UA32400C2 - Method for transformation of heat energy of fuel to work of combustion engine and combined engine "riad" - Google Patents

Abstract

The Riaschenko's engine (Riad) has its own thermal cycle Riad formed on the basis of the Otto cycle. The engine Riad is adiabatic, multi-shaft, two-piston hybrid combustion engine with double action of pistons and separated technology of isochoric combustion of the cycle fuel doze, with flow-through system of gas exchange, with pulse compound and pulse supercharge. The gas-turbo-supercharger has a shaft-less design, it comprises gas turbine and two compressor sections. The engine has control system controlling the kinematics of motion of the tore-piston groups, operation of inlet valve and the level of compression of working charge. The working cycle Riad is optimized in numerical mode by new parameters. The engine is balanced with respect to the forces of the first and the second order. By the value of torque is substantially exceeds themodern combustion engines. The Riad engine can be transformed to a powerful electric machine. The number of parts in the engine is almost 75 % less incomparison to the modern combustion engines. The invention contributes to decrease of toxic exhaust and increase of efficiency of combustion engines.

Description

high-power marine diesels, while it should be taken into account that they implement the thermal technology of the Trinkler cycle.

A further increase in the efficiency of heat use in the combined cycle can be associated with compound technologies that use the energy of the residual gases at the outlet of the gas turbine of the supercharger (HTN) (101. However, due to the inevitability of the use of intermediate receivers, turbocompound internal combustion engines are able to realize only isobaric expansion of gas in the gas turbine compound

From the existing state of the art, the analogs of the actual invention include internal combustion engines operating in a cycle

Trinkler with extended isobaric expansion of gases in the gas turbine of the compressor and with subsequent isobaric expansion of gas in the compound turbine (Trinkler cycle with gas turbine inflation of constant pressure and with turbocompound of constant pressure) (11). From the point of view of heat use, this cycle is the most efficient. However, the conversion of thermal energy of fuel by the Trinkler cycle is less efficient than by the Otto cycle. In addition, the following isobaric gas expansions of the combined ICE cycle are associated with the irreversibility of gas kinetic energy losses in intermediate collectors and, as a result, an increase in the entropy of the coolant. The difficulties of applying adiabatic technologies in a real thermal cycle only strengthen this process.

From the existing state of the art, the Otto thermal cycle with continued isochoric expansion of gases in a gas turbocharger (Otto cycle with subsequent pulse inflation) is the closest to the actual invention in terms of the set of essential features of the energy conversion method.

This cycle, adopted as a prototype of the method, has the most effective technology of heat utilization in comparison with other thermal cycles of internal combustion engines. Yes, thermal k.k.d. of the cycle is (70-75)95 IZY. However, for practice, it is only of theoretical interest, which is due to the lack of kinematics schemes of the internal combustion engine of its implementers. The disadvantages of this cycle include the rather high energy intensity of the gas at the exit from the diesel engine. The solution to this problem lies in the search for more efficient new utilization technologies.

Analogues of the kinematic schemes of the engine, based on a set of essential features, can be attributed to two-piston ones

Internal combustion engines, in which the reciprocating movement of the piston is replaced by an unevenly rotating (oscillating) type of movement 16, 12, 13Y. The main disadvantages of these internal combustion engines, without exception, are unsatisfactory indicators of heat utilization of fuel at the existing values of torque, economy, environmental friendliness and engine dimensions.

According to the set of essential features, the actual invention most closely coincides with the kinematics of a bitoro-piston internal combustion engine, which is accepted as a device prototype (14). The engine consists of a housing, in the cavity of which there are cylinders and pistons of toroidal shape with the possibility of rotation in the same direction, which together form toro-piston groups (TPG), which are kinematically connected to the mechanism of periodic change of rotation speed. The latter forms a cyclical change in the working volume of the TPG chambers, which allows to ensure the necessary processes of combustion and gas exchange of the cycle. The beginning and end of cycles occurs in all TPG chambers simultaneously.

The disadvantages of the prototype DVZ 1(14) device include a small working volume, high thermal stress of TPG parts, low torque, and large mass. In addition, the shape of the combustion chamber causes unsatisfactory mixture formation of the working charge. Contour-loop blowing requires the presence of a special mechanism gas distribution. The engine is sensitive to the problem of synchronizing the combustion process in the TPG chambers. The engine design is complicated by the TPG drive. The lack of separate combustion technology determines the unsatisfactory performance of exhaust gases. The lack of technical solutions for the utilization of exhaust gas energy blocks any prospect of using this engine in practice. A comprehensive solution of these problems is impossible even with the forced compromise.

Thus, the state-of-the-art technique cannot provide, by definition, the fulfillment of the relevant indicators of the "Saiyogpia 2004" standard and the "Ego 4" standard regarding the ecology of exhaust gases and fuel economy. This fact became the main basis for the emergence of a valid invention.

In the present invention, the task of increasing the efficiency of the conversion of thermal energy of the fuel into the energy of rotation of the shaft and expanding the existing capabilities of a modern internal combustion engine is set.

The implementation of an internal combustion engine with a more efficient heat balance requires the search for new approaches to the organization of thermodynamic processes of the cycle. The solution to this problem can be based only on the use of the Otto thermal cycle technology. Implementation of Otto cycle technology is available only for internal combustion engine kinematics, which has at least five degrees of freedom of its active elements. At the same time, the kinematics of the engine implementing the Otto cycle must fulfill a strict condition regarding the clear separation of all phases of the cycle (blowing, compression, combustion, expansion) among themselves in time. In this case, the internal combustion engine control system should be based on discrete control code technologies (a field of modern digital technologies). This means that the entire element base of the control system (components and their components) works only in pulse signal mode. The main property of this technology is the integral calibration of all signals in the binary reference system. This allows the internal combustion engine control system to generate any signal in a digital code and control its processing by the corresponding element of the system. According to the material of the description of the invention, this property of the technology of the control code of the control system is indicated by the general feature "in digital control mode".

Regarding the issue of optimization of the Otto cycle, these approaches should be based on the technology of controlling the degree of compression of the charge in the combustion chamber. At the same time, the technology of separate combustion of a cyclic dose of fuel and the technology of direct-flow valve gas exchange should be embedded in the kinematics of the internal combustion engine.

Moreover, the control of the intake valve should be based on the so-called technology "asiime maMme sopigo!" (AMS) (15). The property of the "asiime" feature determines the ability of AMC technology to control this process for each cycle separately, depending on the conditions of the engine load mode.

Further improvement of the efficiency of heat use of the Otto cycle can be connected with the search for technical solutions for full adiabatization of the engine and the search for new, more in-depth technologies for the utilization of the energy of the exhaust gases of the internal combustion engine.

Further improvement in heat utilization can be attributed to the hybrid property, which suggests the ability of engine kinematics to convert an internal combustion engine into an electric machine. This thesis implies the search for such kinematics of an internal combustion engine, in which the reciprocating movement of the piston is changed to a rotational type of movement of all parts

TPG in the same direction. At the same time, the kinematics of the internal combustion engine in the mode of the electric machine should have the property of excluding cyclic changes in the working volume of the combustion chambers. This approach would make it possible to install an additional type of electromagnetic interaction in the engine kinematics, which would improve both the technical performance of this internal combustion engine and expand its functional capabilities.

The main task of the invention is related to the solution of the following auxiliary tasks: Me1 and Me2.

Task Me1: increasing the efficiency of heat use in ICE with the help of thermal technology of the combined cycle RYAD. Task Me 2: conversion of the available energy of the RyaD thermal cycle into shaft rotation energy using a combined (hybrid) Ryad engine.

Thus, the solution to the main problem of a valid invention is determined by an integrated set of results obtained in the process of solving each of the auxiliary problems Me1 and Me2.

The auxiliary problem Me1 is solved in the following ways: 1. Using the kinematics of the engine, which is able to work both in the "DVZ" mode and in the electric machine ("EM") mode due to: 1.1. replacing the reciprocating movement of the TPG with a rotary type of movement of the TPG nodes; 1.2. application of kinematics of the "DVZ" mode with oscillatory movement of TPG nodes with their simultaneous rotation in the same direction; 1.3. application of the kinematics of the "EM" mode, which eliminates the cyclical change of the working volume of the TPG cameras. 2. Use of RyadD thermal cycle technology, which includes: 2.1. modified Otto thermal cycle (M-sopv5bi); 2.2. the thermal cycle, which is carried out in the channels of the gas compound (M-sopv5i); 2.3. the thermal cycle, which is carried out in the channels of the gas turbocharger (M-sopvi). 3. Ensuring thermodynamic processes of the thermal cycle of RyaD with the help of: 3.1. control of kinematics of TPG nodes in the digital control mode ("AKD" system); 3.2. control of the intake valve operation in the digital control mode ("AKK" system); 3.3. control of the degree of compression of the charge in the digital control mode ("AKS" system). 4. Use of air charge pretreatment technologies, including: 4.1. cleaning the air flow at the entrance to the engine using filters; 4.2. preliminary twisting of the air flow at the entrance of each turbocharger using guide channels; 4.3. mixing of injection air flows in a single collector, as well as the use of several connecting channels in the injection air line after the collector; 4.4. the possibility of cooling the air charge after the injection manifold with the help of several coolers; 4.5. use of non-return valves in the air supply line; 4.6. the possibility of heating the working charge before its entry into the vortex combustion chamber (VKZ) with the help of a heater; 4.7. twisting of the flow of the working charge at the entrance to the VKZ with the help of guide channels. 5. Use of energy-saving technologies, which include: 5.1. the technology of complete adiabatization of thermodynamic processes of the combined cycle Ryad; 5.2. the technology of separate combustion of a cyclic dose of fuel of the Otto thermal cycle; 5.3. direct-flow valve gas exchange technology of the Otto thermal cycle. 6. Use of engine forcing technologies Series by power and torque, which includes: 6.1. application of engine kinematics with a revolving mechanism for forming Otto cycles; 6.2. use of a piston with an increased working surface; 6.3. the use of several pistons in one cycle (with a single cycle dose of fuel); 6.4. implementation of the principle of double action of pistons; 6.5. forcing the engine using pulse compound and pulse inflation; 6.6. reduction of the frequency of rotation of the TPG due to an increase in the number of cycles. 7. Application of utilization technologies, which includes: 7.1. subsequent isochoric expansion of gas in the channels of the gas compound; 7.2. further isochoric expansion of gas in the supercharger gas turbine; 7.3. recovery of rotational energy of TPG nodes.

The set of essential features of Mei's auxiliary problem allows the internal combustion engine with forced ignition of the charge to provide the Ryad cycle with the following technical results: 1. To ensure the possibility of the Ryad engine working on both liquid and gaseous fuel types. 2. To ensure complete combustion of the cyclic dose of fuel, regardless of the type of fuel used and the load mode of the engine Row with the help of: 2.1. separation among themselves in the time of flow of all thermodynamic processes of the Otto cycle; 2.2. ensuring the duration of the purge phase and the combustion phase until the isochoric process of the corresponding phase is completely completed; 2.3. formation of conditions for effective mixing of the working charge; 2.4. achieving the conditions of high-quality gas exchange of the Otto cycle; 2.5. decrease in the value of the average indicator pressure of the Otto cycle; 2.6. optimization of thermodynamic processes of the Otto cycle. 3. To ensure engine forcing in terms of power and torque using: 3.1. increasing the cycle dose of fuel; 3.2. increasing the number of working cycles of РадД for one rotation of the shaft. 4. Provide preliminary processing of the working charge by: 4.1. purification of the sucked air from suspended particles; 4.2. reducing the energy of suction of the air charge in the supercharger; 4.3. increase in mass of air charge; 4.4. elimination of the conditions for the occurrence of the "pumping" effect in the turbocharger;

4.5. reduction of air charge pulsations in the injection line; 4.6. facilitation of starting the engine at low ambient temperatures; 4.7. reduction of flow turbulence when pushing out residual gases from the VKZ and TPG chambers. 5. To increase the efficiency of heat use of the RyaD cycle with the help of: 5.1. reduction of heat costs associated with heat exchange of the environment; 5.2. use of the kinetic energy of the gas at the exit from the TPG; 5.3. use of the kinetic energy of the gas at the exit from the gas compound; 5.4. recuperation of TPG rotation energy into battery charge. 6. To achieve equilibrium of the engine by forces of the 1st and 2nd order with the help of: 6.1. isolation of the forces that determine the explosion of a cyclic dose of fuel in the volume of the VKZ; symmetrical release of working gases from the volume of the VKZ to the TPG chamber; symmetrical release of exhaust gases from TPG chambers into the gas compound; symmetric release of waste gases from the gas compound in the gas station; symmetrical release of gases from the HT'N to the exhaust manifold; 6.2. elimination of the sign of alternating forces caused by the reciprocating movement of the pistons; 6.3. braking (smoothing) shock loads of some parts of the engine kinematics during the formation of cycle phases due to the work of the corresponding dampers.

Additional variants of the application of the valid invention to the problem Me1 are: 1. Implementation of the technology of the series cycle in the engine with ignition of the charge from compression, which has additional features regarding the preliminary treatment of the working charge: 1.1. part of the cyclic dose of fuel is injected into the volume of the air charge of the cycle in an amount that excludes the process of its premature spontaneous ignition; 1.2. the cyclic dose of fuel before its injection into the vortex combustion chamber is processed in the field of an electromagnetic pulse. 2. Implementation of the RyaD cycle in an internal combustion engine with freely moving pistons, a characteristic feature of which is the presence of the principle of double action of pistons. 3. Failure to cool the air charge after the turbocharger; 4. Use of appropriate TPG drive gears with different type and shape of the engagement contour.

An additional technical result of the auxiliary task Me1 consists of: 1. Expansion of the range of application of the Ryad cycle technology. 2. Increasing the heat utilization efficiency of the RyaD cycle. 3. Increasing the number of work cycles for one revolution of the shaft, which allows: 3.1. to achieve an indicator of the degree of uneven rotation of the shaft of a multi-cylinder internal combustion engine; 3.2. reduce the average speed of the piston in the cycle; 3.3. increase the working volume of the engine.

The auxiliary problem Me2 is solved in the following ways: 1. Conversion of the energy of the combined cycle Ryad into the energy of rotation of the shaft of the engine RyaD with the help of design features of electric machines St and EM, which includes: 1.1. the use of an electric machine ST built into a toro-piston engine, the design of which consists of two rotating stators with corresponding fixed anchors: 1.1.1. implementation of an electric machine St according to the principle of a machine with independent excitation, in which the transfer of excitation energy to the rotating stator of the machine St is implemented according to the principle of operation of an end-end electric machine, the stator and rotor of which are discs with corresponding windings, while the current rectifier is located in the rotating stator of the electric machine Art; 1.1.2. the use of external electric machines (2ХЕМ), the kinematics of which is connected to the Ryad toro-piston engine by means of electric clutches. 2. Conversion of the energy of the RyaD cycle into the operation of the RyaD engine by combining the operation modes of the RyaD toropiston engine and the operation of electric machines (2HEM and St): 2.1. "DVZ" mode. The driving force of the regime is the available thermal energy of the gas. In this mode, the cyclic dose of fuel is converted into available gas energy, which is further converted into the mechanical energy of rotation of the shafts and into the electrical type of energy. The last type of energy is spent on the needs of the engine control systems, as well as on the process of charging the batteries. Electric machine St works only in generator mode. 2.2. Combined "DVZ" and "EM" modes. The driving force of the mode is the available heat energy of the gas and the available battery charge energy. The purpose of the mode is to achieve the maximum power of the RyaD engine while simultaneously providing power to the engine control systems. The electric machine St can work both in the generator mode and in the drive mode. 2.3. "EM" mode. The driving force of the mode is the available battery charge energy. In this mode, the available battery charge energy is converted into the mechanical energy of shaft rotation while providing power to the engine control systems. The kinematics of the RyaD engine excludes cyclic changes in the working volume of the TPG chambers. Electric car St works only in drive mode. 2.4. Startup mode. The RyaAD engine is started when the process of cyclic change of the working volume in the TPG chambers is turned off for the acceleration period. The appearance of the first cycles is carried out at an increased compression ratio with simultaneous heating of the working charge. 2.5. Stop mode. Stopping of the RyaD engine is carried out when the process of cyclic change of the working volume in the TPG chambers is turned off with the simultaneous recovery of the rotation energy of the TPG. 2.6. Recovery mode. The combined series engine in the "EM" mode works as a regenerative brake of the generator mode.

The set of essential features of the Me2 task forms the following technical results: 1. Expand the functionality of the RyadD hybrid engine in the "DVZ" mode by: 1.1. ensuring the operation of the electric machine St in the generator mode; 1.2. implementation of the combined operation of the toro-piston Ryad and two EMs in the "DVZ" mode: 1.2.1. mode formula: "DV3-StAEM-EM" - operation of a toro-piston RyaD and two EMs in drive mode on a single system of shafts; 1.2.2. mode formula: ""DV3-St-EM-AEM" - operation of a toro-piston RyaD and one EM in drive mode, while the other EM works in generator mode; 1.2.3. mode formula: "DV3-Sit1-EM-EM" - operation of the toro-piston RyaD and each of the two EMs in generator mode; 1.2.4. mode formula: "(DV3-St)-EM)/EM" - operation of the toro-piston RyaD and one EM in the drive mode, while the other EM works independently of them in the drive mode; 1.2.5. mode formula: "(DV3-st)-EM)/EM" - operation of the toro-piston RyaD and one EM in the generator mode, while the other EM works independently of them in the drive mode; 1.2.6. mode formula: ""DV3-St/EM//EM" - independent operation of the toro-piston RyadD and each of the two

EM, while both EMs work in drive mode. 2. Expand the functionality of the Ryad combined engine in "EM" mode by: 2.1. ensuring the operation of the electric machine St in drive mode; 2.2. implementation of the combined operation of EM and ST electric machines in the "EM" mode: 2.2.1. mode formula: "Sya-EMAEM!" - joint work of ST and two EM on a single system of shafts in drive mode; 2.2.2. mode formula: "Ztp//EM/EM" - independent operation of St and each of the two EMs (separately from each other) in drive mode; 2.2.3. mode formula: "St-EM-EM" - joint operation of the StTa of one EM in the drive mode, while the other EM works together with them in the generator mode; 2.2.4. mode formula: "(St-EMU/EM" - joint work of St and one EM in the drive mode, while the other EM works independently of them also in the drive mode. 3. Increase the power and torque of the serial engine. 4. Improve operational characteristics of the engine Series 5. Optimize the technology of starting and stopping the engine Series 6. Increase the efficiency of heat use of the cycle Series.

Additional variants of the implementation of this invention according to the problem Me2 are: 1. Design variants of the implementation of the built-in volume of the toro-piston RyaD electric machine St with two rotating stators with the corresponding fixed anchors: 1.1. powering the electromagnetic poles of the electric machine St is carried out according to the principle of powering the rotor winding of a brush-type synchronous machine; 1.2. the St machine is made according to the principle of an electric machine with permanent magnets.

An additional technical result for the Me2 task consists of: 1. Simplification of the design of the electric machine St; 2. Expanding the functionality of the RyaD toro-piston engine by using the Ot electric machine as the main engine starter.

Technical result of a valid invention.

The technical result of the valid invention is achieved by a set of features given in all independent claims of the invention, which implement a new thermal technology with a deep level of adiabatization and utilization. According to the material of the description of the invention, this technology is marked with the general sign "heat cycle Ryad".

This technology requires for its existence new kinematics with a new system of management and control, carried out with the help of new parameters. According to the material of the description of the invention, this design of the device with the control and control system is marked with the general sign "combined engine Row".

The proposed invention expands the current level of energy conversion technology in internal combustion engines both in terms of the engine's technical characteristics and its new functional capabilities.

Characteristics of the result. The invention describes a method of converting the heat energy of the fuel into the work of an internal combustion engine using the "combined engine Ryad". The method implements a new concept of ICE development that goes beyond the modern theory of ICE. The RYAD combined engine has its own "Ryad thermal cycle", the basis of which is based on the Otto cycle technology. RyaD kinematics implements a revolving mechanism of cycle formation

Otto. The engine has a new control system, which includes: a system for controlling the kinematics of the movement of toro-piston groups, a system for controlling the operation of the intake valve, and a system for adjusting the degree of compression of the working charge. The thermodynamic processes of the RyaD cycle are optimized with the help of new parameters in the digital control mode. The torque of the Ryadu engine is ten times greater than the torque of a modern internal combustion engine. The RyadD engine has the property of instant transformation into a powerful electric machine.

The design of the RyaD engine has 7,595 fewer parts than the design of a modern internal combustion engine. The RyaD engine is able to meet stricter requirements of ecology and economy than the Saiyogpia 2004 standard and the Yeshigo 4 standard, even when using heavy grades of fuel.

The essence of the result. The RYAD combined engine consists of a toro-piston RYAD and two external electric machines (EM). The kinematics of each EM is connected to the toro-piston series by means of electrical couplings. An electric machine St with two rotating stators with corresponding stationary anchors is mounted in the volume of the toro-piston series. The transformation of fuel energy is implemented according to the "RyaD cycle technology", which includes: the Otto adiabatic cycle, the adiabatic cycle of isochoric expansion of exhaust gases in the channels of the gas compound, the adiabatic cycle of isochoric expansion of exhaust gases in the gas turbocharger. The kinematics of the engine forms the Otto thermal cycle under the supervision of the joint operation of the "ACD" and "ACC" systems. Optimization of the Otto cycle is carried out by the control system of the degree of compression of the charge in the combustion chamber. The engine implements the technology of direct-flow valve gas exchange and the technology of separate combustion of a cyclic dose of fuel.

The RYAD toro-piston engine can be classified as an adiabatic, multi-shaft, low-revving, short-stroke two-stroke internal combustion engine with double piston action, with pulse compound and pulse inflation and with hybrid properties. The gas compound and gas turbocharger have a shaftless design, with the gas turbocharger consisting of a gas turbine and two turbocharger sections.

The engine is balanced by both first-order and second-order forces without the use of flywheels and balancers of motion elements in the engine design. The RyaD engine has all the attributes and properties of a multi-cylinder diesel engine with several PTO output shafts. At the same time, the RyaD combined engine practically does not change its weight and size characteristics for the entire power range.

Alternative solutions. The method can be used for all modifications of internal combustion engines with both forced charge ignition and compression ignition, including internal combustion engines with freely moving pistons.

The composition of the combined engine The series is based on a modular approach with a high degree of unification of parts of the entire powerful series.

The RyaD combined engine can be used both for its direct purpose and as an electric machine, which has the property of working both in the electric drive mode and in the generator mode. The RyadD combined engine is able to operate on any type and grade of fuel, while meeting all the requirements of the existing norms regarding ecology and economy.

Industrial suitability. The actual invention offers a new method of converting the heat energy of the fuel into the work of an internal combustion engine using the combined Ryad cycle technology and the Ryad combined (hybrid) engine that implements it. The proposed technologies of the actual invention can be used in the field of construction

DVZ of various purposes. The industrial applicability of the RyaD combined engine realizes a breakthrough from a situation that has long since exhausted itself both in terms of the technical indicators of the internal combustion engine and in terms of its functional capabilities.

Below are aspects of the actual invention.

According to the essential aspect of the present invention, which assumes the use of the technology of the combined cycle of RyaD, which includes the thermal Otto cycle, the thermal cycle of the gas compound and the thermal cycle of the gas turbocharger and in which the thermodynamic state of the working charge is changed using the technology of separate combustion according to the technology of the Otto cycle and with by the subsequent isochoric expansion of the exhaust gases in the channels of the gas compound, and with their subsequent isochoric expansion in the channels of the gas turbine of the supercharger, while all phases of the Otto cycle are separated in time, and the duration of the combustion phase and the purge phase are ensured until the isochoric process of the corresponding phase of the cycle The Otto target will not be completed, the gas exchange of the purging phase is carried out due to the inflation pressure using direct-flow valve technology with the purging direction from the inlet valve of the vortex combustion chamber to the exhaust channels of the chambers of the toro-piston groups, and the formation of the corresponding phases of the Otto cycle is carried out in the digital mode control using the control of the kinematics of the movement of the toro-piston groups and the operation of the intake valve coordinated with this, and the optimization of the Otto cycle is carried out using the control of the degree of compression of the charge in the vortex combustion chamber in the digital control mode.

According to another aspect of the present invention, which involves increasing the mass of the working charge of the cycle

Row, the air charge at the outlet of the turbocharger is cooled.

According to another aspect of the present invention, which involves the reduction of aerodynamic losses during suction, the air flow at the entrance to the turbocharger is swirled in the direction of rotation of the turbocharger.

According to another aspect of the present invention, which assumes the smoothing of pulsations in the air tracks of the engine, the air flows of the two compressor sections of the turbocharger are mixed together in the volume of the common collector, while the pressure of the air charge in the injection tracks after the non-return valves is equalized with the help of bypass channels.

According to another aspect of the present invention, which assumes a high-quality displacement of residual gases, the charge of the cycle at the entrance to the vortex combustion chamber is twisted in the direction of rotation of the toro-piston groups.

According to another aspect of the present invention, which assumes the use of separate combustion technology in internal combustion engines, the cyclic dose of fuel is completely burned during the combustion phase in the vortex combustion chamber common to all chambers of toro-piston groups, while the moment of ignition of the cyclic dose of fuel and the duration of its isochoric combustion for one Otto cycle is agreed with the end of the purging phase for the second Otto cycle, based on the principle of double action of the pistons, provided that these phases are completed simultaneously for each of the two parallel cycles.

According to another aspect of the present invention, which suggests improving the conditions of combustion of a cyclic dose of fuel in a compression-ignition internal combustion engine, a part of the cyclic dose of fuel is injected into the volume of the air charge of the cycle in a volume that excludes the process of its premature spontaneous ignition during the compression phase, when this cyclic dose of fuel before injection into the volume of the vortex combustion chamber is processed in the field of an electromagnetic pulse.

In accordance with another aspect of the present invention, the created method of converting the thermal energy of the fuel into the work of an internal combustion engine is carried out using the technology of the combined series cycle and with the subsequent conversion of the specified thermal energy into the energy of the battery charge, which is further converted into shaft rotation energy using the capabilities of the same internal combustion engine, with this internal combustion engine during this period due to the exclusion of the cyclic change in the working volume of the chambers of the toro-piston groups works in the mode of an electric machine.

According to another aspect of the present invention, which suggests expanding the functionality of the internal combustion engine, the electric machine built into the internal combustion engine during the operation of the internal combustion engine according to the technology of the combined cycle RyaD works in the generator mode, and during the operation of the same internal combustion engine in the mode of the electric machine, it works in the electric drive mode.

According to another aspect of the valid invention, which suggests facilitating the start of the internal combustion engine, it is started in the mode of the electric machine in the absence of a cyclic change in the working volume of the chambers of the toro-piston groups and with an open intake valve, and when the necessary rotational energy is reached, the cyclic change in the working volume of the chambers is restored toro-piston groups, at the same time, the operation of the inlet valve is transferred to the maintenance mode of gas exchange processes of the Otto cycle, while the charge of the cycle at the entrance to the vortex combustion chamber is additionally heated, and the degree of compression of the charge in the vortex combustion chamber is increased with the appearance of the first cycles.

According to another aspect of the present invention, the RyaD engine in the mode of the electric machine assumes the possibility of recuperating the mechanical energy of the rotation of the toro-piston groups as a regenerative brake of the generator mode.

According to another aspect of the present invention, which suggests the expansion of the field of application of the RyaD cycle technology for engines with freely moving pistons, in which the return stroke is determined by the principle of their double action.

According to another aspect of the present invention, the combined in-line engine contains a toro-piston internal combustion engine and external electric machines, which are attached to the toro-piston internal combustion engine through a suitable platform so that its kinematics is connected to each of the electric machines by means of controlled couplings, while the output shafts of the in-line engine there are shafts of electric machines and shafts of a toro-piston internal combustion engine, and the kinematics of a toro-piston internal combustion engine implements a revolving mechanism of forming the Otto cycle without the use of a flywheel and balancers of motion elements, and the design of this internal combustion engine has an assembly of toro-piston groups, a gas compound, a gas turbocharger and an electric machine installed in it, and the design of each of the specified electric machines has all aspects and properties of both an electric drive and an electric generator, the relationship between the elements and assemblies of the Ryad engine is provided by the control system, the details and components of which are integrated into the design of each of the specified elements and assemblies.

According to another aspect of the present invention, the toro-piston series contains a housing, inside which is located a node of toro-piston groups, which can rotate only in one direction, a gas compound, which forms a single structure with the engine housing, a gas turbocharger, which covers the gas compound in its middle, a drive mechanism toro-piston groups and a step-differential electric motor, which are located on the outside of the housing, an intake valve unit and a unit for adjusting the degree of compression of the charge with a step-differential electric motor made in a single design, and the housing of this design is integrated into the volume of each vortex combustion chamber, as well the engine design contains air filters, a common receiver and air coolers, non-return valves, connecting and bypass air channels, carburetors, while the combined list of the specified elements forms a single engine air track system, in addition, an electric machine is built into the engine design with two rotating stators at two fixed armatures, on the ends of which optical sensors are located, the output shafts are located in the engine housing from the outside of the toro-piston group assembly, the kinematics of which form a single power line, the component parts of the internal combustion engine housing are connected into a single rigid structure using anchor bolts.

According to another aspect of the present invention, the assembly of toro-piston groups has two vortex combustion chambers, each of which is connected to the corresponding chambers of toro-piston groups, while the two toroidal bowls form a toroid, the volume of which is divided by partitions into parts, inside of which, with the possibility movement, the pistons are located, which are connected into a single structure by means of two units of the piston movement group, each of which includes a gear of the piston group, which forms an oscillating type of rotation, and a housing of electromagnetic poles of the stator of the electric machine, which is installed inside the engine, directly -valve purge system is formed using the intake valve and the connecting and exhaust channels of the chambers of the toro-piston groups, on the outside of each of the toroidal bowls, a cylindrical gear is rigidly attached, which forms the power line of the engine, and a toroid gear, which forms an oscillating type of rotation, while between the toroid the cup and the cylindrical gear are arranged in the cam channels compression of the sub-piston space by pressure, and each vortex combustion chamber has a corresponding type of labyrinth seal with the engine housing.

According to another aspect of the present invention, which suggests a simplification of the design of the gas compound by eliminating the shaft, the gas compound is made of two identical parts, each of which includes two bandage segments between which the working vanes are located, while the inlet surface of the vane is a continuation of the surface of the outlet channel of the assembly toro-piston groups, and the second surface, which serves as a gas stop, is made under 907 to the inlet surface and is a guide for the gas flow to the blades of the gas turbine of the supercharger, while the inner and outer surfaces of the bandage segments of the gas compound are made under the labyrinth type of sealing.

According to another aspect of the present invention, which suggests the simplification of the design of the gas turbocharger by eliminating the shaft, the gas turbine is made in the design of a single unit with two injection sections, the blades of the gas turbine are located in the central part between two tire rings, the blades of the injection sections are located on both sides of the gas turbine and with the corresponding banding rings form a rigid structure of the gas turbocharger, while the inner and outer surfaces of all banding rings are made for a labyrinth type of sealing.

According to another aspect of the present invention, the length of the contour of the center line of engagement of the gear of the drive mechanism of the toro-piston groups is an integer multiple of the length of the contour of the center line of engagement of the gear of the toro-piston groups of motion, and the shape of the contour of the center line of engagement of the gear of the drive mechanism of the toro-piston groups is of a cylindrical type with an eccentricity that with the combination of alternating two corresponding gears of the drive mechanism of the toro-piston groups in one revolution forms the kinematics of one Otto thermal cycle.

According to another aspect of the present invention, the shape of the contour of the middle line of engagement of the gear of the drive mechanism of the toro-piston groups is elliptical, which, when the combination of alternating two corresponding gears of the drive mechanism of the toro-piston groups in one revolution forms the kinematics of two consecutive Otto thermal cycles.

According to another aspect of the present invention, the shape of the contour of the middle line of engagement of the gear of the drive mechanism of the toro-piston groups is triangular, which, when the combination of alternating two corresponding gears of the drive mechanism of the toro-piston groups in one revolution forms the kinematics of three consecutive Otto thermal cycles.

According to another aspect of the present invention, the shape of the contour of the middle line of engagement of the gear of the drive mechanism of toro-piston groups is quadrangular, which, with the combination of alternating two corresponding gears of the drive mechanism of toro-piston groups in one revolution, forms the kinematics of four consecutive Otto thermal cycles.

According to another aspect of the present invention, the shape of the contour of the middle line of engagement of the gear mechanism of the drive mechanism of toro-piston groups is pentagonal, which, when combined with the alternation of two corresponding gears of the drive mechanism of toro-piston groups in one revolution, forms the kinematics of five consecutive Otto thermal cycles.

According to another aspect of the present invention, the electric machine built into the engine is made according to the principle of a machine with independent excitation, while the transfer of excitation energy to the rotating stator of this electric machine is implemented according to the principle of operation of an end-type electric machine, the stator and rotor of which are disks with corresponding windings, and the rectifier is located in the rotating stator of the electric machine built into the engine.

According to another aspect of the present invention, the electric machine built into the RyaD engine is designed as a machine with a brush feeding of power to the rotating stator.

According to another aspect of the present invention, the brush-fed electric machine built into the RyaD toro-piston engine is made with the possibility of using it as a starter of this engine.

According to another aspect of the present invention, the electric machine built into the RyaD toro-piston engine is based on the principle of an electric machine with permanent magnets.

Below is a more detailed description of the actual invention, with reference to the accompanying drawings.

Fig.1. Combined engine Row in assembly (View B).

Fig. 2. Combined engine Row in assembly (View B).

Fig. 3. The assembly-disassembly scheme of the RyaD combined engine, including the assembly-disassembly scheme of the VI1 electrical coupling unit (View B).

Fig. 4. Toro-piston Row with designation of cross-sectional planes and directions of views (View from above).

Fig. 5. Toro-piston engine Row in assembly (View B).

Fig. 6. Toro-piston engine Series with assembly-disassembly diagram of unit 82 (View B).

Fig. 7. The location of the gear (46) in the engine design Row (Remote view I/M 1.5:1).

Fig. 8. Toro-piston series with the assembly-disassembly scheme of the synchronization unit B2 (View A).

Fig. 9. The assembly-disassembly scheme of the toro-piston engine Series according to the basic modules A1, A2, AZ, A4,

A5, Ab (View A, section along A-B).

Fig. 10. The location of the power transmission unit to the external consumer of the VZ in the A2 module (Remote view P/M 1.25:1, section A-B).

Fig. 11. The location of the power transmission node to the external consumer of the VZ in the AZ module (Remote view W/M 1.25:1, section A-B).

Fig. 12. Module A1 (a. Top view; b. Frontal view, section along A-B; c. Side view, section along E-B: d. View

B, section along A-C: d. View A, section along E-B; e. Remote view IM/M 1:1).

Fig. 13. Assembly-disassembly scheme of the A2 module relative to the A1 module (View A).

Fig. 14. Assembly-disassembly scheme of the power transmission unit to the external consumer B3 with its orientation along the Ag module (Ag module body, external view M/M 1:1. Cover of the A2 module, external view

MIM 111).

Fig. 15. Assembly-disassembly scheme of the AZ module, relative to the A1 module (View A).

Fig. 16. Assembly-disassembly scheme of the VZ unit relative to the AZ module (cover of the AZ module, remote view

MY/M 1:1; AZ module housing, remote view MIP/M 1:1).

Fig. 17. Cover of module A2 assembled (View B, section along G-B).

Fig. 18. The cover of the AZ module in the assembly (View B, section along G-B).

Fig. 19. Scheme of assembly and disassembly of the cover of module A2 (View B, section along G-B).

Fig. 20. Orientation of parts connecting the VA node and the Ag module cover.

Fig. 21. Assembly of the VA node (Remote view IX/M 1.25:1).

Fig. 22. Assembly-disassembly scheme of the VA node relative to the Ag module.

Fig. 23. The design of the intake valve solenoid (Remote view X/M 1:1).

Fig. 24. Design of the C2 optical sensor assembly (Remote view ХИ/М 1:1).

Fig. 25. The location of the spark plug (Remote type KHIP/M 1.25:1).

Fig. 26. Location of the fuel injector (Remote type X1)/M 1.25:1).

Fig. 27. Scheme of assembly and disassembly of the cover of the AZ module (View B, section along G-B).

Fig. 28. Orientation of parts connecting the VA node and the cover of the AZ module.

Fig. 29. The assembly of the VA assembly (remote view of ХИПШ/М 1.25:1).

Fig. 30. Assembly-disassembly scheme of the B4 unit relative to the AZ module.

Fig. 31. Solenoid of the intake valve (Remote type KHIM/M 1:1).

Fig. 32. The design of the C2 optical sensor unit (Remote view ХМ/М 1:1).

Fig. 33. The location of the spark plug (HMI/M remote view 1:1).

Fig. 34. The location of the fuel injector (Remote view of HMI /M 1:1).

Fig. 35. Unit B5 assembled (View A).

Fig. 36. Assembly of the NW node (Remote view of KhMI/M 1:1).

Fig. 37. Location of channels (a1 and ag) in the NW sub-node (Remote view XIX/M 1.5:1).

Fig. 38. Unit C4 assembled (Remote view of KhMIP/M 1:1)

Fig. 39. Assembly-disassembly scheme of the B5 unit.

Fig. 40. Gear of the TPG drive mechanism - detail of the C3Z unit (a. View from below; b. View from above).

Fig. A41. Mutual location of modules A4, AB, Ab in the assembly.

Fig. 42. Module A5 (General view).

Fig. 43. Module Ab (General view).

Fig. 44. Toroidal motion group, node C5 (General view).

Fig. 45. Piston group of movement, node Сb (General view).

Fig. 46. Assembly-disassembly scheme of the A4 module.

Fig. 47. Toroid-piston movement group, node C7 (General view).

Fig. 48. Assembly-disassembly scheme of the C7 unit.

Fig. 49. Assembly-disassembly scheme of the C5 unit.

Fig. 50. The relative orientation of two vortex combustion chambers, including their connecting channels.

Fig. 51. The assembly-disassembly scheme of the Sat.

Fig. 52. Toroidal piston (a. Side view; b. Front view).

Fig. 53. Toroidal and saddle-type piston compression rings.

Fig. 54. Saddle-shaped toroidal piston compression ring with two segment locks.

Fig. 55. Piston in assembly, a. Piston in section; b. The design of the non-return valve (Remote type XX/M

2:11); in. The location of the toroidal rings in the piston from the VKZ side (Remote view ХХИ/М 21); d. Location of compression rings on the side of the piston rod (Remote view XXI/M 2:1).

Fig. 56. Scheme of assembly and disassembly of modules A1, A2, AZ, A4, AB, Ab (View A, section along A-B, A-B).

Fig. 57. The location of the Ab module in the RyadD engine housing (View A, section along E-B).

Fig. 58. Schematic diagram of the gas-air path of the toro-piston engine Series.

Fig. 59. The mutual location of the parts of the gas-air tract (View A).

Fig. 60. Mutual orientation of piston compression rings, air filters, air charge coolers, reed valve blocks and two end-type electric machines.

Fig. 61. The mutual location of the electric machine St (Me1 and Me2) with the corresponding electric machines of the end type Vb. Fig. 62. Built-in electric machines 86 and St (Me1 and Me2) in assembly (Remote view XXI/M 1.25:1).

Fig. 63. Toro-piston engine Row (Top view, section along M-M).

Fig. 64. Toro-piston engine RyaD (frontal view, section along A-B).

Fig. 65. The scheme of assembly and disassembly of the RyaD toropiston engine without power transmission nodes to the external consumer of the VZ (View A, section A-B).

Fig. 66. The relative location of the VZ nodes in the ROW engine (Output element ХХИМ/М 1.25:1).

Fig. 67. Toro-piston engine Row in assembly (View A, section A-B).

Fig. 68. Toro-piston engine Row in assembly (View B, section along K-H).

Fig. 69. Thoro-piston engine Row assembled (View A, section А-Д).

Fig. 70. Structural diagram of the basic components of the combined engine Row.

Fig. 71. Scheme of the main modes of operation of the combined engine Row.

Fig. 72. Scheme of kinematics of the "DVZ" mode with mutual orientation of nodes B2, VZ, B5 (View A).

Fig. 73. Scheme of kinematics of the "DVZ" mode with the orientation of nodes B2, VZ, B5 (View from above).

Fig. 74. Scheme of kinematics of the Otto cycle (elliptical type of engagement).

Fig. 75. Scheme of the kinematics of the purge phase and the compression phase of the cycle (elliptical type of engagement).

Fig. 76. Scheme of the kinematics of the combustion phase and the expansion phase (elliptical type of engagement).

Fig. 77. The relative location of the gears of the TPG drive in different periods of the Otto cycle with an elliptical type of engagement (a. Beginning of the purge phase; b. End of the purge phase; c. The period of turning the gear into the opposite phase of rotation; d. The beginning of the expansion phase).

Fig. 78. Circular diagram of Otto duty cycles (elliptical type of engagement).

Fig. 79. Scheme of coordinated flow of two parallel Otto cycles taking into account the principle of double action of pistons.

Fig. 80. RyaD cycle with air charge cooling in T-5 coordinates.

Fig. 81. Cycle RyaD with air charge cooling in P-M coordinates.

Fig. 82. RyaD cycle without air charge cooling in T-5 coordinates.

Fig. 83. RyaD cycle without air charge cooling in P-M coordinates.

Fig. 84. Scheme of kinematics of the "EM" mode with mutual orientation of nodes B2, VZ, B5 (View A).

Fig. 85. Scheme of the kinematics of the "EM" mode with the orientation of nodes B2, VZ, B5 (View from above).

Fig. 86. Diagram of engine kinematics Row in "DVZ" mode and "EM" mode (elliptical type of engagement, K-Z, 7-2, х607).

Fig. 87. "DVZ" mode. Scheme of operation of the RyaD engine according to the formula "DV3-C1t)4-EMAEM".

Fig. 88. "DVZ" mode. Scheme of operation of the RyaD engine according to the formula "DV3-C1t)-EM-AEM".

Fig. 89. "DVZ" mode. Scheme of operation of the RyaD engine according to the formula "(DV3-S1t)-EM-EM".

Fig. 90. "DVZ" mode. Scheme of operation of the RyaD engine according to the formula "(DV3-Sit)-EMU/LEM".

Fig. 91. "DVZ" mode. Scheme of operation of the RyaD engine according to the formula "(DV3-Sit)-EMU/LEM".

Fig. 92. "DVZ" mode. Scheme of operation of the RyaD engine according to the formula "(DV3-St/EM/EM).

Fig. 93. "EM" mode. Scheme of operation of the RyaD engine according to the "St-EM-EM" formula.

Fig. 94. "EM" mode. Scheme of operation of the RyaD engine according to the "Sp/EM/EM" formula.

Fig. 95. "EM" mode. Scheme of operation of the RyaD engine according to the "St-EM-EM" formula.

Fig. 96. "EM" mode. Scheme of operation of the RyaD engine according to the formula "(St-EM)/EM".

Fig. 97. Node C3. (a. Top view; b. Isometric view; c. Mutual orientation of the gears of the TPG drive mechanism), (cylindrical type of engagement).

Fig. 98. Circular diagram of the Otto duty cycle (cylindrical type of engagement).

Fig. 99. Kinematics of the Otto cycle (cylindrical type of engagement).

Fig. 100. Kinematics of the blowing and compression phases of the Otto cycle (cylindrical type of engagement).

Fig. 101. Kinematics of the phases of combustion and expansion of the Otto cycle (cylindrical type of engagement).

Fig. 102. The NW node (a. Top view, b. Isometric view, c. Arrangement of gears between themselves), (triangular type of engagement).

Fig. 103. Circular diagram of Otto duty cycles (triangular engagement type).

Fig. 104. Node C3 (a. Top view, b. Isometric view. c. Arrangement of gears among themselves.), (quadrangular type of engagement.).

Fig. 105. Circular diagram of Otto duty cycles (quadrilateral engagement type).

Fig. 106. Node C3 (a. Top view; b. Isometric view; c. Location of gears between each other.), (pentagonal type of engagement.).

Fig. 107. Circular diagram of Otto work cycles (pentagonal type of engagement).

Fig. 108. Table 1. The value of the cycle angle Otto y depending on the type of engagement of the gears of the TPG drive and the multiplicity factor K, (y-Z360 DK 2)|.

Fig. 109. Table 2. Comparison of the structure of the ash residue (soot) of the Ryad combined engine with modern internal combustion engines and with the requirements of the "Saiogpia 2004" and "Eigo 4" standards.

Fig. 110. Table 3. Properties and individual features of the RyaD engine design and modern internal combustion engines in relation to the type of kinematic scheme of use.

In the description of the invention, the following designations are used, which have corresponding references in the drawings.

A-type modules. A1 - gas module (central). A2 - power module (lower). AZ - power module (upper). A4 - a module of toro-piston groups (TPG). A5 - gas compound module. Ab - gas turbocharger module (GTN).

B-type knots. B1 - electrical coupling unit. B2 - a node-synchronizer of angular rotation of drive M1.

VZ - node of the power output shaft. VA is a component node of the "ACC" and "ACC" systems. B5 is a component of the "AKD" system. Vb - a node of an end-type electric machine.

C-type nodes. ST - assembly-damper of shock loads of the intake valve. C2 - a node of the optical sensor of TPG control. NW - TPG drive assembly. C4 - TPG drive control unit. C5 - node of the toroidal group. Sat - a node of the piston group. C7 - TPG node.

E-type nodes. E1 - a paired gear unit of the TPG drive mechanism. E2 - bevel gear unit. EZ - the stator unit of the electric machine St with the drive gear of the piston group of oscillating motion. E4 - node of the stator group of electromagnetic poles.

Details. Frame 1, Bolts 2, Power Gear 3, Housing 4, Cover 5, Paired Parasitic Gears 6, Drive Gear 7, Solenoid 8, Bolts 9, Housing 10, Housing 11, Cover 12, Housing 13, Cover 14, Centering Pins 15, anchor bolts 16, bolts 17, cover 18, bolts 19, shaft 20, gear wheel 21, rollers 22, toothed rollers 23, toothed belt 24, toothed belt 25, bearing 26, bearing 27, shaft 28, bearing 29, sleeve 30, sleeve 31, spur gear 32, nut 33, air filter 34, oil seal 35, fitting 36, ferromagnetic housing 37, stator winding 38, bolts 39, air charge water cooler 40, reed valve block 41, carburetor 42, housing 43, intermediate shaft 44, bevel gear 45, cylindrical gear 46, bolts 47, gear 48, cap 49, screws 50, damper housing 51, screw housing 52, electric heater 53, air flow stabilizer 54, intake valve 55, spark plug 56, injector 57 , multi-turn helical bushing 58, bevel gear 59, di electric bushing 60, electric machine armature 61, ferromagnetic electromagnet housing 62, electromagnet winding 63, spring 64, bushing 65, housing 66, optical sensors 67, toothed belt 68, shaft 69, oil seal 70, oil seal 71, paired gear housing 72, ball 73, locking pin 74, sleeve 75, bearing 76, shaft 77, bevel gear with two asymmetric pins 78, needle bearing 79, retaining ring 80, toothed wheel 81, toothed roller 82, stiffness bracket 83, bearing 84, shaft 85, bevel gear 86, power gear 87, toothed belt gear 88, segment projection 89, segment groove 90, banding segment of gas compound 91, blade of gas compound 92, banding ring of gas turbocharger 93, blade of gas turbine 94, blade of gas turbocharger 95, power gear 96, gear toroidal movement group 97, bolt 98, oil seal 99, lower toroidal bowl 100, partition 101, toroidal piston 102, upper toroidal bowl 103, vortex combustion chamber with connecting channels 104, frame torus 105, gear of the piston movement group 106, stator dielectric housing 107, ferromagnetic pole core 108, pole winding 109, toroidal compression ring 110, saddle-toroidal compression ring with two toro-segment locks 111, ball 112, spring 113. Channels gas-air tract.

K-type channels. KI - intake track, K2 - channels of the intake track, KZ - intake receiver, KA - channels of the turbocharger tract, KU - injection receiver, Kb - injection manifold, K7 - connecting channel, K8 - air charge collector, (KU, K10, K11) - connecting channels.

D-type channels. 91 - slotted channels connecting the volume of the VKZ with the volumes of the TPG chambers, d2 - slotted channels for the exit of gases from the TPG, dZ3 - channels of the gas compound tract, d4 - channels of the gas turbocharger tract, 95 - exhaust gas collector.

A-type channels. 41 - constant section channel, 42 - non-return valve channel, 43 - TPG crankcase unloading channels.

Abbreviation. DVZ - internal combustion engine. TPG - toro piston group. GTN - gas turbocharger. VKZ - vortex combustion chamber. Mvkyu - the volume of the vortex combustion chamber. St (Me1 and Meg2) is an electric machine with two rotating stators and corresponding fixed armatures mounted in the middle of the RyaD engine. EM (Mei and Mo2) - external electric machines. "DVZ"U"EM" - combined (hybrid) engine operation modes Row. 5I - a surface designed for a labyrinth type seal. MUd is the available energy of the RyaD cycle. Mr is the energy of the Otto cycle. M/s - recovery energy in the gas compound. MUz - recovery energy in a gas turbocharger. Mo is the energy of irreversible heat losses of the Ryad cycle. (Ki, R», Nz) - the energy of the battery charge. E5 - energy consumption of the engine control system. Me - the mechanical energy of the RYAD engine in the "DVZ" mode. Mm - mechanical energy of the SERIES motor in "EM" mode. o - angular speed of rotation of the TPG. y is the angle of the Otto thermal cycle. M - linear speed. Tzg - the period of the combustion phase. tzdt - the delay time of the cyclic fuel dose ignition process during the combustion phase. tzg is the combustion time of a cyclic dose of fuel. Tper - the period of the purging phase. tzat is the delay time of the intake valve opening process during the purging phase. И//И" - the ratio of the lengths of the overlapping and matching parts of the toothed belt 68.

I is the interaxial distance, 7 is the number of Otto cycles per revolution of the shaft.

Engine design Row.

The Ryad combined engine (Fig. 1, 2) consists of a toro-piston Ryad and two EM electric machines (Mo1, Mo2). Each of the EM electric machines (Me1, Me2) is attached to its frame 1 using bolts 2 (Fig. 3). The kinematics of the toro-piston Ryad is connected to each EM (Ме1, Мо2) with the help of gears З and two electric couplings В1. The assembly of the electric clutch VI includes a body 4, a cover 5, two parasitic pairs of gears 6, a controlled gear 7, an electromagnet 8, bolts 9 (Fig. 3).

The toro-piston series in assembly is shown (Fig. 4-6, 8). The engine implements a modular approach. The mutual arrangement of modules (A!, A2, AZ, A4, A5, Ab) among themselves is shown in (Fig. 9). Modules (АТ, А2, АЗ) are pulled together with the help of bolts (16, 17) into a single structure that forms a single engine body. At the same time, modules (A4, A5, Ab) are compressed by modules (Аг, АЗ) inside module A1. Thanks to the bearings (26, 27), the modules (A4, Ab) have the possibility of independent rotation relative to the axis of the Ryad motor. At the same time, module A5 together with modules (A1, A2, АЗ) form a single structure. Centering of the modules (Ат, А2, АЗ) among themselves in the assembly is carried out with pins 15. Centering of the A5 module in relation to the modules (А2, AZ) is carried out with the pins of the module

A5. All heat-loaded parts of the engine are made of material with a low heat transfer coefficient, for example, ceramics or metal ceramics.

The assembly-disassembly scheme of unit B2 of the "AKD" system is shown (Fig. b, 8). Unit B2 consists of a shaft 20, three toothed gears 21, four rollers 22 with pressure rollers 23, and a toothed belt 24.

Synchronization node B2 is located on the outside of the engine under the cover 18, which is pressed against the internal combustion engine body with bolts 19. Croco-differential drive MI! is attached with bolts 17 to the body 10 of module A1 from its outer side.

The housing 10 of module A!1, shown (Fig. 12a, b, c, d, d, e), contains an exhaust gas collector K5, two air charge injection receivers K5, part of the injection receiver Kb, connecting channels K7, part of the collector K8, connecting channels (KO, K10), while the inner surface of the housing 10 of the A1 module (Fig. 12e) is designed for a labyrinth type seal 51.

Assembly-disassembly schemes of modules (A2, AZ) are shown respectively (Fig. 13, 15). Module A2 consists of housing 11 and cover 12, and module AZ consists of housing 13 and cover 14, respectively. Each module (Аг, АЗ) includes several nodes of power transmission to external consumers B3. The assembly-disassembly scheme of the VZ assembly is shown (Figs. 14, 16). The VZ unit is unified and includes a shaft 28, bearings 29, a sleeve ZO, a sleeve 31, a known gear 32 and a nut 33, which pulls the entire set of parts into a single structure.

The design of cover 12 of module A2 (Fig. 17) and cover 14 of module AZ (Fig. 18) are identical to each other. The assembly-disassembly scheme of the covers (12, 14) is presented (fig. 19, 27). Each of the covers (12, 14) includes air filters 34, an oil seal 35, a fitting 36, a stator part of an electric machine of the end type Vb, consisting of a ferromagnetic body 37 and electromagnetic coils 38 mounted in it, water coolers of an air charge 40, plate valve housings 41, carburetors 42 with bolts 39. The ferromagnetic housing 37 is attached to the cover (12, 14) with bolts 39. In addition, the covers (12, 14) contain one node B4, each of which is connected to the "ACK" system " and the "AKS" system. From the outside of each of the covers (12, 14), the node B4 closes the cap 49, to which the node C1 is attached with screws 50 (Fig. 20, 28).

Unit C1 performs the function of a shock load damper of intake valve 55. Unit C1 includes a plate valve with a throttle opening.

The location of node B4 in the covers (12, 14) is shown (Fig. 21, 29). The scheme of assembly and disassembly of parts of the VA assembly in cover 12 is shown in (Fig. 22-25), and in cover 14 in (Fig. 30-33), respectively. Unit B4 consists of a helical housing 52, inside which is located an air electric heater 53, a flow stabilizer 54, an inlet valve 55. The helical housing 52 is located in a cover 43, which is attached to the cover (12, 14) with bolts 39. A helical cylindrical sleeve 58 with a gear 59 with the help of bolts 39 represents a single structure. This design is inserted into the dielectric sleeve 60 and is pressed by the anchor 61 with the help of bolts 39 to the corresponding cover (12, 14). Node C2, which controls the relative movement of nodes (C5, Сb) among themselves, is a non-disassemble case 66 with built-in optical sensors 67, which have the radial and axial direction of the control line (Fig. 24, 32). Node C2 is located in the end part of the anchor 61 and is a single entity with it.

Each module (A2, AZ) includes node B5 of the "AKD" system. Assembly B5 is shown (Fig. 35). Unit B5 consists of units (C3, C4) and two toothed belts 68 (Fig. 36, 38, 39). The assembly-disassembly scheme of the B5 node is shown (Fig. 39). The node CZ contains a shaft 69, on the axis of which there are two nodes Ei1 in a mirror orientation with respect to each other in such a way that closed working chambers 90 are formed, which are filled with lubricant (Fig.37). At the same time, the flow of lubricant between the chambers is carried out through channels of constant section a1 (Fig. 37, 40a, 64, 67) and through the non-return valve 92 (Fig. 37, 39, 40a, 64, 69, 174). Sealing of these chambers is performed with the help of oil seals (70, 71). The assembly E!1 includes a housing 72, two sliding bearings 76 with a bushing 75. The housing 72 is two paired gears (87, 88) with two segment stops 89, inside which there is a non-return valve, the function of which is performed by a freely moving ball along the channel 73 and pin 74 limiting its fall out of the channel (Figs. 37, 39, 40).

The assembly-disassembly scheme of the CA node is presented (Fig. 39). The CA assembly includes a shaft 77 on which two E2 assemblies with four pressure rollers 82, two gear wheels 81, two stiffness brackets 83 and two sliding bearings 84 are located in mirror orientation to each other. The E2 assembly includes a bevel gear with two pins 78, a needle bearing 79 with an annular lock 80. Both gears 78 are simultaneously engaged with the gear 86, which, together with the gear wheel 21, is rigidly located on the shaft 85, representing a single entity with it.

The arrangement of modules (A4, A5, Ab) among themselves is shown (Fig. 41). The design of the A5 module includes two identical parts, each of which consists of two ring-shaped bandages 91 and a set of vanes 92 located between them (Fig. 42). In assembly, module A5 covers module A4 along the perimeter in its middle part (Fig.63). Module Ab has a common body consisting of a gas turbine section and two turbocharger sections, which are located symmetrically relative to the gas turbine section (Fig. 43). The inner and outer surface of the bandage 93 is designed for labyrinth sealing. The design of the Ab module includes four annular bands 93 with gas turbine blades 94 and turbocharger blades 95 placed between them.

Module A4 contains a toroidal motion group C5 (Fig. 44) and a piston motion group Сб (Fig. 45). The assembly-disassembly scheme of the A4 module is presented (fFig. 46). The A4 module includes the C7 node (Fig. 47), two bearings 26, two pairs of power gears (96, 97), each of which is pressed to the body of the C7 node with bolts 98, two oil seals 99, two EZ nodes. The assembly-disassembly scheme of the C7 unit consists of two torus-shaped bowls (100, 103), tightened by bolts 39 into a single structure (Fig. 48, 49). The internal volume of the toroid is divided by partitions 101 into parts, in each of which a piston 102 is located. The engine has two vortex combustion chambers, the volume of each of which is connected to its group of TPG chambers by means of slot-shaped connecting channels 941, based on the principle double action pistons. Forms 104 of two VKZ with corresponding slot-shaped channels 91 are shown (Fig. 50, 58). The slit-shaped channel d2 for the release of exhaust gases from each TPG chamber is located along the outer perimeter of the torus near the extreme point of the piston stroke and is made at an angle to the side opposite to the rotation of the A4 module. In addition, between the cup housings (100, 103) and the gear 96, there are channels a3, the main purpose of which is to unload the sub-piston space due to the pressure of the engine crankcase gases. Hermeticity of the vortex combustion chamber 104 during the rotation of the A4 module is ensured by the labyrinth type seal 51 (Fig. 49).

The piston movement group SB contains pistons 102, which are united by means of two nodes EZ into a single structure (Fig. 51). The EZ unit consists of a gear 106, a stator frame 105 and a unit of electromagnetic poles E4. At the same time, node E4 includes a stator housing 107 with electromagnetic poles, which are made in the form of ferromagnetic cores 108 with excitation windings 109. The rotor part of the end-type electric machine Vb consists of a ferromagnetic housing 37 and excitation windings 38 mounted in it, housing 37 and all the parts of the E4 unit are pulled together with the help of bolts 39 into a single structure.

The design of the piston 102 is shown in (Fig. 52, 55). The piston 102 uses two compression rings of the toroid type 110 and one ring of the saddle-toroid type with two toro-segment locks 111 (Fig. 53, 54). The location of the sealing rings on the piston is shown (Fig. 55a, e, d). The lubrication system includes a fitting 36, an oil seal 35, a non-return valve (Fig. 55a, b). The corresponding lubrication channels are located in each of the covers (12, 14), oil seal 35, gear 106 and piston 102 (Fig. 19, 27, 55, 84). In order to create the effect of pulsations of the return stroke of the lubricant, a non-return valve is located in the piston channels on the lubricant injection line (Fig. 55a, b).

The mutual location of the parts of the gas-air path of the engine is given (Fig. 56-60, 63, 64).

The location of modules (A1-Ab), parts (10-14, 16, 26, 27, 34), as well as channels (K2-K10) and channels (91-95) is shown (Fig. 56, 57). The schematic diagram of the relationship between K-type and d-type channels is shown (Fig. 58).

Airtightness of the gas-air path of the engine is carried out with the help of labyrinth type seals 51 (Fig. 12e, 49).

The relative location of the air charge coolers 40 with the corresponding blocks of non-return valves 41, air filters 34, carburetors 42, and unit B4 in the RyaD engine are shown (Fig. 59). The working charge of the SERIES cycle is formed using two carburetors 42.

The mutual arrangement of electric machines Vb, air filters 34, air charge coolers 403 with corresponding blocks of reed valves 41, including sealing rings (110, 111), among themselves in the engine design is shown (Fig. 60).

The engine uses two Vb end-type electric machines. The design of each electric machine

Vb consists of two identical parts, each of which includes a ferromagnetic case 37, stator windings 38 and bolts 39. Each of the electric machines Vb performs the duty of a rotating transformer, the role of which is to provide power transmission for rotating electromagnetic poles

E4 of the stator of the electric machine Ot.

The design of the electric machine St, which is mounted in the volume of the toro-piston engine RyadD, consists of two rotating stators EZ with corresponding fixed anchors 61, which are rigidly pressed to the engine body with bolts 39. The EZ assembly includes electromagnetic poles E4 with a drive gear 106.

The formula of the St machine has the form 2x(2r-6). The electric machine St is made according to the principle of a machine with independent excitation, and the transfer of excitation energy of the rotating stator of the machine St is implemented according to the principle of operation of an electric machine of the end type Vb, the stator and rotor of which are disks with corresponding windings, while the current rectifier is located in the rotating stator E4 of the electric machines Art. Electromagnetic poles E4 of each stator are powered through the corresponding electric machine Vb. Electric machines (Vb, St) are protected from oil ingress from the engine crankcase by two oil seals (99, 35). The mutual location of electric machines (Vb, St) among themselves in the engine design is shown (Fig. 61, 62).

The assembled design of the RyaD toro-piston engine is presented in (Fig. 63-69). The structural diagram of the layout of the basic elements of the Ryad engine is shown in (Fig. 70).

A feature of the engine design Row.

The RyaD combined engine provides the declared functionality, which is formalized in all independent formulas of the valid invention, due to the peculiarities of its design.

The fundamental difference between the design of the combined engine RyaD and other designs of internal combustion engines is formalized by the main factors listed in Table C (Fig. 110). The presence of the indicated factors in the Ryad engine design is a consequence of its following features. 1. Engine kinematics has at least five degrees of freedom of its active elements. 2. The kinematics of the engine in "DVZ" mode is based on the oscillating motion of the toroidal and piston groups with their simultaneous rotation in the same direction. 3. Engine kinematics uses a revolving cycle forming mechanism. 4. Engine kinematics implements Otto thermodynamic cycle technology. 5. The engine design uses the technology of separate combustion of a cyclic dose of fuel with direct injection of this dose into the volume of the vortex combustion chamber. 6. Each Otto cycle is formed by all engine pistons depending on the principle of their double action. As a result, the engine has only two vortex combustion chambers. 7. The design of the engine implements the technology of direct-valve gas exchange with the direction of purging from the intake valve. 8. The absence of intermediate collectors on the TPG exhaust gas line allows the use of pulse compound technology and pulse inflation technology. 9. The engine design ensures its functionality under the supervision of the following control systems: "AKD", "AKS", "ACK", which work only in the digital control mode. 10. The design of the engine allows you to completely abandon the water cooling system of the VKZ and TPG parts. 11. The engine is balanced according to the forces of the first and second order without using the flywheel and balancers of the TPG motion elements in the engine design. 12. The gas compound and the gas turbocharger (GT) have a shaftless design, and the design

GITN has two turbocharger sections. 13. The engine design has all the attributes and properties of an adiabatic engine. 14. An engine with two combustion chambers acquires all the attributes and properties of a multi-cylinder engine

Internal combustion engine with several power output shafts. 15. The engine has the ability to work on any type of fuel while simultaneously meeting modern requirements regarding the environmental standards of exhaust gases and saving the cyclic dose of fuel.

16. Engine kinematics in the "EM" mode excludes cyclic changes in the working volume of the TPG chambers. 17. An electric machine St (Me! and Me2) with two rotating stators and corresponding stationary anchors is mounted in the engine structure. 18. The engine design implements all aspects and properties regarding conversion into a hybrid. 19. The RYAD engine expands the existing capabilities of the internal combustion engine both in terms of technical indicators and its functional capabilities.

Kinematics of the combined engine Series.

The RyaD combined engine can work both in the "DVZ" mode (Fig. 72, 73) and in the "EM" mode (Fig. 84, 85) - a property of the hybrid. This ability of the engine is determined only by the kinematics, which is calculated and incorporated into the design of the RyaD engine at the stage of its design. The same applies to the control system that ensures the performance of this kinematics.

Kinematics of the "DVZ" mode. Engine kinematics in the "DVZ" mode are provided by parts (24, 25, 97, 106) and nodes (82, B3, B4, C3, C4, B5), the relative location of which is shown (Fig. 72, 73). The detailed design of nodes (SZ3, C4, B5) is shown in (Fig. 35-40), node BA in (Fig. 19-34), respectively. The kinematics includes a step-by-step digital drive MI (Fig. 1-6, 8), which works under the control of the "AKD" system, and the intake valve 55 (Fig. 64-69), which works under the control of the "ACK" system.

The main feature of the "DVZ" mode is the ability of the engine kinematics to provide an oscillatory motion mode between the C5 node (toroid group) and the Сb node (piston group) during their simultaneous rotation. This property is provided by the kinematics of the B5 unit and the coordinated operation of the intake valve 55. The conditions for the coordinated operation of the B5 unit and the valve 55 are provided by the combined operation of the "ACD" and "ACC" systems (Fig. 79).

The ability of the kinematics of the engine Row only with two combustion chambers for one rotation of the shaft to form several consecutive thermal cycles Otto in the material describing the invention is marked with the general feature "revolver mechanism for forming cycles".

The ability of kinematics and the engine control system to form cycle phases is related to the presence of two parallel Otto cycles. This property requires some conditions to be met regarding their synchronization. Based on the property of the principle of double action of pistons, the duration of the combustion phase of one cycle and the duration of the purge phase for the second cycle should be the same in time. The consequence of this thesis is the obvious need to divide the combustion phase into two unequal parts, the part in which the charge of the cycle is only compressed and the part in which this charge is in a state of combustion. Thus, the main condition for the coordinated flow of parallel Otto cycles is the simultaneous completion of the charge combustion state for one cycle and the purging process for the other (Fig. 79).

The kinematics of the engine implements the technology of separate combustion of a cyclic dose of fuel. According to this technology, the cyclic dose of fuel is completely burned in the vortex combustion chamber 104, which is common to all chambers of toro-piston groups. Moreover, the moment of the beginning of combustion of the cyclic dose of fuel "E" (tzdt) and the duration of isochoric combustion tzg coincide with the end of the purge phase Tpre, based on the principle of double action of the pistons and the condition of the simultaneous completion of these two phases. In this regard, the kinematics of RyaD determines the absolute equality between the duration of the combustion phase Tzg and the duration of the purge phase Tpr under the condition that two parallel Otto cycles occur simultaneously, i.e. (Tpe-Tzg).

The kinematics of the engine forms the corresponding phases of the Otto cycle under the supervision of the "ACD" and "ACC" systems. The combined result of the indicated actions is given by the corresponding trajectories of the contour of the middle lines of engagement of the gears 87 of the C3Z node (Fig. 74-78, 86). In the invention, as an example of the design of the engine, kinematics with an elliptical type of engagement are taken at the following indicators: 2-2, K-Z3, y-60" (Table 1. Fig. 108). With the orthogonal position of the corresponding elliptical gears 87 of the NW node (Fig. 35, 40) the points of intersection of the contour of their middle lines of engagement mean the condition of equality of linear velocities for the nodes of the toroid C5 and piston Сb motion groups

Meoe5-Msv. The marked points are analogues of the adequate concepts of BMT and NMT existing in the modern theory of internal combustion engines.

The TDC points of the bottom of the piston 102 and the partition of the toroid 101 collide with each other. At the NMT point, the exhaust gas discharge channels of TPG d2 are completely open (Fig. 48).

With regard to the properties of the revolving mechanism of cycle formation, the kinematics of the engine at full rotation of the corresponding gears 87 of the SZ3 node forms the flow of two consecutive Otto cycles (Fig. 74-79).

The first Otto cycle is determined by the turning angle of the corresponding gears 87 of the C3Z node in the interval (0"7-180"), which corresponds to: (1-2) - the purge phase, Miov-Me?; (2-3) - the process of damping shock loads of nodes E1 during the reversal of nodes (С5, Сб) into the opposite phase of joint rotation; (2-5)/(3-4) - compression phase; (4-6)/(5-7) - combustion phase, Me?-Mi106; (7-8) - the process of damping shock loads of nodes

IS! during the reversal of nodes (25, Sat) into the opposite phase of joint rotation; (8-9)/(6-9) - expansion phase.

The second Otto cycle is determined by the turning angle of the corresponding gears 87 of the C3Z node in the interval (1807-360"), which corresponds to: (9-10) - the purging phase, Miov-Me; (10-11) - the process of damping the shock loads of the nodes E! 1 during the reversal of nodes (С5, Сб) into the opposite phase of simultaneous rotation; (10-13)11-12)-compression phase; (12-14)/(13-15)-combustion phase, Me7-Mioe; (15 -16) - the process of damping shock loads of nodes E1 during the reversal of nodes (С5, Сб) into the opposite phase of simultaneous rotation; (14-17)16-17) - the expansion phase.

In the process of joint rotation of the nodes (C5, Сb), when the conditions of equality of linear velocities are reached

Meoe5-Msv, the MI drive under the control of the "AKD" system begins through the transmission system to deploy the corresponding TPG gears (97, 106) among themselves so that the indicated linear speeds are the same for some time. The duration of the condition of equality of linear speeds of the nodes (С5, Сб) is determined by the time of the purging phase Tpee depending on the engine load mode (Fig. 79).

In order to eliminate the "pumping" effect, the intake valve 55 in the purging phase is opened with a time delay tzdt (fFig. 79). This makes it possible to organize the release of exhaust gases from TPG chambers with a pressure greater than the pressure of the fresh charge in the air collectors (Kb-K11) (Fig. 9-12, 56-58, 63). The existing theory of DVZ classifies the marked delay in the time of hzdt as "prerelease" or "release before the start of purging" or "free release" of the ISI. The closing of the intake valve 55 in the purging phase occurs simultaneously with the stoppage of the MI drive. At this moment, the compression phase begins.

Numerical values of the time of the purge phase Tpre and the delay time tzdt of the opening of the intake valve 55 are calculated and laid down in the engine design at the stage of its design according to well-known methods of gas exchange calculation (16).

To complete the gas exchange cycle, the "AKD" system stops the M1 drive. For the kinematics of the "DVZ" mode, this means a violation of the conditions of equality of the linear velocities of nodes (С5, Сб) in the process of their simultaneous rotation. Due to the start of operation of the gases in the TPG chambers of the parallel cycle and the difference in the forces of inertia of the rotation of the nodes (С5, Сб), there is an instantaneous reversal of the corresponding nodes of the EII in the initial orthogonal mutual position. The shock loads of nodes E1 arising at this moment are compensated by the work of dampers installed in the structure of node SZ (Figs. 36, 39, 40).

The shock load damping mechanism between the E1 nodes is based on the difference in resistance to the flow of lubricant from the corresponding chambers 90. The shape and design of the chambers 90 are shown (Fig. 39, 40). The process of lubricant flow between the chambers 90 is possible both through the channel a1 and through the channel of the check valve 42. In the purge phase and the combustion phase, the check valve is open, which corresponds to the possibility of the simultaneous flow of lubricant both through the channel a and through the channel ag2. In the compression phase and the expansion phase, the non-return valve is closed, which corresponds to the possibility of lubricant flow only through channel (1. Thus, the damping of the shock loads of nodes E1Y ensures the process of throttling the lubricant only through channel a1 (fig. 37, 39, 40). Operation of non-return valves node E!i during the phase change of the Otto cycle is shown (Fig. 77a, b, c, d). Seals (70, 71) ensure the tightness of the chambers 90 of the node NZ.

Thus, for one Otto cycle, the compression phase begins, while for the second, the expansion phase begins. When the next condition of equality of linear velocities of the nodes (C5, Sat) is reached, the situation repeats itself: the MI drive begins to work, deploying the corresponding gears 87 among themselves under the condition of equality of linear speeds of the nodes (C5, Sat) for some time ... (and so on). The sequential alternation of phases for each of the two parallel Otto cycles ensures the operation of the engine in the "DVZ" mode in the presence of four Otto cycles per revolution of the shaft 69 of the C3 node.

In a correctly designed engine, the kinematics of the "DVZ" mode ensures the necessary duration of the Tpr purging phase, during which the pressure of the working charge inflation completely displaces the residual gases from the VKZ and TPG chambers. During the compression phase, the charge of the cycle is completely compressed in the VKZ both due to the difference in the rotational inertia forces of the nodes (С5, Сб) and due to the work of gases in the TPG chambers of the expansion phase of the parallel cycle. During the combustion phase, the cyclic dose of fuel is completely burned in the VKZ, which is common to all TPG chambers. During the expansion phase, node C5 transfers rotational energy to the output shaft of the engine due to the work of gases in all TPG chambers, while the lagging node Сb serves as a gas stop for it. For a parallel cycle, node Sb already transmits energy to the motor shaft, while node C5 is a gas stop for it.

The orthogonal mutual position of the corresponding nodes E1 (node CZ) when they are loaded in the expansion phase and the compression phase are provided by segmental protrusions 89 (Fig. 40), which perform the function of a stop.

Thus, the dynamics of the Ryad engine is determined both by the forces of inertia of the joint rotation of the TPG parts, and by the action of the forces associated with the principle of double action of the pistons. Such a design of the engine, taking into account the technology of separate combustion of a cyclic dose of fuel, allows you to abandon the flywheel and any balancers of the TPG motion elements. At the same time, the engine is a balanced machine both in terms of first- and second-order forces.

Kinematics of the "EM" mode. The main feature of the "EM" mode is the ability of the RyaD engine to transform the kinematics of an internal combustion engine into the kinematics of an electric machine. The indicated property is achieved due to the exclusion of the cyclic change of the working volume of the TPG chambers during the joint rotation of the nodes (C5, Sat).

The technology for transferring engine kinematics to "EM" mode has the following sequence of action. The "AKD" system generates a signal for the MI drive, which, through the appropriate gears of the nodes (82, C4), instantly deploys the corresponding nodes EI1 (node C3) into a single phase of rotation ("state of a single projection) (Fig. 84, 85). As a result of this thesis is to achieve the conditions of equality of linear speeds of nodes (С5, Сб) during the entire subsequent period of rotation. All actions of the kinematics of the "EM" mode are performed with the intake valve 55 open.

Mounted in the middle of the RyaD engine, the St electric machine in the "EM" mode can only work as a drive (Fig. 70, 93-96). This means that during the operation of the machine C, the node of the piston group Сб will be pressed against the node of the toroidal group C5 with its segmental protrusions 89 on the other side of the stop. Thus, all the power of electric machines EM (Moe1, Me2) in the "EM" mode is taken over by the node of the toroid group C5, while the piston group Сb only adds the power of the electric machine St to the power system of the engine.

Engine control system Series.

The Ryad combined engine includes the following control systems: "AKD", "AKS", "ACK". The main purpose of these systems is related to ensuring the operation of the engine in the digital control mode. This means that all systems are based on discrete control code technologies (a branch of modern digital technology). This means that the entire element base of the systems (components and their components) works only in pulse signal modes of the digital code. The indicated property of the control systems "AKD", "AKS", "ACK" allows to ensure "formation of phases of the Otto cycle in the digital control mode" and "optimize the cycle

Otto is in digital control mode."

The set of coordinated actions of the marked systems allows: 1. To separate all the thermodynamic processes of the Otto cycle among themselves in time. 2. To optimize the thermodynamics of thermal processes of each of the two parallel Otto cycles. 3. Implement the given hybrid modes of operation of the combined engine Row.

"AKD" system (Active Dynamics Control). The "AKD" system ensures the formation of the Otto cycle from the side of the kinematics of the TPG (fig. 74, 78, 79). The system includes a step-by-step digital drive MI, nodes (82, VZ,

B5), details (20, 21, 25, 96, 97, 106). The effect of the "ACD" system on the kinematics of the "DVZ" mode is explained (Fig. 72, 73), and to the "EM" mode, respectively (Fig. 84, 85). At the same time, the reason M! the control signal of the "AKD" system always works only in one direction of rotation. Reversal of the corresponding gears 87 of the NW node in the reverse direction ensures the corresponding operation of the gases in the TPG chambers of the parallel cycle.

An important component of the system is a sensitive element, the role of which is performed by the optical sensor 67 of the C2 node, the assembly-disassembly scheme of which is presented (Fig. 24, 32). The main property of this sensor is inertialess operation under conditions of continuous control. The executive drive has the same property, the role of which is performed by the step-differential electric motor MI, presented (Fig. 72, 84). The main purpose of the MI drive is a clear and instantaneous rotation of the shaft to a given angle in accordance with the value of the control signal.

The operation of the "AKD" system is connected with the control of the MI drive, which monitors the movement of the C5 node with the help of the C2 optical node and coordinates this movement with the movement of the Sb node (Figs. 35-40, 72-79, 84, 85). For a parallel cycle, already the movement of the C5 node of the "AKD" system is coordinated with the movement of the Sat node. Forced double control by the "AKD" system only increases the reliability factor of engine operation.

"ACK" system (Active Valve Control). The "ACC" system ensures gas exchange processes of the cycle

Otto. The parts and assemblies (84, C1) shown in (Fig. 22, 30) are part of the "ACK" system. The location of the part in the assembly is given (Fig. 17, 18, 64, 68, 69). The assembly-disassembly scheme of the BA unit is shown in (Fig. 22, 30), and the C1 unit in (Fig. 20, 28), respectively. The work of the "AKK" system is as follows. During the beginning of the purging phase, the intake valve 55 is opened with a time delay tzdt using an electromagnet (62, 63), while the strength of the electromagnetic field of the part (62, 63) exceeds the resistance force of the spring 64. The numerical value of ltzdt is embedded in the engine design at the stage of its designing. The inlet valve 55 is in the open position during the TPE period (Fig. 79). At the end of the purging phase, the valve 55 is closed by the force of the spring 64 in the absence of the electromagnetic field of the part (62, 63).

To reduce the shock loads of valve 55 operation, a damper is used, the function of which is performed by node C1. The operation of the C1 node is determined by the plate valve, which has a throttling hole in the center of the plate. This design of the valve makes it possible to implement a variable resistance coefficient when the lubricant flows out in different directions.

"AKS" system (Active Compression Control). The "AKS" system provides regulation of the degree of compression of the working charge of the cycle during engine operation. The system includes a stepper-digital drive M2, node B4, the details shown (Fig. 20, 22, 28, 30). The locations of the elements of the "AKS" system in the assembly are shown (Figs. 17, 18, 64, 68, 69). The assembly-disassembly scheme of the VA unit is shown (Fig. 22, 30).

The element base of the "AKS" system, including its executive drive M2, can work only in the pulse signal mode. This means that the "AKS" system calibrates each signal pulse in the binary reference system. The total signal in the digital code generated in this way is sent to the step-differential drive M2 for further execution.

Based on the fact that the signal processing time of the executive drive M2 is limited by the interval of the purging phase, the leading feature of this drive is the property of its inertialess operation in conditions of digital accuracy of the execution of the control signal. In other words, the marked pulse of the input signal of the M2 drive is a command for the momentary reversal of its shaft by a given (digital) angular value.

The operation of the "AKS" system is based on the axial movement of the housing 52 with the inlet valve 55 installed in it, which occurs in the purge phase at the time indicated by the pen (Fig. 79). The period of operation of the "AKS" system coincides with the period of operation of the intake valve 55. The sealing of the housing 52 from the toroid housing (100, 103) provides a labyrinth type seal 51I (fig. 48, 49).

In the actual invention, there is no question of determining the numerical value of the optimal degree of compression when solving optimization problems of the Otto cycle. In the actual invention, only the principle possibility of controlling the degree of compression by constructively changing the volume of the combustion chamber during the operation of the RYAD engine is shown. And this feature of the internal combustion engine design allows to ensure the necessary (given) optimization of the Otto cycle already based on specific tasks that are formulated and laid down in the engine design even at the stage of its separate design.

The main goal of cycle optimization is the improvement of one or another indicator, based on the goal of the cycle optimization task within the current conditions of the internal combustion engine load regime.

Thermodynamics of the cycle Series

The combined cycle Row (1-2-3-4-5-6-7-8-9-1) is depicted in T-5 coordinates (Fig. 80, 82) and P-M coordinates (Fig. 81, 83), respectively . The composition of the combined cycle RyadD includes: 1. Adiabatic Otto cycle, modified by gas throttling processes on the compression polytrope line and on the expansion polytrope line (4-5-6-7-4), which is shown (Fig. 80-83). 2. Adiabatic cycle of isochoric expansion of exhaust gases in the channels of the gas compound (3-4-7-8-3), (impulse gas compound), which is shown (Fig. 80-83). 3. Adiabatic cycle of isochoric expansion of exhaust gases in a gas turbocharger, which can occur both with intermediate cooling of the air charge (1-2-3-8-9-1), which is shown (Fig. 80, 81), and without intermediate cooling air charge (9-3-8-9), which is shown (fig. 82, 83).

Thermodynamic processes of the cycle Series: (1-2) - adiabatic compression of the air charge by superchargers; (2-3) - isobaric cooling of air charge in refrigerators; (3-4) - adiabatic compression of charge by pistons y

VKZ due to the operation of exhaust gases in the channels of the gas compound, taking into account the process of throttling the charge through channels d1; (4-5) - adiabatic compression of the charge by the pistons in the VKZ due to the accumulated rotational energy of the TPG parts (inertia forces) and the principle of double action, taking into account the process of throttling the charge through channels d1; (5-6) - adiabatic process of isochoric combustion of a cyclic dose of charge in the volume of the VKZ; (6-7) - adiabatic process of expansion of working gases in TPG chambers, taking into account the process of throttling them through channels 91; (7-8) - the adiabatic process of the subsequent isochoric expansion of exhaust gases in the channels of the gas compound, taking into account the process of their preliminary throttling in the channels d2g; (8-9) - adiabatic process of further isochoric expansion of exhaust gases in the gas turbine of the supercharger; (9-1) is the process of isobaric release of exhaust gases into the exhaust manifold.

Engine kinematics The series provides suitable conditions for the flow of all thermodynamic processes of the cycle

Otto. Moreover, all thermodynamic processes of the cycle are separated in time.

Thus, the formation of the purge phase and the combustion phase is related to the turnaround time of the respective nodes

E1 among themselves in the process of their joint rotation under the conditions of Mo5-Msv and TpR-Tzg (Fig. 77a, b, c, d). Moreover, the reversal process is carried out until the isochoric process of the purging phase is completely completed (Figs. 77, 78, 79).

The numerical value of the Tpr purge time is laid down in the engine design at the stage of its design.

The compression phase and the expansion phase are performed when the TPG gears (97, 106) are in the opposite phase of their joint rotation. The corresponding turning of these gears into an orthogonal mutual position is carried out due to the work of gases in the TPG chambers of the expansion phase and the rotational energy forces of the corresponding nodes (25, Sat) of the TPG. At the same time, the possibility of joint rotation of the gears in the opposite phase is provided by the segmental protrusions of 89 nodes E1, which perform the function of a stop (Figs. 39, 40).

Thus, each thermodynamic process of the cycle forms its corresponding independent phase. Therefore, the Otto thermal cycle consists of the following phases: blowing, compression, combustion and expansion.

Purge phase. Gas exchange is carried out according to the direct flow valve scheme of purging. Spent gases from the TPG chambers are released into the channels of the gas compound until the inflation pressure exceeds the pressure of the residual gases in the VKZ (the so-called "pre-release" process, characterized by the value of tzadt).

Upon completion of the "preliminary release" process, the inlet valve 55 is opened and a fresh inflation charge begins the process of displacing residual gases from the VKZ and TPG chambers. The period of this stage of purging is marked by tpR (Fig. 79). At this stage, the process of primary throttling of the working charge takes place. Upon completion of the cycle charge replacement process, the intake valve 55 is closed.

Compression phase. Compression of the charge in the VKZ is carried out by pistons in all TPG chambers at the same time. At the same time, there is a secondary throttling of the working charge in the VKZ. The process of compression of the charge ends when it is completely squeezed out of the TPG chambers into the volume of the VKZ.

Combustion phase. Complete combustion of the charge is carried out in the volume of the VKZ. Due to the presence of the principle of double action of the pistons, the engine kinematics forms an equal duration of the combustion phase and the purge phase (Tpre-Tzg) for two parallel Otto cycles. To coordinate the dynamics of the isochoric processes of both Otto cycles with each other in time, the beginning of the combustion process of the cyclic dose of fuel is carried out with a delay of tzdt (moment "E"), provided that they are simultaneously completed (Fig. 79).

Expansion phase. During the movement of working gases from the volume of the VKZ to the TPG chamber, the temperature of the gases decreases due to the effect of their throttling through channels 91. The release of exhaust gases from the TPG chambers into the channels of the gas compound occurs through channels d2 simultaneously for all TPG chambers.

Features of preliminary processing of the working charge. 1. To ensure the cleaning of the air flow at the entrance to the engine, it is filtered using six unified filters 34. 2. To reduce energy losses at the entrance to the turbocharger, the air flow is twisted in the direction of rotation of the impeller of the supercharger with the help of channels (kg).

C. To reduce the pulsations of the air charge in the injection line, the work of two turbocharger sections is carried out on a single receiver (Kb). 4. In order to eliminate the conditions of the "pumping" effect in the gas turbine of the supercharger, appropriate non-return valves 41 are used in the air charge discharge line. 5. For stable operation of carburetors by reducing air charge pulsations, several bypass channels are provided in the air charge discharge line (KO, K10, K11 ). 6. To increase the mass of the air charge, it is cooled in refrigerators 40. 7. To reduce the amount of residual gases, the air charge of the cycle at the entrance of the VKZ is twisted in the direction of rotation of the TPG. For this purpose, an air charge flow stabilizer 54 is installed in the injection path before the VKZ.

Engine operating modes Series.

The technology of converting thermal fuel energy into shaft rotation energy is based on the operation of the Ryad engine both in "DVZ" and "EM" modes and on its several combined modes. The structural diagram of the corresponding modes of operation of the engine Row is shown (Fig. 71).

"DVZ" mode. The technological diagram of fuel energy conversion in "DVZ" mode is shown (Fig. 87-92).

The kinematics of the "DVZ" mode allows you to convert the available energy of the RyaD cycle (UM/s-MUUR-MMs-MU5-MMo). In the mechanical work of rotation of TPG (Me) with its subsequent distribution along the engine shafts. Part of the mechanical work (Me) is converted into electrical energy with the help of electric machines (St and EM) that work in generator mode. The received electricity is directed to ensure the functioning of the engine control systems (Ex) and the charging processes of the accumulator batteries (Ki, R», Nz).

Combined modes "DV3". The driving force of the indicated modes is the thermal energy of the gas and the charge of the storage batteries. A feature of the mode is the operation of the electric machine St only in the generator mode.

The set of "DVZ" modes is provided by the operation of the corresponding electric couplings VI (Fig. 71): 1. mode formula: ""DV3-St)-EM-AEM" - joint operation of the toro-piston RyaD and two EM in the drive mode on a single system of shafts (Fig. .87); 2. mode formula: ""DV3-St)-EM-AEM" - joint operation of the toro-piston Ryad and one EM in the drive mode, while the other EM works together with them in the generator mode (Fig. 88) ; 3. mode formula: "DV3-C1t1)-EM-EM" - joint operation of the toro-piston RyaD and each of the two EMs in generator mode (Fig. 89); 4. mode formula: "(DV3-st)-EM)/ EM" - operation of the toro-piston series and one EM in the drive mode, while the other EM works independently of them in the drive mode (Fig. 90); 5. mode formula: "(DV3-C1t)-EMu/EM" - operation of the toro-piston series and one EM in the generator mode, while the other EM works independently of them in the drive mode (Fig. 91); 6. mode formula: ""DV3-St)u/EM//EM" - independent operation of the toro-piston A series of each of the two EMs, while both EMs work in drive mode (Fig. 92).

The Ryad engine control system guarantees complete combustion of the cyclic dose of fuel in all specified "DVZ" modes. This thesis is determined by the temperature field in the volume of the VKZ, as well as the controlled duration of the action of this process under isochoric combustion conditions. Comparative analysis of modern capabilities

DVZ and RyaD engine shows that the RyaD engine is able to meet the stricter requirements of ecology and economy than the "Saiyogpia 2004" standard and the "Eigo 4" standard, even when using heavy types of fuel (Fig. 109, Table 2).

"EM" mode. The technological scheme of energy conversion in the "EM" mode explains (Fig. 93-96). The kinematics of the engine in this mode excludes the possibility of cyclic changes in the working volume of the TPG chambers (fig. 84, 85).

As a result, the RYAD toro-piston engine turns into an electric machine ST, which has two rotating stators and two corresponding stationary armatures. The St machine is made according to the formula: 2x(2r-6).

Electric machines St and EM with the help of control of clutches B' form a single set of electric drives, which has the ability to work on the general system of shafts together, as well as the ability to work each of these machines on a separate shaft independently. The operation of the RyaD engine in the "EM" mode is provided by electric machines St and EM, which work in the drive mode thanks to the accumulated energy of the battery charge (Ki, AN, Az). In addition, the charge of these batteries (Ki, H»2, Az) provides energy for power supply E5 of the general engine control system. A feature of the "EM" mode is the operation of the electric machine, that is, only in the drive mode.

The set of "EM" modes is provided by the operation of the corresponding electric couplings B1 (Fig. 71): 1. mode formula: "St1-EM-AEM" - joint operation of St and two EM on a single system of shafts in drive mode (Fig. 93); 2. mode formula: "Stp//EM//EM" - independent operation of St and each of the two EMs (one from the other) in drive mode (Fig. 94); 3. mode formula: "St-EM-EM" - joint work of St and one EM in drive mode, while the other

EM works together with them in generator mode (Fig. 95); 4. mode formula: "St-EM)/EM" - joint work of St and one EM in the drive mode, while the other EM works independently of them in the drive mode (Fig. 96).

The kinematics of the engine when the operating mode of the toro-piston RyaD is changed is shown by the contour trajectories of the middle lines of engagement of the TPG gears (Fig. 86). The corresponding reversal of nodes E1 to the state of "single projection" changes the side of the stop of the protrusions 89 to the opposite (Fig. 40, 77). In this case, the node EiY, which is connected to the piston group of motion Сb, is pressed against the node Ei1, which is connected to the toroidal group of motion C5 by means of the action of the electric machine St, which at this moment is working in the drive mode.

"Start" mode. The engine is started in the "EM" mode with the intake valve 55 open due to the coordinated work of the "ACD" and "ACC" systems (fig. 84, 85). When the specified rotation frequency of the TPG is reached, the kinematics of the nodes (C5, Сb) are transferred to the "DVZ" mode. For this, the gears of the TPG (97, 106) rotate between themselves in the opposite phase of simultaneous rotation (Fig. 72, 73), which creates conditions for a cyclical change in the working volume of the TPG cameras. At the same time, the "ACC" control system transfers the operation of the inlet valve 55 to the maintenance mode of gas exchange processes of the Otto cycle. And the "AKS" control system increases the degree of compression of the working charge in the volume of the VKZ with the appearance of the first working cycles. At the same time, the working charge of the cycle at the entrance to the VKZ is heated.

Features of preliminary processing of the working charge at engine start-up Row. 1. To ensure the conditions for a reliable start of the engine, the degree of compression of the working charge in the vortex combustion chamber (VKZ) is increased with the appearance of the first operating cycles. 2. To facilitate starting the engine at low ambient temperatures, the cycle charge at the entrance to the VKZ is heated using an electric heater 53.

"Stop" mode. Stopping the engine is carried out in the "EM" mode (Fig. 84, 85) with the open intake valve 55. Recovery of the energy of the TPG run-out when the engine is stopped is carried out with the help of electric machines (St, EM), which at this moment work in the generator mode.

"Recovery" mode. The RYAD engine works in the "EM" mode as a regenerative brake of the generator mode, which allows you to return part of the "unusable" TPG rotational energy to the engine power system (Fig. 71, 84, 85).

Additional variants of application of the valid invention.

Example 1. A RYAD engine can be implemented as a compression ignition engine, while the design of the RYAD engine has the following changes and additions. The cyclic dose of fuel is injected into the VKZ volume using the nozzle 57, which is mounted in the intake valve body 55 (Fig. 26, 34). At the same time, the cyclic dose of fuel is treated with an electromagnetic field pulse before being injected into the vortex combustion chamber. In addition, part of the cyclic dose of fuel is injected into the air charge in a volume that excludes the process of its premature spontaneous ignition during the compression phase.

This approach expands the field of application of Ryad cycle technology.

Example 2. The Ryad engine can be implemented as an internal combustion engine with freely moving pistons. In this case, the RyaD engine has a change in the design of the TPG SA drive control unit (Fig. 39). The peculiarity of the design of the C4 node is as follows: the shaft 77 is rigidly fixed in the housing, and the two E2 nodes have the possibility of oscillating movement on the shaft 77. At the same time, the nodes of the bevel gears E2, which form the law of motion of the nodes (C5, Сb) in the process of their joint rotation, connected only through gear 86. This allows synchronizing the kinematics of the TPG movement with the thermodynamics of the cycle for this type of engine. The return stroke of the pistons is determined by the principle of double action of the pistons of the Ryad engine.

This approach expands the field of application of Ryad cycle technology.

Example 3. The engine is similar to the design of the toro-piston RyaD, except for the absence of water coolers of the air charge 40. In this case, the technology of the RyaD cycle is carried out without intermediate cooling of the air charge (Fig. 82, 83).

This approach increases the efficiency of heat utilization of the cycle while simultaneously reducing the weight of the engine due to the exclusion of these refrigerators from its design.

Example 4. The RyadD engine, according to the description of the invention and the description of the examples, has the following changes and options for modifying the design of the B5 unit. Thus, the length of the contour of the middle line of engagement of the gear 87 of the E1 node is a multiple of the whole number of the length of the contour of the middle line of engagement of the TPG gear (97 or 106), while the shape of the contour 87 can be either cylindrical with an eccentricity (Fig. 97, 98), or elliptical ( Fig. 40, 78), or triangular (Fig. 102), or quadrilateral (Fig. 104), or pentagonal (Fig. 106), while in one revolution of the corresponding gears 87 of the E1 node, the engine kinematics forms the corresponding number of thermal cycles Otto (Fig. 99-101, 74-76, 103, 105, 107). Numerical values of the cycle angle y depending on the multiplicity factor k for different types of engagement are presented in Table 1 (Fig. 108).

This approach makes it possible to increase the number of work cycles per one revolution of the shaft, to reduce the average speed of the piston in the cycle, to increase the working volume of the engine, to achieve the same degree of unevenness of shaft rotation as in a two-, four-, six-, eight- or ten-cylinder internal combustion engine respectively with a suitable type of TPG drive gears.

Example 5. The Ryad engine, according to the description of the invention and the description of the examples, has the following changes in the design of the electric machine mounted in the Ryad engine Art. Thus, powering the electromagnetic poles of the electric machine St is carried out according to the principle of powering a brush-type electric machine. This approach expands the functionality of the Ryad engine due to the use of the electric machine St as a starter of the Ryad engine, which also simultaneously simplifies the design of the electric machine St.

Example 6. The series engine according to the description of the invention and the description of the examples has the following change in design. So, the ST electric machine built into the RYAD engine is made according to the principle of an electric machine with permanent magnets. This approach allows to simplify the design of the electric machine St.

The proposed method of converting the heat energy of the fuel into the energy of shaft rotation and the combined RyaD engine implementing this method can be used in the field of construction of internal combustion engines for various purposes.

List of references 1. Kirilyn V.A. etc. "Technical Thermodynamics". Textbook for universities. M.: Znergia, 1974. 448b. 2. Ceramic adiabatic engine (review). // Automotive industry of the USA Me5, 1984p. 20-27. 3. Diesels. Reference guide. Ed. V.A. Wanscheidt // M: MASHGIZ, 1957, 4426. 4. Demidov V.P. "Variable compression ratio engines". M. Shipbuilding, 1967, 3586. 5. Portnoy D.A. High-speed internal combustion engines. M.: MASHGIZ 1963, 6386b. 6. Akatov B.I. etc. Marine rotary engines. L.: Shipbuilding, 1967. 360. 7. Engines with variable compression ratio. // Automotive industry of the USA Mo7, 1984, p.9-10. 8. Engines with variable displacement. // Automotive industry of the USA Mov, 1986, pp. 8-9. 9. New engine design (overview). // Automotive industry of the USA Me12 1989, P.33-36. 10. Tturbocompound engines of truck cars. // Automotive industry of the USA Me5, 1993, p.8-9. 11. 1. Zsapia K113/400 tractor with a turbocompound engine. // Automotive industry of the USA

Mob, 1993, pp. 10-11. 12. Patent!: EC 2674571 GO2B8 (RZ ISM 65-17-93), PCT (MO) 92/16728. 13. Patent: О5 4.901.694 РО2В. 14. Patent: BO 1278475 A1 gO2853/00. 15. 1. Engine without throttle. // Automotive Industry of the USA Me12 1991, P.10-11. 15. 2. Gas distribution phase control system. // Automotive industry of the USA Me8 1991,

P.12-13. 16. 1. Wanscheidt V.A. "Court combustion engines" M.: Sudpromgiz, 1950, 1958, 1968. 16. 2. Vanscheidt V.A. "Construirovanie i raschet! prochnosti ship diesels", M.: Sudostroenie, 1969. 16. 3. Petrovskii N.V. "Marine combustion engines and their exploitation". M.: Transport, 1966. 16. 4. Tanatar B.D. "Theory of the working process of a marine diesel". M.: Morskoi trasport, 1962.

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And sha ra as! and - Owls

Ah k-t she tire

KO / d i / Y also I. ro;

KI yuyu I kg Y I

PC nn! and. and ; and for the same

Yi chi, i / 1. KO et

Me sh- t t | Fig. 48 39

Bu, I carry verbs (5i) and U ra and U and I Mu I I x A

Mind and mind

AND MORE

Pi m XX, schi I y

I klo a M c

With me; I Z and ch u, there is I: z di Ve u and still

She has KG (8) (v

Fig. 49 i r vi o m v o 104 1 i. I, 50 ee

ST) se still yalotya; and, ; eh! in schi t rya h t i b ! and Moscow city (. "SVU. 1) --

Vk and sn OK I, B | which:

A siva "WHAT Km u 1 o yun na o vd--k ev h i y D Iii NV she

Dt 4 az SHHA

Shields with 000 Z pcs in KO ev zv. rn "(Y UA in i

FC 5 shsh y-A- 5! and

She breathes and isps,

Dey Z OOF be-- ry "SHY ie KO ! 3, it is 16 nn that i shcha is shchi. 51 105

Sheche V

Di p - M

I am B. mogh

Thebes 52 / / ! She / Yav, ; what / -- /

Le

Fig. 53 and Mon | Shk:

KN se - sha shi | in - a. b. neck

Fig. 54 I oyu Oil not DV 1 5 g Koch

SO x yah

IV and s I HAY ; I:

Pezhey I and M

Н У 4 В лез, и у . L U M y? yo U u v re u z I I sur u I xx as len u

Still / in

I ХХ, ХХ or M Mo 102 ше Шы se tt tt | | re / -e | With LK yah and ШЧI С 7 KO

Di umo a. ol

Fig. 55 8.

and

View A h ey y I shk Z hv Io: and in them BY zhom var r 27 sranneo and kyutsvnu and B ky SHY,

Mshe Y words with with in be with ss

ЛАТ дев | ie She y (r --- B y uch a ka same VN St

Ho f Y dv yu I EV") I si siu This TeVDYSeeRE yuYU Ж ik" Z h z i Tsi annia Sasha I m she, sashi SHE sia ie UVO one S

H 7 Y me I 70 Ah 26 D- .

HOUSE

KK I'm Gde 55

Av EM V i p fas dl z -- POM, university

Fid-NNNN in I» poly 00ШЗН-и OK ions are not y ' y p; And with v zho and g. 57

A KU ZA B Fe p s chu po I

I vrv and tA VI resnttnst, her ! y mk shk shk SHY in (y and te i

Born ovvysvvvvnia |. 7 I Te is tt VN і sh- і ! "and her

Her Gaia "U ne g p y."

Water and Zak th, and t CHE nn ; I ikinyan vl Vnechina, trn e Vykhlopni I " ; Ge vat ateti se »

I gla yang Yang Shi ask

I ЧНИ сх ; in the direction of | |)

MO Water tya a she sho

Y She ke) Z ry v ev c) I VK y m p! i In the west;

KI | her i o Sh ach) r

EV nya v-va o art V ps

See

Che ii ke SHY 417 s / nene SHY of the day

Fig. 58

View A EoNE NVO "and I where

Sho fest panu i o Y ee RA "t amSHCHYN.

Jan PT a BAYAN Minin yaya in VO 5 I I R More "Es pNVVO U j i j - y ; . (and ze

Eye 34 Her eye with | and t sat down 39

View 5 Ve m RM ory pvauen" 344 Zach Mny koiy and this Tsi

CERTAINLY IN tA ish he 74 What "M TA ze") t I dya Za OO t y: these vb/ OV

And here it is

Thebes, 60

XX

Ve ladies

Ey Y renya uzhttntetya i it s For MORE! "Kz y y, and "I. Still, sir, Still with and I!

And A and

Me

VAM 50 NK E

Yii. | her 1

Correspondence and

In Fig. bi rhedNI

M 1,251 ryna and nakhit u in SE

EI; lo chO de y-e 99..754107 mik DYN 51 chzhh nu

And r and i

Sho el V shi

Guest I -

Fig. 62 vo da to MO "Po y uh y y y tai Za yy y! | y y

Az; "ak kuscha shchi I STILL Te ke

COCO FI He and, and and and | M

Ah U-. | There is PO T/ d-"7

With in Ky

In "U y y; y lak tarva ЧИ sim vyshny ny

Molashnn and Sh

Fig. 63

S- si si se a she Ya pash ne a a i Sho pil she

Av na, Still LY shsh: di mo EYA" "kam V lo ssh Y no y

EV vk Y shk Zh Z

Fig: 64 sov

Val A with 43 She ke and o vm MO UT V still in | m | in Z B "I ev vennni -Z-- Z ee i

Shchu le p V | what with oh what else in; - slani o" "5 re She u 5 Mai i Z SCHO Z

Z Te aa I I ek de V. 4 rya 5 V t (a a and schu i a I What is mak " and I Pa zh o ve

I vk and ee ev Yar and a I x that -ooVi Ot V; "I, s ra and S sho are in BATTLE. Y v/s h iv z 4 ti 66 pe Or shsh/ | AND

Office: 63 Av

View A and VA M

TI SHY Go i6 42 u s--y / t, ra / : | and I still

Fo obu V VE u ach M INA rashe sy Yachne St

In chu as reg o and res Ya oo zv shi no it a 1 pu; in uki i

What year | and, 43 . 5 iv I II

TiK po mi won su ive TV

Thebes 67

35, Ii sh ; th 1 '

View C | Z z» Ch language Du what 2 tsu

VZ Zh. By 16 VE cS1 34 16 Vz 46

Ge " 7 7 how

She o g | Gi

ІІ sor | and

In vv a 1 a i Y i la ee

And | i 5 zones i and c; VE this NSU! eh ah eV stu Zh ya hi a koyaz re v

I ee I ee Tue I ee

What are you? ; sa and isy Met B h. M -- from Va v. kak och p, SY AV u eh p M ke RY p en A u

In | ee bra g.! "uh yad. re v puna B g se v

Oh no! Vekshe t yes YES te A

VATA IN KA we where

DZ Z and "7 r still 39, -y ; run. 68

MI lion and west and I CHI

TypeA watt

ХО шЕ no lisova r ХО 16 /- ХО С с3 - san ЖИ.

Sh- sok va I shcha . Oats No No 7 I in, in all in. b i I vyk i I 5 in eV gives 8

Z z Z НЙ, I, Sy Re ee) AH Me U ra kad A vh She: yu 9 4: vyya ! cha y be y I Y what y u Sie is y uche i nie va voyaki NI 85 pu si yana

VA vu b Ж BO va KO

MORE / And Owl / | I

Fig. 69th

KAH Also / /

M3/

Control systems series: Combined Y "AKDU "AKK", "AKS"; engine Ed.:

GO Shk PI . 5 shi IV

Electric machines: | Teroporshiev | ; Company B 5

OEM (Lyiza Me2), M dnigov Ryad. ve

ZT Systems:

Bhok battery | Electric: car| /oro-piston internal combustion engine. batteries: KI, Ko, V. Sv (Me and Me 2). and GT

Fng. 70 Gobvssuyutmya tm

CHAVZ- St) EM EM sbatemu YOU shhhshsh two -sya MAE

BO | Shekhov's catch of fuel. | "barely because) MEM

Sv EM) EM i | "(83 - C) "EM LIMA

Chbya 7 EMU/EM" AND "(Va - bami TEM" "Grosh El -(B) Poet DVK

And I'm still here

I'm sorry

And what is NO | 5 same | i i: i

ЗШ ше шш о В ;

BK schi v s s DVinternal load on the shafts! 1 th

C We charge accumulator batteries: V, VO, DZ, ee

Instructions: - Operation in the drive mode" Fi - Operation of the generator 8 mode. /І Variable operation in drive mode. same (bottom of electric machines EM must be in drive mode. 3

Va A 106 and above

I'm still studying

Mn p V i : Ko. and what happened in the village

SCHI S ee INNA yes

SE et Yaka 2! same KZ Sn OK a

KA N se v

M year | I kun F, oh aa and I uch mine a pe nrav da

HER IN and WRITE ee" and FOR.

In I doe IN "VZ

WHAT Wei

Fic. 72

) y t g s3 d SEU I; from Ukh t. | writes t y "Lv u ri I Her, in h ke ly se De - Y x (oh shcha y; p M cheh oy

SAME VM, Mov SE di

Or. 73: uv; what and - you Me min

Ud U Yuv meh uyuvy g 7 From sh-- KI i ie U ih ve s She Mb uv dn As obovoi i vo» g: cha

B / tob B 3 / 7 pieces / 5 Mi eUyuv x / UM Ky y

X worker Y Her weight is 42 73 la

Кк чий НИКА день У / х в ши E, з -4 и х 495 ze M vok 4th Working cycle M To-

Ii; stv K kny about on p and; 4 h МКС МИХ i - - х ке 2 ОК M у M 3 в d/ У их Ги

X z man en du ya ny (U a U | b sho Yevyuea bak o ya lu Az U 5 KU / y p she: | KU sv. 5, gv; bat

Sy hi l - y z even "y r. Te en OO THE SAME kr

Uk gy Fin /v / g Pra podt po ak, vis - s u dvy : / i! ! - them х vvyapovya i az/ va od OVU NI I

Fig. 75 g vva: Ge dov / es KU

Do you have them? : 7

UZN in LO 7; rak ek

Muyesuo ACT V I sho ra. "Gzh at 5 4

Jer. 76

From zha byu oy 5 ich 4 a

M 4 8 vylov y ob av t ukh r gr» A i fady y y

Ko Kk ni iB- oh ho y y UKH 4. В ШЭ Х Ш Ш Ш Я uveut ek, 5 М Я Тек, гуВ в лий и уд мЯ я

U oti I s U E ! pe Du : mash i

October /; about Yi ra (av slov / Han rya "Evlokh

A she dec 97 BUD yin miv V t l/hv» M V y a. and she is 76 years old. 5 years! 54 F 4 bob 5 I o buev du

In Yevgaov, it is clear to him that he throws /9 o i: / A Zyge7I

I quarter and TA at 123 SETeya m// in c. beer

Fig. 77

Combustion phase / lu

Compression phase - ov Shk va Tes s Expansion phase ra v ozh

Olya 3 sho 4 8 x

Purge phase. 2 sobi a, - o

She 3 HO I "MI di u t DU: Purging phase

I a. li po ron x | you

M. Yevtboviy 16 5 Raccoon

Ф Я 14 12 zva expansion same! AND

Network Compression phase

Fig. 78 and "Combustion Phase I"

Tahe Tor rya (B)

AND

And! tv Yi tyu ordy Sean in t8-5 --4 Mk KU leshi vin all in

She and

I Expansion phase Blowing phase Compression phase Combustion phase dO gtrtett (o Feyuronyyutya

With as | t please dr Please 0 two

In and 8-1 Zh SYU) call

In | E Y Nayram development of bottoms (in) here Ter

KE x parallel cycles Sto, : | SHI

In the eyelashes of the otter and guilt, that And! mine

And! ! ! -23--4 M YAM sho o o znys KE EE E LLC,

Compression phase | zn" burnt | Expansion phase Purging phase. of shock | shezhcheschi Fimrnzhshshchenyu Fen dimu g | That is | That | Thor is gone

Notable! Fe.

E. - The moment of the beginning of the isochoric process is representative of the peak dose of fuel and the volume. combustion phase

Y M Mr. "no VKZ (phase of opening)

And a), fuel injection of a cyclic dose with an electric discharge (for LZ with a forced injection type); th Sh 5). injection of a cyclic dose of fuel (for DVO with the type of injection from compression). and SPASA - the delay time of injecting a cyclic dose of fuel into the NEO volume during the combustion phase transition.

CONES - teas of complete voronation of the pikhlkh doz'palyva i volume of IZKOZ. yours -- The time of adjusting the degree of compression of the charge with the volume of the VC (the term of operation of the Ma drive of the "AKS" system),

VZhK - Time of the open position of the VK intake valve (term of agreed operation of the "AK.

PA m shsh KA KI nu De MA ie s Our ni nu nm ulny shk chyna li

SHE A Ж v y, no Sh nan m v we sew sho v ach tire a pi a aa yn y Z:

SINGULAR UNN

Entropy, DZ/K U. 5

Thebes 80 years old writes now

Shk m vna minya pen mn min; kny iy o min a v an an an 8 py sha p NI MK i V r

KK

AV shchi I a SHY building

Me Tu sne: MNN YAN

E 3 2 1. z

The volume of the chambers of the dust groups, cm': U

Fig. WE

And YES, and I have a SON - NO KU NO ACT

Orni and I writes

BY i g i lin

With per zhyyatyai same bra and asv in pi ZE

Where is AK?

Entropy, DZ/KU

Fi. 82 years old

K.M dn iden ion in Kesh oral nni

Knish

E IK what h now mym nn nam i z p nn i fed Ч Ч Ч e OK MO ЗНА M NO

Or yuri tt i 3 With the chamber of the toro-piston groups, see

About

Thebes 83 s3 ke Y z y o va -3 Bl she and Kit v i o i

Be st (ho

IZ iz and Senya Y is che ----6e8U, (9

CHASHI et di g»: shu PNYA Ai khz . o She zav, Shi ia SEC m Shi a what f-t nerve, kva

WHAT'S THAT buzzing"

With washing I I you in

WHAT . you

Fig. 84

Tk

And schu, that with: che

In K i MO t v/s K- a av i rea se Ya

KO I; until t EM o ST sia liu OB y

Same Mi06 x96 th

Thebes 85 Ko) IOM of schools of higher education/ KY "va

Pressure gradient

Kh shi lu a

Yevupog) Te Fk Still about? 1213 fov; )) in OV dak and another 7 8 in UYue / Sv in g

Mode TEM" 7 BC byv! А Mode "DVZ" t 35 What,

Fe same dich: and : -eh? I soch

The body pressure will be! Fe

The opposite cycle is mine

KURENNM MVKA, y - vn m4/ yiv iz

Fig. 86

Mode "DV in/in

GKombinzhvaniai (EMO and engine Row: I'm a rode tentktennnnia today 7!

NOT oro-piston. Ying I

OO player

PA AJ ke svi Ten)

Her well, and OBO, pn oh piny or her I vu;

And 1

Formula: regime: w - r

Gchdva-syuzemim" |EM M | ; hanging

PVA

Fee: 87 Y

Resh DVE' PETEV "Combined EM OMEH| ( ! engine Rad t and VIV 9-

I Gorenorynnyi ve i i IV3/VZ i

CHI Yii

Ptn news and mi,

Peak) also led the front line under her: h vvi -

Yii

II Mode formula: !

Ichaiva-sd-EMYAEM" EM Me ! pen nn vann i

BYAKUKYA she

Fig. 88

Mode "DVZ" Go Mode "DVYA" GULETV; bony | EM M! Coneinvany EM MO E and damgun 1 : and dvntun Ryad Y 1 i N g IZ vvi u. | Because e-- Rony ZhK poshko and ! and rkhduntttttttttttttntn nyat tm 1) Horo-piston (v5iva) | Her "Toroporshivy prijehun Red p rlvngun Red sope

MORE! and "Kaya ve no PEDA ŽI me Ron Tseng shk shi ya

This is re (B3B5! ОЙ lk i PI

IvYelotianya nn V teri i nena i i VOM M ' pek, : : To

IV«Vi : VIV) : kish she pro

I EYormula of the regime: p Y I (Formula of the regime: pet and two-sum mcm EMOMYI | | sdvV-svuneMuueM" EM My) ! ven ping

As. 89 Fig. 90

Designation: - the element is in a passive state. - the element is active.

We carry "TWO" vehicles B (Combined Em lay with engine series Y

VIV) :

AND! 4

And Toroporshnevy 5 " and B3|B3 and obvious Row of her sl

There is still more to him

Her was Me St! '

Ah! m

Ped v stva B 1 and 5- i "Regime formula: I: skavvsuyumuzhm EMO!

PUKUKU

Fk.

"DVZ" mode |V: : and Combined EM Me I : and engine Niad ! BC 0-3 s Toreporitneny V LI

H engine. Row and

And my Sa GE

What are they?

And with ev her Br vv 1 nenih a vini i

SHE

And the 5th and ,

I Formula of the regime: - ! sona-slu/yemivm (YAM MN) | !

PEOPLE pl oltetrstttanya

LIP You have

Fig. 952

Mode "EM rya KKU Mode TEM" Vi

AND

! Combination of EMO MO Y ! Combined EM mo ! engine ROW | ! ravysun row and wing b e-- and 1 1 and terasna BeE shi M Toroporshnevy GU E ! s yavyguyu Rad you corrected Row t i i

About the reach Not with ot re

And OV (reve 88 In OV he rom) Theo) i Ban her for vovi 000 V in 1 1 MORE OVYA b I vzivzi MORE rot ry, i and 1 tzhutotu No! led | YOU 5 "Vormukha sharp: | I Formula of the regime: ! as a guest of EMU EM M! by EMIEMU EM M i gAIVoTT peTeeTI sg. 93 Fe. 94

Notation: p - an element in the passive state, (vi! - an element in the active state,

Mode "EM" and dyantuv Row g i , st i

VIV: 9-1 and

Toropornnevy: Ovzivya| E - Р r

В Б щ-, сн TE)

Iii UNN and: I

I I vv! VICI t "Regime formula: B - ! "ESSEZHE-EM" TEM Mi i

Fig. 95

Mode KM" t Sh "Combined GMO) ma) and engine ROW sh I

VI 9-3 and Z, p nni

What VZ and type OO and ng what

In B M ikh that Ev y and I KN de kod sha Ni shi. o nin nos anna and

And eat

Ryujimu formula: g: sbyunmulm EMO

Che. Wow

KE 4 ov v evra rbe x -- blo Line of pressure x

Y: ak ie ouh (dl. -u45 tA i ve KK YAVA "i g ZK r sce "Aitsia press te: a N

I had fvtpov and both fvIyov) and "8 and ik." 100 / Art and TV. It would move to 7 Malvy and 519 and 4 Fin 101 buildings

Sh- 6 vnut i - i byu she)

Ts

Vobochi cycle x Yevgluvi av s» A bab yah t. I /v:

ШИ pyt schi to hv uv as in. sia ny ; ee, with fork And p

Fig. 99 Aoeh

Compression phase. in ; i de Yevy p x Titov) sche / y te u blowdown / z u u vy rny u 9 te 8 Evgom y Combustion phase ".

M Sword - same Fi 97 - ufvya

Phase no Fig, 98 Yevggovi Phase

And the expansion of those Ges is the co-existence and 7 » se Tor

What are the given wires in Tikh ve Fa i: mA Ж s3 "Phase | ; ushu, M UL r sn i u U as i Her vya-Te E; 7; 5 a SU; | and, there is a Eva 6 / vane 5 x that "bagiovi /

Tab des / x - F - (5 I Z banya y

And what did I do? Day turnout

Fi 102 Fig. 103 more

The evil jam phase

The phase shows the Yang She with the realization of the SH beat me about : i

There is also the Bamela ravine

Phase in would" I "0 Yevzhehl's fan and I KIZ | : in pi | with / H 3 (9 | 4 Ta Z s veto 17 in 8 Ea?iob)

It's coming! tA | in

Footzh u, yr ballet 8 kh / c) I dr , u che u 3 i 64 Х x

Evmot) lu s sb" bvyovi shi al y

I Ta 7 So there is a.

Yevupov) Also Y

cat /

Fig. 105 work Fig. 104 bvtaiue! not in

Ka

Eve 5 8. yes what 5, bak shchi

M; mu lion a.

Fe. 106 pieces of Kobotyau

Kh Ov Yar

The expansion phase of Te Te p a in Evimov

Fe for the collapse of henna from U. Mass. V or 5

Compression phase 6 ! 74 That and; pr zhx X bal" that tea is washed "Blowing vase with y and sh ; and пи: Z aa ( сх 4 « and I 7 / I AM HER Te 2 bvtsov, | IN GU / ! .

Eat them with 1 shk! dm, Mu Ro vtnovi / і a 3 t t. k pa in ok che y 5 ben» Z he Fig. 107 i t pd vel

I pr Y "Tag 2

Sh- bvyanovi| ra a, oi nya "worker

Table 1. Type of ignition of gears t. ! m Jak 9, Y sloy KI de rt : sia

AUTO

Silkworm PO YN Presentation

STAV NStAIsV NE NIVA pe vi i |Z 602 | -- the design of the engine shown is 9 t 45 iso | 3257 in the materials of the invention as an example. 5 7 with in ei|zu ,

SHE Table 2. 9 36 "Structure of the free residue (slag) ; - ve: I sow in the strength of ov 1 B. 5 5 5 10096 current 4.|Temperature of direct co- with s s s s s s s s s

Jumping station:

Fe. 109 - the presence of a sign,

Table 3 and 5 - - absence of symptoms. 9. The presence in DVZ of properties relative to tibrid. 5 5 | 55151. 8. The presence of swinging and balasyrs of frequent movement: M gu is 7, Presence of systems; "AKD", ACC SAS | 5 595159, x 6. The presence of reciprocating motion of SHE U 5. The presence of separate combustion technology. | 5 | 5| 5 5 | m

A, | Type of thermodynamic cycle DVZ: ОО КТ ов и

Z. Bevolvernnyi mechanam Formation of noise. | 5 | 5 55 5 2. The number of degrees of freedom in the kinematics of the internal combustion engine 3 2344 5

You are a kinematic diagram of an internal combustion engine. sv a y of" (Contemporary Vizet tekniyu), SVU Rev

As. 310