EP2279332B1 - Moteur a combustion interne - Google Patents

Moteur a combustion interne Download PDF

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Publication number
EP2279332B1
EP2279332B1 EP09726478.2A EP09726478A EP2279332B1 EP 2279332 B1 EP2279332 B1 EP 2279332B1 EP 09726478 A EP09726478 A EP 09726478A EP 2279332 B1 EP2279332 B1 EP 2279332B1
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EP
European Patent Office
Prior art keywords
piston
output shaft
chamber
engine
valve
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EP09726478.2A
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German (de)
English (en)
French (fr)
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EP2279332A2 (fr
Inventor
Antar Daouk
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Individual
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Priority to EP13181010.3A priority Critical patent/EP2669470B1/fr
Publication of EP2279332A2 publication Critical patent/EP2279332A2/fr
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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
    • F02B75/00—Other engines
    • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B1/00—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements
    • F01B1/01—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements with one single cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F01B3/04—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis the piston motion being transmitted by curved surfaces
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B7/00—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F01B7/02—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft
    • F01B9/06—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/30—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of positively opened and closed valves, i.e. desmodromic valves
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F02B75/282—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders the pistons having equal strokes

Definitions

  • the present invention relates to the general technical field of engines, in particular internal combustion engines (or “explosion engines”), transforming thermal energy obtained by combustion, in the same engine, a fluid mechanical energy usable for example to propel vehicles (such as automobiles, motorcycles, aircraft or boats), to animate machines (industrial or agricultural), or to provide mechanical energy to devices energy conversion, like generators.
  • engines in particular internal combustion engines (or “explosion engines"), transforming thermal energy obtained by combustion, in the same engine, a fluid mechanical energy usable for example to propel vehicles (such as automobiles, motorcycles, aircraft or boats), to animate machines (industrial or agricultural), or to provide mechanical energy to devices energy conversion, like generators.
  • the invention more specifically relates to an internal combustion engine comprising on the one hand a chamber designed to receive a working fluid intended to undergo combustion within said chamber and on the other hand a first piston which contributes to delimiting the volume of said chamber.
  • spark-ignition engines Internal combustion engines, usually referred to as “spark-ignition engines ", have been known for a long time and are widely used, since they equip the vast majority of motor vehicles, just to mention this type of motorized equipment.
  • thermodynamic cycle corresponding substantially to the theoretical thermodynamic cycle called " de Beau de Rochas ", well known in the field.
  • the architecture of these known four-stroke engines is generally based on the implementation of a cylinder which is closed in its upper part by a cylinder head.
  • the cylinder and the cylinder head form a combustion chamber whose volume is regulated by the stroke of a piston sliding in the cylinder in a reciprocating movement imparted by the pressure variations resulting from the combustion cycles operated in the chamber. of combustion.
  • the piston is itself connected to a crankshaft, via a connecting rod, to transform the rectilinear translation movement of the piston into rotational movement of the crankshaft.
  • the cylinder head is intended to accommodate intake and exhaust valves which respectively allow the admission of the combustible fluid (air-fuel gas mixture) into the chamber and the evacuation out of the flue gas chamber resulting from the rapid combustion. (deflagration) of said fluid.
  • the movement of the valves relative to the cylinder head is controlled synchronously by one or more camshafts driven by the crankshaft, for example by means of a chain or gear system.
  • these known motors use a large number of moving parts, which corresponds to a large moving mass, again likely to cause problems of efficiency and reliability.
  • the architecture of these known engines is relatively restrictive from the point of view of the intake and exhaust sections, which are limited to relatively low values because of the implantation constraints of the valves in the cylinder head.
  • these known engines also prove to be relatively heavy and bulky, so that their location within a vehicle, and particularly within a car-type vehicle can be problematic.
  • the invention therefore aims to remedy the various disadvantages listed above and to propose a new engine whose architecture is particularly simple, efficient and reliable.
  • Another object of the invention is to propose a new motor which implements a minimum number of moving parts, which is particularly reliable and has a small footprint, especially in height and width.
  • Another object of the invention is to propose a new engine implementing a mechanical connection between the pistons and the output shaft which, while being particularly simple, efficient and reliable, also makes it possible to adjust performance easily and quickly. of the motor.
  • Another object of the invention is to propose a new motor implementing a minimum moving mass and likely to provide important intake and / or exhaust sections.
  • Another object of the invention is to propose a new engine that is particularly compact and avoids the use of force references and remote transmission parts.
  • Another object of the invention is to propose a new engine capable of operating the intake and exhaust particularly effectively.
  • Another object of the invention is to propose a new engine that implements a minimum of different parts.
  • the invention relates to an engine, that is to say a device capable of providing a mechanical work usable in particular for propelling a vehicle, and for example a motor vehicle, a motorcycle, an aircraft or a boat, or for operating a machine (machine tool, public works machine, agricultural machine, pump, compressor) or an energy conversion device, such as a generator.
  • the engine 1 according to the invention is an internal combustion engine ( “combustion engine”), that is to say, a motor capable of producing mechanical energy from the combustion within it of a working fluid containing a fuel, and for example a hydrocarbon-based fuel such as gasoline.
  • the engine 1 comprises a chamber 3, forming a combustion chamber, and designed for this purpose to accommodate a working fluid intended to undergo combustion within said chamber 3.
  • the fluid of Work is therefore a combustible fluid and it is preferably formed of a gas consisting of a mixture of air and vaporized fuel. This gas is intended to undergo rapid combustion, and more precisely an explosion (or even more precisely a deflagration), within the chamber 3.
  • the fuel may be constituted by a petroleum derivative, it being understood that the invention is absolutely not limited to a specific working fluid.
  • the motor 1 preferably comprises a cylinder 2, which is for example, as illustrated in the figures, in the form of a hollow tube, advantageously rectilinear, of longitudinal axis X-X extension .
  • the cylinder 2 has a substantially circular section. It is however quite possible that the cylinder 2 has a non-circular section, and for example a polygonal section, without departing from the scope of the invention.
  • the inner wall 20 of the cylinder 2 contributes to defining, in the embodiment illustrated in the figures, the chamber 3.
  • the cylinder 2 is preferably made of a material having a high mechanical and thermal strength, such as a metal material of the cast iron or aluminum alloy type.
  • the engine 1 further comprises at least a first piston 4 which contributes to defining the volume of the chamber 3.
  • the first piston 4 is designed to slide in the cylinder 2 according to a reciprocating (i.e., reciprocating) under the effect of the pressure variation within the chamber 3, said pressure variation being generated, as is well known as such, by the combustion cycles of the working fluid within the chamber 3.
  • the first piston 4 is threaded inside the cylinder 2 and is tightly fitted against the inner wall 20 of the cylinder 2, so as to be able to slide in the cylinder 2 according to the axis X-X ', while remaining permanently in sealing contact with the inner wall 20 of said cylinder 2.
  • the first piston 4 advantageously has a head 4A which contributes to defining the chamber 3.
  • the head 4A preferably has a cross section which is complementary to the internal cross section of the cylinder 2, this section preferably being a circular section as in the examples illustrated in the figures.
  • the first piston 4 further comprises a skirt 4B which extends from and to the periphery of the head 4A.
  • the first piston 4 has a longitudinal axis of extension Y-Y ', which corresponds to the axis of symmetry of the cross section of the head 4A of said piston.
  • the longitudinal axis YY 'of the first piston 4 is advantageously merged with the extension axis XX' of the cylinder 2 when the first piston 4 is installed in a functional position inside the cylinder 2, as illustrated in FIGS. Figures 1 to 10 .
  • the first piston 4 is designed to slide in the cylinder 2 in a pure axial translation movement, that is to say that said first piston 4 is guided relative to the cylinder 2 to to be able to move in longitudinal translation, parallel to the axis X-X ', without rotation of the first piston 4 on itself.
  • the first piston 4 is in this case mechanically linked to the cylinder 2 by a slide connection.
  • this slide connection which allows the first piston 4 to slide in the cylinder 2 in a substantially pure rectilinear translational movement, is achieved by the cooperation of at least one slide 4C mounted on the first piston 4 and a corresponding slide 2A formed in the cylinder 2 and extending substantially parallel to the axis XX 'of longitudinal extension of said cylinder 2.
  • the first piston 4 is provided with two sliders arranged so that diametrically opposite the piston relative to the axis YY 'of symmetry of the latter.
  • each slide advantageously comprises a roller 40C rotatably mounted on an axis 400C itself mounted in an orifice 40B formed through the skirt 4B, so that said axis 400C extends substantially radially with respect to the axis of extension XX 'of the piston 4.
  • the second slide has not been shown on the Figures where is visible only the mounting hole 41 B, formed in the skirt 4B, for mounting this second slide.
  • Each roller 40C is designed to roll in the corresponding slide 2A, which advantageously consists, as illustrated in the figures, in a rectilinear groove formed in the inner wall 20 of the cylinder 2, on the surface of said inner wall 20, facing the corresponding roller .
  • the invention is however not absolutely limited to the implementation of a first piston 4 mounted in a slide connection in the cylinder 2. It is for example quite possible, without departing from the scope of the invention, that the first piston 4 undergoes, during its movement of back and forth, a rotation on itself about its axis Y-Y ', so that the movement of the first piston 4 in the cylinder 2 is not in this case a pure axial translation movement but a helical translation movement.
  • the engine 1 comprises a first passage 5 formed through the first piston 4 for communicating the interior of the chamber with the outside, said first passage 5 being designed to feed the chamber 3 with fluid of working and / or evacuate out of the chamber the burned fluid resulting from the combustion of the working fluid in the chamber 3.
  • the first passage 5 thus makes it possible to pass fluid directly through the first piston 4 itself, from the outside to the chamber 3 and / or the chamber 3 to the outside.
  • the invention is therefore based in particular on the idea of making the admission and / or the exhaust through a passage in the piston itself, and not in a cylinder head reported on the cylinder as in the prior art.
  • the invention thus eliminates a bolt reported which simplifies the engine and contributes to increasing reliability while reducing the cost.
  • the head 4A of the first piston 4 has a front face 40A which constitutes the top of the head 4 and which is perpendicular to the Y-Y 'axis.
  • the front face 40A directly forms a wall of the chamber 3, and more specifically a movable wall which moves in the cylinder 2 under the effect of the movement of the first piston 4.
  • the first passage 5 is advantageously designed to allow a transfer of fluid through this front face 40A which contributes to delimit the chamber 3.
  • the piston head 4A has a substantially cylindrical shape with an annular side wall 4D which extends from and to the periphery of the front face 4C.
  • the front face 4C further has a crown shaped circular concavity 400A, said concavity having a bottom from which rises a circular lateral edge.
  • the first passage 5 consists of a plurality of orifices 5A formed in a regular angular distribution in the circular edge of the concavity and opening into corresponding elongated cups 5B formed on the surface of the sidewall 4D. of the head 4A.
  • Each cup 5B is preferably itself designed to be at the right moment with respect to a corresponding orifice 2B formed through the cylinder 2 and more precisely through the entire thickness of the tubular side wall of said cylinder 2.
  • port 2B is itself in communication with a fuel intake component (carburetor, injector or other), and / or with the exhaust system, depending on whether the first passage 5 is used for admission and / or 'exhaust.
  • the combination of the orifice 5A and its corresponding cup 5B with the complementary orifice 2B thus constitutes a sealed conduit for admission of fresh gas and / or the escape of burnt gases.
  • the engine 1 comprises a first valve 6 designed to control the opening and closing of the first passage 5.
  • the first valve 6 interacts with the first passage 5 to allow the communication of the interior of the chamber 3 with the outside through the first passage 5 or on the contrary close the first passage 5 so as to prohibit the placing in communication of the interior of the chamber 3 with the outside through the first passage 5.
  • the first valve 6 could for example be mounted on the cylinder 2, to cooperate directly with the orifices 2B formed in said cylinder 2. However, it is much more advantageous to provide, as in the embodiment illustrated in the figures, that the first valve 6 is mounted on the first piston 4 to control the opening and closing of the first passage 5.
  • first valve 6 directly on the first piston 4 allows to benefit a first passage 5 of significant useful section, which is interesting for the admission or exhaust efficiency, without complicating and weighing down the architecture of the word since the placement of the valve on the piston advantageously allows simultaneously controlling the opening / closing of all the orifices 5A contributing to form the first passage 5. It is therefore particularly advantageous to provide, as is illustrated in the figures, a unitary subassembly constituted by the first piston 4 and the first valve 6, the latter being on board the first piston 4.
  • the first valve 6 is slidably mounted on the first piston 4, between at least one position of closure (illustrated in particular in figure 11 ) in which it hermetically closes the first passage 5, and more precisely the orifices 5A, and on the other hand at least one open position (illustrated in particular in FIG. figure 16 ) in which it releases the first passage 5 so that the latter allows the communication through it, the chamber 3 with the outside.
  • the first valve 6 has an axis of symmetry SS 'and is mounted to slide axially on the piston 4, so as to slide relative to said first piston 4 substantially parallel to the axis YY 'of said piston, the axes YY' and SS 'being merged.
  • the first valve 6 comprises at least one guide pin 7 which extends substantially radially with respect to the axis S-S ', and preferably two guide pins positioned diametrically opposite to the axis S-S '.
  • each guiding pin 7 is designed to move in translation in a complementary guide oblong slot 70 formed in the skirt 4B of the piston 4.
  • the first valve 6 more precisely comprises a lining of 6A, which is in the form of a substantially flat circular ring intended to be inserted into the concave 400A of complementary shape formed on the front face 40A of the head 4A of the first piston 4.
  • the liner 6A is pressed to the bottom of the concavity to seal the orifices 5A.
  • the gasket 6A is at a distance from the bottom of the concavity, which releases the orifices 5A and allows a transit of fluid through them.
  • the lining 6A is advantageously secured, by means of arms 6B (for example three in number, angularly distributed in a regular manner), of a tubular valve skirt 6C on which each guiding pin 7 is mounted.
  • valve skirt 6C is designed to slide inside the skirt 4B of the first piston 4, against said piston skirt 4B, the arms 6B passing through the bottom of the concavity 400A through passage openings in said bottom . Said arms 6B slide in the passage apertures in question tightly and tightly, to prevent leakage through said passage openings.
  • the engine 1 comprises an output shaft 8 mounted coaxially with the first piston 4, the output shaft 8 and the first piston 4 cooperating to convert the movement of the first piston 4 into rotary motion of the shaft 8.
  • the cooperation between the output shaft 8 and the first piston 4 is reciprocal, that is to say that it makes it possible to convert the rotary movement of the output shaft 8 into motion.
  • the output shaft 8 preferably has a straight character and extends according to a longitudinal axis ZZ 'which is advantageously coincident with the axis XX' of the cylinder 2, and in this case with the axis YY 'of the first piston 4 and the axis SS' of the first valve 6.
  • the output shaft 8 passes through the first piston 4, that is to say that said first piston 4 is threaded on the output shaft 8.
  • the first piston 4 is provided with a central orifice 4E through which the output shaft 8 passes, the latter being fitted tightly into the orifice 4E so as to allow the first piston 4 slide along the output shaft 8 while remaining in sealing contact with said output shaft 8, and thus avoid any communication between the inside of the chamber 3 with the outside through of the interface between the output shaft 8 and the first piston 4.
  • a central portion of the output shaft 8, which passes through the chamber 3 has been omitted in the Figures 1 and 2 .
  • Such a design avoids the implementation of force transfer according to different working axes, as in the prior art, and allows on the contrary a direct transmission of the action of the first piston 4 on the output shaft 8.
  • the first piston 4 directly drives the output shaft 8 in rotation, which gives the engine 1 a particularly compact character, the latter can thus be easily integrated into the chassis of a vehicle.
  • Such a design is also likely to improve the center of gravity of the vehicle thanks to the essentially longitudinal nature of the vehicle.
  • motor 1 which allows the positioning of said motor 1 according to the axis of symmetry of said vehicle. Thanks to the direct and coaxial drive of the output shaft 8 by the first piston 4, the torsional effects to which the output shaft 8 is subjected are largely minimized with respect to those imparted to the crankshafts by the connecting rods of the engines. the prior art.
  • the motor 1 comprises a first guide path 9 integral with the output shaft 8, and preferably formed (that is directly formed or attached) on the output shaft 8, on the surface of the latter .
  • the engine 1 also comprises a first guide element 10 integral with the first piston 4, said first guide element 10 being mounted to move along the first guide path 9, to convert the movement of the first piston 4 into rotary motion of the output shaft 8.
  • the first guide path 9 has a substantially undulating shape, and even more preferably a substantially sinusoidal shape. More specifically, in the example illustrated in the figures, the first guide path 9 extends along an annular profile around the longitudinal extension axis ZZ 'of the output shaft 8.
  • the motor 1 comprises a first ring 8A mounted on the output shaft 8, said first ring 8A carrying said first guide path 9.
  • the first ring 8A may thus consist of an annular piece distinct from the output shaft 8 and threaded on the latter .
  • the first ring 8A is mounted on the output shaft 8 so as to be integral in rotation (about the axis X-X ') of the output shaft 8. It is also quite possible that the first ring 8A is made of material with the output shaft 8.
  • the first guide path 9 comprises a first groove 9A formed on the surface of the first ring 8A (that is to say of the output shaft 8 when the ring 8A merges with the output shaft 8) while the first guide member 10 comprises a first finger which protrudes from the first piston 4 and engages in said first groove 9A.
  • the first guide element 10 comprises two fingers arranged diametrically opposite relative to the axis YY 'and engaging the same first groove 9A.
  • the first finger advantageously comprises a roller 10A rotatably mounted on an axis itself mounted in an orifice formed through the skirt 4B, so as to that said axis extends substantially radially relative to the extension axis XX 'of the piston 4.
  • the axis in question corresponds to the axis 400C on which the roller 40C is mounted.
  • the roller 10A is mounted on the axis 400C, inside the skirt 4B, to engage the corresponding sinusoidal groove 9A, while the roller 40C is mounted on the same axis 400C , outside the skirt 4B, to engage the corresponding straight groove 2A.
  • the output shaft 8 and the first valve 6 cooperate to convert the rotary motion of the output shaft 8 into motion of the first valve 6 relative to the first piston 4.
  • the position of the first valve 6 relative to the first piston 4, and therefore the control of the opening and closing of the first passage 5, are controlled directly by the output shaft 8, which interacts, preferably directly with the first valve 6 to outsource to the latter a movement, and for example an alternating axial translation movement as in the embodiment illustrated in the figures.
  • the engine 1 advantageously comprises a second guide path 11 integral with the output shaft 8 and preferably formed (that is directly formed or attached) on the output shaft 8, on the surface of this last.
  • the motor 1 also comprises a second guide element 12 integral with the first valve 6, said second guide element 12 being mounted to move along the second guide path 11, to convert the rotary movement of the shaft output 8 in motion of the first valve 6 relative to the first piston 4, and more particularly in reciprocating (that is to say, back-and-forth) axial axial rectilinear.
  • the second guide path 11 has a substantially undulating shape, and even more preferably a substantially sinusoidal shape.
  • the second guide path does not have a purely sinusoidal profile, so as to allow at the appropriate time, the intake and exhaust, as explained in more detail below.
  • the profile of the second guide path 11 follows that of the first guide path 9 during the compression and expansion phases (the valve 6 to be closed), while during the intake and exhaust phases, the profile of the second guide path 11 is offset from that of the first guide path 9, so as to allow the opening and closing of the valve 6 in due time.
  • the second guide path 11 extends along an annular profile around the longitudinal axis of extension ZZ 'of the output shaft 8.
  • the motor 1 comprises a second ring 8B mounted on the output shaft 8, said second ring 8B carrying said second guide path 11.
  • the second ring 8B can thus consist of an annular piece distinct from the output shaft 8 and threaded on this latest.
  • the second ring 8B is mounted on the output shaft 8 so as to be integral in rotation (about the axis X-X ') of the output shaft 8. It is also quite conceivable that the second ring 8B comes from material with the output shaft 8.
  • the first guide path 9 comprises a first groove 9A formed on the surface of the first ring 8A (that is to say of the output shaft 8 when the ring 8A merges with the output shaft 8) while the first guide member 10 comprises a first finger which protrudes from the first piston 4 and engages in said first groove 9A.
  • the second guide path 11 comprises a second groove 13 formed on the surface of the second ring 8B (that is to say of the output shaft 8 when the ring 8B is confuses with the output shaft 8) while the second guide member 12 comprises a second finger which protrudes from the first valve 6 and engages in said second groove 13.
  • the second element 12 is formed by a cylindrical rod which extends through the skirt 6C of the first valve 6, the first end of said rod, located outside of said skirt 6C, forming the pin of 7, while the second opposite end, located inside said skirt 6C, forms the second guide element itself, which extends substantially radially relative to the axis S-S '.
  • the second guide element 12 is formed by two cylindrical rods positioned diametrically opposite to the axis SS '(only one of these rods is shown in the figures, for the sake of simplicity and clarity of the drawings. ).
  • the first and second 8A ring, 8B are formed by a single piece in one piece, which carries both the first guide path 9 and the second guide path 11. It is however possible, in an alternative embodiment, that the first and second rings 8A, 8B are formed by separate and independent parts.
  • the first ring 8A is fixedly mounted (or even mobile, in translation and / or rotation) on the output shaft 8, and that the second ring 8B is mounted movably on the shaft 8, and preferably is rotatable relative to the output shaft 8 and the first ring 8A, along the axis X-X '.
  • the angular position of the second ring 8B relative to the output shaft 8 can be advantageously adjusted by any appropriate means, which allows for example to adjust the intake according to the engine speed 1. It is thus sufficient to slightly rotate the second ring 8B relative to the shaft 8 to act on the speed and / or the opening moment of the first valve 6. It is also conceivable that the second ring 8B is mounted movably in translation relative to the output shaft 8, for adjusting the position of the first valve 6 as a function of the advance of the thermodynamic cycle of the engine 1.
  • the engine 1 comprises a second piston 14 which also contributes to defining the volume of the chamber 3.
  • the engine 1 thus comprises in this case a cylinder 2 in which the first and second piston 4, 14 are mounted to slide axially.
  • the chamber 3 is preferably formed by the interstitial space separating the first and the second piston 4, 14 in the cylinder 2.
  • the chamber 3 corresponds in this case to the free space of variable volume located inside the cylinder 2, between the pistons 4, 14.
  • the first and second pistons 4, 14 are mounted in opposition within the cylinder 2, that is to say in such a way that their respective heads 4A, 14A face each other.
  • the chamber 3 thus extends in the space delimited axially by the heads 4A, 14A of the first and second pistons 4, 14 and radially by the internal wall 20 of the cylinder 2 extending between said heads 4A, 14A of said pistons 4, 14.
  • the chamber 3 thus has a variable volume which depends on the relative position of the first and the second piston 4, 14.
  • first piston 4 and the second piston 14 are designed to move in opposite reciprocating movements, so that said pistons 4, 14 come closer and move away from each other substantially simultaneously.
  • first piston 4 and the second piston 14 move symmetrically with respect to the median plane of the chamber 3, perpendicular to the axis X-X '.
  • each piston 4, 14 is designed to move in the cylinder 2 individually, that is to say independently of the other piston.
  • the second piston 14 is identical to the first piston 4 and it is also mounted in the engine 1 identically to said first piston 4.
  • the output shaft 8 is therefore also mounted coaxially with the second piston 14, the output shaft 8 and the second piston 14 cooperating to convert the movement of the second piston 14 into rotary motion of the output shaft 8.
  • the engine 1 preferably comprises a third guide path 15 integral with the output shaft 8 and preferably formed (that is directly formed or reported) on the output shaft 8, on the surface of the latter.
  • the engine 1 further comprises a third element of guide 16 secured to the second piston 14, said third guide member 16 being mounted to move along the third guide path 15, to convert the movement of the second piston 14 into rotary motion of the output shaft 8, together with the first piston 4.
  • the third guide path 15 has a substantially undulating shape which is advantageously symmetrical with the shape of the first guide path 9 with respect to the median plane of the chamber 3 perpendicular to the axis X-X ' .
  • the structures of the third guide path 15 and the third guide element 16 are respectively identical to the structures of the first guide path 9 and the first guide element 10.
  • the engine 1 comprises a second passage 17 formed through the second piston 14 for communicating the interior of the chamber 3 with the outside.
  • the second passage 17 formed in the second piston 14 is designed to supply the chamber 3 with working fluid, that is to say in fresh mixture intended to undergo a combustion, while the first passage 5 of the first piston 4 is designed to discharge from the chamber 3 the burned fluid resulting from the combustion of the working fluid in the chamber 3.
  • the admission is through the second piston 14 while the exhaust is through the first piston 4.
  • Such a design is particularly advantageous for producing an engine operating in a four-cycle cycle, as will be described in more detail in the following.
  • the engine 1 comprises a second identical valve 18 at the first valve 6, said second valve 18 being mounted on the second piston 14 to control the opening and closing of the second passage 17 formed through the second piston 14.
  • the output shaft 8 and the second valve 18 cooperate to convert the rotary motion of the output shaft 8 into motion of the second valve 18 relatively to the second piston 14.
  • the engine 1 comprises on the one hand a fourth guide path 19 integral with the output shaft and preferably formed on the output shaft 8 and on the other hand a fourth element of guide 21 secured to the second valve 18, said fourth guide element 21 being mounted to move along the fourth guide path 19, to convert the rotary movement of the output shaft in motion of the second valve relative to the second piston .
  • the fourth guide path 21 has a substantially corrugated shape, even more preferably substantially sinusoidal.
  • the first stage of the engine's operating cycle corresponds to a step of admission of the working fluid, which is preferably constituted by a mixture of air and vaporized fuel, in the combustion chamber 3.
  • the second valve 18 is in the open position, in order to allow admission, through the second piston 14 via the second passage 17, fresh working fluid from the outside of the cylinder 2.
  • the first and the second piston 4, 14 undergo a movement of mutual separation which creates a depression in the combustion chamber 3, which promotes the aspiration of the working fluid through the second passage 17, the second valve 18 being open to allow the introduction of working fluid into the combustion chamber 3.
  • the first valve 6 which equips the first piston 4 is closed, which ensures an excellent suction effect under the effect of displacement of the first piston 4, this suction effect compensating for the weaker suction effect generated by the second piston 14, the valve 18 is open.
  • the pistons 4, 14 undergo an inverse movement of mutual approximation, that is to say that they come closer to each other ( figure 5 ) in order to compress the working fluid contained in the chamber 3.
  • the first and the second valve 6, 18 are closed so as to produce a compression effect of the working fluid between the pistons 4, 14.
  • the working fluid is thus strongly compressed, which causes its heating.
  • This explosion phase produces a relaxation and an expansion of the gases constituting the working fluid.
  • This expansion generates a high pressure in the chamber (for example between 40 and 100 bar) which is exerted on the pistons, whose valves 6, 18 are closed. This causes the pistons 4, 14 to move apart.
  • the first valve 6 of the first piston 4 is open, which allows, under the effect of compression performed by the mutual movement of the pistons 4, 14, to escape the burnt working fluid through the first passage 5.
  • the engine 1 is found in the configuration corresponding to the first time and is ready to start again the four-stroke cycle just described.
  • the invention can also be applied to a vehicle, of the motor vehicle type, equipped with a motor 1 according to the invention.
  • the invention finds its industrial application in the design, manufacture and use of motors.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Pistons, Piston Rings, And Cylinders (AREA)
  • Hydraulic Motors (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Mechanically-Actuated Valves (AREA)
EP09726478.2A 2008-03-17 2009-03-17 Moteur a combustion interne Active EP2279332B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP13181010.3A EP2669470B1 (fr) 2008-03-17 2009-03-17 Moteur à combustion interne

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0801436A FR2928693A1 (fr) 2008-03-17 2008-03-17 Moteur a combustion interne
PCT/FR2009/050440 WO2009122087A2 (fr) 2008-03-17 2009-03-17 Moteur a combustion interne

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP13181010.3A Division EP2669470B1 (fr) 2008-03-17 2009-03-17 Moteur à combustion interne
EP13181010.3A Division-Into EP2669470B1 (fr) 2008-03-17 2009-03-17 Moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2279332A2 EP2279332A2 (fr) 2011-02-02
EP2279332B1 true EP2279332B1 (fr) 2014-07-23

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US (2) US8640659B2 (ja)
EP (2) EP2669470B1 (ja)
JP (2) JP5706311B2 (ja)
KR (1) KR101633522B1 (ja)
CN (1) CN102016230B (ja)
BR (1) BRPI0909495B1 (ja)
EA (1) EA027228B1 (ja)
ES (2) ES2641739T3 (ja)
FR (1) FR2928693A1 (ja)
IL (1) IL208148A (ja)
UA (1) UA104860C2 (ja)
WO (1) WO2009122087A2 (ja)
ZA (1) ZA201007307B (ja)

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FR2928693A1 (fr) 2008-03-17 2009-09-18 Antar Daouk Moteur a combustion interne
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CN113389611A (zh) * 2020-03-12 2021-09-14 赵天安 一种进气调节机构、一种发动机和一种气动马达

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Also Published As

Publication number Publication date
JP5706311B2 (ja) 2015-04-22
WO2009122087A3 (fr) 2009-11-26
UA104860C2 (uk) 2014-03-25
KR20100135259A (ko) 2010-12-24
US20110036330A1 (en) 2011-02-17
EA027228B1 (ru) 2017-07-31
IL208148A0 (en) 2010-12-30
EP2669470B1 (fr) 2017-05-03
US20140130780A1 (en) 2014-05-15
JP2011514479A (ja) 2011-05-06
BRPI0909495B1 (pt) 2021-07-27
JP6242358B2 (ja) 2017-12-06
EP2669470A1 (fr) 2013-12-04
ES2526866T3 (es) 2015-01-16
BRPI0909495A2 (pt) 2020-08-18
EP2279332A2 (fr) 2011-02-02
CN102016230B (zh) 2013-07-17
ZA201007307B (en) 2011-07-27
WO2009122087A2 (fr) 2009-10-08
US9353681B2 (en) 2016-05-31
ES2641739T3 (es) 2017-11-13
KR101633522B1 (ko) 2016-06-27
CN102016230A (zh) 2011-04-13
IL208148A (en) 2015-04-30
JP2015129516A (ja) 2015-07-16
FR2928693A1 (fr) 2009-09-18
US8640659B2 (en) 2014-02-04
EA201071091A1 (ru) 2011-04-29

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