ABOUT
THE INTERNAL COMBUSTION ENGINES FORCES
Relly
Victoria Virgil Petrescu
IFToMM, Romania
E-mail: rvvpetrescu@gmail.com
Florian
Ion Tiberiu Petrescu
IFToMM, Romania
E-mail: fitpetrescu@gmail.com
Submission: 12/10/2018
Revision: 2/8/2019
Accept: 9/19/2019
ABSTRACT
The
paper presents an algorithm to set the parameters of the dynamics of the
classic mechanism the main of internal combustion. It shows the distribution of
the forces (on the main mechanism of the engine) on engines with internal
combustion. Dynamic, the gears can be distributed in the same way as forces.
Practically, in the dynamic regimes, the velocities have the same
synchronization as forces. The method shall be applied separately for two
distinct situations: when the engine is working on a compressor and in the
system of the motor. For the two individual cases, two independent formulae are
obtained for the dynamic cinematic forces (gearbox). The calculations shall be
made for an engine with a single cylinder. The change of speed in the dynamics
feels like a variation of the angular speed of the engine. It is more difficult
to be taken into account (theoretically) effect on an engine with several
cylinders.
Keywords: Kinematics; Forces; Velocities; Powers;
Engines; Efficiency; Geometry; Synthesis; Yield.
1.
INTRODUCTION
Today
we are at a crossroads in terms of how the transports will be carried out in
the future. Those who see a sudden change are insulting because such changes
are made slowly, taking into account the continuous improvement of new
technologies as well as the financial possibilities to change old production
lines and sometimes a whole factory.
Changes
began massively with automation and robotization, which overcame the
industrialization of old mechanization. The electronics, software,
digitization, computer science, the net also bring about big, permanent
changes, fast and sometimes so hard it's hard to keep up with them. Robots so
initially blamed helped us to live better, to work less, easier, safer,
healthier, with breaks and vacations, but also with beautiful weekends.
They
are now doing our hard, tiring, repetitive work in toxic, unfriendly, chemical,
radiochemical, aquatic environments in the cosmos, thus avoiding many evils,
protecting us, helping us, letting people work lighter and more beautiful, such
as coordination, design, research.
In the
field of transport, we have been helped for two hundred years by thermal
engines, which even though still old we still wear today. How will it be in the
future? A question that no one can answer right now. Much of public transport
has already been electrified since 1970-1980, due to the major energy crisis of
that period. But if about 70% of the railway transport (trains, trams,
trolleybuses, subways) passed on electric, yet there are massive transports with
ships, air and road which are still being used with thermal motorization,
mostly for engines internal combustion, gasoline or diesel, most of which are
four-stroke.
If we
consider only personal cars that already exceed one billion and are almost all
equipped with internal combustion engines, and every year this park is still
augmented by about one 100 millions new personal cars, we can easily see that
fact any past or current electrification attempt is just a minor try. Vessels
consume a very large amount of fuel and all use only thermal engines today.
The
same happens with aviation in general, and electrification attempts are also
minor, to some small, light aircraft, and some helicopters and drones. The
electrification attempts on buses have managed to bring some tens of thousands
of electric buses into operation, as well as those with liquid gas (even more),
but in total, they represent nothing in the fleet of over a billion cars in
circulation.
When
talking about hybrid cars we generally refer to hybrid vehicles with a hybrid
transmission and not to hybrid engines. Hybrid engines on motor vehicles are
rare and their percentage has remained insignificant.
There
is talk of about twenty years of free energy, and different schemes are being
developed to get it in much better ways. Why then do the magnetic or
electromagnetic motors still not appear on the means of transport? The major
problem here is a techno-financial one because these engines are not yet
reliable, they do not have a life long enough to cushion the costs of their
production, and the magnetic materials can degrade over the course of their
operation. On the other hand, this is also the operational safety, which is
vital for aircraft, and we could not bet on such engines if it would have to
repair them on their return if they would give up during the flight, because
the return with them would no longer be possible.
The
future will be electric, but it will take some time with its implementation.
An
interesting solution, which has already succeeded in imposing itself on the car
market, is that of hydrogen cars, a future solution, but even if it has
occupied a larger segment in total, it is also insignificant, but it still
plays an important role in further development of transport.
In order
to remove hydrogen from the water directly on the vehicle, we still have to
expect sometimes even if the possible solutions are known today because there
is no emphasis on this important scientific research part from which energy
from water can be extracted. Today's modern methods can dissociate water with
low energy consumption, using platinum and gold as catalysts, a medium with
ultraviolet radiation intensity control and the forced passage of pressure
water through minicells using nanotechnologies.
Then
the hydrogen is burned with oxygen, resulting in water and more energy than the
one used for dissociation, so water can become an energy storage medium. The
cycle can then be used infinitely without losses and without pollution. The
method is not yet desirable to be used even though it would only bring enormous
benefits to shipbuilding, reducing pollution and massive use of oil, polluting,
costly, unfriendly.
It is
for the first time in the history of mankind when large companies begin to
prepare for the construction of dynamic, high quality, high quality industrial
electric cars, industrial scale. Several important Auto-Concerns have already
dealt with this, but Volkswagen and Ford have already begun major changes to
this. Years to come will bring massive production of fully electrified personal
cars.
Even
so, a fleet of over a billion vehicles equipped with internal combustion
engines can not be removed overnight, so research in that field still needs to
continue for a while, and any innovative solution will still be a solid link in
diminishing consumption of classical fuels, pollution and noxes. In this
context, the present paper is also written (ANTONESCU; PETRESCU, 1985;
ANTONESCU; PETRESCU, 1989; ANTONESCU et al., 1985a; ANTONESCU et al.,
1985b; ANTONESCU et al., 1986; ANTONESCU et al., 1987; ANTONESCU et
al., 1988; ANTONESCU et al., 1994; ANTONESCU et al., 1997;
ANTONESCU et al., 2000a; ANTONESCU et al., 2000b; ANTONESCU et
al., 2001; ATEFI et al., 2008; AVAEI et al., 2008; AVERSA et al.,
2017a; AVERSA et al., 2017b; AVERSA et al., 2017c; AVERSA et
al., 2017d; AVERSA et al., 2017e; AVERSA et al., 2016a;
AVERSA et al., 2016b; AVERSA et al., 2016c; AVERSA et al.,
2016d; AVERSA et al., 2016e; AVERSA et al., 2016f; AVERSA et
al., 2016g; AVERSA et al., 2016h; AVERSA et al., 2016i;
AVERSA et al., 2016j; AVERSA et al., 2016k; AVERSA et al.,
2016l; AVERSA et al., 2016m; AVERSA et al., 2016n; AVERSA et
al., 2016o; AZAGA; OTHMAN, 2008; CAO et al., 2013; DONG et al.,
2013; EL-TOUS, 2008; COMANESCU, 2010; FRANKLIN, 1930; HE et al., 2013;
JOLGAF et al., 2008; KANNAPPAN et al., 2008; LEE, 2013; LIN et al.,
2013; LIU et al., 2013; MEENA; RITTIDECH, 2008; MEENA et al., 2008;
MIRSAYAR et al., 2017; NG et al., 2008; PADULA et al., 2008; 2013;
PERUMAAL; JAWAHAR, 2013; PETRESCU, 2011; PETRESCU, 2015a; PETRESCU, 2015b;
PETRESCU; PETRESCU, 1995a; PETRESCU; PETRESCU, 1995b; PETRESCU; PETRESCU,
1997a; PETRESCU; PETRESCU, 1997b; PETRESCU; PETRESCU, 1997c; PETRESCU;
PETRESCU, 2000a; PETRESCU; PETRESCU, 2000b; PETRESCU; PETRESCU, 2002a; PETRESCU;
PETRESCU, 2002b; PETRESCU; PETRESCU, 2003; PETRESCU; PETRESCU, 2005a; PETRESCU;
PETRESCU, 2005b; PETRESCU; PETRESCU, 2005c; PETRESCU; PETRESCU, 2005d; PETRESCU;
PETRESCU, 2005e; PETRESCU; PETRESCU, 2011a; PETRESCU; PETRESCU, 2011b; PETRESCU;
PETRESCU, 2012a; PETRESCU; PETRESCU, 2012b; PETRESCU; PETRESCU, 2013a; PETRESCU;
PETRESCU, 2013b; PETRESCU; PETRESCU, 2016a; PETRESCU; PETRESCU, 2016b; PETRESCU;
PETRESCU, 2016c; PETRESCU et al., 2009; PETRESCU et al., 2016;
PETRESCU et al., 2017a; PETRESCU et al., 2017b; PETRESCU et al.,
2017c; PETRESCU et al., 2017d; PETRESCU et al., 2017e; PETRESCU et
al., 2017f; PETRESCU et al., 2017g; PETRESCU et al., 2017h;
PETRESCU et al., 2017i; PETRESCU et al., 2017j; PETRESCU et al.,
2017k; PETRESCU et al., 2017l; PETRESCU et al., 2017m; PETRESCU et
al., 2017n; PETRESCU et al., 2017o; PETRESCU et al., 2017p;
PETRESCU et al., 2017q; PETRESCU et al., 2017r; PETRESCU et al.,
2017s; PETRESCU et al., 2017t; PETRESCU et al., 2017u; PETRESCU et
al., 2017v; PETRESCU et al., 2017w; PETRESCU et al., 2017x;
PETRESCU et al., 2017y; PETRESCU et al., 2017z; PETRESCU et al.,
2017aa; PETRESCU et al., 2017ab; PETRESCU et al., 2017ac;
PETRESCU et al., 2017ad; PETRESCU et al., 2017ae; PETRESCU et
al., 2018a; PETRESCU et al., 2018b; PETRESCU et al., 2018c;
PETRESCU et al., 2018d; PETRESCU et al., 2018e; PETRESCU et al.,
2018f; PETRESCU et al., 2018g; PETRESCU et al., 2018h; PETRESCU et
al., 2018i; PETRESCU et al., 2018j; PETRESCU et al., 2018k;
PETRESCU et al., 2018l; PETRESCU et al., 2018m; PETRESCU et al.,
2018n; POURMAHMOUD, 2008; RAJASEKARAN et al., 2008; SHOJAEEFARD et al., 2008;
TAHER et al., 2008; TAVALLAEI; TOUSI, 2008;
THEANSUWAN; TRIRATANASIRICHAI, 2008; ZAHEDI et al., 2008; ZULKIFLI et
al., 2008).
2.
METHODS AND MATERIALS
2.1.
Presents the Algorithm for the Otto
Engine in Compressor System
It presents an algorithm to set the parameters of the dynamics of the classic mechanism the main of internal combustion. It shows the distribution of the forces (on the main mechanism of the engine) on engines with internal combustion. Dynamic, the gears can be distributed in the same way as forces. Practically, in the dynamic regimes, the gears have the same synchronization as forces.
The method shall be applied separately for two distinct situations: when the engine is working on a compressor and in the system of the engine. For the two individual cases, two independent formulae are obtained for the dynamic cinematic forces (gearbox). The calculations shall be made for an engine with a single cylinder. It is more difficult to be taken into account (theoretically) effect on engine with several cylinders. Start with the mechanism of the primary engine in the compressor (when the motor mechanism operates the crank, see figure 1).
Figure 1: The forces and velocities distribution in engine mechanism, when it is operated of the crank (element 1)
Now we are going to watch forces distribution in this case (figure 1). The motor force Fm, perpendicular in B on the crank 1, is divided in two components: Fn and Ft. The normal force, Fn, is transmitted along the rod (connecting rod) from point B to the point C. The tangential force, Ft, is a rotating force which made the rotation of the connecting rod (element 2). The Fn (normal) force from the point C is divided as well in two components: Fu and FR. The utile force, Fu, moves the piston, and the radial force, FR, press on the cylinder barrel in which guides the piston.
Dynamic, the velocities can be distributed in the same way as forces. Practically, in the dynamic regimes, the velocities have the same timing as the forces: vm: is the motor velocity; vn: is the normal velocity, which is transmitted along the connecting rod; vt: is the tangential velocity, which produces the rotation of the element; vR: is the radial velocity, who press on the cylinder barrel in which guides the piston (This velocity produces a radial vibration); vu: The utile velocity, moves the piston (when the mechanism is in compressor system). We can write the following relations of calculation (1-2) (PETRESCU; PETRESCU, 2005; PETRESCU; PETRESCU, 2011; PETRESCU; PETRESCU, 2013a; PETRESCU; PETRESCU, 2013b; PETRESCU; PETRESCU, 2013c; PETRESCU; PETRESCU, 2013d; PETRESCU; PETRESCU, 2014; PETRESCU et al., 2005; PETRESCU, 2012a; PETRESCU, 2012b).
(1)
(2)
The forces of mechanism can be seen in the Figure 2.
Figure 2: The forces of mechanism, when it is operated from the crank (element 1)
Express motive power through conservation of powers of all the mechanism (system 3) (Petrescu and Petrescu, 2005, 2011, 2013a-d, 2014; Petrescu et al., 2005; Petrescu, 2012a-b).
(3)
In the diagram below (figure 3) we compare this new torque with the classic (PETRESCU; PETRESCU, 2005; PETRESCU; PETRESCU, 2011; PETRESCU; PETRESCU, 2013a; PETRESCU; PETRESCU, 2013b; PETRESCU; PETRESCU, 2013c; PETRESCU; PETRESCU, 2013d; PETRESCU; PETRESCU, 2014; PETRESCU et al., 2005; PETRESCU, 2012a; PETRESCU, 2012b).
The new torque was determined considering the variation of velocities with forces and forces variation due to velocities (system 3).
Figure 3: The classical torque and the new torque
2.2.
Presents the Algorithm for the Otto
Engine in Motor System
Now we will look at the main mechanism of the engine in the system with the engine (when the motor mechanism acting on the piston, see figure 4). In this case, useful is one real, be produced by the piston engine (item 3). It should be noted that the drive power from now on the piston is divided in two components, normal and tangential, only a normal part being transmitted through the cone rod to the coupler B, where shall be divided into two other components, Fu and Fc, out of which only useful components is turning the handle while the code by the mills of compression on crank (B) and then on the crank and bearing (A) (PETRESCU; PETRESCU, 2005; PETRESCU; PETRESCU, 2011; PETRESCU; PETRESCU, 2013a; PETRESCU; PETRESCU, 2013b; PETRESCU; PETRESCU, 2013c; PETRESCU; PETRESCU, 2013d; PETRESCU; PETRESCU, 2014; PETRESCU et al., 2005; PETRESCU, 2012a; PETRESCU, 2012b).
Dynamic, the gears can be distributed in the same way as forces. Practically, in the dynamic regimes, the gears have the same synchronization that forces: The vm: is the speed of the engine; vn: this is the normal speed, which is transmitted along the connecting rod; vt: is the speed of the tangential, which produces rod from rotating (item 2); vc: is the speed of compression and presses the button crank (B) and then on the crank and bearing (A); this speed produces vibrations of bearings; vu: the utile velocity, rotates crank (when the mechanism is in the system with the engine).
Figure 4: The forces and velocities distribution in engine mechanism, when it is operated of the piston (element 3)
We can write the following relations of calculation (4-5).
(4)
(5)
3.
RESULTS AND DISCUSSION
The diagrams of velocities and accelerations can be seen in the figures below. In figure 5 it presents the velocities (cinematic and dynamic) in compressor system and in the figure 7 the same velocities in motor system. The acceleration (cinematic and dynamic) can be seen in the figure 6 (compressor system) and 8 (motor system); (l=0.33; n=3000 [rpm]).
Figure 5: The cinematic and dynamic velocities to a heat mono cylinder engine, in compressor system
Figure 6: The cinematic and dynamic accelerations to a heat mono cylinder engine, in compressor system
Figure 7: The cinematic and dynamic velocities to a heat mono cylinder engine, in motor system
Figure 8: The cinematic and dynamic accelerations to a heat mono cylinder engine, in motor system
It presents an algorithm to set the parameters of the dynamics of the classic mechanism the main of internal combustion. It shows the distribution of the forces (on the main mechanism of the engine) on engines with internal combustion (AMORESANO et al., 2013). Dynamic, the gears can be distributed in the same way as forces. Practically, in the dynamic regimes, the gears have the same synchronization as forces (HRONES, 1948).
The method shall be applied separately for two distinct situations: when the engine is working on a compressor and in the system of the engine. For the two individual cases, two independent formulae are obtained for the dynamic cinematic forces (gearbox). The calculations shall be made for an engine with a single cylinder.
It is more difficult to be taken into account (theoretically) effect on engine with several cylinders. Start with the mechanism of the primary engine in the compressor (when the motor mechanism operates the crank, see figure 1). Now we will look at the main mechanism of the engine in the system with the engine (when the motor mechanism acting on the piston, see fig. 4), (PETRESCU; PETRESCU, 2005; PETRESCU; PETRESCU, 2011; PETRESCU; PETRESCU, 2013a; PETRESCU; PETRESCU, 2013b; PETRESCU; PETRESCU, 2013c; PETRESCU; PETRESCU, 2013d; PETRESCU; PETRESCU, 2014; PETRESCU et al., 2005; PETRESCU, 2012a; PETRESCU, 2012b).
In this case, useful is one real, be produced by the piston engine (item 3).
It should be noted that the drive power from now on the piston is divided in two components, normal and tangential, only a normal part being transmitted through the cone rod to the coupler B, where shall be divided into two other components, Fu and Fc, out of which only useful components is turning the handle while the code by the mills of compression on crank (B) and then on the crank and bearing (A), (PETRESCU; PETRESCU, 2005; PETRESCU; PETRESCU, 2011; PETRESCU; PETRESCU, 2013a; PETRESCU; PETRESCU, 2013b; PETRESCU; PETRESCU, 2013c; PETRESCU; PETRESCU, 2013d; PETRESCU; PETRESCU, 2014; PETRESCU et al., 2005; PETRESCU, 2012a; PETRESCU, 2012b).
Dynamic, the gears can be distributed in the same way as forces. Practically, in the dynamic regimes, the gears have the same synchronization that forces: the vm: is the speed of the engine; vn: this is the normal speed, which is transmitted along the connecting rod; vt: is the speed of the tangential, which produces rod from rotating (item 2); vc: is the speed of compression and presses the button crank (B) and then on the crank and bearing (A); this speed produces vibrations of bearings; vu: the utile velocity, rotates crank (when the mechanism is in the system with the engine). Internal combustion engines of heat speeds and actual accelerations (in dynamic schemes) are different kinematic that speeds and accelerations (classical).
Dynamic, the gears can be distributed in the same way as forces. Practically, in the dynamic regimes, the gears have the same synchronization as forces.
The method shall be applied separately for two distinct situations: when the engine is working on a compressor and in the system of the engine.
Large variations appear in the engine system.
The change of speed in the dynamics feels like a variation of the angular speed of the engine.
The calculations shall be made for an engine with a single cylinder. It is more difficult to be taken into account (theoretically) effect on engine with several cylinders (PETRESCU; PETRESCU, 2005; PETRESCU; PETRESCU, 2011; PETRESCU; PETRESCU, 2013a; PETRESCU; PETRESCU, 2013b; PETRESCU; PETRESCU, 2013c; PETRESCU; PETRESCU, 2013d; PETRESCU; PETRESCU, 2014; PETRESCU et al., 2005; PETRESCU, 2012a; PETRESCU, 2012b).
4.
CONCLUSIONS
Internal combustion engines of heat speeds and actual accelerations (in dynamic schemes) are different kinematic that speeds and accelerations (classical).
Dynamic, the gears can be distributed in the same way as forces.
Practically, in the dynamic regimes, the gears have the same synchronization as forces.
The method shall be applied separately for two distinct situations: when the engine is working on a compressor and in the system of the engine (ZHU et al., 2007).
Large variations appear in the engine system.
The change of speed in the dynamics feels like a variation of the angular speed of the engine.
The calculations shall be made for an engine with a single cylinder. It is more difficult to be taken into account (theoretically) effect on engine with several cylinders (PETRESCU; PETRESCU, 2005; PETRESCU; PETRESCU, 2011; PETRESCU; PETRESCU, 2013a; PETRESCU; PETRESCU, 2013b; PETRESCU; PETRESCU, 2013c; PETRESCU; PETRESCU, 2013d; PETRESCU; PETRESCU, 2014; PETRESCU et al., 2005; PETRESCU, 2012a; PETRESCU, 2012b).
5.
ACKNOWLEDGEMENT
This
text was acknowledged and appreciated by Dr. Veturia CHIROIU Honorific member
of Technical Sciences Academy of Romania (ASTR) PhD supervisor in Mechanical
Engineering.
6.
FUNDING INFORMATION
Research
contract:
1)
Research contract: Contract number 36-5-4D/1986 from
24IV1985, beneficiary CNST RO (Romanian National Center for Science and
Technology) Improving dynamic mechanisms.
2)
Contract research integration. 19-91-3 from 29.03.1991;
Beneficiary: MIS; TOPIC: Research on designing mechanisms with bars, cams and
gears, with application in industrial robots.
3)
Contract research. GR 69/10.05.2007: NURC in 2762;
theme 8: Dynamic analysis of mechanisms and manipulators with bars and gears.
4)
Labor contract, no. 35/22.01.2013, the UPB, "Stand
for reading performance parameters of kinematics and dynamic mechanisms, using
inductive and incremental encoders, to a Mitsubishi Mechatronic System" "PN-II-IN-CI-2012-1-0389".
All
these matters are copyrighted! Copyrights: 394-qodGnhhtej, from 17-02-2010
13:42:18; 463-vpstuCGsiy, from 20-03-2010 12:45:30; 631-sqfsgqvutm, from
24-05-2010 16:15:22; 933-CrDztEfqow, from 07-01-2011 13:37:52. 421-qDiazjHkBu,
from 01-03-2010 22:49:44; 3679-vpqggvwrhm, from 04-01-2015 01:44:46;
1375-tnzjHFAqGF, from 02-09-2011 15:19:23; 398-tDGpbsxgrD, from 18-02-2010
01:16:36 and 394-qodGnhhtej, from 17-02-2010 13:42:18.
7.
ETHICS
Authors
should address any ethical issues that may arise after the publication of this
manuscript.
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