EP3631168B1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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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
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EP
European Patent Office
Prior art keywords
internal combustion
cylinders
spacer
pistons
combustion engine
Prior art date
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Application number
EP17732494.4A
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German (de)
English (en)
French (fr)
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EP3631168A1 (fr
Inventor
Jean Eugène PONS
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Pons Engine
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Pons Engine
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Filing date
Publication date
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Priority to PL17732494T priority Critical patent/PL3631168T3/pl
Publication of EP3631168A1 publication Critical patent/EP3631168A1/fr
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Publication of EP3631168B1 publication Critical patent/EP3631168B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/32—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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transmission Devices (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
EP17732494.4A 2017-05-23 2017-05-23 Moteur à combustion interne Active EP3631168B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL17732494T PL3631168T3 (pl) 2017-05-23 2017-05-23 Silnik o spalaniu wewnętrznym

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/FR2017/051267 WO2018215698A1 (fr) 2017-05-23 2017-05-23 Moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP3631168A1 EP3631168A1 (fr) 2020-04-08
EP3631168B1 true EP3631168B1 (fr) 2021-07-07

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EP17732494.4A Active EP3631168B1 (fr) 2017-05-23 2017-05-23 Moteur à combustion interne

Country Status (9)

Country Link
US (1) US10900413B2 (ru)
EP (1) EP3631168B1 (ru)
CN (1) CN110914516B (ru)
CA (1) CA3064675A1 (ru)
ES (1) ES2894448T3 (ru)
MA (1) MA48713B1 (ru)
PL (1) PL3631168T3 (ru)
RU (1) RU2733157C1 (ru)
WO (1) WO2018215698A1 (ru)

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EP4065817A1 (en) * 2019-11-29 2022-10-05 Arben MANI Hydra-mechanical dual engine

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Publication number Priority date Publication date Assignee Title
CH202053A (fr) 1936-12-15 1938-12-31 Tilling Stevens Limited Moteur comportant au moins une paire de cylindres diamétralement opposés.
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WO2018215698A1 (fr) 2018-11-29
CA3064675A1 (fr) 2018-11-29
US20200088094A1 (en) 2020-03-19
MA48713B1 (fr) 2021-10-29
EP3631168A1 (fr) 2020-04-08
US10900413B2 (en) 2021-01-26
ES2894448T3 (es) 2022-02-14
CN110914516A (zh) 2020-03-24
PL3631168T3 (pl) 2022-01-24
RU2733157C1 (ru) 2020-09-29
CN110914516B (zh) 2021-05-25
MA48713A (fr) 2020-04-08

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