EP1977097B1 - Verbesserungen einer verbrennungskraftmaschine mit variablem verdichtungsverhältnis - Google Patents

Verbesserungen einer verbrennungskraftmaschine mit variablem verdichtungsverhältnis Download PDF

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Publication number
EP1977097B1
EP1977097B1 EP07701584A EP07701584A EP1977097B1 EP 1977097 B1 EP1977097 B1 EP 1977097B1 EP 07701584 A EP07701584 A EP 07701584A EP 07701584 A EP07701584 A EP 07701584A EP 1977097 B1 EP1977097 B1 EP 1977097B1
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EP
European Patent Office
Prior art keywords
crankshaft
cylinder
engine
cylinders
stroke
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EP07701584A
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English (en)
French (fr)
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EP1977097A1 (de
Inventor
Gilbert Lucien Charles Henri Louis Van Avermaete
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—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
    • F02B75/225—Multi-cylinder engines with cylinders in V, fan, or star arrangement having two or more crankshafts
    • 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 object of the invention consists in regulating the force of the engine torque between two crankshafts of a variable volumetric ratio engine, as well as the arrangement of a combustion chamber in groups of two cylinders.
  • the present invention relates to the arrangement of the variable-pitch transmission of a variable volumetric ratio engine to improve the control device of the phase angle between a first and second crankshaft.
  • This means is defined by a new form of spacing between the two crankshafts, so as to cause the overflow of the coupling of the variable timing transmission next to the engine flywheel.
  • the control of the variable pitch transmission is provided with a direct drive cylinder for controlling the phase angle between the short stroke crankshaft and the long stroke crankshaft.
  • Means are provided to allow the reduction, see preferably the removal of transfers of engine torque not regulated by the small crankshaft on the shaft line of the large crankshaft.
  • crankcase Other means are also provided in the crankcase by a new arrangement of the two cylinders grouped to form at their top dead center a combustion chamber common to these two cylinders. Also, this new arrangement of the two cylinders grouped in the crankcase allows the decluttering of the two couplings of the two crankshafts, this means allowing the standardization of the center-to-center spacing on the coupling of the large crankshaft.
  • the patent EP 0689642 B1 describes a four-stroke variable displacement ratio engine designed with two crankshafts, a long stroke crankshaft and a short stroke crankshaft. It is known that the shaft line of a crankshaft of an internal combustion engine is an element capable of vibrating naturally in torsion because of its elasticity and the masses of the organs under effort, which are directly or indirectly related to it.
  • the short-stroke crankshaft does not have a force-regulating steering wheel. Consequently, at the output of the variable-timing transmission there is a plurality of unregulated motive torques which generate vibrations caused by the short-stroke crankshaft on the long-stroke crankshaft. As a result, the computation of the resistance of the crankshaft with a large stroke is then inherent to the torques coming from its own cylinders, but also to the torques coming from the cylinders of the small-stroke crankshaft.
  • the present invention relates to the concept of a variable volumetric ratio engine which makes it possible to vary the volume of the combustion chamber as a function of the density and the temperature of the intake air, the speed of rotation and the the engine temperature, which allows a supercharging of the engine, with the support of a single or double supercharging pressure with inter cooling.
  • the present invention describes a novel combination of a four-stroke variable-volume combustion chamber engine.
  • the engine advantageously comprises a kinematic chain where the shafts of the two crankshafts are coupled at the same rotational speed by means of the variable-pitch transmission.
  • the angular displacement stroke between the two crankshafts performed between the start and the end of travel of the variable pitch transmission is arranged by a suitable ratio between the two displacements of the two grouped cylinders and between the volume of the latter and the dead space which makes it possible to modulate the volumetric ratio of the engine by the linear displacement of the piston of the small cylinder relative to the phases of the engine.
  • Engine manufacturers therefore comply with certain design rules by determining, on the one hand, a limit to the amplitude of the intake pressure variations and, on the other hand, by producing an average compression ratio between the pressure of the engine and the engine. atmospheric suction and boost pressure. As the determination of the average compression ratio is a compromise best reconciling the different engine speeds, the atmospheric suction speed is located at too low pressures and temperatures, and the supercharging pressure regime is located at too high pressures and temperatures.
  • the cylinder block part advantageously has a face along which the cylinders are advantageously opened along the face of the head gasket plane, channels and passages being formed in the face of the cylinder block making facing the joint plane of the cylinder head to form at least one separate passage or channel for each cylinder group, a channel or passage of a group extending between a cylinder of the first series and a cylinder of the second series, said channel having a mean and / or minimum width (determined in the joint plane) between 0.25 and 2 times, advantageously between 0.3 and 1 time, preferably between 0.5 and 0.8 times the average diameters of the cylinders connected by the channel or passage considered.
  • the axis of a cylinder of the first series of the group considered forms with a straight line parallel to the axis of rotation of a line crankshaft shaft a first plane
  • said planes define between them an angle between 1 ° ° and 60 °, preferably between 10 ° and 50 °, preferably between 15 ° and 45 °.
  • the axes of the cylinders of a group intersect substantially at one point.
  • the median plane or the median line of a group of cylinders is substantially perpendicular to said plane defined by the two axes of rotation of the two crankshaft shaft lines.
  • the volume of the channel situated between two cylinders of a group is between 1% and 25%, in particular from 2% to 15%, of the total dead volume of the group considered. , said total dead volume being defined by the total free volume of the group with the two pistons in the top dead center position.
  • the motor comprises a camshaft engaged at half speed with the first crankshaft line (4) to ensure the periodic communication of the groups of two cylinders (2,3). with intake and exhaust lines by means of intake and exhaust valves at predetermined times in the four-stroke cycle.
  • the engine comprises an arrangement for the variable pitch transmission, said arrangement being adapted to at least partially receive a device for controlling the difference in phase angle between the first and second crankshaft lines.
  • crankshaft lines are respectively associated with a first drive wheel and a second drive wheel
  • drive means extend between said wheels.
  • variable-pitch transmission when a flywheel is mounted on the axis of the crankshaft with a large stroke, while the variable-pitch transmission is mounted on the axis of the short-stroke crankshaft, the distance separating the axes both crankshafts are sufficient, so that the variable timing transmission is located next to the engine steering wheel.
  • control of the variable timing transmission includes a direct drive pilot cylinder for controlling the difference in phase angle between the short stroke crankshaft and the long stroke crankshaft.
  • the engine comprising a variable pitch transmission comprising a separate assembly of the short crank crankshaft shaft.
  • the variable-pitch transmission has an applied bearing which is centered in a hole in the cylinder block.
  • the variable-pitch transmission comprises a shaft whose one end has external splines, while the shaft is associated with an element or has a portion having a recess with internal grooves adapted to cooperate with the external splines of the shaft to ensure a coupling of the shafts between them, while allowing axial movement between them.
  • the shaft (13) is associated with a bearing journal (20) having internal splines cooperating with the outer splines of the shaft (12).
  • the engine comprises means for reinforcing the axial stiffness between the short-stroke crankshaft (5) and the variable-pitch transmission (10), the shafts (12, 13) are merged into a single shaft so as to allow the transmission shaft (35) comprising the disc (40) and the straight splines (47) to be associated with the short-stroke crankshaft (5).
  • the separation distance between the disk mounting brackets (40) and the bearing (15) is made at the same separation distance between the cylinder block housing (1) of the bearing (15) and the disk mounting bracket ( 40) when the short-stroke crank shaft is inserted into the bearings of the crankcase. It follows from this assembly an axial attachment of the short-stroke crank shaft (5) by the bearing (39) and a radial attachment of the sleeve (36) by the bearings of the small stroke crankshaft (5).
  • the axis of the cylinders of the first series is disposed substantially perpendicular to the joint plane. breech.
  • the pistons of the cylinders of the second series are provided with a corrective boss of the shape of the combustion chamber, said boss having at least one face substantially parallel to the joint plane of the cylinder head.
  • the face substantially parallel to the yoke joint plane is at least 25%, advantageously at least 40%, preferably at least 60% to 90% of the cylinder surface of the second series measured in the plane of the yoke. cylinder head gasket.
  • the piston of the cylinder of the first series has a substantially parallel face to the yoke joint plane, said face having a recessed portion adapted to be open on a channel.
  • the boss and / or the recess are adapted to form in the dead position of the pistons a dead volume having at least one adjacent portion of the channel extending into the cylinder under the head gasket plane without the gasket.
  • cylinder head at a height equal to at least the depth of the channel (32) under the bolt plane.
  • the engine has a cylinder head adapted to receive for each cylinder of the second series a portion of the piston in top dead position and to form at least partially for each cylinder of the second series, in position top dead center of the piston a recess of a portion of the piston exceeding the cylinder head plane or a chamber located in the cylinder housing communicating with the channel.
  • the axes of the cylinders of the first series and the axes of the cylinders of the second series are not arranged perpendicular to the yoke plane.
  • the pistons of the cylinders of the second series are truncated in a corrective manner to the shape of the combustion chamber, said pistons having at least one face substantially parallel to the joint plane of the cylinder head, and the pistons of the cylinders are truncated in a corrective manner to the shape of the combustion chamber, said pistons having at least one face substantially parallel to the joint plane of the cylinder head .
  • the engine comprises a flywheel focused and fixed on the end of the crankshaft of the pistons of the cylinders of the first series in a coupling housing.
  • the variable pitch transmission (10) is focused on the end of the shaft of the small crankshaft (5) next to the engine flywheel (26).
  • the engine comprises in the coupling housing, a transmission with gear train between the crankshaft of the pistons of the second series and the engine flywheel via the variable-pitch transmission.
  • the variable-pitch transmission comprises a shaft or shaft sliding axially relative to the axis of rotation of the crankshaft of the pistons of the cylinders of the second series, while the engine comprises stop means for limiting the stroke of the variable-pitch transmission movement between a start and an end of travel.
  • the engine comprises a control cylinder controlling the axial displacement of the tube or the sliding shaft, said cylinder being associated with stop means for limiting the movement between said start and end of stroke, said control cylinder being advantageously fixed on a support provided on a closing cover of the coupling housing located next to the flywheel.
  • the shafts of the two crankshafts are associated with direct drive gears, the shafts rotating in the opposite direction of rotation and at the same speed.
  • the shafts of the two crankshafts are coupled to each other by a train of two intermediate coupling gears arranged between the two gears mounted on the shafts so that the latter rotate in the opposite direction of rotation and at the same speed.
  • the two intermediate gears located between the gears mounted on the shafts are advantageously arranged and coupled each on either side of a plane passing through the axes of the two crankshafts.
  • the engine comprises a control cylinder for varying the angular position between the two crankshafts (4,5) without passing through the engine flywheel (26) located at the rear of the engine ;
  • variable-pitch transmission comprises three superimposed concentric elements, namely an internal element constituted by a transmission shaft, an external element consisting of a sleeve carrying a gear for coupling the two lines of crankshafts, and an element intermediate between said inner and outer elements and consisting of a sliding tube relative to said inner and outer elements, the sleeve being held in a bearing bearing, by means of a bearing.
  • the second crankshaft shaft has a shaft whose end is joined to one end of the transmission shaft, said ends having corresponding male and female straight splines to allow coupling and self centering of the three elements of the transmission.
  • variable pitch relative to the shaft of the second crankshaft line when attaching the bearing applied in an orifice provided the cylinder block this means, according to one embodiment, allowing the assembly and disassembly of the transmission variable pitch without having to disassemble the second crankshaft shaft line.
  • a bearing carries a fixing ring forming the housing of the outer ring of a bearing whose inner ring is fixed on the sleeve so as to maintain the drive shaft.
  • a spacer extends between the inner ring of the bearing and the inner ring of the bearing, this spacer compensating the space separating between said rings and maintaining the bearing ring axially against a shoulder that the sleeve presents, while a single nut ensures fixing the inner rings of the bearing and the bearing and the spacer on the sleeve.
  • the transmission shaft has on the side of the fixing ring straight splines on which is slipped the sliding tube having on its inner face straight splines so as to slide linearly on the transmission shaft the sleeve has on its face.
  • the sliding tube has an end permanently disengaged from the sleeve, said end being secured to an inner ring of a two row angular contact bearing, the outer ring of the bearing being secured to an attachment piece to the jack.
  • the helical splines are arranged so that the sliding tube moving out of the sleeve decreases the angular advance of the crank of the second crankshaft line relative to the crank of the first crankshaft line.
  • the engine comprises at least one fuel injector in the dead space, the fuel injection is carried out at half speed with the crankshaft with a large stroke.
  • the ignition is controlled and comprises at least one spark plug in the dead space, the ignition being carried out in synchronism at half speed with the first crankshaft line.
  • the engine has a ratio between the displacements of the two grouped cylinders (2, 3) between 1/10 and 9/10, advantageously between 1/5 and 3/5.
  • the engine comprises an oil sump (27) which includes all of the two crankshafts from below the cylinder block.
  • the four-stroke internal combustion engine comprises an oil sump located below the crankshaft of the cylinder pistons of the first series, while the crankshaft of the piston pistons of the second series is enclosed in the cylinder block above a face of the cylinder block and at a level located above the oil sump, said face being inclined towards the oil sump, said inclined face of the cylinder block being advantageously equipped with an access panel to the crankshaft of the pistons of the cylinders of the second series.
  • the engine comprises a variable-pitch transmission control cylinder, said variable-pitch transmission advantageously located at the front of the engine without passing through the steering wheel located at the back of the engine.
  • the four-stroke internal combustion engine comprises two separate casings, namely a coupling casing and a cylinder block, so that the two abovementioned elements are assembled side by side in the axial direction of the casings.
  • crankshafts the engine comprises a flywheel mounted by means of a concentric engagement centered on the shaft of the large crankshaft.
  • the coupling housing is movable relative to the cylinder block so as to angularly position it on the cylinder block by fastening means, in particular provided on the periphery of the contiguous portions of the two aforementioned casings.
  • the four-stroke internal combustion engine comprises a coupling housing and a crankcase forming a single non-divisible element, and an oil sump lying below the two said casings and adapted to be disassembled, so that disassembly of said oil pan also releases the underside of the coupling housing.
  • the invention further relates to a machine or an apparatus or a machine provided with one or more motors according to the invention.
  • the present invention relates to more suitable means for regulating the instantaneous couples between the two crankshafts of the variable volumetric ratio engine.
  • variable-pitch transmission is coupled to the engine flywheel and placed in interposition between the engine flywheel and the crank shaft with a large stroke.
  • Means are provided so that the displacement of the hydraulic cylinder on the control of the variable pitch transmission varies the angular position between the two shafts of the two crankshafts so that it is achieved without the slightest axial effort on the shaft of the small crankshaft .
  • this new engine comprises two lines of crankshafts, one with a crank with a large stroke, the other crank with short stroke.
  • the two crankshafts are coupled to the flywheel of the engine at the same rotational speed by means of a gear train and a variable timing transmission whose coupling gear forming part of the gear train moves angularly relative to to the short-stroke crankshaft, which allows an infinite number of wedges between the two crankshafts without requiring interruption of transmission between them.
  • the coupling of the shaft of the variable-pitch transmission is placed inside the first bearing of the short-stroke crankshaft, so as to promote a greater axial precision and a smaller space requirement. says mating.
  • variable pitch transmission is arranged and fixed in the cylinder block in such a way that the coupling of the variable timing transmission can overflow into the coupling case next to the engine flywheel.
  • the variable timing transmission is designed such that it can be separated from the crankcase independently of the short stroke crankshaft shaft, the long stroke crankshaft shaft and the engine flywheel.
  • a closing cover on the coupling housing said closure cover also serving as a mounting bracket for the driving cylinder of the variable-pitch transmission. Disassembly of the closing cover of the coupling housing making accessible the variable-pitch transmission fixed on the cylinder block. Disassembly of the variable-pitch transmission of the cylinder block is realized as an interchangeable mechanical assembly without the need to disassemble the coupling housing.
  • the two grouped cylinders are arranged in inverted V-shape.
  • the two cylinders grouped are contiguous by their top dead center so as to form in the cylinder block a common combustion chamber to allow the gas to pass from one to the other of these cylinders regardless of the position of the pistons.
  • the engine may also have several groups of two cylinders, each of the cylinders is located above one of the two rows of crankshafts. The crankshaft crankshaft with small stroke operating with the piston rod of the smaller cylinder, the crankshaft crankshaft with large stroke operating with the piston rod of the largest cylinder.
  • the engine comprises at least one fuel injector in the dead space, the fuel injection is carried out at half speed with the crankshaft with a large stroke.
  • the engine comprises at least one spark plug in the dead space
  • the ignition is carried out by known means in synchronism at half speed with the crankshaft with a large stroke.
  • the distribution is ensured at least by a camshaft engaged at half speed with the crankshaft with a large stroke, periodically communicating the group of two cylinders with the intake and exhaust pipes (not shown) by means of the intake and exhaust valves (not shown) at specific times in the four-stroke cycle.
  • the expansion phase is carried out simultaneously on each piston of the two cylinders grouped making the two crankshafts cooperate with the engine force.
  • the two crankshafts are put in direct connection with the external transmission members of the engine, so that the variable-pitch transmission transmits only the engine torque of the crankshaft at short stroke on the engine flywheel without passing over the crank handle (s). the tree of the big crankshaft.
  • variable-pitch transmission between the two crankshafts have the effect of modifying, in the fine compression phase (top dead center of the piston of the largest displacement), an additional space generated in the smallest displacement. additional space being defined with the dead space, so as to modify the volumetric ratio of the engine in the maximum direction at the beginning of travel of the variable-pitch transmission, and in the minimum direction at the end of the travel of the variable-pitch transmission.
  • a hydraulic force amplifier whose slave cylinder acts on the variable-pitch transmission, modifies the additional volume of the small displacement in proportion to the supercharging pressure, to maintain the engine under optimal operating conditions with minimum pollution.
  • a pre-established program on a pre-series engine makes it possible to eliminate the excessive stress of pressures and temperatures.
  • Each engine speed is stored in a ladder progression ladder, so as to encompass all engine capabilities.
  • Each storage point is a combination of four sensor measurements: intake air pressure, intake air temperature, engine speed, and engine temperature.
  • Each combination is recorded simultaneously with the position of the control cylinder of the variable timing transmission.
  • This program allows the automatic piloting of the engine of series identical to that of the engine carried out with the test bench.
  • the fuel specifications must also be identical to reproduce exactly the same operating conditions on the standard engine, thanks to high frequency monitoring of the measurements of the four sensors.
  • an arrangement of the variable pitch transmission is provided to improve the control device of the phase angle between a first and second crankshaft.
  • This means is defined by a new form of spacing between the two crankshafts, so as to cause the overflow of the variable timing transmission next to the engine flywheel.
  • the variable-pitch transmission is equipped with a direct-drive pilot cylinder to control the phase angle between the short-stroke crankshaft and the long-stroke crankshaft.
  • the dimensional ratio between the two displacements of the two grouped cylinders can be at least between 1/10 and 9/10, preferably between 1/5 and 3/5 depending on the degree of maximum supercharging pressure provided. for the engine.
  • the configuration of the variable volumetric ratio engine has the axes of the two grouped cylinders arranged in the form of an inverted V asymmetric with respect to the plane of the cylinder head.
  • the opening angle between axes of the two cylinders grouped can be adapted between 1 and 60 degrees minimum according to the requirements due to the size of the fixed and movable parts of the couplings of the two crankshafts.
  • the arrangement of the axes of the two cylinders grouped in the crankcase of the engine is presented under two different options: the first option of the engine has two cylinders grouped oriented in inverted V-shaped asymmetric but of which only the axis the larger of the two cylinders is fixed perpendicular to the plane of the cylinder head, the piston of the small cylinder is provided with a rectifying boss of the contour of the combustion chamber so as to achieve the top dead center, in the thin phase of compression, the shape and the minimum volume of the combustion chamber, there is also provided a recess on the piston of the large cylinder oriented perpendicularly to the plane of the cylinder head.
  • the hollow and the boss of said pistons are advantageously arranged so as not to close the communication port of the two cylinders grouped when said pistons are positioned at top dead center.
  • the second option of the engine is with the axes of the two asymmetrical inverted V-shaped cylinders not arranged perpendicularly to the plane of the cylinder head.
  • the space between the untrimmed planes of the two pistons located at top dead center and the plane of the cylinder head forms the combustion chamber.
  • the cylinder of the large-stroke crankshaft and the cylinder of the small-stroke crankshaft are joined to each other by their top dead center, so as to create a combustion chamber common to these two cylinders grouped.
  • the combustion chamber being unified with said cylinders by a recess or channel at the joint to the cylinder head plane or beyond the cylinder head plane, so that the intake and combustion gases can communicate continuously between said cylinders and the combustion chamber, regardless of the position of the pistons in the four-stroke cycle.
  • the engine flywheel is focused and attached to the end of the large crankshaft shaft at the rear of the engine; the variable-pitch engine transmission is focused on the end of the shaft, on the side of the engine flywheel.
  • the coupling between the small crankshaft and the flywheel of the engine is carried out integrally with said flywheel via the variable-pitch transmission allowing the said flywheel of the engine to simultaneously regulate the pairs of each of the two crankshafts independently of one another.
  • the engine architecture is realized according to the requirements of the separation distance between the two shafts of the two crankshafts. At a lower separation distance between the two gears focused on their respective crankshaft, the latter are coupled in direct drive at the same rotational speed. At a greater separation distance between the two crankshafts, a kinematic chain, composed of two complementary coupling gears between the two gears geared to their respective crankshaft, is provided to also determine a coupling at the same speed of rotation.
  • the means of a control jack is also valid when the variable-pitch transmission is at the front of the engine, so as to be able to vary the angular setting between the two. crankshafts without passing through the steering wheel located at the rear of the engine.
  • the cylinder block (1) comprises two crankshafts (4,5) arranged in parallel, one crank with a large stroke (4), the other crank with short stroke (5) , the two cylinders (2, 3) respectively provided with pistons (6,8) and respective connecting rods (7,9) are each disposed above the two lines of crankshafts (4 and 5).
  • the small crankshaft crank (5) supported by the bearings (20) operating with the connecting rod (9) of the piston (8) of the smaller cylinder (3), the crankshaft of the large-stroke crankshaft (4) supported by the bearings (21) operating with the connecting rod (7) of the piston (6) of the largest cylinder (2).
  • the axes of the two grouped cylinders (2, 3) are arranged in the cylinder block (1) in the form of an inverted V asymmetrical with respect to the plane of the cylinder head (29). It can be seen that the two aforementioned cylinders are also contiguous to each other by means of a dead space relative to the common combustion chamber (24). The passage of gases between said cylinders (2,3) is effected by an orifice or internal channel or channel formed in the cylinder block (32) of said combustion chamber.
  • the ratio between the displacements of the two cylinders grouped (2,3) in the 4 figures is set at 2/5, which determines a theoretical torque portion of 2/7 for the cylinder of the small cylinder (3) relative to the total displacement of the two cylinders grouped (2,3).
  • the head-to-foot distance between the connecting rods and the piston stroke is 1.68.
  • the stroke / bore ratio of the cylinders is set at 1.21.
  • the sizing of the other components of the two engine options were based on a widely tested 6-cylinder in-line type compression-ignition engine with a maximum speed of 2200 rpm and a horsepower of 400 horsepower. validated on a course of 1,500,000 kilometers.
  • the engine comprises at least one fuel injector (not shown) in the dead space (24).
  • the injection of the fuel is carried out by known means (not shown) engaged at half speed with the crank crankshaft with large stroke (4).
  • the engine comprises at least one spark plug (not shown) in the dead space (24).
  • the ignition is carried out by known means (not shown) in synchronism at half speed with the crankshaft with a large stroke (4).
  • a second camshaft (not shown) engaged at half speed with the long stroke crankshaft (4) may be provided in the part of the cylinder head (not shown) overhanging the smaller one cylinder (3), so as to ensure periodic second opening and closing of the inlet and the exhaust at the same time as the opening and closing of the four-stroke cycle carried out in the largest cylinder (2).
  • the ratio between the displacements of the two grouped cylinders (2, 3) is at least between 1/10 and 9/10, preferably between 1/5 and 3/5, making it possible to adapt the engine to supercharging pressure ratios of 1 to 7.
  • variable-pitch transmission (10) is formed of three superimposed concentric elements: the first element is constituted by the transmission shaft (35) located in the inner part the second element is constituted by the sleeve (36) of the gearing (14) located in the outer portion and the third member is constituted by the sliding tube (17) located in the intermediate portion between the two other aforementioned elements.
  • the sleeve (36) is held in an applied bearing (15) by means of a bearing (39) in a suitable row between the bearing (15) and the sleeve (36).
  • Said bearing (15) is fixed to the cylinder block (1) so that the variable pitch transmission (10) can constitute a separate assembly of the shaft (13) of the short-stroke crankshaft (5).
  • the small-stroke crankshaft (5) and the variable-pitch transmission (10) are made in connection with their respective shaft (12) and (13).
  • the variable-pitch transmission (10) is provided with an applied bearing (15) which is centrally fixed in an orifice in the cylinder block (1).
  • the internal straight grooves of the shaft (12) are located in the trunnion of the cylinder.
  • bearing (20) are matched with the external straight splines of the shaft (13), in order to have sufficient rigidity qualities of the axis of the variable-pitch transmission and a reduced bulk of the coupling between the two shafts ( 12,13); this arrangement allows the dismounting of the variable timing transmission out of the engine block (1) without having to disassemble the short-stroke crankshaft (5).
  • the shaft (35) and the sleeve (36) are advantageously held concentrically and axially relative to each other by means of a bearing (40) integral with the shaft (35).
  • the bearing (40) is provided with an axial and radial thrust bearing (43) for free rotation of the shaft (35) independently of the sleeve (36).
  • the bearing (40) is an integral part of the shaft (35) where the straight splines (12) and (47) are limited.
  • the bearing (40) and the sleeve (36) are located inside the crankcase (1).
  • the bearing (40) is in the form of a disk regularly pierced with orifices for bolting a ring (41) located on the face of the side where the straight splines (47) of the shaft (35) are limited. ).
  • the application of the ring (41) on the bearing (40) is used to form a housing for fixing the outer ring (42) of the bearing (43) axial and radial forces, while the inner ring ( 44) of the bearing (43) is fixed on the sleeve (36) against a spacer (45) in the form of a ring surrounding the sleeve (36), the spacer (45) is intended to catch the separation space between the ring inside (44) of the bearing (43) and the inner ring (37) of the bearing (39), the latter being held axially against a shoulder provided on the sleeve (36) by the fixing of all the aforementioned parts by means of a nut (51) on the sleeve (36).
  • the gear (14) of the sleeve (36) is located outside the crankcase (1) coupled at the same speed of rotation with the long-stroke crankshaft (4) by means of a gear (16) secured to it. last and two intermediate gears (not shown) between the two aforementioned gears (14,16).
  • the drive shaft (35) comprises on the side of the bearing (40) facing the applied bearing (15) straight splines (47) on which the sliding tube (17) engages.
  • This sliding tube (17) has on its inner periphery splines (48) matched to the straight splines (47), so that the sliding tube (17) can slide axially on the transmission shaft (35).
  • the sleeve (36) has on its inner periphery helical splines (49) matched to the outer helical splines (52) of the sliding tube (17) so that the latter can slide helically in the sleeve (36) and allow angular displacement. between said second and third elements at the same time as the right sliding between the first and third elements mentioned above.
  • the sleeve (36) is fixed integrally in rotation with the shaft (17) when the sliding tube (17) is not in axial translation.
  • the length of the sliding tube (17) is pre-established inside the sleeve (36) when the end of said sliding tube (17) is at the stop limit defined by the obstruction of the bearing (40).
  • the other end of the sliding tube (17) is disengaged outside the sleeve (36) through the gear (14) out of the engine block (1) to allow, by appropriate means, the fixing of the ring Inner bearing (50) with two rows of oblique contact.
  • Said inner ring of the bearing (50) is made integral with the rotational movement of the sliding tube (17), while the outer ring of the bearing (50), without rotational movement, is secured to the attachment piece (18). ).
  • a decision memory of the compression rate program acting by a hydraulic control system allows the displacement of the attachment piece (18) and the sliding tube (17) to modify the wedging between the two crankshafts (4 and 5).
  • the start of travel of the variable pitch transmission is arranged so that the sliding tube (17) is at the output stop position provided on the cylinder (not shown) corresponds to the minimum angular advance of the crankshaft crankshaft. short stroke (5) relative to crankshaft crank with large stroke (4).
  • the end of travel of the variable pitch transmission is arranged in such a way that the sliding tube (17) is at the stop position also provided on the jack (no shown) corresponding to the maximum angular advance of the short-stroke crankshaft crank (5) relative to the long-stroke crankshaft crank (4).
  • the distribution is provided at least by a camshaft (not shown) engaged at half speed with the crankshaft large stroke (4).
  • the intake and exhaust valves in the cylinder head (not shown), periodically communicating the group of two cylinders (2, 3) with the intake and exhaust lines (not shown) at specific times in the cylinder. four-stroke cycle.
  • the ratio between the cylinder capacity of the cylinder (3) and the cylinder capacity of the cylinder (2) is at least between 1/10 and 9/10, preferably between 1/5 and 3/5, making it possible to adapt the volumetric ratio of the engine to depending on the rate of the boost pressure.
  • variable-pitch transmission (10) is provided with an applied bearing (15) which attaches to the cylinder block (1), so that the variable-pitch transmission (10) can constitute a separate assembly of the shaft (13). crankshaft crankshaft with short stroke (5).
  • the variable-pitch transmission (10) and the short-stroke crankshaft (5) are each made with their respective shaft (12, 13).
  • the externally splined end of the shaft (12) of the variable pitch transmission (10) is made to match the internal splines in the bearing journal (20) and the shaft (13).
  • the coupling between the two contiguous parts is provided by axial sliding at the time of application of the applied bearing (15) in an orifice provided in the cylinder block (1).
  • the bearing (15) is centered on the shaft (13) of the crankshaft crankshaft with short stroke (5), so as to allow the centering of the shaft (12) in the trunnion (20) and in said shaft ( 13), the latter advantageously acting as a rigid bearing on the shaft (12) during the application of the bearing (15) to the cylinder block (1); this means allowing disassembly of the variable-pitch transmission (10) out of the cylinder block and out of the coupling housing (1) without having to disassemble the short-stroke crankshaft crankshaft (5).
  • the contiguous male end of the shaft (12) of the variable pitch transmission (10) and the female contiguous end formed in the shaft (13) at the small crank crankpin (20) of the crankshaft ( 5) provide the advantage of reducing the size of the coupling of the variable-pitch transmission in the crankcase (1),
  • the engine comprises means for reinforcing the axial rigidity between the short-stroke crankshaft (5) and the variable-pitch transmission (10), the shafts (12 and 13) being fused into a single shaft so as to allow the transmission shaft (35) comprising the disk (40) and the straight splines (47) to be associated with the short-stroke crankshaft (5).
  • the separation distance between the disk mounting brackets (40) and the bearing (15) is made at the same separation distance between the cylinder block housing (1) of the bearing (15) and the disk mounting bracket ( 40) when the short-stroke crank shaft is inserted into the bearings (20) of the cylinder block (1). It follows from this assembly an axial attachment of the short-stroke crank shaft (5) by the bearing (39) and a radial attachment of the sleeve (36) by the bearings of the small stroke crankshaft (5).
  • the coupling housing (31) there are provided two intermediate coupling gears (not shown) between the gears (14) of the short-stroke crankshaft (5) and a second gear ( 16) fixed to the spacer (19) integral with the flywheel of the motor (26) and the crankshaft with a large stroke (4) so as to obtain opposite directions of rotation at the same speed of the two crankshafts (4,5).
  • the variable-pitch transmission (10) comprises a sliding tube (17) on the gear-facing side (14), the outer portion of the sliding tube has on its outer periphery helical splines paired with the helical splines (not shown) of the gear (14).
  • the sliding tube (17) also comprises internal straight splines (not shown) matched to the external splines integral with the shaft (12) (not shown) on which the sliding tube (17) is engaged so that said sliding tube (17) can effect the angular offset between the transmission shaft (12) and the gear (14).
  • the start and end of travel of the variable pitch transmission can be arranged in such a way that the sliding tube (17) can not slide beyond the stop positions which are provided on the control jack (not shown).
  • Said control cylinder being fixed on a support provided on the closing cover (23) of the coupling housing (31) located next to the flywheel (26). Disassembly of the closure cover (23) making it possible to make maintenance or dismantling of the variable-pitch transmission (10) accessible without disassembly of the coupling housing (31).
  • the axis of said control jack is advantageously fixed to the attachment piece (18) of the control of the variable pitch transmission (10).
  • the minimum and maximum volumetric ratios selected for the type of engine to be designed are made according to the dimensions of the various elements of the engine, namely on the one hand, the ratio between the cubic capacity of the two grouped cylinders (2 and 3) and secondly, the ratio formed by the total volume of the two displacements of these cylinders (2, 3) with the volume formed by the dead space (24), these latter ratios are arranged from in such a way that the maximum angular advance of the crankshaft of the short-stroke crankshaft (5) relative to the crankshaft of the long-stroke crankshaft (4), defined by the end-of-travel position of the variable-pitch transmission, correspond, in the end phase of compression (top dead center of the piston 6), the positioning of the piston (8) with the additional space necessary for the dead space (24) to define the said minimum volumetric ratio of the engine with an angle of at least 90 ° between the connecting rod (9) and crankshaft crankshaft short stroke (5).
  • the selected maximum volumetric ratio is made on the same data base as the dimensional values defined for the minimum volumetric ratio, such that the minimum angular advance of the crankshaft of the short-stroke crankshaft (5) relative to the crank of the crankshaft with a large stroke (4), defined by the start position of the variable-pitched transmission, correspond in the fine compression phase (top dead center of the piston (6), the positioning of the piston (8) with the additional space required for the dead space (24) to define the maximum volumetric ratio of the engine with the connecting rod (9) of the small crankshaft crank (5) spaced from its top dead center, so that said connecting rod (9) forms an angle with the crankshaft of the short-stroke crankshaft (5).
  • This operation has the advantage of accelerating the process of changes in the volumetric ratio of the engine at low load.
  • Va additional volume in addition to the volume of the dead space at the beginning of the variable-pitch transmission defined by the minimum angle of the angular advance of the crankshaft of the small-stroke crankshaft.
  • Vr ( ⁇ minimum) air flow volume at the start of the variable-timing transmission stroke, defined by the minimum angular advance angle of the short-stroke crankshaft crank when the large crankshaft crankshaft is at the bottom dead center, in the late phase admission.
  • V ⁇ 1 + V ⁇ 2 ⁇ number of groups of 2 cylinder engine displacement .
  • V ⁇ 1 + V ⁇ 2 - Vr ⁇ ⁇ Num . grp 2 cyl . Engine displacement defined by the timing of the variable timing transmission .
  • V ⁇ 1 + V ⁇ 2 - Vr ⁇ + ve ve + Goes ⁇ P .
  • Vr ( ⁇ minimum) should not be deduced from V2 because too negligible.
  • V ⁇ 1 + V ⁇ 2 - Vr maximum ⁇ + ve ve + Goes ⁇ . maximum P minimum
  • Vr maximum ⁇
  • the selected minimum volumetric ratio can be achieved between two end-of-travel limits of the variable-pitch transmission.
  • the first limit is achieved with a maximum angular advance of the short-stroke crankshaft crank (5) relative to the crankshaft of the large-stroke crankshaft (4) so as to determine the end of compression (top dead center of the piston 6) the positioning of the piston (8) in relation to the additional space required for the dead space (24) to define the said minimum volumetric ratio with an angle of at least 90 ° between the connecting rod and the crank of the small-stroke crankshaft (5)
  • the second limit is achieved with a smaller angular advance of the short-stroke crankshaft crank (5) relative to the crankshaft of the large-stroke crankshaft (4) and this proportionally to the decrease in the ratio between the two displacements of the two cylinders (2, 3) up to the limit of tolerance generated by the working space of the two crankshafts (4, 5) defined by the parallel and close positions of the two grouped cylinders (2, 3) according to the has the minimum volume
  • Vr ( ⁇ maximum) should not be deduced from V2; because the mass admitted in V1 and V2 is dependent on the calibration memorized between the volumetric ratio and the boost pressure.
  • the selected maximum volumetric ratio is made on the basis of the data of the dimensional values defined for the minimum volumetric ratio, such that at the beginning of the stroke of the variable pitch transmission, the minimum angular advance of the crankshaft crankshaft to small stroke (5) relative to the crankshaft of the large-stroke crankshaft (4) determines, at the end of compression (top dead center of the piston 6), the positioning of the piston (8) in relation to the additional space necessary for the dead space (24) to define a maximum volumetric ratio with the connecting rod (9) of the short crankshaft crank (5) spaced from its top dead center, so that said rod (9) forms an angle with the crank of the crankshaft with short stroke (5).
  • We can therefore define the maximum volumetric ratio according to the formula: V ⁇ 1 + V ⁇ 2 - Vr ⁇ . minimum + ve ve + Goes ⁇ . minimum Maximum P
  • Vr ( ⁇ minimum) should not be deduced from V2, because the air mass admitted at V1 and V2 is dependent on the calibration memorized between the volumetric ratio and the atmospheric depression in the pipe. admission.
  • the above formula recorded in a spreadsheet of the computer makes it possible to generate the dimensional values between the various elements of the engine, that is to say, the volumetric ratios between the two displacements of the two grouped cylinders (2,3). and the ratio formed by the total volume of the two displacements of these cylinders (2, 3) with the volume formed by the dead space (24), the calculation is established in such a way that the specifications which have been provided for the maximum volumetric ratios and engine minima may coincide with the corresponding degrees of the minimum and maximum crank angle of the small crankshaft crank relative to the crankshaft of the large stroke crank respectively of the start and end of stroke of the variable pitch transmission.
  • the engine brake can be maintained by considering an increase in engine power in support of a speed limiter on the vehicle.
  • the multiple enclosing walls of the coolant between the two inverted V-shaped cylinders terminate in a single wall at the junction of the high dead points of said cylinders, said wall being taken advantage of to be enlarged into a substantially rectangular channel shape up to the bolt plane.
  • the passage of gases between the two cylinders grouped by the said channel also makes it possible to concretize a combustion chamber common to these said cylinders.
  • the channels (32) are located only in the cylinder block body and partially in the cylinder head gasket or in the thickness of said cylinder head gasket.

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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)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Claims (18)

  1. Viertakt-Verbrennungsmotor, der mindestens eine Ansaugphase, eine Verdichtungsphase, eine Entspannungsphase und eine Ausstoßungsphase umfasst, wobei dieser Motor mit Verdichtungszündung oder mit Fremdzündung arbeitet und umfasst:
    - ein Zylindergehäuse (1), das eine erste Reihe von Zylindern (2) aufweist, die jeweils eine Achse und einen Durchmesser aufweisen, und eine zweite Reihe von Zylindern (3), die jeweils eine Achse und einen Durchmesser aufweisen, wobei die Zylinder (2) der ersten Reihe einen Hubraum und einen Durchmesser aufweisen, die größer als der Hubraum und der Durchmesser der Zylinder (3) der zweiten Reihe sind,
    - Kolben (6, 8), wobei jeder Kolben so ausgestaltet ist, dass er zu einer Hin- und Herbewegung in einem Zylinder veranlasst werden kann, und einer Pleuelstange zugeordnet ist,
    - zwei Kurbelwellen-Wellenstränge, die zueinander parallele Rotationsachsen aufweisen, wobei ein erster Wellenstrang (4) eine Kurbel mit einem großen Hub aufweist, während der zweite Wellenstrang (5) eine Kurbel mit einem kleinen Hub aufweist, der kleiner als der große Hub der Kurbel des ersten Kurbelwellen-Wellenstrangs ist, wobei die Kurbelwellen-Wellenstränge (4, 5) so ausgestaltet sind, dass sie bei gleicher Drehzahl über ein Zahnradgetriebe (14, 16) und eine Übertragung mit variabler Einstellung (10) kuppelbar sind;
    bei dem jeder der einer Pleuelstange (7, 9) zugeordneten Kolben mit einer Kurbel einer Kurbelwelle betätigt wird, wobei die Kurbel mit kleinem Hub des zweiten Kurbelwellen-Wellenstrangs (5) die Pleuelstange (9) des Kolbens (8), der in dem kleinen Zylinder (3) verfährt, betätigt, während die Kurbel mit großem Hub des ersten Kurbelwellen-Wellenstrangs (4) die Pleuelstange (7) des Kolbens (6), der in dem großen Zylinder (2) verfährt, betätigt,
    bei dem die erste Reihe von Zylindern (2) über dem ersten Kurbelwellen-Wellenstrang (4) angeordnet ist, während die zweite Gruppe von Zylindern (3) über dem zweiten Kurbelwellen-Wellenstrang (5) angeordnet ist,
    bei dem jeder Zylinder (2) der ersten Reihe mit mindestens einem Zylinder (3) der zweiten Reihe über einen toten Raum in Verbindung steht, so dass eine Gruppe von zwei Zylindern (2, 3) gebildet wird, die miteinander in Verbindung stehen, damit die Gase unabhängig von der Position der Kolben (6, 8), die in den Zylindern (2, 3) verfahren, von einem Zylinder in den anderen strömen können,
    dadurch gekennzeichnet, dass das Zylindergehäuse eine Seite aufweist, längs welcher die Zylinder offen sind, vorteilhafterweise längs der Seite der Zylinderkopfdichtungsebene, wobei in dieser Seite Kanäle gebildet sind, um für die einzelnen Zylindergruppen unterschiedliche Durchlasswege zu bilden, wobei sich ein Kanal einer Gruppe zwischen einem Zylinder der ersten Reihe und einem Zylinder der zweiten Reihe erstreckt, vorteilhafterweise mit einer entsprechenden zusätzlichen Aussparung in der Zylinderkopfdichtung, wobei dieser Kanal eine in der Zylinderkopfdichtungsebene ermittelte Durchschnittsbreite aufweist, die das 0,5-fache bis 0,8-fache des Durchschnitts der Durchmesser der durch den betreffenden Kanal verbundenen Zylinder beträgt.
  2. Motor gemäß Anspruch 1, bei dem hinsichtlich jeder Gruppe von untereinander durch einen Kanal verbundenen Zylindern, die Achse eines Zylinders der ersten Reihe der betreffenden Gruppe mit einer Geraden, die parallel zu der Rotationsachse eines Kurbelwellen-Wellenstrangs verläuft, eine erste Ebene bildet, während die Achse des Zylinders der zweiten Reihe der betreffenden Gruppe mit einer Geraden, die parallel zu der Rotationsachse eines Kurbelwellen-Wellenstrangs verläuft, eine zweite Ebene bildet, dadurch gekennzeichnet, dass diese Ebenen untereinander einen Winkel festlegen, der 1° bis 60°, vorteilhafterweise 10° bis 50°, vorzugsweise 15° bis 45°, beträgt. Die Achsen der Zylinder einer Gruppe schneiden sich vorteilhafterweise im Wesentlichen in einem Punkt.
  3. Motor gemäß einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass das Volumen des Kanals, der sich zwischen den zwei Zylindern einer Gruppe befindet, 1% bis 25% des gesamten Volumens der betreffenden Gruppe beträgt, wobei das gesamte tote Volumen als das gesamte freie Volumen der Gruppe mit den zwei Kolben in der Position oberer Totpunkt festgelegt ist.
  4. Motor gemäß einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass er eine Nockenwelle umfasst, die bei halber Drehzahl mit dem ersten Kurbelwellen-Wellenstrang (4) im Eingriff steht, um die periodische Verbindung der Gruppen von zwei Zylindern (2, 3) mit Einlass- und Ausstoßleitungen mittels Einlass- und Ausstoßventilen zu vorgegebenen Zeitpunkten des Viertaktzyklus sicherzustellen.
  5. Motor gemäß einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass er eine Einrichtung für die Übertragung mit variabler Einstellung (10) aufweist, wobei diese Einrichtung so ausgestaltet ist, dass sie eine Vorrichtung zur Steuerung des Phasenwinkelunterschieds zwischen dem ersten und dem zweiten Kurbelwellen-Wellenstrang mindestens teilweise aufnehmen kann.
  6. Motor gemäß Anspruch 5, bei dem der erste und der zweite Kurbelwellen-Wellenstrang jeweils einem ersten bzw. einem zweiten Antriebsrad zugeordnet sind, und bei dem auf der Achse der Kurbelwelle mit großem Hub (4) ein Schwungrad angebracht ist, während auf der Achse der Kurbelwelle mit kleinem Hub (5) die Übertragung mit variabler Einstellung (10) angebracht ist, dadurch gekennzeichnet, dass sich zwischen den Antriebsrädern ein Antriebsmittel erstreckt, und dass die Achsen der zwei Kurbelwellen (4,5) derart ausgestaltet sind, dass sich die Übertragung mit variabler Einstellung (10) neben dem Schwungrad (26) befindet.
  7. Motor gemäß einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass er eine Übertragung mit variabler Einstellung (10) umfasst, die eine von der Welle (13) der Kurbelwelle mit Kurbel mit kleinem Hub (5) getrennte Einheit umfasst, dass die Übertragung mit variabler Einstellung (10) mit einem Wandlager (15) versehen ist, das durch Zentrierung in einer im Zylindergehäuse (1) vorgesehenen Öffnung festgehalten wird, und dass die Übertragung mit variabler Einstellung eine Welle (12) umfasst, deren eines Ende äußere Riefelungen aufweist, während die Welle (13) einem Element (20) zugeordnet ist oder einen Abschnitt aufweist, das/der eine Aussparung mit inneren Riefelungen aufweist, die so ausgestaltet sind, dass sie mit den äußeren Riefelungen der Welle (12) zusammenarbeiten können, um eine Kupplung der Wellen (12, 13) untereinander sicherzustellen, und dabei eine axiale Verschiebung der Wellen zueinander ermöglichen.
  8. Motor gemäß Anspruch 7, dadurch gekennzeichnet, dass die Welle (13) einem Lagerzapfen (20) zugeordnet ist, der innere Riefelungen aufweist, die mit den äußeren Riefelungen der Welle (12) zusammenarbeiten, und dass um die axiale Steifigkeit zwischen der Kurbelwelle mit kleinem Hub (5) und der Übertragung mit variabler Einstellung (10) zu verstärken, die Wellen (12, 13) vorteilhafterweise derart in einer einzigen Welle verschmolzen sind, dass die die Scheibe (40) umfassende Übertragungswelle (35) und die geraden Riefelungen (47) der Kurbelwelle mit kleinem Hub (5) zugeordnet werden können, wobei der Trennungsabstand zwischen den Befestigungsträgem der Scheibe (40) und dem Lager (15) vorteilhafterweise bei gleichem Trennungsabstand zwischen der Befestigung des Zylindergehäuses (1) des Lagers (15) und dem Befestigungsträger der Scheibe (40) ausgeführt wird, wenn die Welle der Kurbelwelle mit kleinem Hub in die Lager des Zylindergehäuses eingeführt wird.
  9. Motor gemäß einem der vorangehenden Ansprüche, bei dem sich die Zylinderkopfdichtung im Wesentlichen in einer Ebene erstreckt, dadurch gekennzeichnet, dass bezüglich der Ebene der Zylinderkopfdichtung die Achse der Zylinder (2) der ersten Reihe im Wesentlichen senkrecht zur Zylinderkopfebene (29) angeordnet ist.
  10. Motor gemäß einem der Ansprüche 1 bis 9, dadurch gekennzeichnet, dass er einen Zylinderkopf aufweist, der so ausgestaltet ist, dass er hinsichtlich jedes Zylinders der zweiten Reihe einen Teil des Kolbens (8) in der oberen Totstellung aufnimmt und, mindestens teilweise, hinsichtlich jedes Zylinders der zweiten Reihe, wenn der Kolben (8) im oberen Totpunkt positioniert ist, eine im Zylinderkopf gelegene Kammer bildet, die mit dem Kanal (32) in Verbindung steht.
  11. Motor gemäß einem der Ansprüche 1 bis 10, dadurch gekennzeichnet, dass die Achsen der Zylinder (2) der ersten Reihe und die Achsen der Zylinder (3) der zweiten Reihe nicht senkrecht zur Zylinderkopfebene (29) angeordnet sind.
  12. Motor gemäß einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass er ein Schwungrad (26) umfasst, das auf die Achse ausgerichtet und an dem Ende der Kurbelwelle (4) der Kolben der Zylinder der ersten Reihe befestigt ist, wobei das Schwungrad vorteilhafterweise in einem Kupplungsgehäuse (31) gelegen ist.
  13. Motor gemäß einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass die Übertragung mit variabler Einstellung ein Rohr oder eine Welle aufweist, das/die bezüglich der Rotationsachse der Kurbelwelle der Kolben der Zylinder der zweiten Reihe axial verschiebbar ist, und dass er Anschläge darstellende Mittel aufweist, um den Bewegungshub der Übertragung mit variabler Einstellung zwischen einem Hubanfang und einem Hubende zu begrenzen.
  14. Motor gemäß einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass die Wellen der zwei Kurbelwellen (4, 5) Zahnrädern (14,16) im direkten Eingriff zugeordnet sind, wobei die Wellen in umgekehrter Rotationsrichtung und mit gleicher Drehzahl drehen.
  15. Motor gemäß einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass er einen Steuerzylinder umfasst, um die Variation der Winkelposition zwischen den zwei Kurbelwellen (4, 5) ohne Zwischenschalten des hinten am Motor befindlichen Schwungrads (2) zu veranlassen, oder dadurch gekennzeichnet, dass die Steuerung der Übertragung mit variabler Einstellung (10) einen im direkten Eingriff stehenden Steuerzylinder umfasst, um den Phasenwinkelunterschied zwischen der Kurbelwelle mit kleinem Hub (5) und der Kurbelwelle mit großem Hub (4) zu steuern.
  16. Motor gemäß einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass die Übertragung mit variabler Einstellung (10) einen Steuermechanismus umfasst, um die Winkeleinstellung der Kurbel des zweiten Kurbelwellen-Wellenstrangs (5) bezüglich der Kurbel des ersten Kurbelwellen-Wellenstrangs (4) zu variieren mittels eines hydraulischen Kraftverstärkers, der einen auf die Übertragung wirkenden Servozylinder umfasst, wobei die Übertragung ermöglicht, in der Verdichtungsendphase des Kolbens (6) des großen Zylinders (2) das Volumenverhältnis des Motors zwischen einem minimalen Volumenverhältnis und einem maximalen Volumenverhältnis zu ändern, wobei das minimale und das maximale Volumenverhältnis abhängen von:
    a) dem Verhältnis zwischen dem Hubraum des großen Zylinders (2) und dem Hubraum des kleinen Zylinders (3), und
    b) dem Verhältnis zwischen einerseits dem Gesamtvolumen des kleinen Zylinders und des großen Zylinders und andererseits dem Volumen des toten Raums (24) und einem zusätzlichen Volumen, das in dem kleinen Zylinder (3) in der Verdichtungsendphase des Kolbens (6) des großen Zylinders (2) erzeugt wird, wobei die Übertragung mit variabler Einstellung (10) die Winkelvoreilung der Kurbel des zweiten Kurbelwellen-Wellenstrangs (5) bezüglich der Kurbel des ersten Kurbelwellen-Wellenstrangs (4) regelt, um die genannten Volumenverhältnisse zu erhalten, wobei die Winkelvoreilung variiert zwischen einer maximalen Winkelvoreilung, bei der in der Verdichtungsendphase des Kolbens (6) des großen Zylinders (2) mindestens ein Winkel von 90° zwischen der Pleuelstange (9) des Kolbens (8) des kleinen Zylinders (3) und der Kurbel des zweiten Kurbelwellen-Wellenstrangs (5) gebildet wird, um das minimale Volumenverhältnis festzulegen, und einer minimalen Winkelvoreilung, bei der der Winkel der Winkelvoreilung in der Verdichtungsendphase des Kolbens (6) des großen Zylinders (2) der Positionierung des Kolbens (8) in dem kleinen Zylinder (3) entspricht, um das zusätzliche Volumen zu erzeugen, das erforderlich ist, um das maximale Volumenverhältnis zu erhalten, wobei die Kurbel des zweiten Kurbelwellen-Wellenstrangs (5) einen Winkel mit der Pleuelstange (9) des Kolbens (8) des kleinen Zylinders (3) bildet.
  17. Motor gemäß einem der vorangehenden Ansprüche, bei dem die Kurbel des ersten Kurbelwellen-Wellenstrangs (4) bei ihrer Rotation durch einen oberen Totpunkt und einen unteren Totpunkt hindurchgeht, dadurch gekennzeichnet, dass die zwei Kurbelwellen-Wellenstränge (4, 5) so angeordnet sind, dass sie einen minimalen Arbeitsraum der zwei Kurbelwellen-Wellenstränge definieren, so dass ein minimales Verhältnis der Hubräume von zwei Gruppenzylindern (2, 3) erhalten wird, und dass die Übertragung mit variabler Einstellung einen Verfahrhub aufweist, der sich zwischen einem Hubanfang und einem Hubende erstreckt, 5 wobei das minimale Volumenverhältnis von zwei Gruppenzylindern (2, 3) am Hubende der Übertragung mit variabler Einstellung erhalten wird, und dieses Volumenverhältnis nach der folgenden Formel berechnet wird: V ⁢ 1 + V ⁢ 2 - Vr α max ⁢ imal + ve ve + Va α max ⁢ imal = P min ⁢ imal
    Figure imgb0013
    wobei bedeuten:
    V1 : Hubraum des größeren Zylinders (2) von zwei Gruppenzylindern (2, 3).
    V2 : Hubraum des kleineren Zylinders (3) der zwei Gruppenzylinder (2, 3).
    ve : Volumen des toten Raums (24) der zwei Gruppenzylinder (2, 3), das den Transfer von Gas zwischen den Zylindern (2, 3) ohne übermäßige Drosselung ermöglicht.
    α maximal: Winkelvoreilung der Kurbel des zweiten Kurbel-wellen-Wellenstrangs (5) am Hubende der Übertragung mit variabler Einstellung.
    Vr (α maximal): Luftzurückdrängungsvolumen am Hubende der Übertragung mit variabler Einstellung, definiert durch die Winkelvoreilung der Kurbelwelle des zweiten Kurbelwellen- Wellenstrangs (5), wenn sich die Kurbel des Kurbelwellen-Wellenstrangs (4) in der End-phase des Einlasses in dem unteren Totpunkt befindet.
    Va (α maximal): Zusätzliches Volumen, das zu dem Volumen des toten Raums (24) hinzukommt, am Hubende der Übertragung mit variabler Einstellung, definiert durch die Winkelvoreilung der Kurbelwelle des zweiten Kurbelwellen- Wellenstrangs (5), wenn sich die Kurbel des ersten Wellenstrangs (4) in der Endphase der Verdichtung an dem oberen Totpunkt befindet.
  18. Gerät oder Apparat oder Maschine, das/der/die mindestens einen Motor gemäß einem der Ansprüche 1 bis 17 aufweist.
EP07701584A 2006-01-23 2007-01-15 Verbesserungen einer verbrennungskraftmaschine mit variablem verdichtungsverhältnis Expired - Fee Related EP1977097B1 (de)

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BE2006/0047A BE1016961A3 (fr) 2006-01-23 2006-01-23 Perfectionnements du moteur a rapport volumetrique variable.
PCT/BE2007/000008 WO2007082355A1 (fr) 2006-01-23 2007-01-15 Perfectionnements du moteur à rapport volumétrique variable

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US8272356B2 (en) * 2009-06-30 2012-09-25 The United States of America, as represented by the Administrator of the United States Environmental Protection Agency Two mode dual crankshaft engine
LU91831B1 (fr) * 2011-06-24 2012-12-27 Gilbert Lucien Ch H L Van Avermaete Moteur à combustion interne avec transmission à calage variable
US8763570B2 (en) * 2011-09-14 2014-07-01 GM Global Technology Operations LLC Engine assembly including multiple bore center pitch dimensions
US8443769B1 (en) 2012-05-18 2013-05-21 Raymond F. Lippitt Internal combustion engines
US9719444B2 (en) 2013-11-05 2017-08-01 Raymond F. Lippitt Engine with central gear train
US9217365B2 (en) * 2013-11-15 2015-12-22 Raymond F. Lippitt Inverted V-8 internal combustion engine and method of operating the same modes
US9664044B2 (en) 2013-11-15 2017-05-30 Raymond F. Lippitt Inverted V-8 I-C engine and method of operating same in a vehicle
EP3149277A1 (de) * 2014-05-30 2017-04-05 Raymond F. Lippitt Umgekehrter v-8 i-c-motor und verfahren zum betrieb davon in einem fahrzeug
WO2016111905A1 (en) * 2015-01-05 2016-07-14 Edward Charles Mendler Variable compression ratio engine camshaft drive
FR3047043B1 (fr) * 2016-01-26 2018-01-26 IFP Energies Nouvelles Moteur a combustion interne a taux de compression variable avec deux zones de melange, notamment pour vehicule automobile et procede d'injection pour un tel moteur.
CN109854370A (zh) * 2019-03-11 2019-06-07 湖南大兹动力科技有限公司 一种可变压缩比内燃机
US11519342B2 (en) * 2021-02-11 2022-12-06 Schaeffler Technologies AG & Co. KG Cranktrain phase adjuster for variable compression ratio
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FR1032534A (fr) * 1951-02-16 1953-07-02 Système d'un groupe moteur en v renversé doté de pistons opposés par paire et susceptible d'une haute compression d'allumage
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US20090020103A1 (en) 2009-01-22
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ES2341301T3 (es) 2010-06-17
EP1977097A1 (de) 2008-10-08
BE1016961A3 (fr) 2007-11-06
CN101371019A (zh) 2009-02-18
US7730856B2 (en) 2010-06-08

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