What is it, what are there any differences in the work of the engine. Otto cycle. Atkinson. Miller. What is it, what are there any differences in the work of the engine Miller engine principle

Before telling about the features of the Miller Cycle Miller (Miller Cycle), I note that it is not a five-way, but the four-stroke, like the motor OTTO. Miller's engine is nothing more than an improved classic engine internal combustion. Structurally, these motors are almost the same. The difference lies in the phases of gas distribution. It distinguishes them that the classic motor works on the cycle of the German engineer Nikolos Otto, and the Maller engine "Miller" - on the cycle of the British engineer James Atkinson, although for some reason is named after American engineer Ralph Miller. The latter also created his cycle of DVS, but in its effectiveness it is inferior to the Atkinson cycle.

The attractiveness of the V-shaped "six", installed on the Xedos 9 model (Millenia or Eunos 800), is that with a working volume of 2.3 l, it issues the power of 213 hp. And torque 290 nm, which is equivalent to the characteristics of 3-liter motors. At the same time, the fuel consumption of such a strong motor is very low on the highway 6.3 (!) L / 100 km, in the city - 11.8 l / 100 km, which corresponds to the indicators of 1.8-2 liter engines. Not bad.

To deal with the secret of Miller's motor, you should remember the principle of work to all familiar four-stroke motor OTTO. First clock - intake tact. It begins after opening the intake valve when the piston is near the top of the dead point (NTC). Moving down, the piston creates a vacuum in the cylinder, which contributes to the suction of air and fuel in them. At the same time, in the modes of small and medium engine speeds, when the throttle is open partly, the so-called pumping losses appear. Their essence - due to the large vacuum in the intake manifold, the pistons have to work in the pump mode, which is spent part of the engine power. In addition, the filling of cylinders of fresh charge deteriorates and accordingly the fuel consumption and emissions of harmful substances into the atmosphere increases. When the piston reaches the bottom of the dead point (NMT), the intake valve closes. After that, the piston, moving up, compresses the fuel mixture - the compression tact flows. Near the VMT mixture flames, the pressure in the combustion chamber rises, the piston moves down - the work move. In NMT, an exhaust valve opens. When the piston moves up - the release tact - the exhaust gases remaining in the cylinders are pushed into the release system.

It is worth noting that at the time of opening the exhaust valve, the gases in the cylinders are still under pressure, therefore the release of this unused energy is called the loss of release. The function of reducing noise at the same time was placed on the silencer of the exhaust system.

To reduce negative phenomena, occurring when the engine is running with the classical phase distribution scheme, Miller's Miller Motor is changed in accordance with the Atkinson cycle. The intake valve is closed not near the bottom of the dead point, but much later - when turning the crankshaft by 700 from NMT (in the Miller's Ralph Engine, the valve closes on the contrary - much before passing the NMT piston). Atkinson's cycle gives a number of advantages. First, the pumping losses are reduced, since part of the mixture when the piston moves up is pushed into the intake manifold, reducing the vacuum in it.

Secondly, the degree of compression changes. Theoretically, it remains the same, since the stroke of the piston and the volume of the combustion chamber does not change, but in fact, due to late closure of the inlet valve, decreases from 10 to 8. And this is reduced by the likelihood of the detonation combustion of fuel, which means there is no need to raise the engine speed Switching to reduced transmission with increasing load. Reduces the likelihood of detonation combustion and the fact that the combustible mixture energized from cylinders when the piston moves up to the closing of the valve, takes out a part of the heat selected from the walls of the combustion chamber in the intake manifold.

Thirdly, the relationship between the degrees of compression and expansion was disturbed, since due to the later closure of the intake valve, the duration of the compression tact with respect to the duration of the expansion tact when the exhaust valve is opened, decreased significantly. The engine works on the so-called cycle with an increased extension degree, in which the exhaust gas energy is used longer period, i.e. With a decrease in release loss. This makes it possible to more fully utilize the energy of the exhaust gases, which, in fact, ensured the high engineity of the engine.

To obtain high power and torque that are necessary for the elite "Mazdovskaya" model, the Miller engine is used by the Lascholm mechanical compressor installed in the collapse of the cylinder block.

Besides the 2,3-liter XEDOS 9 car engine, the Atkinson cycle began to apply in a low-loaded car hybrid installation engine Toyota Prius.. It differs from "Mazdovsky" by the fact that there is no blower in it, and the compression ratio has a high meaning - 13.5.

Miller cycle ( Miller Cycle) It was proposed in 1947 by the American engineer Ralph Miller, as a method for combining the advantages of the Atkinson engine with a simpler piston mechanism of diesel engine or OTO.

The cycle was designed to reduce ( reduce) Temperatures and pressure of fresh air charge ( charge Air Temperature.) before compression ( compression) in the cylinder. As a result, the combustion temperature in the cylinder is reduced due to adiabatic expansion ( adiaBatic Expansion.) Fresh air charge when entering the cylinder.

The concept of the Miller cycle includes two options ( two Variants.):

a) the choice of premature closure time ( advanced Closure Timing) inlet valve ( iNTAKE VALVE) or a closing advance - before the bottom of the dead point ( bottom Dead Centre.);

b) Choosing a late closing time inlet valve - after the bottom dead point (BDC).

Originally, the Miller cycle was used ( initially used) To increase the specific power of some diesel engines ( some Engines.). Reducing the temperature of fresh air charge ( Reducing the Temperature of the Charge) The engine cylinder led to an increase in power without any significant changes ( major Changes.) block of cylinders ( cylinder Unit.). This was due to the fact that the decrease in temperature at the beginning of the theoretical cycle ( aT The Beginning Of The Cycle) Increases air charge density ( air Density) without changing pressure ( change in Pressure) in the cylinder. While the mechanical strength of the engine ( mechanical Limit of the Engine) shifts to higher power ( higher Power), thermal load limit ( thermal Load Limit.) shifts to lower average temperatures ( lower Mean Temperatures.) Cycle.

In the future, the Miller cycle has caused an interest in terms of reducing the emission of NOH. Intensive selection harmful emissions Noh begins when the temperature is exceeded in the engine cylinder above 1500 ° C - in this state, nitrogen atoms become chemically active as a result of losses of one or more atoms. And when using the Miller cycle when the cycle temperature is reduced ( reduce The Cycle Temperatures) without changing power ( constant Power) a 10% reduction in the emission of NOH at full load and by 1% ( pER CENT.) Reducing fuel consumption. Mainly ( mainly) This is due to a decrease in heat losses ( heat Losses.) at the same pressure in the cylinder ( cylinder Pressure Level.).

However, significantly higher supercharged ( significantly Higher Boost Pressure) at the same power and air regard to fuel ( air / Fuel Ratio) It made it difficult to widespread the Miller cycle. If the maximum achievable pressure of the gas turbocharger ( maximum Achevable Boost Pressure) It will be too low with respect to the desired value of the average effective pressure ( desired Mean Effective Pressure), this will lead to a significant restriction of performance ( significant Derenting.). Even in case enough high pressure Adjust the possibility of a decrease in fuel consumption will be partially neutralized ( partially neutralized) because of too fast ( too Rapidly) reduction of the KPD compressor and turbine ( compressor and Turbine.) gas turbocharger high degrees compression ( high Compression Ratios.). Thus, the practical use of the Miller cycle required the use of a gas turbocharger with a very high degree of pressure compression ( very High Compressor Pressure Ratios) I. high efficiency with high degrees of compression ( excellent Efficiency At High Pressure Ratios).

So in the high-speed engines of 32FX companies Niigata Engineering» maximum pressure Combustion P MAX and temperature in the combustion chamber ( combustion Chamber.) are supported at a reduced normal level ( normal Level.). But at the same time, the average effective pressure (bRAKE MEAN EFFECTIVE PRESSURE) and reduced the level of harmful emissions noh ( reduce Nox Emissions).

IN diesel engine 6L32FX Niigata company selected first version of the Miller cycle: premature closing time of the intake valve for 10 degrees to NMT (BDC), instead of 35 degrees after NMT ( afterBDC) like a 6L32CX engine. Since the filling time decreases, under normal pressure ( normal Boost Pressure) The cylinder receives a smaller volume of fresh air charge ( air VOLUME IS REDUCED). Accordingly, the flow of fuel combustion in the cylinder deteriorates and, as a result, the output power is reduced and the temperature of exhaust gases increases ( exhaust Temperature Rises.).

To obtain the former predetermined output power ( targeted Output) It is necessary to increase the amount of air with a reduced time of its receipt to the cylinder. To do this, increase the pressure of the boost ( increase The Boost Pressure).

At the same time, a single-stage gas turbonduva system ( single-Stage Turbocharging) can not provide higher pushing pressure ( higher Boost Pressure).

Therefore, the development of a two-stage system ( two-Stage System) gas turbonduva, in which low and high pressure turbochargers ( low Pressure and High Pressure Turbochargers) Located consistently ( connected in Series.) in sequence. After each turbocharger, two intermediate air coolers are installed ( intervening Air Coolers.).

The introduction of the Miller cycle in conjunction with a two-stage gas turbonduva system made it possible to increase the power factor to 38.2 (the average effective pressure is 3.09 MPa, the average piston rate is 12.4 m / s) at 110% of the load ( maximum Load-Claimed). This is the best the result achieved For engines with a piston diameter 32 cm.

In addition, a decrease of 20% of the level of emission level was reached in parallel ( NOX EMISSION LEVEL) up to 5.8 g / kWh with the norm of the requirements of IMO 11.2 g / kWh. Fuel consumption ( Fuel Consumption) was somewhat increased when working on low loads ( low Loads.) Work. However, with medium and high loads ( higher Loads.) Fuel consumption decreased by 75%.

In this way, Efficiency engine Atkinson is increased due to a mechanical decrease in time (the piston moves up faster than down) compression tact with respect to the working move (expansion tact). In the Miller cycle tut compression in relation to the working move reduced or increased due to the inlet process . At the same time, the speed movement of the piston up and down is saved the same (as in the classical engine Otto - diesel).

With the same pressure pressure, the charging of the cylinder is fresh air decreases due to a decrease in time ( reduced by Suitable Timing) opening inlet valve ( iNLET VALVE.). Therefore, fresh air charge ( charge Air.) The turbocharger is compressed ( compressed) up to larger pressure than necessary for the engine cycle ( engine Cycle.). Thus, by increasing the magnitude of the pressurization, with a reduced opening time of the inlet valve, the same portion of fresh air flows into the cylinder. At the same time, the fresh charge of the air, passing through a relatively narrow input flow section, expands (choke effect) in the cylinders ( cylinders.) and cools accordingly ( cONSEQUENT COOLING.).

Atkinson, Miller, Otto and others in our small technical excursion.

To begin with, we will understand what the engine operation cycle is. DVS is an object that turns the pressure from the combustion of fuel into mechanical energy, and since it works with heat, then it is a heat machine. So, the cycle for the heat machine is a circular process in which the initial and final parameters are coincided, which determine the state of the working fluid (in our case it is a cylinder with a piston). These parameters are pressure, volume, temperature and entropy.

It is these parameters that are specified that the engine will operate, and in other words - what will be its cycle. Therefore, if you have a desire and knowledge of thermodynamics, you can create your own heat cycle. The main thing later make your engine work to prove the right to exist.

Cycle Otto

Let's start with the most important cycle of work, which is used almost all ICEs in our time. He is named after Nicolaus August Otto, a German inventor. Originally OTTO used the developments of Belgian Jean Lenoara. A little understanding of the initial design will give this model of the engine of Lenoara.

Since Lenoir and Otto were not familiar with the electrical engineering, then the ignition in their prototypes was created by an open flame, which a mixture was lighted through the tube inside the cylinder. The main difference between the Otto engine from the Lenoara engine was in the placement of the cylinder vertically, which came across OTTO to use the energy of exhaust gases to raise the piston after the working stroke. The workforce of the piston down began under the action of atmospheric pressure. And after the pressure in the cylinder reached atmospheric, the exhaust valve opened, and the exhaust gases were pushed with its mass. It is the completeness of the use of energy made it possible to raise the efficiency to breathtaking at that time 15%, which exceeded efficiency even steam machines. In addition, this design allowed to use less than five times smaller than fuel, which then led to total dominance of such a design on the market.

But the main merit of Otto is the invention of the four-stroke process of the engine's work. This invention was done in 1877 and was then patented. But the French industrialists have fought in their archives and found that the idea of \u200b\u200bfour-stroke work a few years before Patent Otto described the Frenchman Bo de Roche. This made it possible to reduce patent payments and develop our own engines. But thanks to the experience, Otto engines were on the head better competitors. And by 1897, they made 42 thousand pieces.

But what, actually, is this cycle Otto? These are familiar to us with a school bench four Trackers of the FF - inlet, compression, work move and release. All these processes occupy an equal amount of time, and the thermal characteristics of the motor are shown in the following graph:

Where 1-2 is a compression, 2-3 - a working stroke, 3-4 - release, 4-1 - inlet. The efficiency of such an engine depends on the degree of compression and adiabatic indicator:

where N is the degree of compression, K is an adiabat rate, or the ratio of heat heat capacity at a constant pressure to the heat capacity of the gas at a constant volume.

In other words, this is the amount of energy you need to spend to return the gas inside the cylinder to the previous state.

Cycle Atkinson

It was invented in 1882 by James Atkinson, a British engineer. Atkinson's cycle increases the efficiency of the OTTO cycle, but reduces the power outcomes. The main difference is different time performing different boosts of the motor work.

The special design of the Akinson's engine levers allows you to make all four stroke of the piston in just one twist of the crankshaft. Also, this design makes the moves of the piston of different lengths: the stroke of the piston during the inlet and release is longer than during compression and expansion.

Another engine features are that gas distribution cams (opening and closing valves) are located directly on the crankshaft. This eliminates the need for a separate installation. distribution Vala. In addition, there is no need to install a gearbox, since crankshaft spinning from twice less speed. In the XIX century, the distribution engine did not receive due to complex mechanics, but at the end of the twentieth century it became more popular, as it began to be applied on hybrids.

So, in expensive Lexus there are such strange aggregates? No, no, the cycle of Atkinson in its pure form, no one was going to implement, but to modify the usual motors for it - quite real. Therefore, we will not long raise about Atkinson and move on to the cycle, which embodied it into reality.

Cycle Miller

The Miller cycle was proposed in 1947 by the American engineer Ralph Miller as a method for combining the advantages of the Atkinson engine with more simple engine Otto. Instead of making mechanical compression tact shorter than a working stroke tact (as in the classic Atkinson's engine, where the piston moves up faster than down), Miller has come up with cut the compression tact due to the intake tact, keeping the movement of the piston and down the same Speed \u200b\u200b(as in the classical engine OTTO).

To do this, Miller offered two different approaches: either close the intake valve significantly earlier than the end of the intake tact, or to close it significantly later than the end of this tact. The first approach in motorists is the conditional name of the "shortened inlet", and the second - "shortened compression". Ultimately, both of these approaches give the same thing: reducing the actual degree of compression of the working mixture relative to the geometric while maintaining the unchanged extension degree (that is, the working stroke tact remains the same as in the OTTO engine, and the compression tact is reduced - like atkinson, It is only reduced not in time, but according to the degree of compression of the mixture).

Thus, the mixture in the Miller engine is compressed less than it should be compressed in an OTO engine of the same mechanical geometry. This allows you to increase the geometric degree of compression (and, accordingly, the degree of expansion!) Above the limits caused by the detonation properties of fuel - bringing actual compression to valid values \u200b\u200bdue to the above-described compression cycle. In other words, with the same actual degree of compression (limited fuel), the Miller motor has a significantly greater degree of expansion than the OTTO motor. This makes it possible to more fully use the energy expanding in the cylinder, which, in fact, increases the thermal efficiency of the motor, ensures high engine efficiency, and so on. Also one of the advantages of the Miller cycle is the possibility of wider variation of the ignition time without the risk of detonation, which gives more opportunities for engineers.

The benefit from the increase in the thermal efficiency of the Miller cycle relative to the OTTO cycle is accompanied by a peak output power loss for this size (and mass) of the engine due to the deterioration of the cylinder. Since the Miller engine would require the same output power to obtain the same output power. bigger sizeThe OTTO engine, the gain from increasing the heat efficiency of the cycle will be partially spent on the increased, along with the size of the engine, mechanical losses (friction, vibration, etc.).

Diesel cycle

And finally, it is worth at least briefly remember the cycle of diesel. Rudolph Diesel initially wanted to create an engine that would be as close as possible to the carno cycle, in which the efficiency is determined only by the difference in the temperature of the working fluid. But since the engine cooling to an absolute zero is not cool, diesel went to another way. It increased the maximum temperature, for which it began to squeeze the fuel to the values \u200b\u200bproceedable at that time. The engine has turned out with a really high efficiency, but it worked initially on kerosene. The first prototypes Rudolf built in 1893, and only by the beginning of the twentieth century passed on other types of fuel, including diesel.

• , 17 Jul 2015

The Miller cycle was proposed in 1947 by the American engineer Ralph Miller as a method for combining the advantages of the Atkinson engine with a simpler piston engine Otto engine. Instead of making compression tact mechanically shorter than the stroke tact (as in the classic Atkinson engine, where the piston moves up faster than down), Miller has come up with cut compression tact due to intake tact, keeping the movement of the piston up and down the same Speed \u200b\u200b(as in the classical engine OTTO).

For this, Miller suggested two different approaches: either close the intake valve significantly earlier than the end of the intake tact (or open this clock), or close it significantly later than the end of this tact. The first approach in engines is the conditional name of the "shortened intake", and the second - "shortened compression". Ultimately, both of these approaches give the same thing: decline actual The degree of compression of the working mixture relative to the geometric, while maintaining the consistent degree of expansion (that is, the working stroke tact remains the same as in the OTO engine, and the compression tact is reduced - like atkinson, only is reduced by time, but according to the degree of compression of the mixture) .

Thus, the mixture in the Miller engine is compressed less than it should be compressed in an OTO engine of the same mechanical geometry. This allows you to increase the geometric degree of compression (and, accordingly, the degree of expansion!) Above the limits caused by the detonation properties of fuel - bringing actual compression to valid values \u200b\u200bdue to the above-described compression cycle. In other words, with the same actual The degree of compression (limited fuel) Miller motor has a significantly greater degree of expansion than the OTTO motor. This makes it possible to more fully use the energy expanding in the cylinder, which, in fact, increases the thermal efficiency of the motor, ensures high engine efficiency, and so on.

The benefit from increasing the thermal efficiency of the Miller cycle relative to the OTTO cycle is accompanied by a loss of peak output power for this size (and mass) of the engine due to the deterioration of the cylinder filling. Since, to obtain the same output power, the Miller engine would require a larger engine than the Otto engine, the gain from increasing the heat efficiency of the cycle will be partially spent on the mechanical loss mechanical loss (friction, vibration, etc.).

Computer control valves allows you to change the degree of filling the cylinder during operation. This makes it possible to squeeze the maximum power from the motor, with the deterioration of economic indicators, or to achieve better efficiency with a reduction in power.

A similar task is solved by a five-way engine, which has an additional extension produced in a separate cylinder.

The internal combustion engine is very far from the ideal, at best reaches 20 - 25%, diesel 40 - 50% (that is, the rest of the fuel is burned almost into an empty). To increase efficiency (respectively increase the efficiency), it is required to improve the engine design. Many engineers are fighting on it, and to this day, but the first were only a few engineers, such as Nicalas August Otto, James Atkinson and Ralph Miller. Everyone contributed certain changes, and tried to make motors more economical and more productive. Each offered a certain cycle of work, which could radically differ from the design of the opponent. Today I will try simple words, explain what kind of basic differences are in the work of the engine, and of course video version at the end ...

The article will be written for newbies, so if you are a silent engineer, you can not read it, written to the general understanding of the cycles of the engine.

It also wants to note that variations of various designs are a lot, the most famous which we can still know, the cycle of diesel, stirling, carno, Ericonna, etc. If you calculate the designs, then they can get about 15. And not all internal combustion engines, and for example, in stirling external.

But the most famous, which are used to this day in cars, is Otto, Atkinson and Miller. That's about them and we will talk.

In fact, it is the usual thermal internal combustion engine with the forced ignition of a combustible mixture (via a candle) that is used now in 60 - 65% of cars. Yes - yes, it is the one that you have under the hood, works on the cycle Otto.

However, if you hit the story, the first principle of such an economist suggested in 1862 the French engineer Alphonse Bo de Roche. But it was the theoritic principle of work. Otto in 1878 (16 years later) embodied this engine in the metal (in practice) and patented this technology

In essence, this is a four-stroke motor, which is characteristic:

• Inlet . Filling fresh air-fuel mixture. The inlet valve opens.
• Compression . The piston goes up, squeezing this mixture. Both valves are closed
• Working . Candle sets on a compressed mixture, fired gases pushing the piston down
• Distribution of exhaust gases . The piston goes up, pushing the burnt gases. Opened exhaust valve

I would like to note that intake and exhaust valves, work in a strict sequence - equally at high and at low revolutions. That is, changes in work at various revs are not observed.

In its engine, Otto, the first applied the compression of the working mixture to raise the maximum cycle temperature. Which was carried out by Adiabat (simple words without heat exchange with an external environment).

After compressing the mixture, it flammped from the candle, after that the process of heat removal began, which proceeded almost on the isohod (that is, with a constant volume of the engine cylinder).

Since Otto patented its technology, its industrial use was not possible. To circumvent Patents James Atkinson in 1886, decided to modify the Otto cycle. And offered its type of engine internal combustion engine.

He proposed to change the ratio of times of clocks, thanks to which the work move was increased due to the complication of the crank-connecting structure. It should be noted that the test copy which he built was a single-cylinder, and did not get much distribution due to the complexity of the design.

If in a nutshell to describe the principle of operation of this engine, then it turns out:

All 4 clocks (injection, compression, work move, release) - occurred in one rotation of the crankshaft (Otto rotations - two). Thanks to the complex levers, which were attached next to the "crankshaft."

In this design, it turned out to implement certain ratios of levers. If you say simple words - the stroke of the piston on the intake and release tact is greater than the stroke of the piston in also compression and working stroke.

What does it give? Yes, what can be "played" by the degree of compression (changing it), due to the ratio of the lengths of the levers, and not at the expense of "throttling" inlet! From this output the advantage of the Aktinsson cycle, on pumping losses

Such engines turned out to be quite effective with high efficiency and low fuel consumption.

However, there were also a lot of negative points:

• Complexity and bulky design
• Low-speed
• Poorly managed throttle valve, either ()

Stubborn rumors go that the Atkinson principle was used on hybrid cars, in particular, Toyota. However, this is a bit of the wrong, only his principle was used there, but the design was used by another engineer, namely Miller. In its pure form, Atkinson's motors were rather a partial character than the massive.

Ralph Miller also decided to play with the degree of compression, in 1947. That is, he will continue to work at the Atkinson, but it took not his complex engine (with levers), but the usual OI OTO.

What he suggested . He did not make compression tact mechanically shorter than the stroke tact (as Atkinson offered, his piston moves faster upwards than down). He came up with cut the compression tact at the expense of the intake tact, keeping the movement of pistons up and down the same (classic OTTO motor).

It was possible to go in two ways:

• Close the inlet valve before the end of the intake tact - this principle was called "shortened inlet"
• Either close the inlet valve later input tact - this option received the names of "shortened compression"

Ultimately, both principles give the same thing - a decrease in the degree of compression, the working mixture relative to the geometric! However, the degree of expansion is preserved, that is, the beat of the working stroke is preserved (as in the OTC OTO), and the compression tact is reduced (as in the FRO Akinson).

Simple words - The air-fuel mixture of Miller is compressed much less than it was suppressed in the same motor from Otto. This allows you to increase the geometric degree of compression, and accordingly the physical degree of expansion. Much greasome than the detonation properties of fuel (i.e., gasoline can not be compressed infinitely, detonation will begin)! Thus, when the fuel is flammable in the NWT (more than a dead point), it has a much greater degree of expansion than the design of Otto. This gives much more use the energy expanding in the gas cylinder, which increases the thermal efficiency of the structure, which entails high savings, elasticity, etc.

It is also worth considering that the pump losses are reduced on the compression tact, that is, compress the fuel in Miller is easier, less energy is required.

Negative sides - This is a decrease in peak output power (especially on high revs) due to the worst filling of cylinders. To remove the same power as O Otto (at high speed), the motor needed to build more (volume cylinders) and massive.

On modern motors

So what is the difference?

The article turned out more difficult than I assumed, but if you sum up. It turns out:

Otto - This is the standard principle of the usual motor, which are now standing on most modern cars.

Atkinson - offered more efficient internal combustion engine, due to changes in the degree of compression using a complex design of levers that were connected to the crankshaft.

Pros - fuel economy, more elastic motor, less noise.

Cons - bulky and complex design, low torque on low revs, poorly controlled by throttle valve

It is practically no applied in its pure form.

Miller - proposed to use a reduced compression ratio in the cylinder, using the late closure of the intake valve. The difference with Atkinson is huge, because he used not his design, but Otto, but not in its pure form, but with a modified timing system.

It is assumed that the piston (on the compression tact) comes with less resistance (pump losses), and it is better to geometrically compressing the air-fuel mixture (excluding its detonation), but the degree of expansion (when inflammation from the candle) remains almost the same as in the OTO cycle) .

Pros - fuel economy (especially on low revs), elasticity of work, low noise.

Cons - a reduction in power at high revs (due to the worst filling of cylinders).

It is worth noting that now the Miller principle is used on some cars at low revs. Allows you to adjust the inlet and release phases (expanding or narrowing them with