Classifications

• • 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
  • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
  • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
  • F02B33/04—Engines with reciprocating-piston pumps; Engines with crankcase pumps with simple crankcase pumps, i.e. with the rear face of a non-stepped working piston acting as sole pumping member in co-operation with the crankcase
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L11/00—Valve arrangements in working piston or piston-rod
  • F01L11/02—Valve arrangements in working piston or piston-rod in piston
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
  • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
  • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
  • F01L9/16—Pneumatic means
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
  • F01M1/00—Pressure lubrication
  • F01M1/06—Lubricating systems characterised by the provision therein of crankshafts or connecting rods with lubricant passageways, e.g. bores
• • 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
  • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
  • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
  • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
  • F02B33/10—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder
  • F02B33/14—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder working and pumping pistons forming stepped piston
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
  • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
  • F01L9/21—Valve-gear or valve arrangements actuated non-mechanically by electric means actuated by solenoids
  • F01L2009/2125—Shaft and armature construction
  • F01L2009/2126—Arrangements for amplifying the armature stroke
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
  • F01M1/00—Pressure lubrication
  • F01M1/06—Lubricating systems characterised by the provision therein of crankshafts or connecting rods with lubricant passageways, e.g. bores
  • F01M2001/062—Crankshaft with passageways
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
  • F01M1/00—Pressure lubrication
  • F01M1/06—Lubricating systems characterised by the provision therein of crankshafts or connecting rods with lubricant passageways, e.g. bores
  • F01M2001/066—Connecting rod with passageways
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
  • F02F3/00—Pistons 
  • F02F3/16—Pistons  having cooling means
  • F02F3/20—Pistons  having cooling means the means being a fluid flowing through or along piston
  • F02F3/22—Pistons  having cooling means the means being a fluid flowing through or along piston the fluid being liquid

Definitions

• the present invention relates to a device for internal combustion engines with reciprocating pistons, which makes it possible to open a valve integrated in the piston, to lubricate and to effectively cool the piston.
• the invention also relates to the method allowing the use of such a device.
• FIG. 3 of DE 42 05 663 discloses a design which makes it possible to admit the air by means of a valve integrated in the piston and also to lubricate and cool the piston by means of a sealed circuit with respect to the placed compression chamber. in the crankcase.
• This design has significant advantages.
• the homogeneous combustion by auto-ignition makes it possible to obtain a higher energetic efficiency associated with a very low level of NOx emission.
• Friction losses are reduced because the piston is effectively lubricated and the engine can operate with a two-stroke cycle. Note that the piston lubrication circuit is tight relative to the compression volume in the housing. As a result, polluting emissions are not penalized by significant oil consumption.
• the piston is better protected against the risk of seizing or deterioration, because it is abundantly lubricated and also, because it cooled by both the intake air and the circuit of lubrication.
• this design of FIG. 3 of DE 42 05 663 has a major disadvantage. Indeed, the opening of the integrated valve in the piston is achieved by the entry into mechanical contact during the descent of the piston, the rod of said valve with a boss made in the housing. Such a design generates a mechanical shock at each rotation of the engine, which is a factor of noise and longevity lower.
• the present invention overcomes the disadvantages of the prior art.
• the present invention relates to a method applied to an internal combustion engine comprising at least one cylinder with a combustion chamber, a mobile unit comprising a piston displaceable in translation under the action of a rod connected by an axis to said piston and connected to a crankpin of a crankshaft, said piston making a stroke between a top dead center and a bottom dead point while leaving, when the piston is at top dead center, a volume below and a dead volume above said piston, a valve intake valve being placed in said piston, characterized in that the opening of said intake valve is performed using a pneumatic fluid.
• the present invention thus makes it possible to open a valve integrated in a piston of an internal combustion engine without causing mechanical shock.
• the method consists in using the piston of the engine as a compression piston during its downward stroke, in order to convert at least a part of the kinetic energy of said piston into pneumatic energy and to use at least a part of said pneumatic energy, for operating in opening the inlet valve placed in said piston.
• This first complementary characteristic makes it possible to generate the pneumatic energy to open the integrated valve in the piston.
• said pneumatic energy is generated by the piston when approaching its bottom dead point.
• This second complementary characteristic makes it possible to recover the kinetic energy of the piston which is usually lost in the friction due to the cancellation of the lever arm of the crank system at the bottom dead center.
• the intake air is admitted into the combustion chamber through the piston through an intake valve placed in said piston and the exhaust gas is discharged through the cylinder head through a valve exhaust placed in the cylinder head.
• This third complementary characteristic makes it possible to obtain a single direction of circulation in the combustion chamber, from bottom to top, for the exhaust gases and for the intake air.
• This unidirectional circulation makes it possible to obtain a better filling of the cylinder.
• the intake air cooled the piston which increases the maximum load level allowed by the piston.
• the exhaust gases maintain a high temperature in the cylinder head, which widens the operating range in homogeneous combustion by self-ignition.
• the lift of the exhaust valve is adjustable so as to regulate the amount of exhaust gas recycled internally into the combustion chamber, to operate the engine in homogeneous combustion mode by auto-ignition.
• the present invention also relates to an internal combustion engine comprising at least one cylinder with a combustion chamber, a mobile unit comprising a piston displaceable in translation under the action of a connecting rod connected by an axis to said piston and connected to a crank pin of a crankshaft, said piston running between a top dead center and a bottom dead center. leaving, when the piston is at the top dead center, a volume below and a dead volume above said piston, an intake valve being placed in said piston, characterized in that said intake valve placed in said piston is operated by opening thanks to a pneumatic cylinder.
• the engine is characterized in that the pneumatic fluid necessary to actuate the pneumatic cylinder is compressed by a pneumatic pump constituted between the piston and a compression chamber secured to the housing.
• said pneumatic pump compresses the pneumatic fluid necessary to actuate the pneumatic cylinder only when the piston is approaching its bottom dead point.
• the engine comprises a lubricant circuit that is substantially sealed with respect to the interior of the casing and with respect to the volume located under the piston, this lubricant circuit makes it possible to lubricate the interface between the piston and the liner.
• a chamber 0 forms a gutter that retrieves drops of lubricant that flows along the jacket 0 under the piston down.
• FIG. 1 which shows a cross-sectional view of an in-line engine according to the invention, in the section of a cylinder at the end of relaxation;
• FIG. 3 which shows a cross-sectional view of an in-line motor according to the invention, in the section of a cylinder being admitted;
• FIG. 1 shows an internal combustion engine 1, with reciprocating pistons, comprising at least one cylinder 9 with a combustion chamber 4, a mobile assembly comprising a piston 11 displaceable in translation under the action of a rod 15 connected by a axis to said piston 11 and connected to a crankpin of a crankshaft 17, said piston 11 making a race between a top dead center and a bottom dead center leaving, when the piston 11 is at the top dead center, a volume 13 below. and a dead volume above said piston 11.
• the volume 13 and the interior of the housing 16 are in communication.
• the direction of rotation of the motor on the representations of FIGS. 1 to 4 is the clockwise direction.
• the engine 1 is equipped with an intake valve 10 placed in the piston 11 and an exhaust valve 3 placed in the cylinder head 2.
• a pneumatic cylinder 5 makes it possible to actuate the intake valve 10 in opening.
• the piston 11 is in the lower part of the cylinder 9, the inertial force of the intake valve 10 is oriented downwards.
• the inlet valve 10 opens or remains open when the resultant of its inertia force and the force generated by the pneumatic cylinder 5 is oriented upwards.
• the inlet valve 10 closes or remains closed when this resultant is oriented downward.
• the actuators of the exhaust valve 3 are not shown.
• FIGs 2, 3 and 4 show that when the piston 11 is sufficiently close to its bottom dead center, the annular piston 14, placed at the base of the piston 11, and the annular chamber 8 forms a pneumatic piston pump.
• the pipes 6 and 7 connect the compression chamber of this pneumatic piston pump to the pneumatic cylinder 5.
• This pneumatic piston pump compresses the pneumatic fluid present in the annular chamber 8 when the piston 11 approaches its bottom dead center. .
• Figure 3 shows that this causes the opening of the intake valve 10.
• FIG. 4 represents the cylinder 9 at the end of the admission phase; the intake and exhaust valves 10 and 3 are closed.
• the piston 11 rises, fresh outside air is admitted into the casing 16 and the chamber 4 via an inlet not shown.
• the piston 11 goes down, the air present in the housing 16 and in the volume 13 is pre-compressed.
• the descent of the piston 11 from its top dead center also corresponds to the combustion and relaxation phase.
• FIG. 1 represents the cylinder 9 at the end of the phase of expansion, just before the opening of the exhaust valve 3.
• Figure 2 shows the cylinder 9 in the exhaust phase; the exhaust valve 3 is open; the annular piston 14 is at the inlet of the annular chamber 8.
• Figure 3 shows the cylinder 9 in the intake phase; the piston 11 is at low dead point; the exhaust valve 3 is closed; the pneumatic pump constituted by the annular piston 14 and the annular chamber 8 is at the end of compression; the inlet valve 10 is open; the air pre-compressed in the casing 16 and the volume 13 is entered into the combustion chamber 4 via the inlet channel 12 and the inlet valve.
• the present invention thus makes it possible to admit the intake air into the combustion chamber through the piston 11 thanks to an intake valve 10 placed in said piston 11 and to evacuate the exhaust gases through the cylinder head 2 thanks to an exhaust soup placed in the cylinder head 2. These functions are obtained while maintaining a light-free shirt or other lateral orifice. This feature is important to allow a long service life for fast engine applications.
• FIG. 5 illustrates a design possibility that makes it possible to lubricate and cool the piston 11 by means of a circuit sealed with respect to the compression chamber placed in the casing 16 in combination with an intake valve 10 integrated in the piston 11.
• lubricant is admitted from a bearing of the crankshaft 17, via the pipes 20c, 20b, 20a successively integrated in lever arm 26b of the crankshaft, in the connecting rod 15 and in the piston 11, into the annular cavity 25 formed in the interface between the piston 11 and the jacket 23.
• the return of the lubricant is channeled from said annular cavity 25, via the pipes 20d, 20e, 20f successively integrated with the piston 11, the connecting rod 15 and the lever arm 26a of the crankshaft, into the overcome the crankshaft.
• the sealing of the annular cavity 25 is ensured with respect to the combustion chamber 4 thanks to the segments 24 and with respect to the volume 13 thanks to the segments 21.
• the position of the annular chamber 8 makes it possible to collect any drips of lubricant which may flow, under the piston 11, on the wall of the jacket 23.
• the annular chamber 8 comprises a not shown discharge orifice, any dripping lubricant.
• the sealing at the interfaces of the pipes 20a to 2Of between the piston 11, the connecting rod 15, the lever arms 26a, 26b and the bearings of the crankshaft 17 is produced by means of O-rings 22a, 22b, 22c, 22d, 22e and 22f .
• This design significantly lubricates the piston - liner interface while minimizing oil consumption. Moreover, lubricating Significantly the piston - sleeve interface is in the direction of a long service life and reduced friction. In addition, this design is compatible with a piston of reduced height, which is in the sense of minimizing the inertia of the moving equipment, which is a factor of approval in the use of the engine combined with the economy of fuel consumption.
• the present invention can be applied to any engine with reciprocating piston (s).
• the present invention can be applied to significantly extend service life while minimizing oil consumption and also to broaden the operating range possible in homogeneous combustion mode by self-ignition.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Lubrication Of Internal Combustion Engines (AREA)
• Valve Device For Special Equipments (AREA)
• Pistons, Piston Rings, And Cylinders (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=39166709

Family Applications (1)

Country Status (3)

Families Citing this family (1)

Family Cites Families (14)

• 2007
  • 2007-06-06 FR FR0704053A patent/FR2917121A1/fr not_active Withdrawn
• 2008
  • 2008-06-05 WO PCT/FR2008/000761 patent/WO2009004185A2/fr active Application Filing
  • 2008-06-05 EP EP08805649A patent/EP2167795A2/de not_active Withdrawn

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events