RU2362893C2 - Single-chamber multicylinder internal combustion engine with movement of pistons in opposite direction to each other - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: invention refers to propulsion engineering. Technical result is increase of engine efficiency and enhancement of its adjustment. Substance of the invention consists that in an engine, one combustion chamber for a number of working cylinders with actuating pistons is used, and therefore the whole cubic capacity of the claimed engine fits one combustion chamber. Besides, potential considerable consolidation of inlet gas supplied to the working cylinders is implemented. This ensures to combust enhanced cyclic fuel charge, thereby to perform more engine running without increasing in thermal loss. Enhancement of engine adjustment is provided by application of main circulation systems with adjustable stroke of the actuating pistons in the claimed ICEs, as well as by application of a movement phase variation device of the actuating pistons.

EFFECT: this allows varying in compression when the engine in service, using various types of fuel and optimising engine running in various operating modes.

Description

The invention relates to internal combustion engines, designed to convert thermal energy into mechanical work, and can be widely used on vehicles of many brands to drive power plants, as well as for other purposes. In the proposed internal combustion engine (hereinafter referred to as ICE), a piston compressor-supercharger and several working cylinders with working pistons per combustion chamber are used. This together allows you to reduce the heat loss of the proposed ICE, thereby increasing its efficiency (hereinafter referred to as efficiency) and environmental friendliness. The use of crank mechanisms in this engine for driving the compressor and working pistons with a variable piston stroke allows you to adjust the volume of the combustion chamber, the mass of forced air during operation, and accordingly adjust the compression ratio of the working mixture, which, in turn, allows the use of various internal combustion engines types of fuel. And due to the use in the engine in the compressor drive and working pistons of the device, changes in the phases of their movement relative to each other make it possible to use a wide range of settings for the operation of the internal combustion engine in its various operating modes.

An analogue of this engine is the engine described in patent DE 602911 from 07/19/1932.

The disadvantages of the internal combustion engine described in the patent are the lack of adjustment of the volume of the combustion chamber and the absence of forced supply of air into the cylinders and the adjustment of its volume and mass.

An analogue of the use of a piston supercharger in an internal combustion engine is the internal combustion engine described in US Pat. No. 3,008,071, publ. 03/12/1963

The disadvantages of the internal combustion engine described in the patent are the lack of adjustment of the discharge and purge phases and the low efficiency (hereinafter referred to as efficiency).

An analogue of this ICE is also the 6TD-2 engine mounted on military armored vehicles, source: article “New Heart T-72”, V. Berezkin, “Tankomaster”, No. 2, 1997. The disadvantages are listed in this article; this is:

- in a 6TD-2 two-stroke diesel engine, a significant amount of air goes to the cylinder blowdown. This increases the total air flow and requires the installation of a large air purifier;

- in a 6TD-2 two-stroke diesel engine, the worst throttle response (compared to four-stroke) of two-stroke engines leads to a decrease in the dynamic capabilities of the tank;

- in a 6TD-2 two-stroke diesel engine, due to the lack of push-out action of the piston during release, it cannot work at high backpressures, and, as a direct consequence of this circumstance, a gas outlet pipe must be used to overcome water barriers along the bottom;

- in a 6TD-2 two-stroke diesel engine, increased oil consumption and incomplete combustion of the working mixture create a smoky and toxic exhaust, which, in turn, requires an increase in the distance between the machines when moving into the column;

- in a 6TD-2 two-stroke diesel engine, even at an ambient temperature of + 5- + 8 ° С, to start the engine, it is necessary to use autonomous flare heating systems and oil injection;

- in the proposed internal combustion engine, most of the consumed air goes to the flow of the working cycle, a small part is used for purging;

- in the proposed internal combustion engine, increasing the specific power of the internal combustion engine will improve the throttle response and dynamic capabilities of the vehicle;

- in the proposed internal combustion engine, the compressor piston will exert a buoyant effect on the exhaust gases;

- in the proposed internal combustion engine, the engine lubrication system is arranged as in a four-stroke internal combustion engine, and will not cause increased oil consumption;

- in the proposed internal combustion engine, it is possible to adjust the conditions of thermodynamic processes due to the presence of devices for changing the angle of installation of the crankshafts of the working and compressor pistons relative to each other, this allows for complete combustion of the mixture;

- in the proposed internal combustion engine, the use of a piston or membrane supercharger allows you to change the compression ratio of the working mixture, which will facilitate the launch of the internal combustion engine in a wider temperature range.

All innovations can increase the efficiency (hereinafter referred to as efficiency) of the claimed ICE and, as a result, increase its efficiency and environmental friendliness, use different types of fuel, make it possible to optimize the operation of the ICE in all its operating modes.

An internal combustion engine (Fig. 1), consisting of (at least) one common combustion chamber 1, having at least one or more bypass channels 2 and 3, equipped with automatic check valves 4 and 5, formed by at least two, containing exhaust windows 8 and 9, working cylinders 6 and 7 and installed in them with the possibility of movement by working pistons 10 and 11, each of which is connected through a rod or connecting rod with the corresponding KShM 14 and 15 having a piston stroke changing device, where all KShM have kinematic parallel and and serial communication 16 between each other (gear, chain or other) with the possibility of synchronous rotation directly or through a phase shifter between the working pistons 17, as well as the internal combustion engine consists of a purge-discharge device with its cylinder 18, with the piston 20 or the discharge chamber 21, with a membrane 22 connected through bypass channels 2 and 3 to a combustion chamber having one or more automatic inlet valves 23 and 24, and with at least one piston 20 or membrane 22 moving in the cylinder 18 or chamber 21, connected by a rod 25 or rod 26 with its compressor KShM 27 having a piston stroke changing device. The purge-injection device is kinematically connected to the crankshaft 14 of one of the working pistons directly or through a phase-shift device between the working and compressor pistons 28. The drive from the crankshaft of the working piston to the KShM of the purge-discharge device can also be carried out through the transmission device 29 (Fig. 4) with a transmission ratio of at least 1: 2.

The essence of the invention is illustrated by drawings.

Figure 1 shows the kinematic diagram of the inventive internal combustion engine, the working chamber of which is formed by two cylinders with working pistons, where 1 is a common combustion chamber; 2 - overflow channel of the piston chamber; 3 - bypass channel of the piston chamber; 4, 5 - automatic check valves; 6, 7 - cylinders forming the combustion chamber; 8, 9 - exhaust windows; 10, 11 - working pistons; 12, 13 - rods or connecting rods connecting the pistons with their crank mechanisms; 14 - KShM piston 11; 15 - KShM piston 10; 16 - parallel or serial kinematic connection of the crankshaft (gear, chain or other) of the working pistons; 17 - device phase shift between the working pistons; 18 - compressor cylinder; 20 - compressor piston; 19 - piston compressor chamber; 23 - inlet automatic valve of the piston chamber; 24 - inlet automatic valve piston chamber; 25 - rod drive compressor piston; 26 - rod or connecting rod for connecting the compressor piston with its KShM; 27 - KShM compressor piston; 28 is a phase shift device between the working and compressor pistons.

Figure 2 shows the kinematic diagram of the inventive internal combustion engine, side view, where 1 is a common combustion chamber; 2 - overflow channel of the piston chamber; 3 - bypass channel of the piston chamber; 4, 5 - automatic check valves; 6, 7 - cylinders forming the combustion chamber; 8, 9 - exhaust windows; 10, 11 - working pistons; 12, 13 - rods or connecting rods connecting the pistons with their crank mechanisms; 14 - KShM piston 11; 15 - KShM piston 10; 16 - parallel or sequential kinematic connection of the KShM (gear, chain) of the working pistons; 17 - device phase shift between the working pistons.

Figure 3 shows the kinematic diagram of the inventive internal combustion engine with a supercharger-compressor, where the compressor crankshaft is driven by a working piston crankshaft with a ratio of 1: 2 and two working strokes of the compressor piston account for one working stroke of the piston, where 1 is the common combustion chamber of the internal combustion engine; 2 - a bypass channel connecting the combustion chamber to the compressor cylinder; 4 - automatic check valve; 6, 7 - cylinders forming the combustion chamber; 8, 9 - exhaust windows; 10, 11 - working pistons; 12, 13 - rods or connecting rods connecting working pistons with their own crankshaft; 14 - KShM piston 11; 15 - KShM piston 10; 16 - parallel or sequential kinematic connection of the KShM (gear, chain) of the working pistons; 17 - device phase shift between the working pistons; 18 - compressor cylinder; 20 - compressor piston; 23 - inlet automatic valve of the compressor cylinder; 26 - rod or connecting rod for connecting the compressor piston with its KShM; 27 - KShM compressor piston; 28 - a phase shift device between the working and compressor pistons; 29 - transmission device with a ratio of 1: 2.

Figure 4 shows the kinematic diagram of the inventive internal combustion engine with a membrane-type supercharger-compressor, where the membrane acts as a piston, where all the details of the internal combustion engine are indicated, as in figure 1 with the exception of: 21 - compressor housing; 22 - a membrane of a supercharger; 25 - rod drive membrane; 26 - rod or connecting rod connecting the compressor’s crankshaft with the rod of the membrane; 23, 24 - inlet automatic valve compressor two chambers.

Figure 5 shows the kinematic diagram of the inventive internal combustion engine, the working chamber of which is formed by three cylinders with working pistons, where all the details of the internal combustion engine are indicated, as in figure 2 with the exception of: 29 - the block of the working cylinder with a piston and its own crankshaft is similar to the designations of one of the working cylinders with its own crankshaft described in figure 1.

Figure 6 shows the kinematic diagram of the inventive internal combustion engine, the working chamber of which is formed by four cylinders with working pistons, where all the details of the internal combustion engine are indicated, as in figure 2 with the exception of: 29, 30 - blocks of the working cylinder with a piston and its own crankshaft designations of one of the working cylinders with its own crankshaft, described in Fig.1.

7 shows a combustion chamber of a four-cylinder standard engine, where 1 - pistons, 2 - cylinder block with cylinders, 3 - cylinder head.

On Fig shows the combustion chamber of a single-chamber four-cylinder of the inventive internal combustion engine, where 1 - pistons, 2 - cylinder block with cylinders, 3 - combustion chamber.

The use of two or more counter-moving pistons and one combustion chamber for all cylinders and pistons in the inventive ICE will reduce the total area of the combustion chamber in relation to the entire working volume of the ICE, which, in turn, will reduce its heat loss and increase the efficiency of the ICE.

The use of the inventive ICE crank mechanisms 14 with a variable magnitude of the working stroke of the working pistons will allow you to change the volume of the combustion chamber and, accordingly, change the compression ratio of the working charge. The use of a crank mechanism in the inventive ICE with the possibility of changing the stroke for the compressor piston or membrane will allow you to change the volume and mass of the fresh charge supplied to the working cylinders and, accordingly, expand the range of changes in the degree of compression of the working charge. This, in turn, will allow the use of various types of fuel for the operation of ICEs and optimize the operation of ICE in various operating modes.

The installation on the internal combustion engine of devices 18 of changing the phases of movement of the working pistons between themselves will increase the range of changes in the volume of the combustion chamber and change the compression ratio over a wider range due to the different time the pistons approach TDC. And also to burn the working mixture, while the CWM of one or more pistons is in a position where its own torque characteristic is of high importance. This will increase the efficiency of the internal combustion engine.

The installation on the internal combustion engine of devices 28 of changing the phases of movement of the working pistons relative to the phases of movement of the compressor piston or membrane will make it possible to take into account the inertia of the fresh charge supplied to the working cylinders when changing the speed of the internal combustion engine and, accordingly, the speed of the working processes in it. This will also optimize the operation of the internal combustion engine in various operating modes and increase its environmental friendliness.

The use of a piston compressor-blower in the internal combustion engine for purging and forcing can improve the quality of purging and cleaning the cylinder of exhaust gases, if necessary, provide additional cooling of the combustion chamber and pistons, and also place a working charge in the cylinders and the combustion chamber that is several times the density atmospheric air, due to charge injection in two or more stages, this allows you to burn a large cyclic dose of fuel and increase the specific power of the internal combustion engine and increase its efficiency. Also, due to the use of a compressor-supercharger and the possibility of placing a charge of increased density in the cylinders, it is possible to make the shape of the combustion chamber close to the sphere, which helps to reduce its area with respect to its volume. This will reduce heat loss and increase the efficiency of the inventive ICE.

ICE with oncoming pistons and a compressor supercharger with two working strokes per working stroke of the working pistons (Fig. 4). The internal combustion engine works as follows: when burning a pre-compressed working charge (hereinafter: the working charge is fresh air for internal combustion engines with compression ignition and a mixture of fuel and air for internal combustion engines with spark ignition), the pressure of the working gas presses on the working pistons 10 and 11, moving them, doing the work. When the pistons approach the BDC, they open the outlet windows 8 and 9 with their edges. At the same time, the compressor piston 20, taking a fresh portion of air through the automatic inlet valve 23, compresses it in the compressor cylinder 18 and creates pressure on the automatic inlet valve through the bypass channel 2 4. The working gas that has completed work exits through windows 8 and 9, the pressure in the working cylinders decreases, and the pressure of the pre-compressed fresh charge begins to exceed the pressure in the working cylinders, an automatic non-return valve opens 4, and a fresh charge enters the working cylinders, displacing the remaining exhaust gases. Further, the fresh charge begins to be compressed by the working pistons 10 and 11, at the same time the compressor piston 20 makes its second working stroke and, taking a fresh portion of air through the automatic inlet valve 23, compresses it in the compressor cylinder 18 and creates pressure on the automatic through the bypass channel 2 inlet valve 4, until the pressure in the compressor chamber exceeds the pressure in the working cylinders, the fresh charge will move into the cavity of the working cylinders. With further compression of the fresh charge by the working pistons, the pressure in the combustion chamber will begin to exceed the pressure in the compressor cylinder, and valve 4 will automatically close. Then there is the burning of the working charge, the cycle repeats.

ICE with oncoming pistons and a compressor supercharger with two working strokes of the compressor piston per working stroke of the working pistons (Fig. 1). The internal combustion engine works as follows: when burning a pre-compressed charge, the pressure of the working gas presses on the working pistons 10 and 11, moving them, doing the job. When the pistons approach the BDC, they open the outlet windows 8 and 9 with their edges. At the same time, the compressor piston 20, having taken a fresh portion of air through the automatic inlet valve 23, compresses it in the compressor cylinder 18 in the over-piston chamber and creates pressure on the bypass channel 2 automatic inlet valve 4. The working gas that has left the work exits through windows 8 and 9, the pressure in the working cylinders decreases, and the pressure of the pre-compressed fresh charge in the compressor cylinder begins to exceed the pressure in the working cylinder ah, the automatic check valve 4 opens, and a fresh charge enters the working cylinders, displacing the remaining exhaust gases. Further, the fresh charge begins to be compressed by the working pistons 10 and 11. At the same time, the compressor piston 20 makes a move to the BDC and compresses the fresh portion of the charge previously collected through the automatic inlet valve 24 in the sub-piston chamber 19 and pressures the automatic inlet valve 5 through the bypass channel 3 . While the pressure in the piston chamber 19 will exceed the pressure in the working cylinders, the fresh charge will move into the cavity of the working cylinders. With further compression of the fresh charge by the working pistons, the pressure in the combustion chamber will begin to exceed the pressure in the compressor cylinder, and valve 5 will automatically close. Next, the cycle repeats. The ICE with a membrane type supercharger works in a similar way, where the membrane acts as a piston.

The combustion chamber, formed by two or more counter-moving pistons and their cylinders, allows to achieve a minimum ratio of the area of the combustion chamber to the working volume of the formed combustion chamber, for a given compression ratio: Skam / Vkam = min, where - Skkam - the area of the combustion chamber, Vkam - chamber volume combustion.

For example: the total area of the combustion chamber of a 4-cylinder classic ICE will be formed by the surface area of the ends (bottoms) of 4 pistons and the surface area of 4 heads restricting the ends of the cylinders (see Fig. 8), then in the claimed 4-cylinder single-chamber ICE the area of the combustion chamber will be formed by the surface area of the ends of 4 pistons and 2 side surfaces connecting the cylinders, if the diameter of the piston is taken as 80 mm, then its end area will be approximately 5000 square meters. mm, if in the standard internal combustion engine there will be 8 of these areas, then in the claimed internal combustion engine there will be 4 × 5000 = 20,000 plus 2 side surface areas that are 80 × 80 = 6400 × 2 = 12800; 20000 + 12800 = 32800. Thus, instead of 40,000 sq. mm get 32800 square meters. mm, this is 22% less than the total area of the combustion chambers in a standard ICE (see Fig. 8).

It is known that the amount of heat removed decreases in proportion to the decrease in the area of the combustion chamber, which is one fourth of the total amount of heat input, taken as a unit in a standard 4-cylinder internal combustion engine.

The effective efficiency of the internal combustion engine is determined by the formula:

Eff. Efficiency of ICE = Mech. Efficiency × Indus Efficiency

where: Fur. Efficiency - mechanical efficiency, which characterizes the perfection of the design of the internal combustion engine and friction loss;

Indus Efficiency - indicator efficiency, which takes into account all losses of the actual cycle with the exception of mechanical losses.

From the previous formula, you can determine the indicator efficiency:

Thus, we can make an approximate calculation of the efficiency of a known ICE, assuming that Eff.KPD = 0.4 (the average value for modern ICEs), and knowing their mechanical efficiency, the average value of which is 0.8, we can find its indicator efficiency of the standard ICE:

Given that Indus. The efficiency estimates the degree of use of heat in the actual cycle, taking into account all heat losses and is determined by the formula:

;

; Qотв.=Qпод.-Инд.КПД×Qпод.,

;

; Qres = Qsub.-Ind. Efficiency × Qs.,

where: Q - summed up heat;

Qres. - allocated heat.

From here, the heat removed is determined by the formula:

Qres = Qsub. (1-Ind. Efficiency).

We find the amount of heat removed known ICE, taking the amount of heat supplied, equal to 1:

Qot. = 1 (1-0.5) = 0.5.

The declared internal combustion engine has a combustion chamber area of 22% less than in a standard 4-cylinder internal combustion engine, respectively, 22% will be less and the heat removed, taking the amount of heat supplied = 1, from here we find:

We find the effective efficiency of the declared ICE:

Effective efficiency = 0.8 × 0.61 = 0.488 = 0.49.

Thus, the estimated efficiency of the proposed ICE is 9% higher than the efficiency of a standard 4-cylinder ICE. The calculation is given with a very large error, it does not take into account the sphericity of the combustion chambers in a standard ICE, and, in comparison with it, the combustion area of the inventive ICE will be even smaller, less heat loss, and higher efficiency.

The use of a piston compressor-blower in the internal combustion engine for purging and forcing can improve the quality of purging and cleaning the cylinder of exhaust gases, if necessary, provide additional cooling of the combustion chamber and pistons, and also place a working charge in the cylinders and the combustion chamber that is several times the density atmospheric air, due to charge injection in two or more stages, this allows you to burn a large cyclic dose of fuel and increase the specific power of the internal combustion engine and increase its efficiency.

It is known that with an increase in the charge power, an equivalent increase in the amount of heat supplied occurs, and the amount of heat removed increases in proportion to the increase in the area of the combustion chamber (an increase in the combustion chamber is necessary to maintain the necessary compression ratio), which is a small part of the total amount of heat supplied. After we have increased the effective efficiency of ICE from 40% to 49% by using one combustion chamber and reducing its total area, we will increase the supplied heat by a factor of two due to a doubling of the amount of fuel supplied and burned in cylinders.

The effective efficiency of the internal combustion engine is determined by the formula:

Effective efficiency of ICE = Mechanical efficiency × Ind. Efficiency,

where: Fur. Efficiency - mechanical efficiency, which characterizes the perfection of the design of the internal combustion engine and friction loss;

Indus Efficiency - indicator efficiency, which takes into account all losses of the actual cycle with the exception of mechanical losses.

From the previous formula, you can determine the indicator efficiency:

Since we now know the effective efficiency of a single-chamber four-cylinder ICE, which is equal to Eff. Efficiency = 0.5, and, knowing its mechanical efficiency, the average value of which is 0.8, we can find its indicator efficiency

Given that Indus. The efficiency estimates the degree of use of heat in the actual cycle, taking into account all heat losses and is determined by the formula:

;

; Qотв.=Qпод.-Инд.КПД×Qпод.,

;

; Qres = Qsub.-Ind. Efficiency × Qs.,

where: Q - summed up heat;

Qres. - allocated heat.

From here, the heat removed is determined by the formula:

Qot. = Qsub. (1-Ind. Efficiency).

We find the amount of heat removed known ICE, taking the amount of heat supplied, equal to 1:

Qot. = 1 (1-0.61) = 0.39

Declared ICE has the ability to increase the power of a single charge as a result of increasing the portion of the charge, for example, twice with the same parameters of the cylinder-piston group and increasing the combustion chamber by half to provide the calculated compression ratio. Given that the surface area of the chamber in the proposed ICE does not increase, the amount of heat removed will remain the same. Assuming that the amount of heat supplied is doubled, since we are burning a double cyclic portion of fuel, the indicator efficiency for the declared ICE will be:

We find the effective efficiency of the declared ICE:

Effective efficiency = Mechanical efficiency × Ind. Efficiency = 0.8 × 0.8 = 0.64.

Thus, the estimated efficiency of the proposed internal combustion engine with one common combustion chamber formed by four cylinders with pistons, due to the reduction of heat loss, will total 64% instead of 40% of the existing standard internal combustion engine with the same displacement, without boost and without increasing charge density and heat supply. And its profitability will grow 1.6 times.

It is known that in most existing engines, pistons alternately perform the functions of an energy generator, as well as cleaning and filling the cylinder. The first requires that they be strong enough and, as a result, massive, able to withstand the very high pressures and intense heat flux to which they are exposed; it also requires that they be provided with appropriate o-rings to ensure tightness. All these conditions cause large dynamic loads on engine parts and large friction losses. Secondly, the function of cleaning and filling the cylinder can be performed accordingly by a lightweight piston, which will not cause large dynamic loads, and due to low acting pressures, the o-rings can have low friction with the cylinder walls and, accordingly, cause minimal loss of friction.

In the claimed ICE, the generator functions are performed by working pistons capable of withstanding the necessary loads, and the cleaning and filling functions are performed by a compressor piston or membrane having a low weight and o-rings with minimal friction, which allows to reduce friction losses and increase their speed without increasing inertial loads on engine parts. In one working stroke of the working piston, the compressor piston makes at least one or two working strokes, where the first stroke performs the cleaning function, and the second or subsequent fill-ups. The use of such an organization of the operation of the internal combustion engine allows you to abandon the use of a gas distribution mechanism in it with an increase in the quality of filling the cylinder with a charge, to eliminate friction losses in the drive of the gas distribution mechanism, which makes it possible to burn an increased cyclic portion of fuel, thereby increasing the efficiency of the claimed internal combustion engine and its specific power.

The design of the internal combustion engine provides for a push-pull duty cycle, which will also increase the efficiency of the inventive internal combustion engine.

Claims (6)

1. ICE, having in its composition a common combustion chamber with bypass channels having automatic check valves, at least two cylinders with pistons and its crank mechanisms, at least one supercharger having inlet automatic check valves, with its crank mechanism Phase shifting device between the crank mechanism of the supercharger and the crank mechanism of the working piston, a phase shifting device between the crank mechanism of the working pistons, where the common chamber The cranks are formed by two or more working cylinders, inside of which the working pistons are mounted with the possibility of movement, each of which is connected to its crank mechanism, where the crank mechanisms of the working pistons are kinematically connected to each other in series or in parallel through a phase change device between them, and the supercharger is connected to the combustion chamber by one or more bypass channels equipped with automatic check valves, where the supercharger piston is driven an associated crank mechanism supercharger, wherein the crank mechanism is coupled with the supercharger crank mechanism of one of the working piston through the phase change device. 2. ICE according to claim 1, characterized in that the supercharger is made in the form of a cylinder with at least two automatic check valves and a piston moving in the cylinder, dividing the cylinder into a piston and a piston chamber, each of which is connected by its bypass channel, equipped automatically with a reverse a valve with a combustion chamber, and the piston through the rod is kinematically connected to the crank mechanism of the supercharger. 3. ICE according to claim 1, characterized in that the supercharger is made in the form of a cylinder with at least one automatic inlet check valve and a piston moving in the cylinder, forming a piston chamber connected to the combustion chamber bypass channel equipped with an automatic check valve, and the piston through the connecting rod is kinematically connected to the crank mechanism of the supercharger, where the crank mechanism of the supercharger is kinematically connected to the crank mechanism of the working piston in a 1: 2 ratio. 4. ICE according to claim 1, characterized in that the crank mechanism of the working piston has a device for changing the magnitude of the piston stroke. 5. ICE according to claim 1, characterized in that the crank mechanism of the supercharger has a device for changing the magnitude of the piston stroke. 6. ICE according to claim 1, characterized in that the supercharger can be of a membrane type.

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