EP3631168B1 - Internal combustion engine - Google Patents
Internal combustion engine Download PDFInfo
- Publication number
- EP3631168B1 EP3631168B1 EP17732494.4A EP17732494A EP3631168B1 EP 3631168 B1 EP3631168 B1 EP 3631168B1 EP 17732494 A EP17732494 A EP 17732494A EP 3631168 B1 EP3631168 B1 EP 3631168B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- internal combustion
- cylinders
- spacer
- pistons
- combustion engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000002485 combustion reaction Methods 0.000 title claims description 98
- 125000006850 spacer group Chemical group 0.000 claims description 50
- 230000007246 mechanism Effects 0.000 claims description 19
- 239000000203 mixture Substances 0.000 description 22
- 239000000446 fuel Substances 0.000 description 11
- 239000007789 gas Substances 0.000 description 10
- 230000001133 acceleration Effects 0.000 description 5
- 238000006073 displacement reaction Methods 0.000 description 4
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 125000004122 cyclic group Chemical group 0.000 description 2
- 230000036541 health Effects 0.000 description 2
- 230000009466 transformation Effects 0.000 description 2
- 239000004215 Carbon black (E152) Substances 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000002028 premature Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
Images
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 a continuous circular motion from a reciprocating rectilinear motion, and relates more particularly to an engine, in particular of the so-called type, with internal combustion.
- the transformation of a continuous circular movement from an alternating rectilinear movement is carried out by means of a mechanism called a connecting rod-crank.
- This mechanism is generally implemented in internal combustion engines in order to deliver a torque capable of setting a vehicle in motion.
- an internal combustion engine comprises a crankshaft provided with one or more crank pins, the or each crank pin forming a crank around which a connecting rod pivots by one of its ends, called a connecting rod head.
- the connecting rod by its opposite end, called the connecting rod end, is hingedly fixed to a piston slidably fitted in a cylinder.
- the piston forms with the cylinder, a working chamber, inside the so-called “combustion chamber” cylinder, in which combustion of a mixture of gas, such as air, and fuel, such as air, is carried out. than a hydrocarbon.
- This combustion causing the mixture to expand, generates a thrust force on the piston which transmits, via the connecting rod, part of this force to the crankshaft pin, in order to drive the crankshaft in rotation.
- the operating cycle of an internal combustion engine comprises a phase of admitting a mixture of fresh gas and fuel, into the combustion chamber of the or each cylinder, followed by a phase of compressing this mixture by the or each piston, then the respective combustion phases of the mixture, generating an increase in the pressure in the combustion chamber, and burnt gas expansion, and finally a burnt gas exhaust phase.
- the stroke of the piston, in the cylinder, is limited by two extreme positions, respectively called top dead center, in which the volume of the combustion chamber is minimum, and bottom dead center, in which the volume of the combustion chamber is maximum. .
- 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 as a function of the angular position of the crankpin, one speaks of obliquity of the connecting rod.
- This obliqueness 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 failure. of the crankshaft.
- the obliqueness of the connecting rod is also the cause of strong accelerations and decelerations of the piston during its travel between the top and bottom dead centers, and vice versa. These strong accelerations and decelerations generate so-called “second order” inertia forces. These second order forces vary twice per crankshaft revolution and can be the cause of the appearance of significant internal mechanical stresses in the moving parts of the engine.
- the low efficiency of internal combustion engines is also due to the fact that the combustion of the gas and fuel mixture is incomplete. Indeed, due to incomplete combustion, the power that the fuel can potentially provide in the combustion chamber is not fully utilized.
- the piston when the piston is near 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 five to ten degree rotation. of the crankshaft.
- the maximum mixture pressure is reached when the piston is at top dead center.
- the pistons of 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 which can be the cause of the parts breaking.
- WO 2014/011122 A1 discloses an internal combustion engine according to the preamble of claim 1 and forming part of the prior art.
- the object of the present invention is to overcome the aforementioned drawbacks by proposing an internal combustion engine, with high efficiency, light and compact.
- integral By the term “integral” is meant “fixed movable in rotation”.
- the translational guidance of a piston is performed 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 is 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 efficiency of the engine is substantially increased.
- the lifter is adapted to describe an alternating rotational movement around the crankpin during the translation of the pistons in the cylinders, so as to cause the head of the connecting rod (s) to describe a non-circular path.
- the arrival and departure speed of each piston at top dead center is relatively low compared to engines of the state of the art, so that the time during which each piston moves in the vicinity of top dead center is relatively high compared to the 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. crankshaft degrees.
- the piston maintains a high pressure long enough in the combustion chamber for combustion to be substantially complete.
- the gases released no longer include (or include in negligible quantities) unburned gases, a source of atmospheric pollution and harmful to human health.
- the combustion phase is carried out during a rotation of about one hundred and twenty degrees of the crankshaft.
- Substantially complete combustion also generates a gain in engine efficiency, and therefore a reduction in fuel consumption.
- the quantity of fuel necessary for the operation of the engine is less for the internal combustion engine which is the subject of the invention than for an internal combustion engine of the state of the art.
- the fuel consumption of the engine which is the subject of the invention is more than 60% less than the fuel consumption of an engine of the state of the art. .
- the invention also meets the following characteristics, implemented separately or in each of their technically operative combinations.
- the arms of the spacer are connected to a spacer body comprising an opening through which the crankshaft is able to move.
- 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 suitable for withstanding the mechanical stresses resulting from these forces.
- the journals or the crankshaft pin are able to move through the opening of the spacer, depending on the configuration of said opening.
- the internal combustion engine comprises two connecting rods respectively secured to the spacer by their foot, and respectively secured to one of the ends of the lifter by their head.
- the connecting rods may be respectively secured to the arms or to the spacer body, preferably at two respective points substantially diametrically opposed to each other with respect 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 comprising 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 distributed in two pairs connected on either side of a spacer body.
- the internal combustion engine comprises two lifting beams movable in rotation around the crankpin, a connecting rod being secured by its head to at least one of the ends of each lifting beam.
- 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 of the ends of the spreaders by their head.
- the internal combustion engine comprising 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 are in a kinematic relationship with the same crankshaft.
- the internal combustion engine according to the invention has the particular advantage of having, at identical 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 approximately three times less than an engine of the state of the art.
- the present invention relates to an internal combustion engine 10 comprising cylinders in each of which a piston is slidably engaged, so as to form a combustion chamber, known to those skilled in the art.
- the pistons are in a kinematic relationship with a connecting rod-crank mechanism intended to transmit 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 and each comprising an opening.
- the cylinders 11, 11 ' are not coaxial and are preferably arranged on either side, 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 face each other.
- Each cylinder 11, 11 ' is adapted to receive a piston 12, 12' engaged in sliding, by its opening, between two extreme positions, respectively called “top dead center” and “bottom dead center”.
- the connecting rod-crank 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 translational movement of one of the pistons 12 or 12' causes a analogous displacement of the other piston.
- the figure 3 when a piston 12 'is at top dead center, the other piston 12 is at bottom dead center, and vice versa.
- the spacer 13 comprises two arms, 131, 131 ', for example parallel.
- the arms 131, 131 'of the spacer 13 extend between a first end, called proximal, by which the arms 131, 131' are connected on either side of a spacer body 133 13, and a second end, called 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 any defects in the parallelism 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 fixed.
- the connecting rod-crank mechanism also comprises a crankshaft 20 provided with a crank pin 21 interposed between two journals 22, and at least one balancing weight 23 known to those skilled in the art.
- the journals 22 are mounted so as to be able to rotate, for example, in bearings known per se.
- the body 133 of the spacer 13 is provided with an opening 132 configured to receive the crank pin 21, and through which said crank pin 21 is able to move, during, for example, 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 cylinders 11 and 11'.
- the body 133 of the spacer 13 can 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 located equidistant from each of the respective longitudinal axes AA 'and BB of the cylinders 11, 11'.
- the connecting rod-crank mechanism also includes at least one connecting rod 30 integral, by one of its ends called “connecting rod end” 31, to the distal end of one of the arms 131 or 131 ′, and by its other end, called “connecting rod end” 32 to a lifter 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 be able to dimension the length of the connecting rod in an optimum manner so as to limit the second order inertia forces.
- the connecting rod-crank mechanism comprises two connecting rods 30 and 30 'respectively secured by their foot 31 or 31' at the distal end of one of the arms 131 or 131 ', and by their head 32 or 32' to a lifter 40.
- the connecting rod ends 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 lifter 40 comprises a central opening through which it is mounted in rotation around the crank pin 21, for example by means of a sliding bearing known per se.
- the center of the lifter 40 is defined as the point with respect to which any point on the periphery of the lifter has a symmetrical point.
- the lifter 40 extends along a longitudinal axis CC 'and has two ends on either side of the crankpin 21.
- each of the ends of the lifter 40 is integral with 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 lifter 40.
- the lifter 40 is able to drive each big end 32, 32 'to describe a different path from the circular path described by the crank pin 21 of the crankshaft, during operation of the internal combustion engine 10.
- the lifter 40 causes each big end 32 to describe a substantially non-circular path.
- the connecting rods 32 and 32 'and the lifting beam 40 are dimensioned so that, when the pistons are at mid-distance, the connecting rods 30 and 30 'are substantially parallel.
- the distance between the center of the lifter 40 and the axis of rotation of each big end 32 on the lifter 40 represents a lever arm. Therefore, the magnitude of the moment of force generated on the end of the lifter 40 is proportional to the length of this distance.
- the connecting rod 30 or 30' integral with the arm 131 or 131 'to which said piston 12 or 12' is attached, pivots around its foot 31 or 31 ', between two extreme angular positions, as shown in broken lines in figure 2 .
- Each connecting rod 31 and 31 ' is adapted so that its head 32 or 32' describes, during an operating cycle of the engine, an arc of a circle at an angle ⁇ .
- the longitudinal axis CC' of the lifter 40 forms an angle ⁇ with the median plane P, as shown schematically in Figure figure 1 . Furthermore, when the pistons 12 and 12 'occupy the top dead center and bottom dead center positions, the longitudinal axis CC' is parallel to the median plane P, as shown in figure 3 .
- the lifter 40 is then subjected, during the displacement of the pistons 12 and 12 'between their two extreme positions, to an alternating rotational movement around the crankpin 21, at an angle ⁇ with respect to the median plane P.
- the lifter 40 therefore describes a movement composed of a circular translation around the axis of rotation of the journals 22 and of an alternating rotation around the crankpin 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 centers.
- a high pressure close to the maximum pressure of the mixture is maintained longer by said piston 12 or 12' than in a prior art motor.
- the term high pressure, close to the maximum pressure of the mixture is understood to mean a pressure of between ninety and one hundred percent of maximum pressure.
- the maximum pressure of the mixture is the pressure of the mixture when the piston 12 or 12 'is at top dead center.
- the length of time during which high pressure is applied to the mixture is representative of approximately twenty five degrees of crankshaft rotation.
- the high pressure is maintained long enough by said piston within the combustion chamber, to obtain substantially complete combustion of the mixture during the combustion phase.
- this alternating rotation of the lifter 40 makes it possible in particular 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 ', 11 "and 11”' each comprising an opening. Said cylinders are arranged in pairs, on either side of a median plane P ', the longitudinal axis of cylinders 11, 11', 11 "and 11"'being perpendicular to this plane P'.
- said cylinders are arranged symmetrically on either side, and at a distance from the median plane P ', so that the cylinders 11, 11 "of a pair are respectively coaxial with the cylinders 11', 11"'of the other pair, and that the openings of said cylinders 11, 11 "are arranged opposite the openings of cylinders 11 ', 11"'.
- the internal combustion engine 10 according to the second embodiment has a connecting rod-crank mechanism similar to that of the first embodiment, except for the number of cylinders, and therefore of the piston, spacer arm and connecting rod. .
- the axis of rotation of the journals 22 of the crankshaft 20 is located equidistant from all of the cylinders 11, 11 ', 11 "and 11"', for example, inscribed in the plane P '.
- the four pistons 12, 12 ', 12 "and 12"' are kinematically linked to each other through the spacer 13, so that the displacement of two pistons 12 and 12 “, or 12 'and 12'" of one 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 fixed to the spacer 13 by means of pairs of arms 131 and 131 ', 131 "and 131"' of the spacer 13 connected to the spacer body 133, as illustrated by figure 6 .
- the pairs of arms are respectively connected on either side of the spacer body 133 so that the longitudinal axis of an arm 131 or 131 'of a pair coincides with the longitudinal axis of an arm 131 "or 131"'of the other pair.
- the longitudinal axes of the arms 131, 131 ', 131 "and 131"' are respectively coincident with the longitudinal axes of the cylinders 11, 11 ', 11 "and 11"'.
- 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 connecting rods 30 and 30 ' are respectively secured by their head 32, 32' to a lifter 40
- each spreader 40, 40 ' can be respectively integral with a single connecting rod 30 or 30', and 30 "or 30"'.
- Two pairs of connecting rods are respectively formed by the connecting rods 30 and 30 'and by the connecting rods 30 "and 30"'.
- the connecting rods 30 and 30 ', and 30 "and 30"' of each pair are diagonally opposed, as illustrated by the figures 5 and 6 .
- diagonally opposed is meant 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 with which the connecting rods of the same pair are associated are distant from one another. the other.
- two spreaders 40 and 40 ' are mounted to be able to rotate around the crank pin 21.
- the spreaders 40 and 40' are arranged, for example, on either side of the spacer 13, on the crankpin 21.
- this reciprocating rotational movement allows the connecting rod heads 32, 32 ', 32 "and 32"' to describe a non-circular path during the 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.
- combustion can be carried out concomitantly in the combustion chamber of each cylinder 11 and 11 ", or 11 'and 11"' 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 11 and 11 ", or 11 'and 11”' of said pair to the other pistons 12 and 12 ', or 12 "and 12"' and include only an axial component.
- the axial guidance of one of the pistons during its sliding in the cylinder to which it is associated, is provided by the sliding of the other pistons in the respective cylinders with which they are associated.
- the pistons therefore 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. Analogously to the other embodiments of the invention, a piston is slidably engaged in each cylinder.
- the internal combustion engine 10 comprises a connecting rod-crank mechanism, as shown by FIG. figure 7 , identical to that of the first embodiment, except for the configuration of the spacer 13.
- the pistons are kinematically linked together by means of 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 feet 31 and 31 'of the connecting rods 30 and 30' are respectively integral with the spacer body 133, at two points substantially diametrically opposed to each other with respect to the axis of rotation of the journals 22.
- the connecting rods 30 and 30 ' are respectively secured by their heads 32 and 32' to each of the ends of the lifter 40.
- a first and a second lifter 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 of the two. pairs of connecting rods being integral with a lifter 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 move 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 cylinders 11 and 11 '.
- the spacer 13 comprises arms 131, 131 'in accordance with 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 connecting rod-crank 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 lifter 40.
- one of the connecting rods 30 or 30 'exerts a tensile force on the lifter 40, and the other exerts a thrust force on the lifter 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 journals, 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 relationship with a connecting rod-crank mechanism according to one of the embodiments of the invention described above.
- the crankshaft comprises two crankpins, arranged for example, at one hundred and eighty degrees with respect to each other, on each of which are adjusted in rotation, one or two pedals.
- a lifter is preferably integral with two connecting rods, and is therefore associated with two pistons. Therefore, the number of lifter is equal to half of the number of cylinder.
Description
L'invention appartient au domaine des systèmes de transformation de mouvement aptes à générer un mouvement continu circulaire à partir d'un mouvement rectiligne alternatif, et concerne plus particulièrement un moteur, notamment du type dit, à combustion interne.The invention belongs to the field of motion transformation systems capable of generating a continuous circular motion from a reciprocating rectilinear motion, and relates more particularly to an engine, in particular of the so-called type, with internal combustion.
La transformation d'un mouvement continu circulaire à partir d'un mouvement rectiligne alternatif est réalisée par l'intermédiaire d'un mécanisme dit bielle-manivelle. Ce mécanisme est généralement mis en œuvre dans les moteurs à combustion interne afin de délivrer un couple apte à mettre en mouvement un véhicule.The transformation of a continuous circular movement from an alternating rectilinear movement is carried out by means of a mechanism called a connecting rod-crank. This mechanism is generally implemented in internal combustion engines in order to deliver a torque capable of setting a vehicle in motion.
Typiquement, un moteur à combustion interne comprend un vilebrequin doté d'un ou plusieurs manetons, le ou chaque maneton formant une manivelle autour de laquelle pivote une bielle par l'une de ses extrémités, appelée tête de bielle. La bielle, par son extrémité opposée, appelée pied de bielle, est fixée de manière articulée à un piston ajusté en coulissement dans un cylindre. Le piston forme avec le cylindre, une chambre de travail, à l'intérieur du cylindre dite « chambre de combustion », dans laquelle est réalisée une combustion d'un mélange de gaz, tel que de l'air, et de carburant, tel qu'un hydrocarbure. Cette combustion, provoquant la dilatation du mélange, génère un effort de poussée sur le piston qui transmet, par l'intermédiaire de la bielle, une partie de cet effort sur le maneton du vilebrequin, en vu d'entraîner le vilebrequin en rotation.Typically, an internal combustion engine comprises a crankshaft provided with one or more crank pins, the or each crank pin forming a crank around which a connecting rod pivots by one of its ends, called a connecting rod head. The connecting rod, by its opposite end, called the connecting rod end, is hingedly fixed to a piston slidably fitted in a cylinder. The piston forms with the cylinder, a working chamber, inside the so-called "combustion chamber" cylinder, in which combustion of a mixture of gas, such as air, and fuel, such as air, is carried out. than a hydrocarbon. This combustion, causing the mixture to expand, generates a thrust force on the piston which transmits, via the connecting rod, part of this force to the crankshaft pin, in order to drive the crankshaft in rotation.
Le cycle de fonctionnement d'un moteur à combustion interne comprend une phase d'admission d'un mélange de gaz frais et de carburant, dans la chambre de combustion du ou de chaque cylindre, suivi d'une phase de compression de ce mélange par le ou chaque piston, puis des phases respectives de combustion du mélange, générant une augmentation de la pression dans la chambre de combustion, et de détente des gaz brulés, et enfin une phase d'échappement des gaz brulés.The operating cycle of an internal combustion engine comprises a phase of admitting a mixture of fresh gas and fuel, into the combustion chamber of the or each cylinder, followed by a phase of compressing this mixture by the or each piston, then the respective combustion phases of the mixture, generating an increase in the pressure in the combustion chamber, and burnt gas expansion, and finally a burnt gas exhaust phase.
La course du piston, dans le cylindre, est bornée par deux positions extrêmes, respectivement appelées point mort haut, dans laquelle le volume de la chambre de combustion est minimale, et point mort bas, dans laquelle le volume de la chambre de combustion est maximale.The stroke of the piston, in the cylinder, is limited by two extreme positions, respectively called top dead center, in which the volume of the combustion chamber is minimum, and bottom dead center, in which the volume of the combustion chamber is maximum. .
Un des inconvénients des moteurs à combustion interne de l'état de l'art est son faible rendement. Par rendement, on entend le rapport entre la puissance mécanique fournie par le vilebrequin et à la puissance fournie par le carburant nécessaire à la combustion du mélange de gaz et de carburant.One of the drawbacks of internal combustion engines of the state of the art is their low efficiency. The term “efficiency” is understood to mean the ratio between the mechanical power supplied by the crankshaft and the power supplied by the fuel necessary for the combustion of the mixture of gas and fuel.
La faiblesse du rendement des moteurs à combustion interne de l'état de l'art est notamment due aux frottements générés par les nombreuses pièces en mouvement composant la chaîne cinématique de ces moteurs.The low efficiency of internal combustion engines of the state of the art is in particular due to the friction generated by the numerous moving parts making up the kinematic chain of these engines.
Ces frottements sont en partie générés par la course du piston le long du cylindre. En effet, lors de la course du piston, la bielle forme un angle avec l'axe d'une génératrice du cylindre, variant en fonction de la position angulaire du maneton, on parle d'obliquité de la bielle. Cette obliquité atteint une valeur maximale lorsque le piston est à mi-distance entre le point mort haut et le point mort bas. Du fait de la valeur relativement élevée de cet angle, le piston génère des efforts transversaux, c'est-à-dire perpendiculaires à l'axe longitudinal du cylindre, lors de son coulissement le long du cylindre. Par ailleurs, en plus de générer des frottements pouvant provoquer une usure prématurée des pièces en mouvement, ces efforts peuvent générer une fatigue mécanique du vilebrequin, sous l'action de contraintes mécaniques cycliques, et par conséquent être à l'origine d'une rupture du vilebrequin.This friction is partly generated by the stroke of the piston along the cylinder. Indeed, during the stroke of the piston, the connecting rod forms an angle with the axis of a generatrix of the cylinder, varying as a function of the angular position of the crankpin, one speaks of obliquity of the connecting rod. This obliqueness 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. Moreover, in addition to generating friction that can cause premature wear of moving parts, these forces can generate mechanical fatigue of the crankshaft, under the action of cyclic mechanical stresses, and therefore be the cause of failure. of the crankshaft.
L'obliquité de la bielle est également à l'origine de fortes accélérations et décélérations du piston lors de sa course entre les points morts haut et bas, et inversement. Ces fortes accélérations et décélérations génèrent des forces d'inertie dites de « deuxième ordre ». Ces forces de deuxième ordre varient deux fois par tour de vilebrequin et peuvent être à l'origine de l'apparition de contraintes mécaniques internes importantes dans les éléments en mouvement du moteur.The obliqueness of the connecting rod is also the cause of strong accelerations and decelerations of the piston during its travel between the top and bottom dead centers, and vice versa. These strong accelerations and decelerations generate so-called “second order” inertia forces. These second order forces vary twice per crankshaft revolution and can be the cause of the appearance of significant internal mechanical stresses in the moving parts of the engine.
Le faible rendement des moteurs à combustion interne est également dû au fait que la combustion du mélange de gaz et de carburant est incomplète. En effet, du fait de la combustion incomplète, la puissance que peut potentiellement fournir le carburant dans la chambre de combustion n'est pas entièrement exploitée.The low efficiency of internal combustion engines is also due to the fact that the combustion of the gas and fuel mixture is incomplete. Indeed, due to incomplete combustion, the power that the fuel can potentially provide in the combustion chamber is not fully utilized.
Le fait que la combustion est incomplète a notamment pour origine les durées insuffisantes des phases de compression et de combustion. En effet, le piston ne demeure pas suffisamment longtemps au voisinage du point mort haut de sorte à maintenir le mélange à une compression élevé suffisamment longtemps pour assurer une combustion sensiblement complète. En effet, de part la structure du mécanisme bielle-manivelle des moteurs de l'état de l'art, la rotation de la bielle autour du maneton du vilebrequin soumet le piston à une forte accélération linéaire immédiatement après avoir atteint le point mort haut.The fact that the combustion is incomplete is due in particular to the insufficient durations of the compression and combustion phases. Indeed, the piston does not remain long enough in the vicinity of the top dead center so as to maintain the mixture at high compression long enough to ensure substantially complete combustion. In fact, due to the structure of the connecting rod-crank mechanism of state-of-the-art engines, the rotation of the connecting rod around the crankshaft crankpin subjects the piston to a strong linear acceleration immediately after having reached top dead center.
A titre d'exemple, lorsque le piston est au voisinage du point mort haut, le piston est entraîné à comprimer le mélange entre quatre-vingt dix et cent pour cent de la pression maximale du mélange lors d'une rotation de cinq à dix degrés du vilebrequin. La pression maximale du mélange est atteinte lorsque le piston est au point mort haut.For example, when the piston is near 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 five to ten degree rotation. of the crankshaft. The maximum mixture pressure is reached when the piston is at top dead center.
Le fait que la combustion soit inachevée génère également un problème de pollution atmosphérique dans la mesure où des gaz non brulés, sont dégagés lors de la phase de d'échappement. Ces gaz non brulés sont également nocifs pour la santé humaine.The fact that the combustion is incomplete also generates a problem of atmospheric pollution insofar as unburned gases are released during the exhaust phase. These unburned gases are also harmful to human health.
Par ailleurs, les pistons des moteurs à combustion interne de l'état de l'art sont soumis à des cycles de forte accélération et décélération. De ce fait, les pistons génèrent des forces d'inertie agissant sur le vilebrequin de manière cyclique. Outre une fatigue mécanique subie par ces pièces, ces sollicitations cycliques génèrent des vibrations pouvant être à l'origine de la rupture de pièces.Furthermore, the pistons of internal combustion engines of the state of the art are subjected to cycles of strong acceleration and deceleration. As a result, the pistons generate inertial forces acting on the crankshaft cyclically. In addition to the mechanical fatigue undergone by these parts, these cyclic stresses generate vibrations which can be the cause of the parts breaking.
Un autre inconvénient des moteurs à combustion interne de l'état de la technique réside dans leur poids élevé, dû au nombre important de pièce qu'ils comportent. Ce poids élevé a pour incidence, notamment, de nécessiter une puissance importante pour déplacer le véhicule comportant le moteur, et par conséquent, de générer une consommation importante de carburant. Par ailleurs, le fait que les moteurs à combustion interne présente un poids élevé complexifie les opérations de maintenance.Another drawback of internal combustion engines of the state of the art lies in their high weight, due to the large number of parts that they include. This high weight has the effect, in particular, of requiring significant power to move the vehicle comprising the engine, and by therefore, to generate significant fuel consumption. Furthermore, the fact that internal combustion engines have a high weight complicates maintenance operations.
La présente invention a pour objectif de palier les inconvénients susmentionnés en proposant un moteur à combustion interne, à haut rendement, léger et compact.The object of the present invention is to overcome the aforementioned drawbacks by proposing an internal combustion engine, with high efficiency, light and compact.
La présente invention vise notamment, selon un premier aspect, un moteur à combustion interne comportant au moins deux cylindres d'axes longitudinaux parallèles, chaque cylindre comportant une ouverture et un piston adapté à translater à l'intérieur dudit cylindre, lesdites ouvertures respectives desdits cylindres se faisant face, lesdits pistons étant en relation cinématique avec un mécanisme bielle-manivelle comportant :
- une entretoise reliant lesdits pistons, adaptée à maintenir un écartement fixe entre lesdits pistons de sorte qu'un déplacement en translation d'un piston entraîne le même déplacement en translation pour l'autre piston, lesdits pistons étant respectivement fixés à des bras de ladite entretoise,
- un vilebrequin mobile en rotation autour d'un axe, agencé entre les ouvertures des cylindres et entre les axes longitudinaux desdits cylindres, ledit vilebrequin comportant un maneton,
- un palonnier mobile en rotation autour du maneton, comportant deux extrémités agencées de part et d'autre dudit maneton,
- au moins une bielle comportant une première extrémité, dite « pied », solidaire de l'entretoise, et une seconde extrémité, dite « tête », solidaire d'une des extrémités du palonnier
- a spacer connecting said pistons, adapted to maintain a fixed spacing between said pistons so that a translational movement of one piston causes the same translational movement for the other piston, said pistons being respectively fixed to arms of said spacer ,
- a crankshaft movable in rotation about an axis, arranged between the openings of the cylinders and between the longitudinal axes of said cylinders, said crankshaft comprising a crank pin,
- a lifting beam movable in rotation around the crankpin, comprising two ends arranged on either side of said crankpin,
- at least one connecting rod comprising a first end, called "foot", integral with the spacer, and a second end, called "head", integral with one of the ends of the lifter
Par le terme « solidaire », on entend « fixé mobile en rotation ».By the term “integral” is meant “fixed movable in rotation”.
Du fait de ces caractéristiques, le guidage en translation d'un piston est réalisé par l'autre piston. De ce fait, les pistons sont soumis essentiellement à des efforts axiaux, lors de la combustion du mélange, et génèrent peu ou pas d'efforts transversaux dans les cylindres lors de leur coulissement. Les frottements générés par le coulissement des pistons dans les cylindres sont alors négligeables par rapport aux frottements générés par le coulissement des pistons dans les cylindres des moteurs de l'état de l'art. Le rendement du moteur s'en retrouve substantiellement augmenté.Because of these characteristics, the translational guidance of a piston is performed by the other piston. As a result, 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 is 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 efficiency of the engine is substantially increased.
De plus, le palonnier est adapté à décrire un mouvement de rotation alternatif autour du maneton lors de la translation des pistons dans les cylindres, de manière à entraîner la tête de la ou des bielles à décrire une trajectoire non circulaire. Ainsi, la vitesse d'arrivée et de départ de chaque piston au point mort haut est relativement réduite par rapport aux moteurs de l'état de l'art, de sorte que la durée pendant laquelle chaque piston évolue au voisinage du point mort haut est relativement élevée par rapport aux moteurs de l'état de l'art. A titre d'exemple, lorsque le piston est au voisinage du point mort haut, le piston est entraîné à comprimer le mélange entre quatre-vingt dix et cent pour cent de la pression maximale du mélange lors d'une rotation d'environ vingt cinq degrés du vilebrequin.In addition, the lifter is adapted to describe an alternating rotational movement around the crankpin during the translation of the pistons in the cylinders, so as to cause the head of the connecting rod (s) to describe a non-circular path. Thus, the arrival and departure speed of each piston at top dead center is relatively low compared to engines of the state of the art, so that the time during which each piston moves in the vicinity of top dead center is relatively high compared to the state of the art engines. For example, when the piston is near 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 about twenty five. crankshaft degrees.
De ce fait, le piston maintien une pression élevée suffisamment longtemps dans la chambre de combustion pour que la combustion soit sensiblement complète. Ainsi, les gaz rejetés ne comprennent plus (ou comprennent en quantité négligeable) de gaz non brulés, source de pollution atmosphérique et nocifs pour la santé humaine. A d'exemple, la phase de combustion est réalisée lors d'une rotation d'environ cent vingt degrés du vilebrequin.As a result, the piston maintains a high pressure long enough in the combustion chamber for combustion to be substantially complete. Thus, the gases released no longer include (or include in negligible quantities) unburned gases, a source of atmospheric pollution and harmful to human health. For example, the combustion phase is carried out during a rotation of about one hundred and twenty degrees of the crankshaft.
La combustion sensiblement complète génère également un gain de rendement du moteur, et donc une réduction de la consommation de carburant. A puissance égale, la quantité nécessaire de carburant pour le fonctionnement du moteur est moins importante pour le moteur à combustion interne objet de l'invention que pour un moteur à combustion interne de l'état de la technique. A titre d'exemple, à puissance égale et dans les mêmes conditions de fonctionnement, la consommation de carburant du moteur objet de l'invention est plus de 60% inférieure à la consommation de carburant d'un moteur de l'état de la technique.Substantially complete combustion also generates a gain in engine efficiency, and therefore a reduction in fuel consumption. At equal power, the quantity of fuel necessary for the operation of the engine is less for the internal combustion engine which is the subject of the invention than for an internal combustion engine of the state of the art. By way of example, at equal power and under the same operating conditions, the fuel consumption of the engine which is the subject of the invention is more than 60% less than the fuel consumption of an engine of the state of the art. .
Dans des modes particuliers de réalisation, l'invention répond en outre aux caractéristiques suivantes, mises en œuvre séparément ou en chacune de leurs combinaisons techniquement opérantes.In particular embodiments, the invention also meets the following characteristics, implemented separately or in each of their technically operative combinations.
Dans des modes particuliers de réalisation de l'invention, les bras de l'entretoise sont reliés à un corps d'entretoise comprenant une ouverture à travers laquelle le vilebrequin est apte à évoluer.In particular embodiments of the invention, the arms of the spacer are connected to a spacer body comprising an opening through which the crankshaft is able to move.
Grâce à ces caractéristiques, l'entretoise est plus rigide et est donc plus adaptée à restituer les efforts transmis par le pistons lors de la phase de combustion du mélange. De plus, l'entretoise est plus adaptée à résister aux contraintes mécaniques résultants de ces efforts.Thanks to these characteristics, 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. In addition, the spacer is more suitable for withstanding the mechanical stresses resulting from these forces.
Les tourillons ou le maneton du vilebrequin sont aptes à évoluer à travers l'ouverture de l'entretoise, selon la configuration de ladite ouverture.The journals or the crankshaft pin are able to move through the opening of the spacer, depending on the configuration of said opening.
Dans des modes particuliers de réalisation, le moteur à combustion interne comprend deux bielles respectivement solidaires de l'entretoise par leur pied, et respectivement solidaires d'une des extrémités du palonnier par leur tête.In particular embodiments, the internal combustion engine comprises two connecting rods respectively secured to the spacer by their foot, and respectively secured to one of the ends of the lifter by their head.
Les pieds de bielle peuvent être respectivement solidaires des bras ou du corps d'entretoise, préférentiellement en deux points respectifs sensiblement diamétralement opposés l'un à l'autre par rapport à l'axe de rotation des tourillons du vilebrequin.The connecting rods may be respectively secured to the arms or to the spacer body, preferably at two respective points substantially diametrically opposed to each other with respect to the axis of rotation of the crankshaft journals.
Dans des modes particuliers de réalisation de l'invention, le moteur à combustion interne comprenant quatre cylindres agencés par paires, symétriquement disposés de part et d'autre d'un plan médian P comportant l'axe de rotation du vilebrequin, de sorte que l'axe longitudinal des cylindres soit perpendiculaire au plan P.In particular embodiments of the invention, the internal combustion engine comprising four cylinders arranged in pairs, symmetrically arranged on either side of a median plane P comprising the axis of rotation of the crankshaft, so that the 'longitudinal axis of the cylinders is perpendicular to the plane P.
Dans des modes particuliers de réalisation de l'invention, l'entretoise comprend quatre bras répartis en deux paires reliées de part et d'autre d'un corps d'entretoise.In particular embodiments of the invention, the spacer comprises four arms distributed in two pairs connected on either side of a spacer body.
Dans des modes particuliers de réalisation de l'invention, le moteur à combustion interne comprend deux palonniers mobiles en rotation autour du maneton, une bielle étant solidaire par sa tête à au moins une des extrémités de chaque palonniers.In particular embodiments of the invention, the internal combustion engine comprises two lifting beams movable in rotation around the crankpin, a connecting rod being secured by its head to at least one of the ends of each lifting beam.
Selon d'autres caractéristiques, le moteur à combustion interne comprend quatre bielles respectivement solidaires d'un des bras de l'entretoise par leur pied, et respectivement solidaires d'une des extrémités des palonniers par leur tête.According to other characteristics, 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 of the ends of the spreaders by their head.
Selon un autre mode de réalisation de l'invention, le moteur à combustion interne comprenant une pluralité d'ensembles de quatre cylindres juxtaposés les uns aux autres selon l'axe de rotation du vilebrequin, de sorte que les pistons de chaque ensemble de quatre cylindre soient en relation cinématique avec un même vilebrequin.According to another embodiment of the invention, the internal combustion engine comprising 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 are in a kinematic relationship with the same crankshaft.
Dans ses divers aspects, le moteur à combustion interne selon l'invention a notamment pour avantage, de présenter à puissance identique, des dimensions plus réduites et une masse plus faible, du fait de la disposition des cylindres et de la faible longueur du vilebrequin. A titre d'exemple, à puissance égale, le moteur à combustion selon l'invention présente une masse et un volume environ trois fois inférieur à un moteur de l'état de l'art.In its various aspects, the internal combustion engine according to the invention has the particular advantage of having, at identical power, smaller dimensions and a lower mass, due to the arrangement of the cylinders and the short length of the crankshaft. By way of example, at equal power, the combustion engine according to the invention has a mass and a volume approximately three times less than an engine of the state of the art.
L'invention sera mieux comprise à la lecture de la description suivante, donnée à titre d'exemple nullement limitatif, et faite en se référant aux figures qui représentent :
-
figure 1 : une vue schématique d'un premier mode de réalisation d'un moteur à combustion interne, les pistons étant à mi-course, -
figure 2 : une vue de certains éléments isolés du moteur à combustion interne selon lafigure 1 , -
figure 3 : une vue schématique du moteur à combustion interne selon lafigure 1 , les pistons étant dans une position extrême, -
figure 4 : une vue de certains éléments isolés du moteur à combustion interne selon lafigure 3 , -
figure 5 : une vue schématique d'un moteur à combustion interne selon un deuxième mode de réalisation de l'invention, les pistons étant à mi-course, -
figure 6 : une vue de certains éléments isolés du moteur à combustion interne selon lafigure 5 , -
figure 7 : une vue schématique d'un mécanisme bielle-manivelle d'un moteur à combustion interne selon un troisième mode de réalisation de l'invention, -
figure 8 : une vue schématique d'un exemple de réalisation d'un mécanisme bielle-manivelle d'un moteur à combustion interne selon l'invention.
-
figure 1 : a schematic view of a first embodiment of an internal combustion engine, the pistons being at mid-stroke, -
figure 2 : a view of some isolated elements of the internal combustion engine according to thefigure 1 , -
figure 3 : a schematic view of the internal combustion engine according tofigure 1 , the pistons being in an extreme position, -
figure 4 : a view of some isolated elements of the internal combustion engine according to thefigure 3 , -
figure 5 : a schematic view of an internal combustion engine according to a second embodiment of the invention, the pistons being at mid-stroke, -
figure 6 : a view of some isolated elements of the internal combustion engine according to thefigure 5 , -
figure 7 : a schematic view of a connecting rod-crank mechanism of an internal combustion engine according to a third embodiment of the invention, -
figure 8 : a schematic view of an exemplary embodiment of a connecting rod-crank mechanism of an internal combustion engine according to the invention.
La présente invention concerne un moteur 10 à combustion interne comprenant des cylindres dans chacun desquels est engagé en coulissement un piston, de manière à former une chambre de combustion, connue de l'homme du métier. Les pistons sont en relation cinématique avec un mécanisme bielle-manivelle destiné à transmettre un couple apte à entraîner, par exemple, un véhicule en mouvement.The present invention relates to an
Dans un premier mode de réalisation de l'invention, tel que représenté par les
Chaque cylindre 11, 11' est adapté à recevoir un piston 12, 12' engagé en coulissement, par son ouverture, entre deux positions extrêmes, respectivement appelées « point mort haut » et « point mort bas ».Each
Dans le premier mode de réalisation de l'invention, le mécanisme bielle-manivelle comprend une entretoise 13 reliant les pistons 12 et 12', et à laquelle lesdits pistons 12 et 12' sont rigidement fixés. L'entretoise 13 est adaptée à maintenir un écartement fixe entre les deux pistons 12, 12', de sorte que le déplacement en translation d'un des pistons 12 ou 12' entraîne un déplacement analogue de l'autre piston. Ainsi, comme représenté par la
Comme représenté par les
Il y a lieu de noter que, sur les
Le mécanisme bielle-manivelle comprend également un vilebrequin 20 doté d'un maneton 21 interposé entre deux tourillons 22, et d'au moins une masselotte d'équilibrage 23 connue de l'homme du métier. Les tourillons 22 sont montés mobiles en rotation, par exemple, dans des paliers connus en soi.The connecting rod-crank mechanism also comprises a
Dans l'exemple non limitatif illustré par la
De manière alternative, le corps 133 de l'entretoise 13 peut être configuré de telle sorte qu'il ne comprend pas d'ouverture.Alternatively, the
Préférentiellement, l'axe de rotation des tourillons 22 du vilebrequin 20 est inscrit dans le plan médian P, et que ledit axe est situé à équidistance de chacun des axes longitudinaux AA' et BB respectifs des cylindres 11, 11'.Preferably, the axis of rotation of the
Le mécanisme bielle-manivelle comprend également au moins une bielle 30 solidaire, par une de ses extrémités dite « pied de bielle » 31, à l'extrémité distale d'un des bras 131 ou 131', et par son autre extrémité, dite « tête de bielle » 32 à un palonnier 40.The connecting rod-crank mechanism also includes at least one connecting
Dans d'autres exemples de réalisation, la bielle 30 peut également être solidaire par son pied 31, en tout point le long des bras 131 ou 131'. Cette disposition permet avantageusement de pouvoir dimensionner la longueur de la bielle de manière optimale de sorte à limiter les efforts d'inertie de deuxième ordre.In other exemplary embodiments, the connecting
Dans l'exemple de réalisation non limitatif représenté par les
Comme schématiquement représenté sur
Le palonnier 40 s'étend selon un axe longitudinal CC' et comporte deux extrémités de part et d'autre du maneton 21.The
Préférentiellement, chacune des extrémités du palonnier 40 est solidaire d'une tête de bielle 32, 32', par des moyens connus en soi, tel qu'un arbre logé dans des alésages pratiqués respectivement dans les têtes 32, 32' des bielles 30, 30' et dans les extrémités du palonnier 40.Preferably, each of the ends of the
Le palonnier 40 est apte à entraîner chaque tête de bielle 32, 32' à décrire une trajectoire différente de la trajectoire circulaire décrite par le maneton 21 du vilebrequin, lors du fonctionnement du moteur 10 à combustion interne. Avantageusement, le palonnier 40 entraîne chaque tête de bielle 32 à décrire une trajectoire sensiblement non circulaire.The
Les bielles 32 et 32' et le palonnier 40 sont dimensionnés de sorte que, lorsque les pistons sont à mi-distance, les bielles 30 et 30' sont sensiblement parallèles.The connecting
Lors du cycle de fonctionnement du moteur 10 à combustion interne objet de la présente invention, lorsqu'une combustion est générée dans la chambre de combustion d'un cylindre 11 ou 11', un effort de poussée est produit sur un piston 12 ou 12' agencé en coulissement dans ledit cylindre. Ledit piston transmet alors, par le biais de l'entretoise 13, une partie de cet effort aux bielles 30 et 30'. Les bielles 30 et 30' transmettent ces efforts aux extrémités respectives du palonnier 40 auxquelles elles sont solidaires, créant un moment de force entraînant la rotation dudit palonnier 40 autour du maneton 21, et provoquant de fait la rotation du maneton 21 autour de l'axe de rotation des tourillons 22. Il y a lieu de noter que les efforts appliqués par les bielles sur le palonnier sont caractérisés, pour l'une des bielles, par un effort de traction sur le palonnier 40, et pour l'autre, par un effort de poussée sur le palonnier 40.During the operating cycle of the
La distance entre le centre du palonnier 40 et l'axe de rotation de chaque tête de bielle 32 sur le palonnier 40 représente un bras de levier. Par conséquent, l'intensité du moment de force généré sur l'extrémité du palonnier 40 est proportionnelle à la longueur de cette distance.The distance between the center of the
Ces dispositions permettent de pouvoir réduire les dimensions des cylindres 11, 11' et des pistons 12, 12', tout en permettant au vilebrequin de délivrer un couple relativement élevé. Pour un couple délivré par le vilebrequin d'une valeur donnée, les dimensions des pistons et cylindres du moteur 10 objet de la présente invention sont donc inférieures à celles des moteurs de l'état de l'art.These arrangements make it possible to reduce the dimensions of the
Les deux pistons 12 et 12' étant cinématiquement liés entre eux grâce à l'entretoise 13, l'effort de poussée produit sur un des pistons 12 ou 12', lors de la combustion, est également en partie transmis à l'autre piston 12 ou 12'. Le guidage axial d'un des pistons 12 ou 12', lors de son coulissement dans le cylindre 11 ou 11' auquel il est associé, est assuré par l'autre piston 12 ou 12' en coulissant dans le cylindre 11 ou 11' auquel il est associé. De ce fait, les pistons 12 et 12' sont soumis essentiellement à des efforts axiaux et génèrent peu ou pas d'efforts transversaux dans les cylindres 11, 11' lors de leur coulissement. Cette disposition permet avantageusement de réduire de manière significative les efforts d'inertie de deuxième ordre.The two
Lors du déplacement des pistons 12 et 12' entre les points morts haut et bas, et inversement, les efforts des bielles 30 et 30' sur le palonnier 40 conduisent ledit palonnier 40 à décrire sensiblement un mouvement de translation circulaire autour de l'axe de rotation des tourillons 22.When the
Lors du déplacement d'un piston 12 ou 12' d'une de ses positions extrêmes à l'autre, la bielle 30 ou 30' solidaire du bras 131 ou 131' auquel ledit piston 12 ou 12' est fixé, pivote autour de son pied 31 ou 31', entre deux positions angulaires extrêmes, comme représenté en trait discontinu en
Lorsque les pistons 12 et 12' sont respectivement à mi-distance entre les positions de point mort haut et point mort bas, l'axe longitudinal CC' du palonnier 40 forme un angle β avec le plan médian P, comme représenté schématiquement sur la
Le palonnier 40 est alors soumis, lors du déplacement des pistons 12 et 12' entre leurs deux positions extrêmes, à un mouvement de rotation alternatif autour du maneton 21, d'un angle β par rapport au plan médian P.The
Le palonnier 40 décrit donc un mouvement composé d'une translation circulaire autour de l'axe de rotation des tourillons 22 et d'une rotation alternative autour du maneton 21.The
Cette rotation alternative permet avantageusement aux pistons 12 et 12' de rester un maximum de temps au voisinage des points morts haut et bas.This alternative rotation advantageously allows the
Ainsi, lors du fonctionnement du moteur 10 à combustion interne, lorsque le piston 12 ou 12' est au point mort haut, une pression élevée, proche de la pression maximale du mélange est maintenue plus longtemps par ledit piston 12 ou 12' que dans un moteur de l'art antérieur. On entend par pression élevée, proche de la pression maximale du mélange, une pression comprise entre quatre-vingt dix et cent pour cent de la pression maximale. La pression maximale du mélange est la pression du mélange lorsque le piston 12 ou 12' est au point mort haut. Le laps de temps durant lequel une pression élevée est appliquée sur le mélange est représentatif d'environ vingt cinq degrés de rotation du vilebrequin.Thus, during the operation of the
Avantageusement, la pression élevée est maintenue suffisamment longtemps par ledit piston au sein de la chambre de combustion, pour obtenir une combustion sensiblement complète du mélange lors de la phase de combustion.Advantageously, the high pressure is maintained long enough by said piston within the combustion chamber, to obtain substantially complete combustion of the mixture during the combustion phase.
Par ailleurs, cette rotation alternative du palonnier 40 permet notamment de fortement limiter l'accélération du piston 12, 12' due à l'obliquité des bielles.Moreover, this alternating rotation of the
Dans un deuxième mode de réalisation, telle que schématiquement représentée sur les
Le moteur 10 à combustion interne selon le deuxième mode de réalisation présente un mécanisme bielle-manivelle analogue à celui du premier mode de réalisation, à l'exception du nombre de cylindres, et par conséquent de piston, de bras d'entretoise et de bielle.The
Préférentiellement, pour des raisons d'équilibre des masses en mouvement, l'axe de rotation des tourillons 22 du vilebrequin 20 est situé à équidistance de l'ensemble des cylindres 11, 11', 11" et 11"', par exemple, inscrit dans le plan P'.Preferably, for reasons of balance of the moving masses, the axis of rotation of the
Les quatre pistons 12, 12', 12" et 12"' sont cinématiquement liés les uns aux autres par l'intermédiaire de l'entretoise 13, de sorte que le déplacement de deux pistons 12 et 12", ou 12' et 12'" d'une paire entraîne un déplacement analogue des pistons 12 et 12", ou 12' et 12"' de l'autre paire.The four
De manière analogue au premier mode de réalisation, les paires de pistons 12 et 12", 12' et 12"' sont fixés à l'entretoise 13 par l'intermédiaire de paires de bras 131 et 131', 131" et 131"' de l'entretoise 13 relié au corps 133 d'entretoise, comme illustré par la
Comme schématiquement représenté sur la
Avantageusement, les bielles 30 et 30', et 30" et 30"' de chaque paire sont diagonalement opposées, comme illustré par les
Dans ce mode de réalisation de l'invention, deux palonniers 40 et 40' sont montés mobiles en rotation autour du maneton 21. Les palonniers 40 et 40' sont disposés, par exemple, de part et d'autre de l'entretoise 13, sur le maneton 21.In this embodiment of the invention, two
Ainsi, lors du déplacement des pistons 12, 12', 12" et 12"' entre les points morts haut et bas et inversement, les efforts des bielles 30, 30', 30" et 30"' sur chacun des palonniers 40 et 40' entraînent chaque dit palonnier à décrire sensiblement un mouvement de translation circulaire autour de l'axe de rotation des tourillons 22.Thus, when moving the
Toutefois, dans la mesure où chaque palonnier 40 et 40' est respectivement associé avec une paire de bielles 30 et 30', et 30" et 30"' diagonalement opposées, les palonniers 40 et 40' sont amenés à décrire, autour du maneton 21, un mouvement de rotation alternatif, inversé l'un par rapport à l'autre. Autrement dit, le mouvement de rotation d'un des palonniers 40 ou 40' est symétrique au mouvement de rotation de l'autre palonnier 40 ou 40' selon un plan de symétrie parallèle au plan P'. L'angle formé par l'axe longitudinal d'un des palonniers 40 ou 40' avec le plan P est opposé à l'angle formé par l'axe longitudinal de l'autre palonnier 40 ou 40' avec ledit plan P, par rapport à ce plan P.However, insofar as each
Ainsi, de la même manière que pour le premier mode de réalisation, ce mouvement de rotation alternatif permet aux têtes de bielles 32, 32', 32" et 32"' de décrire une trajectoire non circulaire lors du fonctionnement du moteur 10 à combustion interne, c'est-à-dire, lors de la rotation des palonniers 40 et 40' autour de l'axe de rotation des tourillons 22.Thus, in the same manner as for the first embodiment, this reciprocating rotational movement allows the connecting rod heads 32, 32 ', 32 "and 32"' to describe a non-circular path during the operation of the
De ce fait, durant les courses des pistons 12, 12', 12", 12"' respectivement dans les cylindres 11, 11', 11", 11"', lesdits pistons demeurent suffisamment longtemps au point mort haut pour maintenir une pression élevée suffisamment longtemps par le piston au sein de la chambre de combustion, pour obtenir une combustion sensiblement complète du mélange.Therefore, during the strokes of the
Avantageusement, une combustion peut être réalisée de manière concomitante dans la chambre de combustion de chaque cylindre 11 et 11", ou 11' et 11"' d'une même paire. Les efforts de poussée produits par la combustion sont transmis par les pistons 12 et 12', ou 12" et 12"' respectivement engagés dans les cylindres 11 et 11", ou 11' et 11"' de ladite paire aux autres pistons 12 et 12', ou 12" et 12"' et comprennent uniquement une composante axiale. Le guidage axial d'un des pistons lors de son coulissement dans le cylindre auquel il est associé, est assuré par le coulissement des autres pistons dans les cylindres respectifs auxquels ils sont associés. Les pistons ne génèrent donc pas d'efforts transversaux. Cette disposition permet avantageusement de réduire de manière significative les efforts d'inertie de deuxième ordre.Advantageously, combustion can be carried out concomitantly in the combustion chamber of each
Dans un troisième mode de réalisation de l'invention, le moteur 10 à combustion interne comprend deux cylindres conformes au premier mode de réalisation décrit ci-avant, à l'exception qu'ils sont coaxiaux. De manière analogue aux autres modes de réalisation de l'invention, un piston est engagé en coulissement dans chaque cylindre.In a third embodiment of the invention, the
Le moteur 10 à combustion interne selon le troisième mode de réalisation comprend un mécanisme bielle-manivelle, tel que représenté par la
Plus particulièrement, de manière analogue au premier mode de réalisation, les pistons sont cinématiquement liés entre eux par l'intermédiaire des bras 131 et 131' de l'entretoise 13. Toutefois, dans ce mode de réalisation de l'invention, les bras 131 et 131' sont coaxiaux et sont agencés de part et d'autre du corps d'entretoise 133. Préférentiellement, les axes longitudinaux des bras 131 et 131' et l'axe de rotation des tourillons 22 du vilebrequin 20 sont inscrits dans un même plan M. Ce plan M est par exemple un plan médian de l'entretoise 13.More particularly, analogously to the first embodiment, the pistons are kinematically linked together by means of the
Les pieds 31 et 31' des bielles 30 et 30' sont respectivement solidaires au corps d'entretoise 133, en deux points sensiblement diamétralement opposées l'un à l'autre par rapport à l'axe de rotation des tourillons 22. Les bielles 30 et 30' sont respectivement solidaires par leur tête 32 et 32' à chacune des extrémités du palonnier 40.The
Alternativement, un premier et un second palonnier 40 et 40' peuvent être disposés de part et d'autre de l'entretoise 13 et agencés en rotation autour du maneton 21. Le moteur 10 à combustion interne comprend alors deux paires de bielles, chacune des paires de bielle étant solidaire d'un palonnier comme décrit ci-avant.Alternatively, a first and a
Dans un autre exemple de réalisation du mécanisme bielle-manivelle tel que représenté par la
Le mécanisme bielle-manivelle comprend également, par exemple, deux bielles 30, 30' respectivement solidaires par leur pied 31, 31' aux bras 131, 131' ou au corps 133, et par leur tête 32, 32' au palonnier 40.The connecting rod-crank mechanism also comprises, for example, two connecting
Ainsi, de manière analogue au cycle de fonctionnement du moteur 10 à combustion interne décrit précédemment, lorsqu'une combustion est générée dans la chambre de combustion d'un cylindre 11 ou 11', un effort de poussée est produit sur un piston 12 ou 12' agencé en coulissement dans ledit cylindre. Ledit piston transmet alors, par le biais de l'entretoise 13, une partie de cet effort aux bielles 30, 30'. Les bielles 30, 30' transmettent cet effort aux extrémités du palonnier 40 auxquelles elles sont respectivement solidaires, créant un moment de force entraînant la rotation dudit palonnier 40 autour du maneton 21, et provoquant de fait la rotation du maneton 21 autour de l'axe de rotation des tourillons 22.Thus, analogously to the operating cycle of the
De la même manière que pour les modes de réalisation précédemment décrits, une des bielles 30 ou 30' exerce un effort de traction sur le palonnier 40, et l'autre exerce un effort de poussée sur le palonnier 40.In the same way as for the embodiments described above, one of the connecting
Dans d'autres modes de réalisation de l'invention, non représentés sur les figures, le moteur 10 à combustion interne peut comprendre plus ou moins de cylindres que le moteur selon les modes de réalisation de l'invention précédemment décrits. Le nombre de piston est le même que le nombre de cylindre.In other embodiments of the invention, not shown in the figures, the
Dans d'autres modes de réalisation de l'invention, le moteur 10 à combustion interne comprend des ensembles de deux ou quatre cylindres disposés en série, juxtaposés les uns aux autres, selon l'axe de rotation des tourillons, et partageant un unique vilebrequin. Le moteur 10 à combustion interne comprend préférentiellement deux ensembles de deux ou quatre cylindres, chaque ensemble de cylindre étant associé à des pistons en relation cinématique avec un mécanisme bielle-manivelle conforme à l'un des modes de réalisation de l'invention décrits précédemment. Plus précisément, le vilebrequin comprend deux manetons, agencés par exemple, à cent quatre-vingt degrés l'un par rapport à l'autre, sur chacun desquels sont ajustés en rotation, un ou deux palonniers. Il y a lieu de noter qu'un palonnier est préférentiellement solidaire de deux bielles, et est donc associé à deux pistons. Par conséquent, le nombre de palonnier est égal à la moitié du nombre de cylindre.In other embodiments of the invention, the
De manière plus générale, il est à noter que les modes de réalisation considérés ci-dessus ont été décrits à titre d'exemples non limitatifs, et que d'autres variantes sont par conséquent envisageables.More generally, it should be noted that the embodiments considered above have been described by way of nonlimiting examples, and that other variants can therefore be envisaged.
Claims (8)
- An internal combustion engine (10) comprising at least two cylinders (11, 11') with parallel longitudinal axes, each cylinder comprising an opening and a piston (12, 12') capable of moving in translation inside said cylinder, said respective openings in said cylinders facing one another, said pistons being in kinematic relation with a connecting rod/crank mechanism, said connecting rod/crank mechanism comprising:- a spacer (13) connecting said pistons, adapted to maintain a fixed spacing between said pistons, such that a translational movement of one piston causes the other piston to perform the same translational movement, said pistons being respectively attached to arms (131, 131') of said spacer,- a crankshaft (20) rotatably mounted about an axis, arranged between the openings in the cylinders and between the longitudinal axes of said cylinders, said crankshaft comprising a crank pin (21),- at least one connecting rod (30) comprising a first end, referred to as the "small end" (31), secured to the spacer, and a second end, referred to as the "big end" (32),characterized in that the connecting rod/crank mechanism comprises a rocker (40) rotatably mounted about the crank pin, comprising two ends arranged on either side of said crank pin, and in that the second end, referred to as the "big end", is secured to one of the ends of the rocker.
- The internal combustion engine (10) as claimed in claim 1, in which the arms (131, 131') of the spacer (13) are connected to a spacer body (133) including an opening (132) through which the crankshaft (20) is capable of moving.
- The internal combustion engine (10) as claimed in either of claims 1 and 2, comprising two connecting rods (30, 30'), respectively secured to the spacer (13) by their small end (31, 31'), and respectively secured to one of the ends of the rocker (40, 40') by their big end (32, 32').
- The internal combustion engine (10) as claimed in one of claims 1 to 3, comprising four cylinders (11, 11', 11", 11"') arranged in pairs, arranged symmetrically on either side of a median plane P in which the axis of rotation of the crankshaft is inscribed, so that the longitudinal axis of the cylinders is perpendicular to the plane P.
- The internal combustion engine (10) as claimed in claim 4, in which the spacer (13) comprises four arms (131, 131', 131", 131"') distributed in two pairs connected on either side of a spacer body (133).
- The internal combustion engine (10) as claimed in either of claims 4 and 5, comprising two rockers (40, 40') rotatably mounted about the crank pin (21), a connecting rod (30, 30") being secured by its big end to at least one of the ends of each rocker.
- The internal combustion engine (10) as claimed in one of claims 4 to 6, comprising four connecting rods (30, 30', 30", 30"'), respectively secured to one of the arms (131, 131', 131", 131"') of the spacer (13) by their small end (31, 31', 31", 31"'), and respectively secured to one of the ends of the rockers (40, 40') by their big end (32, 32', 32", 32"').
- The internal combustion engine (10) as claimed in one of claims 4 to 7, comprising a plurality of sets of four cylinders juxtaposed with one another along the axis of rotation of the crankshaft, in such a way that the pistons of each set of four cylinders are in kinematic relation with the same crankshaft.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PL17732494T PL3631168T3 (en) | 2017-05-23 | 2017-05-23 | Internal combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/FR2017/051267 WO2018215698A1 (en) | 2017-05-23 | 2017-05-23 | Internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3631168A1 EP3631168A1 (en) | 2020-04-08 |
EP3631168B1 true EP3631168B1 (en) | 2021-07-07 |
Family
ID=59153210
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP17732494.4A Active EP3631168B1 (en) | 2017-05-23 | 2017-05-23 | Internal combustion engine |
Country Status (9)
Country | Link |
---|---|
US (1) | US10900413B2 (en) |
EP (1) | EP3631168B1 (en) |
CN (1) | CN110914516B (en) |
CA (1) | CA3064675A1 (en) |
ES (1) | ES2894448T3 (en) |
MA (1) | MA48713B1 (en) |
PL (1) | PL3631168T3 (en) |
RU (1) | RU2733157C1 (en) |
WO (1) | WO2018215698A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2021105745A1 (en) * | 2019-11-29 | 2021-06-03 | Mani Arben | Hydra-mechanical dual engine |
Family Cites Families (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CH202053A (en) * | 1936-12-15 | 1938-12-31 | Tilling Stevens Limited | Engine comprising at least one pair of diametrically opposed cylinders. |
GB755255A (en) * | 1953-03-06 | 1956-08-22 | Eric Sydney Symes | Improvements in or relating to internal combustion engines |
RU2019721C1 (en) * | 1992-07-15 | 1994-09-15 | Геня Те | Linear internal combustion engine |
DE19602703A1 (en) | 1995-08-24 | 1997-02-27 | Udo Wagener | Twin=port, two=stroke, high=speed engine |
KR20000029539A (en) * | 1996-07-26 | 2000-05-25 | 야나기사와 겐 | Rotational motion mechanism and engine |
RU2184864C1 (en) * | 2001-07-20 | 2002-07-10 | Анашин Дмитрий Викторович | Internal combustion engine |
CN101592077A (en) * | 2002-03-15 | 2009-12-02 | 先进动力科技公司 | Internal-combustion engine |
CN100593078C (en) * | 2004-04-29 | 2010-03-03 | 弗朗西斯科·哈维尔·路易斯·马丁内兹 | Balanced rotary engine |
RU2270925C1 (en) * | 2004-09-22 | 2006-02-27 | Дмитрий Викторович Анашин | Internal combustion engine |
WO2008131223A1 (en) * | 2007-04-23 | 2008-10-30 | New Power Concepts, Llc | Stirling cycle machine |
US9435202B2 (en) * | 2007-09-07 | 2016-09-06 | St. Mary Technology Llc | Compressed fluid motor, and compressed fluid powered vehicle |
WO2010150307A1 (en) * | 2009-06-23 | 2010-12-29 | Namikoshi Hiromichi | Internal combustion engine |
CN102733947B (en) * | 2012-07-07 | 2015-06-03 | 北京理工大学 | Contraposition two-stroke engine |
SK522012A3 (en) * | 2012-07-13 | 2014-09-04 | Ladislav Just | Rigid connection of two opposing pistons in one axis by double bridging. |
US10590841B2 (en) * | 2015-06-26 | 2020-03-17 | GM Global Technology Operations LLC | Single shaft dual expansion internal combustion engine |
-
2017
- 2017-05-23 MA MA48713A patent/MA48713B1/en unknown
- 2017-05-23 WO PCT/FR2017/051267 patent/WO2018215698A1/en active Application Filing
- 2017-05-23 US US16/616,040 patent/US10900413B2/en active Active
- 2017-05-23 EP EP17732494.4A patent/EP3631168B1/en active Active
- 2017-05-23 CA CA3064675A patent/CA3064675A1/en active Pending
- 2017-05-23 PL PL17732494T patent/PL3631168T3/en unknown
- 2017-05-23 CN CN201780091132.1A patent/CN110914516B/en active Active
- 2017-05-23 ES ES17732494T patent/ES2894448T3/en active Active
- 2017-05-23 RU RU2019137580A patent/RU2733157C1/en active
Non-Patent Citations (1)
Title |
---|
None * |
Also Published As
Publication number | Publication date |
---|---|
MA48713A (en) | 2020-04-08 |
MA48713B1 (en) | 2021-10-29 |
US20200088094A1 (en) | 2020-03-19 |
WO2018215698A1 (en) | 2018-11-29 |
EP3631168A1 (en) | 2020-04-08 |
CN110914516B (en) | 2021-05-25 |
PL3631168T3 (en) | 2022-01-24 |
US10900413B2 (en) | 2021-01-26 |
ES2894448T3 (en) | 2022-02-14 |
RU2733157C1 (en) | 2020-09-29 |
CN110914516A (en) | 2020-03-24 |
CA3064675A1 (en) | 2018-11-29 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
FR2870895A1 (en) | RADIAL PISTON PUMP WITH AN ECCENTRIC DRIVING BEARING RING. | |
EP3631168B1 (en) | Internal combustion engine | |
EP2279332B1 (en) | Internal combustion engine | |
FR2928694A1 (en) | ENGINE WITH VARIABLE VOLUME CHAMBER | |
EP0034958B1 (en) | Engine with rotary pistons having a cyclic speed variation and driving means | |
FR3046198A1 (en) | INTERNAL COMBUSTION ENGINE | |
WO2004111411A1 (en) | Semi-rotary internal combustion engine with overlapping cycles | |
FR2857408A1 (en) | Internal combustion engine, has moving unit with telescopic parts, protuberance, and recess for stroke of piston beyond top dead center during exhaust phase of engine, where piston performs stroke in combustion chamber | |
EP3983647B1 (en) | Internal combustion engine having a planetary gear set and reciprocating pistons | |
EP3004550B1 (en) | Device for converting movement and corresponding method | |
FR3103216A1 (en) | Control system for a piston-operated intake valve of a two-stroke engine | |
FR2856111A1 (en) | Internal combustion engine, has equalizing beam mounted pivotally around longitudinal adjusting axis, and controlled adjustment device displacing axis transversely with respect to engine block | |
FR3062188A1 (en) | BALANCING ARRANGEMENT AND BALANCING SYSTEM FOR BALANCING AN INTERNAL COMBUSTION ENGINE | |
FR3062186A1 (en) | BALANCING SYSTEM FOR BALANCING AN INTERNAL COMBUSTION ENGINE | |
FR3096425A1 (en) | Balancing method of an internal combustion engine | |
FR3062187A1 (en) | METHOD FOR BALANCING AN INTERNAL COMBUSTION ENGINE | |
FR2821643A1 (en) | COMPRESSED AIR ENGINE EXPANSION CHAMBER | |
EP0216976A1 (en) | Self-propelling engine/compressor unit | |
BE861936A (en) | PISTON ENGINE | |
FR2672084A1 (en) | Device for cinematic connection of rotary pistons and engine comprising this device | |
FR2807466A1 (en) | Internal combustion engine for motor vehicle has multiple rotary discs containing coupled pistons in opposing cylinders with offset operating cycles | |
BE338360A (en) | ||
CH343198A (en) | Torque converter | |
FR2866065A1 (en) | Internal combustion engine, has combustion chamber undergoing double variation of volume induced by alternative translation of piston to create four-strokes, where one variation acts through less elongation gaps close to top dead end | |
WO2015189530A1 (en) | Improved engine with side valves |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: UNKNOWN |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE |
|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE |
|
17P | Request for examination filed |
Effective date: 20200102 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
AX | Request for extension of the european patent |
Extension state: BA ME |
|
RBV | Designated contracting states (corrected) |
Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
DAX | Request for extension of the european patent (deleted) | ||
RAV | Requested validation state of the european patent: fee paid |
Extension state: MA Effective date: 20200102 |
|
RAP1 | Party data changed (applicant data changed or rights of an application transferred) |
Owner name: PONS ENGINE |
|
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: GRANT OF PATENT IS INTENDED |
|
INTG | Intention to grant announced |
Effective date: 20210115 |
|
GRAS | Grant fee paid |
Free format text: ORIGINAL CODE: EPIDOSNIGR3 |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE PATENT HAS BEEN GRANTED |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: FG4D Free format text: NOT ENGLISH |
|
REG | Reference to a national code |
Ref country code: AT Ref legal event code: REF Ref document number: 1408773 Country of ref document: AT Kind code of ref document: T Effective date: 20210715 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R096 Ref document number: 602017041653 Country of ref document: DE |
|
REG | Reference to a national code |
Ref country code: IE Ref legal event code: FG4D Free format text: LANGUAGE OF EP DOCUMENT: FRENCH |
|
REG | Reference to a national code |
Ref country code: LT Ref legal event code: MG9D |
|
REG | Reference to a national code |
Ref country code: SE Ref legal event code: TRGR |
|
REG | Reference to a national code |
Ref country code: MA Ref legal event code: VAGR Ref document number: 48713 Country of ref document: MA Kind code of ref document: B1 |
|
REG | Reference to a national code |
Ref country code: NL Ref legal event code: MP Effective date: 20210707 |
|
REG | Reference to a national code |
Ref country code: AT Ref legal event code: MK05 Ref document number: 1408773 Country of ref document: AT Kind code of ref document: T Effective date: 20210707 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: HR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20210707 Ref country code: RS Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20210707 Ref country code: NO Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20211007 Ref country code: NL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20210707 Ref country code: PT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20211108 Ref country code: FI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20210707 Ref country code: AT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20210707 Ref country code: BG Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20211007 Ref country code: LT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20210707 |
|
REG | Reference to a national code |
Ref country code: ES Ref legal event code: FG2A Ref document number: 2894448 Country of ref document: ES Kind code of ref document: T3 Effective date: 20220214 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: LV Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20210707 Ref country code: GR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20211008 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R097 Ref document number: 602017041653 Country of ref document: DE |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20210707 |
|
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SM Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20210707 Ref country code: SK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20210707 Ref country code: RO Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20210707 Ref country code: EE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20210707 Ref country code: CZ Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20210707 Ref country code: AL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20210707 |
|
26N | No opposition filed |
Effective date: 20220408 |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: PL |
|
REG | Reference to a national code |
Ref country code: BE Ref legal event code: MM Effective date: 20220531 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MC Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20210707 Ref country code: LU Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20220523 Ref country code: LI Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20220531 Ref country code: CH Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20220531 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: BE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20220531 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: IT Payment date: 20230420 Year of fee payment: 7 Ref country code: IE Payment date: 20230420 Year of fee payment: 7 Ref country code: ES Payment date: 20230601 Year of fee payment: 7 Ref country code: DE Payment date: 20230419 Year of fee payment: 7 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: SE Payment date: 20230419 Year of fee payment: 7 Ref country code: PL Payment date: 20230424 Year of fee payment: 7 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: GB Payment date: 20230420 Year of fee payment: 7 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20210707 Ref country code: CY Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20210707 |