RU2373410C1 - Method to increase piston ice efficiency - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: invention relates to power plant engineering. Essence of proposed invention consists in that piston reciprocates due to swinging of spring-loaded crank-rocker mechanism coupled with load shaft. Mechanism cheeks accommodate two toothed quadrants. Mechanism other end can be fixed by pawl teeth, while spring allows is to swing on half shafts. Note here that one toothed quadrant transmits rotation to ratchet gear toothed rim, the ratchet gear being coupled with aforesaid load shaft. Other toothed quadrant allows mechanism to turn in intake stroke. In integrating one-piston engine into multi-piston engine, similar processes in different cylinders occur either in turn, or in groups, or simultaneously with the help of electric control system incorporating a control drum coupled with load shaft.

EFFECT: increased efficiency of piston-type 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, intended for power plants, for example, in power plants, ships, diesel locomotives, automobiles and aircraft.

In the engine industry, a method of operating a reciprocating internal combustion engine is known (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 has two high-speed and two long cycles.

The disadvantage of this method is that when combining single-cylinder engines into a multi-cylinder engine, the processes of the same name in different cylinders are carried out only alternately. This does not allow taking power from the engine over a wide range, therefore, gearboxes are used for these purposes.

There is also a method of increasing the efficiency of a reciprocating internal combustion engine (description of the invention to patent RU No. 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 in synchronization with the selsyn sensor, as a result of which inlet, compression, working processes occur in the engine cylinder cycle and exhaust gas combustion products, and when combining single-cylinder engines in a multi-cylinder engine using an automatic control system, as a result of the same process in different cylinders of a multicylinder engine is performed either alternately or in groups or simultaneously.

The use of an electrical control system in a device for implementing the known method allows for the selection of power from multi-cylinder engines in a wide range without auxiliary devices. However, the selsyn engine control method is not suitable for high power engines.

Closest to the claimed invention is a method of converting the rotational movement of the crank of the crankshaft into reciprocating motion of the piston, 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. Marine engines internal combustion.Sudpromgiz, - L .: 1962, p.81).

The disadvantage of this method of increasing the efficiency of a piston internal combustion engine is that the crank of the crankshaft, being the engine of the piston, passes four dead zones per cycle. In them, the piston is paralyzed, as it stands still or moves extremely slowly. Therefore, devices for implementing the known method convert rotational motion into reciprocating piston motion inefficiently. This does not allow to obtain high effective power (Ne) in devices for implementing the method.

Based on the foregoing, the task was to develop such a method of operation of a reciprocating internal combustion engine, in devices for the implementation of which it will be possible to obtain good basic technical characteristics of the parameters.

The problem is solved by the claimed method of increasing the efficiency of a reciprocating internal combustion engine, including converting the oscillating movement of the spring-loaded crank-double gear mechanism into reciprocating motion 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 engine cylinder .

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, in groups, or simultaneously by an electric control system.

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

- the crank of the crankshaft converts rotational motion into reciprocating motion 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.

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

- the piston makes reciprocating motion by converting the rocking motion of the crank-double gear mechanism, as a result of which the processes of intake, compression, combustion, working cycle and exhaust of gases of combustion products occur in the working cylinder of the engine;

- the electrical control system ensures the connection of single-cylinder engines into a multi-cylinder engine so that the processes of the same name in different cylinders are carried out either alternately, or in groups, or simultaneously.

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 scope 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 operation of a four-stroke single-cylinder internal combustion engine, constructed by the method of Grinevetsky-Masing in coordinates: pressure (P) kG / cm ² , angle of rotation of the crankshaft (α °) in degrees.

Figure 3 is a piston diagram 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) kG / cm ² , 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 , angle of rotation of the crankshaft (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) the 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 alternately (by analogy to the serial connection of electrical sources).

Figure 9 is a diagram of the effective power of the cylinders, processes of the same name in which are performed alternately.

Figure 10 - indicator diagrams of the cylinders of a four-stroke four-cylinder internal combustion engine, the same processes in which are performed in groups (by analogy to a mixed 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 by groups.

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

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

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

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

Designation of electrical equipment, mechanisms in the internal combustion engine control circuit:

EAF - DC motor;

ЭП - power supply switch 12 V;

Щ - brush holder: ЩМ - snare drum; ЩС - middle drum; ShchB - a big drum;

Current collectors of drives: C - gear dogs; KB - exhaust valve; KN - filling valves; Z - ignition.

1 BP; 2 BP; 3 BP - mode selection switches;

1P; 2P; 3Р - coils of magnetic starters for mode selection;

1MP-0; 2MP-0; 3MP-0; 4MP-0 - coils of magnetic starters of power supply of a zero mark on a control drum;

1MP-90; 2MP-90; 3MP-90; 4MP-90 - magnetic starter coils at a 90-degree mark on the control drum;

1MP-180; 2MP-180; 3MP-180; 4MP-180 - magnetic starter coils at a 180-degree mark on the control drum;

1MP-270; 2MP-270; 3MP-270; 4MP-270 - magnetic starter coils at a 270-degree mark on the control drum;

1C; 2C; 3C; 4C - coils of gear dogs 1, 2, 3 and 4 cylinders;

1KB; 2KB; 3KV; 4KB - coils of actuators of valves for exhaust gases;

1KN; 2KN; 3KN; 4KN - coil actuators for filling valves with air-fuel mixture.

A device for implementing a method of increasing the efficiency of a reciprocating internal combustion engine comprises a cylinder 1, a piston 2, a crank-double gear mechanism 3. On both cheeks of the crank-two gear mechanism 3, gear sectors 7 and 8 are installed. The other end of the crank-double gear mechanism can be fixed on one of the teeth of the toothed dog 9, which oscillates on the roller 10. The spring 11 allows the crank-double gear mechanism 3 to swing on the axle shafts 4. On the top cover of the cylinder 1, a spark plug 12, a valve 13 for the release of gases of combustion products with a 1KB actuator, and a valve 14 for filling the cylinder with a combustible mixture with a 1KN actuator were installed. The gear rim of the ratchet wheel 15 rotates the load shaft 16, on which the gear sector 17 and the control dielectric drum 18 rotate. On the control drum 18 there are three steps on which are symmetrically fixed: a solid 19 conductive ring, as well as half rings-sensors 20, 21, 22 and 23. Around the drums in fan order at 0 °, 90 °, 180 °, 270 ° and 360 °, current collectors C, KB, KN, ЩМ, ЩС, ЩБ and З are installed (see FIGS. 1, 13, 14) . The output shaft 16 ends with a flywheel 26, which rotates the starter 25 at startup.

Before starting the internal combustion engine, the driver (operator) turns on the switch 1 BP of the choice of the magnetic starter IP mode, when the contacts are closed, a voltage of 12 V will appear on the solid ring 19 of the drum 18 with a small diameter through the brush holder SCM. At the same time, the current will appear on the half-rings-sensors 20, 21, 22 and 23, which are interconnected. Along with this, a voltage of 12 V will appear in the coils of magnetic starters 1MP-0, 2MP-90, 3MP-180 and 4MP-270. This will allow, during engine start, to connect the shafts of 16 single-cylinder engines as part of a four-cylinder engine so that the processes of the same name in different cylinders are performed alternately with an interval of 90 ° (see Figs. 8, 9 and 14). Starting the engine is carried out using the starter 25, a small gear of the latter rotates when starting the gear rim of the flywheel 26.

Let us consider how the first cylinder of a multi-cylinder engine comes into operation. During the rotation of the control drum 18 with a small diameter, the half-ring sensor 20 approaches and then touches the current collector C at 0 °. This will allow you to transfer current from the rotating half-ring of the sensor 20 to the current collector C, the closed contacts 1C1 of the magnetic starter 1MP-0 to the drive coil 1C of the gear dog 9 of the first working cylinder. After that, the actuator stem 1C compresses the spring and rotates the toothed dog 9 to the right (see Fig. 1), releasing the shank of the crank-two-link mechanism 3. Under the action of the spring 11, the crank-two-link mechanism together with the connecting rod 6, piston 2 will rise up and compress the combustible mixture in the cylinder 1. At the upper point of the piston stroke, the air-fuel mixture will ignite from the spark of the candle 12 and burn. Under the action of high pressure, the piston 2 will change its direction and begin to move down, dragging the connecting rod 6, the crank-double gear mechanism 3, which will then rotate the gear sector 8 counterclockwise. The gear sector 8 will transmit rotational movement to the gear rim of the ratchet wheel 15, which is connected with the load shaft 16. The other end of the crank-double gear mechanism will stretch the spring 11. Together with this, the half-ring sensor 21 will come closer and then touch the current collector KB at 0 °, after which a voltage of 12 V through the closed contacts 1KV1 of the magnetic starter 1MP-0 will enter the coil 1KB of the actuator of the exhaust valve 13 in the first working cylinder. Obviously, therefore, the pressure in the cavity of the first cylinder will fall.

Under the action of the mechanical energy of the spring 11, the double-crank mechanism will change its direction and begin to turn clockwise on the axle shafts 4. Thus, the piston 2 will rise to the upper point and displace the gases of the combustion products into the atmosphere. At this time, the half-ring sensor 21 will leave the KB current collector at 0 ° and close the valve 13 for the release of combustion gases. The filling process is carried out by a gear sector 17 rotating on the shaft 16, which, by means of the gear sector 7, rotates the crank-double gear mechanism 3 counterclockwise and lowers the piston 2 down through the connecting rod 6. At the same time, the semicircular sensor 22 touches the current collector KN of the first working cylinder at 0 °. After that, the voltage of 12 V through the closed contacts 1KN1 of the magnetic starter 1MP-0 will enter the coil 1KN of the valve actuator 14 filling the first working cylinder with a combustible mixture. In the lower position of the piston, the rotational movement of the crank-two-link mechanism counterclockwise will stop. At this time, the current supply to the coil 1KH of the drive of the valve 14 of filling the first working cylinder is stopped. Thus, the filling cycle will end in the first cylinder. Obviously, when turned counterclockwise, the crank-double gear mechanism will stretch the spring 11 and lock onto one of the teeth of the gear dog 9. Thus, the first cycle has ended the full cycle, and the working cylinder will again be ready to perform the next four-stroke cycle. For one revolution of the control drum 18 in all four cylinders similar processes will occur. Moreover, the processes of the same name with an interval of 90 ° will occur in different cylinders during rotation of the load shaft 16 with the control drum 18.

In this mode, the output power (effective power Ne) of the engine will be equal to the cylinder power, i.e. small, since the working processes in different cylinders of a multi-cylinder engine will take place alternately with an interval of 90 °. Obviously, at any time on the output shaft 16 will act the power of one cylinder (N _C ). This can be clearly seen in the diagram (Fig.8, 9).

In order to double the engine power output, the operator (driver) must turn off the 1BP switch, and then turn on the 2BP mode switch. This will disable the IP magnetic starter coil and apply 12 V to the 2P magnetic starter coil. After the latter is turned on, the current through the brush holder of the AC will be supplied to the solid ring 19. After that, a voltage of 12 V will appear on the half rings-sensors 20, 21, 22 and 23 of the middle drum. In addition, current will appear in the coils of magnetic starters 1MP-0, 2MP-0, as well as 3MP-180 and 4MP-180. This will allow connecting the shafts of single-cylinder engines that are part of the four-cylinder engine, so that the processes of the same name are performed in two cylinders at once, i.e. in the first and second at 0 ° and in the third and fourth at 180 °. For an example, we will consider how two cylinders will perform the same processes at once. During rotation of the middle control drum 18, the half-ring 20 will approach, and then touch the current collector C at 0 °. This will apply a voltage of 12 V from the half-ring of the sensor 20 to the current collector C, the closed contacts 1C1 of the magnetic starter 1MP-0 to the drive coil 1C of the gear dog 9 of the first working cylinder. At the same time, a current will appear in the drive coil 2C of the dog gear 9 of the second working cylinder. From the half-ring of the sensor 20 to the current collector C, and then to the drive coil 2C of the gear dog 9 of the second working cylinder. Thus, the gear dogs 9 synchronously rotate in the first and second cylinders and release the shanks of the crank-double gear mechanisms in both cylinders. Under the action of the springs 11, the crank-two-link mechanisms 3 together with the connecting rods 6 and the pistons 2 will rise upward, compressing the air-fuel mixture in two cylinders simultaneously. In the region of the upper points of the piston stroke, combustible mixtures will ignite and burn from the spark of candles 12 in two cylinders simultaneously. Under the action of high pressure, the pistons of the first and second cylinders change their directions and fall down, and with the help of the connecting rods 6, the gear sectors 7 of the first and second cylinders are turned counterclockwise. This will allow the rotational movement of the load shaft 16 to be transmitted simultaneously by two gear rims of the ratchet wheels 15 of the first and second cylinders and thereby transmit the effective power (Ne) from two cylinders at once, i.e. twice as big. This effect can be clearly seen in the diagrams of FIGS. 10 and 11. In addition, the crank-two-link mechanisms 3 of both cylinders synchronously stretch the springs 11 in the first and second cylinders, and in the lower positions the pistons of both cylinders change their directions and begin to move up under the action of mechanical energies of the springs 11 of the first and second cylinders.

At this time, the half-ring sensor 21 will approach and then touch the current collector KB at 0 °. After that, the voltage of 12 V through the contacts 1KV1 of the magnetic starter 1MP-0 will enter the coil 1KB of the actuator valve 13 for the exhaust of the first exhaust cylinder. At the same time, current will appear in the drive coil 2KB of the exhaust valve 13 of the second working cylinder. Thus, both pistons will release the cavity of the two cylinders from the exhaust gases.

Meanwhile, the toothed sectors 17 of the first and second cylinders rotating on the shaft 16 will touch the teeth of the sectors 7 of the first and second cylinders and begin to turn them counterclockwise along with the crank-double gear mechanisms. Along with this, the half-ring sensor 22 touches the current collector KN at 0 °. After that, the voltage of 12 V through the closed contacts 1KN1 of the magnetic starter 1MP-0 will enter the coil 1KN of the actuator of the valve 13 filling the first cylinder with the combustible mixture, and through the contacts 2KN1 of the magnetic starter 2MP-0, the current will go into the coil 2KN of the actuator of the valve 13 filling the second cylinder with the combustible mixture. Soon, the end of the semicircular sensor 22 will approach, and then leave the 0 ° mark on the middle drum. After that, the flow of the combustible mixture to the first and second working cylinders will stop. At this time, the ends of the crank-two-link mechanisms 3 of the first and second cylinders will be fixed on the teeth of the dogs 9. Thus, in the first and second cylinders, synchronous processes of the same cycle of the four-stroke cycle took place. For one revolution of the middle control drum, the processes of the same name will be performed in this mode at once in two cylinders, i.e. in the first and second at 0 ° and in the third and fourth at 180 ° (see Fig. 14).

Obviously, the effective power (Ne) in this mode doubled. This can be seen in the diagrams (see Fig. 10, 11).

If the situation requires an increase in engine power, the driver (operator) will turn off the 2BP mode switch, and then turn on the ZVR switch. This will allow you to perform the same processes at once in all cylinders of a four-cylinder engine at 0 °. In this mode, the effective engine power will increase four times, i.e. will be equal to the sum of the cylinder capacities (N _c × 4 = ΣNe) of all four cylinders. This can be clearly seen in the diagrams (see Fig.12 and 13).

Before proceeding to the statement of technical and economic advantages, I will substantiate 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, ICE (see figure 2) should work on the indicator diagram of Grinevetsky-Masing (Masing E.K. Thermal process of ICE, ONTI, 1937). This, in fact, is an ideal diagram of the operation of a four-stroke ICE in the coordinates: pressure (P) kG / cm ² in the cylinder as a function of the 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 × 2z ... However, the crankshaft, being the piston mover (control shaft), does not allow the latter to make coordinated movements. This is due to the fact that the crankshaft makes movements according to the diagram constructed according to the Brix method (see Fig. 3) in the coordinates: piston stroke (n) in mm as a function of the angle of rotation of the crankshaft (α °) in degrees (Vanscheidt B. A. Shipboard ICE. Sudpromgiz. - L: 1962, p. 427). From the diagram of figure 3 it can be seen that the cycle of the crankshaft of a four-stroke engine has a different alternation of cycles: one high-speed (1s), then one lingering (1s), then again one high-speed (1s), etc. Schematically, it will look like this: 1c × 1z × 1c × 1z ... 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 not coordinated. Obviously, the discoverers of the internal combustion engine did not know about this, therefore, they instructed the details of the cylinder-piston group to perform the functions of several mechanisms: a compressor, a fan and an engine (Vansheydt V.A. Shipboard ICE. Sudpromgiz. - L: 1962, p. 18). Oddly enough, these contradictions are still not recognized by the engine.

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) placed one 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 effectively when the maximum pressure and temperature parameters of the gases of combustion products in the engine cylinder are reached. These statements confirm the laws of quantum mechanics (Strakhovsky G.M., Uspensky A.V. - Fundamentals of quantum electronics. M: Higher school, 1973, p.6-7), according to which the working fluid (combustion products), having a temperature T _z = 2000 K, emits short waves that propagate spontaneously at a speed close to the speed of light, i.e. 300,000 km / s

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 - a mechanism that converts internal energy into mechanical work, "rests" in the "dead zone" - a prolonged crankshaft cycle (see Fig. 4). When the piston with the crankshaft starts moving “fast”, i.e. make a fast cycle, 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 process of fuel combustion until the piston arrives at the top dead center, mechanical energy is generated which, with a force of F _3, presses on the neck of the crankshaft of the adjacent cylinder from the other side (see FIG. 4). Engineers know that the effective power (Ne) of an engine increases with increasing crankshaft speed. This is primarily due to the fact that with the rapid compression of the air-fuel mixture, it burns rationally, forming more energy. However, with an increase in the rotational speed, the time allotted for the course of auxiliary processes sharply decreases. This causes compression of the diagrams (see Fig.6 and 7). Thus, with increasing speed, the value of the effective power increases slowly, and the cylinder filling factor (η _v ) decreases rapidly. In addition, with an increase in revolutions, internal losses increase, resonance phenomena in the suction and exhaust tracts increase.

Over the past decade, the power of ICE vehicles is constantly growing. Thus, a 200 kW jeep engine has eight cylinders. Obviously, the cylinder power of such an engine will be equal to 200 kW. Hence, if we multiply the number of cylinders by their cylinder power (N _c × 8 = 200 × 8 = 1600 kW), we get astronomical power. However, it is impossible to use this opportunity in ICE with mechanical control, and it is not safe, because the crank system of this ICE cannot sustain such power.

A simple calculation made by the specialists of FSUE NAMI shows that “to drive around the city with a car weighing about a ton at a speed of about 60 km / h, you need only 6 kilowatts - thirty times less! Even with the cruising speed of the car on the highway - 90 km / h - a power of 10-12 kW is enough. Why such a huge supply? After all, it is not from the ceiling that car designers choose an engine? Motorists know that this power reserve is needed for fast acceleration, for example, when overtaking, as well as to overcome climbs. However, such modes make up a negligible fraction of the vehicle’s travel time. Well, after overclocking, you have to slow down ”... (N. Gulia,“ From the cannon on sparrows ”,“ TM ”magazine).

Obviously, the fuel consumption of the engine depends on the degree of its load. Thus, a modern engine with a mechanical control system is not able to operate in an economically clean mode, i.e. ensure the completeness of fuel combustion in continuously changing traffic conditions.

The engine with an electric control system is close to universal. Firstly, it will operate in an environmentally friendly mode over a wide range of loads, i.e. to ensure the completeness of fuel combustion in the cylinders of single-cylinder engines, which are part of a multi-cylinder engine, to the final, environmentally friendly combustion products. Secondly, he will be able to supply the car with energy in continuously changing traffic conditions over a wide range. This will not require a “superstructure" - a gearbox, automatic, etc. This can be seen in the diagrams of FIGS. 8, 9, 10, 11, 12, 13. If you look at the diagrams, it will become clear that with an increase in the output power, mutually exclusive possibilities appear. So, with an increase in the effective power (Ne) by a factor of two (see Figs. 10, 11), single-cylinder engines are connected in pairs with an interval of 180 °. In this case, the rotation frequency of the control drum also doubles. Along with this, the length of the half-rings of the sensors increases, ensuring the efficient flow of all processes of the four-cycle cycle (see Fig. 14). With a four-fold increase in power (see FIGS. 12, 13), single-cylinder engines that are part of a four-cylinder engine perform work processes synchronously with an interval of 360 °. It is obvious that the speed of the control drum increases four times. In this case, the length of the half-rings of the sensors also increases four times. Naturally, only an automatic control system can make such a switch when the engine is running. Along with this, the proposed device will be installed electrical sensors (in the lower part of the cylinder), which will record changes in pressure: gases of combustion products, exhaust gases, air at the beginning of the filling process, as well as at the beginning of the compression process. Using an automatic control system by sensors, it will be possible not only to control, but also to make adjustments to the processes, ensuring a constant load on the cylinders of a multi-cylinder engine. Obviously, all these essential features will improve the basic characteristics of the internal combustion engine parameters.

Due to the above advantages, the device for implementing the method will have greater aggregate power compared to modern ICEs (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 country's defense.

Claims (1)

A method of increasing the efficiency of a reciprocating internal combustion engine, including converting the rotational movement of the crankshaft crank into reciprocating motion of the piston, as a result of which the processes of inlet, compression, combustion, working cycle and exhaust of gases of combustion products occur in the cylinder of the engine, characterized in that -the translational movement of the piston is made by swinging the spring-loaded crank-rocker mechanism associated with the load shaft, and on the cheek x the mechanism has two gear sectors, the other end of the mechanism can be fixed by the teeth of the dog, and the spring allows the mechanism to swing on the axle shafts, while one gear sector transmits the rotation of the gear rim of the ratchet wheel connected to the load shaft, the other sector allows the mechanism to rotate during the intake process, and when combining single-cylinder engines into a multi-cylinder engine, the processes of the same name in different cylinders of a multi-cylinder engine are carried out either alternately, or in groups, or neous via electrical control system including a control drum connected to the load shaft.

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