A four-stroke engine is a piston internal combustion engine in which the working process in each of the cylinders takes place in two revolutions of the crankshaft , that is, in four strokes of the piston (stroke). Since the middle of the XX century - the most common type of piston internal combustion engine, especially in engines of medium and high power.
Work Procedure
The duty cycle of a four-stroke engine occurs in four cycles, each of which constitutes one stroke of the piston between the dead points, and the engine passes the following phases:
- Inlet Lasts from 0 to 180 Β° rotation of the crank. When the inlet piston moves down from the top dead center, the inlet valve is open. In the cylinder, a vacuum is formed, due to which a fresh charge is sucked into it. In the presence of a supercharger, the mixture is injected into the cylinder under pressure.
- Compression Tact . 180-360 Β° rotation of the crank. The piston moves to TDC , while the charge is compressed by the piston to the pressure of the compression ratio. Due to compression, a higher specific power is achieved than an engine operating at atmospheric pressure could have (such as a Lenoir engine ), due to the fact that the entire charge of the working mixture is contained in a small volume. In addition, increasing the compression ratio increases the efficiency of the engine. In Otto engines of any design a combustible mixture is compressed, in diesels - clean air.
At the end of the compression stroke, charge is ignited in Otto engines or the start of fuel injection in Diesel engines.
- Work stroke 360-540 Β° crank - piston movement in the direction of the lower dead point under the pressure of hot gases transmitted by the piston through the connecting rod to the crankshaft. In this case, the Otto engine undergoes the process of isochoric expansion; in the diesel engine, due to the continuing combustion of the working mixture, the heat supply continues as long as the injection of a portion of fuel lasts. Therefore, combustion in a diesel engine provides a process close to adiabatic , the expansion occurs at the same pressure.
- Release 540-720 Β° rotation of the crank - cleaning the cylinder from the spent mixture. The exhaust valve is open, the piston moves towards the upper dead center, displacing exhaust gases.
In real engines, the timing phases are selected in such a way that the inertia of the gas flows and the geometry of the intake and exhaust paths are taken into account. As a rule, the beginning of the intake ahead of TDC from 15 to 25 Β°, the end of the intake lags by about the same distance from the BDC, since the inertia of the gas flow provides better filling of the cylinder. The exhaust valve is ahead of the NMT of the working stroke by 40 - 60 Β°, while the pressure of the burnt gases to the NMT drops and the back pressure on the piston during exhaust is lower, which increases efficiency. The closing of the exhaust valve is also attributed to the TDC intake for more complete removal of exhaust gases.
Since the combustion process and flame front propagation in Otto engines require a certain time, depending on the engine operation mode, and the maximum pressure, due to geometry considerations of the crank drive mechanism, is desirable to have from 40 to 45 Β° from TDC of the beginning of the working stroke, ignition is carried out ahead of time - from 2 - 8 Β° at idle up to 25 - 30 Β° at full load.
The working process of a diesel engine differs from that described above in that the charge in the combustion chamber is clean air heated from compression to the ignition temperature. Some time before TDC, called the initiation time , liquid fuel starts to be injected into the combustion chamber, sprayed to droplets, each of which undergoes initiation , that is, it is heated, evaporating from the surface, during evaporation around each of the droplets a combustible mixture is formed and ignites in hot air . The initiation time for each diesel engine is stable, depends on the design features and changes only with its wear, therefore, unlike the ignition timing, the injection timing in the diesel engine is set once and for all when it is designed and manufactured. Since the mixture in the entire volume of the combustion chamber in a diesel engine is not formed, and the nozzle flame takes up a small volume of the chamber, the amount of air for each volume of injected fuel should be excessive, otherwise the combustion process does not end to end, and the exhaust gases contain a large amount of unburned carbon in the form of soot. The burning itself lasts as long as the injection of this particular batch of fuel lasts - from a few degrees after TDC at idle to 45-50 Β° at full power. In high-power diesels, the cylinder can be equipped with several injectors.
Main features of a four-stroke engine
- Gas exchange in the cylinder is almost completely provided by the movement of the working piston;
- A separate gas distribution mechanism is used to switch the cylinder cavity to the inlet and the exhaust;
- Each phase of gas exchange is performed during a separate half-turn of the crankshaft;
- The drive of gas distribution systems, ignition and fuel injection should rotate at a frequency twice as low as the engine speed. For this purpose, gear gearboxes and chain or belt drives can be used.
History
Otto cycle
The four-stroke engine was first patented by Alfon de Roche In 1861. Prior to that, around 1854-1857, two Italians (Eugenio Barsanti and Felice Matozzi) invented an engine that, according to available information, could be very similar to a four-stroke engine, but that patent was lost.
The first person to build the first practically used four-stroke engine was the German engineer Nikolaus Otto . Therefore, a four-stroke cycle is known as an Otto cycle , and a four-stroke engine using spark plugs is called an Otto engine .
Otto's ideal cycle consists of adiabatic compression, the message of heat at a constant volume, adiabatic expansion, and the return of heat at a constant volume. In the practical four-cycle Otto cycle, there are also isobaric compression (exhaust) and isobaric expansion (inlet), which are usually not considered, since in the idealized process they play no role either in conveying heat to the working gas or in performing gas work.
Gas distribution mechanism
The attributive unit of the four-stroke engine, controls the gas exchange when changing cycles, providing alternate connection of the cylinder cavity to the intake and exhaust manifolds.
Gas distribution control can be carried out:
- MECHANICAL:
- - a distributing cam shaft or shaft with valves;
- - cylindrical sleeve spools moving reciprocating or rotating in the cylinder head;
- MICROPROCESSOR. In this case, the valve drive is carried out directly by powerful high-speed electromagnets (BMW) or using a hydraulic actuator (FIAT).
In the first case, the valves are controlled by a camshaft rotating half the slower than the crankshaft. The camshaft has several cams , each of which controls one intake or exhaust valve. From camshafts often include additional engine service devices - oil, fuel pumps, distributor of ignition, fuel pump, sometimes - mechanical superchargers, etc.
Different engines use one or more camshafts located near the crankshaft, above a row of cylinders or even above each row of valves. The drive of the camshafts is carried out from the crankshaft either by the distribution gears, or by a lamellar-roller chain, or by a toothed belt. In some old structures, rollers with bevel gears (B-2) were used. In any case, the shafts are synchronized with speeds of 1: 2.
In any case, the shaft located next to the crankshaft is called the lower one , in the head above or next to the valves - the upper one . The valves on the location relative to the combustion chamber can also be upper - located above the bottom of the piston, or lower - located next to the cylinders on the side. Bottom valves are driven from the lower shaft through short glass-like pushers. The upper valves are driven from the lower shaft, as a rule, by a sucker-like mechanism, from the upper either through rockers (rocker arms) or through glass-like pushers. Many engines use hydraulic tappets that automatically select the gaps in the valve pairs and make the timing distribution mechanism unattended.
The valve is a rod with a plate made of heat-resistant materials. The valve stem reciprocates in the guide sleeve, the plate with a conical sealing strap rests on the valve seat, also made of heat-resistant materials. Both the seat and the guide bushing are the contact surfaces through which the valve is cooled. This position is especially important for exhaust valves that constantly work in hot gas flows (and if the ignition or injection timing is incorrect, they are in a flame flow) and need an intensive heat sink. Therefore, to improve cooling, a cavity with heat-conducting material β with sodium and copper β can be located inside the valve stem. And the contacting surfaces themselves should be smooth and have the minimum possible clearances. Many valves have turning mechanisms that provide forced rotation around the longitudinal axis during operation.
Opening the valve provides the corresponding cam, closing - either the return valve spring / springs, or a special desmodromic mechanism (Daimler-Benz), which allows, due to the absence of springs, to achieve very high speeds of valve movement and, accordingly, significantly increase engine speed distribution mechanism. The fact is that the weaker the valve spring, the slower the return of the valve to the seat. Even when operating at relatively low speeds, weak springs allow the valves to βhangβ and come into contact with the pistons (VAZ engines without an internal row of valve springs - at 5500-6000 rpm). The stronger the valve springs, the greater the stress that the timing parts experience, and the more high-quality oil should be used to lubricate it. The desmodromic mechanism allows the valves to be moved with a speed that is limited only by their moment of inertia, that is, substantially higher than the speeds that can be achieved for valves in real engines.
Electromagnetic or electro-hydraulic control with a microprocessor, above that, allows you to easily adjust the valve timing of the engine, achieving the most favorable distribution characteristics in each mode.
Some early engine models (Harley-Davidson, Peugeot) had inlet valves with weak springs that ensured βautomaticβ opening of the valve after the start of intake under vacuum under the piston.
For the timing correction in the timing with camshafts, various kinds of differentiating mechanisms are used, their design depends on the engine layout and the timing (which largely determines the layout of the entire engine).
Lubrication and Cooling Systems
The work of the internal combustion engine is accompanied by the release of a significant amount of heat due to the high temperatures of the working gases and significant contact stresses in the friction parts. Therefore, to ensure the operation of the engine, the parts forming friction pairs must be cooled and lubricated, and the products of mechanical wear should be flushed out of the gaps between them. Lubricating oil, in addition to providing an oil wedge in the gaps, removes a significant amount of heat from the loaded rubbing surfaces. For cooling cylinder liners and engine head elements, an additional forced cooling system is used, which can be liquid and air.
The engine lubrication system consists of a container with oil; as such, the sump is often used - in a system with an oil sump or a separate oil tank - in a system with a dry sump . From the tank, the oil is sucked in by an oil pump , gear pump or, less commonly, a rotary pump , and through the channels comes under pressure to friction parts. In a system with an oil sump, cylinder liners and some minor parts are lubricated by spraying; dry sump systems require special lubricators to lubricate and cool these same parts. In engines of medium and high power, the lubrication system includes elements of oil cooling of the pistons in the form of coils poured into the bottoms or special nozzles pouring over the bottom of the piston from the crankcase. As a rule, the lubrication system contains one or more filters for cleaning oil from wear products of friction pairs and tarring the oil itself. Filters are used either with a cardboard curtain with a certain degree of porosity, or centrifugal. For oil cooling, air-oil radiators or water-oil heat exchangers are often used.
In the simplest case, the air cooling system is simply a massive finning of cylinders and heads. The incoming air flow from the outside and the oil from the inside cool the engine. If it is impossible to provide a heat sink with the oncoming flow, a fan with air ducts is included in the system. Along with such indisputable advantages as simplicity of the engine and relatively high survivability in adverse conditions, as well as relatively less weight, air cooling has serious disadvantages:
- a large amount of air blowing through the engine carries a large amount of dust, which accumulates on the fins, especially when oil leaks, which are unavoidable in operation, as a result, the cooling efficiency decreases sharply;
- low heat capacity of the air makes it blow through its engine significant volumes, which requires a significant power take-off for the cooling fan;
- the shape of the engine parts is poorly matched to the conditions of good airflow around it, and therefore it is very difficult to achieve uniform cooling of the engine components Due to the difference in operating temperatures in the individual structural elements, large thermal stresses are possible, which reduces the durability of the structure.
Therefore, air cooling is used infrequently in an internal combustion engine and, as a rule, either on low-cost structures or in cases where the engine runs under special conditions. So, on the front end conveyor of the ZAZ-967 , an air-cooled engine MeMZ-968 is used, the absence of a water jacket, sleeves and a radiator increases the survivability of the conveyor in a battlefield environment.
Liquid cooling has several advantages and is used on ICE in most cases. Benefits:
- the high heat capacity of the liquid contributes to the rapid and efficient removal of heat from the zones of heat generation;
- a much more uniform heat distribution in the structural elements of the engine, which significantly reduces thermal stresses;
- the use of liquid cooling allows you to quickly and efficiently regulate the flow of heat in the cooling system and, therefore, faster and much more evenly than in the case of air cooling, warm up the engine to operating temperature range;
- liquid cooling allows you to increase both the linear dimensions of the engine parts and its thermal stress due to the high efficiency of heat dissipation; ΠΏΠΎΡΡΠΎΠΌΡ Π²ΡΠ΅ ΡΡΠ΅Π΄Π½ΠΈΠ΅ ΠΈ ΠΊΡΡΠΏΠ½ΡΠ΅ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»ΠΈ ΠΈΠΌΠ΅ΡΡ ΠΆΠΈΠ΄ΠΊΠΎΡΡΠ½ΠΎΠ΅ ΠΎΡ Π»Π°ΠΆΠ΄Π΅Π½ΠΈΠ΅, Π·Π° ΠΈΡΠΊΠ»ΡΡΠ΅Π½ΠΈΠ΅ΠΌ ΠΠΠ-Π΄Π²ΡΡ ΡΠ°ΠΊΡΠ½ΡΡ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Π΅ΠΉ, Ρ ΠΊΠΎΡΠΎΡΡΡ Π·ΠΎΠ½Π° ΠΏΡΠΎΠ΄ΡΠ²ΠΎΡΠ½ΡΡ ΠΎΠΊΠΎΠ½ Π³ΠΈΠ»ΡΠ· ΠΎΡ Π»Π°ΠΆΠ΄Π°Π΅ΡΡΡ ΠΏΡΠΎΠ΄ΡΠ²ΠΎΡΠ½ΡΠΌ Π²ΠΎΠ·Π΄ΡΡ ΠΎΠΌ ΠΈΠ· ΡΠΎΠΎΠ±ΡΠ°ΠΆΠ΅Π½ΠΈΠΉ ΠΊΠΎΠΌΠΏΠΎΠ½ΠΎΠ²ΠΊΠΈ;
β ΡΠΏΠ΅ΡΠΈΠ°Π»ΡΠ½Π°Ρ ΡΠΎΡΠΌΠ° Π²ΠΎΠ΄ΠΎ-Π²ΠΎΠ·Π΄ΡΡΠ½ΠΎΠ³ΠΎ ΠΈΠ»ΠΈ Π²ΠΎΠ΄ΠΎ-Π²ΠΎΠ΄ΡΠ½ΠΎΠ³ΠΎ ΡΠ΅ΠΏΠ»ΠΎΠΎΠ±ΠΌΠ΅Π½Π½ΠΈΠΊΠ° ΠΏΠΎΠ·Π²ΠΎΠ»ΡΠ΅Ρ ΠΌΠ°ΠΊΡΠΈΠΌΠ°Π»ΡΠ½ΠΎ ΡΡΡΠ΅ΠΊΡΠΈΠ²Π½ΠΎ ΠΏΠ΅ΡΠ΅Π΄Π°Π²Π°ΡΡ ΡΠ΅ΠΏΠ»ΠΎ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Ρ Π² ΠΎΠΊΡΡΠΆΠ°ΡΡΡΡ ΡΡΠ΅Π΄Ρ.
ΠΠ΅Π΄ΠΎΡΡΠ°ΡΠΊΠΈ Π²ΠΎΠ΄ΡΠ½ΠΎΠ³ΠΎ ΠΎΡ Π»Π°ΠΆΠ΄Π΅Π½ΠΈΡ:
β ΠΏΠΎΠ²ΡΡΠ΅Π½ΠΈΠ΅ Π²Π΅ΡΠ° ΠΈ ΡΠ»ΠΎΠΆΠ½ΠΎΡΡΡ ΠΊΠΎΠ½ΡΡΡΡΠΊΡΠΈΠΈ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Ρ ΠΈΠ·-Π·Π° Π½Π°Π»ΠΈΡΠΈΡ Π²ΠΎΠ΄ΡΠ½ΠΎΠΉ ΡΡΠ±Π°ΡΠΊΠΈ;
β Π½Π°Π»ΠΈΡΠΈΠ΅ ΡΠ΅ΠΏΠ»ΠΎΠΎΠ±ΠΌΠ΅Π½Π½ΠΈΠΊΠ°/ΡΠ°Π΄ΠΈΠ°ΡΠΎΡΠ°;
β ΡΠ½ΠΈΠΆΠ΅Π½ΠΈΠ΅ Π½Π°Π΄ΡΠΆΠ½ΠΎΡΡΠΈ Π°Π³ΡΠ΅Π³Π°ΡΠ° ΠΈΠ·-Π·Π° Π½Π°Π»ΠΈΡΠΈΡ ΡΡΡΠΊΠΎΠ² ΡΡΠΊΠ°Π²ΠΎΠ², ΡΠ»Π°Π½Π³ΠΎΠ² ΠΈ ΠΏΠ°ΡΡΡΠ±ΠΊΠΎΠ² Ρ Π²ΠΎΠ·ΠΌΠΎΠΆΠ½ΡΠΌΠΈ ΡΠ΅ΡΠ°ΠΌΠΈ ΠΆΠΈΠ΄ΠΊΠΎΡΡΠΈ;
β ΠΎΠ±ΡΠ·Π°ΡΠ΅Π»ΡΠ½ΠΎΠ΅ ΠΏΡΠ΅ΠΊΡΠ°ΡΠ΅Π½ΠΈΠ΅ ΡΠ°Π±ΠΎΡΡ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Ρ ΠΏΡΠΈ ΠΏΠΎΡΠ΅ΡΠ΅ Ρ ΠΎΡΡ Π±Ρ ΡΠ°ΡΡΠΈ ΠΎΡ Π»Π°ΠΆΠ΄Π°ΡΡΠ΅ΠΉ ΠΆΠΈΠ΄ΠΊΠΎΡΡΠΈ.
Π‘ΠΎΠ²ΡΠ΅ΠΌΠ΅Π½Π½ΡΠ΅ ΡΠΈΡΡΠ΅ΠΌΡ ΠΆΠΈΠ΄ΠΊΠΎΡΡΠ½ΠΎΠ³ΠΎ ΠΎΡ Π»Π°ΠΆΠ΄Π΅Π½ΠΈΡ ΠΈΡΠΏΠΎΠ»ΡΠ·ΡΡΡ Π² ΠΊΠ°ΡΠ΅ΡΡΠ²Π΅ ΡΠ΅ΠΏΠ»ΠΎΠ½ΠΎΡΠΈΡΠ΅Π»Ρ ΡΠΏΠ΅ΡΠΈΠ°Π»ΡΠ½ΡΠ΅ Π°Π½ΡΠΈΡΡΠΈΠ·Ρ , Π·Π°ΠΌΠ΅ΡΠ·Π°ΡΡΠΈΠ΅ ΠΏΡΠΈ Π½ΠΈΠ·ΠΊΠΈΡ ΡΠ΅ΠΌΠΏΠ΅ΡΠ°ΡΡΡΠ°Ρ ΠΈ ΡΠΎΠ΄Π΅ΡΠΆΠ°ΡΠΈΠ΅ ΠΏΠ°ΠΊΠ΅ΡΡ ΠΏΡΠΈΡΠ°Π΄ΠΎΠΊ ΡΠ°Π·Π½ΠΎΠ³ΠΎ Π½Π°Π·Π½Π°ΡΠ΅Π½ΠΈΡ β ΠΈΠ½Π³ΠΈΠ±ΠΈΡΠΎΡΡ ΠΊΠΎΡΡΠΎΠ·ΠΈΠΈ, ΠΌΠΎΡΡΠΈΠ΅, ΡΠΌΠ°Π·ΡΠ²Π°ΡΡΠΈΠ΅, Π°Π½ΡΠΈΠΏΠ΅Π½Π½ΡΠ΅, Π° ΠΈΠ½ΠΎΠ³Π΄Π° ΠΈ Π³Π΅ΡΠΌΠ΅ΡΠΈΠ·ΠΈΡΡΡΡΠΈΠ΅ ΠΌΠ΅ΡΡΠ° Π²ΠΎΠ·ΠΌΠΎΠΆΠ½ΡΡ ΡΠ΅ΡΠ΅ΠΉ. Π‘ ΡΠ΅Π»ΡΡ ΠΏΠΎΠ²ΡΡΠ΅Π½ΠΈΡ ΠΠΠ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Ρ ΡΠΈΡΡΠ΅ΠΌΡ Π³Π΅ΡΠΌΠ΅ΡΠΈΠ·ΠΈΡΡΡΡ, ΠΏΡΠΈ ΡΡΠΎΠΌ ΠΏΠΎΠ²ΡΡΠ°Ρ ΡΠ°Π±ΠΎΡΠΈΠΉ Π΄ΠΈΠ°ΠΏΠ°Π·ΠΎΠ½ ΡΠ΅ΠΌΠΏΠ΅ΡΠ°ΡΡΡ ΠΊ ΠΎΠ±Π»Π°ΡΡΠΈ ΠΊΠΈΠΏΠ΅Π½ΠΈΡ Π²ΠΎΠ΄Ρ. Π’Π°ΠΊΠΈΠ΅ ΡΠΈΡΡΠ΅ΠΌΡ ΠΎΡ Π»Π°ΠΆΠ΄Π΅Π½ΠΈΡ ΡΠ°Π±ΠΎΡΠ°ΡΡ ΠΏΡΠΈ Π΄Π°Π²Π»Π΅Π½ΠΈΠΈ Π²ΡΡΠ΅ Π°ΡΠΌΠΎΡΡΠ΅ΡΠ½ΠΎΠ³ΠΎ, ΠΈΡ ΡΠ»Π΅ΠΌΠ΅Π½ΡΡ ΡΠ°ΡΡΡΠΈΡΠ°Π½Ρ Π½Π° ΠΏΠΎΠ΄Π΄Π΅ΡΠΆΠ°Π½ΠΈΠ΅ ΠΏΠΎΠ²ΡΡΠ΅Π½Π½ΠΎΠ³ΠΎ Π΄Π°Π²Π»Π΅Π½ΠΈΡ. ΠΡΠΈΠ»Π΅Π½Π³Π»ΠΈΠΊΠΎΠ»Π΅Π²ΡΠ΅ Π°Π½ΡΠΈΡΡΠΈΠ·Ρ ΠΈΠΌΠ΅ΡΡ Π²ΡΡΠΎΠΊΠΈΠΉ ΠΊΠΎΡΡΡΠΈΡΠΈΠ΅Π½Ρ ΠΎΠ±ΡΡΠΌΠ½ΠΎΠ³ΠΎ ΡΠ°ΡΡΠΈΡΠ΅Π½ΠΈΡ. ΠΠΎΡΡΠΎΠΌΡ Π² ΡΠ°ΠΊΠΈΡ ΡΠΈΡΡΠ΅ΠΌΠ°Ρ ΡΠ°ΡΡΠΎ ΠΏΡΠΈΠΌΠ΅Π½ΡΡΡΡΡ ΠΎΡΠ΄Π΅Π»ΡΠ½ΡΠ΅ ΡΠ°ΡΡΠΈΡΠΈΡΠ΅Π»ΡΠ½ΡΠ΅ Π±Π°ΡΠΊΠΈ ΠΈΠ»ΠΈ ΡΠ°Π΄ΠΈΠ°ΡΠΎΡΡ Ρ ΡΠ²Π΅Π»ΠΈΡΠ΅Π½Π½ΡΠΌΠΈ Π²Π΅ΡΡ Π½ΠΈΠΌΠΈ Π±Π°ΡΠΊΠ°ΠΌΠΈ.
Π‘ ΡΠ΅Π»ΡΡ ΡΡΠ°Π±ΠΈΠ»ΠΈΠ·Π°ΡΠΈΠΈ ΡΠ°Π±ΠΎΡΠ΅ΠΉ ΡΠ΅ΠΌΠΏΠ΅ΡΠ°ΡΡΡΡ ΠΈ Π΄Π»Ρ ΡΡΠΊΠΎΡΠ΅Π½ΠΈΡ ΠΏΡΠΎΠ³ΡΠ΅Π²Π° Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Ρ Π² ΡΠΈΡΡΠ΅ΠΌΡ ΠΎΡ Π»Π°ΠΆΠ΄Π΅Π½ΠΈΡ ΡΡΡΠ°Π½Π°Π²Π»ΠΈΠ²Π°ΡΡ ΡΠ΅ΡΠΌΠΎΡΡΠ°ΡΡ . ΠΠ»Ρ Π²ΠΎΠ·Π΄ΡΡΠ½ΠΎΠ³ΠΎ ΠΎΡ Π»Π°ΠΆΠ΄Π΅Π½ΠΈΡ ΡΠ΅ΡΠΌΠΎΡΡΠ°Ρ β ΡΠΈΠ»ΡΡΠΎΠ½ , Π·Π°ΠΏΠΎΠ»Π½Π΅Π½Π½ΡΠΉ ΡΠ΅ΡΠ΅Π·ΠΈΠ½ΠΎΠΌ ΠΈΠ»ΠΈ ΡΡΠΈΠ»ΠΎΠ²ΡΠΌ ΡΠΏΠΈΡΡΠΎΠΌ Π² ΡΠΎΡΠ΅ΡΠ°Π½ΠΈΠΈ Ρ ΠΎΠ±ΠΎΠΉΠΌΠΎΠΉ ΠΈ ΡΠΈΡΡΠ΅ΠΌΠΎΠΉ ΡΡΡΠ°Π³ΠΎΠ², ΠΏΠΎΠ²ΠΎΡΠ°ΡΠΈΠ²Π°ΡΡΠΈΡ Π·Π°ΡΠ»ΠΎΠ½ΠΊΠΈ, ΠΎΠ±Π΅ΡΠΏΠ΅ΡΠΈΠ²Π°ΡΡΠΈΠ΅ ΠΏΠ΅ΡΠ΅ΠΊΠ»ΡΡΠ΅Π½ΠΈΠ΅ ΠΈ ΡΠ°ΡΠΏΡΠ΅Π΄Π΅Π»Π΅Π½ΠΈΠ΅ Π²ΠΎΠ·Π΄ΡΡΠ½ΡΡ ΠΏΠΎΡΠΎΠΊΠΎΠ². Π ΡΠΈΡΡΠ΅ΠΌΠ°Ρ ΠΆΠΈΠ΄ΠΊΠΎΡΡΠ½ΠΎΠ³ΠΎ ΠΎΡ Π»Π°ΠΆΠ΄Π΅Π½ΠΈΡ ΡΠΎΡΠ½ΠΎ ΡΠ°ΠΊΠΎΠΉ ΠΆΠ΅ ΡΠ΅ΡΠΌΠΎΡΠ»Π΅ΠΌΠ΅Π½Ρ ΠΎΡΡΡΠ΅ΡΡΠ²Π»ΡΠ΅Ρ ΠΎΡΠΊΡΡΡΠΈΠ΅ ΠΊΠ»Π°ΠΏΠ°Π½Π° ΠΈΠ»ΠΈ ΠΏΠ΅ΡΠ΅ΠΊΠ»ΡΡΠ΅Π½ΠΈΠ΅ ΡΠΈΡΡΠ΅ΠΌΡ ΠΊΠ»Π°ΠΏΠ°Π½ΠΎΠ², Π½Π°ΠΏΡΠ°Π²Π»ΡΡΡΠΈΡ ΠΆΠΈΠ΄ΠΊΠΎΡΡΡ Π»ΠΈΠ±ΠΎ Π² ΡΠ°Π΄ΠΈΠ°ΡΠΎΡ, Π»ΠΈΠ±ΠΎ Π² ΡΠΏΠ΅ΡΠΈΠ°Π»ΡΠ½ΡΠΉ ΠΊΠ°Π½Π°Π», ΠΎΠ±Π΅ΡΠΏΠ΅ΡΠΈΠ²Π°ΡΡΠΈΠΉ ΡΠΈΡΠΊΡΠ»ΡΡΠΈΡ Π½Π°Π³ΡΠ΅Π²Π°Π΅ΠΌΠΎΠΉ ΠΆΠΈΠ΄ΠΊΠΎΡΡΠΈ ΠΈ ΡΠ°Π²Π½ΠΎΠΌΠ΅ΡΠ½ΠΎΠ΅ ΠΏΡΠΎΠ³ΡΠ΅Π²Π°Π½ΠΈΠ΅ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Ρ.
Π Π°Π΄ΠΈΠ°ΡΠΎΡ ΠΈΠ»ΠΈ ΡΠ΅ΠΏΠ»ΠΎΠΎΠ±ΠΌΠ΅Π½Π½ΠΈΠΊ ΠΎΡ Π»Π°ΠΆΠ΄Π΅Π½ΠΈΡ ΠΈΠΌΠ΅Π΅Ρ Π²Π΅Π½ΡΠΈΠ»ΡΡΠΎΡ, ΠΏΡΠΎΠ΄ΡΠ²Π°ΡΡΠΈΠΉ ΡΠ΅ΡΠ΅Π· Π½Π΅Π³ΠΎ ΠΏΠΎΡΠΎΠΊ Π°ΡΠΌΠΎΡΡΠ΅ΡΠ½ΠΎΠ³ΠΎ Π²ΠΎΠ·Π΄ΡΡ Π°, Ρ Π³ΠΈΠ΄ΡΠΎΡΡΠ°ΡΠΈΡΠ΅ΡΠΊΠΈΠΌ ΠΈΠ»ΠΈ ΡΠ»Π΅ΠΊΡΡΠΈΡΠ΅ΡΠΊΠΈΠΌ ΠΏΡΠΈΠ²ΠΎΠ΄ΠΎΠΌ.
ΠΠ°Π»Π°Π½Ρ ΡΠ½Π΅ΡΠ³ΠΈΠΈ
ΠΠ²ΠΈΠ³Π°ΡΠ΅Π»ΠΈ ΠΡΡΠΎ ΠΈΠΌΠ΅ΡΡ ΡΠ΅ΡΠΌΠΈΡΠ΅ΡΠΊΠΈΠΉ ΠΠΠ ΠΎΠΊΠΎΠ»ΠΎ 40 %, ΡΡΠΎ Ρ ΠΌΠ΅Ρ Π°Π½ΠΈΡΠ΅ΡΠΊΠΈΠΌΠΈ ΠΏΠΎΡΠ΅ΡΡΠΌΠΈ Π΄Π°Π΅Ρ ΡΠ°ΠΊΡΠΈΡΠ΅ΡΠΊΠΈΠΉ ΠΠΠ ΠΎΡ 25 Π΄ΠΎ 33%.
Π‘ΠΎΠ²ΡΠ΅ΠΌΠ΅Π½Π½ΡΠ΅ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»ΠΈ ΠΌΠΎΠ³ΡΡ ΠΈΠΌΠ΅ΡΡ ΡΠΌΠ΅Π½ΡΡΠ΅Π½Π½ΡΠΉ ΠΠΠ Π΄Π»Ρ ΡΠ΄ΠΎΠ²Π»Π΅ΡΠ²ΠΎΡΠ΅Π½ΠΈΡ Π²ΡΡΠΎΠΊΠΈΡ ΡΠΊΠΎΠ»ΠΎΠ³ΠΈΡΠ΅ΡΠΊΠΈΡ ΡΡΠ΅Π±ΠΎΠ²Π°Π½ΠΈΠΉ.
ΠΠΠ ΠΠΠ‘ ΠΌΠΎΠΆΠ½ΠΎ ΠΏΠΎΠ²ΡΡΠΈΡΡ Ρ ΠΏΠΎΠΌΠΎΡΡΡ ΡΠΎΠ²ΡΠ΅ΠΌΠ΅Π½Π½ΡΡ ΡΠΈΡΡΠ΅ΠΌ ΠΏΡΠΎΡΠ΅ΡΡΠΎΡΠ½ΠΎΠ³ΠΎ ΡΠΏΡΠ°Π²Π»Π΅Π½ΠΈΡ ΡΠΎΠΏΠ»ΠΈΠ²ΠΎΠΏΠΎΠ΄Π°ΡΠ΅ΠΉ, Π·Π°ΠΆΠΈΠ³Π°Π½ΠΈΠ΅ΠΌ ΠΈ ΡΠ°Π·Π°ΠΌΠΈ Π³Π°Π·ΠΎΡΠ°ΡΠΏΡΠ΅Π΄Π΅Π»Π΅Π½ΠΈΡ. Π‘ΡΠ΅ΠΏΠ΅Π½Ρ ΡΠΆΠ°ΡΠΈΡ ΡΠΎΠ²ΡΠ΅ΠΌΠ΅Π½Π½ΡΡ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Π΅ΠΉ, ΠΊΠ°ΠΊ ΠΏΡΠ°Π²ΠΈΠ»ΠΎ, ΠΈΠΌΠ΅Π΅Ρ Π·Π½Π°ΡΠ΅Π½ΠΈΡ, Π±Π»ΠΈΠ·ΠΊΠΈΠ΅ ΠΊ ΠΏΡΠ΅Π΄Π΅Π»ΡΠ½ΡΠΌ (ΡΠΏΠΎΡΠ½ΡΠΉ ΠΌΠΎΠΌΠ΅Π½Ρ, ΡΠΌ. Π¦ΠΈΠΊΠ» ΠΠΈΠ»Π»Π΅ΡΠ°).
Π€Π°ΠΊΡΠΎΡΡ, Π²Π»ΠΈΡΡΡΠΈΠ΅ Π½Π° ΠΌΠΎΡΠ½ΠΎΡΡΡ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Ρ
ΠΠΎΡΠ½ΠΎΡΡΡ ΠΏΠΎΡΡΠ½Π΅Π²ΠΎΠ³ΠΎ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Ρ Π·Π°Π²ΠΈΡΠΈΡ ΠΎΡ ΠΎΠ±ΡΡΠΌΠ° ΡΠΈΠ»ΠΈΠ½Π΄ΡΠΎΠ², ΠΎΠ±ΡΡΠΌΠ½ΡΠΌ ΠΠΠ , ΠΏΠΎΡΠ΅ΡΡ ΡΠ½Π΅ΡΠ³ΠΈΠΈ β Π³Π°Π·ΠΎΠ΄ΠΈΠ½Π°ΠΌΠΈΡΠ΅ΡΠΊΠΈΡ , ΡΠ΅ΠΏΠ»ΠΎΠ²ΡΡ ΠΈ ΠΌΠ΅Ρ Π°Π½ΠΈΡΠ΅ΡΠΊΠΈΡ , ΡΡΠ΅ΠΏΠ΅Π½ΠΈ ΡΠΆΠ°ΡΠΈΡ ΡΠΎΠΏΠ»ΠΈΠ²ΠΎ-Π²ΠΎΠ·Π΄ΡΡΠ½ΠΎΠΉ ΡΠΌΠ΅ΡΠΈ, ΡΠΎΠ΄Π΅ΡΠΆΠ°Π½ΠΈΡ ΠΊΠΈΡΠ»ΠΎΡΠΎΠ΄Π° Π² Π²ΠΎΠ·Π΄ΡΡ Π΅ ΠΈ ΡΠ°ΡΡΠΎΡΡ Π²ΡΠ°ΡΠ΅Π½ΠΈΡ. ΠΠΎΡΠ½ΠΎΡΡΡ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Ρ Π·Π°Π²ΠΈΡΠΈΡ ΡΠ°ΠΊΠΆΠ΅ ΠΎΡ ΠΏΡΠΎΠΏΡΡΠΊΠ½ΠΎΠΉ ΡΠΏΠΎΡΠΎΠ±Π½ΠΎΡΡΠΈ ΡΠ°ΠΊΡΠΎΠ² Π²ΡΠ°ΡΡΠ²Π°Π½ΠΈΡ ΠΈ Π²ΡΡ Π»ΠΎΠΏΠ°, Π° Π·Π½Π°ΡΠΈΡ, ΠΎΡ ΠΈΡ ΠΏΡΠΎΡ ΠΎΠ΄Π½ΡΡ ΡΠ΅ΡΠ΅Π½ΠΈΠΉ, Π΄Π»ΠΈΠ½Ρ ΠΈ ΠΊΠΎΠ½ΡΠΈΠ³ΡΡΠ°ΡΠΈΠΈ ΠΊΠ°Π½Π°Π»ΠΎΠ², Π° ΡΠ°ΠΊΠΆΠ΅ ΠΎΡ Π΄ΠΈΠ°ΠΌΠ΅ΡΡΠΎΠ² ΠΊΠ»Π°ΠΏΠ°Π½ΠΎΠ², Π±ΠΎΠ»ΡΡΠ΅ Π²ΠΏΡΡΠΊΠ½ΡΡ . ΠΡΠΎ ΡΠΏΡΠ°Π²Π΅Π΄Π»ΠΈΠ²ΠΎ Π΄Π»Ρ Π»ΡΠ±ΡΡ ΠΏΠΎΡΡΠ½Π΅Π²ΡΡ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Π΅ΠΉ. ΠΠ°ΠΊΡΠΈΠΌΠ°Π»ΡΠ½Π°Ρ ΠΌΠΎΡΠ½ΠΎΡΡΡ ΠΠΠ‘ Π΄ΠΎΡΡΠΈΠ³Π°Π΅ΡΡΡ ΠΏΡΠΈ Π½Π°ΠΈΠ²ΡΡΡΠ΅ΠΌ Π½Π°ΠΏΠΎΠ»Π½Π΅Π½ΠΈΠΈ ΡΠΈΠ»ΠΈΠ½Π΄ΡΠΎΠ². Π§Π°ΡΡΠΎΡΠ° Π²ΡΠ°ΡΠ΅Π½ΠΈΡ ΠΊΠΎΠ»Π΅Π½Π²Π°Π»Π° Π² ΠΊΠΎΠ½Π΅ΡΠ½ΠΎΠΌ ΡΡΡΡΠ΅ ΠΎΠ³ΡΠ°Π½ΠΈΡΠ΅Π½Π° ΠΏΡΠΎΡΠ½ΠΎΡΡΡΡ ΠΌΠ°ΡΠ΅ΡΠΈΠ°Π»ΠΎΠ² ΠΈ ΡΠ²ΠΎΠΉΡΡΠ²Π°ΠΌΠΈ ΡΠΌΠ°Π·ΠΊΠΈ. ΠΠ»Π°ΠΏΠ°Π½Π°, ΠΏΠΎΡΡΠ½ΠΈ ΠΈ ΠΊΠΎΠ»Π΅Π½ΡΠ°ΡΡΠ΅ Π²Π°Π»Ρ ΠΈΡΠΏΡΡΡΠ²Π°ΡΡ Π±ΠΎΠ»ΡΡΠΈΜΠ΅ Π΄ΠΈΠ½Π°ΠΌΠΈΡΠ΅ΡΠΊΠΈΠ΅ Π½Π°Π³ΡΡΠ·ΠΊΠΈ. ΠΠ° Π²ΡΡΠΎΠΊΠΈΡ ΠΎΠ±ΠΎΡΠΎΡΠ°Ρ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Ρ ΠΌΠΎΠ³ΡΡ ΠΏΡΠΎΠΈΡΡ ΠΎΠ΄ΠΈΡΡ ΡΠΈΠ·ΠΈΡΠ΅ΡΠΊΠΈΠ΅ ΠΏΠΎΠ²ΡΠ΅ΠΆΠ΄Π΅Π½ΠΈΡ ΠΏΠΎΡΡΠ½Π΅Π²ΡΡ ΠΊΠΎΠ»Π΅Ρ , ΠΌΠ΅Ρ Π°Π½ΠΈΡΠ΅ΡΠΊΠΈΠΉ ΠΊΠΎΠ½ΡΠ°ΠΊΡ ΠΊΠ»Π°ΠΏΠ°Π½ΠΎΠ² Ρ ΠΏΠΎΡΡΠ½ΡΠΌΠΈ, ΡΡΠΎ ΠΏΡΠΈΠ²ΠΎΠ΄ΠΈΡ ΠΊ ΡΠ°Π·ΡΡΡΠ΅Π½ΠΈΡ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Ρ. ΠΠΎΡΡΠ½Π΅Π²ΡΠ΅ ΠΊΠΎΠ»ΡΡΠ° Π²Π΅ΡΡΠΈΠΊΠ°Π»ΡΠ½ΠΎ ΠΊΠΎΠ»Π΅Π±Π»ΡΡΡΡ Π² ΠΊΠ°Π½Π°Π²ΠΊΠ°Ρ ΠΏΠΎΡΡΠ½Π΅ΠΉ. ΠΡΠΈ ΠΊΠΎΠ»Π΅Π±Π°Π½ΠΈΡ ΡΡ ΡΠ΄ΡΠ°ΡΡ ΡΠΏΠ»ΠΎΡΠ½Π΅Π½ΠΈΠ΅ ΠΌΠ΅ΠΆΠ΄Ρ ΠΏΠΎΡΡΠ½Π΅ΠΌ ΠΈ Π³ΠΈΠ»ΡΠ·ΠΎΠΉ, ΡΡΠΎ ΠΏΡΠΈΠ²ΠΎΠ΄ΠΈΡ ΠΊ ΠΏΠΎΡΠ΅ΡΠ΅ ΠΊΠΎΠΌΠΏΡΠ΅ΡΡΠΈΠΈ, ΠΏΠ°Π΄Π΅Π½ΠΈΠΈ ΠΌΠΎΡΠ½ΠΎΡΡΠΈ ΠΈ ΠΠΠ Π² ΡΠ΅Π»ΠΎΠΌ. ΠΡΠ»ΠΈ ΠΊΠΎΠ»Π΅Π½Π²Π°Π» Π²ΡΠ°ΡΠ°Π΅ΡΡΡ ΡΠ»ΠΈΡΠΊΠΎΠΌ Π±ΡΡΡΡΠΎ, ΠΊΠ»Π°ΠΏΠ°Π½Π½ΡΠ΅ ΠΏΡΡΠΆΠΈΠ½Ρ Π½Π΅ ΡΡΠΏΠ΅Π²Π°ΡΡ Π΄ΠΎΡΡΠ°ΡΠΎΡΠ½ΠΎ Π±ΡΡΡΡΠΎ Π·Π°ΠΊΡΡΠ²Π°ΡΡ ΠΊΠ»Π°ΠΏΠ°Π½Π°. ΠΡΠΎ ΠΌΠΎΠΆΠ΅Ρ ΠΏΡΠΈΠ²Π΅ΡΡΠΈ ΠΊ ΠΊΠΎΠ½ΡΠ°ΠΊΡΡ ΠΏΠΎΡΡΠ½Π΅ΠΉ Ρ ΠΊΠ»Π°ΠΏΠ°Π½Π°ΠΌΠΈ ΠΈ Π²ΡΠ·ΡΠ²Π°ΡΡ ΡΠ΅ΡΡΡΠ·Π½ΡΠ΅ ΠΏΠΎΠ²ΡΠ΅ΠΆΠ΄Π΅Π½ΠΈΡ, ΠΏΠΎΡΡΠΎΠΌΡ Π½Π° ΡΠΊΠΎΡΠΎΡΡΠ½ΡΡ ΡΠΏΠΎΡΡΠΈΠ²Π½ΡΡ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»ΡΡ ΠΈΡΠΏΠΎΠ»ΡΠ·ΡΡΡ ΠΏΡΠΈΠ²ΠΎΠ΄ ΠΊΠ»Π°ΠΏΠ°Π½ΠΎΠ² Π±Π΅Π· Π²ΠΎΠ·Π²ΡΠ°ΡΠ½ΡΡ ΠΏΡΡΠΆΠΈΠ½. Π’Π°ΠΊ, Β«ΠΠ°ΠΉΠΌΠ»Π΅Ρ-ΠΠ΅Π½ΡΒ» ΡΠ΅ΡΠΈΠΉΠ½ΠΎ Π²ΡΠΏΡΡΠΊΠ°Π΅Ρ ΠΌΠΎΡΠΎΡΡ Ρ Π΄Π΅ΡΠΌΠΎΠ΄ΡΠΎΠΌΠ½ΡΠΌ ΡΠΏΡΠ°Π²Π»Π΅Π½ΠΈΠ΅ΠΌ ΠΊΠ»Π°ΠΏΠ°Π½Π°ΠΌΠΈ (Ρ Π΄Π²ΠΎΠΉΠ½ΡΠΌΠΈ ΠΊΡΠ»Π°ΡΠΊΠ°ΠΌΠΈ, ΠΎΠ΄ΠΈΠ½ ΠΎΡΠΊΡΡΠ²Π°Π΅Ρ ΠΊΠ»Π°ΠΏΠ°Π½, Π΄ΡΡΠ³ΠΎΠΉ ΠΏΡΠΈΠΆΠΈΠΌΠ°Π΅Ρ Π΅Π³ΠΎ ΠΊ ΡΠ΅Π΄Π»Ρ), ΠΠΠ ΠΈΡΠΏΠΎΠ»ΡΠ·ΡΠ΅Ρ ΡΠ»Π΅ΠΊΡΡΠΎΠΌΠ°Π³Π½ΠΈΡΠ½ΠΎΠ΅ ΡΠΏΡΠ°Π²Π»Π΅Π½ΠΈΠ΅ ΠΊΠ»Π°ΠΏΠ°Π½Π°ΠΌΠΈ. ΠΠ° Π²ΡΡΠΎΠΊΠΈΡ ΡΠΊΠΎΡΠΎΡΡΡΡ ΡΡ ΡΠ΄ΡΠ°ΡΡΡΡ ΡΡΠ»ΠΎΠ²ΠΈΡ ΡΠ°Π±ΠΎΡΡ ΡΠΌΠ°Π·ΠΊΠΈ Π²ΠΎ Π²ΡΠ΅Ρ ΠΏΠ°ΡΠ°Ρ ΡΡΠ΅Π½ΠΈΡ.
Π‘ΠΎΠ²ΠΎΠΊΡΠΏΠ½ΠΎ Ρ ΠΏΠΎΡΠ΅ΡΡΠΌΠΈ Π½Π° ΠΏΡΠ΅ΠΎΠ΄ΠΎΠ»Π΅Π½ΠΈΠ΅ ΠΈΠ½Π΅ΡΡΠΈΠΈ Π²ΠΎΠ·Π²ΡΠ°ΡΠ½ΠΎ-ΠΏΠΎΡΡΡΠΏΠ°ΡΠ΅Π»ΡΠ½ΠΎ Π΄Π²ΠΈΠΆΡΡΠΈΡ ΡΡ ΡΠ»Π΅ΠΌΠ΅Π½ΡΠΎΠ² Π¦ΠΠ, ΡΡΠΎ ΠΎΠ³ΡΠ°Π½ΠΈΡΠΈΠ²Π°Π΅Ρ ΡΡΠ΅Π΄Π½ΡΡ ΡΠΊΠΎΡΠΎΡΡΡ ΠΏΠΎΡΡΠ½Π΅ΠΉ Π±ΠΎΠ»ΡΡΠΈΠ½ΡΡΠ²Π° ΡΠ΅ΡΠΈΠΉΠ½ΡΡ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Π΅ΠΉ 10 ΠΌ/Ρ.
Application
Π§Π΅ΡΡΡΡΡ ΡΠ°ΠΊΡΠ½ΡΠ΅ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»ΠΈ ΠΌΠΎΠ³ΡΡ Π±ΡΡΡ ΠΊΠ°ΠΊ Π±Π΅Π½Π·ΠΈΠ½ΠΎΠ²ΡΠΌΠΈ , ΡΠ°ΠΊ ΠΈ Π΄ΠΈΠ·Π΅Π»ΡΠ½ΡΠΌΠΈ . ΠΠ½ΠΈ Π½Π°Ρ ΠΎΠ΄ΡΡ ΡΠ°ΠΌΠΎΠ΅ ΡΠΈΡΠΎΠΊΠΎΠ΅ ΠΏΡΠΈΠΌΠ΅Π½Π΅Π½ΠΈΠ΅ Π² ΠΊΠ°ΡΠ΅ΡΡΠ²Π΅ ΠΏΠ΅ΡΠ²ΠΈΡΠ½ΡΡ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Π΅ΠΉ Π½Π° ΡΡΠ°ΡΠΈΠΎΠ½Π°ΡΠ½ΡΡ ΠΈ ΡΡΠ°Π½ΡΠΏΠΎΡΡΠ½ΡΡ ΡΠ½Π΅ΡΠ³ΠΎΡΡΡΠ°Π½ΠΎΠ²ΠΊΠ°Ρ .
ΠΠ°ΠΊ ΠΏΡΠ°Π²ΠΈΠ»ΠΎ, ΡΠ΅ΡΡΡΡΡ ΡΠ°ΠΊΡΠ½ΡΠ΅ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»ΠΈ ΠΈΡΠΏΠΎΠ»ΡΠ·ΡΡΡΡΡ Π² ΡΠ΅Ρ ΡΠ»ΡΡΠ°ΡΡ , ΠΊΠΎΠ³Π΄Π° ΠΈΠΌΠ΅Π΅ΡΡΡ Π²ΠΎΠ·ΠΌΠΎΠΆΠ½ΠΎΡΡΡ Π±ΠΎΠ»Π΅Π΅ ΠΈΠ»ΠΈ ΠΌΠ΅Π½Π΅Π΅ ΡΠΈΡΠΎΠΊΠΎ Π²Π°ΡΡΠΈΡΠΎΠ²Π°ΡΡ ΡΠΎΠΎΡΠ½ΠΎΡΠ΅Π½ΠΈΠ΅ ΠΎΠ±ΠΎΡΠΎΡΠΎΠ² Π²Π°Π»Π° ΡΠΎ ΡΠ½ΠΈΠΌΠ°Π΅ΠΌΠΎΠΉ ΠΌΠΎΡΠ½ΠΎΡΡΡΡ ΠΈ ΠΊΡΡΡΡΡΠΈΠΌ ΠΌΠΎΠΌΠ΅Π½ΡΠΎΠΌ Π»ΠΈΠ±ΠΎ ΡΠΎΠ³Π΄Π°, ΠΊΠΎΠ³Π΄Π° ΡΡΠΎ ΡΠΎΠΎΡΠ½ΠΎΡΠ΅Π½ΠΈΠ΅ Π½Π΅ ΠΈΠ³ΡΠ°Π΅Ρ ΡΠΎΠ»ΠΈ ΠΏΡΠΈ ΡΠ°Π±ΠΎΡΠ΅ ΠΌΠ°ΡΠΈΠ½Ρ. ΠΠ°ΠΏΡΠΈΠΌΠ΅Ρ, Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Ρ, Π½Π°Π³ΡΡΠΆΠ΅Π½Π½ΡΠΉ ΡΠ»Π΅ΠΊΡΡΠΎΠ³Π΅Π½Π΅ΡΠ°ΡΠΎΡΠΎΠΌ, Π² ΠΏΡΠΈΠ½ΡΠΈΠΏΠ΅ ΠΌΠΎΠΆΠ΅Ρ ΠΈΠΌΠ΅ΡΡ Π»ΡΠ±ΡΡ ΡΠ°Π±ΠΎΡΡΡ Ρ Π°ΡΠ°ΠΊΡΠ΅ΡΠΈΡΡΠΈΠΊΡ ΠΈ ΡΠΎΠ³Π»Π°ΡΡΠ΅ΡΡΡ Ρ Π½Π°Π³ΡΡΠ·ΠΊΠΎΠΉ ΡΠΎΠ»ΡΠΊΠΎ ΠΏΠΎ ΡΠ°Π±ΠΎΡΠ΅ΠΌΡ Π΄ΠΈΠ°ΠΏΠ°Π·ΠΎΠ½Ρ ΠΎΠ±ΠΎΡΠΎΡΠΎΠ², ΠΊΠΎΡΠΎΡΡΠ΅ Π² ΠΏΡΠΈΠ½ΡΠΈΠΏΠ΅ ΠΌΠΎΠ³ΡΡ Π±ΡΡΡ Π»ΡΠ±ΡΠΌΠΈ, ΠΏΡΠΈΠ΅ΠΌΠ»Π΅ΠΌΡΠΌΠΈ Π΄Π»Ρ Π³Π΅Π½Π΅ΡΠ°ΡΠΎΡΠ°. ΠΡΠΏΠΎΠ»ΡΠ·ΠΎΠ²Π°Π½ΠΈΠ΅ ΠΏΡΠΎΠΌΠ΅ΠΆΡΡΠΎΡΠ½ΡΡ ΠΏΠ΅ΡΠ΅Π΄Π°Ρ Π²ΠΎΠΎΠ±ΡΠ΅ Π΄Π΅Π»Π°Π΅Ρ ΡΠ΅ΡΡΡΡΡ ΡΠ°ΠΊΡΠ½ΡΠΉ Π΄Π²ΠΈΠ³Π°ΡΠ΅Π»Ρ Π±ΠΎΠ»Π΅Π΅ Π°Π΄Π°ΠΏΡΠΈΡΠΎΠ²Π°Π½Π½ΡΠΌ ΠΊ Π½Π°Π³ΡΡΠ·ΠΊΠ°ΠΌ Π² ΡΠ°ΠΌΡΡ ΡΠΈΡΠΎΠΊΠΈΡ ΠΏΡΠ΅Π΄Π΅Π»Π°Ρ . ΠΠ½ΠΈ ΠΆΠ΅ ΡΠ²Π»ΡΡΡΡΡ Π±ΠΎΠ»Π΅Π΅ ΠΏΡΠ΅Π΄ΠΏΠΎΡΡΠΈΡΠ΅Π»ΡΠ½ΡΠΌΠΈ Π² ΡΠ΅Ρ ΡΠ»ΡΡΠ°ΡΡ , ΠΊΠΎΠ³Π΄Π° ΡΡΡΠ°Π½ΠΎΠ²ΠΊΠ° Π΄Π»ΠΈΡΠ΅Π»ΡΠ½ΠΎΠ΅ Π²ΡΠ΅ΠΌΡ ΡΠ°Π±ΠΎΡΠ°Π΅Ρ Π²Π½Π΅ ΡΡΡΠ°Π½ΠΎΠ²ΠΈΠ²ΡΠ΅Π³ΠΎΡΡ ΡΠ΅ΠΆΠΈΠΌΠ° β Π±Π»Π°Π³ΠΎΠ΄Π°ΡΡ Π±ΠΎΠ»Π΅Π΅ ΡΠΎΠ²Π΅ΡΡΠ΅Π½Π½ΠΎΠΉ Π³Π°Π·ΠΎΠ΄ΠΈΠ½Π°ΠΌΠΈΠΊΠ΅ ΠΈΡ ΡΠ°Π±ΠΎΡΠ° Π² ΠΏΠ΅ΡΠ΅Ρ ΠΎΠ΄Π½ΡΡ ΡΠ΅ΠΆΠΈΠΌΠ°Ρ ΠΈ ΡΠ΅ΠΆΠΈΠΌΠ°Ρ ΡΠΎ ΡΠ½ΡΡΠΈΠ΅ΠΌ ΡΠ°ΡΡΠΈΡΠ½ΠΎΠΉ ΠΌΠΎΡΠ½ΠΎΡΡΠΈ ΠΎΠΊΠ°Π·ΡΠ²Π°Π΅ΡΡΡ Π±ΠΎΠ»Π΅Π΅ ΡΡΡΠΎΠΉΡΠΈΠ²ΠΎΠΉ.
When working on the shaft in a given rev range, especially low-speed (propeller shaft), it is preferable to use two-stroke engines, as having more favorable mass-power characteristics at low revs.
Notes
Links
- Ricardo G.R. High-speed internal combustion engines. - M .: GNTI Engineering literature, 1960.