RU2335648C1 - Method of increasing internal combustion engine efficiency (pechkin's method) - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: pistons stays and reciprocates driven by spring-loaded rocker with its one end linked to the load shaft and the other one engaged with one of the teeth of the pawl to allow the engine intake, compression, combustion, working and exhaust cycles. The engine incorporates also a control shaft with a drum whereon half-rings-pickups are rotated driven by the motor. Current collectors are arranged around the drums. Given the integration of single-cylinder engine into multi-cylinder engine, the automatic control system controls the rocker spring motors so that the like processes in multi-cylinder engine cylinders occur either in turns, or at a time, or by groups.

EFFECT: improved primary characteristics of internal combustion engine.

15 dwg

Description

The invention relates to the field of power engineering, in particular, improves a method of increasing the efficiency of a reciprocating internal combustion engine designed for power plants, for example, in power plants, ships, diesel locomotives, automobiles and aircraft.

In engine building, a method is widely known for converting the rotational motion of the crankshaft into reciprocating piston motion, as a result of which the processes of intake, compression, working cycle and exhaust of gases of combustion products are carried out in the cylinder of a reciprocating internal combustion engine (Vansheydt V.A. Shipboard internal combustion engines. - L .: Sudpromgiz, 1962 - p. 81).

The disadvantage of this method of increasing the efficiency of a reciprocating internal combustion engine is that the crankshaft, being the engine of the piston, performs eight cycles per cycle in a four-stroke engine.

However, the thermodynamic cycle of a four-stroke engine has two high-speed and two protracted processes. Thus, devices for implementing the known method operate according to uncoordinated diagrams. This does not allow to obtain a high effective power (Ne) in the device for implementing the method, because the details of the cylinder-piston group perform two functions, working in the compressor mode, and then the engine.

There is also a known method of operation of a reciprocating internal combustion engine (description of the invention to patent RU No. 2163681 C2, 7 F02B 75/32 for 2001). The essence of the method lies in the fact that the cam shaft converts the rotational motion into a stationary and reciprocating motion of the piston, as a result of which the processes of intake, compression, working cycle and exhaust of gases of combustion products occur in the engine cylinder. At the same time, the control shaft cycle began to have two high-speed and two long cycles. This allowed to improve the operation of the device for implementing the method.

The disadvantage of this method is that the mechanical method of controlling the engine does not allow efficient power take-off over a wide range of cylinders of a multi-cylinder engine. Therefore, gearboxes are used for these purposes.

Closest to the claimed invention is a method of increasing the efficiency of a reciprocating internal combustion engine (description of the invention to patent RU 2258819 C2, 7 F02B 75/32 for 2005). The essence of this method lies in the fact that the piston makes a stationary and reciprocating motion by converting the mechanical energy of the spring and the cam rotating on the shaft of the selsyn receiver synchronously with the selsyn sensor, as a result of which inlet, compression, working processes occur in the engine cylinder cycle and release of combustion products, and when combining single-cylinder engines into a multi-cylinder engine, a selsyn sensor, a selsyn receiver and electrical circuits are used, as a result of which it is of the same name Different processes in different cylinders of a multi-cylinder engine are carried out either alternately, or simultaneously, or in groups.

The use of selsyn in a device for implementing the known method allows for the selection of power from multi-cylinder engines over a wide range without auxiliary devices. However, the selsyn engine control method is poorly understood, therefore, it does not have a good component equipment. In addition, the selsyn method is unsuitable for high power engines.

Based on the foregoing, the task was to develop such a method of operation of a reciprocating internal combustion engine that will improve the basic technical characteristics of the parameters of a reciprocating multi-cylinder internal combustion engine.

The problem is solved by the claimed method of increasing the efficiency of a reciprocating internal combustion engine, including the conversion of the mechanical energy of the spring into a stationary and reciprocating motion of the piston, as a result of which the processes of intake, compression, combustion, working cycle and exhaust of gases of combustion products occur in the engine cylinder. The springs carry out movements at the command of half-rings of sensors rotating on the drum. By means of an automatic control system (ACS) with the help of electric receivers arranged in a fan order around the drum, when combining single-cylinder engines into a multi-cylinder engine, processes of the same name in different cylinders of a multi-cylinder engine are performed either alternately, or simultaneously, or in groups.

In the claimed method, the features of the invention common to him and his closest analogue are:

- the control cam provides a stationary position and reciprocating movement of the piston, as a result of which processes of intake, compression, combustion, working cycle and exhaust of gases of combustion products occur in the working cylinder of the engine;

- when combining single-cylinder engines into a multi-cylinder engine, the processes of the same name in different cylinders are carried out either alternately, or simultaneously, or in groups;

- used an electric way to control the engine.

In the claimed method, the features of the invention that distinguish it from its closest analogue are:

- a stationary position and reciprocating movement of the piston are provided by a spring, as a result of which processes of intake, compression, combustion, working cycle and exhaust of gases of combustion products occur in the working cylinder of the engine;

- the control shaft is made in the form of a drum, on which are placed half-rings-sensors;

- electric receivers are installed around the control drum in a fan manner;

- an automatic control system with the help of half-rings sensors and electrical receivers ensures the connection of single-cylinder engines into a multi-cylinder engine in such a way that the processes of the same name in different cylinders of a multi-cylinder engine are carried out either alternately, or simultaneously, or in groups.

This set of distinguishing features of the invention, together with the general features of the claimed method and its closest analogue, provide a positive effect of the invention in all cases to which the requested amount of legal protection applies.

Figure 1 shows the kinematic diagram of a device for implementing a method of increasing the efficiency of a reciprocating internal combustion engine.

Figure 2 is an ideal diagram of the four-stroke single-cylinder internal combustion engine, built according to the method of Grinevetsky-Masing in coordinates: pressure (P) kgf / cm ² ; angle of rotation of the crankshaft (α °) in degrees.

Figure 3 - diagram of the piston stroke of a four-stroke single-cylinder internal combustion engine, constructed according to the Brix method in coordinates: piston stroke (n) in mm, crankshaft rotation angle (α °) in degrees.

Figure 4 is a real indicator diagram of the operation of a four-stroke single-cylinder internal combustion engine in the coordinates: pressure (P) kgf / cm ² , the angle of rotation of the crankshaft (α °) in degrees.

Figure 5 is an indicator diagram of the operation of a four-stroke four-cylinder engine in the coordinates: pressure (P) kgf / cm ² , the angle of rotation of the crankshaft (α °) in degrees.

Figure 6 is an indicator diagram of the operation of a four-stroke four-cylinder internal combustion engine at 1500 rpm, and after switching speed - at 5000 rpm, in coordinates: pressure (P) kgf / cm ² , crankshaft rotation angle (α °) in degrees .

In Fig.7 - the forces acting on the crankshaft from the side of the pistons during operation of the four-stroke four-cylinder internal combustion engine at 1500 rpm, and after switching speed at 5000 rpm:

1. forces arising during the course of auxiliary processes (F ₁ );

2. forces arising during the flow of working cycles in the cylinders of the internal combustion engine (F ₂ );

3. forces arising during the course of combustion processes of the air-fuel mixture (F ₃ );

4. The forces acting on the crankshaft during load shedding at the time of switching speed.

On Fig - indicator diagrams of the cylinders of a four-stroke four-cylinder internal combustion engine, the same processes in which are performed simultaneously (by analogy with the parallel connection of electrical sources).

In Fig.9 is a diagram of the effective power of the cylinders, the same processes in which are performed simultaneously.

Figure 10 - indicator diagrams of the cylinders of a four-stroke four-cylinder internal combustion engine, processes of the same name in which they are performed alternately (by analogy to the serial connection of electrical sources).

Figure 11 is a diagram of the effective power of the cylinders, processes of the same name in which are performed alternately.

On Fig - indicator diagrams of the cylinders of a four-stroke four-cylinder internal combustion engine, the processes of the same name in which perform groups (by analogy to a mixed connection of electrical sources).

On Fig - diagram of the effective power of the cylinders, processes of the same name in which are performed by groups.

On Fig depicts a single-line electrical control circuit of a device for implementing a method of increasing the efficiency of a reciprocating internal combustion engine.

On Fig - kinematic gas distribution of the first working cylinder on the control drum.

A device for implementing a method for increasing the efficiency of a piston internal combustion engine comprises a cylinder 1, a piston 2, a connecting rod 3 and a rocker 4. One end of the rocker arm is rigidly connected to the ratchet wheel 5. The spring 9 allows the rocker 4 to swing relative to the axis 11. The second end of the rocker 4 in the tail the part has the ability to be fixed in the lower position on one of the teeth of the gear dog 8. The spring 12 allows the gear dog 8 to swing relative to the axis 13 between the actuator 1C and the spring support 12. Using the roller 15, the lever 17 closes Pins the contacts of the 1L warning light. On the top cover of cylinder 1 there is a nozzle 10, a valve 14 for the release of gases of combustion products with a 1 KV actuator, and also a valve 16 for filling the cylinder with air with a 1KN actuator. The gear rim of the ratchet wheel 5 rotates a small gear wheel 6, which is connected with the shaft 7 of the load.

The device for implementing the method has a control drum, on which the half-ring sensors are placed. Each working cylinder is served by three half-rings-sensors (see Fig. 15).

Around the control drum in series with intervals of 90 ° at elevations 0 °, 90 °, 180 ° and 270 ° are installed electrical receivers. Thus, the first working cylinder will be able to serve twelve power consumers. The driver (operator) with the help of only one switch sets the desired mode, and the automatic control system (ACS) will quickly and accurately implement the necessary processes in all working cylinders of the engine.

Before starting the device to implement a method of increasing the efficiency of a reciprocating internal combustion engine, the operator (driver) checks the readiness of the engine for starting. In this he is convinced by the signal lights 1L, 2L, 3L and 4L. If the lamps do not light, the operator first turns on the 1P switch. This will allow through the switch 1P to supply voltage 12V (volts) to the coil 1KH of the filling valve 16 and thereby supply compressed air from the receiver (not shown in Fig. 1) to the first working cylinder (see Fig. 1 and Fig. 14).

The operator learns about the amount of air supplied to the cylinder by the 1L warning light, which should light up at the end of this operation. Similar operations will occur with each working cylinder of a four-cylinder engine, if the operator turns on the switches 2P, 3P and 4P in turn.

Next, the operator turns on the control drum by supplying a voltage of 12V to the DC electric motor through a DB switch and one of the resistors R (see Fig. 15). After turning on the DB switch, the voltage 12V will also appear on the continuous ring 18 of the drum through the brush holder Щ.

From ring 18, the voltage will be distributed over all half-rings-sensors mounted on the drum. The operator then turns on the 1P switch of the 1P magnetic starter mode. After turning on the magnetic starter 1P, the voltage appears in the coils of the magnetic starters: 1MP-0; 2MP-90; 3 MP-180 and 4MP-270. This will allow, during engine start-up, to turn on the cylinders of the four-cylinder engine so that the processes of the same name in different cylinders are performed alternately through an interval of 90 °. As an example, consider how the first slave cylinder starts to work at startup. During rotation of the drum, the half-ring sensor 19 approaches, and then touches the electrical receiver 1C-0. This will allow you to apply a voltage of 12V from the semicircle-sensor 20, the closed contacts 1C1 of the magnetic starter 1MP-0 to the drive coil 1C of the gear dog 8 of the first working cylinder. After that, the actuator 1C compresses the spring 12, rotates the toothed dog 8 to the left and releases the shank of the rocker 4. Under the influence of the spring 9, the rocker 4 together with the connecting rod 3, the piston 2 will rise up, and the piston 2 will compress the air in cylinder 1. At the top point the stroke of the piston into the cylinder cavity using the nozzle 10 will receive fuel, which will ignite and burn. Under the action of high pressure, the piston will change its direction and begin to move down, dragging the connecting rod 3 with the rocker 4. The rocker 4 will rotate the ratchet wheel 5 counterclockwise. The ratchet wheel 5 will transmit rotational motion to the small gear 6, which is connected with the load shaft 7. In addition, the rocker 4 will compress the spring 9, and in the lower position, its shank will turn the gear dog 8 to the left and fix on one of the teeth of the dog 8. At this time, the half-ring sensor 20 will approach, and then touch the power receiver 1KV-0 at 0 °, after which the voltage 12V, bypassing the closed contacts 1KV1 of the magnetic starter 1MP-0, enters the coil 1KB of the actuator of the exhaust valve 14 of the exhaust gas in the first working cylinder. In the latter, the process of release of gases of combustion products into the atmosphere will begin. Then the half-ring sensor 21 touches the power receiver 1KN-0 of the first working cylinder at 0 °. After that, the voltage 12V through the contacts 1KN1 of the magnetic starter 1MP-0 will enter the coil 1KN of the drive of the valve 16 filling the first working cylinder. This will allow compressed air from the receiver to go into the first working cylinder, displacing the exhaust gases. Soon, the end of the half-ring of the sensor 20 will approach, and then leave the 0 ° mark on the drum. After that, the power supply to the coil 1KB of the exhaust valve actuator 14 of the first working cylinder is cut off. Then, in a similar way, the current disappears in the coil 1KH of the valve actuator 16 for filling the first working cylinder with air.

Thus, in the first working cylinder, the full cycle will end, and the working cylinder will again be ready to execute the next four-stroke cycle. This will be signaled by a 1L bulb. Similar processes will occur in all four cylinders in one revolution of the control drum, and processes of the same name with an interval of 90 ° will occur in different cylinders as the control drum rotates.

In this mode, the engine output will be small, since the working processes in the engine cylinders will take place alternately. Therefore, at any moment of time, only the cylinder power of one cylinder will act on the output shaft. In order to double the engine output, the operator must open the 1BP mode switch, and then turn on the 2P mode switch. This will turn off the coil of the magnetic starter 1P and turn on the coil of the magnetic starter 2P. After turning on the magnetic starter 2P, the voltage appears in the coils of the magnetic starters: 1MP-0; 2MP-0, as well as 3MP-180; 4MP-180. This will allow to carry out the processes of the same name at once in two cylinders, that is, in the first and second at 0 °. And in the third and fourth cylinders at around 180 °. For an example, we will consider how two cylinders will perform the same processes at once. During the rotation of the control drum, the half-ring sensor 19 will approach, and then touch the 1C-0 power receiver. This will allow you to apply voltage 12V from the half-ring sensor 19, the closed contacts 1C1 of the magnetic starter 1MP-0 to the drive coil 1C of the gear dog 8 of the first working cylinder. At the same time, a voltage of 12V will appear in the coil of the drive 2C of the dog gear 8 of the second working cylinder, with a half-ring sensor 22, the closed contacts 2C1 of the magnetic starter 2MP-0. After that, the gear dogs 8 synchronously rotate in the first and second cylinders and release the shanks of the rocker arm 4 in both cylinders. Under the influence of the springs 9, the rocker arms 4 together with the connecting rods 3 and pistons 2 will rise upward, compressing the air in two cylinders simultaneously. In the region of the upper point of the piston stroke through the nozzles 10, fuel will enter the first and second cylinders. Due to the high temperature from the compressed air, the fuel in the cylinders will simultaneously ignite and burn. Under the influence of high pressure, the pistons of the first and second cylinders will change their direction and lower down together with the connecting rods 3, rocker arms 4. At the same time, the rocker arms 4 of the first and second cylinders simultaneously rotate the ratchet gears 5 counterclockwise. This will allow you to rotate the load shaft 7 several times faster at once with two small gears 6 of the first and second cylinders. In addition, the rocker arms 4 of the first and second cylinders simultaneously compress the springs 9, and in the lower positions, turning the gear dogs 8 to the left, are fixed on the individual teeth of the dogs 8.

At this time, the half-ring sensor 20 of the first cylinder together with the half-ring sensor 23 of the second cylinder will approach, and then touch the electrical receivers 1KV-0 and 2KV-0 at 0 °. After that, the voltage 12V through the contacts 1KV1 of the magnetic starter 1MP-0 will enter the coil 1KB of the actuator of the valve 14 for the exhaust of the exhaust gases of the first working cylinder. At the same time, a voltage of 12V will appear in the coil of the 2KV drive of the exhaust valve 14 of the second cylinder, with a half-ring sensor 23 closed contacts 2KV1 of the magnetic starter 2MP-0. After that, the exhaust gases will begin to leave the first and second cylinders. Next, the half rings-sensors 21 of the first and 24 second cylinders will touch the electrical receivers 1KN-0 of the first and 2KN-0 of the second cylinder at 0 °. After that, the voltage 12V through the contacts 1KN1 of the magnetic starter 1MP-0 will go to the coil 1KN of the valve 16 filling the first cylinder, and through the contacts 2KN1 of the magnetic starter 2MP-0 to the coil 2KN of the drive valve 16 filling the second working cylinder. This will allow compressed air from the receiver to go directly into the cavities of the first and second cylinders and begin to displace exhaust gases in both cylinders. After the end of the semicircular sensor 20 will approach, and then leave the mark 0 on the drum. After that, the power supply to the coil 1KB of the exhaust valve actuator 14 of the first working cylinder will stop. At the same time, the power supply to the coil 2KB of the exhaust valve actuator 14 of the second working cylinder disappears. Then, in a similar way, the current disappears in the coil 1KN of the drive of the valve 16 for filling the first working cylinder after the half-ring sensor 21 leaves the 0 ° mark. At the same time, the current in the coil 2KN of the drive for filling the valve 16 of the second cylinder will disappear after the half-ring sensor 24 leaves the 0 ° mark. Thus, in the first and second cylinders, synchronous processes of the same name will take place. For one turn of the control drum, the processes of the same name will be performed in this mode at once in two cylinders, that is, in the first and second at 0 °. And in the third and fourth at around 180 ° (see Fig. 15). If the situation requires an increase in engine power, the operator will open the BP 2 mode switch, and then turn on the 3 BP switch. This will make it possible to carry out the processes of the same name in all four cylinders simultaneously at the 0 ° mark. Thus, engine power will increase four times, that is, it will be equal to the sum of the cylinder capacities of all cylinders. In addition, in this mode, the operator will be able to increase the output power by increasing the speed of rotation of the control drum. This will allow you to get the maximum engine power.

Before proceeding to the statement of technical and economic advantages, I will confirm with convincing examples the purpose of the invention. Currently, the world produces ICE vehicles for projects that were proposed more than a century ago and were created without scientific, technical knowledge. This led to the fact that the engine industry lagged behind other industries, in particular from energy, railway transport, for more than a century.

According to the theoretical foundations developed by the Russian scientist V.I. Grinevetsky and his followers, the ICE (see figure 2) should work on the indicator diagram of Grinevetsky-Masing. This, in fact, is an ideal diagram of the operation of a four-stroke ICE in the coordinates: pressure (P) kgf / cm ² ; angle of rotation of the crankshaft (α °) in degrees. If you look at the diagram of figure 2, it becomes clear that the four-stroke engine should have two high-speed (2C) and two protracted (2C) cycles in the cycle. Schematically, this can be expressed as: 2s × 2s × 2s × ...

However, the crankshaft, being the engine of the piston, does not allow the latter to carry out the necessary processes (cycles) in the engine cylinder. This is due to the fact that the crankshaft can move the piston according to the diagram constructed according to the Brix method (see Fig. 3) in the coordinates: piston stroke (n) in mm; angle of rotation of the crankshaft (α °) in degrees. From the diagram of figure 3 it can be seen that the cycle of the crankshaft of the four-stroke engine has a different alternation of clock cycles: one high-speed (1s); then comes one lingering (1h); then again one speed (1s), etc. Schematically, it will look like this: 1c × 1s × 1c × ... If we compare the diagrams of the thermodynamic and mechanical cycles shown in Figs. 2 and 3, it becomes clear that they cannot be included in parallel operation, since they are uncoordinated. Obviously, the discoverers of the internal combustion engine did not know about this, therefore, they instructed the parts of the cylinder-piston group to perform the functions of several mechanisms by means of a crankshaft: high-pressure compressor (exhaust gas compression process); fan (filling process) and, finally, the engine (compression, combustion, and working cycle).

Thus, the actual diagram of the four-stroke engine took a different form (see Fig. 4), which differs from the diagrams of Figs. 2 and 3. In the diagram of Fig. 4, it can be seen that in one protracted (1h) filling cycle (thermodynamic cycle of Fig. 2) are placed: one high-speed (1s) and two protracted (2h) crankshaft cycles (diagram of figure 3). Further, the high-speed (1s) compression cycle (thermodynamic cycle of Fig. 2) coincided with the high-speed (1s) crankshaft cycle (diagram of Fig. 3). Along with this, the ultra-fast (1cc) working cycle (thermodynamic cycle of Fig. 2) is ahead of the working high-speed cycle (1c) of the crankshaft (diagram of Fig. 3) by a protracted (1h) process.

According to experimental data, the working cycle in the internal combustion engine proceeds most efficiently when reaching the maximum parameters: pressure and temperature of the gases of combustion products in the engine cylinder. Obviously, at this moment it is necessary to carry out the process of converting internal energy into mechanical work as quickly as possible. However, if you look at the diagram of Fig. 4, it will become clear that at the moment when the combustion products have high parameters, the piston-mechanism that converts internal energy into mechanical work “rests” in the “dead zone” - a prolonged crankshaft cycle. And when the piston with the crankshaft starts to move “quickly”, that is, to make a high-speed stroke, the combustion products cool down, giving a large fraction of the energy to the walls of the cylinder, which at that moment was washed with water. In addition, during the generation of energy in the second cylinder of the engine (see Fig. 5) as a result of the compression process, and then the process of combustion of the air-fuel mixture, mechanical energy is generated, which with force F - presses on the crankshaft neck of the second cylinder on the other hand.

On the contrary, the process of converting internal energy into mechanical work, which takes place in the first cylinder at this moment, is directed to the neck of the crank of the first crankshaft with the force F2, but only from the opposite side of the crankshaft top dead center. Engineers know that the effective power (Ne) of an engine increases with increasing crankshaft speed. This is due, first of all, to the fact that when the air-fuel mixture is rapidly compressed, it burns rationally, thus generating more energy.

However, with an increase in the rotational speed, the time allotted for the course of auxiliary (protracted) processes decreases sharply. This causes the compression of the chart (see Fig.6 and 7). From this it follows that with an increase in the rotational speed, the value of the effective power increased slightly, but the filling factor of the cylinder (η _V ) decreased significantly.

In addition, increased energy losses for ICE operation in the high-pressure compressor mode (compression process of combustion products and rarefaction). Along with this, resonant phenomena appeared in the suction and exhaust tracts.

That is why gases and air-fuel mixture (or air), moving at high speed in pipelines, create strong sounds at the same time.

At present, engine operators classify the power of ICE vehicles by volume (V) or diameter (D) of the cylinder. They believe that this is the only main parameter that determines the power of the engine. This misconception gave rise to a lot of significant flaws, or rather paradoxes. So, when creating marine ICEs, cylinder diameters increased to astronomical sizes (more than 1 meter). Obviously, this is why ICE - “giants” appeared on the fleet. The cylinders of such engines operate alternately, i.e. in single cylinder mode. This means that the total power of such an internal combustion engine is huge, and the mode with the lowest power is used for operation. That is why the coefficient of performance (COP) of modern ICE vehicles is lower than the efficiency of a steam engine that died about a century ago.

In the device for implementing the method of increasing the efficiency of a reciprocating internal combustion engine, circuit diagrams are used that were created on the basis of well-known laws of nature more than a century ago and are used by power engineers and railway workers.

Judge for yourself. For example, if we need to obtain a large effective power in a multi-cylinder engine, the driver of the vehicle using only a switch from the control panel will be able to make all the working (included in the multi-cylinder internal combustion engine) cylinders work in such a way that the same processes occur in different cylinders at the same time. This will allow you to get the total cylinder effective power (Ne) of the engine by adding the cylinder powers of the cylinders that make up the multi-cylinder engine. The result of this operation can be seen in Figs. 8 and 9.

Obviously, all cylinders of a multi-cylinder internal combustion engine in this mode will work synchronously (simultaneously) by analogy with a single-cylinder engine. Naturally, in this mode, all cylinders will be able to work at high speeds (modern single-cylinder engines develop up to 30,000 rpm) and give out the greatest power. This will make it possible to abandon large cylinders in multi-cylinder internal combustion engines due to an increase in the load factor, as well as an increase in the main technical parameters of the device for implementing the method.

If we do not need a large effective power, it will be enough to switch the half-rings on the control drum so that the processes of the same name in different cylinders are performed alternately. The result of this operation can be seen in figures 10 and 11.

Obviously, with sequential operation of the cylinders of a multi-cylinder internal combustion engine, the effective power will be the smallest. This is due to the fact that all cylinders in this mode will work alternately. In addition, in this mode, it is impossible to develop large revolutions because the frequency of repetition of the cycles will lead to a decrease in the fill factor (see Fig.6) and other negative effects. At the same time, in this mode, a large number of cylinders cannot be used. The result of this statement can be seen in FIG. If the working cylinders of a multi-cylinder engine are connected in such a way that in different cylinders of a multi-cylinder engine the processes of the same name are performed in groups. This will make it possible to obtain effective engine power in the range from the power obtained during the synchronous operation of the cylinders to the power of the alternate operating mode. The result of this mode can be seen in FIGS. 12 and 13.

All these operations can be carried out with the engine running using an automatic control system (ACS). At the same time, in the device for implementing the method with electric control, the most complicated "superstructures" will disappear: a crank mechanism with a crankshaft; gearboxes; semiautomatic devices; automatic machines; powerful cooling system will be replaced by an ordinary fan. Resonance phenomena in pipelines will disappear, therefore noise mufflers will also become unnecessary.

Due to the above advantages, devices for implementing the proposed method for increasing the efficiency of a reciprocating internal combustion engine will have greater aggregate power compared to modern internal combustion engines (with smaller sizes), which can be increased unlimitedly, meeting the growing needs of using engines to solve numerous scientific and technical problems, as well as in the defense of the country.

Claims (1)

A method of increasing the efficiency of a reciprocating internal combustion engine by providing a fixed position and reciprocating motion of the piston associated with the load shaft, as a result of which the processes of intake, compression, combustion, working cycle and exhaust of gases of combustion products occur in the engine cylinder, while the control shaft rotates the selsyn receiver, and when combining single-cylinder engines into a multi-cylinder engine, the control shafts of the individual cylinders are connected using selsyn sensors so It means that the same processes in the cylinders of a multi-cylinder engine are carried out either alternately, or simultaneously, or in groups, characterized in that the piston makes a stationary position and reciprocating movement using a spring-loaded rocker arm, one end of which is connected to the load shaft, and its other end can be fixed on one of the teeth of the gear dog, the control shaft is made in the form of a drum, on which the half-rings are rotated, around the drum are installed in fan order iki, and the connection of single-cylinder engines into multi-cylinder with alternating, either simultaneous or in groups of the same working processes in different cylinders is carried out using half-rings with electric receivers and an automatic control system.

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