is combusted at low speed while the first ignition plug (115), the second ignition plug (116), and the third ignition plug (117) are sequentially ignited. In addition, when the piston (112) of the engine section (10) reaches the end of the compression stroke (close to the top dead center), the combustion time can be adjusted so that the first combustion chamber fuel injection nozzle (120) to the third combustion chamber fuel injection nozzle (122) simultaneously inject fuel to combust at high speed, or sequentially inject fuel to combust at low speed. At this time, the engine section (10) combusts (explodes) the fuel.

[0051] The engine pulse generator (1) of the present invention accelerates the movement speed of the piston (112) to the expansion stroke reference speed when the engine unit (10) is in the expansion stroke. That is, when power is supplied from the power storage unit (30) to the electric power generator (20), the electric power generator (20) is driven to drive the engine unit (10) so that the rotational speed of the engine unit (10) corresponds to the expansion stroke reference speed. That is, the piston (112) in the expansion stroke is accelerated to shorten the expansion stroke time. Therefore, the time for the high-temperature heat energy inside the cylinder (111) of the engine unit (10) to be conducted to the coolant (C) is shortened, and the cooling heat loss is reduced, ultimately producing power with high efficiency in the engine unit (10). In addition, the engine part (10) of the present invention accelerates the movement speed of the piston (112) to the expansion stroke reference speed during the expansion stroke, thereby shortening the time when the combustion gas is at a high temperature (1,650°C or higher), thereby reducing nitrogen oxides (NO) from the combustion gas. X ) can also shorten the endothermic reaction time in which nitrogen oxides (NO) are generated. X ) can reduce emissions.

[0052] In addition, as the time for high-pressure combustion gas to leak through the gap between the cylinder (111) and the piston compression ring (11211) of the engine section (10) is shortened, the loss of combustion gas is reduced, ultimately producing power with high efficiency.

[0053] The engine pulse generator (1) of the present invention reduces the movement speed of the piston (112) to the exhaust stroke reference speed when the engine unit (10) is in the exhaust stroke. That is, the kinetic energy stored as rotational inertial energy in the armature (101) of the motor-generator unit (20) is converted into electric power in the motor-generator unit (20) and stored in the electric power storage unit (30), while reducing the movement speed of the armature (101) to the exhaust stroke reference speed. Accordingly, the movement speed of the piston (112) of the engine unit (10) is reduced. At this time, the engine unit (10) discharges exhaust gas to the outside.

[0054] The engine pulse generator (1) of the present invention further includes an exhaust gas generator (60) that operates a turbine by inflowing gas and outputs electric power, so that electric power can be output using exhaust gas discharged from the engine unit (10) through the exhaust gas generator (60) and stored in an electric power storage unit (30). In addition, the electric power thus stored in the electric power storage unit (30) can be reused. In addition, when the engine pulse generator (1) of the present invention requires power from the engine unit (10), that is, when the engine unit (10) is operated at a speed lower than each reference speed, that is, when the engine unit (10) is started and during the compression stroke and during the expansion stroke, as shown in FIG. 2, when power is supplied from the power storage unit (30) to the motor generator unit (20), the motor generator unit (20) is driven to drive the engine unit (10) so that the rotational speed of the engine unit corresponds to the starting reference speed, the compression stroke reference speed and the expansion stroke reference speed.

[0055] In addition, the engine pulse electric generator (1) of the present invention controls the driving speed of the engine unit (10) by reducing the electric power generation unit (20) while the electric power is operated and the electric power is stored in the electric power storage unit (30) when the engine unit (10) is in the intake stroke and the exhaust stroke, as shown in FIG. 3.

[0056] The motor-generator (20) of the engine pulse generator (1) of the present invention can exhibit the characteristics of a DC shunt generator. Accordingly, the motor-generator (20) can control the speed of the armature (101) by controlling the strength of the magnetic flux based on the instantaneous value of the induced electromotive force, E (voltage) = B (magnetic flux density) x L (conductor length) x V (conductor movement speed). At this time, the magnetic flux is controlled by the current flowing in the field (102), that is, the field current. And the speed of the armature is controlled by controlling the field current. For example, when the motor-generator (20) of the engine pulse generator (1) of the present invention is in the suction stroke, as illustrated in FIG. 4 (A), if the field current in the field circuit of the motor-generator changes, as illustrated in FIG. 4 (B), the rotational speed of the armature changes. And the electric power generator (20) can accelerate the armature (101) by reducing the field current flowing in the field circuit of the electric power generator (20) from the beginning of the compression stroke to the expansion stroke, thereby lowering the field magnetic flux density, or by increasing the voltage supplied to the armature (101).

[0057] The engine pulse generator (1) of the present invention applies power from the power storage unit (30) to the electric power generator (20), as illustrated in FIG. 5, when the piston (112) of the engine unit (10) is in the expansion stroke. In other words, when the piston (112) of the engine unit (10) is in the latter half of the compression stroke, near top dead center, when the fuel explodes and the temperature of the combustion chamber (A) rises rapidly, the crankshaft (114) is accelerated by the electric power generator (20), thereby accelerating the expansion stroke speed of the piston (112).

[0058] Accordingly, the piston (112) in the expansion stroke of the engine section (10) is accelerated as the amount of work (J, Joule) of high-pressure combustion gas and the rotational power (J, Joule) output from the electric power generator section (20) are added, and ultimately, the rotational inertial energy is stored in the armature (101) of the electric power generator section (20).

[0059] Accordingly, compared to conventional engines, the time required for the expansion stroke is shortened, and the heat conduction time to the coolant (C) on the outer surface of the cylinder (111) is also shortened, thereby reducing cooling heat loss. In addition, by shortening the time at which the combustion gas is at a high temperature (over 1,650 ℃), nitrogen oxides (NO) are reduced from the combustion gas. X ) can also shorten the endothermic reaction time in which nitrogen oxides (NO) are generated. X ) can reduce emissions.

[0060] Afterwards, from the latter half of the expansion stroke of the electric generator (20) to the latter half of the intake stroke, when the field current flowing in the field circuit is increased, the output voltage of the armature increases and at the same time, electric energy is stored (charged) in the power storage unit (30), and the armature (101) is decelerated.

[0061] In addition, since the engine pulse generator (1) of the present invention can further accelerate the rotational speed of the generator (20) even when the fuel is burned at an ultra-high speed close to detonation, thereby further shortening the time required for the expansion stroke, it is possible to implement an engine unit (10) with less heat loss and less nitrogen oxide (NOx) emissions. In addition, as the outer diameter of the piston (112) of the engine unit (10) increases, the flame propagation distance also increases, so that a longer time is required for combustion. Therefore, in order to control the combustion speed even when the outer diameter of the piston (112) increases, it is preferable that the operation control unit (40) be equipped with at least one spark plug (115, 116, 117) and operate them simultaneously to burn the fuel at a high speed or operate them sequentially to control the combustion speed so that the fuel is burned at a low speed. In addition, as the outer diameter of the piston (112) increases, the time required for the fuel injected into the combustion chamber to be completely combusted increases. Therefore, in order to control the continuous speed, it is more preferable to have an operation control unit (40) that can control the combustion speed by simultaneously injecting fuel to achieve high-speed combustion or sequentially injecting fuel to achieve low-speed combustion.

[0062] In addition, the engine unit (10) of the present invention premixes air and fuel to ensure good combustion. In addition, an intake manifold fuel injection nozzle (119) may be installed in the engine unit (10) to clean foreign substances such as fuel residue (carbon lumps) and dust that adhere to the intake valve (1113) and lower the performance of the engine unit (10). At this time, the fuel injection time (fuel amount) and injection timing of the intake manifold fuel injection nozzle (119) are controlled through the operation control unit (40).

[0063] In addition, it is preferable that the engine-driven pulse generator (1) of the present invention be equipped with a fuel consumption sensor (160) that measures the amount of fuel consumed in the engine unit (10) and transmits the measured amount to the operation control unit (40).

[0064] In addition, the engine-driven pulse generator (1) of the present invention may further include a bidirectional power integration module (310) and a semiconductor (diode) that can be installed between the power generator (20) and the power storage unit (30). Here, the engine-driven pulse generator (1) of the present invention can calculate the power stored in the power storage unit (30) and the power output through the bidirectional power integration module (310) and check the amount of power stored in the power storage unit (30). In addition, the power output from the power generator (20) can be applied to the power storage unit (30) through the semiconductor, and the power stored in the power storage unit (30) can be applied to the power generator (20) only according to the control instruction of the operation control unit (40). That is, the engine-driven pulse generator (1) of the present invention can limit the current flow of the electrical connection between the power storage unit (30) and the power generator (20) to one direction through the semiconductor.

[0065] Hereinafter, components of the present invention will be described in detail with reference to FIGS. 6 to 11.

[0066] Fig. 6 is a detailed block diagram of an engine pulse generator according to one embodiment of the present invention, and Fig. 7 is a diagram showing the connection state of the motor generator and the engine according to one embodiment of the present invention. In addition, Figs. 8 and 9 are diagrams showing a portion of the engine unit of Fig. 2. In addition, Fig. 10 is a diagram showing a plurality of sensors included in the sensor unit of Fig. 6.

[0067] The engine unit (10) is an internal combustion engine that does not include a flywheel. The electric power generator unit (20) is mechanically coupled to the engine unit (10) and serves as a device that replaces the flywheel of the engine unit (10). The electric power generator unit (20) can accelerate the engine unit (10) by rotating it with electric power, and can reduce the rotational speed of the engine unit (10) by converting the rotational power of the engine unit (10) into electric power and storing it in the electric power storage unit (30). The electric power storage unit (30) is electrically connected to the electric power generator unit (20).

[0068] And the operation control unit (40) receives the rotation speed signal from the crank angle sensor (158) installed in the engine unit (10) and the piston stroke signal and position signal from the cam angle sensor (159), and when the engine unit (10) is short of power, it supplies power from the power storage unit (30) to the electric power generator unit (20) to operate the electric power generator unit (20), and when the power generated in the engine unit (10) is converted into electric power through the electric power generator unit (20), it stores the converted electric power in the electric power storage unit (30). Here, the electric power storage unit (30) applies electric power to the electric power generator unit (20) when the engine unit (10) is in the compression stroke and the expansion stroke to accelerate the engine unit (10), and when the engine unit (10) is in the exhaust stroke and the intake stroke, it stores the electric power output from the electric power generator unit (20) in the electric power storage unit (30) to decelerate the engine unit (10).

[0069] The operation control unit (40) may be formed as an artificial intelligence engine pulse generator control unit. Such an operation control unit (40) receives a rotation speed signal from a crank angle sensor (158) installed in the engine unit (10), a piston stroke signal and a position signal from a cam angle sensor (159), and when the engine unit (10) is short of power, supplies power from the power storage unit (30) to the electric generator unit (20) to operate the electric generator unit (20), and controls the power generated in the engine unit (10) to be converted into electricity through the electric generator unit (20) and stored in the power storage unit (30). In addition, the operation control unit (40) may be formed as an artificial intelligence engine pulse generator control unit capable of self-learning based on big data.

[0070] When the operation control unit (40) is formed as an engine pulse generator control unit capable of artificial intelligence learning, the engine pulse generator (1) of the present invention compares and analyzes the amount of fuel consumed and the amount of power produced and controls nitrogen oxides (NO) emitted from the exhaust port of the engine. X) can learn a high-efficiency and eco-friendly driving method by itself through an artificial intelligence algorithm. In addition, the operation control unit (40) receives signal values ​​output from the sensor unit (15) and power value signals input and output from the electric power generator unit (20) and learns by itself through an artificial intelligence algorithm. Through this, the engine unit, the electric power generator unit, and the power storage unit can be controlled by a high-efficiency and eco-friendly operation control method by adjusting the reference speed, fuel injection timing, fuel injection time, electric ignition timing, power generation timing, and power generation amount for each stroke of the engine unit (10). For example, the engine pulse electric generator (1) of the present invention receives data from several sensors installed in the engine unit (10), and when the amount of power is the highest based on the amount of fuel consumed by the engine unit (10) among the received data, it calculates the data generated by the sensor unit (15). And it stores this so that it can be reused. In addition, the present invention provides an engine pulse generator (1) that receives data from a sensor unit (15) installed in an engine unit (10), and, among the received data, calculates data generated by the sensors when the amount of nitrogen oxide emissions is the lowest based on the amount of fuel consumed in the engine unit (10). Then, it stores the data so that it can be reused.

[0071] In this way, the engine pulse generator (1) of the present invention processes the received data using an artificial intelligence algorithm and controls the operation of the engine unit (10) and the electric power generator unit (20) with the calculated data, thereby enabling the engine to operate with high efficiency and in an environmentally friendly manner. In addition, the engine pulse generator (1) of the present invention transmits the calculated data to an external server and receives the result of the calculation processing from the external server to operate the engine unit (10) and the electric power generator unit (20), thereby enabling the engine to operate in a more efficient and environmentally friendly manner.

[0072] The engine unit (10) may be a combustion engine that converts thermal energy into mechanical energy. This engine unit (10) includes a cylinder block (100) and a cycle engine module (110) that are included in a conventional combustion engine. And it includes a heater module (130). Here, the heater module (130) can be controlled through a signal applied from the operation control unit (40) to increase the temperature of the supplied air. Here, the cycle engine module (110) includes a cylinder block (100), a cylinder (111), an intake pipe (1111), an exhaust pipe (1112), a piston (112), a connecting rod (113), and a crankshaft (114), as illustrated in FIG. 5. Here, as illustrated in FIG. 6, the piston (112) may be formed with a compression ring groove (1121), a wiper ring groove (1122), an oil ring groove (1123), a compression ring (11211) fitted into the compression ring groove (1121), a wiper ring (11221) fitted into the wiper ring groove (1122), and an oil ring (11231) fitted into the oil ring groove (1123). Here, the compression ring (11211) prevents leakage of combustion gas. In addition, the wiper ring is formed in a shape with a data bias located in the ring groove between the compression ring and the oil ring, thereby further sealing the combustion chamber (A) and wiping the cylinder wall to remove excess oil. This wiper ring can block combustion gas passing through the compression ring (11211). The oil ring (11231) becomes a ring that supplies oil to the cylinder wall while the piston (112) moves. Such a compression ring (1121), wiper ring (1122) and oil ring (1123) maintain the gas pressure between the piston (112) and the cylinder wall and further seal the opening between the piston (112) and the cylinder during the compression stroke and expansion stroke so that the combustion gas does not leak out.

[0073] The engine unit (10) of the present invention can quickly lower the pressure inside the cylinder and shorten the time maintained in a high-pressure state by shortening the expansion time of the combustion gas in the expansion stroke through the operation of the electric power generator (20). As a result, the loss of high-pressure gas escaping through the gaps between the compression ring (1121), the wiper ring (1122), and the oil ring (1123) as described above is reduced, so that the engine can be operated with high efficiency. This cycle engine module (110) combusts fuel by performing intake, compression, expansion, and exhaust strokes, raises and lowers the piston (112) to the top dead center and bottom dead center, and rotates the crankshaft (114). At this time, the crankshaft (114) is connected to the rotational axis of the armature of the electric power generator (20), as illustrated in FIG. 7, and can move according to the operation of the electric power generator. Here, the intake stroke is the very first stroke, in which the intake valve opens and the piston (112) descends from the top dead center to the bottom dead center. At this time, the crankshaft (114) rotates a total of 180 degrees. And the compression stroke is the stroke in which the piston (112) rises from the bottom dead center to the top dead center. At this time, the intake valve and exhaust valve are closed and the air (oxygen) or the mixed gas is compressed. For example, a gasoline engine can compress at a ratio of 7 to 11:1, and a diesel engine can compress at a ratio of about 15 to 22:1. At this time, the crankshaft (114) rotates a total of 360 degrees. And the expansion stroke is the stroke in which the engine part (10) produces energy (J, joules) from the combustion gas. In the early stage of the expansion stroke, a diesel engine injects fuel and explodes it. On the other hand, a gasoline engine explodes it using a spark (D, see FIG. 11) from the spark plug. The expansion stroke pushes the piston (112) with the pressure of the combustion gas generated as the fuel is burned, and in this process, energy (J, joules) is generated. At this time, the crankshaft (114) rotates a total of 540 degrees. And the exhaust stroke discharges the combustion gas generated in the expansion stroke to the outside of the cylinder (111) as the exhaust valve opens. At this time, the piston (112) moves from the bottom dead center to the top dead center, and the crankshaft (114) rotates 720 degrees (2 rotations).

[0074] The piston (112) of the engine unit (10) of the present invention shortens the expansion time of high-temperature combustion gas exploded in the expansion stroke by the power transmitted from the electric generator unit (20).

[0075] Therefore, by shortening the time for the heat energy of the combustion gas in the combustion chamber (A) to be transferred to the cooling water (C) on the outer surface of the cylinder, the cooling heat loss can be reduced.

[0076] Through this, the present invention's engine pulse generator (1) can solve the problem of low engine efficiency due to the long time that the heat inside the cylinder is wasted to the cooling water of the outer surface of the cylinder while restricting the expansion speed of the high-temperature combustion gas shown by the conventional engine generator, resulting in high heat loss. In addition, the piston (112) of the engine unit (10) of the present invention quickly expands the high-temperature combustion gas with the power transmitted from the electric generator unit (20) to reduce nitrogen oxides (NO). X ) that does not produce nitrogen oxides (NO) X ) can be expanded in a short period of time to the Anti NOX Point, where nitrogen oxides (NO) are not generated. Accordingly, X ) can reduce emissions. Here, the Anti NOX Point refers to the point where the temperature in the combustion chamber is lowered due to expansion and nitrogen oxides are not generated.

[0077] The present invention relates to an engine pulse generator (1), wherein, when fuel is incompletely combusted due to insufficient combustion time in the engine section (10), the operation control section (40) can cut off the power supplied from the power storage section (30) to the motor generator section (20) or output power from the motor generator section (20) to decelerate the engine section (10). That is, when the motor generator section (20) produces power through the power of the engine section (10), the movement speed of the piston (112) is decelerated and the combustion time of the fuel in the engine section (10) is increased to completely combust the fuel. In addition, a plurality of spark plugs (115, 116, 117) may be installed in the engine section (10). For example, as illustrated in (A) of FIG. 11, a first spark plug (115), a second spark plug (116), and a third spark plug (117) may be installed in the engine head. And as shown in (B) of FIG. 11, an intake manifold fuel injection nozzle (119), a first combustion chamber fuel injection nozzle (120), a second combustion chamber fuel injection nozzle (121), and a third combustion chamber fuel injection nozzle (122) may be installed in the engine head. Here, the first ignition plug (115), the second ignition plug (116), the third ignition plug (117) and the first combustion chamber fuel injection nozzle (120), the second combustion chamber fuel injection nozzle (121), and the third combustion chamber fuel injection nozzle (122) may be operated at the beginning of the expansion stroke in which gasoline fuel is combusted, as described above. At this time, the first ignition plug (115), the second ignition plug (116), and the third ignition plug (117) can be operated simultaneously to achieve high-speed combustion, or they can be operated sequentially at time intervals to achieve low-speed combustion, thereby controlling the combustion speed. In addition, they can be operated at the beginning of the expansion stroke in which diesel fuel is combusted. At this time, the first combustion chamber fuel injection nozzle (120), the second combustion chamber fuel injection nozzle (121), and the third combustion chamber fuel injection nozzle (122) can be operated simultaneously in a short period of time to achieve high-speed combustion, or they can be operated sequentially to achieve low-speed combustion, thereby controlling the combustion speed.

[0078] A detailed description of the control of the first ignition plug (115), the second ignition plug (116), the third ignition plug (117), the intake manifold fuel injection nozzle (119), the first combustion chamber fuel injection nozzle (120), the second combustion chamber fuel injection nozzle (121), and the third combustion chamber fuel injection nozzle (122) will be described later. In addition, in order to prevent overheating of the engine section (10) due to combustion heat, coolant (C) is accommodated in the cylinder block (100) and heat is exchanged with the high-temperature combustion gas of the combustion chamber (A) inside the cylinder.

[0079] In this way, a sensor unit (15) can be installed in the engine unit (10) that operates in one cycle of four strokes. Here, the sensor unit (15) includes, as illustrated in FIG. 10, an intake air amount sensor (151), an intake air temperature sensor (152), an oxygen sensor (153), a nitrogen oxide sensor (154), a smoke sensor (155), a combustion chamber pressure sensor (156), a coolant temperature sensor (157), a crank angle sensor (158), a cam angle sensor (159), a fuel consumption sensor (160), etc.

[0080] Below, each sensor included in the sensor unit (15) is described in detail.

[0081] The intake air mass sensor (151) is installed in the intake pipe (1111) of the cycle engine module (110) to measure the amount of air being sucked in and transmit the result to the operation control unit (40). In addition, it is preferable that the intake air mass sensor (151) include a function of measuring the amount of oxygen in the air according to changes in atmospheric pressure, atmospheric humidity, and atmospheric temperature. In addition, the intake air temperature sensor (152) is installed in the intake pipe (1111) of the cycle engine module (110) to measure the temperature of the air being sucked in and transmit the result to the operation control unit (40). In addition, the oxygen sensor (153) measures the amount of oxygen exhausted through the exhaust pipe (1112) of the cycle engine module (110) and transmits the result to the operation control unit (40). In addition, the nitrogen oxide sensor (154) measures the nitrogen oxide contained in the exhaust gas exhausted through the exhaust pipe (1112) of the cycle engine module (110) and transmits the result to the operation control unit (40). And the smoke sensor (155) measures the smoke contained in the exhaust gas and transmits it to the operation control unit (40). And the combustion chamber pressure sensor (156) is installed in the cylinder head of the cycle engine module (110) to measure the pressure of the combustion chamber and transmit it to the operation control unit (40). And the coolant temperature sensor (157) measures the temperature of the coolant inside the cycle engine module (110) and transmits it to the operation control unit (40). And the crank angle sensor (158) is connected to the crank shaft and has a sensor wheel and can transmit the rotation speed of the engine unit (10) to the operation control unit (40). In addition, it may include a cam angle sensor (509) that measures the position of the piston for each stroke and transmits it to the operation control unit (40).

[0082] The fuel consumption sensor (160) can transmit the amount of fuel consumed and the amount of electricity produced in the fuel pipe (118) to the operation control unit (40).

[0083] The electric power generator (20) is mechanically coupled to the engine unit (10) and can replace the flywheel of the engine unit (10). This electric power generator (20) can accelerate the engine unit (10) with electric power or convert the rotational power of the engine unit (10) into electric power and store it in the electric power storage unit (30) while reducing the rotational speed of the engine unit (10).

[0084] The electric power generator (20) includes an armature (101) including a rotational shaft and a field (102) surrounding the armature (101). When electricity is applied to the field (102), the electric power generator (20) can gradually accelerate the engine (10) connected to the rotational shaft of the armature that rotates the armature (101) to a reference speed. In addition, when the engine (10) is driven at the reference speed, the electric power generator (20) can convert the rotational inertial energy stored in the armature, i.e., power, into electric power and store it in the electric power storage (30). The electric power generator (20) is a device that combines a DC generator and a DC motor into one and can be a motor-generator.

[0085] The motor-generator (20) operates as a motor when DC power is supplied, and operates as a generator when rotational power is supplied. When the field voltage of the motor-generator (20) is lowered, the field current is reduced, and the field magnetic flux density is lowered, enabling the motor to rotate quickly when implementing the motor function. Furthermore, when the field magnetic flux density increases, the generated voltage increases, increasing the amount of power produced. At the same time, the speed of the armature is reduced.

[0086] Such a power generator (20) can operate as a DC motor by receiving DC power stored in a power storage unit (30), or can operate as an AC motor by passing through an inverter that converts DC power into AC power. In this case, when the power generator (20) implements an AC motor function, the rotation speed is accelerated by increasing the frequency of the power supplied to the motor.

[0087] When the electric power generator (20) outputs AC, if the field voltage is increased, the field flux density increases simultaneously, which increases the output voltage, and at the same time, the charging current increases and the amount of power generated also increases, while the rotational speed of the engine is reduced by the amount of electric energy stored in the power storage unit (30) through a rectifier (semiconductor, diode) that converts AC to DC. The field voltage adjustment for controlling the rotational speed and power generation of the electric power generator (20) and the frequency for controlling the rotational speed of the AC motor are controlled by the operation control unit (40).

[0088] It is preferable that the power storage unit (30) be a capacitor or super capacitor specialized in storing high energy in a short period of time, or a power storage unit that combines a capacitor or super capacitor in parallel with a battery specialized in storing continuous electric energy.

[0089] The power storage unit (30) can store power and then output it to an electric load. For example, it can be initially charged to about 10% of the total and then applied to the electric power generator (20) to initially start the engine unit (10) or accelerate the engine unit. Alternatively, it can store power applied through the exhaust gas generator (50) described above. Here, the exhaust gas generator (50) can be configured as a turbogenerator combined with a turbofan that converts the kinetic energy of exhaust gas discarded through the exhaust pipe (1112) of the engine unit (10) into electrical energy. In addition, the power storage unit (30) can be equipped with a voltmeter that measures the voltage of the power storage unit. At this time, the voltage of the voltmeter increases as the power storage unit is charged, and when it reaches a fully charged full voltage, the operation control unit (40) outputs a signal to stop the fuel supply of the engine unit (10). In addition, a bidirectional power accumulation module (310) may be installed between the electric power generation unit (20) and the power storage unit (30). The bidirectional power accumulation module (310) can measure the amount of power produced and consumed by the electric power generation unit (20). The measured data can then be transmitted to the operation control unit (40).

[0090] The operation control unit (40) receives a rotation speed signal from a crank angle sensor (158) installed in the engine unit (10), a stroke signal and a piston position signal from a cam angle sensor (158), and when the engine unit (10) is short of power, supplies power from the power storage unit (30) to the electric power generator unit (20) so that the electric power generator unit (20) operates. And it is connected to the engine unit (10) and the sensor unit (15). And the operation control unit (40) includes a power supply module and controls the current flow between the power storage unit (30) and the electric power generator unit (20).

[0091] The operation control unit (40) supplies power from the power storage unit (30) to the electric power generator unit (20) to accelerate the engine unit (10) when the engine unit (10) has insufficient power, and converts the rotational inertial energy stored in the armature of the electric power generator unit (20) into power when the engine unit (10) has power left over and stores it in the power storage unit (30). For example, the operation control unit (40) includes a power semiconductor switch to control the amount of power applied from the power storage unit (30) so that it is applied to the electric power generator unit (20) and the speed of the electric power generator unit (20) can be varied. At this time, the driving speed of the electric power generator (20) can be controlled simultaneously with the driving speed of the mechanically coupled engine unit (10), and the power output from the engine unit (10) and the production amount (W, watts) and output time (S, seconds) of electric energy generated by the power output from the engine unit (10) can be controlled.

[0092] Hereinafter, with reference to Fig. 11, the operating status of the spark plug and fuel injection nozzle formed in the engine section will be described in detail.

[0093] Fig. 11 is a drawing showing the operating state of the fuel injection nozzle spark plug and fuel injection nozzle formed in the engine section of Fig. 4.

[0094] As shown in (A) of Fig. 11, a first ignition plug (115), a second ignition plug (116), and a third ignition plug (117) can be installed in the engine head.

[0095] The first ignition plug (115), the second ignition plug (116), and the third ignition plug (117) can be operated according to a signal applied from the operation control unit (40). At this time, the first ignition plug (115), the second ignition plug (116), and the third ignition plug (117) can be operated simultaneously to generate a spark (D) and achieve high-speed combustion of the fuel. Alternatively, the first ignition plug (115), the second ignition plug (116), and the third ignition plug (117) can be operated sequentially to generate a spark (D) and achieve medium-speed combustion. In addition, only one of the first ignition plug (115), the second ignition plug (116), and the third ignition plug (117) can be operated to generate a spark (D) and achieve low-speed combustion. And as illustrated in FIG. 11(B), an intake manifold fuel injection nozzle (119) may be installed in the intake manifold, and a first combustion chamber fuel injection nozzle (120), a second combustion chamber fuel injection nozzle (121), and a third combustion chamber fuel injection nozzle (122) may be installed in the engine head. Here, the intake manifold fuel injection nozzle (119) injects fuel in advance into the air passing through the intake manifold (1111) to premix it with oxygen in the air and allow rapid combustion. At this time, the fuel from the intake manifold fuel injection nozzle (119) may play a cleaning role to prevent foreign substances (carbon particles or dust) from sticking to the intake valve. In addition, the first combustion chamber fuel injection nozzle (120), the second combustion chamber fuel injection nozzle (121), and the third combustion chamber fuel injection nozzle (122) can be operated simultaneously to ignite the fuel at high speed, or the first combustion chamber fuel injection nozzle (120), the second combustion chamber fuel injection nozzle (121), and the third combustion chamber fuel injection nozzle (122) can be operated sequentially to control the combustion time to control the fuel to ignite at low speed.

[0096] An engine pulse generator (1) according to one embodiment of the present invention is connected to an external server (70) and can receive a first operation control signal and a second operation control signal transmitted from the external server (70) and operate accordingly. More specifically, the operation control unit (40) is connected to the external server (70) by wire or wirelessly, and transmits the fuel consumption value of the engine unit (10), the signal value output from the sensor unit (15), the power value produced by the engine unit (10), and the nitrogen oxide amount value emitted from the engine unit (10) to the external server (70) in real time or periodically. At this time, the external server (70) calculates the operating efficiency of the engine pulse generator (1) and the nitrogen oxide amount value emitted using an artificial intelligence algorithm and compares them with a more efficient and more eco-friendly operation control method. At this time, when there is only one engine pulse generator (1), the external server (70) can receive the power value output from the engine unit (10), the amount of nitrogen oxide emitted from the engine unit (10), and the power value output from the electric power generator (20) from one operation control unit. And when there are multiple engine pulse generators (1), each operation control unit can receive the power value output from the engine unit (10), the amount of nitrogen oxide emitted from the engine unit (10), and the power value output from the electric power generator (20).

[0097] Such an external server (70) calculates a power-oxide value by dividing the amount of nitrogen oxide emitted from the engine unit (10) by the power value output from the engine unit (10) through an artificial intelligence algorithm, calculates a power-electric value by dividing the power value output from the electric power generator (20) by the power value output from the engine unit (10), and calculates an oxide-electric value by dividing the amount of nitrogen oxide emitted from the engine unit (10) by the amount of electricity output from the electric power generator (20), and among the calculated oxide-electric power conversion values, the amount of nitrogen oxide emitted from the engine unit (10) and the power value output from the electric power generator (20) corresponding to the largest oxide-electric power conversion value are obtained, and while learning, the maximum power value can be calculated in relation to the amount of nitrogen oxide emitted.

[0098] The external server (70) can output a first operation control signal that controls the operation of the electric power generator (20) so that the engine unit (10) can output the nitrogen oxide amount corresponding to the largest oxide power conversion value. In addition, the external server (70) can output a second operation control signal that controls the operation of the electric power generator (20) so that the electric power value output from the electric power generator (20) corresponding to the largest oxide power conversion value can be output from the electric power generator (20). That is, the external server (70) can output an operation control signal that can calculate the highest electric power value compared to the amount of nitrogen oxide emitted when the engine generator (1) operates. In addition, the external server (70) transmits a first operation control signal to the operation control unit (40), so that the operation control unit (40) operates so that the nitrogen oxide amount corresponding to the largest oxide power conversion value among the oxide power conversion values ​​calculated by the external server (70) can be emitted from the engine unit (10). And, by transmitting a second operation control signal to the operation control unit (40), the amount of current applied from the operation control unit (40) to the electric power generator unit (20) can be controlled so that the electric power value corresponding to the largest oxide power conversion value among the oxide power conversion values ​​calculated by the external server (70) can be output from the electric power generator unit (20). In other words, the operation of the operation control unit (40) can be controlled.

[0099] The above-mentioned higher efficiency refers to an operation control method that exhibits the highest efficiency recorded in the second engine pulse generator, and the more eco-friendly refers to an operation control method that emits a smaller amount of nitrogen oxides recorded in the second engine pulse generator.

[0100] The operation control unit (40) of the engine pulse generator (1) according to the present invention sucks air in its natural state, that is, air with various variables such as atmospheric pressure, atmospheric temperature, and humidity, into the engine unit (10), and the fuel, which is a “mixture of saturated and unsaturated hydrocarbons” refined from crude oil in its natural state mined underground, has various components without specifying the number of carbon and hydrogen particles, and the amount of intake air changes depending on the rotation speed of the engine unit (10), and the change in the actual compression ratio also varies, and the change in the peak pressure value of the combustion chamber varies depending on the fuel injection pressure and fuel injection timing of the engine unit (10), and the change in the peak pressure value of the combustion chamber varies depending on the number of ignition sparks (D) and ignition timing of the engine unit (10), and the amount of cooling heat loss and the amount of nitrogen oxides produced vary depending on the expansion stroke speed of the engine unit (10), so that the engine is controlled by an operation control method that is calculated by itself using an artificial intelligence algorithm based on big data. It is more preferable that the artificial intelligence operation control unit (40) controls the engine pulse generator (1) by receiving a more efficient operation control method and a more environmentally friendly operation control method, which are the operation methods of another second engine pulse generator stored in an external server (70), while controlling the pulse generator (1).

[0101] Through this, the present invention is more preferably an operation control unit (40) that transmits data on the amount of nitrogen oxides emitted and the amount of nitrogen oxides produced by the electric power generator per amount of fuel consumed by the engine unit when the engine unit is in operation to an external server (70), and the external server (70) learns the data received and exchanges a method for operating the second and third engine pulse electric generators connected to the external server (70) in an optimal state by connecting them to each other by wire or wirelessly.

[0102] Although the embodiments of the present invention have been described with reference to the attached drawings, those skilled in the art will understand that the present invention can be implemented in other specific forms without changing the technical spirit or essential characteristics thereof. Therefore, it should be understood that the embodiments described above are illustrative in all respects and not restrictive.

[0103] [Explanation of symbols]

[0104] 1: Engine pulse generator

[0105] 10: Engine section

[0106] 101: Electric field 102: Field

[0107] 15: Sensor section

[0108] 100: Cylinder block

[0109] 110: Cycle engine module 111: Cylinder

[0110] 1111: Intake pipe 1112: Exhaust pipe

[0111] 1113: Intake valve

[0112] 112: Piston 11211: Piston compression ring

[0113] 113: Connecting rod 114: Crankshaft

[0114] 115: First spark plug 116: Second spark plug

[0115] 117: Third spark plug 118: Fuel line

[0116] 119: Intake manifold fuel injection nozzle

[0117] 120: First combustion chamber fuel injection nozzle

[0118] 121: Second combustion chamber fuel injection nozzle

[0119] 122: Third combustion chamber fuel injection nozzle

[0120] 130: Heater module

[0121] 151: Intake air mass sensor 160: Consumption fuel mass sensor

[0122] 20: Electric power generation unit

[0123] 30: Power storage unit

[0124] 310: Bidirectional integrated power module

[0125] 40: Operation control unit

[0126] 50: Exhaust gas generation unit

[0127] 70: External server

[0128] A: Combustion chamber B: Fuel

[0129] C: Coolant D: Spark

Claims

1. Engine section (10) not including flywheel; A motor generator (20) including an electric motor (101) and a field (102), in which the rotational axis of the electric motor is coupled to the engine section (10) to supply rotational power to the engine section (10) according to the rotation of the electric motor or to convert the rotational power of the engine section into electric power; A power storage unit (30) electrically connected to the electric power generation unit (20); and When the engine unit (10) lacks power, power is supplied from the power storage unit (30) to the electric generator unit (20) to accelerate the engine unit (10). An engine pulse generator (1) including an operation control unit (40) that converts rotational inertial energy stored in an armature (101) of a motor generator (20) into electric power when power remains in the engine unit (10) and stores the converted energy in an electric power storage unit (30).

2. In paragraph 1, An engine pulse generator (1), comprising an intake manifold fuel injection nozzle (119) and at least one fuel injection nozzle (120, 121, 122) installed in an engine section (10) and operating in accordance with a signal output from an operation control section (40), and comprising at least one spark plug (115, 116, 117) installed in an engine section (10) and operating in accordance with a signal output from an operation control section (40).

3. In paragraph 1, An engine pulse generator (1) comprising at least one fuel injection nozzle (120, 121, 122) installed in an engine section (10) and operating according to a signal output from an operation control section (40).

4. In paragraph 1, the operation control unit (40) An engine pulse generator (1) that receives signal values ​​output from a sensor unit (15) and power value signals input and output from a power generator unit (20), learns on its own using an artificial intelligence algorithm, and controls the engine unit, power generator unit, and power storage unit by controlling the reference speed, fuel injection timing, fuel injection time, electric ignition timing, power generation timing, and power generation amount for each stroke of the engine unit (10) using a high-efficiency and eco-friendly operation control method.

5. In paragraph 4, An engine pulse generator (1) including an operation control unit (40) capable of storing a high-efficiency and eco-friendly operation control method learned by an artificial intelligence algorithm in an external server (70) connected by wire or wirelessly, and capable of learning a more efficient operation method and a more eco-friendly operation method from the external server (70).

Images