EP1023531B1 - 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 Download PDFInfo
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- EP1023531B1 EP1023531B1 EP98951534A EP98951534A EP1023531B1 EP 1023531 B1 EP1023531 B1 EP 1023531B1 EP 98951534 A EP98951534 A EP 98951534A EP 98951534 A EP98951534 A EP 98951534A EP 1023531 B1 EP1023531 B1 EP 1023531B1
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- piston
- arms
- axis
- pin
- stationary
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B17/00—Reciprocating-piston machines or engines characterised by use of uniflow principle
- F01B17/02—Engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
- F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Transmission Devices (AREA)
- Portable Nailing Machines And Staplers (AREA)
- Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
- High-Pressure Fuel Injection Pump Control (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Description
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 dépolluant à chambre de combustion et/ou d'expansion indépendante.The invention relates to the operating kinematics of the connecting rod system crank of piston engines, piston compressors or any piston machine and more particularly depolluted or depolluting engines with combustion chamber and / or independent expansion.
Les moteurs à combustion interne 2 ou 4 temps fonctionnent pour la plupart, avec un système bielle manivelle bien connu entraínant (et entraíné 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 entraíne la rotation du vilebrequin créant ainsi un travail appelé temps moteur.Most 2 or 4 stroke internal combustion engines work, with a well-known crank rod system driving (and driven by) a piston sliding in a cylinder. The piston in its downward movement sucks a mixes air fuel then compresses it in its upward movement towards the chamber combustion in the upper part of the cylinder, at its smallest volume, to be inflamed, increase its temperature and pressure. The gases, having thus been brought to very high pressure, going to relax push back the piston which via the connecting rod rotates the crankshaft creating a job called engine time.
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 croítre. 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 its movement in the vicinity from top dead center the piston is still moving. From this state of affairs results one of the biggest problem of engine manufacturers, especially during combustion which must be triggered by ignition before top dead center. The start of combustion creates thereby an increase in pressure generating negative work which causes loss of engine efficiency while the charge has not finished combustion the piston begins its downward stroke by increasing the volume of the chamber tending to decrease the pressure that combustion tends to increase. Likewise when closing of the exhaust and the opening of the admission there is negative work by loss of load during closing and early opening movements of the conduits.
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 engine pollution with independent external combustion chamber, operating following a dual-mode principle with two types of energy, using either a fuel conventional petrol or diesel type on the road (single-mode air-fuel operation), or, at low speed, especially in urban and suburban areas, an addition compressed air (or any other non-polluting gas) to the exclusion of any other fuel, (single-mode air operation, i.e. with addition of compressed air). In his patent application 9607714, the author has described the installation of this type of motor 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 aspirated and compressed in an independent suction and compression chamber. Then this mixture is transferred, still under pressure in a combustion chamber independent and at constant volume to be ignited in order to increase the temperature and the pressure of said mixture. After the opening of a transfer connecting said chamber combustion or expansion to an expansion and exhaust chamber, this mixture will be relaxed in the latter to produce a job. The expanded gases are then discharged to the atmosphere through an exhaust pipe.
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 ordered ; in this case, it is introduced into the combustion chamber, substantially after admission to the latter of compressed air - without fuel - from the suction and compression chamber, a small amount of additional compressed air from an external tank where the air is stored under high pressure, for example 200 bars, and at room temperature. This small amount of compressed air at temperature room will heat up on contact with the high temperature air mass contained in the combustion or expansion chamber, will expand and increase the prevailing pressure in the chamber to allow delivery during relaxation of motor work.
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 negative work detrimental to the proper functioning of the engine as well as pressure must be established in the expansion chamber before the piston does not start 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 classic crank rod system is a loss of efficiency and pollution during ignition and combustion operations, injection, transfer, exhaust end and / or intake start. To resolve this problem, it has been noticed that these operations are performed in volumes always variable, in fact the piston is always in motion and the volumes generated by this last 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:
- les opérations d'allumage et de combustion dans le cas des moteurs classiques,
- 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,
- les opérations de fin d'échappement, de début d'admission dans tous les cas de moteurs et autres compresseurs.
- ignition and combustion operations in the case of conventional engines,
- 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,
- exhaust end, start of intake operations in all cases of engines and other compressors.
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.We can therefore in the case of a classic 2 or 4 stroke engine, turn on the load while the piston is held in its top dead center and the combustion remains at its lowest volume steadily, wait for the charge to be completely burnt before starting the downward stroke of the piston which has the effect eliminate back pressure during early ignition (such as in current engines) and get through more complete combustion of exhaust emissions low pollution.
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 back pressures due to the start of combustion before 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 a combustion chamber and or independent expansion transfer pressure from gases and or compressed air into the expansion chamber without creating back pressure before the top dead center of the piston and wait for the transfer to take effect before the piston starts its stroke downward by increasing the volume of the expansion chamber which would have the effect to lose 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 pipe while the piston has reached its top dead center or shortly before, thus avoiding loss of loads due to early closing as well as opening the intake before the piston does not start its downward course.
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 keeping it in top dead center can be achieved by all 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. We called a pressure lever a system of two articulated arms, one of which has one end immobile, or pivot, and the other can move along an axis. If we exert a force approximately perpendicular to the axis of the two arms, when aligned, on the joint between these two arms, the free end is then displaced. This free end can be linked to the piston and control its movements. Point dead top of the piston is effective when substantially the two articulated rods are in the extension of one another (around 180 °).
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 hinge pin of both arms. The positioning of the different elements in space and their dimensions allow you to modify the characteristics of the kinematics of the assembly. The positioning of the stationary end determines an angle between the axis of movement of the piston and the axis of the two arms when they are aligned. The positioning of the crankshaft determines an angle between the control rod and the axis of the two arms when they are aligned. The variation of the values of these angles, as well as the lengths of rods and arms, used 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 end stationary, or pivot, by a mirror pressure lever opposite in direction, symmetrical and of identical inertia to which is fixed, being able to move on an axis parallel to the axis of displacement of the piston, a mass of inertia identical and opposite in direction to that of the piston. The product of mass by the distance from its center of gravity is called inertia. at the reference point. 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 pistons. 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 for depolluted and depolluting engines with independent combustion or expansion at constant volume, as well as compressors, or other machines using pistons. The number of piston, the shapes and dimensions of the connecting rods can vary without changing the invention which comes to be described.
D'autres buts, avantages et caractéristiques de l'invention apparaítront à
la lecture de la description, à titre non limitatif, de plusieurs modes de réalisation, faite en
regard des dessins annexés ou :
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 toumant 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 point
dead top), sliding in a
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 :
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)We thus see Figure 2, that, in this configuration, on the
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.Those skilled in the art can thus choose the stop time of the piston at the point high death according to the desired operating parameters: duration of combustion, duration of transfer, etc. without changing the principle of the invention for this.
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. Balancing of this kinematic assembly is carried out according to the invention
Figure 3 by extending the
Dans le cas d'un pluricylindre symétrique représenté figure 4, la masse
d'équilibrage est un piston 1C 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.In the case of a symmetrical multi-cylinder shown in Figure 4, the mass
balancing is an
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.The invention is not limited to the examples of embodiments described and represented. The angles A and B can be positive or negative together or separately or not simultaneously null. The number of cylinders can vary in number even or odd, the mode of stopping the piston and keeping it in top dead center can be made by other means such as cams, or sprockets, or others, without this change the invention which has just been described.
Claims (9)
- Method for controlling the movement of a piston (1) of an engine or compressor or of a non-polluting or pollution-reducing engine, characterized in that the piston (1) is halted in its motion and kept at top dead center for a period of time that allows the following operations to be performed at constant volume:the operations of ignition and of combustion, in the case of conventional engines,the operations of injecting fuel, in the case of diesel engines,the operations of transferring gas and/or compressed air, in the case of engines with an independent combustion and/or expansion chamber,the operations of end of exhaust, start of admission in all cases of engines and other compressors.
- Method for controlling the movement of a piston according to Claim 1, in an engine with an independent combustion and/or expansion chamber, characterized in that the operations of transferring gas from the combustion and/or expansion chamber into the pressure-reducing expansion chamber are performed while the piston is stationary at top dead center, to make it possible for the pressure in the pressure-reducing expansion chamber to become established before the start of the piston downstroke which holds an increase in volume which is detrimental to maintaining the pressure.
- Method for controlling the movement of a piston according to Claim 1 in a conventional internal combustion engine, characterized in that the operations of igniting and combusting the gaseous mixture are performed while the piston is stationary at top dead center to make it possible, on the one hand, to avoid the back pressures due to early ignition before top dead center and, on the other hand, to burn the mixture for a long period of time thus improving combustion.
- Method for controlling the movement of a piston according to Claim 1 in an engine of the diesel type, characterized in that the injection of fuel bringing about combustion is performed while the piston is stationary at top dead center to make it possible to avoid the back pressures due to the increase in pressure created by the ignition of the diesel oil as it is injected before top dead center.
- Method for controlling the movement of a piston according to any one of Claims 1 to 3, characterized in that the operations of closing the exhaust and/or opening the inlet are performed during at least part of the time that the piston is stationary at top dead center.
- Device for implementing the method according to any one of Claims 1 to 5, characterized in that the displacement of the piston is controlled by a pressure lever consisting of a first arm (4) and of a second arm (3) which are articulated together about a common mobile pin (5), of which a second arm (4) is mounted so that it can pivot about a stationary pin (6) distinct from the mobile pin (5) common to the two arms (3, 4) and of which a first arm (3) has a free end, at the opposite end to its end which is articulated about the common mobile pin (5), which is connected to the piston pin of the piston (1) which moves along the axis of the cylinder (2) when force is exerted, on the mobile pin (5) common to the two arms of the pressure lever, which force is transmitted by a control connecting rod (7) which connects the mobile pin (5) common to the two arms (3, 4) of the pressure lever, to the wrist pin (8) of a crankshaft (9) positioned laterally with respect to the axis of displacement of the piston (1), said control connecting rod (7) driving the rotation of the crankshaft when the forces are applied to the piston (1), during the power stroke, for example, and, characterized in that, when the two arms (3, 4) of the pressure lever are aligned along an axis of alignment (X-X'), the position of the stationary pin (6) about which the second arm (3) pivots determines an angle (A) between the axis of displacement of the piston (1) in the cylinder (2), and the lateral position of the pin (10) about which the crankshaft (9) rotates determines another angle (B) between the control connecting rod (7) and the axis (X-X') of alignment of the two arms (3, 4) of the pressure lever, it being possible for the angles (A, B) thus determined to be positive, negative or not simultaneously zero.
- Device according to the preceding claim, characterized in that the variation of the values of the angles (A, B) formed, on the one hand, between the axis (XX') of alignment of the two arms (3, 4) of the pressure lever and the axis of displacement of the piston and, on the other hand, between the axis (XX') of alignment of the two arms (3, 4) of the pressure lever and the control connecting rod (7), of the lengths of the control connecting rod (7) and of the two arms (3, 4) of the pressure lever, dictates the overall dynamics of the device and determines the value of the angle of rotation of the crankshaft (8) for which the piston is stationary at top dead center.
- Device according to one of Claims 6 or 7, characterized in that, for balancing purposes, said first arm (4) of the pressure lever is extended, beyond its stationary articulation pin (6), to form the first arm (4A) of another pressure lever (3A, 4A) which is a mirror image of said one pressure lever (3, 4) consisting of this first arm (4A) and of a second (3A) which are articulated about a common mobile pin (5A), the free end (1B) of the second arm bearing a mass (15, 1C) moving along an axis parallel to the axis of displacement of said piston (1) so that, with respect to said stationary articulation pin (6), the moments of inertia of the second arms (4, 4A) articulated about the stationary pin (6), of the mobile pins (5, 5A) common to the arms (3, 3A, 4, 4A) of the pressure levers, of the second arms (3, 3A) connected to said one piston (1) and to the mass (15, 1C), and the moment of inertia of the piston (1) and that of the mass (15, 1C) are identical to each other.
- Device according to the preceding claim, characterized in that the balancing mass is another piston (1C) the weight, moment of inertia and operation of which are identical to those of said one piston (1).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SI9830487T SI1023531T1 (en) | 1997-10-17 | 1998-10-16 | Method for controlling machine piston movement, implementing device and balancing of said device |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR9713313A FR2769949B1 (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 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP1023531A1 EP1023531A1 (en) | 2000-08-02 |
| EP1023531B1 true EP1023531B1 (en) | 2003-06-18 |
Family
ID=9512578
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP98951534A Expired - Lifetime EP1023531B1 (en) | 1997-10-17 | 1998-10-16 | Method for controlling machine piston movement, implementing device and balancing of said device |
Country Status (28)
| Country | Link |
|---|---|
| EP (1) | EP1023531B1 (en) |
| JP (1) | JP2001521094A (en) |
| KR (1) | KR20010024419A (en) |
| CN (1) | CN1272162A (en) |
| AP (1) | AP2000001775A0 (en) |
| AT (1) | ATE243298T1 (en) |
| AU (1) | AU741127B2 (en) |
| BG (1) | BG104244A (en) |
| BR (1) | BR9813084A (en) |
| CA (1) | CA2306412A1 (en) |
| CZ (1) | CZ295735B6 (en) |
| DE (1) | DE69815705T2 (en) |
| DK (1) | DK1023531T3 (en) |
| EA (1) | EA200000423A1 (en) |
| ES (1) | ES2210833T3 (en) |
| FR (1) | FR2769949B1 (en) |
| HU (1) | HUP0003919A3 (en) |
| IL (1) | IL135681A0 (en) |
| NO (1) | NO20001698L (en) |
| NZ (1) | NZ504459A (en) |
| OA (1) | OA12308A (en) |
| PL (1) | PL340071A1 (en) |
| PT (1) | PT1023531E (en) |
| SK (1) | SK3962000A3 (en) |
| TR (1) | TR200001032T2 (en) |
| UA (1) | UA49973C2 (en) |
| WO (1) | WO1999020881A1 (en) |
| YU (1) | YU21700A (en) |
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|---|---|---|---|---|
| FR2821643B1 (en) * | 2001-03-05 | 2003-05-30 | Guy Negre | COMPRESSED AIR ENGINE EXPANSION CHAMBER |
| FR2821646B1 (en) * | 2001-03-05 | 2003-07-25 | Guy Negre | PISTON OF MOTOR OR OTHER MACHINES |
| JP4119151B2 (en) * | 2001-06-27 | 2008-07-16 | 本田技研工業株式会社 | Internal combustion engine |
| FR2831598A1 (en) | 2001-10-25 | 2003-05-02 | Mdi Motor Dev Internat | COMPRESSOR COMPRESSED AIR-INJECTION-MOTOR-GENERATOR MOTOR-GENERATOR GROUP OPERATING IN MONO AND PLURI ENERGIES |
| FR2837530B1 (en) | 2002-03-21 | 2004-07-16 | Mdi Motor Dev Internat | INDIVIDUAL COGENERATION GROUP AND PROXIMITY NETWORK |
| FR2838769B1 (en) | 2002-04-22 | 2005-04-22 | Mdi Motor Dev Internat | VARIABLE FLOW RATE VALVE AND PROGRESSIVE CONTROLLED VALVE DISTRIBUTION FOR COMPRESSED AIR INJECTION ENGINE OPERATING IN MONO AND MULTIPLE ENERGY AND OTHER MOTORS OR COMPRESSORS |
| GB2392475A (en) * | 2002-08-27 | 2004-03-03 | Edward Allen | I.c. engine connecting rod arrangement |
| FR2856111B1 (en) * | 2003-06-11 | 2005-08-05 | Renault Sa | INTERNAL COMBUSTION ENGINE WITH VARIABLE COMPRESSION RATIO |
| FR2862349B1 (en) * | 2003-11-17 | 2006-02-17 | Mdi Motor Dev Internat Sa | ACTIVE MONO AND / OR ENERGY-STAR ENGINE WITH COMPRESSED AIR AND / OR ADDITIONAL ENERGY AND ITS THERMODYNAMIC CYCLE |
| EP1709296B1 (en) | 2004-01-12 | 2018-10-10 | LiquidPiston, Inc. | Haybrid cycle combustion engine and methods |
| KR100567255B1 (en) * | 2004-04-27 | 2006-04-03 | 현대모비스 주식회사 | structure to prevent from deforming shaft of gear train of driving assembly of audio/video system for a vehicle |
| JP2007120429A (en) * | 2005-10-28 | 2007-05-17 | Toyota Central Res & Dev Lab Inc | Internal combustion engine and compressor |
| FR2904054B1 (en) | 2006-07-21 | 2013-04-19 | Guy Joseph Jules Negre | CRYOGENIC MOTOR WITH AMBIENT THERMAL ENERGY AND CONSTANT PRESSURE AND ITS THERMODYNAMIC CYCLES |
| US7909013B2 (en) | 2006-08-02 | 2011-03-22 | Liquidpiston, Inc. | Hybrid cycle rotary engine |
| WO2010017199A2 (en) | 2008-08-04 | 2010-02-11 | Liquidpiston, Inc. | Isochoric heat addition engines and methods |
| WO2012135556A2 (en) | 2011-03-29 | 2012-10-04 | Liquidpiston, Inc. | Cycloid rotor engine |
| ES2753253T3 (en) | 2013-01-25 | 2020-04-07 | Liquidpiston Inc | Rotary air-cooled motor |
| CN103233824B (en) * | 2013-04-28 | 2015-08-26 | 李宜平 | A kind of Capacity-controllingconstant constant pressure system of engine |
| KR101418469B1 (en) * | 2013-07-04 | 2014-07-16 | 주식회사 지엔테크 | Syringe pump |
| CN114810342B (en) * | 2022-04-24 | 2023-04-25 | 杨哲 | Constant volume heating circulation structure of internal combustion engine |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR390489A (en) * | 1908-05-19 | 1908-10-06 | Henry Sydney White | Internal combustion engine |
| FR713138A (en) * | 1931-03-12 | 1931-10-22 | Heavy oil engine | |
| FR2581702A1 (en) * | 1985-05-10 | 1986-11-14 | Bruey Raymond | Internal combustion engine |
| DE9316389U1 (en) * | 1993-10-27 | 1995-03-09 | Fev Motorentech Gmbh & Co Kg | Internal combustion engine with variable compression ratio |
| FR2731472B1 (en) | 1995-03-06 | 1997-08-14 | Guy Negre | METHOD AND DEVICES FOR CLEANING AN INTERNAL COMBUSTION ENGINE WITH AN INDEPENDENT COMBUSTION CHAMBER |
| DE19515325A1 (en) * | 1995-04-18 | 1996-10-24 | Juergen Peter Hill | Valve controlled two-stroke diesel motor with articulated connecting rod |
| DE19533696A1 (en) * | 1995-09-12 | 1997-03-13 | Guenter Dipl Ing Caspari | Piston=type IC engine |
| DE29713374U1 (en) * | 1997-07-28 | 1997-09-25 | Ehly Matthias | Connecting rod for reciprocating piston engines |
-
1997
- 1997-10-17 FR FR9713313A patent/FR2769949B1/en not_active Expired - Fee Related
-
1998
- 1998-10-16 OA OA00000110A patent/OA12308A/en unknown
- 1998-10-16 IL IL13568198A patent/IL135681A0/en unknown
- 1998-10-16 NZ NZ504459A patent/NZ504459A/en unknown
- 1998-10-16 WO PCT/FR1998/002227 patent/WO1999020881A1/en not_active Application Discontinuation
- 1998-10-16 EA EA200000423A patent/EA200000423A1/en unknown
- 1998-10-16 BR BR9813084-6A patent/BR9813084A/en active Search and Examination
- 1998-10-16 JP JP2000517183A patent/JP2001521094A/en active Pending
- 1998-10-16 PT PT98951534T patent/PT1023531E/en unknown
- 1998-10-16 PL PL98340071A patent/PL340071A1/en unknown
- 1998-10-16 YU YU21700A patent/YU21700A/en unknown
- 1998-10-16 EP EP98951534A patent/EP1023531B1/en not_active Expired - Lifetime
- 1998-10-16 HU HU0003919A patent/HUP0003919A3/en unknown
- 1998-10-16 AT AT98951534T patent/ATE243298T1/en not_active IP Right Cessation
- 1998-10-16 CZ CZ2000930A patent/CZ295735B6/en not_active IP Right Cessation
- 1998-10-16 CA CA002306412A patent/CA2306412A1/en not_active Abandoned
- 1998-10-16 UA UA2000042155A patent/UA49973C2/en unknown
- 1998-10-16 CN CN98809581A patent/CN1272162A/en active Pending
- 1998-10-16 AU AU97511/98A patent/AU741127B2/en not_active Ceased
- 1998-10-16 KR KR1020007003664A patent/KR20010024419A/en not_active Application Discontinuation
- 1998-10-16 SK SK396-2000A patent/SK3962000A3/en unknown
- 1998-10-16 ES ES98951534T patent/ES2210833T3/en not_active Expired - Lifetime
- 1998-10-16 DE DE69815705T patent/DE69815705T2/en not_active Expired - Fee Related
- 1998-10-16 TR TR2000/01032T patent/TR200001032T2/en unknown
- 1998-10-16 DK DK98951534T patent/DK1023531T3/en active
-
2000
- 2000-03-15 BG BG104244A patent/BG104244A/en unknown
- 2000-03-24 AP APAP/P/2000/001775A patent/AP2000001775A0/en unknown
- 2000-04-03 NO NO20001698A patent/NO20001698L/en not_active Application Discontinuation
Also Published As
| Publication number | Publication date |
|---|---|
| ATE243298T1 (en) | 2003-07-15 |
| BG104244A (en) | 2000-10-31 |
| CN1272162A (en) | 2000-11-01 |
| CZ295735B6 (en) | 2005-10-12 |
| TR200001032T2 (en) | 2000-07-21 |
| AU741127B2 (en) | 2001-11-22 |
| OA12308A (en) | 2006-05-12 |
| DE69815705T2 (en) | 2004-06-03 |
| JP2001521094A (en) | 2001-11-06 |
| CA2306412A1 (en) | 1999-04-29 |
| FR2769949A1 (en) | 1999-04-23 |
| NZ504459A (en) | 2000-12-22 |
| UA49973C2 (en) | 2002-10-15 |
| HUP0003919A3 (en) | 2002-02-28 |
| DE69815705D1 (en) | 2003-07-24 |
| DK1023531T3 (en) | 2003-10-06 |
| WO1999020881A1 (en) | 1999-04-29 |
| YU21700A (en) | 2001-09-28 |
| NO20001698L (en) | 2000-05-29 |
| ES2210833T3 (en) | 2004-07-01 |
| EP1023531A1 (en) | 2000-08-02 |
| HUP0003919A2 (en) | 2001-04-28 |
| BR9813084A (en) | 2000-08-22 |
| CZ2000930A3 (en) | 2000-12-13 |
| PT1023531E (en) | 2003-11-28 |
| NO20001698D0 (en) | 2000-04-03 |
| PL340071A1 (en) | 2001-01-15 |
| SK3962000A3 (en) | 2002-03-05 |
| KR20010024419A (en) | 2001-03-26 |
| AP2000001775A0 (en) | 2000-04-16 |
| FR2769949B1 (en) | 1999-12-24 |
| IL135681A0 (en) | 2001-05-20 |
| AU9751198A (en) | 1999-05-10 |
| EA200000423A1 (en) | 2000-12-25 |
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