EP1238189B1 - Device for modifying compression rate to optimize operating conditions of reciprocating piston engines - Google Patents
Device for modifying compression rate to optimize operating conditions of reciprocating piston engines Download PDFInfo
- Publication number
- EP1238189B1 EP1238189B1 EP00985347A EP00985347A EP1238189B1 EP 1238189 B1 EP1238189 B1 EP 1238189B1 EP 00985347 A EP00985347 A EP 00985347A EP 00985347 A EP00985347 A EP 00985347A EP 1238189 B1 EP1238189 B1 EP 1238189B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- axis
- crankshaft
- eccentric
- point
- articulated
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
- F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
-
- 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
- F02B75/045—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable connecting rod length
-
- 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
-
- 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
- F02B75/047—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of variable crankshaft position
-
- 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
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
- F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
Definitions
- the present invention relates to a device, a reagent and consuming very little energy, to continuously optimize the compression ratio including reciprocating piston engines.
- This invention is especially relevant to improve the fuel efficiency of engines that are not used permanently at maximum load or using multiple fuels different octane numbers.
- This invention is compatible with a very weak level of pollution and is particularly suitable for reciprocating piston engines whose cylinders are arranged either flat, V or line.
- compression ratio refers to the geometric of compression of an internal combustion engine with reciprocating pistons.
- Continuous optimization of the compression ratio is relevant to reduce the fuel consumption and the contribution to the greenhouse effect for where the engines are not fully loaded and for engines that use multiple fuels of different octane number.
- Continuous optimization of compression ratio is relevant to maintain a compression-ignition mode engine of a premix of oxidizer and fuel.
- Such a mode of operation described in particular in WO 99 42718 A, makes it possible to achieve a very low level of oxide emission. nitrogen.
- the optimization of the compression ratio is compatible with the common systems for reducing emissions of nitrogen oxides, such as exhaust gas recirculation (EGR) or catalysts for nitrogen oxides.
- EGR exhaust gas recirculation
- WO 99 13206 A describes an example.
- the sliding of this part must be ensured in the presence of gases in the process of combustion. Interstices should be kept to a minimum to limit unburned.
- the moving part takes place with the valves in the cylinder head and participates to the shape of the combustion chamber.
- US Pat. No. 2,770,224 mentions a motor, whose block divided into two articulated parts makes it possible to vary the distance between each piston and the cylinder head corresponding.
- WO 93 23664 A discloses a solution for enslaving this type of device.
- the separation effort of the two parts of the engine block is used to reduce the compression ratio and to store energy. energy stored is then used to increase the compression ratio when the engine load decreases. Operating hysteresis is limited by energy supplied by an actuator.
- the structure of the engine block is designed and sized to ensure the mechanical strength of the connection between the two articulated parts of the block engine as well as to minimize vibration.
- WO 95 29329 A discloses a device comprising two eccentric at the head of each connecting rod.
- the angular setting of these two eccentrics is a function of the load of the motors and allows to change the distance between each piston and the corresponding cylinder head.
- One category of solutions consists in modifying the length of the connecting rod, by example by adding a joint that changes the straightness of the connecting rod.
- the patents EP 0 520 637 A and DE 195 02 820 A can be classified in this category of solutions. Additional parts that transmit the efforts between crankshaft pistons and crank pins must be designed and sized to consequence to ensure the required reliability.
- WO 91 10051 A discloses an eccentric placed between the foot of each connecting rod and the crankpin corresponding crankshaft, whose angular setting is obtained through gears. These gears must be designed and constructed to ensure longevity as well as the required operating silence.
- JP 7527/90, JP 7528/90, JP 125166/90 and EP 0 438 121 A1 have eccentric, mounted either at the top or at the bottom of each connecting rod, whose position angular is hydraulically actuated and stabilized by a removable finger.
- This finger must be designed and sized to ensure the required reliability and durability. This device allows a discreet adjustment of the compression ratio.
- the subject of the invention is a continuous optimization device the compression ratio, in ranges determined by construction, in particular for engines with cylinders either in line, V or flat.
- the invention has the advantage as far as the necessary technologies are concerned, to be compatible with current technologies used industrially for cylinder heads, engine blocks, crankshafts and their connections to transmissions. It also has the advantage with regard to its implementation, allow the use of technologies similar to technologies already controlled and reliability on reciprocating piston engines.
- the particular modes of realization according to the invention has other advantages mentioned later in this description.
- the present invention applies to piston internal combustion engines alternative animated by a crankshaft.
- Each of these engines has one or a plurality of combustion chambers and a housing.
- the crankcase is defined for the this description and the claims as the part (or rigid assembly of parts) which ensures (s) the connection between the combustion chamber (s) and the fixed parts of the bearings of the crankshaft.
- the axis of rotation of the trunnions crankshaft is called the axis of the crankshaft.
- These engines also include a (or more) breech (s) which is (are) distinct or monoblock with the casing.
- Each piston is linked to a crankpin crankpin in particular by an axis of piston, a connecting rod and an eccentric placed between the foot of this rod and the crank pin corresponding crankshaft.
- Changing the compression ratio of each combustion chamber is obtained through the modification of the distance between the axis of the crankshaft and the axis of the connecting rod foot.
- the modification of each of these distances is controlled by the angular setting of the eccentrics supra.
- a piston is at the top dead center for every complete revolution of the crankshaft, when the distance is minimal between this piston and the corresponding cylinder head.
- the process according to the invention is applied to each combustion chamber whose modification of the compression ratio is sought.
- the embodiments according to the invention relate to the geometrical characteristics exact cited in the process. However, any realization is made with deviations from the exact values. These possible deviations from exact geometric characteristics are within compatible tolerances with the possibilities of achievements according to the process and allow a good engine operation.
- the movable point plane, the projection plane and the lever plane are defined with respect to the axis of the crankshaft. But the crankshaft and its axis do not have possibility of axial translation relative to the housing. The plane of the moving point, the projection plane and the lever plane therefore always have the same positions relative to the housing.
- the displacements of the articulated axis, of the axis fixed at the eccentric, the moving point and the point of articulation are displacements relative to the crankcase.
- the method is therefore compatible with devices for which the operation induces a variation of the distance between the point of articulation and the axis of the crankpin corresponding crankshaft.
- the method is also compatible with devices which do not allow variation of the distance between the point of articulation and the axis the crankpin corresponding crankshaft.
- the angular setting of the eccentric on his crank pin is dependent on angular setting of the axis fixed to the eccentric and the articulated axis with respect to the casing.
- the direction between these two distinct positions of the moving point not being parallel to the direction of the articulated axis and the axis attached to the eccentric when the piston is at top dead center corresponds to two different angular wedges of the articulated axis, the axis attached to the eccentric and the eccentric, relative to the housing.
- At these two angular wedges corresponds to two different compression ratios except for the cases where these two angular wedges correspond to the same distance between the axis of the crankshaft and the axis of the small end.
- the point mobile and the point of articulation are in the same plane perpendicular to the axis of the crankshaft.
- the moving point is coincident with the point hinge.
- the moving point plane is confused with the projection plane.
- the articulated axis and the axis fixed at the eccentric are in the same plane perpendicular to the axis of the crankshaft.
- the articulated axis and the axis fixed to the eccentric are merged.
- the projection plane and the lever plane are confused. All possible combinations between applications The aforementioned particulars are applications of the method.
- the moving point is driven in translation by a point whose displacement has parallel components and perpendicular to the plane of the moving point.
- the compression rate is measured through the measurement of a physical quantity that calculates this compression ratio, for example: displacement measurement of the articulation point.
- Other physical quantities measured by this process are part of the physical quantities usually taken into account for piloting internal combustion engines with reciprocating pistons.
- the parameters ordered engine to maximize fuel efficiency and minimize emissions pollutants, other than the compression ratio, are part of the parameters normally used for the control of internal combustion engines reciprocating pistons.
- the process described above is completed, on the one hand by the calculation in the second phase: quantities of air and allowed fuel for combustion as well as the trigger angle of the according to the values of physical quantities which characterize the operation of the engines measured in the first phase, in particular the compression, on the other hand by the order in the third phase of the devices for obtaining the quantity of air admitted, the quantity of fuel allowed, of the trigger angle of combustion, so as to converge the values of these three parameters ordered to the values calculated in the second phase depending in particular on the compression ratio.
- the dosage of the amount of air admitted for light loads has several advantages.
- the temperature at the end of combustion can be lower and therefore favor mechanical longevity, energy efficiency and the fight against nitrogen oxides. It is also a relevant parameter to maintain an engine in compression ignition mode of an oxidant premix and fuel. It should be noted that the air intake dosage obtained by adjusting the calibration intake valves is relevant to limit pressure drops on admission.
- the device according to the invention integrated with an internal combustion engine with reciprocating pistons driven by a main crankshaft with an eccentric placed between the foot of each connecting rod and the corresponding crankpin crankpin principal is characterized in that each eccentric placed between the foot of each connecting rod and the corresponding crankpin of the main crankshaft is oriented using a rod whose direction is articulated on a pivot.
- the rod for each eccentric placed between a small end and the corresponding crankpin of the main crankshaft, the rod is attached to the eccentric and part of this rod slides in an articulated part on the axis of the pivot.
- This pivot is fixed or articulated, either on a slider or on the arms articulated of a pendulum.
- the slide or the pendulum is guided by a system of guidance and enslaved in position. The whole is built to respect, during the operation, geometric characteristics within tolerances compatible with the possibilities of realization as well as with the good operation device and motor.
- the axis of the sliding part of the rod is in a plane perpendicular to the axis of the main crankshaft
- the movements of the pivot, the slider or the articulated arms are made in planes perpendicular to the axis of the main crankshaft
- the axis of the pivot is parallel to the axis of the main crankshaft.
- part of the rod slides in a piece of solidarity with the eccentric.
- This sliding rod is also solidary with an articulated part on the axis of the pivot.
- This pivot is fixed or articulated, either on a slider, either on the articulated arms of a pendulum.
- the slide or the pendulum is guided by a guidance system and enslaved in position. The whole is built to respect, during operation, geometrical characteristics within tolerances compatible with the possibilities of realization as well only with the proper functioning of the device and the motor.
- the axis of the sliding part of the rod is in a plane perpendicular to the axis of the main crankshaft
- the movements of the pivot, slider or articulated arms are made in planes perpendicular to the axis of the main crankshaft
- the axis of the pivot is parallel to the axis of the crankshaft main.
- each eccentric placed between a small end and the corresponding pin of the main crankshaft is oriented by means of a rod whose direction is articulated on a patella.
- the guide system, the pivot or the ball, the slider or the pendulum, defined above comply with the characteristics described in preceded according to the invention for the moving point, the point of articulation, the plane of the moving point and the projection plane.
- the pivot or the patella forms a point articulation, its movements and movements of the slide or each articulated pendulum arm form planes perpendicular to the axis of the main crankshaft; these plans correspond to the definition of the projection plan and the plane of the moving point.
- Several points of the slide and the pendulum correspond to the definition of the moving point.
- the projection of the direction of the stem on the plane of projection corresponds to the definition of the articulated axis.
- the displacement of any point of the eccentric during the rotation of the Main crankshaft defines a plane that corresponds to the definition of the lever plane.
- the projection of the direction of the rod on the plane of the lever corresponds to the definition of the axis fixed to the eccentric.
- the engine comprises an electronic computer.
- the position of slide or articulated arms, for each eccentric placed between a foot of connecting rod and the corresponding crankpin of the main crankshaft, is calculated by the electronic calculator, taking into account in particular the possibilities defined by the mechanical construction of the engine.
- the fourth list of characteristics described in this paragraph can complete the device according to the invention or its variant of construction, alone or associated with any of the other three lists of complementary features mentioned above.
- an actuator uses a part of the enthalpy of the exhaust gases to help change the rate of compression.
- the device according to the invention in one any of the versions described above, incorporates the characteristic described in previous paragraph.
- At least one turbine powered by gases exhaust is used to change the compression ratio of the engine.
- the device according to the invention in one any of the versions described above, incorporates the characteristic described in previous paragraph.
- a hydraulic actuator allows to actuate the device for modifying the compression ratio.
- a gas cylinder acts on an overpressure jack to provide hydraulic pressure to change the compression ratio of the engine. This design offers a greater choice for placing the gas actuator.
- the eccentric placed between the connecting rods and the main crankshaft crank pins are integral with one or several fingers and this or these fingers are all oriented towards a half-space defined by a plane integral with the eccentric, this plane containing the axis of the crankpin.
- two eccentrics are secured, with an angular offset, so that the axes of their diameter interior are confused.
- This design allows you to change the compression ratio of two cylinders coupled on the same crankpin main crankshaft.
- FIG. 1 represents the foot of a connecting rod (6) in which there is a eccentric (8) mounted on a crankpin (5) of the main crankshaft (4) of an engine reciprocating piston.
- the arms (3) of the main crankshaft (4) connect the crank pin (5) to trunnion (2).
- the other elements of Figure 1 are constructed following the prescriptions of the method according to the invention.
- Plans (7), (9) and (10) are positioned perpendicular to the axis (1) of the main crankshaft (4); they did not no possibility of translation relative to the axis (1) of the main crankshaft (4); they respectively represent the lever plane (7), the projection plane (9) and the plane of the moving point (10).
- Point (12) is placed in the plane of the moving point (10); this point represents the moving point (12).
- the projection of the moving point (12) in a direction (13) on the projection plane (9) defines the point (14); this point represents the point of articulation (14).
- the geometric axis (15) is contained in the projection plane (9) at a fixed distance from the point of articulation (14) represented by the line (11); the geometric axis (15) is articulated around the hinge point (14); this geometric axis (15) represents the articulated axis (15).
- the geometric axis (16) is contained in the lever plane (7); he is parallel to the articulated axis (15) and fixed to the eccentric (8).
- the geometric axis (16) represents the axis attached to the eccentric (16); its distance from the articulated axis (15) must remain constant during operation.
- the direction between these two positions not being parallel to the direction of the articulated axis (15) and the axis the eccentric (16) corresponds to two different compression ratios of the chamber corresponding combustion, except for the particular case where these two positions do not change the distance between the axis (1) of the main crankshaft (4) and the axis of the foot connecting rod (6).
- the motor (20) in which the method and the device operate comprises at least one yoke (21), (21a), (21b), a combustion chamber, a main crankshaft (4), a housing (24) which solidarises the chamber or chambers of combustion at the fixed part of the bearings (51) of the main crankshaft (4).
- the device according to the invention makes it possible to modify the compression ratio of each combustion chamber which comprises a piston (22), (22a), a jacket (23), (23a), (23b), a connecting rod (6), (6a), (6b), an eccentric (8), (8a), (8b) fixed between the crankpin (5) of the main crankshaft (4) and the foot of the ball (6), (6a), (6b).
- the device for modifying the compression ratio makes it possible to orient each eccentric (8), (8a), (8b) placed between the foot of a connecting rod (6), (6a), (6b) and the crankpin (5) corresponding to the main crankshaft (4) of the engine (20) using a rod (35) whose direction is articulated on a pivot (29).
- the rod (35) is integral with the eccentric (8), (8a), (8b), a cheek (50) and a finger (90); this finger (90) is oriented towards a half-space defined by a plane (110) integral with the eccentric (8), (8a), (8b), this plane containing the axis of the crankpin (5) of the crankshaft principal (4).
- the rod (35) slides in the articulated part (30) fixed to the pivot (29).
- the pivot (29), represented by a dashed circle in FIG. 8, is hinged in the articulated arms of a pendulum (39).
- the balance guide system (39) comprises the pivot axis (38) represented by a dashed circle on the 8.
- the balance (39) pivots during operation around this axis of pivoting (38).
- the position of the pivot axis (38) allows operation without interference with the moving motor unit (20). The whole is built to respect during the operation of geometric characteristics within tolerances compatible with the possibilities of realization as well only with the proper functioning of the device and the motor.
- the axis of the sliding part of the rod (35) is in a lever plane (7) perpendicular to the axis (1) of the main crankshaft (4)
- the movements of the pivot (29) and the articulated arms of the balance (39) are realized in projection planes (9) and movable point planes (10) perpendicular to the axis (1) of the main crankshaft (4)
- the axis of the pivot (29) is parallel to the axis (1) of the main crankshaft (4).
- the articulated arms of the balance (39) are slaved into position thanks to the device described below.
- a gear is attached to one of the arms articulated beam (39).
- the other articulated arms of the balance (39) are secured in rotation to this gear by the sleepers (31).
- the aforementioned gear meshes the screw (32).
- the screw (32) is guided in rotation in the housing (24) and coupled in rotation to two turbines (26) and (81) via two speed reducers (27) and (80).
- the mounting directions of the two turbines (26) and (81) are made so that one of the two turbines (26) provides the screw (32) with a torque in the opposite direction to the torque provided by the other turbine (81).
- These two turbines (26) and (81) are fed by the exhaust gases of the motor (20) through pipelines and slave valves, not shown. These valves are controlled by a motor calculator (20) in order to converge the compression ratio of the engine (20) to the values calculated by this calculator.
- Figure 8 shows the preferred way to realize the applied invention. to a motor whose cylinders are arranged in V.
- This preferred way for realize the invention also applies to engines whose cylinders are arranged in line, in opposition, or in several V.
- Figure 3 shows, for an in-line engine, an eccentric orientation device (8) comprising a rod integral with the eccentric (8) articulated on the pivot (29), this pivot (29) being articulated on the articulated arms of a pendulum (39).
- the mobile crew is balanced by the balancing masses (25).
- each pivot (29) consists either in articulating each pivot (29) in a slide (28), or in fasten each pivot (29) in a slider (28).
- the guidance system of each slider (28) comprises for example a rectilinear guide (33) whose direction of guidance is contained in projection planes (9) and movable point planes (10) perpendicular to the axis (1) of the main crankshaft (4).
- This other way for guiding the pivot (29) is illustrated in Figures 2 and 9.
- Figure 9 relates to an engine with opposed cylinders.
- the rod (35) is integral with the eccentric (8a) and articulated on the ball (91).
- the ball (91) is guided in the slide (28).
- a way of limiting the number of actuators of a motor (20) equipped with several cylinders and a device for modifying the compression ratio with several slides (28), consists in linking the slides (28) to each other by means of sleepers (31). Two slides (28) are each driven by a screw (32). The two screws (32) are connected by a kinematic chain in order to obtain displacements identical for all slides (28).
- FIG. For each eccentric (8), (8a), (8b) placed between a small end (6) and the crankpin (5) corresponding to the main crankshaft (4), the rod (35) is integral with the eccentric (8) and an articulated part (61) guided in rotation on the axis of the pivot (29a), (29b), (29c).
- the pivots (29a), (29b), (29c) constitute crank pins of a crankshaft orientation.
- This orientation crankshaft is formed of pivots (29a), (29b), (29c), the levers (41) connecting the pivots (29a), (29b), (29c) to the trunnions (42) corresponding of this crankshaft orientation.
- crankshaft orientation is guided and oriented by a guiding system which comprises an articulated frame (60) around an axis coincident with the axis of the main crankshaft (4).
- the levels of crankshaft orientation are attached to the frame (60).
- the guidance system and the crankshaft orientation are built to respect, during operation, geometric characteristics within tolerances compatible with the possibilities of realization as well as with the good functioning of the device and of the motor.
- each pivot (29a), (29b), (29c) are made in the projection plane (9) perpendicular to the axis (1) of the main crankshaft (4), each pivot (29a), (29b), (29c) and the axis of the crankshaft of orientation are parallel to the axis (1) of the crankshaft the main axis (4), the axis of articulation of the chassis coincides with the axis (1) of the main crankshaft (4), the length of the levers (41) of each crankpin crankshaft which constitutes the pivots (29a), (29b), (29c) is equal to the length of the levers (3) of the corresponding crankpin (5) belonging to the crankshaft the main crankshaft (4) is rotatably connected to the main crankshaft (4) so that the levers (41) and (3) of the crank pins of these two crankshafts corresponding to the same combustion chamber are always parallel, this This feature is achieved by the fact that the main crankshaft (4) and the steering cranks
- either the slide (28), the arm-joints of the balance (39), or the frame (60) can be driven by a screw (32) coupled to a single turbine (26) via a speed reducer (27) and a brake (34) driven by the engine calculator.
- the pitch of the screw (32) is such that the mechanical drive is reversible.
- the direction of assembly of the turbine (26) makes it possible to increase the rate compression.
- the brake (34) controls the direction of change the compression ratio or stop this change.
- the mechanism for modifying the compression ratio represented on the Figure 9 is driven by a hydraulic cylinder (93).
- This hydraulic cylinder is fed by the pipes (55) and (56). It is linked to the slide (28) by via the rod (92).
- FIGs 4 and 5 show another way to realize the invention.
- the rod (35) is integral with the eccentric (8) and slides in the articulated part (30) guided on the pivot (29).
- the pivots (29) constitute crank pins of a crankshaft orientation.
- This steering crankshaft is formed of pivots (29), levers (41) connecting the pivots (29) corresponding to the trunnions (42) of this orientation crankshaft.
- This steering crankshaft is guided in bearings (43) whose fixed parts are integral with the housing (24).
- This orientation crankshaft is linked in rotation to main crankshaft (4) with a toothed belt, not shown, and two pulleys (53) and (57) of the same diameter and having the same number of teeth.
- the angular setting of the crankshaft orientation relative to the main crankshaft (4) can be modified during operation by means of the variable setting device (54).
- the variable setting device (54) is hydraulically actuated; he is supplied with hydraulic fluid via the lines (55) and (56).
- the hydraulic cylinder (93) or the variable setting device (54) can be powered by a hydraulic pump, not shown in the figures.
- FIG. 10 Another way to supply liquid under pressure to the jack hydraulic valve (93) or the variable setting device (54) is shown in FIG. 10.
- a gas cylinder (103) actuates an overpressure cylinder (106).
- Pipelines (100a), (100b) of the chambers (102a), (102b) of the gas cylinder (103) are controlled by valves (101a), (101b) and supplied with exhaust gas.
- the outlet pipes (105a), (105b) are controlled by valves (104a), (104b) and connected to the open air.
- Each of the two chambers (107a), (107b) of the overpressure ram (106) is connected to a hydraulic supply line (55) or (56) of the hydraulic cylinder (93) or the variable setting device (54), by via two parallel branches, one of which is equipped with a valve (108c), (108b) and the other of a valve (108a), (108d) and a non-return valve (109a), (109b).
- This non-return valve (109a), (109b) stops the flow of liquid hydraulic in the corresponding branch to the presser cylinder (106).
- the two chambers (107a), (107b) of the presser (106) are also connected to a hydraulic reserve via two check valves (109c), (109d).
- the mounting direction of these two flaps anti-return device (109c), (109d) allows only the passage of the liquid from the hydraulic reserve to the presser (106). This assembly makes it possible to fill the overpressure in case of leakage, within the limit of the capacity of the oil reserve.
- the outlet pipes (105a), (105b) of the gas cylinder (103) are connected to the suction of the engine (20). This variant is not shown in the figures.
- the eccentrics (8), (8a), (8b) are formed of two half-shells (121) and (122). This construction shown in Figures 11 to 14 facilitates assembly.
- FIGs 11 to 12 show the rigid connection between the rod (35) and the eccentric (8), (8a), (8b).
- This rigid connection between the rod (35) and the eccentric (8), (8a), (8b) comprises a plate (52), one or more fingers (90) and one or several cheeks (50).
- the plate (52) forms the interface between the rod (35) and the fingers (90).
- the finger or fingers (90) are extended by the cheeks (50).
- the finger or fingers (90) are outside the size of the connecting rod cap and connects the plate (52), while the cheeks (50) are integrated partially or totally in the thickness of the foot of the connecting rod 6 or the connecting rod cap 6 and connects the eccentrics (8), (8a), (8b).
- the finger or fingers (90) integral with the cheeks (50) are all oriented towards a half-space defined by a plane (110) integral with the eccentric (8), (8a), (8b), this plane containing the axis (120) of the inside diameter of the eccentric (8), (8a), (8b).
- This half space is symbolized in Figure 11 by the rectangle (111).
- the axis (120) of the inside diameter of the eccentric (8), (8a), (8b) coincides with the axis of the crankpin (5) of the main crankshaft (4) when these parts are assembled on the motor (20)
- Figures 12 to 14 show several ways of building the link between two eccentrics (8a), (8b) contiguous and the rod (35).
- the cheeks (50) separate the two eccentrics (8a), (8b).
- two cheeks (50) are fixed releasably on the half shell (122) the most close to the rod (35).
- the two cheeks (50) are placed on either side of the set formed of two eccentric (8a), (8b) contiguous.
- the half shell (121) is fixed to the half-shell (122) by fixing screws (130).
- This invention can be applied to engines and reciprocating compressors crankshaft-powered alternators, including combustion chambers or compression chambers are arranged either in line, in opposition, or in V, either according to a plurality of V.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Description
La présente invention concerne un dispositif, réactif et consommant très peu d'énergie, pour optimiser continûment le taux de compression notamment des moteurs à pistons alternatifs. Cette invention est spécialement pertinente pour améliorer le rendement énergétique des moteurs qui ne sont pas utilisés en permanence à leur charge maximale ou qui utilisent des carburants multiples d'indices d'octane différents. Cette invention est compatible avec un très faible niveau de pollution et s'adapte notamment aux moteurs à pistons alternatifs dont les cylindres sont disposés soit à plat, soit en V, soit en ligne. Dans le présent document, la désignation notée « taux de compression » désigne le taux géométrique de compression d'un moteur à combustion interne à pistons alternatifs.The present invention relates to a device, a reagent and consuming very little energy, to continuously optimize the compression ratio including reciprocating piston engines. This invention is especially relevant to improve the fuel efficiency of engines that are not used permanently at maximum load or using multiple fuels different octane numbers. This invention is compatible with a very weak level of pollution and is particularly suitable for reciprocating piston engines whose cylinders are arranged either flat, V or line. In the present document, the denoted "compression ratio" refers to the geometric of compression of an internal combustion engine with reciprocating pistons.
L'optimisation continue du taux de compression est pertinente pour réduire la consommation de carburant et la contribution à l'effet de serre pour les domaines d'utilisation où les moteurs ne sont pas à pleine charge et pour les moteurs qui utilisent des carburants multiples d'indice d'octane différents.Continuous optimization of the compression ratio is relevant to reduce the fuel consumption and the contribution to the greenhouse effect for where the engines are not fully loaded and for engines that use multiple fuels of different octane number.
La combustion dans les moteurs à allumage commandé utilisés à très faibles charges est plus complète lorsque le taux de compression est optimisé pendant le fonctionnement. Les émissions de mono oxyde de carbone, des hydrocarbures et des particules sont donc plus faibles.Combustion in spark ignition engines used at very low loads is more complete when the compression ratio is optimized during the operation. The emissions of mono-carbon monoxide, hydrocarbons and particles are therefore lower.
L'optimisation continue du taux de compression est pertinente pour maintenir un moteur en mode de fonctionnement à allumage par compression d'un pré-mélange de comburant et de carburant. Un tel mode de fonctionnement, décrit notamment dans le brevet WO 99 42718 A, permet d'atteindre un très bas niveau d'émission d'oxydes d'azote.Continuous optimization of compression ratio is relevant to maintain a compression-ignition mode engine of a premix of oxidizer and fuel. Such a mode of operation, described in particular in WO 99 42718 A, makes it possible to achieve a very low level of oxide emission. nitrogen.
De part ailleurs, l'optimisation du taux de compression est compatible avec les systèmes usuels de réduction des émissions des oxydes d'azote tels que les systèmes de recyclage des gaz d'échappement (EGR) ou les catalyseurs pour oxydes d'azote.Moreover, the optimization of the compression ratio is compatible with the common systems for reducing emissions of nitrogen oxides, such as exhaust gas recirculation (EGR) or catalysts for nitrogen oxides.
Diverses solutions pour modifier le taux de compression de moteurs à pistons alternatifs font partie de la technique antérieure. Une synthèse est exposée ci-dessous.Various solutions to modify the compression ratio of piston engines alternatives are part of the prior art. A summary is presented below.
Une solution connue pour faire varier le taux de compression consiste à placer une pièce mobile dans la culasse. Le brevet WO 99 13206 A en décrit un exemple. Le coulissement de cette pièce doit être assuré en présence des gaz en cours de combustion. Les interstices doivent être réduits au minimum pour limiter les imbrûlés. La pièce mobile prend place avec les soupapes dans la culasse et participe à la forme de la chambre de combustion. A known solution for varying the compression ratio is to place a moving part in the breech. WO 99 13206 A describes an example. The sliding of this part must be ensured in the presence of gases in the process of combustion. Interstices should be kept to a minimum to limit unburned. The moving part takes place with the valves in the cylinder head and participates to the shape of the combustion chamber.
Le brevet US A 2 770 224 mentionne un moteur, dont le bloc divisé en deux parties articulées permet de faire varier la distance entre chaque piston et la culasse correspondante. Le brevet WO 93 23664 A dévoile une solution pour asservir ce type de dispositif. L'effort de séparation des deux parties du bloc moteur est utilisé pour diminuer le taux de compression et pour emmagasiner de l'énergie. L'énergie emmagasinée est utilisée ensuite pour accroítre le taux de compression lorsque la charge du moteur décroít. L'hystérésis de fonctionnement est limitée par de l'énergie fournie par un actionneur. La structure du bloc-moteur est conçue et dimensionnée pour assurer la tenue mécanique de la liaison entre les deux parties articulées du bloc moteur ainsi que pour minimiser les vibrations.US Pat. No. 2,770,224 mentions a motor, whose block divided into two articulated parts makes it possible to vary the distance between each piston and the cylinder head corresponding. WO 93 23664 A discloses a solution for enslaving this type of device. The separation effort of the two parts of the engine block is used to reduce the compression ratio and to store energy. energy stored is then used to increase the compression ratio when the engine load decreases. Operating hysteresis is limited by energy supplied by an actuator. The structure of the engine block is designed and sized to ensure the mechanical strength of the connection between the two articulated parts of the block engine as well as to minimize vibration.
Le brevet WO 95 29329 A expose un dispositif comprenant deux excentriques à la tête de chaque bielle. Le calage angulaire de ces deux excentriques est fonction de la charge des moteurs et permet de modifier la distance entre chaque piston et la culasse correspondante.WO 95 29329 A discloses a device comprising two eccentric at the head of each connecting rod. The angular setting of these two eccentrics is a function of the load of the motors and allows to change the distance between each piston and the corresponding cylinder head.
Une catégorie de solutions consiste à modifier la longueur de la bielle, par exemple en ajoutant une articulation qui modifie la rectitude de la bielle. Les brevets EP 0 520 637 A et DE 195 02 820 A peuvent être classés dans cette catégorie de solutions. Les pièces supplémentaires qui transmettent les efforts entre les pistons et les manetons du vilebrequin doivent être conçues et dimensionnées en conséquence pour assurer la fiabilité requise.One category of solutions consists in modifying the length of the connecting rod, by example by adding a joint that changes the straightness of the connecting rod. The patents EP 0 520 637 A and DE 195 02 820 A can be classified in this category of solutions. Additional parts that transmit the efforts between crankshaft pistons and crank pins must be designed and sized to consequence to ensure the required reliability.
Une autre catégorie de solutions, plus particulièrement adaptée aux moteurs en ligne, comporte des excentriques montés sur les paliers de vilebrequin afin de modifier la distance entre l'axe du vilebrequin et la culasse. Les brevets FR 2 669 676 A, US-A-1 872 856, US-A-4 738 230, DE-A-3 601 528 exposent des dispositifs qui peuvent être classés dans cette catégorie. La rigidité des paliers de vilebrequin doit être compatible avec la longévité requise. Le brevet DE 297 19 343 U dévoile un dispositif pour assurer l'alignement du vilebrequin avec la transmission. Un pignon monté en bout de vilebrequin engrène une roue à denture intérieure montée sur le volant moteur. Les dents de ces engrenages doivent résister aux modes de vibrations rotatives du vilebrequin, assurer la longévité et le silence requis de fonctionnement.Another category of solutions, more particularly adapted to line, has eccentrics mounted on the crankshaft bearings to modify the distance between the crankshaft axis and the cylinder head. Patents FR 2,669,676 A, US-A-1 872,856, US-A-4,738,230, DE-A-3,601,528 disclose devices which can be classified in this category. The rigidity of the crankshaft bearings must be Compatible with the required longevity. DE 297 19 343 U discloses a device to ensure alignment of the crankshaft with the transmission. A pinion mounted in The end of the crankshaft meshes with an internal gear mounted on the flywheel. The teeth of these gears must withstand the rotational vibration modes of the crankshaft, ensure the required longevity and silence of operation.
Le brevet WO 91 10051 A mentionne un excentrique, placé entre le pied de chaque bielle et le maneton correspondant du vilebrequin, dont le calage angulaire est obtenu grâce à des engrenages. Ces engrenages doivent être conçus et réalisés pour assurer la longévité ainsi que le silence de fonctionnement requis.WO 91 10051 A discloses an eccentric placed between the foot of each connecting rod and the crankpin corresponding crankshaft, whose angular setting is obtained through gears. These gears must be designed and constructed to ensure longevity as well as the required operating silence.
Les brevets JP 7527/90, JP 7528/90, JP 125166/90 et EP 0 438 121 A1 ont trait à un excentrique, monté soit en tête soit en pied de chaque bielle, dont la position angulaire est actionnée par hydraulique et stabilisée par un doigt amovible. Ce doigt doit être conçu et dimensionné pour assurer la fiabilité et la longévité requises. Ce dispositif permet un réglage discret du taux de compression.The patents JP 7527/90, JP 7528/90, JP 125166/90 and EP 0 438 121 A1 have eccentric, mounted either at the top or at the bottom of each connecting rod, whose position angular is hydraulically actuated and stabilized by a removable finger. This finger must be designed and sized to ensure the required reliability and durability. This device allows a discreet adjustment of the compression ratio.
L'invention a pour objet un dispositif d'optimisation continue du taux de compression, dans des plages déterminées par construction, notamment pour les moteurs à cylindres soit en ligne, soit en V, soit à plat. L'invention présente l'avantage en ce qui concerne les technologies nécessaires, d'être compatible avec les technologies actuelles utilisées industriellement pour les culasses, les blocs moteurs, les vilebrequins et leurs liaisons avec les transmissions. Elle présente également l'avantage en ce qui concerne sa mise en oeuvre, de permettre l'utilisation de technologies similaires aux technologies déjà maítrisées et fiabilisées sur les moteurs à pistons alternatifs. Les modes particuliers de réalisation selon l'invention présente d'autres avantages cités dans la suite de cette description.The subject of the invention is a continuous optimization device the compression ratio, in ranges determined by construction, in particular for engines with cylinders either in line, V or flat. The invention has the advantage as far as the necessary technologies are concerned, to be compatible with current technologies used industrially for cylinder heads, engine blocks, crankshafts and their connections to transmissions. It also has the advantage with regard to its implementation, allow the use of technologies similar to technologies already controlled and reliability on reciprocating piston engines. The particular modes of realization according to the invention has other advantages mentioned later in this description.
La présente invention s'applique aux moteurs à combustion interne à pistons alternatifs animés par un vilebrequin. Chacun des ces moteurs comporte une ou une pluralité de chambres de combustion et un carter. Le carter est défini pour la présente description et les revendications comme la pièce (ou l'assemblage rigide de pièces) qui assure(nt) la liaison entre la ou les chambres de combustion et les parties fixes des paliers du vilebrequin. L'axe de rotation des tourillons du vilebrequin est appelé l'axe du vilebrequin. Ces moteurs comportent également une (ou plusieurs) culasse(s) qui est (sont), soit distincte(s), soit monobloc avec le carter.The present invention applies to piston internal combustion engines alternative animated by a crankshaft. Each of these engines has one or a plurality of combustion chambers and a housing. The crankcase is defined for the this description and the claims as the part (or rigid assembly of parts) which ensures (s) the connection between the combustion chamber (s) and the fixed parts of the bearings of the crankshaft. The axis of rotation of the trunnions crankshaft is called the axis of the crankshaft. These engines also include a (or more) breech (s) which is (are) distinct or monoblock with the casing.
Chaque piston est lié à un maneton du vilebrequin notamment par un axe de piston, une bielle et un excentrique placé entre le pied de cette bielle et le maneton correspondant du vilebrequin. La modification du taux de compression de chaque chambre de combustion est obtenue grâce à la modification de la distance entre l'axe du vilebrequin et l'axe du pied de bielle correspondant. La modification de chacune de ces distances est contrôlée par le calage angulaire des excentriques précités. Pour la description et les revendications de la présente invention, un piston est au point mort haut pour chaque révolution complète du vilebrequin, lorsque la distance est minimale entre ce piston et la culasse correspondante.Each piston is linked to a crankpin crankpin in particular by an axis of piston, a connecting rod and an eccentric placed between the foot of this rod and the crank pin corresponding crankshaft. Changing the compression ratio of each combustion chamber is obtained through the modification of the distance between the axis of the crankshaft and the axis of the connecting rod foot. The modification of each of these distances is controlled by the angular setting of the eccentrics supra. For the description and claims of the present invention, a piston is at the top dead center for every complete revolution of the crankshaft, when the distance is minimal between this piston and the corresponding cylinder head.
Le procédé consiste à modifier le taux de compression de chaque chambre de combustion en réalisant les fonctions décrites ci-après, avec des écarts possibles compris dans des tolérances compatibles avec le bon fonctionnement et les possibilités de réalisation :
- déplacer un point dans un plan orthogonal à l'axe du vilebrequin ;
- maintenir un axe géométrique dans un plan orthogonal à l'axe du vilebrequin et articuler cet axe géométrique autour du point d'intersection de la projection du point cité à l'alinéa précédent avec le plan de rotation de cet axe géométrique ;
- choisir un autre axe géométrique contenu dans un plan également orthogonal à l'axe du vilebrequin et maintenir le parallélisme et une distance fixe entre les deux axes géométriques précités, de sorte que leur direction lorsque le piston est au point mort haut, et la direction du déplacement du point cité au premier alinéa soient distinctes ;
- maintenir une position relative figée entre l'axe géométrique objet du choix cité à l'alinéa précédent, et l'excentrique placé entre le pied de bielle et le maneton du vilebrequin.
- move a point in a plane orthogonal to the crankshaft axis;
- maintain a geometric axis in a plane orthogonal to the axis of the crankshaft and articulate this geometric axis around the point of intersection of the projection of the point cited in the preceding paragraph with the plane of rotation of this geometric axis;
- choose another geometric axis contained in a plane also orthogonal to the axis of the crankshaft and maintain the parallelism and a fixed distance between the two aforementioned geometric axes, so that their direction when the piston is at the top dead center, and the direction of the referred to in the first paragraph are distinct;
- maintain a relative position fixed between the geometric axis object of the choice cited in the previous paragraph, and the eccentric placed between the small end and the crankpin crankshaft.
Le vocabulaire défini ci-après sera utilisé dans la suite de cette description pour désigner les points, les plans et les axes géométriques du procédé décrit au paragraphe précédent :
- le point qui est déplacé dans un plan orthogonal à l'axe du vilebrequin sera appelé le point mobile ;
- le plan orthogonal au vilebrequin dans lequel se déplace le point mobile sera appelé le plan du point mobile ;
- le premier axe géométrique défini dans le procédé selon l'invention sera appelé l'axe articulé ;
- le plan orthogonal à l'axe du vilebrequin qui contient la projection du point mobile qui articule l'axe articulé et dans lequel l'axe articulé est maintenu, sera appelé le plan de projection ;
- la projection du point mobile sur le plan de projection sera appelé le point d'articulation ;
- le second axe géométrique défini dans le procédé selon l'invention sera appelé l'axe fixé à l'excentrique ;
- le plan orthogonal à l'axe du vilebrequin contenant l'axe fixé à l'excentrique sera appelé le plan de levier.
- the point that is moved in a plane orthogonal to the crankshaft axis will be called the moving point;
- the plane orthogonal to the crankshaft in which the moving point is moving will be called the plane of the moving point;
- the first geometric axis defined in the method according to the invention will be called the articulated axis;
- the plane orthogonal to the axis of the crankshaft which contains the projection of the movable point which articulates the articulated axis and in which the articulated axis is maintained, will be called the projection plane;
- the projection of the moving point on the plane of projection will be called the point of articulation;
- the second geometric axis defined in the method according to the invention will be called the axis fixed to the eccentric;
- the plane orthogonal to the axis of the crankshaft containing the axis attached to the eccentric will be called the plane of the lever.
Pour les moteurs qui comportent plusieurs chambres de combustion, le procédé selon l'invention est appliqué à chaque chambre de combustion dont la modification du taux de compression est recherchée.For engines with multiple combustion chambers, the process according to the invention is applied to each combustion chamber whose modification of the compression ratio is sought.
Le procédé sera mieux compris à la lecture des sept paragraphes écrits ci-après. Ces sept paragraphes concernent le procédé pour la modification du taux de compression d'une seule chambre de combustion du moteur.The process will be better understood when reading the seven paragraphs written below. These seven paragraphs concern the process for changing the compression ratio of a single chamber of combustion of the engine.
Les réalisations selon l'invention visent les caractéristiques géométriques exactes citées dans le procédé. Cependant, toute réalisation est fabriquée avec des écarts par rapport aux valeurs exactes visées. Ces écarts possibles par rapport aux caractéristiques géométriques exactes sont compris dans des tolérances compatibles avec les possibilités de réalisations selon le procédé et permettent un bon fonctionnement du moteur.The embodiments according to the invention relate to the geometrical characteristics exact cited in the process. However, any realization is made with deviations from the exact values. These possible deviations from exact geometric characteristics are within compatible tolerances with the possibilities of achievements according to the process and allow a good engine operation.
Le plan du point mobile, le plan de projection et le plan de levier sont définis par rapport à l'axe du vilebrequin. Or le vilebrequin et son axe n'ont pas de possibilité de translation axiale par rapport au carter. Le plan du point mobile, le plan de projection et le plan de levier ont donc toujours les mêmes positions relatives par rapport au carter. Les déplacements de l'axe articulé, de l'axe fixé à l'excentrique, du point mobile et du point d'articulation sont des déplacements relatifs par rapport au carter.The movable point plane, the projection plane and the lever plane are defined with respect to the axis of the crankshaft. But the crankshaft and its axis do not have possibility of axial translation relative to the housing. The plane of the moving point, the projection plane and the lever plane therefore always have the same positions relative to the housing. The displacements of the articulated axis, of the axis fixed at the eccentric, the moving point and the point of articulation are displacements relative to the crankcase.
L'axe articulé et l'axe fixé à l'excentrique sont maintenus parallèles et équidistants l'un par rapport à l'autre. Chacun de ces deux axes est contenu dans un plan orthogonal à l'axe du vilebrequin. Aucun de ces deux axes ne change de plan au cours du procédé. Ces caractéristiques ont notamment les conséquences, obtenues dans la pratique avec des écarts possibles compatibles avec le bon fonctionnement et les possibilités de réalisation, énumérées ci-après :
- l'axe articulé et l'axe fixé à l'excentrique ont la même direction ;
- tout déplacement de l'axe articulé n'est possible que dans le plan de projection ;
- tout déplacement de l'axe fixé à l'excentrique n'est possible que dans le plan de levier;
- toute translation de l'axe articulé avec une composante perpendiculaire à lui-même entraíne l'axe fixé à l'excentrique selon cette composante ;
- toute translation de l'axe fixé à l'excentrique avec une composante perpendiculaire à lui-même, provoque une translation de l'axe articulé selon cette composante ;
- toute rotation de l'axe articulé autour du point d'articulation provoque une rotation de même angle de l'axe fixé à l'excentrique autour de la projection orthogonale du point d'articulation sur le plan de levier ;
- toute rotation de l'axe fixé à l'excentrique autour de l'axe du maneton correspondant du vilebrequin provoque une rotation identique de l'axe articulé ;
- les translations relatives entre l'axe articulé et l'axe fixé à l'excentrique parallèlement à eux-mêmes ne sont ni interdite ni prescrite par le procédé selon l'invention , deux cas sont donc possibles, soit la réalisation permet les translations citées dans cet alinéa, soit la réalisation ne les permet pas.
- the articulated axis and the axis fixed to the eccentric have the same direction;
- any displacement of the articulated axis is only possible in the projection plane;
- any displacement of the axis fixed to the eccentric is only possible in the plane of the lever;
- any translation of the articulated axis with a component perpendicular to itself leads to the axis fixed to the eccentric along this component;
- any translation of the axis fixed to the eccentric with a component perpendicular to itself, causes a translation of the articulated axis according to this component;
- any rotation of the axis articulated around the articulation point causes a rotation of the same angle of the axis fixed to the eccentric around the orthogonal projection of the articulation point on the lever plane;
- any rotation of the axis fixed to the eccentric around the axis of the crankpin corresponding crankshaft causes an identical rotation of the articulated axis;
- the relative translations between the articulated axis and the axis fixed to the eccentric parallel to themselves are neither prohibited nor prescribed by the method according to the invention, two cases are therefore possible, or the embodiment allows the translations cited in this paragraph, the realization does not allow them.
Le procédé est donc compatible avec des dispositifs pour lesquels le fonctionnement induit une variation de la distance entre le point d'articulation et l'axe du maneton correspondant du vilebrequin.The method is therefore compatible with devices for which the operation induces a variation of the distance between the point of articulation and the axis of the crankpin corresponding crankshaft.
Le procédé est également compatible avec des dispositifs qui ne permettent pas de variation de la distance entre le point d'articulation et l'axe du maneton correspondant du vilebrequin.The method is also compatible with devices which do not allow variation of the distance between the point of articulation and the axis the crankpin corresponding crankshaft.
Le calage angulaire de l'excentrique sur son maneton est dépendant du calage angulaire de l'axe fixé à l'excentrique et de l'axe articulé par rapport au carter. A deux positions distinctes du point mobile dans le plan du point mobile, la direction entre ces deux positions distinctes du point mobile n'étant pas parallèle à la direction de l'axe articulé et de l'axe fixé à l'excentrique lorsque le piston est au point mort haut, correspond deux calages angulaires différents de l'axe articulé, de l'axe fixé à l'excentrique et de l'excentrique, par rapport au carter. A ces deux calages angulaires correspond deux taux de compression différents sauf pour les cas particuliers où ces deux calages angulaires correspondent à la même distance entre l'axe du vilebrequin et l'axe du pied de bielle.The angular setting of the eccentric on his crank pin is dependent on angular setting of the axis fixed to the eccentric and the articulated axis with respect to the casing. At two distinct positions of the moving point in the plane of the moving point, the direction between these two distinct positions of the moving point not being parallel to the direction of the articulated axis and the axis attached to the eccentric when the piston is at top dead center, corresponds to two different angular wedges of the articulated axis, the axis attached to the eccentric and the eccentric, relative to the housing. At these two angular wedges corresponds to two different compression ratios except for the cases where these two angular wedges correspond to the same distance between the axis of the crankshaft and the axis of the small end.
Ce paragraphe énumère plusieurs applications particulières du procédé données à titre d'exemples non-limitatifs. Pour la première, le point mobile et le point d'articulation sont dans un même plan perpendiculaire à l'axe du vilebrequin. Pour la seconde, le point mobile est confondu avec le point d'articulation. Pour ces deux applications particulières, le plan du point mobile est confondu avec le plan de projection. Pour la troisième, l'axe articulé et l'axe fixé à l'excentrique sont dans un même plan perpendiculaire à l'axe du vilebrequin. Pour la quatrième, l'axe articulé et l'axe fixé à l'excentrique sont confondus. Pour ces deux dernières applications particulières, le plan de projection et le plan de levier sont confondus. Toutes les combinaisons possibles entre les applications particulières précitées constituent des applications du procédé.This paragraph lists several specific applications of the process data as non-limiting examples. For the first, the point mobile and the point of articulation are in the same plane perpendicular to the axis of the crankshaft. For the second, the moving point is coincident with the point hinge. For these two particular applications, the moving point plane is confused with the projection plane. For the third, the articulated axis and the axis fixed at the eccentric are in the same plane perpendicular to the axis of the crankshaft. For the fourth, the articulated axis and the axis fixed to the eccentric are merged. For these last two particular applications, the projection plane and the lever plane are confused. All possible combinations between applications The aforementioned particulars are applications of the method.
Selon une autre caractéristique, le point mobile est entraíné en translation par un point dont le déplacement a des composantes parallèles et perpendiculaire au plan du point mobile.According to another characteristic, the moving point is driven in translation by a point whose displacement has parallel components and perpendicular to the plane of the moving point.
Selon une autre caractéristique, le procédé s'applique également aux moteurs thermiques à combustion interne comportant également un dispositif électronique de calcul de valeurs optimales de commande du fonctionnement de ces moteurs, des capteurs pour mesurer les valeurs de grandeurs physiques qui caractérisent le fonctionnement de ces moteurs, des dispositifs pour régler des commandes du fonctionnement de ces moteurs aux valeurs calculées par le dispositif de calcul cité ci-dessus. Ce procédé comporte trois phases réalisées pendant le fonctionnement des moteurs, la première phase consiste à mesurer les valeurs de grandeurs physiques qui caractérisent le fonctionnement de ces moteurs, ces grandeurs physiques comprenant le taux de compression, la seconde phase consiste à calculer, en fonction des grandeurs physiques mesurées à la première phase, les valeurs optimales de paramètres commandés du moteur pour maximiser le rendement énergétique et minimiser les rejets polluants, ces paramètres commandés comprenant le taux de compression, la troisième phase consiste, pour chaque cylindre, à réaliser les fonctions décrites ci-après :
- déplacer un point dans un plan orthogonal à l'axe du vilebrequin ;
- maintenir un axe géométrique dans un plan orthogonal à l'axe du vilebrequin et articuler cet axe géométrique autour du point d'intersection de la projection du point cité à l'alinéa précédent avec le plan de rotation de cet axe géométrique ;
- choisir un autre axe géométrique contenu dans un plan également orthogonal à l'axe du vilebrequin et maintenir le parallélisme et une distance fixe entre les deux axes géométriques précités, de sorte que leur direction lorsque le piston est au point mort haut, et la direction du déplacement du point cité au premier alinéa de cette troisième phase, soient distinctes ;
- maintenir une position relative figée entre l'axe géométrique objet du choix cité à l'alinéa précédent, et l'excentrique placé entre le pied de bielle et le maneton du vilebrequin ;
- contrôler le déplacement du point cité au premier alinéa de cette troisième phase afin de faire converger le taux de compression vers la valeur optimale calculée à la seconde phase.
- move a point in a plane orthogonal to the crankshaft axis;
- maintain a geometric axis in a plane orthogonal to the axis of the crankshaft and articulate this geometric axis around the point of intersection of the projection of the point cited in the preceding paragraph with the plane of rotation of this geometric axis;
- choose another geometric axis contained in a plane also orthogonal to the axis of the crankshaft and maintain the parallelism and a fixed distance between the two aforementioned geometric axes, so that their direction when the piston is at the top dead center, and the direction of the referred to in the first paragraph of this third phase, be distinct;
- maintain a relative position fixed between the geometric axis object of the choice cited in the previous paragraph, and the eccentric placed between the small end and the crankpin crankshaft;
- control the displacement of the point mentioned in the first paragraph of this third phase in order to converge the compression ratio towards the optimal value calculated in the second phase.
Pour l'autre caractéristique du procédé décrit au paragraphe précédent, le taux de compression est mesuré à travers la mesure d'une grandeur physique qui permet de calculer ce taux de compression, par exemple : la mesure du déplacement du point d'articulation. Les autres grandeurs physiques mesurées selon ce procédé font parties des grandeurs physiques prises en compte usuellement pour le pilotage des moteurs à combustion interne à pistons alternatifs. Les paramètres commandés du moteur pour maximiser le rendement énergétique et minimiser les rejets polluants, autres que le taux de compression, font parties des paramètres commandés utilisés usuellement pour le pilotage des moteurs à combustion interne à pistons alternatifs.For the other characteristic of the process described in the preceding paragraph, the compression rate is measured through the measurement of a physical quantity that calculates this compression ratio, for example: displacement measurement of the articulation point. Other physical quantities measured by this process are part of the physical quantities usually taken into account for piloting internal combustion engines with reciprocating pistons. The parameters ordered engine to maximize fuel efficiency and minimize emissions pollutants, other than the compression ratio, are part of the parameters normally used for the control of internal combustion engines reciprocating pistons.
Selon une autre caractéristique, le procédé décrit ci-dessus est complété, d'une part par le calcul dans la deuxième phase : des quantités d'air et de carburant admises pour la combustion ainsi que de l'angle de déclenchement de la combustion, en fonction des valeurs de grandeurs physiques qui caractérisent le fonctionnement des moteurs mesurées dans la première phase, notamment le taux de compression, d'autre part par la commande dans la troisième phase des dispositifs d'obtention de la quantité d'air admis, de la quantité de carburant admis, de l'angle de déclenchement de la combustion, afin de faire converger les valeurs de ces trois paramètres commandés vers les valeurs calculées dans la seconde phase en fonction notamment du taux de compression.According to another characteristic, the process described above is completed, on the one hand by the calculation in the second phase: quantities of air and allowed fuel for combustion as well as the trigger angle of the according to the values of physical quantities which characterize the operation of the engines measured in the first phase, in particular the compression, on the other hand by the order in the third phase of the devices for obtaining the quantity of air admitted, the quantity of fuel allowed, of the trigger angle of combustion, so as to converge the values of these three parameters ordered to the values calculated in the second phase depending in particular on the compression ratio.
Le dosage de la quantité d'air admis pour les faibles charges présente plusieurs avantages. La température en fin de combustion peut être plus faible et donc favoriser la longévité mécanique, le rendement énergétique et la lutte contre les émissions des oxydes d'azote. C'est également un paramètre pertinent pour maintenir un moteur en mode de fonctionnement à allumage par compression d'un pré-mélange de comburant et de carburant. Notons que le dosage d'air admis obtenu par l'ajustement du calage des soupapes d'admission est pertinent pour limiter les pertes de charge à l'admission.The dosage of the amount of air admitted for light loads has several advantages. The temperature at the end of combustion can be lower and therefore favor mechanical longevity, energy efficiency and the fight against nitrogen oxides. It is also a relevant parameter to maintain an engine in compression ignition mode of an oxidant premix and fuel. It should be noted that the air intake dosage obtained by adjusting the calibration intake valves is relevant to limit pressure drops on admission.
Le dispositif selon l'invention, intégré à un moteur à combustion interne à pistons alternatifs animés par un vilebrequin principal comportant un excentrique placé entre le pied de chaque bielle et le maneton correspondant du vilebrequin principal est caractérisé en ce que chaque excentrique placé entre le pied de chaque bielle et le maneton correspondant du vilebrequin principal est orienté à l'aide d'une tige dont la direction est articulée sur un pivot.The device according to the invention, integrated with an internal combustion engine with reciprocating pistons driven by a main crankshaft with an eccentric placed between the foot of each connecting rod and the corresponding crankpin crankpin principal is characterized in that each eccentric placed between the foot of each connecting rod and the corresponding crankpin of the main crankshaft is oriented using a rod whose direction is articulated on a pivot.
Selon une première liste de caractéristiques complémentaires du dispositif selon l'invention, pour chaque excentrique placé entre un pied de bielle et le maneton correspondant du vilebrequin principal, la tige est solidaire de l'excentrique et une partie de cette tige coulisse dans une pièce articulée sur l'axe du pivot. Ce pivot est fixé ou articulé, soit sur un coulisseau, soit sur les bras articulés d'un balancier. Le coulisseau ou le balancier est guidé par un système de guidage et asservi en position. L'ensemble est construit pour respecter, pendant le fonctionnement, des caractéristiques géométriques comprises dans des tolérances compatibles avec les possibilités de réalisation ainsi qu'avec le bon fonctionnement du dispositif et du moteur. Ces caractéristiques géométriques sont les suivantes : l'axe de la partie coulissante de la tige est dans un plan perpendiculaire à l'axe du vilebrequin principal, les déplacements du pivot, du coulisseau ou des bras articulés sont réalisés dans des plans perpendiculaires à l'axe du vilebrequin principal, l'axe du pivot est parallèle à l'axe du vilebrequin principal.According to a first list of additional features of the device according to the invention, for each eccentric placed between a small end and the corresponding crankpin of the main crankshaft, the rod is attached to the eccentric and part of this rod slides in an articulated part on the axis of the pivot. This pivot is fixed or articulated, either on a slider or on the arms articulated of a pendulum. The slide or the pendulum is guided by a system of guidance and enslaved in position. The whole is built to respect, during the operation, geometric characteristics within tolerances compatible with the possibilities of realization as well as with the good operation device and motor. These geometric characteristics are as follows: the axis of the sliding part of the rod is in a plane perpendicular to the axis of the main crankshaft, the movements of the pivot, the slider or the articulated arms are made in planes perpendicular to the axis of the main crankshaft, the axis of the pivot is parallel to the axis of the main crankshaft.
Selon une seconde liste de caractéristiques complémentaires du dispositif selon l'invention, pour chaque excentrique placé entre un pied de bielle et le maneton correspondant du vilebrequin principal, une partie de la tige coulisse dans une pièce solidaire de l'excentrique. Cette tige coulissante est également solidaire avec une pièce articulée sur l'axe du pivot. Ce pivot est fixé ou articulé, soit sur un coulisseau, soit sur les bras articulés d'un balancier. Le coulisseau ou le balancier est guidé par un système de guidage et asservi en position. L'ensemble est construit pour respecter, pendant le fonctionnement, des caractéristiques géométriques comprises dans des tolérances compatibles avec les possibilités de réalisation ainsi qu'avec le bon fonctionnement du dispositif et du moteur. Ces caractéristiques géométriques sont les suivantes : l'axe de la partie coulissante de la tige est dans un plan perpendiculaire à l'axe du vilebrequin principal, les déplacements du pivot, du coulisseau ou des bras articulés sont réalisés dans des plans perpendiculaires à l'axe du vilebrequin principal, l'axe du pivot est parallèle à l'axe du vilebrequin principal.According to a second list of additional features of the device according to the invention, for each eccentric placed between a small end and the corresponding crankpin of the main crankshaft, part of the rod slides in a piece of solidarity with the eccentric. This sliding rod is also solidary with an articulated part on the axis of the pivot. This pivot is fixed or articulated, either on a slider, either on the articulated arms of a pendulum. The slide or the pendulum is guided by a guidance system and enslaved in position. The whole is built to respect, during operation, geometrical characteristics within tolerances compatible with the possibilities of realization as well only with the proper functioning of the device and the motor. These features the following are the following: the axis of the sliding part of the rod is in a plane perpendicular to the axis of the main crankshaft, the movements of the pivot, slider or articulated arms are made in planes perpendicular to the axis of the main crankshaft, the axis of the pivot is parallel to the axis of the crankshaft main.
Selon une troisième liste de caractéristiques complémentaires du dispositif selon l'invention, pour chaque excentrique placé entre un pied de bielle et le maneton correspondant du vilebrequin principal, la tige est solidaire de l'excentrique et d'une pièce articulée par l'axe du pivot. Le pivot est fixé sur les bras articulés d'un balancier. L'ensemble formé par tous les pivots et tous bras articulés des balanciers qui permettent d'orienter les tiges solidaires des excentriques placés entre les pieds de bielle et les manetons correspondants du vilebrequin principal sont agencés pour former un vilebrequin d'orientation. Chaque pivot qui articule la direction d'une tige solidaire d'un excentrique forme un maneton de ce vilebrequin d'orientation et chaque bras articulé de balancier correspondant forme un levier reliant ce maneton au tourillon correspondant de ce vilebrequin d'orientation.. Le vilebrequin d'orientation est guidé et orienté par un système de guidage. Ce système de guidage comporte un châssis articulé sur un axe fixe par rapport au carter et asservi en position. Les parties fixes des paliers du vilebrequin d'orientation sont solidaires de ce châssis articulé. Le système de guidage et le vilebrequin d'orientation sont construits pour respecter, pendant le fonctionnement, des caractéristiques géométriques comprises dans des tolérances compatibles avec les possibilités de réalisation ainsi qu'avec le bon fonctionnement du dispositif et du moteur. Ces caractéristiques géométriques sont les suivantes :
- l'axe d'articulation du châssis est confondu avec l'axe du vilebrequin principal ;
- chaque pivot et l'axe du vilebrequin d'orientation sont parallèles à l'axe du vilebrequin principal ;
- les déplacements de chaque pivot sont réalisé selon des plans perpendiculaires à l'axe du vilebrequin principal ;
- la longueur de levier de chaque maneton du vilebrequin d'orientation est égale à la longueur de levier du maneton correspondant appartenant au vilebrequin principal ;
- le vilebrequin d'orientation est lié en rotation au vilebrequin principal de sorte que les leviers de maneton de ces deux vilebrequins soient toujours parallèles.
- the axis of articulation of the chassis is merged with the axis of the main crankshaft;
- each pivot and the axis of the crankshaft orientation are parallel to the axis of the main crankshaft;
- the movements of each pivot are made in planes perpendicular to the axis of the main crankshaft;
- the lever length of each crankpin of the steering crankshaft is equal to the lever length of the corresponding crank pin belonging to the main crankshaft;
- the steering crankshaft is rotatably connected to the main crankshaft so that the crankpin levers of these two crankshafts are always parallel.
Selon une variante de la construction du dispositif selon l'invention. chaque excentrique placé entre un pied de bielle et le maneton correspondant du vilebrequin principal est orienté à l'aide d'une tige dont la direction est articulée sur une rotule. Les autres caractéristiques précitées sont inchangées. According to a variant of the construction of the device according to the invention. each eccentric placed between a small end and the corresponding pin of the main crankshaft is oriented by means of a rod whose direction is articulated on a patella. The other aforementioned features are unchanged.
Le dispositif selon l'invention ou sa variante de construction décrite au paragraphe précédent, associé à l'une quelconque des trois listes de caractéristiques complémentaires précitées est conforme à toutes les prescriptions du procédé selon l'invention. En effet, le système de guidage, le pivot ou la rotule, le coulisseau ou le balancier, définis précédemment, sont conformes aux caractéristiques décrites dans le précédé selon l'invention pour le point mobile, le point d'articulation, le plan du point mobile et le plan de projection. Le pivot ou la rotule forme un point d'articulation, ses déplacements et les déplacements du coulisseau ou de chaque bras articulé de balancier forment des plans perpendiculaires à l'axe du vilebrequin principal ; ces plans correspondent à la définition du plan de projection et du plan du point mobile. Plusieurs points du coulisseau et du balancier correspondent à la définition du point mobile. La projection de la direction de la tige sur le plan de projection correspond à la définition de l'axe articulé. Le déplacement d'un point quelconque de l'excentrique au cours de la rotation du vilebrequin principal définit un plan qui correspond à la définition du plan de levier. La projection de la direction de la tige sur le plan de levier correspond à la définition de l'axe fixé à l'excentrique.The device according to the invention or its variant of construction described in preceding paragraph, associated with any of the three lists of characteristics the above-mentioned additional requirements complies with all the requirements of the the invention. Indeed, the guide system, the pivot or the ball, the slider or the pendulum, defined above, comply with the characteristics described in preceded according to the invention for the moving point, the point of articulation, the plane of the moving point and the projection plane. The pivot or the patella forms a point articulation, its movements and movements of the slide or each articulated pendulum arm form planes perpendicular to the axis of the main crankshaft; these plans correspond to the definition of the projection plan and the plane of the moving point. Several points of the slide and the pendulum correspond to the definition of the moving point. The projection of the direction of the stem on the plane of projection corresponds to the definition of the articulated axis. The displacement of any point of the eccentric during the rotation of the Main crankshaft defines a plane that corresponds to the definition of the lever plane. The projection of the direction of the rod on the plane of the lever corresponds to the definition of the axis fixed to the eccentric.
Selon une quatrième liste de caractéristiques complémentaires de l'invention, le moteur comporte un calculateur électronique. La position du coulisseau ou des bras articulés, pour chaque excentrique placé entre un pied de bielle et le maneton correspondant du vilebrequin principal, est calculée par le calculateur électronique, compte tenu notamment des possibilités définies par la construction mécanique du moteur. La quatrième liste de caractéristiques décrites dans ce paragraphe peut compléter le dispositif selon l'invention ou sa variante de construction, seul ou associé à l'une quelconques des trois autres listes de caractéristiques complémentaires précitées.According to a fourth list of additional characteristics of the invention, the engine comprises an electronic computer. The position of slide or articulated arms, for each eccentric placed between a foot of connecting rod and the corresponding crankpin of the main crankshaft, is calculated by the electronic calculator, taking into account in particular the possibilities defined by the mechanical construction of the engine. The fourth list of characteristics described in this paragraph can complete the device according to the invention or its variant of construction, alone or associated with any of the other three lists of complementary features mentioned above.
Selon une autre caractéristique, un actionneur utilise une partie de l'enthalpie des gaz d'échappement pour contribuer à modifier le taux de compression.According to another characteristic, an actuator uses a part of the enthalpy of the exhaust gases to help change the rate of compression.
Selon une autre caractéristique, le dispositif selon l'invention, dans l'une quelconque des versions décrites ci-dessus, intègre la caractéristique décrite au paragraphe précédent.According to another characteristic, the device according to the invention, in one any of the versions described above, incorporates the characteristic described in previous paragraph.
L'utilisation d'une partie de l'enthalpie des gaz d'échappement présente l'avantage de pouvoir réduire la déperdition d'énergie par le pot d'échappement, pour actionner le dispositif de modification du taux de compression afin d'améliorer le rendement énergétique.The use of a part of the enthalpy of the exhaust gas presents the advantage of being able to reduce the energy loss through the muffler, to operate the compression ratio modifier device so improve energy efficiency.
Selon une autre caractéristique, au moins une turbine alimentée par des gaz d'échappement est utilisée pour modifier le taux de compression du moteur. According to another characteristic, at least one turbine powered by gases exhaust is used to change the compression ratio of the engine.
Selon une autre caractéristique, le dispositif selon l'invention, dans l'une quelconque des versions décrites ci-dessus, intègre la caractéristique décrite au paragraphe précédent.According to another characteristic, the device according to the invention, in one any of the versions described above, incorporates the characteristic described in previous paragraph.
Selon une autre caractéristique un actionneur hydraulique permet d'actionner le dispositif de modification du taux de compression.According to another characteristic a hydraulic actuator allows to actuate the device for modifying the compression ratio.
Selon une autre caractéristique un vérin à gaz agit sur un vérin sur-presseur afin de fournir une pression hydraulique pour modifier le taux de compression du moteur. Cette conception offre un plus grand choix pour placer l'actionneur à gaz.According to another characteristic, a gas cylinder acts on an overpressure jack to provide hydraulic pressure to change the compression ratio of the engine. This design offers a greater choice for placing the gas actuator.
Selon une autre caractéristique de l'invention, les excentriques placés entre les pieds de bielles et les manetons du vilebrequin principal sont solidaires d'un ou plusieurs doigts et ce ou ces doigts sont tous orientés vers un demi-espace défini par un plan solidaire de l'excentrique, ce plan contenant l'axe du maneton.According to another characteristic of the invention, the eccentric placed between the connecting rods and the main crankshaft crank pins are integral with one or several fingers and this or these fingers are all oriented towards a half-space defined by a plane integral with the eccentric, this plane containing the axis of the crankpin.
Cette conception permet de minimiser la masse et l'encombrement.This design minimizes weight and bulk.
Selon une autre caractéristique de l'invention, deux excentriques sont solidarisés, avec un décalage angulaire, de sorte que les axes de leur diamètre intérieur soient confondus.According to another characteristic of the invention, two eccentrics are secured, with an angular offset, so that the axes of their diameter interior are confused.
Cette conception permet de modifier le taux de compression de deux cylindres attelés sur le même maneton de vilebrequin principal.This design allows you to change the compression ratio of two cylinders coupled on the same crankpin main crankshaft.
L'invention sera mieux comprise à la lecture de la description détaillée qui suit de certains modes de réalisation préférés donnés uniquement à titre d'exemples purement illustratifs. Dans cette description, on se réfère aux dessins annexés sur lesquels :
- La figure 1 est un schéma qui illustre les caractéristiques du procédé selon l'invention.
- La figure 2 représente deux vues schématiques en coupes transversales d'un moteur à cylindres disposés en ligne dont le mécanisme de modification du taux de compression comporte une tige solidaire de l'excentrique qui coulisse par rapport à un coulisseau ;
- La figure 3 représente deux vues schématiques en coupes transversales d'un moteur à cylindres disposés en ligne dont le mécanisme de modification du taux de compression comporte une tige solidaire de l'excentrique qui coulisse par rapport à un balancier ;
- La figure 4 représente deux vues schématiques en coupes transversales d'un moteur à cylindres disposés en ligne dont le mécanisme de modification du taux de compression comporte une tige solidaire de l'excentrique qui coulisse par rapport à un vilebrequin d'orientation ;
- Le figure 5 représente un dispositif qui permet de modifier le calage du vilebrequin d'orientation représenté à la figue 3
- La figure 6 représente deux vues schématiques en coupes transversales d'un moteur à cylindres disposés en ligne dont le mécanisme de modification du taux de compression comporte une tige solidaire de l'excentrique et d'une pièce guidée sur le maneton d'un vilebrequin d'orientation ;
- La figure 7 représente deux vues schématiques en coupes transversales d'un moteur à cylindres disposés en ligne dont le mécanisme de modification du taux de compression comporte une tige qui coulisse par rapport à l'excentrique et qui est solidaire d'une pièce guidée par le pivot ;
- La figure 8 représente une vue schématique en coupe transversale d'un moteur à cylindres disposés en V dont le mécanisme de modification du taux de compression comporte une tige solidaire de l'excentrique qui coulisse par rapport à un balancier ;
- La figure 9 représente une vue schématique en coupe transversale d'un moteur à cylindres opposés dont le mécanisme de modification du taux de compression comporte une tige solidaire de l'excentrique qui coulisse par rapport à un coulisseau ;
- La figure 10 représente un vérin à gaz qui actionne un vérin sur-presseur
- La figure 11 à 14 représentent plusieurs variantes de construction de deux excentriques accolés comportant un ou plusieurs doigts situés dans un demi-plan passant par son axe.
- Figure 1 is a diagram that illustrates the characteristics of the method according to the invention.
- FIG. 2 represents two schematic cross-sectional views of an in-line cylinder engine whose mechanism for modifying the compression ratio comprises a rod integral with the eccentric which slides relative to a slide;
- FIG. 3 represents two schematic cross-sectional views of an in-line cylinder engine whose mechanism for modifying the compression ratio comprises a rod integral with the eccentric which slides relative to a rocker;
- FIG. 4 represents two schematic cross-sectional views of an in-line cylinder engine whose mechanism for modifying the compression ratio comprises a rod integral with the eccentric which slides relative to an orientation crankshaft;
- FIG. 5 represents a device that makes it possible to modify the timing of the orientation crankshaft shown in FIG. 3
- FIG. 6 represents two schematic cross-sectional views of an in-line cylinder engine whose mechanism for modifying the compression ratio comprises a rod integral with the eccentric and a part guided on the crankpin of a crankshaft of FIG. orientation;
- FIG. 7 represents two schematic cross-sectional views of an in-line cylinder engine whose mechanism for modifying the compression ratio comprises a rod which slides relative to the eccentric and which is integral with a part guided by the pivot;
- FIG. 8 represents a diagrammatic cross-sectional view of a V-shaped cylinder engine whose mechanism for modifying the compression ratio comprises a rod integral with the eccentric which slides relative to a rocker;
- FIG. 9 is a diagrammatic cross-sectional view of an engine with opposed cylinders whose mechanism for modifying the compression ratio comprises a rod integral with the eccentric that slides relative to a slide;
- FIG. 10 represents a gas cylinder that actuates a super-pressurized cylinder
- Figures 11 to 14 show several construction variants of two eccentric contiguous having one or more fingers located in a half-plane passing through its axis.
La figure 1 représente le pied d'une bielle (6) dans lequel se situe un excentrique (8) monté sur un maneton (5) du vilebrequin principal (4) d'un moteur à pistons alternatif. Les bras (3) du vilebrequin principal (4) relie le maneton (5) au tourillon (2). Les autres éléments de la figure 1 sont construits en suivant les prescriptions du procédé selon l'invention. Les plans (7), (9) et (10) sont positionnés perpendiculairement à l'axe (1) du vilebrequin principal (4) ; ils n'ont pas de possibilité de translation par rapport à l'axe (1) du vilebrequin principal (4) ; ils représentent respectivement le plan de levier (7), le plan de projection (9) et le plan du point mobile (10). Le point (12) est placé dans le plan du point mobile (10) ; ce point représente le point mobile (12). La projection du point mobile (12) selon une direction (13) sur le plan de projection (9) définit le point (14); ce point représente le point d'articulation (14). L'axe géométrique (15) est contenu dans le plan de projection (9) à une distance fixe du point d'articulation (14) représentée par le trait (11) ; l'axe géométrique (15) est articulé autour du point d'articulation (14) ; cet axe géométrique (15) représente l'axe articulé (15). L'axe géométrique (16) est contenu dans le plan de levier (7) ; il est parallèle à l'axe articulé (15) et fixé à l'excentrique (8). L'axe géométrique (16) représente l'axe fixé à l'excentrique (16); sa distance avec l'axe articulé (15) doit rester constante au cours du fonctionnement. Les caractéristiques géométriques décrites dans ce paragraphe sont maintenues pendant le fonctionnement selon le procédé avec des écarts compris dans des tolérances compatibles avec le bon fonctionnement selon le procédé et les possibilités de réalisation.FIG. 1 represents the foot of a connecting rod (6) in which there is a eccentric (8) mounted on a crankpin (5) of the main crankshaft (4) of an engine reciprocating piston. The arms (3) of the main crankshaft (4) connect the crank pin (5) to trunnion (2). The other elements of Figure 1 are constructed following the prescriptions of the method according to the invention. Plans (7), (9) and (10) are positioned perpendicular to the axis (1) of the main crankshaft (4); they did not no possibility of translation relative to the axis (1) of the main crankshaft (4); they respectively represent the lever plane (7), the projection plane (9) and the plane of the moving point (10). Point (12) is placed in the plane of the moving point (10); this point represents the moving point (12). The projection of the moving point (12) in a direction (13) on the projection plane (9) defines the point (14); this point represents the point of articulation (14). The geometric axis (15) is contained in the projection plane (9) at a fixed distance from the point of articulation (14) represented by the line (11); the geometric axis (15) is articulated around the hinge point (14); this geometric axis (15) represents the articulated axis (15). The geometric axis (16) is contained in the lever plane (7); he is parallel to the articulated axis (15) and fixed to the eccentric (8). The geometric axis (16) represents the axis attached to the eccentric (16); its distance from the articulated axis (15) must remain constant during operation. The geometric characteristics described in this paragraph are maintained during operation according to the with deviations within tolerances compatible with the good operation according to the method and the possibilities of realization.
Au cours du fonctionnement, lorsque le point mobile (12) est déplacé dans une direction distincte de la direction de l'axe articulé (15), son déplacement se réalise dans le plan du point mobile (10) et entraíne le point d'articulation (14) dans le plan de projection (9). Ce déplacement du point d'articulation (14) déplace l'axe articulé (15) selon une composante radiale à lui-même; l'axe articulé (15) reste parallèle et à distance constante de-l'axe fixé à l'excentrique (16). L'axe articulé (15) et l'axe fixé à l'excentrique (16) pivotent donc autour du point d'articulation (14) et autour du maneton (5) du vilebrequin principal (4). En conséquence, le déplacement du point mobile (12) selon une direction distincte de la direction de l'axe articulé (15) provoque une modification du calage angulaire de l'excentrique (8).During operation, when the moving point (12) is moved into a direction distinct from the direction of the articulated axis (15), its displacement performs in the plane of the movable point (10) and causes the articulation point (14) in the projection plane (9). This displacement of the articulation point (14) moves the axis articulated (15) according to a radial component to itself; the articulated axis (15) remains parallel and at a constant distance from the axis fixed to the eccentric (16). The articulated axis (15) and the axis fixed to the eccentric (16) thus pivot around the point of articulation (14) and around the crankpin (5) of the main crankshaft (4). As a result, movement of the movable point (12) in a direction distinct from the direction of the articulated axis (15) causes a modification of the angular setting of the eccentric (8).
A deux positions distinctes du point mobile (12), la direction entre ces deux positions n'étant pas parallèle à la direction de l'axe articulé (15) et de l'axe fixé à l'excentrique (16), correspond deux taux de compression différents de la chambre de combustion correspondante, sauf pour le cas particulier où ces deux positions ne modifient pas la distance entre l'axe (1) du vilebrequin principal (4) et l'axe du pied de bielle (6).At two distinct positions of the moving point (12), the direction between these two positions not being parallel to the direction of the articulated axis (15) and the axis the eccentric (16) corresponds to two different compression ratios of the chamber corresponding combustion, except for the particular case where these two positions do not change the distance between the axis (1) of the main crankshaft (4) and the axis of the foot connecting rod (6).
Le moteur (20) dans lequel interviennent le procédé et le dispositif comporte au moins une culasse (21), (21a), (21b), une chambre de combustion, un vilebrequin principal (4), un carter (24) qui solidarise la ou les chambres de combustion à la partie fixe des paliers (51) du vilebrequin principal (4). Le dispositif selon l'invention permet de modifier le taux de compression de chaque chambre de combustion qui comporte un piston (22), (22a), une chemise (23), (23a), (23b), une bielle (6), (6a), (6b), un excentrique (8), (8a), (8b) fixé entre le maneton (5) du vilebrequin principal (4) et le pied de la bille (6), (6a), (6b).The motor (20) in which the method and the device operate comprises at least one yoke (21), (21a), (21b), a combustion chamber, a main crankshaft (4), a housing (24) which solidarises the chamber or chambers of combustion at the fixed part of the bearings (51) of the main crankshaft (4). The device according to the invention makes it possible to modify the compression ratio of each combustion chamber which comprises a piston (22), (22a), a jacket (23), (23a), (23b), a connecting rod (6), (6a), (6b), an eccentric (8), (8a), (8b) fixed between the crankpin (5) of the main crankshaft (4) and the foot of the ball (6), (6a), (6b).
La manière préférée pour réaliser l'invention est représentée sur les figures 8, 11 et 14. Le dispositif de modification du taux de compression permet d'orienter chaque excentrique (8), (8a), (8b) placé entre le pied d'une bielle (6), (6a), (6b) et le maneton (5) correspondant du vilebrequin principal (4) du moteur (20) à l'aide d'une tige (35) dont la direction est articulée sur un pivot (29). La tige (35) est solidaire de l'excentrique (8), (8a), (8b), d'une joue (50) et d'un doigt (90) ; ce doigt (90) est orienté vers un demi-espace défini par un plan (110) solidaire de l'excentrique (8), (8a), (8b), ce plan contenant l'axe du maneton (5) du vilebrequin principal (4). La tige (35) coulisse dans la pièce articulée (30) fixée au pivot (29). Le pivot (29), représenté par un cercle en trait pointillé sur la figure 8, est articulé dans les bras articulés d'un balancier (39). Le système de guidage du balancier (39) comporte l'axe de pivotement (38) représenté par un cercle en trait pointillé sur la figure 8. Le balancier (39) pivote pendant le fonctionnement autour de cet axe de pivotement (38). La position de l'axe de pivotement (38) permet un fonctionnement sans interférence avec l'équipage mobile du moteur (20). L'ensemble est construit pour respecter pendant le fonctionnement des caractéristiques géométriques comprises dans des tolérances compatibles avec les possibilités de réalisation ainsi qu'avec le bon fonctionnement du dispositif et du moteur. Ces caractéristiques géométriques sont les suivantes : l'axe de la partie coulissante de la tige (35) est dans un plan de levier (7) perpendiculaire à l'axe (1) du vilebrequin principal (4), les déplacements du pivot (29) et des bras articulés du balancier (39) sont réalisés dans des plans de projection (9) et des plans du point mobile (10) perpendiculaires à l'axe (1) du vilebrequin principal (4), l'axe du pivot (29) est parallèle à l'axe (1) du vilebrequin principal (4). Les bras articulés du balancier (39) sont asservis en position grâce au dispositif décrit ci-après. Un engrenage est fixé sur l'un des bras articulés du balancier (39). Les autres bras articulés du balancier (39) sont solidarisés en rotation à cet engrenage par les traverses (31). L'engrenage précité engrène la vis (32). La vis (32) est guidée en rotation dans le carter (24) et accouplée en rotation à deux turbines (26) et (81) par l'intermédiaire de deux réducteurs de vitesse (27) et (80). Les sens de montage des deux turbines (26) et (81) sont réalisés de sorte que l'une des deux turbines (26) fournit à la vis (32) un couple de rotation de sens inverse au couple de rotation fourni par l'autre turbine (81). Ces deux turbines (26) et (81) sont alimentées par les gaz d'échappement du moteur (20) grâce à des canalisations et des vannes asservies, non-représentées. Ces vannes sont pilotées par un calculateur du moteur (20) afin de faire converger le taux de compression du moteur (20) vers les valeurs calculées par ce calculateur.The preferred way of carrying out the invention is shown in the figures 8, 11 and 14. The device for modifying the compression ratio makes it possible to orient each eccentric (8), (8a), (8b) placed between the foot of a connecting rod (6), (6a), (6b) and the crankpin (5) corresponding to the main crankshaft (4) of the engine (20) using a rod (35) whose direction is articulated on a pivot (29). The rod (35) is integral with the eccentric (8), (8a), (8b), a cheek (50) and a finger (90); this finger (90) is oriented towards a half-space defined by a plane (110) integral with the eccentric (8), (8a), (8b), this plane containing the axis of the crankpin (5) of the crankshaft principal (4). The rod (35) slides in the articulated part (30) fixed to the pivot (29). The pivot (29), represented by a dashed circle in FIG. 8, is hinged in the articulated arms of a pendulum (39). The balance guide system (39) comprises the pivot axis (38) represented by a dashed circle on the 8. The balance (39) pivots during operation around this axis of pivoting (38). The position of the pivot axis (38) allows operation without interference with the moving motor unit (20). The whole is built to respect during the operation of geometric characteristics within tolerances compatible with the possibilities of realization as well only with the proper functioning of the device and the motor. These features the following are the following: the axis of the sliding part of the rod (35) is in a lever plane (7) perpendicular to the axis (1) of the main crankshaft (4), the movements of the pivot (29) and the articulated arms of the balance (39) are realized in projection planes (9) and movable point planes (10) perpendicular to the axis (1) of the main crankshaft (4), the axis of the pivot (29) is parallel to the axis (1) of the main crankshaft (4). The articulated arms of the balance (39) are slaved into position thanks to the device described below. A gear is attached to one of the arms articulated beam (39). The other articulated arms of the balance (39) are secured in rotation to this gear by the sleepers (31). The aforementioned gear meshes the screw (32). The screw (32) is guided in rotation in the housing (24) and coupled in rotation to two turbines (26) and (81) via two speed reducers (27) and (80). The mounting directions of the two turbines (26) and (81) are made so that one of the two turbines (26) provides the screw (32) with a torque in the opposite direction to the torque provided by the other turbine (81). These two turbines (26) and (81) are fed by the exhaust gases of the motor (20) through pipelines and slave valves, not shown. These valves are controlled by a motor calculator (20) in order to converge the compression ratio of the engine (20) to the values calculated by this calculator.
La figure 8 présente la manière préférée pour réaliser l'invention appliquée à un moteur dont les cylindres sont disposés en V. Cette manière préférée pour réaliser l'invention s'applique également aux moteurs dont les cylindres sont disposés soit en ligne, soit en opposition, soit en plusieurs V. La figure 3 présente, pour un moteur en ligne, un dispositif d'orientation de l'excentrique (8) comportant une tige solidaire de l'excentrique (8) articulée sur le pivot (29), ce pivot (29) étant articulé sur les bras articulés d'un balancier (39). L'équipage mobile est équilibré par les masses d'équilibrage (25).Figure 8 shows the preferred way to realize the applied invention. to a motor whose cylinders are arranged in V. This preferred way for realize the invention also applies to engines whose cylinders are arranged in line, in opposition, or in several V. Figure 3 shows, for an in-line engine, an eccentric orientation device (8) comprising a rod integral with the eccentric (8) articulated on the pivot (29), this pivot (29) being articulated on the articulated arms of a pendulum (39). The mobile crew is balanced by the balancing masses (25).
Une autre manière de guider chaque pivot (29) en conformité avec le procédé, consiste soit à articuler chaque pivot (29) dans un coulisseau (28), soit à fixer chaque pivot (29) dans un coulisseau (28). Le système de guidage de chaque coulisseau (28) comporte par exemple un guide rectiligne (33) dont la direction de guidage est contenue dans des plans de projection (9) et des plans du point mobile (10) perpendiculaires à l'axe (1) du vilebrequin principal (4). Cette autre manière pour réaliser le guidage du pivot (29) est illustrée sur les figures 2 et 9. La figure 9 concerne un moteur à cylindres opposés. La tige (35) est solidaire de l'excentrique (8a) et articulée sur la rotule (91). La rotule (91) est guidée dans le coulisseau (28).Another way of guiding each pivot (29) in accordance with the method, consists either in articulating each pivot (29) in a slide (28), or in fasten each pivot (29) in a slider (28). The guidance system of each slider (28) comprises for example a rectilinear guide (33) whose direction of guidance is contained in projection planes (9) and movable point planes (10) perpendicular to the axis (1) of the main crankshaft (4). This other way for guiding the pivot (29) is illustrated in Figures 2 and 9. Figure 9 relates to an engine with opposed cylinders. The rod (35) is integral with the eccentric (8a) and articulated on the ball (91). The ball (91) is guided in the slide (28).
Une manière de limiter le nombre d'actionneur d'un moteur (20) équipé de plusieurs cylindres et d'un dispositif de modification du taux de compression avec plusieurs coulisseaux (28), consiste à lier les coulisseaux (28) entre eux par des traverses (31). Deux coulisseaux (28) sont entraínés chacun par une vis (32). Les deux vis (32) sont liées par une chaíne cinématique afin d'obtenir des déplacements identiques pour tous les coulisseaux (28).A way of limiting the number of actuators of a motor (20) equipped with several cylinders and a device for modifying the compression ratio with several slides (28), consists in linking the slides (28) to each other by means of sleepers (31). Two slides (28) are each driven by a screw (32). The two screws (32) are connected by a kinematic chain in order to obtain displacements identical for all slides (28).
Une autre manière d'orienter l'excentrique (8), (8a), (8b) avec la tige (35) consiste à faire coulisser la tige (35) dans l'alésage d'une pièce d'orientation angulaire (70) solidaire de l'excentrique (8), (8a), (8b) et de fixer la tige (35) à une pièce articulée (61) qui pivote sur l'axe du pivot (29) au cours du fonctionnement. La figure 7 illustre cette construction.Another way of orienting the eccentric (8), (8a), (8b) with the rod (35) is to slide the rod (35) into the bore of an orientation piece angular (70) integral with the eccentric (8), (8a), (8b) and to fix the rod (35) to a articulated piece (61) which pivots on the axis of the pivot (29) during operation. Figure 7 illustrates this construction.
Une autre manière pour réaliser l'invention est représentée sur la figure 6. Pour chaque excentrique (8), (8a), (8b) placé entre un pied de bielle (6) et le maneton (5) correspondant du vilebrequin principal (4), la tige (35) est solidaire de l'excentrique (8) et d'une pièce articulée (61) guidée en rotation sur l'axe du pivot (29a), (29b), (29c). Les pivots (29a), (29b), (29c) constituent des manetons d'un vilebrequin d'orientation. Ce vilebrequin d'orientation est formé des pivots (29a), (29b), (29c), les leviers (41) reliant les pivots (29a), (29b), (29c) aux tourillons (42) correspondant de ce vilebrequin d'orientation. Le vilebrequin d'orientation est guidé et orienté par un système de guidage qui comporte un châssis (60) articulé autour d'un axe confondu avec l'axe du vilebrequin principal (4). Les paliers du vilebrequin d'orientation sont fixés sur le châssis (60). Le système de guidage et le vilebrequin d'orientation sont construits pour respecter, pendant le fonctionnement, des caractéristiques géométriques comprises dans des tolérances compatibles avec les possibilités de réalisation ainsi qu'avec le bon fonctionnement du dispositif et du moteur. Ces caractéristiques géométriques sont les suivantes : les déplacements de chaque pivot (29a), (29b), (29c) sont réalisés dans le plan de projection (9) perpendiculaires à l'axe (1) du vilebrequin principal (4), chaque pivot (29a), (29b), (29c) et l'axe du vilebrequin d'orientation sont parallèles à l'axe (1) du vilebrequin principal (4), l'axe d'articulation du châssis est confondu avec l'axe (1) du vilebrequin principal (4), la longueur des leviers (41) de chaque maneton du vilebrequin d'orientation qui constitue les pivots (29a), (29b), (29c) est égale à la longueur des leviers (3) du maneton (5) correspondant appartenant au vilebrequin principal (4), le vilebrequin d'orientation est lié en rotation au vilebrequin principal (4) de sorte que les leviers (41) et (3) des manetons de ces deux vilebrequins correspondant à une même chambre de combustion soient toujours parallèles, cette caractéristique est obtenue grâce au fait que le vilebrequin principal (4) et le vilebrequin d'orientation possèdent chacun trois les leviers (41) et (3) décalés de cent vingt degrés. Les trois pivots (29a), (29b), (29c) sont représentés partiellement sur la figure 6.Another way to realize the invention is shown in FIG. For each eccentric (8), (8a), (8b) placed between a small end (6) and the crankpin (5) corresponding to the main crankshaft (4), the rod (35) is integral with the eccentric (8) and an articulated part (61) guided in rotation on the axis of the pivot (29a), (29b), (29c). The pivots (29a), (29b), (29c) constitute crank pins of a crankshaft orientation. This orientation crankshaft is formed of pivots (29a), (29b), (29c), the levers (41) connecting the pivots (29a), (29b), (29c) to the trunnions (42) corresponding of this crankshaft orientation. The crankshaft orientation is guided and oriented by a guiding system which comprises an articulated frame (60) around an axis coincident with the axis of the main crankshaft (4). The levels of crankshaft orientation are attached to the frame (60). The guidance system and the crankshaft orientation are built to respect, during operation, geometric characteristics within tolerances compatible with the possibilities of realization as well as with the good functioning of the device and of the motor. These geometric characteristics are as follows: of each pivot (29a), (29b), (29c) are made in the projection plane (9) perpendicular to the axis (1) of the main crankshaft (4), each pivot (29a), (29b), (29c) and the axis of the crankshaft of orientation are parallel to the axis (1) of the crankshaft the main axis (4), the axis of articulation of the chassis coincides with the axis (1) of the main crankshaft (4), the length of the levers (41) of each crankpin crankshaft which constitutes the pivots (29a), (29b), (29c) is equal to the length of the levers (3) of the corresponding crankpin (5) belonging to the crankshaft the main crankshaft (4) is rotatably connected to the main crankshaft (4) so that the levers (41) and (3) of the crank pins of these two crankshafts corresponding to the same combustion chamber are always parallel, this This feature is achieved by the fact that the main crankshaft (4) and the steering crankshaft each have three levers (41) and (3) offset from each other. one hundred and twenty degrees. The three pivots (29a), (29b), (29c) are partially represented in Figure 6.
Pour toutes les manières de guider le pivot (29), (29a), (29b), (29c) décrites ci-dessus, soit le coulisseau (28), soit les bras-articulés du balancier (39), soit le châssis (60) peuvent être entraínés par une vis (32) accouplée à une seule turbine (26) par l'intermédiaire d'un réducteur de vitesse (27) et d'un frein (34) piloté par le calculateur du moteur. Le pas de la vis (32) est tel que l'entraínement mécanique est réversible. Le sens de montage de la turbine (26) permet de d'accroítre le taux de compression. Les poussées des bielles sur les excentriques motorisent la diminution du taux de compression. Le frein (34) permet de contrôler le sens de modification du taux de compression ou de stopper cette modification. La construction décrite dans ce paragraphe est illustrée sur les figures 2, 3, 6 et 7.For all ways of guiding the pivot (29), (29a), (29b), (29c) described above, either the slide (28), the arm-joints of the balance (39), or the frame (60) can be driven by a screw (32) coupled to a single turbine (26) via a speed reducer (27) and a brake (34) driven by the engine calculator. The pitch of the screw (32) is such that the mechanical drive is reversible. The direction of assembly of the turbine (26) makes it possible to increase the rate compression. The thrusts of the connecting rods on the eccentric motorize the decrease in the compression ratio. The brake (34) controls the direction of change the compression ratio or stop this change. The The construction described in this section is illustrated in Figures 2, 3, 6 and 7.
Le mécanisme de modification du taux de compression représenté sur la figure 9 est entraíné par un vérin hydraulique (93). Ce vérin hydraulique est alimenté par les canalisations (55) et (56). Il est lié au coulisseau (28) par l'intermédiaire de la tige (92).The mechanism for modifying the compression ratio represented on the Figure 9 is driven by a hydraulic cylinder (93). This hydraulic cylinder is fed by the pipes (55) and (56). It is linked to the slide (28) by via the rod (92).
Les figures 4 et 5 représentent une autre manière pour réaliser l'invention. Pour chaque excentrique (8), (8a), (8b) placé entre un pied de bielle (6) et le maneton (5) correspondant du vilebrequin principal (4), la tige (35) est solidaire de l'excentrique (8) et coulisse dans la pièce articulée (30) guidée sur le pivot (29). Les pivots (29) constituent des manetons d'un vilebrequin d'orientation. Ce vilebrequin d'orientation est formé des pivots (29), des leviers (41) reliant les pivots (29) aux tourillons (42) correspondant de ce vilebrequin d'orientation. Ce vilebrequin d'orientation est guidé dans des paliers (43) dont les parties fixes sont solidaires du carter (24). Ce vilebrequin d'orientation est lié en rotation au vilebrequin principal (4) avec une courroie crantée, non-représentée, et deux poulies (53) et (57) de même diamètre et possédant le même nombre de dents. Le calage angulaire du vilebrequin d'orientation par rapport au vilebrequin principal (4) est modifiable pendant le fonctionnement grâce au dispositif de calage variable (54). Le dispositif de calage variable (54) est actionné par hydraulique ; il est alimenté en fluide hydraulique par les canalisations (55) et (56).Figures 4 and 5 show another way to realize the invention. For each eccentric (8), (8a), (8b) placed between a small end (6) and the crankpin (5) corresponding to the main crankshaft (4), the rod (35) is integral with the eccentric (8) and slides in the articulated part (30) guided on the pivot (29). The pivots (29) constitute crank pins of a crankshaft orientation. This steering crankshaft is formed of pivots (29), levers (41) connecting the pivots (29) corresponding to the trunnions (42) of this orientation crankshaft. This steering crankshaft is guided in bearings (43) whose fixed parts are integral with the housing (24). This orientation crankshaft is linked in rotation to main crankshaft (4) with a toothed belt, not shown, and two pulleys (53) and (57) of the same diameter and having the same number of teeth. The angular setting of the crankshaft orientation relative to the main crankshaft (4) can be modified during operation by means of the variable setting device (54). The variable setting device (54) is hydraulically actuated; he is supplied with hydraulic fluid via the lines (55) and (56).
Le vérin hydraulique (93) ou le dispositif de calage variable (54) peuvent être alimentés par une pompe hydraulique, non-représentée sur les figures.The hydraulic cylinder (93) or the variable setting device (54) can be powered by a hydraulic pump, not shown in the figures.
Une autre manière pour alimenter en liquide sous pression le vérin hydraulique (93) ou le dispositif de calage variable (54) est représenté sur la figure 10. Un vérin à gaz (103) actionne un vérin sur-presseur (106). Les canalisations d'entrée (100a), (100b) des chambres (102a), (102b) du vérin à gaz (103) sont contrôlées par des vannes (101a), (101b) et alimentées en gaz d'échappement. Les canalisations de sortie (105a), (105b) sont contrôlée par des vannes (104a), (104b) et reliées à l'air libre. Chacune des deux chambres (107a), (107b) du vérin sur-presseur (106) est reliée à une canalisation hydraulique (55) ou (56) d'alimentation du vérin hydraulique (93) ou du dispositif de calage variable (54), par l'intermédiaire de deux branches parallèles dont l'une est équipée d'une vanne (108c), (108b) et l'autre d'une vanne (108a), (108d) et d'un clapet anti-retour (109a), (109b). Ce clapet anti-retour (109a), (109b) stoppe le flux de liquide hydraulique dans la branche correspondante vers le vérin sur-presseur (106). Ainsi, si l'une des deux vannes (108c) ou (108b) qui n'est pas en série avec un clapet anti-retour (109a), (109b) est fermée, alors que les trois autres vannes hydrauliques sont ouvertes, le seul déplacement possible du piston du sur-presseur est le déplacement qui diminue le volume de la chambre (107a), (107b) reliée à la vanne fermée (108c) ou (108b). Ce montage permet donc à la fois de contrôler aisément le sens de modification du taux de compression et d'utiliser les gaz d'échappement.Another way to supply liquid under pressure to the jack hydraulic valve (93) or the variable setting device (54) is shown in FIG. 10. A gas cylinder (103) actuates an overpressure cylinder (106). Pipelines (100a), (100b) of the chambers (102a), (102b) of the gas cylinder (103) are controlled by valves (101a), (101b) and supplied with exhaust gas. The outlet pipes (105a), (105b) are controlled by valves (104a), (104b) and connected to the open air. Each of the two chambers (107a), (107b) of the overpressure ram (106) is connected to a hydraulic supply line (55) or (56) of the hydraulic cylinder (93) or the variable setting device (54), by via two parallel branches, one of which is equipped with a valve (108c), (108b) and the other of a valve (108a), (108d) and a non-return valve (109a), (109b). This non-return valve (109a), (109b) stops the flow of liquid hydraulic in the corresponding branch to the presser cylinder (106). So, if one of the two valves (108c) or (108b) which is not in series with a non-return valve (109a), (109b) is closed, while the other three hydraulic valves are open, the only possible displacement of the piston of the presser is the displacement which decreases the volume of the chamber (107a), (107b) connected to the closed valve (108c) or (108b). This arrangement thus makes it possible at the same time to easily control the meaning of change the compression ratio and use the exhaust gas.
Selon une autre caractéristique, les deux chambres (107a), (107b) du sur-presseur (106) sont également reliée à une réserve hydraulique par l'intermédiaire de deux clapets anti-retour (109c), (109d). Le sens de montage de ces deux clapets anti-retour (109c), (109d) permet uniquement le passage du liquide depuis la réserve hydraulique vers le sur-presseur (106). Ce montage permet de remplir le sur-presseur en cas de fuite, dans la limite de la capacité de la réserve d'huile.According to another characteristic, the two chambers (107a), (107b) of the presser (106) are also connected to a hydraulic reserve via two check valves (109c), (109d). The mounting direction of these two flaps anti-return device (109c), (109d) allows only the passage of the liquid from the hydraulic reserve to the presser (106). This assembly makes it possible to fill the overpressure in case of leakage, within the limit of the capacity of the oil reserve.
Selon une variante de la construction de l'ensemble constitué du vérin à-gaz (103) et du vérin sur-presseur (106), les canalisations de sortie (105a), (105b) du vérin à gaz (103) sont reliées à l'aspiration du moteur (20). Cette variante n'est pas représentée sur les figures.According to a variant of the construction of the assembly consisting of the gas cylinder (103) and the overpressure cylinder (106), the outlet pipes (105a), (105b) of the gas cylinder (103) are connected to the suction of the engine (20). This variant is not shown in the figures.
Les excentriques (8), (8a), (8b) sont formés de deux demi coquilles (121) et (122). Cette construction représentée sur les figures 11 à 14 facilite le montage.The eccentrics (8), (8a), (8b) are formed of two half-shells (121) and (122). This construction shown in Figures 11 to 14 facilitates assembly.
Les figures 11 à 12 présentent la liaison rigide entre la tige (35) et
l'excentrique (8), (8a), (8b). Cette liaison rigide entre la tige (35) et l'excentrique
(8), (8a), (8b) comporte une plaque (52), un ou plusieurs doigts (90) et une ou
plusieurs joues (50). La plaque (52) forme l'interface entre la tige (35) et le ou les
doigts (90). Le ou les doigts (90) sont prolongés par les joues (50). Lorsque ces
pièces sont assemblées sur le moteur (20), le ou les doigts (90) sont en dehors de
l'encombrement du chapeau de bielle et relie la plaque (52), alors que la ou les
joues (50) sont intégrées partiellement ou totalement dans l'épaisseur du pied de la
bielle 6 ou du chapeau de la bielle 6 et relie les excentriques (8), (8a), (8b).Figures 11 to 12 show the rigid connection between the rod (35) and
the eccentric (8), (8a), (8b). This rigid connection between the rod (35) and the eccentric
(8), (8a), (8b) comprises a plate (52), one or more fingers (90) and one or
several cheeks (50). The plate (52) forms the interface between the rod (35) and the
fingers (90). The finger or fingers (90) are extended by the cheeks (50). When these
parts are assembled on the motor (20), the finger or fingers (90) are outside
the size of the connecting rod cap and connects the plate (52), while the
cheeks (50) are integrated partially or totally in the thickness of the foot of the
connecting
Selon la manière préférée de fixation de la tige (35) à l'excentrique (8), (8a), (8b), le ou les doigts (90) solidaire des joues (50) sont tous orientés vers un demi-espace défini par un plan (110) solidaire de l'excentrique (8), (8a), (8b), ce plan contenant l'axe (120) du diamètre intérieur de l'excentrique (8), (8a), (8b). Ce demi-espace est symbolisé sur la figure 11 par le rectangle (111). L'axe (120) du diamètre intérieur de l'excentrique (8), (8a), (8b) est confondu avec l'axe du maneton (5) du vilebrequin principal (4) lorsque ces pièces sont assemblées sur le moteur (20)According to the preferred manner of fixing the rod (35) to the eccentric (8), (8a), (8b), the finger or fingers (90) integral with the cheeks (50) are all oriented towards a half-space defined by a plane (110) integral with the eccentric (8), (8a), (8b), this plane containing the axis (120) of the inside diameter of the eccentric (8), (8a), (8b). This half space is symbolized in Figure 11 by the rectangle (111). The axis (120) of the inside diameter of the eccentric (8), (8a), (8b) coincides with the axis of the crankpin (5) of the main crankshaft (4) when these parts are assembled on the motor (20)
Les figures 12 à 14 représente plusieurs manières de construire la liaison entre deux excentriques (8a), (8b) accolés et la tige (35). Sur la figure (12), les joues (50) séparent les deux excentriques (8a), (8b). Sur les figures 13 et 14, deux joues (50) sont fixées de façon indémontable sur la demi coquille (122) la plus proche de la tige (35). Les deux joues (50) sont placées de part et d'autre de l'ensemble formé des deux excentriques (8a), (8b) accolés. La demi coquille (121) est fixée à la demi coquille (122) par des vis de fixation (130).Figures 12 to 14 show several ways of building the link between two eccentrics (8a), (8b) contiguous and the rod (35). In Figure (12), the cheeks (50) separate the two eccentrics (8a), (8b). In FIGS. 13 and 14, two cheeks (50) are fixed releasably on the half shell (122) the most close to the rod (35). The two cheeks (50) are placed on either side of the set formed of two eccentric (8a), (8b) contiguous. The half shell (121) is fixed to the half-shell (122) by fixing screws (130).
Cette invention peut s'appliquer aux moteurs et aux compresseurs à pistons alternatifs animés par un vilebrequin, dont les chambres de combustion ou les chambres de compression sont disposées soit en ligne, soit en opposition, soit en V, soit selon une pluralité de V.This invention can be applied to engines and reciprocating compressors crankshaft-powered alternators, including combustion chambers or compression chambers are arranged either in line, in opposition, or in V, either according to a plurality of V.
Claims (12)
- Device for modifying the compression ratio of an internal combustion engine comprising at least one combustion chamber bounded by a cylinder head (21, 21a, 21b), a cylinder (23, 23a, 23b) and a reciprocating piston (22, 22a, 22b), said piston being connected to a connecting rod (6, 6a, 6b) connected to a crankshaft (4) carrying an eccentric (8, 8a, 8b) interposed between the big end of said connecting rod and the crank pin (5) of said crankshaft, said eccentric being connected in rotation to one end of a rod (35) which can be displaced angularly and is connected to a part (30), characterised in that the part (30) pivots on a pin (29) carried by displacement means (28; 39; 41; 42) allowing the angular adjustment of said eccentric to be changed.
- Device according to claim 1, characterised in that the part (30) comprises sliding means for the rod (35).
- Device according to claim 1, characterised in that the displacement means comprise a slide (28).
- Device according to claim 1, characterised in that the displacement means comprise a rocker (39).
- Device according to claim 1, characterised in that the displacement means comprise a orientating crankshaft (41, 42).
- Device according to any one of claims 1 to 5, characterised in that it comprises at least one actuator (26, 54, 81, 93, 103, 106) for the displacement means (28; 39; 41; 42).
- Device according to claim 6, characterised in that the actuator is a turbine (26, 81) fed by exhaust gases from the engine.
- Device according to claim 6, characterised in that the actuator is a hydraulic jack (93, 106).
- Device according to claim 8, characterised in that a gas jack (103) acts on the hydraulic jack (106).
- Device according to claim 6, characterised in that the actuator is a variable adjusting device (54).
- Device according to one of claims 6 or 7, characterised in that the actuator (26, 81) operates a screw (32) connected to the displacement means (28, 39).
- Device according to claim 1, characterised in that the eccentric (8) comprises two eccentrics (8a, 8b) locked one to the other with an angular offset and connected in rotation to the same rod (35).
Applications Claiming Priority (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR9915104A FR2801932B1 (en) | 1999-11-10 | 1999-11-30 | METHOD AND DEVICE FOR MODIFYING AND TAKING ACCOUNT OF THE COMPRESSION RATE TO OPTIMIZE THE OPERATION OF RECIPROCATING PISTON ENGINES |
FR9915104 | 1999-11-30 | ||
FR0008947A FR2811373B1 (en) | 2000-07-10 | 2000-07-10 | VERY REACTIVE METHOD AND DEVICE FOR THE CONTINUOUS OPTIMIZATION OF THE COMPRESSION RATE OF ALTERNATIVE PISTON ENGINES |
FR0008947 | 2000-07-10 | ||
PCT/FR2000/003324 WO2001040641A1 (en) | 1999-11-30 | 2000-11-28 | Method and device for modifying compression rate to optimize operating conditions of reciprocating piston engines |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1238189A1 EP1238189A1 (en) | 2002-09-11 |
EP1238189B1 true EP1238189B1 (en) | 2005-02-02 |
Family
ID=26212525
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP00985347A Expired - Lifetime EP1238189B1 (en) | 1999-11-30 | 2000-11-28 | Device for modifying compression rate to optimize operating conditions of reciprocating piston engines |
Country Status (8)
Country | Link |
---|---|
US (1) | US6789515B1 (en) |
EP (1) | EP1238189B1 (en) |
JP (1) | JP4505170B2 (en) |
KR (1) | KR100720327B1 (en) |
AU (1) | AU2179601A (en) |
DE (1) | DE60017940T2 (en) |
ES (1) | ES2237479T3 (en) |
WO (1) | WO2001040641A1 (en) |
Families Citing this family (21)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7210446B2 (en) * | 2003-01-27 | 2007-05-01 | Tihomir Sic | V-twin configuration having rotary mechanical field assembly |
US7188598B2 (en) * | 2004-04-07 | 2007-03-13 | Si Hacek Over C Tihomir | Rotary mechanical field assembly |
DE10309650A1 (en) * | 2003-03-06 | 2004-09-23 | Daimlerchrysler Ag | Reciprocating engine, esp. internal combustion engine, has rotation of eccentric adjusted via lever whose other end slides within traveling crosshead which in turn reciprocates within guide of cylinder assembly |
CN1676900B (en) * | 2005-05-31 | 2010-09-01 | 庞乐钧 | Constant volume combustion internal combustion engine |
GB2432398B (en) * | 2005-11-18 | 2008-08-13 | Lotus Car | Reciprocating piston sleeve valve engine |
WO2007081222A1 (en) * | 2006-01-16 | 2007-07-19 | Brian Barradine | Variable compression system for internal combustion engines |
KR101234631B1 (en) * | 2008-11-28 | 2013-02-19 | 현대자동차주식회사 | Variable compression apparatus for vehicle engine |
US8267055B2 (en) * | 2009-09-03 | 2012-09-18 | Manousos Pattakos | Variable compression ratio engine |
DE102010061362B4 (en) * | 2010-12-20 | 2022-12-22 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Changeover valve and internal combustion engine with such a changeover valve |
DE102010061361B8 (en) * | 2010-12-20 | 2022-05-12 | Dr.Ing.H.C. F. Porsche Ag | Changeover valve and internal combustion engine with such a changeover valve and method for controlling the changeover valve |
DE102011017184A1 (en) * | 2011-04-15 | 2012-05-31 | Daimler Ag | An adjusting device for variably setting at least one compression ratio of an internal combustion engine |
DE102011017182A1 (en) * | 2011-04-15 | 2012-10-18 | Daimler Ag | An adjusting device for variably setting a compression ratio of an internal combustion engine |
US8851030B2 (en) | 2012-03-23 | 2014-10-07 | Michael von Mayenburg | Combustion engine with stepwise variable compression ratio (SVCR) |
DE102012008783B4 (en) * | 2012-04-28 | 2017-12-07 | Audi Ag | Internal combustion engine with variable compression |
CN103541819B (en) * | 2012-07-17 | 2017-08-08 | 瓦锡兰瑞士公司 | Large-scale reciprocating-piston combustion engine and its control device and control method |
CN106460655B (en) * | 2014-05-15 | 2019-10-11 | Fev有限责任公司 | The positioning of switching element for mechanical switch Formula V CR connecting rod |
EP3163055B1 (en) * | 2014-06-27 | 2021-06-02 | Nissan Motor Co., Ltd. | Control device for a variable compression ratio internal combustion engine |
BR112017000582B1 (en) * | 2014-07-14 | 2022-04-12 | Nissan Motor Co., Ltd | Internal combustion engine with variable compression ratio |
CN107448285A (en) * | 2017-09-13 | 2017-12-08 | 吉林大学 | A kind of eccentric shaft tile style variable compression ratio device |
PL240413B1 (en) * | 2018-09-26 | 2022-03-28 | Szymkowiak Miroslaw | Internal combustion engine with variable compression ratio and mechanism for changing the compression ratio in an internal combustion engine |
AT524321B1 (en) | 2021-03-12 | 2022-05-15 | Roland Kirchberger Dipl Ing Dr Techn | internal combustion engine |
Family Cites Families (27)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR692084A (en) * | 1929-06-03 | 1930-10-30 | Variable compression motor | |
US1872856A (en) | 1929-09-11 | 1932-08-23 | Clinton L Walker | Internal combustion engine |
US2770224A (en) | 1950-12-21 | 1956-11-13 | Mary A Ericson | Internal combustion engines |
US4517931A (en) * | 1983-06-30 | 1985-05-21 | Nelson Carl D | Variable stroke engine |
DE3601528A1 (en) | 1986-01-20 | 1987-07-23 | Wolfgang Schwarz | Internal combustion piston engine, in-line engine with variable compression ratio |
US4738230A (en) | 1986-03-13 | 1988-04-19 | Johnson Kenneth A | Variable compression ratio control |
US4917066A (en) * | 1986-06-04 | 1990-04-17 | The Trustees Of Columbia University In The City Of New York | Swing beam internal-combustion engines |
JPH027527A (en) | 1988-06-27 | 1990-01-11 | Seiko Epson Corp | Transistor |
JPH027528A (en) | 1988-06-27 | 1990-01-11 | Seiko Epson Corp | Semiconductor device |
JPH02125166A (en) | 1988-11-02 | 1990-05-14 | Toyota Motor Corp | Hydraulic control device of automatic transmission for vehicle |
WO1991010051A1 (en) | 1989-12-12 | 1991-07-11 | Serge Gary | Device for varying the combustion chamber of a four-stroke engine |
EP0438121B1 (en) | 1990-01-17 | 1995-04-05 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Variable compression ratio apparatus for internal combustion engine |
FR2669676A1 (en) | 1990-11-23 | 1992-05-29 | Jurkovic Dimitri | Bearings making it possible to vary the compression ratio of an internal combustion engine |
US5136987A (en) * | 1991-06-24 | 1992-08-11 | Ford Motor Company | Variable displacement and compression ratio piston engine |
US5163386A (en) * | 1992-03-23 | 1992-11-17 | Ford Motor Company | Variable stroke/clearance volume engine |
SE470238B (en) | 1992-05-11 | 1993-12-13 | Saab Automobile | Method and apparatus for changing the compression of an internal combustion engine |
SE513061C2 (en) * | 1992-06-30 | 2000-06-26 | Fanja Ltd | Method and apparatus for changing the compression ratio in an internal combustion engine |
US5335632A (en) * | 1993-05-14 | 1994-08-09 | Hefley Carl D | Variable compression internal combustion engine |
US5791302A (en) | 1994-04-23 | 1998-08-11 | Ford Global Technologies, Inc. | Engine with variable compression ratio |
DE4444555A1 (en) | 1994-12-01 | 1996-06-05 | Wronna Werner Dipl Ing | Four-stroke reciprocating IC engine |
AUPO904197A0 (en) | 1997-09-09 | 1997-10-02 | Dixon, Michael Patrick | Internal combusion engine |
DE29719343U1 (en) | 1997-10-31 | 1998-01-08 | FEV Motorentechnik GmbH & Co. KG, 52078 Aachen | Piston engine with adjustable compression ratio |
JPH11218037A (en) * | 1997-10-31 | 1999-08-10 | Fev Motorentechnik Gmbh & Co Kg | Piston internal combustion engine having regulatable compression ratio |
EP0983433B1 (en) | 1998-02-23 | 2007-05-16 | Cummins Inc. | Premixed charge compression ignition engine with optimal combustion control |
JP4038959B2 (en) * | 2000-05-09 | 2008-01-30 | 日産自動車株式会社 | Variable compression ratio mechanism of internal combustion engine |
JP3941371B2 (en) * | 2000-10-12 | 2007-07-04 | 日産自動車株式会社 | Variable compression ratio mechanism of internal combustion engine |
JP3726678B2 (en) * | 2000-12-15 | 2005-12-14 | 日産自動車株式会社 | Crank mechanism of a multi-link reciprocating internal combustion engine |
-
2000
- 2000-11-28 US US10/148,393 patent/US6789515B1/en not_active Expired - Fee Related
- 2000-11-28 ES ES00985347T patent/ES2237479T3/en not_active Expired - Lifetime
- 2000-11-28 JP JP2001542680A patent/JP4505170B2/en not_active Expired - Fee Related
- 2000-11-28 WO PCT/FR2000/003324 patent/WO2001040641A1/en active IP Right Grant
- 2000-11-28 EP EP00985347A patent/EP1238189B1/en not_active Expired - Lifetime
- 2000-11-28 KR KR1020027006960A patent/KR100720327B1/en not_active IP Right Cessation
- 2000-11-28 DE DE60017940T patent/DE60017940T2/en not_active Expired - Lifetime
- 2000-11-28 AU AU21796/01A patent/AU2179601A/en not_active Abandoned
Also Published As
Publication number | Publication date |
---|---|
DE60017940D1 (en) | 2005-03-10 |
AU2179601A (en) | 2001-06-12 |
EP1238189A1 (en) | 2002-09-11 |
DE60017940T2 (en) | 2005-06-30 |
WO2001040641A9 (en) | 2001-08-09 |
JP4505170B2 (en) | 2010-07-21 |
US6789515B1 (en) | 2004-09-14 |
ES2237479T3 (en) | 2005-08-01 |
JP2003515696A (en) | 2003-05-07 |
KR100720327B1 (en) | 2007-05-22 |
WO2001040641A1 (en) | 2001-06-07 |
KR20020081217A (en) | 2002-10-26 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP1238189B1 (en) | Device for modifying compression rate to optimize operating conditions of reciprocating piston engines | |
EP0980466B1 (en) | Device for varying a piston engine effective volumetric displacement and/or volumetric ratio of during its operation | |
EP2281107B1 (en) | Engine with a variable volume chamber | |
EP1023531B1 (en) | Method for controlling machine piston movement, implementing device and balancing of said device | |
EP1143127B1 (en) | Internal combustion engine with variable capacity and compression ratio | |
EP2279332B1 (en) | Internal combustion engine | |
FR2906332A1 (en) | DEVICE FOR TRANSFORMING A LINEAR MOVEMENT INTO A ROTATION MOTION IN AN ADJUSTABLE MANNER | |
EP0627042B1 (en) | Positive displacement machine with reciprocating and rotating pistons, particularly four-stroke engine | |
FR2459367A1 (en) | ASYMMETRIC INTERNAL COMBUSTION ENGINE | |
FR3040437B1 (en) | INTERNAL COMBUSTION ENGINE ASSEMBLY COMPRISING A VOLUMETRIC RATIO VARIATION SYSTEM | |
FR2898383A1 (en) | Fixed/rotating mechanical assembly for forming e.g. pump, has mechanical system with set of pinions driven by another set of pinions to rotate piston for controlling operating cycle of piston, where system organizes kinematics of assembly | |
FR2811373A1 (en) | I.c. engine has compression ratio varied by adjusting position of cams on crankshaft bearing journal | |
EP0577715A1 (en) | Rotary device with a toric chamber | |
FR2801932A1 (en) | I.c. engine has compression ratio varied by adjusting position of cams on crankshaft bearing journal | |
EP3004550B1 (en) | Device for converting movement and corresponding method | |
FR2461813A1 (en) | Piston engine with variable torque - has swash plate on central splined shaft carrying piston rods | |
FR2828910A1 (en) | Four stroke internal combustion engine has pair of parallel crankshafts with three rod linkage for connection to pistons to vary stroke | |
FR2669676A1 (en) | Bearings making it possible to vary the compression ratio of an internal combustion engine | |
FR2810694A1 (en) | ISO CHORE MOTOR | |
FR3096425A1 (en) | Balancing method of an internal combustion engine | |
FR2547624A1 (en) | Steam engine produced by converting an internal combustion engine | |
FR3062187A1 (en) | METHOD FOR BALANCING AN INTERNAL COMBUSTION ENGINE | |
FR3062185A1 (en) | BALANCING ARRANGEMENT AND BALANCING SYSTEM FOR BALANCING AN INTERNAL COMBUSTION ENGINE | |
FR3062186A1 (en) | BALANCING SYSTEM FOR BALANCING AN INTERNAL COMBUSTION ENGINE | |
FR2742478A1 (en) | Rotary drive engine, with annular chambers, e.g. heat engine or pump |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
17P | Request for examination filed |
Effective date: 20020701 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR |
|
AX | Request for extension of the european patent |
Free format text: AL;LT;LV;MK;RO;SI |
|
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
RBV | Designated contracting states (corrected) |
Designated state(s): DE ES GB IT |
|
RTI1 | Title (correction) |
Free format text: DEVICE FOR MODIFYING COMPRESSION RATE TO OPTIMIZE OPERATING CONDITIONS OF RECIPROCATING PISTON ENGINES |
|
RAP1 | Party data changed (applicant data changed or rights of an application transferred) |
Owner name: INSTITUT FRANEAIS DU PETROLE Owner name: MARCHISSEAU, MICHEL |
|
RIN1 | Information on inventor provided before grant (corrected) |
Inventor name: MARCHISSEAU, MICHEL |
|
GRAS | Grant fee paid |
Free format text: ORIGINAL CODE: EPIDOSNIGR3 |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): DE ES GB IT |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: FG4D Free format text: NOT ENGLISH |
|
GBT | Gb: translation of ep patent filed (gb section 77(6)(a)/1977) |
Effective date: 20050202 |
|
REG | Reference to a national code |
Ref country code: IE Ref legal event code: FG4D Free format text: FRENCH |
|
REF | Corresponds to: |
Ref document number: 60017940 Country of ref document: DE Date of ref document: 20050310 Kind code of ref document: P |
|
REG | Reference to a national code |
Ref country code: ES Ref legal event code: FG2A Ref document number: 2237479 Country of ref document: ES Kind code of ref document: T3 |
|
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
26N | No opposition filed |
Effective date: 20051103 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: IT Payment date: 20101119 Year of fee payment: 11 Ref country code: GB Payment date: 20101213 Year of fee payment: 11 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R081 Ref document number: 60017940 Country of ref document: DE Owner name: IFP ENERGIES NOUVELLES, FR Free format text: FORMER OWNER: MICHEL MARCHISSEAU, INSTITUT FRANCAIS DU PETROLE, , FR Effective date: 20110329 Ref country code: DE Ref legal event code: R081 Ref document number: 60017940 Country of ref document: DE Owner name: MARCHISSEAU, MICHEL, FR Free format text: FORMER OWNER: MICHEL MARCHISSEAU, INSTITUT FRANCAIS DU PETROLE, , FR Effective date: 20110329 Ref country code: DE Ref legal event code: R081 Ref document number: 60017940 Country of ref document: DE Owner name: IFP ENERGIES NOUVELLES, FR Free format text: FORMER OWNERS: MARCHISSEAU, MICHEL, LIMOGES, FR; INSTITUT FRANCAIS DU PETROLE, RUEIL-MALMAISON, HAUTS-DE-SEINE, FR Effective date: 20110329 Ref country code: DE Ref legal event code: R081 Ref document number: 60017940 Country of ref document: DE Owner name: MARCHISSEAU, MICHEL, FR Free format text: FORMER OWNERS: MARCHISSEAU, MICHEL, LIMOGES, FR; INSTITUT FRANCAIS DU PETROLE, RUEIL-MALMAISON, HAUTS-DE-SEINE, FR Effective date: 20110329 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: ES Payment date: 20111124 Year of fee payment: 12 |
|
GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20111128 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20111128 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20111128 |
|
REG | Reference to a national code |
Ref country code: ES Ref legal event code: FD2A Effective date: 20140516 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: ES Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20121129 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 20161205 Year of fee payment: 17 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R119 Ref document number: 60017940 Country of ref document: DE |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20180602 |