Rus inventions - linear generator

2024 Author: Seth Attwood | [email protected]. Last modified: 2024-01-07 16:23

This article will be of interest to "harsh techies" - it tells about an alternative layout of the internal combustion engine. This is another confirmation of the ingenuity of the Russians: engines of this type - linear - are just beginning to be developed abroad.

Historically, traditional electrical power generation devices have used rotary motion to move windings in a magnetic field. Such devices are set in motion by various propellers: hydro turbines, gas turbines, wind, etc. The traditional internal combustion engine is also one of the movers. In such propellers, the chemical energy of the fuel undergoes multiple transformations: first into the translational movement of the pistons, and then into the rotational movement of the crankshaft, and then only into the electric current.

The need for such a transformation leads to both mechanical losses and a complication of the design of the engine as a whole. We all saw one and the same picture in the experiments of physics: the teacher takes a permanent magnet, and begins to reciprocally move it in the inductor. In this case, voltage appears at the terminals of the coil. With the created design of a fundamentally new type of electric generators, we provide the possibility of using reciprocating motion to generate electric current without intermediate conversions into rotary motion.

In the linear generator developed by us (hereinafter referred to as LG), instead of the cylinder covers, two external pistons are installed, which are rigidly fixed to each other. This technological solution is due to several factors, which we will discuss below.

In traditional engines in cylinders during fuel combustion, the piston, from the arising gas pressure, begins to move in one direction, but according to the laws of inertia, the cylinder itself also begins to move in the opposite direction. Therefore, the operation of internal combustion engines is always accompanied by vibration. To extinguish it, complex technological methods are used, which leads to an increase in the cost of engine production. For example, to damp vibration when the crankshaft rotates, additional compensation weights are installed on it, which leads to an increase in the mass of the crankshaft. Today, approximately 40% of the mass of a crankshaft is compensation weights.

Now let's return to the developed LG design. We directly use the forward motion of the pistons to generate an electric current. If we consider the schematic diagram, then we can determine that two internal pistons are connected to each other by a rigid connection, and two external ones in the same way. What does it give us?

First and most importantly, a radical simplification of the engine design. This engine has no parts such as crankshaft, camshaft, crankshaft-to-camshaft transmission, intake and exhaust valves. By simplifying the design, the cost of the engine is drastically reduced.

Second. The combination of two internal pistons and two external pistons proposed by us gives us an almost complete absence of vibration during the operation of this LG. How does this happen? Suppose fuel combustion occurs in one of the cylinders, then in the other, air or fuel mixture will be compressed at the same time. In this case, the inner pistons move, for example, to the right, then the outer pistons will move to the left. If the mass of the external pistons is equal to the mass of the internal pistons, then the inertial forces arising from the movement of the pistons will be mutually compensated, and will not be transmitted to the engine body. This makes it possible to install this LG on an ultra-light foundation and abandon any vibration damping devices. Which again leads to a decrease in the cost of the generator.

Third. Let's say we took a traditional engine and put it into operation. It will have a certain crankshaft speed, which will be determined by the frequency of the piston stroke in the cylinder. Now we will take our LH and set it to the same stroke rate of the piston in the cylinder as that of a traditional engine. At the same time, the rate of expansion of gases in the LG cylinder will be twice as large as the expansion chamber itself, in comparison with a traditional engine, and this gives us, in simple terms, the opportunity to take more energy from gases, which will lead to an increase in the overall efficiency of the LG …

After performing theoretical calculations, we obtained the following indicators

• Piston stroke rate = 500
• Cylinder diameter = 372 mm
• Piston stroke = 439mm
• Full length ЛГ = 6000mm
• Full width and height ЛГ = 1000mm
• Indicator efficiency = 51.38%
• Effective efficiency = 49.85%
• Fuel consumption = 171.3 gr / (kWatt * hour)
• Power = 1000 kWatt

All calculations were carried out at a boost pressure = 0.11 Mpa (to put it mildly from a household hair dryer). If an additional gas turbine is installed on the generator, then the generator power can be increased without increasing the geometric dimensions

But even with this, the efficiency of the LG turned out to be very impressive. For comparison, the average efficiency of modern automobile engines does not exceed 40%, and only marine long-stroke engines, in which the piston stroke in the cylinder is about 2.0 - 2.5 meters !!!, approach the efficiency indicator of 45-50%.

As you can see from these calculations, the proposed LG has an elongated cylindrical shape. The ratio of the length of the LG to its diameter is 6 to 1tse. Some may say that this is his huge disadvantage. In some cases, yes. But let's think like engineers.

Consider an ordinary car, or rather its engine and its operating modes. We drive through the city at a speed of 60 km per hour (in most cases, this is the maximum allowed speed in the city). What do we have in a traditional engine with this? And we have the fact that it works at least half of the projected power. Who knows, well, and who does not know, we will now tell them one wonderful thing. Since the calculation of the processes inside the cylinder is a rather difficult task, and the parameters of operation at various engine modes can differ quite significantly, in most cases the engine design (which means absolutely all indicators, such as the diameters of the intake and exhaust valves, the volume of supplied air, its temperature, etc.) and its efficiency is calculated when operating at nominal mode. This means that the maximum efficiency of the engine will be achieved only when operating at the nominal mode. In all other cases, such as partial load or overload, the efficiency of the motor is always less than the maximum possible. Our LG is also not devoid of this drawback. BUT. But we propose to install not one LG in the car, but, for example, two. Let's say we need 70 kW of power to move the car at maximum speed. We will supply two LGs of 35 kW power to the car. What will it give us? And this will give us the fact that when driving in the city, we can use only one LH, and the second will be turned off. This will lead to the fact that the LG will work at the nominal mode when driving in the city and will have the maximum efficiency. And this is a decrease in gasoline consumption in the urban cycle. Plus, if one LH fails, we have a second LH. Yes, you will not go at maximum speed, but at least you will be able to get to the nearest service center without the help of tow trucks. I will not describe all the advantages of such a layout, most motorists will immediately understand what it is about. But I would like to point out that traditional engines do not allow a dual layout due to their size and indicators of the engine mass to the generated power (the so-called specific gravity). And our LG allows it.

At the moment we already have two LH models. We collected the first model, so to speak, and what we found under our feet - from cylinders and pistons to mopeds. As a result, we did not run it on fuel, but we were sure that there was no vibration. The tests were carried out with compressed air, and springs in the tubes were used as synchronizers. You can watch a video about this in this video:

Now we have almost finished the second model, the details for which were created completely from 0 according to our drawings. I hope by the fall of 2013 we will complete the assembly and be able to demonstrate a working LG, as well as its real characteristics.

We tried to interest many companies in our development. We contacted various automobile factories in Ukraine and Russia. But in most cases we have heard such words that the idea is class, but this engine will not break down, they say, where will we make a profit if we don’t need to produce spare parts for it, and the production needs to be redone, and this is money. It's a shame for the homeland. By releasing such an LG, Russia could become a leader in engine building within a few years. And so we continue to buy foreign cars and raise the economy and give jobs to people not in our country. I can say for sure that the future of engine building lies with linear machines. Now, in some countries, various linear motors are being actively developed: in Australia - PemPec Motors, in England - Libertine FPE Limited (video presentation), in the Czech Republic - Czech technical university (project site), in the USA - The Automotive Propulsion Control Laboratory (APCL) … The moment has come that whoever got up first got his slippers. Now we can finally become the first in this field, because our linear generator design is much better than all of the above, both in terms of design and operation.

Work on LG started back in 2008. But due to the huge cost of ordering parts in a single copy, they are being carried out to this day. During this time, the design has been changed several times. For example, today we have abandoned the mechanical synchronizer between the external and internal pistons, and provided synchronization only due to the resistance to the movement of the pistons created by the coils when the current is injected in them. Also, when creating parts for the LG, you can initially lay the ability to change the volume of the compression chamber, and this will lead to the fact that within a few hours, without changing the design, the LG can be transferred from work on gasoline, for example, to work on alcohol or oil (in traditional engines, if the engine was developed for gasoline, then it is impossible to transfer it to a more viscous fuel, primarily due to the fixed volume of the compression chamber). Some other little things have been developed that allow you to get rid of some of the disadvantages inherent in this LH. Unfortunately, in our world of commerce, where any ideas are stolen in the blink of an eye, we cannot tell about all the nuances of the design.

If, nevertheless, someone is interested in the production of this LG, then here are the contacts for communication with one of the authors of this creation.

: oleg_goodzon

:

: 394774068

: +380966912777

Best regards, Oleg Gunyakov and Vladimir Kuznetsov.