EP0184042A2 - Mécanisme vilebrequin-manivelle d'un moteur à combustion interne à course variable - Google Patents

Mécanisme vilebrequin-manivelle d'un moteur à combustion interne à course variable Download PDF

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Publication number
EP0184042A2
EP0184042A2 EP85114434A EP85114434A EP0184042A2 EP 0184042 A2 EP0184042 A2 EP 0184042A2 EP 85114434 A EP85114434 A EP 85114434A EP 85114434 A EP85114434 A EP 85114434A EP 0184042 A2 EP0184042 A2 EP 0184042A2
Authority
EP
European Patent Office
Prior art keywords
crankshaft
sleeve
pair
gear
crankthrow
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.)
Withdrawn
Application number
EP85114434A
Other languages
German (de)
English (en)
Other versions
EP0184042A3 (fr
Inventor
Tadeusz Jan Rychter
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Politechnika Warszawska
Original Assignee
Politechnika Warszawska
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Politechnika Warszawska filed Critical Politechnika Warszawska
Publication of EP0184042A2 publication Critical patent/EP0184042A2/fr
Publication of EP0184042A3 publication Critical patent/EP0184042A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/04—Engines with prolonged expansion in main cylinders

Definitions

  • the subject of the present invention is a crenk mechenism of the internal combustion niston engine with variable crenkathrow.
  • variable stroke engine which comprises a connecting-rod, a crank- sneft end an additional connecting-rod with a connector.
  • the additional connecting-rod with its protrusion distant from the axis of the crankshaft, couples the connecting-rod end the connector, the other end of which is connected with a stroke adjusting screw end is guided by a guiding rod.
  • Such an engine has e complex mechanism with a considerably lowered mechanical efficiency and considerable times of the stroke cn p npe. Besides, crank mechanisms with many additional parts are considerably mecnanically loaded and, consecuent- ly, big and heavy.
  • the object of the present invention is to achieve the possibility of current continuous adjustment of the compression ratio in the IC piston engine.
  • the task to be solved is the designing of a crank mechanism with a variable crankthrow.
  • the crank mechanism according to the invention provided with a piston connected with the connecting--rod by means of a piston pin, and a crankshaft, is distinguished by that it incorporates an eccentric sleeve being an intermediate element between the connecting-rod journal of the crankshaft and the connecting-rod big end.
  • the axis of the internal hole of the sleeve is moved away in relation to the axis of the external cylindrical surface of the sleeve by the eccentric size bigger from zero and sm p l-ler or equal to 30% of the crankthrow of the crankshaft.
  • the eccentric sleeve is connected also with a driving gear providing for the angular velocity of the eccentric sleeve, in relation to the connecting-rod journal, of the value OI the sleeve angular velocity in the range of plus, minus half the crankshaft angular velocity up to plus, minus the crankshaft angular velocity.
  • the crank mechanism is, moreover, provided with a mechanism controlling the eccentric sleeve angular position by p definite angle in relation to the crankthrow of the crankshaft, determined at such a crankthrow position in which the piston is most distant from the crankshaft.
  • the first driving gear consists of the first pair of external gear wheels, the first gear wheel being coupled with the crankshaft through the intermediary of a set of gear wheels.
  • the second driving gear consists of the first and the second pair of external gear wheels, the first wheel of the first pair being coupled with the eccentric sleeve end the second wheel of the first pair being coupled with the crankshaft.
  • the second gear wheel of the first pair and the first gear wheel of the second pair are mounted on a common shaft bearing-mounted in the crankshaft arm.
  • the third driving gear consists of a pair of gear wheels, the first gear wheel, of external gear, being coupled with the eccentric sleeve, and the second gear wheel, of internal gear, being coupled with tne crankshaft.
  • the fourth driving gear consists of the first pair of external gear wheels and tne second pair of gear wheels.
  • the first wheel of the first pair is coupled with the eccentric sleeve, and the second wheel of the second pair of internal gear is coupled with the crankshaft.
  • the possibility of current continuous changing the compression re- tio within a wide range has been achieved, with a simultaneous change of the engine capacity.
  • the crank mechanism according to the invention due to the application of the crank mechanism according to the invention and the first, the second and the third crank mechanism the possibility of continuous changing the engine thermodynamic working cycle has been achieved, what improves parameters of such a piston engine.
  • a simple design and easy control do not present any design problems and enable applying it in any piston engines.
  • the cr p nk mechanism shown in figs 1, 2, 3 of the drawing comprises a piston 1 connectad with the connecting-rod 2 by means of a piston pin 3. Besides, it comprises an eccentric sleeve 4 being an intermediate element between a connecting-rod journel 5 of the crankshaft 6 and the big end of the connecting-rod 2.
  • the axis of the internal hole of the sleeve 4 is moved in relation to the exis of the external cylindrical surface of the sleeve 4 by the size of the eccentric e equal to 6% of the crankthrow R of the crankshaft b.
  • the driving gear shown in fig.4 and fig.5 of the drawing consists of a pair of external gear wneels 7 and 8, tne gear wheel 7 being coupled with the eccentric sleeve 4, and the gear wheel 8 being coupled with the crankshaft 6 through the intermo- diary of a set of gear wheels 9.
  • the mechanism operates in the below-described way.
  • cranktnrow R spins in the direction marked with the full-line arrow
  • the sleeve 4 spins in relation to the connecting-rod journal 5 in the direction marked with the full-line arrow.
  • crank mechanism shown in fig.1, fig.2 and fig.3 of the drawing comprises a piston 1 connected with a connecting--rod 2 by means of a piston pin 3. Besides, it comprises an eccentric sleeve 4, being an intermediate element between the connecting-rod journal 5 of the cranksnaft 6 and the big end of the connecting-rod 2.
  • the axis of the internal hole of the sleeve 4 is moved in relation to the axis of the external cylindrical surface of the sleeve 4 by the eccentric size 3 equal to 7% of the crenkthrow R of the crankshaft 6.
  • the driving gear shown in fig.8 and fig.9 of the drawing consists of two pairs of external gear wheels 12,13 and 14,15, the geer wheel 12 being coupled with the eccentric sleeve 4, and the gear wheel 15 being coupled with the crankshaft 6 through the intermediary of a set of gear wheels 9.
  • Gear wheels 13 and 14 are mounted on a common shaft 16 bearing-mounted in the arm of the crankshaft 6.
  • the second crank mechanism operates in the below-described way.
  • crankthrow R spins in the direction marked with the full-line arrow, and the sleeve 4 snins in relation to the connecting-rod journal 5 in the direction marked with the full-line arrow.
  • crank mechanism shown in fig.l, fig.2 end fig.3 of the drawing comprises a piston 1 connected with a connecting-rod 2 by means of a piston pin 3. Besides, it comprises an eccentric sleeve 4 being an intermediate element between the connecting-rod journal 5 of the crankshaft 6 end the big end of the connecting-rod 2.
  • the axis of the internal hole of the sleeve 4 is moved in relation to the axis of the external cylindrical surface of the sleeve 4 by the eccentric size e equal to 5% of the crankthrow R of the crankshaft 6.
  • the driving gear shown in fig.11 and fig.12 of the drawing consists of a pair of gear wheels 17 end 18, the gear wheel 17, of external gear, being coupled with the eccentric sleeve 4, end the geer wheel 18, of internal gear, being coupled with the crankshaft 6 through the intermediary of a set of gear wheels 19.
  • the third crank mech p nism operates in the below-described way.
  • crankthrow R At the angle of rotation of the crankshaft 6 by the engle of 360° the crankthrow R is directed upwards, whereas the eccentric axis e has turned in relation to the connecting-rod journal 5 also by the angle of 360°. During that time the piston 1 has also performed the stroke S. Rotation of the crankshaft by every further 360° causes repetition of of the working cycle during which the piaton 1 performs further two strokes S.
  • crank mechanism shown in fig.1, fig.2 and fig.3 comprises a piston 1 connected with a connecting-rod 2 by means of a piston pin 3. Besides, it comprises an eccentric sleeve 4 being an intermediate element between the connecting-rod journal 5 of the crankshaft 6 and the big end of the connecting-rod 2.
  • the axis of the internel hole of the sleeve 4 is moved in relation to the axis of the external cylindrical surface of the sleeve 4 by the eccentric size e equal to 5% of the crenkthrow R of the crsnksnaft 6.
  • the driving gear shown in fig.13 and fig.14 of the drawing consists of two pairs of gear wheels 19 and 20 end 21 and 22.
  • Gear wheels 19 and 20 are external gears
  • the gear wheel 19 is coupled with the eccentric sleeve 4
  • end the gear wheel 22 is coupled with the crankshaft 6 through the intermediary of a set of gear wheels 23.
  • Gear wheels 20 and 21 are mounted on a common shaft 24 bearing-mounted in the arm of the crankshaft 6.
  • the fourth crank mechanism operates in the below-described way.
  • crankthrow R At the angle of rotation of the crankshaft 6 by 360° the crankthrow R is directed upwards, whereas the eccentric axis e has turned in relation to the connecting-rod jour- nall 5 also by the angle of 360°. During that time the piston 1 has performed also the atroke S. Ro- tstion of the crankshsft by every further 360° cau- ees repetition of the above described working cycle during which the piston 1 performs further two strokes S.
  • crankthrow R spins in the direction marked with the full-line srrow, end the sleeve 4 spine in relation to the connecting-rod journal 5 in the direction marked with the full-line arrow.
  • crank mechanism snown in fig.l, fig.2 and fig.3 of the drawing comprises P piston 1 connected with a connecting-rod 2 by means of a piston pin 3. Besides, it comprises en eccentric sleeve 4 being an intermediate element between the connecting-rod journal 5 of the crankshsft 6 and the big end of the connecting--rod 2. The internal axis of the sleeve 4 is moved in relation to the axis of the external cylindrical surface of the sleeve 4 by the eccentric size e equal to 3% of the crankthrow R of the crankshaft 6.
  • the control mechanism 10 of the angular position of the eccentric sleeve 4 influences the angular position of the eccentric sleeve 4 through the intermediary of a pair of external gear wheels 7 and 8, shown in fig.4 and fig.5 of the drawing, the gear wheel 7 being coupled with the eccentric sleeve 4, end the gear whell 8 being coupled with the control mechanism 10.
  • the fifth mechanism operates in the below--described way.
  • the eccentric sleeve 4 remains at rest in relation to the crankshaft 6, whereby the kinematic crankthrow R is unvariable and results from the predetermin e d angle ⁇ o, as shown in fig.15 of the drawing.
  • crank mechanism shown in fig.l, fig.2 and fig.3 of the drawing comprises a piston 1 connected with a connecting-rod 2 by means of a piston pin 3. Besides, it comprises an eccentric sleeve 4 being an intermediate element between the connecting-rod journal 5 of the crankshaft 6 and the big end of the connecting--rod 2.
  • the axis of the internal hole of the sleeve 4 is moved in reletion 10 the axis of the external cylindrical surface of the sleeve 4 by the eccentric size e equal to 4% of the crankthrow R of the crankshaft 6.
  • the control mechanism 10 of the angular position of the eccentric sleeve 4 influences the angular position of the eccentric sleeve 4 through the intermediary of two peirs of external gear wheels 12,13 end 14,15, shown in fig.8 and fig.9 of the drawing, the gear wheels 13 and 14 being mounted on a common sh p ft 16 bearing-mounted in the arm of the crankshaft 6.
  • the fifth mechanism operates in the below-described way.
  • the eccentric sleeve 4 remains at rest in relation to the crankshaft 6, whereby tne kinematic crenkthrow R is unvariable and results from the predetermined angle ⁇ o, as shown in fig.15 of the drawing.
  • Tne crank mechanism shown in fig.l, fig.2 and fig.3 of the drawing comprises a piston 1 connected with a connecting--rod 2 by means of a piston pin 3. Besides, it comprises an eccentric sleeve 4 being en intermediate element between the connecting-rod journal 5 of the crankshaft 6 and the big end of the connecting-rod 2. The axis of the internal hole of the sleave 4 is moved in rel p tion to the axis of the external cylindrical surface of the sleeve 4 by the eccentric size e equal to 4.5% of the crankthrow R of the crankshaft 6.
  • the gear wheel 17 of said pair is of external gear
  • end the gear wheel 18 is of internal gear.
  • Tne seventh mecnanism cperates in the below-described way.
  • the eccentric sleeve 4 remains at rest in rel p- tion to the crankshaft 6, wher 3 by the crankthrow R is unvariable and results from the predetermined angle ⁇ o, as shown in fig.15 of the drawing.
  • crank mechanism shown in fig.1, fir.2 and fig.3 of the drawing comprises a piston 1 connected with a connecting rod 2 by means of a piston pin 3. Besides, it comprises an eccentric sleeve 4 being an intermediate element between the connecting-rod journal 5 of the crankshaft 6 end the big end of the connecting-rod 2.
  • the axis of the internal hole of the sleeve 4 is moved in relation to the axis of the external cylindrical surface of the sleeve 4 by the eccentric size e equal to 8% of the crankthrow R of the crankshaft 6.
  • the control mechanism 10 of the angular position of tne eccentric aleeve 4 influences the angular position of the eccentric sleeve 4 through the intermediary of two pairs of gear wheels 19,20 and 21,22, shown in fig.13 and fig.14 of the drawing, the wheel 22 being of internel gear, and the wheels 20 and 21 being mounted on a common shaft 24 bearing-mounted in the arm of the crankshaft 6.
  • the eighth mechanism operates in the below-described way. During rotation of the crankshaft 6 tne eccentric sleeve 4 remains at rest in relation to the crankshaft b, whereby the kinematic crankthrow R is unvariable and results from the predetermined angle ⁇ o, as shown in fig.15 of the drawing.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Transmission Devices (AREA)
EP85114434A 1984-11-23 1985-11-13 Mécanisme vilebrequin-manivelle d'un moteur à combustion interne à course variable Withdrawn EP0184042A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
PL25055984A PL144411B1 (en) 1984-11-23 1984-11-23 Crank mechanism with variable crank radius for a piston-type internal combustion engine
PL250559 1984-11-23

Publications (2)

Publication Number Publication Date
EP0184042A2 true EP0184042A2 (fr) 1986-06-11
EP0184042A3 EP0184042A3 (fr) 1987-03-25

Family

ID=20024203

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85114434A Withdrawn EP0184042A3 (fr) 1984-11-23 1985-11-13 Mécanisme vilebrequin-manivelle d'un moteur à combustion interne à course variable

Country Status (5)

Country Link
EP (1) EP0184042A3 (fr)
JP (1) JPS61132726A (fr)
HU (1) HUT42603A (fr)
PL (1) PL144411B1 (fr)
SU (1) SU1572425A3 (fr)

Cited By (28)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1988004356A1 (fr) * 1986-12-08 1988-06-16 Michael Schenk Embiellage, notamment pour moteurs a piston alternatif
EP0356990A2 (fr) * 1988-08-29 1990-03-07 Michel A. Pierrat Système de déplacement variable et positif de fluide
EP0381034A1 (fr) * 1989-02-03 1990-08-08 Michel A. Pierrat Dispositif de déplacement variable et positif de fluide à chambres mobiles
GB2266753A (en) * 1992-05-08 1993-11-10 Trevor George Sanders Variable crank mechanism
WO1996027079A1 (fr) * 1995-02-28 1996-09-06 Tk Design Ag Moteur a combustion interne de type moteur a pistons alternatifs a rapport volumetrique variable
US6283723B1 (en) 1997-01-27 2001-09-04 Vairex Corporation Integrated compressor expander apparatus
US6450136B1 (en) 2001-05-14 2002-09-17 General Motors Corporation Variable compression ratio control system for an internal combustion engine
US6653004B1 (en) 1999-10-12 2003-11-25 Jeffrey Lewis Barber Process control for multiple air supplies
US6701885B2 (en) 2002-05-13 2004-03-09 General Motors Corporation Engine connecting rod mechanism for cylinder pressure control
WO2006059100A2 (fr) * 2004-11-30 2006-06-08 David John Mason Perfectionnements apportes a des machines a mouvement alternatif
FR2882575A1 (fr) * 2005-02-28 2006-09-01 Michel Alain Leon Marchisseau Dispositif tres compact pour ajuster le taux de compression d'un moteur a combustion interne
CZ297764B6 (cs) * 2002-06-12 2007-03-21 Zarízení pro rízenou regulaci kompresního pomeru
EP1774203A2 (fr) * 2004-06-29 2007-04-18 VENETTOZZI, Thomas Mark Mecanisme de vilebrequin epitrochoide et procede
WO2009018863A1 (fr) * 2007-08-09 2009-02-12 Gomecsys B.V. Mécanisme de piston alternatif
WO2009100759A1 (fr) * 2008-02-13 2009-08-20 Gomecsys B.V. Mécanisme de piston à mouvement alternatif et procédé permettant d'augmenter la recirculation des gaz d'échappement (rge) interne dans un moteur à combustion interne
WO2009105841A2 (fr) * 2008-11-24 2009-09-03 Ramzan Usmanovich Goytemirov Moteur à combustion interne
WO2011006537A1 (fr) * 2009-07-15 2011-01-20 Sleper, Joannes, Jacobus, Josephus Mécanisme à piston alternatif
WO2012143078A1 (fr) * 2011-04-19 2012-10-26 Bayerische Motoren Werke Aktiengesellschaft Dispositif servant à faire varier un taux de compression d'un moteur à combustion interne à piston alternatif
CN103104338A (zh) * 2013-03-01 2013-05-15 林秀寒 一种高效输出的发动机
EP2620614A1 (fr) * 2012-01-24 2013-07-31 Sleper, Johannes Jacobus Josephus Mécanisme réciproque de piston
EP2902603A1 (fr) * 2014-01-31 2015-08-05 Gomecsys B.V. Moteur à combustion interne comprenant un rapport de compression variable
DE102015215519A1 (de) 2015-08-14 2017-02-16 Bayerische Motoren Werke Aktiengesellschaft Kurbelwelle mit Ölnut
CN107327344A (zh) * 2017-08-15 2017-11-07 刘洪保 一种节能可增大转矩的内燃机曲轴机构
DE102016212064A1 (de) 2016-07-04 2018-01-04 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung zum Verändern eines Kompressionsverhältnisses einer Hubkolben-Brennkraftmaschine
DE102017200918A1 (de) 2017-01-20 2018-07-26 Bayerische Motoren Werke Aktiengesellschaft Kurbeltrieb für eine Hubkolben-Brennkraftmaschine
US10145299B2 (en) 2014-04-08 2018-12-04 Gomecsys B.V. Internal combustion engine including variable compression ratio
US10233966B2 (en) 2013-11-13 2019-03-19 Gomecsys B.V. Method of assembling and an assembly of a crankshaft and a crank member
DE102018128524A1 (de) 2018-11-14 2020-05-14 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung zum Verändern eines Kompressionsverhältnisses, Hubkolbenbrennkraftmaschine und Arbeitsvorrichtung

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Publication number Priority date Publication date Assignee Title
JPH0626359A (ja) * 1992-06-23 1994-02-01 Munemitsu Ise 内燃機関
EA004727B1 (ru) * 2001-01-24 2004-08-26 Хасан Басри Оздамар Двигатель с вращающимся шатунным болтом
CN108590849B (zh) * 2018-01-09 2023-07-14 西华大学 一种可实现米勒循环的曲柄连杆机构及控制方法

Citations (7)

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DE181913C (fr) *
DE164819C (fr) * 1904-08-02 1905-11-16
DE329861C (de) * 1918-04-12 1920-12-04 Motorenfabrik Oberursel A G Hoehenreglung fuer Umlaufmotoren von Luftfahrzeugen
DE583428C (de) * 1933-09-02 Albert Zankl Zusatzgetriebe zum AEndern des Kolbenhubes bei Brennkraftmaschinen
GB477016A (en) * 1935-03-27 1937-12-20 Luigi Arnaldo Sacco Method of and means for effecting self-ignition of the explosive mixture in reciprocating internal combustion engines
FR986605A (fr) * 1943-11-23 1951-08-02 Dispositif de variation, en marche, du rapport volumétrique d'un moteur
FR1014314A (fr) * 1946-04-10 1952-08-13 Moteur à explosion à cylindrée variable

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE181913C (fr) *
DE583428C (de) * 1933-09-02 Albert Zankl Zusatzgetriebe zum AEndern des Kolbenhubes bei Brennkraftmaschinen
DE164819C (fr) * 1904-08-02 1905-11-16
DE329861C (de) * 1918-04-12 1920-12-04 Motorenfabrik Oberursel A G Hoehenreglung fuer Umlaufmotoren von Luftfahrzeugen
GB477016A (en) * 1935-03-27 1937-12-20 Luigi Arnaldo Sacco Method of and means for effecting self-ignition of the explosive mixture in reciprocating internal combustion engines
FR986605A (fr) * 1943-11-23 1951-08-02 Dispositif de variation, en marche, du rapport volumétrique d'un moteur
FR1014314A (fr) * 1946-04-10 1952-08-13 Moteur à explosion à cylindrée variable

Cited By (57)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1988004356A1 (fr) * 1986-12-08 1988-06-16 Michael Schenk Embiellage, notamment pour moteurs a piston alternatif
EP0272522A1 (fr) * 1986-12-08 1988-06-29 Michael Schenk Dipl.-Wirtsch.-Ing. Transmission à manivelle pour moteur à piston alternatif
EP0356990A2 (fr) * 1988-08-29 1990-03-07 Michel A. Pierrat Système de déplacement variable et positif de fluide
EP0356990A3 (en) * 1988-08-29 1990-06-20 Michel A. Pierrat Variable positive fluid displacement system
US5004404A (en) * 1988-08-29 1991-04-02 Michel Pierrat Variable positive fluid displacement apparatus with movable chambers
EP0381034A1 (fr) * 1989-02-03 1990-08-08 Michel A. Pierrat Dispositif de déplacement variable et positif de fluide à chambres mobiles
GB2266753A (en) * 1992-05-08 1993-11-10 Trevor George Sanders Variable crank mechanism
WO1996027079A1 (fr) * 1995-02-28 1996-09-06 Tk Design Ag Moteur a combustion interne de type moteur a pistons alternatifs a rapport volumetrique variable
US6283723B1 (en) 1997-01-27 2001-09-04 Vairex Corporation Integrated compressor expander apparatus
US6653004B1 (en) 1999-10-12 2003-11-25 Jeffrey Lewis Barber Process control for multiple air supplies
US6450136B1 (en) 2001-05-14 2002-09-17 General Motors Corporation Variable compression ratio control system for an internal combustion engine
US6701885B2 (en) 2002-05-13 2004-03-09 General Motors Corporation Engine connecting rod mechanism for cylinder pressure control
CZ297764B6 (cs) * 2002-06-12 2007-03-21 Zarízení pro rízenou regulaci kompresního pomeru
EP1774203A4 (fr) * 2004-06-29 2009-11-04 Thomas Mark Venettozzi Mecanisme de vilebrequin epitrochoide et procede
AU2005260125B2 (en) * 2004-06-29 2011-08-11 Thomas Mark Venettozzi Epitrochoidal crankshaft mechanism and method
EP1774203A2 (fr) * 2004-06-29 2007-04-18 VENETTOZZI, Thomas Mark Mecanisme de vilebrequin epitrochoide et procede
WO2006059100A2 (fr) * 2004-11-30 2006-06-08 David John Mason Perfectionnements apportes a des machines a mouvement alternatif
WO2006059100A3 (fr) * 2004-11-30 2006-08-10 David John Mason Perfectionnements apportes a des machines a mouvement alternatif
FR2882575A1 (fr) * 2005-02-28 2006-09-01 Michel Alain Leon Marchisseau Dispositif tres compact pour ajuster le taux de compression d'un moteur a combustion interne
WO2006092484A1 (fr) * 2005-02-28 2006-09-08 Michel Marchisseau Dispositif tres compacte pour ajuster le taux de compression d’un moteur a combustion interne
EP2025893A1 (fr) * 2007-08-09 2009-02-18 Gomecsys B.V. Mécanisme réciproque de piston
WO2009018863A1 (fr) * 2007-08-09 2009-02-12 Gomecsys B.V. Mécanisme de piston alternatif
WO2009100759A1 (fr) * 2008-02-13 2009-08-20 Gomecsys B.V. Mécanisme de piston à mouvement alternatif et procédé permettant d'augmenter la recirculation des gaz d'échappement (rge) interne dans un moteur à combustion interne
WO2009101173A1 (fr) * 2008-02-13 2009-08-20 Gomecsys B.V. Mécanisme de piston à mouvement alternatif et procédé permettant d'augmenter la recirculation des gaz d'échappement (rge) interne dans un moteur à combustion interne
CN101952569A (zh) * 2008-02-13 2011-01-19 戈梅克赛斯股份有限公司 一种往复活塞机构和增强内燃机中的内部egr的方法
US20110036334A1 (en) * 2008-02-13 2011-02-17 De Gooijer Lambertus Hendrik Reciprocating piston mechanism and a method of increasing internal egr in an internal combustion engine
US8714134B2 (en) 2008-02-13 2014-05-06 Gomecys B.V. Reciprocating piston mechanism and a method of increasing internal EGR in an internal combustion engine
WO2009105841A2 (fr) * 2008-11-24 2009-09-03 Ramzan Usmanovich Goytemirov Moteur à combustion interne
WO2009105841A3 (fr) * 2008-11-24 2013-07-18 Ramzan Usmanovich Goytemirov Moteur à combustion interne
WO2011006537A1 (fr) * 2009-07-15 2011-01-20 Sleper, Joannes, Jacobus, Josephus Mécanisme à piston alternatif
US9279363B2 (en) 2009-07-15 2016-03-08 Gomecsys B.V. Reciprocating piston mechanism
WO2012143078A1 (fr) * 2011-04-19 2012-10-26 Bayerische Motoren Werke Aktiengesellschaft Dispositif servant à faire varier un taux de compression d'un moteur à combustion interne à piston alternatif
US9249724B2 (en) 2011-04-19 2016-02-02 Bayerische Motoren Werke Aktiengesellschaft Device for changing a compression ratio of a reciprocating piston internal combustion engine
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CN103104338B (zh) * 2013-03-01 2015-02-25 林秀寒 一种高效输出的发动机
CN103104338A (zh) * 2013-03-01 2013-05-15 林秀寒 一种高效输出的发动机
US10233966B2 (en) 2013-11-13 2019-03-19 Gomecsys B.V. Method of assembling and an assembly of a crankshaft and a crank member
EP2902603A1 (fr) * 2014-01-31 2015-08-05 Gomecsys B.V. Moteur à combustion interne comprenant un rapport de compression variable
WO2015114001A1 (fr) * 2014-01-31 2015-08-06 Gomecsys B.V. Moteur à combustion interne doté d'un taux de compression variable
US10145299B2 (en) 2014-04-08 2018-12-04 Gomecsys B.V. Internal combustion engine including variable compression ratio
DE102015215519A1 (de) 2015-08-14 2017-02-16 Bayerische Motoren Werke Aktiengesellschaft Kurbelwelle mit Ölnut
WO2017029018A1 (fr) 2015-08-14 2017-02-23 Bayerische Motoren Werke Aktiengesellschaft Vilebrequin avec rainure à huile
US20180030864A1 (en) * 2015-08-14 2018-02-01 Bayerische Motoren Werke Aktiengesellschaft Crankshaft Having an Oil Groove
EP3267011A1 (fr) 2016-07-04 2018-01-10 Bayerische Motoren Werke Aktiengesellschaft Dispositif de modification d'un rapport de compression d'un moteur à combustion interne à pistons alternatifs
DE102016212064A1 (de) 2016-07-04 2018-01-04 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung zum Verändern eines Kompressionsverhältnisses einer Hubkolben-Brennkraftmaschine
DE102017200918A1 (de) 2017-01-20 2018-07-26 Bayerische Motoren Werke Aktiengesellschaft Kurbeltrieb für eine Hubkolben-Brennkraftmaschine
DE102017200918B4 (de) 2017-01-20 2022-10-06 Bayerische Motoren Werke Aktiengesellschaft Kurbeltrieb für eine Hubkolben-Brennkraftmaschine
CN107327344A (zh) * 2017-08-15 2017-11-07 刘洪保 一种节能可增大转矩的内燃机曲轴机构
CN107327344B (zh) * 2017-08-15 2023-08-11 刘洪保 一种节能可增大转矩的内燃机曲轴机构
DE102018128524A1 (de) 2018-11-14 2020-05-14 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung zum Verändern eines Kompressionsverhältnisses, Hubkolbenbrennkraftmaschine und Arbeitsvorrichtung
WO2020099056A1 (fr) 2018-11-14 2020-05-22 Bayerische Motoren Werke Aktiengesellschaft Dispositif permettant de modifier un taux de compression, moteur à combustion interne à pistons alternatifs et dispositif de travail
US11401859B2 (en) 2018-11-14 2022-08-02 Bayerische Motoren Werke Aktiengesellschaft Device for varying a compression ratio, reciprocating-piston internal combustion engine and working device
DE102018128524B4 (de) 2018-11-14 2022-09-22 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung zum Verändern eines Kompressionsverhältnisses, Hubkolbenbrennkraftmaschine und Arbeitsvorrichtung

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HUT42603A (en) 1987-07-28
SU1572425A3 (ru) 1990-06-15
EP0184042A3 (fr) 1987-03-25
PL250559A1 (en) 1986-06-03
PL144411B1 (en) 1988-05-31
JPS61132726A (ja) 1986-06-20

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