WO2019160446A2 - Five-stroke operation method for internal combustion engine having split exhaust (variants), turbo-variator, turbo-engine (variants: turbo-piston engine, turbo-reactive engine) - Google Patents

Abstract

The group of inventions relates to mechanical engineering and can be used in engines in general, internal combustion engines, hydraulic machines and engines, hydraulic positive displacement machines, and machine parts. The single general inventive concept of the proposed inventions consists in optimizing the energy released and used during gas expansion and compression processes in engines and during the movement of fluid streams, as well as in the simultaneous use of: the energy released during expansion and displacement by a working fluid in the form of a liquid and/or a gas; the kinetic energy of the working fluid; the reactive energy of the working fluid. This comprehensive approach to using and optimizing various categories of gas-dynamic and hydrodynamic energy makes it possible to increase the degree to which the energy of a working fluid is used for doing mechanical work and, thus, to increase engine power and energy efficiency by 20-40%.

Description

 The method of operation of the internal combustion engine five-stroke separate release of gases (options)

 Turbovariator

 Turbo engine (options - turbo piston engine, turbojet

 engine)

Description of the application for invention

The alleged group of inventions relates to mechanical engineering and can be applied in engines in general, in internal combustion engines, in hydraulic machines and engines, in hydraulic volume displacement machines, in machine parts.

 The single general inventive concept of the alleged inventions is to optimize the released and used energy in the processes of expansion-compression of gases in engines and during the movement of fluid flows, as well as in the simultaneous use of:

 - released during the expansion and displacement of energy by the working fluid in the form of a liquid and / or gas;

 - kinetic energy of the working fluid;

 - reactive energy of the working fluid.

 An integrated approach to the use and optimization of various categories of gas-dynamic and hydrodynamic energies can increase the degree of use of the energy of the working fluid for mechanical work and, accordingly, increase the power and efficiency of the engines.

State of the art

There are various methods of operation of an internal combustion engine, which can be divided: - the simplest method with a four-stroke cycle “intake - compression - working stroke - release”, while between the exhaust stroke and the intake stroke there is a certain time interval for their overlapping, which is described in the technical literature, for example httos: //infopedia.su/5x51 ee.html Operation manual Xa 850.3902150 for YaMZ-850.10YaMZ-8501.10 engines of AUTODIESEL OJSC (Yaroslavl Motor Plant);

 - improved methods using turbocharging, feeding into the cylinders pre-compressed components of the fuel mixture, using a six-cycle cycle, etc., which is described for example: in educational materials ///// Automotive engines: a textbook for students. institutions of higher prof. education / [M.G. Shatrov, K.A. Morozov, I.V. Alekseev et al.]; under the editorship of M. G. Shatrova. — 3rd ed., Rev. and add. — M.: Academy Publishing Center, 2013. — 464 pp. — (Ser. Bachelor). ISBN 978-5-4468-0186-2, ///// Ter-Mkrtichyan, G.G. “Internal combustion engines with non-traditional working cycles” textbook, manual / G.G. Ter-Mkrtichyan. - M .: MADIDBVY 978-5-7962-0202-9, UDC 621.43, LBC 31.365 /.

 A common drawback of the methods of operating an internal combustion engine known from the prior art is the incomplete cleaning of the cylinder after the exhaust stroke, especially in turbocharged engines due to the increased resistance of the cochle type turbine to the exhaust outlet. To increase the degree of cylinder cleaning after the exhaust stroke, they resort to a later (5 ° - 15 °) closing of the exhaust valve after the piston TDC (upper dead center) and earlier (5 ° - 10 °) opening the intake valve to the piston TDC . But due to the joint opening of the valves, a part of the exhaust gases can enter the intake manifold and, as a result, worsen the efficiency (efficiency) and engine power.

 There are various methods of operation of turbine type engines, which can be divided:

 - turbines on the Tesla principle with the supply of the working fluid in a direction tangential to the circumference of the turbine wheel with the transition in the process of working fluid to the center of rotation of the turbine wheel;

 - working on the principle of a water wheel with the simultaneous use of kinetic, potential energies and the output of the working fluid during operation in the direction of the tangent line to the circumference of the wheel;

 - turbines based on the Laval principle with the supply of the working fluid longitudinally to the axis of rotation of the turbine wheel.

Known methods of operation of turbine-type engines are described in technical and patent literature, for example, in the textbook of the State educational institution of higher professional education of the Department of TSTD MSTU "MAMI" B. N. Davydkov V. N. Kaminsky "Systems and units of pressurization of transport engines" Study guide for students of specialties 140501.65 "Engines ^and internal combustion engines", 140503.65 “Gas turbine, steam turbine plants and engines”, RF patent 2016221 “Hydraulic jet turbine”.

 A common disadvantage of the known devices is the underutilization of the released energy during the expansion and compression of gases in engines, as well as in the absence of simultaneous use:

 - released during the expansion and displacement of energy by the working fluid in the form of a liquid and / or gas;

 - kinetic energy of the working fluid;

 - reactive energy of the working fluid.

1) The closest to the method of operation of the internal combustion engine of a five-stroke separate gas release is the four-stroke method of operation of the internal combustion engine (Automotive engines: a textbook for student institutions of higher education / [M. G. Shatrov, K. A. Morozov, I . V. Alekseevi et al.]; Edited by M. G. Shatrov. - 3rd ed., Rev. And add. - M.: Publishing Center "Academy", 2013.— 464 pp. - (Ser. Baccalaureate ) .ISBN 978-5- 4468-0186-2) (p. 23 - 25).

 According to the known method - the first cycle of the engine — the inlet — is realized when the crank shaft crankshaft (PCC) is rotated from 0 to 180 °. In relation to the working cycle of a piston engine, the concepts of “cycle” and “process” do not coincide, since for better organization of gas exchange processes, the inlet and outlet valves open before the start of the corresponding cycles and close after their completion.

 Before the start of the intake, the combustion products remaining from the previous cycle, which are called residual gases, are located in the volume of the combustion chamber Vc. Filling the cylinder with a fresh charge is due to the rarefaction created by the piston moving towards the BDC (bottom dead center).

 Pressure at the end of the intake stroke for a naturally aspirated internal combustion engine = 0.08 ... 0.09 MPa

 The temperature Ta is affected by the heat exchange of a fresh charge with the engine elements that form the intake system and the combustion chamber, and its cooling due to fuel evaporation. To increase the completeness of evaporation, special fuel assemblies (high-frequency current) are sometimes used in the intake pipe either with hot liquid from the cooling system or with exhaust gases). The temperature of the fresh charge in the cylinder also increases due to its mixing with hot residual gases. At rated power mode in a spark ignition engine, fresh charge heating prevails, and Ta = 320 ... 380 K.

The greater the level of gas-dynamic losses, the higher the heating of the fresh charge, the greater the amount of combustion products remaining in the engine cylinder from the previous cycle, the less fresh charge will fit in it by the end of the intake process.

 The second cycle of the engine — compression — is performed when the crank is rotated through an angle φ from 180 to 360 ° PKV (crankshaft rotation).

 The third stroke of the engine — expansion (f from 360 to 540 ° PKV) —includes the combustion of the main share of the sub-channels of the fuel cylinder, the expansion of the working fluid, and the performance of useful work.

 In the work cycle, they get a little less due to the early opening of the exhaust valve of the additional arrival of the piston in the BDC.

 The fourth cycle of the engine — exhaust (f from 540 to 720 ° PKV) —is carried out at a pressure of r = 0.105 ... 0.12 MPa, which depends on the level of gas-dynamic losses in the exhaust system.

The known method does not provide a sufficiently complete release of the cylinders due to the residual pressure in the exhaust system created by the gas flows of the previous releases, and in turbocharged engines, the residual pressure in the exhaust manifold is also due to the increased resistance to the exhaust gases of the turbine with a coiled housing.

The technical result of the invention is to optimize the released and used energy in the processes of expansion-compression of gases in internal combustion engines.

 Optimization allows you to increase the degree of use of the energy of the working fluid for mechanical work and, accordingly, increase the power and efficiency of the internal combustion engine.

 The technical result is achieved as follows.

 In the way the engine works, including the first cycle of the engine (intake), the second cycle of the engine (compression), the third cycle of the engine (expansion), the fourth cycle of the engine (exhaust) (f from 540 to 720 ° PKV by opening the exhaust valve before arrival piston in NTM) add a fifth cycle - by dividing the exhaust gas cycle into the initial high-pressure gas exhaust cycle and immediately following the low-pressure gas exhaust cycle with gas discharge, respectively, through the high-pressure valve into the exhaust path and the high pressure gas and low pressure through the valve into the exhaust gas tract of low pressure.

 In FIG. 1 and 2 illustrate the principle of the method. In FIG. 1 shows a graph of the implementation of the known method, and in FIG. 2 shows a graph of the implementation of the proposed method.

 The difference of the proposed method from the known in the following.

After the expansion stroke and rotation of the crankshaft at an angle a (Figs. 1 and 2) and the beginning of the opening of the exhaust valve, the fourth exhaust stroke is performed at the value of rotation of the crankshaft by an angle bΐ (Fig. 2). The gas pressure on the fourth step drops from 1-0.5 to 0.2-0.3 MPa. High pressure gases are routed to the high pressure gas exhaust path.

 Directly after the fourth cycle, the fifth cycle of the release of low-pressure gases follows and the crankshaft rotates through an angle b2 (Fig. 2). Low pressure gases are routed to the low pressure gas exhaust path. The gas pressure at the fifth step in the proposed method can be lower by up to OD MPa than in the known methods. This is because the aerodynamic resistance to the release of gases in the proposed method is significantly lower than in the known methods.

 The fourth and fifth cycles follow directly one after another, but because of the time required to open and close the exhaust valves, a certain angle of rotation of the crankshaft is set at which both exhaust valves are open together.

2) The four-stroke mode of operation of the internal combustion engine is the closest to the method of operation of an internal combustion engine of a five-stroke separate gas release (Automotive engines: textbook for student institutions of higher education / [M. G. Shatrov, K. A. Morozov, I . V. Alekseevi et al.]; Edited by M. G. Shatrov. - 3rd ed., Rev. And add. - M.: Publishing Center "Academy", 2013.— 464 pp. - (Ser. Baccalaureate ) .ISBN 978-5- 4468-0186-2) (p. 23 - 25).

 According to the known method - the first cycle of the engine — the inlet — is realized by turning the crankshaft crank (PCB) from 0 to 180 °. In relation to the working cycle of a piston engine, the concepts of “cycle” and “process” do not coincide, since for better organization of gas exchange processes, the inlet and outlet valves open before the start of the corresponding cycles and close after their completion.

 Before the start of the intake, the combustion products remaining from the previous cycle, which are called residual gases, are located in the volume of the combustion chamber Vc. Filling the cylinder with a fresh charge is due to the vacuum created by the piston moving toward the bottom dead center (BDC).

 Pressure at the end of the intake stroke for a naturally aspirated internal combustion engine = 0.08 ... 0.09 MPa.

The temperature Ta is affected by the heat exchange of the fresh charge with the engine elements forming the intake system and the combustion chamber, and its cooling due to the evaporation of the fuel. To increase the fullness of evaporation, a special fuel assembly heating is sometimes used in the inlet pipe either with hot liquid from the cooling system or with exhaust gases. The temperature of the fresh charge in the cylinder also increases due to its mixing with hot residual gases. At rated power in a spark ignition engine, fresh charge heating prevails, and Ta = 320 ... 380 K.

 The greater the level of gas-dynamic losses, the higher the heating of the fresh charge, the greater the amount of combustion products remaining in the engine cylinder from the previous cycle, the less fresh charge will fit in it by the end of the intake process.

 The second cycle of the engine — compression — is performed when the crank is rotated through an angle φ from 180 to 360 °.

 The third stroke of the engine — expansion (f from 360 to 540 ° PKV) —includes the combustion of the main share of the sub-channels of the fuel cylinder, the expansion of the working fluid, and the performance of useful work.

 In the work cycle, they get a little less due to the early opening of the exhaust valve of the additional arrival of the piston in the BDC.

 The fourth cycle of engine operation — exhaust (f from 540 to 720 ° PKV) —is carried out at a pressure pg = 0.105 ... 0.12 MPa, which depends on the level of gas-dynamic losses in the exhaust system.

The known method has a significant drawback due to the joint opening of the inlet and outlet valves when changing the "exhaust - intake" cycles, due to which the exhaust gases partially enter the intake manifold.

 On carburetor engines, this drawback manifests itself in the form of flashes in the intake manifold (“sneezing into the carburetor”), in the form of soot on the inner surface of the intake manifold, in the form of soot on the surfaces of the carburetor gas path. On diesel engines - in the form of soot on the inner surface of the intake manifold.

 Mixing exhaust gases with the working mixture and / or fresh air leads to a drop in engine power. The most pronounced drawback is manifested in turbocharged multi-cylinder engines, where they resort to the largest angle of joint opening of the valves.

The technical result of the invention is to optimize the released and used energy in the processes of expansion and compression of gases in internal combustion engines by more thoroughly cleaning the cylinder after the exhaust stroke by separating the fourth cycle, which makes it possible to minimize the time period for the joint opening of the intake and exhaust valves.

 Minimizing the time period for the joint opening of the intake and exhaust valves when changing the "exhaust - intake" cycles allows to improve the quality of the working fluid and, as a result, the degree of use of the working fluid energy for mechanical work and, accordingly, increase the power and efficiency of the internal combustion engine.

The technical result is achieved as follows. In the method of operation of an internal combustion engine, a five-stroke separate gas exhaust, including a first engine cycle (intake), a second engine cycle (compression), a third engine cycle (expansion), a fourth engine cycle (exhaust), includes a fourth exhaust cycle gases to the initial cycle of the release of high pressure gases and immediately following it the cycle of the release of low pressure gases with the subsequent transition from the cycle of the release of high pressure gases to the cycle of the release of low gas pressure. In this way, a fifth low-pressure gas cycle is created, which ensures the most complete cleaning of the cylinder from exhaust gases at the end of the cycle. This allows you to perform the angle of rotation of the crankshaft during the joint opening of the exhaust and intake valves between the exhaust stroke and the intake stroke as little as possible.

In FIG. 1 and 3 illustrate the principle of the method. In FIG. 1 shows a graph of the implementation of the known method, and in FIG. 3 shows a graph of the implementation of the proposed method.

 The difference of the proposed method from the known in the following.

 After the expansion stroke and the rotation of the crankshaft by the angle ctl (Fig. 3) and the beginning of the opening of the exhaust valve, the fourth exhaust cycle is performed at the magnitude of the crankshaft rotation by the angle bΐ (Fig. 3). The gas pressure on the fourth step drops from 1-0.5 to 0.2-0.3 MPa. High pressure gases are routed to the high pressure gas exhaust path.

 Directly after the fourth cycle, the fifth cycle of the release of low-pressure gases follows and the crankshaft rotates through an angle b2 (Fig. 3). Low pressure gases are routed to the low pressure gas exhaust path. The gas pressure at the fifth step in the proposed method can be lower than in the known methods and reach up to 0.1 MPa. This is because the aerodynamic resistance to the release of gases in the proposed method is significantly lower than in the known methods.

 Thus, the fifth stroke provides a reduction in pressure in the exhaust tract, and at the end of the exhaust stroke the most complete cleaning of the cylinder from exhaust gases occurs. This allows you to perform the angle of rotation of the Crankshaft during the joint opening of the exhaust and intake valves between the exhaust stroke and the intake stroke as little as possible.

 Some residual angle / joint opening of the valves is explained by the presence of thermal gaps between the valves and the valve followers.

 The smallest possible angle / joint opening of the valves correlates with the dimensions of the thermal clearances between the valves and the valve followers.

3) The closest to the method of operation of the internal combustion engine of the five-stroke separate gas release is the four-stroke method of operation internal combustion engine (Automobile engines: a textbook for student institutions of higher education / [M. G. Shatrov, K. A. Morozov, I. V. Alekseevi et al.]; edited by M. G. Shatrov. - 3rd ed., Rev. And add. - M.: Publishing Center "Academy", 2013.— 464 pp. - (Ser. Bachelor). ISBN 978-5- 4468-0186-2) (p. 23 - 25).

 According to the known method — the first cycle of the engine — the inlet — is realized by turning the crankshaft crank (PKV) from 0 to 180 °. In relation to the working cycle of a piston engine, the concepts of “cycle” and “process” do not coincide, since in order to better organize gas exchange processes, the inlet and outlet valves open before the start of the corresponding cycles and close after their completion.

 Before the start of the intake, the combustion products remaining from the previous cycle, which are called residual gases, are located in the volume of the combustion chamber Vc. Filling the cylinder with a fresh charge is due to the vacuum created by the piston moving toward the bottom dead center (BDC).

 Pressure at the end of the intake stroke for a cylinderless internal combustion engine = 0.08 ... 0.09 MPa

 The temperature Ta is affected by the heat exchange of the fresh charge with the engine elements forming the intake system and the combustion chamber, and its cooling due to the evaporation of the fuel. To increase the completeness of evaporation, a special fuel assembly heating is sometimes used in the intake pipe either with hot liquid from the cooling system or with exhaust gases. The temperature of the fresh charge in the cylinder also increases due to its mixing with hot residual gases. At rated power mode in a spark ignition engine, fresh charge heating prevails, and Ta = 320 ... 380 K.

 The greater the level of gas-dynamic losses, the higher the heating of the fresh charge, the greater the amount of combustion products remaining in the engine cylinder from the previous cycle, the less fresh charge will fit in it by the end of the intake process

 The second cycle of the engine — compression — is performed when the crank is rotated through an angle φ from 180 to 360 °.

 The third stroke of the engine — expansion (f from 360 to 540 ° PKV) —includes the combustion of the bulk of the fuel supplied to the cylinder, the expansion of the working fluid, and the performance of useful work.

 In the work cycle, they get a little less due to the early opening of the exhaust valve of the additional arrival of the piston in the BDC.

The fourth cycle of engine operation — exhaust (f from 540 to 720 ° PKV) —is carried out at a pressure pg = 0.105 ... 0.12 MPa, which depends on the level of gas-dynamic losses in the exhaust system. The known method has a significant drawback due to the early opening of the exhaust valve at the end of the "release" cycle, due to which the engine power decreases and fuel consumption unreasonably increases.

 But this is necessary in the prior art because of the need for the most complete release of cylinders from exhaust gases. So, on multi-cylinder engines, the opening angle of the opening of the exhaust valve can reach 60 degrees to BDC. At this time, the pressure in the cylinder of the diesel engine can be about 1 MPa.

The technical result of the invention is to optimize the released and used energy in the processes of expansion-compression of gases in internal combustion engines by means of a later, up to 15 degrees compared to four-stroke engines-analogues, opening the exhaust valve of high pressure.

 The technical result is achieved as follows.

 In the method of operation of an internal combustion engine, a five-stroke separate gas exhaust, including a first engine cycle (intake), a second engine cycle (compression), a third engine cycle (expansion), a fourth engine cycle (exhaust), includes a fourth exhaust cycle gases to the initial cycle of the release of high pressure gases and immediately following it the cycle of the release of low pressure gases with the subsequent transition from the cycle of the release of high pressure gases to the cycle of the release of low gas pressure. In this way, a fifth low-pressure gas cycle is created, which ensures the most complete cleaning of the cylinder from exhaust gases at the end of the cycle. This allows you to increase the angle of rotation of the crankshaft on the expansion stroke to 15 degrees relative to four-stroke engines-analogues.

 For example, for an engine with a stroke of 150 mm, a piston diameter of 150 mm, an angle of advancing the opening of the exhaust valve of 60 degrees, an increase in the angle of rotation of the crankshaft by 15 degrees will provide useful work with an average pressure on the piston of 1 MPa:

(sin 45 ° - sin 60 °) * 0.075m * 3.14 * (0.075m) ² * 1,000,000 Pa = 211 J

 Where:

 0,075m - radius of rotation of the crankshaft,

3.14 * (0.075m) ² piston area,

 (sin 45 ° - sin 60 °) * 0.075m increment of the working stroke.

 With the number of cylinders 12 and engine speed 40 r / s (2400 r / min), the increase in power will be:

12 cylinders * 20 working strokes per second * 211 J = 50 kW. If the power of the analog engine was 200 kW, then the increase in power in the proposed method will be 25%. Or the fuel consumption will decrease by the same amount when the engine is operated at the same power.

In FIG. 1 and 4 illustrate the principle of the method. In FIG. 1 shows a graph of the implementation of the known method, and in FIG. 4 shows a graph of the implementation of the proposed method.

 The difference of the proposed method from the known in the following.

 After the expansion stroke and the rotation of the crankshaft by angle a, the exhaust valve opens later, and the crankshaft is rotated during the stroke by the angle aΐ, receiving an increment of the stroke angle by W (Fig. 3), then the fourth release stroke is made with the rotation crankshaft at an angle bΐ (Fig. 4). The gas pressure on the fourth step drops from 1-0.5 to 0.2-0.3 MPa. High pressure gases are routed to the high pressure gas exhaust path.

 Directly after the fourth cycle, the fifth cycle of the release of low-pressure gases follows and the crankshaft rotates through an angle b2 (Fig. 4). Low pressure gases are routed to the low pressure gas exhaust path. The gas pressure at the fifth step in the proposed method can be lower than in the known methods and reach up to 0.1 MPa. This is because the gas-dynamic resistance to the release of gases in the proposed method is significantly lower than in the known methods.

 Thus, the fifth stroke provides a reduction in pressure in the exhaust tract, and at the end of the exhaust stroke the most complete cleaning of the cylinder from exhaust gases occurs. This allows you to increase the angle of rotation of the crankshaft on the expansion stroke up to 15 degrees relative to four-stroke engines-analogues.

4) The four-stroke mode of operation of the internal combustion engine is the closest to the five-stroke separate combustion engine internal combustion engine operation method (Automotive engines: textbook for student institutions of higher education / [M. G. Shatrov, K. A. Morozov, I . V. Alekseevi et al.]; Edited by M. G. Shatrov. - 3rd ed., Rev. And add. - M.: Publishing Center "Academy", 2013.— 464 pp. - (Ser. Baccalaureate ) .ISBN 978-5- 4468-0186-2) (p. 23 - 25).

According to the known method — the first cycle of the engine — the inlet — is realized by turning the crankshaft crank (PKV) from 0 to 180 °. In relation to the working cycle of a piston engine, the concepts of “cycle” and “process” do not coincide, since for better organization of gas exchange processes, the inlet and outlet valves open before the start of the corresponding cycles and close after their completion. Before the start of the intake, the combustion products remaining from the previous cycle, which are called residual gases, are located in the volume of the combustion chamber Vc. Filling the cylinder with a fresh charge is due to the vacuum created by the piston moving toward the bottom dead center (BDC).

 Pressure at the end of the intake stroke for a naturally aspirated internal combustion engine = 0.08 ... 0.09 MPa.

 The temperature Ta is affected by the heat exchange of the fresh charge with the engine elements forming the intake system and the combustion chamber, and its cooling due to the evaporation of the fuel. To increase the completeness of evaporation, a special fuel assembly heating is sometimes used in the intake pipe either with hot liquid from the cooling system or with exhaust gases. The temperature of the fresh charge in the cylinder also increases due to its mixing with hot residual gases. At rated power mode in a spark ignition engine, fresh charge heating prevails, and Ta = 320 ... 380 K.

 The greater the level of gas-dynamic losses, the higher the heating of the fresh charge, the greater the amount of combustion products remaining in the engine cylinder from the previous cycle, the less fresh charge will fit in it by the end of the intake process.

 The second cycle of the engine — compression — is performed when the crank is rotated through an angle φ from 180 to 360 °.

 The third stroke of the engine — expansion (f from 360 to 540 ° PKV) —includes the combustion of the bulk of the fuel supplied to the cylinder, the expansion of the working fluid, and the performance of useful work.

 In the work cycle, they get a little less due to the early opening of the exhaust valve of the additional arrival of the piston in the BDC.

 The fourth cycle of engine operation — exhaust (f from 540 to 720 ° PKV) —is carried out at a pressure pg = 0.105 ... 0.12 MPa, which depends on the level of gas-dynamic losses in the exhaust system.

The known method has a significant drawback due to the incomplete release of the cylinders from the exhaust gases at the end of the “release” stroke, due to which the engine power decreases and fuel consumption unreasonably increases.

 Incomplete release of cylinders from exhaust gases is caused by gas-dynamic resistance in the exhaust tract of the engine. This resistance increases with the number of cylinders, especially in V-engines with one exhaust pipe and / or a common turbocharger when combining the exhaust channels of the cylinders through a manifold.

Since the exhaust cycle is more than 90 degrees, at the time of completion of the exhaust cycle in a cylinder from another cylinder at the initial stage of the exhaust cycle, high pressure gases are emitted into the manifold - thus overpressure is constantly maintained in the manifold. For this reason, the engine power drops, and to release the cylinders from the exhaust gases, they resort to closing the exhaust valve after passing the TDC with the intake valve open, which in turn also leads to the ingress of exhaust gases into the intake manifold, and deterioration of the quality of the working fluid.

The technical result of the invention is to optimize the released and used energy in the processes of expansion and compression of gases in internal combustion engines by dividing the exhaust gas cycle into the initial high pressure gas cycle and immediately following the low pressure gas cycle with gas exhaust, respectively, through a turbo engine a path for releasing high pressure gases and through a vacuum pump to a path for releasing low pressure gases.

 The technical result is achieved as follows.

 In the method of operation of an internal combustion engine, a five-stroke separate gas exhaust, including a first engine cycle (intake), a second engine cycle (compression), a third engine cycle (expansion), a fourth engine cycle (exhaust), includes a fourth exhaust cycle gases to the initial cycle of the release of high pressure gases and immediately following it the cycle of the release of low pressure gases with the subsequent transition from the cycle of the release of high pressure gases to the cycle of the release of low gas pressure. In this way, a fifth low-pressure gas cycle is created, which ensures the separation of the exhaust gas cycle into the initial high-pressure gas cycle and immediately following the low-gas cycle with gas discharge, respectively, through a turbo engine into the high-pressure gas channel and through the vacuum pump into the low-pressure gas exhaust path .. This allows for more complete cleaning of the exhaust gases from the cylinders, which in turn allows the engine power spruce due to lower gas-dynamic resistance to the exit of exhaust gases when the piston moves from BDC to TDC.

 For example, for an engine with a stroke of 150 mm, a piston diameter of 150 mm, a drop in the average exhaust gas pressure of 0.05 MPa will allow you to get useful work:

0.150m * 3.14 * (0.075m) ² * 50,000 Pa = 132 J

 Where:

 0,150m - piston stroke,

3.14 * (0.075m) ² piston area.

 With the number of cylinders 12 and engine speed 40 r / s (2400 r / min), the increase in power will be:

12 cylinders * 20 working strokes per second * 132 J = 30 kW. If the power of the analog engine was 200 kW, then the increase in power in the proposed method will be 15%. Or the fuel consumption will decrease by the same amount when the engine is operated at the same power.

In FIG. 1 and 2 illustrate the principle of the method. In FIG. 1 shows a graph of the implementation of the known method, and in FIG. 4 shows a graph of the implementation of the proposed method.

 The difference of the proposed method from the known in the following.

 After the expansion stroke and the rotation of the crankshaft by angle a, the high-pressure exhaust valve opens with the direction of the high-pressure gases to the turbo engine, while the crankshaft rotates through angle bΐ (Fig. 2), performing the fourth cycle of the engine. The gas pressure in the cylinder at the fourth cycle of the engine varies from 1 to 0.2 MPa and depends on the type and individual characteristics of the engine.

 Until the fourth exhaust cycle is completed, the fifth exhaust cycle begins with the opening of the exhaust valve and the direction of the exhaust gases to the vacuum pump, while the elbow rotates through angle b2 (Fig. 2), performing the fifth engine operation cycle. The gas pressure in the cylinder at the fifth stroke of the engine is 0.1 MPa or lower and depends on the type and individual characteristics of the engine.

 Thus, the fifth cycle reduces the pressure in the exhaust tract to atmospheric or lower, and at the end of the exhaust cycle the cylinder is most completely cleaned of exhaust gases. This allows for more complete cleaning of the cylinders from exhaust gases, which in turn makes it possible to increase engine power due to lower gas-dynamic resistance to the exit of exhaust gases when the piston moves from BDC to TDC.

5) The four-stroke method of operation of the internal combustion engine YaMZ-850.10, YaMZ-850.10-01, YaMZ-8501.10 is the closest to the method of operation of the internal combustion engine of a five-stroke separate gas release

Yaroslavl Motor Plant OJSC "AUTODIESEL" (Operating Instructions 850.3902150 RE).

 According to the known method - the first cycle of the engine (intake), the second cycle of the engine (compression), the third cycle of the engine (expansion), the fourth cycle of the engine (exhaust) with gas distribution phases:

 - inlet valves - opening 10 ° to TDC, closing 46 ° after BDC;

 - exhaust valves - opening 66 ° to BDC, closing 10 ° after TDC.

Before the start of the intake, the combustion products remaining from the previous cycle, which are called residual gases, are located in the volume of the combustion chamber Vc. Filling the cylinder with a fresh charge is due to rarefaction created by the piston moving towards the bottom dead center (BDC).

Pressure at the end of the intake stroke for a non-gasless internal combustion engine = 0 _> 118 MPa.

 The second cycle of the engine — compression — is performed when the crank is rotated through an angle φ from 226 to 360 °.

 The third stroke of the engine is expansion (f from 360 to 426 ° PKV).

 In the work cycle, they get a little less due to the early opening of the exhaust valve of the additional arrival of the piston in the BDC.

 The fourth cycle of engine operation — exhaust (f from 426 to 730 ° PKV) —is carried out at a pressure pg = 1.0 ... 0.12 MPa, which depends on the level of gas-dynamic losses in the exhaust system.

The known method has a significant drawback due to the early opening of the exhaust valve, incomplete release of the cylinders from the exhaust gases at the end of the exhaust stroke, due to which the engine power decreases and fuel consumption unreasonably increases.

 Incomplete release of cylinders from exhaust gases is caused by gas-dynamic resistance in the exhaust tract of the engine.

 Since the exhaust cycle is more than 90 degrees, at the time of completion of the exhaust cycle in a cylinder from another cylinder at the initial stage of the exhaust cycle, high-pressure gases are emitted into the manifold - thus, overpressure is constantly stored in the manifold. For this reason, the engine power drops, and to release the cylinders from the exhaust gases, they resort to closing the exhaust valve after passing the TDC with the intake valve open, which in turn also leads to the ingress of exhaust gases into the intake manifold, and deterioration of the quality of the working fluid.

The technical result of the invention is to optimize the released and used energy in the processes of expansion and compression of gases in internal combustion engines by dividing the exhaust gas cycle into the initial high pressure gas cycle and immediately following the low pressure gas cycle followed by the transition from the gas cycle high pressure to the cycle of release of low pressure gases with gas distribution phases:

 - inlet valves - opening 0-1 ° after TDC, closing 20-30 ° after BDC;

- high pressure exhaust valves - opening 20-30 ° to the BDC, closing 10-20 ° after the BDC;

 - low pressure exhaust valves - opening 0-10 ° to BDC, closing 1-2 ° after TDC.

The technical result is achieved as follows. In the method of operation of an internal combustion engine, a five-stroke separate gas exhaust, including a first engine cycle (intake), a second engine cycle (compression), a third engine cycle (expansion), a fourth engine cycle (exhaust), includes a fourth exhaust cycle gases to the initial cycle of the release of high pressure gases and immediately following it the cycle of the release of low pressure gases with the subsequent transition from the cycle of the release of high pressure gases to the cycle of the release of low gas pressure. In this way, a fifth low-pressure gas cycle is created, which ensures that the exhaust gas cycle is divided into the initial high-pressure gas cycle and immediately following the low-pressure gas cycle, followed by a transition from the high-pressure gas cycle to the low-pressure gas cycle with valve timing:

 - inlet valves - opening 0-1 ° after TDC, closing 20-30 ° after BDC;

- high pressure exhaust valves - opening 20-30 ° to the BDC, closing 10-20 ° after the BDC;

 - low pressure exhaust valves - opening 0-10 ° to BDC, closing 1-2 ° after TDC. This allows you to increase the piston stroke, reduce the gas-dynamic resistance of the exhaust gases at the outlet of the cylinders, to provide a more complete cleaning of the cylinders of exhaust gases, which together allows you to increase engine power.

The difference of the proposed method from the known in the following.

 The inlet valve begins to open at an angle of 0-1 ° after the TDC, which ensures the almost complete absence of joint opening of the valves during the transition from the cycle ((outlet) to the “intake” cycle, since the end of closing the low-pressure exhaust valve occurs when the crank angle shaft 1-2 ° after TDC. The value of the joint opening of the valves is affected by the amount of thermal clearance and its change during engine operation. The inlet valve closes when the crankshaft angle of rotation is 20-30 ° after BDC. Actually, the opening angles are set Existence and closing of valves experimentally, testing the engine in different operating modes.

 Next, there is a compression stroke to the angle of rotation of the crankshaft 360 °.

 During the stroke, the high-pressure exhaust valve opens at an angle of 20-30 ° to the BDC, and the high-pressure gases are directed to a turbo engine or to the high-pressure gas outlet. The high pressure valve closes at a crank angle of 10-20 ° after the BDC. The pressure of high-pressure exhaust gases drops from 1.2 - 1.0 MPa at the beginning of the cycle of exhaust high-pressure gases to 0.2 - 0.1 MPa at the end of the cycle.

Prior to the completion of the high-pressure exhaust cycle, the low-pressure exhaust cycle begins by opening the low-pressure exhaust valve. pressure at an angle of 0-10 ° to the BDC, and low-pressure gases are directed to a vacuum pump or to the low-pressure gas outlet. Closing of the low pressure valve occurs at a crank angle of 1-2 ° after TDC. Low-pressure exhaust gas pressure drops from 0.2 - OD MPa at the beginning of the low-pressure exhaust cycle to OD - 0.05 MPa at the end of the cycle. The low pressure of the exhaust gases at the end of the fifth stroke provides a low gas-dynamic resistance to the piston when it moves from the BDC to the TDC, and also provides the most complete cleaning of the cylinders from exhaust gases at the end of the low-pressure exhaust cycle. In fact, they set the opening and closing angles of the valves empirically, testing the engine at different operating modes.

 Thus, the fifth cycle reduces the pressure in the exhaust tract to atmospheric or lower, and at the end of the exhaust cycle the cylinder is most completely cleaned of exhaust gases. This allows for more complete cleaning of the cylinders from exhaust gases, which in turn makes it possible to increase engine power due to lower gas-dynamic resistance to the exit of exhaust gases when the piston moves from BDC to TDC.

6. The four-stroke mode of operation of an internal combustion engine is the closest to the five-stroke separate combustion engine internal combustion engine operation method (Automotive engines: a textbook for student institutions of higher education / [M. G. Shatrov, K. A. Morozov, I . V. Alekseevi et al.]; Edited by M. G. Shatrov. - 3rd ed., Rev. And add. - M.: Publishing Center "Academy", 2013.— 464 pp. - (Ser. Baccalaureate ) .ISBN 978-5- 4468-0186-2) (p. 23 - 25).

 According to the known method - the first cycle of the engine — inlet — is realized when the crank of the crankshaft (PCB) is rotated from 0 to 180 °. In relation to the working cycle of a piston engine, the concepts of “cycle” and “process” do not coincide, since for better organization of gas exchange processes, the inlet and outlet valves open before the start of the corresponding cycles and close after their completion.

 Before the start of the intake, the combustion products remaining from the previous cycle, which are called residual gases, are located in the volume of the combustion chamber Vc. Filling the cylinder with a fresh charge is due to the vacuum created by the piston moving toward the bottom dead center (BDC).

 Pressure at the end of the intake stroke for a naturally aspirated internal combustion engine = 0.08 ... 0.09 MPa.

The temperature Ta is affected by the heat exchange of the fresh charge with the engine elements forming the intake system and the combustion chamber, and its cooling due to the evaporation of the fuel. To increase evaporation, sometimes A special fuel assembly heating in the inlet pipe is used either with hot liquid from the cooling system or with exhaust gases. The temperature of the fresh charge in the cylinder also increases due to its mixing with hot residual gases. At rated power mode in a spark ignition engine, fresh charge heating prevails, and Ta = 320 ... 380 K.

 The greater the level of gas-dynamic losses, the higher the heating of the fresh charge, the greater the amount of combustion products remaining in the engine cylinder from the previous cycle, the less fresh charge will fit in it by the end of the intake process.

 The second cycle of the engine — compression — is performed when the crank is rotated through an angle φ from 180 to 360 °.

 The third stroke of the engine — expansion (f from 360 to 540 ° PKV) —includes the combustion of the main share of the sub-channels of the fuel cylinder, the expansion of the working fluid, and the performance of useful work.

 In the work cycle, jobs get slightly less due to the early opening of the exhaust valve before the piston arrives at the BDC.

 The fourth cycle of engine operation — exhaust (f from 540 to 720 ° PKV) —is carried out at a pressure pg = 0.105 ... 0.12 MPa, which depends on the level of gas-dynamic losses in the exhaust system.

The known method has a significant drawback due to the incomplete release of the cylinders from the exhaust gases at the end of the “release” stroke, due to which the engine power decreases and fuel consumption unreasonably increases.

 Incomplete release of cylinders from exhaust gases is caused by gas-dynamic resistance in the exhaust tract of the engine. This resistance increases with the number of cylinders, especially in V-engines with one exhaust pipe and / or a common turbocharger when combining the exhaust channels of the cylinders through a manifold.

 Since the exhaust cycle is more than 90 degrees, at the time of completion of the exhaust cycle in a cylinder from another cylinder at the initial stage of the exhaust cycle, high-pressure gases are emitted into the manifold - thus, overpressure is constantly stored in the manifold. For this reason, the engine power drops, and to release the cylinders from the exhaust gases, they resort to closing the exhaust valve after passing the TDC with the intake valve open, which in turn also leads to the ingress of exhaust gases into the intake manifold, and deterioration of the quality of the working fluid.

The technical result of the invention is to optimize the released and used energy in the processes of expansion-compression of gases in internal combustion engines by dividing the exhaust cycle into the initial cycle of the release of high-pressure gases and the immediately following cycle of the release of low-pressure exhaust gases with the release of gases, respectively, through the turbo engine to the high-pressure gas discharge path and through the vacuum pump to the low-pressure gas exhaust path, and the turbocompressor is replaced by a turbovariator consisting of interlocked between of turbo engine cases, vacuum pump and compressor, made on the same axis of the turbo engine wheel, vacuum pump wheel and compressor wheel

The technical result is achieved as follows.

 In the method of operation of an internal combustion engine, a five-stroke separate gas exhaust, including a first engine cycle (intake), a second engine cycle (compression), a third engine cycle (expansion), a fourth engine cycle (exhaust), includes a fourth exhaust cycle gases to the initial cycle of the release of high pressure gases and immediately following it the cycle of the release of low pressure gases with the subsequent transition from the cycle of the release of high pressure gases to the cycle of the release of low gas pressure. In this way, a fifth low-pressure gas cycle is created, thereby separating the exhaust gas cycle into the initial high-pressure gas cycle and immediately following the low-pressure gas cycle. The gas-dynamic scheme of the engine operation includes a turbovariator, consisting of interlocked turbocharger bodies, a vacuum pump, a compressor and wheels made on the same axis: a turbo engine wheel, a vacuum pump wheel, and a compressor wheel. High pressure gases are released through a turbo engine. Low pressure gases are discharged through a vacuum pump. The working fluid is pumped into the cylinders by a compressor.

 The high-pressure gas exhaust cycle ensures the gas supply to the turbo engine at a pressure of 1.0 - 0.2 MPa, which in turn allows the use of the most energy-saturated exhaust gases for the operation of the turbovariator.

 The cycle of the release of low pressure gases through a vacuum pump allows you to:

 Relieve the high-pressure gas exhaust path from low-energy low-pressure gases, thereby increasing the efficiency of the turbovariator;

 - artificially lower the pressure in the low-pressure gas exhaust path, which allows for more complete cleaning of the exhaust gas from the cylinders, which in turn allows increasing engine power due to lower gas-dynamic resistance to the exhaust gas output when the piston moves from BDC to TDC.

 The compressor supplies the working fluid to the engine cylinders.

Turbovariator allows you to increase engine power. For example, for an engine with a stroke of 150 mm, a piston diameter of 150 mm, a drop in the average exhaust gas pressure of 0.05 MPa will allow you to get useful work:

0.150m * 3.14 * (0.075m) ² * 50,000 Pa = 132 J

 Where:

 0, 150m - piston stroke,

3.14 * (0, 075m) ² piston area.

 With the number of cylinders 12 and engine speed 40 r / s (2400 r / min), the increase in power will be:

 12 cylinders * 20 working strokes per second * 132 J = 30 kW.

 If the power of the analog engine was 200 kW, then the increase in power in the proposed method will be 15%. Or the fuel consumption will decrease by the same amount when the engine is operated at the same power.

In FIG. 1 and 2 illustrate the principle of the method. In FIG. 1 shows a graph of the implementation of the known method, and in FIG. 2 shows a graph of the implementation of the proposed method.

 The difference of the proposed method from the known in the following.

 After the expansion stroke and rotation of the crankshaft by angle a, the high-pressure exhaust valve opens with the direction of the high-pressure gases to the turbo engine (Fig. 5, Fig. 9) of the turbovariator, while the bent rotates at an angle bΐ (Fig. 2), performing the fourth cycle engine operation. The gas pressure in the cylinder at the fourth cycle of the engine varies from 1 to 0.2 MPa and depends on the type and individual characteristics of the engine.

 Until the fourth exhaust cycle is completed, the fifth exhaust cycle begins with the exhaust valve opening and the exhaust gases being directed to the vacuum pump (Fig. 5, Fig. 9) of the turbovariator, while the elbow rotates through angle b2 (Fig. 2), performing the fifth engine cycle. The gas pressure in the cylinder at the fifth stroke of the engine is OD MPa or lower and depends on the type and individual characteristics of the engine.

 The turbovariator compressor provides the supply of the working fluid to the cylinders under excessive pressure.

Thus, the fifth cycle reduces the pressure in the exhaust tract to atmospheric or lower, and at the end of the exhaust cycle the cylinder is most completely cleaned of exhaust gases. This allows for more complete cleaning of the cylinders from exhaust gases, which in turn allows to increase engine power due to lower gas-dynamic resistance to the exhaust gas output when the piston moves from BDC to TDC. 7. From the prior art, the device in the form of a turbovariator is not identified.

 Closest to the turbovariator is a turbocompressor (see, for example, RF patent 2172432 IPC F04D 27/00 F02B 37/00 dated 04.24.2000), comprising a housing with snug compressor and turbine elements, a rotor mounted on the axis with cantilever mounted workers inside the housing compressor and turbine wheels.

 According to a known device, a turbine installed in a snail housing element is driven from the exhaust gases of the engine and rotates the compressor turbine.

The known device has a significant drawback - the device is not applicable for a five-stroke engine, because it does not provide the technical possibility of artificially lowering the pressure in the exhaust duct of the low-pressure manifold of a five-stroke engine.

 The known device has a significant drawback also due to the increased resistance of the snug element of the turbine due to the counter-pressure generated by the rotation of the gases, which causes the cylinders to be incompletely released from exhaust gases at the end of the exhaust stroke, as a result, engine power decreases and fuel consumption unreasonably increases.

The technical result of the invention lies in the creation of a turbovariator for artificially reducing the pressure in the exhaust tract of the low pressure of the five-stroke engine.

 The technical result is achieved as follows.

 Based on the design of the turbocompressor, consisting of turbine housings interlocked between each other and the compressor with the turbine wheels and compressor wheels mounted on it on the same axis, a turbovariator is made consisting of interlocked turbocharger, vacuum pump, and compressor housings. Inside the housing block, a turbo engine wheel, a vacuum pump wheel and a compressor wheel are mounted on the same axis.

 The turbovariator is included in the gas-dynamic scheme of the five-stroke engine. High pressure gases (fourth cycle of exhaust) drive the turbo engine. Low-pressure gases (fifth cycle of exhaust) exit through a vacuum pump. The compressor pumps the working fluid into the cylinders.

 The turbovariator allows you to increase engine power by a total of 40%: a) For example, for an engine with a stroke of 150 mm, a piston diameter of 150 mm, an opening angle of opening the exhaust valve of 60 degrees, an increase in the angle of rotation of the crankshaft by 15 degrees will provide useful work with an average pressure of piston 1 MPa:

(sin 45 ° - sin 60 °) * 0.075m * 3, 14 * (0.075m) ² * 1,000,000 Pa = 211 J Where:

 0,075m - the radius of rotation of the crankshaft,

3.14 * (0.075m) ² piston area,

 (sin 45 ° - sin 60 °) * 0,075m - increment of the working stroke.

 With the number of cylinders 12 and engine speed 40 r / s (2400 r / min), the increase in power will be:

 12 cylinders * 20 working strokes per second * 211 J = 50 kW.

 If the power of the analog engine was 200 kW, then the increase in power in the proposed method will be 25%. Or the fuel consumption will decrease by the same amount when the engine is operated at the same power. b) For example, for an engine with a stroke of 150 mm, a piston diameter of 150 mm, a drop in the average exhaust gas pressure of 0.05 MPa will allow you to get useful work:

0.150m * 3.14 * (0.075m) ² * 50,000 Pa = 132 J

 Where:

 0, 150m - piston stroke,

3, 14 * (0.075m) ² piston area,

 With the number of cylinders 12 and engine speed 40 r / s (2400 r / min), the increase in power will be:

 12 cylinders * 20 working strokes per second * 132 J = 30 kW.

 If the power of the analog engine was 200 kW, then the increase in power in the proposed method will be 15%. Or the fuel consumption will decrease by the same amount when the engine is operated at the same power.

In FIG. 5 and 9 illustrate a device diagram

 The snail element 3 of the compressor housing and the compressor wheel 6 are not changed in the device.

 The difference between the proposed device from the known in the following.

 The turbine is replaced by a turbo engine in that the snail element of the turbine housing is replaced by a turbo engine body 1, and the turbine wheel by a turbo engine wheel 4. The input and output of exhaust gases occurs in the plane of rotation of the turbo engine. This allows, first of all, to place a compressor and a vacuum pump on both sides of the turbo engine, since the gas in and out of the turbo engine and from the turbo engine are in the plane of rotation of the turbo engine wheel, and on both sides of the turbo engine there is the possibility of installing two housings, for the compressor and the vacuum pump .

The turbovariator is made according to the following layout scheme and consists of the following elements: Wheel 4 of a turbo engine, wheel 5 of a vacuum pump, wheel 6 of a compressor mounted on the same axis 7 in interlocked housing 1 of the turbo engine, housing 2 of the vacuum pump and housing 3 of the compressor. In FIG. 5 - 12 show the direction of gas movement during the turbo-variator operation according to two variants of the turbo engine scheme.

 The design of the turbo engine is not critical for the turbovariator, but should provide an input and output of high pressure exhaust gases in the plane of rotation of the turbo engine wheel.

The device operates as follows (Fig. 5 - Fig. 12).

 High-pressure exhaust gases generated on the fourth cycle of the exhaust flow at a pressure of 1.0 - 0.2 MPa into the housing of the turbo engine 1 and drive the wheel 4 of the turbo engine. In FIG. Figures 6 and 10-12 show cross-sectional options for a turbo engine.

 The rotation of the turbocharger wheel 4 causes the rotation of the wheels 5 and the compressor wheels 6 mounted on the same axis 7

 The vacuum pump and compressor are made according to the prior art in the form of a pair of wheel / clutch.

 The location of the inlet and outlet of high pressure gases in the plane of rotation of the turbo engine wheel (Fig. 6 and Fig. 10-12) allows you to connect the vacuum pump case 5 and the compressor case 6 to the turbo engine casing 4 from two sides.

 When the wheel 5 of the vacuum pump is rotated, a vacuum is created in the section between the exhaust valves of the cylinders and the vacuum pump, which contributes to better cleaning of the exhaust gas from the cylinders at the end of the exhaust stroke, increase the power of the internal combustion engine, and reduce fuel consumption.

8. In the prior art, turbines are widespread, where the exhaust gas enters in the plane of rotation of the wheel into the coiled turbine casing, and the gas escapes perpendicular to the axis of rotation of the turbine from the middle part of the casing (http: / www. Turbolader.

 A common disadvantage of the known devices is the underutilization of the released energy during the expansion and compression of gases in engines, as well as in the absence of simultaneous use:

 - released during the expansion and displacement of energy by the working fluid in the form of a liquid and / or gas;

 - kinetic energy of the working fluid;

 - reactive energy of the working fluid.

Closest to the device (RF patent s 2172432) from a well-known level of technology to the claimed turbo engine is a turbine, consisting of a turbine housing of the cochlea type, providing gas inlet tangentially to the wheel circumference and gas outlet from the central part of the body longitudinally to the axis of rotation of the wheel, made on the axis of the turbine wheel with radially arranged blades.

The known device has a significant drawback - the device is not applicable for a five-stroke engine, because it does not provide the technical possibility of artificially lowering the pressure in the exhaust tract of a low-pressure engine of a five-stroke engine.

 The known device has a significant drawback also due to the increased resistance of the snail element of the turbine due to the backpressure created by the rotation of the gases, which is why this is happening! ' incomplete release of cylinders from exhaust gases at the end of the “release” stroke, as a result - engine power decreases, and fuel consumption increases unreasonably.

The technical result of the invention is the most complete use of the released energy:

 - released during the expansion and displacement of energy by the working fluid in the form of a liquid and / or gas;

 - kinetic energy of the working fluid;

 - reactive energy of the working fluid.

 Also the technical result of the invention is to reduce the resistance of the turbo engine to the exhaust exhaust gas, which, if the proposed turbo engine is used in the gas distribution systems of four-stroke engines, allows for more complete release of the cylinders from the exhaust gases at the end of the exhaust stroke, and as a result, an increase in engine power and lower fuel consumption .

 The technical result is achieved as follows (Fig. 5 and 6).

 Based on the design of the turbine, a turbo engine is made up of a housing 1 with at least one pair of gases sequentially arranged tangentially to the circumference of the wheel 4 of the nozzle inlet 8 and a gas outlet 9 connected to each other by rotary cavities 10 for gas reversal and with a turbo engine installed in the housing 1 wheel 4 of the cylinder-blade type, made in the form of a monolithic wheel with recesses 11 in the tangential direction from round to rectangular cross-section with a curved bottom, while the distances [a] me waiting for the nozzle inlet and diffuser output in the turbo engine housing exceed the size of the segment [b [wheel circumference in the place of its deepening.

The total relative position of the nozzle gas inlet, diffuser gas outlet, the configuration of the wheel recess and the mutual ratio of the distances between the nozzle inlet and the diffuser outlet in the turbo engine body creates a pseudo piston effect, making it possible to create a turbo engine variant in the form of a turbo piston engine. The combination of the mutual arrangement of the nozzle inlet of gases, the diffuser outlet of gases, the configuration of the recess of the wheel and the relationship between the distances between the nozzle inlet and the diffuser outlet in the turbo engine housing provides the most complete use of the released energy:

 - released during the expansion and displacement of energy by the working fluid in the form of a liquid and / or gas;

 - kinetic energy of the working fluid;

 - reactive energy of the working fluid.

 Recesses of the monolithic wheel as an option perform a curved-drop-shaped cross-section with the direction of the tip of the drop back to the rotation of the wheel. This provides the best gas-dynamic characteristics during operation of the device as a whole.

 The device operates as follows (Fig. 5 and 6).

 The high-pressure exhaust gases (Fig. 6) enter the turbine engine housing 1 through a nozzle inlet 8, opposite which a diffuser outlet 9 is located tangentially to the wheel circumference. The gases create pressure on the wheel 4 along a tangent line, since between the nozzle inlet 8 and diffuser output 9 has a pressure gradient. Initially, gas fills the recess 11 of the monolithic wheel, creating pressure on it along the tangent line of the circumference of the wheel 4, which creates torque on the wheel axis and thus realizes the most complete use of the energy released during the expansion and displacement of energy by the working fluid in the form of a liquid or gas. And with the beginning of rotation of the wheel 4 with the removal of the recess 11 from the nozzle inlet 8, there is a gas operation, described in physics as a product of force and distance. This creates the effect of a pseudo piston. The sequential arrangement of the recesses 11 allows you to create a constant pressure along the tangent line of the wheel 4 during its rotation and to achieve a technical result in the form of a turbo-piston engine.

 With the beginning of rotation of the wheel 4, the gases and primary exhaust gases, which break through the leaks in the mates in the first section, enter the diffuser outlet 9, the wheel 4 again turns around the tangent line and goes to subsequent pseudo-requests. After passing all sections of the pseudo-piston, high-pressure gases are discharged from the turbo engine housing 1.

 When working in nominal mode, the kinetic energy of the working fluid is also used.

 When the position of the recess 11, corresponding to the beginning of the opening of the cavity towards the diffuser outlet 9, a reactive effect is created from the exit of the working fluid from the recess.

Thus, the most complete use of the released energy is ensured: - released during the expansion and displacement of energy by the working fluid in the form of a liquid and / or gas;

 - kinetic energy of the working fluid;

 - reactive energy of the working fluid.

 It also ensures the use of a five-stroke engine in the gas distribution scheme, reducing the resistance of the turbo engine to the exhaust exhaust.

9. In the prior art, turbines are widespread, where the exhaust gas enters in the plane of rotation of the wheel into the coiled turbine casing, and the gas escapes perpendicular to the axis of rotation of the turbine from the middle part of the casing (bttp./www.turbolader.ruA.

 A common disadvantage of the known devices is the underutilization of the released energy during the expansion and compression of gases in engines, as well as in the absence of simultaneous use:

 - released during the expansion and displacement of energy by the working fluid in the form of a liquid and / or gas;

 - kinetic energy of the working fluid;

 - reactive energy of the working fluid.

 Closest to the device (RF patent X ° 2519541) from a well-known level of technology to the claimed turbo engine is a turbine, consisting of a turbine housing of the cochlea type, providing gas inlet tangentially to the wheel circumference and gas outlet from the central part of the body longitudinally to the axis of rotation of the wheel, made on axis of the turbine wheel with radially arranged blades.

The known device has a significant drawback - the device is not applicable for a five-stroke engine, because it does not provide the technical possibility of artificially lowering the pressure in the exhaust tract of a low-pressure engine of a five-stroke engine.

 The known device has a significant drawback also due to the increased resistance of the snug element of the turbine due to the counter-pressure generated by the rotation of the gases, which causes the cylinders to be incompletely released from exhaust gases at the end of the exhaust stroke, as a result, engine power decreases and fuel consumption unreasonably increases.

The technical result of the invention is the most complete use of the released energy:

 - released during the expansion and displacement of energy by the working fluid in the form of a liquid and / or gas;

- kinetic energy of the working fluid; - reactive energy of the working fluid.

 Also the technical result of the invention is to reduce the resistance of the turbo engine to the exhaust exhaust gas, which, if the proposed turbo engine is used in the gas distribution systems of four-stroke engines, allows for more complete release of the cylinders from the exhaust gases at the end of the exhaust stroke, and as a result, an increase in engine power and lower fuel consumption .

 The technical result is achieved as follows (Fig. 9 - 12).

 Based on the design of the turbine, a turbo engine is made up of a housing 1 with a reactive-blade type wheel 4 installed in it, with at least one cavity 12 made parallel to the plane of the wheel 4, communicating via at least one transition cylinder 13 with a width [s] with a working volume 14, formed by the blades 15 of the wheel 4, located on the circumference of the wheel and made in the form of plates bent back to rotation of the wheel of the wheel so that the cross-sectional area between the blades in the plane perpendicular to them does not increase the appearance of the exit of gases from the cylinder.

 In FIG. 13 shows a variant of the conical design of the cylinder.

 The conical design of the cylinder allows you to bend the plate of the blades at the greatest angles back to the rotation of the wheel.

The total relative position of the casing with a jet-blade type wheel installed in it, with at least one cavity parallel to the plane of the wheel communicating through at least one transition cylinder with a displacement formed by the wheel blades located on the circumference of the wheel and made in the form of bent back rotation of the plate wheel in such a way that the cross-sectional area between the blades in the plane perpendicular to them does not increase in the direction of gas exit from the cylinder, it creates a reactive effect of the nozzle blades in place between the gas outlet from the cylinder, providing a possibility of creating variants of turbo a turbojet.

 The total relative position of the casing with a jet-blade type wheel installed in it, with at least one cavity made parallel to the plane of the wheel, communicating through at least one transition cylinder with a working volume formed by the wheel blades located on the wheel circumference and made in the form of bent back to the rotation of the plate wheel in such a way that the cross-sectional area between the blades in the plane perpendicular to them does not increase in the direction of gas exit from the cylinder, it creates a reactive effect th nozzle between the blades in the place of gas exit from the cylinder provides the most complete use of the released energy:

- released during the expansion and displacement of energy by the working fluid in the form of a liquid and / or gas; - kinetic energy of the working fluid;

 - reactive energy of the working fluid.

 The device operates as follows (Fig. 9 - 13).

 High pressure exhaust gases (FIG. 10) enter the turbo engine housing 1 through the nozzle inlet 16. The gases create pressure on the wheel 4 along a tangent line, since there is a pressure gradient between the nozzle inlet 16 and the transition cylinders 13. Initially, the gas transfers kinetic energy to the blades 15 of the wheel 4, creating pressure on it along the tangent line of the circle of the wheel 4, which creates torque on the wheel axis 7 and thus uses the kinetic energy of high-pressure gases.

 The existing constant pressure gradient between the nozzle inlet 16, the working volume 14 and then the cavity 12 causes the movement of gases between the blades 15, made in the form of plates bent back to the rotation of the wheel so that the cross-sectional area between the blades in the plane perpendicular to them does not increase in the direction of gas exit cylinder 13. The movement of gases between the blades 15 causes them to expand due to a drop in their pressure, and if the area of the channels between the blades 15 does not increase or decreases in the direction The motion of gases leads to an increase in their velocity, causing the effect of a jet nozzle at the exit of gases from the blades 15 of the wheel 4 to the cavity 12.

 In the embodiment of the conical design of the cylinder (Fig. 13), the blade plates 15 are bent to the greatest angles back to the rotation of the wheel and to the greatest extent reduce the cross-sectional area of the channels between the blades 15 in the direction of gas movement, which makes it possible to enhance the effect of the jet nozzle.

 Thus, the most complete use of the released energy is ensured:

 - released during the expansion and displacement of energy by the working fluid in the form of a liquid and / or gas;

 - kinetic energy of the working fluid;

 - reactive energy of the working fluid.

It also ensures the use of a five-stroke engine in the gas distribution scheme, reducing the resistance of the turbo engine to the exhaust exhaust. Sources of information taken into account

1. Car engines: a textbook for students. institutions of higher prof. education / [M. G. Shatrov, K. A. Morozov, I.V. Alekseevi et al.]; under the editorship of M. G. Shatrova. — 3rd ed., Rev. and add. — M.: Academy Publishing Center, 2013. — 464 pp. — (Ser. Bachelor). ISBN 978-5-4468-0186-2) (p. 23 - 25).

 2. The operation manual for Ka 850.3902150 engines YaMZ-850.10, YaMZ-8501.10 JSC "AUTODIESEL" (Yaroslavl Motor Plant).

 3. The manual for the operation of internal combustion engines YaMZ-

850.10, YaMZ-850.10-01 of the Yaroslavl Motor Plant of AUTODIESEL OJSC

(Operating Instructions 850.3902150 OM).

 4. Textbook of the State educational institution of higher professional education of the Department of TSTD MSTU "MAMI" B. N. Davydkov V. N. Kaminsky "Systems and units of pressurization of transport engines" Textbook for students of specialties 140501.65 "Internal combustion engines", 140503.65 "Gas turbine, steam turbine plants and engines ”, RF patent 2016221“ Hydraulic jet turbine ”.

 5. Training materials: / Ter-Mkrtichyan, G.G. “Internal combustion engines with non-traditional working cycles” textbook, manual / G.G. Ter-Mkrtichyan. - M .: MAflHJSBN 978-5-7962-0202-9, UDC 621.43, LBC 31.365 /.

 http: /www.turbolader.ru/

 htn: /www.turbolader.ru/

 https://infopedia.su/5x51 ee.html

Fig. four.

 Independent p. 12

Claims

Claim 1. The method of operation of an internal combustion engine is a five-stroke separate gas exhaust, including a first cycle of engine operation (intake), a second cycle of engine operation (compression), a third cycle of engine operation (expansion), fourth cycle of engine operation (exhaust), characterized in that exhaust gas is divided into the initial cycle of the release of high pressure gases and the immediately following cycle of the release of low pressure gases with the release of gases, respectively, through the high pressure valve into the high gas outlet Lenia and through a low pressure valve in the exhaust of low pressure gas path. 2. The method of operation of the internal combustion engine is a five-stroke separate gas exhaust, including the first cycle of the engine (intake), the second cycle of the engine (compression), the third cycle of the engine (expansion), the fourth cycle of the engine (exhaust), characterized in that exhaust gas emission is divided into the initial high-pressure gas exhaust cycle and immediately following the low-pressure gas exhaust cycle with the subsequent transition from the high-pressure gas exhaust cycle to the low-gas exhaust cycle so that the angle of rotation of the crankshaft during the joint opening of the exhaust and intake valves between the exhaust stroke and the intake stroke is as low as possible. 3. The method of operation of the internal combustion engine is a five-stroke separate gas exhaust, including the first cycle of the engine (intake), the second cycle of the engine (compression), the third cycle of the engine (expansion), the fourth cycle of the engine (exhaust), characterized in that exhaust gas emission is divided into the initial high-pressure gas exhaust cycle and immediately following the low-pressure gas exhaust cycle with the subsequent transition from the high-pressure gas exhaust cycle to the low-gas exhaust cycle phenomena in such a way that the angle of rotation of the crankshaft at the expansion stroke is increased to 15 degrees relative to four-stroke engines-analogues. 4. The method of operation of the internal combustion engine is a five-cycle separate gas release, including the first cycle of the engine (intake), the second cycle of the engine (compression), the third cycle of the engine (expansion), the fourth cycle of the engine (exhaust),  29th SUBSTITUTE SHEET (RULE 26) characterized in that the exhaust gas exhaust cycle is divided into the initial high pressure gas exhaust cycle and immediately following the low pressure gas exhaust cycle with gas exhaust, respectively, through a turbo engine to the high pressure gas exhaust path and through a vacuum pump to the low pressure gas exhaust path. 5. The method of operation of the internal combustion engine is a five-cycle separate gas exhaust, including the first cycle of the engine (inlet), the second cycle of the engine (compression), the third cycle of the engine (expansion), the fourth cycle of the engine (exhaust) with gas distribution phases:  - inlet valves - opening 10 ° to TDC, closing 46 ° after BDC; - exhaust valves - opening 66 ° to BDC, closing 10 ° after TDC, characterized in that the exhaust cycle is divided into the initial high pressure gas cycle and the immediately following low pressure gas cycle followed by a transition from the high gas cycle pressure to the cycle of the release of low-pressure gases with gas distribution phases:  - inlet valves - opening 0-1 ° after TDC, closing 20-30 ° after NMT;  - high pressure exhaust valves - opening 20-30 ° to the BDC, closing 10-20 ° after the BDC;  - low pressure exhaust valves - opening 0-10 ° to BDC, closing 1-2 ° after TDC. 6. The method of operation of the internal combustion engine is a five-cycle separate gas release, including the first cycle of the engine (inlet), the second cycle of the engine (compression), the third cycle of the engine (expansion), the fourth cycle of the engine (exhaust), with gas inlet and outlet through a turbocompressor, consisting of interlocked turbine and compressor housings, made on the same axis of the turbine wheel and compressor wheel, characterized in that the exhaust cycle is divided into the initial exhaust cycle pressure and immediately following it the low-pressure gas discharge cycle with the gas discharge, respectively, through the turbo engine to the high-pressure gas discharge path and through the vacuum pump to the low-pressure gas exhaust path, and the turbocompressor is replaced by a turbovariator consisting of interlocked turbo engine casings, vacuum pump and compressor SUBSTITUTE SHEET (RULE 26) made on one axis of the turbine engine wheel, vacuum pump wheel and compressor wheel. 7. Turbo-variator, consisting of interlocked turbine and compressor housings with turbine wheels and compressor wheels mounted on it on the same axis, characterized in that, based on the design of the turbocompressor, a turbovariator is made consisting of interlocked turbo-engine, vacuum pump and compressor housings made on one axis of the turbo engine wheel, vacuum pump wheel and compressor wheel. 8. Turbo-piston engine, consisting of a turbine casing of the cochlea type, providing gas inlet tangentially to the wheel circumference and gas outlet from the central part of the casing longitudinally to the axis of rotation of the wheel, made on the axis of the turbine wheel with radially arranged blades, characterized in that on the basis of design a turbine engine is made up of a turbine, consisting of a housing with at least one pair of consecutively arranged tangentially to the circumference of the wheel of the nozzle inlet and diffuser outlet of gases connected to I am waiting for myself with rotary cavities and with a cylinder-blade type wheel mounted in the turbo engine case, made in the form of a monolithic wheel with recesses in the tangential direction from round to rectangular section with a curved bottom, while the distances between the nozzle inlet and the diffuser outlet in the turbo engine case exceed the segment size the circumference of the wheel in the place of the recess, and such a cumulative relative position of the nozzle inlet of gases, diffuser exit of gases, the configuration of the recess of the wheel and The ratio of the distances between the nozzle inlet and the diffuser output in the turbo engine housing creates a pseudo piston effect, making it possible to create a turbo engine variant in the form of a turbo piston engine .. 9. A turbojet engine consisting of a turbine casing of the cochlea type, providing gas inlet tangentially to the wheel circumference and gas outlet from the central part of the casing longitudinally to the axis of rotation of the wheel, made on the axis of the turbine wheel with radially arranged blades, characterized in that based on the design a turbine engine is made up of a turbine, consisting of a housing with a jet-blade type wheel installed in it, with at least one cavity parallel to the plane of the wheel, communicating through transition cylinder with displacement formed by the blades of the wheel, 31 SUBSTITUTE SHEET (RULE 26) located on the circumference of the wheel and made in the form of plates bent backward to the rotation of the wheel of the wheel in such a way that the cross-sectional area between the blades in the plane perpendicular to them does not increase in the direction of gas exit from the cylinder, but such a cumulative relative position of the casing with the jet-blade type wheel installed in it, with at least one cavity made parallel to the plane of the wheel communicating through at least one transition cylinder with a working volume formed by wheel blades located on the circumference of the wheel and made in the form of plates bent backward to the rotation of the wheel of the wheel so that the cross-sectional area between the blades in the plane perpendicular to them does not increase in the direction of gas exit from the cylinder, creates the effect of a jet nozzle between the blades at the place of gas exit from the cylinder, making it possible to create a turbo engine variant in the form of a turbojet engine. 10. Turbo-piston engine according to claim 8, characterized in that the recesses of the monolithic wheel perform a curved-drop-shaped cross section with the direction of the tip of the drop back to the rotation of the wheel. 11. The turbojet engine according to claim 9, characterized in that the transition cylinder can be made conical, and the blade plates are bent to the greatest angles back to the rotation of the wheel and to the greatest extent reduce the cross-sectional area of the channels between the blades in the direction of gas movement. 12. The method according to p. 2, characterized in that the minimum possible angle of joint opening of the valves correlates with the size of the thermal gaps between the valves and the valve followers. 32  SUBSTITUTE SHEET (RULE 26)