Current engines of internal combustion are constructed under the classical circuit, namely, the cylinder, the piston, a rod, a cranked shaft. It should be noted, that in traditional engines a number of well-known deficiencies takes place, namely:
1. An inefficient combination of pressure upon the piston and tangential force on the crankshaft.
Here it should be noted that during the maximal increasing of pressure and combustion of 80-90 % of the mixture, the crankshaft turns by angle φ from 0 ° up to 90 °. Thus the transfer ratio of tangential force to force working on the piston changes from the value of zero up to the value of one.
Thus, during the turn of a cranked shaft from 0 up to 90 degrees, the combination of two phenomena is observed:
а) Change of pressure from maximal up to minimal;
b) Change of a transfer ratio of tangential force to force working on the piston from the value of zero up to the value of one.
2. The largest losses occur when friction arises in the piston-sleeve combination (45-55% of all losses due to friction in the engine). A primary reason for these losses is the sign-variable lateral force, arising in piston-sleeve combination that changes its direction during the turn of a cranked shaft up to 180 degrees. The sign-variable lateral force directly depends on the size of lever of crankshaft. The larger the lever of crankshaft, the greater the sign-variable lateral force. On the one hand the size of lever of crankshaft defines the meaning of torque, but on other hand the size of lever of crankshaft defines meaning of the sign-variable lateral force. To eliminate the consequences of sideways forces are used the different crossheads but they have enough complicated design and system for lubrication.
Now it is possible to formulate a task. The force, which affecting the power shaft must depend on only pressure above the piston during the entire movement of the piston. Design of engine must not cause reactions in piston-sleeve combination.
The presented 4 stroke engine consists of four cylinders, where under pistons fluid, the hydraulic control valve and the hydraulic motor. The cylinders are connected in pairs by rods.
A typical feature of the suggested engine is that the shoulder of tangential force on the power shaft on all way of moving of the piston remains constant and defined by the size of impeller. Change of magnitude of the torque in this case is defined only by one factor, namely, change of pressure in the cylinder in the process of moving of the piston. As seen in the presented engine here is absence sign-variable lateral force that causes 40-45 % of all losses in engine. The length of the moving of the piston is not related with the sizes of the power shaft.
For comparison of both models have been done estimation of torques, which are presented on the diagrams.
The diagrams show the change in torques in the presented and existing designs. (I apologize; I did not have enough information for calculation diagrams for RT-flex96C. Therefore I used diagrams of other smaller engine). Statistical sets of variations of torques in the presented design and in the design with the cranked shaft during the rotation of the power shafts from 0 to 180 degrees are characterized by average arithmetic values. Comparison shows that the average arithmetic meaning of torques in presented model in 1.8 times greater than average arithmetic meaning of torques in existing one. It should be noted that absence of relationship between the length of the moving of piston and the sizes of the power shaft allows significantly (reasonably) increase diameter of impeller of the hydraulic motor and hence the shoulder of torque. It means that in the presented model for achievement the required power will not be required the increased number of rotation of the power shaft. There are several obvious benefits. First, fewer rotations means the less heating of engine. Second, fewer rotation means reducing of the thermal intensity, wear resistance and increasing of reliability.
Using information from “The Largest And Most Powerful Diesel Engine in The World” (http://www.amusingplanet.com/2013/03/th ... iesel.html
)it it is possible to estimate the benefits for RT-flex96C. The presented design will allow increasing of the torque at least in 1.8 times and it will be equal 7,603,850 x1.8 =13686930 newton metres. At the same time it is possible to install the hydro motor in which vanes will be more than 1.25 m (lever of crankshaft) in 2 -3 or more times and increase torque and power in the same size.
The presented 4 stroke engine could be transformed in 2 stroke engine, if it need. In my opinion, cost of production of new engine will be significantly lower than cost of existing one.