No matter how the engineers of the XVIII-XIX centuries tried. increase the efficiency of the steam engine, it still remained too low. Engine that releases steam environment, in principle, could not have an efficiency of more than 8-10% (for example, for Watt's steam engine it was only 3-4%). Although more powerful steam plants successfully used in industry, railway and water transport, they could not be used for cars.
Today's record holders
The most powerful modern engine internal combustion considered Wartsila-Sulzer RTA96-C. It has dimensions of 27 by 17 m and develops a capacity of about 109 thousand liters. With. This unit runs on fuel oil and is used in shipbuilding. The title of the most powerful automobile engine is claimed by the engine installed on the American supercar Vector WX-8. Its power is 1200 hp. With. (although in the press there is a figure of 1850 hp).
The low power output of steam engines is explained by the stepwise process: the water heated during the combustion of fuel turns into steam, the energy of which is converted into mechanical work. Therefore, steam engines are classified as external combustion engines. And what happens if you use directly the internal energy of the fuel?
The first who began experiments with an internal combustion engine was a Dutch physicist of the 17th century. Christian Huygens. Among his many discoveries and inventions, the never-realized black powder engine project was completely lost. In 1688, the Frenchman Denis Papin used the ideas of Huygens and designed a device in the form of a cylinder in which a piston moved freely. The piston was connected by a cable thrown over the block with a load, which also rose and fell after the piston. Gunpowder was poured into the lower part of the cylinder and then set on fire. The resulting gases, expanding, pushed the piston up. After that, the cylinder and piston were poured with water from the outside, the gases in the cylinder cooled, and their pressure on the piston decreased. Piston under action own weight and atmospheric pressure fell, while raising the load. Unfortunately, such an engine was not suitable for practical purposes: the technological cycle of its operation was too complicated, and it was quite dangerous to use.
As a result, Papin abandoned his idea and took up steam engines, and the next more or less successful attempt to design an internal combustion engine was made 18 years later by the Frenchman José Nicephore Niepce, who became famous as the inventor of photography. Together with his brother Claude Niepce, he invented boat engine using coal dust as fuel. Called by the inventors "pyreolophore" (translated from Greek as "carried by a fiery wind"), the engine was patented, but it was not possible to introduce it into production.
A year later, the Swiss inventor Francois Isaac de Rivaz received a patent in France for a carriage driven by an internal combustion engine. The engine was a cylinder in which hydrogen produced by electrolysis was ignited. During the explosion and expansion of the gas, the piston moved up, and when moving down, it actuated the belt pulley. The war de Rivaz was an officer in the Napoleonic army prevented him from completing work on the invention, which later gave life to a whole family of hydrogen engines.
A few years earlier, the French engineer Philippe Lebon came very close to creating a fairly efficient internal combustion engine running on lighting gas from a mixture of combustible gases, mainly methane and hydrogen, obtained from the thermal processing of coal.
Unknown artist. Portrait of Denis Papin. 1689
American cars of the 1930s
Back in 1799, Lebon received a patent for a method for producing lighting gas by dry distillation of wood, and a few years later he developed an engine project that included two compressors and a mixing chamber. One compressor was supposed to pump into the chamber compressed air, another compressed lighting gas from the gas generator. The gas-air mixture entered the working cylinder, where it ignited. The engine was double action, i.e., the working chambers operating alternately were located on both sides of the piston. In 1804, the inventor died without having time to bring his idea to life.
In subsequent years, many inventors repelled from Lebon's thought, some even received patents for their engines, for example, the British Brown and Wright, who used a mixture of air and lighting gas as fuel. These engines were quite bulky and dangerous to operate. The foundation for the creation of a light and compact engine was laid only in 1841 by the Italian Luigi Cristophoris, who built an engine operating on the principle of "compression-ignition". Such an engine had a pump that supplied a flammable liquid kerosene as fuel. His compatriots Barzanti and Mattocci developed this idea and in 1854 presented the first real engine internal combustion. He worked on a mixture of air with lighting gas and had water cooling. Since 1858, the Swiss company Escher-Wyss began to produce it in small batches.
At the same time, the Belgian engineer Jean Etienne Lenoir, starting from the developments of Le Bon, after several unsuccessful attempts, created his own engine model. A very important innovation was the idea of igniting the air-fuel mixture with an electric spark. Lenoir also proposed a water cooling system and a lubrication system for a better piston stroke. The efficiency of this engine did not exceed 5%, it consumed fuel inefficiently and heated up too much, but it was the first commercially successful project of an internal combustion engine for industrial needs. In 1863, they tried to install it on a car, but the power was 1.5 liters. With. was not enough to move. Having received a fair amount of income from the release of his engine, Le Noir stopped working on improving it, and it was soon forced out of the market by more successful models.
Internal combustion engine J. E. Lenoir.
In 1862, the French inventor Alphonse Beau de Rocha patented a fundamentally new device, the world's first internal combustion engine, in which the working process in each of the cylinders was completed in two revolutions of the crankshaft, i.e., in four strokes (strokes) of the piston. However, it never came to commercial production of a four-stroke engine. At the Paris World Exhibition of 1867, representatives of the Deutz gas engine factory, founded by engineer Nicholas Otto and industrialist Eugène Langen, demonstrated an engine designed using the principle of Barzanti Mattocci. This unit created less vibration, was lighter and therefore soon replaced the Lenoir engine.
The cylinder of the new engine was vertical, the rotating shaft was placed above it on the side. Along the axis of the piston, a rail connected to the shaft was attached to it. The shaft lifted the piston, a vacuum formed under it and a mixture of air and gas was sucked in. The mixture was then ignited with an open flame through a tube (Otto and Langen were not experts in electrical engineering and abandoned electric ignition). During the explosion, the pressure under the piston increased, the piston rose, the volume of gas increased, and the pressure fell. The piston, first under gas pressure, and then by inertia, rose until a vacuum was again created under it. Thus, the energy of the burnt fuel was used in the engine with maximum efficiency, the efficiency of this engine reached 15%, i.e., it exceeded the efficiency of the best steam engines of that time.
Operating cycle of a four-stroke internal combustion engine.
A. Inlet of the working mixture. Piston (4) moves down; through inlet valve(1) Combustible mixture enters the cylinder. B. Compression. Piston (4) moves up; inlet (1) and outlet (3) valves are closed; the pressure in the cylinder and the temperature of the working mixture increase. 6. Working stroke (burning and expansion). As a result of the spark discharge of the spark plug (2), the mixture in the cylinder is rapidly burned; gas pressure during combustion acts on the piston (4); piston movement is transmitted through piston pin(5) and connecting rod (6) on crankshaft(7), causing the shaft to rotate. G. Release of gases. Piston (4) moves up; Exhaust valve(3) open; exhaust gases from the cylinder enter the exhaust pipe and further into the atmosphere.
Otto, unlike Lenoir, did not stop there and stubbornly developed success, continuing to work on his invention. In 1877 he was granted a patent for a four-stroke spark ignition engine. This four-stroke cycle is currently used as the basis for the operation of most gasoline and gas engines. A year later, the novelty was put into production, but at the same time a scandal erupted. Otto was found to have infringed Beau de Roche's copyright, and after litigation, Otto's monopoly on the four-stroke engine was cancelled.
The use of lighting gas as a fuel greatly narrowed the scope of the first internal combustion engines. There were few gas plants even in Europe, and in Russia there were only two at all in Moscow and St. Petersburg. Back in 1872, the American Brighton, like earlier Christophoris, tried to use kerosene as a fuel, but then switched to a lighter petroleum product, gasoline.
In 1883, a gasoline engine appeared with ignition from a hot hollow tube open into the cylinder, invented by German engineers Gottlieb Daimler and Wilhelm Maybach, former employees of the Otto company. However, a liquid fuel engine could not compete with a gas engine until a device was created to vaporize gasoline and produce a combustible mixture with air. The jet carburetor, the prototype of all modern carburetors, was invented by the Hungarian engineer Donat Banki, who in 1893 received a patent for his device. Banks suggested that instead of evaporating gasoline, finely disperse it in the air. This ensured a uniform distribution of gasoline over the cylinder, and evaporation occurred under the action of compression heat already in the cylinder.
Initially, internal combustion engines had only one cylinder, and in order to increase engine power, it was necessary to increase its volume. However, this could not continue indefinitely, and as a result had to resort to increasing the number of cylinders. At the end of the XIX century. the first two-cylinder engines appeared, four-cylinder engines began to spread from the beginning of the 20th century, and now you will not surprise anyone with twelve-cylinder ones. The improvement of engines is mainly in the direction of increasing power, however circuit diagram stays the same.
Two cylinder engine G. Daimler, view in two projections.
When Rudolf Diesel developed his own engine design more than a century ago, he could not have imagined that diesel engines could be so sensitive to fuel quality. After all, Diesel saw the advantage of his motor precisely in the fact that he could work on anything, from coal dust to processed cornmeal. Modern fuel-injected turbodiesels require only well-cleaned diesel fuel with low sulfur content. That is why many foreign automakers did not dare to sell their diesel models in Russia until recently.
R. Diesel.
R. Diesel 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 inside power unit a force is generated that 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 that won't take you far from a 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 remember the most important dates in the evolution of 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:
Suction is a control knob for the carburetor starter, with which it was necessary to regulate the enrichment of fuel with oxygen on carburetor machines. So, if you start a cold engine, then on carbureted machines it is necessary to open the “choke”, enriching the fuel with oxygen more than is necessary on a warm engine. As the engine warms up, gradually close the carburetor starter adjustment knob, 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, the injector was tested on Mercedes-Benz sports car 300SLR, 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 introduced the Corvette fuel-injected sports car (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, precisely electronic injection systems Bosch (electronically controlled) 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 fuel injection systems (injector) swept the 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 in mass-produced cars were used by Mazda and the 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 abandoned the use of rotary engines. The last model with a rotary engine was the .
But recently, in 2015, Mazda on Tokyo Motor Show introduced the concept car RX-Vision-2016, which uses a rotary engine. As a result, rumors began to appear in the world that the Japanese were planning to revive rotary cars. 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. How fewer cylinders running 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 car manufacturers already use this system on their production cars. 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.
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. Volume road transport already by the middle of the last century 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, it was used steam engine. 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 road, rail and water transport, in 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) - type of engine, heat engine, in which the chemical energy of the fuel (usually liquid or gaseous hydrocarbon fuel) that burns in the 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 open and close automatically when the engine is running. right moments. 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 the 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. In this case, the camshaft cams open the intake 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, the air-fuel mixture is ignited by a spark from a spark plug. During the piston's journey from top point into the lower fuel burns out, and under the action of heat working mixture expands pushing the piston. After the bottom dead center of the operating cycle, the exhaust valve opens, 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 big power, nor the absence of a cumbersome valve system and camshaft, neither cheapness in manufacturing is able to block the advantages of four-stroke engines - greater resource, bo ́ better economy, cleaner exhaust and less noise. Scheme ICE operation(two-stroke and four-stroke) are 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. Main ICE advantage is independence from permanent sources of energy (water resources, power plants, etc.), and therefore installations equipped with internal combustion engines can freely move and be located anywhere. And, despite the fact that internal combustion engines are an imperfect type of heat engines ( loud noise, toxic emissions, smaller resource), due to their autonomy, internal combustion engines are 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, a steam boiler with a 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 of a 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-acting, that is, the working chambers were alternately acting 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 century, which is rightly called the "automobile era", everything has 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 the company Otto & Co. in Cologne - and focused on finding 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 issued a German patent No. 532 for a four-stroke internal combustion engine (Appendix 3). During the first 20 years, N. Otto's plant built 6,000 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 tricycle 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 V-engines, 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 was injected into the prechamber, made of cast iron with a copper insert, which made it possible to obtain a high surface temperature 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 of a 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, the specialists of pre-revolutionary Russia carried out undoubtedly large independent developments in the field of compression-ignition engines. The successful development of diesel engineering in Russia is explained by the fact that Russia had its own oil, and Diesel engines most met the needs of small enterprises, therefore, production 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 performance continues gasoline engines and diesels. The development of gasoline engines is on the way to improve their environmental performance, efficiency and power performance by more wide application and improvement of the gasoline injection system into the cylinders; applications electronic systems injection control, charge separation 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) Annex 3 Otto engine
With content
Introduction…………………………………………………………………….2
1. History of creation……………………………………………….…..3
2. History of automotive industry in Russia……………………………7
3. Piston engines internal combustion……………………8
3.1 ICE classification ………………………………………….8
3.2 Basics of piston internal combustion engines ………………………9
3.3 Principle of operation……………………………………………..10
10
3.5 The principle of operation of a four-stroke diesel engine……………11
3.6 The principle of operation of a two-stroke engine…………….12
3.7 Duty cycle of four-stroke carburetor and diesel engines………………………………………….…………….13
3.8 Four-stroke engine duty cycle………...……14
3.9 Working cycles of two-stroke engines………………...15
Conclusion………………………………………………………………..16
Introduction.
The 20th century is the world of technology. Mighty machines extract from the bowels of the earth millions of tons of coal, ore, oil. Powerful power plants generate billions of kilowatt-hours of electricity. Thousands of factories and factories produce clothes, radios, televisions, bicycles, cars, watches and other necessary products. Telegraph, telephone and radio connect us with the whole world. Trains, boats, planes high speed carry us across continents and oceans. And high above us, outside the earth's atmosphere, rockets and artificial satellites of the Earth fly. All this does not work without the help of electricity.
Man began his development by appropriating the finished products of nature. Already at the first stage of development, he began to use artificial tools.
With the development of production, the conditions for the emergence and development of machines begin to take shape. At first, machines, like tools, only helped a person in his work. Then they began to gradually replace it.
In the feudal period of history, for the first time, the power of the water flow was used as an energy source. The movement of water rotated the water wheel, which in turn powered various mechanisms. During this period, a wide variety of technological machines appeared. However, the widespread use of these machines was often hampered by the lack of water flow nearby. It was necessary to look for new sources of energy to power machines anywhere on the earth's surface. They tried wind energy, but it turned out to be ineffective.
They began to look for another source of energy. Inventors worked for a long time, they tested many machines - and finally, a new engine was built. It was a steam engine. It set in motion numerous machines and machine tools in factories and factories. At the beginning of the 19th century, the first land steam vehicles, steam locomotives, were invented.
But steam engines were complex, bulky, and expensive. The rapidly developing mechanical transport needed a different engine - small and cheap. In 1860, the Frenchman Lenoir, using the structural elements of a steam engine, gas fuel and an electric spark for ignition, designed the first practical internal combustion engine.
1. HISTORY OF CREATION
To use internal energy means to do useful work at the expense of it, that is, to convert internal energy into mechanical energy. In the simplest experiment, which consists in pouring a little water into a test tube and bringing it to a boil (moreover, the test tube is initially closed with a cork), the cork rises under the pressure of the resulting vapor and pops out.
In other words, the energy of the fuel is converted into the internal energy of the steam, and the steam, expanding, does work, knocking out the plug. So the internal energy of the steam is converted into the kinetic energy of the tube.
If the test tube is replaced with a strong metal cylinder, and a plug with a piston that fits snugly against the walls of the cylinder and is able to move freely along them, then you get the simplest heat engine.
Heat engines are machines in which the internal energy of the fuel is converted into mechanical energy.
The history of heat engines goes back to the distant past, they say, more than two thousand years ago, in the 3rd century BC, the great Greek mechanic and mathematician Archimedes built a cannon that fired with steam. The drawing of the cannon of Archimedes and its description were found 18 centuries later in the manuscripts of the great Italian scientist, engineer and artist Leonardo da Vinci.
How did this gun fire? One end of the barrel was strongly heated on fire. Then water was poured into the heated part of the barrel. The water instantly evaporated and turned into steam. The steam, expanding, threw out the core with force and a roar. What is interesting for us here is that the barrel of the cannon was a cylinder along which the core slid like a piston.
Approximately three centuries later, in Alexandria, a cultural and rich city on the African coast of the Mediterranean Sea, the outstanding scientist Heron lived and worked, whom historians call Heron of Alexandria. Heron left several works that have come down to us, in which he described various machines, devices, mechanisms known at that time.
In the writings of Heron there is a description of an interesting device, which is now called Heron's ball. It is a hollow iron ball fixed in such a way that it can rotate around a horizontal axis. From a closed boiler with boiling water, steam enters the ball through a tube, it escapes from the ball through curved tubes, while the ball begins to rotate. The internal energy of the steam is converted into the mechanical energy of the rotation of the ball. Heron's ball is a prototype of modern jet engines.
At that time, Heron's invention did not find application and remained only fun. 15 centuries have passed. During the new flowering of science and technology, which came after the Middle Ages, Leonardo da Vinci thinks about using the internal energy of steam. There are several drawings in his manuscripts depicting a cylinder and a piston. Under the piston in the cylinder is water, and the cylinder itself is heated. Leonardo da Vinci assumed that the steam formed as a result of heating water, expanding and increasing in volume, would look for a way out and push the piston up. During its upward movement, the piston could do useful work.
Giovanni Branca, who lived for the life of the great Leonardo, imagined an engine using steam energy somewhat differently. It was a wheel
blades, a jet of steam hit the second with force, due to which the wheel began to rotate. In fact, it was the first steam turbine.
In the 17th-18th centuries, the Englishmen Thomas Savery (1650-1715) and Thomas Newcomen (1663-1729), the Frenchman Denis Papin (1647-1714), the Russian scientist Ivan Ivanovich Polzunov (1728-1766) and others worked on the invention of the steam engine.
Papin built a cylinder in which a piston moved freely up and down. The piston was connected by a cable, thrown over the block, with a load, which, following the piston, also rose and fell. According to Papin, the piston could be connected to some machine, such as a water pump, which would pump water. Popox was poured into the lower hinged part of the cylinder, which was then set on fire. The resulting gases, trying to expand, pushed the piston up. After that, the cylinder and piston were doused with diode water from the outside. The gases in the cylinder cooled, and their pressure on the piston decreased. The piston, under the action of its own weight and external atmospheric pressure, descended, while lifting the load. The engine did useful work. For practical purposes, he was unsuitable: the technological cycle of his work was too complicated (backfilling and ignition of gunpowder, dousing with water, and this is throughout the entire operation of the engine!). In addition, the use of such an engine was far from safe.
However, it is impossible not to see features in Palen's first car modern engine internal combustion.
In his new engine, Papin used water instead of gunpowder. It was poured into the cylinder under the piston, and the cylinder itself was heated from below. The resulting steam raised the piston. Then the cylinder was cooled, and the steam in it condensed - again turned into water. The piston, as in the case of a powder engine, fell down under the influence of its weight and atmospheric pressure. This engine worked better than the gunpowder, but for serious practical use was also of little use: it was necessary to turn on and off the fire, supply chilled water, wait until the steam condenses, turn off the water, etc.
All these shortcomings were due to the fact that the preparation of the steam necessary for the operation of the engine took place in the cylinder itself. But what if ready-made steam, obtained, for example, in a separate boiler, is let into the cylinder? Then it would be enough to alternately let steam and then cooled water into the cylinder, and the engine would work with more speed and lower fuel consumption.
This was guessed by a contemporary of Denis Palen, Englishman Thomas Savery, who built a steam pump for pumping water from a mine. In his machine, steam was prepared outside the cylinder - in the boiler.
Following Severi, the steam engine (also adapted for pumping water from the mine) was designed by the English blacksmith Thomas Newcomen. He skillfully used much of what was invented before him. Newcomen took a cylinder with a Papin piston, but he received the steam to lift the piston, like Severi, in a separate boiler.
Newcomen's machine, like all its predecessors, worked intermittently - there was a pause between two strokes of the piston. It was as high as a four or five-story building and, therefore, exceptionally<прожорлива>: fifty horses barely managed to deliver fuel to her. The attendants consisted of two people: the stoker continuously threw coal into<ненасытную пасть>furnaces, and the mechanic operated the taps that let steam and cold water into the cylinder.
The engine is one of the main components of a car. Without the invention of the engine, the automobile industry would likely have stalled immediately after the invention of the wheel. A breakthrough in the history of the creation of cars occurred thanks to the invention of the internal combustion engine. This device has become a real driving force that gives speed.
Attempts to create a device engine-like internal combustion began in the 18th century. Many inventors were involved in the creation of a device that could convert fuel energy into mechanical energy.
The first in this area were the Niepce brothers from France. They came up with a device that they themselves called "pyreolofor". Coal dust was supposed to be used as fuel for this engine. However, this invention never received scientific recognition, and existed, in fact, only in the drawings.
The first successful engine to be marketed was an internal combustion engine by the Belgian engineer J.J. Etienne Lenoir. The year of birth of this invention is 1858. It was a two-stroke Electrical engine with carburetor and spark ignition. The fuel for the device was coal gas. However, the inventor did not take into account the need for lubrication and cooling of his engine, so he worked for a very short time. In 1863, Lenoir redesigned his engine - added the missing systems and introduced kerosene as a fuel.
J.J.Etienne Lenoir
The device was extremely imperfect - it got very hot, it used lubricant and fuel inefficiently. However, with the help of it went tricycles which were also far from perfect.
In 1864, a single-cylinder carburetor engine powered by the combustion of petroleum products was invented. The author of the invention was Siegfried Markus, he also presented to the public a vehicle that develops a speed of 10 miles per hour.
In 1873, another engineer - George Brighton - was able to design a 2-cylinder engine. Initially, it ran on kerosene, and later on gasoline. The disadvantage of this engine was excessive massiveness.
In 1876, there was a breakthrough in the industry of creating internal combustion engines. Nicholas Otto was the first to create a technically complex device that efficiently converted fuel energy into mechanical energy.
Nicholas Otto
In 1883, the Frenchman Edouard Delamare develops a blueprint for an engine powered by gas. However, his invention existed only on paper.
In 1185, a big name appears in the history of the automotive industry -. He was able not only to invent, but also to put into production a prototype of a modern gas engine - with vertically arranged cylinders and a carburetor. It was the first compact engine, which also contributed to the development of a decent travel speed.
In parallel with Daimler, he worked on the creation of engines and cars.
In 1903, the Daimler and Benz companies merged, giving rise to a full-fledged automobile manufacturing enterprise. This is how it started new era, which served to further improve the internal combustion engine.
