Adaptive_engine

An adaptive engine permitted four work conditions (a four-cycle ICE, a two-cycle ICE, a pneumatic engine and a pneumatic brake with regulated gas-distributive phases) was projected. Also thermal and kinematic calculations of a basic four-cycle version of an ICE were conducted. A stuctural scheme of patentable mechanisms of a relative turn and an operated reduction gear were found.

An internal-combustion engine is a particular version of a volumetrical displacement machine, which also contains pumps and compressors for various purposes. Among the whole variety of mechanisms of the volumetrical displacement machines a crank and slide piston mechanisms are widely adopted in the motor-car industry. Particularly it is a four-cycle piston ICE which is more economical in comparison with a two-cycle ICE. The two-cycle ICE was inferior to the four-cycle ICE in economy till recently, as a part of a fresh working mixture got into an exhaust manifold during carburetor mixing in a gaseous exchange process. Last years the situation radically changes in connection with spreading of more perfect mixing systems, specifically of solid injection of fuel systems; and with using of edditional valves in the two-cycle ICE provided realization of longitudinal expulsion. In some spesialists' opinion the two-cycle ICE will be able to press seriously the four-cycle ICE in new mass cars in a few years. In theory the two-cycle ICE in comparison with the four-cycle ICE with the same working valume can provide almost double encrease of a litre capacity with the same revolutions by doubling working strokes.

Encouraging results of many companies produced car engines specifically the Orbital Engine Co and the AVL (picture 1 a,b) is evidence of possibility of wide using of the two-cycle ICE in a car industry already in nearest time. Particularly an agreement about installing of such engines in Russian cars was concluded between the Orbital Engine and the ZIL at the end of 2001.

Modern ecological and economical requirements make to search not only new constructions of engines, but also alternative energy sources. There are many positive results in using of electric energy in cars. Modern electric cars have not only chemical accumulators, but also fuel elements. For example, an experimental car "Antel" VAZ uses hydrogen and oxygen as a fuel.

The most original technical offer (suggestion) during last years was using of compressed gas as energy source for a car. The greatest success was reached by Netherlands firm Motor Development International (MDI) which advertised particularly a car TOP-TAXI and plants for its assembling widely. Pay attention to the fact that reciprocating engines are used in a power assembly of various modifications of the car. (Figure 2a, b, c)

It's necessary to note that besides of using of compressed air there are offers to use liquid nitrogen as a "fuel" for a reciprocating ICE, highly perspective for city transport, especially for the cities where oxygen is produced.

So, reciprocating engines of volumetric displacement have perspectives for the further practical application not only in the ICE working on a liquid fuel, but also on other kinds of fuel.

The reciprocating ICE in famous constructions of some heavy cars have one more working regime - is using as a brake mechanism. Large trucks and buses of Caterpillar, MAN etc. use brake systems of (first of all) firms Jake Brake and MAN (figure 3a, b), where an engine is transferring to a working regime as a compressor by using additional hydro drive of a gas-distributing mechanism.

A cylinder installed in such way that a piston (slider) cinematically connected with a crank by a piston can move easily is general constructive elements for the two-cycle and four-cycle ICE, pneumatic engine and pneumatic brake. Transferring of such engine of volumetric displacement from one working regime to another can be realized by changing of gas-distributing phases. That is why perfection of systems of changing of gas-distributing phases of the four-cycle ICE is of practical interest.

Phases of distribution (gas-distribution) are angles of opening and shutting of valves, calculated in degrees of turning of a crankshaft from theoretically dead points.

Phases of gas-distribution are called "rich" if angles of valve action are big and therefore deflection of beginning and ending of work of valves from theoretically dead points of corresponded crank, and "poor" if the angles are comparatively little (table 1, figures 4a, 4b)

"Rich" phases

"Poor" phases

Work of valves

Suction-

valve

Exhaust valve

Work of valves

Suction-valve

Exhaust valve

Opening point

Shutting point

Action angle

Overlap

Clearance (mm)

-15� HDP

+70� LDP

265�

+30�

0,1

-70� LDP

+15� HDP

265�

0,15

Opening point

Shutting point

Action angle

Overlap

Clearance (mm)

+10� HDP

+35� LDP

205�

-5�

0,3

-40� LDP

+5� HDP

225�

0,7

Plus (+) means "after the dead point", minus (-) means "before the dead point.

HDP - high dead point, LDP - low dead point.

Proceed from conditions of reduction of production prices (the same copiers) distribution phases with equal action angles of suction and exhaust valves are used widely (figure 4a), but with certain loss at a gas-distributing system.

A theoretical determination of the distribution phases is impossible just as it's impossible theoretically to glean (select) piping because of big amount of facts. Totality of the facts is so complicated that it does not have analytical decision.

That is why when projecting an engine distribution phases are outlined by analogy with distribution phases of already working and presented itself in good light engines of similar type. Then when producing an experimental specimen by a plant (sometimes very long) tests the distribution phases, piping, carburetor regulator, i.e. the whole gas-distributing system is selected finally. This selection is made especially careful on working regimes and revolution of an engine where it's important to get the most complete characteristic.

Table2. Recommended diapasons of changes of gas-distribution phases of the four-cycle ICE

Entrance (inlet)	Opening From	�� -20� HDP �� +10� LDP
Entrance (inlet)	Shutting From	�� +20� HDP �� +75� LDP
Discharge (exhaust)	Opening From	�� -35� HDP �� -70� LDP
Discharge (exhaust)	Shutting From	�� +5� HDP �� +30� LDP

The above-mentioned about carburetor engines is also applicable for gas, gas generator and diesel engines.

It's known that an engine to have little mass and dimensions it is necessary to increase its working gyration frequency. It leads (with the given capacity) to lowering of torque on the engine shaft. But it is more desirable for a car, for example by moving at bad roads, lowering of gyration frequency of an output shaft with increasing of torque corresponded to it. So, conflicting demands are made to it. That is why it is necessary to introduce a system regulating phases of gas-distribution in a working process of the engine to the gas-distributing mechanism.
The Alfa-Romeo Company was one of the first who dare to take this decisive step in 1983. It mounted to an engine a hydro mechanical system worked by a signal of an electronic system of managing of an engine, which changed by rotation an initial angular position of two top rotating distributive shafts, that is a distributive shaft of inlet valves during car moving. Later this principle (way) was used by the Daimler-Benz and the Nissan. The Honda offered a more complicated system VTEC provided for synchronous changing of valves lifting stroke. Today the both systems are going to be produced and correct passing of a maximum point curve by revolutions. It is possible to increase quantity of a torque for 25-30% on low revolutions and for 5% by rotated revolution frequency. Valves lifted synchronously with regulation of gas-distribution phases allowed achieving the velocity of air entry into a cylinder was sufficient for intensive turbulention of charge with low gyration frequency.
So, the task of technical research of this work is next: projecting of a mechanical system of gas-distribution phases changing of a four-cycle internal-combustion engine oriented for possibility of mass production distinguished with patent novelty.
The most modern engine of a car VAZ 2112 of "AvtoVAZ" with two distributive shafts was taken as a prototype. As there are no draughts of the engine the initial data was taken from press materials. [4]

There are internal-combustion engines consisted of a volumetric ousting machine with separate camshafts of inlet and exhaust valves with regulating mechanisms of beginning of valves opening phases and with pulleys connected by flexible tie, for example by a tooth belt, with a driving crankshaft pulley, specifically by the Patent RF ¹2109145 for "Connection of an engine with a gear pulley and an engine".

There is a modern pneumatic engine MDI with a mechanism of a volumetric ousting which is more complicated in comparison with a traditional crank-slider mechanism of majority of a modern ICE.

Shortcoming of the last mechanism using pressed gas as an energy source is a limited area of practical use.

For this purpose the driving pulley is connected with a crankshaft by a switching reduction gear, indicators of camshafts and pulleys position and a managing block of regulation of beginning of moving valves phase's mechanisms are mounted.

The camshafts 1 and 2 of the admission and exhaust valves of a four-cycle internal-combustion engine, not showed on the picture, are connected with the driving pulleys 3 and 4 with help of the mechanisms regulated beginning of displacement phases of the valves 5 and 6, for example by the patent RF ¹2109145 or another equipment (mechanism) with managed drives not also showed on the picture. A flexible tie, for example the tooth belt 7 gives gyration (rotation) from the driving pulley 8, connected with the crankshaft, not showed on the picture, by the switching reduction gear.

The stretch roller 10 compensates admittance on the tooth belt 7 lengths; it's drawing out and provides comfort of assembling of a belt drive.

The marks 11, 12 and 13 on the pulleys 3, 4 and 8 and marks 14 and 15 on the camshafts 1 and 2 are made for registration on the each revolution of angular displacements Δ φ₁ and Δ φ₂ of the each driving shaft 1 and 2 from the driving pulley 8 with help of the indicators (not showed on the picture) hard bounded with the engine frame, the signals from them are transferred to the control block 16.

The offered engine has four main work regimes: a four-cycle ICE, a two-cycle ICE, a pneumatic engine and a pneumatic brake.

The switching reduction gear 9 (its construction is unimportant for this description) connects hardly a crankshaft of the engine with the driving pulley 8. When diameter of the driving pulley 8 is equal to a half of diameters of the driving pulleys 3 and 4, the camshafts make one revolution at two revolutions of the crankshaft. Depending on gyration frequency of the crankshaft signals of the indicators from the marks 11-15 etc, the control block 16 forms corresponding signals on drives of the mechanisms 5 and 6 changing points of beginning of valves displacement phases.

The switching reduction gear 9 doubles gyration frequency of the driving shaft 8. At one revolution of the crankshaft of an engine the camshafts make one revolution too. The control block 16 by corresponded program reorganizes the gas-distributing mechanism from a four-cycle to a corresponded to base two-cycle version and correct the removal Δ φ₁ and Δ φ₂ at working process of the engine.

The engine can use pressed gas as an energy source at two-cycle and four-cycle working regime taking into account a possibility of changing of gas-distribution phases with help of the mechanisms 5 and 6.

But using of a standard ICE as a pneumatic engine without considerable completion will not provide high energetic perfection. However this regime can get practical use at starting of an engine or at short driving in ecologically clean territories.

Changing gas-distribution phases of the engine it is possible to use it as a compressor, specifically by driving on slopes and also by braking.

In comparison with well-known brake systems by an engine, for example Jake Brake or MAN, the offered engine doesn't need any completions for realization of this regime.

In comparison with a prototype (the engine by the patent RF ¹2109145) the offered engine has wider sphere of practical application.

In this engine changing of gas-distribution phases is making by an electromechanical control system with a special computer. The scheme of the system is unimportant for this description.

There is "connection of an engine with a gear pulley and an engine" by the patent RF ¹2109145 (figure 6) where a tooth planetary mechanism is used to achieve a relative turn of the adjustable pulley and shaft.

A shortcoming of this equipment (mechanism) is complication of the construction with limited efficiency.

For this purpose a shaft and a pulley, an immovable frame and additional coaxial bush, rings with driven and driving pins are made as rotatory kinematical pairs. The shaft and the pulley, the frame and the bush have cuts to which the driven and the driving pins are installed correspondingly.
On the figure7 there is a structural scheme of the offered mechanism.

The shaft 1 free rotated in the immovable frame (post) and the pulley 2, the immovable frame 3 and the coaxial bush 4, the rings 5 and 6 with the driven pin 7 and the driving pin 8 correspondingly are made as rotatory kinematical pairs, and the bearing cage 9 can be fixed between them. The shaft 1 and the pulley 2 are made with the slots 10 and 11, the frame 3 and the bush 4 are with the slots 12 and 13, where the driven 7 and the driving 8 pins are installed correspondingly. The bush 4 can be made with the worm-wheel 14 conjugate to the worm 15 bringing to gyration (rotation) for example by a reversing electric motor (not showed on the scheme).

When the bush 4 rotated the pin 8 moves along an axle of the shaft 2 interacting with sides of the slots 12 and 13, one of them at the minimum is screw.

Transference of the driving pin 8 and therefore the ring 6 leads to transferring of the driven pin 7, which interact with sides of the slots 10 and 11 and turns the shaft 1 to the shaft 2 relatively, both in quiescent state and by gyration of it.

In comparison with the prototype (the mechanism according to the Patent RF ¹ 2109145) the given arrangement is notable for more technological construction. It has high capacity for work and reliability when using modern materials and technologies for increasing of contact solidity.

The arrangement closest by construction to the given one is a mechanism with two freely rotated central gears and conjugated to them as minimum one satellite with a bevel pinion cage.

When one of the central gears is rotating the differential mechanism does not provide definition of a transmission relation between the central gears.

The object is to reach two different transmission relations between central gears.

With this purpose a bevel pinion cage is connected by rotator kinematics pair with additionally installed carriage which is able to move along a shaft of one of the gears. Other gear and a carriage, a bevel pinion cage and immovable base are made with elements of cam clutches.

The central gear 1 is installed to be able moving easily on the axle of the gear 2 which rotate freely in immovable frame 3, and conjugate satellite 4, in particular two-crown satellite with crowns 4 and 41, on the bevel pinion cage 5. The carriage 6, additionally fixed with possibility to move freely along an axle of the gear shaft 2, for example with using of key or spline connection, bound to the bevel pinion cage 5 by rotator kinematics pair. The gear 1 and the carriage 6 are made with conjugate elements 7 and 8 of a cam clutch, which shown in separate condition. The bevel pinion cage 5 and immovable frame 3 are also made with elements 9 and 10 of cam clutch. The gear 1 can be made with the pulley 11.

When putting the elements 9 and 10 of a cam clutch "the bevel pinion cage 5 - the immovable frame 3" into engagement as shown on the scheme, rotating of the driving gear 2 is transferring to the satellite 4 and then to the driven gear 1.

By transmission relation _2-4= -Z₄/ Z₂= -0,5 � U₄^I_-1= - Z₁/ Z₄^I= -1, transmission relation U_2-1=0,5 is reached, i.e. the driven gear 1 rotates twice quicker then the driving gear 2.

When putting into engagement of the elements 7 and 8 of the cam clutch "the gear 1 - the carriage 6", straight transmission between the gear 2 and the gear 1 is reached, i.e. they rotate with equal angular speed. Relative removal of the gears 1 and 4^I, and also 2 and 4, do not have an influence on capacity for work of the mechanism as no torque is transferring to the satellite 4.

When taking the elements of cam clutches 7 and 8, and also 9 and 10, out of engagement transmission of rotating between gears 1 and 2 is excluded, i.e. "idling" is provided.

Peculiarity of this mechanism is that "idling rotation" of the satellite 4 by "straight transmission" is excluded and its resource and capacity for work is increasing.

In comparison with the prototype - the tooth differential mechanism - the given arrangement provides possibility of reaching of two transmission relations and also idling between central gears.

For one crankshaft revolution the driving pulley makes one revolution. Therefore by diameters of driven pulleys equal to double diameter of the driving pulley when crankshaft makes two revolutions both camshafts make one revolution.

5) Radius of a roller or sliding surface of a rocker (in case of a push rod with a flat plate this radius is equal to infinity) (figure 9a, b).

If forestalling of a valve opening is A and lag of shuttering is B, then cam angle α can be defined in the next way:

as the cam rotates twice slower then a crank. For example, a suction-valve opens for 20� before HDP and shuts when a crank turns to 50� crossing LDP. Then by zero clearances between elements of a cam mechanism (figure 9b) α=

=125�30΄

By projecting a gas-distribution mechanism a problem of cam profiling is of great importance. A profile of a cam must answer the next main requirements:

b) acceleration (or deceleration) of a valve moving must not to excel certain limit or else for opposing to inertia forces very strong springs will be necessary, which increase mechanical loses and not desirable at constructive reasons;

c) A cam must be simple enough for producing. From this point of view convex profiles consisted of arcs and straight lines are more convenient. They usually used in practice. Profiles with concave parts of a curve can be grinded if only radius of grinding wheels is less than min. radius of curvature of a corresponding profile part.

As was marked earlier possibility to change gas-distribution phases makes characteristics of an engine considerably better. It is necessary to mark that there are gas-distribution systems in which by using electromagnetic drive both duration of phases of valve lifting/drawing down and a moment of opening starting are changing. In the most widespread gas-distribution systems cam mechanisms with constant phases of moving away and return are used. In adjustable GDM with camshafts they more frequently use mechanisms which admit changes of a valve open-starting moment and therefore are not engaged in changing of phases of moving away and return of a cam mechanism. In this case by constant cam angle changing of GDM phases is also happens. Concentration of an attention on a system of GDM regulating with applying of traditional cam crankshafts provides possibility to create reliable and hardworking engines.

Perfection of working of two-cycle or four-cycle engines depends on gas-distributing phases rather than on dimensions of inlet and exhaust parts. It's impossible to calculate the phases for certain.

For example, in the NAMI a two-cycle engine was constructed. It was designed on capacity of 90 HP and 1800 rev. per minute. During the first test it made 23 HP (!) and 1525 rev. per minute. When making of 14 alterations (sawing of windows, arrangement of additional windows, etc.) capacity of the engine reached 85 HP and 1630 rev. per minute.

For a car engine big value of torque on low frequencies of a crankshaft revolution is much desired. When increasing of torque and at the same time decreasing of frequency of an engine revolution speed of a car driving on rise is falling, but it's unnecessary to switch a gear-box on lower stage, that is comfortable for a driver. And this characteristic of torque is always desirable.

Dependence of engine torque on its frequency of revolution is conditioned to the great degree by gas-distribution phases, i.e. by moments of opening and shuttering of valves. To get good filling of cylinders by low frequencies of a crankshaft rotation big lag of an inlet valve after the lowest dead-point (LDP) is not required, as by low speed of air crossing a valve chink in this conditions the cylinder is filled with gas mixture very well. That is why it's advisable to shut an inlet valve by low rotation frequencies right after the LDP.

During expansion for reaching of bigger meaning of torque so that pressing of gases in a cylinder acts on a piston as long as possible, and an exhaust valve opens as close as possible to a piston position in LDP. By low rotation frequencies of little duration it's enough to open a valve for decreasing of gas pressing at a cylinder before a valve reach LDP, and on escape time when a valve is moving to high dead-point (HDP) big opposite pressing of waste gases will not operate on it any more.

There is another way with high revolution frequencies. The time when valves are open decreases. That is why for good filling and cleaning of a cylinder the valves must be open during bigger angle of a crankshaft rotation. So an admission valve must be closed later and an exhaust valve must be open before LDP. Sure, such gas-distribution phases are disadvantageous by low frequencies of rotation as in this case before closing of an inlet valve part of the air (which got there before) are pushing out. And an exhaust valve is opened too early and gases taking out of the cylinder with relatively high pressure, i.e. with not completely used energy.

A camshaft provides the next gas-distribution phases: opening of an inlet valve - 5˚ before HDP, shutting - 45˚ after LDP, opening of an exhaust valve - 55˚ before LDP, shutting - 21˚ after HDP.

Gas-distribution phases: an admission valve is opened for 18˚ before HDP and closed in 58˚ after LDP; an exhaust valve is opened in 58˚ before LDP and closed in 18˚ after HDP.
In an engine with working volume 948 cm3 diameters of an inlet canal and an inlet piping were enlarged in accordance with changing of diameter of a carburetor diffuser chamber from 26 to 28 mm. Gas-distribution phases were changed. An inlet valve was opened in 12˚ before HDP and closed in 52˚ after LDP and an exhaust valve was opened in 52˚ before and closed in 12˚ after HDP.

So having the present knowledge it would be better by setting phases of gas-distribution of windows to allow the way which was planned before, i.e. to take average distributive characteristic (as it's practiced in calculating of four-cycle engines) and set them in accordance with theoretical and practice data also noting that final corrections will be made experimentally.

Common recommendations in choosing of diapasons of changing of gas-distribution phases were given earlier in the table 1.

An adaptive engine admits possibility to change gas-distribution phases in the process of work. Not changing phases of moving away and coming back of a cam mechanism, i.e. by constant angles of cams of camshafts we regulate moments of starting of valves opening. A navigation computer of managing system gives to a gear of mechanisms of relative turn corresponding orders provided work of an engine for required regime of a car engine.

Beforehand on a base of theoretic and experimental researches they select gas-distribution phases for the next active regimes of a car engine: economic, speed, traction and ecological. Projecting of the managing system is out of this work. Main requirements to it will be formulated further.
Gas-distribution phases for a four-cycle base regime of work for the projected engine are given on a figure 10a. Changing of gas-distribution phases with constant coefficient of increasing of pressure k=P_z/P_c leads to changing of both capacity and frequencies of rotation of an output shaft of an engine at settled regimes of work (figure 10b). Using of camshafts with different angles of cams expand diapason of possible changing of capacity of an engine (figure 10c).

For one revolution of a crankshaft a driving pulley makes two revolutions. Therefore, by diameter of driven pulleys is equal to double diameter of a driving pulley, for one revolution of a crankshaft the both camshafts make one revolution too. Doubling of revolutions of a driving pulley is provided by a switch able transmission.

Two-cycle work regime needs blowing a cylinder off at LDP. For this reason by ordering of a managing system of a camshaft of exhaust valves there is an escape phase Δφ2, which rotates relatively its own pulley and exceeds an inlet phase Δφ1. (figure 11). To increase effectiveness of percentage of interchange of gases it's desirable to open an exhaust valve earlier than an inlet one. And shutting of an exhaust valve must define shutting of an inlet one.

On the figure 11a, b, c there are indicator diagrams and values of capacity and frequency of rotation on settled work regime for various combinations of phases of exhaust and inlet valves by an angle of a cam of an exhaust camshaft exceeded an angle of a cam of an inlet camshaft.
Calculations were made by using "Piston" program provided definition of settled work regime of a two-cycle ICE.

Making a choice to use four-cycle regime for a projecting engine as a basic regime we have certain restrictions eliminated possibility to optimize its two-cycle work regime. In particular we have to use camshafts with cams which angles are optimum. However as we can see on the diagram at the figure 11b two-cycle regime provides considerable increase of capacity of the projecting engine.

A switch able reduction gearbox provides one revolution of camshafts for two revolutions of a crankshaft.
Using of compressed gas as an energy source for a piston engine requires fundamental changes of gears, in particular a gear of inlet valves. Theoretically it's able to consider short-time opening of an inlet valve in HDP work as ideal. Using of a camshaft of inlet valves of base four-cycle engine requires non-standard approach and organizing of interchange of gases process.
Let's take the next as a working hypothesis. By symmetric arrangement of a cam angle relatively HDP a work of depressed gas from a high-pressure bladder is approximately equal to a work of its expansion. At phase of inlet Δφ1�α1/2 (figure 12b), i.e. at time of opening of an inlet valve by its coming up to HDP is less than time of its shuttering by moving away from HDP, a useful work is possible (by excepting of loss through piston). (figure 12b).

Possibility of changing of gas-distribution phases of a piston engine provides realization of a pneumatic brake regime. Beforehand, feeding of fuel to cylinders stops and the ignition switches off. Four-cycle regime. Switch able redaction gearbox of a driving pulley provides one revolution of each of driven pulleys for two revolutions of a crankshaft. Gas-distributing phases changes (figure 13a), that leads to changes of a indicator diagram (figure 13b). By rotating of a crankshaft it's necessary to make a work to get over resistance of depressed at a cylinder air. Two-cycle regime. Switch able redaction gearbox of a driving pulley provides one revolution of each of driven pulleys for one revolution of a crankshaft. Changing of a gas-distribution phase (figure 13c) provides achievement of work of air depressing in cylinders, that is confirmed by the indicator diagrams (figure 13d), i.e. transfers an engine to a pneumatic brake regime.

Note that using of supercharge leads to considerable increasing of effectiveness of a braking regime. (figure 13b,d).

As at an engine regime, correcting of gas-distributing phases at a pneumatic regime allows to optimize a brake process of an automobile taking into account its mass, movie speed, and also transmission correspondence from driving-wheels to a shaft of an engine.

An on-board computer of a management system of an engine (figure 14) is connected with sensors of position of driving and driven pulleys and camshafts and with gears of mechanisms of relative revolution and switch able transmission.

Fixing of sensors of positions of driving and driven pulleys allows defining angles of misalignments γ1 and γ2 of HDP marks of driven and driving pulleys.

Position sensors of camshafts of inlet and exhaust valves provide possibility to register phases of moments of starting of their opening Δφ1 and Δφ2

By orders of a board computer gears of mechanisms of a relative turn and a switch able transmission provide transfer onto one of four working regimes and also optimization of these processes.

A management system of a gas-distribution mechanism of an engine can be used at any of working regimes also for realization of various regimes of an automobile moving. There are four main regimes of an automobile moving:

Each of the regimes provides optimization of one of parameters with some worse of others. For example, at the high-speed regime some increase of fuel expense can be done, at the economic - some decreasing of moving speed, at the tractive - max increase of torque on driven-wheels, at the ecological - to reduce speed and moving capacity to minimize damage to environment.

Working up of a management system of gas-distribution mechanism is out of this work. The main attention was attracted to research of original mechanisms which allow practical realization of possibilities of perspective management systems.

There are different ways to increase efficiency of an ICE with spark ignition provided its work on depleted working mixture by local increase of concentration of working mixture fuel near to plug's electrodes.

The closest to the given way is that one when central and side electrodes of a spark-plug are fixed along working mixture stream from under a inlet valve.

Shortcoming of the latest way is its little efficiency by using of a standard spark-plug.

Purpose is to increase of efficiency. For this aim aerodynamic resistance of an aside electrode of a spark-plug is increased.

There are known various mechanisms which realize methods to increase efficiency of an ICE with a spark ignition by increasing of local concentration of fuel of working mixture near clearance between plug's electrodes. They use cylinders' cover and a piston (sucker) bottom of a special form, e.g. pistons with deflector and deepening and also mechanisms of solid injection of fuel to a plug field.

More close to the offered arrangement is a traditional spark-plug with a frame, central and aside electrodes.

Shortcoming of this mechanism is its relatively low aerodynamic resistance to stream of working mixture from under an inlet valve.

The purpose is to increase efficiency of the offered method. For this aim a frame is made with a mark at outside part on a plane "a central electrode axis - an axis of symmetry of an aside electrode" and an aside electrode is made with wider base. An additional screen is settled on the aside electrode.

On the figure 15a a mark on a frame of a spark-plug is shown, on the figure 15b - there is a plug with widen base of an aside electrode, on the figure 15c - with an additional screen.

A spark-plug with a frame 1, a central 2 and aside 3 electrodes is made with the mark 4, e.g. with a point made by punching on a plane of the axis 0101 of a central electrode 1 and by the symmetry axis 0202 of the aside electrode 2 (fig. 15a). The aside electrode 3 is made with wider base 5 (fig. 15b). The additional screen 6 may be settled both on a plug with widen base 5 and on a standard plug (fig. 15c).

By traditional method of fixing of a spark-plug on an engine placement of an aside electrode is not controlled. As experience shows, its placement doesn't effect on process of ignition of working mixture with enough concentration of fuel in it. However by cold starting and work on depletion mixture fixing of a spark-plug in such way when working mixture from under an inlet valve run onto the central 2 and then to the aside 3 electrode makes work of an engine much better.

Experience check of this way on usual plugs convinces that it's effective. The mark 4 on outside frame of a spark-plug makes the offered way of settling it on an engine easier. The aside electrode 3 with widen base 5 increases its aerodynamic resistance to a stream of working mixture in a field of spark clearance between electrodes 2 and 3.

The additional screen 6 on the aside electrode 3 increases greatly possibility to create optimal aerodynamics in a field of spark clearance. Considerable fact is possibility to settle a screen 6 both on the electrode 3 with widen base 5 and on traditional plugs.

In comparison with prototypes the offered method based on increasing of aerodynamic resistance of aside electrode and a spark with widen base of aside electrode and additional screen provides efficiency of ignition of depletion working mixture that increases capacity for work of an engine.

The results of the work confirm possibility of producing of a multi-cycle ICE and can be used on a stage of draft projecting.

It's necessary to note that producing of such an engine is connected with working out of a managing system, which requires not only theoretical basis but also rather big amount of experimental researches are made beforehand.

Organization of works in producing of the offered adaptive engine is of practical value. At the first stage - there is projecting of a four-cycle version, and then - of a multi-cycle one.

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