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
  • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
• • 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
  • F01B1/08—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements with cylinders arranged oppositely relative to main shaft and of "flat" type
• • 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
  • F01B7/16—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with pistons synchronously moving in tandem arrangement
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
  • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
  • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
  • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
  • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft
  • F01B9/023—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft of Bourke-type or Scotch yoke
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
  • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
  • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft
  • F01B9/026—Rigid connections between piston and rod; Oscillating pistons
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B75/00—Other engines
  • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
  • F02B75/18—Multi-cylinder engines
• • 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
  • F02B2075/1804—Number of cylinders
  • F02B2075/1816—Number of cylinders four

Definitions

• the invention belongs to the field of motion transformation systems capable of generating circular continuous movement from an alternating rectilinear motion, and more particularly relates to an engine, in particular of the so-called internal combustion type.
• crank-crank mechanism The transformation of a circular continuous movement from a reciprocating rectilinear movement is carried out by means of a so-called crank-crank mechanism.
• This mechanism is generally implemented in internal combustion engines in order to deliver a torque able to set a vehicle in motion.
• an internal combustion engine comprises a crankshaft having one or more crank pins, the or each crankpin forming a crank around which pivots a rod by one of its ends, called a crankshaft.
• the connecting rod at its opposite end, called the small end, is hingedly attached to a piston slidably adjusted in a cylinder.
• the piston forms with the cylinder, a working chamber, inside the cylinder called “combustion chamber", in which is produced a combustion of a mixture of gas, such as air, and fuel, such as than a hydrocarbon.
• This combustion causing the expansion of the mixture, generates a thrust force on the piston which transmits, via the connecting rod, a portion of this force on the crankpin of the crankshaft, in view of driving the crankshaft in rotation.
• the operating cycle of an internal combustion engine comprises a phase of admission of a mixture of fresh gas and fuel into the combustion chamber of the or each cylinder, followed by a phase of compression of this mixture by the or each piston, then respective combustion phases of the mixture, generating an increase in the pressure in the combustion chamber, and relaxation of the burnt gases, and finally a phase of exhaust gases burned.
• the piston stroke, in the cylinder, is bounded by two extreme positions, respectively called top dead center, in which the volume of the combustion chamber is minimal, and low dead point, in which the volume of the combustion chamber is maximum .
• One of the drawbacks of the state of the art internal combustion engines is its low efficiency.
• performance is meant the ratio between the mechanical power provided by the crankshaft and the power provided by the fuel required for the combustion of the mixture of gas and fuel.
• This friction is partly generated by the stroke of the piston along the cylinder.
• the connecting rod forms an angle with the axis of a generatrix of the cylinder, varying according to the angular position of the crankpin, we speak of obliquity of the connecting rod.
• This skew reaches a maximum value when the piston is halfway between the top dead center and the bottom dead center. Due to the relatively high value of this angle, the piston generates transverse forces, that is to say perpendicular to the longitudinal axis of the cylinder, during its sliding along the cylinder.
• these forces can generate mechanical fatigue of the crankshaft, under the action of cyclic mechanical stresses, and therefore be the cause of a break crankshaft.
• the obliquity of the connecting rod is also at the origin of strong accelerations and decelerations of the piston during its race between the top and bottom dead spots, and vice versa. These strong accelerations and decelerations generate so-called "second-order" forces of inertia. These second-order forces vary twice per revolution of the crankshaft and can cause the appearance of significant internal mechanical stresses in the moving parts of the engine.
• the low efficiency of the internal combustion engines is also due to the incomplete combustion of the gas and fuel mixture. Indeed, due to incomplete combustion, the power that can potentially provide the fuel in the combustion chamber is not fully exploited.
• the piston when the piston is in the vicinity of the top dead center, the piston is driven to compress the mixture between ninety and one hundred percent of the maximum pressure of the mixture during a rotation of five to ten degrees. crankshaft. The maximum pressure of the mixture is reached when the piston is in the top dead center.
• the pistons of the internal combustion engines of the state of the art are subjected to cycles of strong acceleration and deceleration.
• the pistons generate inertial forces acting on the crankshaft cyclically.
• these cyclic stresses generate vibrations that can be the cause of breakage of parts.
• the present invention aims to overcome the aforementioned drawbacks by providing an internal combustion engine, high efficiency, lightweight and compact.
• an internal combustion engine comprising at least two cylinders of parallel longitudinal axes, each cylinder having an opening and a piston adapted to translate inside said cylinder, said respective openings of said cylinders facing each other, said pistons being in kinematic relationship with a crank-handle mechanism comprising:
• a spacer connecting said pistons, adapted to maintain a fixed spacing between said pistons so that a displacement in translation of a piston causes the same displacement in translation for the other piston, said pistons being respectively fixed to arms of said spacer,
• crankshaft movable in rotation about an axis, arranged between the openings of the cylinders and between the longitudinal axes of said cylinders, said crankshaft having a crankpin
• a rudder movable in rotation around the crankpin having two ends arranged on either side of said crankpin
• At least one connecting rod having a first end, called “foot”, integral with the spacer, and a second end, called “head” secured to one end of the rudder
• the translational guidance of a piston is achieved by the other piston.
• the pistons are essentially subjected to axial forces during the combustion of the mixture and generate little or no transverse forces in the cylinders during their sliding.
• the friction generated by the sliding of the pistons in the cylinders are then negligible compared to the friction generated by the sliding of the pistons in the cylinders of the engines of the state of the art.
• the engine efficiency is substantially increased.
• the rudder is adapted to describe a reciprocating movement around the crankpin during the translation of the pistons in the cylinders, so as to cause the head of the rod or rods to describe a non-circular path.
• the arrival and departure speed of each piston at the top dead center is relatively small compared to the engines of the state of the art, so that the duration during which each piston evolves in the vicinity of the top dead center is relatively high compared to state-of-the-art engines.
• the piston is driven to compress the mixture between ninety and one hundred percent of the maximum pressure of the mixture during a rotation of about twenty five degrees of crankshaft.
• the piston maintains a high pressure for a long time in the combustion chamber so that the combustion is substantially complete.
• the gases released no longer include (or include in negligible quantity) unburned gases, a source of atmospheric pollution and harmful to human health.
• the combustion phase is performed during a rotation of about one hundred twenty degrees of the crankshaft.
• the substantially complete combustion also generates a gain in engine efficiency, and thus a reduction in fuel consumption.
• the necessary amount of fuel for the operation of the engine is less important for the internal combustion engine object of the invention than for a combustion engine of the state of the art.
• the fuel consumption of the engine that is the subject of the invention is more than 60% lower than the fuel consumption of a motor of the state of the art.
• the invention also fulfills the following characteristics, implemented separately or in each of their technically operating combinations.
• the arms of the spacer are connected to a spacer body comprising an opening through which the crankshaft is able to evolve.
• the spacer is more rigid and is therefore more suitable for restoring the forces transmitted by the pistons during the combustion phase of the mixture.
• the spacer is more adapted to withstand the mechanical stresses resulting from these efforts.
• the journals or crankpin of the crankshaft are adapted to evolve through the opening of the spacer, according to the configuration of said opening.
• the internal combustion engine comprises two rods respectively secured to the spacer by their foot, and respectively secured to one end of the rudder by their head.
• the connecting rod feet may be respectively integral with the arms or the spacer body, preferably at two respective points substantially diametrically opposite one another relative to the axis of rotation of the crankshaft journals.
• the internal combustion engine comprising four cylinders arranged in pairs, symmetrically arranged on either side of a median plane P having the axis of rotation of the crankshaft, so that the longitudinal axis of the cylinders is perpendicular to the plane P.
• the spacer comprises four arms divided into two pairs connected on either side of a spacer body.
• the internal combustion engine comprises two pedals movable in rotation around the crank pin, a rod being secured by its head to at least one end of each pedals.
• the internal combustion engine comprises four connecting rods respectively secured to one of the arms of the spacer by their foot, and respectively secured to one end of the pedals by their head.
• the internal combustion engine comprises a plurality of sets of four cylinders juxtaposed to each other along the axis of rotation of the crankshaft, so that the pistons of each set of four cylinders be in kinematic relationship with the same crankshaft.
• the internal combustion engine according to the invention has the particular advantage of having the same power, smaller dimensions and a lower mass, due to the arrangement of the cylinders and the short length of the crankshaft.
• the combustion engine according to the invention has a mass and a volume about three times less than a motor of the state of the art.
• FIG. 1 a schematic view of a first embodiment of an internal combustion engine, the pistons being halfway,
• FIG. 2 a view of certain isolated elements of the internal combustion engine according to FIG. 1,
• FIG. 3 is a schematic view of the internal combustion engine according to FIG. 1, the pistons being in an extreme position,
• FIG. 4 a view of certain isolated elements of the internal combustion engine according to FIG. 3,
• FIG. 5 is a schematic view of an internal combustion engine according to a second embodiment of the invention, the pistons being half-way, FIG. 6: a view of certain isolated elements of the internal combustion engine according to FIG. 5;
• FIG. 7 is a schematic view of a crank-handle mechanism of an internal combustion engine according to a third embodiment of the invention.
• FIG. 8 a schematic view of an embodiment of a crank-crank mechanism of an internal combustion engine according to the invention. Detailed description of the invention
• the present invention relates to an internal combustion engine 10 comprising cylinders in each of which is engaged in sliding a piston, so as to form a combustion chamber, known to those skilled in the art.
• the pistons are in kinematic relationship with a crank-rod mechanism for transmitting a torque capable of driving, for example, a moving vehicle.
• the internal combustion engine 10 comprises two cylinders 11, 11 'extending respectively along two longitudinal axes AA' and BB 'parallel to each other. and each comprising an opening.
• the rolls 1 1, 1 1 ' are not coaxial and are preferably arranged on both sides, and at a distance, from a median plane P, so that the longitudinal axes AA' and BB 'are perpendicular to the median plane P and that their respective openings are facing each other.
• Each cylinder 1 1, 1 1 ' is adapted to receive a piston 12, 12' slidably engaged, by its opening, between two extreme positions, respectively called “top dead center” and “bottom dead center”.
• the crank-link mechanism comprises a spacer 13 connecting the pistons 12 and 12 ', and to which said pistons 12 and 12' are rigidly fixed.
• the spacer 13 is adapted to maintain a fixed spacing between the two pistons 12, 12 ', so that the displacement in translation of one of the pistons 12 or 12' causes a analogous displacement of the other piston.
• FIG. 3 when a piston 12 'is at the top dead center, the other piston 12 and at the bottom dead center, and vice versa.
• the spacer 13 comprises two arms 131, 131 ', for example parallel.
• the arms 31, 131 'of the spacer 13 extend between a first, so-called proximal end, through which the arms 131, 131' are connected on either side of a spacer body 133, and a second end, said distal, remote from the body 133, to which a piston 12, 12 'is fixed.
• each piston 12 and 12 ' is fixed on an arm 131 and 131' with degrees of freedom in rotation, for example along axes perpendicular to the longitudinal axes of the arms, so as to correct the possible parallelism defects of the cylinders between them .
• each arm 131, 131 ' is adapted to be engaged in a cylinder, with the piston 12, 12' to which it is attached.
• the crank-crank mechanism also comprises a crankshaft 20 with a crank pin 21 interposed between two journals 22, and at least one balancing flyweight 23 known to those skilled in the art.
• the journals 22 are rotatably mounted, for example, in bearings known per se.
• the body 133 of the spacer 13 is provided with an opening 132 configured to receive the crankpin 21, and through which said crankpin 21 is able to evolve, for example when , the rotation of the crankshaft 20.
• the opening extends, for example, along a longitudinal axis perpendicular to the respective longitudinal axes AA 'and BB of the rolls 1 1 and 1 1'.
• the body 133 of the spacer 13 may be configured such that it does not include an opening.
• the axis of rotation of the journals 22 of the crankshaft 20 is inscribed in the median plane P, and that said axis is situated equidistant from each of the respective longitudinal axes AA 'and BB of the cylinders 11, 11'.
• the crank-crank mechanism also comprises at least one connecting rod 30 integral, by one of its ends called “small end” 31, at the distal end of one of the arms 131 or 131 ', and its other end, called “big end” 32 to a rudder 40.
• the connecting rod 30 can also be secured by its foot 31, at any point along the arms 131 or 131 '. This arrangement advantageously makes it possible to dimension the length of the connecting rod optimally so as to limit the second-order inertia forces.
• the crank-handle mechanism comprises two connecting rods 30 and 30 'respectively secured by their foot 31 or 31' to the distal end of one of the arms 131 or 131 ', and by their head 32 or 32' to a spreader 40.
• the connecting rods 31 and 31 ' are integral with the arms 131 and 131' at two respective points substantially diametrically opposed to each other with respect to the axis of rotation of the journals 22.
• the spreader 40 comprises a central opening by which it is rotatably mounted around the crankpin 21, for example by means of a sliding bearing known per se.
• the center of the rudder 40 is defined as the point with respect to which any point on the periphery of the rudder has a symmetrical point.
• the spreader 40 extends along a longitudinal axis CC and has two ends on either side of the crankpin 21.
• each of the ends of the spreader 40 is secured to a connecting rod head 32, 32 ', by means known per se, such as a shaft housed in bores made respectively in the heads 32, 32' of the connecting rods 30, 30 'and in the ends of the rudder 40.
• the rudder 40 is adapted to drive each connecting rod end 32, 32 'to describe a different trajectory of the circular path described by the crankpin 21 of the crankshaft, during operation of the internal combustion engine 10.
• the spreader 40 causes each connecting rod head 32 to describe a substantially non-circular path.
• the connecting rods 32 and 32 'and the spreader 40 are dimensioned so that, when the pistons are halfway, the connecting rods 30 and 30 'are substantially parallel.
• the distance between the center of the rudder 40 and the axis of rotation of each conrod head 32 on the rudder 40 represents a lever arm. Consequently, the intensity of the moment of force generated on the end of the rudder 40 is proportional to the length of this distance.
• each connecting rod 31 and 31' is adapted so that its head 32 or 32 'describes, during a cycle of engine operation, an arc of a circle of an angle a.
• the longitudinal axis CC of the crossbar 40 forms an angle ⁇ with the median plane P, as shown schematically in FIG. .
• the longitudinal axis CC is parallel to the median plane P, as represented in FIG.
• the rudder 40 is then subjected, during the displacement of the pistons 12 and
• the spreader 40 thus describes a movement consisting of a circular translation around the axis of rotation of the journals 22 and an alternating rotation around the crank pin 21.
• This alternative rotation advantageously allows the pistons 12 and 12 'to remain a maximum of time in the vicinity of the top and bottom dead spots.
• High pressure means, close to the maximum pressure of the mixture, a pressure comprised between ninety and one hundred percent of the maximum pressure.
• the maximum pressure of the mixture is the pressure of the mixture when the piston 12 or 12 'is in the top dead center.
• the time period during which high pressure is applied to the mixture is representative of about twenty five degrees of rotation of the crankshaft.
• the high pressure is maintained long enough by said piston within the combustion chamber, to obtain a substantially complete combustion of the mixture during the combustion phase.
• this alternative rotation of the spreader 40 in particular makes it possible to greatly limit the acceleration of the piston 12, 12 'due to the obliquity of the connecting rods.
• the internal combustion engine 10 comprises four pistons 12, 12 ', 12 "and 12"' respectively slidably engaged in four cylinders 11, 11 ', 1 1 "and 1 1”' each comprising an opening. Said rolls are arranged in pairs, on either side of a median plane P ', the longitudinal axis of the rolls 1 1, 1 1', 1 1 "and 1 1” 'being perpendicular to this plane P' .
• said cylinders are arranged symmetrically on both sides, and at a distance, from the median plane P ', so that the rolls 11, 11 "of a pair are respectively coaxial with the rolls 11', 1 1 "'of the other pair, and that the openings of said cylinders 1 1, 1 1" are arranged with respect to the openings of the cylinders 1 1', 1 1 "'.
• the internal combustion engine 10 according to the second embodiment has a crank-crank mechanism analogous to that of the first embodiment, with the exception of the number of cylinders, and consequently the piston, the spacer arm and the connecting rod. .
• the axis of rotation of the journals 22 of the crankshaft 20 is located equidistant from the set of cylinders 1 1, 1 1 ', 1 1 "and 1 1"', for example, written in the plane P '.
• the four pistons 12, 12 ', 12 “and 12”' are kinematically connected to one another via the spacer 13, so that the displacement two pistons 12 and 12 “, or 12 'and 12"' of a pair causes a similar displacement of the pistons 12 and 12 ", or 12 'and 12"' of the other pair.
• the pairs of pistons 12 and 12 ", 12 'and 12"' are attached to the spacer 13 via pairs of arms 131 and 131 ', 131 "and 131"' of the spacer 13 connected to the spacer body 133, as illustrated in FIG. 6.
• the pairs of arms are respectively connected on the one hand and the another of the spacer body 133 so that the longitudinal axis of one arm 131 or 131 'of one pair coincides with the longitudinal axis of one arm 131 "or 131"' of the other pair.
• the longitudinal axes of the arms 131, 131 ', 131 "and 131"' are respectively merged with the longitudinal axes of the rolls 1 1, 1 1 ', 1 1 "and 1 1”'.
• each distal end of the arms 131, 131 ', 131 "and 131"' of the spacer is respectively secured to the foot 31, 31 ', 31 "and 31"' of a connecting rod 30. , 30 ', 30 "and 30"'.
• Said rods 30 and 30 ' are respectively secured by their head 32, 32' to a spreader 40
• each crossbar 40, 40 ' can be respectively integral with a single rod 30 or 30', and 30 "or 30" '.
• Two pairs of rods are respectively formed by the rods 30 and 30 'and by the rods 30 "and 30"'.
• the connecting rods 30 and 30 ', and 30 "and 30"' of each pair are diagonally opposite, as illustrated by FIGS. 5 and 6.
• “Diagonally opposite” means that the connecting rods of each pair of connecting rods are respectively associated with the arms of each pair of arms, and that the respective longitudinal axes of the arms which are associated with the rods of the same pair are distant from one another.
• each crossbar 40 and 40 ' is respectively associated with a pair of connecting rods 30 and 30', and 30 "and 30" 'diagonally opposite
• the spreaders 40 and 40' are caused to describe, around the crank pin 21 , a reciprocating rotational movement, inverted with respect to each other.
• the rotational movement of one of the spreaders 40 or 40 ' is symmetrical to the rotational movement of the other spreader 40 or 40' according to a plane of symmetry parallel to the plane P '.
• the angle formed by the longitudinal axis of one of the spreaders 40 or 40 'with the plane P is opposite to the angle formed by the longitudinal axis of the other spreader 40 or 40' with said plane P, relative to at this plane P.
• this reciprocating movement allows the connecting rod heads 32, 32 ', 32 "and 32"' to describe a non-circular trajectory during operation of the internal combustion engine 10 , that is to say, during the rotation of the spreaders 40 and 40 'around the axis of rotation of the journals 22.
• a combustion can be carried out concomitantly in the combustion chamber of each cylinder 1 1 and 1 1 “, or 1 1 'and 1 1”' of the same pair.
• the thrust forces produced by the combustion are transmitted by the pistons 12 and 12 ', or 12 “and 12"' respectively engaged in the cylinders 1 1 and 1 1 ", or 1 1 'and 1 1”' of said pair to other pistons 12 and 12 ', or 12 "and 12"' and comprise only an axial component.
• the axial guidance of one of the pistons during its sliding in the cylinder with which it is associated, is provided by the sliding of the other pistons in the respective cylinders with which they are associated.
• the pistons do not generate transverse forces. This arrangement advantageously makes it possible to significantly reduce the second-order inertia forces.
• the internal combustion engine 10 comprises two cylinders according to the first embodiment described above, except that they are coaxial.
• a piston is slidably engaged in each cylinder.
• the internal combustion engine 10 comprises a crank-handle mechanism, as shown in FIG. 7, identical to that of the first embodiment, with the exception of the configuration of the spacer 13.
• the pistons are kinematically interconnected via the arms 131 and 131 'of the spacer 13.
• the arms 131 and 131 ' are coaxial and are arranged on either side of the spacer body 133.
• the longitudinal axes of the arms 131 and 131' and the axis of rotation of the journals 22 of the crankshaft 20 are inscribed in the same plane M.
• This plane M is for example a median plane of the spacer 13.
• the legs 31 and 31 'of the rods 30 and 30' are respectively integral with the spacer body 133 at two points substantially diametrically opposite one another relative to the axis of rotation of the journals 22.
• the rods 30 and 30 ' are respectively integral by their head 32 and 32' at each end of the spreader 40.
• a first and a second spreader 40 and 40 ' can be arranged on either side of the spacer 13 and arranged in rotation around the crank pin 21.
• the internal combustion engine 10 then comprises two pairs of connecting rods, each pair of connecting rods being secured to a spreader as described above.
• the spacer 13 is provided with an opening 132 configured so that one of the journals 22 of the crankshaft 20 is adapted to evolve through said opening 132 during the sliding of said spacer 13.
• the opening 132 preferably extends along a longitudinal axis parallel to the respective longitudinal axes AA 'and BB' of the rolls 1 1 and 1 1 '.
• the spacer 13 comprises arms 131, 131 'according to one of the embodiments described above, connected on either side of the spacer body 133, and at the end of each of which is fixed a piston 12 or 12 '.
• the crank-handle mechanism also comprises, for example, two connecting rods 30, 30 'respectively secured by their foot 31, 31' to the arms 131, 131 'or to the body 133, and by their head 32, 32' to the spreader 40.
• one of the connecting rods 30 or 30 'exerts a traction force on the spreader 40, and the other exerts a thrust force on the spreader 40.
• the internal combustion engine 10 may comprise more or fewer cylinders than the engine according to the embodiments of the invention described above.
• the number of piston is the same as the number of cylinder.
• the motor 10 to internal combustion comprises sets of two or four cylinders arranged in series, juxtaposed to each other, along the axis of rotation of the trunnions, and sharing a single crankshaft.
• the internal combustion engine 10 preferably comprises two sets of two or four cylinders, each cylinder assembly being associated with pistons in kinematic relation with a connecting rod-crank mechanism according to one of the embodiments of the invention described above.
• the crankshaft comprises two crank pins, arranged for example, at one hundred and eighty degrees relative to each other, on each of which are adjusted in rotation, one or two pedals.
• a spreader is preferably secured to two connecting rods, and is therefore associated with two pistons. Therefore, the number of rudder is equal to half the number of cylinder.
• crank link mechanism has been described in the context of a combustion engine, but can be used in an engine operating with other types of energy, such as a pressurized fluid.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
• Transmission Devices (AREA)

Priority Applications (1)

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Publications (2)

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• 2017
  • 2017-05-23 ES ES17732494T patent/ES2894448T3/es active Active
  • 2017-05-23 CA CA3064675A patent/CA3064675A1/fr active Pending
  • 2017-05-23 CN CN201780091132.1A patent/CN110914516B/zh active Active
  • 2017-05-23 WO PCT/FR2017/051267 patent/WO2018215698A1/fr active Application Filing
  • 2017-05-23 US US16/616,040 patent/US10900413B2/en active Active
  • 2017-05-23 RU RU2019137580A patent/RU2733157C1/ru active
  • 2017-05-23 EP EP17732494.4A patent/EP3631168B1/de active Active
  • 2017-05-23 MA MA48713A patent/MA48713B1/fr unknown
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