EP1023531A1 - Method for controlling machine piston movement, implementing device and balancing of said device - Google Patents

Method for controlling machine piston movement, implementing device and balancing of said device

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Publication number
EP1023531A1
EP1023531A1 EP98951534A EP98951534A EP1023531A1 EP 1023531 A1 EP1023531 A1 EP 1023531A1 EP 98951534 A EP98951534 A EP 98951534A EP 98951534 A EP98951534 A EP 98951534A EP 1023531 A1 EP1023531 A1 EP 1023531A1
Authority
EP
European Patent Office
Prior art keywords
piston
arms
axis
dead center
top dead
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.)
Granted
Application number
EP98951534A
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German (de)
French (fr)
Other versions
EP1023531B1 (en
Inventor
Guy Negre
Cyril Negre
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MDI Motor Development International SA
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MDI Motor Development International SA
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Application filed by MDI Motor Development International SA filed Critical MDI Motor Development International SA
Priority to SI9830487T priority Critical patent/SI1023531T1/en
Publication of EP1023531A1 publication Critical patent/EP1023531A1/en
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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
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B17/00—Reciprocating-piston machines or engines characterised by use of uniflow principle
    • F01B17/02—Engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft

Definitions

  • the invention relates to the operating kinematics of the crank rod system of piston engines, piston compressors or any piston machine and more particularly of depolluted or depoiiuant engines with independent combustion and / or expansion chamber.
  • the stroke of the piston which describes a substantially sinusoidal curve creates a movement of the permanent piston and, although slowing down its movement near the top dead center the piston is still in motion. From this state of affairs results one of the biggest problem of engine manufacturers, more particularly during combustion which must be triggered by ignition before top dead center. The start of combustion therefore creates an increase in pressure generating negative work which causes the engine to lose efficiency while the charge not having completed its combustion the piston begins its downward stroke by increasing the volume of the chamber tending to decrease the pressure that combustion tends to increase. Similarly when closing the exhaust and opening the inlet there is negative work by pressure drop during closing movements and early opening of the ducts.
  • the fuel injector is no longer controlled; in this case, a small amount of additional compressed air is introduced into the combustion chamber, substantially after the admission into the latter of the compressed air - without fuel - coming from the suction and compression chamber. coming from an external tank where the air is stored under high pressure, for example 200 bars, and at room temperature.
  • This small quantity of compressed air at room temperature will heat up in contact with the mass of high temperature air contained in the combustion or expansion chamber, will expand and increase the pressure prevailing in the chamber to allow deliver when the engine is triggered.
  • depolluted or depolluting the transfer of gases or air from the combustion chamber to the expansion chamber must also begin before top dead center and creates a negative work detrimental to the proper functioning of the engine. even that the pressure must be established in the expansion chamber before the piston starts its downward stroke.
  • crank rod system One of the main problems of the conventional crank rod system is a loss of efficiency and pollution during the ignition, combustion, injection, transfer, end of exhaust and / or start of intake operations. To solve this problem, it has been noted that these operations are carried out in volumes that are always variable, in fact the piston is always in motion and the volumes generated by the latter are never constant.
  • the subject of the invention is a method for controlling the movement of the piston of a machine such as an engine or compressor, characterized by the means used and more particularly by the fact that at its top dead center the piston is stopped in its movement and maintained in its top dead center position for a period of time allowing to perform at constant volume:
  • Stopping the piston and maintaining it in top dead center can be achieved by any means known to those skilled in the art, for example cams, pinions, etc.
  • the control of the piston is implemented by a pressure lever device itself controlled by a crank rod system.
  • a system of two articulated arms, one of which has a stationary end, or pivot, and the other can move along an axis, is called a pressure lever. If a force is applied approximately perpendicular to the axis of the two arms, when they are aligned, on the articulation between these two arms, then the free end is displaced. This free end can be linked to the piston and control its movements.
  • the top dead center of the piston is effective when substantially the two articulated rods are in the extension of one another (around 180 °).
  • the crankshaft is connected by a control rod to the articulation axis of the two arms.
  • the positioning of the different elements in space and their dimensions make it possible to modify the characteristics of the kinematics of the assembly.
  • the positioning of the stationary end determines an angle between the axis of displacement of the piston and the axis of the two arms when they are aligned.
  • the positioning of the crankshaft determines an angle between the control rod and the axis of the two arms when they are aligned.
  • the variation of the values of these angles, as well as the lengths of rods and arms makes it possible to determine the angle of rotation of the crankshaft during which the piston is stopped at its top dead center. This corresponds to the duration of the piston stop.
  • the entire device is balanced by extending the lower arm beyond its stationary end, or pivot, by a mirror pressure lever opposite in direction, symmetrical and identical inertia to which is fixed, being able to move on an axis parallel to the axis of displacement of the piston, an identical mass of inertia and opposite in direction to that of the piston.
  • the product of mass by the distance from its center of gravity to the reference point is called inertia.
  • the opposite mass can be a piston functioning normally like the piston which it balances.
  • the invention applies to all conventional heat engines of all types, more particularly to depolluted and depolluting engines with an independent combustion or expansion chamber at constant volume, as well as to compressors or other machines using pistorts.
  • the number of piston, the shapes and dimensions of the connecting rods can vary without changing the invention which has just been described.
  • Figure 1 shows schematically, seen in cross section, an example of piston control kinematics according to the invention
  • FIG. 2 represents a curve of the stroke of the piston according to the invention compared to the curve of the stroke of a conventional piston.
  • FIG. 3 represents a device according to the invention, equipped with mass balancing with the same inertia.
  • FIG. 4 represents a device according to the invention, equipped with balancing by opposite operating piston.
  • Figure 1 shows schematically, seen in cross section, a device according to the invention and for its implementation or the piston 1 (shown at its top dead center), sliding in a cylinder 2, is controlled by a pressure lever.
  • the piston 1 is connected by its axis to the free end 1A of a pressure lever consisting of an arm 3 articulated on a common axis 5 to another arm 4 fixed oscillating, on a stationary axis 6.
  • the stationary axis 6 is positioned laterally to the axis of movement of the piston 1 and determines an angle A between the axis of movement of the piston and the alignment axis X'X of the two arms 3 and 4 when they are aligned.
  • the crankshaft is positioned laterally to the axis of the cylinder and / or of the pressure lever and its positioning determines an angle B between the control rod 7 and the alignment axis X'X of the two arms 3 and 4 when they are aligned.
  • the characteristics of the kinematics of the assembly are modified to obtain an asymmetrical piston stroke curve 1 and determine the angle of rotation of the crankshaft during which the piston is stopped at its top dead center.
  • the displacement of the piston describes the curve shown in FIG. 2 with the following dimensions and positions: Radius of crankshaft crankshaft: 32.8 mm
  • Length of the control rod 7 99.76 mm
  • Length of the piston arm 3 124 mm
  • Length of lower arm 4 128 mm
  • a person skilled in the art can thus choose the stop time of the piston at top dead center as a function of the desired operating parameters: duration of combustion, duration of transfer, etc. without changing the principle of invention.
  • Balancing of this kinematic assembly is carried out according to the invention in FIG. 3 by extending the lower arm 4 beyond its stationary or pivot end 6 by a mirror pressure lever consisting of 2 arms 4A and 3A articulated on a common axis 5A on which is attached to the free end 1B a mass 15 moving along an axis parallel to the axis of movement of the piston 1.
  • the arm 4A which is the extension of the lower arm 4 is in fact the same part.
  • the inertia of the arms 4 and 4A are identical, the same applies to the inertias of the arms 3 and 3A and the inertias of the piston 1 and of its balancing mass 15.
  • the system of pressure lever is thus perfectly balanced, while the balancing of the control rod 7 and the crankshaft assembly is carried out in a conventional manner.
  • This arrangement is more particularly advantageous for balancing single-cylinder engines or non-symmetrical multi-cylinder assemblies.
  • the balancing mass is an opposite piston 1 C moving on an axis parallel to piston 1, and the pistons balance themselves.
  • Arms 3A and 4A are symmetrical to arms 3 and 4 and balance each other.
  • the invention is not limited to the examples of embodiments described and shown.
  • the angles A and B can be positive or negative together or Separately or not simultaneously zero.
  • the number of cylinders can vary in even or odd number, the mode of stopping the piston and keeping it in top dead center can be achieved by other means such as cams, or pinions, or others, without changing the invention which has just been described.

Landscapes

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

Abstract

The invention concerns a method for controlling a machine piston movement for carrying out operations such as gas transfer in engines with independent combustion chamber or such as ignition and combustion in standard engines, at a constant volume by stopping the piston and maintaining it in its upper dead centre position for a time interval. The invention also concerns an implementing device wherein the piston (1) is controlled by a pressure lever (3, 4) which is itself controlled by a crankshaft (9) and a connecting rod (7).

Description

PROCEDE DE CONTROLE DU MOUVEMENT DE PISTON DE MACHINE DISPOSITIF DE MISE EN OEUVRE ET EQUILIBRAGE DU DISPOSITIF METHOD FOR MONITORING THE MOVEMENT OF A MACHINE PISTON DEVICE FOR IMPLEMENTING AND BALANCING THE DEVICE
L'invention concerne la cinématique de fonctionnement du système bielle manivelle des moteurs à piston, des compresseurs à piston ou de toute machine à piston et plus particulièrement des moteurs dépollués ou dépoiiuant à chambre de combustion et/ou d'expansion indépendante.The invention relates to the operating kinematics of the crank rod system of piston engines, piston compressors or any piston machine and more particularly of depolluted or depoiiuant engines with independent combustion and / or expansion chamber.
Les moteurs à combustion interne 2 ou 4 temps fonctionnent pour la plupart, avec un système bielle manivelle bien connu entraînant (et entraîné par) un piston coulissant dans un cylindre. Le piston dans son mouvement descendant aspire un mélange air carburant puis le comprime dans son mouvement ascendant vers la chambre de combustion dans la partie haute du cylindre, à son plus petit volume, pour y être enflammé, augmenter sa température et sa pression. Les gaz, ayant été ainsi portés à très haute pression, vont en se détendant repousser le piston qui par l'intermédiaire de la bielle entraîne la rotation du vilebrequin créant ainsi un-travail appelé temps moteur.Most 2- or 4-stroke internal combustion engines operate with a well-known crank rod system driving (and being driven by) a piston sliding in a cylinder. The piston in its downward movement sucks an air fuel mixture then compresses it in its upward movement towards the combustion chamber in the upper part of the cylinder, to its smallest volume, to be ignited, increase its temperature and its pressure. The gases, having thus been brought to very high pressure, will relax pushing back the piston which by means of the connecting rod drives the rotation of the crankshaft thus creating a work called engine time.
La course du piston qui décrit une courbe sensiblement sinusoïdale crée un mouvement du piston permanent et, bien que ralentissant son mouvement au voisinage du point mort haut le piston est toujours en mouvement. De cet état de fait résulte un des plus grand problème des motoristes, plus particulièrement lors de la combustion qui doit être déclenchée par l'allumage avant le point mort haut. Le début de la combustion crée de ce fait une augmentation de pression générant un travail négatif qui fait perdre du rendement au moteur alors que la charge n'ayant pas terminé sa combustion le piston entame sa course descendante en augmentant le volume de la chambre tendant à diminuer la pression que la combustion tend à faire croître. De même lors de la fermeture de l'échappement et de l'ouverture de l'admission il existe du travail négatif par perte de charge lors des mouvements de fermeture et d'ouverture anticipée des conduits.The stroke of the piston which describes a substantially sinusoidal curve creates a movement of the permanent piston and, although slowing down its movement near the top dead center the piston is still in motion. From this state of affairs results one of the biggest problem of engine manufacturers, more particularly during combustion which must be triggered by ignition before top dead center. The start of combustion therefore creates an increase in pressure generating negative work which causes the engine to lose efficiency while the charge not having completed its combustion the piston begins its downward stroke by increasing the volume of the chamber tending to decrease the pressure that combustion tends to increase. Similarly when closing the exhaust and opening the inlet there is negative work by pressure drop during closing movements and early opening of the ducts.
L'auteur a décrit dans sa demande de brevet publié WO 96/27737 un procédé de dépollution de moteur à chambre de combustion externe indépendante, fonctionnant suivant un principe bi-mode à deux types d'énergie, utilisant soit un carburant conventionnel de type essence ou gasoil sur route (fonctionnement mono-mode à air- carburant), soit, à basse vitesse, notamment en zone urbaine et suburbaine, une addition d'air comprimé (ou tout autre gaz non polluant) à l'exclusion de tout autre carburant, (fonctionnement mono-mode à air, c'est à dire avec addition d'air comprimé). Dans sa demande de brevet 9607714, l'auteur a décrit l'installation de ce type de moteur en fonctionnement mono-mode, avec addition d'air comprimé, sur les véhicules de service, par exemple des autobus urbains.The author described in his published patent application WO 96/27737 a method of depolluting an engine with an independent external combustion chamber, operating according to a dual-mode principle with two types of energy, using either a conventional fuel of gasoline type or diesel on the road (single-mode operation with air-fuel), or, at low speed, especially in urban and suburban areas, an addition of compressed air (or any other non-polluting gas) to the exclusion of any other fuel , (single mode operation with air, ie with addition of compressed air). In his patent application 9607714, the author described the installation of this type of engine in single-mode operation, with the addition of compressed air, on service vehicles, for example city buses.
Dans ce type de moteur, en mode air-carburant, le mélange air carburant est aspiré et comprimé dans une chambre d'aspiration et de compression indépendante. Puis ce mélange est transféré, toujours en pression dans une chambre de combustion indépendante et à volume constant pour y être enflammé afin d'augmenter la température et la pression dudit mélange. Après l'ouverture d'un transfert reliant ladite chambre de combustion ou d'expansion à une chambre de détente et d'échappement, ce mélange sera détendu dans cette dernière pour y produire un travail. Les gaz détendus sont ensuite évacués à l'atmosphère à travers un conduit d'échappement.In this type of engine, in air-fuel mode, the air fuel mixture is sucked and compressed in an independent suction and compression chamber. Then this mixture is transferred, always under pressure, to an independent combustion chamber and at constant volume to be ignited in order to increase the temperature and the pressure of said mixture. After the opening of a transfer connecting said combustion or expansion chamber to an expansion and exhaust chamber, this mixture will be expanded in the latter to produce work there. The expanded gases are then discharged to the atmosphere through an exhaust pipe.
En fonctionnement à air, à faible puissance, l'injecteur de carburant n'est plus commandé ; dans ce cas, l'on introduit dans la chambre de combustion, sensiblement après l'admission dans cette dernière de l'air comprimé -sans carburant- provenant de la chambre d'aspiration et de compression, une petite quantité d'air comprimé additionnel provenant d'un réservoir externe où l'air est stocké sous haute pression, par exemple 200 bars, et à la température ambiante. Cette petite quantité d'air comprimé à température ambiante va s'échauffer au contact de la masse d'air à haute température contenue dans la chambre de combustion ou d'expansion, va se dilater et augmenter la pression régnant dans la chambre pour permettre de délivrer lors de la détente un travail moteur.In air operation, at low power, the fuel injector is no longer controlled; in this case, a small amount of additional compressed air is introduced into the combustion chamber, substantially after the admission into the latter of the compressed air - without fuel - coming from the suction and compression chamber. coming from an external tank where the air is stored under high pressure, for example 200 bars, and at room temperature. This small quantity of compressed air at room temperature will heat up in contact with the mass of high temperature air contained in the combustion or expansion chamber, will expand and increase the pressure prevailing in the chamber to allow deliver when the engine is triggered.
Dans ce type de moteur, dit dépollué ou dépolluant, le transfert des gaz ou de l'air de la chambre de combustion vers la chambre de détente doit également commencer avant le point mort haut et crée un travail négatif préjudiciable au bon fonctionnement du moteur de même que la pression doit être établie dans la chambre de détente avant que le piston n'entame sa course descendante.In this type of engine, called depolluted or depolluting, the transfer of gases or air from the combustion chamber to the expansion chamber must also begin before top dead center and creates a negative work detrimental to the proper functioning of the engine. even that the pressure must be established in the expansion chamber before the piston starts its downward stroke.
L'un des problèmes principaux du système bielle manivelle classique est une perte de rendement et de pollution durant les opérations d'allumage, de combustion, d'injection, de transfert, de fin d'échappement et/ou de début d'admission. Pour résoudre ce problème, il a été remarqué que ces opérations s'effectuent dans des volumes toujours variables, en effet le piston est toujours en mouvement et les volumes engendrés par ce dernier ne sont jamais constants.One of the main problems of the conventional crank rod system is a loss of efficiency and pollution during the ignition, combustion, injection, transfer, end of exhaust and / or start of intake operations. To solve this problem, it has been noted that these operations are carried out in volumes that are always variable, in fact the piston is always in motion and the volumes generated by the latter are never constant.
Plus précisément, l'invention à pour objet un procédé de contrôle du mouvement de piston de machine telle que moteur ou compresseur, caractérisé par les moyens mis en oeuvre et plus particulièrement par le fait qu'à son point mort haut le piston est arrêté dans son mouvement et maintenu à sa position point mort haut durant une période de temps permettant d'effectuer à volume constant:More specifically, the subject of the invention is a method for controlling the movement of the piston of a machine such as an engine or compressor, characterized by the means used and more particularly by the fact that at its top dead center the piston is stopped in its movement and maintained in its top dead center position for a period of time allowing to perform at constant volume:
- les opérations d'allumage et de combustion dans le cas des moteurs classiques ,- the ignition and combustion operations in the case of conventional engines,
- les opérations d'injection de carburant dans le cas des moteurs diesel - les opérations de transfert de gaz et/ou d'air comprimé dans le cas des moteurs à chambre de combustion et/ou d'expansion indépendante,- fuel injection operations in the case of diesel engines - gas and / or compressed air transfer operations in the case of engines with independent combustion and / or expansion chambers,
- les opérations de fin d'échappement, de début d'admission dans tous les cas de moteurs et autres compresseurs. On peut donc dans le cas d'un moteur classique 2 ou 4 temps, allumer la charge alors que le piston est maintenu à son point mort haut et que la chambre de combustion reste à son plus petit volume de façon constante, d'attendre que la charge soit complètement brûlée avant d'entamer la course descendante du piston ce qui a pour effet d'éliminer la contre pression lors de l'allumage anticipé (tel que dans les moteurs actuels) et d'obtenir grâce à une combustion plus complète des émissions de gaz d'échappement peu polluantes.- exhaust end, start of intake operations in all cases of engines and other compressors. We can therefore in the case of a conventional 2 or 4 stroke engine, ignite the load while the piston is held in its top dead center and the combustion chamber remains at its smallest volume constantly, wait until the charge is completely burnt before starting the downward stroke of the piston which has the effect of eliminating the back pressure during early ignition (such as in current engines) and obtaining through more complete combustion of the low-emission exhaust gas emissions.
Dans le cas d'un moteur diesel, on peut donc injecter le carburant alors que le piston est à son point mort haut en évitant ainsi les contre-pressions dues au début de combustion avant le point mort haut et qui provoque un travail négatif.In the case of a diesel engine, it is therefore possible to inject the fuel while the piston is at its top dead center, thus avoiding the back pressures due to the start of combustion before the top dead center and which causes negative work.
On peut donc dans le cas de moteur à chambre de combustion et ou d'expansion indépendante transférer la pression des gaz et ou de l'air comprimé dans la chambre de détente sans créer de contre pression avant le point mort haut du piston et d'attendre que le transfert soit effectif avant que le piston n'entame sa course descendante en augmentant le volume de la chambre de détente ce qui aurait pour effet de perdre de la pression donc de la puissance.It is therefore possible, in the case of an engine with an independent combustion and / or expansion chamber, to transfer the pressure of the gases and or of the compressed air into the expansion chamber without creating a back pressure before the top dead center of the piston and wait until the transfer is effective before the piston begins its downward stroke by increasing the volume of the expansion chamber which would have the effect of losing pressure and therefore power.
Dans tous les cas, il est possible de fermer le conduit d'échappement alors que le piston est arrivé à son point mort haut ou peu avant, évitant ainsi les pertes de charges dues à une fermeture anticipée ainsi que d'ouvrir l'admission avant que le piston n'entame sa course descendante.In all cases, it is possible to close the exhaust duct when the piston has reached its top dead center or shortly before, thus avoiding pressure losses due to early closing as well as opening the front intake the piston starts its downward stroke.
L'arrêt du piston et son maintien au point mort haut peut être réalisé par tous moyens connus de l'homme de l'art, par exemple cames, pignons etc..Stopping the piston and maintaining it in top dead center can be achieved by any means known to those skilled in the art, for example cams, pinions, etc.
Préférentiellement, pour permettre l'arrêt du piston à son point mort haut, et selon un autre aspect de l'invention, la commande du piston est mise en oeuvre par un dispositif de levier à pression lui-même commandé par un système bielle manivelle. On appelle levier à pression un système de deux bras articulés dont l'un a une extrémité immobile, ou pivot, et l'autre peut se déplacer suivant un axe. Si l'on exerce une force approximativement perpendiculaire à l'axe des deux bras, lorsqu'ils sont alignés, sur l'articulation entre ces deux bras, on provoque alors le déplacement de l'extrémité libre. Cette extrémité libre peut être liée au piston et commander ses déplacements. Le point mort haut du piston est effectif lorsque sensiblement les deux tiges articulées sont dans le prolongement l'une de l'autre (aux environs de 180°).Preferably, to allow the piston to stop at its top dead center, and according to another aspect of the invention, the control of the piston is implemented by a pressure lever device itself controlled by a crank rod system. A system of two articulated arms, one of which has a stationary end, or pivot, and the other can move along an axis, is called a pressure lever. If a force is applied approximately perpendicular to the axis of the two arms, when they are aligned, on the articulation between these two arms, then the free end is displaced. This free end can be linked to the piston and control its movements. The top dead center of the piston is effective when substantially the two articulated rods are in the extension of one another (around 180 °).
Le vilebrequin est relié par une bielle de commande à l'axe d'articulation des deux bras. Le positionnement des différents éléments dans l'espace et leurs dimensions permettent de modifier les caractéristiques de la cinématique de l'ensemble. Le positionnement de l'extrémité immobile détermine un angle entre l'axe de déplacement du piston et l'axe des deux bras lorsqu'ils sont alignés. Le positionnement du vilebrequin détermine un angle entre la bielle de commande et l'axe des deux bras lorsqu'ils sont alignés. La variation des valeurs de ces angles, ainsi que des longueurs de bielles et bras, permet de déterminer l'angle de rotation du vilebrequin durant lequel le piston est arrêté à son point mort haut. Ceci correspond à la durée de l'arrêt du piston.The crankshaft is connected by a control rod to the articulation axis of the two arms. The positioning of the different elements in space and their dimensions make it possible to modify the characteristics of the kinematics of the assembly. The positioning of the stationary end determines an angle between the axis of displacement of the piston and the axis of the two arms when they are aligned. The positioning of the crankshaft determines an angle between the control rod and the axis of the two arms when they are aligned. The variation of the values of these angles, as well as the lengths of rods and arms, makes it possible to determine the angle of rotation of the crankshaft during which the piston is stopped at its top dead center. This corresponds to the duration of the piston stop.
Selon un mode de réalisation particulier, l'ensemble du dispositif (piston et levier à pression) est équilibré en prolongeant le bras inférieur au delà de son extrémité immobile, ou pivot, par un levier à pression miroir opposé en direction, symétrique et d'inertie identique auquel est fixée, pouvant se déplacer sur un axe parallèle à l'axe de déplacement du piston, une masse d'inertie identique et opposé en direction à celle du piston. On appelle inertie le produit de la masse par la distance de son centre de gravité au point de référence. Dans le cas d'un moteur pluricylindres la masse opposée peut être un piston fonctionnant normalement comme le piston qu'il équilibre.According to a particular embodiment, the entire device (piston and pressure lever) is balanced by extending the lower arm beyond its stationary end, or pivot, by a mirror pressure lever opposite in direction, symmetrical and identical inertia to which is fixed, being able to move on an axis parallel to the axis of displacement of the piston, an identical mass of inertia and opposite in direction to that of the piston. The product of mass by the distance from its center of gravity to the reference point is called inertia. In the case of a multi-cylinder engine the opposite mass can be a piston functioning normally like the piston which it balances.
L'invention s'applique à tous les moteurs thermiques conventionnels de tous types, plus particulièrement aux moteurs dépollués et dépolluants à chambre de combustion ou d'expansion indépendante à volume constant, de même qu'aux compresseurs, ou autres machines utilisant des pistorts. Le nombre de piston ,les formes et dimensions des bielles peuvent varier sans pour autant changer l'invention qui vient d'être décrite.The invention applies to all conventional heat engines of all types, more particularly to depolluted and depolluting engines with an independent combustion or expansion chamber at constant volume, as well as to compressors or other machines using pistorts. The number of piston, the shapes and dimensions of the connecting rods can vary without changing the invention which has just been described.
D'autres buts, avantages et caractéristiques de l'invention apparaîtront à la lecture de la description, à titre non limitatif, de plusieurs modes de réalisation, faite en regard des dessins annexés ou :Other objects, advantages and characteristics of the invention will appear on reading the description, without limitation, of several embodiments, made with reference to the appended drawings or:
La figure 1 représente schématiquement, vu en coupe transversale, un exemple de cinématique de commande de piston selon l'inventionFigure 1 shows schematically, seen in cross section, an example of piston control kinematics according to the invention
La figure 2 représente une courbe de la course du piston selon l'invention comparée à la courbe de la course d'un piston classique. La figure 3 représente un dispositif, selon l'invention, équipé d'un équilibrage par masse de même inertie.FIG. 2 represents a curve of the stroke of the piston according to the invention compared to the curve of the stroke of a conventional piston. FIG. 3 represents a device according to the invention, equipped with mass balancing with the same inertia.
La figure 4 représente un dispositif, selon l'invention, équipé d'un équilibrage par piston de fonctionnement opposé.FIG. 4 represents a device according to the invention, equipped with balancing by opposite operating piston.
La figure 1 montre schématiquement, vu en coupe transversale, un dispositif selon l'invention et pour sa mise en oeuvre ou le piston 1 (représenté à son point mort haut), coulissant dans un cylindre 2, est commandé par un levier à pression. Le piston 1 est relié par son axe à l'extrémité libre 1A d'un levier à pression constitué d'un bras 3 articulé sur un axe commun 5 à un autre bras 4 fixé oscillant, sur un axe immobile 6. Sur l'axe commun 5 aux deux bras 3 et 4 est attachée une bielle 7 de commande reliée au maneton 8 d'un vilebrequin 9 tournant sur son axe 10. Lors de la rotation du vilebrequin la bielle de commande 7 exerce un effort sur l'axe commun 5 des deux bras 3 et 4 du levier à pression, permettant ainsi le déplacement du piston 1 suivant l'axe du cylindre 2, et transmet en retour au vilebrequin 9 les efforts exercés sur le piston 1 lors du temps moteur provoquant ainsi sa rotation. L'axe immobile 6 est positionné latéralement à l'axe de déplacement du piston 1 et détermine un angle A entre l'axe de déplacement du piston et l'axe d'alignement X'X des deux bras 3 et 4 lorsqu'ils sont alignés. Le vilebrequin est positionné latéralement à l'axe du cylindre et/ou du levier à pression et son positionnement détermine un angle B entre la bielle de commande 7 et l'axe d'alignement X'X des deux bras 3 et 4 lorsqu'ils sont alignés. En faisant varier les angles A et B ainsi que les longueurs des différentes bielles et bras on modifie les caractéristiques de la cinématique de l'ensemble pour obtenir une courbe de la course du piston 1 asymétrique et déterminer l'angle de rotation du vilebrequin durant lequel le piston est arrêté à son point mort haut.Figure 1 shows schematically, seen in cross section, a device according to the invention and for its implementation or the piston 1 (shown at its top dead center), sliding in a cylinder 2, is controlled by a pressure lever. The piston 1 is connected by its axis to the free end 1A of a pressure lever consisting of an arm 3 articulated on a common axis 5 to another arm 4 fixed oscillating, on a stationary axis 6. On the axis common 5 to the two arms 3 and 4 is attached a connecting rod 7 for control connected to the crankpin 8 of a crankshaft 9 rotating on its axis 10. During the rotation of the crankshaft the control rod 7 exerts a force on the common axis 5 of the two arms 3 and 4 of the pressure lever, thus allowing the displacement of the piston 1 along the axis of the cylinder 2, and transmits back to the crankshaft 9 the forces exerted on the piston 1 over time motor thus causing its rotation. The stationary axis 6 is positioned laterally to the axis of movement of the piston 1 and determines an angle A between the axis of movement of the piston and the alignment axis X'X of the two arms 3 and 4 when they are aligned. The crankshaft is positioned laterally to the axis of the cylinder and / or of the pressure lever and its positioning determines an angle B between the control rod 7 and the alignment axis X'X of the two arms 3 and 4 when they are aligned. By varying the angles A and B as well as the lengths of the different rods and arms, the characteristics of the kinematics of the assembly are modified to obtain an asymmetrical piston stroke curve 1 and determine the angle of rotation of the crankshaft during which the piston is stopped at its top dead center.
A titre d'exemple non limitatif d'une réalisation du dispositif selon l'invention , le déplacement du piston décrit la courbe représentée sur la figure 2 avec des dimensions et positions suivante : Rayon de manivelle du vilebrequin : 32.8 mmBy way of nonlimiting example of an embodiment of the device according to the invention, the displacement of the piston describes the curve shown in FIG. 2 with the following dimensions and positions: Radius of crankshaft crankshaft: 32.8 mm
Longueur de la bielle de commande 7 : 99.76 mm Longueur du bras de piston 3 : 124 mmLength of the control rod 7: 99.76 mm Length of the piston arm 3: 124 mm
Longueur du bras inférieur 4 : 128 mmLength of lower arm 4: 128 mm
Angle A = 21.4 ° Angle B = 29.6 ° On constate ainsi Figure 2, que, dans cette configuration, sur la courbe 11, le piston reste à son point mort haut sur un angle de 70° alors qu'une courbe de déplacement de piston avec un système bielle manivelle classique 12 de même course montre que le piston ne s'arrête qu'en un point (son point mort haut)Angle A = 21.4 ° Angle B = 29.6 ° We thus see Figure 2, that, in this configuration, on curve 11, the piston remains at its top dead center on an angle of 70 ° while a piston displacement curve with a classic crank rod system 12 of the same stroke shows that the piston only stops at one point (its top dead center)
L'homme de l'art peut ainsi choisir le temps d'arrêt du piston au point mort haut en fonction des paramètres de fonctionnements désirés: durée de la combustion, durée du transfert, etc.. sans changer pour cela le principe de l'invention.A person skilled in the art can thus choose the stop time of the piston at top dead center as a function of the desired operating parameters: duration of combustion, duration of transfer, etc. without changing the principle of invention.
L'équilibrage de cet ensemble cinématique est réalisé selon l'invention figure 3 en prolongeant le bras inférieur 4 au delà de son extrémité immobile ou pivot 6 par un levier à pression miroir constitué de 2 bras 4A et 3A articulés sur un axe commun 5A sur lequel est attaché à l'extrémité libre 1B une masse 15 se déplaçant suivant un axe parallèle à l'axe de déplacement du piston 1. Le bras 4A qui est le prolongement du bras inférieur 4, est de fait la même pièce. Par rapport au point de pivotement 6, l'inertie des bras 4 et 4A sont identiques, il en va de même pour les inerties des bras 3 et 3A et les inerties du piston 1 et de sa masse d'équilibrage 15. Le système de levier à pression est ainsi parfaitement équilibré, alors que l 'équilibrage de la bielle de commande 7 et de l'ensemble vilebrequin est effectué d'une manière classique. Cette disposition est plus particulièrement intéressante pour équilibrer des moteurs mono-cylindres ou des ensembles pluricylindres non symétriques. Dans le cas d'un pluricylindre symétrique représenté figure 4, la masse d'équilibrage est un piston 1 C opposé se déplaçant sur un axe parallèle au piston 1 , et les pistons s'équilibrent entre eux. Les bras 3A et 4A sont symétriques aux bras 3 et 4 et s'équilibrent entre eux. L'invention n'est pas limitée aux exemples de réalisations décrits et représentés. Les angles A et B peuvent être positifs ou négatifs ensembles ou Séparément ou non simultanément nuls. Le nombre de cylindres peut varier en nombre pair ou impair, le mode d'arrêt du piston et de son maintient au point mort haut peut être réalisé par d'autres moyens tels que cames ,ou pignons, ou autres, sans pour cela changer l'invention qui vient d'être décrite. Balancing of this kinematic assembly is carried out according to the invention in FIG. 3 by extending the lower arm 4 beyond its stationary or pivot end 6 by a mirror pressure lever consisting of 2 arms 4A and 3A articulated on a common axis 5A on which is attached to the free end 1B a mass 15 moving along an axis parallel to the axis of movement of the piston 1. The arm 4A which is the extension of the lower arm 4, is in fact the same part. With respect to the pivot point 6, the inertia of the arms 4 and 4A are identical, the same applies to the inertias of the arms 3 and 3A and the inertias of the piston 1 and of its balancing mass 15. The system of pressure lever is thus perfectly balanced, while the balancing of the control rod 7 and the crankshaft assembly is carried out in a conventional manner. This arrangement is more particularly advantageous for balancing single-cylinder engines or non-symmetrical multi-cylinder assemblies. In the case of a symmetrical multi-cylinder shown in FIG. 4, the balancing mass is an opposite piston 1 C moving on an axis parallel to piston 1, and the pistons balance themselves. Arms 3A and 4A are symmetrical to arms 3 and 4 and balance each other. The invention is not limited to the examples of embodiments described and shown. The angles A and B can be positive or negative together or Separately or not simultaneously zero. The number of cylinders can vary in even or odd number, the mode of stopping the piston and keeping it in top dead center can be achieved by other means such as cams, or pinions, or others, without changing the invention which has just been described.

Claims

REVENDICATIONS
1.- Procédé de contrôle du mouvement de piston de moteur, ou de compresseur, ou de moteur dépollué ou dépolluant caractérisé en ce que le piston est arrêté dans son mouvement et maintenu à sa position de point mort haut durant une période permettant d'effectuer à volume constant :1.- Method for controlling the movement of the engine piston, or of the compressor, or of the depolluted or depolluting engine characterized in that the piston is stopped in its movement and kept in its top dead center position for a period enabling at constant volume:
- les opérations d'allumage et de combustion dans le cas des moteurs classiques,- the ignition and combustion operations in the case of conventional engines,
- les opérations d'injection de carburant dans le cas des moteurs diesel, - les opérations de transfert de gaz et/ou d'air comprimé dans le cas des moteurs à chambre de combustion et/ou d'expansion indépendante,- fuel injection operations in the case of diesel engines, - gas and / or compressed air transfer operations in the case of engines with independent combustion and / or expansion chambers,
- les opérations de fin d'échappement, de début d'admission dans tous les cas de moteurs et autres compresseurs.- exhaust end, start of intake operations in all cases of engines and other compressors.
2.- Procédé de contrôle du mouvement de piston selon la revendication 1 dans2. A method of controlling the piston movement according to claim 1 in
•_> un moteur à chambre de combustion et ou d'expansion indépendante caractérisé en ce que les opérations de transfert de gaz de la chambre de combustion et ou d'expansion dans la chambre de détente sont effectuées durant l'arrêt du piston à son point mort haut pour permettre d'établir la pression dans la chambre de détente avant le début de la course descendante du piston qui conditionne une augmentation de volume nuisible au maintient de la pression.• _> an engine with independent combustion and or expansion chamber characterized in that the gas transfer operations from the combustion chamber and or expansion in the expansion chamber are carried out during the stopping of the piston at its top dead center to allow the pressure to be established in the expansion chamber before the start of the downward stroke of the piston which conditions an increase in volume detrimental to the maintenance of the pressure.
3.- Procédé de contrôle du mouvement de piston selon la revendication 1 dans un moteur à combustion interne classique, caractérisé en ce que les opérations d'allumage et de combustion du méiange gazeux sont effectuées durant l'arrêt du piston à son point mort haut pour permettre, d'une part d'éviter les contre-pressions dues à un allumage précoce avant le point mort haut ,et d'autre part de brûler le mélange durant une longue période améliorant ainsi la combustion.3. A method of controlling the piston movement according to claim 1 in a conventional internal combustion engine, characterized in that the ignition and combustion operations of the gas mixture are carried out during the stopping of the piston at its top dead center to allow, on the one hand to avoid back pressures due to an early ignition before top dead center, and on the other hand to burn the mixture for a long period thus improving combustion.
4.- Procédé de contrôle du mouvement de piston selon la revendication 1 dans un moteur de type diesel, caractérisé en ce que l'injection du carburant provoquant la combustion est effectuée durant l'arrêt du piston à son point mort haut, pour permettre d'éviter les contrepressions dues à l'augmentation de pression créée par l'inflammation du gazole lors de son injection avant le point mort haut.4. A method of controlling the piston movement according to claim 1 in a diesel type engine, characterized in that the injection of fuel causing combustion is carried out during the stopping of the piston at its top dead center, to allow d '' avoid back pressures due to the increase in pressure created by the ignition of diesel fuel when injected before top dead center.
5.- Procédé de contrôle du mouvement de piston selon l'une quelconque des revendications de 1 à 3, caractérisé en ce que les opérations de fermeture de l'échappement et ou de l'ouverture de l'admission sont effectuées durant au moins une partie de l'arrêt du piston à son point mort haut.5.- A method of controlling the piston movement according to any one of claims 1 to 3, characterized in that the operations of closing the exhaust and or opening the intake are carried out during at least one part of the piston stop at its top dead center.
6.- Dispositif pour la mise en oeuvre du procédé selon l'une quelconque des revendications 1 à 5 .caractérisé en ce que le déplacement du piston (1) est commandé par un levier à pression constitué de deux bras articulés entre eux (3 , 4) dont l'un a une extrémité immobile (6) et l'autre (3) a une extrémité libre reliée à l'axe du piston (1) qui se déplace suivant l'axe du cylindre lorsque l'on exerce une force sur l'axe (5) commune aux deux bras (3,4), transmise par une bielle de commande (7) qui relie l'axe commun (5) aux deux bras (3,4) du levier à pression au maneton (8) d'un vilebrequin (9) positionné latéralement à l'axe de déplacement du piston (1) ladite bielle de commande (7) entraînant la rotation du vilebrequin lorsque les efforts sont appliqués sur le piston (1) durant le temps moteur par exemple, et, caractérisé en ce que lorsque les bras (3,4) du levier à pression sont alignés sur un axe d'alignement (X',X) le positionnement de l'extrémité immobile (6) détermine un angle (A), et le positionnement latéral du vilebrequin (9) détermine un autre angle (B) entre la bieile de commande (7) et l'axe d'alignement6.- Device for implementing the method according to any one of claims 1 to 5 .Characterized in that the movement of the piston (1) is controlled by a pressure lever consisting of two arms hinged together (3, 4) one of which has a stationary end (6) and the other end (3) has a free end connected to the axis of the piston (1) which moves along the axis of the cylinder when a force is exerted on the common axis (5) to the two arms (3,4), transmitted by a control rod (7) which connects the common axis (5) to the two arms (3,4) of the pressure lever to the crankpin (8) of a crankshaft (9 ) positioned laterally to the axis of displacement of the piston (1) said control rod (7) causing the rotation of the crankshaft when the forces are applied to the piston (1) during the engine time for example, and, characterized in that when the arms (3,4) of the pressure lever are aligned on an alignment axis (X ', X) the positioning of the stationary end (6) determines an angle (A), and the lateral positioning of the crankshaft ( 9) determines another angle (B) between the control rod (7) and the alignment axis
(X',X) des deux bras (3,4) du levier à pression, les angles ainsi déterminés pouvant être positifs, négatifs ou non simultanément nuls.(X ′, X) of the two arms (3,4) of the pressure lever, the angles thus determined being able to be positive, negative or not simultaneously zero.
7.- Dispositif selon la revendication, 6 caractérisé en ce que la variation des valeurs des angles formés entre l'axe d'alignement (X',X) des deux bras (3,4) du levier à pression et i'axe de déplacement du piston (A),et entre Taxe d'alignement (X',X) et la bielle de commande (7) (B), des longueurs de la bielle de commande (7) et des bras (3,4) du levier à pression, conditionne la cinématique générale du dispositif et détermine l'angle de rotation du vilebrequin durant lequel le piston est arrêté à son point mort haut.7.- Device according to claim, 6 characterized in that the variation of the values of the angles formed between the alignment axis (X ', X) of the two arms (3,4) of the pressure lever and the axis of displacement of the piston (A), and between Alignment tax (X ', X) and the control rod (7) (B), the lengths of the control rod (7) and arms (3,4) of the pressure lever, conditions the general kinematics of the device and determines the angle of rotation of the crankshaft during which the piston is stopped at its top dead center.
8.- Dispositif selon l'une quelconque des revendications 6 et 7, caractérisé en ce que, à des fins d'équilibrage, le bras inférieur (4) du levier à pression est prolongé au- delà de son extrémité immobile ou pivot (6) par un levier à piston miroir constitué de deux bras (4A ,3A) articulés sur un axe commun (5A) sur lequel est attaché, à l'extrémité libre 1B, une masse (15) se déplaçant sur un axe parallèle à l'axe de déplacement du piston (1) et de telle sorte que par rapport à l'extrémité immobile ou pivot (6) l'inertie des bras reliés à l'extrémité immobile (4, 4A) des axes d'articulation (5,5A), des bras reliés au piston et à la masse (3,3A) et l'inertie du piston (1) et celle de la masse d'équilibrage (15) soient identiques entre-eux.8.- Device according to any one of claims 6 and 7, characterized in that, for balancing purposes, the lower arm (4) of the pressure lever is extended beyond its stationary or pivot end (6 ) by a mirror piston lever consisting of two arms (4A, 3A) articulated on a common axis (5A) on which is attached, to the free end 1B, a mass (15) moving on an axis parallel to the axis of displacement of the piston (1) and so that relative to the stationary end or pivot (6) the inertia of the arms connected to the stationary end (4, 4A) of the articulation axes (5.5A ), arms connected to the piston and to the mass (3.3A) and the inertia of the piston (1) and that of the balancing mass (15) are identical to each other.
9.- Dispositif selon la revendication 8, caractérisé en ce que la masse d'équilibrage est un piston opposé (1C) de poids, d'inertie, et de fonctionnement identique au piston principal (1). 9.- Device according to claim 8, characterized in that the balancing mass is an opposite piston (1C) of weight, inertia, and operating identical to the main piston (1).
EP98951534A 1997-10-17 1998-10-16 Method for controlling machine piston movement, implementing device and balancing of said device Expired - Lifetime EP1023531B1 (en)

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FR9713313A FR2769949B1 (en) 1997-10-17 1997-10-17 METHOD FOR CONTROLLING THE MOVEMENT OF A MACHINE PISTON, DEVICE FOR IMPLEMENTING AND BALANCING THE DEVICE
FR9713313 1997-10-17
PCT/FR1998/002227 WO1999020881A1 (en) 1997-10-17 1998-10-16 Method for controlling machine piston movement, implementing device and balancing of said device

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FR2769949B1 (en) 1999-12-24
DK1023531T3 (en) 2003-10-06
IL135681A0 (en) 2001-05-20
DE69815705D1 (en) 2003-07-24
YU21700A (en) 2001-09-28
DE69815705T2 (en) 2004-06-03
JP2001521094A (en) 2001-11-06
OA12308A (en) 2006-05-12
UA49973C2 (en) 2002-10-15
PL340071A1 (en) 2001-01-15
WO1999020881A1 (en) 1999-04-29
NO20001698L (en) 2000-05-29
AP2000001775A0 (en) 2000-04-16
NO20001698D0 (en) 2000-04-03
NZ504459A (en) 2000-12-22
ES2210833T3 (en) 2004-07-01
TR200001032T2 (en) 2000-07-21
EA200000423A1 (en) 2000-12-25
FR2769949A1 (en) 1999-04-23
ATE243298T1 (en) 2003-07-15
CN1272162A (en) 2000-11-01
CA2306412A1 (en) 1999-04-29
CZ2000930A3 (en) 2000-12-13
PT1023531E (en) 2003-11-28
BR9813084A (en) 2000-08-22
CZ295735B6 (en) 2005-10-12
HUP0003919A3 (en) 2002-02-28
AU741127B2 (en) 2001-11-22
AU9751198A (en) 1999-05-10
EP1023531B1 (en) 2003-06-18
HUP0003919A2 (en) 2001-04-28
BG104244A (en) 2000-10-31
KR20010024419A (en) 2001-03-26
SK3962000A3 (en) 2002-03-05

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