First engine internal combustion(ICE) was invented by the French engineer Lenoir in 1860. This engine largely repeated steam engine, worked on lighting gas on a two-stroke cycle without compression. The power of such an engine was approximately 8 hp, the efficiency was about 5%. This Lenoir engine was very bulky and therefore did not find further use.
After 7 years, the German engineer N. Otto (1867) created a 4-stroke engine with compression ignition. This engine had a power of 2 hp, with a speed of 150 rpm and was already mass-produced.
10 hp engine had an efficiency of 17%, a mass of 4600 kg and was widely used. In total, more than 6 thousand such engines were produced.
By 1880, engine power had been increased to 100 hp.
Fig 3. Lenoir engine: 1 - spool; 2 - cylinder cooling chamber: 3 - spark plug: 4 - piston: 5 - piston rod: 6 - connecting rod: 7 - ignition contact plates: 8 - spool rod: 9 - crank shaft with flywheels: 10 - spool rod eccentric.
In 1885, in Russia, the captain of the Baltic Fleet, I.S. Kostovich, created an 80 hp engine for aeronautics. with a mass of 240 kg. At the same time, in Germany, G. Daimler and, independently of him, K. Benz created a low-power engine for self-propelled carriages - cars. The era of automobiles began this year.
At the end of the 19th century The German engineer Diesel created and patented the engine, which later became known by the name of the author as the Diesel engine. Fuel in a Diesel engine was supplied to the cylinder compressed air from the compressor and ignited by compression. The efficiency of such an engine was approximately 30%.
Interestingly, a few years before Diesel, the Russian engineer Trinkler developed an engine that runs on crude oil according to mixed cycle- on which all modern diesel engines work, but it was not patented, and few people now know the name of Trinkler.
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The role and application of internal combustion engines in construction
An internal combustion engine (ICE) is a reciprocating heat engine in which the processes of combustion of fuel, the release of heat and its transformation into mechanical work take place directly
Main mechanisms and engine systems
The internal combustion engine consists of a crank mechanism, a gas distribution mechanism and five systems: power, ignition, lubrication, cooling and start-up. crank mechanism designed to play
Theoretical and actual cycles
The nature of the working process in the engine can be different - heat supply (combustion) occurs at a constant volume (near TDC, these are carburetor engines) or at a constant pressure
1.7.3. The compression process serves: 1 to expand the temperature limits between which the working process takes place; 2 to ensure that you get the maximum
Heat transfer during compression
In the initial period of compression after closing the intake valve or purge and exhaust ports, the temperature of the charge that filled the cylinder is lower than the temperature of the walls, head, and piston crown. Therefore, in the
Indicators of efficiency, economy and perfection of engine design
Indicator indicators: Fig. 20. Indicator diagram four-stroke
Indicators of toxicity of exhaust gases and ways to reduce toxicity
The initial substances in the combustion reaction are air containing approximately 85% carbon, 15% hydrogen and other gases and hydrocarbon fuel, containing approximately 77% nitrogen, 23% acid
Flammability limits for air-fuel mixtures
Rice. 24. Combustion temperatures of gasoline-air combustible mixtures of different compositions: T
Combustion in carbureted engines
In carburetor engines, by the time the spark appears, the working mixture, consisting of air, vaporous or gaseous fuel and residual gases, fills the compression volume. Process
Detonation
Detonation is a complex chemical-thermal process. External signs of detonation are the appearance of voiced metal knocks in the engine cylinders, power reduction and engine overheating
Combustion in diesel engines
Features of the combustion process, fig. 28: - fuel supply starts with advance by an angle θ to TDC. and ends after v.m.t.; - change in pressure from
Forms of combustion chambers of diesel internal combustion engines
Undivided combustion chambers. In undivided combustion chambers Fig. 29, the improvement in the process of atomizing fuel and mixing it with air has reached
Crank and gas distribution mechanisms
3.1. The crank mechanism (Fig. 33) is designed to perceive the pressure of gases and convert the reciprocating movement of the piston into the rotational movement of the crankshaft.
Pressurization, purpose and methods of pressurization
Supercharging of engine cylinders can be either dynamic or carried out using a special supercharger (compressor). There are three pressurization systems using superchargers: with p
Engine power systems
4.1 Diesel power system. The power supply system supplies fuel to the cylinders. At the same time, high power
Power supply system for carburetor engines
Preparation and supply to the cylinders of carburetor engines combustible mixture, the regulation of its quantity and composition is carried out by the power system, the work of which has a great
Contact-transistor ignition system
KTSZ began to appear on cars in the 60s. With an increase in the compression ratio, the use of poorer working mixtures and with an increase in the crankshaft speed and the number of cylinders
Non-contact transistor ignition system
BTSP has been used since the 80s. If in the KSZ the breaker directly opens the primary circuit, in the KSZ - the control circuit, then in the BTSP (Fig. 61-63) there is no breaker and the control becomes contactless
Microprocessor control systems of the engine
MSUD began to be installed on cars from the mid-80s on cars equipped with fuel injection systems. The system controls the engine optimal performance and n
distributor cap
The outer surface of the distributor cap as well as the ignition coils must be kept clean. For high "Zhiguli" covers, the impulse drains along the outer surface onto the distribution housing
Spark plug
Spark plugs are used to generate an electrical spark necessary to ignite the working mixture in the engine cylinders.
Breaker contacts
Reliability classical system ignition (KC3) is largely dependent on the interrupter. It often happens that about the breaker (by the way, as well as about other elements of the ignition system)
Lubrication and cooling systems and start-up
Basic provisions. The engine lubrication system is designed to prevent increased wear, overheating and seizing of rubbing surfaces, reduce the cost of indicator
Cooling system
IN piston engines during the combustion of the working mixture, the temperature in the engine cylinders rises to 2000-28000 K. By the end of the expansion process, it decreases to 1000-1
Launch system
Piston engine start s., regardless of type and design, is carried out by rotating the engine crankshaft from an external source of energy. In this case, the rotational speed should be
Fuel
Fuels for internal combustion engines are products of crude oil refining (gasoline, diesel fuel) - its main part is hydrocarbons. Gasoline is produced by the condensation of light fractions from petroleum refining
Engine oil
7.3.1. Requirements for engine oils. In piston engines, oils are used mainly of petroleum origin to lubricate parts. Physico-chemical properties of oils
Coolants
25-35% of the total heat is removed through the cooling system. The efficiency and reliability of the cooling system is largely dependent on the quality of the coolant. cooling requirements
The history of the creation and development of internal combustion engines
Introduction
General information about the internal combustion engine
The history of the creation and development of internal combustion engines
Conclusion
List of sources used
Application
Introduction
We live in the age of electricity and computer technology, but it can be argued that in the age of internal combustion engines. By the middle of the last century, the volume of road transport reached 20 billion tons, which was five times higher than the volume rail transport and 18 times - the volume of transportation carried out by the navy. Now the share of road transport accounts for more than 79% of the volume of cargo transportation in our country. The widespread use of internal combustion engines is also evidenced by the fact that the total installed capacity of internal combustion engines is five times greater than the capacity of all stationary power plants in the world. At present, you will not surprise anyone with the use of an internal combustion engine. Millions of cars, gas generators and other devices use internal combustion engines as a drive. IN ICE fuel burns directly in the cylinder, inside the engine itself. That is why it is called an internal combustion engine. The appearance of this type of engine in the 19th century was due, first of all, to the need to create an efficient and modern drive for various industrial devices and mechanisms. At that time, for the most part, a steam engine was used. It had a lot of disadvantages, for example, low efficiency (i.e. most of the energy spent on steam production simply disappeared), was cumbersome, required qualified maintenance and a large number start and stop time. The industry needed a new engine. They became the internal combustion engine, the study of the history of which is the purpose of this work. High efficiency, relatively small dimensions and weight, reliability and autonomy have ensured their widespread use as a power plant in automobile, railway and water transport, V agriculture and construction.
The work consists of introduction, main part, conclusion, bibliography and appendix.
1. General information about the internal combustion engine
Currently most widespread received internal combustion engines (ICE) - a type of engine, a heat engine in which the chemical energy of the fuel (usually liquid or gaseous hydrocarbon fuels) is burned in working area, is converted into mechanical work.
The engine consists of a cylinder in which a piston moves, connected by a connecting rod to the crankshaft (Fig. 1).
Figure 1 - Internal combustion engine
At the top of the cylinder there are two valves that automatically open and close at the right time when the engine is running. A combustible mixture enters through the first valve (inlet), which is ignited with a candle, and exhaust gases are released through the second valve (exhaust). The combustion of a combustible mixture consisting of gasoline and air vapors periodically occurs in the cylinder (the temperature reaches 16000 - 18000C). The pressure on the piston rises sharply. Expanding, the gases push the piston, and with it crankshaft while doing mechanical work. In this case, the gases are cooled, since part of their internal energy is converted into mechanical energy.
The extreme positions of the piston in the cylinder are called dead points. The distance traveled by the piston from one dead center to another is called the piston stroke, which is also called the stroke. The cycles of an internal combustion engine: intake, compression, power stroke, exhaust, so the engine is called a four-stroke. Let us consider in more detail the working cycle of a four-stroke engine - four main stages (strokes):
During this stroke, the piston moves from top dead center to bottom dead center. At the same time, the camshaft cams open inlet valve, and through this valve a fresh fuel-air mixture is sucked into the cylinder.
The piston goes from the bottom to the top, compressing the working mixture. The temperature of the mixture rises. Here also arises the ratio of the working volume of the cylinder in the lower dead center and the volume of the combustion chamber in the upper - the so-called "compression ratio". The larger this value, the greater the fuel efficiency of the engine. An engine with a higher compression ratio requires fuel with more ́ big octane rating which is more expensive. Combustion and expansion (or piston stroke). Shortly before the end of the compression cycle air-fuel mixture ignited by a spark from a spark plug. During the piston's journey from top point in the lower fuel burns out, and under the influence of heat, the working mixture expands, pushing the piston. After the bottom dead center of the working cycle opens Exhaust valve, and the upward moving piston displaces the exhaust gases from the engine cylinder. When the piston reaches its top point, the exhaust valve closes and the cycle starts over. To start the next step, you do not need to wait for the end of the previous one - in reality, both valves (inlet and outlet) are open on the engine. This is the difference from a two-stroke engine, where the entire duty cycle occurs during one revolution of the crankshaft. It is clear that a two-stroke engine with the same cylinder volume will be more powerful - on average, one and a half times. However, neither greater power, nor the absence of a cumbersome valve system and camshaft, nor cheapness in manufacturing can overcome the advantages of four-stroke engines - greater resource, bo ́ better economy, cleaner exhaust and less noise. The scheme of operation of the internal combustion engine (two-stroke and four-stroke) is given in Appendix 1. So, the principle of operation of the internal combustion engine is simple, understandable and has not changed for more than a century. The main advantage of internal combustion engines is their independence from permanent energy sources (water resources, power plants, etc.), and therefore installations equipped with internal combustion engines can move freely and be located anywhere. And, despite the fact that internal combustion engines are an imperfect type of heat engines (high noise, toxic emissions, less resource), due to their autonomy, internal combustion engines have become very widespread. Improvement of internal combustion engines goes along the path of increasing their power, reliability and durability, reducing weight and dimensions, and creating new designs. So, the first internal combustion engines were single-cylinder, and in order to increase engine power, they usually increased the volume of the cylinder. Then they began to achieve this by increasing the number of cylinders. At the end of the 19th century, two-cylinder engines appeared, and from the beginning of the 20th century, four-cylinder engines began to spread. Modern high-tech engines are no longer similar to their century-old counterparts. Achieved very impressive performance in terms of power, efficiency and environmental friendliness. A modern internal combustion engine requires a minimum of attention and is designed for resources of hundreds of thousands, and sometimes millions of kilometers. 2. History of creation and development of internal combustion engines For about 120 years, a person cannot imagine life without a car. Let's try to look into the past - to the very emergence of the foundations of the foundations of modern automotive industry. The first attempts to create an internal combustion engine date back to the 17th century. The experiments of E. Toricelli, B. Pascal and O. Guericke prompted inventors to use air pressure as a driving force in atmospheric machines. One of the first to offer such machines was Abbé Ottefel (1678-1682) and H. Huygens (1681). To move the piston in the cylinder, they proposed using explosions of gunpowder. Therefore, Ottefel and Huygens can be regarded as pioneers in the field of internal combustion engines. The French scientist Denis Papin, the inventor of the Huygens gunpowder machine, was also improving centrifugal pump, steam boiler with safety valve, the first reciprocating machine powered by steam. The first to try to implement ICE principle, was an Englishman Robert Street (pat. No. 1983, 1794). The engine consisted of a cylinder and a movable piston. At the beginning of the piston movement, a mixture of volatile liquid (alcohol) and air entered the cylinder, liquid and liquid vapor mixed with air. In the middle of the piston stroke, the mixture ignited and threw up the piston. In 1799, French engineer Philippe Lebon discovered lighting gas and received a patent for the use and method of obtaining lighting gas by dry distillation of wood or coal. This discovery was of great importance, first of all, for the development of lighting technology, which very soon began to successfully compete with expensive candles. However, lighting gas was suitable not only for lighting. In 1801, Le Bon took out a patent for the design gas engine. The principle of operation of this machine was based on the well-known property of the gas he discovered: its mixture with air exploded when ignited, releasing a large amount of heat. The products of combustion rapidly expanded, exerting strong pressure on the environment. By creating the appropriate conditions, it is possible to use the released energy in the interests of man. The Lebon engine had two compressors and a mixing chamber. One compressor was supposed to pump compressed air into the chamber, and the other - compressed light gas from the gas generator. The gas-air mixture then entered the working cylinder, where it ignited. The engine was double action, that is, the working chambers operating alternately were located on both sides of the piston. In essence, Lebon nurtured the idea of an internal combustion engine, but R. Street and F. Lebon did not attempt to implement their ideas. In subsequent years (until 1860), a few attempts to create an internal combustion engine were also unsuccessful. The main difficulties in creating an internal combustion engine were due to the lack of suitable fuel, the difficulties in organizing the processes of gas exchange, fuel supply, and fuel ignition. To a large extent managed to circumvent these difficulties Robert Stirling, who created in 1816-1840. engine with external combustion and regenerator. In the Stirling engine, the reciprocating motion of the piston was converted into rotational motion using a rhombic mechanism, and air was used as the working fluid. One of the first to draw attention to the real possibility of creating an internal combustion engine was the French engineer Sadi Carnot (1796-1832), who dealt with the theory of heat, the theory of heat engines. In his essay “Reflections on the driving force of fire and on machines capable of developing this force” (1824), he wrote: “It would seem to us more advantageous to first compress the air with a pump, then pass it through a completely closed furnace, introducing fuel there in small portions, with the help of adaptations that are easy to implement; then make the air do work in a cylinder with a piston, or in any other expanding vessel, and finally throw it into the atmosphere or make it go to a steam boiler to use the remaining temperature. The main difficulties encountered in this kind of operations are: to enclose the firebox in a room of sufficient strength and at the same time maintain combustion in proper condition, maintain various parts of the apparatus at a moderate temperature and prevent rapid damage to the cylinder and piston; we do not think that these difficulties would be insurmountable.” However, the ideas of S. Carnot were not appreciated by his contemporaries. Only 20 years later, the French engineer E. Clapeyron (1799-1864), the author of the well-known equation of state, first drew attention to them. Thanks to Clapeyron, who used the Carnot method, Carnot's popularity began to grow rapidly. Currently, Sadi Carnot is generally recognized as the founder of heat engineering. Lenoir was not immediately successful. After it was possible to make all the parts and assemble the machine, it worked for quite a bit and stopped, because due to heating the piston expanded and jammed in the cylinder. Lenoir improved his engine by thinking over a water cooling system. However, the second launch attempt also ended in failure due to poor piston stroke. Lenoir supplemented his design with a lubrication system. Only then did the engine start running. Already the first imperfect designs demonstrated the significant advantages of the internal combustion engine compared to the steam engine. The demand for engines grew rapidly, and within a few years, J. Lenoir built over 300 engines. He was the first to use an internal combustion engine as a power plant for various purposes. However, this model was imperfect, the efficiency did not exceed 4%. In 1862 the French engineer A.Yu. Beau de Rochas filed a patent application with the French Patent Office (priority date 1 January 1862) in which he clarified the idea expressed by Sadi Carnot in terms of the design of the engine and its working processes. (This petition was remembered only during patent disputes regarding the priority of N. Otto's invention). Beau de Rocha proposed to carry out the intake of a combustible mixture during the first stroke of the piston, the compression of the mixture - during the second stroke of the piston, the combustion of the mixture - at the extreme top position piston and expansion of combustion products - during the third stroke of the piston; the release of combustion products - during the fourth stroke of the piston. However, due to lack of funds, it could not be implemented. This cycle, 18 years later, was carried out by the German inventor Otto Nikolaus August in an internal combustion engine that worked according to a four-stroke scheme: intake, compression, power stroke, exhaust gases. It is the modifications of this engine that are most widely used. For more than a hundred years, which is rightly called " automotive era”, everything changed - forms, technologies, solutions. Some brands disappeared and others came to replace them. Automotive fashion has gone through several rounds of development. One thing remains unchanged - the number of cycles on which the engine operates. And in the history of the automotive industry, this number is forever associated with the name of the self-taught German inventor Otto. Together with the prominent industrialist Eugen Langen, the inventor founded Otto & Co. in Cologne - and focused on finding the best solution. On April 21, 1876, he received a patent for another version of the engine, which was presented a year later at the Paris Exhibition of 1867, where he was awarded the Big Gold Medal. At the end of 1875, Otto completed the development of a project for a fundamentally new world's first 4-stroke engine. The advantages of a four-stroke engine were obvious, and on March 13, 1878, N. Otto was issued a German patent No. 532 for four stroke engine internal combustion (Appendix 3). During the first 20 years, the N. Otto plant built 6000 engines. Experiments to create such a unit were made before, but the authors encountered a number of problems, first of all, with the fact that the flashes of the combustible mixture in the cylinders occurred in such unexpected sequences that it was impossible to ensure a smooth and constant power transfer. But it was he who managed to find the only right solution. Empirically, he found that the failures of all previous attempts were associated both with the wrong composition of the mixture (fuel and oxidizer proportions) and with a false algorithm for synchronizing the fuel injection system and its combustion. A significant contribution to the development of internal combustion engines was also made by the American engineer Brighton, who proposed a compressor engine with constant combustion pressure, a carburetor. So, the priority of J. Lenoir and N. Otto in creating the first efficient internal combustion engines is indisputable. The production of internal combustion engines has been steadily increasing, and their design has been improved. In 1878-1880. the production of two-stroke engines began, proposed by the German inventors Wittig and Hess, the English entrepreneur and engineer D. Klerk, and since 1890 - two-stroke engines with crank-chamber purge (England patent No. 6410, 1890). The use of a crank chamber as a scavenging pump was proposed somewhat earlier by the German inventor and entrepreneur G. Daimler. In 1878 Karl Benz equipped a tricycle with a 3 hp engine, which developed a speed of over 11 km / h. He also created the first cars with one- and two-cylinder engines. The cylinders were located horizontally, the torque was transmitted to the wheels using a belt drive. In 1886, K. Benz was issued a German patent for a car No. 37435 with priority dated January 29, 1886. At the Paris World Exhibition in 1889, Benz's car was the only one. With this car, the intensive development of the automotive industry begins. Another milestone in the history of internal combustion engines was the development of the compression-ignition internal combustion engine. In 1892, the German engineer Rudolf Diesel (1858-1913) patented, and in 1893 described in the brochure The Theory and Construction of Rational heat engine to replace steam engines and currently known heat engines "engine operating on the Carnot cycle. In the German patent No. 67207 with priority dated February 28, 1892 "Working process and method for performing single-cylinder and multi-cylinder engine» The principle of operation of the engine was stated as follows: The working process in internal combustion engines is characterized by the fact that the piston in the cylinder compresses air or some indifferent gas (steam) with air so strongly that the resulting compression temperature is significantly higher than the ignition temperature of the fuel. In this case, the combustion of the fuel gradually introduced after the dead center is carried out in such a way that there is no significant increase in pressure and temperature in the engine cylinder. Following this, after the fuel supply is cut off, a further expansion of the gas mixture occurs in the cylinder. To implement the workflow described in paragraph 1, a multistage compressor with a receiver is attached to the working cylinder. It is also possible to connect several working cylinders to each other or to cylinders for pre-compression and subsequent expansion. R. Diesel built the first engine by July 1893. It was assumed that compression would be carried out to a pressure of 3 MPa, the air temperature at the end of compression would reach 800 C, and fuel (coal powder) would be injected directly into the cylinder. When starting the first engine, an explosion occurred (gasoline was used as fuel). During 1893 three engines were built. Failures with the first engines forced R. Diesel to abandon isothermal combustion and switch to a cycle with combustion at constant pressure. Early in 1895, the first liquid fuel (kerosene) compression-ignition compressor engine was successfully tested, and in 1897 a period of extensive testing of the new engine began. The effective efficiency of the engine was 0.25, the mechanical efficiency was 0.75. The first internal combustion engine with compression ignition for industrial purposes was built in 1897 by the Augsburg Machine Building Plant. At the exhibition in Munich in 1899, 5 R. Diesel engines were already presented by the Otto-Deutz, Krupp and Augsburg machine-building plants. The engines of R. Diesel were also successfully demonstrated at the World Exhibition in Paris (1900). In the future, they found wide application and, after the name of the inventor, were called "diesel engines" or simply "diesels". In Russia, the first kerosene engines began to be built in 1890 at the E.Ya. Bromley (four-stroke calorisers), and since 1892 at the mechanical plant of E. Nobel. In 1899, Nobel received the right to manufacture R. Diesel engines, and in the same year the plant began to produce them. The design of the engine was developed by the specialists of the plant. The engine developed a power of 20-26 hp, worked on crude oil, solar oil, kerosene. The plant's specialists also developed compression-ignition engines. They built the first crosshead engines, the first engines with V-arrangement cylinders, two-stroke engines with direct-flow valve and loop purge schemes, two-stroke engines, in which purge was carried out due to gas-dynamic phenomena in the exhaust channel. The production of compression-ignition engines began in 1903-1911. at the Kolomna, Sormovo, Kharkov steam locomotive plants, at the Felzer plants in Riga and Nobel in St. Petersburg, at the Nikolaev shipbuilding plant. In 1903-1908. Russian inventor and entrepreneur Ya.V. Mamin created several workable high-speed engines with mechanical fuel injection into the cylinder and compression ignition, the power of which in 1911 was already 25 hp. Fuel injection was carried out in the pre-chamber, made of cast iron with a copper insert, which made it possible to obtain high temperature surfaces of the prechamber and reliable self-ignition. It was the world's first uncompressed diesel engine. In 1906, Professor V.I. Grinevetsky proposed the design of an engine with double compression and expansion - a prototype combined engine. He also developed a method for thermal calculation of work processes, which was subsequently developed by N.R. Briling and E.K. Mazing and has not lost its significance today. As you can see, experts pre-revolutionary Russia carried out undoubtedly major independent developments in the field of compression-ignition engines. The successful development of the diesel industry in Russia is explained by the fact that Russia had its own oil, and Diesel engines best met the needs of small enterprises, so the production of diesel engines in Russia began almost simultaneously with the countries of Western Europe. Domestic engine building also successfully developed in the post-revolutionary period. By 1928, over 45 types of engines with a total capacity of about 110 thousand kW were already being produced in the country. During the years of the first five-year plans, the production of automobile and tractor engines, marine and stationary engines with a power of up to 1500 kW was mastered, an aircraft diesel engine, a V-2 tank diesel engine were created, which largely predetermined the high tactical and technical characteristics of the country's armored vehicles. A significant contribution to the development of domestic engine building was made by outstanding Soviet scientists: N.R. Briling, E.K. Mazing, V.T. Tsvetkov, A.S. Orlin, V.A. Vanscheidt, N.M. Glagolev, M.G. Kruglov and others. Of the developments in the field of heat engines in the last decades of the 20th century, three most important ones should be noted: the creation by the German engineer Felix Wankel of a workable design of a rotary piston engine, a combined high-pressure engine and an external combustion engine design that is competitive with a high-speed diesel engine. The appearance of the Wankel engine was greeted with enthusiasm. Having a small specific weight and dimensions, high reliability, RAP quickly became widespread mainly in passenger cars, in aviation, on ships and fixed installations. The license for the production of the F. Wankel engine was acquired by more than 20 companies, including such as General Motors, Ford. By 2000, more than two million vehicles with RPD were manufactured. IN last years the process of improving and improving the performance of gasoline engines and diesel engines continues. The development of gasoline engines is moving along the path of improving their environmental performance, efficiency and power performance through wider use and improvement of the gasoline injection system into cylinders; the use of electronic injection control systems, charge stratification in the combustion chamber with lean mixture at partial loads; an increase in the energy of an electric spark during ignition, etc. As a result, the efficiency of the operating cycle of gasoline engines becomes close to that of diesel engines. To improve the technical and economic performance of diesel engines, an increase in fuel injection pressure is used, controlled injectors are used, boosting the average effective pressure by boosting and cooling the charge air, and measures are used to reduce the toxicity of exhaust gases. Thus, the continuous improvement of internal combustion engines provided them with a dominant position, and only in aviation did the internal combustion engine lose its position. gas turbine engine. For other sectors of the national economy alternative energy installations low power, as versatile and economical as an internal combustion engine, has not yet been proposed. Therefore, in the long term, the internal combustion engine is considered as the main type of power plant of medium and low power for transport and other sectors of the economy. Conclusion internal combustion engine List of sources used 1.Dyachenko V.G. Theory of internal combustion engines / V.G. Dyachenko. - Kharkov: KHNADU, 2009. - 500 p. .Dyatchin N.I. History of technology development: Tutorial/ N.I. Dyatchin. - Rostov n / D .: Phoenix, 2001. - 320 p. .Raikov I.Ya. Internal combustion engines / I.Ya. Raikov, G.N. Rytvinsky. - M.: Higher school, 1971. - 431 p. .Sharoglazov B.A. Internal combustion engines: theory, modeling and calculation of processes: Textbook / B.A. Sharoglazov, M.F. Farafontov, V.V. Klementiev. - Chelyabinsk: Ed. SUSU, 2004. - 344 p. Application Annex 1 Scheme of operation of a two-stroke engine Scheme of operation of a four-stroke engine Annex 2 Lenoir engine (sectional view) Appendix 3 Otto engine
People have been making cars for over a century, and there is an internal combustion engine under almost every hood. During the last, the principle of its operation remained unchanged: oxygen and fuel enter the engine cylinders, where an explosion (ignition) occurs, as a result of which a force is formed inside the power unit, which moves the car forward. But since the first appearance of the internal combustion engine (ICE), every year engineers have perfected it to make it faster, more reliable, more economical, more efficient.
Thanks to this, today modern cars became more powerful and more economical. Some regular cars today they have such power, which until recently was only in powerful expensive supercars. But without huge breakthroughs, today we would still own low-power voracious cars, on which you will not go far from the gas station. Fortunately, from time to time such breakthrough technologies have already been discovered more than once. new stage in the development of internal combustion engines. We decided to recall the most important dates in evolution ICE development. Here they are.
1955: fuel injection
Before the advent of the injection system, the process of getting fuel into the engine combustion chamber was inaccurate and poorly regulated, since it was supplied by a carburetor, which constantly needed cleaning and periodic difficult mechanical adjustment. Unfortunately, the efficiency of the carburetors was affected weather, temperature, air pressure in the atmosphere, and even at what height above sea level the car is located. With the advent electronic injection fuel (injector), the fuel supply process has become more controlled. Also, with the advent of the injector, car owners got rid of the need to manually control the engine warm-up process by adjusting throttle valve with the help of suction. For those who don't know what suction is:
The choke is a control knob for the carburetor starter, with which the carbureted machines it was necessary to regulate the enrichment of the fuel with oxygen. So if you run cold engine, then on carburetor machines it is necessary to open the “choke”, enriching the fuel with oxygen more than necessary on a warm engine. As the engine warms up, gradually close the adjustment knob. starting device carburetor, returning the oxygen enrichment of the fuel to normal values.
Today, such technology, of course, looks antediluvian. But until recently, most cars in the world were equipped with carburetor systems fuel supply. This is despite the fact that fuel injection technology using an injector came to the world in 1955, when the injector was first used on a car (previously this fuel supply system was used in aircraft).
This year, an injector was tested on a Mercedes-Benz 300SLR sports car, which was able to drive almost 1600 km without breaking. The car covered this distance in 10 hours 7 minutes and 48 seconds. The test took place as part of the next car race "Thousand miles". This car set a world record.
By the way, the Mercedes-Benz 300SLR was not only the very first production car with injection injection fuel developed by Bosch, but also the most fast car in the world at that time.
Two years later Chevrolet company introduced the Corvette sports car with fuel injection (Rochester Ramjet system). As a result, this car became faster than the pioneer Mercedes-Benz 300SLR.
But despite the success of unique system Rochester Ramjet fuel injection systems, specifically Bosch electronic injection systems (with electronic control) began their offensive around the world. As a result, in a short time, fuel injection developed by Bosch began to appear on many European cars. In the 1980s electronic systems fuel injection (injector) swept the whole world.
1962: turbocharged
The turbocharger is one of the most precious gems in internal combustion engines. The fact is that the turbine, which supplies more air to the engine cylinders, once allowed
12-cylinder fighters during the Second World War to fly higher, fly faster, farther and use less expensive fuel.
As a result, like many technologies, the turbine system from aircraft came to the automotive industry. So, in 1962, the first mass-produced cars with a turbocharger were presented in the world. They became, or Saab 99.
Then Company General Motors has attempted to further develop this technology for turbocharging internal combustion engines in passenger cars. So, on the Oldsmobile Jetfire car, the “Turbo Rocket Fluid” technology appeared, which, in addition to the turbine, used a gas tank and distilled water to increase engine power. It was real fantasy. But then GM abandoned this complex and expensive, as well as dangerous technology. The fact is that already by the end of the 1970s, companies such as MW, Saab and Porsche, having taken first places in many world car races, proved the value of turbines in motorsport. Today, turbines have come to ordinary cars and in the near future they will send ordinary atmospheric engines on retire.
1964: rotary engine
The only engine that could truly break the mold of the conventional internal combustion engine was engineer Felix Wankel's rotary wonder engine. The shape of its internal combustion engine had nothing to do with the engine we are used to. is a triangle inside an oval, rotating with devilish force. By design, a rotary engine is lighter, less complex, and steeper than conventional engine internal combustion pistons and valves.
The first rotary engines serial cars started using Mazda company and now defunct German automaker NSU.
The very first mass-produced car with a Wankel rotary engine was the NSU Spider, which began production in 1964.
Then Mazda launched the production of its cars equipped with a rotary engine. But in 2012 she stopped using rotary engines. The last model with a rotary engine was the .
But recently, in 2015, Mazda at the Tokyo Motor Show introduced the RX-Vision-2016 concept car, which uses a rotary engine. As a result, rumors began to appear in the world that the Japanese were planning to revive rotary cars in the coming years. It is assumed that at the moment a specialized group of Mazda engineers somewhere in Hiroshima is sitting at behind closed doors and creates a new generation rotary motors, which should become the main engines in all future new Mazda models, ushering in a new era of company renaissance.
1981: Engine cylinder deactivation technology
The idea is simple. The fewer cylinders in the engine, the less. Naturally, the V8 engine is much more voracious than the four-cylinder. It is also known that when operating a car, most of the time people use the car in the city. It is logical that if the car is equipped with 8- or 6-cylinder engines, then when traveling in the city, all the cylinders in the engine are in principle not needed. But how can you just turn an 8-cylinder engine into a four-cylinder when you don't need to use all cylinders for power? Cadillac decided to answer this question in 1981, which introduced an engine with an 8-6-4 cylinder deactivation system. This motor used electromagnetic operated solenoids to close valves on two or four of the engine's cylinders.
This technology was supposed to increase the efficiency of the engine, for example,. But the subsequent unreliability and clumsiness of this engine with a cylinder deactivation system frightened all automakers who for 20 years were afraid to use this system in their engines.
But now this system is starting to conquer the auto world again. Today, several automakers already use this system on their production vehicles. Moreover, the technology has proven itself very, very well. The most interesting thing is that this system continues to develop. For example, this technology may soon appear on four-cylinder and even three-cylinder engines. It is fantastic!
2012 High Compression Engine - Gasoline Compression Ignition
Science does not stand still. If science had not developed, then today we would still live in the Middle Ages and believe in sorcerers, fortunetellers and that the earth is flat (although today there are still many people who believe in such nonsense).
Science does not stand still in the automotive industry. So, in 2012, another breakthrough technology appeared in the world, which, perhaps, will soon turn the whole world upside down.
These are engines with a high degree compression.
We know that the less we compress air and fuel inside an internal combustion engine, the less energy we get at the moment when fuel mixture ignites (explodes). Therefore, automakers have always tried to make engines with a rather big compression ratio.
But there is a problem: the higher the compression ratio, the more risk self-ignition of the fuel mixture.
Therefore, as a rule, internal combustion engines have certain limits in the degree of compression, which throughout the history of the automotive industry has been unchanged. Yes, each engine has its own compression ratio. But she doesn't change.
In the 1970s, unleaded gasoline was distributed around the world, which, when burned, produces a huge amount of smog. To somehow cope with the terrible environmental friendliness, automakers began to use V8 engines with a low compression ratio. This reduced the risk of self-ignition of the fuel. Low quality in engines, as well as to improve their reliability. The fact is that if the fuel spontaneously ignites, the engine can receive irreparable damage.
INTERNAL COMBUSTION ENGINES
(Faculty of MiAS)
Introduction. Internal combustion engines
The role and application of internal combustion engines in construction
An internal combustion engine (ICE) is a reciprocating heat engine in which the processes of fuel combustion, heat release and its transformation into mechanical work occur directly in the engine cylinder.
Fig 1. General form diesel internal combustion engine
Internal combustion engines, especially diesel engines, have found the widest application as power equipment in a variety of construction and road cars requiring independence from external energy sources. These are, first of all, transport (general and special purpose, truck tractors, tractors), handling machines (fork and bucket loaders, bucket loaders), boom mobile cranes, machines for earthworks etc. On construction and road machines, engines with power from 2 to 900 kW are used.
A feature of their operation is that these machines are operated for a long time in modes close to nominal, with a significant
nom and continuous change in the external load, increased dust content of the air, in significantly different climatic conditions and often without garage storage.
Fig 2. dimensions different types of engines: a - motorcycle;
b - passenger car; V - truck medium load capacity; g - diesel locomotive; e - marine diesel; e - aviation turbojet engine.
A Brief History of ICE Development
The first internal combustion engine (ICE) was invented by the French engineer Lenoir in 1860. This engine in many respects repeated the steam engine, it worked on lighting gas in a two-stroke cycle without compression. The power of such an engine was approximately 8 hp, the efficiency was about 5%. This Lenoir engine was very bulky and therefore did not find further use.
After 7 years, the German engineer N. Otto (1867) created a 4-stroke engine with compression ignition. This engine had a power of 2 hp, with a speed of 150 rpm. 10 hp engine had an efficiency of 17%, a mass of 4600 kg was widely used. In total, more than 6 thousand such engines were produced. In 1880, the engine power was increased to 100 hp.
In 1885, in Russia, the captain of the Baltic Fleet, I.S. Kostovich, created an 80 hp engine for aeronautics. with a mass of 240 kg. At the same time, in Germany, G. Daimler and, independently of him, K. Benz created a low-power engine for self-propelled carriages - cars. The era of automobiles began this year.
Fig 3. Lenoir engine: 1 - spool; 2 - cylinder cooling chamber: 3 - spark plug: 4 - piston: 5 - piston rod: 6 - connecting rod: 7 - ignition contact plates: 8 - spool rod: 9 - crank shaft with flywheels: 10 - spool rod eccentric.
At the end of the 19th century The German engineer Diesel created and patented the engine, which later became known by the name of the author as the Diesel engine. The fuel in the Diesel engine was supplied to the cylinder by compressed air from the compressor and ignited by compression. The efficiency of such an engine was approximately 30%.
Interestingly, a few years before Diesel, the Russian engineer Trinkler developed a crude oil-powered combined cycle engine - which all modern diesel engines operate on, but it was not patented, and few people now know the name of Trinkler.
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Philippe Lebon
Lenoir was not immediately successful. After it was possible to make all the parts and assemble the machine, it worked for quite a bit and stopped, because due to heating the piston expanded and jammed in the cylinder. Lenoir improved his engine by thinking over a water cooling system. However, the second launch attempt also ended in failure due to poor piston stroke. Lenoir supplemented his design with a lubrication system. Only then did the engine start running.
Nikolaus Otto
The search for new fuel
Therefore, the search for a new fuel for the internal combustion engine did not stop. Some inventors have tried to use liquid fuel vapor as gas. Back in 1872, the American Brighton tried to use kerosene in this capacity. However, kerosene did not evaporate well, and Brighton switched to a lighter petroleum product - gasoline. But in order for a liquid fuel engine to successfully compete with a gas engine, it was necessary to create special device for the evaporation of gasoline and obtaining a combustible mixture of it with air.
Brighton in the same 1872 came up with one of the first so-called "evaporative" carburetors, but he did not work satisfactorily.
Gas engine
A workable gasoline engine did not appear until ten years later. Probably, Kostovich O.S. can be called its first inventor. who provided a working prototype gasoline engine in 1880. However, his discovery still remains poorly lit. In Europe, the German engineer Gottlieb Daimler made the greatest contribution to the creation of gasoline engines. For many years he worked in the firm Otto and was a member of its board. In the early 80s, he proposed to his boss a project for a compact gasoline engine that could be used in transport. Otto reacted coldly to Daimler's proposal. Then Daimler, together with his friend Wilhelm Maybach, made a bold decision - in 1882 they left the Otto company, acquired a small workshop near Stuttgart and began working on their project.
The problem facing Daimler and Maybach was not an easy one: they decided to create an engine that would not require a gas generator, would be very light and compact, but at the same time powerful enough to move the crew. Daimler expected to increase power by increasing the shaft speed, but for this it was necessary to ensure the required ignition frequency of the mixture. In 1883, the first incandescent gasoline engine was created with ignition from, and finely spray it in air. This ensured its uniform distribution over the cylinder, and the evaporation itself took place already in the cylinder under the action of compression heat. To ensure atomization, gasoline was sucked in by an air flow through a metering jet, and the constancy of the mixture was achieved by maintaining a constant level of gasoline in the carburetor. The jet was made in the form of one or more holes in the tube, located perpendicular to the air flow. To maintain pressure, a small tank with a float was provided, which maintained the level at a given height, so that the amount of gasoline sucked in was proportional to the amount of incoming air.
The first internal combustion engines were single-cylinder, and in order to increase engine power, they usually increased the volume of cylinder. Then they began to achieve this by increasing the number of cylinders.
At the end of the 19th century, two-cylinder engines appeared, and from the beginning of the century, four-cylinder engines began to spread.
