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EP1167720B1 - Isochore Brennkraftmaschine - Google Patents

Isochore Brennkraftmaschine Download PDF

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Publication number
EP1167720B1
EP1167720B1 EP01401621A EP01401621A EP1167720B1 EP 1167720 B1 EP1167720 B1 EP 1167720B1 EP 01401621 A EP01401621 A EP 01401621A EP 01401621 A EP01401621 A EP 01401621A EP 1167720 B1 EP1167720 B1 EP 1167720B1
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EP
European Patent Office
Prior art keywords
rod
piston
crank
axis
combustion
Prior art date
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Expired - Lifetime
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EP01401621A
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English (en)
French (fr)
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EP1167720A1 (de
Inventor
Roger Lecal
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Individual
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Individual
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft
    • F01B9/026—Rigid connections between piston and rod; Oscillating pistons
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B11/00—Reciprocating-piston machines or engines without rotary main shaft, e.g. of free-piston type
    • F01B11/004—Reciprocating-piston machines or engines without rotary main shaft, e.g. of free-piston type in which the movement in the two directions is obtained by two single acting piston motors, each acting in one direction
    • F01B2011/005—Reciprocating-piston machines or engines without rotary main shaft, e.g. of free-piston type in which the movement in the two directions is obtained by two single acting piston motors, each acting in one direction with oscillating pistons, i.e. the pistons are arranged in ring like cylinder sections and oscillate with respect to the center of the ring
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/36—Modified dwell of piston in TDC

Definitions

  • the invention relates to a kinematic mechanism for converting an alternating translation movement into a continuous rotation of the output shaft and applies to presses, pumps and more particularly to combustion engines.
  • the rod / crank system usually used makes it possible to obtain this transformation of the piston movement, however the encapsulism obtained (cylinder-piston), to contain the pressure of the combustion and mechanise it in the conversion phase, does not make it possible of its geometric evolution to optimize the thermodynamic transformation. Indeed, the time required for the combustion is not taken into account in the variations of volume of the chamber, also, it must necessarily overflow the compression and expansion phases, which gives rise to a back pressure to the piston rise and, beyond the High Dead Point (TDC), a pressure drop at the completion of the combustion by enlarging the volume of the chamber at the descent of the piston.
  • TDC High Dead Point
  • a second solution to maintain a maximum combustion pressure, during load variations, is to recycle the flue gases (E.G.R.) in proportions hardly greater than 40%.
  • E.G.R. flue gases
  • maintaining the quality of combustion requires difficult stratification of the layers and the proportion does not respond to the scale of variation (from 0.2 to 0.9) of the fresh gas intake volume between idle and a full opening.
  • a third solution, mechanical this time, is to change the volumetric ratio by advancing more or less the piston in the room P.M.H.
  • the known solutions are numerous: BICERI -HISPANO etc. or more recently SAAB (S.V.C.) and MCE 5.
  • the mechanical solution has the advantage of ensuring significant variations in the volume of the chamber at TDC, which allows to obtain a good performance with a low load and also offer the possibility of developing high power on a volumetric ratio very low associated with a strong supercharging, both diesel and spark ignition. At the same time, a reduction in operating noise can be obtained at idle or even better combustion by maintaining a high compression at partial load which makes it possible to increase the temperature and to reduce the unburnt in spontaneous ignition with turbo.
  • crank / crank if it can obtain, thanks to additional mechanical contributions, an optimal pressure of combustion on the variations of load, it can not satisfy the need to leave a time for the combustion, any more than just to pump the amount of air needed for the needs of use.
  • magnetically controlled valves or mechanical variable lift creating a depression only localized in the cylinder, we obtain the reduction of the load and a restitution phase of the pump energy at the rise of the piston.
  • the invention makes it possible to respond to several of the difficulties listed.
  • the arrangement of a time for the combustion by intermittence introduced in the course of the piston, makes it possible to realize a REAL isochor phase with the PMH, which removes a large part or the totality of the back pressure at the rise of the piston.
  • This feature also makes it possible to obtain the maximum combustion pressure at the very beginning of the conversion phase, during expansion, for a spark ignition engine, or to reduce the so-called "constant pressure" phase of a diesel engine in the limit of the structural strength of the elements concerned.
  • the second difficulty which consists in adapting the volumetric ratio to the volume of the intake air, although satisfied by different mechanical solutions, has no simple and economical answer.
  • the new kinematic chain (which we will call the toggle system), by its particularities developed to obtain the isochoric phase, incidentally offers a response with relatively few means to implement it.
  • the third difficulty which consists in varying the volume of air admitted without loss by pumping and without loss of friction for an unnecessary sweeping of the segmentation of the piston in the cylinder, is solved by the possibility given to the piston to reduce its stroke to one third of the piston. its maximum value. This corresponds in air volume to a slightly high idle usually maintained in balance by the resistant forces. To contain the runaway without the usual losses on this intake volume, it becomes possible to provide a useful job operating at a maximum combustion pressure.
  • the ⁇ signs are the start and end marks of diesel injection, around the TDC, from a rod / crank system on the curve - dashed -.
  • the signs ⁇ are the markings at the same height of piston on the curve of the knee-joint system - in full line.
  • the mark ⁇ is substantially at the same angle ( ⁇ ) of the crankshaft as on the connecting rod / crank system.
  • the reference ⁇ is this time on the same height ( ⁇ ) as the system of the comparison.
  • the direct injection is done on 40 °: 25 ° before the PMH and 15 ° after, on the reference model.
  • the injection therefore also starts with substantially the same setting ( ⁇ 25 °) but with a pressure and a temperature more favorable to shortening the self-ignition delay and the quality of the combustion (compression level).
  • the slower injection thus possibly with finer injector holes for the same very high pressure, is completed advantageously after 63 °, ie with 23 ° more than for a connecting rod / crank system for the same volume of injected fuel.
  • the axis of the toggle ( 0 ) is taken on the frame by means of a shoe (32) with teeth (33) mounted on a curved slide (39) which progresses about a virtual axis (Oz) by the intermeshing rotation of a toothed shaft (47) itself driven by an irreversible worm gear; the position of (Oz) concurrently ensures the variation of the volumetric ratio and the variation of the length of the stroke of the piston.
  • the mechanism is constituted, in a different version, by a piston integral with the connecting rod and by a spirally curved ring-shaped cylinder associated therewith.
  • the kinematics include balancing shafts ( g 2 ⁇ and g -2 ⁇ ) FIG. 8 variable-pitch in a particular arrangement with a counter-shaft paired with the crankshaft (f ⁇ and f- ⁇ ), to obtain an alignment on the first-order forces and cancel them by a push backwards.
  • the predominant setting of the advance or volumetric ratio determines in the poly tropic elevation the maximum pressure (set from 10 ° to more than 20 ° after the PMH) the part that goes to the mechanical compression is that which is provided directly from combustion (therefore for the same pressure a more or less advanced state of combustion).
  • the position of the maximum efficiency optimization pressure varies according to their predominance.
  • the maximum pressure is obtained more by increasing the volumetric ratio, it allows, with a reduced advance, to initiate favorably the combustion in a confined environment, with a high temperature favorable to the oxidation and in a low volume.
  • the combustion which then evolves more (after the PMH) in a space in extension too fast, ends in conditions not favorable to its completion, which is at the origin of the formation of carbon monoxide.
  • This major disadvantage determines the limit of the use of a rate which, very high, would allow to shift more completely the combustion on the descent of the piston ( ⁇ : greater - equal maximum pressure).
  • the toggle system makes it possible to initiate the combustion in a dense medium and at a good temperature (position of the piston) while having a relatively low rate, a high maximum pressure (product of combustion), little or no back pressure and an end of combustion at a higher temperature.
  • the combustion reaches a more advanced stage of completion without the intermediate rise in pressure and temperature, inherent to the displacement of the piston which, in a rod / crank system, usually reduces the chamber, while the maximum pressure is reached under a larger volume for substantially half of the burned load.
  • This peak of mechanical overpressure of the charge during combustion tends to reduce the self-ignition delay which is sensitive to this parameter and to the temperature, whereas the speed of combustion is sensitive only to the latter.
  • the favorable conditions offered by the isochoric phase for combustion make it possible to burn more charge for the same maximum pressure at P.M.H. ( ⁇ smaller) but also to increase this maximum.
  • the turbulence introduced by different air movements are maintained in time on the same cycle of 360 ° and the lengthening of the duration of admission> 200 ° allows to induce more dynamism turning to the admitted load, without increasing the losses.
  • the planetary knee-drive kinematic chain with its parameterization shown schematically (FIG.1), comprises a pivot-sliding connection of axis at A along the axis X.
  • This connection is materialized in the mechanical construction by a cylinder in which slides a piston articulated to a connecting rod L.
  • the rest of the mobile assemblies are pivot links.
  • B articulates the connecting rod L and in B 'the connecting rod R of the knee pad which, in turn, is articulated on 0 .
  • a rod / crank drive system is added to this first kinematics.
  • the colinear points A - A', A 1 - A ', on the X axis and the points B - B', B 1 - B ' 1 on the traces c' - c " define in these positions the movements of the kinematics of the PMH to the PMB, following the displacement of 0 in 0 1 around 0 " thanks to a system of eccentric sector toothed
  • the rotation of R "changes the volumetric ratio of the chamber.
  • the angular velocity ⁇ indicates the direction of rotation.
  • On Y is indicated the position of 0 1 with respect to the intersection 0 of X and Y.
  • FIG. 2 completes the details of the kinematic chain at the point of articulation B which comprises two separate axes combined in FIG. 1 (B - B ').
  • FIG. 3 represents all the mechanical elements of the kinematic chain toggle shown schematically in the previous figures.
  • the engine block (4) of the "open plan" type constitutes the frame.
  • the insert cylinder (1) in section in its recess is centered on the axis X.
  • the piston (2) comprises a mechanical axis (5) on the geometric axis A ", on which pivots the connecting rod L which is taken on the mechanical axis (6) at the geometric point B of the rod R '
  • the axis (3) is a crankpin crankshaft which rotates around the journals (27) In (10) we find the usual balance weight of the crankshaft with (11) heavy metal plugs.
  • crankshaft by the alignment close to the X axis on the trajectory of B, reduces its crank axis distance 0 '-B "corresponding to the axes of the trunnions and crank pins in the inverse proportions to the increase of the Crankshaft angle obtained for the relaxation: Either: stroke / 2 x 180/220
  • stroke / 2 x 180/220 Either: stroke / 2 x 180/220
  • the mechanical axis (8) serves as pivotal support to the rod R of the toggle in the successive positions that can be taken on the track (9) to change the position of the piston at the TDC
  • FIGs. 4 and 5 represent the dynamic aspect of the kinematic chain at PMH and PMB with the orientation of the inertial forces of inertia in a Cartesian coordinate system X - 0 - Y.
  • Point A concentrates the mass of the piston and a part of the mass of the connecting rod L.
  • the point f 1 indicates the inertial thrust in the axis of the connecting rod L and f 0 the reaction force of the frame on the point d A support to the change of orientation on the X axis (F 1 ).
  • the point B concentrates the centrifugal force F 5 and the inertial forces F 2 , F 3 and F 4 of a portion of the weight of the rods R 'L and R in their pendulum movement.
  • the direction F a indicates the direction of the alternative counter forces used and their centering with respect to the inertial forces F 1 and F 2 .
  • FIG. 5 represents the direction of the alternative forces F 1 and F 2 at the PMB (travel angle ⁇ ) since the TDC at 240 °.
  • the two equipollent vectors only indicate their direction.
  • the masses centered at A and B are assumed of the same value. They undergo a balancing counter force in the direction of F a ' .
  • FIG 6 shows the abscissa of the point A of the PMH at the PMB, curve D, for a continuous rotation of B "over 360 °
  • the curve e corresponds to the path of B for the same maximum values of abscissa and ordinate, X passing this time by the PMH and the PMB of B.
  • the resultant of the curves e and d is represented further by curve N.
  • the immobility of A at the PMH is due to the component resulting from the movement of the rod R 'around B' which adds the belly of its curve, at point B, to the descent of B 'on the trace c " after its reversal 2. Counter-phase components cancel out on the c 1 trace, by more than 20 ° from c 1 to b 1 , immobilizing B.
  • FIG. 7 represents the two component curves f and g of the balancing force used to oppose the alternative inertia forces of the kinematic chain of FIGS. 4 and 5. These opposing forces are obtained by counter-rotating balance shafts made from known drives and arrangements. To the first-order pest forces, the frequency balancing force 1 (cos ⁇ ) represented by the curve f is opposed. The second-order inertia force generated by the pendulum movement of the connecting rod R 'is counterbalanced by the frequency balancing force 2 (cos 2 ⁇ ) represented by the curve g . The resultant of these two balancing forces is shown in dashed lines by the curve i which opposes the initial alternating force n (superimposed for the comparison).
  • FIG. 8 specifies the position of balancing shafts and their number.
  • a double shaft fj allows the forces of first order f ⁇ and f - ⁇ by moving them on the plane of convergence of the forces F 1 and F 2 , as well as the resulting torque tilting r and r 'with the counter-shafts j 2 ⁇ and j -2 ⁇ by opposing F " a to the PMH and PMB of B and B.
  • the centrifugal force is supported on the B-B 'course in the opposite direction by the reversal of the balancing weights It may be noted that the crankshaft balances the centrifugal force Fc due the weight of the crankpin and a part of the connecting rods by the counterweight P and that the counterweight f ⁇ is on the same rotating shaft
  • the direction of the balancing force f ⁇ and f - ⁇ is a component of F a .
  • map F F ' has an angle ⁇ "with R a, which is the resultant of the forces F 1 and F 2 (FIG. 4 and 5).
  • FIGs. 9, 10, 11 and 12 are representations of the comparative dynamic aspect of two systems: connecting rod / crank (reference model) and toggle linkage to standards S.I (System International), with the exception of the abscissa of FIGS. 9 and 10.
  • FIG. 9 represents a diagram of the moments of three pairs unwound on a Carnot type motor time (isothermal expansion).
  • the second curve - in full line - the less ventrue, is developed after an isochoric phase (immobile piston) by the kinematic chain toggle.
  • the combustion pressure is the same as well as the stroke, the bore and the volumetric ratio.
  • the display of the effective 180 ° conversion phase makes it possible to reduce the number of cylinders, for the same engine coverage.
  • a specific feature of the toggle system, linked to the flat curve of the couple, is that their overlap creates peaks by addition, they must be juxtaposed, while on a rod / crank system the peaks reduce their overlap effect. Therefore, it is necessary not to use more than six cylinders with a small overlap, which, in the ideal value of 300 to 500 cm 3 unit for a fast engine, oscillates the cubic capacity of 1800 to 3000 cm 3 .
  • the rod / piston inertia of the toggle system at medium and high speeds, soften the peak torque and advantageously inflate the curve on approach to the PMB, in the restitution phase.
  • variable rate makes it possible to obtain a higher power at lower speed, by a "hyperfeed" in spontaneous ignition as in spark ignition, while having, at the same time, better performance at all speeds thanks to variable rate, engine capacity and isochoric phase
  • FIGS. 11 and 12 are abscissa curves of point A, PMH to PMB, as a function of the rotation angle ⁇ of the crank on a lathe.
  • A is at the same time assimilated to a geometrical point (axis of the piston) and to the piston itself.
  • dashed lines we have the system curve connecting rod / crank market already referenced in FIG. 9.
  • solid line the toggle system.
  • the angular positions of the AOE Avance Opening Exhaust strongly shifted with PMB which are respectively 180 and 220 °.
  • thermodynamic transformation by reducing the amplitude of the variations of the instantaneous torque, thus makes it possible to reduce the degree of cyclic irregularity of a unit (single cylinder) on the driving time.
  • FIG. 11 represents speed curves of the point A as a function of ⁇ on the angle ⁇ .
  • the reference model of the comparison is superimposed on the curve of the knee-link kinematic chain.
  • FIG. 13 is a vector representation of the angular displacements of the B "point on the complete cycle of a four-stroke toggle system during the 720 ° revolution distribution phases
  • the AOA defines the point from the Advance to the Opening
  • the piston stroke is carried out at 200 ° crankshaft and continues to the RFA after the PMB
  • the compression is effected by the PMB with 140 ° of crankshaft angle.
  • cycle Beau de Rochas or diesel it is followed by a really isochoric phase on 20 ° (hatched angle) itself followed by a conversion phase of 180 ° effective completed at the AOE after the PMB This fourth time continues beyond the PMH by Exhaust Closure Delay (RFE).
  • RFE Exhaust Closure Delay
  • FIG. 14 is a "real" two-stroke pressure / volume diagram of a four-stroke diesel quick-release system. Inside the curve 1 - 2 - 3 - 4 - 5 is superimposed the curve of the connecting rod / crank system. At first sight, the toggle system seems to be represented by a theoretical diagram. The instantaneity of the combustion corresponds here to a stop of the piston on an angle of rotation of the crankshaft so on a fifth time, locatable, represented here by a vertical, on a variation of pressure for the same volume. In hatching, there are two gains that strongly influence the yield.
  • the first one at the piston rise, from 1 to 2, is obtained by the reduction of the back pressure thanks to a reduced Combustion Advance (A.C.) compared to the crank / crank system.
  • A.C. Combustion Advance
  • RC Combustion Delay
  • the maximum pressure / pressure ratio effective average is advantageously reduced by an evolution of the combustion on the PMH
  • the end of the injection 4 of the isobaric phase is strongly shifted between the two systems, which is found at the tail of the combustion (RC) by a Combustion delay on the 4 - 5 slope.
  • FIG. 15 is a developed P / V diagram of a four-stroke two-stroke spark ignition cycle (compression-expansion).
  • the curve (g) corresponds to the work done by the compressed intake gases at the rise (-) and the descent (+) of the piston.
  • the sign A.C. represents the points of advance of the combustion of the two systems.
  • the hatched portion represents the gain obtained in back pressure by a reduction of the ignition advance and the isochoric phase.
  • it is the displacement of the maximum pressure on the P.M.H. which allowed this second gain.
  • the curve (h) is due to the combustion of gases.
  • the curve of the crank / crank system has significantly collapsed due to the need to position the maximum pressure after the P.M.H. to optimize the operation of this system.
  • the End of Combustion is represented by the points (F.C.).
  • FIG. Figure 16 shows a simplified model of the toggle system with its mechanical differences.
  • the very short rod used is integral with the piston (2) without articulation.
  • the latter can move in a cylinder of appropriate shape (spiral wound core), thanks to the kinematics which produces an alternating tilt of the same direction concomitant with the translational movement.
  • This feature allows, moreover, with a rectilinear translation of the piston (with articulation) to have a lateralized support of the latter and to avoid shocks of change of support to the P.M.H.
  • the piston without articulation, the piston no longer has support in its successive positions, so it is necessary to lateralize it by the overall geometry as a function of the dynamics of the system.
  • the low piston height can be further reduced with an HEADLAND L-type firestop segment by removing the crown.
  • the slight tilting of the piston to P.M.H. accompanied by too slight a progression entails a necessary lateral play between the P.M.H. and P.M.B. at the scraper segment. Limited to 0.3 mm, this game corresponds to the usual radial beat of this segment for a race of 80 mm.
  • the piston is guided in the cylinder by the surface between the firestop segment and the sealing segment.
  • FIG. 17 is a representation, with FIG 18 - 19 and 20, the rod R 'mounted on the crankpin (3) of the crankshaft. It includes the mechanical axes (6 and 7) of the rods L and R. The cavalry perspective allows us to see two of the four symmetrical parts in pairs that constitute the rod. These pieces (13) are assembled on the plane (21)., The reliefs (18) of the pieces (12) (FIGS 19 and 20) are tightly fitted by fitting on the assembly grooves (17).
  • FIG. 18 is a section of the two symmetrical parts (13) along the plane DD indicated in FIG. 17.
  • the geometric axes B and B ' indicate their situation in plan. They determine the position of the mechanical axes (6 and 7).
  • the screw (16) makes it possible to maintain the half-shafts (6 and 7) on the connecting rod L which does not comprise a disassembly cap and on the connecting rod R with a fork which likewise is not removable.
  • the holes (20) allow assembly with the other two parts (12) to form the assembly of the rod R '.
  • FIG. 19 is a perspective view of the part (12) which assembles with another piece (12) returned to 180 °. They enclose the parts (13) by the recesses (19), the reliefs (18) and the grooves (17) and the connecting rod bearings on the crankpin.
  • the holes (24) align with the holes (20) of the pieces (13) for screw connection.
  • the pieces (12) are assembled together by a screw at the hole (23).
  • a recess (22) is arranged to provide a sufficient articulation angle to the rods L and R.
  • FIG. 20 is a plan view of the workpiece (12) in the direction BB of the view of the observer.
  • FIG. 21 shows two superimposed sections perpendicular to the crankshaft axis of a connecting rod / crank system and a toggle system. These cuts are compared in terms of size.
  • the common yoke (25) is shown on the motor frame (4) with the cylinder (1). In hatched we find all the mechanical axes of the kinematics to toggle.
  • a 3 and B 3 represent the geometric axes of the connecting rod / crank system.
  • the dashed housing (26), to which is attached the lower housing (29), is assembled on the plane (31) which comprises the journal (27) of the crankshaft.
  • the cylinder block (dashed) (32), the rod / crank system and solid line of the toggle system are substantially the same size for the same stroke and the same bore.
  • the false housing (26), solid line maintains these axes and helps to stiffen the engine block on its dynamic supports.
  • the housing (29), solid line, will have scoops mounted on the connecting rod R to remain “wet” or, differently, be converted into a "dry” housing.
  • FIG. 22 shows a schematic cross section of an engine block with the kinematics of the parts from two positions of the point 0 .
  • a support-pad (32) which corresponds to a sliding pivot of transverse curve finds a significant variation in position and moves the toggle system relative firstly to the crankshaft and its drive rod and secondly to the cylinder frame.
  • the skid support is taken in a curved slider (39) which fits on the lower part of the engine block (4). It comprises a curved rack (33) on which the toothing (34) of the drive shaft drives in conjunction with the toothed wheel (35) driven itself by the screw (36) which, via the pin (37) ) is rotated by the electric motor (38).
  • the stroke of the piston head of the piston around the point 0 itself varies according to the ratio of the tangential thrust of the crank / crank drive system (angle ⁇ 'and ⁇ ") .
  • the position of the virtual center ( 0 z ) of the curved slide determines the variation ( v ) of the volume of the chamber at the PMH concomitantly with the variation of stroke from l to l,
  • This connected relation makes it possible to obtain a constant rate on a variation of the displacement or, by inverse reason, an increase in the displacement with a reduction in the compression ratio, contrary to what is achieved by achieving a vacuum at the intake at low load spark ignition.
  • FIG. 23 we have a representation of the actuator that transforms the rotation of the axis (37) into a movement of the part (32) around the virtual axis 0 z.
  • the first kinematic link is provided by a meshing screw (36) and toothed wheel (37).
  • the latter secured to the mechanical axis (47) transmits its rotational movement to the toothed wheel (34) which rolls on the toothing (33) of the curved rack of the support-pad (32) of the geometric axis 0 .
  • This axis is materialized by the relief (40) with, in the alignment of 0 , a hole for inserting the mechanical axis of the foot of the connecting rod of the toggle joint.
  • FIG. 24 shows a longitudinal section of a multi-cylinder engine block with toggle system.
  • the curved sole (39) on which slides the piece (32) support of the open leg of the connecting rod R of the toggle joint.
  • This piece resting on the reliefs (46) of the engine block and on the sole (39), slides on the surfaces (43 and 44). It comprises, machined in the mass, the rack (33) and the lateral guide reliefs (45) and the recess (40) of installation in which is adjusted, tight heat, the mechanical axis (42).
  • the head of the rod R also forked, freely encloses the head of the connecting rod L.
  • the connecting rod L is articulated to the piston by the axis ball joint connection in the cylinder (1).
  • the actuator shown in FIGS. 22, 23 and 24 is driven by the motor (38) which is itself controlled under the action of the accelerator via an electronic management which supports all the parameters necessary for the adaptation of the displacement, the rate, the boost ratio, in advance, the volume of fuel injected, the variation of cooling, etc.
  • the drive motor (38) requires little energy by aligning the push rod R which is virtually on the virtual axis 0 z of the curved slide sole (39) at the maximum pressure of combustion.
  • the variations of the tangential thrust on the angle ⁇ ' are accompanied by a reduction in the thrust force due to the pressure of the combustion gases.
  • the ratio is still 55, whereas it was 214 at the PMH.
  • the second meshing with screw and toothed wheel allows a second reduction which can be greater than 10
  • the stroke of the point 0 being reduced to 1/8 of a turn around 0 z, it is possible to have a gear ratio on the motor shaft greater than 2 ⁇ 10 3 which allows, with a drive motor (38). turning at 4,000 rpm, from idling, with a minimum displacement, to a maximum displacement in less than 3 seconds.
  • a more appropriate gear 200 thus requiring a driving torque greater than 1/200 of the maximum instant torque, allows the same drive speed, for maximum variation of the engine in a few tenths of a second.
  • the applications of the invention relate to fast spark ignition or diesel engines, four or two times, and by extension the slow engines of high displacement. With a reversed direction of rotation, it is like compressor that it can be used.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Transmission Devices (AREA)
  • Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
  • Tires In General (AREA)

Claims (4)

  1. Umwandlungsmechanismus einer hin- und hergehenden Translations- Förderbewegung in eine fort gehende Dreitbewegung, bestehend aus einer kinematischen Kette, die für alle Variationen der Bauten-Bemessung und der Verbinclungspositionierung eingesetzt wird, für die Verwendung bei Pumpen und Inclustriemaschinen, wozu die fressen gehören und bei Prototypen/Motoren, diese kinematische Kette besteht aus 3 Pleuelstangen mit Scharnierköpleu auf einer gemeinsamen Achse, wobei die erste (R') sich in diesen Kurbellrieb mit Scharnierkopf integriert, die zweite (L) an seiaem Fuß (A) mit dem Dewegungseingang und Bewegungsausgang verbunden ist, eventuell mit einem Kolben in Transtationsbewegung und die dritte (R) sich um eine Achse (O) dreht und auf dem Gehäuse gelagert ist, in einer Anordnung mit einer so genannten Gelenkverbindung, ist gekennzeichnet dadurch, dass die erste Pleuelstange (R') sehr kurz ist, aus vier identischen paarweise angeordneten Bauteilen (12 -13) besteht, die die Lageischalen der Kurbelzapfen umgeben und seitlich, an beiden Seiten ihres Kopfes die beiden anderen Pleuelstangen (L und R) in den Halbachsen penetrieren, diese erste Pleuelstange (R') ist aufgrund der Tatsache bemerkenswert, dass sie drei Drehachsen (B-B'-B") aufweist, eine (B") für den Kurbelzapfen, und zwei weitere verschiedenartige Achsen, von elenen eine (B) für die I'leuelstange (L) und die andere (B') für die dritte Pleuelstange (R) und dadurch, dass die Kippbewegung um den OT, während die zweite und dritte Pleuelstange (L und R) deutlich nicht aufeinander ausgerichtet sind, sich mit der zunehmend negativen Verschiebung der Achse der dritten I'leuelstange (B') und einer zunehmend positiven Verschiebung der zweiten Pleuelstange (B) deckt, mit dem gleicheu Wert, der flir die lmmobilisierung des Fusses der zweiten Pleuelstange (A) auf 20 DEG der Kurbel und für seiue relativ schnelle Fortsetzung nach dieser Unterbrechung auf vorteilhafte Art und Weise, die erste Pleuelstange (R') wird unter der Schubkraft des Fusses der zweiten Pleuelstange (A) auf der Gelenkstange mitgezogen, in einem reduzierten Winkel zwischen den beiden Pleuelstangen (L und R), die Gelenkverbinclung ist in der Endstellung nicht vollständig ausgezogen, das insbesondere die Verschiebung des Kolbenbolzens (O) auf dem Gehäuse um den virtuellen Punkt (Oz) herum ermöglicht, der sich quasi auf der Position der Achse der dritten Pleuelstange (B') in Endstellung (OT) während des Ablaufs dieses Mechanismus befindet, mit dem Ziel, die Amplitude des Fussgangs der zweiten Pleuelstange (A) variabel zu gestalten, ohne die Grenzposition der Pteueistangenausrichtung des Kniegelenks zu überschreiten.
  2. Mechanismus nach Anspruch 1, gekennzeichnet dadurch, dass der Kolbenbolzen (O) der Gelenkverbindung auf dem Gehäuse mit Iülfe eines Gleitschuhs (32) mit Zahnreihe (33) auf ein gebogenes Sclmbgelenk (39) gebaut ist, das durch Drehung um eine virtuelle Achse (Oz) ihn vorwärts bewegt, in Eingriff stehend mit einer Kerbzalunvelle (47), die durch ein selbst sperrendes Schneckengetriebe angetrieben wird; die Position der Drehachse des Gleitsclmhs (Oz) stellt zugleich das Verdichtungsverhältnis und die Längenänderung des Kolbenhubs sicher.
  3. Mechanismus nach Anspruch 1, gekennzeichnet dadurch, dass der Kolben mit der Pleuelstange formschlüssig ist und dadurch, dass ein wulstfönniger Zylinder mit spiralgewickelter Krümmung damit verbunden ist.
  4. Mechanismus nach Anspruch 1, gekennzeichnet dadurch, dass bei der Verwendung von Ausgleichswellen mit variabler Einstellung in einer besonderen Anordnung mit einer Ciegenwelle , die mit der Kurbelwelle (f - ω bis fω) fest verbunden ist, um einen Ansgtaich der Primärkäfte zu erziclcn und um diese durch einen Schub in die Gegenrichtung wieder aufzuheben.
EP01401621A 2000-06-22 2001-06-19 Isochore Brennkraftmaschine Expired - Lifetime EP1167720B1 (de)

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FR0007981 2000-06-22
FR0007981A FR2810694B1 (fr) 2000-06-22 2000-06-22 Moteur a phase isochore

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JP2003343296A (ja) 2002-03-20 2003-12-03 Honda Motor Co Ltd 圧縮比可変エンジン
JP4134830B2 (ja) 2002-07-11 2008-08-20 日産自動車株式会社 内燃機関の圧縮比制御装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR390489A (fr) * 1908-05-19 1908-10-06 Henry Sydney White Moteur à combustion interne
US1335947A (en) * 1919-08-02 1920-04-06 Ferdinand G Welke Internal-combustion engine
DE2734715A1 (de) * 1977-08-02 1979-02-22 Scherf Geb Kindermann Eva Hubkolbenmotor
JPH0792113B2 (ja) * 1987-02-27 1995-10-09 ザルツマン・ウイリィ・エルンスト 揺動ピストン機械
FR2779480B1 (fr) * 1998-06-03 2000-11-17 Guy Negre Procede de fonctionnement et dispositif de moteur a injection d'air comprime additionnel fonctionnant en mono energie, ou en bi energie bi ou tri modes d'alimentation

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FR2810694A1 (fr) 2001-12-28
FR2810694B1 (fr) 2003-05-16
DE60120568D1 (de) 2006-07-27
DE60120568T2 (de) 2007-02-22
ATE330114T1 (de) 2006-07-15

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