RU2263799C2 - Method of operation of heat internal combustion engine and device for implementing the method - Google Patents

Abstract

FIELD: mechanical engineering; heat internal combustion engines with power takeoff output shaft.

SUBSTANCE: according to proposed method, operation of separate individual functional compression, heat supply and expansion systems, interconnected both in series and in parallel, at carrying out thermodynamic processes of compression, heat supply and expansion are backed up, and mechanical work is divided to fulfill demands of heat engine and to overcome external load. In process of operation heat losses of engine are recovered by components of fuel mixture. In binary operating cycle of heat engine main and additional components of fuel mixture are used which are fed in process of compression by pumps and compressors along main lines of functional systems of engine through successive row of check valves into heat exchange sections where fuel mixture components are stored and prepared by heat exchange processes for fuel injection. Heat supply in gas distributing mechanism of combustion chamber is preceded and combined with completion of process of compression, and process of homogenization of fuel mixture is intensified. Process of compression is completed with formation of fuel charge in combustion chamber. In process of internal combustion heat supply in combustion chamber, ignition is backed up and combustion of fuel mixture is maintained. External combustion heat is supplied to combustion chamber with combination expansion nozzle, and water used in engine open cooling system is gradually heated, process of expansion of working media is combined with process of supply of external heat and heated water is converted in steam generator into super heated steam. Combination binary steam-gas flow is formed whose tangentially directed summary force pulse acts onto triple-shaft piston rotor where it is converted into binary cycle of working media large pressure in small sealed expansion volumes and small pressures of working media in large non-sealed expansion volumes are converted into mechanical work. Self-adjustable combination binary operating cycle of engine is formed in which both inner and outer supply of heat is effected. Stable operation of heat engine under automatic operating conditions self-adapting to changes of external load with self-adjusting redistribution of fuel mixture formation within the range of external performance characteristics of engine is provided. In "man-machine" control system, using manual control of engine operation, preset mixture formation is changed and heat release in combustion chamber at discretion of operator are provided. Proposed method can be used in heat internal combustion engine.

EFFECT: increased efficiency of heat internal combustion engine.

3 cl, 8 dwg

Description

The invention relates to the field of internal combustion engine (TD) with an output power take-off shaft. It can be used in various purpose stationary and transport power plants, including, for example, in cars.

A thermal engine (TD) is an engine in which thermal energy is converted into mechanical work. For the work of AP use chemical natural energy resources. TD are divided into piston engines (volumetric devices), rotary engines (combined devices) and jet engines (blade devices). Combinations of these types of engines are possible. According to the method of supplying heat to heat the working fluid, APs are divided into internal combustion engines (ICE), in which the processes of fuel combustion and the conversion of heat into mechanical work occur in the same cavities of the AP, and external combustion engines, in which the working fluid is obtained outside TD in special devices (Stirling engine, steam engine). The excellence of the AP is characterized by a number of performance factors (efficiency). Thermal efficiency does not depend on the properties of the working fluid and determines the ratio of the heat used in the cycle (equivalent to the work received) to the total amount of heat spent on the cycle. The perfection of the thermal process is evaluated by indicator efficiency and determines the ratio of the amount of heat equivalent to the indicator work to the total amount of heat introduced into the engine with fuel. Relative efficiency shows how close the indicator heat to thermal fits, determines the ratio of heat equivalent to indicator work to heat, equivalent to the work of a closed theoretical cycle. Mechanical losses of TD are taken into account by mechanical efficiency and are determined by the ratio of the effective power of the AP to its indicator power. Effective Efficiency estimates the total heat use of a real AP taking into account heat and mechanical losses and determines the ratio of the amount of heat equivalent to useful work to the amount of heat spent on getting this work, that is, the heat that could be released when the fuel was completely burned. All efficiency APs are interconnected and depend on changes in the mode of operation of APs. ICEs are cyclic-type TDs in which the set of different thermodynamic processes is carried out in a certain sequence and consists in transforming the chemical (more precisely, molecular or atomic) energy of the fuel mixture resulting from thermochemical oxidation reactions into thermal energy, which is converted into deformation energy and kinetic energy of gases partially realized in the kinetic energy of rotation of the shaft and mechanical work. The widespread use of internal combustion engines is explained by their compactness, low weight, ease of operation and mainly high effective efficiency. (up to 45%). Any body (air, steam, etc.) intended to act as a working agent can be heated before expansion to a temperature much lower than its burning temperature, therefore, in this case, it is inevitable to carry out the combustion process in ICE cylinders. The working cycle of the piston ICE is formed as a result of four reciprocating piston strokes (ICE cycles), while the crankshaft makes two full turns. Two-stroke ICEs do not have suction and exhaust cycles, while the crankshaft makes one revolution. ICE cycles, in contrast to the theoretical reversible direct Carnot cycle, are direct irreversible, since ICEs do not work in closed cycles and after each expansion process the working agent (combustion products) does not return to its original state, but is released into the atmosphere. Pistons in cylinders move at finite speeds, through the piston and cylinder there is an unproductive loss of thermal energy through heat conduction, heat transfer and radiation into the environment, as well as the friction of moving parts, therefore, the reversibility of thermodynamic processes is impossible. All these irreversible phenomena in the internal combustion engine lower the degree of perfection of the conversion of thermal energy into mechanical work, due to which the actual efficiency ICE less efficiency theoretical ideal cycles. In the Carnot cycle, the greatest conversion of heat to work is possible, however, ICEs do not work according to the Carnot cycle, since the slope of the adiabats and isotherms of the Carnot cycle at the temperature difference in the ICE is almost the same and the pressure / volume ratios are therefore very large, and therefore, we would have very high pressures (2500 ata) and large cylinder volumes (mainly due to the large stroke of the piston). However, a high degree of expansion leads to increased thermal and mechanical losses, large masses and dimensions of the internal combustion engine, which is also unacceptable. Therefore, ICE duty cycles consist of thermodynamic processes that do not cause very high pressures and high degrees of expansion. These cycles consist of two adiabats and two isochores, or two adiabats, isobars and isochores, or two adiabats, two isochores and isobars (in all cases there are no isotherms). Thus, the existing ICEs operate according to the following thermodynamic cycles: a cycle with heat supply at a constant volume (Otto cycle) —the theoretical cycle of engines with a low compression ratio; a cycle with heat supply at constant pressure (Diesel cycle) —the theoretical cycle of engines with a high degree of compression; mixed heat supply cycle (Trinkler cycle) - a theoretical cycle of uncompressed engines with a high degree of compression. The whole variety of piston internal combustion engines, including combined internal combustion engines (KDVS), can be classified by the method of the cycle (two- and four-stroke); according to the method of mixture formation (external and internal mixture formation); according to the method of ignition of the fuel mixture (compression ignition - diesels and gas diesels, with forced ignition from an electric spark - carburetor and gas engines, or ignition with injection of light fuel); by the method of filling the cylinder (naturally aspirated and pressurized, joint and separate filling of the cylinders); according to the type of fuel used (engines operating on liquid fuel, gas and gas-liquid). Historically, the first ICE appeared in the 19th century as a result of the improvement of the 18th century steam engines, in which a crank mechanism was used as a transforming power device. For more than a century of development, piston ICEs have reached a high degree of perfection. Due to the cyclical nature of the work in the internal combustion engine, high temperatures and high gas pressures are realized, which leads to their high fuel efficiency. Further trends in the development of piston ICEs are aimed at reducing their internal losses and increasing their power and economic performance with the goal of: reducing heat losses and the possibility of using heat-insulating coatings and materials to create an adiabatic ICE, effective efficiency which may be higher by 25%; reduction of friction losses as a result of structural improvements of ICE mechanisms using more advanced lubricants (motor oils) and universal additives such as plasticizing modifiers; improving the efficiency of the combustion process by means of stratified combustion or intense small-scale turbulent pulsation in a charge using forced injection and ignition of the fuel mixture; constructive and technological improvement of all ICE systems (cooling systems, lubrication systems, power and fuel supply systems, gas distribution mechanisms, etc.), including ICE control systems using onboard computers, to optimize the internal speed characteristics of ICEs for the rational use of power engine mode in the entire range of its work depending on the road load, with partial or complete shutdown of individual engine components (fan, water pump, muffler, individual cylinders ndry, etc.) in certain ranges of its work to improve the economic performance of the internal combustion engine.

Methods for the implementation of the ICE duty cycle, including a push-pull or four-stroke separate sequence of thermodynamic processes (inlet, compression, supply of heat with expansion, exhaust), with external or internal fuel mixture formation, various filling of the cylinders with the fuel mixture and its ignition, do not always ensure the rational use of pulsating heat release, which affects the stable operation of the engine with changes in external load. Also for all known devices of structural varieties of internal combustion engines - with a crosshead or throne crank mechanism (including trailed connecting rods), a different number of cylinders and their various locations (in-line, X- and V-shaped, opposed, vertical, inclined and horizontal), different degrees of compression, the degree of speed of the piston and the direction of rotation of the shaft (right or left rotation, reversible and non-reversible) - a significant drawback is the device for converting thermal energy into mechanical work, namely, the crank mechanism that converts the reciprocating motion of the piston in the cylinder into the rotational movement of the engine crankshaft, as well as the structurally tightly connected gas distribution mechanism, which does not have time to ensure high-quality formation of fuel with an increase in the angular velocity of the crankshaft rotation mixture, which is reflected in a decrease in engine power, its fuel economy and increased toxicity of exhaust gases due to their partial combustion. The reciprocating motion of the piston is characterized primarily by alternating accelerations and forces significantly increasing with increasing angular velocity of rotation of the crankshaft. In modern carburetor ICEs of passenger cars, the piston acceleration reaches 22,000 m / s per second, and the average piston speed is 16 m / s with an angular crankshaft rotation speed of 6,000 rpm. In the Aspin engine, these parameters respectively reach the following values: 93,000 m / s per second, 35 m / s and 14,000 rpm. The inertia forces of the masses of the engine, moving with variable in magnitude and direction speeds in the entire range of ICE operation, for some engine parts are the main calculated forces and are ultimately limited by the physicochemical properties of the materials used. Due to the effect of large alternating heat and dynamic loads in the crank mechanism, as well as inertia forces, torsional vibrations and all kinds of vibrations arising from the inevitable unevenness of the angular velocity of the crankshaft under the influence of both external and internal factors, the design of the piston ICE is complicated and economically unprofitable, despite their most widespread prevalence today. This applies to all internal combustion engines (stationary, ground transport, ship, aircraft), including KDV, which are usually classified according to the type of communication scheme between its piston, compression and expansion parts. Despite the wide variety of communication schemes between the various parts of the KDVS, all of them can be divided by this attribute into engines with mechanical, hydraulic, gas and combined communication; reciprocating gas generators with a gas turbine, the shaft of which is connected to the consumer's shaft. Therefore, often the work on constructive and technological improvements of the piston ICE does not live up to expectations. A similar situation at one time arose and was observed in aviation, when the requirements for piston ICEs, which appeared when necessary to solve urgent problems, were increasing, eventually led to the creation of jet engines.

Structurally, jet engines are divided into rocket engines and jet engines: uncompressed and turbocompressor (gas turbine) with a variety of turbojet, as well as turboprop and turbo. Turboprop and turboshaft engines are engines of indirect reaction, in which all or most of the useful work is transferred to the propulsion device (shaft, screw, wheel, etc.), through which traction or movement is created. The remaining engines are direct reaction engines, in which useful work is spent only on the acceleration created by the kinetic energy of the exhaust gases, except in aviation and astronautics, they are not widely used due to the specific features of their purpose (the design does not have an output power take-off shaft) , and therefore will not be considered in the future. A gas turbine engine (GTE) is a heat engine designed to convert the chemical energy of combustible fuel into kinetic energy of a jet of gases and into mechanical work on the engine shaft, the main elements of which are a compressor, a combustion chamber, and a gas turbine. GTEs are rotary engines, they do not have power mechanisms with reciprocating motion and are connected directly or through a reducer to a power consumer. GTEs are widely used in aviation, and are also used in locomotives, ships and cars (as transport engines) and for driving electric generators, blowers, blowers and compressors (as stationary power plants). Thermal efficiency GTE is not less than that of other internal combustion engines. In them, unlike piston ICEs, a complete adiabatic expansion of exhaust gases to atmospheric pressure is possible, they can be performed at high speeds, and this makes it possible to concentrate very large powers in one power unit with relatively small mass and dimension parameters, which is unattainable in piston ICEs . The power and economy of a gas turbine engine does not decrease with an increase in speed, as in a piston internal combustion engine, but increases; moreover, heat recovery can be used in a gas turbine engine. In automobile twin-shaft gas turbine engines, centripetal (compressor) and axial (traction) turbines are used, and for the engine to operate in different modes, the devices of the rotary blades of the traction turbine are used or overrunning couplings between the compressor or traction turbines are used, which not only complicates the design of the engine, increases its mass , size and cost, but also qualitatively improves the gas turbine engine as a power device. GTE are distinguished by high starting qualities, good balancing and balance. In an ideal gas turbine engine, air is sucked in by a compressor, compressed to the required pressure, and fed into the combustion chamber, where liquid or gaseous fuel is also supplied. The fuel mixture thus formed in the combustion chamber at the required temperature, controlled by the amount of air supplied (air is supplied in excess to provide acceptable combustion temperatures), ignites and expanding gases enter the nozzles of the gas turbine, where their deformation energy during adiabatic expansion through the turbine blades goes into the kinetic energy of the gas velocity stream and the kinetic energy of rotation of the rotor and the output power take-off shaft, where it is converted into mechanical work. The method of implementing the GTE duty cycle consists in simultaneously implementing a sequence of thermodynamic processes of compression, heat supply and expansion, and differs in the embodiment of the thermodynamic process of continuous or pulsating heat supply. Therefore, GTE cycles are carried out according to the same thermodynamic processes as in conventional piston ICEs: with heat supply at constant pressure (the most common) and with heat supply at a constant volume. Thermal efficiency GTE cycle with isobaric heat supply increases with increasing degree of compressor pressure increase (compression ratio), and with isochoric heat supply increases with increasing degree of compressor pressure increase and increasing degree of isochoric pressure increase. However, high temperatures have a destructive effect in gas turbine engines (especially on gas turbine blades), which almost does not affect the operation of piston ICEs, since the cylinder and piston are relatively easy to cool, in addition, the effect of high temperatures occurs periodically, according to the ICE cycle time, but not continuously, as in a gas turbine engine. Thus, the temperature of the combustion products of the fuel mixture limits the increase in the degree of increase in pressure in the compressor and the increase in the degree of isochoric increase in pressure, which implies that a further increase in thermal efficiency GTE cannot be solved by the creation of stronger and more heat-resistant materials. Compression of air in the compressor along the isotherm and expansion of gases along the isotherm is impossible due to the presence of internal losses. It is necessary to bring the actual cycle of the gas turbine engine as close as possible to the generalized Carnot cycle in order to obtain the highest thermal efficiency characterizing the perfection of the conversion of thermal energy in a heat engine. To accomplish this, they resort to multi-stage air compression in a compressor with intermediate air cooling and multi-stage expansion of gases in a turbine with an intermediate supply of heat. The GTE cycle with two to three stages of compression and one or two stages of expansion is considered to be the most optimal, since a further increase in the number of stages slightly increases the increase in thermal efficiency, but significantly complicates and increases the cost of the design of a gas turbine. The use of heat recovery and stepwise compression and expansion increases the thermal efficiency of both the cycle with isobaric heat supply and the cycle with isochoric heat supply, however, in the latter, heat recovery is carried out at constant pressure, which is caused by a simpler constructive process regeneration. The efficiency and degree of perfection of any thermodynamic cycle is determined by the value of thermal efficiency cycle. However, for comparison, the efficiency of various cycles, it is necessary to accept a certain number of identical conditions that will reveal a more perfect cycle, since thermal efficiency depends on the degree of compression, and on the degree of increase in pressure, and on the degree of preliminary expansion. If we compare the cycles of a gas turbine engine with heat supply at the same minimum and maximum temperatures and with the same degrees of pressure increase in the compressor, which is equivalent to the same degrees of compression, then, as in the cycles of piston ICEs, thermal efficiency in a cycle with heat supply at a constant volume, there will be more thermal efficiency in a cycle with heat supply at constant pressure. A similar situation is observed in uncompressed jet engines, for example, with the same compression ratio and the same amount of heat supplied, thermal efficiency cycle with isochoric process (pulsating motor) more thermal efficiency cycle with isobaric heat input. If we accept the same conditions for temperatures, and others for the degree of pressure increase, for example, the degree of pressure increase with isochoric heat supply is less than with isobaric, then the thermal efficiency the first cycle will be less thermal efficiency the second cycle, that is, under the given conditions, the cycle of the internal combustion engine with a high compression ratio is more efficient than the cycle of the internal combustion engine with a low compression ratio. Thermal efficiency mixed heat supply cycle has an intermediate value in comparison with thermal efficiency two other cycles of the internal combustion engine.

Despite the fact that the method of performing a gas-turbine engine cycle differs from the internal combustion engine cycle method by the possibility of simultaneously implementing a sequence of thermodynamic compression, heat supply and expansion processes during separate mixture formation of the fuel mixture and its forced ignition in the combustion chamber, the gas-turbine engine cycle implements low-pressure heat the working fluid in large volumes of expansion, while the working cycle of the internal combustion engine realizes the heat of large pressures of the working fluid in small volumes of expansion Nia. Therefore, in gas turbine engines, in addition to the destructive effects of high-temperature regimes, there are drawbacks associated with starting and warming up the engine, high fuel consumption at low revs and incomplete combustion, there is a tendency to surging the compressor and spacing of the turbine during a sudden load shedding, and a significant noise level is also created exhaust exhaust gas, which limits the possibility of their widespread use.

The search for technical solutions for creating TDs with an output power take-off shaft and embodying the best qualities of piston and gas turbine engines with the elimination of the inherent disadvantages of these engines led to the creation of a series of rotary engines: rotary piston and piston turbine engines (see applications NDP No. 268245, No. 268246, No. 272915, class F 02 B, 1989, and also US patent 3757515, class F 02 B, 1973 and international application No. 84/04354, class F 02 B, 1984). Along with structural improvements, methods for improving fuel mixture formation are known, for example, see USSR Author's Certificate No. 1404676, 4 F 02 M 29/00 of 11/05/86.

The most interesting and rational was the Felix Wankel rotary piston engine (RPD), operating on the thermodynamic cycle of a carburetor ICE, but having a completely different design. The RPD case is an analogue of a cylinder of a conventional piston internal combustion engine, it is stationary and its internal walls, made according to a special epitrochoid curve, have a two-epitrochoidal profile and are cooled by liquid. Bearings are installed in the end walls of the housing, bolted to it, in which an eccentric working shaft rotates with a rotary curved convex triangular piston freely mounted on it, the ends of which are equipped with sealing plates and slide along the epitrochoid of the cylinder body, and between the cylinder body and sections are created by the rotor-piston that are completely isolated from each other and change when the rotor-piston rotates in volume. For one revolution of the rotor-piston there are four changes in the volume of the sections and at the same time three turns of the eccentric shaft, which is simultaneously the power take-off shaft, are performed. The RPD does not have a valve timing mechanism, it is replaced by inlet and outlet openings that open and close at the right moments of time with the faces of the rotating rotor-piston. These openings, operating with a greater frequency than the inlet and outlet openings of the piston ICE, ensure the continuity of the flow of the fuel mixture and exhaust gas, which positively affects the efficiency of the process of the inlet and outlet of the RPD compared to the piston ICE. The temperatures of the cylinder walls of the piston ICE and the walls of the RPD case-cylinder differ in favor of the latter, which positively affects the nature of the individual processes of the RPD working cycle, for example, the possibility of obtaining a higher compression ratio with greater resistance to detonation combustion of the fuel mixture, although detonation in RPD is so undesirable as in piston ICEs. The specific gravity and dimensions of the RPD are much smaller than conventional piston ICEs, which is their great and undeniable advantage. The external high-speed characteristics of the RPD are inferior to the similar characteristics of the four-stroke piston internal combustion engines and are comparable with the characteristics of the two-stroke piston internal combustion engines, especially at high speeds, however the RPDs are inferior to the piston internal combustion engines in fuel economy. A significant problem for the RPD is the compaction of the friction mating surfaces forming the gas sections, their wear resistance and, accordingly, the low service life of the RPD. The combustion chamber in the RPD has an elongated shape and is practically not subject to further structural changes due to its formation when the body-cylinder and the rotor-piston are mated.

Having a number of significant advantages over piston ICEs, RPDs have the same rigid functional dependence, but not reciprocating, but rotational motion of the rotor-piston on the angular speed of rotation of the output power take-off shaft, which changes as a result of the influence of an external variable load, which inevitably affects external speed characteristics of the RPD, as well as the toxicity of its exhaust gases. Although RPDs have existed (since 1957) for about 50 years and have a number of advantages in comparison with piston ICEs and gas turbine engines, it is obvious that they will not receive mass distribution among ICEs because of their fuel economy, as well as the constructive formation of working sections (including number of the combustion chamber) and the resulting limitations on improving the RPD in order to approximate the actual thermodynamic processes of the engine to the theoretical thermodynamic processes of the generalized Carnot cycle. Their most likely mass application as rotary piston compressors (RPK) for compressing air (gases), where their efficiency will be significantly higher.

Less common varieties of TDs are also known, which differ from ICE, GTE and RPD, both in working methods and in construction devices.

A free-piston machine or an engine with freely moving pistons, a two-stroke engine with direct-flow blowing, in which there is no crank-slide mechanism, that is, the reciprocating movement of the piston does not turn into rotational movement of the crankshaft. Pistons moving in opposite directions perform a direct or working stroke under the action of gases in the engine cylinder, and the reverse, under the action of compressed air in compressor or buffer cavities. The operation of the free piston machine is possible with the symmetrical movement of the pistons provided by the synchronizing mechanism - a connecting rod-articulated or rack-and-pinion gear.

Installations with free-piston gas generators (LNGG) are an internal combustion engine paired with a compressor; are in the form of a free piston machine. The conventional LNG design has 2 scattering pistons, each of which is rigidly connected to the compressor piston. The mixture of exhaust gases of the engine and compressed air of the compressor serves as the working fluid of the gas turbine. The combination of LNGG and a gas turbine is one of the types of KDVS. LNGS are a type of KDVS, in which the power of the piston engine is used to drive the compressor, and the power of the gas turbine is given to the consumer. Such a combination of combined engine units is possible at a certain level of boosting the working process, at which the power of the piston engine is equal to the power consumed by the compressor. In this case, the engine in the unit with the compressor becomes the generator of hot gas used in the gas turbine to drive the propulsion device or machine guns.

The free-piston engine-compressor (SPDK) is also a free-piston machine in which the energy received in the engine cylinder is directly transferred to the compressor pistons connected to the working pistons of the engine without intermediate mechanisms. Part of the compressed air is spent on purging the engine cylinder, and most of the rest of the compressed air is supplied to the consumer.

Compressor engine (CD) - ICE, usually a diesel engine, in which fuel is supplied to the cylinders by air compressed to 6 MPa. Due to the significant mass and dimensions, as well as the difficulty of regulating air pressure at different rotational speeds of the crankshaft, the KDs are not used as transport (except for ships).

KDVS received their further development in rotary piston turbine engines (RPTD), in which the cylinders are located on the periphery of the gas turbine in the axial or radial direction relative to its output shaft. In each cylinder of the RPTD there is a piston or a pair of opposing pistons that perform a reciprocating controlled movement carried out by mechanical mechanisms of rotational action (cam, etc.) or pneumatic mechanisms. Known RPTDs have a wide variety of communication schemes between different power parts of the engine and are divided by this feature into engines with mechanical, hydraulic, pneumatic (gas) and combined communication. The engine uses the two-way action of the piston (on the one side of the piston, air or fuel mixture is admitted and compressed, and on the other side of the piston, the fuel mixture is ignited and the combustion products expand). The thermal energy converted in this way through the deformation energy of the gas mixture during the stroke of the working stroke and exhaust partially passes into the kinetic energy of the gas stream and is converted into the kinetic energy of rotation of the gas turbine (output power take-off shaft), and is partially spent in the process of forming the intake and compression stroke on the deformation energy of a newly created fuel mixture or air. The gas distribution in the RPTD is carried out by control valves of reciprocating or rotational action. Pistons in RPTD cylinders return to their original position with the mechanical drive mechanism — by the mechanism itself, and with a pneumatic drive mechanism — by the spring (due to the deformation energy of the pre-compressed spring on the stroke of the stroke). Consequently, some RPTDs with mechanical drive mechanisms work with a constant (rigid) functional dependence on the angle of rotation of the output power take-off shaft, while other RPTDs with pneumatic drive mechanisms work with a variable (more flexible) functional dependence on the angle of rotation of the output power take-off shaft, and this means that they are less dependent on the effect of an external variable load applied to it. The conversion of kinetic energy of rotation between a gas turbine and an output power take-off shaft can in any case be carried out directly or through various reinforcing or attenuating mechanisms, as well as their combinations.

RPTD, not associated with a rigid functional mechanical dependence of the reciprocal motion of the pistons in the cylinders on the angle of rotation of the output power take-off shaft, is presented in US Pat. No. 3,757,515, cl. F 02 V, 1973. The engine solved the problems of the interconnected mechanical movement of the pistons, since their speed was limited by the critical level threshold of the piston system and its components. In this reciprocating turbine engine, the method of operation has been changed, which has allowed to abandon the mutual mechanical movement of the pistons. The exhaust gases in one combustion chamber expand and, compressing the spring installed behind the piston, enter the gas turbine and simultaneously inject fuel and air into the other combustion chamber. Thus, the engine cycle is periodically repeated from one chamber to another chamber, which are installed on the periphery of the turbine. In this engine, unlike piston ICEs, the frequency of movement of the pistons is carried out by a piston pneumatic mechanism and is not rigidly dependent on the angular velocity of rotation of the gas turbine and the output power take-off shaft. The external load during the expansion of exhaust gases has little effect on fuel mixture formation during compression, which affects the stable operation of the engine and contributes to better adaptability of the engine to a change in the angular velocity of rotation of the gas turbine and increase its power. In the gas distribution mechanism, a system for automatically opening and closing the distribution valves, corresponding combustion chambers, synchronizing and self-adjusting engine operation is provided.

However, the engine presented in US patent 3757515, CL. F 02 B, 1973, has a number of significant drawbacks inherent in piston ICEs. This is primarily the reciprocating movement of the piston in the cylinder and the valves of the gas distribution mechanism, the cooling of the cylinder in the region of the combustion chamber with coolant (unproductive heat loss), the presence of a compression spring working with great cyclicity in the high-temperature zone. The failure of any element in one piston group (compression springs, spark plugs, control valves, pistons and piston rings, etc.) ultimately leads to a failure of the entire engine, since the sequence of its operation is disrupted. Failure of one cylinder automatically causes a failure in the subsequent cylinder.

USSR copyright certificate No. 1404676, 4 F 02 M 29/00 dated 11/05/86 "Method for the homogenization of a combustible mixture in an internal combustion engine and device for its implementation." A method for the homogenization of a combustible mixture in an internal combustion engine is proposed, which consists in mixing fuel with air, the resulting combustible mixture is sent to evaporative heat transfer surfaces, heated by a flow of liquid heat carrier passing through the cavities of heat transfer surfaces connected to the cooling system, evaporate fuel and direct the fuel mixture into engine cylinders, characterized in that in order to increase the intensification of the process of mixture formation and the degree of homogeneity of the combustible mixture , spark electric discharges are generated in the coolant flow with the formation of shock waves, the latter are converted into plane ones and sent to the heat exchange surfaces in the form of beams, the combustible mixture of fuel and air being sent by contacting it with the entire evaporative surface, and the fuel is evaporated in shock mode vibrations both on evaporative surfaces and in the volume of the flow of the combustible mixture ... (four types of method implementation follow).

This improved method of external mixture formation helps to increase the rate of combustion of the fuel mixture, therefore, ultimately increases thermal and other efficiency TD, however, even with joint ultrasonic processing of the fuel and its complete combustion with high-quality preparation of the fuel components does not allow to achieve a higher combustion rate due to the low level of molecular activation of the reacting molecules. A more excited molecular state of the reacting molecules of the fuel components can be obtained only with an improved method of internal mixture formation, as well as appropriate (electrothermal treatment) preparation of the fuel components, which with complete combustion of the fuel will significantly increase the rate of combustion of the fuel mixture and bring it closer to detonation (explosive) combustion rate. This will inevitably lead to a review of the design of devices capable of converting thermal energy into mechanical work under high temperature conditions and high combustion speeds.

A review of the prior art of energy machines for converting thermal energy into mechanical work came down to consideration of volumetric (piston and rotor-piston) and blade (rotor-turbine) TDs. Piston TDs of volumetric devices with many different power mechanisms (lever, gear and cam, including crank-slide, rocker-lever, lever-cam, lever-gear, lever-ratchet, etc.) transform the energy of deformation of the working fluid into mechanical work with a piston moving in a cylinder. At the same time, the volume periodically changes along with other thermodynamic parameters according to the methods of implementing the internal combustion engine working cycle (2- or 4-stroke separate sequence of thermodynamic processes embodiment with differences in heat supply processes). In RPD between the rotor and stator, the volume of the formed chambers also periodically changes along with other thermodynamic parameters. According to the principle of operation, they, like piston ones, are volumetric machines, however, by the uniformity of rotation of the main shaft, they approach the blade machines due to the lack of a crank-slide mechanism and the presence of several combustion chambers around the circumference of the rotor. Rotor-turbine TDs are the machines of a blade device and convert the kinetic energy of a moving working fluid into kinetic energy of rotor rotation according to the methods of performing a gas turbine engine cycle (simultaneous sequence of thermodynamic processes with differences in heat supply processes), while power transfer occurs through a change in the angular momentum during passage working fluid through a turbine wheel. Due to its good economy, compactness, reliability and the ability to realize a large unit power, the turbine has virtually replaced piston steam engines from modern energy. A review of existing TD volumetric or blade devices, reduced to the preferred conversion of the energy of the working fluid into mechanical work on the output shaft of the power take-off, is characterized by efficiency TD with the identification of the advantages and disadvantages inherent in TD. The need to create a TD, embodying the tendency to further improve engine building, is suggested by a comparative generalizing analysis of existing TDs, which were considered in the above review of analogues and prototypes (ICE, RPD, GTD, including KDVS, SPGG and SPDK, RPD and RPTD).

The goals and objectives to be solved by this invention are to increase the efficiency new TD based on multivariate theoretical analysis, in particular, energy and exergy balances of TD, when changing the working methods and design devices of the TD as a result of reviewing the operation of all functional TD systems, including fuel mixture formation with the conversion of atomic-molecular energy of the fuel mixture into mechanical work.

In any thermodynamic system, including an internal combustion engine or another other thermal machine, a set of macroscopic bodies interacting with each other and with other bodies occurs (according to the law of conservation of matter) in the form of exchange of energy and matter.  In practice, the change in the internal energy of a TD is carried out in two fundamentally different ways: by heat exchange and the completion of work.  Thus, the conversion of chemical (molecular or atomic) energy of a fuel mixture during its combustion occurs as a result of macroscopic ordered movement of microparticles of combustion products, followed by the conversion of their force pulses into mechanical work.  As a result of their exchange, in the form of chaotic non-directional movement of microparticles (heat transfer between substances), the processes occur both inside the thermodynamic system under consideration (internal environment) and with other bodies (external environment).  The totality of the kinetic energy of the thermal translational and rotational motion of molecules, the kinetic and potential energy of atomic vibrations in the molecules, the potential energy due to intermolecular interactions, the energy of the electron shells of atoms and ions constitute the internal energy of the thermodynamic system, in which the energy of thermal motion occurs when the temperature of the parts of the matter is transferred as a result of their contact or random, spontaneous electromagnetic oscillations.  Internal energy depends on the thermodynamic state of the system, it is an unambiguous function of the thermodynamic state of the system, and the value of internal energy in any state does not depend on how the system came to this state.  And since the internal energy of the thermodynamic system consists of the sum of free and bound energies, the condition for the minimum free energy will be a necessary and sufficient condition for the equilibrium of the thermodynamic system.  Free energy, enthalpy, and internal energy are thermodynamic potentials, and in equilibrium (nonequilibrium) thermodynamic processes in which some of the system parameters remain constant (in isothermal, isobaric, adiabatic, polytropic processes), the decrease in thermodynamic potentials is equal to (more) the work performed by the system .  Mathematically, any possible elementary change in internal energy is a complete (exact) differential (entropy has exactly the same property).  The thermodynamic system of any real AP, open, exchanging energy and matter with other systems, therefore, the state parameters of a thermodynamic system in a nonequilibrium mechanical and thermal state are interconnected and constantly change in the process of its interaction with the external environment.  The internal energy, pressure and volume are determined by the state of the thermodynamic system of the TD in a functional dependence on temperature in the form of enthalpy, while the entropy of the working fluid varies with the amount of heat transferred (supplied or withdrawn).  In the most general case, when the thermodynamic system, in addition to the work of expansion, performs some other work, for example, the work of magnetization, heat transfer, radiation, and others, the amount of heat communicated to the system is determined by the change in enthalpy (change in "heat content"), which, like internal energy, is function of the state of the system.  In this case, the thermodynamic processes occurring, determined by the functional dependences of pressure on volume and temperature on entropy, respectively characterize the work performed and heat exchange with the external environment (and entropy is considered as a measure of the thermal inoperability of the working fluid), able to perform work ensuring equal moments on the motor output shaft.  The heat capacity of the working fluid depends on the nature of the thermodynamic process in which heat is introduced or removed, it does not depend on either volume or pressure, but it is uniquely a function of temperature, thereby determining the potential for heat transfer.  The temperature of the equilibrium state of the system is proportional to the kinetic energy of the microparticles of the working fluid (gas, air, water vapor, etc.). P. ), it is an obvious sign of the possibility of energy transfer during heat transfer in the form of heat, since temperature determines the thermal equilibrium of a thermodynamic system.  The pressure of the working fluid is determined by the ratio of the sum of the normal forces to the surface of the forces generated due to impacts on the surface of randomly moving microparticles of the working fluid to the surface area.  Pressure determines the potential for a job.  The volume of the working fluid in the thermodynamic process is inextricably linked with the parameters of its pressure, which can remain constant or functionally dependent on the volume, since the volume determines the mechanical equilibrium of the thermodynamic system.  In the nonequilibrium state of the thermodynamic system, mechanical work can be performed for some time due to a decrease in the internal energy (its component of free energy) of the thermodynamic system TD, however, in the equilibrium state, mechanical work is impossible, despite the fact that the working bodies have a certain potential margin internal energy.  A certain amount of heat brought to the thermodynamic system of the thermodynamic system generally leads to a change in the internal energy of the system and to the fulfillment of external positive work, which is possible only with an increase in its volume.  The change in the internal energy of the working fluid is determined only by the difference in its final and initial states, while the external work depends on the nature of the thermodynamic process, which leads to a change in the kinetic energy and the strain energy (potential energy) of the working fluid.  Any natural processes are always directed towards the achievement by the system of an equilibrium state (mechanical, thermal, etc.). P. )  In any open thermodynamic process with increasing volume, positive work is done, but the expansion process cannot continue indefinitely, and therefore, the possibility of cyclic conversion of the heat released during fuel combustion into mechanical work is limited.  Each elementary process that enters the thermodynamic cycle is carried out when heat is supplied or removed, accompanied by positive or negative work, an increase or decrease in the internal energy of the working fluid, but always when the condition for energy conservation is met, which does not arise and does not disappear from nothing but passes from one form of matter to another.  Therefore, the operating conditions of any TD are reduced to the need for hot (supply) and cold (removal) sources of heat, cyclic operation of the engine and transfer of part of the amount of heat received from the hot source to the cold source, including without turning it into mechanical work, which due to the fundamentally unrecoverable heat loss (interconnected kinetics of exothermic and endothermic combustion reactions and heat carried away with exhaust gases), as well as fundamentally disposable heat E losses (poor mixture formation, physical incomplete combustion of the fuel mixture, heat transfer elements with TD structure of gas exchange processes, heat losses corresponding to mechanical losses resulting from friction between mating parts and mechanisms nodes TH and t. P. )  The resulting work of the thermodynamic cycle is determined by the difference in the work of expansion and contraction.  The economy of the work of the AP is the higher, the greater the work of the cycle for a given supply of heat, which is determined by thermal k. P. d. , which characterizes the ratio of the heat (or work received) used in the cycle to the total amount of heat spent on the heat supply cycle.  The ambient temperature (external environment) is usually used as a cold (exhaust) heat source.  To obtain a hot (supply) source of heat inside the fuel, fuel is burned; therefore, it is very important to create the necessary conditions for high-quality ignition and combustion of the fuel, so that in the allotted time interval with minimum fuel consumption, it will be completely burned with maximum heat emission (heat input).  Combustible substances are used as fuel, which is economically feasible to use to obtain a significant amount of heat released as a result of thermochemical oxidation reactions of the fuel mixture with the formation of hot products of complete combustion (flue gases).  Basically, these are fuels of organic origin of a liquid or gaseous state (natural or artificial), when used, the heat is released as a result of thermochemical reactions of the combination of combustible fuel elements (carbon, hydrogen, sulfur, oxygen and nitrogen, which are in the form of various complex chemical compounds that make up combustible mass of fuel) with an oxidizing agent (usually atmospheric oxygen).  Hydrocarbons, as oil distillation products that are part of ICE fuels, are divided into four main groups that have their own characteristic features: alkanes (paraffin series), alkenes (olefin series), cyclanes (naphthenic series) and aromatics.  Motor fuels mainly consist of carbon atoms bonded to each other by hydrogen atoms, and these compounds are very diverse both in the number of atoms in the molecule and in the structure of molecular compounds, which inevitably affects the physicochemical properties of many components of motor fuels (state of aggregation, density, viscosity, knock resistance and many other characteristics).  Carbon and hydrogen, as the main fuel components, represent the most valuable energy part of the fuel, since 1 kg of carbon, when completely burned to carbon dioxide, emits 33.65 MJ, and 1 kg of hydrogen releases 141.5 MJ with conversion to water.  In fuel, hydrogen is partially bound, making up the internal moisture of the fuel, which lowers its thermal value.  Hydrogen plays a large role in the formation of volatile substances released when the fuel is heated without air.  When heating fuel without access to air, intermolecular bonds between individual atoms and atomic links are weakened.  Least strong bonds are characteristic of more complex organic molecules.  Complex molecules break up into simpler units, forming new products of combustion with a higher flash point.  The simplest hydrocarbons decompose last - methane, ethylene and others.  The strongest methane molecules are destroyed at temperatures above 600 ° C, decomposing into hydrogen and carbon, the crystal lattice of which allows gases (oxygen and others) to penetrate between the layers and carry out bulk chemical reaction.  Therefore, hydrogen during heat treatment of fuel in the composition of volatile substances can be in pure form, in the form of hydrocarbon and other chemical compounds.  Oxygen and nitrogen are the internal ballast of the fuel, reducing the content of combustible elements: oxygen binds part of the hydrogen in the fuel, as a result of which the fuel is partially depreciated.  The moisture of the fuel, as well as ash, the ballast component of the working mass of the fuel, reduces its energy value.  1 kg of sulfur contained in the fuel in the form of organic compounds and sulfur salts emits up to 9 MJ during complete combustion, however, the presence of sulfur sharply reduces the quality of the fuel due to the formation of sulfur dioxide gases during fuel combustion, which negatively affect the quality of the metal and other materials in contact with gases.  The most important characteristic of a fuel is its calorific value (the amount of heat released during the complete combustion of the fuel).  It can be higher (ideal) and lower (real), which is less than the highest by the amount of latent heat of vaporization of moisture, both contained in the fuel and formed during its combustion.  In general, combustion reactions are associated with a change in the electron shells of atoms and do not touch their nuclei, since during chemical reactions, the nuclei of the reacting elements remain intact and are completely transferred to the molecules of new, more stable chemical compounds.  Only new collisions of active molecules lead to the formation of new molecules, which at that time had additional energy (activation energy) sufficient to weaken and destroy the intramolecular bonds that existed before their collision.  Without the destruction of these bonds, the rearrangement of atoms of colliding molecules cannot be carried out.  The implementation of a direct exothermic reaction becomes possible after overcoming the energy barrier from the initial energy (average) level to the highest level.  The reaction that has begun will then spontaneously transfer to a lower level with the release of an appropriate amount of heat.  The reverse endothermic reaction takes place with the absorption of an appropriate amount of heat, but for this it is necessary to overcome a higher energy barrier from lowered to highest energy levels, with a higher activation energy of colliding molecules.  The components of the chemical combustion reaction are interconnected by certain stoichiometric dependencies characterizing the total quantitative ratios of the initial and final products of fuel combustion during theoretical oxygen consumption.  They do not reflect the sequence of fuel combustion, since in the overwhelming majority of chemical reactions, the conversion of initial substances to final ones occurs not directly, but with the formation of a number of intermediate products.  In the development of a chain reaction, the leading ones are active particles that readily react with initial or intermediate substances.  These active particles are hydrocarbon molecules after the removal of one or more hydrogen atoms or several atoms with unsubstituted valencies from them, and their existence is fleeting.  To start chemical reactions, a causative agent is needed, which are the active particles formed in the zone of electric discharge (in the carburetor ICE) or the most heated part of the injected fuel (diesel ICE).  According to the theory of chain reactions developed by academician Semenov, combustion is a chain reaction with branched chains, during which each active molecule quickly generates a series of new active centers that accelerate the course of reactions.  So, during the combustion of hydrogen, unstable intermediate substances are formed - atomic hydrogen and oxygen, as well as a hydroxyl radical.  The reactions between them are much faster than ordinary molecular reactions due to the lower activation energy.  The combustion of carbon monoxide proceeds in the same way as a branched chain reaction, and atomic oxygen and hydrogen, as well as hydroxyl, present in the flame of carbon monoxide are the causative agents of molecular chains.  Combustion of hydrocarbon compounds, in which the listed gases are the main components of gaseous fuels, is also generally chain in nature.  Despite the rapid development of the chain reaction, a continuous increase in the burning rate may not be observed, since simultaneously with the development and branching of the reaction chains, reverse phenomena occur that are related to the termination of chain reactions due to the ingress of active particles on the walls of the combustion chamber or collision with inert gas molecules.  Therefore, the nature of the combustion process depends on the qualitative and quantitative ratio of arising and terminating chain reactions.  Combustion, as a chemical process of combining fuel with an oxidizing agent, accompanied by intense heat generation with a sharp increase in temperature of more stable combustion products, largely depends on mixture formation, ignition, flame propagation, diffusion and initial temperature, initial pressure, concentration, heat capacity, heat transfer and many other factors (processes and parameters) proceeding in conditions of close interconnection.  The conditions of fuel combustion in different heat engineering devices and their preparation for burning are different, as are the fuels themselves.  In combustion chambers of internal combustion engines and gas turbine engines, combustion is carried out with the greatest completeness and products of more complete combustion are obtained.  Gasification processes are carried out in gas generators, in which oxygen, air, water vapor and carbon dioxide are used as oxidizing agents, as a result, combustible gaseous gasification products are obtained with combustion reactions that are common in nature, which allows two-stage fuel combustion, for example, in the same combustion device or combustion chamber of the internal combustion engine.  When fuel is heated without air access, the output of volatiles is uneven in time and depends on temperature for each type of specific fuel, however, the higher the qualitative and quantitative yield of volatiles, the lower the ignition temperature, the easier it is to ignite the fuel with a larger transparent ceteris paribus or a luminous zone of a gas volume in which a combustion reaction takes place, that is, with a large volume of flame.  The process of ignition of the fuel always precedes combustion.  Oxidation reactions of the fuel mixture can also occur at low temperatures and atmospheric pressure, while the heat released during the reaction will be lost in the environment and the fuel mixture will be in a state of thermal equilibrium.  With an increase in the temperature of the fuel mixture and the walls of the vessel in which it is located, for example, a cylinder or a combustion chamber, the heat release from the oxidation reaction will increase and there will come a moment when the heat release from the oxidation reaction exceeds the heat dissipation from the cylinder or combustion chamber, the temperature of the mixture abruptly (abruptly) increases, self-acceleration of the reaction occurs and the mixture burns out almost instantly.  If separately heated jets (flows) of combustible gas and air are mixed, then at a certain temperature ignition will occur, and then the fuel mixture will burn.  The combustion process of the fuel mixture can begin by self-ignition or forced ignition, for example, from an electric spark discharge or a small flame.  In this case, a forced ignition of the fuel mixture will occur, as a result of which chain reactions of combustion will cover the entire volume due to the spread of the flame, but not instantly, but with a certain volumetric burning rate.  Consequently, when ignited, the fuel mixture needs additional heat supply: the faster the temperature of the fuel mixture rises, the more intense the ignition.  Obviously, factors that delay the ignition are: high humidity of the fuel; increased fuel ignition temperature; small heat-absorbing surface of the fuel (poor mixture formation); low initial temperature of the fuel and the supply of unheated air to the combustion chamber.  The ignition temperature of the fuel mixture (the minimum temperature of its ignition) is not a constant physico-chemical quantity, while the ignition limits and the explosive limits of the fuel mixture are the same.  There are lower and upper limits for the concentration of combustible gases mixed with air or with oxygen.  These limits for various fuels are not constant, but depend on the temperature, pressure and degree of turbulence of the fuel mixture, which provides contact of the fuel with the oxidizing agent.  With increasing temperature of the fuel mixture, the flammability limits expand somewhat, and with increasing pressure, they come closer.  Residual gases in the fuel mixture narrow the flammability limit.  Outside the concentration limits, fuel mixtures do not ignite, however, if the gas content in the mixture exceeds the upper concentration limit and the gas does not burn, then it can burn when it expands into the atmosphere.  Gaseous products resulting from the combustion of the fuel mixture are products of complete combustion, as well as products of gasification and decomposition.  Therefore, for overburning too enriched fuel mixtures, as well as distillation products, sharp blasting is used, which means additional air supply (including re-supply, with a significant amount of gasification products) in the form of a series of jets crossing the gas stream at high speed.  An increase in the temperature of the air going to combustion allows one to raise the calorimetric, and, consequently, the actual temperature of combustion of fuel.  Combustion can be homogeneous (more efficient), in which heat and mass transfer occur between substances in the same aggregate state (usually gaseous, when combustion is much faster and with a high heat of combustion), and heterogeneous (less efficient), in which heat - and mass transfer occurs between substances in different states of aggregation (more characteristic of liquid and solid fuels, when the fuel undergoes preliminary heat treatment, during which particle heating, evaporation of moisture and the release of volatile substances).  Liquid fuel combustion in the existing structural varieties of the internal combustion engine occurs mainly in the vapor-gas phase, since its boiling point is much lower than its ignition temperature.  In any heat engineering devices, including internal combustion engines, it is necessary to carry out the process of burning the fuel mixture with the highest burning rate and flame propagation, with the development of high temperatures and the release of a large amount of heat, which is caused by kinetic (physicochemical) factors, aerodynamic factors and physical factors of the combustion process.  The kinetics of chemical combustion reactions mainly depends on the concentration of the reacting substances in the fuel mixture, pressure and temperature, which is explained by the total number of intermolecular collisions of the reacting substances during the combustion process with the corresponding release or absorption of heat during the chain nature of the reaction.  An increase in the concentration of reacting substances leads to an increase in the total number of intermolecular collisions and an increase in the rate of the reaction between reacting substances, including with the intermediate combustion products formed during the chain reaction.  The reaction rate according to the law of the acting masses is proportional to the product of the concentrations of the reacting substances.  As the combustion reaction progresses, the concentration of reacting substances decreases and the reaction rate decreases, however, reversible reactions cannot proceed until the starting materials disappear completely in the presence of reverse reactions, accompanied by the formation of starting materials from final and intermediate products, for example, the reaction of carbon dioxide with hydrogen and carbon monoxide with water vapor.  In such situations, when possible reverse reactions occur, a chemical mobile (dynamic) equilibrium sets in, determined by the equilibrium constant when calculating the equilibrium composition of the gases and characterized by the equality of the rates of the forward and reverse reactions.  The combustion rate in the internal combustion engine is of the greatest importance with an excess air coefficient of 0.8. . . 0.9 with slightly worse fuel economy.  With the enrichment or depletion of the fuel mixture, the burning rate decreases, which is mainly due to a decrease in temperature: in a rich mixture, due to physical incompleteness of combustion with poor fuel economy; in a lean mixture, due to additional heat loss due to heating excess air at the best fuel economy.  An increase in the initial pressure causes a slight increase in the burning rate of the fuel mixture.  With a significant enrichment of the fuel mixture, an inverse relationship is observed when the speed decreases markedly with increasing pressure.  The dependence of the burning rate of the fuel mixture on the compression ratio is explained by the influence of the initial temperature, initial pressure and the presence of residual gases.  An increase in the compression ratio in the internal combustion engine leads to an increase in temperature and pressure at the end of the compression stroke, and also reduces the relative content of residual gases in the fuel mixture, which increases the burning rate.  The effect of pressure on the rate of combustion reactions occurring at two different pressures with a constant temperature depends on the order of the reaction, which is understood as the number of molecules that enter the reaction.  The rate of the combustion reaction is directly proportional to the pressure in the degree of the order of the reaction.  The rate of the chemical oxidation reaction is highly dependent on temperature.  The influence of temperature on the reaction rate is much stronger than the influence of the concentration of reacting substances (the reaction rate increases and reaches a maximum after burning out 80. . . 90% of combustible substances), since an increase in the initial temperature of the fuel mixture and, especially, its subsequent increase, is accompanied by an increase in the rate of combustion and is caused by an increase in the rate of a chemical reaction due to an increase in the activity of molecules with increasing temperature due to an increase in their kinetic energy and an increase in the total the number of intermolecular collisions of reacting substances.  Arrhenius law determines the reaction rate constant, depending on temperature, adjusted for the activation energy of the reacting molecules.  The value of the activation energy corrects for the efficiency of intermolecular collisions, since if the energy of the molecules is less than the required activation energy, the reacting molecules will be unreactive.  If the activation energy is insufficient, then the usual ignition can be preceded by the formation of a cold flame (transparent or with a weak glow) with a very small increase in temperature (about 100 ° C).  Moreover, not every collision of molecules leads to the start of a reaction, for example, out of a hundred thousand collisions of oxygen and hydrogen molecules at a temperature of 27 ° C, only one leads to a reaction, and when the temperature rises to 327 ° C, already a thousand.  A 2-fold increase in temperature from 500 ° С to 1000 ° С with an activation energy of 168 MJ / kmol leads to an increase in speed by 500,000,000 times.  The activation energy of the combustion reactions of gas mixtures is within 85. . . 170 MJ / kmol.  This is the energy that molecules must possess at the moment of their collision in order to be capable of chemical interaction.  The difference in the activation energies of the direct and reverse reactions is the thermal effect of the chemical reaction.  Such reactions are characterized by strong exothermicity, which causes an increase in temperature.  If free atoms participate in the reactions, then since the energy does not need to be spent on breaking molecular bonds, the activation energy will be small, for example, for the reaction of hydrogen with oxygen, the activation energy is 25.2 MJ / kmol.  The combustion reaction of gaseous fuel proceeds almost instantly, which is explained not only by its chain nature and strong temperature effect, but also by ensuring good contact of the fuel with the oxidizer in the combustion chamber of the ICE during their mixture formation, which is an indispensable condition for intensive and complete combustion of the fuel.  In reality, the burning rate of gases is not determined to a greater extent by the rate of chemical reaction, but is limited by the quality of the fuel mixture formation of the combustible mixture, which ensures its most complete and intense combustion.  An increase in the angular velocity of the ICE crankshaft contributes to an increase in the rate of combustion of the fuel mixture due to its more intense swirl, while the propagation velocity of the flame front can be 8. . . 12 times more than without turbulence, as intensive mixing and contact of fuel with air is ensured.  However, in confined volumes filled with the fuel mixture and subjected to high temperatures and pressures before ignition, a shock wave can occur that occurs as a result of spontaneous resonance phenomena of the chemical reaction of combustion, which is a very rapidly moving gas layer, causing a temperature jump, self-igniting the fuel mixture, and her detonation.  The cause of detonation is the formation of active peroxides, which are very unstable various compounds of the primary products of the oxidation of hydrocarbon molecules resulting from the interaction of active oxygen molecules and fuel.  The rate of combustion of the fuel mixture during detonation reaches the speed of the detonation wave and is within 1500. . . 2000 m / s  Combustion of the fuel mixture is accompanied by intense heat generation and has an explosive nature, which leads to a violation of the normal (thermal and mechanical) mode of operation of the internal combustion engine and its breakdowns.  The speed of uniform flame propagation usually reaches 30. . . 50 m / s and is not an accurate characteristic of the combustibility of the gas, since it depends on the qualitative and quantitative composition of the fuel mixture, the temperature of its preheating and ballasting with inert components.  The normal flame propagation velocity is the flame velocity normal to the combustion front, determined by the kinetics of the combustion reaction and the thermal conductivity of the fuel mixture.  In stationary, stable combustion, the flame front is stationary and the fuel mixture enters with the speed of the flame front, but a change in at least one of the speeds can cause the flame to break off or slip when the fuel and oxidizer are separately supplied.  The combustion process has two areas: kinetic, in which the rate of combustion of the fuel is determined by the rate of the chemical reaction of a homogeneous fuel mixture (most strongly felt at low concentrations, temperatures and pressures of the fuel mixture), and diffusion, in which (at high concentrations and temperatures), the burn-out rate is is the rate of mixture formation of separately introduced fuel and oxidizing agent.  An example of a kinetic combustion region is the combustion of a homogeneous air-gas mixture.  Gaseous fuel, introduced into the reaction chamber separately from the oxidizer, burns diffusely.  The fuel burning rate depends on the fineness of its atomization, which is facilitated by a decrease in the viscosity of the fuel achieved by its preliminary heating, as well as on the rate of evaporation of combustible substances, which increases with the amount of heat input and on the rate of mixture formation (an increase in the contact surface of the fuel with the oxidizer during mixture formation), despite the fact that the process of mixture formation is practically independent of temperature.  During turbulent movement of the gas-air flow, the combustion of the fuel mixture is mainly diffusive, while kinetic combustion is very unstable.  A stable continuous combustion process requires stabilization of the ignition front of the finished (kinetic combustion) or the resulting (diffusion burning) fuel mixture.  To do this, using local braking, zones with a flow rate less than the flame propagation velocity are created; continuous ignition of the fuel mixture from an extraneous source; poorly streamlined bodies are installed in the flow path, providing reverse circulation of the combustion products that ignite the mixture.  The shape of the combustion chamber affects the distribution of the flame and the distribution of heat fluxes in the temperature fields of the thermodynamic system of any TD, since the smallest ratio of the surface of the combustion chamber to its volume reduces heat loss and allows for the most complete combustion of the fuel mixture with more intense heat generation.

The maximum heat emission while ensuring high-quality combustion of the fuel mixture with a decrease in the quantitative consumption of fuel and toxicity of exhaust gases in existing types of APs is not brought to the limit, as well as the conversion of the released heat into mechanical work. In the existing structural varieties of all piston ICEs, KDVS, RPD, SPGG and RPTD with known methods for implementing the ICE working cycle, it is practically impossible to obtain high-quality mixture formation, therefore, it is impossible to achieve the theoretically maximum possible heat of combustion, which is explained by the short cyclic preparation time for mixture formation (up to 1/100 ... 1/300 sec), the reversible and irreversible costs of the released heat, respectively, for the evaporation of the fuel and its unproductive losses into the environment through the system about cool the, including existing devices and methods of recovery of thermal energy, which inevitably affects their technical and economic indicators. In the heat balance of various internal combustion engines, the distribution of heat is correlated as follows: it is converted into effective operation 0.25 ... 0.45; discharged into the cooling medium 0.12 ... 0.35; exhaust gas 0.25 ... 0.45; not allocated due to physical incompleteness of combustion 0.01 ... 0.05; not taken into account as a result of other losses 0.02 ... 0.10. As for the operating modes of the internal combustion engine during their operation, some internal combustion engines can have operating modes within the entire range of possible modes (transport operating conditions), other internal combustion engines operate in a narrow range of speed modes at all possible loads (stationary operating conditions) or have operating modes due to the screw characteristics of the consumer (ship working conditions). All internal combustion engines work, as a rule, in conditions of frequent violations of the established operating mode. The most typical disturbances are a change in the external load and a change in a given speed regime. The equilibrium operating conditions of the internal combustion engine, observed when the engine torque is equal to the load resistance moment, characterize a stable, steady-state mode of its operation without affecting the controls (positive self-leveling). The stability of the internal combustion engine operation modes depends not only on the imbalance of engine and consumer torques (load) at a given deviation of the power take-off shaft rotation frequency from the established one, but also on the thermal imbalance when the load changes, therefore, the mechanical and thermal balance of the engine are interconnected, characterize the equilibrium engine operating conditions determined by the equality of torques. In a piston engine (RPD), fuel and the air necessary for its combustion are introduced into a limited volume of the cylinder (section) of the engine. The high-temperature gases formed during combustion exert pressure on the piston (rotor) and move (rotate) it with the impulse of the working fluid forces. In connection with the reciprocating movement of the piston (rotational movement of the rotor), the combustion of fuel occurs periodically (cyclically) in certain portions, and the combustion of each portion is preceded by a number of preparatory processes. KDVS includes a piston part, several compressors and gas turbines, as well as devices for supplying and removing heat, interconnected by a common working fluid. As the piston part of KDVS usually used piston ICE. Energy KDVS is transmitted to the consumer through the shaft of the piston part or gas turbine, as well as both shafts simultaneously. The number of compressors and expansion machines, their types and designs, communication with the piston part or between each other are determined by the purpose of the KDVS, its scheme and operating conditions. The most compact and economical KDVS, in which the extension of the exhaust gases of the piston part is continued in the gas turbine, and the preliminary compression of the fresh charge is carried out in a centrifugal compressor, and the power is usually transmitted to the consumer through the crankshaft of the piston part. The piston ICE and the gas turbine as part of the KDVS successfully complement each other: in the first, the heat of small volumes of gas at high pressure is most effectively converted into mechanical work, and the heat of large volumes of gas at low pressure is best used in a gas turbine. A multifunctional analysis of the operation of existing TDs, including the application of the theory of power flow, which represents the movement of material flows in a spatio-temporal coordinate system, with quantitative (the state of the stream changes) and qualitative (the form of the stream changes) stream conversion when they interact with each other at the nodal points of the structure under consideration, it allows us to solve the problem of converting the chemical energy of the fuel and its conversion into mechanical work with great potential awns than in existing designs TD. In any TD, the qualitative and quantitative transformation of energy power flows that occurs at the nodal points of the TD is carried out with some structural and technological differences, which are construction devices and methods for converting and converting the released chemical energy into mechanical work. Therefore, the increase in efficiency TD is possible only with the maximum conversion of chemical energy and the conversion of thermal energy into mechanical work with a decrease in internal thermal and mechanical losses in the TD, which is especially important for conditions of frequent violation of the established operating mode. Consequently, the increase in efficiency TD is possible when reviewing the operation of all functional systems of the engine, based on the results of multifunctional analysis in full accordance with the theoretical foundations of physics, chemistry, thermodynamics, heat engineering, the theory of internal combustion engines, combustion theory and their practical recommendations.

Thus, analyzing and summarizing the stated material, the problems of the interconnected increase in various efficiency are solved by this invention. TD:

1) increase thermal efficiency TD as a result of the reduction of fundamentally unrecoverable thermal losses of the engine (possible only due to heat carried away with exhaust gases) and fundamentally removable thermal losses of the engine (loss of mixture formation, incompleteness of combustion, as well as unproductive heat transfer with engine design elements, etc.).

2) increase indicator and relative efficiency TD as a result of replenishment of heat losses by using regenerative and regenerative heat transfer in the engine to prepare fuel components for internal mixture formation and fuel combustion;

3) increase the mechanical efficiency TD by replacing the power converting device of the reciprocating motion with rotational movement, including with the aim of reducing unproductive mechanical losses during the independent distribution and redistribution of power energy flows of the TD to overcome the internal load and to overcome the external load;

4) increase indicator efficiency TD and an increase in the torque developed by the engine, including at low revolutions of the output power take-off shaft, by realizing internal mixture formation and heat supply almost independent of the external load;

5) increase effective efficiency TD by the creation and implementation of a self-adaptive combined binary duty cycle of the TD (using two or more working fluids) with heat supply self-installing according to the thermal and mechanical balance of the engine (at constant pressure, mixed or at a constant volume), as well as ensuring energy savings as a result of the necessary disable individual AP devices.

Goals and objectives solved by this invention to improve efficiency and expanding the functionality of the TD, are achieved by the proposed method of operation of the Masein internal combustion engine (TDVSM) and the device for its implementation.

Analysis of the operation of the AP and the implementation of their work cycles allows you to qualitatively change the way the AP works and the device for its implementation. The spatio-temporal separation, distribution and redistribution of power energy flows that occur at the nodal points of the AP with various energy transformations during the thermodynamic processes of compression, heat supply and expansion, allows you to combine the contradictory features of the various APs and implement them in the TDVSM with increased efficiency d. and additional functionality. The TDVSM combines many well-known technical solutions for working methods and devices for their implementation. Constructive and technological changes in the functional systems of the TDVSM are made by interconnected multifunctional mechanisms and devices that together implement the duty cycle in mechanical work. Thus, in TDVSM known methods for the implementation of the duty cycle, internal mixture formation, filling the combustion chamber, igniting the fuel mixture, supplying heat and expanding the working fluid are improved, as they are implemented by interconnected multifunctional devices: lateral compression modules (MS); central expansion module (MP); thermal modules (TM) and their gas distribution mechanisms (GRM); three-shaft piston rotor (TPR); individual compression and expansion lines with a cascade of various assembly and heat-exchange compartments formed during the assembly of TDVSM, including with an ionized air receiver (RIV).

The TDVSM used a method of operating a TD of internal combustion, including (containing) a duty cycle, including a binary one, with the simultaneous sequence of the implementation of thermodynamic processes of compression, heat supply and expansion. The way of working in the TD provides for separate receipt of the components of the fuel mixture for internal mixture formation with pre-treatment of the components of the fuel mixture before the inlet. The internal combustion of the fuel mixture is carried out with a continuous, mixed or pulsed supply of heat in the combustion chamber, including with forced ignition from an electric spark or with the injection of light fuel. Continued (continuous) expansion of the working fluid is carried out through volumetric or vane devices having power take-off shafts for mechanical work, including a shaft to overcome the external load. To increase the efficiency and expanding the functional capabilities of APs, in particular, to ensure stable, reliable and trouble-free operation of APs, duplicate the work of separate individual functional systems of compression, heat supply and expansion, interconnected both in series and in parallel during thermodynamic processes of compression, heat supply and expansion . During the implementation of the thermodynamic expansion process, the mechanical work is divided into the TD's own needs and to overcome the external load; during operation, the heat losses of the TD are utilized by the components of the fuel mixture. In the binary duty cycle of the AP, both the main and additional components of the fuel mixture are used, for example, motor fuel and air, as well as hydrogen peroxide, water or antifreeze. The components of the fuel mixture are supplied during compression by pumps and compressors along the lines of the functional systems of the engine through a series of check valves to the heat exchange compartments. The components of the fuel mixture are stored in the heat-exchange compartments, constantly replenished during operation and prepared by heat-exchange processes for internal mixture formation. Compressed air is stored, heated, ionized and ozonized in the RIV. In the timing of the combustion chamber, the heat supply process is anticipated, combined with the completion of the compression process (components of the fuel mixture) and the process of homogenization of the fuel mixture (fuel and air) is intensified. For this, the electrothermal treatment of compressed ozonized air and liquid fuel in the timing is used, since the heat of phase transformation is additionally supplied and a first-order phase transition is carried out with liquid fuel. The compression process is completed by internal mixture formation, a fuel charge is formed in the combustion chamber, for which purpose the jets of the floating timing piston are opened by the timing control actuator and in the TM combustion chamber they form a vortex furnace with self-ignition of a homogeneous turbulent fuel mixture. In the process of supplying the heat of internal combustion in the combustion chamber, the ignition is duplicated and the combustion of the fuel mixture is supported by electric discharges, and the fuel mixture is also oxidized with hydrogen peroxide, which ensures reliable complete high-speed combustion of the fuel mixture and heat generation in the combustion chamber. High-speed combustion and heat dissipation in the combustion chamber is carried out both after and during internal mixture formation with the frequency of oscillatory reciprocating movements of the floating timing piston at excessive pressures of the compression processes, which compare through the floating timing piston with the pressures of heat supply and expansion of binary working fluids in combustion chamber before subsequent mixture formation. In the process of supplying the heat of internal combustion, part of the heat is used to prepare the components of the fuel mixture, including in the combustion chamber with a combined expansion nozzle, the heat of external combustion is supplied and the water used in the open cooling system of the engine is gradually heated, the process of expanding the working fluid with the process of supplying external heat and turn heated water in a steam generator into superheated steam, mix the superheated steam with the expiring gas sweat in the combined expansion nozzle com in the process of expansion working fluids and creates a binary combined steam-gas stream. The tangentially directed total momentum of the vapor-gas flow forces acts on the three-shaft piston rotor, where the binary cycle of high pressures of working fluids in small sealed expansion volumes and low pressures of working fluids in large unpressurized expansion volumes are converted into mechanical work. If the thermal and mechanical balance of the engine is equal, the accelerated rotation of the shaft of the traction rotor wheel includes overrunning clutches and provides synchronous rotation of the shafts of the rotor wheels. Through the rotor wheels, the TPR in the MR distributes the mechanical work to the own needs of the MS and to overcome the external load of the engine. With an increase in external load, the asynchronous rotation of the rotor wheels is redistributed, the overrunning clutches are turned off by the slow rotation of the traction rotor wheel shaft and (or) the accelerated rotation of the compressor rotor wheel shafts. The violated thermal and mechanical balance of the engine is corrected by the accelerated rotation of the shafts of the compressor rotor wheels and increase the flow of components of the fuel mixture through a group drive of a mechanical transmission and (or) a timing control drive, fill the engine's own needs and restore its stable operation. Thus, they form a self-tuning combined binary operating cycle of the engine, in which both internal and external heat supply is carried out to heat the binary working fluid with a simultaneous sequence of thermodynamic compression, heat supply and expansion processes, where the influence of the external load is compared by the position of the timing piston with a set level of mixing and heat generation, combine them and combine with a continuous or mixed or pulsating supply of heat in the chamber combustion, and this ensures automatic operation of the AP, which automatically adapts to changes in the external load with a self-adjusting redistribution of the established mixture formation in the range of external engine speed characteristics, and in the human-machine control system, the established mixture formation is changed by manual operation, adjusting the flow of the fuel mixture components through the timing control drive, in particular their main fuel part (fuel and air), and provide heat e in the combustion chamber, at the person’s discretion, at certain operating modes of the APs, they turn on or off partially or completely, individual units of the APs, for example, the combustion chambers, change the power of the APs while maintaining thermal and mechanical balance in the optimal range of external speed characteristics of the APs, ensure its stable operation.

The method of operation is carried out in the TDVSM interconnected multifunctional devices, while the device of the internal combustion engine with internal mixture formation, heat supply and continued expansion of the working fluid contains a housing, fuel and air filters placed therein, pumps, compressors, starters, generators, gas distribution mechanisms and control devices, combustion chambers and volumetric or blade transforming power devices with power take-off shafts for performing mechanical work bots, including a shaft to overcome the external load. To increase the efficiency and expanding the engine's functionality, the TD introduced functionally independent lateral MCs and a central MR with TM. The heat engine is created by a modular connection, and its individual compression and expansion lines (fuel, oil, gas and air pipelines, etc.) are secretly made in modules (MC, MP and TM), interconnected both in series and in parallel, and finally formed TM. Elements that implement thermodynamic compression processes have been introduced into the MS. TM and elements are introduced into the MR, respectively, carrying out the thermodynamic processes of internal and external heat supply and expansion of working fluids in the binary working cycle of the TD. The MS, closed by a casing, is assembled on the basis where the filters, rotary pumps, RPK, starters, generators and their shafts are installed, passed through the base, in which the group drive of the mechanical transmission is installed, providing a kinematic connection of the shafts between the MS and MP. At the base, open separate trunk compression channels for functional engine intake systems are made, where check valves are installed for the directional supply of fuel mixture components to the MP. Ejector tubes connected to the air filter to remove dust are passed through the base. MP is assembled in a housing that is connected from two side housing walls. The case walls are made with heat transfer stiffeners, various mounting elements and open inseparable channels of the compression and expansion lines. The side walls during assembly of the housing formed the configuration of a single compression and expansion line, as well as a variety of heat exchangers, nozzles, flanges and mounting elements, and the outlet openings, the central mounting and heat exchange compartment and the guide holes of the expansion lines are connected to peripherally placed large and small mounting and heat exchange compartments trunk compression. At the same time, a branch pipe with a mounting flange is formed in each large mounting and heat-exchange compartment. Small assembly and heat-exchange compartments are formed inside the nozzle and check valves are installed in the compression lines for directional unilateral supply of the fuel mixture components to the TM. In the central mounting and heat exchange compartment, a TPR is installed, installed between the side housing walls. Side compressor piston rotor wheels and a central traction piston rotor wheel are introduced in the TPR. Compressor piston rotor wheels are made with one-sided hollow power take-off shafts, providing the engine's own needs through kinematic connections with group drives of mechanical transmissions in the MC. The central traction piston rotor wheel is made with a two-sided power take-off shaft, which is passed through the MS to overcome the external load. Shafts of rotor wheels installed in bearings with freewheeling couplings located between the shafts are assembled according to the "shaft in shaft" principle on both sides of the central traction rotor wheel. The rotor wheels, forming labyrinth seals in the central mounting and heat-exchange compartment, on the side surfaces, are made with internal piston vanes uniformly distributed around the circumference. Piston blades, providing tight tight sliding along the inner cylindrical surface of the central mounting and heat-exchange compartment in the areas of connection with the guide holes of the expansion lines, turn each piston blade into mechanical work with large pressures of the working bodies in small expansion volumes. Then, turning small pressure of the working fluid in large volumes of expansion by piston blades into mechanical work, gradually expanding channels are introduced into the central mounting and heat exchange compartment, smoothly turning the inner cylindrical surface into the rib-cylindrical cavity of the central mounting and heat exchange compartment and the outlet openings of the expansion lines. Ejector tubes are removed into the exhaust openings to remove dust from the MS air filters and capillary heat exchangers are introduced to utilize the heat losses of the exhaust gases and reduce their noise. TMs were introduced into the assembly and heat-exchange compartments of the compression mains and the guide openings of the expansion mains, which during the internal mixture formation thermodynamic processes of internal and external heat supply and expansion of the working fluid in the binary operating cycle TD. For this purpose, a timing belt, a sectional heat exchanger and a steam generator are introduced into the TM, from which a combustion chamber with a combined expansion nozzle is formed in the TM conical-cylindrical shell. The installed TMs isolated and finally formed separate compression and expansion lines formed as a result of the interconnected connection of various nozzles, axial and radial channels made in a shell cone-cylindrical shell, a cone-shaped shell of the expansion nozzle, a ribbed channel dome of the evaporator, a heat-exchange shell of the combustion chamber and the timing which are sequentially installed and connected inside the housing conical-cylindrical shell TM. In this case, the steam generator is created inside the body conical-cylindrical shell, where a combined expansion nozzle is formed by the conical shell of the expansion nozzle and the ribbed-channel dome of the evaporator. The steam generator is designed as a gas tube boiler, covering the expanding and tapering outer part of the expansion nozzle, while the inner part of the expansion nozzle starting the expansion line is connected through the through hole of the finned channel evaporator dome to the combustion chamber. The combustion chamber is formed in the TM with a rib-channel dome of the evaporator, a sectional heat exchanger and combined with the timing, completing its formation. The sectional heat exchanger of the combustion chamber is created by the heat-exchange shell of the combustion chamber inside the conical-cylindrical shell body and is formed with heat-exchange compartments, which are connected via a compression line to a steam generator (for water), a combustion chamber (for an oxidizer), and a timing belt (for fuel). The timing piston includes a floating piston, a fuel converter, a control valve and a safety valve. The floating piston, completing the formation of the combustion chamber and compression lines of the functional systems of air intake, fuel and an additional oxidizer, is made with compartments, annular, axial and radial channels, fuel and air jets for internal mixture formation in the combustion chamber, placed in a sectional heat exchanger, blocking its oxidizing jets, and pressed by a spring fixed by a nut in the housing shell of the combustion chamber. Spark plugs are screwed into the compartments of the floating piston, automatic air supply check valves are installed and a fuel converter is introduced, which is made with a heat exchange compartment, annular, axial and radial channels and fuel nozzles covered by the floating piston. The fuel converter is combined with a control valve that provides compressed air to the TM case-conical shell, and is connected to the engine control drive. Elements of the electrothermal processing of fuel and air are introduced into the heat-exchange compartments of the fuel converter and the case conical-cylindrical shell ТМ, a safety valve is installed, which relieves excess pressure of compressed air into the timing or expansion line. Each TM is inserted into the pipe of a large mounting and heat-exchange compartment, where its body conical-cylindrical shell is inserted into the guide hole of the expansion line with a cylindrical part, is pressed against the conical walls of the mounting and heat-exchange compartments by truncated-conical parts, and attached to the pipe flange by fasteners. Outside the nozzle, the case conical-cylindrical shell ТМ is located in a large mounting and heat-exchange compartment, while separate, hermetically closed mounting and heat-exchange compartments of the compression mains are truncated by conical parts in the inseparable compression line. TM in MR distinguishes the inseparable configuration of large and small mounting and heat-exchange compartments and main compression channels. In each large assembly and heat-exchange compartment, hermetically sealed with a lid, a RIV has been created where an ionizer is introduced for continuous ionization of compressed air. Each TM allocated, formed and completed individual lines of compression and expansion of the functional systems of the engine. Functional systems providing the engine’s duty cycle are combined, duplicated and made with serial and parallel connections, simplifying in the TD simultaneous and independent of external load the implementation of thermodynamic processes of compression, heat supply and expansion. The control drive provides the connection of individual TD units, for example, combustion chambers, and the TD functionality has been expanded to ensure its stable operation under various operating conditions.

The variety of probable designs of TDVSM depends on the design and technological capabilities of its creation, is determined by the choice of materials and the ratio of the geometric dimensions of the engine structural elements as a result of optimization of the calculated values of its main operating parameters and technical and economic characteristics based on multivariate analysis. The presented drawings show a fundamental solution of the TDVSM device. The TDVSM description provides comments on possible similar technical proposals for TDs that do not fundamentally change the utility and novelty of the proposed engine.

The invention is illustrated by a brief description of the design of the TDVSM and its operation, is illustrated by the drawings presented in figure 1, ... figure 8.

Figure 1 shows a General view of the modular design TDVSM.

Figure 2 shows the design of TDMS in the form of a "transparent" image.

Figure 3 shows the compression module TDVSM in the form of a "transparent" image.

Figure 4 shows the expansion module TDVSM in the form of a "transparent" image.

Figure 5 shows the thermal module installed in the mounting and heat exchange compartments of the expansion module.

Figure 6 shows the design of the thermal module.

Figure 7 shows the options for unification TDVSM, which allow partially or fully use several engines and combustion chambers at the same time.

On Fig shows a schematic diagram explaining the method of operation of the TDVSM.

In the description of the invention, reference designations are indicated (as assembly units and parts, as well as their individual structural elements) according to the text and drawings presented in FIG. 1, ..., FIG. They are indicated with a single end-to-end numbering, revealing and concretizing the contents of the TDVSM, therefore, a randomly missing position designation can be supplemented or explained from another drawing and the text of its description.

Figure 1 shows TDVSM, as a device with a modular hierarchical structure of construction. It constructively consists of three independent (on the engine operating cycle) functional modules: two lateral auxiliary compression modules MC1, MC2 and one central power expansion module MP3. MS carry out thermodynamic compression processes (inlet and compression), including those with different capacities of MC1 and MS2. MP3 carries out thermodynamic processes of heat supply and expansion (working stroke and exhaust). MS1 and its equivalent MS2, which is mirrored (as part of independent functional modules: RPK groups; pumps; starters, alternators, etc.), provide for the energy needs of the engine itself: pre-start preparation of the engine from the starter; multistage air compression; supply of liquid working fluid; the operation of the electrical system. The use of two side modules MS1 and MS2 in the TDVSM not only reduces the unproductive energy (mainly thermal) losses of the engine, but also increases the smoothness, stability and reliability of its trouble-free operation. The central power MP3 carries out further energy transformations as part of the structurally integrated submodules (RIV; TM; TPR), which are completed by performing mechanical work with a self-installing energy separation into internal (engine itself) and external (road resistance) loads. TDVSM for overcoming various external loads has a two-sided central output shaft for power take-off 4 (external load shaft).

Figure 2 shows a more detailed design TDVSM. The engine is indicated in its entirety MC1, MP3 and MC2, as if in a transparent image. The main lines indicate the clearly visible images of the structure, and the thinner lines indicate the invisible and clearly unexpressed, hidden images of the structure located on different level layers and revealing the conjugation of MC1 and MC2 with MP3 and (or) their internal content. The reference signs shown in figure 2 on the left, refer to the structural elements of the side MC1 and MC2, and on the right, refer to the structural elements of the central MP3. On the basis of 5 MS1 and mirror MS2, the functional modules are located: RPK of the first compression stage (RPK-1) 6, RPK of the second compression stage (RPK-2) 7, rotary oxidizer pumps (RNO) 8, rotary water pumps (RNV) 9, rotary oil pumps (RNM) 10, rotary fuel pumps (RNT) 11, starters 12 and generators 13. Their working shafts have a kinematic connection with a group drive of a mechanical transmission through a drive gear 14 having a spline connection with the shaft of the engine's own needs 15 (shaft internal load). MC1 and MC2 has an air purification filter 16 connected to the drainage pipes 17. The filter 16 is connected to (RPK-1) 6, and the drainage pipes 17 are connected to the atmosphere in the area of the exhaust openings. Each side MC1 and MC2 is closed by a protective casing 18 with a hole 19 for air intake and, forming a functional module completed by the engine operating cycle, the processes of admitting and compressing the working fluid of the engine are carried out (piping of the working fluid to rotary pumps is not shown in the drawing). However, the modules included in the lateral MC1 and MC2, being also quite functionally completed assembly units, may well be used separately, for example, not to be included in their composition, but placed on a power MP3. At the same time, internal communications made in the form of pipelines will not provide the necessary utilitarianism (benefit and benefit), since any other design with a different connection between MC1 and MC2 with MP3 is not able to properly utilize the inevitable heat loss of the engine for the benefit of its operation. It should also be noted that the pipelines installed on the engine are exposed to vibration, reducing the reliability of the engine. Power MP3 is formed as a result of the synthesis (compilation or connection) of several submodules, which, unlike the functional modules MC1 and MC2, are not able to work independently without each other. The necessity and regularity of such a hybrid compound is justified by a decrease in energy losses and a reduction in the number of used parts and assembly units, as well as an increase in the working capacity and reliability of the TDVSM. The central MP3 consists of a shell 20. In its central inner cavity, a TPR 21 is installed. The TPR 21 has a central power take-off shaft 4 to overcome the external load. The housing shell 20 has a pipe 22, inside which a guide hole 23 is made, which mates a circle with a rectangle and connects TPR 21 in the tangential direction and a combustion chamber with a combined expansion nozzle 24, made in TM 25. TM 25 is installed in the guide hole 23 and is mounted with a flange to branch pipe 22. A timing belt 26 is installed in the TM 25, which completes the formation of the combustion chamber (combustion chamber - see Fig. 6) and, thus, the TM 25 is partially placed in the RIV 27. Each RIV 27 is created for a particular TM 25 assembling MP3 from the peripheral part of the body shell 20, hermetically sealed with covers 28. In the volume of RIV 27 are the timing belt 26 installed in the TM 25, and the nozzles 22 with their heat transfer stiffeners, as well as ionizing devices 29 installed there, heat transfer capillary tubes 30 and return valves 31, completing the assembly of MC1 and MC2 with MP3 creation of air one-way channels. Exhaust openings 32 for removing exhaust gases are formed during the assembly of the body shell 20 and smoothly connect the gradually expanding part of the central inner cavity to the atmosphere of the external environment.

MS1 and MS2, shown in figure 3, consist of a base 5, on the installation side of which are located the functional modules: RPK of the first compression stage (RPK-1) 6, RPK of the second compression stage (RPK-2) 7, rotary oxidizer pumps (RNO ) 8, water (RNV) 9, oil (RNM) 10 and fuel (RNT) 11, as well as starters 12 and alternators 13 (as indicated in FIG. 2). The drive gear 14 (internal load shaft 15 MP3) has a kinematic connection: with shaft 33 (RPK-1) 6 and (RPK-2) 7, shaft 34 RNO 8, shaft 35 RNV 9, shaft 36 RNM 10, shaft 37 RNT 11, a shaft 38 of starters 12, a shaft 39 of generators 13, gears 41 and 42. It forms a group drive of a mechanical transmission. (RPK-1) 6 has two inlets 43 and two outlets 44. Outlets 44 crossing the base 5 are connected to open air channels 45 and passing back through the base 5 are connected to inlets 46 (RPK-2) 7 and the outlet openings 47 (RPK-2) 7 through the base 5 and the open air channel 48 are connected to the air non-return valves 31 during further engine assembly. Similarly, in the base 5 are cooling channels 50 from RNV 9 to (RPK-1) 6, channels cooling 51 from (RPK-1) 6 to (RPK-2) 7, cooling channels 52 from (RPK-2) 7 to (RP -1) 6 and cooling channels 53 from (RPK-1) 6 are subsequently connected to the liquid non-return valve 54. RNO 8 is connected through the oxidizer channel 55 to the liquid non-return valve 56. The PHM 10 is connected to the group lubrication elements via a branched oil channel 57 drive mechanical transmission. The PHT 11 is connected through the fuel channel 58 to the liquid non-return valve 59. When assembling MC1 and MC2 with MP3, these open channels become closed and airtight. According to their functional purpose, they provide an appropriate supply of fuel components (air, water, an oxidizing agent, oil and fuel) from MC1 and MC2 to MPH unilaterally (via check valves) and bypass safety valves of rotary pumps. The air filter 16 is attached by its body to the inlet openings 43 (RPK-1) 6. It is also connected to a drain pipe 17, through which dust is removed during air filtration. The electrical system is equipped with electrical connectors (not shown in the drawing), which provide connection to consumers of electricity. All functional modules and structural elements MC1 and MC2 are assembled and installed on the basis of 5. They are fastened with known technical solutions (not shown in the drawing) and after mounting MC1 and MC2 to MP3 they are closed with a protective casing 18, which provides through the intake hole 19 covering the power take-off shaft 4, the intake of air into the air filter 16.

MP3, depicted in figure 4, is formed as a result of synthesis (compilation or connection) of structures of functional submodules (independently not functional assembly units). The necessity and regularity of the hybrid connection of several submodules into a single module is justified by a decrease in energy losses (mainly thermal) and a reduction in the number of used parts and assembly units. MP3 is created from a body shell 20 assembled from two symmetrical body side walls 61 and 62. Walls 61 and 62 have a complex geometrically developed shape, formed by pairing flat side surfaces with internal and external, both smooth and ragged, cylindrical surfaces, which are made both coaxially and with parallel displacement of the geometric axes of the cylinders forming the shell. The assembled case shell 20 forms not only an internal cylindrical cavity (for installation of the TPR 21), connected in the pipe 22 by openings 23 made with a surface in the form of an “architectural clot” for the installation of the TM 25 (with an expansion nozzle 24, a combustion chamber TM 25 and its timing 26), but also an external semi-enclosed surface (for installing ionizing devices 29 and capillary heat exchangers 30), which, when sealed with lids 28, forms a RIV 27, which is a sealed compartment (chamber) for accumulating compressed air and air about ionization. TPR 21 consists of a central multi-piston rotor wheel 63 with a central external load shaft 4 located on both sides of the rotor wheel 63, and two lateral, multi-piston compressor rotor wheels 64, each of which has a one-sided arrangement of the compressor shaft 15 of the internal load and the drive gears 14 group drive mechanical transmission. The multi-piston rotor wheels are formed of semi-closed piston vanes 65 and 66, uniformly alternating on the outer circumference, respectively, of the central rotor wheel 63 and compressor rotor wheels 64, which are peripherally formed inside the side walls of each rotor wheel. TPR 21 is assembled according to the well-known principle "shaft in shaft". Slide bearings 67 and freewheels 68 are installed between the shafts 4 and 15. The lateral walls of the rotor wheels 63 and 64 mate with each other and with the side housing walls 61 and 62 form concentric labyrinth seals 69, which compensate for the end gaps between the rotor wheels 63 and 64 and ( or) walls 61 and 62, preventing leakage of the working fluid (expanding exhaust gases). The assembled TPR 21 is installed in a sealed inner cylindrical cavity of the shell 20, which is made with alternating smooth transitions from a smooth inner cylindrical surface 70 to an inner ribbed growing surface 71, gradually increasing and intersecting with the exhaust outlet 32 for removing exhaust gases and the holes of the drain pipe 17 for suction (removal) of dust from the air filter, and in the region of a smooth cylindrical surface 70, a tide is made in the form of a pipe (fitting) 22 through a guide hole 23. The hole 23 passes smoothly from a rectangular section into a round one (in the form of an architectural clot) and provides tangential conjugation of the piston blades 65 and 66 with a combined expansion nozzle 24 and a combustion chamber TM 25. TM 25 is attached to the nozzle 22 by a flange 73 to the nozzle 22. In the nozzle 22. 22, assembled from the body walls 61 and 62, are made concentrically round hole 23 annular channels. When TM 25 is installed, they form airtight compartments: a compartment for cooler 74 (water), a compartment for oxidizer 75 (hydrogen peroxide) and a compartment for liquid fuel 76 (gasoline, kerosene, diesel fuel, alcohol, etc.). In the multi-level through holes intersecting the body walls 61 and 62 to the annular channels, check valves are installed respectively: valve 54 (water), valve 56 (hydrogen peroxide) and valve 59 (fuel). The check valves are installed in MP3, which is preferable than in MC1 and MC2 (the MCs are shown as part of the casing 18 and the base 5 with the drive gear 14). This allows the assembly to use the inevitable heat loss of the engine with the benefit for its work in the preparation of fuel components for internal mixture formation. Thus, when assembling MC1 and MC2 with MP3, formation is completed: cooling channels 53 in MC1 and MC2 (see Fig. 3) with a check valve 54 in MP3; oxidizer channels 55 in MC1 and MC2 (see FIG. 3) with check valve 56 in MP3; fuel channels 58 in MC1 and MS2 (see FIG. 3) with a check valve 59 in MP3, since such channel formation is most rational for utilizing heat losses. The channels of the fuel components can be made symmetrically in MC1, MC2 and in MP3 and combined during assembly into a single channel. In the case walls 61 and 62, in the zones forming the RIV 27, air check valves 31 are also installed, connecting the outlet openings 47 (RPK-2) with the RIV 27 through the air channels 48 that were completed during assembly of MC1 and MC2 with MP3 3. The side walls 61 and 62 forming a semi-closed outer surface of the shell 20, have stiffeners 77 and 78 (they are also heat exchangers) on which ionization devices 29, electrical devices (ignition, current regulators, etc.) are attached, and if necessary other devices, e.g. gauge and. In the timing belt 26, a rotary control valve 79 for supplying compressed air having a profiled inlet port 80 and a fuel converter 81 form a control mechanism 82 of the engine (metered supply of fuel and air). The wires of electric ignition 83 and electrothermal heating 84 in MP3 are connected from electrical equipment (not shown in the drawing). The MP3 has mounting mounting holes 85 for mounting the engine on the chassis of a transport power plant.

In FIG. 5 shows TM 25 installed in the mounting and heat-exchange compartments of MP3. In TM 25, a combustion chamber with a combined expansion nozzle 24 is formed and is installed in the timing chamber 26, which completes its formation. TM 25 is installed both in the pipe 22 with a guide hole 23, and in a variety of mounting and heat-exchange compartments of the body shell 20 MP3, delimiting the compression and expansion lines. The casing shell 20 is assembled from the side walls 61 and 62, which, as a result of assembly, form the central inner cavity for the TPR 21 installation, as well as a diverse external surface enclosed between the side walls, including the pipe 22. In the pipe 22 when assembling the casing 20 a through guide hole 23 is formed, smoothly passing from the circle (from the end of the pipe) into a modified rectangle (at the inner cavity), and also (from the side of the round hole) concentric channels of different depths are formed, made s with a tapered cut. The channels intersect through holes in the side walls 61 and 62. Non-return valves 54, 56 and 59 are installed in these openings. Alternating cone 87, truncated cone 88 and truncated cone passing into the mounting flange 73 are made on the shell 86 TM 25. which, when coupled with the corresponding concentric holes in the pipe 22 form a sealed individual compartments. In the pipe 22 is formed: a sealed compartment 74 with check valves 54, which complete the channels 53 for a cooler, for example, water; compartment 75 with check valves 56, which complete the channels 55 for an additional oxidizing agent, for example, hydrogen peroxide; compartment 76 with check valves 59, which complete the channels 58 for liquid motor fuel. TM 25 is attached to the pipe 22 through the flange 73 (for example, bolts). In the central inner cavity of the housing shell 20, a TPR 21 is installed. Between the central shaft 4 of the external load (output shaft of power take-off) and the shafts 15 of the internal load (shafts of the engine's own needs), overrunning clutches 68 and bearings 67 are installed (between the shafts 4 and 15, and also between the shafts 15 and the side walls 61 and 62). Driving gears 14 through spline connections with shafts 15 during assembly of MC1 and MC2 with MP3 form a group drive of a mechanical transmission. In the TPR 21, the piston vanes 65 of the central rotor wheel 63 and the piston vanes 66 of the side rotor wheels 64 slide along a smooth cylindrical surface 70, including in the area of the hole 23. Then, gradually deepening channels 71 are made in the smooth cylindrical surface 70, which turn the smooth cylindrical surface into a ribbed-cylindrical surface with a gradually increasing gap, passing into the outlet (exhaust) hole 32 (hole 32 in figure 5 is not shown). When assembling the body shell 20 from the body walls 61 and 62, a diverse outer surface is formed, enclosed between the side walls 61 and 62. The body shell 20, tightly closed by the covers 28, forms a RIV 27 communicating in a closed air space through the timing belt 26 with the TM 25 combustion chamber, and also an ionizer 29 and heat transfer capillary tubes 30 and other actuating and control devices providing for ignition (through wires 83) and electrothermal heating (black of the wire 84) of the fuel components. An air intake window 89 is made in the shell 86 of TM 25, which provides compressed air from the RIV 27 to the timing belt 26 through the profiled window 80 of the control valve 79. The compressed air and fuel are regulated by the control mechanism 82, partially and sealed outside the RIV 27 and the casing 20. The control mechanism 82 consists of a control valve for the supply of compressed air 79 and the fuel Converter 81 and is installed in the housing shell 86 TM 25.

Figure 6 shows the design of TM 25, in which a combustion chamber is formed with a combined expansion nozzle 24 and installed in the combustion chamber of the timing belt 26, completing its formation. TM 25 is a hybrid combined functional module consisting of submodules that can only work independently when combined in a conical-cylindrical shell 86, which is a structural connecting element of the design of TM 25. The shell 86 houses a heat-resistant evaporator dome 90 made with a double-sided rib-meridional surface and through the Central conical hole in which is installed the truncated part of the heat-resistant conical shell 91 of the expansion nozzle, and its base Adjacent to the perforated belt of the inner conical surface of the shell 86, creates a combined expansion nozzle 24. Behind the dome 90, a heat-resistant heat-exchange shell 92 of the combustion chamber is pressed into the shell 86, made with ribbed outer annular grooves forming hermetic compartments 93 (for water), 94 ( for hydrogen peroxide) and 95 (for fuel). The compartment 93 of the cooling system through the nozzles 96 and the intercostal channels 97 made in the shell 86 is connected to the check valves 54 in the compartment 74. The compartment 74 is formed in the round channel of the pipe 22 by the shell 86 and its cone 87. Through the nozzles 98 and the intercostal channels 99 of the spherical dome 90 compartment 93 is connected with a closed perforated cavity, forming a steam generator 100 in the combined expansion nozzle 24, made in the form of a gas tube boiler, and then in the guide hole 23 and then through the TPR 21 to the exhaust hole 32 (hole 32 in Fig.6 not shown), completing an open engine cooling system, continued in its expansion line. The compartment 94 through the nozzles 101 peripherally located in the shell 86 is connected to the check valves 56 in the compartment 75, which is formed in the channel of the pipe 22 by the shell 86 and its cones 87 and 88. Through the nozzles (tubes) 102, which are isolated in isolation through the compartment 93, the compartment 94 is communicated with internal intercostal channels of the dome of the evaporator 90 (along its inner surface), and through nozzles (tubes) 103, passing in isolation through compartment 95, communicates with the conical surface of the floating piston 104 of the timing belt 26 and completes the supply system of an additional oxidizer to the chamber the combustion engine TM 25. The floating piston 104 is the main connecting element of the timing structure 26 and is the main element of the check valve, which automatically provides the one-way supply of several fuel components to the combustion chamber TM 25 under the pressure exerted on it, both from the expansion line (sides combustion chamber), and from the side of the compression line (side RIV 27). With piston rings 105, it is hermetically mounted in the heat-resistant heat-exchange shell 92 and, completing the formation of the combustion chamber with the expansion nozzle 24, through the disk or diaphragm springs 106, compensating for its mobility, is fixed in the housing shell 86 with a nut 107. In the central blind hole 108 of the floating piston 104 a fuel converter 81 is installed, and air check valves 110 with an adjusting nut 111 are installed in the blind peripheral holes 109. The blind holes 108 and 109 are connected to the combustion chamber TM 25 fuel nozzles (calibrated holes) 112 and air nozzles 113, and their direction in the combustion chamber TM 25 provides optimal mixture formation of the fuel components. Spark plugs 114 are screwed into the blind holes that are circumferentially between the blind fuel 108 and the blind air 109 holes. They are located with their electrodes in the TM 25 combustion chamber in the zone of optimal mixture formation. High voltage to the spark plug 114 is supplied through wires 83 (the ignition device is not shown in the drawing). The engine control mechanism 82 (fuel and air supply) is hermetically removed through the cover 28 from MP3. It consists of a fuel converter 81 and a compressed air supply control valve 79, which is installed at the end of the shell 86 and has a profiled air inlet port 80. The kinematic connection of the control mechanism 82 converts the rotational movement of the valve 79 into the translational motion of the fuel converter 81 (for example, a screw pair) . After adjustment, the fuel converter 81 is rigidly connected to the air control valve 79 at the end of the shell 86. The adjustment of the fuel converter 81 and the air control valve 79 is reduced to synchronously blocking the access of air and fuel to the TM 25 combustion chamber during assembly and installation of the timing belt 26. Air window 89 the casing 86 is closed by the valve body 79, and its profiled inlet port 80 is closed by the casing 86, and the fuel jets 112 are closed by the fuel converter 81, and this may be negligible preferential intake of air from RIV 27 into the combustion chamber ТМ 25. Piston rings 115 provide the necessary tightness of the fuel converter 81 in the central hole 108 of the floating piston 104. On the fuel converter 81, made in the form of a hollow cylindrical rod with a conical top, there is an annular groove 116, which is connected through radial holes 117 to the central hole 118, and on the cone with the nozzle 119. An electric heating element 120 is insulated in the hole 118, one in water connected to ground and the other terminal is electrically insulated and is connected to an adjustable power supply wire 84 (the drawing power source not shown). In the fuel system of the engine, the compartment 95 in the sectional heat exchanger 92 through the peripherally located holes 121 in the shell 86 is connected to the check valve 59 in the compartment 76. The compartment 76 is formed in the circular channel of the pipe 22 by the shell 86 with its truncated cone 88 and flange 73. Through those made in the sectional the heat exchanger 92 external axial channels 122 and radial holes 123 is connected to the annular groove 124 of the floating piston 104, and then through the piston radial holes 125 is connected to the annular groove 116 of the fuel Converter 81 and completes the engine fuel system. In the casing 86, behind the floating piston 104 of the timing belt 26 near the check valves 110, air thermoelectric heaters 126 are installed, connected in parallel with the fuel heating element 120 by a wire 84 from the power supply system, and an air safety valve 127 is installed to protect the RIV 27 from excess pressure of compressed air.

7 shows energy-saving options for the unification of TDVSM, allowing both partial and complete shutdown of individual engine units and (or) engines. For greater clarity, the presentation is presented through the modular construction of the engine structure as part of functional modules, therefore, when considering various unified energy-saving variants of the TDVSM, solved by the 5th objective of the invention, references are made to the reference designations of the construction description previously set forth in Fig. 1, ... Fig. 6. The engine can be created in series (shown) or parallel (connection via a group drive of a mechanical transmission is not shown) combining the TDVSM group, while the output shafts 4 through the couplings 130 are firmly and permanently connected. In other embodiments, drive couplings of machines and mechanisms that transmit rotational motion and torque from one shaft to another (clutch 131) and from the shaft to a gear wheel (coupling 132) that sits freely on it can be used, which can be implemented in one and ( or) a TDVSM group with an appropriate engine control drive. The transmission of torque can be carried out with a mechanical connection between the parts, due to friction or magnetic attraction, inertia or inductive interaction of electromagnetic fields. By the nature of the work in the TDVSM, various drive couplings can be used: permanent couplings (coupling 130); controlled (clutch 131); self-controlled (clutch 132) or automatically switched on and off depending on the operating mode; slip couplings. The joint operation of two or more TDVSMs is provided by a controllable clutch 131 through its drive 133. Also, TDVSMs can be used in conjunction with various hydrodynamic transmissions (sliding couplings: hydraulic couplings or torque converters) for automatic stepless regulation of the transmission of torque or rotational speed of the power take-off shaft 4 (external shaft load) with a less stressful temperature effect on traction multi-piston rotor wheels 63 TPR 21. The torque of the TDVSM can be transmitted transmis the vehicle through the flywheel 134. In the TDVSM, when the corresponding group drive of the mechanical transmission is disconnected through the clutch 132, it is possible to ensure the joint operation of MP3, MC1 and (or) MC2. For this, a controlled clutch 132 is installed between the shaft of internal needs of the engine 15 (the shaft of the internal load) and its drive gear 14 (not shown), which allows the complete disconnection of MC1 or MC2 (most rational when MC1 and MC2 differ in different performance) . At the same time, in ТМ3, each ТМ 25 is connected to МС1 and (or) МС2, that is, they are duplicated by compression lines from both MC1 and MS2, which not only increases the reliability and operability of the TDVSM, but also allows the TDVSM power to be used economically and reasonably, combining enable or disable timing 26 of individual TM 25 in combination with MC1 and / or MS2. So, in principle, the solution of the 5 objectives of the invention is partially realized.

On Fig shows a schematic diagram of TDVSM, depicting a set of communication elements and circuits that perform basic or auxiliary functions in the engine, as well as explaining the basic ideas, principles and sequence of processes that occur during its operation. In the description, the positional designation of circuit elements is supplemented by the positional designation of structural elements (not shown in Fig. 8, but previously shown in Fig. 1, ... Fig. 6), which (for reasons of clarity of design) is made for a better semantic perception of the TDSSM device. Also, the TDVSM scheme for clarity of design is proposed with one combustion chamber, while the design of the proposed TDVSM is presented in figure 2 and figure 4 with two combustion chambers. This does not contradict the basic idea, principles and sequence of processes occurring in the engine, which can be performed both with a large number of combustion chambers and with another combination of functional modules used in the engine. In the particular case, the schematic diagram (in Fig. 8) is consistent with the modular design description of the TDVSM (see Fig. 1, ..., Fig. 6) and is conditionally divided into central and side fragments according to the thermodynamic processes of the engine operating cycle. Lateral fragments of the circuit are presented by MC1 and MC2 and explain the sequence of thermodynamic compression processes (inlet and compression) of several working bodies. The central fragment of the diagram is represented by MP3 with ТМ 25 and explains the sequence of thermodynamic processes of heat supply and expansion of working fluids in TDVSM. In the design of the TDVSM, regardless of the general or particular case of the concept, the functional systems of the engine are built from a number of elements, including MC1, MC2, and MP3 with TM 25, combined according to the scheme in the communication circuit, which are paths of compression and expansion lines. In the diagram, individual communication circuits by a combination of structural elements show the principle of thermodynamic processes (compression, internal and external heat supply and expansion of working fluids) in the binary cycle of the TDVSM operation. Individual communication circuits and (or) a set of individual communication circuits according to the scheme form interconnected functional systems of the engine: start system, intake system, power system, expansion and exhaust system, automatic control system. Similar functional systems are used in any TD, however, in the proposed TDVSM design, including the modular design, they are substantially modified, structurally localized and work as part of the engine, complementing each other and interacting with each other.

The TDVSM launch system is designed to start the engine and embodies the well-known methods of starting the TD: by hand, with a starter, compressed air, rolling the propulsion device downhill or in tow. The starting system from the starters 12 and (or) the shafts 4 of the external and 15 internal loads with freewheels 68, through the gears 14 of the group drive of a mechanical transmission ensures the operation of all functional modules that implement thermodynamic compression processes in MC1 and MS2. The start-up system improves and simplifies the launch of TDVSM submodules ТПР 21, ТМ 25, ГРМ 26 and РИВ 27, realizing in МР3 the thermodynamic processes of heat supply and expansion into mechanical work, distributed primarily to TDSVM own needs, and then to overcome road resistance. The implementation of the TDVSM duty cycle with the simultaneous sequence of thermodynamic compression, heat supply and expansion processes is possible thanks to TPR 21 and allows the TD to be launched through a group drive of a mechanical transmission without preparation or with preliminary preparation of the fuel mixture components for internal mixture formation. Starting TDVSM without preparation (unstable starting, characteristic for ICE and gas turbine engine) provides internal mixture formation of the timing belt 26 in the combustion chamber ТМ 25 with the control mechanism 82 turned on. TDVSM gradually warms up, creating reserves and pre-preparing the components of the fuel mixture for internal mixture formation, switches from manual mode to automatic or semi-automatic mode. The launch of the TDVSM with the preliminary preparation of the fuel mixture components is carried out when the timing control mechanism 26 is turned off. 26 In addition, the fuel mixture components are pre-stored and prepared for the internal timing mixture 26 in the TM 25. Then, the control mechanism 82 is turned on and the timing mechanism 26 performs the internal mixture formation in the TM 25 combustion chamber , providing in all conditions always reliable start-up and stable operation of TDVSM practically without warming up the engine.

The multi-channel TDVSM intake system provides separate supply from the tanks and creates the MC1 and (or) MC2 in the heat-exchange compartments of MP3 individual reserves of all components of the fuel mixture. The multi-channel intake system works through a group drive of a mechanical transmission, providing during the thermodynamic compression process the preliminary preparation of all components of the fuel mixture for internal mixture formation in the TM 25. The TDVSM intake system with a set of individual communication circuits of the circuit forms: air intake system (air path communication); open (open) cooling system (cooling circuit connection); system of primary and secondary oxidation (connection of the oxidizer supply path); lubrication system (communication of the oil supply path); fuel supply system (communication of the motor fuel supply path). Tanks of fuel components, their supply pipelines and coarse and (or) fine filters are not indicated in the intake manifold compression lines, since they have no fundamental novelty and their implementation according to the principal scheme does not cause technical difficulties, but complicates the perception and visualization of the graphic image of the invention .

The air path communication chains, showing in the diagram a set of individual air compression lines, form an air intake system that compresses and prepares the air for internal mixture formation in TM 25. To supply air to the MC1 and MC2, the following are connected in series: air purification filter 16 (RPK-1 ) 6, air channel 45, (RPK-2) 7, air channel 48, check valve 31. Then, in MP3 RIV 27 and the air intake window 89 of the body shell 86 TM 25 is connected through the profiled window 80 of the control valve 79 to the timing belt 26, where reverse valves panels 110 and thermoelectric heater 126. Shafts 33 RPK, having a kinematic connection through a gear wheel 14 with a group drive of a mechanical transmission, provide operation (RPK-1) 6 and (RPK-2) 7, which stepwise compress the air and supply it under pressure highways of compression of air. Compressed air is stored in RIV 27, utilizing the thermal losses of the engine, while in RIV 27 compressed air is gradually prepared by the ionizing device 29 and heat exchangers 30, 77, 78 for internal mixture formation, and in the timing belt 26 thermoelectric heater 126 completes the preparation of compressed ozonized air for internal mixture formation .

The cooling circuit communication chains, showing in the diagram a set of individual water compression (supply) lines, form an open (open) cooling system in which cooling water is converted to steam, which is used to obtain mechanical work in the TDSSM binary operating cycle. To supply water to MC1 and MC2, the following are connected in series: RNV 9, cooling channel 50, first cooling circuit (RPK-1) 6, cooling channel 51, first and second cooling circuit (RPK-2) 7, cooling channel 52, second cooling circuit (RPK-1) 6, cooling channel 53 and non-return valve 54. Then, in compartment MP3, compartment 74 through intercostal channels 97 and nozzles 96 of body shell 86 TM 25 is connected to compartment 93 of heat-resistant heat exchange shell 92 of combustion chamber TM 25. Then, through nozzles 98 of heat exchange shell 92 and intercostal channels 99 of the spherical dome 90 is connected to the perforation the cavity of the steam generator 100 of the combined expansion nozzle 24 installed in the guide hole 23 of the expansion line, which ends with the exhaust hole 32. The shafts 35 of the RNV 9, having a kinematic connection through the gears 41, 42 and 14 with a group drive of a mechanical transmission, ensure the operation of the RNV 9, which under pressure supply water along the compression lines of the open cooling system. The supplied water in the RPK cools the compressed air, increasing its mass charge in the RIV 27, then it is gradually heated, utilizing the heat losses of the engine and TM 25, and in the steam generator 100 of the combined expansion nozzle 24 it turns into superheated steam. In the guide hole 23 of the expansion expansion line, the vapor is mixed with gases expanding from the combustion chamber and the combined expansion nozzle 24, and the gas-vapor flow directed to the TPR 21 is converted into mechanical work. The spent vapor-gas stream is removed into the atmosphere through the outlet 32. Thus, the water cooling the engine passes into steam, is used as a binary working fluid, turning into mechanical work.

The oxidizer supply trust communication chains, showing individual oxidizer compression (supply) lines on the diagram, form the primary and secondary oxidation system. To supply the oxidizing agent to MC1 and MC2, the following are connected in series: PHO 8, oxidizer channel 55, non-return valve 56. Then, in compartment МР3, compartment 75 is connected to the compartment 94 of the heat-resistant heat-exchange shell 92 of the combustion chamber through the nozzles 101 of the housing shell 86 ТМ 25. In the main oxidation system, the nozzles 102 of the heat exchange shell 92 are constantly connected to the TM 25 combustion chamber, reaching the inner surface of the intercostal channels of the spherical dome 90. In the additional oxidation system, the nozzles 103 are closed by the floating piston 104, but are connected to the TM 25 combustion chamber when the floating piston 104 moves Shafts 34 RNO 8, having a kinematic connection through gears 41, 42 and 14 with a group drive of a mechanical transmission, ensure the operation of RNO 8, which under pressure supply an oxidizing agent (hydrogen peroxide a) oxidation backbones compression system. The supplied oxidizer is gradually heated, utilizing the heat loss of the engine and TM 25, and crosses the flame propagation front in the combustion chamber, contributing to the complete combustion of the fuel mixture (the oxidation system complements the air intake system).

The communication circuits of the oil supply path, showing individual oil compression (supply) lines in the diagram, form a closed (closed) engine lubrication system that provides lubrication of rubbing parts with engine oil. In the lubrication system in MS1 and MS2, branched oil channels 57 connect the PHM 10 to (RPK-1) 6, (RPK-2) 7, each group drive of a mechanical transmission and bearings 67. Shafts 36 of the PHM 10, having a kinematic connection through gears 41 , 42 and 14 with a group drive of a mechanical transmission, ensure the operation of the RNM 10, which under pressure supply engine oil along the compression lines of the lubrication system. The TDVSM oil system is localized and operates in less intense thermal conditions compared to similar systems of other internal combustion engines.

The fuel path communication chains, showing individual motor fuel compression (supply) lines in the diagram, form a fuel supply system that feeds and prepares any motor fuel for internal mixture formation in TM 25. To supply fuel to MC1 and MC2, the following are connected in series: РНТ 11, fuel channel 58 and a non-return valve 59. Then, in MP3, the compartment 76 is connected to the compartment 95 of the heat-resistant heat-exchange shell 92 of the combustion chamber through peripherally located openings 121 of the housing shell 86 TM 25. Then, the outer axial channels 122 and the radial holes 123 of the heat-resistant heat transfer shell 92 are connected through the annular groove 124 and the radial holes 125 of the floating piston 104 to the fuel converter 81. In the fuel converter 81, the annular groove 116 is connected through the radial holes 117 to the central hole 118 in which electric heating element. The hole 118 through the nozzles 119 is connected to the Central blind (closed) hole 108 of the floating piston 104 and through the fuel nozzles 112 of the floating piston 104 is connected to the combustion chamber TM 25 (only when the control mechanism 82). The shafts 37 RNT 11, having a kinematic connection through gears 41, 42 and 14 with a group drive of a mechanical transmission, ensure the operation of the RNT 11, which under pressure supply motor fuel through individual fuel supply lines.

Communication circuits by the combination of all the paths of the components of the fuel mixture of the multichannel intake system shown in the diagram form an individual power supply system in TM 25. In the TDVSM, the power system is localized around the TM 25 combustion chamber, interconnected by the heat-resistant heat-exchange shell 92 of the combustion chamber and the timing belt 26 with all the systems of the inlet of the fuel mixture components through the air, fuel, oxidizer and cooler lines. The power system in TM 25 completes the preparation of the components of the fuel mixture, provides the timing 26 self-stabilizing internal mixture formation, forming the fuel charge mechanism 82 necessary for performing mechanical work by the control mechanism 82. The power system is implemented in TM 25 (see the description of FIG. 6), consists of a timing belt 26 and its control mechanism 82, a heat exchange shell 92 and a heat-resistant dome 90, forming a combustion chamber with heat-exchange compartments 93, 94 and 95 for preliminary preparation of the fuel mixture to internal mixture formation. The heat release (internal heat supply), prepared by the power supply system in the combustion chamber with the combined expansion nozzle 24, by heat exchange processes provides an external heat supply in the steam generator 100, turning heated water into superheated steam in the compartment 93 and further along the cooling line. In the oxidation line through compartment 94 onwards, hydrogen peroxide is prepared for the main and (or) additional internal mixture formation in the combustion chamber. The power system supplies hydrogen peroxide, which crosses the flame front in the TM 25 combustion chamber, respectively, at the heat-resistant evaporator dome 90 and the floating piston 104. Fuel is supplied through the fuel line through compartment 95 and then fuel preparation is completed, completed by an electric heating element 120 in the central hole 118 and the fuel jet 119 of the fuel converter 81, which is hermetically mounted in the Central hole 108 of the floating piston 104. The timing belt 26 consists of a pressure control valve 79 supply compressed zduha and the fuel converter 81, combined with screw drive mechanism 82 controls operation of the engine, as well as the binder of the floating piston 104, configured with the air 113 and fuel jet 112, the geometric axes of which intersect the electrodes 114 of spark plugs. The jets 112 and 113 of the floating piston 104, providing a swirl chamber in the combustion chamber, connect the central 108 (fuel) and peripheral 109 (air) openings to the combustion chamber, respectively protecting the fuel converter 81 and check valves 110 from high temperatures of the combustion chamber. The control valve 79 (at the check valves 110 of the floating piston 104) has a thermoelectric air heater 126 connected by a wire 84 to the engine power system, and the ignition wires 83 are connected to the spark plugs 114. When starting up and operating the TDVSM, the control mechanism 82 partially or completely combines the inlet window 89 of the body shell 86 with the profiled inlet window 80 of the control valve 79 in the TM 25, providing a metered supply of compressed air from the RIV 27 through the check valves 110 and air jets 113. the converter 81 is biased in the central hole 108 of the floating piston 104, providing a metered supply of gaseous fuel through the open central hole 108 and the fuel nozzles 112. Thus, the power supply system along the line the air and fuel compression holes automatically ensure homogeneous internal mixture formation in the combustion chamber. Subsequently, the floating piston 104, performing internal mixture formation, provides a metered supply of air, fuel and hydrogen peroxide to the combustion chamber ТМ 25. Depending on the external load and the position of the control mechanism 82 in the combustion chamber ТМ 25, self-adjusting heat generation is provided: according to the Otto cycle with a constant volume (pulsating), according to the Diesel cycle at constant pressure (continuous) or according to the Trinkler cycle (combined), supporting automatic, semi-automatic or manual operation of the TDVSM.

The communication circuits of the expansion path, showing on the diagram an individual expansion highway, form an expansion and release system. The design of the system for expanding and discharging working fluids is formed in the housing shell 20 (see also the description of MP3 in FIG. 4) by two side walls 61 and 62, which are made with a diverse developed geometric surface and form closed trunk channels and compartments. TM 25, installed in the guide hole 23 of the pipe 22 of the housing shell 20, divides the closed trunk channels into individual compression and expansion lines. Individual expansion lines begin in TM 25 with a combustion chamber and a combined expansion nozzle 24, combined with a steam generator 100, continue in a gradually expanding guide hole 23, which is tangentially connected to the inner cylindrical cavity of the central mounting and heat-exchange compartment of the shell 20. In the central mounting and heat exchange compartment installed TPR 21, which piston blades 65 and 66 of the rotor wheels 63 and 64 crosses the expansion line. Piston blades 65 and 66, tightly and hermetically sliding along the inner smooth cylindrical surface 70 in the expansion line of the mounting-heat-exchange compartment in the tangential interface with the guide hole 23 of the expansion line, under the influence of the gas-vapor flow realize a large pressure of the working fluid in small sealed volumes of an individual expansion line . After that, the smooth inner cylindrical surface of the mounting and heat-exchange compartment in the expansion line is gradually deepened and expanded by internal channels, smoothly passes into the ribbed-cylindrical surface 71 and ends with an outlet opening 32 that enters the atmosphere. At this stage, the piston blades 65 and 66 continue to slide along the cylindrical surface, while the expanding vapor-gas flow flows through the deepening channels of the ribbed-cylindrical surface 71 into the atmosphere, realizing a small pressure of the working fluid in large leaking volumes of the individual expansion line. The design of an individual expansion line allows you to combine internal and external heat supply in TM 25, a gas and steam-turbine thermodynamic expansion cycle, and locally and purposefully implement the thermodynamic process of expanding binary working fluids into mechanical work. Heat exchangers 30 are installed in the outlet openings 32 of the expansion line, utilizing the heat losses of exhaust gases in the RIV 27 to increase the thermal efficiency and noise reduction TDVSM, as well as drainage tubes 17, designed for ejector removal (suction) of dust from the air filter 16.

The automatic control system TDVSM carries out positive self-alignment of the engine and ensures stable operation in the entire range of external speed characteristics of the engine, self-adjusting to changes in external load with a self-adjusting redistribution of the set level of internal mixture formation during the self-adjusting heat supply cycle in TM 25. The automatic control system is provided by the design of the TDVSM through TP 21 and a group drive of a mechanical transmission. Through the shafts 15 of the internal load and the shaft 4 of the external load, the TPR 21 divides the power energy flows into the own needs of the TDVSM and road resistance. At the same time, through a group drive of a mechanical transmission, the TDVSM automatically corrects the operation (productivity) of compressors and pumps in MS1 and MS2, increasing the internal mixture formation in TM 25, and restores the disturbed thermal and mechanical balance of the TD. Thus, without the special design of an automatic control system (for example, a vacuum or centrifugal regulator), the TDVSM is able to operate stably under various operating conditions, while simultaneously implementing the sequence of thermodynamic processes of compression, heat supply and expansion. For this, when operating in the “idle” mode, it is sufficient for the control mechanism 82 to form a fuel charge that provides only the TDVSM's own needs. For any definitely included position of the control mechanism 82, a fuel charge is generated in the combustion chamber for the total total power of the TDVSM internal and external load, which is overcome during synchronous rotation of the traction 63 and compressor 64 rotor wheels. Violation of the thermal and mechanical balance is detected by TPR 21, which redistributes power energy flows during asynchronous rotation of traction 63 and compressor 64 rotor wheels. The maximum increase in rotation of the compressor 64 rotor wheels through a group drive of a mechanical transmission increases the formation of fuel charge in the combustion chamber. At the same time, the traction 63 rotor wheel can completely stop, however, the TDVSM will not stall, working “on its own” in the “changed idle” mode with the inability to overcome an external load obstacle. In this case, it is necessary, in a manual or semi-automatic mode of operation by the control mechanism 82, to increase the formation of a fuel charge, increasing the power of the TDVSM to overcome the external load. It should be noted that the semi-automatic mode of operation combines the automatic mode of operation of the TDVSM and manual adjustment by the control mechanism 82, and the manual mode of operation involves connecting or disconnecting individual power devices of the TDVSM.

The operation of the TDVSM, as well as the operation of any TD, is implemented by the engine start-up phase, which goes into its operation with transient unsteady and steady-state processes of the engine’s duty cycle, and is completed after the work has been completely stopped.

The launch of the TDVSM can be carried out by all methods known to the internal combustion engine: manual, starter 12, coasting when moving the propulsion device in tow or downhill, as well as compressed air. In TDVSM kinematic connection of shafts of compressors (RPK-1) 6, (RPK-2) 7, pumps RNO 8, RNV 9, RNM 10, RNT 11, starters 12 and generators 13 with driving gears 14 of the shaft 15 of the internal load, a group drive is formed mechanical transmission in each MS1 and MS2. In TDVSM through the group drive of a mechanical transmission provides its own needs MS1 and MS2 for the implementation of thermodynamic compression processes. Starting from the starter (s) 12 is carried out with asynchronous rotation in the TPR 21 of the multi-piston rotor wheels 63 and 64 with the overrunning clutches 68 turned off, i.e. without kinematic connection of shafts 4 and 15 power take-off. With other starting methods, the own needs of MC1 and MC2 for thermodynamic compression processes are achieved by synchronously rotating the rotor wheels 63 and 64 of the TPR 21 with the kinematic connection of the shafts 4 and 15 of the power take-off while the overrunning clutches 68 are turned on. The launch and subsequent operation of the TDVSM are associated with various energy transformations electrical, kinetic and potential energy into mechanical work, which in the engine’s duty cycle is partially expended through group drives of mechanical gears and the functioning of MC1 and (or) MC2, providing first of all the engine's own needs in the process of intake and compression of the fuel mixture components with their separate supply through the compression mains, and then with preliminary, in MP3, and final preparation of all fuel components for internal mixture formation in TM 25 and fuel combustion in a combustion chamber with a combined expansion nozzle 24. Starting by starters 12 is provided by the electric energy of the batteries. When starting with starter (s) 12 in MC1 and (or) MC2 through a group drive of a mechanical transmission, two-stage compression groups of compressors (RPK-1) 6 and (RPK-2) 7, rotary pumps RNO 8, RNV 9, RNM 10, RNT work 11 and generators 13, which feed previously filtered components of the fuel mixture through individual compression lines to the sectional heat exchanger 92 of the ТМ 25, ГРМ 26, РИВ 27 combustion chambers and compress them in the mounting and heat-exchange compartments МР3 and ТМ 25 ТДВСМ. The coastal launch is realized by the kinetic energy of the propulsion device through the power take-off shaft 4. To start with compressed air, the electric energy of the battery is used, converted through the group drive of mechanical transmission into potential energy (deformation energy) of compressed air, the reserves of which are created in RIV 27. When launched by coast or compressed air, the rapidly rotating power take-off shaft 4 includes overrunning clutches 68, synchronizing rotation of the power take-off shafts 4 external and 15 internal loads. In this case, the launch of the TDVSM is carried out through a group drive of a mechanical transmission, but not from the starter (s) 12, but through the shaft (s) 15 of the power take-off of internal loads, in MS1 and (or) MS2, groups of two-stage compression compressors (RPK-1 also work) ) 6 and (RPK-2) 7, rotary pumps RNO 8, RNV 9, RNM 10, RNT 11 and generators 13, providing the flow of components of the fuel mixture for internal mixture formation in the combustion chamber TM 25.

In TDVSM start system and intake system are duplicated MC1 and MS2. Duplication combines a variety of, including economical and forced, modes of launch and operation of the AP, as well as high reliability and operability of the TDVSM. You can start the TDVSM with one or two starters 12 in each MS1 and (or) MS2. In this case, the start by the starters 12 or by the coasting of the mover can be carried out without preliminary preparation of the components of the fuel mixture for internal mixture formation or with preliminary preparation.

When starting the TDVSM from the starter (s) 12 or through the power take-off shaft 4, produced without preliminary preparation of the fuel mixture components, the timing control mechanism 26 (engine control) is turned on. Compressors (RPK-1) 6 and (RPK-2) 7, pumps RNO 8, RNV 9, RNM 10, RNT 11, starters 12 and generators 13 operate, multi-piston rotor wheels 64 (63 and 64 with coasting), blowing individual expansion lines. On individual compression highways, the components of the fuel mixture enter through a check valve system and mounting and heat-exchange compartments in TM 25 for internal mixture formation (see the description of the multi-channel intake system and power system). When the control mechanism 82 is activated in the timing belt 26, the inlet window 80 of the control valve 79 and the inlet window 89 of the casing 86 are partially or fully combined. Compressed air passes through RIV 27 and windows 80 and 89 combined in the timing belt 26 with the compressor frequencies (RPK-1) 6 and (RPK-2) 7. The air is pulsed through the check valves 110 and air 113 nozzles of the floating piston 104 into the chamber TM 25 combustion, blowing it to fill with a fresh charge of the fuel mixture. Rotation of compressor 64 (starting by starter 12) or all (traction 63 and compressor 64 when starting by coasting or compressed air) rotor wheels helps to purge the expansion line and evenly fill the TM 25 combustion chamber with fresh charge. During startup and during further operation of the TDVSM in RIV 27 stockpiles of compressed air are created and replenished, its pulsations practically disappear, and excess air pressure is even vented into the expansion line through the pressure relief valve 127. At the same time, 81 open fuel 112 nozzles of the floating piston 104 are fed through which liquid motor fuel enters the TM 25 combustion chamber. In the TM 25 combustion chamber, internal mixing is performed by the ejector principle of operation with aerosol spraying and mixing of air and liquid fuel, since the kinetic energy of the compressed air stream sucks the liquid fuel from fuel converter 81 and atomizes it. By the constant electric spark discharges of the spark plugs 114, the cold and poorly mixed fuel mixture in the TM 25 combustion chamber ignites and burns. The pressure in the combustion chamber TM 25 increases, the expanding gases accelerate out through the combined expansion nozzle 24 and the guide hole 23, rotating the multi-piston rotor wheels 63 and 64, and are removed to the ambient atmosphere along the expansion lines. Moreover, the rate of combustion of the fuel mixture gradually increases over time and the intensity of heat in the combustion chamber TM 25 increases. The heat generation increasing with heating of the TDVSM in the TM 25 combustion chamber is controlled by the level of mixture formation and is set by the drive of the control mechanism 82, and the heat supply cycle in the TM 25 combustion chamber is set by the floating piston 104 according to the thermal and mechanical balance of the TDVSM. Self-stabilizing mixture formation is carried out under the pressure of the components of the fuel mixture entering the TM 25 combustion chamber. With the floating piston 104, the flow of fuel and air into the TM 25 combustion chamber is stopped at excessive gas pressures in the TM 25 combustion chamber. Until mechanical work corresponding to heat generation will be completed, the pressure in the combustion chamber ТМ 25 will not drop, the displaced floating piston, pressed by the spring 106, will not return to its original position in order to to provide new mixture formation of fuel with air. The heat supply process in the TM 25 combustion chamber is accelerated not only by the heat exchange processes taking place in TM 25, but also by the additional supply of oxidizing agent to the TM 25 combustion chamber. Hydrogen peroxide constantly crosses the flame propagation front in the combustion chamber at the heat-resistant dome 90 of the evaporator and periodically crosses the propagation front flame around the floating piston 104 at its displacements. High-speed combustion of the fuel mixture occurs with intense heat generation in the TM 25 combustion chamber, which is partially used by heat exchange processes to prepare the components of the fuel mixture for both internal mixture formation and the conversion of hydrogen peroxide and water to superheated steam. During the start-up process, heated water from the steam generator 100 of the combined expansion nozzle 24 enters the guide hole 23 and mixes with the gas stream rapidly flowing out of the combined expansion nozzle 24. When starting the TDVSM, hydrogen peroxide in the TM 25 combustion chamber and water in the pilot hole 23 are mixed aerosolly with an accelerating expanding gas stream, increasing its mass, and the total impulse forces of the binary working fluids acts on the multi-piston rotor wheels 63 and 64 TPR 21. Self-adjusting heat supply cycle in the combustion chamber TM 25 is installed by a floating piston 104 according to the thermal and mechanical energy balance. The level of self-settling mixture formation set by the drive of the control mechanism 82 is carried out by the floating piston 104 under excess balanced pressure of fuel and air exceeding the pressure of the working fluid in the combustion chamber ТМ 25. The heat supply cycle in the combustion chamber ТМ 25 determines the heat release level by the fixed position of the floating piston 104 according to the energy balance of ТДВСМ . Moreover, the heat supply cycle at a constant volume, mixed or at constant pressure occurs, respectively, with the movable and (or) stationary position of the floating piston 104. Often, this internal mixture formation is transient, including damped oscillatory, in nature and actually does not depend on the angular velocity of rotation shafts 4 and 15 power take-off with sufficient reserves of components of the fuel mixture prepared for internal mixture formation. An alternative nozzle (injection) mixture formation used in the internal combustion engine carries out internal mixture formation with a strict dependence on the rotation of the power take-off shaft. Whereas the internal mixture formation carried out by the floating piston 104 in the TDVSM provides heat generation in the TM 25 combustion chamber with a more flexible functional dependence on the rotation of the shafts 4 and 15 of the power take-off of the external and internal load, which makes it possible to more fully use the internal energy of the fuel mixture, as well as prepare for mixture formation a new portion of charge. The launch of the TDVSM with the simultaneous sequence of thermodynamic processes of compression, heat supply and expansion is ensured by the operation of the starter 12, coasting of the mover or compressed air in the RIV 27. At the same time, in the TDVSM duty cycle, the combustion chamber with the combined expansion nozzle 24 is gradually warmed up, and the components of the fuel mixture are heated by the heat exchange processes occurring in TM 25. The reactivity and pressure of the components of the fuel mixture gradually increase, the quality of the internal mixture formation in the TM 25 combustion chamber is increased, and high-speed combustion of the fuel mixture occurs with more intense heat generation. The thermal and mechanical balance of the TD is leveled, and with the flow of working fluids accelerating through the combined expansion nozzle 24, the TDVSM is stable. The starter 12 is turned off, since the need for its operation disappears. In principle, the starter 12 and the generator 13 can be functionally combined into one electric motor, in which the operating mode of the starter will change to the operating mode of the generator. The launch of the TDVSM without preparing the components of the fuel mixture for internal mixture formation is largely similar to the launch of the internal combustion engine, gas turbine engine and other TD. Such a launch is difficult in winter conditions of operation of the TDVSM and unstable, does not provide fuel efficiency of the engine with poor mixture formation and combustion of the fuel mixture during engine warming up to its stable operation. However, the launch in TDVSM is possible with the preliminary preparation of the components of the fuel mixture.

When starting the TDVSM with preliminary preparation of the fuel mixture components for internal mixture formation, the timing control mechanism 82 (engine control mechanism) is disabled, and the fuel mixture components are also fed through individual compression lines through a system of check valves and mounting and heat-exchange compartments in TM 25. During starting air and oxidizer (from the combustion chamber ТМ 25), as well as a cooler (from the steam generator 100 of the combined expansion nozzle 24) are rotationally removed through individual expansion lines Isya the multi rotor wheels 63 and 64 TPD 21 (ejector principle action) into the ambient atmosphere. In the further work of the TDVSM, the oxidizing agent promotes high-speed combustion of the fuel and intense heat generation in the TM 25 combustion chamber. The cooler and part of the unclaimed oxidizer, mixing with the expanding gas stream, increase the total impulse of the working fluid and reduce the high-temperature effect on the structural elements of the engine during combustion and expansion of the working fluid in the launch and operation of the TDVSM. In preparation for launch, the fuel 112 jets of the floating piston 104 in the timing belt 26 are blocked by the fuel converter 81, there is no internal mixture formation of fuel with air in the combustion chamber TM 25. Therefore, when starting in closed volumes of the heat-exchange compartments of the compression lines, both compressed air and liquid motor fuel are subjected to electrothermal treatment. For such a preparation of the fuel mixture in TM 25 combine the completion of the compression process with the heat supply process. The meaning of the preparation is to increase the reactivity of the molecules during their joint interaction, is to weaken the intermolecular valence bonds of the fuel, the excitation and activation of the fuel and air molecules, including with allotropic changes in the molecules. As a result of preliminary preparation of the components of the fuel mixture for internal mixture formation, heterogeneous mixture formation (liquid - gas) is replaced by homogeneous gaseous mixture formation (gas - gas), which extends the flammability limits of the fuel mixture and excludes many factors affecting the rate of combustion and the rate of heat generation. The liquid cooling system in (RPK-1) 6 and (RPK-2) 7 promotes smooth, uniform operation of compressors and an increase in the mass charge of compressed atmospheric air. Compressed by compressors up to 1.0 MPa, the air enters RIV 27, where it accumulates and heats up over time, utilizing the heat loss of the engine, and ionizes it by ionizer 29. In RIV 27 not only pressure fluctuations caused by the pulsating supply and intermittent and uneven flow of compressed air are smoothed out, but further fuel preparation is also carried out by the ionizers 29, for example, in the form of photo, thermo, shock and (or) electric ionization. Thus, in the compressed air prepared for mixture formation, allotropic modifications of oxygen molecules occur, from which ozone molecules more active for oxidation are formed. When starting TDVSM include adjustable drive mechanism 82 controls the heating of air and fuel. The compressed air is heated in the timing belt 26 by thermoelectric heaters 126, and the liquid motor fuel is overheated by an electric heating element 120 located in the central hole 118 of the fuel converter 81. When the engine is running, the compressed air is preheated in the RIV 27 by regenerative heat exchange with the elements of the shell 20 and heat exchange by capillary tubes 30. Then, in the timing belt 26, the electrothermal treatment of compressed air is carried out by thermoelectric heaters 126 and 3 is completed by a floating piston 104 of timing belt 26, therefore, the temperature of the compressed ozonized air prepared in the internal mixture formation can be brought up to 300 ° C ... 400 ° C at startup, and then up to 400 ° C ... 500 ° C during operation, which is quite sufficient for self-ignition of the fuel mixture, especially since the ignition process is duplicated by constant spark discharges of the spark plugs 114 and the oxidizer injection. Utilization of heat losses of AP, carried out by the components of the fuel mixture as a result of regenerative and regenerative heat transfer, contributes not only to an increase in thermal efficiency engine, but also better combustion of the fuel mixture. Activated and excited molecules of fuel and air have a greater reactivity for joint interaction, leading to high-speed and even detonation (explosive) combustion of fuel with intense heat generation and an increased total momentum of the working fluid, accelerating out when expanding from the combined expansion nozzle 24. Similarly in TDVSM the remaining fuel components are delivered through their paths to the compression lines, including liquid fuel along the path when fuel enters the fuel system of the timing 26 and its fuel converter 81, in which the fuel nozzle 119 is closed by a floating piston 104. Liquid motor fuel that is without air in the closed volume of the central hole (cavity) 118 of the fuel converter 81 is overheated by the electric heating element 120 to a temperature above its boiling point. For this, the heat of vaporization is supplied and transmitted by the electric heating element 120, which exceeds the specific heat of vaporization of the liquid motor fuel. The boiling point of different motor fuels is different and is in the range of 35 ° C ... 350 ° C, in addition, gasolines and kerosene are composed of a mixture of hydrocarbons and therefore do not have a specific boiling point, since at first the most volatile fuel components boil, but with an increase temperatures and others, while the specific heat of vaporization for liquid motor fuels reaches 300 ... 400 and even 970 (kJ / kg). After a short preparation of the components of the fuel mixture, the control mechanism 82 is turned on, and in the timing belt 26 of the TM 25 the control valve 79 is rotated, which is screw-coupled with the fuel converter 81. When turning, the inlet window 89 of the body shell 86 in the timing belt 26 is partially aligned with the profiled the inlet window 80 of the control valve 79 and the compressed ozonized air from the RIV 27 enters the timing belt 26, where it is heated by a thermoelectric heater 126. The compressed heated ozonized air fills the combustion chamber T M 25, passing through the check valves 110 and air nozzles 113 of the floating piston 104, and rushes into the expansion line, where, accelerating in the combined expansion nozzle 24 and the guide hole 23, it enters the rotating multi-piston rotor wheels 63 and 64. An advanced cleaning process and preparation of the TM 25 combustion chamber for a fresh charge. The fuel Converter 81 during the rotation of the control valve 79 progressively moves away from the floating piston 104 and opens the fuel 112 nozzles. At the same time, liquid motor fuel, superheated by an electric heater 120 in a closed volume of the heat exchange compartment 118 and the nozzle 119 of the fuel converter 81, through the ajar cavity 108 and the fuel 112 nozzles of the floating piston 104 rushes into the combustion chamber TM 25 under the pressure of the gaseous flow. Directed by the fuel 112 and air 113 jets of the floating piston 104, gaseous flows of light and heavy fractions of fuel and ozonized air under their own pressure cyclically mix, forming a combustion chamber Nia TM vortex combustor 25 with spontaneous ignition of the fuel mixture. High-speed combustion of a qualitatively prepared fuel mixture occurs with intense heat generation. As a result of fuel preparation, fuel economy is achieved and the warming up necessary to achieve stable engine operation is practically not required.

The launch of the TDVSM, characterized by a combination of various options, including the preparation of the fuel mixture, provides fuel efficiency and reliability of the launch.

The launch and subsequent operation of the TDVSM is carried out by a work cycle with a simultaneous sequence of thermodynamic processes of compression, heat supply and expansion, which allows the preparation of the components of the fuel mixture for internal mixture formation. When dividing the energy costs into internal and external loads and creating a cascade of mounting and heat-exchange compartments in the TDVSM compression lines, a long-term ionization of compressed air is used and heat-exchange heating of the fuel mixture components is used. The final preparation of liquid components is realized by a first-order phase transition phenomenon that occurs in TM 25 closed heat-exchange compartments, including in a closed (or limited by a floating piston 104) fuel converter converter compartment 118. While compressed air is stored and heated in RIV 27, where it is ionized for a long time, and allopropic changes in oxygen molecules are provided by ionizer 29 (oxygen is converted into a more aggressive ozone oxidizer). The stocks of compressed air created in RIV 27 have the potential energy sufficient to provide for the TDVSM's own needs when all fuel components are supplied to ТМ 25 and to carry out the timing belt 26 of self-settling internal mixture formation with forced ignition of the fuel mixture in the combustion chamber from spark plugs 114. During the start-up and operation of the TDVSM in the TM 25 combustion chamber, the heat energy released by the internal heat supply is supplemented by the kinetic energy of the expanding steam obtained in the steam generator 100 of the combined expansion nozzle 24 with the external heat supply. Ultimately, kinetic energy with an increased mass of the vapor-gas stream of binary working fluids with a total impulse of forces ensures that all rotor wheels 63 and 64 rotate in the TPR 21, completing the sequence of energy transformations with the mechanical work of the TDVSM. The inevitable thermal losses of APs through heat exchange processes are utilized by the components of the fuel mixture, which contributes to their preliminary preparation both for internal mixture formation (fuel, air and oxidizing agent) and for the preparation of the binary working fluid (cooling system water gradually turns into steam). The completion of the preparation of the components of the fuel mixture is an additional supply of heat of vaporization. This is achieved by carrying out a first-order phase transition when combining the compression processes with the pre-emptive in ТМ 25 and forced electrothermal treatment in the GRM 26 with the heat supply process, both before the process of mixture formation and during its implementation. During a phase transition of the first kind, a transition of a substance from one phase to another occurs, with the change in the state of aggregation of liquid motor fuel to gaseous fuel, including its various light and heavy fractions. The phase transition of the process of evaporation and boiling of liquid motor fuel in a closed volume of the cavity 118 of the fuel Converter 81 abruptly changes the density of the fuel, its internal energy, entropy and enthalpy. During the start-up and further operation of the TDVSM in TM 25, the heat of the phase transition in the sectional heat exchanger 92, the timing belt 26 and the fuel converter 81 is additionally supplied during compression. The heat measured by the jump in enthalpy (heat content) at a constant temperature and pressure or volume is supplied pulsed with a constant volume in the isochoric process and (or) constantly at a constant pressure in the isobaric process, which depends on the self-adjusting heat supply in the combustion chamber ТМ 25. The self-adjusting heat supply It depends on the thermal and mechanical balance of the engine, it is determined by the heat release in the combustion chamber TM 25 and the resistance of the total load of the TDVSM. The heat input depends on the position of the floating piston 104 in the TM 25 combustion chamber during self-settling mixture formation according to the level of mixture formation forming the fuel charge given by the drive mechanism 82. At the start and operation of the TDVSM, the level of mixture formation is set (in the manual mode of controlling the operation of the TD) by the drive of the control mechanism 82. With the control mechanism 82 turned on, internal mixture formation in the TM 25 combustion chamber is regulated by the fuel supply and is ensured by the throughput of the fuel nozzles 112 and 119, as well as by a change in the gap in the cavity 108 formed between the floating piston 104 and the fuel converter 81. Compressed air through the check valves 110 and air nozzles 113 are carried out independently, regulated and controlled by check valves 110, while the fuel is supplied to the combustion chamber ТМ 25 and controls It is driven by a floating piston 104, pressed by a spring 106, stops and resumes when it moves. However, within the limits established by the fuel supply control mechanism 82 (with a constant gap in the cavity 108 and automatic control of the TD operation), the internal mixture formation is independently corrected by the additional air supply. With an increase in the external load in the TPR 21, the rotational torques of the multi-piston rotor wheels 63 and 64 change. The accelerated rotation of the compressor rotor wheels 64 through the group drive of the mechanical transmission increases the flow of the fuel mixture components into the TM 25 and the internal mixture formation is corrected in the combustion chamber TM 25. Moreover, an independent separation of the energy flows of fuel and air in the timing belt 26 ensures an accelerated supply of compressed air, which is determined by the higher throughput of check valves 110 with air jets 113 compared to the throughput of fuel 119 and 112 jets with different increases in air and fuel pressures. In this case, the heat in the combustion chamber TM 25 of the depleted fuel mixture is compensated by the mass of mixture formation, and the complete combustion of the enriched fuel mixture is achieved by an additional supply of oxidizing agent. In any case, with automatic or manual adjustment of the fuel mixture, the mass of working fluids accelerating out of the combined expansion nozzle 24 increases. The heat transfer processes occurring in the TM 25 combustion chamber between its elements and components of the fuel mixture, without reducing the heat release, reduce the effect of high-temperature effects on TD design elements and materials used. Thus, in the combustion chamber of ТМ 25 ТДВСМ, heat is supplied at a constant volume (fully pulsating) or mixed heat supply (partially pulsed) or heat is supplied at constant pressure (continuous). In the heat supply cycle with a constant volume, liquid motor fuel, superheated without air in the closed volume of the cavity 118 of the fuel converter 81 (as a result of a first-order phase transition), changes its volume rapidly and evaporates quickly. Fuel under high pressure in the gaseous state of light and heavy fractions flows into the TM 25 combustion chamber. Fuel 112 and air nozzles 113 in the floating piston 104 provide cyclonic turbulence and good mixing of light and heavy gas fractions of the fuel with air. A well-prepared fuel mixture ignites spontaneously, forming a vortex furnace in the TM 25 combustion chamber. Forced uninterrupted ignition by an electric spark from spark plugs 114 with an oxidizer injection self-adjusting by heat release duplicates the ignition of the fuel mixture and contributes to a more complete homogeneous diffusion combustion of the fuel. In the heat supply cycle at constant pressure, liquid motor fuel boils during a first-order phase transition, flowing through compartment 118 and the nozzle 119 of the fuel converter 81, then passes the adjustment cavity 108 and the fuel nozzles 112 of the floating piston 104 and enter the vapor-gas form of heavy and light fractions TM 25 combustion chamber. A similar process occurs with an oxidizing agent, which, while overheating in a sectional heat exchanger 92 TM 25, also crosses the flame propagation front in the combustion chamber in a vapor-gas form I TM 25. The quantitative and qualitative supply of the oxidizing agent is normalized by the throughput of the nozzles 102 and 103 with the main and additional supply of the oxidizing agent. Thus, during the start-up and operation of the TDVSM, which self-adapts to changes in the external load, it provides a self-adjusting heat supply cycle with a heat and mechanical balance during self-adjusting internal mixture formation. Moreover, manual control of changes in the qualitative and quantitative ratio of the composition of the fuel mixture is automatically adjusted for a given level of mixture formation.

The operation mode of any AP is characterized by a set of parameters that limit its operation (torque, angular velocity, fuel and air consumption, and many other influencing factors). It can be steady (equilibrium) with stable parameters of the engine, taking into account traction, stationary or screw characteristics of the consumer. However, TD quite often has to work under various transient conditions under unsteady (nonequilibrium) modes caused sometimes even by a change in one parameter. When the AP is operating, the most typical perturbations of its normal stable operation are a change in the external load on the output power take-off shaft and a change in its predetermined speed mode of operation. Positive self-leveling of the engine without any impact on its controls ensures the steady-state operation of the TDVSM, which self-adapts to changes in the external load. Maintaining the equality of the torque on the power take-off shaft 4 and the load resistance moment, the TDVSM, at start-up and operation, redistributes the power energy flows of the working fluids on the power take-off shafts 4 of the external and 15 internal loads to the TPR 21. With established heat dissipation and an increase in the external load of the TPR 21, reducing the angular velocity of rotation of the traction rotor wheel 63 with the power take-off shaft 4 of the external load, increases the angular speeds of rotation of the compressor rotor wheels 64 with asynchronous leading rotation of the power take-off shafts 15 of the internal load. With an increase in external load, heat losses in the TM 25 combustion chamber increase, increasing the heat exchange processes in TM 25 to prepare the fuel mixture components for internal mixture formation, including through a group drive of a mechanical transmission, increasing their supply. Moreover, the components of the fuel mixture located in the RIV 27, the sectional heat exchanger 92, the steam generator 100 and the timing 26 increases the degree of pressure increase. The fuel and air supply to the TM 25 combustion chamber under its own pressures increases the flow of fuel and air through the nozzles 112 and 113 of the floating piston 104, and the oxidizer flows through the nozzles 102 and 103 (if necessary), as a result of which the charge of the fuel mixture increases by self-settling internal mixture formation in the TM 25 combustion chamber . Self-ignition and high-speed combustion of the fuel mixture with intense heat generation in the TM 25 combustion chamber restores the disturbed thermal and mechanical balance of the TDVSM installed by the drive of the control mechanism 82. So, in the TDVSM, the violated equality of the energy balance of the thermodynamic cycle of the TD is restored and the ability of the thermodynamic system (internal energy, pressure and volume) is provided for a given heat release to perform the necessary mechanical work to overcome internal and external loads. The presence of pressure of the working fluid generated in the combustion chamber TM 25, creates a potential opportunity to perform mechanical work. The embodiment of the thermal energy of real heat with increased pressure into mechanical work occurs when the volume of the working fluid in the expansion lines, including the TM 25 combustion chamber, the combined expansion nozzle 24 with the guide hole 23 and the TPR 21 with its rotating rotor wheels 63 and 64 changes. The steady-state operating mode TD is maintained in the time interval provided that the amount of input and output energy is equal, subject to thermal and mechanical balances. For this, the TDVSM's own needs and its stable operation during start-up and operation are ensured by the preparation in ТМ 25 of the fuel mixture components in a constant volume in temperature and pressure with the creation of the necessary fuel charge of the internal mixture formation for sufficient heat generation in the ТМ 25 combustion chamber. During startup and operation in idle mode (the AP operates “on its own”) the heat generation in the TM 25 combustion chamber compensates for the internal thermal and mechanical losses of the TDVSM during synchronous rotation of the outer shafts 4 and Cored oil 15 load. The TDVSM supports, through a group drive of a mechanical transmission, the pressure of the components of the fuel mixture for self-adjusting internal mixture formation during synchronous rotation of the power take-off shafts of external 4 and internal 15 load. Insufficient to overcome external loads, heat generation increases during the operation of the TDVSM. Through the drive of the control mechanism 82, the heat generation in the TM 25 combustion chamber is brought to a level sufficient to overcome the TDVSM external load during asynchronous or synchronous rotation of the power take-off shafts 4 of the external and 15 internal loads of all rotor wheels 63 and 64 of the TPR 21. Changing the fuel intake by the mechanism 82 control, in the combustion chamber TM 25 change the heat generation, capable of ensuring the operation of the TDVSM with slow, uniform and accelerated rotation of the shafts 4 and 15 of the power take-off during their asynchronous or synchronous rotation. It is the equally accelerated, uniform or equally slow motion of the vehicle (propulsion) that generalizes the various modes of operation of any AP and reflects the general state of its energy balance. Compressed air in airtight volumes (RPK-1) 6 and (RPK-2) 7, the supply of which to the TM 25 combustion chamber is regulated by check valves 110 through air 113 nozzles of the floating piston 104, excludes the surge characteristic of the turbine engine during operation of the TDVSM. Compressed air has potential energy, capable of expanding into the kinetic energy of the air stream when expanding in the combustion chamber TM 25 and accelerated outflow from the combined expansion nozzle 24 with the matching guide hole 23. The rapidly expiring air flow acts tangentially on the rotor wheels 63 and 64 of the TPR 21 and is transformed into the kinetic energy of rotation of the shaft 4 of the external and the shaft 15 of the internal load of the engine, while doing mechanical work. However, the potential energy reserves of compressed air will very quickly run out due to thermal and mechanical losses of the TD, the rotation of the power take-off shafts 4 of the external and 15 internal loads will stop, and the TDVSM will stop. Therefore, when starting and operating the TDVSM to obtain and replenish the reserves of the components of the fuel mixture in RIV 27, the sectional heat exchanger 92 TM 25 and its timing 26 prepare the components of the fuel mixture for internal mixture formation, increasing their potential energy. With self-stabilizing internal mixture formation, the degree of pressure increase for the components of the fuel mixture is increased to 1 MPa, increasing the charge of the fuel mixture during filling of the TM 25 combustion chamber with gaseous fuel and compressed ionized air. The intersecting flows of gaseous fuel and heated ozonized air minimize the influence of residual gases in the TM 25 combustion chamber, and the self-ignition of the fuel mixture is duplicated by the electric discharges of the spark plugs 114. In addition, the fuel mixture is burned up with hydrogen peroxide, which crosses the flame propagation front in the TM 25 combustion chamber, coming from the nozzles 102 and 103. Such effective combustion is preceded by preliminary preparation of the fuel components for internal mixture formation, carried out by regenerative and regenerative heat exchange in the TDVSM. As a result of the preparation of the fuel components, their atoms and molecules become activated and become excited, and then, with internal mixture formation in the combustion chamber, the ТМ 25 interact with each other with a lower activation energy required by the fuel charge for transient exothermic reactions. High-speed combustion of the fuel charge occurs with intense heat generation both during internal mixture formation (heat supply cycle at constant pressure) and after completion of internal mixture formation (heat supply cycle at constant volume). The thermal energy released in this case contributes to a 5 ... 10-fold increase in pressure in the combustion chamber ТМ 25. The subsequent expansion of high pressures of working fluids in small sealed expansion volumes is complemented by the expansion of low pressures of working fluids in large unpressurized expansion volumes, which contributes to a more complete transformation of the process expansion into mechanical work and provides fuel economy TDVSM. Intensive heat release resulting from the fast and complete combustion of fuel, including detonation, has a particle-wave nature. In this case, the released thermal energy leads to a sharp increase (pressure) in the chaotic molecular-atomic motion of particles of combustion products (working fluids) in all degrees of freedom (all directions in the TM 25 combustion chamber) with a change in the potential and kinetic energy of the working fluid. Together with wave radiation, part of the impulses of the working fluid forces through heat exchange processes occurring mainly in the TM 25 combustion chamber and the combined expansion nozzle 24 of the expansion line are spent on preparing the components of the fuel mixture for subsequent internal mixture formation. The gas stream flowing out at a supersonic speed from the combined expansion nozzle 24 is mixed in the guide hole 23 with steam leaving the steam generator 100 of the combined expansion nozzle 24. According to the law of conservation of momentum, the tangentially directed flow of working bodies with a total momentum of forces changes the force momenta (amount of motion) traction 63 and compressor 64 rotor wheels. The force pulses acting on the piston blades 65 and 66 rotate the rotor wheels 63 and 64, changing their torques, and perform mechanical work on the power take-off shaft 4 (external load shaft) and the shafts 15 of the engine's own needs (internal load shafts). In this case, the change in the momentum is equal to the momentum of the force and occurs in the direction of the force. In the compartments of the heat-resistant sectional heat exchanger 92, water in compartment 93, an additional oxidizing agent in compartment 94 and fuel in compartment 95 reduce the high-temperature effect of the working fluid on the combustion chamber TM 25 and other design elements of the TDVSM. An oxidizing agent (hydrogen peroxide) is used to guarantee fuel combustion with insufficient air supply to the TM 25 combustion chamber and together with water converted in the steam generator 100 of the combined expansion nozzle 24 into superheated steam, is used as a binary working fluid, but already in the combined thermodynamic cycle of TDVSM. The operating cycles of ICE, RPD and GTE partially convert the heat generated into mechanical work. In ICEs and RPDs, gases expanding in small sealed volumes press on the piston, while part of the heat is removed by the cooling system, reducing the temperature stresses of the TD design elements. In gas turbine engines, gases expanding in large unpressurized volumes accelerate outward with a jet stream, rotating a turbine, however, the generated heat energy is also not used efficiently and is removed to the environment. The thermal energy released in the TM 25 combustion chamber depends on the quantitative and qualitative composition of the incoming and burned fuel mixture. The drive mechanism 82 control in the combustion chamber TM 25 can be created depleted, normal or enriched fuel mixture. The timing belt 26 performs automatic mixture formation in the TM 25 combustion chamber, depending on the fuel supply level and the total load on the TPR 21, ensures the self-adjusting operation of the TDVSM in the combined thermodynamic cycle with constant pressure or with a constant volume or mixed thermodynamic cycle of engine operation. At the same time, the TDVSM combines the usual gas cycle of an engine with a steam turbine cycle.

The various modes of operation of the TDVSM reflect the general state of its energy and exergy balances; they are reduced to observing the equality of the torques on the power take-off shafts 4 of the external and 15 internal loads and the moments of resistance of the external (road) and internal load of the TD taking into account the supplied and withdrawn heat. Such equality is ensured by the energy balance of the thermodynamic cycle of the TD and the ability of the thermodynamic system to perform the necessary mechanical work to overcome internal and external loads with installed and then corrected heat supply. The thermal energy released in the combustion chamber TM 25 ensures the stable operation of the TDVSM at startup and in idle mode. The energy balance is ensured by the minimum level of released thermal energy spent on overcoming the resistance of the inertia moments of the TD, its mechanical and thermal losses associated with the implementation of the working cycle during the implementation of thermodynamic processes of compression, heat supply and expansion. Further operating modes of the TDVSM require a change in the thermal energy released in the TM 25 combustion chamber. For the operation of the TDVSM in the uniformly accelerated or uniform motion, it is necessary to overcome the inertial effects that occur, the road resistance of the external load and the increase in the internal load with an increase in their own needs, which is ensured by the increase in heat generation in the chamber TM 25 combustion with an increase in fuel charge to perform positive mechanical work. Operation in the mode of equally slow motion or partial braking of the TD is ensured by a decrease in heat generation in the TM 25 combustion chamber with a decrease in the fuel charge to perform positive mechanical work to overcome the external load. The full braking mode of the TDVSM is carried out without heat in the combustion chamber TM 25 with the cessation of fuel supply to the combustion chamber TM 25 when the control mechanism 82 is turned off. In this case, the TDVSM performs negative mechanical work to overcome the external load and extinguishes the kinetic energy of the vehicle with internal loads MS1 and MS2, providing the TDVSM's own needs without creating a fuel charge in the TM 25 combustion chamber during internal mixture formation. As a result of combinatorial combinations of the load on the TPR 21 in the timing belt 26, self-stabilizing mixture formation is carried out according to the position of the floating piston 104, providing depleted, normal or enriched fuel charge of compressed air and gaseous fuel entering under the own pressure in the combustion chamber TM 25. The fixed or moving position of the floating piston 104, a self-adjusting heat supply cycle is established in the TM 25 combustion chamber and heat generation is ensured: at constant pressure, mixed or at constant volume.

If during operation of the TDVSM the included control mechanism 82 is slightly opened, then small portions of the additionally supplied fuel and air form a depleted or normal fuel mixture in the TM 25 combustion chamber. The heat generated by the combustion of the fuel mixture creates a pressure slightly greater than the pressure of compressed air. The floating piston 104, remaining in place under the force of the spring 106 and the vapor pressure of boiling fuel and compressed ionized air, provides continuous internal mixture formation in the TM 25 combustion chamber with a constantly replenished fuel charge and continuous combustion of the fuel mixture at constant pressure. Thus, in the self-adjusting floating piston 104 heat supply cycle at constant pressure, the generated gas stream accelerates out through the expansion nozzle and rotates the rotor wheels 63 and 64 of the TPR 21, overcoming their moment of inertia, and is removed to the atmosphere, having performed mechanical work. Synchronous or asynchronous rotation of the rotor wheels 63 and 64 of the TPR 21 allows the MC1 and MC2 to constantly replenish the reserves of the components of the fuel mixture in the ТМ 25 МР3 through a group drive of a mechanical transmission. In the TM 25 combustion chamber, fuel is burned at constant pressure, and the TDVSM operates with a combined combined cycle in which the gas cycle of the engine is supplemented by a steam-turbine cycle. Steam from the steam generator 100 of the combined nozzle 24 enters the rotating rotor wheels 63 and 64 of the TPR 21, increasing their torques. The oxidizing agent coming from the nozzles 102 into the TM 25 combustion chamber crosses and burns the fuel mixture in the region of the heat-resistant dome 90, including when there are possible flops or flame detachments. With this mode of operation, the vehicle can move for some time with uniformly accelerated movement on a horizontal plane, when a certain load caused by air resistance is reached, continue to move uniformly, and with its further growth (headwind), perform an equivalent slow motion for some time. With equally slow motion, the synchronization of the rotation of the shafts 4 and 15 is broken. The overrunning clutch 68 will be disconnected and, as a result of the redistribution of the gas flow in the TPR 21, the rotation of the shafts 15 will increase, which will ultimately lead to an increased supply of fuel mixture components to the TM 25 and the automatic restoration of the disturbed energy balance. A significant increase in the external load will require manual correction of the control mechanism 82 with a quantitative addition of fuel and a change in the qualitative composition of the fuel charge to a normal or slightly enriched fuel mixture burned in the TM 25 combustion chamber with increased heat generation. The increase in pressure in the combustion chamber TM 25 increases the accelerated outflow of the gas stream and, through its momentum, the moments of rotation of the rotor wheels 63 and 64, which allows to overcome the increase in external load.

With further and greater opening of the control mechanism 82, the supply of converted boiling fuel to the combustion chamber TM 25 increases. With an increase in the portion of incoming fuel and air in the combustion chamber TM 25, a normal or enriched fuel mixture is formed. The pressure released in the combustion chamber TM 25 as a result of combustion of the fuel mixture with an increased fuel charge will increase. The increased heat generation will make it possible to overcome the effect of an increased external load (road resistance), since the gas flow, rapidly flowing out through the expansion nozzle, with an increased force impulse, changing the torques, rotates the rotor wheels 63 and 64 of the TPR 21 faster, overcoming the rotating rotor wheels 63 and 64, overcoming during rotation, a change in the moment of inertia additionally performs the functions of flywheels, contributing to the smooth operation of the TDVSM, and reduces pulsating mechanical and thermodynamic effects in the TD. Under excessive gas pressure from the side of the TM 25 combustion chamber, the floating piston 104 overcomes the pressing force of the spring 106 and is displaced, blocking the fuel nozzles 112 and 119 by the fuel converter 81. The fuel supply to the TM 25 combustion chamber is stopped, but simultaneously with the main oxidizer supply from the nozzles 102 gradually additional supply of oxidizing agent from the nozzles 103 is made up. Thus, the oxidizing agent crosses the flame front in the combustion chamber TM 25 continuously from the nozzles 102 and pulse from the nozzles 103, providing together with complete guaranteed guaranteed combustion of the enriched fuel mixture even when the front of the flame comes off or breaks out in the combustion chamber of ТМ 25. At high excess pressures in the combustion chamber ТМ 25, the intake of compressed air from RIV 27 temporarily decreases or is completely blocked by check valves 110. When the pressure in the combustion chamber drops TM 25 the floating piston 104 returns to its place, stopping the additional supply of oxidizer from the nozzles 103, while the oxidizer from the nozzles 102 is constantly supplied to the combustion chamber TM 25, duplicating the ignition nenie fuel mixture maintains its combustion. Through the open fuel 112 and 119 jets, the liquid fuel superheated in the fuel converter 81 is vaporized and mixed with compressed ozonized air, providing a pulsed supply of fuel charge in the TM 25 combustion chamber. Under the action of excessive pressure in the TM 25 combustion chamber, check valves 110 with different performance partially or completely sequentially and stepwise close, changing the content of compressed air in the combustion chamber TM 25. Compressed air enters the combustion chamber TM 25 only at and RIV 27 excess pressure. At excessive gas pressures in the TM 25 combustion chamber, the non-return valves 110 are closed, the air supply is interrupted until the gas pressure decreases when they partially flow out of the TM 25 combustion chamber through the expansion nozzle 24. Simultaneous or slightly faster sequential air intake, and then and fuel in the combustion chamber TM 25 provides purging of the combustion chamber TM 25 and is determined by the calculated values of the springs of the check valves 110 and the pressure spring 106 of the floating piston 104. The process of internal mixture formation is ensured by the pressure of the components of the fuel mixture, determined by the sequential stepwise throughput of the check valves 110 and the ratio of the surfaces of the floating piston 104 from the side of the combustion chamber TM 25 and from its back side. Pulse combustion of a new enriched fuel charge is carried out with more intense heat in the heat supply cycle at a constant volume. In this case, the TDVSM will operate in a pulsating mode, which is smoothly smoothed by the rotating flywheels of the rotor wheels 63 and 64 of the TPR 21.

The mixed heat supply cycle occupies an intermediate position between the heat supply cycle at constant pressure and the more powerful heat supply cycle at a constant volume. In the mixed heat supply cycle, the floating piston 104 periodically moves and, as it were, pulsates between its extreme positions in the TM 25 combustion chamber, providing the necessary internal mixture formation and heat generation for the transitional and most frequent “medium” TDVSM load range.

In all heat supply cycles in the combustion chamber ТМ 25 ТДВСМ operates with a combined combined cycle in which the gas cycle of the engine is supplemented by a steam-turbine cycle due to superheated water vapor and oxidant residues, which from the combined nozzle 24 enter piston vanes 65 and 66 of the TPR 21. Combination high pressures in small sealed expansion volumes with low pressures in large unpressurized expansion volumes of binary working fluids in TPR 21 and a combination of internal and external heat supply in the combustion chamber TM 25 cp Property more complete conversion of heat into mechanical work, reducing heat loss TDVSM. Moreover, the efficiency TDVSM increases, the vehicle moves with uniformly accelerated movement and, upon reaching a certain load, continues to move uniformly. When a significant load occurs, the vehicle will become equally slow, until it stops completely under an insurmountable external load. However, the TDVSM will not stall, but will continue to work with impaired synchronization of the rotation of the shafts 4 and 15, trying to automatically restore the thermal and mechanical energy balance even when the control mechanism 82 of the engine is fully activated with manual correction in semi-automatic operation. The energy drawback of the combined combined-cycle flow due to a significant increase in the external load on the power take-off shaft 4 will slow down the rotation of the central rotor wheel 63, which may even cause it to stop and cause thermal overheating. The spontaneous redistribution of the combined combined-cycle flow in the TPR 21 will lead to a change in the angular speeds of rotation of the side compressor wheels 64 and their shafts 15, which, through the gear wheels 14 of the group drive of a mechanical transmission, will accelerate the work of all functional modules that supply fuel components. With increasing heat losses, the pressure of the fuel components will increase, which means that their mass fraction will increase when they enter the TM 25 combustion chamber, which will lead to the restoration of the disturbed thermal and mechanical power balance. Therefore, in such conditions, for TDVSM, it is preferable to work together with hydromechanical transmissions, which are able to protect the piston blades 65, 66 and the rotor wheels 63 and 64 of the TPR 21 from destructive high-temperature influences. If the central rotor wheel 63 and its power take-off shaft 4 are connected to the hydromechanical transmission, then the wheel 63 will not stop, but will rotate, and the cyclic temperature effect on the piston blades 65 and 66 of the rotor wheels 63 and 64 will be reduced. Cyclic temperature effects on the piston blades 65 and 66 of the rotor wheels 63 and 64 are reduced and distinguish the thermal stresses of the TDVSM from the gas turbine engine and the internal combustion engine.

In the engine braking mode in the TDVSM, the engine control mechanism 82 reduces the fuel supply partially or even completely. With a complete shutdown of the fuel and air supply, the rotation of the TPR 21 in the MP3 will be carried out by inertia under the influence of the mass of the vehicle. The kinetic energy of the vehicle is transformed into the kinetic energy of rotation of the shaft 4 and the shafts 15, which are blocked by overrunning clutches 68 when the shaft 4 of the power take-off is ahead of rotation. The kinetic energy of rotation through a group drive of a mechanical transmission, (RPK-1) 6 and (RPK-2) 7, as well as RNO 8, RNV 9, RNM 10, RNT 11 and generator 13 is converted into potential energy of the supplied components of the fuel mixture and electric energy generators 13. The excess pressure of compressed air created in RIV 27 is vented to the expansion line (not shown in FIGS. 1 ... 8) and to the timing belt 26 through the air relief valve 127 installed in the body shell 86 TM 25. Compressed air is discharged through the return timing valves 110, combustion chamber 26 combined expansion nozzle 24 TM 25, 23 and conjugating the opening 21 in the TPA environment. Excess liquid components in the compression lines are pumped through the bypass valves (not shown in FIGS. 1 ... 8), the oxidizing agent and cooler being partially removed through the nozzles 102 and the nozzles of the steam generator 100 to the expansion line. Thus, in the mode of full or partial engine braking, the kinetic energy of the vehicle is fully or partially spent on the engine's own needs through its internal losses.

The goals and objectives solved by this invention were to increase the efficiency, TDVSM with the expansion of its functionality. The solution of the invention was achieved by introducing the MS, MP, and TM functional modules in the TDVSM with the formation of localized individual compression and expansion lines made with a cascade of various mounting and heat-exchange compartments with structural and technological changes in the improved TD functional systems for implementing the TDVSM operating cycle. In TDVSM, each TM that separates the compression and expansion lines in the MR provides internal and external heat supply. In this case, the timing belt ТМ completes the formation of a heat-exchange combustion chamber made with a combined expansion nozzle combined with a steam generator for the implementation of the binary working cycle of the TD. The TDVSM duty cycle implements simultaneously a sequence of thermodynamic compression, heat supply and expansion processes, converts the chemical energy of the fuel mixture into heat energy, which is converted into deformation energy and kinetic energy of the working fluid, partially embodied in the kinetic energy of shaft rotation and mechanical work. In the TDVSM duty cycle, rotational movements predominate and there are no reciprocating movements of structural elements characteristic of the internal combustion engine that have a significant impact on the operation of the TD. The TDVSM duty cycle, which self-adapts to changes in the external load, differs in the process of compression by self-adjusting internal mixture formation, combines the process of internal and external heat supply in the TM with self-adjusting internal heat generation, and implements the process of expansion of binary working fluids with a more complete transformation into mechanical work. In this case, the fuel components are compressed and overheated in the confined spaces of the cascade of mounting and heat-exchange compartments of the individual compression lines, while simultaneously utilizing the heat losses of the engine. In TM, an additional supply of heat is combined with the compression process and the final preparation of the components of the fuel mixture for internal mixture formation in the combustion chamber is completed. The formation of a fuel charge in the combustion chamber is carried out by the timing independently under the own pressure of the components of the fuel mixture, including using the phenomenon of a first-order phase transition. In this case, liquid fuel in the form of a gaseous stream formed during overheating in a closed volume enters the combustion chamber and mixes with ionized compressed air. Internal mixture formation and self-ignition of the fuel charge is practically independent of the load of the power take-off shaft. Self-adjusting to a change in external load, the TDVSM creates and constantly replenishes the reserves of pre-prepared fuel components that enter the combustion chamber under pressure, restoring the damaged thermal and mechanical balance of the TD.

Joint and interconnected work of all functional modules provides positive self-alignment and ensures stable operation of the TDVSM. If necessary, the fuel mixture is crossed by the main and additional vaporous stream of the oxidizing agent, which, regardless of the participation or non-participation in the reactions of fuel oxidation, contributes to an increase in the mass of the fuel charge and the momentum of the forces of the expanding and rapidly expiring gas flow, while reducing the temperature effects on the engine structure. The self-adjusting cycle of internal heat supply in the combustion chamber is set by the floating timing piston according to the thermal and mechanical balance of the TD, while the binary duty cycle, combining the thermodynamic cycle with the steam turbine cycle, is carried out by combining the thermodynamic cycle of the internal heat supply at constant pressure or mixed or at a constant volume. Well-known power plants GTU and CCGT realize a binary cycle, combining a conventional gas thermodynamic cycle at constant pressure with a steam turbine cycle, but differ in large dimensions and spaced apart devices of expansion processes. In TDVSM applied TPR, combining the mechanisms of volumetric and blade devices. TPR implements the process of expanding the working fluid into mechanical work, provides first of all the TD's own needs, distributing and redistributing mechanical work to internal and external loads. A significant difference from any turbine allows the TPR to use the energy of large pressures of the working fluid in small sealed expansion volumes, and then low pressure of the working fluid in large unpressurized expansion volumes, combining the thermodynamic gas expansion cycle with the steam-turbine cycle. The proposed method of operation of the fuel and oil mixture with spatiotemporal separation of energy flows at the nodal points and the preparation of the components of the fuel mixture for self-settling internal mixture formation provides the necessary formation of the fuel charge and the optimal conversion of its chemical energy into mechanical work. Intensive heat release is partially compensated by heat transfer processes in the process of converting heat energy into mechanical work and, while reducing internal heat and mechanical losses, increases the efficiency and provides fuel economy TDVSM, including with a separate connection of its functional modules. Compression modules provide a double supply of thermal modules with components of the fuel mixture, which increases the reliability and reliability of the heat engine. Various options for connecting compression modules and (or) their thermal modules in a heat engine can select the optimum power to overcome the external load with minimal fuel costs.

The TDVSM implements well-known trends in the further improvement of TD based on the analysis of the operation of ICE, gas turbine engine, RPD and KDVS. The implementation of the tasks was carried out during the review of the functional systems of the engine during the implementation of the working cycle according to the recommendations of the technical literature used when working on the invention.

Sources of information

1. Internal combustion engines. Edited by prof. A.S. Orlina, Moscow, Engineering: t.1 Design and operation of piston and combined engines 1970; t.2 Theory of working processes of reciprocating and combined engines 1971; t.3 Design and calculation of piston and combined engines 1972; t.4 Systems of piston and combined engines 1973.

2. Heat engineering. Under the general editorship of Doctor of Technical Sciences prof. V.I. Krutova, Moscow, Mechanical Engineering, 1986. Pp. 6-72, 79-138, 139-148, 178-211, 220-255, 256-279.

3. Heat engineering. Edited by I.N.Sushkina, Moscow, Metallurgy, 1973. pp. 11-258, 331-385, 414-445,

4. Molecular physics. R.V. Telesnin, Moscow, Higher School, 1973. p. 284-304.

5. * A quick reference to physics. A.S. Enokhovich, Moscow, Higher School, 1976.

6. * Handbook of physics. B.M. Yavorsky, A.A. Detlaf, Moscow, Science, 1981.

7. Polytechnical Dictionary, Editor-in-Chief I.I. Artobolevsky, Moscow, Soviet Encyclopedia, 1977. Pp. 132, 222, 260, 382, 429, 430, 442, 443, 492, etc. (used for the correct terminological formulation of the material described in the description of the invention).

8. Automotive and tractor engines. Edited by prof. I.M. Lenin, Moscow, Higher School, 1976. p. 4-6, 9-24, 72-95, 110-117, 118-128, 129-133, 146-150, 150-182, 182-188, 189-197, 197-205,206-212.

9. Fundamentals of thermodynamics and heat transfer. Manufacturer. Moscow. Oborongiz, 1963.

10. Car engines. Edited by Doctor of Technical Sciences M.S. Hovak, Moscow, Mechanical Engineering, 1977. Pp. 253-259.

11. * Brief reference on chemistry. Under the general editorship of Corresponding Member of the Academy of Sciences of the Ukrainian SSR O.D. Kurilenko, Naukova Dumka, Kiev, 1974.

* Reference books (5), (6) and (11) were used to determine the physicotechnical parameters, physicochemical characteristics of various substances, and the values of physical constants used in the technique when performing the necessary calculations. These data were used for comparative analysis when working on the invention and show the real possibility of implementing the proposed project. The values of the parameters in the description are not given due to the very large amount of information and theoretical calculations.

Claims (2)

1. The method of operation of a thermal internal combustion engine, including a duty cycle, including a binary one, with a simultaneous sequence of thermodynamic compression, heat supply and expansion processes, with separate receipt of the components of the fuel mixture for internal mixture formation and their processing before inlet, the implementation of internal combustion fuel mixture with a continuous, mixed or pulsed supply of heat in the combustion chamber, including with forced ignition from an electric spark and whether with the injection of light fuel, with continued expansion of the working fluid through volumetric or vane devices with power take-off shafts for performing mechanical work, including a shaft to overcome external load, characterized in that the heat engine duplicates the work of separate individual functional systems of compression, heat supply and expansion, interconnected both in series and in parallel during the implementation of thermodynamic processes of compression, heat supply and expansion, share a mechanical work from the internal needs of the heat engine and to overcome the external load, during operation, heat losses of the engine are utilized by the components of the fuel mixture, and the main and additional components of the fuel mixture, for example motor fuel and air, as well as hydrogen peroxide, water or antifreeze, which is supplied during compression by pumps and compressors along the lines of the functional systems of the engine through a series of check valves to the heat exchange compartments, where the components of the fuel mixture are stocked, constantly replenished during operation and prepared by heat exchange processes for internal mixture formation, including compressed air being heated, heated, ionized and ozonized in the receiver, then the heat supply process is anticipated in the gas distribution mechanism of the combustion chamber and combined with completion the compression process and intensify the process of homogenization of the fuel mixture (fuel and air), for which the electrothermal treatment of compressed ozonized air and liquid about fuel in the gas distribution mechanism, since the heat of phase transformation is additionally supplied and a first-order phase transition is carried out with liquid fuel, the compression process is completed by internal mixture formation with the formation of a fuel charge in the combustion chamber, for which partially or completely the nozzles of the floating piston of the gas distribution mechanism are opened by the gas distribution control drive mechanism and form a vortex furnace with self-ignition of a homogeneous turbulent fuel mixture, and in the process f supplying the heat of internal combustion in the combustion chamber duplicates ignition and maintains the combustion of the fuel mixture with electric discharges, and additionally oxidizes the fuel mixture with hydrogen peroxide, which ensures reliable complete high-speed combustion of the fuel mixture and heat generation in the combustion chamber, which is carried out both after and during internal mixture formation, with a frequency of oscillatory reciprocating movements of the floating piston at excessive pressures of the compression processes, which they pump through the floating piston of the gas distribution mechanism with the pressures of the processes of heat supply and expansion of the binary working fluid in the combustion chamber before subsequent mixture formation, while part of the heat is used to prepare the components of the fuel mixture, including the heat of external combustion in the combustion chamber with a combined expansion nozzle and gradually heat the water used in an open engine cooling system, combine the process of expanding the working fluid with the process of supplying external heat they turn heated water into superheated steam in a steam generator, superheated steam with a flowing gas stream is mixed in a combined expansion nozzle in the process of expansion of the working fluid, a combined binary steam-gas flow is created, whose tangentially directed total momentum acts on a three-shaft piston rotor, where binary is converted into mechanical work a cycle of high pressures of working fluid in small sealed expansion volumes and low pressure of working fluid in large unpressurized expansion volumes and, if the thermal and mechanical balance of the engine is equal to the accelerated rotation of the shaft of the traction rotor wheel, include overrunning clutches and provide synchronous rotation of the shaft of the rotor wheels through which they distribute mechanical work to the needs of the compression modules and to overcome the external load of the engine, and redistribute when the external load increases asynchronous rotation of rotor wheels, slow rotation of the shaft of the traction rotor wheel and (or) accelerated rotation of the compressor shafts of the rotor overrunning clutches are turned off of the wheels, and they correct the disturbed thermal and mechanical balance of the engine by accelerating the rotation of the compressor shaft of the compressor wheels and increase the flow of components of the fuel mixture through a group drive of a mechanical transmission and (or) a gas distribution mechanism, make up for the engine's own needs and restore its stable operation, thus form a self-tuning combined binary duty cycle of the engine, in which both internal and external heat supply for heating binary working fluids with a simultaneous sequence of thermodynamic compression, heat supply and expansion processes, which compare the influence of the external load with the set level of mixture formation and heat generation by the position of the floating piston of the gas distribution mechanism, combine them and combine them with continuous or mixed, or pulsating supply of heat in the combustion chamber, which ensures automatic operation of the heat engine in a stable mode, self-adjusting resulting in a change in the external load with a self-resetting redistribution of the established mixture formation in the range of external engine speed characteristics, and in the man-machine control system, the established mixture formation is changed by manual operation, adjusting the flow of the fuel mixture components through the gas distribution mechanism control drive, in particular, their main heat-generating part (fuel and air), and provide heat in the combustion chamber, at the discretion of a person, when determined s operating modes of the heat engine or disable include both partially and fully separate the heat engine units, such as the combustion chamber, thus changing the heat capacity of the engine while maintaining thermal and mechanical balance in the optimal range of external heat engine speed characteristics and ensure its stable operation. 2. The device of a thermal internal combustion engine with internal mixture formation, heat supply and continued expansion of the working fluid, comprising a housing, fuel and air filters placed therein, pumps, compressors, starters, generators, gas distribution mechanisms and control devices, combustion chambers and volumetric or blade converting power devices with power take-off shafts for performing mechanical work, including a shaft for overcoming an external load, characterized in that in a heat engine functionally independent lateral compression modules and a central expansion module with thermal modules were introduced, the heat engine was created by modular connection, its individual compression and expansion lines were hidden in modules, interconnected both in series and in parallel, and finally formed by thermal modules, and into a module of compression, elements that carry out thermodynamic compression processes are introduced, and thermal modules and elements that carry out thermodynamic processes are introduced into the expansion module processes of internal and external heat supply and expansion of working fluids in the binary operating cycle of a heat engine, while the compression module, closed by a casing, is assembled on the base, where filters, rotary pumps, rotary piston compressors, starters, generators and their shafts are passed through the base in which a group drive of a mechanical transmission is installed, providing a kinematic connection of the shafts between the compression and expansion modules, and at the base there are open separate trunk compression channels engine intake systems, where check valves are installed for the directional supply of fuel mixture components to the expansion module, and ejector tubes connected to the air filter to remove dust are passed through the base, and the expansion module is assembled in a housing that is connected from two side housing walls made with heat-exchange stiffening ribs, various mounting elements and open inseparable channels of compression and expansion lines, a single configuration is formed in the housing by the side walls th compression and expansion lines, as well as a variety of heat exchangers, nozzles, flanges and mounting elements, exhaust openings, the central mounting and heat exchange compartment and guide holes of the expansion lines are connected to the peripherally mounted mounting and heat exchange compartments of the compression lines, and in each large mounting and heat exchange compartment a pipe with a mounting flange is formed, and small mounting and heat-exchange compartments are formed inside the pipe and non-return valves are installed in the compression lines for three-shaft piston rotor installed between the side housing walls; lateral compressor piston rotor wheels are introduced into the three-shaft piston rotor, made with single-sided hollow power take-off shafts to meet their own needs engine through kinematic connections with group drives of mechanical gears in compression modules, and the central traction piston The second rotor wheel is made with a two-sided power take-off shaft, which is passed through compression modules to overcome the external load of the heat engine, so that the shafts of the rotor wheels installed in bearings with overrunning clutches located between the shafts are assembled on the “shaft in shaft” principle on both sides of the central traction rotor wheel, and the rotor wheels forming labyrinth seals on the lateral surfaces of the labyrinth seal in the central mounting and heat exchange compartment are made with uniformly distributed inner circumference with piston blades providing tight tight sliding along the inner cylindrical surface of the central mounting and heat-exchange compartment for each piston blade to turn into mechanical work of high pressure of the working fluid in small expansion volumes in the areas of connection with the guide holes of the expansion lines, and for turning piston blades into mechanical work low pressures of the working fluid in large volumes of expansion into the central mounting and heat exchange compartment gradually introduced expanding channels that smoothly turn the inner cylindrical surface into the rib-cylindrical cavity of the central mounting and heat-exchange compartment and the outlet openings of the expansion lines where ejector tubes are removed to remove dust from the air filters of the compression modules and capillary heat exchangers are introduced to utilize the heat losses of the exhaust gases and reduce their noise and thermal modules are introduced into the mounting and heat-exchange compartments of the compression lines and the guide holes of the expansion lines e during internal mixture formation, the thermodynamic processes of internal and external heat supply and expansion of working fluids in the binary operating cycle of a heat engine, for which a gas distribution mechanism, a sectional heat exchanger and a steam generator are introduced into the heat module, from which a combustion chamber is formed in the conical-cylindrical shell of the thermal module combined expansion nozzle and separate compression and expansion lines formed as a result of interconnected connection a variety of nozzles, axial and radial channels made in a conical-cylindrical shell case, a cone-shaped shell of the expansion nozzle, a finned channel evaporator dome, a heat exchange shell of the combustion chamber and a gas distribution mechanism that are sequentially mounted and connected inside the conical-cylindrical shell of the thermal module, this steam generator is created inside the housing conical-cylindrical shell, where the conical shell of the expansion nozzle and the ribbed channel A combined expansion nozzle is formed in the evaporator dome, and is designed as a gas tube boiler, covering the expanding and contracting outer part of the expansion nozzle, while the inside of the expansion nozzle starting the expansion line is connected through the through hole of the fin-channel evaporator dome to the combustion chamber, which is formed finned channel evaporator dome, sectional heat exchanger and combined with a gas distribution mechanism that completes its formation, and with The combustion chamber heat exchanger is created by the heat exchange shell of the combustion chamber inside the shell cone-cylindrical shell and is formed with heat-exchange compartments, which are connected through a compression line to a steam generator (for water), a combustion chamber (for an oxidizer) and a gas distribution mechanism (for fuel), and to a gas distribution the mechanism introduced a floating piston, fuel converter, control valve and safety valve, while the floating piston, completing the formation of the combustion chamber I and the compression lines of the functional systems of air intake, fuel and an additional oxidizer, made with compartments, annular, axial and radial channels, fuel and air nozzles for internal mixture formation in the combustion chamber, placed in a sectional heat exchanger, blocking its oxidizing nozzles, and pressed by a spring, fixed by a nut in the housing shell of the combustion chamber, spark plugs are screwed into the compartments of the floating piston, automatic air supply check valves are installed and fuel injection is introduced the generator, which is made with a heat exchange compartment, annular, axial and radial channels and fuel jets blocked by a floating piston, the fuel converter is combined with a control valve that provides compressed air to the conical-cylindrical shell of the thermal module, and is connected to the engine control drive, elements of electrothermal processing are introduced into the heat-exchange compartments of the fuel converter and the conical-cylindrical shell of the thermal module of air and air, a safety valve is installed, which relieves excess pressure of compressed air into the gas distribution mechanism or expansion line, each thermal module is inserted into the nozzle of a large mounting and heat-exchange compartment, where its body conical-cylindrical shell is inserted into the guide hole of the expansion line with a truncated conical parts pressed against the conical walls of the mounting and heat-exchange compartments and attached to the pipe flange by fasteners, and outside the pipe and it is located in a large mounting and heat-exchange compartment, while truncated-conical parts in the inseparable compression line form separate, hermetically sealed, mounting-heat-exchange compartments of the compression mains, thus in the expansion module the integral configuration of large and small mounting-heat-exchange compartments and main compression channels, including in each large mounting and heat-exchange compartment, hermetically sealed by a lid, a receiver has been created where an ionizer for ionization of compressed air, and individual heat lines of compression and expansion of the engine's functional systems are allocated, formed and completed by each thermal module, and the functional systems providing the engine's duty cycle are combined, duplicated and made with serial and parallel connections, simplifying the simultaneous and independent in the heat engine from external load, the implementation of thermodynamic processes of compression, heat supply and expansion, in which it is provided with a control drive li ne of individual units of the heat engine, such as combustion chambers, as well as expanded functionality heat engine providing its stable operation under various operation modes.

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