DOCSLIB.ORG

Automotive Service Modern Auto Tech Study Guide Chapter 12 Pages 162 - 181 Engine Classifications & Variations 35 Points Automotive Service

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

Automotive Service Modern Auto Tech Study Guide Chapter 12 Pages 162 - 181 Engine Classifications & Variations 35 Points Automotive Service 1-12. List at least 12 common ways to classify engines by their variations in design: Year Cooling System Make (Manufacturer of the engine) Location of Engine in the Vehicle Horsepower or Watts Mounting: Transverse or Longitudinal Torque Piston or Rotary # of Cylinders Cycle of Operation Cylinder Arrangement Compression Ratio Cylinder Numbering Ignition System # of Valves Spark or Compression Ignition Valve Arrangement Bore # of Camshafts Stroke Camshaft Location (OHV or OHC) Camshaft Drive: Gear, Chain, Belt Firing Order Displacement = Total Cylinder Volume Turbo or Super Charged or Neither Fuel Type: Diesel or Gas Fuel Delivery System (MPI or GDI) Atkinson Cycle or Miller Cycle Automotive Service Click this square for a 4 stroke cycle engine explanation Automotive Service 13. Name three engine cylinder arrangements: In-Line, V-shape, Flat or “Boxer”, Slant Automotive Service 14. ______________ ____________ is the sequence in which the cylinders fire or ignite their air/fuel mix. Pecking Order Firing Order Back Order Automotive Service Automotive Service 15. Engines can be either __________ or ______ cooled. ____________ cooling is the most common. Air or Liquid Gas or Water Vacuum or Pressure Automotive Service Automotive Service 16. Spark ignition engines use a ________ plug to ignite their air/fuel mixture. ____________________ ignition engines use the intense heat of a 20:1 compression ratio to ignite the fuel. (these are diesel engines) Glow Plug Freeze Plug Spark Plug Compression Combustion Combination Automotive Service 17. Valve arrangements are either ___-head, ___-head, ___-head or ___-head. (remember the word LIFT) The I-head design, a.k.a. the valve-in-head or Over Head Valve (OHV) design is the most common in use. L-head, I-head, F-head, T-head Automotive Service Automotive Service 18. Camshafts can be located in the engine block or in the ______________ ________. (Over Head Camshaft = OHC) Over Head Camshaft Piston Combustion Chamber Cylinder Head Over Head Valve Automotive Service Click this square for a diesel engine explanation Automotive Service 19. There’s a variety of ___________________ chamber shapes, but the hemishperical is one of the most efficient. Combustion Compression Combination Automotive Service 20.Variable DISPLACEMENT, variable COMPRESSION ratio, and variable VALVE timing are now popular designs used to increase horsepower and fuel mileage. Automotive Service 20.Variable DISPLACEMENT, variable COMPRESSION ratio, and variable VALVE timing are now popular designs used to increase horsepower and fuel mileage. Automotive Service 20.Variable DISPLACEMENT, variable COMPRESSION ratio, and variable VALVE timing are now popular designs used to increase horsepower and fuel mileage. Automotive Service Displacement on Demand® Automotive Service Automotive Service 21. The ____________ engine, also known as the Wankel engine uses a spinning triangular rotor instead of conventional pistons. It is currently used in only the Mazda RX-8 and called the Renesis® engine. Rotax Rotary Romulan Dr. Felix Wankel Automotive Service Automotive Service Click this square for a rotary engine explanation Automotive Service 21. ______ stroke cycle engines produce power with every down stroke. Some diesel engines and some lawn & garden applications use this design, but no automobiles currently use it. 2 Stroke cycle 3 Stroke cycle 4 Stroke cycle Automotive Service Click this square for 2 stroke cycle engine explanation Automotive Service 22. Engines are also classified by whether they “breath” normally or are ____________________ like the Miller-cycle engine. Turbocharging the incoming air with an exhaust-powered fan is also popular. http://auto.howstuffworks.com/supercharger.htm Supercharged Super-sized Superceded Automotive Service Click this square for Supercharger & Turbocharger explanation Automotive Service In-Line 4 Cylinder Engine Cylinder #1 is the most forward cylinder Bank 1 on a V-shaped engine has cylinder #1 V-8 Cylinder Engine Automotive Service Automotive Service .
Recommended publications
  • Commercial Medium- and Heavy-Duty Truck Fuel Efficiency Technology Study – Report #1 DISCLAIMER

    Commercial Medium- and Heavy-Duty Truck Fuel Efficiency Technology Study – Report #1 DISCLAIMER

    DOT HS 812 146 June 2015 Commercial Medium- and Heavy-Duty Truck Fuel Efficiency Technology Study – Report #1 DISCLAIMER This publication is distributed by the U.S. Department of Transportation, National Highway Traffic Safety Administration, in the interest of information exchange. The opinions, findings, and conclusions expressed in this publication are those of the authors and not necessarily those of the Department of Transportation or the National Highway Traffic Safety Administration. The content is not intended to be used for determination of federal grant programs. The United States Government assumes no liability for its contents or use thereof. If trade or manufacturers’ names or products are mentioned, it is because they are considered essential to the object of the publication and should not be construed as an endorsement. The United States Government does not endorse products or manufacturers. Suggested APA Format Citation: Reinhart, T. E. (2015, June). Commercial medium- and heavy-duty truck fuel efficiency technology study - Report #1. (Report No. DOT HS 812 146). Washington, DC: National Highway Traffic Safety Administration. TECHNICAL REPORT DOCUMENTATION PAGE 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. DOT HS 812 146 4. Title and Subtitle 5. Report Date Commercial Medium- and Heavy-Duty Truck Fuel Efficiency June 2015 Technology Study – Report #1 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Thomas E. Reinhart, Institute Engineer SwRI Project No. 03.17869 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Southwest Research Institute 6220 Culebra Rd. 11. Contract or Grant No. San Antonio, TX 78238 GS-23F-0006M/DTNH22- 210.522.5876 12-F-00428 12.
  • Small Scale ORC Plant Modeling with the Amesim Simulation Tool: Analysis of Working Fluid and Thermodynamic Cycle Parameters Influence

    Small Scale ORC Plant Modeling with the Amesim Simulation Tool: Analysis of Working Fluid and Thermodynamic Cycle Parameters Influence

    Available online at www.sciencedirect.com ScienceDirect Energy Procedia 81 ( 2015 ) 440 – 449 69th Conference of the Italian Thermal Engineering Association, ATI 2014 Small scale ORC plant modeling with the AMESim simulation tool: analysis of working fluid and thermodynamic cycle parameters influence. M. Antonelli*, A. Baccioli, M. Francesconi, P. Psaroudakis, L. Martorano Università di Pisa, D.E.S.Te.C., Largo Lucio Lazzarino, Pisa 56122, Italy Abstract ORC plant transient modeling is an actual issue for the correct assessment of the size of the various components of the system especially when unpredictable fluctuations of the inlet thermal flux are to be considered. This work shows the modeling procedure of a small scale (10-50 kW) Waste Heat Recovery ORC plant which uses an innovative expansion device derived from a Wankel engine. The numerical model here presented was developed with the simulation tools AMESim and simulates the transient behavior of such a small scale system in all its main components: preheater, evaporator, expansion device and condenser. The aims of this work were to evaluate the suitability of the Wankel-derived mechanism to ORC systems and to establish its optimal working conditions for the employment in a low-grade heat recovery system. The application of several working fluids as well as of various operating conditions are presented in this paper. The analysis of the transient response of the plant is also presented with a particular attention to start up operations. © 20152015 Published The Authors. by Elsevier Published Ltd. This by E islse anvier open Ltd access. article under the CC BY-NC-ND license (Peerhttp://creativecommons.org/licenses/by-nc-nd/4.0/-review under responsibility of the Scientific).
  • Lotus and Eaton's Electrohydraulic Closed-Loop Fully Variable Valve Train System

    Lotus and Eaton's Electrohydraulic Closed-Loop Fully Variable Valve Train System

    J.W.G. Turner and S.A. Kenchington Lotus Engineering, Norwich, UK D.A. Stretch Eaton Automotive, Southfield, Michigan, USA Production AVT Development: Lotus and Eaton's Electrohydraulic Closed-Loop Fully Variable Valve Train System Entwicklung eines Serien-AVT-Systems: Lotus’ und Eatons elektrohydraulischer voll variabler Ventiltrieb (AVT) 1. Introduction Lotus and Eaton are collaborating to bring a production closed loop control Fully Variable Valve Timing system, known as Active Valve Train (AVT), to market in the 2008-9 timeframe. The system uses electrohydraulic operation, movement of the engine poppet valves being initiated by oil flow into and out of a hydraulic chamber which is controlled by fast acting electrohydraulic servo valves developed by the two companies. This in turn allows infinitely variable timing, duration and lift. The system, which is currently being engineered in prototype form for an OEM, will allow ready application of many advanced engine control strategies, such as throttleless operation, Controlled Auto Ignition (or Homogeneous Charge Compression Ignition), fast start, variable firing order, differential cylinder loading and ultimately air hybridisation. However, to gain acceptance in the marketplace, the two partners understand that productionisation must not come at the expense of high Bill Of Materials cost, and in controlling that requirement, the performance of the system must not be allowed to suffer. This paper relates the present developmental status of the system from a valve control standpoint and describes some of the design features which have been adopted to fulfil the above requirements. An estimate of BOM costs for a typical light duty automotive application is also given.
  • 9914 the Manufacturability of the Rotapower® Engine

    9914 the Manufacturability of the Rotapower® Engine

    9914 The Manufacturability of the Rotapower® Engine Paul S. Moller, Ph.D. Freedom Motors Freedom Motors 1855 N 1st St., Suite B Dixon, CA 95620 www.freedom-motors.com All rights reserved. © 2018. No part of this publication may be reproduc ed, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, and recording or otherwise without the prior written permission of the authors. 9914 The Manufacturability of the Rotapower® Engine Paul S. Moller, Ph.D. Freedom Motors ABSTRACT introduced their rotary powered Evinrude RC-35-Q and Johnson Phantom snowmobiles. There are many elements of the charge cooled Wankel type rotary engine that make it inexpensive OMC also investigated liquid cooled housing marine to produce. OMC was able to show that they could models. OMC’s four rotor outboards raced six produce this type of engine at a cost competitive times in the summer and fall of 1973, winning every with their carbureted two-stroke engines. race in U class (unlimited). At the Galveston Speed Classic, they placed 1 st, 2nd and 3rd, lapping the THE PRODUCTION CHARGE COOLED WANKEL entire field three times (a fourth OMC boat rolled). WAS FIRST INTRODUCED AS A POTENTIALLY It was rumored that they once made a straightaway CLEAN, LOW COST, POWERFUL REPLACEMENT pass at 165 mph. FOR TW O-STROKES. THE CHARGE-COOLED ROTOR WANKEL TYPE In the late 60’s Outboard Marine Corporation ENGINE HAS A LOW PART COUNT (OMC) recognized the market value of an advanced, more powerful engine. This interest was When choosing an engine for a particular intensified by a growing concern that emission application or comparing the part count between issues would necessitate a clean burning, engines, the required power and torque environmentally friendly powerplant.
  • Numerical Analysis on Combustion Characteristic of Leaf Spring Rotary Engine

    Numerical Analysis on Combustion Characteristic of Leaf Spring Rotary Engine

    Energies 2015, 8, 8086-8109; doi:10.3390/en8088086 OPEN ACCESS energies ISSN 1996-1073 www.mdpi.com/journal/energies Article Numerical Analysis on Combustion Characteristic of Leaf Spring Rotary Engine Yan Zhang, Zhengxing Zuo and Jinxiang Liu * School of Mechanical Engineering, Beijing Institute of Technology, Beijing 100081, China; E-Mails: [email protected] (Y.Z.); [email protected] (Z.Z.) * Author to whom correspondence should be addressed; E-Mail: [email protected]; Tel./Fax: +86-10-6891-1392. Academic Editors: Paul Stewart and Chris Bingham Received: 19 March 2015 / Accepted: 17 July 2015 / Published: 4 August 2015 Abstract: The purpose of this paper is to investigate combustion characteristics for rotary engine via numerical studies. A 3D numerical model was developed to study the influence of several operative parameters on combustion characteristics. A novel rotary engine called, “Leaf Spring Rotary Engine”, was used to illustrate the structure and principle of the engine. The aims are to (1) improve the understanding of combustion process, and (2) quantify the influence of rotational speed, excess air ratio, initial pressure and temperature on combustion characteristics. The chamber space changed with crankshaft rotation. Due to the complexity of chamber volume, an equivalent modeling method was presented to simulate the chamber space variation. The numerical simulations were performed by solving the incompressible, multiphase Unsteady Reynolds-Averaged Navier–Stokes Equations via the commercial code FLUENT using a transport equation-based combustion model; a realizable turbulence model and finite-rate/eddy-dissipation model were used to account for the effect of local factors on the combustion characteristics.
  • For Immediate Release CADILLAC ATS SEDAN Vehicle Highlights

    For Immediate Release CADILLAC ATS SEDAN Vehicle Highlights

    For immediate release CADILLAC ATS SEDAN Vehicle Highlights: All-new, lightweight, rear-wheel-drive architecture with one of the lowest curb weights in the segment – less than 3,400 pounds (1,542 kg) Broad lineup of engines, including two four-cylinders and a V-6 for North America, capitalizes on lightweight structure for performance with efficiency Cadillac CUE, a comprehensive, in-vehicle experience that merges intuitive design with auto industry-first controls and commands for information and entertainment data 2013 CADILLAC ATS CHALLENGES THE WORLD’S BEST COMPACT LUXURY CARS The all-new 2013 Cadillac ATS compact luxury sports sedan is the brand’s entry into the world’s most significant luxury car segment and is designed to challenge the world’s best premium cars. Its sophisticated driving experience is enhanced with Cadillac CUE, a comprehensive, in-vehicle user experience that merges intuitive design with industry-first controls and commands for information and media data. Developed on an all-new, lightweight rear-drive architecture, the ATS reflects a new expression of Cadillac’s Art & Science execution philosophy, centered on a foundation of driving dynamics and mass efficiency. It is the most agile and lightweight Cadillac, with one of the lowest curb weights in the segment – less than 3,400 pounds (1,542 kg). All-wheel drive is available. Germany’s famed Nürburgring served as one of the key testing grounds, along with additional roads, race tracks and laboratories around the globe, where ATS engineers balanced performance with
  • Quasiturbine Rotor Development Optimization

    Quasiturbine Rotor Development Optimization

    Quasiturbine Rotor Development Optimization MOHAMMED AKRAM MOHAMMED A thesis submitted in fulfillment of the requirement for the award of the Degree of Master in Mechanical Engineering Faculty of Mechanical and Manufacturing Engineering Universiti Tun Hussein Onn Malaysia June 2014 v ABSTRACT The Quasiturbine compressor is still in developing level and its have more advantages if compare with wankel and reciprocating compressors. Quasiturbine was separated in two main important components which they are housing and rotor .Quasiturbine rotor contains a number of parts such as blades, seal, support plate and mechanism .This research focus on modeling and simulation for Quasiturbine seal to improve it and reduce the wear by using motion analysis tool and simulation tool box in Solidworks 2014 software .This study has simulated the existing design and proposed design of seal with use Aluminum (1060 alloy ) as a material of seal for both cases . In addition it has been simulated three different materials for the proposed design of seal (Aluminum, ductile iron , steel ) .The proposed design of seal was selected as better design than the existing one when compared the distribution of von Mises stress and the percentage of deformation for both cases . According to the results of the three mateials that tested by simulation for the proposed design , ductile iron is the most suitable materials from the three tested materials for Quasiturbine seal . vi CONTENTS TITLE i DECLARATION ii DEDICATION iii ACKNOWLEDGEMENT iv ABSTRACT v CONTENTS vi LIST
  • Review of Quasi-Turbine Engine

    Review of Quasi-Turbine Engine

    ISSN(Online) : 2319-8753 ISSN (Print) : 2347-6710 International Journal of Innovative Research in Science, Engineering and Technology (An ISO 3297: 2007 Certified Organization) Vol. 5, Issue 10, October 2016 Review of Quasi-Turbine Engine Yogesh Khedkar1, Prof.Sushant Pande2 P.G. Student, Department of Mechanical Engineering, D Y Patil College of Engineering, Akurdi, Pune, India1 Assistant Professor, Department of Mechanical Engineering, D Y Patil College of Engineering, Akurdi, Pune, India2 ABSTRACT: The Quasi turbine engine is a multi-fuel, continuous torque rotary engine.It a next step in the world of Engine research is to run engine on air or any other fuel. Turbine characteristics help achieving this goal. The quasi turbine turbo-machine is a pressure driven, continuous torque and symmetrically deformable spinning wheel. The Quasi turbine is a compact, low weight and high torque machine with top efficiency, especially in power modulation applications. One of the most important things is waste energy recovery in industrial field. As the natural resources are going to exhaust, energy recovery has great importance. A quasi turbine rotary air engine having low rpm and works on low pressure recovers waste energy may be in the form of any gas or steam. This paper discusses concept of quasi turbine air and combustion engines also the comparison between the quasi turbine engine and the other engines. KEYWORDS: Quasi turbine (QT), Positive displacement rotor, piston less Rotary Machine. I. INTRODUCTION The Quasi-turbine is a new engine technology that was invented in 1990 and patented in 1996.The concept of quasi turbine rotary air engine was first introduced by Gilles Saint-Hilaire and etal.
  • CTS-V with Supercharged 6.2L V-8 Engine SAE-Certified at 640 Hp

    CTS-V with Supercharged 6.2L V-8 Engine SAE-Certified at 640 Hp

    2016 CADILLAC CTS New for 2016: • CTS-V with supercharged 6.2L V-8 engine SAE-certified at 640 hp (see separate CTS-V release for complete details) • All-new 3.6L direct injection V-6 engine with Active Fuel Management (cylinder deactivation) and fuel-saving Stop/Start technology • Fuel-saving Stop/Start technology included on the 2.0L Turbo engine • New eight-speed automatic transmission (8L45) matched with the 3.6L V-6 and 2.0L Turbo engine • Surround Vision 360-degree camera system • New 18-inch wheel design • Cadillac CUE enhancements, including phone integration capability – with Apple CarPlay and Android Auto compatibility (Android Auto capability to be offered later in the 2016 model year) • New premium exterior colors: Cocoa Bronze Metallic, Moonstone Metallic, Stellar Black Metallic • Revised interior color and trim combinations 2016 CADILLAC CTS SEDAN OFFERS NEXT-GEN 3.6L V-6 ENGINE AND ALL- NEW EIGHT-SPEED PADDLE-SHIFT AUTOMATIC TRANSMISSION The centerpiece of Cadillac’s expanded and elevated portfolio, the midsize CTS is the fullest realization of the brand’s transformation and a compelling blend of performance and luxury. The 2016 edition of CTS features significant enhancements in performance, efficiency and connectivity. The CTS is lighter than its primary competitors, enabling the most agile driving dynamics in the class, and its range of power-dense powertrains underpins its performance. A roomy, driver- centric cockpit interior with integrated technology through Cadillac CUE and hand-crafted appointments complements the exterior and supports the CTS sedan’s driving experience. Eight interior environments are offered, each trimmed with authentic wood or carbon fiber.
  • Technological Improvements to Automobile Fuel

    Technological Improvements to Automobile Fuel

    -_ . _I I I. I*. -\ r -1 ’ ,, . f ._,. .. 1 REPORT NO. DOT-TSC-OST-74-39. IIA I I Ii ’i ‘ TECHNOLOGICAL IMPROVEMENTS I 1, r TO AUTOMOBILE FUEL CONSUMPTION ~ Volume II A: Sections 1 through 23 i- I -- - I’ r C. W, Coon et a1 \ ’ j *I DECEMBER 1974 -”= I 1 FINAL REPORT iI - I DOCUMENT IS AVAILABLE TO THE PUBLIC ~ This document is THROUGH THE NATIONAL TECHNICAL ~ PUBLICLY INFORMATION SERVICE, SPRINGFIELD, ,- I RELEASABLE VIRGINIA 22161 1 I ” <._ I I I .- - Prepared- for ! U I S I DEPARTMENT OF TRANSPORTAT 1014 OFFICE THE SECRETARY Office of the AssistantOF Secretary for Systems i i Development and Technology ’ Washington DC 20590 and U I SI EfJVI ROFJrlENTAL PROTECTIOM AGENCY I Ann Arbor MI 48105 1 ! I eflSl”RlBU”r0N OF THIS DOCUMENT IS CINC\MITED i ." i NOT I CE This document is disseminated under sponsorship of the Department of Transportation and Environmental Protection Agency in the interest of {nformation exchange. The United States Government assumes no for liability its contents or use thereof.I/ I ~ NOTICE The United States Government does not jlendorse products ' or manufacturers. Trade or manufactu5ers' names appear herein solely because they are /[considered essential to the object of this report. I ll > ': DISCLAIMER This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency Thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights.
  • Software Controlled Stepping Valve System for a Modern Car Engine

    Software Controlled Stepping Valve System for a Modern Car Engine

    Available online at www.sciencedirect.com ScienceDirect Procedia Manufacturing 8 ( 2017 ) 525 – 532 14th Global Conference on Sustainable Manufacturing, GCSM 3-5 October 2016, Stellenbosch, South Africa Software Controlled Stepping Valve System for a Modern Car Engine I. Zibania, R. Marumob, J. Chumac and I. Ngebanid.* a,b,dUniversity of Botswana, P/Bag 0022, Gaborone, Botswana cBotswana International University of Science and Technology, P/Bag 16, Palapye, Botswana Abstract To address the problem of a piston-valve collision associated with poppet valve engines, we replaced the conventional poppet valve with a solenoid operated stepping valve whose motion is perpendicular to that of the piston. The valve events are software controlled, giving rise to precise intake/exhaust cycles and improved engine efficiency. Other rotary engine models like the Coates engine suffer from sealing problems and possible valve seizure resulting from excessive frictional forces between valve and seat. The proposed valve on the other hand, is located within the combustion chamber so that the cylinder pressure help seal the valve. To minimize friction, the valve clears its seat before stepping into its next position. The proposed system was successfully simulated using ALTERA’s QUARTUS II Development System. A successful prototype was built using a single piston engine. This is an ongoing project to eventually produce a 4-cylinder engine. ©© 2017 201 6Published The Authors. by Elsevier Published B.V. Thisby Elsevier is an open B.V. access article under the CC BY-NC-ND license (Peerhttp://creativecommons.org/licenses/by-nc-nd/4.0/-review under responsibility of the organizing). committee of the 14th Global Conference on Sustainable Manufacturing.
  • Mathematical Modeling and Analysis of Gas Torque in Twinrotor Piston

    Mathematical Modeling and Analysis of Gas Torque in Twinrotor Piston

    J. Cent. South Univ. (2013) 20: 3536−3544 DOI: 10.1007/s11771­013­1879­y Mathematical modeling and analysis of gas torque in twin­rotor piston engine DENG Hao(邓豪) 1, 2, PAN Cun­yun(潘存云) 1, XU Xiao­jun(徐小军) 1, ZHANG Xiang(张湘) 1 1. College of Mechatronic Engineering and Automation, National University of Defense Technology, Changsha 410073, China; 2. Naval Aeronautical Engineering Institute, Qingdao Branch, Qingdao 266041, China © Central South University Press and Springer­Verlag Berlin Heidelberg 2013 Abstract: The gas torque in a twin­rotor piston engine (TRPE) was modeled using adiabatic approximation with instantaneous combustion. The first prototype of TRPE was manufactured. This prototype is intended for high power density engines and can produce 36 power strokes per shaft revolution. Compared with the conventional engines, the vector sum of combustion gas forces acting on each rotor piston in TRPE is a pure torque, and the combustion gas rotates the rotors while compresses the gas in the compression chamber at the same time. Mathematical modeling of gas force transmission was built. Expression for gas torque on each rotor was derived. Different variation patterns of the volume change of working chamber were introduced. The analytical and numerical results is presented to demonstrate the main characteristics of gas torque. The results show that the value of gas torque in TRPE falls to be less than zero before the combustion phase is finished; the time for one stroke is 30° in terms of the rotating angle of the output shaft; gas torque in one complete revolution of the output shaft has a period which is equal to 60° and it is necessary to put off the moment when gas torque becomes zero in order to export the maximum energy.