Technical Area

The invention relates to the magnetic motor method, which takes the first reaction from the outside and works continuously and can obtain strong torque. It has been developed for use in areas such as generators, especially any kind engines and sea vehicles.

Known State of the Technique

With the use of motor technology, which has been going on for about two centuries, in every branch of the industry, it has become an indispensable part of our daily life and has developed within the requirements of time. To summarize, engine technology can be grouped under two main groups as external combustion engines and internal combustion engines. The common working principle of the engines in these two groups is formed by mixing or compressing a certain fuel and air. It provides the swing movement of the pistons to be converted into mechanical energy by means of the crankshaft.

Today, there are many types of engines that work using fossil fuels , electrical energy batteries, and magnetic parts. If we explain the types of engines mentioned;

Nowadays Internal-combustion engine are the engines that are used in various vehicles , powered by gasoline, LPG or diesel. Internal combustion engines are machines that convert the heat energy generated by combining the fuel with air and burning it in the combustion chamber into motion energy. With the explosion occurring in the combustion chamber is made of the high pressure occurs. This pressure pushes the piston in the cylinder down. This push-down movement (straight-linear movement) of the piston is converted into a circular rotation movement thanks to the connecting rod and the crankshaft. This resulting rotational movement is transmitted from the crankshaft to the flywheel, from the flywheel to the gearbox, from the gearbox to the wheels with the shaft and the axle shaft, so that the wheels turn and the vehicle begins to advance.

Gasoline engines run 4-stroke and these engine's four completion times are defined as a cycle. In one cycle, the crankshaft makes 2 turns and the camshaft makes one turn; the timing gear of the crankshaft is half the camshaft gear. Four times that occur in one cycle: Intake, compression, work time, exhaust times. It takes to occur four-times for a cycle in the motor; crankshaft for the realization of each time; it turns half a turn.

Approximately only 40-45% of the energy obtained by combustion of fuel in internal combustion engines can be taken as usable motion energy. While The remaining 30% of energy is lost with exhaust gases, other 30% is lost through cooling and heat dissipation.

In addition, gases emitted from such engines, are ecologically harm in the environment. Finally, the costs of types of fossil fuels remains high in both production and consumption. Electric motors are encountered in many areas today. Especially almost all of the movements we see in our environment are performed with AC or DC electric motors.

Regarding our invention, we can demonstrate the integration of electric motors in vehicles. Electric vehicle motors are a cable project.

In such vehicles, an electric motor is used instead of a gasoline engine. The vehicles have rechargeable battery slots that start the engine. A charger is also added for batteries. The distance of the vehicle is all about the efficiency of the batteries. Today when we look at the life of the batteries used , it is between 3 and 4 years. Since it is dependent on electrical energy, the effect of electricity production and cost is also adversely affected. In case of failure of the electrical parts, replacement costs are high.

Finally, it is known that the first study on magnetic motors was done by Nicola Tesla. Many magnetic motor studies have been tried since 1970's. Although results are obtained from these trials, Perendev has a first and sustainable engine structure in this regard. For this reason, while working principles of magnetic motors are mentioned, explanation is made based on the working principle of Perendev motor. If this example is considered, magnets are fixed to the steel gaskets placed on the rotor in the interior design of the magnetic motor. The reason for placing the magnet on the steel seal is to make the desired magnetic field more effective. In this way, the upper and lower parts inside the cylindrical structure can cause the magnetic field to be collected more tightly, causing the magnetic field to be isolated. With the same logic, magnets on the stator are placed on the gasket. Thus, the attraction forces of the magnets can be controlled and they can be prevented from sticking together with the magnet on the other side. In this way, the magnets on the stator and rotor create an extremely high magnetic field. The basis of the principle of operation of known and frequently studied magnetic motors is briefly the conversion of the energy of motion, which is generated by the same polar magnetic fields repositioning each other by positioning them at certain angles and forms and the rotation of the rotor, flywheel or shaft.

Adaptation of such engines to car engines has not yet been concluded. Because after the first operation of this type of motors, the need for continuous intervention is required for the continuation of the damped motion. In short, the expressions of continuous and unlimited energy production claimed in such engines are false. Moreover, this situation is also against the law of thermodynamics. Another problem of this type of motors is that they cannot produce strong torque.

After our research, the application numbered 2016/17070 has been found. The invention relates to a magnetic motor system designed for use in all motor vehicles, which is fuel-free and environmentally friendly, whose principle of operation is that magnetic magnets repel linear motion of two pistons with the same poles repelling each other, by means of crank and connecting rod.

Although there is a solenoid coil in the said engine, the piston moves only with the energy coming from the outside to the solenoid coil. It only starts the engine with solenoid coil movement. Another invention is application no. 2018/09348. The invention consists at least one main shaft, at least one carrier, at least one intermediate shaft, at least one center gear, at least one sun gear, at least one ring gear, at least one DC motor, at least one magnet and at least one magnet housing. It has a mechanism integrated with planetary gear system that makes use of the push and pull forces that magnets apply to each other in their natural position. It relates to the system that provides high efficiency with less energy through the magnetic force of the magnets and the non- contact force transfer feature.

There is no solenoid in the invention. There is a magnet connected to the DC motor and DC motor are working with an external battery. If the magnets connected to the DC motor begin to rotate, when the magnets on the gear come to the same plane, the thrust forces of the magnets provide a gear rotational motion. In short, this system does not have pistons and solenoids. The movement is transferred to the center gear by means of gears.

Another invention is application No. 2015/15537. Invention, the principle of operation is the linear movement of two pistons by repeating the same poles of neodymium magnets. This movement of the pistons turns unlimited circular motion with connecting rods and crankshafts. In short, the invention relates to the conversion of magnetic energy into motion energy.

In the present invention, the thrust of the magnets is used. However, this engine does not use solenoids. In this engine, there are two moving pistons in a cylinder that move linearly to each other simultaneously. Finally, this engine has two crankshafts. Power dissipates.

The invention that is numbered CN106795867, For ensuring the mutual movement of a piston magnet, increasing its continuity, to achieve constant rotational power; It has first and second piston magnet elements, first and second connecting rods, a crankshaft, first and second guide elements, and a demagnetizing element. It includes a demagnetizing turntable. Upper pole surfaces are arranged so that the first and second piston magnet elements and the first and second permanent magnet elements have fixed pole faces facing the same poles.The demagnetizing turntable has: a demagnetizing magnet section having a magnetic force that is weaker than the magnetic pole of the upper pole surfaces and has a polarity different from that of the upper pole surfaces; and a nonmagnetic part.

In this patent, embodiments of the invention to power combustion engines include retrofit engines of any type, such as combustion engines that can operate with little or no fuel. It is briefly explained that the existing engine can be modified. It is stated that there is a magnet in the pistons and there is an electromagnet at the upper dead point of the piston. First, the main difference between this engine and our invention is that this engine does not have solenoids. Electromagnets are used in the present invention. Secondly, fossil fuel is used in the present invention. In addition, if the burning reaction is carried out in the combustion chamber, the magnet will be in contact with the resulting heat and temperature. This causes the magnets to lose their magnetism properties. The third difference is that this patent only describes that the piston can be modified. KR20180051907 A magnetic field inertia motor is described. According to an embodiment of the present invention, the magnetism inertia motor a solenoid coil; a permanent magnet that travels along the longitudinal direction of the solenoid coil within the solenoid coil; a plurality of magnetic plugs placed on both ends of the permanent magnet and applying a magnetism as a current, creating magnetic attraction or thrust between the magnetic plugs and one end of the permanent magnet; and a control part magnetic plug, which applies the current to the magnetic plug placed at one end of the permanent magnet, is placed at one end of the permanent magnet to ensure that the magnetic ink has the same polarity as the polarity of one end of the permanent magnet while the permanent magnet is adjacent. It is possible to obtain electrical energy efficiently by using magnetic energy.

Embodiments of the present invention are for obtaining electrical energy efficiently using magnetic force. In the current application uses the magnetic force of the inertia motor magnetically. It is designed to obtain the electricity produced from the solenoid coil by moving the permanent magnet through the horizontal solenoid coil. Magnet plugs are used on both sides of the solenoid. Thus, the permanent magnet inside the solenoid coil moves and generates electricity.

The differences between our invention and this invention; In our invention, we do not generate electricity from the solenoid coil. We use the solenoid coil as a trigger in our invention. Secondly, magnet plugs are not used in our invention. Thirdly, the first energy obtained in our invention is motion energy. Electrical energy is obtained from this invention.

Invention US2009322163 relates to the engine field. More particularly, the present invention relates to devices and methods used in the field of energy generation. The embodiments of the present invention provide the retrofitting capacity of existing combustion engines to provide environmentally friendly piston engines that use engines with little or no fuel. An embodiment of the invention includes an engine or adaptation to an internal combustion engine to provide an engine comprising: (a) at least one crankshaft to provide mechanical power; (b) at least one magnetic piston operatively connected to the crankshaft, which can rotate the crankshaft by piston movement; and (c) a motor head comprising a magnet opposite each piston providing one or more magnet-piston pairs capable of producing a magnetic field between the magnet and the piston; wherein each magnet-piston pair can produce the movement of the piston and a corresponding rotation or partial rotation of the crankshaft with a change in the magnetic field.

For example, the change in the magnetic field can vary between an attractive force and a force between a magnet and a piston, or between a counter force and no force, or between an attractive force and a counter force. There are two magnets inside the cylinders, one in the piston and the other in the upper dead point. In addition, between these two magnets, there is a disc with half magnet and half empty. Magnets utilize the pulling force of the same poles as opposite poles. When the magnet on the piston, the permanent magnet on the top and the magnets on the disc are in the same direction, the piston gains motion energy by the push and pull movement. The gears attached to the disc and the gears attached to the crank are connected and cause the disc to turn. As a result of this rotation, the non-magnet part of the disk is between the magnet in the piston and the permanent magnet. Thus, the piston and permanent magnet with the same pole magnets repel each other. Thus, the crank rotates by means of the connecting rod. In the present invention, solenoid is not used as a trigger. Again, this engine uses disc structure and in our invention, there is no disc. Also, with the magnets in this motor, the disc magnet can be locked due to polarization.

Purpose of the Invention

The present invention relates to a fuel-free and trigger magnetic vehicle and energy motor that meet the above mentioned requirements, eliminate all the disadvantages and bring some additional advantages.

The main aim of the invention is; It is a motor system that converts the motion arising from magnetic field into mechanical energy and can operate without fuel.

Another purpose; it is an ecological engine system since it does not need any fossil fuel.

Another purpose; In addition to the electromechanical working principle by using drum technology in the system, it also includes the mechanical working principle.

Another purpose; Because it contains a body suitable for today's motor vehicles, it can be easily mounted on existing vehicles.

Figures to Help Understand the Invention

In order for the present invention to be understood and its advantages in conjunction with additional elements, it should be evaluated with the figures described below.

Figure - 1: Perspective linear view of the motor system.

Figure - 2: Linear view of the piston structure mounted on the crankshaft.

Figure - 3: Exploded perspective linear view of the piston configuration.

Figure - 4: Zoomed perspective linear view of the switch system.

Figure - 5: Zoomed perspective line arview of the lubrication system in the engine block.

Figure - 6: Detailed linear perspective view of the crankshaft and magnetic levitation system.

Figure - 7: Perspective linear view of the water cooling system located on the engine block.

Figure - 8: Zoomed perspective linear view of flywheel gear.

Figure - 9: Linear view with air cooling system and turbo mounted on the engine block.

Figure - 10: Perspective linear view of the drum system.

Figure - 11: Perspective linear view of the starter system.

Figure - 12: Perspective linear view of the Peltier system.

Figure - 13: Perspective linear view of piston types.

The drawings do not necessarily have to be scaled. Details that are not necessary to understand the present invention may have been neglected. Furthermore, elements that are at least largely identical or at least have substantially identical functions are denoted by the same number. Part References

1. Battery

2. PLC control unit

3. Starter motor

3.1. Starter gear

4. Motion gear

5. Crankshaft

6. Flywheel gear system

6.1. Flywheel gear

6.2. weights

6.3. Guide shafts

6.4. independent spring

6.5. Linear drive shaft

6.6. Bolt

7. Cylinder liners

7.1. Solenoid coil

8. Angular Connecting Rod

8.1. The protrusions

9. Linear movable connecting rod

9.1. Ring magnet

9.2. Linear moving piston

9.3. Circular pill magnet

10. Fixed piston

11. Engine block cover

12. Switch

13. Engine block

13.1. Crankshaft caps

13.2. Bolt

14. The lubrication system

14.1. Recirculating outlet pipe

14.2. Central connecting gland

14.3. Final connection fitting 20.1. Drum timing gear

20.2. Timing belt

20.3. Contact bars

20.4. Pusher mechanism

20.5. Ejector mechanism shaft

20.6. Timing gear connected to crankshaft

20.7. Drum roller

20.8. Triangular conductive plates

21. Peltier system

21.1. Metal alloy honeycombs surrounding the solenoid coils

21.2. Peltier groups

Detailed Description of the Invention

The invention consists of parts placed in the engine block (13). The engine of the invention has a single crankshaft (5). Twenty four pistons, twelve fixed pistons (10) and twelve linear movable pistons (9.2), are placed inside the twelve cylinder liners (7) inside the engine block (13). Circular pill magnets (9.3) are embedded on the pistons. There are also twelve linear movable connecting rods (9) mounted ring magnets (9.1).

Ring-shaped (9.1) and Pill (9.3) shaped magnets are neodymium magnets with high magnetic field consisting of rare earth elements, iron and boron. However, Neodymium magnets have a fragile structure. Usually nickel, chromium, zinc, silver, or gold, are coated with different material such as epoxy.

The engine block (13) of our invention has twelve fixed pistons (10) and twelve linear movable pistons (9.2) in twelve cylinder liners (7) with a single crankshaft (5). The pill magnets (9.3) on the pistons work with the principle that the pistons repel each other with the same poles.

There are air inlet outlet (17.4), (18.4) ducts just below the piston (10) fixed on the upper part of the cylinder liner (7). Thus, it is aimed to maintain the temperature balance inside the cylinder. In addition, our engine has a water cooling system (16).

The crankshaft (5) is to make work on the reciprocal pistons in the cylinders at eveiy 60 ° angle. Thus, twelve pistons create work within twelve cylinders in a full 360 ° turn. Different scales can be used by decreasing or increasing the number of cylinders by making different models of this design. Different power is obtained by reducing or increasing the number of cranks. In addition, the rollers can be placed vertically, horizontally or at an angle. By going beyond this model, the engines we use today are made available for modification by applying modifications.

The movement starts with the linear moving pistons (9.2) opposite the fixed pistons (10) mounted on the top of the cylinders, at the closest distance, that is, the place considered as the upper dead point. Thrust force is applied with the help of Hap magnets (9.3) in the pistons from the upper dead point to the lower dead point. There are two existing structures in our engine that provide the first movement of our engine, which we talk about as a trigger. The first of these is the first movement of the engine by means of the starter motor (3), and secondly, there is a third ring magnet

(9.1) connected to the linear movable connecting rod arm (9) under the head of the linear movable piston (9.2) in each cylinder liner (7). This ring magnet (9.1) moves inside the solenoid coil (7.1).

The solenoid coil (7.1) is induced by the formation of a transient current called the induced current supplied externally to the solenoid coil (7.1). The ring magnet (9.1) connected to the linear movable connecting rod (9) moves in such a way that the piston (10) and the linear movable piston

(9.2) converge. Thus, it helps in the first movement of the engine. The two structures that give the first movement of the engine work in harmony with each other. The amount of current coming to the solenoid coils (7.1) is controlled by the PLC control unit (2), which is part of our engine. In addition, our motor has a drum (20) at the top of the motor, which is in a second system to control the current to the solenoid coils (7.1). The aim is to enable us to control the operation of the engine both with an electronic circuit and manually during an electronic circuit failure.

As we have explained above, the motion obtained is transmitted to the crankshaft (5) by means of angular connecting rods (8). The crankshaft (5) converts linear motion into circular motion. The crankshaft (5) is lubricated with the lubrication system (14) for efficient operation. The turbo system (19) and water cooling (16) systems are used to eliminate the heating caused by the compression of the air between the pistons in the cylinder liner (7) and the heat caused by the friction of the pistons on the cylinder surface. Thus, thanks to the turbo system (19), the air is quickly discharged and filled, while the water cooling system (16) has spiral water channels (16.9) that will act as cooling to surround the circumference of each cylinder. With the cooling system formed in these spiral water channels (16.9), the temperature inside the cylinders is adjusted.

As a result, pill (9.3) and ring (9.1) magnets in our pistons are provided to work at maximum efficiency.

In addition, the solenoid coil (7.1) is heated by the induction current. In order for the ring magnet (9.1) inside the solenoid coil (7.1) to work efficiently, the solenoid coil (7.1) must be cooled. For this reason, the peltier (21) system is used to cool the solenoid coil (7.1). In this system, metal alloy honeycombs (21.1), peltier groups (21.2) and fans (16.3) are used to reduce the temperature of the solenoid coil (7.1). In the system, the heat taken from the solenoid coil (7.1) by metal alloy honeycombs (21.1) is transmitted to the groups of peltiers (21.2) that can be used two or more.

In addition to the structural cooling effect of Peltiers, it can be made in reverse operation.

It creates peltier electric current placed between heat sources (hot-cold). Electricity is obtained by making use of this feature of Peltier. The fans (16.3) in the system ensure that the temperature difference between the surfaces of the peltier groups (21.2) is constant. Thus, electrical energy can be obtained from peltiers regularly. In addition, the fans (16.3) used are used to reduce the temperature of the water circulating around the cylinder liners (7) thanks to the metal cooling blocks (16.4). Electromechanical working principle;

The first move; our invention starts its movement by taking energy from outside in accordance with the first law of thermodynamics. In addition, in accordance with the second law of thermodynamics, it can maximize the efficiency calculation of our invention, thus reducing the entropy to a minimum level. (Figure-11) In accordance with the laws of thermodynamics, the current taken from the battery (1) operates the starter motor (3) through the PLC control unit (2). With the help of the starter's gear (3.1), the crankshaft (5) provides rotational movement by means of the movement gear (4) that contacts the starter gear (3.1) mounted on the crankshaft (5).

Continuity of the movement;

(Figure-2) Since it performs the first movement, the induction current is sent from the battery (1) to the solenoid coil (7.1) around the cylinder liners (7) by the order given by the PLC control unit (2). In order to maintain continuity of movement, current is sent to each of the solenoid coils (7.1) around the cylinder liners (7) in accordance with the movement of the existing crankshaft (5).

It is possible to increase or decrease the working capacity of our engine by changing the value of the inducing current to each solenoid coil (7.1) in each cylinder inside the engine block (13) with the command coming from the PLC control unit (2). In addition, our engine's working capacity increases by interrupting several of the induction current coming into each solenoid coil

(7.1) via the command coming from the PLC control unit (2), in other words, actively using and operating other solenoid coils (7.1), or It decreases.

Movement in the cylinder liner;

(Figure-3) The solenoid coils (7.1) induced during this current transfer have a ring magnet mounted inside the connecting rod (9), which is located in the cylinder liners (7). The linear connecting rod (9) moves up while the ring magnet (9.2) moves up to the stroke of the solenoid coil

(7.1). The pill magnet (9.3) embedded pistons (9.1) connected to the ends of each of the linear connecting rods (9) are linear and corresponding to the same poles. At the upper dead point of the cylinder liner (7), the plunger magnet (9.3) pushes the linear connecting rod (9) down by pushing the same poles with the piston and the linear connecting rod (9). In this way, the crankshaft (5) performs the rotational movement around itself by means of the connecting rod (8) moving angularly. In this way, it ensures the crankshaft (5) rotates in continuity.

When we want to calculate the torque in the engine, the basic torque formula;

F. r = Torque

In our motor, the force F is equal to the force required for the linear movable piston (9.2) to move from the top dead point of the cylinder to the bottom dead point of the cylinder, inside the liner (7) of each cylinder. In addiation this force is equal to the weight of the linear moving pistons (9.2) , the fixed pistons (10) and the pill magnets (9.3) inside each cylinder in the linear moving pistons (9.2) .

G _{Moving piston} = Moving piston weight

F _thrust = Thrust force of magnets r in the formula is the distance perpendicular to the axis of rotation of the point where it affects the crankshaft (5) radius, that is its force.

The following power formula is used to calculate the power in our invention.

P = Power (kW)

T = Torque (Nm)

n = speed (rpm)

P= T.n/95488

Operation of the Swicth mechanism;

(Figure-4) It contacts the switches (12) of the semicircular protrusions (8.1) on the connecting rod arms (8) that are connected to the crankshaft (5). With the PLC (2), the control of the current is provided in case of continuity according to the movement of the current coming to the solenoid coil (7.1) in the cylinder liner (7) and the crankshaft (5).

Lubrication system;

(Figure-5) As the crankshaft (5) rotates, lubrication is made so that it can turn with less friction in the crankshaft bearing (14.6) connected to the engine block (13). The lubrication system (14) is used for the continuity of this lubrication. Lubrication system (14) receives oil from the oil tank (14.5) by means of recirculation pump (14.4) in the engine block (13) and crankshaft caps (13.1) to the crankshaft bearings (14.6). After the crankshaft (5) rotates in a certain turn, it sends oil to the crankshaft (5) with the circulation pump (14.4). In this way, it continues its movement by providing less friction with lubrication during engine operation

The principle of magnetic levitation bearings;

Magnetic levitation is the most common type of levitation in magnetic levitation. Magnetic levitation is meant that a conductive body hangs in the air with various forces as a result of its interaction with the magnetic field. Briefly, it is called the process of counteracting gravity with magnetic field. The most common application today is maglev trains. The basis of magnetic levitation calculation is a method in which an object remains in the air against the force of gravity without support, except for the magnetic field. In this method, magnetic force is used to counteract the effects of gravity and other forces. At this point, magnetic force is formed as a result of interaction of fixed circular magnets (15.2) mounted on the crankshaft (5) with special manufacturing magnets (15.3). Thus, magnetic levitation occurs. As a formula

(Figure-6) While crankshaft (5) continues its movement, bearings can be used in normal motors or bearing mechanisms of the shafts at both ends. We also benefit from Magnetic levitation, which is one of the differences of our engine. Circular magnets (15.2) mounted on the crankshaft at both ends are suspended in the air by the special poles (15.3) pushing each other under the effect of the same poles. Therefore, it provides a less comfortable friction movement thanks to the fixed conical needle (15.1) at one end of the crankshaft (5) which is positioned so as not to escape in the centers of each other.

Water cooling system;

(Figure-7) The water taken from the water tank (16.1) passes through the metal cooler blocks (16.4) with the help of piping. The temperature of the water is lowered by the cooling face of the fans (16.3) and peltier (21) circuits, which are arranged in rows, to the metal cooling blocks (16.4). Water passes through the channels (16.5) in the metal cooler. With the help of the circulation pump (16.2), the coolant channels (16.9) opened around the cylinder liners (7) to the engine block (13) are transported by the gravity effect from the upper parts of the cylinders.

Spiral channels (16.9) cool the cylinder liner (7) from its outer surface. It contributes to the formation of a suitable environment for the system to work more efficiently. With the recirculation system formed by the gravity effect and the circulation pump (16.2), water that has lost its cooling feature is transported to the plant from the outlets of the spiral channels (16.9) to be sent to the water tank (16.1). In this cycle, the water cooling system works again from the water tank in a certain synchronous manner with the same steps.

Air cooling;

For the use of air pressure in the cylinder liner (7) and for the air disinfection (Figure-9) inside the cylinder liner (7), the air is drawn from the atmosphere (19.3) with the turbo (19.4). The filter (19.3) cleans the air drawn from the atmosphere as much as possible. Cleaned air passes through the air duct (18.4) mounted on the engine block (13) by increasing the pressure with the turbo (19.4). It is a solenoid (18.3) action spring (18.2) return valve system that controls the passage of air (18.1).

Valve systems open the air duct (18.4) with crankshaft (5), pistons (9.2), (10) and PLC system (2). This occurs in a stimulated and timed order. It ensures that air is filled into the cylinder liner (7). Then to ensure the air outlet , the air duct (18.4), where the air enters, is closed by the force of the spring (18.2) by cutting the solenoid (18.3) current. Thus, the solenoid (17.3) on the other side of the engine block (13), spring-loaded (17.2) return valves (17.1) and the solenoids (17.3) timed according to the operation of the system, are opened by the current effect of the channel (17.4).

With the effect of turbo (19.4) vacuum, the air inside is drawn. Air is extracted from the exhaust (19.1). In this way, disinfection of the air is provided by using air cooling in the cylinder. During this operation, the pressure created by the compressed air entering the cylinder liner (7) ensures that the same poles repel each other in the pistons (10), (9.2). In addition, the movement of the system is strengthened by the help of the crankshaft (5) and connecting rods (8), (9).

Peltier System;

(Figure-12) The heat of the solenoid coils (7.1) increases as a result of the current inducing the solenoid coils (7.1) by the PLC (2) command to the solenoid coils (7.1). At this point, it is necessary to cool the fixed ring magnets (9.1), which will perform the movements of the linear connecting rods (9) inside the solenoid coils (7.1). The ring magnets (9.1) must be cooled because of their excellent functioning and their magnetism properties are not lost. Therefore, the pel tier system (21) is used. It consists of metal alloy honeycombs (21.1), peltier groups (21.2) and fans (16.3) that surround the solenoid coils (7.1) to reduce the temperatures of the solenoid coils (7.1) in the Peltier system (21). The heat taken from the solenoid coils (7.1) through metal alloy honeycombs (21.1) is transmitted to the peltier groups (21.2) which can be used one or more. Peltiers can perform in reverse operation besides the cooling effect structurally. Thus, electric current occurs from the peltier groups placed between the heat sources (hot-cold) by making use of the differences of the internal structures of the peltiers. The fans used in the system (16.3) ensure that the temperature difference between the surfaces of the peltier groups (21.2) contacting the metal alloy honeycombs (21.1) and the surfaces contacting the fans (16.3). Thus, electrical energy is regularly obtained in peltier groups (21.2). In addition, the used fans (16.3) are used to lower the temperature of the water circulating and heating around the rollers.

The voltage induced in a N-turn coil from Faraday's law is volts;

V = N .ø Q / 0t

Q = Magnetic flux

N = number of turns

t = Time

If the magnetic flux is connected to the magnetic flux density and the physical values of the N coiled coil;

S = the total area through which the magnetic flux passes, that is, the cross-sectional area of the coil.

B = Magnetic flux density

m ₀ = Magnetic absolute permeability coefficient in the space of the medium

1 = the length of the coil

i = amps q = òB.0 S = B. S

Q = òB.01 = m ₀ . N .i

B = m ₀ . N .i / 1

If we put all this data in Faraday's law

As can be understood from here, if the current passing through the coil is variable, a voltage induction occurs on the coil.

If the coil is linear, ie the physical properties of the coil do not change according to the current, the value of the coil is given by the formulas below.

L = Inductance of the coil (H)

If the coil wire thickness is quite small compared to its radius, the following Nagaoka formula is used.

If we put L in the above formula

If t = 0, that is, if the first time is zero

To calculate the power expended on the coil

If we calculate the energy accumulated on the coil from here

If we take the integral of both sides to find the energy (W)

Notice that the two last terms are the equivalent of the energy formula at t = 0 and are interrelated.

As a result; W (t) = (1/2) L. i ² (t) is found.

As described above, the power consumed for the coils, the energy required and the voltage on the coils can be calculated. The power and energy consumption for the high efficiency engine of our invention can also be made in this way.

Flywheel Gear system (6);

There are mounted flywheel gear (6.1) connected to the crankshaft (5). There are eight channels located at equal angles in the middle part of the flywheel gear (6.1). There are weights (6.2) in each channel that can move on one axis and are connected to guide shafts (6.3) in the middle of the channels. Two independent springs (6.4), which are inserted into the linear movement shafts (6.5) at the top and bottom of each weight (6.2), move up and down. Thus, the weights (6.2) make the flywheel gear (6.1) work more easily under the effect of the crankshaft (5) by making use of the force of gravity and the center. The blocks in the flywheel gear (6.1) enable it to turn more easily due to the centripetal force. At this point, Newton's second law of motion is used to find the centripetal force that is the cause of centripetal acceleration m = mass of the block

V = magnitude of the linear velocity

r = distance of the boles to the center of the flywheel gear (6.1)

Finally, if we write the centripetal force in terms of frequency and period

Drum System;

The Drum System (20) is located on the upper part of the engine block (13). Drum system; drum roller (20.7), contact rods (20.3), thrust mechanism (20.4) that controls the contact rods, (20.5) and timing belt (20.6), timing belt (20.2) connected to the crankshaft (5) connected to the drum roller (20.7) from the center. ) and timing gear connected to the drum (20.1). As a result of the movement of the drum timing gear (20.6) connected to the crankshaft (5), it brings motion to the drum cylinder (20.7) by means of the timing belt (20.2) and the drum gear (20.1). The inner structure of the drum roller (20.7) has triangular conductive plates (20.8) lined on the upper surface of the roller, respectively. Thanks to these triangular conductive plates (20.8) and contact rods (20.3), the electric current from the battery (1) and PLC (2) control completes the circuit. Thus, it induces solenoid coils (7.1) and performs the movement of the pistons in the cylinder liners (7). The continuity of the electric current to the solenoid coils (7.1) and the duration of action of the current can be controlled by the reciprocating motion of the contact rod pushing system (20.4) with the contact rods (20.3) to the triangular conductive plates (20.8) on this drum cylinder (20.7). The contact bar thrusters (20.4) can be controlled manually or at the same time, they can be controlled automatically by the PLC (2) control.