EP1167720A1 - Isochore Brennkraftmaschine - Google Patents

Isochore Brennkraftmaschine Download PDF

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Publication number
EP1167720A1
EP1167720A1 EP01401621A EP01401621A EP1167720A1 EP 1167720 A1 EP1167720 A1 EP 1167720A1 EP 01401621 A EP01401621 A EP 01401621A EP 01401621 A EP01401621 A EP 01401621A EP 1167720 A1 EP1167720 A1 EP 1167720A1
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EP
European Patent Office
Prior art keywords
piston
crank
connecting rod
combustion
toggle
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Granted
Application number
EP01401621A
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English (en)
French (fr)
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EP1167720B1 (de
Inventor
Roger Lecal
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Individual
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Individual
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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
    • F01B9/026—Rigid connections between piston and rod; Oscillating pistons
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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
    • F01B11/00—Reciprocating-piston machines or engines without rotary main shaft, e.g. of free-piston type
    • F01B11/004—Reciprocating-piston machines or engines without rotary main shaft, e.g. of free-piston type in which the movement in the two directions is obtained by two single acting piston motors, each acting in one direction
    • F01B2011/005—Reciprocating-piston machines or engines without rotary main shaft, e.g. of free-piston type in which the movement in the two directions is obtained by two single acting piston motors, each acting in one direction with oscillating pistons, i.e. the pistons are arranged in ring like cylinder sections and oscillate with respect to the center of the ring
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/36—Modified dwell of piston in TDC

Definitions

  • the invention relates to a kinematics mechanism which transforms a movement. of alternative translation in continuous rotation of the output shaft. It applies to presses, pumps and more specifically to combustion engines.
  • the connecting rod / crank system usually used allows this transformation of the movement of the piston, however the encapsulism obtained (cylinder-piston), to contain the pressure of the combustion and mechanize it in the conversion phase, does not allow during its evolution to optimize the thermodynamic transformation. Indeed, the time required for the combustion is not taken into account in the volume changes of the chamber, also, it must necessarily overflow on the compression and expansion phases, which gives rise to a back pressure when the piston rises and, beyond the Top Dead Center (P.M.H.), a drop in pressure at completion of combustion by enlarging the volume of the chamber when the piston descends. This latter feature is exploited in controlled ignition by adjusting the point advance.
  • P.M.H. Top Dead Center
  • a second solution to ensure the maintenance of a maximum combustion pressure, during load variations, consists in recycling the burnt gases (E.G.R.) in difficult proportions greater than 40%.
  • E.G.R. burnt gases
  • maintaining the quality of combustion requires stratification difficult layers and the proportion does not respond to the scale of variation (from 0.2 to 0.9) of the volume fresh gas intake between idling and full opening.
  • a third solution mechanical this time, consists in modifying the volumetric ratio in more or less advancing the piston in the chamber to the P.M.H.
  • the known solutions are many: BICERI -HISPANO etc. or more recently SAAB (S.V.C.) and MCE 5.
  • the mechanical solution has the advantage of ensuring significant variations in the volume of the room at the P.M.H., which allows to obtain a good output with a low load and also to offer the possibility of developing strong powers on a very low volumetric ratio associated with a strong supercharging, both in diesel and in controlled ignition.
  • noise reduction operation can be obtained at idle or even better combustion by maintaining a high compression at partial load which increases the temperature and reduces unburnt spontaneous ignition with turbo.
  • the rod / crank system known if it can obtain, thanks to mechanical inputs complementary, optimal combustion pressure on load variations, it cannot satisfy the need to allow time for combustion, no more than just pumping in the amount of air necessary for use needs.
  • magnetically operated valves or mechanical with variable lift by creating a depression only located in the cylinder, we obtain the reduction of the load and a phase of restitution of the pumping energy when the piston rises.
  • the invention makes it possible to respond to many of the difficulties listed.
  • the arrangement of a time for combustion, by a intermittence introduced into the path of the piston makes it possible to achieve an ACTUAL isochoric phase at P.M.H., which removes most or all of the back pressure when the piston rises.
  • This particularity also makes it possible to obtain the maximum combustion pressure at the very beginning of the conversion, during expansion, for a positive-ignition engine, or to reduce the so-called "phase to constant pressure "of a diesel engine within the limit of the structural strength of the elements concerned.
  • the second difficulty which consists in adapting the volumetric ratio to the importance of the volume admitted air, although satisfied by different mechanical solutions, has no simple answer and economic.
  • the new kinematic chain (which we will call toggle system), by its peculiarities developed to obtain the isochoric phase, incidentally offers a response with relatively few means to implement it.
  • the third difficulty which consists in varying the volume of air admitted without loss by pumping and without friction loss for unnecessary scanning of piston segmentation in the cylinder is resolved by the possibility given to the piston to reduce its stroke to a third of its maximum value. What corresponds in air volume to a slightly high idle usually kept in balance by the resistant forces. To contain the runaway without the usual losses on this intake volume, it becomes possible to provide useful work by operating at maximum combustion pressure.
  • the signs ⁇ are the marks of start and end of diesel injection, around the TDC, of a connecting rod / crank system on the dotted curve.
  • the signs are the marks at the same piston height on the curve of the toggle system - in solid line -.
  • the mark On the curve of the toggle system, for the start of the injection, the mark is substantially on the same crankshaft angle ( ⁇ ) as on the connecting rod / crank system.
  • the mark this time is on the same height ( ⁇ ) as that of the comparison system.
  • Direct injection is done at 40 °: 25 ° before TDC and 15 ° after, on the reference model.
  • the injection therefore also begins with substantially the same setting ( ⁇ 25 °) but with a pressure and a temperature more favorable to the shortening of the self-ignition time and to the quality of the combustion (compression level ).
  • the slower injection therefore possibly with thinner injector holes for the same very high pressure, advantageously ends after 63 °, ie with 23 ° more than for a rod / crank system for the same volume of fuel injected.
  • the heights of the pistons are identical and the pressure of the combustion which continues is maintained higher longer by a slow relaxation of the toggle system and released at the AOE (Advance Opening Exhaust) with 30 ° more d 'crankshaft angle for the same piston height (knowing that a rapid descent of the piston freezes certain combustion reactions).
  • the axis of the toggle joint ( 0 ) is taken on the frame by means of a shoe (32) with teeth (33) mounted on a curved slide (39) which advances around a virtual axis (Oz) by the geared rotation of a toothed shaft (47) itself driven by an irreversible worm gear; the position of (Oz) concurrently ensures the variation of the volumetric ratio and the variation of the length of the piston stroke.
  • the mechanism consists, in a different version, of a piston which is integral with the connecting rod as well as by a toroidal cylinder with spiral curvature associated therewith.
  • the kinematics include balancing shafts ( g 2 ⁇ and g -2 ⁇ ) FIG. 8 with variable timing in a particular arrangement with a counter-shaft combined with the crankshaft (f ⁇ and f- ⁇ ), to obtain alignment with the first order forces and cancel them by a counter-directional thrust.
  • variable-rate ignition rod and crank system used at the limit of rattling, the predominant adjustment of the advance or the volumetric ratio determines in the poly elevation tropic of the maximum pressure (set from 10 ° to more than 20 ° after the P.M.H.) the part which returns to the mechanical compression is that which is supplied directly from combustion (therefore for the same press a more or less advanced state of combustion).
  • the system to kneepad allows to initiate combustion in a dense medium and at the right temperature (position of piston) while having a relatively low rate, a maximum high pressure (product of the combustion), little or no back pressure and an end of combustion at higher temperature.
  • combustion reaches a more advanced stage of completion without the climbs pressure and temperature intermediates inherent in the displacement of the piston which, in a system connecting rod / crank, usually comes to reduce the chamber, while the maximum pressure is reached under greater volume for substantially half of the charge burned.
  • This mechanical overpressure peak of the charge during combustion tends to reduce the self-ignition delay which is sensitive to this parameter and temperature, while the speed of combustion is only sensitive to the latter.
  • the favorable conditions offered by the isochore phase during combustion allow more charge to be burned for the same maximum pressure at P.M.H. ( ⁇ smaller) but also to increase this maximum.
  • turbulence introduced by different air movements are maintained in duration on the same 360 ° cycle and the lengthening of the duration of the admission> 200 ° allows to induce more dynamism turning at the admitted load, without increasing it the loss.
  • the heat exchanges with the walls being dependent on the size of the exposed surfaces, the duration, and the intensity of the heat flows, with regard to the particularities of the toggle joint system, we find with physico-chemical conditions more favorable to ignition (density of gas - dispersion - temperature - oxidation) on the one hand the duration of the combustion and the total surface exposed tend to decrease at the start of combustion and its completion due to the height of the piston, and on the other hand that, at equal load and at equal pressure, the maximum heat flux, if it is identical, is necessarily in the same volume and the same surface for the same bore.
  • crankshaft degree (° V.)
  • ⁇ 1 the mixture which usually leads to delays ahead of the optimum sought (power, efficiency and pollution).
  • the slow descent of the piston over a large crankshaft angle corresponds, with reference to the time in ° V. of a connecting rod / crank system, has a faster combustion.
  • the “starting-block” effect »Of the isochoric phase by maintaining the evolution of combustion on the P.M.H., erases strongly the disparities between cylinders which can usually reach 40 ° offset in mixing lean, which can move the maximum pressure very low on the descent of the piston from the timing initial means.
  • FIG. 1 schematically represents the kinematics of the toggle mechanism and the system connecting rod / crank drive.
  • FIG. 2 represents the relations between B ", B and B 'around the P.M.H. in the marks of a positioning grid.
  • FIG. 3 shows the assembly of mechanical parts that reconstitute the kinematic chain of the diagram in FIG. 1 inside a motor frame.
  • FIGS. 4 and 5 represent the direction of the inertial forces alternative to the P.M.H. and P.M.B.
  • FIGS. 6 and 7 represent the components and the results of the alternative forces used opposition.
  • FIG. 8 shows the arrangement and orientation of the centrifugal balancing forces in opposition to the inertial forces generated by the mechanical parts of the kinematic chain.
  • FIG. 9 shows superimposed curves of instantaneous couples of the kinematic chain under the thrust of the piston and that of a connecting rod / crank system.
  • FIGS. 10, 11 and 12 represent respectively speed racing curves and acceleration of point A.
  • FIG. 13 shows a 720 ° distribution diagram.
  • FIG. 14 shows two "real" diagrams superimposed on a four-stroke diesel cycle.
  • FIG. 15 represents two superimposed “real" diagrams of a four-stroke cycle with spark ignition.
  • FIG. 16 shows a simplified mechanical assembly of the kinematic chain of the knee pad.
  • FIGS. 17, 18, 19 and 20 represent the mechanical parts which make up the rod R '.
  • FIG. 21 shows in superposition two cross sections of engine blocks, one to connecting rod / crank, the other with knee lever.
  • FIG. 22 schematically represents the kinematic chain with toggle with the sliding of point 0 and the structural aspect of the engine block.
  • FIG. 23 shows the drive mechanism of point 0 .
  • FIG. 24 shows the support of point 0 in a longitudinal section of the engine block.
  • the kinematic chain with toggle movement with planar movements and its configuration shown schematically (FIG. 1), includes a pivot-sliding connection with an A axis along the X axis.
  • This connection is embodied in mechanical engineering by a cylinder in which slides a piston articulated to a connecting rod L. The rest of the movable assemblies are pivot connections. In B is articulated the rod L and in B 'the rod R of the toggle which, in turn, is articulated on 0 .
  • a rod / crank drive system is added to this first kinematics.
  • the rotation (trace c ) of the crank pin represented by B "around 0 ' operates the toggle joint by means of the rod R' which is articulated distinctly on the two rods of the toggle joint, at B by the rod L and at B 'by the connecting rod R.
  • Two positions, at TDC and PMB, are represented with the displacement of point A.
  • the collinear points A - A', A 1 - A ' 1 on the X axis and the points B - B', B 1 - B ' 1 on the tracks c' - c " define in these positions the movements of the kinematics from TDC to TDC, following the movement from 0 to 0 1 around 0 " thanks to an eccentric system with toothed sector and screw.
  • the rotation of R "modifies the volumetric ratio of the chamber.
  • the angular speed ⁇ indicates the direction of rotation.
  • On Y is indicated the position of 0 1 with respect to the intersection 0 of X and Y.
  • FIG. 2 completes the details of the kinematic chain at the point of articulation B which includes two distinct axes combined in FIG. 1 (B - B ').
  • Three points abc taken at an interval of 20 ° between each on the course of B "around 0 '(trace c ), make it possible to define the particular geometric relationships between the position of B" and of B and B' respectively. From the displacement of B "on trace c , these three points (abc), centers of arcs of circles of the same radius (B'- B"), correspond to points a 'b' and c 'on the trajectory of point B '( t ) on trace c ".
  • FIG. 3 shows all of the mechanical elements of the kinematic toggle linkage schematized in the previous figures.
  • the engine block (4) of the “open plan” type constitutes the frame.
  • the attached cylinder (1) in section in its recess is centered on the axis X.
  • the piston (2) comprises a mechanical axis (5) on the geometric axis A ", on which pivots the connecting rod L which is taken on the 'mechanical axis (6) at the geometric point B of the rod R'.
  • the axis (3) is a crankshaft crankpin which turns around the pins (27).
  • (10) we find the usual balancing mass of the crankshaft with (11) heavy metal plugs.
  • crankshaft by the alignment close to the X axis on the trajectory of B, makes it possible to reduce its center distance of crank 0 '-B "corresponding to the axes of the trunnions and crankpins in opposite proportions to the increase in the crankshaft angle obtained for the rebound. Or: race / 2 x 180/220.
  • race / 2 x 180/220.
  • the crankpins as wide as for two piston-rods of a V-engine, take less load by the thrust of the gases but with substantially equal inertial forces.
  • the casing (14) with lateral opening gives access to the mobile assembly which is mounted on the joint plane (15) by the crankshaft and by the eccentric system which pivots on ( 0 ").
  • the mechanical axis (8) serves as a pivoting support for the connecting rod R of the toggle joint in the successive positions which can be taken on the track (9) to modify the position of the piston at TDC
  • FIGS. 4 and 5 represent the dynamic aspect of the kinematic chain at TDC and BDC with the orientation of the alternative inertial forces in a Cartesian coordinate system X - 0 - Y.
  • Point A concentrates the mass of the piston and part of the mass of the connecting rod L.
  • Point f 1 indicates the inertial thrust in the axis of the connecting rod L and f 0 the reaction force of the frame on point d support of A for the change of orientation on the X axis (F 1 ).
  • Point B concentrates the centrifugal force F 5 and the inertial forces F 2 , F 3 and F 4 of part of the weight of the rods R 'L and R in their pendulum movement.
  • the direction F a indicates the direction of the alternative counter forces used and their centering with respect to the inertial forces F 1 and F 2 .
  • FIG. 5 represents the direction of the alternative forces F 1 and F 2 at the PMB (path angle ⁇ ) from the TDC ⁇ 240 °.
  • the two equipollent vectors indicate only their direction.
  • the masses centered in A and B are assumed to have the same value. They undergo a counterbalancing force in the direction of F a ' .
  • FIG. 6 represents the abscissas of the point A from the TDC to the PMB, curve D, for a continuous rotation of B "over 360 °.
  • the curve e corresponds to the path of B for the same maximum values of abscissa and ordinate, X this time passing through the PMH and the PMB of B.
  • the result of the curves e and d is represented below by the curve n .
  • These non sinusoidal periodic curves of period 2 ⁇ are comparable to that obtained from a rod / crank system with axis piston far away from the crank axis. Their sum is broken down into separately balanced sinusoidal forces.
  • the respective displacements of the rods of the kinematic chain constitute pendular and circular movements.
  • the first component comes from the rotation of B "therefore on its frequency.
  • the other components are of the same frequency or of double frequency over this period of 360 °. Their phase shift models the resulting curve.
  • the immobility of A at TDC is due to the component resulting from the movement of the rod R 'around B' which adds the belly of its curve, at point B, to the descent of B 'on trace c " after its reversal direction of travel FIG 2.
  • the components in phase opposition cancel each other out on trace c 1 , by more than 20 ° from c 1 to b 1 , immobilizing B.
  • FIG. 7 shows the two component curves f and g of the balancing force used to oppose the alternative inertial forces of the kinematic chain of FIG. 4 and 5. These opposing forces are obtained by counter-rotating balancing shafts produced from known drives and arrangements.
  • the pestle forces of order 1 are opposed by the frequency balancing force 1 (cos. ⁇ ) represented by the curve f .
  • the result of these two balancing forces is represented in dotted lines by the curve i which opposes the initial alternative force n (superimposed for comparison).
  • FIG. 8 specifies the position of the balancing shafts and their number.
  • a double shaft fj allows, in addition to the two usual second order force balancing shafts ( g 2 ⁇ and g -2 cylind) of a mono or a four cylinder in line for example, to take charge of the forces of first order f ⁇ and f - ⁇ by moving them on the plane of convergence of the forces F 1 and F 2 , as well as the torque resulting from tilting r and r 'with the counter shafts j 2 ⁇ and j -2 ⁇ by opposing F " a to the TDCs and the PMBs of B and B '.
  • the centrifugal force is taken over on the path of B - B' in the opposite direction by the reversal of the balancing masses. It can be noted that the crankshaft balances the centrifugal force Fc due the weight of the crankpin and part of the connecting rods by the counterweight P and that the counterweight f ⁇ is on the same rotating shaft.
  • the direction of the balancing force f ⁇ and f - ⁇ is a component of F a .
  • map F F ' has an angle ⁇ "with R a, which is the resultant of the forces F 1 and F 2 (FIG. 4 and 5).
  • FIGS. 9, 10, 11 and 12 are representations of the comparative dynamic aspect of two systems: connecting rod / crank (reference model) and kinematic chain with toggle joint to S.I standards: (International System), with the exception of the abscissas of FIGs. 9 and 10.
  • FIG. 9 represents a diagram of the moments of three couples carried out on a motor time Carnot type (isothermal relaxation).
  • the second curve - in solid line - the less bulging, is developed after an isochoric phase (stationary piston) by the kinematic chain with toggle.
  • the combustion pressure is the same as well as the stroke, bore and volumetric ratio.
  • a peculiarity specific to the toggle joint system, linked to the flat curve of the torque, means that their overlapping creates peaks by addition, they must be juxtaposed, whereas on a rod / crank system the peaks reduce their effect by overlapping. Therefore, it is necessary not to use more than six cylinders with a small overlap, which, in the ideal value of 300 to 500 cm 3 unit for a fast engine, oscillates the displacement from 1,800 to 3,000 cm 3 .
  • the rod / piston inertias of the toggle joint system at medium and high speed, soften the torque peak and advantageously inflate the curve as the PMB approaches, during the restitution phase.
  • variable rate makes it possible to obtain a higher power at lower speed, by a “hyper power” in spontaneous ignition as in controlled ignition, while having, in parallel, better performance at all speeds thanks to the variable rate and displacement and the isochoric phase
  • FIGS. 11 and 12 are the abscissa curves of point A, of P.M.H. at P.M.B., depending on the angle l'angle of rotation of the crank on one revolution. A is both assimilated to a geometric point (axis of the piston) and to the piston itself.
  • dotted lines we have the system curve connecting rod / crank on the market already referenced in FIG. 9.
  • solid line the toggle system.
  • the angular positions of the AOE Advanced Opening Exhaust
  • P.M.B. are respectively 180 and 220 °. Both landmarks of P.M.H.
  • thermodynamic transformation by reducing the amplitude of the variations in the instantaneous torque, thus makes it possible to reduce the degree of cyclic irregularity by one unit (single cylinder) on engine time.
  • FIG. 11 represents the speed curves of point A as a function of ⁇ on the angle ⁇ .
  • the reference model of the comparison is superimposed on the curve of the kinematic chain at knee pad.
  • the highest speed and acceleration values of the toggle joint system relate to the piston rising phase corresponding to compression and exhaust on a four stroke.
  • the compression obtained by the toggle system on a reduced crankshaft angle ⁇ 140 ° brings the piston at a high instantaneous speed but with relatively low accelerations. So the rising of the piston which compresses the fresh gases at the end of the journey, for the highest pressures, is more softer than that of a rod / crank system, therefore with a lesser resistant peak.
  • the admission time has a double duration elongation by reducing the speed and spreading it over more than 200 ° of crankshaft.
  • FIG. 13 is a vector representation of the angular displacements of point B "on the complete cycle of a four-stroke with toggle system during the 720 ° distribution phases of revolution.
  • the A.O.A. defines the point from Advance to Admission Opening.
  • the piston stroke takes place on 200 ° crankshaft and continues until R.F.A .. after P.M.B. Compression takes place P.M.B with 140 ° crankshaft angle.
  • R.F.A . after P.M.B.
  • Compression takes place P.M.B with 140 ° crankshaft angle.
  • R.O.A .
  • P.M.B Compression takes place P.M.B with 140 ° crankshaft angle.
  • a Beau de Rochas or diesel cycle it is followed by a really isochoric phase over 20 ° (hatched angle) itself followed by a phase of 180 ° workforce conversion completed at A.O.E. after P.M.B.
  • This fourth step continues beyond of the P.M.
  • FIG. 14 is a two-stroke "real" pressure / volume diagram of a fast diesel four time with toggle system. Inside the curve 1 - 2 - 3 - 4 - 5 is superimposed the curve of the connecting rod / crank system.
  • the toggle system seems to be represented by a theoretical diagram.
  • the instantaneous combustion here corresponds to a stop of the piston at an angle of rotation of the crankshaft therefore on a fifth step, locatable, represented here by a vertical, on a pressure variation for the same volume.
  • locatable represented here by a vertical
  • two gains appear which influence strongly yield.
  • the first to raise the piston, from 1 to 2 is obtained by reducing the back pressure thanks to reduced Combustion Advance (A.C.) compared to the system crank rod.
  • A.C. Combustion Advance
  • the higher maximum pressure thanks to the advantageous value of dP / d ⁇ puts less difficulty in structures which also benefit from a slight rise in the piston during this phase of combustion, with a short ignition time and a reduction in the pressure peak.
  • the variation of entropy increased as well as the Average Effective Pressure (P.M.E)., which is again verifiable in the following figure, with controlled ignition.
  • the maximum pressure / pressure ratio effective mean is advantageously reduced by a change in combustion on the P.M.H.
  • the end of injection 4 of the isobaric phase is greatly offset between the two systems, which found at the tail of combustion (R.C.) by a Combustion Delay on the 4 - 5 expansion slope.
  • FIG. 15 is an expanded P / V diagram of a four-stroke cycle with controlled ignition on two-stroke (compression-expansion).
  • the curve of the toggle joint system is superimposed on that of of the connecting rod / crank system.
  • the same presentation facilities as those of FIG. 14 have been used for comparison.
  • Curve (g) corresponds to the work provided by the intake gases tablets when the piston goes up (-) and goes down (+).
  • the sign A.C. represents the points of advance of the combustion of the two systems.
  • the hatched part represents the gain obtained in back pressure by a reduction in the ignition advance and by the isochoric phase.
  • it is the displacement of the maximum pressure on the P.M.H. which allowed this second gain.
  • Curve (h) is due to combustion gases.
  • the curve of the connecting rod / crank system was significantly crushed by the need to set the maximum pressure after the P.M.H. to optimize the functioning of this system.
  • End of Combustion is represented by dots (F.C.).
  • FIG. 16 shows a simplified model of the toggle system with its differences mechanical.
  • the very short connecting rod used is secured to the piston (2) without articulation.
  • the latter can be move in a cylinder of suitable shape (torus with spiral winding), thanks to the kinematics which produces an alternating tilting in the same direction concomitant with the translational movement.
  • This particularity also allows with a rectilinear translation of the piston (with articulation) to have a lateral support of the latter and to avoid impact shocks to support the P.M.H.
  • the piston without articulation, the piston no longer has support in its successive positions, so it is necessary to lateralize it by the overall geometry as a function of the system dynamics.
  • the low height of the piston can also be reduced with a “HEADLAND” type L-shaped fire segment by removing the crown.
  • the weak tilting of the piston at the P.M.H. accompanied by too slight progression lateral clearance required between the P.M.H. and P.M.B. at the scraper segment. Limited to 0.3 mm, this clearance corresponds to the usual radial beat of this segment for a stroke of 80 mm. Guiding the piston in the cylinder is made by the surface located between the fire barrier segment and the sealing segment.
  • FIG. 17 is a representation, with FIGS 18 - 19 and 20, of the rod R 'mounted on the crankpin (3) of the crankshaft. It includes the mechanical axes (6 and 7) of the connecting rods L and R.
  • the perspective cavalier allows us to see two of the four symmetrical pieces two by two which constitute the link. These parts (13) are assembled on the plane (21)., The reliefs (18) of the parts (12) (FIG. 19 and 20) are tightly fitted by fitting on the assembly grooves (17).
  • FIG. 18 is a section of the two symmetrical parts (13) according to the plane DD indicated in the FIG. 17.
  • the geometric axes B and B ' indicate their position in plan. They determine the position of mechanical axes (6 and 7).
  • the screw (16) keeps the semi-axes (6 and 7) on the connecting rod L which does not does not have a dismantling cap and on the fork connecting rod R which, likewise, is not removable.
  • the holes (20) allow assembly with the other two parts (12) to constitute the whole of the rod R '.
  • FIG. 19 shows in perspective the part (12) which assembles with another part (12) turned 180 °. They enclose the parts (13) by the recesses (19), the reliefs (18) and the grooves (17) as well as the connecting rod bearings on the crankpin.
  • the holes (24) align with the holes (20) of the parts (13) for screw assembly.
  • the parts (12) are joined together by a screw at the level of the hole (23).
  • a clearance (22) is arranged to offer a sufficient articulation angle to the connecting rods L and R.
  • FIG. 20 is a plan view of the part (12) in the direction BB of the view of the observer.
  • FIG. 21 shows two superimposed sections perpendicular to the axis of the crankshafts of a connecting rod / crank system and of a toggle system. These sections are compared in terms of size.
  • the common cylinder head (25) is shown on the engine mount (4) with the cylinder (1). In hatched we find all the mechanical axes of the toggle kinematics.
  • a 3 and B 3 represent the geometric axes of the connecting rod / crank system.
  • the dotted false housing (26), to which the lower housing (29) is attached, is assembled on the plane (31) which includes the crankshaft journal (27).
  • the cylinder block - in dotted lines - (32), of the connecting rod / crank system and - in solid lines - of the toggle joint system are substantially of the same size for the same stroke and the same bore.
  • On the assembly plane (15) are arranged the pins (27) of the crankshaft of the toggle joint system as well as the pins (28) of the eccentric for adjusting the compression ratio.
  • the false casing (26), in solid lines, maintains these axes and contributes to stiffening the engine block on its dynamic supports.
  • the casing (29), in solid lines, must have scoops mounted on the connecting rod R to remain "wet" or, differently, be arranged in a "dry” casing.
  • FIG. 22 shows a diagrammatic cross section of an engine block with the kinematics of the parts from two positions of point 0 . These variations in the position of point 0 are obtained by means of a pad support (32).
  • the point 0 which corresponds to a sliding pivot of transverse curve finds a significant variation in position and moves the toggle joint system on the one hand to the crankshaft and its connecting rod and on the other hand to the cylinder frame.
  • the skate support is taken in a curved slide sole (39) which adjusts on the lower part of the engine block (4).
  • the position of the virtual center ( 0 z ) of the curved slide determines the variation ( v ) of the volume of the chamber at TDC concomitantly with the variation of stroke from l to l .
  • This related relation makes it possible to obtain a constant rate on a variation of the displacement or, contrary reason, an increase in the cubic capacity with a reduction in the compression ratio contrary to what is obtained by achieving a vacuum at the admission at low load in controlled ignition.
  • This new possibility goes in the right direction with the use of a fully exploitable supercharging at high power with a low volumetric ratio and, on the other hand, an “atmospheric” operation at partial load and high rate, therefore in both cases with a yield optimal, by reducing the usual losses by pumping in the intermediate regimes.
  • FIG. 23 we have a representation of the actuator which transforms the rotation of the axis (37) into a movement of the part (32) around the virtual axis 0 z.
  • the first kinematic connection is ensured by a meshing with screws (36) and toothed wheel (37).
  • the latter secured to the mechanical axis (47) transmits its rotational movement to the toothed wheel (34) which rolls on the toothing (33) of the curved rack of the pad support (32) of the geometric axis 0 .
  • This axis is materialized by the relief (40) with, in alignment with 0 , a hole for inserting the mechanical axis of the foot of the connecting rod of the toggle joint.
  • FIG. 24 shows a longitudinal section of a multi-cylinder engine block with toggle system.
  • the curved sole (39) on which the part (32) supporting the fork leg of the connecting rod R of the knee lifter slides.
  • This part bearing on the reliefs (46) of the engine block and on the sole (39), slides on the surfaces (43 and 44). It comprises, machined in the mass, the rack (33) and the lateral guide reliefs (45) as well as the relief relief (40) in which the mechanical axis (42) is adjusted, hot-tightened.
  • the head of the connecting rod R also with a fork, freely encloses the head of the connecting rod L.
  • the connecting rod L is articulated to the piston by the ball-and-socket connection with an axis slide in the cylinder (1).
  • the actuator shown in FIG. 22, 23 and 24 is driven by the motor (38) which is itself controlled under the action of the accelerator by means of an electronic management which takes care of all the parameters necessary for the adaptation of the displacement, rate, supercharging ratio, advance, volume of fuel injected, variation in cooling etc.
  • the drive motor (38) requires little energy by aligning the thrust of the connecting rod R which is practically on the virtual axis 0 z of the curved slide sole (39) at the maximum combustion pressure.
  • the applications of the invention relate to fast spark-ignition or diesel engines, four or two stroke, and by extension the slow engines of large displacement. With a direction of rotation inverted, it can be used as a compressor.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Transmission Devices (AREA)
  • Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
  • Tires In General (AREA)
EP01401621A 2000-06-22 2001-06-19 Isochore Brennkraftmaschine Expired - Lifetime EP1167720B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0007981A FR2810694B1 (fr) 2000-06-22 2000-06-22 Moteur a phase isochore
FR0007981 2000-06-22

Publications (2)

Publication Number Publication Date
EP1167720A1 true EP1167720A1 (de) 2002-01-02
EP1167720B1 EP1167720B1 (de) 2006-06-14

Family

ID=8851541

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01401621A Expired - Lifetime EP1167720B1 (de) 2000-06-22 2001-06-19 Isochore Brennkraftmaschine

Country Status (4)

Country Link
EP (1) EP1167720B1 (de)
AT (1) ATE330114T1 (de)
DE (1) DE60120568T2 (de)
FR (1) FR2810694B1 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1347160A2 (de) * 2002-03-20 2003-09-24 Honda Giken Kogyo Kabushiki Kaisha Brennkraftmaschine mit variablem Verdichtungsverhältnis
EP1380739A1 (de) * 2002-07-11 2004-01-14 Nissan Motor Co., Ltd. Gerät und Verfahren zur Verdichtungsverhältnisregelung einer fremdgezündeten Brennkraftmaschine

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR390489A (fr) * 1908-05-19 1908-10-06 Henry Sydney White Moteur à combustion interne
US1335947A (en) * 1919-08-02 1920-04-06 Ferdinand G Welke Internal-combustion engine
DE2734715A1 (de) 1977-08-02 1979-02-22 Scherf Geb Kindermann Eva Hubkolbenmotor
US5186137A (en) * 1987-02-27 1993-02-16 Salzmann Willy E Rocking-piston machine
FR2779480A1 (fr) * 1998-06-03 1999-12-10 Guy Negre Procede de fonctionnement et dispositif de moteur a injection d'air comprime additionnel fonctionnant en mono energie, ou en bi energie bi ou tri modes d'alimentation

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR390489A (fr) * 1908-05-19 1908-10-06 Henry Sydney White Moteur à combustion interne
US1335947A (en) * 1919-08-02 1920-04-06 Ferdinand G Welke Internal-combustion engine
DE2734715A1 (de) 1977-08-02 1979-02-22 Scherf Geb Kindermann Eva Hubkolbenmotor
US5186137A (en) * 1987-02-27 1993-02-16 Salzmann Willy E Rocking-piston machine
FR2779480A1 (fr) * 1998-06-03 1999-12-10 Guy Negre Procede de fonctionnement et dispositif de moteur a injection d'air comprime additionnel fonctionnant en mono energie, ou en bi energie bi ou tri modes d'alimentation

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1347160A2 (de) * 2002-03-20 2003-09-24 Honda Giken Kogyo Kabushiki Kaisha Brennkraftmaschine mit variablem Verdichtungsverhältnis
EP1347160A3 (de) * 2002-03-20 2003-11-19 Honda Giken Kogyo Kabushiki Kaisha Brennkraftmaschine mit variablem Verdichtungsverhältnis
US6843212B2 (en) 2002-03-20 2005-01-18 Honda Giken Kogyo Kabushiki Kaisha Engine with variable compression ratio
EP1380739A1 (de) * 2002-07-11 2004-01-14 Nissan Motor Co., Ltd. Gerät und Verfahren zur Verdichtungsverhältnisregelung einer fremdgezündeten Brennkraftmaschine
US6915766B2 (en) 2002-07-11 2005-07-12 Nissan Motor Co., Ltd. Compression ratio controlling apparatus and method for spark-ignited internal combustion engine

Also Published As

Publication number Publication date
FR2810694B1 (fr) 2003-05-16
ATE330114T1 (de) 2006-07-15
EP1167720B1 (de) 2006-06-14
FR2810694A1 (fr) 2001-12-28
DE60120568T2 (de) 2007-02-22
DE60120568D1 (de) 2006-07-27

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