EP1238189B1 - Dispositif pour modifier le taux de compression afin d'optimiser le fonctionnement des moteurs a pistons alternatifs - Google Patents

Dispositif pour modifier le taux de compression afin d'optimiser le fonctionnement des moteurs a pistons alternatifs Download PDF

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Publication number
EP1238189B1
EP1238189B1 EP00985347A EP00985347A EP1238189B1 EP 1238189 B1 EP1238189 B1 EP 1238189B1 EP 00985347 A EP00985347 A EP 00985347A EP 00985347 A EP00985347 A EP 00985347A EP 1238189 B1 EP1238189 B1 EP 1238189B1
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EP
European Patent Office
Prior art keywords
axis
crankshaft
eccentric
point
articulated
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP00985347A
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German (de)
English (en)
French (fr)
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EP1238189A1 (fr
Inventor
Michel Marchisseau
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Marchisseau Michel
IFP Energies Nouvelles IFPEN
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Marchisseau Michel
IFP Energies Nouvelles IFPEN
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Filing date
Publication date
Priority claimed from FR9915104A external-priority patent/FR2801932B1/fr
Priority claimed from FR0008947A external-priority patent/FR2811373B1/fr
Application filed by Marchisseau Michel, IFP Energies Nouvelles IFPEN filed Critical Marchisseau Michel
Publication of EP1238189A1 publication Critical patent/EP1238189A1/fr
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Classifications

    • 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
    • F02B75/045—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable connecting rod length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • 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
    • F02B75/047—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of variable crankshaft position
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • 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
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke

Definitions

  • the present invention relates to a device, a reagent and consuming very little energy, to continuously optimize the compression ratio including reciprocating piston engines.
  • This invention is especially relevant to improve the fuel efficiency of engines that are not used permanently at maximum load or using multiple fuels different octane numbers.
  • This invention is compatible with a very weak level of pollution and is particularly suitable for reciprocating piston engines whose cylinders are arranged either flat, V or line.
  • compression ratio refers to the geometric of compression of an internal combustion engine with reciprocating pistons.
  • Continuous optimization of the compression ratio is relevant to reduce the fuel consumption and the contribution to the greenhouse effect for where the engines are not fully loaded and for engines that use multiple fuels of different octane number.
  • Continuous optimization of compression ratio is relevant to maintain a compression-ignition mode engine of a premix of oxidizer and fuel.
  • Such a mode of operation described in particular in WO 99 42718 A, makes it possible to achieve a very low level of oxide emission. nitrogen.
  • the optimization of the compression ratio is compatible with the common systems for reducing emissions of nitrogen oxides, such as exhaust gas recirculation (EGR) or catalysts for nitrogen oxides.
  • EGR exhaust gas recirculation
  • WO 99 13206 A describes an example.
  • the sliding of this part must be ensured in the presence of gases in the process of combustion. Interstices should be kept to a minimum to limit unburned.
  • the moving part takes place with the valves in the cylinder head and participates to the shape of the combustion chamber.
  • US Pat. No. 2,770,224 mentions a motor, whose block divided into two articulated parts makes it possible to vary the distance between each piston and the cylinder head corresponding.
  • WO 93 23664 A discloses a solution for enslaving this type of device.
  • the separation effort of the two parts of the engine block is used to reduce the compression ratio and to store energy. energy stored is then used to increase the compression ratio when the engine load decreases. Operating hysteresis is limited by energy supplied by an actuator.
  • the structure of the engine block is designed and sized to ensure the mechanical strength of the connection between the two articulated parts of the block engine as well as to minimize vibration.
  • WO 95 29329 A discloses a device comprising two eccentric at the head of each connecting rod.
  • the angular setting of these two eccentrics is a function of the load of the motors and allows to change the distance between each piston and the corresponding cylinder head.
  • One category of solutions consists in modifying the length of the connecting rod, by example by adding a joint that changes the straightness of the connecting rod.
  • the patents EP 0 520 637 A and DE 195 02 820 A can be classified in this category of solutions. Additional parts that transmit the efforts between crankshaft pistons and crank pins must be designed and sized to consequence to ensure the required reliability.
  • WO 91 10051 A discloses an eccentric placed between the foot of each connecting rod and the crankpin corresponding crankshaft, whose angular setting is obtained through gears. These gears must be designed and constructed to ensure longevity as well as the required operating silence.
  • JP 7527/90, JP 7528/90, JP 125166/90 and EP 0 438 121 A1 have eccentric, mounted either at the top or at the bottom of each connecting rod, whose position angular is hydraulically actuated and stabilized by a removable finger.
  • This finger must be designed and sized to ensure the required reliability and durability. This device allows a discreet adjustment of the compression ratio.
  • the subject of the invention is a continuous optimization device the compression ratio, in ranges determined by construction, in particular for engines with cylinders either in line, V or flat.
  • the invention has the advantage as far as the necessary technologies are concerned, to be compatible with current technologies used industrially for cylinder heads, engine blocks, crankshafts and their connections to transmissions. It also has the advantage with regard to its implementation, allow the use of technologies similar to technologies already controlled and reliability on reciprocating piston engines.
  • the particular modes of realization according to the invention has other advantages mentioned later in this description.
  • the present invention applies to piston internal combustion engines alternative animated by a crankshaft.
  • Each of these engines has one or a plurality of combustion chambers and a housing.
  • the crankcase is defined for the this description and the claims as the part (or rigid assembly of parts) which ensures (s) the connection between the combustion chamber (s) and the fixed parts of the bearings of the crankshaft.
  • the axis of rotation of the trunnions crankshaft is called the axis of the crankshaft.
  • These engines also include a (or more) breech (s) which is (are) distinct or monoblock with the casing.
  • Each piston is linked to a crankpin crankpin in particular by an axis of piston, a connecting rod and an eccentric placed between the foot of this rod and the crank pin corresponding crankshaft.
  • Changing the compression ratio of each combustion chamber is obtained through the modification of the distance between the axis of the crankshaft and the axis of the connecting rod foot.
  • the modification of each of these distances is controlled by the angular setting of the eccentrics supra.
  • a piston is at the top dead center for every complete revolution of the crankshaft, when the distance is minimal between this piston and the corresponding cylinder head.
  • the process according to the invention is applied to each combustion chamber whose modification of the compression ratio is sought.
  • the embodiments according to the invention relate to the geometrical characteristics exact cited in the process. However, any realization is made with deviations from the exact values. These possible deviations from exact geometric characteristics are within compatible tolerances with the possibilities of achievements according to the process and allow a good engine operation.
  • the movable point plane, the projection plane and the lever plane are defined with respect to the axis of the crankshaft. But the crankshaft and its axis do not have possibility of axial translation relative to the housing. The plane of the moving point, the projection plane and the lever plane therefore always have the same positions relative to the housing.
  • the displacements of the articulated axis, of the axis fixed at the eccentric, the moving point and the point of articulation are displacements relative to the crankcase.
  • the method is therefore compatible with devices for which the operation induces a variation of the distance between the point of articulation and the axis of the crankpin corresponding crankshaft.
  • the method is also compatible with devices which do not allow variation of the distance between the point of articulation and the axis the crankpin corresponding crankshaft.
  • the angular setting of the eccentric on his crank pin is dependent on angular setting of the axis fixed to the eccentric and the articulated axis with respect to the casing.
  • the direction between these two distinct positions of the moving point not being parallel to the direction of the articulated axis and the axis attached to the eccentric when the piston is at top dead center corresponds to two different angular wedges of the articulated axis, the axis attached to the eccentric and the eccentric, relative to the housing.
  • At these two angular wedges corresponds to two different compression ratios except for the cases where these two angular wedges correspond to the same distance between the axis of the crankshaft and the axis of the small end.
  • the point mobile and the point of articulation are in the same plane perpendicular to the axis of the crankshaft.
  • the moving point is coincident with the point hinge.
  • the moving point plane is confused with the projection plane.
  • the articulated axis and the axis fixed at the eccentric are in the same plane perpendicular to the axis of the crankshaft.
  • the articulated axis and the axis fixed to the eccentric are merged.
  • the projection plane and the lever plane are confused. All possible combinations between applications The aforementioned particulars are applications of the method.
  • the moving point is driven in translation by a point whose displacement has parallel components and perpendicular to the plane of the moving point.
  • the compression rate is measured through the measurement of a physical quantity that calculates this compression ratio, for example: displacement measurement of the articulation point.
  • Other physical quantities measured by this process are part of the physical quantities usually taken into account for piloting internal combustion engines with reciprocating pistons.
  • the parameters ordered engine to maximize fuel efficiency and minimize emissions pollutants, other than the compression ratio, are part of the parameters normally used for the control of internal combustion engines reciprocating pistons.
  • the process described above is completed, on the one hand by the calculation in the second phase: quantities of air and allowed fuel for combustion as well as the trigger angle of the according to the values of physical quantities which characterize the operation of the engines measured in the first phase, in particular the compression, on the other hand by the order in the third phase of the devices for obtaining the quantity of air admitted, the quantity of fuel allowed, of the trigger angle of combustion, so as to converge the values of these three parameters ordered to the values calculated in the second phase depending in particular on the compression ratio.
  • the dosage of the amount of air admitted for light loads has several advantages.
  • the temperature at the end of combustion can be lower and therefore favor mechanical longevity, energy efficiency and the fight against nitrogen oxides. It is also a relevant parameter to maintain an engine in compression ignition mode of an oxidant premix and fuel. It should be noted that the air intake dosage obtained by adjusting the calibration intake valves is relevant to limit pressure drops on admission.
  • the device according to the invention integrated with an internal combustion engine with reciprocating pistons driven by a main crankshaft with an eccentric placed between the foot of each connecting rod and the corresponding crankpin crankpin principal is characterized in that each eccentric placed between the foot of each connecting rod and the corresponding crankpin of the main crankshaft is oriented using a rod whose direction is articulated on a pivot.
  • the rod for each eccentric placed between a small end and the corresponding crankpin of the main crankshaft, the rod is attached to the eccentric and part of this rod slides in an articulated part on the axis of the pivot.
  • This pivot is fixed or articulated, either on a slider or on the arms articulated of a pendulum.
  • the slide or the pendulum is guided by a system of guidance and enslaved in position. The whole is built to respect, during the operation, geometric characteristics within tolerances compatible with the possibilities of realization as well as with the good operation device and motor.
  • the axis of the sliding part of the rod is in a plane perpendicular to the axis of the main crankshaft
  • the movements of the pivot, the slider or the articulated arms are made in planes perpendicular to the axis of the main crankshaft
  • the axis of the pivot is parallel to the axis of the main crankshaft.
  • part of the rod slides in a piece of solidarity with the eccentric.
  • This sliding rod is also solidary with an articulated part on the axis of the pivot.
  • This pivot is fixed or articulated, either on a slider, either on the articulated arms of a pendulum.
  • the slide or the pendulum is guided by a guidance system and enslaved in position. The whole is built to respect, during operation, geometrical characteristics within tolerances compatible with the possibilities of realization as well only with the proper functioning of the device and the motor.
  • the axis of the sliding part of the rod is in a plane perpendicular to the axis of the main crankshaft
  • the movements of the pivot, slider or articulated arms are made in planes perpendicular to the axis of the main crankshaft
  • the axis of the pivot is parallel to the axis of the crankshaft main.
  • each eccentric placed between a small end and the corresponding pin of the main crankshaft is oriented by means of a rod whose direction is articulated on a patella.
  • the guide system, the pivot or the ball, the slider or the pendulum, defined above comply with the characteristics described in preceded according to the invention for the moving point, the point of articulation, the plane of the moving point and the projection plane.
  • the pivot or the patella forms a point articulation, its movements and movements of the slide or each articulated pendulum arm form planes perpendicular to the axis of the main crankshaft; these plans correspond to the definition of the projection plan and the plane of the moving point.
  • Several points of the slide and the pendulum correspond to the definition of the moving point.
  • the projection of the direction of the stem on the plane of projection corresponds to the definition of the articulated axis.
  • the displacement of any point of the eccentric during the rotation of the Main crankshaft defines a plane that corresponds to the definition of the lever plane.
  • the projection of the direction of the rod on the plane of the lever corresponds to the definition of the axis fixed to the eccentric.
  • the engine comprises an electronic computer.
  • the position of slide or articulated arms, for each eccentric placed between a foot of connecting rod and the corresponding crankpin of the main crankshaft, is calculated by the electronic calculator, taking into account in particular the possibilities defined by the mechanical construction of the engine.
  • the fourth list of characteristics described in this paragraph can complete the device according to the invention or its variant of construction, alone or associated with any of the other three lists of complementary features mentioned above.
  • an actuator uses a part of the enthalpy of the exhaust gases to help change the rate of compression.
  • the device according to the invention in one any of the versions described above, incorporates the characteristic described in previous paragraph.
  • At least one turbine powered by gases exhaust is used to change the compression ratio of the engine.
  • the device according to the invention in one any of the versions described above, incorporates the characteristic described in previous paragraph.
  • a hydraulic actuator allows to actuate the device for modifying the compression ratio.
  • a gas cylinder acts on an overpressure jack to provide hydraulic pressure to change the compression ratio of the engine. This design offers a greater choice for placing the gas actuator.
  • the eccentric placed between the connecting rods and the main crankshaft crank pins are integral with one or several fingers and this or these fingers are all oriented towards a half-space defined by a plane integral with the eccentric, this plane containing the axis of the crankpin.
  • two eccentrics are secured, with an angular offset, so that the axes of their diameter interior are confused.
  • This design allows you to change the compression ratio of two cylinders coupled on the same crankpin main crankshaft.
  • FIG. 1 represents the foot of a connecting rod (6) in which there is a eccentric (8) mounted on a crankpin (5) of the main crankshaft (4) of an engine reciprocating piston.
  • the arms (3) of the main crankshaft (4) connect the crank pin (5) to trunnion (2).
  • the other elements of Figure 1 are constructed following the prescriptions of the method according to the invention.
  • Plans (7), (9) and (10) are positioned perpendicular to the axis (1) of the main crankshaft (4); they did not no possibility of translation relative to the axis (1) of the main crankshaft (4); they respectively represent the lever plane (7), the projection plane (9) and the plane of the moving point (10).
  • Point (12) is placed in the plane of the moving point (10); this point represents the moving point (12).
  • the projection of the moving point (12) in a direction (13) on the projection plane (9) defines the point (14); this point represents the point of articulation (14).
  • the geometric axis (15) is contained in the projection plane (9) at a fixed distance from the point of articulation (14) represented by the line (11); the geometric axis (15) is articulated around the hinge point (14); this geometric axis (15) represents the articulated axis (15).
  • the geometric axis (16) is contained in the lever plane (7); he is parallel to the articulated axis (15) and fixed to the eccentric (8).
  • the geometric axis (16) represents the axis attached to the eccentric (16); its distance from the articulated axis (15) must remain constant during operation.
  • the direction between these two positions not being parallel to the direction of the articulated axis (15) and the axis the eccentric (16) corresponds to two different compression ratios of the chamber corresponding combustion, except for the particular case where these two positions do not change the distance between the axis (1) of the main crankshaft (4) and the axis of the foot connecting rod (6).
  • the motor (20) in which the method and the device operate comprises at least one yoke (21), (21a), (21b), a combustion chamber, a main crankshaft (4), a housing (24) which solidarises the chamber or chambers of combustion at the fixed part of the bearings (51) of the main crankshaft (4).
  • the device according to the invention makes it possible to modify the compression ratio of each combustion chamber which comprises a piston (22), (22a), a jacket (23), (23a), (23b), a connecting rod (6), (6a), (6b), an eccentric (8), (8a), (8b) fixed between the crankpin (5) of the main crankshaft (4) and the foot of the ball (6), (6a), (6b).
  • the device for modifying the compression ratio makes it possible to orient each eccentric (8), (8a), (8b) placed between the foot of a connecting rod (6), (6a), (6b) and the crankpin (5) corresponding to the main crankshaft (4) of the engine (20) using a rod (35) whose direction is articulated on a pivot (29).
  • the rod (35) is integral with the eccentric (8), (8a), (8b), a cheek (50) and a finger (90); this finger (90) is oriented towards a half-space defined by a plane (110) integral with the eccentric (8), (8a), (8b), this plane containing the axis of the crankpin (5) of the crankshaft principal (4).
  • the rod (35) slides in the articulated part (30) fixed to the pivot (29).
  • the pivot (29), represented by a dashed circle in FIG. 8, is hinged in the articulated arms of a pendulum (39).
  • the balance guide system (39) comprises the pivot axis (38) represented by a dashed circle on the 8.
  • the balance (39) pivots during operation around this axis of pivoting (38).
  • the position of the pivot axis (38) allows operation without interference with the moving motor unit (20). The whole is built to respect during the operation of geometric characteristics within tolerances compatible with the possibilities of realization as well only with the proper functioning of the device and the motor.
  • the axis of the sliding part of the rod (35) is in a lever plane (7) perpendicular to the axis (1) of the main crankshaft (4)
  • the movements of the pivot (29) and the articulated arms of the balance (39) are realized in projection planes (9) and movable point planes (10) perpendicular to the axis (1) of the main crankshaft (4)
  • the axis of the pivot (29) is parallel to the axis (1) of the main crankshaft (4).
  • the articulated arms of the balance (39) are slaved into position thanks to the device described below.
  • a gear is attached to one of the arms articulated beam (39).
  • the other articulated arms of the balance (39) are secured in rotation to this gear by the sleepers (31).
  • the aforementioned gear meshes the screw (32).
  • the screw (32) is guided in rotation in the housing (24) and coupled in rotation to two turbines (26) and (81) via two speed reducers (27) and (80).
  • the mounting directions of the two turbines (26) and (81) are made so that one of the two turbines (26) provides the screw (32) with a torque in the opposite direction to the torque provided by the other turbine (81).
  • These two turbines (26) and (81) are fed by the exhaust gases of the motor (20) through pipelines and slave valves, not shown. These valves are controlled by a motor calculator (20) in order to converge the compression ratio of the engine (20) to the values calculated by this calculator.
  • Figure 8 shows the preferred way to realize the applied invention. to a motor whose cylinders are arranged in V.
  • This preferred way for realize the invention also applies to engines whose cylinders are arranged in line, in opposition, or in several V.
  • Figure 3 shows, for an in-line engine, an eccentric orientation device (8) comprising a rod integral with the eccentric (8) articulated on the pivot (29), this pivot (29) being articulated on the articulated arms of a pendulum (39).
  • the mobile crew is balanced by the balancing masses (25).
  • each pivot (29) consists either in articulating each pivot (29) in a slide (28), or in fasten each pivot (29) in a slider (28).
  • the guidance system of each slider (28) comprises for example a rectilinear guide (33) whose direction of guidance is contained in projection planes (9) and movable point planes (10) perpendicular to the axis (1) of the main crankshaft (4).
  • This other way for guiding the pivot (29) is illustrated in Figures 2 and 9.
  • Figure 9 relates to an engine with opposed cylinders.
  • the rod (35) is integral with the eccentric (8a) and articulated on the ball (91).
  • the ball (91) is guided in the slide (28).
  • a way of limiting the number of actuators of a motor (20) equipped with several cylinders and a device for modifying the compression ratio with several slides (28), consists in linking the slides (28) to each other by means of sleepers (31). Two slides (28) are each driven by a screw (32). The two screws (32) are connected by a kinematic chain in order to obtain displacements identical for all slides (28).
  • FIG. For each eccentric (8), (8a), (8b) placed between a small end (6) and the crankpin (5) corresponding to the main crankshaft (4), the rod (35) is integral with the eccentric (8) and an articulated part (61) guided in rotation on the axis of the pivot (29a), (29b), (29c).
  • the pivots (29a), (29b), (29c) constitute crank pins of a crankshaft orientation.
  • This orientation crankshaft is formed of pivots (29a), (29b), (29c), the levers (41) connecting the pivots (29a), (29b), (29c) to the trunnions (42) corresponding of this crankshaft orientation.
  • crankshaft orientation is guided and oriented by a guiding system which comprises an articulated frame (60) around an axis coincident with the axis of the main crankshaft (4).
  • the levels of crankshaft orientation are attached to the frame (60).
  • the guidance system and the crankshaft orientation are built to respect, during operation, geometric characteristics within tolerances compatible with the possibilities of realization as well as with the good functioning of the device and of the motor.
  • each pivot (29a), (29b), (29c) are made in the projection plane (9) perpendicular to the axis (1) of the main crankshaft (4), each pivot (29a), (29b), (29c) and the axis of the crankshaft of orientation are parallel to the axis (1) of the crankshaft the main axis (4), the axis of articulation of the chassis coincides with the axis (1) of the main crankshaft (4), the length of the levers (41) of each crankpin crankshaft which constitutes the pivots (29a), (29b), (29c) is equal to the length of the levers (3) of the corresponding crankpin (5) belonging to the crankshaft the main crankshaft (4) is rotatably connected to the main crankshaft (4) so that the levers (41) and (3) of the crank pins of these two crankshafts corresponding to the same combustion chamber are always parallel, this This feature is achieved by the fact that the main crankshaft (4) and the steering cranks
  • either the slide (28), the arm-joints of the balance (39), or the frame (60) can be driven by a screw (32) coupled to a single turbine (26) via a speed reducer (27) and a brake (34) driven by the engine calculator.
  • the pitch of the screw (32) is such that the mechanical drive is reversible.
  • the direction of assembly of the turbine (26) makes it possible to increase the rate compression.
  • the brake (34) controls the direction of change the compression ratio or stop this change.
  • the mechanism for modifying the compression ratio represented on the Figure 9 is driven by a hydraulic cylinder (93).
  • This hydraulic cylinder is fed by the pipes (55) and (56). It is linked to the slide (28) by via the rod (92).
  • FIGs 4 and 5 show another way to realize the invention.
  • the rod (35) is integral with the eccentric (8) and slides in the articulated part (30) guided on the pivot (29).
  • the pivots (29) constitute crank pins of a crankshaft orientation.
  • This steering crankshaft is formed of pivots (29), levers (41) connecting the pivots (29) corresponding to the trunnions (42) of this orientation crankshaft.
  • This steering crankshaft is guided in bearings (43) whose fixed parts are integral with the housing (24).
  • This orientation crankshaft is linked in rotation to main crankshaft (4) with a toothed belt, not shown, and two pulleys (53) and (57) of the same diameter and having the same number of teeth.
  • the angular setting of the crankshaft orientation relative to the main crankshaft (4) can be modified during operation by means of the variable setting device (54).
  • the variable setting device (54) is hydraulically actuated; he is supplied with hydraulic fluid via the lines (55) and (56).
  • the hydraulic cylinder (93) or the variable setting device (54) can be powered by a hydraulic pump, not shown in the figures.
  • FIG. 10 Another way to supply liquid under pressure to the jack hydraulic valve (93) or the variable setting device (54) is shown in FIG. 10.
  • a gas cylinder (103) actuates an overpressure cylinder (106).
  • Pipelines (100a), (100b) of the chambers (102a), (102b) of the gas cylinder (103) are controlled by valves (101a), (101b) and supplied with exhaust gas.
  • the outlet pipes (105a), (105b) are controlled by valves (104a), (104b) and connected to the open air.
  • Each of the two chambers (107a), (107b) of the overpressure ram (106) is connected to a hydraulic supply line (55) or (56) of the hydraulic cylinder (93) or the variable setting device (54), by via two parallel branches, one of which is equipped with a valve (108c), (108b) and the other of a valve (108a), (108d) and a non-return valve (109a), (109b).
  • This non-return valve (109a), (109b) stops the flow of liquid hydraulic in the corresponding branch to the presser cylinder (106).
  • the two chambers (107a), (107b) of the presser (106) are also connected to a hydraulic reserve via two check valves (109c), (109d).
  • the mounting direction of these two flaps anti-return device (109c), (109d) allows only the passage of the liquid from the hydraulic reserve to the presser (106). This assembly makes it possible to fill the overpressure in case of leakage, within the limit of the capacity of the oil reserve.
  • the outlet pipes (105a), (105b) of the gas cylinder (103) are connected to the suction of the engine (20). This variant is not shown in the figures.
  • the eccentrics (8), (8a), (8b) are formed of two half-shells (121) and (122). This construction shown in Figures 11 to 14 facilitates assembly.
  • FIGs 11 to 12 show the rigid connection between the rod (35) and the eccentric (8), (8a), (8b).
  • This rigid connection between the rod (35) and the eccentric (8), (8a), (8b) comprises a plate (52), one or more fingers (90) and one or several cheeks (50).
  • the plate (52) forms the interface between the rod (35) and the fingers (90).
  • the finger or fingers (90) are extended by the cheeks (50).
  • the finger or fingers (90) are outside the size of the connecting rod cap and connects the plate (52), while the cheeks (50) are integrated partially or totally in the thickness of the foot of the connecting rod 6 or the connecting rod cap 6 and connects the eccentrics (8), (8a), (8b).
  • the finger or fingers (90) integral with the cheeks (50) are all oriented towards a half-space defined by a plane (110) integral with the eccentric (8), (8a), (8b), this plane containing the axis (120) of the inside diameter of the eccentric (8), (8a), (8b).
  • This half space is symbolized in Figure 11 by the rectangle (111).
  • the axis (120) of the inside diameter of the eccentric (8), (8a), (8b) coincides with the axis of the crankpin (5) of the main crankshaft (4) when these parts are assembled on the motor (20)
  • Figures 12 to 14 show several ways of building the link between two eccentrics (8a), (8b) contiguous and the rod (35).
  • the cheeks (50) separate the two eccentrics (8a), (8b).
  • two cheeks (50) are fixed releasably on the half shell (122) the most close to the rod (35).
  • the two cheeks (50) are placed on either side of the set formed of two eccentric (8a), (8b) contiguous.
  • the half shell (121) is fixed to the half-shell (122) by fixing screws (130).
  • This invention can be applied to engines and reciprocating compressors crankshaft-powered alternators, including combustion chambers or compression chambers are arranged either in line, in opposition, or in V, either according to a plurality of V.

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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)
EP00985347A 1999-11-30 2000-11-28 Dispositif pour modifier le taux de compression afin d'optimiser le fonctionnement des moteurs a pistons alternatifs Expired - Lifetime EP1238189B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
FR9915104A FR2801932B1 (fr) 1999-11-10 1999-11-30 Procede et dispositif pour modifier et prendre en compte le taux de compression pour optimiser le fonctionnement des moteurs a pistons alternatifs
FR9915104 1999-11-30
FR0008947 2000-07-10
FR0008947A FR2811373B1 (fr) 2000-07-10 2000-07-10 Procede et dispositif tres reactifs pour l'optimisation continue du taux de compression des moteurs a pistons alternatifs
PCT/FR2000/003324 WO2001040641A1 (fr) 1999-11-30 2000-11-28 Procede et dispositif pour modifier le taux de compression afin d'optimiser le fonctionnement des moteurs a pistons alternatifs

Publications (2)

Publication Number Publication Date
EP1238189A1 EP1238189A1 (fr) 2002-09-11
EP1238189B1 true EP1238189B1 (fr) 2005-02-02

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EP00985347A Expired - Lifetime EP1238189B1 (fr) 1999-11-30 2000-11-28 Dispositif pour modifier le taux de compression afin d'optimiser le fonctionnement des moteurs a pistons alternatifs

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Country Link
US (1) US6789515B1 (ko)
EP (1) EP1238189B1 (ko)
JP (1) JP4505170B2 (ko)
KR (1) KR100720327B1 (ko)
AU (1) AU2179601A (ko)
DE (1) DE60017940T2 (ko)
ES (1) ES2237479T3 (ko)
WO (1) WO2001040641A1 (ko)

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Also Published As

Publication number Publication date
EP1238189A1 (fr) 2002-09-11
JP4505170B2 (ja) 2010-07-21
JP2003515696A (ja) 2003-05-07
DE60017940D1 (de) 2005-03-10
WO2001040641A9 (fr) 2001-08-09
ES2237479T3 (es) 2005-08-01
KR20020081217A (ko) 2002-10-26
WO2001040641A1 (fr) 2001-06-07
AU2179601A (en) 2001-06-12
US6789515B1 (en) 2004-09-14
KR100720327B1 (ko) 2007-05-22
DE60017940T2 (de) 2005-06-30

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