EP1143127B1 - Internal combustion engine with variable capacity and compression ratio - Google Patents

Internal combustion engine with variable capacity and compression ratio Download PDF

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Publication number
EP1143127B1
EP1143127B1 EP01400802A EP01400802A EP1143127B1 EP 1143127 B1 EP1143127 B1 EP 1143127B1 EP 01400802 A EP01400802 A EP 01400802A EP 01400802 A EP01400802 A EP 01400802A EP 1143127 B1 EP1143127 B1 EP 1143127B1
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EP
European Patent Office
Prior art keywords
piston
connecting rod
axis
link
articulation
Prior art date
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Expired - Lifetime
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EP01400802A
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German (de)
French (fr)
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EP1143127A1 (en
Inventor
Jacques Beroff
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PSA Automobiles SA
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Peugeot Citroen Automobiles SA
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length

Definitions

  • the present invention relates to an internal combustion engine.
  • volumetric ratio of an engine being defined as the ratio between the volumes of the combustion chamber of a cylinder in neutral low and at the top dead center, the choice of volumetric ratio is a compromise between low-end and low-load performance (low power requested) and the occurrence of pinging in operating conditions more loaded.
  • the aim of the invention is to propose a device for adjusting the volumetric ratio and consequently to vary the engine capacity in according to the conditions of use in proportions higher than has been achieved so far and a greater correlative reduction in the fuel consumption.
  • the internal combustion engine includes means for varying the position of the top dead center between predetermined limits in order to simultaneously vary the stroke of the piston, the position of the bottom dead center and, correlatively, the volumetric ratio and the engine displacement, depending on the conditions of use of the engine and comprise a rod articulated on the one hand on the piston and on the other hand on a main connecting rod which rotates on a crankshaft, and in that said connecting rod main is also articulated on a connecting rod forming a balance, associated to an adjustment member of the position of said link controlling the positions of the top and bottom dead spots, said main rod having a short arm between a crankpin and a rod axis and an arm long determinant with the short arm an angle between 100 and 130 ° envion and disposed between said crankpin and a hinge pin on said link forming a pendulum.
  • FIG. cylinder 1 The schematic device shown in FIG. cylinder 1 in which a piston 2 can execute races between a point dead high and a dead point down.
  • the piston 2 is connected to a connecting rod 3 called connecting rod slave, articulated on the one hand on the piston 2 and on the other hand on a connecting rod main 4 which turns on a crankshaft 5.
  • the main rod 4 is also articulated by an axis 6 on a rod 7 forming a balance, associated with an adjusting member 8 of the position of said link 7.
  • the rocker arm is articulated in 9 on the adjusting member 8 which may be for example an eccentric, a piston, a camshaft, etc ...
  • the main rod 4 has a short arm 11 and a long arm 12 integral with a tubular body 13 which can turn on a crank pin 14 making integral part of a crankshaft 15.
  • the latter comprises a trunnion 16, a arm not shown and crankpin 14.
  • the short arm 11 provides the connection between the crankpin 14 and the axis 17 of the rod 3, while the long arm 12 provides the connection between the crankpin 14 and the axis 6 of articulation on the balance rod 7.
  • This device is implemented as follows.
  • the piston 2 is represented in a bottom dead center, the cylinder 1 and the control device of the volumetric ratio of the piston 2 being housed in a breech block 10.
  • the adjustment member 8 cooperates with a actuator 20 also disposed within the breech block 10.
  • each position of the adjusting member 8, controlled by a actuator 20, corresponds to a position of the balance rod 7, of the connecting rod main or main connecting rod 4, the crankshaft 15 and its pin 16, the slave link 3 and piston 2.
  • Figures 5 and 6 illustrate the extreme positions of the piston 2 for a strong compression ratio and a weak stroke:
  • Figure 5 shows the state of the device and piston 2 at the top dead center and
  • figure 6 shows the same positions at the bottom dead center of the piston 2.
  • Figures 7 and 8 respectively illustrate the positions of the piston and of its control device in top dead center and low dead point for a low rate and a strong stroke of the piston 2.
  • Figure 9 shows the trajectories of the mobile elements of device for a given position of the axis of articulation 9 of the rod 7 on the adjustment member 8: for a given position of this set point 9, the crankpin 14 describes a circle not shown around the fixed pin 16.
  • the axis 17 of the rod 3 describes an ellipse E1 while the piston 2 moves according to the vertical axis XX.
  • the link 7 performs a rocking motion around its hinge axis 9 and serves as a reaction element. If we move the axis 9, either vertically or according to any law in a plan, we modify and position of the piston 2 at the end of the race, and the elliptical trajectory E of the axis 17 of the rod 3, and the law of movement of all these two pieces.
  • Figure 12 gives an example of the simultaneous evolution of the ratio volumetric (on the y-axis on the left), and cubic capacity in cubic centimeters (in ordinate on the right), according to the adjustment of the position of the axis articulation 9 in the range P (in mm), FIG. 11.
  • the positions of the axes 17, 6, 9, the relative lengths of the arms 11 and 12 of the connecting rod mezzanine 4, and the angle that these arms form between them, as well as that the length of the pendulum rod 7, are chosen to obtain the variation desired rate and preferably an inverse variation of the displacement. AT a high rate will correspond to a reduced displacement, and vice versa.
  • the angle arms 11 and 12 of the main connecting rod 4 are between 100 and about 130 °. This separation of the arms makes it possible to reduce the efforts on the pendulum rod 7, and thus on the actuator 20, which may be reduced steering energy consumption.
  • the ratio between the lengths of the short arm 11 and the long arm 12 is between 0.6 and 0.8 to obtain a ratio of displacement (small displacement on large displacement) of respectively 0.75 and 0.60 for a compression ratio variation respectively of the order of 7 points and 4.5 rate points.
  • the ZZ axis is perpendicular to the XX axis defined by the alignment of the YY axis the crankshaft 15, the axis of the crankpin 14, the axis 17 and the axis 40 linkage of the slave connecting rod 3 on the piston 2. More generally, will preferably choose the position of the adjusting member 8 and the axis articulation 9 so that the hinge axis 6 oscillates above the axis ZZ in high position and below this axis in the low position.
  • Another element setting is the offset d of the initial axis XX of the cylinder 1, to a position X'X '(FIG. 10), preferably in the direction opposite to the axes articulation 6, 9 with respect to the initial axis XX.
  • This setting changes the obliqueness of the rod 3 in operation and the position of the dead spots.
  • the direction of rotation of the crankshaft 15 is arbitrary, but such that represented, in front view, the balance 7 to the right of the axis XX, the direction preferred rotation is that of the needles of a watch.
  • the trajectory of the articulation point 9 between the rod 7 and the adjustment member 8 is linear.
  • the trajectory of this articulation point 9 is curvilinear. In this case, when the pivot point 9 reaches its position high maximum, it is close to the axis of the cylinder 1 and the angle between the connecting rod main 4 and the rod 7 is reduced.
  • Curve C1 is the oscillating trajectory traveled by the end lower joint 6 of the connecting rod 7 when its hinge axis 9 is in high position 9 (H), and the curve C2 corresponds to the trajectory of its axis articulation 6 for a low position 9B of its upper end 9.
  • the ellipse E1 is traversed by the axis 17 of articulation of the link slave 3 when the rocker arm 7 is in the high position 9H and the piston 2 is in the lowest top dead center position (PMHb).
  • the ellipse E2 is traversed by the axis 17 of the slave link 3 when the axis 9 of the balance 7 is in the extreme low position 9B and the piston 2 is in the neutral position highest high (PMHh).
  • the strong stroke C3 of the piston 2 is delimited by its neutral position top “bottom” (PMH b) and its low “bottom” dead center (PMB b): this race C3 is the distance between the positions of the piston 2 in Figure 7 and the Figure 8 (strong race, low rate).
  • the weak stroke C4 of piston 2 is delimited by a top dead center position (PMH h) located higher than the position of top dead center (TDC b) of the strong stroke, and the bottom dead center position (PMB h), located at a height greater than that of the bottom dead center of the strong race C3 (PMB b); this weak race C4 corresponds to the race of the piston 2 between the positions of FIG. 5 and FIG.
  • the invention is applicable to all engine architectures and to all types of fuels or fuels.
  • the invention is not limited to the embodiment described and can have many variants of execution.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

The engine consists of a cylinder (1) containing a reciprocating piston (2) and a mechanism to vary the volume of the cylinder according to operating conditions, comprising a two-arm lever (4) with its arms at an angle of 100 - 130 degrees to one another. The lever is pivoted to the engine crankshaft (15) and connected at one end to the piston rod (3) and at the other to a balance arm (7) linked by a regulator (8) to an actuator (20).

Description

La présente invention a pour objet un moteur à combustion interne.The present invention relates to an internal combustion engine.

Le rapport volumétrique d'un moteur étant défini comme le rapport entre les volumes de la chambre de combustion d'un cylindre au point mort bas et au point mort haut, le choix du rapport volumétrique est un compromis entre le rendement à bas régime et basse charge (faible puissance demandée) et l'apparition de cliquetis dans des conditions de fonctionnement plus chargé.The volumetric ratio of an engine being defined as the ratio between the volumes of the combustion chamber of a cylinder in neutral low and at the top dead center, the choice of volumetric ratio is a compromise between low-end and low-load performance (low power requested) and the occurrence of pinging in operating conditions more loaded.

Il est intéressant de faire varier le rapport volumétrique en fonction des conditions d'utilisation du moteur. Les dispositifs connus et mis en oeuvre jusqu'à présent concernent le déphasage de la distribution avec comme effet la réduction du rapport effectif relativement au taux géométrique de base.It is interesting to vary the volumetric ratio depending conditions of use of the engine. Known and implemented devices hitherto concern the phase shift of the distribution with the effect the reduction of the effective ratio relative to the basic geometric rate.

La variation de volume mort et/ou de volume balayé a fait l'objet de nombreuses propositions, mais qui n'ont pas été suivies d'exploitations industrielles en grande série connues. Les familles de solutions proposées sont en substance les suivantes :

  • modification du volume mort côté culasse par un piston additionnel,
  • longueur de bielle variable,
  • piston « gonflable »,
  • distance axe de vilebrequin - plan de joint de culasse variable,
  • course variable.
The variation in dead volume and / or swept volume has been the subject of numerous proposals, but which have not been followed by known large-scale industrial operations. The families of proposed solutions are essentially the following:
  • modification of the dead volume on the cylinder head side by an additional piston,
  • variable connecting rod length
  • "inflatable" piston,
  • crankshaft distance - variable head gasket plane,
  • variable stroke.

Ces diverses propositions aboutissent à une variation limitée de la cylindrée, dans une proportion inférieure à 25% et présentent divers inconvénients.These various proposals result in a limited variation of the cubic capacity, in a proportion of less than 25% and disadvantages.

L'invention a pour but de proposer un dispositif permettant de régler le rapport volumétrique et par conséquent de faire varier la cylindrée en fonction des conditions d'utilisation dans des proportions supérieures à ce qui a été réalisé jusqu'à présent et une réduction corrélative plus importante de la consommation de carburant.The aim of the invention is to propose a device for adjusting the volumetric ratio and consequently to vary the engine capacity in according to the conditions of use in proportions higher than has been achieved so far and a greater correlative reduction in the fuel consumption.

Conformément à l'invention, le moteur à combustion interne comprend des moyens pour faire varier la position du point mort haut entre des limites prédéterminées, afin de faire varier simultanément la course du piston, la position du point mort bas et, corrélativement le rapport volumétrique et la cylindrée, en fonction des conditions d'utilisation du moteur et qui comportent une bielle articulée d'une part sur le piston et d'autre part sur une bielle principale qui tourne sur un vilebrequin, et en ce que ladite bielle principale est également articulée sur une biellette formant balancier, associée à un organe de régalge de la position de ladite biellette commandant les positions des points morts haut et bas, ladite bielle principale comportant un bras court entre un maneton du vilebrequin et un axe de la bielle et un bras long déterminant avec le bras court un angle compris entre 100 et 130° envion et disposé entre ledit maneton et un axe d'articulation sur ladite biellette formant balancier.According to the invention, the internal combustion engine includes means for varying the position of the top dead center between predetermined limits in order to simultaneously vary the stroke of the piston, the position of the bottom dead center and, correlatively, the volumetric ratio and the engine displacement, depending on the conditions of use of the engine and comprise a rod articulated on the one hand on the piston and on the other hand on a main connecting rod which rotates on a crankshaft, and in that said connecting rod main is also articulated on a connecting rod forming a balance, associated to an adjustment member of the position of said link controlling the positions of the top and bottom dead spots, said main rod having a short arm between a crankpin and a rod axis and an arm long determinant with the short arm an angle between 100 and 130 ° envion and disposed between said crankpin and a hinge pin on said link forming a pendulum.

Ainsi, en fonction du réglage de la position du point mort haut au moyen d'un système approprié, on obtient une cylindrée unitaire faible et un taux fort, ou une cylindrée plus grande et un taux plus bas.So, depending on the setting of the top dead center position at by means of a suitable system, a low unit cubic capacity and a high rate, or larger displacement and a lower rate.

D'autres particularités et avantages de l'invention apparaítront au cours de la description qui va suivre, faite en référence aux dessins annexés qui en illustrent une forme de réalisation à titre d'exemple non limitatif.

  • La figure 1 est une vue schématique représentant le principe du dispositif permettant de régler le rapport volumétrique et la cylindrée conformément à l'invention.
  • La figure 2 est une vue en élévation simplifiée d'une forme de réalisation industrielle d'un moteur à combustion interne équipé d'un dispositif de réglage du rapport volumétrique et de la cylindrée conforme à l'invention.
  • Les figures 3 et 4 sont des vues en perspective de la bielle principale du dispositif illustré à la figure2.
  • La figure 5 est une vue en élévation similaire à la figure 2 montrant la position du point mort haut du piston et de son dispositif de commande pour un taux fort et une course faible du piston,
  • La figure 6 est une vue similaire à la figure 5 montrant le piston à son point mort bas et la position correspondante de son dispositif de commande pour un taux fort et une course faible,
  • La figure 7 est une vue analogue à la figure 5 montrant la position du point mort haut du piston et de son dispositif de commande pour un taux faible et une course forte du piston.
  • La figure 8 est une vue analogue à la figure 7 montrant le piston dans sa position de point mort bas ainsi que la position de son dispositif de commande pour un taux faible et une course forte du piston.
  • La figure 9 est une vue en élévation schématique à échelle agrandie par rapport à la figure 2 du piston et de son dispositif de commande de cylindrée, montrant les trajectoires parcourues par les axes d'articulation pour un premier réglage de la biellette formant balancier,
  • La figure 10 est une vue analogue à la figure 9 montrant les trajectoires parcourues par les axes d'articulation durant la rotation du vilebrequin, pour une seconde position de réglage de la biellette formant balancier.
  • La figure 11 est un graphique illustrant les différentes courses possibles du piston entre le point mort haut et le point mort bas ainsi que la plage de réglage de la biellette balancier et les courses des axes d'articulation durant la rotation du vilebrequin.
  • La figure 12 est un graphique illustrant les variations du rapport volumétrique et de la cylindrée en fonction de la valeur de la plage de réglage de la biellette balancier.
    • Other features and advantages of the invention will become apparent from the description which follows, with reference to the accompanying drawings which illustrate an embodiment by way of non-limiting example.
  • Figure 1 is a schematic view showing the principle of the device for adjusting the volumetric ratio and displacement in accordance with the invention.
  • FIG. 2 is a simplified elevational view of an industrial embodiment of an internal combustion engine equipped with a device for adjusting the volumetric ratio and the displacement according to the invention.
  • Figures 3 and 4 are perspective views of the main link of the device shown in Figure 2.
  • FIG. 5 is an elevational view similar to FIG. 2 showing the position of the top dead center of the piston and its control device for a high level and a low stroke of the piston,
  • FIG. 6 is a view similar to FIG. 5 showing the piston at its bottom dead point and the corresponding position of its control device for a high level and a low stroke,
  • Figure 7 is a view similar to Figure 5 showing the position of the top dead center of the piston and its control device for a low rate and a strong stroke of the piston.
  • Figure 8 is a view similar to Figure 7 showing the piston in its low dead position and the position of its control device for a low rate and a strong stroke of the piston.
  • FIG. 9 is a diagrammatic elevational view on an enlarged scale with respect to FIG. 2 of the piston and its displacement control device, showing the trajectories traversed by the hinge pins for a first adjustment of the pendulum rod,
  • Figure 10 is a view similar to Figure 9 showing the trajectories traversed by the hinge pins during rotation of the crankshaft, for a second adjustment position of the rocker arm link.
  • FIG. 11 is a graph illustrating the various possible strokes of the piston between the top dead center and the bottom dead center as well as the adjustment range of the rocker arm and the races of the hinge pins during the rotation of the crankshaft.
  • FIG. 12 is a graph illustrating the variations of the volumetric ratio and the displacement as a function of the value of the adjustment range of the rocker arm.

    • Le dispositif schématique représenté à la figure 1 comprend un cylindre 1 dans lequel un piston 2 peut exécuter des courses entre un point mort haut et un point mort bas. Le piston 2 est lié à une biellette 3 dite bielle esclave, articulée d'une part sur le piston 2 et d'autre part sur une bielle principale 4 qui tourne sur un vilebrequin 5. La bielle principale 4 est également articulée par un axe 6 sur une biellette 7 formant balancier, associée à un organe de réglage 8 de la position de ladite biellette 7. A son extrémité opposée à l'axe 6, la biellette-balancier est donc articulée en 9 sur l'organe de réglage 8 qui peut être par exemple un excentrique, un piston, un arbre à cames, etc...The schematic device shown in FIG. cylinder 1 in which a piston 2 can execute races between a point dead high and a dead point down. The piston 2 is connected to a connecting rod 3 called connecting rod slave, articulated on the one hand on the piston 2 and on the other hand on a connecting rod main 4 which turns on a crankshaft 5. The main rod 4 is also articulated by an axis 6 on a rod 7 forming a balance, associated with an adjusting member 8 of the position of said link 7. At its opposite end to the axis 6, the rocker arm is articulated in 9 on the adjusting member 8 which may be for example an eccentric, a piston, a camshaft, etc ...

    La bielle principale 4 comporte un bras court 11 et un bras long 12 solidaires d'un corps tubulaire 13 qui peut tourner sur un maneton 14 faisant partie intégrante d'un vilebrequin 15. Ce dernier comprend un tourillon 16, un bras non représenté et le maneton 14.The main rod 4 has a short arm 11 and a long arm 12 integral with a tubular body 13 which can turn on a crank pin 14 making integral part of a crankshaft 15. The latter comprises a trunnion 16, a arm not shown and crankpin 14.

    Le bras court 11 assure la liaison entre le maneton 14 et l'axe 17 de la biellette 3, tandis que le bras long 12 assure la liaison entre le maneton 14 et l'axe 6 d'articulation sur la biellette-balancier 7.The short arm 11 provides the connection between the crankpin 14 and the axis 17 of the rod 3, while the long arm 12 provides the connection between the crankpin 14 and the axis 6 of articulation on the balance rod 7.

    Ce dispositif est mis en oeuvre de la manière suivante.This device is implemented as follows.

    La position de l'organe de réglage 8, et par conséquent de la biellette balancier 7 suivant un axe parallèle à l'axe général XX reliant le centre du piston 2 et l'axe YY de rotation du vilebrequin 15, détermine la position du point mort haut du piston 2. Cette position détermine à son tour la course du piston et par conséquent la position de son point mort bas, c'est à dire la cylindrée et le rapport volumétrique.The position of the adjusting member 8, and therefore the balance rod 7 along an axis parallel to the general axis XX connecting the center of the piston 2 and the axis YY of rotation of the crankshaft 15, determines the position of the top dead center of the piston 2. This position in turn determines the travel of the piston and therefore the position of its bottom dead center, ie the displacement and the volumetric ratio.

    Une fois la position de la biellette balancier 7 réglée par l'organe 8, et pendant le fonctionnement du moteur, le piston 2 exécute des aller et retour suivant l'axe XX, le vilebrequin 15 tourne autour de l'axe YY, l'axe 17 d'articulation de la biellette 3 sur le bras court 11 décrit une ellipse, tandis que la biellette 7 exécute des mouvements de balancier autour de son axe d'articulation 9 sur l'organe de réglage 8, ces mouvements de balancier se situant dans le plan de la figure 1.Once the position of the balance rod 7 set by the body 8, and during the operation of the engine, the piston 2 runs back and forth along the axis XX, the crankshaft 15 rotates about the axis YY, the axis 17 articulation of the link 3 on the short arm 11 describes an ellipse, while the link 7 performs pendulum movements around its axis of articulation 9 on the adjustment member 8, these pendulum movements are lying in the plane of Figure 1.

    On décrira maintenant une forme de réalisation industrielle du moteur et de son dispositif de réglage de rapport volumétrique en se référant aux figures 2 à 10.We will now describe an industrial embodiment of the motor and its volumetric ratio adjuster by referring in Figures 2 to 10.

    A la figure 2, le piston 2 est représenté dans un point mort bas, le cylindre 1 et le dispositif de commande du rapport volumétrique du piston 2 étant logés dans un bloc culasse 10. L'organe de réglage 8 coopère avec un actionneur 20 également disposé à l'intérieur du bloc culasse 10.In FIG. 2, the piston 2 is represented in a bottom dead center, the cylinder 1 and the control device of the volumetric ratio of the piston 2 being housed in a breech block 10. The adjustment member 8 cooperates with a actuator 20 also disposed within the breech block 10.

    A chaque position de l'organe de réglage 8, commandé par un actionneur 20, correspond une position de la biellette balancier 7, de la bielle principale ou bielle maítresse 4, du vilebrequin 15 et de son tourillon 16, de la biellette esclave 3 et du piston 2.At each position of the adjusting member 8, controlled by a actuator 20, corresponds to a position of the balance rod 7, of the connecting rod main or main connecting rod 4, the crankshaft 15 and its pin 16, the slave link 3 and piston 2.

    Les figures 5 et 6 illustrent les positions extrêmes du piston 2 pour un taux de compression fort et une course faible : la figure 5 montre l'état du dispositif et du piston 2 au point mort haut et la figure 6 montre les mêmes positions au point mort bas du piston 2.Figures 5 and 6 illustrate the extreme positions of the piston 2 for a strong compression ratio and a weak stroke: Figure 5 shows the state of the device and piston 2 at the top dead center and figure 6 shows the same positions at the bottom dead center of the piston 2.

    Les figures 7 et 8 illustrent respectivement les positions du piston et de son dispositif de commande au point mort haut et au point mort bas pour un taux faible et une course forte du piston 2.Figures 7 and 8 respectively illustrate the positions of the piston and of its control device in top dead center and low dead point for a low rate and a strong stroke of the piston 2.

    A chacune des positions extrêmes de ces courses faible et forte respectives correspond une position de la biellette balancier 7 et par conséquent de son organe de réglage 8.At each extreme position of these races weak and strong corresponding to a position of the rocker arm 7 and consequent of its regulator 8.

    La figure 9 montre les trajectoires des éléments mobiles du dispositif pour une position donnée de l'axe d'articulation 9 de la biellette 7 sur l'organe 8 de réglage : pour une position donnée de ce point de réglage 9, le maneton 14 décrit un cercle non représenté autour du tourillon fixe 16. L'axe 17 de la biellette 3 décrit une ellipse E1 alors que le piston 2 se déplace selon l'axe vertical XX. La biellette 7 exécute un mouvement de balancier autour de son axe d'articulation 9 et sert d'élément de réaction. Si l'on déplace l'axe 9, soit verticalement, soit selon une loi quelconque dans un plan, on modifie et la position du piston 2 en fin de course, et la trajectoire elliptique E de l'axe 17 de la biellette 3, et la loi de mouvement de l'ensemble de ces deux pièces.Figure 9 shows the trajectories of the mobile elements of device for a given position of the axis of articulation 9 of the rod 7 on the adjustment member 8: for a given position of this set point 9, the crankpin 14 describes a circle not shown around the fixed pin 16. The axis 17 of the rod 3 describes an ellipse E1 while the piston 2 moves according to the vertical axis XX. The link 7 performs a rocking motion around its hinge axis 9 and serves as a reaction element. If we move the axis 9, either vertically or according to any law in a plan, we modify and position of the piston 2 at the end of the race, and the elliptical trajectory E of the axis 17 of the rod 3, and the law of movement of all these two pieces.

    La figure 12 donne un exemple de l'évolution simultanée du rapport volumétrique (en ordonnée à gauche), et de la cylindrée en centimètres cubes (en ordonnée à droite), en fonction du réglage de la position de l'axe d'articulation 9 dans la plage P (en mm), figure 11. Figure 12 gives an example of the simultaneous evolution of the ratio volumetric (on the y-axis on the left), and cubic capacity in cubic centimeters (in ordinate on the right), according to the adjustment of the position of the axis articulation 9 in the range P (in mm), FIG. 11.

    Les positions des axes 17, 6, 9, les longueurs relatives des bras 11 et 12 de la bielle maítresse 4, et l'angle que ces bras forment entre eux, ainsi que la longueur de la bielle balancier 7, sont choisis pour obtenir la variation de taux souhaitée et préférentiellement une variation inverse de la cylindrée. A un taux fort correspondra une cylindrée réduite, et réciproquement. L'angle des bras 11 et 12 de la bielle principale 4 est compris entre 100 et 130° environ. Cet écartement des bras permet de réduire les efforts sur la biellette balancier 7, et donc sur l'actionneur 20, lequel peut être à consommation d'énergie de pilotage réduite.The positions of the axes 17, 6, 9, the relative lengths of the arms 11 and 12 of the connecting rod mezzanine 4, and the angle that these arms form between them, as well as that the length of the pendulum rod 7, are chosen to obtain the variation desired rate and preferably an inverse variation of the displacement. AT a high rate will correspond to a reduced displacement, and vice versa. The angle arms 11 and 12 of the main connecting rod 4 are between 100 and about 130 °. This separation of the arms makes it possible to reduce the efforts on the pendulum rod 7, and thus on the actuator 20, which may be reduced steering energy consumption.

    De préférence, le rapport entre les longueurs du bras court 11 et du bras long 12 est compris entre 0,6 et 0,8 permettant d'obtenir un rapport de cylindrée (petite cylindrée sur grande cylindrée) de respectivement 0,75 et 0,60 pour une variation de taux de compression respectivement de l'ordre de 7 points et de 4,5 points de taux.Preferably, the ratio between the lengths of the short arm 11 and the long arm 12 is between 0.6 and 0.8 to obtain a ratio of displacement (small displacement on large displacement) of respectively 0.75 and 0.60 for a compression ratio variation respectively of the order of 7 points and 4.5 rate points.

    On choisit également préférentiellement la position de l'organe de réglage 8 et de l'axe d'articulation 9 de manière qu'en position basse, l'axe d'articulation 6 oscille sous l'axe horizontal ZZ (figure 10), suivant une courbe 30. L'axe ZZ est perpendiculaire à l'axe XX défini par l'alignement de l'axe YY du vilebrequin 15, de l'axe du maneton 14, de l'axe 17 et de l'axe 40 d'articulation de la bielle esclave 3 sur le piston 2. Plus généralement, on choisira de préférence la position de l'organe de réglage 8 et de l'axe d'articulation 9 pour que l'axe d'articulation 6 oscille au-dessus de l'axe ZZ en position haute et au-dessous de cet axe en position basse. Un autre élément de réglage est le déport d de l'axe XX initial du cylindre 1, jusqu'à une position X'X' (figure 10), préférentiellement dans la direction opposée aux axes d'articulation 6, 9 par rapport à l'axe initial XX. Ce paramètre modifie l'obliquité de la biellette 3 en fonctionnement et la position des points morts.We also preferentially choose the position of the organ of 8 and the hinge axis 9 so that in the low position, the axis 6 hinge oscillates under the horizontal axis ZZ (Figure 10), following a curve 30. The ZZ axis is perpendicular to the XX axis defined by the alignment of the YY axis the crankshaft 15, the axis of the crankpin 14, the axis 17 and the axis 40 linkage of the slave connecting rod 3 on the piston 2. More generally, will preferably choose the position of the adjusting member 8 and the axis articulation 9 so that the hinge axis 6 oscillates above the axis ZZ in high position and below this axis in the low position. Another element setting is the offset d of the initial axis XX of the cylinder 1, to a position X'X '(FIG. 10), preferably in the direction opposite to the axes articulation 6, 9 with respect to the initial axis XX. This setting changes the obliqueness of the rod 3 in operation and the position of the dead spots.

    Le sens de rotation du vilebrequin 15 est quelconque, mais tel que représenté, en vue de face, le balancier 7 à droite de l'axe XX, le sens préférentiel de rotation est celui des aiguilles d'une montre.The direction of rotation of the crankshaft 15 is arbitrary, but such that represented, in front view, the balance 7 to the right of the axis XX, the direction preferred rotation is that of the needles of a watch.

    Dans l'exemple de réalisation précedemment décrit, la trajectoire du point d'articulation 9 entre la biellette 7 et l'organe de réglage 8 est linéaire.In the embodiment previously described, the trajectory of the articulation point 9 between the rod 7 and the adjustment member 8 is linear.

    Selon une variante, la trajectoire de ce point d'articulation 9 est curviligne. Dans ce cas, lorsque le point d'articulation 9 atteind sa position haute maximale, il se rapproche de l'axe du cylindre 1 et l'angle entre la bielle principale 4 et la biellette 7 est réduit. According to one variant, the trajectory of this articulation point 9 is curvilinear. In this case, when the pivot point 9 reaches its position high maximum, it is close to the axis of the cylinder 1 and the angle between the connecting rod main 4 and the rod 7 is reduced.

    Le graphique de la figure 11 montre les courses de différents éléments du dispositif précédemment décrit :

    • la plage P est la hauteur de réglage de l'axe d'articulation 9 de la biellette balancier 7 entre le point haut 9(H) et le point bas 9(B) sur une amplitude P.
    The graph of FIG. 11 shows the strokes of different elements of the device previously described:
    • the range P is the height of adjustment of the hinge pin 9 of the rocker rod 7 between the high point 9 (H) and the low point 9 (B) on an amplitude P.

    La courbe C1 est la trajectoire oscillante parcourue par l'extrémité inférieure 6 d'articulation de la bielle 7 lorsque son axe d'articulation 9 est en position haute 9(H), et la courbe C2 correspond à la trajectoire de son axe d'articulation 6 pour une positon basse 9B de son extrémité supérieure 9.Curve C1 is the oscillating trajectory traveled by the end lower joint 6 of the connecting rod 7 when its hinge axis 9 is in high position 9 (H), and the curve C2 corresponds to the trajectory of its axis articulation 6 for a low position 9B of its upper end 9.

    L'ellipse E1 est parcourue par l'axe 17 d'articulation de la biellette esclave 3 lorsque la biellette balancier 7 est en position haute 9H et le piston 2 est en position de point mort haut la plus basse (PMHb). L'ellipse E2 est parcourue par l'axe 17 de la biellette esclave 3 lorsque l'axe 9 du balancier 7 est en position basse extrême 9B et le piston 2 est en position de point mort haut la plus élevée (PMHh).The ellipse E1 is traversed by the axis 17 of articulation of the link slave 3 when the rocker arm 7 is in the high position 9H and the piston 2 is in the lowest top dead center position (PMHb). The ellipse E2 is traversed by the axis 17 of the slave link 3 when the axis 9 of the balance 7 is in the extreme low position 9B and the piston 2 is in the neutral position highest high (PMHh).

    Enfin, la course forte C3 du piston 2 est délimitée par son point mort haut « bas » (PMH b) et par son point mort bas « bas » (PMB b) : cette course C3 correspond à la distance entre les positions du piston 2 à la figure 7 et à la figure 8 (course forte, taux faible). La course faible C4 du piston 2 est délimitée par une position de point mort haut (PMH h) située plus haut que la position de point mort haut (PMH b) de la course forte, et la position de point mort bas (PMB h), située à une hauteur supérieure à celle du point mort bas de la course forte C3 (PMB b) ; cette course faible C4 correspond à la course du piston 2 entre les positions de la figure 5 et de la figure 6.Finally, the strong stroke C3 of the piston 2 is delimited by its neutral position top "bottom" (PMH b) and its low "bottom" dead center (PMB b): this race C3 is the distance between the positions of the piston 2 in Figure 7 and the Figure 8 (strong race, low rate). The weak stroke C4 of piston 2 is delimited by a top dead center position (PMH h) located higher than the position of top dead center (TDC b) of the strong stroke, and the bottom dead center position (PMB h), located at a height greater than that of the bottom dead center of the strong race C3 (PMB b); this weak race C4 corresponds to the race of the piston 2 between the positions of FIG. 5 and FIG.

    Les avantages du dispositif conforme à l'invention qui vient d'être décrit sont les suivants :

    • avantages théoriques :
    • gains potentiels très importants en consommation par :
      • amélioration du rendement à charge partielle quand on augmente le taux de compression et que l'on réduit la cylindrée unitaire (effet de taux plus effet « down sizing » à faible charge),
      • augmentation possible du taux de suralimentation hors cliquetis lorsque le rapport volumétrique est réduit (nouvel effet « down sizing » mais en pleine charge),
      • gestion de la post-détente (cycle Atkinson) sur une grande plage d'utilisation,
      • fonctionnement en modes de combustion particuliers: auto-allumage, mélange pauvre homogène, forte recirculation de gaz.
    The advantages of the device according to the invention which has just been described are as follows:
    • theoretical advantages:
    • very significant potential gains in consumption by:
      • improved efficiency at partial load when increasing the compression ratio and reducing the cubic capacity (low load "down sizing" effect)
      • possible increase of the super-rattling rate when the volumetric ratio is reduced (new "down sizing" effect but at full load),
      • management of post-relaxation (Atkinson cycle) over a wide range of use,
      • operation in particular combustion modes: auto-ignition, homogeneous lean mixture, strong gas recirculation.

    Avantages pratiques :

    • variation possible de la cylindrée dans des proportions supérieures à 25% pour une variation de rapport volumétrique de 100%,
    • la technologie utilisée connue pour les divers composants de l'ensemble (assemblage type bielle et biellette),
    • compacité et masse du dispositif de variation de course.
    Practical benefits:
    • possible variation of the cubic capacity in proportions higher than 25% for a variation of volumetric ratio of 100%,
    • the known technology used for the various components of the assembly (assembly type connecting rod and link),
    • compactness and mass of the stroke variation device.

    L'invention est applicable à toutes architectures de moteurs et à tous types de carburants ou de combustibles.The invention is applicable to all engine architectures and to all types of fuels or fuels.

    L'invention n'est pas limitée à la forme de réalisation décrite et peut comporter de nombreuses variantes d'exécution.The invention is not limited to the embodiment described and can have many variants of execution.

    Claims (5)

    1. Internal combustion engine comprising at least one cylinder (1) in which a piston (2) can move between a top dead centre and a bottom dead centre, means for varying the position of the top dead centre (TDC) between predetermined limits in order to vary simultaneously the piston stroke (C3, C4), the position of the bottom dead centre (BDC) and correlatively the compression ratio and the capacity according to the engine use conditions, these means having a connecting rod (3) articulated, on the one hand, on the piston (2) and, on the other hand, on a main connecting rod (4) which rotates on a crankshaft (15), the said main connecting rod (4) likewise being articulated on a rocker-forming link (7), associated with a member (8) for adjusting the position of the said link controlling the positions of the top and bottom dead centres, the said main connecting rod (4) having a short arm (11) between a crank pin (14) of the crankshaft (15) and a pin (17) of the connecting rod (3) and a long arm (12) defining with the short arm (11) an angle of between 100 and 130° approximately and arranged between the said crank pin and a pin (6) for articulation on the said rocker-forming link (7).
    2. Engine according to Claim 1, characterised in that the ratio between the lengths of the short arm (11) and the long arm (12) is between 0.6 and 0.8.
    3. Engine according to Claim 1 or 2, characterised in that the trajectory of the articulation point (9) between the main connecting rod (4) and the link (7) is linear.
    4. Engine according to any one of Claims 1 to 3, characterised in that the trajectory of the articulation point (9) between the main connecting rod (4) and the link is curvilinear.
    5. Engine according to any one of Claims 1 to 4, characterised in that the adjusting member (8) cooperates with an actuator (20).
    EP01400802A 2000-04-04 2001-03-28 Internal combustion engine with variable capacity and compression ratio Expired - Lifetime EP1143127B1 (en)

    Applications Claiming Priority (2)

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    FR0004298A FR2807105B1 (en) 2000-04-04 2000-04-04 INTERNAL COMBUSTION ENGINE WITH VARIABLE VOLUMETRIC AND CYLINDREE RATIO
    FR0004298 2000-04-04

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    EP1143127B1 true EP1143127B1 (en) 2005-03-16

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    AT (1) ATE291160T1 (en)
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    DE102010032433A1 (en) 2010-07-28 2012-02-02 Daimler Ag Reciprocating engine for motor vehicle, has positioning device adjusting actual compression ratio of cylinder to desired target compression ratio, and detection unit detecting distance between transverse lever and detection unit
    DE102010032489A1 (en) 2010-07-28 2012-02-02 Daimler Ag Actuating device for crank drive for reciprocating piston machine, comprises detection device which is provided for detecting position of operating element, where adjusting part is held at guide of actuating device in moving manner
    DE102010032427A1 (en) 2010-07-28 2012-02-02 Daimler Ag Actuating device for reciprocating piston engine of motor vehicle, comprises actuating portion, by which compression ratio of cylinder of reciprocating piston engine is variably adjustable corresponding to actuating device
    WO2012013260A1 (en) 2010-07-28 2012-02-02 Daimler Ag Reciprocating piston engine, in particular for a motor vehicle, and method for operating such a reciprocating piston engine
    DE102010032425A1 (en) 2010-07-28 2012-02-02 Daimler Ag Control device for reciprocating piston engine, comprises control actuator, particularly control piston, by which compression ratio of cylinder of reciprocating piston engine is variably adjustable corresponding to control device
    DE102014221250A1 (en) * 2014-10-20 2016-04-21 Bayerische Motoren Werke Aktiengesellschaft Internal combustion engine of a motor vehicle and motor vehicle

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    DE50102343D1 (en) 2000-08-08 2004-06-24 Daimler Chrysler Ag PISTON COMBUSTION ENGINE WITH VARIABLE COMPACTION RATIO
    FI20022177A (en) * 2002-12-11 2004-06-12 Dapomot Oy Internal combustion engine crank mechanism
    JP4204915B2 (en) 2003-07-08 2009-01-07 本田技研工業株式会社 Variable compression ratio engine
    FR2910545B1 (en) 2006-12-20 2012-06-08 Inst Francais Du Petrole (EN) INTERNAL COMBUSTION ENGINE WITH VARIABLE CYLINDER AND / OR VARIABLE COMPRESSION RATE WITH A TOGGLE BETWEEN THE CRANKSHAFT AND THE ROD AND METHOD FOR MAKING SUCH VARIATIONS.
    DE102012007465B4 (en) 2012-04-13 2014-09-11 Audi Ag Internal combustion engine
    US8794200B2 (en) * 2012-11-21 2014-08-05 GM Global Technology Operations LLC Engine assembly with phasing mechanism on eccentric shaft for variable cycle engine
    DE102014002368B4 (en) 2013-11-14 2015-11-12 Audi Ag Multi-joint crank drive of an internal combustion engine and corresponding internal combustion engine
    DE102015015616A1 (en) * 2015-12-03 2017-06-08 Audi Ag A multi-link crank drive for an internal combustion engine, a multi-link crank drive engine, and a method of operating a multi-link crank drive
    CN112855357B (en) * 2021-01-24 2023-04-18 效俊林 Variable piston stroke and variable compression ratio mechanism of internal combustion engine and control method
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    Cited By (7)

    * Cited by examiner, † Cited by third party
    Publication number Priority date Publication date Assignee Title
    DE102010032433A1 (en) 2010-07-28 2012-02-02 Daimler Ag Reciprocating engine for motor vehicle, has positioning device adjusting actual compression ratio of cylinder to desired target compression ratio, and detection unit detecting distance between transverse lever and detection unit
    DE102010032489A1 (en) 2010-07-28 2012-02-02 Daimler Ag Actuating device for crank drive for reciprocating piston machine, comprises detection device which is provided for detecting position of operating element, where adjusting part is held at guide of actuating device in moving manner
    DE102010032427A1 (en) 2010-07-28 2012-02-02 Daimler Ag Actuating device for reciprocating piston engine of motor vehicle, comprises actuating portion, by which compression ratio of cylinder of reciprocating piston engine is variably adjustable corresponding to actuating device
    WO2012013260A1 (en) 2010-07-28 2012-02-02 Daimler Ag Reciprocating piston engine, in particular for a motor vehicle, and method for operating such a reciprocating piston engine
    DE102010032425A1 (en) 2010-07-28 2012-02-02 Daimler Ag Control device for reciprocating piston engine, comprises control actuator, particularly control piston, by which compression ratio of cylinder of reciprocating piston engine is variably adjustable corresponding to control device
    DE102010032490A1 (en) 2010-07-28 2012-02-02 Daimler Ag Reciprocating piston engine, in particular for a motor vehicle, and method for operating such a reciprocating piston engine
    DE102014221250A1 (en) * 2014-10-20 2016-04-21 Bayerische Motoren Werke Aktiengesellschaft Internal combustion engine of a motor vehicle and motor vehicle

    Also Published As

    Publication number Publication date
    EP1143127A1 (en) 2001-10-10
    DE60109342T2 (en) 2005-08-04
    FR2807105B1 (en) 2008-11-14
    FR2807105A1 (en) 2001-10-05
    ATE291160T1 (en) 2005-04-15
    DE60109342D1 (en) 2005-04-21

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