RU2170914C1 - Method of reduction of operational fuel consumption by power plant and device for realization of this method - Google Patents

Abstract

FIELD: operation of power plants. SUBSTANCE: operation of internal combustion engine at idling is effected by alternating run-out and acceleration strokes at automatic action of control member by fuel delivery at change of rotational speed on crankshaft from high to low limits and complete disconnection of fuel delivery at run-out strokes. Upper limit is minimum stable rotational speed of crankshaft at the beginning of run-out stroke (at the end of acceleration stroke); low limit is minimum starting rotational speed at the beginning of acceleration stroke (at the end of run-out stroke). Switching on/off the mode, as well as limiting the cyclic delivery of fuel during acceleration stroke at level ensuring efficient operation of engine is performed automatically by signal received from position sensor. Description of device proposed for realization of this method is also given. EFFECT: reduced consumption of fuel; reduced resinification of fuel and wear of parts. 3 cl, 2 dwg

Description

 The invention relates to the field of engine building and can be used in the operation of power plants mobile (tractors, cars, combines, truck cranes, excavators, pipe layers, etc.) and stationary (ICE - generator, ICE - pump milking unit, etc.) machines when the internal combustion engine (ICE) is idling.

 A known method of reducing the operational fuel consumption of the power plant / 1 /, which consists in the fact that when the machine is running with low external load or without it (idle), part of the internal combustion engine cylinders or cycles are turned off with appropriate alternation.

 Devices / 2,3,4 / that implement this method include an internal combustion engine with a high pressure fuel pump (TNVD) and a centrifugal speed controller (RCH) of the crankshaft installed on it, a high and low pressure fuel line, fuel cutoffs made, or in the form of an electromagnetic shut-off element located in the high-pressure pipeline / 2 /, or in the form of a controlled electromagnetic fuel supply switch placed in the housing and mounted on the injection pump / 3 /, or in the form of an electromagnetic nozzle / 4 /.

 The disadvantage of the described method of reducing the operational fuel consumption of a power plant and devices for its implementation is the increased fuel consumption at idle (at least 10 ... 15% of the nominal hourly fuel consumption) and the wear of working cylinders, the presence of a transitional mode with possible fuel injection in disabled cylinders. At the same time, the power consumption for overcoming friction losses in the mating parts of the crank mechanism at idle both when the internal combustion engine is working on all cylinders and partly off, remains almost at the same level.

 There is a method of reducing the operating fuel consumption of a power plant / 5 /, which consists in the fact that during prolonged operation of the internal combustion engine at idle when the vehicle is idle, periodically repeating cycles are carried out, including starting the engine, operating at a stable crankshaft rotational speed without load (warm-up) and his stop.

 The device / 6 / that implements this method contains ICE, power sources connected to the electric starter via a contactor, a counter of attempted start, an alarm of emergency cooling of the ICE, an electromagnetic valve for draining the coolant, and two time relays.

 The disadvantage of the described method of reducing the operational fuel consumption of the power plant and the device for its implementation is the increased wear of the internal combustion engine parts (especially with its frequent starts), the overestimated values of the cyclic fuel supply and the unevenness of the fuel supply along the discharge lines, the increased resinification rate of nozzle nozzles and cylinder-piston parts (CPG) ) In this case, the mass fuel consumption per unit time at idle is 15 ... 20% of the nominal value.

Устройство /7/, реализирующее данный способ, содержит ДВС с установленным на нем ТНВД, центробежным РЧВ коленчатого вала, органом управления топливоподачей (рейка или дозатор ТНВД, дроссельная заслонка и др.) и задатчиком скоростного режима (рычаг РЧВ, педаль акселератора и др.), тахометр (датчик и измеритель частоты вращения коленчатого вала).A known method of reducing the operating fuel consumption of the power plant / 7 /, which consists in the fact that the transition of the heated engine to idle is carried out by moving the speed dial to a position corresponding to the minimum stable speed of the crankshaft

The device / 7 / that implements this method contains an internal combustion engine with an injection pump installed on it, a centrifugal RF engine of the crankshaft, a fuel control (rail or fuel pump dispenser, throttle valve, etc.) and a speed controller (RF lever, accelerator pedal, etc.). ), tachometer (sensor and meter for crankshaft speed).

 The disadvantages of the described method of reducing the operational fuel consumption of the power plant and the device for its implementation are the overestimated values of the cyclic fuel supply and the unevenness of the fuel supply along the discharge lines, the increased coking speed of the nozzle nozzles, the tarring and wear of the engine parts. In this case, the mass fuel consumption per unit time at idle is 12 ... 18% of the nominal value. In connection with the specified long-term operation of the engine at idle with a steady speed (more than 15 minutes) is not recommended.

Устройство /9/, реализующее наиболее близкий по технической сущности способ, содержит ДВС с установленным на нем ТНВД, снабженным органом управления тонливоподачей (рейкой ТНВД), центробежным РЧВ коленчатого вала и задатчиком скоростного режима (рычагом управления РЧВ), датчик и измеритель частоты вращения, первый электромагнитный исполнительный механизм кинематически связанный с органом управления топливоподачей, второй электромагнитный исполнительный механизм, ограничитель хода органа управления топливоподачей, логический блок, первый и второй электронные ключи, первый и второй компараторы, задатчики верхнего и нижнего пределов частоты вращения (переменные резисторы) и блок питания. Первый исполнительный механизм связан с органом управления топливоподачей таким образом, что при включении его происходит перемещение органа управления топливоподачей в положение, соответствующее выключенной подаче топлива, а при выключении первого исполнительного механизма последний не оказывает влияние на перемещение органа управления топливоподачей до положения, ограничиваемого ограничителем хода, задаваемого вручную в зависимости от нагрузочной ступени обкатки ДВС с динамическим нагружением. При этом задатчик скоростного режима постоянно находится в положении, соответствующем максимальной частоте вращения коленчатого вала холостого хода

Недостатком данного способа снижения расхода топлива силовой установкой и устройства для его осуществления, в случае использования их для реализации эксплуатационного режима холостого хода, является достаточно большие значения расхода топлива из-за повышенного среднего значения частоты вращения

коленчатого вала на тактах выбега и разгона, которые определяются настройкой задатчиков верхнего и нижнего пределов частоты вращения, а также положением задатчика скоростного режима. Ручное ограничение подачи топлива ограничителем хода органа управления топливоподачей затрудняет оперативный переход с режима холостого хода на рабочие и пусковые режимы. При этом массовый расход топлива в единицу времени на холостом ходу составляет не менее 10...14% от номинального значения.The closest in technical essence to the claimed invention relates to a method of reducing fuel consumption by a power plant / 8 /, used for bench-run engine ICE with dynamic loading, which consists in the fact that at idle operation of the ICE is carried out by sequentially alternating run-out and acceleration strokes with automatic action on fuel supply control element, with a change in the crankshaft speed from the upper to the lower limits and complete shutdown of the fuel supply at the coasting steps, and the upper limit is the speed corresponding to the nominal mode (ω _n ), the lower limit is the maximum torque

The device / 9 /, which implements the method closest in technical essence, contains an internal combustion engine with an injection pump installed on it, equipped with a toner feed control unit (TNVD rail), a centrifugal RCV of the crankshaft and a speed control unit (RCV control lever), a sensor and a rotational speed meter, the first electromagnetic actuator kinematically coupled to the fuel control, the second electromagnetic actuator, the travel limiter of the fuel control, the logic unit, first and second electronic keys, first and second comparators, speed controllers of the upper and lower speed limits (variable resistors) and power supply. The first actuator is connected to the fuel control so that when it is turned on, the fuel control moves to a position corresponding to the fuel supply turned off, and when the first actuator is turned off, the latter does not affect the movement of the fuel control to a position limited by the travel limiter, manually set depending on the loading stage of running-in ICE with dynamic loading. At the same time, the speed controller is constantly in the position corresponding to the maximum idle speed

The disadvantage of this method of reducing fuel consumption by a power plant and a device for its implementation, if used to implement an idle operating mode, is the rather high fuel consumption due to the increased average speed

the crankshaft on the run-out and acceleration cycles, which are determined by the settings of the upper and lower speed limits, as well as the position of the speed setting knob. Manual restriction of fuel supply by the stroke limiter of the fuel supply control body makes it difficult to quickly switch from idle to operating and starting modes. In this case, the mass fuel consumption per unit time at idle is at least 10 ... 14% of the nominal value.

 The claimed invention is aimed at eliminating the noted drawbacks, and the following technical result was obtained from its use: fuel economy, reduction of tarring and wear of engine parts of the power plant when operating at idle.

 The specified technical result is achieved due to the fact that in the method of reducing the operating fuel consumption of the power plant at idle, the internal combustion engine is carried out by sequentially alternating run-out and acceleration strokes with automatic impact on the fuel supply control body, with a change in the crankshaft speed from the upper to lower limits and complete shutdown of the fuel supply at the coasting speed, while the minimum stable crankshaft speed at the beginning is taken as the upper limit e run-out cycle (end of the run-up cycle), the lower starting limit is the minimum starting speed at the beginning of the run-up cycle (end of the run-out cycle), and the mode is turned on and off, as well as the restriction on the cycle acceleration of the fuel supply at a level that ensures the most economical flow of the worker ICE process occurs automatically by a signal taken from a position sensor.

 A device that implements the proposed (a method of reducing operating fuel consumption by a power plant) contains an internal combustion engine with a high-pressure fuel pump installed on it, equipped with a fuel supply control element of a centrifugal RF engine of the crankshaft and a speed control unit, a speed sensor and meter, the first electromagnetic actuator kinematically connected to the control body fuel supply, second electromagnetic actuator, stroke limiter of the fuel control, logic block, per the second and second electronic keys, the first and second comparators, the speed and low speed limiters and the power supply, as well as an electric circuit breaker and a position sensor, and the second actuator is electrically connected to the output of the switch, and its armature is unilaterally connected to the armature the first actuator through a travel stop, consisting of an adjustable tap with a lock screwed into the armature of the second actuator, and the travel stop does not prevent the anchor of the first actuator and the associated fuel supply control body is moved to the position corresponding to the switched off fuel supply, and restricts their movement in the direction of increasing the fuel supply, in addition, the speed control unit in the position corresponding to the minimum stable crankshaft rotation speed provides the sensor position, the output of which is electrically connected to the first input of the second key, the second input of the last one with the output of the power supply, the output of the second key with stroke switch.

заключенным в интервале между частотой на начале такта выбега (или в конце такта разгона

и частотой на начале такта разгона (или в конце такта выбега

т.е. способ базируется на снижении достигнутого до настоящего времени в двигателестроении уровня

в два раза за счет работы ДВС в импульсном режиме холостого хода: включение - выключение. При этом на поддержание "динамического" режима холостого хода расходуется почти вдвое (на 80...90%) меньше топлива, чем при работе ДВС на минимальной устойчивой частоте вращения холостого хода и несколько ниже (на 8...12%), чем на режимах, используемых при обкатке ДВС с динамическим нагружением путем создания тактов разгона и выбега в интервале частот вращения, соответствующих максимальному крутящему моменту

и номинальном режиме (ω_н).
Это объясняется следующим. Совершаемая полезная работа ДВС (А_XX) на определенном скоростном режиме холостого хода пропорциональна мощности механических потерь (N_МП), а в конечном итоге квадрату частоты вращения коленчатого вала (ω_XX), что следует из соотношения

где t - время работы, М_МП - момент механических потерь, А и В - постоянные коэффициенты для данного ДВС, f(ω $\genfrac{}{}{0ex}{}{\text{2}}{\text{XX}}$ ) - функция от частоты вращения. Следовательно, уменьшение частоты вращения коленчатого вала на холостом ходу приводит к снижению совершаемой ДВС работы и, как следствие, к уменьшению расхода топлива.New significant features of the proposed method are that when the internal combustion engine runs on the run-down and acceleration cycles, a "dynamic" idle mode is formed, characterized by an average value of the crankshaft speed

prisoner in the interval between the frequency at the beginning of the run-out cycle (or at the end of the acceleration cycle

and frequency at the beginning of the acceleration cycle (or at the end of the run-out cycle

those. the method is based on the reduction achieved to date in the engine level

twice due to the operation of the internal combustion engine in a pulsed idle mode: on - off. At the same time, almost half (80 ... 90%) less fuel is consumed to maintain the “dynamic” idle mode than when the internal combustion engine operates at the minimum stable idle speed and is slightly lower (8 ... 12%) than in the modes used when running the ICE with dynamic loading by creating acceleration and coasting cycles in the range of rotation frequencies corresponding to the maximum torque

and rated mode (ω _n ).
This is explained by the following. The useful work done by the internal combustion engine (A _XX ) at a certain idle speed is proportional to the power of mechanical losses (N _MP ), and ultimately to the square of the crankshaft speed (ω _XX ), which follows from the relation

where t is the operating time, M _MP is the moment of mechanical losses, A and B are constant coefficients for a given ICE, f (ω $\genfrac{}{}{0ex}{}{\text{2}}{\text{XX}}$ ) is a function of speed. Therefore, a decrease in the idling speed of the crankshaft leads to a decrease in the work performed by the internal combustion engine and, as a result, to a decrease in fuel consumption.

(а не только

), соответствующий в последующем началу такта выбега, ограничивать цикловую подачу топлива, а также автоматизировать процессы включения и выключения устройства (по команде датчика положения при принудительном перемещении задатчика скоростного режима на минимальные обороты холостого хода) и ограничения подачи топлива на тактах разгона. Наличие выключателя позволяет вручную отключать устройство при пуске и прогреве ДВС. Совместно с новыми существенными признаками устройство представляет собой автоматизированную систему управления динамическим режимом холостого хода.New significant features of the proposed device are that an electric circuit breaker and a speed sensor position sensor are installed, connected via a second electronic key to the power supply. The use of a switch and a position sensor in conjunction with new connections of known features (the second electromagnetic actuator is kinematically connected with the first electromagnetic actuator and the travel limiter of the fuel control and is electrically connected to the output of the switch) expands the functionality of the device, because allows you to set any initial "dynamic" speed idle engine from the interval

(not only

), corresponding to the subsequent start of the run-out cycle, to limit the cyclic fuel supply, as well as to automate the processes of turning the device on and off (at the command of the position sensor when the speed dial is forced to move to minimum idle speed) and to limit the fuel supply during acceleration cycles. The presence of a switch allows you to manually turn off the device when starting and warming up the engine. Together with the new significant features, the device is an automated system for controlling the dynamic idle mode.

 The use of new essential features can significantly reduce fuel consumption, tarring and wear of parts when the engine is idling.

средняя частота вращения коленчатого вала

значительно меньше минимальной устойчивой

что обусловливает меньшую работу внутренних сил в единицу времени, а следовательно, затрат мощности и топлива на преодоление механических потерь ДВС. Повышенные цикловые подачи топлива на "динамическом" режиме холостого хода (ДРХХ) в тактах разгона по отношению к установившемуся (стационарному) режиму холостого хода (УРХХ) обеспечивают некоторый прирост давления впрыскивания топлива, что при работе ДВС на ДРХХ наряду с пониженной средней температурой носика распылителей уменьшает закоксовывание распыливающих отверстий форсунок. На ДРХХ также снижается износ деталей ДВС по сравнению с УРХХ, на котором обычно среднее значение частоты равно

(за счет уменьшения ходов поршня).Due to the sequential alternation of the run-out and acceleration cycles, as well as the automatic restriction of fuel supply during acceleration cycles, the most economical operation of the internal combustion engine of the power plant at idle speed is ensured, since the fuel supply value is limited at some predetermined level (the limiter of the fuel control and an electromagnetic actuator acting on the fuel control) not exceeding the nominal feed. In addition, in the range of speeds from

average crankshaft speed

significantly less than the minimum sustainable

which leads to less work of internal forces per unit time, and therefore, the cost of power and fuel to overcome the mechanical losses of internal combustion engines. The increased cyclic fuel supply in the “dynamic” idle mode (DRX) in acceleration cycles relative to the established (stationary) idle mode (URX) provides a certain increase in fuel injection pressure, which, when the ICE is operated on the DRX, along with a lower average temperature of the nozzle nozzles reduces coking of spray nozzle openings. At the DRXX, the wear of the ICE parts is also reduced compared to the UXX, at which the average frequency is usually equal to

(by reducing the stroke of the piston).

 Automatic switching on and off of the device, as well as limiting the cyclic fuel supply at acceleration cycles at a level close to the nominal cyclic feed for idle mode, provide: operational transition from operating modes to DRXX and vice versa without additional operator operations (operator actions are similar to his actions on URHX, because in both cases the operator moves the speed dial); the limitation of the cyclic fuel supply to the DRXX occurs automatically, and the restriction value is constant and does not change during operation, and the value of the cyclic feed corresponds to the most economical flow of the working process in the indicated speed range, which not only reduces fuel consumption, but also reduces the gumming of CPG and nozzle parts nozzles.

 In FIG. 1 shows a functional diagram of a device for reducing operational fuel consumption by a power plant; in FIG. 2 - the first and second electromagnetic actuators with a stroke limiter of the fuel supply control body (section).

 A device for reducing operating fuel consumption by a power plant contains an internal combustion engine 1 with an injection pump 2 installed on it, equipped with a fuel supply control 3, a centrifugal RF engine 4 of the crankshaft and a speed control unit 5, a sensor 6 and a speed meter 7, the first electromagnetic actuator 8 is kinematically coupled with a fuel supply control 3, a second electromagnetic actuator 9, a travel stop 10 of the fuel supply 3, a logic unit 11, the first and second electronic the keys 12 and 13, the first and second comparators 14 and 15, the settings 16 and 17 of the upper and lower speed limits and the power supply 18, as well as the circuit breaker 19 and the position sensor 20 are installed, while the second actuator 9 is electrically connected to the output of the switch 19, and its armature 21 is unilaterally connected to the armature 22 of the first actuator 8 through a travel stop 10, consisting of an adjustable branch 23 with a latch 24, screwed into the armature 21 of the second actuator 9, and the travel stop 10 prevents the armature 22 of the first actuator 8 and the associated fuel supply control 3 from being moved to a position corresponding to the switched off fuel supply, and restricts their movement towards increasing fuel supply, in addition, the speed control unit 5 in the position corresponding to the minimum stable crankshaft speed , provides the operation of the position sensor 20, the output of which is electrically connected to the first input of the second key 13, the second input of the latter with the output of the power supply 18, the output of the second switch 13 - to the input of the switch 19.

 The operation of the device is as follows.

При переходе ДВС 1 силовой установки с некоторого эксплуатационного рабочего режима на "динамический" режим холостого хода выключателем 19 подключают блок питания 18 к электрической цепи устройства, а затем медленно перемещают задатчик 5 скоростного режима в сторону уменьшения частоты вращения до момента срабатывания датчика 20 положения при частоте

Срабатывание датчика 20 со ответствует началу работы устройства - автоматизированной системы управления динамическим режимом холостого хода. В этом исходном положении задатчик 5 постоянно воздействует на датчик 20, а на второй исполнительный механизм 9 через второй электронный ключ 13 поступает напряжение, и его якорь 21 вводит в работу ограничитель хода 10.Before starting work with the adjusters 16 and 17 of the upper and lower limits, an interval of crankshaft speed suitable for the "dynamic" idle speed is set, and by changing the length of the cutoff 23 of the travel stop 10, the cyclic fuel supply required for the acceleration clocks is set, speed sensor 20 position sensor 5 adjust to operate at a frequency

When the internal combustion engine 1 of the power plant switches from a certain operational operating mode to the “dynamic” idle mode, the power supply 18 is connected to the device’s electrical circuit by a switch 19, and then the speed control unit 5 is slowly moved to decrease the speed until the position sensor 20 responds at the frequency

The operation of the sensor 20 corresponds to the beginning of the operation of the device, an automated system for controlling the dynamic idle mode. In this initial position, the setter 5 constantly acts on the sensor 20, and voltage is supplied to the second actuator 9 through the second electronic switch 13, and its armature 21 introduces the stroke limiter 10.

на выходе первого компаратора 14 формируется низкий уровень напряжения (U_n), но на выходе логического блока 11 уровень напряжения останется высоким и такт выбега продолжится.In this case, the first inputs of the comparators 14 and 15 receive voltage proportional to the crankshaft speed from the output of the speed meter 7, the sensor 6 of which receives a signal from the ICE crankshaft 1. The "setpoint" voltages are supplied to the second inputs of the comparators 14 and 15 (U _B , U _n , where U _B > U _n ) from the adjusters 16 and 17 of the upper and lower limits of the change in speed. At the outputs of the first and second comparators 14 and 15 and the logic unit 11, a high voltage level (U _B ) is formed, which is necessary for the electronic key 12 and the first electromagnetic actuator 8 to operate, moving the fuel supply control 3 to the position corresponding to the off fuel supply. The fuel supply to the engine 1 cylinders will stop and the run-out cycle will begin. At speed

a low voltage level (U _n ) is formed at the output of the first comparator 14, but at the output of the logic unit 11, the voltage level will remain high and the coasting cycle will continue.

появление на выходе второго компаратора 15 низкого уровня напряжения приводит к переключению логического блока 11 и выключению первого электромагнитного исполнительного механизма 8. Под действием центробежной силы РЧВ 4 орган управления топливоподачей 3 и якорь 22 первого электромагнитного исполнительного механизма 8 переместятся в сторону увеличения подачи топлива до положения, задаваемого регулируемым ограничителем хода 10, который при помощи второго исполнительного механизма 9 включен на всем протяжении "динамического" режима холостого хода, и препятствует перемещению якоря 22 первого исполнительного механизма 8 и органа управления топливоподачей 3 в сторону превышения заданной цикловой подачи. Топливо начинает поступать в цилиндры, ДВС 1 запустится, и начнется такт разгона с установленной цикловой подачей топлива. При частоте вращения

второй компаратор 15 переключится, но на выходе логического блока 11 уровень напряжения останется высоким и такт разгона продолжится.When the lower speed limit is reached

the appearance of the low voltage level at the output of the second comparator 15 leads to the switching of the logic unit 11 and the first electromagnetic actuator 8. The centrifugal force of the RFB 4 causes the fuel supply control 3 and the armature 22 of the first electromagnetic actuator 8 to move towards increasing the fuel supply to the position set by an adjustable stroke limiter 10, which, with the help of the second actuator 9, is switched on throughout the "dynamic" idle mode move, and prevents the movement of the armature 22 of the first actuator 8 and the fuel supply control 3 in the direction of exceeding a given cyclic feed. Fuel begins to flow into the cylinders, ICE 1 starts, and the acceleration cycle begins with the set cyclic fuel supply. At speed

the second comparator 15 will switch, but at the output of the logic unit 11, the voltage level will remain high and the clock cycle will continue.

первый компаратор 14 переключится, включится логический блок 11 и процесс чередования тактов выбега и разгона повторится.When the upper speed limit is reached

the first comparator 14 will switch, the logic unit 11 will turn on and the process of alternating the clock and acceleration cycles will be repeated.

 The duration of the run-out and acceleration cycles depends on the type and purpose of the power plant, the magnitude of the cyclic feed during acceleration, the upper and lower settings, operating conditions and the technical condition of the engine 1.

срабатывает датчик 20 положения и второй электронный ключ 13, который отключает блок питания 18 от электрической цепи устройства, что приводит к выключению второго исполнительного механизма 9 и ограничителя хода 10, последний снимает ограничения на перемещение органа управления топливоподачей 3, а следовательно, и величину цикловой подачи топлива на рабочих режимах ДВС 1.When the internal combustion engine 1 switches to operating modes, the speed control unit 5 is set to a position at which the speed exceeds

the position sensor 20 and the second electronic key 13 are activated, which disconnects the power supply 18 from the device’s electrical circuit, which leads to the shutdown of the second actuator 9 and the stroke limiter 10, the latter removes the restrictions on the movement of the fuel supply control 3, and hence the magnitude of the cyclic supply fuel in the internal combustion engine operating modes 1.

 To prevent unauthorized turning on of the device on the DRXX when the setter 5 is moved in operating modes, when using the typical idle mode with a minimum stable crankshaft rotation speed, as well as when starting the engine 1, switch 19 is forcibly turned off.

 The setting of the stroke limiter 10 of the control 3 sets the required value of the cyclic fuel supply on the acceleration cycles of the internal combustion engine 1.

Setting setting devices 16 and 17, upper and lower limits (in the variable resistors can serve as setting devices) suitable for a given set DVS1 speed (ω _in, ω _n) of the crankshaft. When the internal combustion engine1 is in operational load-speed modes, the power supply to the device circuit is turned off by switch 19.

 The movement of the fuel supply control 3 is limited when the device is set up to increase the cyclic supply by changing the length of the cut 23 of the travel stop 10 when the second actuator 9 is turned on. After the adjustment is completed, the length of the cut 23 is fixed by the latch 24.

 Elements of the proposed device can be used in the system of protection of the internal combustion engine from its "spacing" in emergency situations, for example, when jamming the fuel control (rail, dispenser, etc.). In this case, the transfer of the speed control knob (the RFC lever, etc.) to the off fuel supply position automatically turns on the device and, due to the combined action of the forces of the first and second electromagnetic actuators, as well as the RFC, the resulting force is created on the fuel supply control body, which moves the control body to side of the decrease in fuel supply, overcoming resistance to movement caused by jamming of the fuel control.

 A method of reducing the operational fuel consumption of a power plant is also applicable to carburetor ICEs and can be technically implemented on ICEs with single or multi-point fuel injection.

SOURCES OF INFORMATION
1. Zhdanovsky N.S. On the possibilities of the method of turning off the cylinders during testing of tractor engines // Sat. scientific works of LIMSKH, volume 8.- L, 1951.

 2. A.S. USSR N 1321876, class F 02 D 17/02, bull. N 25, 1987.

 3. A.C. USSR N 1242633, class F 02 D 17/02, bull. N 25, 1986.

 4. A.C. USSR N 1321892, class F 02 M 51/00, bull. N 25, 1987.

 5. Recommendations for starting and warming up automotive engines in the cold season / A. S. Shirkov, V.P. Trondin, G.I. Salamasov and others - M .: ONTIi GOSNITI, 1972, p. 51-70.

 6. A.C. USSR N 1225910, class F 02 N 11/08, bull. N 15, 1986.

 7. Belarus tractors MT3-80, MTZ-80L, MT3-82, MTZ-82L, MT3-82H. MTZ-82LN: Technical Description and Operating Instructions / I.F. Bruenkov, G.V. Mikhailov, E.A. Bomberov et al. - Mn .: Urajay, 1984, S.164-168, S.47-52.

 8. A.C. N 1451582, cl. G 01 M 15/00, bull. N 2, 1987 (prototype).

 9. Running-in ICE with dynamic loading / A.V. Nikolaenko, S.V. Timokhin, Yu. V. Rodionov, A.N. Morunkov.- Mechanization and electrification of agriculture, N 5, 1999, pp. 24-26 ( prototype).

Claims (2)

 1. A way to reduce the operating fuel consumption of a power plant, which consists in the fact that at idle operation of the internal combustion engine is carried out by successively alternating run-out and acceleration strokes with automatic action on the fuel supply control body, with a change in the crankshaft speed from upper to lower limits and complete shutdown of the fuel supply on the run-out cycles, characterized in that the minimum stable crankshaft speed in n at the start of the run-out cycle (end of the run-up cycle), the lower starting speed is the minimum starting speed at the beginning of the run-up cycle (end of the run-out cycle), and the mode is switched on and off, as well as the restriction on the cycle acceleration of the fuel supply at the level that ensures the most economical flow of the worker process of the engine occurs automatically according to the signal taken from the position sensor.  2. A device for reducing the operational fuel consumption of a power plant, comprising an internal combustion engine with a high-pressure fuel pump mounted on it, equipped with a fuel supply control body, a centrifugal speed controller of the crankshaft and a speed control unit, a sensor and a speed meter, a first electromagnetic actuator kinematically associated with the fuel control, the second electromagnetic actuator, limiter x yes the fuel control, the logic unit, the first and second electronic keys, the first and second comparators, the gears of the upper and lower speed limits and the power supply, characterized in that the circuit breaker and the position sensor are installed, while the second actuator is electrically connected to the output of the switch, and its anchor is unilaterally connected to the anchor of the first actuator through a travel stop, consisting of an adjustable tap with a latch screwed into the second an additional mechanism, and the travel limiter does not impede the movement of the armature of the first actuator and the associated fuel control to a position corresponding to the switched off fuel supply, and restricts their movement in the direction of increasing the fuel supply, in addition, the speed controller in the position corresponding to the minimum stable the frequency of rotation of the crankshaft, ensures the operation of the position sensor, the output of which is electrically connected to the first input of the second key, Torah input of the latter - a power supply output, the second switch output - to the input of the switch.

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