EP1023531B1 - Verfahren und vorrichtung zum kontrollieren der hubkolben bewegung und ausgleichesvorrichtung - Google Patents

Verfahren und vorrichtung zum kontrollieren der hubkolben bewegung und ausgleichesvorrichtung Download PDF

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Publication number
EP1023531B1
EP1023531B1 EP98951534A EP98951534A EP1023531B1 EP 1023531 B1 EP1023531 B1 EP 1023531B1 EP 98951534 A EP98951534 A EP 98951534A EP 98951534 A EP98951534 A EP 98951534A EP 1023531 B1 EP1023531 B1 EP 1023531B1
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EP
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Prior art keywords
piston
arms
axis
pin
stationary
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Expired - Lifetime
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EP98951534A
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English (en)
French (fr)
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EP1023531A1 (de
Inventor
Guy Negre
Cyril Negre
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MDI Motor Development International SA
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MDI Motor Development International SA
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Application filed by MDI Motor Development International SA filed Critical MDI Motor Development International SA
Priority to SI9830487T priority Critical patent/SI1023531T1/xx
Publication of EP1023531A1 publication Critical patent/EP1023531A1/de
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    • 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
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • 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
    • F01B17/00—Reciprocating-piston machines or engines characterised by use of uniflow principle
    • F01B17/02—Engines
    • 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

Definitions

  • the invention relates to the operating kinematics of the connecting rod system crank of piston engines, piston compressors or any piston machine and more particularly depolluted or depolluting engines with combustion chamber and / or independent expansion.
  • crank rod system driving (and driven by) a piston sliding in a cylinder.
  • the piston in its downward movement sucks a mixes air fuel then compresses it in its upward movement towards the chamber combustion in the upper part of the cylinder, at its smallest volume, to be inflamed, increase its temperature and pressure.
  • the gases having thus been brought to very high pressure, going to relax push back the piston which via the connecting rod rotates the crankshaft creating a job called engine time.
  • the stroke of the piston which describes a substantially sinusoidal curve creates a movement of the permanent piston and, although slowing its movement in the vicinity from top dead center the piston is still moving. From this state of affairs results one of the biggest problem of engine manufacturers, especially during combustion which must be triggered by ignition before top dead center.
  • the start of combustion creates thereby an increase in pressure generating negative work which causes loss of engine efficiency while the charge has not finished combustion the piston begins its downward stroke by increasing the volume of the chamber tending to decrease the pressure that combustion tends to increase.
  • closing of the exhaust and the opening of the admission there is negative work by loss of load during closing and early opening movements of the conduits.
  • the air fuel mixture in air-fuel mode, is aspirated and compressed in an independent suction and compression chamber. Then this mixture is transferred, still under pressure in a combustion chamber independent and at constant volume to be ignited in order to increase the temperature and the pressure of said mixture. After the opening of a transfer connecting said chamber combustion or expansion to an expansion and exhaust chamber, this mixture will be relaxed in the latter to produce a job. The expanded gases are then discharged to the atmosphere through an exhaust pipe.
  • the fuel injector In air operation, at low power, the fuel injector is no longer ordered ; in this case, it is introduced into the combustion chamber, substantially after admission to the latter of compressed air - without fuel - from the suction and compression chamber, a small amount of additional compressed air from an external tank where the air is stored under high pressure, for example 200 bars, and at room temperature. This small amount of compressed air at temperature room will heat up on contact with the high temperature air mass contained in the combustion or expansion chamber, will expand and increase the prevailing pressure in the chamber to allow delivery during relaxation of motor work.
  • Stopping the piston and keeping it in top dead center can be achieved by all means known to those skilled in the art, for example cams, pinions, etc.
  • the control of the piston is implemented by a pressure lever device itself controlled by a crank rod system.
  • a pressure lever a system of two articulated arms, one of which has one end immobile, or pivot, and the other can move along an axis. If we exert a force approximately perpendicular to the axis of the two arms, when aligned, on the joint between these two arms, the free end is then displaced. This free end can be linked to the piston and control its movements. Point dead top of the piston is effective when substantially the two articulated rods are in the extension of one another (around 180 °).
  • the crankshaft is connected by a control rod to the hinge pin of both arms.
  • the positioning of the different elements in space and their dimensions allow you to modify the characteristics of the kinematics of the assembly.
  • the positioning of the stationary end determines an angle between the axis of movement of the piston and the axis of the two arms when they are aligned.
  • the positioning of the crankshaft determines an angle between the control rod and the axis of the two arms when they are aligned.
  • the entire device is balanced by extending the lower arm beyond its end stationary, or pivot, by a mirror pressure lever opposite in direction, symmetrical and of identical inertia to which is fixed, being able to move on an axis parallel to the axis of displacement of the piston, a mass of inertia identical and opposite in direction to that of the piston.
  • the product of mass by the distance from its center of gravity is called inertia. at the reference point.
  • the opposite mass can be a piston functioning normally like the piston which it balances.
  • the invention applies to all conventional heat engines of all types, more particularly for depolluted and depolluting engines with independent combustion or expansion at constant volume, as well as compressors, or other machines using pistons.
  • the number of piston, the shapes and dimensions of the connecting rods can vary without changing the invention which comes to be described.
  • Figure 1 shows schematically, seen in cross section, a device according to the invention and for its implementation or the piston 1 (shown at its point dead top), sliding in a cylinder 2, is controlled by a pressure lever.
  • the piston 1 is connected by its axis to the free end 1A of a pressure lever consisting of a arm 3 articulated on a common axis 5 to another arm 4 fixed oscillating, on a stationary axis 6.
  • a connecting rod 7 for control to the crankpin 8 of a crankshaft 9 rotating on its axis 10.
  • the stationary axis 6 is positioned laterally to the axis of displacement of piston 1 and determines an angle A between the axis of displacement of piston and the alignment axis X'X of the two arms 3 and 4 when they are aligned.
  • the crankshaft is positioned laterally to the axis of the cylinder and / or the pressure lever and its positioning determines an angle B between the control rod 7 and the alignment axis X'X of the two arms 3 and 4 when they are aligned.
  • Balancing of this kinematic assembly is carried out according to the invention Figure 3 by extending the lower arm 4 beyond its stationary end or pivot 6 by a mirror pressure lever consisting of 2 arms 4A and 3A articulated on a common axis 5A on which is attached to the free end 1B a mass 15 moving along an axis parallel to the axis of displacement of the piston 1.
  • the arm 4A which is the extension of the arm lower 4, is in fact the same part.
  • the inertia of arms 4 and 4A are identical, the same goes for the inertias of arms 3 and 3A and the inertias of piston 1 and its balancing mass 15.
  • the pressure lever system is thus perfectly balanced, while the balancing of the control rod 7 and the crankshaft assembly is carried out in a conventional manner. This provision is more particularly interesting for balancing single-cylinder engines or unsymmetrical multi-cylinder assemblies.
  • the mass balancing is an opposite piston 1C moving on an axis parallel to piston 1, and the pistons balance each other.
  • Arms 3A and 4A are symmetrical to arms 3 and 4 and balance each other.
  • the invention is not limited to the examples of embodiments described and represented.
  • the angles A and B can be positive or negative together or separately or not simultaneously null.
  • the number of cylinders can vary in number even or odd, the mode of stopping the piston and keeping it in top dead center can be made by other means such as cams, or sprockets, or others, without this change the invention which has just been described.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Transmission Devices (AREA)
  • Portable Nailing Machines And Staplers (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Claims (9)

  1. Kontrollverfahren der Hubkolbenbewegung (1) oder des Kompressors, oder eines umweltfreundlichen Motors, gekennzeichnet dadurch, dass die Bewegung des Kolbens (1) unterbrochen und am oberen Todpunkt eine gewisse Zeit in Position gehalten wird, um bei konstantem Volumen folgende Operationen auszuführen:
    Zündungs- und Verbrennungsoperationen für Motoren mit gesteuerter Zündung,
    Einspritzoperationen für Dieselmotoren
    Gas- und/oder Drucklufttransfer für Motoren mit unabhängiger Verbrennungs- und/oder Expansionskammer.
    Operationen bei Auslassende, Einlassbeginn für alle Motoren und anderen Kompressoren.
  2. Kontrollverfahren der Kolbenbewegung gemäss Patentanspruch 1 eines Motors mit unabhängiger Verbrennungs- und/oder Expansionskammer, gekennzeichnet dadurch, dass die Gastransferoperationen von der Verbrennungs- und/oder Expansionskammer in die Entspannungskammer während der Unterbrechung des Kolbenwegs auf seinem oberen Todpunkt erfolgt, um somit die Entspannungskammer vor Beginn der Abstiegsbewegung des Kolbens mit Druck zu beaufschlagen, wodurch ein Anstieg des zur Beibehaltung des Drucks ungünstigen Volumens bedingt wird.
  3. Kontrollverfahren der Kolbenbewegung gemäss Patentanspruch 1 in einem Motor mit interner Verbrennung und gesteuerter Zündung, gekennzeichnet dadurch, dass die Zündungs- und Verbrennungsoperationen der Gasmischung während der Unterbrechung des Kolbenwegs auf seinem oberen Todpunkt erfolgt, wodurch einerseits die aufgrund einer verfrühten Zündung vor dem Todpunkt hervorgerufene Gegendrücke vermieden werden und andererseits die Mischung während einer langen Zeit verbrannt wird, wodurch die Verbrennung verbessert wird.
  4. Kontrollverfahren der Kolbenbewegung gemäss Patentanspruch 1 für einen Dieselmotor, gekennzeichnet dadurch, dass die Einspritzung des die Verbrennung hervorrufenden Treibstoffs während der Unterbrechung der Kolbenbewegung auf seinem oberen Todpunkt erfolgt, um Gegendruck vor dem oberen Todpunkt, aufgrund des, durch die Zündung des Dieseltreibstoffs bei seiner Einspritzung hervorgerufenen Druckanstiegs, zu vermeiden.
  5. Kontrollverfahren der Kolbenbewegung gemäss einer der Patentansprüche 1 bis 3, gekennzeichnet dadurch, dass die Schließ- oder Öffnungsoperationen für Auslassen oder Einlassen während mindestens eines Teils der Kolbenwegunterbrechung auf seinem oberen Todpunkt erfolgen.
  6. Vorrichtung zur Einsetzung eines Verfahrens gemäss eines der Patentansprüche 1 bis 5, gekennzeichnet dadurch, dass die Kolbenbewegung durch einen Druckhebel hervorgerufen wird, der sich aus einem ersten Arm (4) und einem zweiten Arm (3) zusammensetzt, die untereinander durch eine bewegliche gemeinsame Achse (5) artikuliert sind, zwischen denen ein zweiter Arm (4), um eine unbewegliche Achse (5) montiert ist, unterschiedlich der beweglichen Achse (5), jedoch beiden Armen (3,4) gemein ist, zwischen welchen ein erster Arm (3) ein freies Endstück besitzend und mit seinem artikulierten Endstück gegenüber der gemeinsamen beweglichen Achse (5) liegt, welche mit der Kolbenachse (1) verbunden ist, die sich gemäss der Zylinderachse (2), wenn eine Kraft auferlegt wird, auf der, den beiden Druckhebelarmen gemeinsamen beweglichen Achse (5) bewegt, welcher Druck über eine Steuerstange (7) ausübt, welche die, den beiden Armen des Druckhebels (3, 4) gemeinsame bewegliche Achse (5) mit dem Zapfen (8) einer seitlich zur Bewegungsachse des Kolbens (1) eingebauten Kurbelwelle (9) verbindet. Die besagte Steuerstange (7) ruft die Drehung der Kurbelwelle hervor, sobald die Kräfte auf den Kolben (1) ausgeübt werden, während der Motorzeit zum Beispiel, wodurch, wenn beide Arme (3, 4) des Druckhebels gemäss der Achse (X-X') ausgerichtet sind, die Position der unbeweglichen Schwenkachse (6) des zweiten Arms (3) einen Winkel (A) zwischen der Bewegungsachse des Kolbens (1) im Zylinder (2) bestimmt, und die seitliche Positionierung der Drehachse (10) der Kurbelwelle (9) einen anderen Winkel (B) zwischen der Steuerstange (7) und der Angleichsachse (X-X4) der beiden Arme (3, 4) des Druckhebels bestimmt, wobei die somit bestimmten beiden Winkel (A, B) positiv, negativ oder nicht gleichzeitig null sein können.
  7. Vorrichtung gemäss vorhergehenden Patentanspruch, gekennzeichnet dadurch, dass die Winkelvariationen der Winkel (A, B), einerseits durch die Angleichsachse (X-X') der beiden Arme (3, 4) des Druckhebels und der Bewegungsachse des Kolbens, und andererseits zwischen der Angleichsachse der beiden Arme (3, 4) des Druckhebels und der Steuerstange (7), der Länge der Steuerstange (7) und der beiden Arme (3, 4) des Druckhebels gebildet, die allgemeine Kinematik der Vorrichtung bedingen und den Wert des Drehwinkels der Kurbelwelle (8) bestimmen, während welchem die Kolbenbewegung auf ihrem oberen Todpunkt unterbrochen wird.
  8. Vorrichtung gemäss Patentanspruch 6 oder 7, gekennzeichnet dadurch, dass zwecks Ausgleichsoperationen, der erste Arm (4) des Druckhebels über seine unbewegliche Achse (6) hinaus verlängert wird, um den ersten Am (4A) eines anderen Druckhebels (3A, 4A) zu bilden, Spiegelbild des besagten Druckhebels (3, 4), der sich aus diesem ersten Arm (4A) und einem zweiten (3A), um eine gemeinsame bewegliche Achse (5A) herum artikuliert, zusammensetzt, wobei das freie Endstück (1B) des zweiten Arms ein Gewicht (15, 1C) trägt, das sich auf einer parallel zur Bewegungsachse des Kolbens (1) befindlichen Achse bewegt, so dass im Vergleich zur besagten unbeweglichen Artikulationsachse (6), die Trägheit der zweiten Arme (4, 4A,) um die unbewegliche Achse (6) artikuliert, die, den Armen der Druckhebel (3, 3A, 4, 4A) gemeinsamen beweglichen Achsen (5, 5A) und die zweiten Arme (3, 3A), die mit dem Kolben (1) und dem Gewicht (15, 1C) verbunden sind, sowie die Trägheit des Kolbens (1) und die des Gewichts (15, 1C) untereinander identisch sind.
  9. Vorrichtung gemäss des vorhergehenden Patentanspruchs, gekennzeichnet dadurch, dass das Ausgleichsgewicht ein anderer Kolben (1C) ist, der von Gewicht, Trägheit und Funktion dem besagten Kolben (1)identisch ist.
EP98951534A 1997-10-17 1998-10-16 Verfahren und vorrichtung zum kontrollieren der hubkolben bewegung und ausgleichesvorrichtung Expired - Lifetime EP1023531B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
SI9830487T SI1023531T1 (en) 1997-10-17 1998-10-16 Method for controlling machine piston movement, implementing device and balancing of said device

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9713313A FR2769949B1 (fr) 1997-10-17 1997-10-17 Procede de controle du mouvement de piston de machine, dispositif de mise en oeuvre et equilibrage du dispositif
FR9713313 1997-10-17
PCT/FR1998/002227 WO1999020881A1 (fr) 1997-10-17 1998-10-16 Procede de controle du mouvement de piston de machine, dispositif de mise en oeuvre et equilibrage du dispositif

Publications (2)

Publication Number Publication Date
EP1023531A1 EP1023531A1 (de) 2000-08-02
EP1023531B1 true EP1023531B1 (de) 2003-06-18

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EP98951534A Expired - Lifetime EP1023531B1 (de) 1997-10-17 1998-10-16 Verfahren und vorrichtung zum kontrollieren der hubkolben bewegung und ausgleichesvorrichtung

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EP (1) EP1023531B1 (de)
JP (1) JP2001521094A (de)
KR (1) KR20010024419A (de)
CN (1) CN1272162A (de)
AP (1) AP2000001775A0 (de)
AT (1) ATE243298T1 (de)
AU (1) AU741127B2 (de)
BG (1) BG104244A (de)
BR (1) BR9813084A (de)
CA (1) CA2306412A1 (de)
CZ (1) CZ295735B6 (de)
DE (1) DE69815705T2 (de)
DK (1) DK1023531T3 (de)
EA (1) EA200000423A1 (de)
ES (1) ES2210833T3 (de)
FR (1) FR2769949B1 (de)
HU (1) HUP0003919A3 (de)
IL (1) IL135681A0 (de)
NO (1) NO20001698L (de)
NZ (1) NZ504459A (de)
OA (1) OA12308A (de)
PL (1) PL340071A1 (de)
PT (1) PT1023531E (de)
SK (1) SK3962000A3 (de)
TR (1) TR200001032T2 (de)
UA (1) UA49973C2 (de)
WO (1) WO1999020881A1 (de)
YU (1) YU21700A (de)

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FR2821646B1 (fr) * 2001-03-05 2003-07-25 Guy Negre Piston de moteur ou d'autres machines
FR2821643B1 (fr) * 2001-03-05 2003-05-30 Guy Negre Chambre d'expansion de moteur a air comprime
JP4119151B2 (ja) * 2001-06-27 2008-07-16 本田技研工業株式会社 内燃機関
FR2831598A1 (fr) 2001-10-25 2003-05-02 Mdi Motor Dev Internat Groupe motocompresseur-motoalternateur a injection d'air comprime additionnel fonctionnant en mono et pluri energies
FR2837530B1 (fr) 2002-03-21 2004-07-16 Mdi Motor Dev Internat Groupe de cogeneration individuel et reseau de proximite
FR2838769B1 (fr) 2002-04-22 2005-04-22 Mdi Motor Dev Internat Detendeur a debit variable et distribution par soupape a commande progressive pour moteur a injection d'air comprime fonctionnant en mono et pluri energie et autres moteurs ou compresseurs
GB2392475A (en) * 2002-08-27 2004-03-03 Edward Allen I.c. engine connecting rod arrangement
FR2856111B1 (fr) * 2003-06-11 2005-08-05 Renault Sa Moteur a combustion interne a taux de compression variable
FR2862349B1 (fr) * 2003-11-17 2006-02-17 Mdi Motor Dev Internat Sa Moteur a chambre active mono et/ou bi energie a air comprime et/ou energie additionnelle et son cycle thermodynamique
JP4964598B2 (ja) * 2004-01-12 2012-07-04 リキッドピストン， インコーポレイテッド 混成サイクル燃焼エンジンおよび方法
KR100567255B1 (ko) * 2004-04-27 2006-04-03 현대모비스 주식회사 오디오/비디오 시스템 구동부의 기어열 샤프트 변형 방지구조
JP2007120429A (ja) * 2005-10-28 2007-05-17 Toyota Central Res & Dev Lab Inc 内燃機関及び圧縮機
FR2904054B1 (fr) 2006-07-21 2013-04-19 Guy Joseph Jules Negre Moteur cryogenique a energie thermique ambiante et pression constante et ses cycles thermodynamiques
CA2657959A1 (en) 2006-08-02 2008-02-07 Liquidpiston, Inc. Hybrid cycle rotary engine
KR20110040978A (ko) 2008-08-04 2011-04-20 리퀴드피스톤 인크. 정적 열량 부가 엔진 및 방법
WO2012135556A2 (en) 2011-03-29 2012-10-04 Liquidpiston, Inc. Cycloid rotor engine
CA2937517C (en) 2013-01-25 2021-01-12 Liquidpiston, Inc. Air-cooled rotary engine
CN103233824B (zh) * 2013-04-28 2015-08-26 李宜平 一种发动机控容恒压***
KR101418469B1 (ko) * 2013-07-04 2014-07-16 주식회사 지엔테크 시린지 펌프
CN114810342B (zh) * 2022-04-24 2023-04-25 杨哲 一种内燃机的定容加热循环结构

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Also Published As

Publication number Publication date
PL340071A1 (en) 2001-01-15
OA12308A (fr) 2006-05-12
YU21700A (sh) 2001-09-28
DK1023531T3 (da) 2003-10-06
CN1272162A (zh) 2000-11-01
DE69815705D1 (de) 2003-07-24
SK3962000A3 (en) 2002-03-05
AU741127B2 (en) 2001-11-22
BR9813084A (pt) 2000-08-22
DE69815705T2 (de) 2004-06-03
CA2306412A1 (fr) 1999-04-29
UA49973C2 (uk) 2002-10-15
IL135681A0 (en) 2001-05-20
ATE243298T1 (de) 2003-07-15
NO20001698D0 (no) 2000-04-03
PT1023531E (pt) 2003-11-28
CZ2000930A3 (cs) 2000-12-13
FR2769949A1 (fr) 1999-04-23
NO20001698L (no) 2000-05-29
EA200000423A1 (ru) 2000-12-25
CZ295735B6 (cs) 2005-10-12
WO1999020881A1 (fr) 1999-04-29
ES2210833T3 (es) 2004-07-01
EP1023531A1 (de) 2000-08-02
HUP0003919A2 (hu) 2001-04-28
BG104244A (bg) 2000-10-31
AU9751198A (en) 1999-05-10
HUP0003919A3 (en) 2002-02-28
FR2769949B1 (fr) 1999-12-24
AP2000001775A0 (en) 2000-04-16
JP2001521094A (ja) 2001-11-06
TR200001032T2 (tr) 2000-07-21
KR20010024419A (ko) 2001-03-26
NZ504459A (en) 2000-12-22

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