Коганицкий Григорий. Koganitsky adiabatic engine

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Koganitsky adiabatic engine

All drafts used in this description are simplified sketches without minor details.

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"Adiabatic diesel engine with a toroidal-slit combustion chamber and generation of high pressure gas-vapor mixture under the action of exhaust gases onto the coolant liquid by means of injection in order to utilize of a recovery its heat and reducing the harmful effects of exhaust gases on the environment."

Introduction

Innovations claimed by the author as his intellectual property

-- Initiation and realization of highly efficient combustion of fuel by a detonation front moving in the form of an annular vortex flow in a toroidal-slit structure of variable volume;

-- Usage in the valveless two-cycle engine of a flue damper or a rotating valve, which briefly covers the exhaust path, from the moment before the end of the exhaust gas "release" phase, until the moment of complete overlap an exhaust piston edge for realization of a back kick of high pressure into the exhaust path of a cylinder;

-- Sucking liquid coolant from the cylinders in the injector pomp under the action of high-temperature exhaust gases of the engine and generation by them gas-vapor mixture;

-- The energy utilization of exhaust gases and heat which produced by the engine through the gas-vapor mixture working in the differential turbine.

According to paragraph 1 (Initiation and realization of highly efficient combustion of fuel by a detonation front moving in the form of an annular vortex flow in a toroidal-slit structure of variable volume) -

This innovation allows, due to the combustion of fuel in the front of detonation of a shock wave moving with high speed inside an annular vortex flow in a toroidal-slit structure of variable volume, to increase the temperature and pressure at which the combustion process occurs without significantly increasing the compression ratio, temperature and working pressure in the cylinder.

This allows, on the one hand, achieving a more complete combustion of fuel and reducing of the formation of harmful combustion products, and, on the other hand, by accelerating the combustion process, allows diesel engines to achieve such operating speed rotation and power density like the modern gasoline engines are.

According to paragraph 2 (Usage in the valveless two-cycle engine of a flue damper or a rotating valve, which briefly covers the exhaust path, from moment that before of the "end of the exhaust gas release" phase, until complete overlap an exhaust piston edge for realization of a back kick of high pressure into the exhaust path of a cylinder) -

This innovation makes it possible to abandon usage into a supercharged two-stroke engine of an exhaust valve operating in a very severe thermal mode or asymmetric movement of the opposing pistons, complicating and making the kinematic circuit unbalanced.

Unlike conventional exhaust valve, declared flue damper or a rotating valve in the exhaust path is in contact with hot exhaust gases only briefly and only via its inoperative end surface, protected, if necessary, by ceramic spraying.

This flue damper in the exhaust path, in contrast to the conventional exhaust valve, is not required to ensure high degree sealing with the exhaust path and it operates at low pressure.

In the "off position", this flue damper is cooled: by the air flow of the intake tract; by oil supply or contact with coolant. Minor leakage of coolant in the exhaust path or breakthrough of exhaust gases into the intake manifold does not matter due to the peculiarity of the engine.

According to paragraph 3 (Sucking liquid coolant from the cylinders in the injector pomp under the action of high-temperature exhaust gases of the engine and generation by them gas-vapor mixture) -

This innovation allows, due to the contact of coolant and exhaust gases in the injection pump (hereinafter the term "injector" will be used), generate steam-gas mixture for the utilization turbine and, at the same time, to purge exhaust gases out of soot and harmful components with following its neutralization and an absorption in filter.

According to paragraph 4 (The energy utilization of exhaust gases and heat which produced by the engine through the gas-vapor mixture working in the differential turbine) -

This innovation allows, using the gas-vapor mixture obtained during the engine operation, to perform additional useful work in a differential turbine capable of self adjustment without the usage of special automation and controlled guide vanes.

According to paragraph 3, 4 -

This scheme of utilization of heat released during engine operation is self-balancing and self-synchronizes with the working cycles of the internal combustion engine.

After condensation of the liquid phase from the gas-vapor mixture at the outlet of the condensation turbine and the subsequent separation of this mix into fractions in a centrifugal condenser-separator, the components that harmful to the surrounding environment carried away with the liquid component and then, they are absorbed by a filter or absorber.

As a result of applying the described above innovations, the diesel engine that made according to this scheme will operate in a cycle similar to the Carnot cycle, that is, have a high efficiency, with a low level of heat release to the environment and can be considered as adiabatic engine.

The use of this scheme allows to create an internal combustion diesel engine: working on cheap fuels; with high power density; with high coefficient of efficiency; without critical heat loads for individual elements; with low thermal and harmful emissions.

Physical effects used in the proposed innovations:

The detonation combustion of fuel is a combustion mode in which a high speed shock wave spread through the working mixture, initiating in it chemical reactions that, in turn, support the motion of the shock wave due to the energy releasing that taking place as result of these exothermic reactions.

While the mixture detonation, complex physicochemical processes are occurred in a highly compressed and superheated zone of shock wave and as result of that the fuel hydrocarbons are transformed into simpler elements with the release of free of oxygen and free radicals that does a combustion process more efficient and more intense.

This detonation front, consisting of a shock wave and a zone of exothermic chemical reactions, spread through the mixture at supersonic speeds.

In a toroidal-slit combustion chamber, the pressure and temperature of the burning mixture in the front of the shock wave is dozen times higher than the pressure acting on the cylinder walls after bypassing the products of detonation burning through the working slit and formation by it the mixture with air in proportion of about 1:30 in the expansion chamber of variable volume.

Toroidal combustion chamber in the cylinder head

1 - cylinder head; 2 - fuel injector forming a compact jet along the outer wall of the chamber; 3 - fuel injector forming an atomized jet along the axis of the toroidal chamber; 4 - jet along the axis of the toroidal chamber; 5 - jet along the chamber wall; 6 - detonation wave front; 7 - injection of detonation combustion products into a variable volume chamber; 8 - heat resistant piston head; 9- detonation toroid-slot chamber formed by the cylinder head and piston heads.

Combustion in the detonation front propagating in a toroidal heat-insulated chamber can be considered as a process similar to adiabatic.

In detonation engines, the rate of fuel burning in the detonation front reaches at least M = 2.5 at a temperature of 3500-4000⁰ C.

The process of the fuel detonation combustion approximately on 25% more efficient than deflagration combustion is and differs from combustion with constant pressure as its increased heat generation power per unit of area of the reaction surface.

дополнительная ссылка -

( ZND )- physical model ... Zeldovich-Von Neuman-Doring theory of detonation |

... It is considered that during the detonation spread, the substance is first heated when the shock wave front passes, and, after that only, chemical reactions begin in the substance with time delay that equal at the time of self-ignition delay.

During chemical reactions, heat is released and as result of that leads to additional expansion of the combustion products and appropriately an increase in their speed of movement,

Thus, the zone of chemical reactions acts as a kind of piston, pushing the leading shock wave and simultaneously ensuring its stability ...

Overlapping of the exhaust manifold and abrupt braking of the high-speed flow generated by residual pressure of exhaust gases and excessive air pressure from the supercharger by means of a flue damper or a rotating valve causes of occurrence reflected wave in the exhaust manifold, which moves in the direction to the cylinder and as result of that pressure and temperature of pressurization in it are increased.

flue damper

flue damper in "OF" position

flue damper in "ON" position

Such an increase is a positive phenomenon for this type of engine, reducing heat loss and increasing charging pressure and working efficiency.

The injector is device acting in accordance with the "Bernoulli law", which, by means of the flow energy of the one medium, having high velocity, creates a reduced pressure in a narrowing section, which causes suction another medium into its flow.

Generated mix then carried away and accelerated by means of energy of first flow.

The energy of first stream carries out acceleration and, present at sufficient output resistance, compressing of the second stream.

If the second medium is heated above the level of vaporization at a given pressure, then, in a discharged zone, its evaporation occurs.

If the first medium has a sufficiently high temperature and pressure, then high-pressure of this gas-vapor flow is generated at the injector outlet, the fact of which permits to use an auxiliary compound cylinder or turbine.

injection pump

0x01 graphic

The temperature of this gas-vapor mix is less then temperature of first medium.

According to paragraph 4 (The energy utilization of exhaust gases and heat which produced by the engine through the gas-vapor mixture working in the differential turbine) -

The differential, condensation turbine is a dual radial turbine with two independent working disks of opposite rotation and working blades located on the disks across the vapor-gas flow.

Working blades of one disc simultaneously work as guide vanes for flow coming into working blades of another disc.

The ratio of the speeds of rotation of the each disk is inversely proportional to the ratio of the working loads on these disks.

The condensation, differential turbine

Such turbine is capable to carry out self-adjusting and self-balancing without usage of special automation and controlled guide vanes.

According to paragraph 3, 4

This scheme of utilization of heat released during engine operation is self-balancing and carries out self synchronization with the working cycles of the internal combustion engine.

Generating of a gas-vapor mixture by suction of engine coolant by exhaust gases and using it in an auxiliary turbine or a compound cylinder, improves engine efficiency both through heat recovery from the engine cooling system and an exhaust energy utilization;

The chemical and physical interaction of components of exhaust gases, harmful to the environment, with superheated steam reduces the level of harmful emissions into the atmosphere during engine operation.

Application domain of the described above innovations

Creation of advanced diesel engines for transport and modernization of high-powered diesel engines for work with increased economy and reduced of environmental impact.

An example of a two-cycle, hybrid engine with a vortex detonation combustion chamber

Vehicles with such engines will be cheaper than battery electric vehicles that are close in class and they will be able to compete with them in field of environmental friendliness, surpassing them by: specific power; length of run on one refueling and by endurance.

Of great importance is the fact that the production of high-capacity batteries and their subsequent disposal are technologically very complex, costly and dirty processes.

Modernization of powerful diesel engines to working in described mode is carried out as replacing of the standard cylinders head by the head having a toroidal-slit detonation chamber and mounting of the injector gas-steam recovery module.

Example of a stationary diesel upgrade

0x01 graphic

A - engine; B - condenser-separator; C - working fluid cooler; M - a fluid module; D - turbine;

1 - injector; 5 - water valve; 6 - the exhaust valve; 7 - inlet port; 9 - steam-water jacket; 13 - crankshaft; 15 - steam line; 16 - nozzle; 17 - supply of cooled working fluid; 18 - pump; 19 - regenerative filter absorber; 20 - feed line into water jacket ; 21 - working fluid make-up line; 22 - exhaust pipe; 23 - toroidal-slit chamber

Such a modernization is of interest both for engines that are used in maritime and rail transport, and for engines used in high-power diesel-electric stations.

Since such an upgrade of heavy diesels is only a special case of applying the innovations proposed above, then, to simplify the explanation, it will be considered in detail only a hypothetical supercharged, hybrid diesel engine specifically designed for using by such a scheme on the basis of the two-cycle, valveless modules having a balanced counter pistons movement.

Functional diagram of steam generation and energy recuperation

1 - diesel module

2 - diesel module

3 - gas-veapor, combined turbine-separator

4 - forcing air turbine

5 - forcing water pump

6 - recleanable absorber

7 - recleanable mechanical filter

8 - controlled valve

9 - catalytic converter

10 - injector

exhaust gazes

coolant

compressed air

steam condensate

gas-vapor mix

air after heat exchanger

The air heat exchanger is not shown in the diagram.

The dampers in the exhaust manifolds are not shown in the diagram.

Generating of a gas-vapor mixture and energy utilization are carried out as follows:

At the end of the running cycle, from the exhaust port_7, overheated products of combustion pass sequentially through a normally open damper, catalytic converter_9 and arrive at the input of injector_10.

Under of its action, an underpressure is created in a liquid port of the injector, opening the valve in the cooling jacket of modules_1_2 and as result of that the injector sucks the cooling cylinder liquid into the vaporization zone and produces gas-vapor mixture.

This gas-vapor mixture enters into the axial chamber of the differential gas turbine_3.

Design of turbine module

0x01 graphic

3 - gas-veapor, combined turbine-separator

4 - forcing air turbine

11 - cavity of a coolant circulation

12а - turbine working disk

12б - turbine working disk

13 - condenser-separator

14 - intake of coolant

15 - planetary gear unit

16 - air turbine support shaft

17 - outlet port of condenser

From the axial chamber, the gas-steam mixture enters on the blades of the turbine disks, spinning up them in opposite directions.

One of the disks is directly connected to the rotor of the air turbine and the second, through a planetary gearbox is connected with an auxiliary motor-generator.

The rotational speeds of the disks are inversely proportional and depend of loading proportion onto each.

Carrying out useful work onto the blades of the disks of turbine, gas-vapor mixture loses its energy below the condensation point.

At the exit from the last row of blades, the vapor component of the mixture condenses, and due to a remaining rotational velocity is separated on the cooled ribs of the condenser-separator.

The condensate accumulates in the lower part of the condenser-separator, and after cooling in the heat exchanger at the air turbine inlet returns to the circulation system.

The washed and dehydrated gas goes out into the atmosphere through the exhaust windows.

Since such a gas has low speed, low pressure and low temperature at the turbine outlet, there is no need for usage of an exhaust silencer.

After the heat exchanger, the heated air is fed to the inlet of the centrifugal compressor, compressed and through the transit bypass of the damper is fed to the inlet port of a cylinder.

Since this type of engine operates in a thermodynamic cycle close to the Carnot cycle, the supply of heated air to the turbine increases the efficiency of the engine.

The design of the engine version which is presented in the description

This engine consists of two unified diesel modules, united in an integrated design by a common crankcase.

Except for the moment of the special mode, these modules are united by a common traction motor-generator, having a twin rotor, into a single kinematic scheme.

An exception is engine operation in one of half power modes.

In this case, the independent parts of the rotor which of each can work as independent unit are separating and, depending of working mode selected by the computer of the vehicle, one of the modules is turned off.

In the half power mode, when the independent units of the rotor are separated, one of the modules can transmit power both to mechanical transmission and traction motor-generator, and the second module in this mode can transmit power only to traction motor-generator.

Engine design


1, 2 - diesel modules; 3 - traction motor-generator; 4 - motor-generator of turbine; 5 - injectors; 6 - gas-veapor turbine; 7 - air turbine; 8 - transmission; 9 - high pressure oily pump; 10 - low pressure fuel pump; 11 - water pump; 12 - low pressure oily pump; 13 - high pressure fuel pump; 14 -- turbine reducer; 15, 16 - synchronizing gears of the modules; 17 - synchronizing gears of crankshafts of the module; 18 -- disks of gas turbine ; 19 - disk of air turbine ; 20 - two-stream clutch; 21 - gears of clutch of permanent gearing; 22 - planetary, differential gear ; 23 - gears of half shafts; 24 - half shafts

Engine transmission is built-in.

Transmission functions, depending on power of engine are carried out by two-streaming or three-streaming clutch having pinions of constant gearing.

The condition of the unloaded clutch is - all streams are "normally open".

Start, reverse, and transient mode between streams switching are provided by the main and auxiliary tractive motor-generators that, in this moment, additionally used energy from booster-batteries and the gas turbine motor-generator.

The engine works in such manner

Prior to the start, the turbine motor-generator spins up the turbine disk associated with it, and oil and water pumps installed onto its shaft.

The dampers in the exhaust manifold are closed.

The second disk of the turbine is spinning up by the transit air flow induced by the first disk. Air inflow into the first disc is provided by a start valve (it's not shown on the diagram).

When the oil pressure in the oil collector and the air pressure in the intake manifold reach operating values, the traction motor-generator spins up the engine and fuel pumps to the starting speed.

Depending on the type of vehicle, the selected mode and the degree of pushing on the accelerator, the movement of the vehicle may begin before the engine reaches operating speed, as well as after it reaching.

This movement can be started or due to auxiliary traction motor-generators, which receive energy from the batteries or under support of the traction motor-generator from the battery, after the diesel engine reaches the initial operating speed.

Full and peak power in economy mode of diesel engine can be achieved only when the coolant reaching of operating temperatures.

For powerful engines it is desirable to use preheaters.

In the case when partial power requires from the diesel engine, it is possible to carry out two main economical modes: movement with a complete disabling of one of the diesel modules, without disengaging the clutch or movement with the clutch disengaged, by means of usage of the auxiliary traction motor-generators which receive energy both from battery and from the motor-generator of the turbine.

In the second case, one or both diesel modules operate or at low power by usage of turbine and the traction motor-generator or they work only onto the turbine as "freely piston generators" for power supply to the auxiliary traction motor-generators.

Auxiliary motor-generators serve the rear wheels and provide energy recuperation during braking and backing up special movement modes.

The availability of auxiliary engine generators of the rear wheels also improves the handling and performance of the vehicle in difficult road conditions.

Optimal design options are the engine having one, two or four unified diesel modules.

The design option with a single diesel module is permissible due to the fact that the traction motor-generator serves for it as a sufficient working flywheel.

Unified Diesel Module

The usage of a unified module is not a specific feature of the design of the adiabatic diesel engine with a toroidal-slit chamber.

In the engine, presented in the description, such variant of design is chosen because of the possibility: of using a simplified, not cooled ceramic toroidal chamber; of design unification and capability of production on one technological line several variants of engine of different power.

Design of a diesel module

The unified diesel module consists of two equal unified units assembled on tie-road pins on either side of a ceramic, uncooled, toroidal combustion chamber.

The combustion chamber has, depending on the geometric dimensions and engine power, two or more fuel injectors.

Each such unified assembly consists of two coaxially arranged cylinders -- a working cylinder and a cooling jacket, which are closed, on the one side, by toroidal combustion chamber that is a common for these units and, on other side, by a crankcase in which are installed the crankshaft and piston block.

For increasing the heat transfer area, the outside surface of working cylinder may have a volumetric texture coating that is carried out by means of usage a material with high thermal conductivity.

The volume formed between the working cylinder and the cooling jacket filled by a cooling fluid under overpressure.

The internal volume of the piston is not connected with the internal volume of the crankcase and has two windows - inlet and bypass. The windows are designed for the passage of supercharging air from the air turbine into the cylinder through the internal space of the piston.

The supercharging air, passing inside the piston, cools both it and the heat-resistant piston crown having external ceramic spraying.

In moment of passing the top dead center, two heat-resistant crowns of the opposite pistons and a ceramic toroidal combustion chamber form a detonation, toroidal-slit combustion chamber of variable volume.

The diesel module works as follows

Before the start of the compression phase, air is forced into the working cylinder by means of a high-speed air turbine.

The supercharging air is supplied simultaneously to both cylinders through the inlet and bypass windows of the pistons.

After the start of the purge, the dampers in the exhaust manifolds are closed, which creates an initial air over pressure in the cylinders of the module.

At the end of the compression stroke, the two the heat-resistant crown of the opposed pistons and the ceramic toroidal combustion chamber form the detonation, toroidal-slit combustion chamber of variable volume.

Fuel injection into the combustion chamber is carried out by high-pressure fuel injectors in several stages.

The first stage - before reaching the highest dead center of the pistons, with significant injection advance, the "jet nozzle" forms a dense fuel jet along the wall of the toroidal combustion chamber.

The second stage - the "spray nozzle", starting from the moment before reaching the highest dead point of the pistons, performs several pulsed feeds of fuel along the closed axis of the toroid.

When the pistons reach their highest dead center, cylinders supercharging provides the pressure needed to detonate the fuel.

As a result of this, along the closed axis of the toroidal chamber, several detonation fuel flashes moving behind each other are formed.

Each new flash increases the speed of the previous ones.

The flames' fronts of the flashes, moving at high speed along the long axis of the toroidal chamber, scratch off a dense jet of fuel from the first nozzle from the chamber wall and mix it with air.

As a result of that, an annular, high-speed detonation wave arises and moves along the long axis of the toroidal combustion chamber.

The detonation wave moves at supersonic speeds.

The chemical reaction is supported by the heating of reagents by the shock wave and, in turn, sustains the steady propagation of the shock wave.

Since the design features of the toroidal combustion chamber described above exclude heat loss, the temperature in it rises to 1500-2500⁰ C.

In the detonation wave, under the action of high temperature and high pressure are carried out evaporation and high-temperature cracking of complex hydrocarbons, with the development of a large number of free radicals.

Through the slit formed by the edges of the heat resistant piston heads, the products of detonation combustion enter the chamber between the diverging pistons and mix with the air.

After completion of engine operating cycle, the edges of the piston heads pass below then the edge of exhaust ports in both cylinders and permit at exhaust gazes release throughout the exhaust manifold.

In this time, the dampers in the exhaust manifolds are in the normally open state.

The air passes successively - oil heat exchanger; air heat exchanger; air turbine; dumper; internal cavity of the piston; inclined blow off channel in the wall of the cylinder and the outlet window of the opposite cylinder.

Blowing out is performed from the overflow window of one cylinder into the outlet window of another cylinder.

By the time of full opening of the blow off channels of the cylinders, the dampers close and overcharging pressure beginning to create in the cylinders.

After passing the bottom dead point and closing the exhaust ports of the cylinders, the dampers return to their normally open state.

The pistons continue to move symmetrically towards each other, carrying out a compression cycle.

Possible usage of the diesel engine described above in vehicles

In a modular city van

A modular city van is a vehicle consisting of a universal mobile platform, which works as a driverless vehicle or monitored by an escort man, and which has a cargo or passenger module.

Based on the operating conditions in a modern city, such a mobile platform must meet at least the following requirements:

1 - load capacity must be not less than 1000 kg;

2 - the average speed of movement is not less than 50 km / h;

3 - when it performs a maneuver, acceleration time to the maximum allowed speed of 80 km / h must be no more than 8 seconds;

4 - to be able, without additional maneuvers, to turn in traffic and in conditions of city streets by 90⁰ at a length of a road segment that has 1.5 of length of its carcass;

5 - to be able, with minimal additional maneuvers, to perform "parallel parking" onto free space of a length equal to 1.2 of the length of its carcass;

6 - to have fuel consumption of 4 to 7 liters per 100 km, depending on the load and traffic;

7 - to have the maximum environmentally friendly exhaust;

8 - to be able to work on several renewable types of heavy fuel.

fixed route taxi-bus / sightseeing bus	Transport module with cargo module, detached from it
Location of transport on the generatrix of the turn area onto 90⁰ from stationary position	Block-diagram of the transport module
		Block-diagram of transport module transmission
*A - transport module; B - exchangeable module* *1 - diesel engine-generator; 2 - turntable; 3 - buffer batteries; 4 - traction el. engines; 5 - gear and brake module;* *6 - suspension; 7 - fuel tank; 8 - pneumatic tires; 9 - band tyre (airless tire); 10 - el. controller; 11 - additional equipment;* *12 - reagent tank*

The "universal mobile platform" presented above and intended for the "urban modular van", is based on the modular diesel engine with a detonation toroidal combustion chamber, which is described in the previous paragraphs.

Based on the requirements for urban delivery vehicles, it may be assumed that the diesel-generator having the single diesel module and having no mechanical transmission will be the optimal engine kitting.

The operating power of such a generator at optimum speed rotation should be in the range of 80-120 h.p.

Transmission universal mobile platform work as follows:

The mobile platform has two groups of wheels. Each of group consists of two twin wheels. Each pair of wheels includes an outer wheel with an air tire and an inner wheel with a "gusmatic" tire.

A pneumatic tire has a diameter on 5-8% more than a "gusmatic" tire that is paired with it.

Each pair of wheels has its own electric motor and a differential gearbox between the paired wheels.

Suspensions of the rear wheel group are independent and they are fixed to the body or the supporting frame by means of hinges and fixing devices.

The front wheel suspension is independent and fixed to the turnable platform by means of hinges and fixing devices.

The brake system of each wheel set is independent and is performed or by electric braking of the wheels together with energy recuperation or vacuum cylinders which are received vacuum from the air-pump intake of the diesel generator.

The turning of the transport module is carried out:

The turning of the transport module is carried out by rotation of the entire front turnable platform to the desired angle.

The turnable platform is fixed on the body of the frame of transport module by means of a central hinge and an annular support and is connected to a common energy circuit through a circumferential current collector.

The turnable platform does not have its own turn engine. Its rotation is carried out due to the difference in speed of rotation of wheel pairs located on it.

The turning can be carried out: by electric braking of one of the pairs of wheels together with energy recuperation; by mechanical braking carried out with vacuum cylinders usage and, if it is necessary when the transport module is stationary, a turning of the platform can be carried out by contra rotating of the wheels.

The speed of rotation of the platform and the safe angle of rotation is regulated by a hydraulic vane shimmy damper connected to the central hinge.

The hydraulic resistance of the damper is changed by an electrically controlled valve at the command of the central controller.

All modes of movement of the transport module are fully set by the central processor through the electric controller, except for the braking mode.

The braking mode has an additional emergency mode, carried out by direct cutoff of vacuum by the driver or central processor.

In the case of usage this transportation module unmanned node, in automatic mode, emergency braking and breaking of the electrical transmission circuits can be possible under gross external influence.

In self-propelled artillery piece: (hereinafter referred as - SPG or GMC)

155 mm floating armored self-propelled artillery piece


1 - engines; 2 - reduction gear of track guide wheels assembled with multi-disc brakes; 2A - auxiliary electric motor; 3 - cassette with artillery projectiles ; 3A - solid propellant artillery charge ; 4 - drum with solid and liquid propellant artillery charges; 5 - transmission of right side ; 6 - transmission of left side ; 7 - supporting pedestal of the tower; 8 - profiled, support rail of the tower; 9 - tower drive and horizontal trunnion; 10 - power controller-redistributor; 11 - ballast battery; 13 - liquid additional artillery charge; 14 - coolant of barrel; 15 - movable armored case of the barrel group; 16 - the tower; 17 - pontoon; A - barrel in the transport position; B - barrel in the position of "maximum reduction" C - barrel in the position of "maximum elevation"; D - pontoon of buoyancy in transport position E - pontoon of buoyancy in position "movement on water"

This SPG is a lightly armored, tracked, self-propelled howitzer-cannon that capable, after preliminary preparation performed directly in the process of movement, to overcome the water obstacles by afloat.

The cannon is protected by an armored hull and installed in a niche outside the habitable space of the turret.

The cannon perform a shot in manner of the "pre-rolling-out-of-battery" and it has a long rollback transcend beyond of the dimensions of the tower.

When cannon moves from the transport position into the combat position, it rises above of the dimensions of the tower.

The turret has a horizontal pointing angle of +/- 25⁰ and the vertical pointing angle from -8⁰ to 55⁰.

Submission of the complete ammunition from the turret into the "drop-down chamber" of the cannon is carried out through the charging port of the turret into the charged chamber of the cannon by its movement into the opposite direction relative of the shot direction. (See annex 1)

Specific features of diesel engine of the SPG described above allow:

-- As this engine has small dimensions, allow parallel operation of several engines in one transmission, have a very low level of thermal and acoustic emission, it makes possible to design a compact SPG in the "stealth" configuration;

-- To refuse in this SPG from the use of differentials, hydro-volume or hydrostatic transmissions and of an on-board gear with a multiple steps of a swing-out gear, while simultaneously increasing maneuverability, including the possibility of turning in manner of "caterpillars operate in contra rotations";

-- Depending on the terrain and practicability of the working district, to ensure the range of the SPG from 1500 to 2000 km due to the high fuel efficiency of the engine and its adaptability to use in combined and multi-engine transmission schemes.

Such features of this SPG, when in it be used a special howitzer-gun with reduced recoil, which used an additional liquid charge for carried out of a shot and that has high rate of fire, allow the tactical group of one SPG and two similar to it charging vehicles which can additionally act as a fire control point and as an anti-aircraft protection unit, give to such a group possibility to operate more efficiently, autonomously and with less losses than helicopters unit performing similar tasks.

Depending on the manner of usage of an additional liquid charge of a shot, such a tactical group is capable, when using UAVs and the hovering optical reconnaissance projectiles for describing targets and targeting, to perform or 28 aimed shots at distances from a direct shot to a distance of 30-40 km in about 1.5-2.0 minutes or 84 aimed shots in about 8-10 minutes.

SPG engines and transmissions carry out their functions as follows

The specific features of this SPG is the complete mechanical independence of the transmissions of the right and left sides, each of which has its own engine and each one has two leading sprockets on the caterpillar of its side.

Two leading sprockets on each caterpillar allow the use of a lighter caterpillar, with the simultaneous ability to supply more working power to it.

1 - engines; 2 - reduction gear of track guide wheels assembled with multi-disc brakes; 2A - auxiliary electric motor; 5 - transmission of right side ; 6 - transmission of left side ; 10 - power controller-redistributer; 11 - ballast battery; 17 - caterpillars

The SPG engine differs from the base case in that it uses a three-stream clutch with pinions of permanent gearing and the output planetary differential is replaced by a demultiplicator.

Using the specific features of the above-described engine, the onboard transmissions are interconnected to each other only electrically, redistributing the energy of the engines and of the ballast battery through the power controller.

Depending on the chosen driving mode, the SPG can use or both engines in full or partial activation of diesel modules, or one engine. In both cases, the energy between the onboard transmissions is redistributed by the controller.

The change of movement direction of the SPG is carried out:

1 - At large radius turn: by reducing the revolutions at the exit of one of the engines and increasing the revolutions at the exit of the other that is performed by the combined action of the three-stream clutches and demultiplicators. Rotation speed of the diesel modules is maintained constant, in optimal mode. In the case of insufficient power of engine of the transmission that is moving over a larger radius, its power is maintained by the controller that redistributing to it the energy from engine of other transmission that moving along a smaller radius and by the energy of the ballast battery. Additional energy can be supplied both to the traction motor-generator of the overloaded engine, and to the auxiliary motor-generator of the rear sprocket of its caterpillar.

2 - At small radius turn: by mechanically disconnection one of the engines from transmission simultaneously with the braking of caterpillar on its side by usage of an auxiliary motor-generator of the rear sprocket operating in generator mode. If necessary, in addition main brake system of this caterpillar may be used.

3 - Turning on the spot by usage of the movement of the tracks in opposite directions can be done in two ways:

а - The diesel engine of one onboard transmission works in normal mode and the slewing speed is selected by switching the demultiplicator and selecting of the working flow of the clutch. The second onboard transmission actuates only by the auxiliary motor-generator. Its diesel engine works also in normal mode but with the disengaged clutch in the diesel-generator mode;

б - Both diesel engines work normal mode activating their own transmissions, but one of them, in previous stage was restarted with the opposite direction of rotation. This method can be used in difficult road conditions.

/A specific feature of this type of engine is that, after a short stop, changing of its direction of rotation does not require special preparation apart from of electrical switching of the order of operation of the fuel injectors/.

SPG reverse speed movement is carried out in the following manner:

a - Both diesel engines operate in the generator mode with the clutches disengaged. SPG movement is performed only by means of usage auxiliary motor generators.

b - Both diesel engines are reversed of the rotating direction. This method is used: in difficult road conditions; for long-term SPG movement with a high reverse speed or for the SPG usage as a tractive vehicle.

Annex 1

The examples used below were previously declared by the author. They cannot be used without the author`s consent:

1 - For recharging of weapon, the usage of a "drop-down chamber" that is deflected from the line of the shot, with the feeding of a projectile and a charge into this chamber in the direction opposite to the direction of a shot:

http://samlib.ru/img/k/koganickij_g_a/pre-rolling_ingl/pre-rolling_ingl-15.jpg

http://samlib.ru/img/k/koganickij_g_a/pre-rolling_ingl/pre-rolling_ingl-16.jpg

http://samlib.ru/img/k/koganickij_g_a/pre-rolling_ingl/pre-rolling_ingl-17.jpg

2 - The usage of a liquid, one-component additional charge that, immediately prior to a shot, is injected in the barrel into cavity between the projectile and the solid main charge containing the catalyst:

http://samlib.ru/img/k/koganickij_g_a/tankmodernization2-1/tankmodernization2-1-6.jpg

http://samlib.ru/img/k/koganickij_g_a/tankmodernization2-1/tankmodernization2-1-7.jpg

http://samlib.ru/img/k/koganickij_g_a/tankmodernization2-1/tankmodernization2-1-9.jpg

3 - Firing in manner the "pre-rolling-out-of-battery" that is performed by means of the exposure of the powder gases of the shot:

http://samlib.ru/img/k/koganickij_g_a/pre-rolling_ingl/pre-rolling_ingl-11.jpg

http://samlib.ru/img/k/koganickij_g_a/tankmodernization_ingl/tankmodernization_ingl-3.jpg

4 - The hovering optical reconnaissance projectiles for describing targets and targeting:

http://samlib.ru/img/k/koganickij_g_a/pyrotechnical-rolling-of-batteryattachment_5/pyrotechnical-rolling-of-batteryattachment_5-1.jpg

http://samlib.ru/img/k/koganickij_g_a/pyrotechnical-rolling-of-batteryattachment_4/pyrotechnical-rolling-of-batteryattachment_4-3.jpg

/ All sizes used in sketches are aimed for demonstration purposes only /

Комментарии: 5, последний от 20/09/2019. © Copyright Коганицкий Григорий (gert99@mail.ru) Размещен: 23/06/2019, изменен: 24/06/2019. 70k. Статистика. Статья: Изобретательство English versions of articles - Kaganitsky Grigory Иллюстрации/приложения: 54 шт. Скачать FB2		Ваша оценка:
Аннотация: "Adiabatic diesel engine with a toroidal-slit combustion chamber and generation of high pressure gas-vapor mixture under the action of exhaust gases onto the coolant liquid by means of injection in order to utilize of a recovery its heat and reducing the harmful effects of exhaust gases on the environment."

Коганицкий Григорий : другие произведения.

Koganitsky adiabatic engine