WO1988000284A1 - Ignition-controlled mixed combustion cycle engine - Google Patents

Ignition-controlled mixed combustion cycle engine Download PDF

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Publication number
WO1988000284A1
WO1988000284A1 PCT/LU1987/000001 LU8700001W WO8800284A1 WO 1988000284 A1 WO1988000284 A1 WO 1988000284A1 LU 8700001 W LU8700001 W LU 8700001W WO 8800284 A1 WO8800284 A1 WO 8800284A1
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WO
WIPO (PCT)
Prior art keywords
cylinders
cylinder
crankshaft
cylinder block
elements
Prior art date
Application number
PCT/LU1987/000001
Other languages
French (fr)
Inventor
Gilbert Lucien Charles Henri Lo Van Avermaete
Original Assignee
Avermaete Gilbert
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Avermaete Gilbert filed Critical Avermaete Gilbert
Priority to BR8707409A priority Critical patent/BR8707409A/en
Publication of WO1988000284A1 publication Critical patent/WO1988000284A1/en

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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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/04—Engines with prolonged expansion in main cylinders
    • 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
    • F02B75/40—Other reciprocating-piston 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • 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
    • F02B2075/1812—Number of cylinders three

Definitions

  • the engine which is the subject of this patent has, near the end of the cylinder corresponding to the top dead center of the piston, a second cylinder and a third cylinder, the second cylinder forming an integral part of the first cylinder and the third cylinder communicating by a conduit with the first cylinder, a pis.ton being arranged in each of the second and third cylinders to delimit two chambers therein, injection means and means for igniting the mixture being arranged in the third cylinder.
  • the pistons of the second and third cylinders are driven in an alternating movement by means of crank pins offset between them by 180 ° on the shaft of a small crankshaft which forms with the camshaft a kinematic chain in which is located the cage of the coupler.
  • the purpose of the present invention is, above all, to make the above-mentioned engine more efficient and more reliable, so that it responds better than to date to the various difficulties of practical realization.
  • each cylinder has a corresponding piston; the first piston moving in the first cylinder used for the intake, compression, expansion and exhaust phases, this first piston depending, via a connecting rod, on the first crankshaft located in the cylinder block; the second piston moving in the second cylinder delimiting the combustion chamber where there are two spark plugs and a fuel injector; the third piston moving in the third cylinder delimiting the air reserve chamber.
  • the second and third pistons each dependent on a connecting rod and a crankpin offset by 180 ° from the second crankshaft also located in the cylinder block.
  • the first crankshaft being connected by a transmission to the second crankshaft via the coupler member located in a housing mounted on the cylinder block.
  • the gas pedal acting by known means of the coupler to vary the setting angle between the two crankshafts.
  • the invention applies equally well to two- or four-stroke cycle engines.
  • FIG. 1 is a partial view in broken section A-A of the transverse part of a two-stroke engine according to the invention
  • FIG. 2 is a broken sectional view in parallel planes B-B of the transverse part of a two-stroke engine according to the invention.
  • FIG. 3 is a partial view in broken section with parallel planes A '-A' of the transverse part of a two-stroke engine according to a variant of the invention
  • the angle of the triangle formed by the two sides opposite to the side of the triangle joining the second and third cylinders 7,13 locates the location of the first cylinder 2.
  • the corresponding orifices of the three cylinders 2,7,13 serving as passage for their pistons 1,6,12 are located in the lower part of the cylinder block 5, facing one of the two crankshafts 4 or 17 and the engine oil sump 18.
  • the two crankshafts 4,17 respectively centered on the corresponding cylinders 2 and 7,13 grouped in a triangle allow the locking of the planes of rotation of the three crankpins, in such a way that the plane of rotation of the crankpin of the first crankshaft 4 is inserted between the planes of rotation of the two crank pins of the second crankshaft 17.
  • This isolation has the advantage of reducing the distance between the two crankshafts 4,17 as well as that of the three cylinders 2,7,13, which has for cons a reduction in the size of the cylinder block 5.
  • the latter comprises means so that the transmission between the two crankshafts 4 and 17 takes place by a pair of pinions 19 and 20 forming part of the cylinder block 5; the first pinion 19, centered on the output shaft of the first crankshaft 4, drives the second pinion 20 in rotation.
  • the axis of transmission of the input gear of the cage of the coupler becomes integral with the axis 21 of the second pinion 20, while the transmission axis of the output gear of the coupler cage becomes integral with the output axis of the second crankshaft 17, known means acting on the coupler cage to vary the setting angle between the crankshafts 4 and 17.
  • the invention also relates to means for assembling the three cylinders 2,7,13. Each cylinder is made up of two elements
  • the first elements 22 of the cylinders 2,7,13 open at the two ends are either bored directly in the cylinder block 5, or designed in inserts to be received in suitable housings of the cylinder block 5, the seal being produced by the support of a flange at the top of the liners in a housing provided in the joint plane 28 of the cylinder block 5; the second elements 23 of the cylinders 2,7,13 closed at the end opposite to the junction of the two elements 22,
  • the inserts of the cylinder block 5 and the cylinder head 24 can be designed in one piece.
  • the first and second elements 22, 23 are juxtaposed axially to form the three cylinders 2,7,13.
  • the rotation of the first crankshaft 4 ensures the first piston 1 reciprocating in the first and second elements 22, 23 of the first cylinder 2.
  • the rotation of the second crankshaft 17 ensures reciprocating movement inversely proportional between the two pistons 6, 12 in the first and second elements 22, 23 corresponding to the second and third cylinder 7, 13.
  • the bottom of the second element 23 of the first cylinder 2 comprises an exhaust pipe 33 arranged in the cylinder head 24 communicating, via the two valves 30, 30 ', the cylinder 2.
  • the valves are actuated by a shaft with cams 31 and driven at the same speed of rotation by one of the two crankshafts 4 or 17.
  • Inlet lights 32 are arranged on the periphery of the first cylinder 2 so that they are uncovered or masked by the first piston 1 .
  • the space freed from the cylinder head 24 makes it possible to release three fixing orifices, one orifice for the fuel injector 11 and two orifices for the spark plugs including a first spark plug ignition 9 located on the periphery of the side opposite the connection of the distribution chamber 26 and a second spark plug 10 located at the connection of the distribution chamber 26 for more complete combustion of the combustion gases.
  • means are provided for positioning the two crankshafts 4,17 located in the cylinder block 5, so as to cause the heads of the three pistons 1,6, 12 to emerge cyclically, without their segmentation 25, au- beyond the first elements 22 of the three cylinders 2,7,13 of the cylinder block 5, the emergence of the heads of the three pistons 1,6,12 corresponding with the space reserved for the second elements 23 of the three cylinders 2,7,13 of the cylinder head 24.
  • Means are also provided by a recess 26 formed in the joint plane 27 of the cylinder head 24 in order to allow permanent intercommunication of the fluid between the three cylinders 2,7,13.
  • This recess 26 located in the center of the triangle formed by the three cylinders 2, 7, 13 extends to the cross and to the depth of the walls of the second elements 23 of the three cylinders 2,7,13 to form a distribution chamber 26 to three fluid transfer connections between the three cylinders 2,7,13 when the joint planes 27 and 28 of the cylinder head 24 and of the cylinder casing 5 are combined.
  • This distribution chamber 26 with three connections with a large transfer section facilitates massive transfers of the high frequency fluid between the three cylinders 2,7,13 in the compression, combustion and gas expansion phases.
  • means are also provided to allow one alternative intercommunication between the three cylinders 2,7,13 characterized by another recess 26 formed in the joint plane 27 of the cylinder head 24 and also located in the triangle formed by the three cylinders 2,7,13 without the recess 26 reaching the bottom of the second element 23 of the first cylinder 2.
  • the recess 26 also produces a distribution chamber 26 with three branches for transferring the fluid between the three cylinders 2,7,13.
  • the passage between the first cylinder 2 and the second and third cylinders 7, 13 is alternately open or closed.
  • the alternative intercommunication constitutes, after each injection of the fuel in the compression phase, an advance closure of the transfer of air to the combustion chamber 8 so that the time necessary for the homogenization of the mixture is established before combustion.
  • the compression of the air fluid in the cylinder 2 and the discharge into the combustion chambers 8 and the air reserve 14 of the second and third cylinders 7, 13 are carried out up to the plugging of the connection of the first cylinder 2.
  • the air fluid remaining in the first cylinder 2 is compressed in the space 29 between the first piston 1 at top dead center and the bottom of the first cylinder 2, this compression has a higher compression ratio than that of the cylinders 7 and 13.
  • the combustion gases from the chamber 8 and the compressed air from the reserve chamber 14 are mixed via the distribution chamber 26 and propelled from the opening of the connection in the first cylinder 2, the gases are then rediluted with the air fluid in space 29 expanded at the compression ratio of that of the cylinders 7, 13.

Abstract

The engine is characterized by an axial grouping of the three cylinders (2, 7, 13) gathered in a triangular configuration where is situated a distribution chamber (26) with three fluid transfer branches between the three cylinders (2, 7, 13). The first piston (1) depending via a piston-rod from the first crankshaft (4) moves in the first cylinder (2) used for the intake, compression, expansion and exhaust phases, the second piston (6) moves inside the second cylinder (7) delimiting the combustion chamber (8) where are provided two ignition spark plugs (9, 10) and a fuel injector (11), the third piston (12) moves in the third cylinder (13) (not shown) delimiting the air reserve chamber (14) (not shown). The second and third pistons (6, 12) depend each from a piston-rod and from a throw. The throws are offset between each other by 180° on the second crankshaft (17). The first crankshaft (4) is connected to the second crankshaft (17) via the coupler (not shown). The gas pedal (not shown) acts on the coupler in order to vary the timing angle between the two crankshafts (4, 7).

Description

"Moteur à cycle à combustion mixte à allumage commandé" . La présente invention concerne un moteur à cycle à combustion mixte à allumage commandé tel que décrit dans le brevet n° 84.574."Combustion cycle engine with positive ignition". The present invention relates to a mixed combustion cycle engine with spark ignition as described in patent n ° 84.574.
Le moteur faisant l'objet de ce brevet présente, à proximité de l'extrémité du cylindre correspondant au point mort haut du piston, un deuxième cylindre et un troisième cylindre, le deuxième cylindre faisant partie intégrante du premier cylindre et le troisième cylindre communiquant par un conduit avec le premier cylindre, un pis.ton étant agencé dans chacun des deuxième et troisième cylindres pour y délimiter deux chambres, des moyens d'injection et des moyens pour enflammer le mélange étant disposés dans le troisième cylindre.The engine which is the subject of this patent has, near the end of the cylinder corresponding to the top dead center of the piston, a second cylinder and a third cylinder, the second cylinder forming an integral part of the first cylinder and the third cylinder communicating by a conduit with the first cylinder, a pis.ton being arranged in each of the second and third cylinders to delimit two chambers therein, injection means and means for igniting the mixture being arranged in the third cylinder.
Dans ce brevet les pistons des deuxième et troisième cylindres sont animés d'un mouvement alternatif par l'intermédiaire de manetons décalés entre eux de 180° sur l'arbre d'un petit vilebrequin qui forme avec l'arbre à cames une chaîne cinématique dans laquelle est située la cage du coupleur.In this patent the pistons of the second and third cylinders are driven in an alternating movement by means of crank pins offset between them by 180 ° on the shaft of a small crankshaft which forms with the camshaft a kinematic chain in which is located the cage of the coupler.
Le but de la présente invention est, surtout, de rendre le moteur susdit plus performant et plus fiable, de manière qu'il réponde mieux que jusqu'à ce jour aux diverses difficultés de réalisation pratique.The purpose of the present invention is, above all, to make the above-mentioned engine more efficient and more reliable, so that it responds better than to date to the various difficulties of practical realization.
Pour cela, suivant l'invention, il a paru avantageux de réaliser un moteur qui comporte un regroupement axial des trois cylindres réunis en triangle permettant une centralisation parallèle des deux vilebrequins dans le carter cylindre. Chaque cylindre comporte un piston correspondant ; le premier piston se déplaçant dans le premier cylindre servant aux phases d'admission, compression, détente et échappement, ce premier piston dépendant, via une bielle, du premier vilebrequin situé dans le carter cylindre ; le deuxième piston se déplaçant dans le deuxième cylindre délimitant la chambre de combustion où se situent deux bougies d'allumage et un injecteur de carburant ; le troisième piston se déplaçant dans le troisième cylindre délimitant la chambre de réserve d'air. Les deuxième et troisième pistons dépendant chacun d'une bielle et d'un maneton décalé de 180° du deuxième vilebrequin situé également dans le carter cylindre. Le premier vilebrequin étant relié par une transmission au deuxième vilebrequin via l'organe du coupleur situé dans un boîtier monté sur le carter cylindre. La pédale des gaz agissant par les moyens connus du coupleur pour faire varier l'angle de calage entre les deux vilebrequins. L'invention s'applique aussi bien aux moteurs à cycle à deux ou quatre temps.For this, according to the invention, it seemed advantageous to produce an engine which comprises an axial grouping of the three cylinders joined in a triangle allowing parallel centralization of the two crankshafts in the cylinder block. Each cylinder has a corresponding piston; the first piston moving in the first cylinder used for the intake, compression, expansion and exhaust phases, this first piston depending, via a connecting rod, on the first crankshaft located in the cylinder block; the second piston moving in the second cylinder delimiting the combustion chamber where there are two spark plugs and a fuel injector; the third piston moving in the third cylinder delimiting the air reserve chamber. The second and third pistons each dependent on a connecting rod and a crankpin offset by 180 ° from the second crankshaft also located in the cylinder block. The first crankshaft being connected by a transmission to the second crankshaft via the coupler member located in a housing mounted on the cylinder block. The gas pedal acting by known means of the coupler to vary the setting angle between the two crankshafts. The invention applies equally well to two- or four-stroke cycle engines.
On a représenté, à titre d'exemple, un mode de réalisation préféré de l'invention, particulièrement relatif à un moteur à cycle à deux temps.There is shown, by way of example, a preferred embodiment of the invention, particularly relating to a two-stroke cycle engine.
Elle pourra, de toute façon, être bien comprise à l'aide du complément de description qui suit ainsi que des dessins ci-annexés dans lesquels :It can, in any case, be well understood with the aid of the additional description which follows as well as of the appended drawings in which:
- la Figure 1 est une vue partielle en coupe brisée A-A de la partie transversale d'un moteur deux temps suivant l'invention ;- Figure 1 is a partial view in broken section A-A of the transverse part of a two-stroke engine according to the invention;
- la Figure 2 est une vue en coupe brisée à plans parallèle B-B de la partie transversale d'un moteur deux temps conforme à l'invention.- Figure 2 is a broken sectional view in parallel planes B-B of the transverse part of a two-stroke engine according to the invention.
- la Figure 3 est une vue partielle en coupe brisée à plans parallèles A' -A' de la partie transversale d'un moteur deux temps conforme à une variante de l'invention ;- Figure 3 is a partial view in broken section with parallel planes A '-A' of the transverse part of a two-stroke engine according to a variant of the invention;
- la Figure 4 est une vue en plan du plan de joint de la culasse en deux coupes brisées à plans parallèles A-A et B-B représentées sur les Fig. 1 et 2 du moteur deux temps suivant l'invention ; - la Figure 5 est une vue en plan du plan de joint de la culasse en coupe brisée à plans parallèles A-A représentée sur la Fig.3 du moteur deux temps suivant une variante de l'invention.FIG. 4 is a plan view of the joint plane of the cylinder head in two broken sections with parallel planes A-A and B-B shown in FIGS. 1 and 2 of the two-stroke engine according to the invention; - Figure 5 is a plan view of the joint plane of the cylinder head in broken section with parallel planes A-A shown in Fig.3 of the two-stroke engine according to a variant of the invention.
Conformément à l'invention, on a représenté aux dessins un moteur qui réunit les deuxième et troisième cylindres 7,13 sur un des côtés du triangle parallèlement à l'axe des deux vilebrequins 4,17.According to the invention, there is shown in the drawings an engine which joins the second and third cylinders 7,13 on one of the sides of the triangle parallel to the axis of the two crankshafts 4,17.
L'angle du triangle formé par les deux côtés opposés au côté du triangle réunissant les deuxième et troisième cylindres 7,13 situe l'emplacement du premier cylindre 2. Les orifices correspondants des trois cylindres 2,7,13 servant de passage à leurs pistons respectifs 1,6,12 sont situés dans la partie inférieure du carter cylindre 5, face à l'un des deux vilebrequins 4 ou 17 et au carter d'huile moteur 18.The angle of the triangle formed by the two sides opposite to the side of the triangle joining the second and third cylinders 7,13 locates the location of the first cylinder 2. The corresponding orifices of the three cylinders 2,7,13 serving as passage for their pistons 1,6,12 are located in the lower part of the cylinder block 5, facing one of the two crankshafts 4 or 17 and the engine oil sump 18.
Les deux vilebrequins 4,17 axés respectivement sur les cylindres correspondants 2 et 7,13 regroupés en triangle permettent l'enclavement des plans de rotation des trois manetons, de telle manière que le plan de rotation du maneton du premier vilebrequin 4 s'insère entre les plans de rotation des deux manetons du deuxième vilebrequin 17. Cet enclavement a pour avantage de diminuer l'entraxe des deux vilebrequins 4,17 de même que celui des trois cylindres 2,7,13 , ce qui a pour consé quence une réduction de l'encombrement du carter cylindre 5.The two crankshafts 4,17 respectively centered on the corresponding cylinders 2 and 7,13 grouped in a triangle allow the locking of the planes of rotation of the three crankpins, in such a way that the plane of rotation of the crankpin of the first crankshaft 4 is inserted between the planes of rotation of the two crank pins of the second crankshaft 17. This isolation has the advantage of reducing the distance between the two crankshafts 4,17 as well as that of the three cylinders 2,7,13, which has for cons a reduction in the size of the cylinder block 5.
Suivant une forme de réalisation avantageuse du moteur, celui-ci comprend des moyens pour que la transmission entre les deux vilebrequins 4 et 17 s'effectue par un couple de pignons 19 et 20 faisant partie du carter cylindre 5 ; le premier pignon 19, axé sur l'arbre de sortie du premier vilebrequin 4, entraîne en rotation le deuxième pignon 20.According to an advantageous embodiment of the engine, the latter comprises means so that the transmission between the two crankshafts 4 and 17 takes place by a pair of pinions 19 and 20 forming part of the cylinder block 5; the first pinion 19, centered on the output shaft of the first crankshaft 4, drives the second pinion 20 in rotation.
Lors du montage du coupleur (non représenté sur les Fig.) sur le carter cylindre 5, l'axe de transmission de l'engrenage d'entrée de la cage du coupleur devient solidaire de l'axe 21 du deuxième pignon 20, tandis que l'axe de transmission de l'engrenage de sortie de la cage du coupleur devient solidaire de l'axe de sortie du deuxième vilebrequin 17, des moyens connus agissant sur la cage du coupleur pour faire varier l'angle de calage entre les vilebrequins 4 et 17. L'invention a également pour objet des moyens d'assemblage des trois cylindres 2,7,13. Chaque cylindre est formé de deux élémentsWhen mounting the coupler (not shown in Fig.) On the cylinder block 5, the axis of transmission of the input gear of the cage of the coupler becomes integral with the axis 21 of the second pinion 20, while the transmission axis of the output gear of the coupler cage becomes integral with the output axis of the second crankshaft 17, known means acting on the coupler cage to vary the setting angle between the crankshafts 4 and 17. The invention also relates to means for assembling the three cylinders 2,7,13. Each cylinder is made up of two elements
22 et 23. Les premiers éléments 22 des cylindres 2,7,13 ouverts aux deux extrémités sont, soit alésés directement dans le carter cylindre 5, soit conçus en chemises rapportées pour être reçues dans des logements appropriés du carter cylindre 5, l'étanchêité étant réalisée par l'appui d'une collerette en haut des chemises dans un logement prévu au plan de joint 28 du carter cylindre 5 ; les deuxièmes éléments 23 des cylindres 2,7,13 fermés à l'extrémité opposée à la jointure des deux éléments 22,22 and 23. The first elements 22 of the cylinders 2,7,13 open at the two ends are either bored directly in the cylinder block 5, or designed in inserts to be received in suitable housings of the cylinder block 5, the seal being produced by the support of a flange at the top of the liners in a housing provided in the joint plane 28 of the cylinder block 5; the second elements 23 of the cylinders 2,7,13 closed at the end opposite to the junction of the two elements 22,
23 sont, soit alésés directement dans la culasse 24, soit conçus en chemises rapportées pour être reçues dans des logements appropriés de la culasse 24, l'étanchêité étant réalisée par l'appui d'une collerette au bas des chemises dans un logement prévu au plan de joint 27 de la culasse 24.23 are either bored directly in the cylinder head 24, or designed in attached liners to be received in appropriate housings of the cylinder head 24, the sealing being achieved by the support of a flange at the bottom of the liners in a housing provided at part 27 of the cylinder head 24.
Les chemises rapportées du carter cylindre 5 et de la culasse 24 peuvent être conçues en une seule pièce.The inserts of the cylinder block 5 and the cylinder head 24 can be designed in one piece.
Lorsque les plans de joint 27 et 28 de la culasse 24 et du carter cylindre 5 sont réunis, les premiers et deuxièmes éléments 22, 23 se juxtaposent axialement pour former les trois cylindres 2,7,13.When the joint planes 27 and 28 of the cylinder head 24 and the cylinder casing 5 are combined, the first and second elements 22, 23 are juxtaposed axially to form the three cylinders 2,7,13.
Lors du fonctionnement du moteur, la rotation du premier vlebrequin 4 assure au premier piston 1 un mouvement alternatif dans les premier et deuxième éléments 22, 23 du premier cylindre 2. La rotation du deuxième vilebrequin 17 assure un mouvement alternatif inversement proportionnel entre les deux pistons 6, 12 dans les premiers et deuxièmes éléments 22, 23 correspondant aux deuxième et troisième cylindre 7, 13.When the engine is running, the rotation of the first crankshaft 4 ensures the first piston 1 reciprocating in the first and second elements 22, 23 of the first cylinder 2. The rotation of the second crankshaft 17 ensures reciprocating movement inversely proportional between the two pistons 6, 12 in the first and second elements 22, 23 corresponding to the second and third cylinder 7, 13.
Pour la distribution, le fond du deuxième élément 23 du premier cylindre 2 comporte une tubulure d'échappement 33 aménagée dans la culasse 24 mettant en communication, via les deux soupapes 30, 30', le cylindre 2. Les soupapes sont actionnées par un arbre à cames 31 et entraînées à même vitesse de rotation par l'un des deux vilebrequins 4 ou 17. Des lumières d'admission 32 sont aménagées sur le pourtour du premier cylindre 2 de manière qu'elles soient découvertes ou masquées par le premier piston 1.For distribution, the bottom of the second element 23 of the first cylinder 2 comprises an exhaust pipe 33 arranged in the cylinder head 24 communicating, via the two valves 30, 30 ', the cylinder 2. The valves are actuated by a shaft with cams 31 and driven at the same speed of rotation by one of the two crankshafts 4 or 17. Inlet lights 32 are arranged on the periphery of the first cylinder 2 so that they are uncovered or masked by the first piston 1 .
Suivant un mode de réalisation du moteur suivant l'invention, l'espace libéré de la culasse 24 permet de dégager trois orifices de fixation, un orifice pour l'injecteur de carburant 11 et deux orifices pour les bougies d'allumage dont une première bougie d'allumage 9 située à la périphérie du côté opposé au branchement de la chambre de répartition 26 et une deuxième bougie d'allumage 10 située à hauteur du branchement de la chambre de répartition 26 pour une combustion plus complète des gaz de combustion. Suivant l'invention, des moyens sont prévus sur le positionnement des deux vilebrequins 4,17 situés dans le bloc carter cylindre 5, de manière à faire émerger cycliquement les têtes des trois pistons 1,6, 12, sans leur segmentation 25, au-delà des premiers éléments 22 des trois cylindres 2,7,13 du carter cylindre 5, l'émergence des têtes des trois pistons 1,6,12 correspondant avec l'espace réservé des deuxièmes éléments 23 des trois cylindres 2,7,13 de la culasse 24.According to one embodiment of the engine according to the invention, the space freed from the cylinder head 24 makes it possible to release three fixing orifices, one orifice for the fuel injector 11 and two orifices for the spark plugs including a first spark plug ignition 9 located on the periphery of the side opposite the connection of the distribution chamber 26 and a second spark plug 10 located at the connection of the distribution chamber 26 for more complete combustion of the combustion gases. According to the invention, means are provided for positioning the two crankshafts 4,17 located in the cylinder block 5, so as to cause the heads of the three pistons 1,6, 12 to emerge cyclically, without their segmentation 25, au- beyond the first elements 22 of the three cylinders 2,7,13 of the cylinder block 5, the emergence of the heads of the three pistons 1,6,12 corresponding with the space reserved for the second elements 23 of the three cylinders 2,7,13 of the cylinder head 24.
Des moyens sont aussi prévus par un évidement 26 pratiqué dans le plan de joint 27 de la culasse 24 afin de permettre l'intercommunication permanente du fluide entre les trois cylindres 2,7,13. Cet évidement 26 situé au centre du triangle formé par les trois cylindres 2, 7, 13 se prolonge jusqu'au travers et à la profondeur des parois des deuxièmes éléments 23 des trois cylindres 2,7,13 pour former une chambre de répartition 26 à trois branchements de transfert du fluide entre les trois cylindres 2,7,13 lorsque les plans de joint 27 et 28 de la culasse 24 et du carter cylindre 5 sont réunis. Cette chambre de répartition 26 à trois branchements à large section de transfert facilite les transferts massifs du fluide à haute fréquence entre les trois cylindres 2,7,13 dans les phases de compression, combustion et détente des gaz.Means are also provided by a recess 26 formed in the joint plane 27 of the cylinder head 24 in order to allow permanent intercommunication of the fluid between the three cylinders 2,7,13. This recess 26 located in the center of the triangle formed by the three cylinders 2, 7, 13 extends to the cross and to the depth of the walls of the second elements 23 of the three cylinders 2,7,13 to form a distribution chamber 26 to three fluid transfer connections between the three cylinders 2,7,13 when the joint planes 27 and 28 of the cylinder head 24 and of the cylinder casing 5 are combined. This distribution chamber 26 with three connections with a large transfer section facilitates massive transfers of the high frequency fluid between the three cylinders 2,7,13 in the compression, combustion and gas expansion phases.
Egalement suivant une variante de l'invention, des moyens sont encore prévus pour permettre 1 ' intercommunication alternative entre les trois cylindres 2,7,13 caractérisée par un autre évidement 26 pratiqué dans le plan de joint 27 de la culasse 24 et situé également dans le triangle formé par les trois cylindres 2,7,13 sans que l'évidement 26 n'atteigne le fond du deuxième élément 23 du premier cylindre 2. Lorsque les plans de joint 27 et 28 de la culasse 24 et du carter cylindre 5 sont réunis, l'évidement 26 réalise aussi une chambre de répartition 26 à trois branchements de transfert du fluide entre les trois cylindres 2,7,13. Selon que le piston 1 du premier cylindre 2 libère ou obture le branchement de transfert de la chambre de répartition 26 situé dans la paroi du deuxième élément 23 du premier cylindre 2, le passage entre le premier cylindre 2 et les deuxième et troisième cylindres 7,13 est alternativement ouvert ou fermé. L'intercommunication alternative constitue après chaque injection du carburant en phase compression une avance fermeture du transfert d'air vers la chambre de combustion 8 afin que s'établisse le délai nécessaire à l'homogénéisation du mélange avant la combustion.Also according to a variant of the invention, means are also provided to allow one alternative intercommunication between the three cylinders 2,7,13 characterized by another recess 26 formed in the joint plane 27 of the cylinder head 24 and also located in the triangle formed by the three cylinders 2,7,13 without the recess 26 reaching the bottom of the second element 23 of the first cylinder 2. When the joint planes 27 and 28 of the cylinder head 24 and of the cylinder block 5 are combined, the recess 26 also produces a distribution chamber 26 with three branches for transferring the fluid between the three cylinders 2,7,13. Depending on whether the piston 1 of the first cylinder 2 releases or closes the transfer branch of the distribution chamber 26 located in the wall of the second element 23 of the first cylinder 2, the passage between the first cylinder 2 and the second and third cylinders 7, 13 is alternately open or closed. The alternative intercommunication constitutes, after each injection of the fuel in the compression phase, an advance closure of the transfer of air to the combustion chamber 8 so that the time necessary for the homogenization of the mixture is established before combustion.
Lors du fonctionnement du moteur en charge partielle, la compression du fluide d'air dans le cylindre 2 et le refoulement dans les chambres de combustion 8 et de réserve d'air 14 des deuxième et troisième cylindre 7,13 s'effectuent jusqu'à l'obturation du branchement du premier cylindre 2. Le fluide d'air restant dans le premier cylindre 2 est compressé dans l'espace 29 compris entre le premier piston 1 au point mort haut et le fond du premier cylindre 2, cette compression a un rapport de compression plus élevé que celui des cylindres 7 et 13. En phase de détente, les gaz de combustion de la chambre 8 et l'air comprimé de la chambre de réserve 14 sont mélangés via la chambre de répartition 26 et propulsés dès l'ouverture du branchement dans le premier cylindre 2, les gaz sont ensuite redilués avec le fluide d'air de l'espace 29 détendu au rapport de compression de celui des cylindres 7,13. Lors du fonctionnement du moteur en pleine charge, la compression du fluide d'air dans le cylindre 2 et le refoulement dans la chambre de combustion 8 du deuxième cylindre 7 s'effectuent jusqu'à l'obturation du branchement du premier cylindre 2. Le fluide d'air restant dans le premier cylindre 2 est compressé dans l'espace 29 compris entre le premier piston 1 au point mort haut et le fond du premier cylindre 2, cette compression a un rapport de compression plus élevé que celui des cylindres 7,13. En phase de détente, les gaz de combustion de la chambre 8 sont propulsés via la chambre de répartition 26, dès l'ouverture du branchement, dans le premier cylindre 2, les gaz sont ensuite dilués avec le fluide d'air de l'espace 29 détendu au rapport de compression de celui des cylindres 7 et 13. When the engine is operating at partial load, the compression of the air fluid in the cylinder 2 and the discharge into the combustion chambers 8 and the air reserve 14 of the second and third cylinders 7, 13 are carried out up to the plugging of the connection of the first cylinder 2. The air fluid remaining in the first cylinder 2 is compressed in the space 29 between the first piston 1 at top dead center and the bottom of the first cylinder 2, this compression has a higher compression ratio than that of the cylinders 7 and 13. In the expansion phase, the combustion gases from the chamber 8 and the compressed air from the reserve chamber 14 are mixed via the distribution chamber 26 and propelled from the opening of the connection in the first cylinder 2, the gases are then rediluted with the air fluid in space 29 expanded at the compression ratio of that of the cylinders 7, 13. When the engine is running at full load, the compression of the air fluid in the cylinder 2 and the discharge into the combustion chamber 8 of the second cylinder 7 takes place until the connection of the first cylinder 2 is closed. air fluid remaining in the first cylinder 2 is compressed in the space 29 between the first piston 1 at top dead center and the bottom of the first cylinder 2, this compression has a higher compression ratio than that of the cylinders 7,13. In the expansion phase, the combustion gases from the chamber 8 are propelled via the distribution chamber 26, as soon as the connection is opened, in the first cylinder 2, the gases are then diluted with the space air fluid 29 relaxed at the compression ratio of that of cylinders 7 and 13.

Claims

R E V E N D I C A T I O N S
1. Moteur à cycle à combustion mixte à allumage commandé comportant au moins un cylindre (2) avec un piston (1), monté sur un vilebrequin (4) situé dans un carter cylindre (5), et auquel sont associés un deuxième cylindre (7) et un troisième cylindre (13), un piston (6, respectivement 12) étant agencé dans chacun des deuxième et troisième cylindres pour y délimiter deux chambres, une chambre de combustion (8) et une chambre de réserve d'air (14), des moyens d'injection et des moyens pour enflammer le mélange étant disposés dans le deuxième cylindre (7), caractérisé par un regroupement axial des trois cylindres (2,7,13) réunis en triangle, réalisant une centralisation parallèle dans le carter cylindre (5) du vilebrequin (4) et d'un vilebrequin (17) actionnant les pistons (6 et 12) d'un mouvement alternatif par l'intermédiaire de manetons décalés entre eux de 180°.1. Combined combustion cycle engine with spark ignition comprising at least one cylinder (2) with a piston (1), mounted on a crankshaft (4) located in a cylinder block (5), and with which a second cylinder is associated ( 7) and a third cylinder (13), a piston (6, respectively 12) being arranged in each of the second and third cylinders to delimit there two chambers, a combustion chamber (8) and an air reserve chamber (14 ), injection means and means for igniting the mixture being arranged in the second cylinder (7), characterized by an axial grouping of the three cylinders (2,7,13) joined in a triangle, achieving parallel centralization in the casing cylinder (5) of the crankshaft (4) and of a crankshaft (17) actuating the pistons (6 and 12) in an alternating movement by means of crank pins offset between them by 180 °.
2. Moteur suivant la revendication 1, caractérisé en ce que les deuxième et troisième cylindres (7,13) sont réunis sur un des côtés du triangle parallèlement à l'axe des deux vilebrequins (4,17), l'angle du triangle formé par les deux côtés opposés au côté du triangle qui réunit les deuxième et troisième cylindres (7,13) situant l'emplacement du premier cylindre (2), les orifices correspondants des trois cylindres (2,7,13) qui servent de passage à leurs pistons respectifs (1,6,12) étant situés dans la partie inférieure du carter cylindre (5) face à l'un des deux vilebrequins (4 ou 17) et au carter d'huile moteur (18), et les deux vilebrequins (4,17) axés respectivement sur les cylindres correspondants (2 et 7,13) regroupés en triangle permettant l'enclavement des plans de rotation des trois manetons, de telle manière que le plan de rotation du maneton du premier vilebrequin (4) s'insère entre les plans de rotation des deux manetons du deuxième vilebrequin (17), cet enclavement permettant de diminuer l'entraxe des deux vilebrequins (4,17) de même que celui des trois cylindres (2,7,13), avec pour conséquence une réduction de l'encombrement du carter cylindre (5).2. Engine according to claim 1, characterized in that the second and third cylinders (7,13) are joined on one of the sides of the triangle parallel to the axis of the two crankshafts (4,17), the angle of the triangle formed by the two sides opposite to the side of the triangle which joins the second and third cylinders (7,13) locating the location of the first cylinder (2), the corresponding orifices of the three cylinders (2,7,13) which serve as passage for their respective pistons (1,6,12) being located in the lower part of the cylinder block (5) facing one of the two crankshafts (4 or 17) and the engine oil sump (18), and the two crankshafts (4.17) respectively centered on the corresponding cylinders (2 and 7.13) grouped in a triangle allowing the locking of the planes of rotation of the three crankpins, so that the plane of rotation of the crankpin of the first crankshaft (4) s between the planes of rotation of the two crank pins of the second crankshaft (1 7), this enclosure making it possible to reduce the distance between the two crankshafts (4,17) as well as that of the three cylinders (2,7,13), with the consequence of reducing the size of the cylinder block (5).
3. Moteur suivant les revendications 1 et 2, caractérisé en ce que la transmission entre les deux vilebrequins (4,17) s'effectue par un couple de pignons (19 et 20) faisant partie du carter cylindre (5), le premier pignon (19), axé sur l'arbre de sortie du premier vilebrequin 4, entraînant en rotation le deuxième pignon (20) de telle sorte que, lors du montage du coupleur sur le carter cylindre (5), l'axe de transmission de l'engrenage d'entrée de la cage du coupleur devient solidaire de l'axe du deuxième pignon (20), tandis que l'axe de transmission de l'engrenage de sortie de la cage du coupleur devient solidaire de l'axe de sortie du deuxième vilebrequin (17).3. Engine according to claims 1 and 2, characterized in that the transmission between the two crankshafts (4,17) is effected by a pair of pinions (19 and 20) forming part of the cylinder block (5), the first pinion (19), focused on the output shaft of the first crankshaft 4, rotating the second pinion (20) so that, when mounting the coupler on the cylinder block (5), the axis of transmission of the input gear of the cage of the coupler becomes integral with the axis of the second pinion (20), while the transmission axis of the output gear of the coupler cage becomes integral with the output axis of the second crankshaft (17).
4. Moteur suivant l'une quelconque des revendications 1 à 3, caractérisé en ce qu'il comprend des moyens d'assemblage des trois cylindres (2,7,13), chaque cylindre étant formé de deux éléments (22 et 23), les premiers éléments (22) des cylindres (2,7,13) ouverts aux deux extrémités étant soit alésés directement dans le carter cylindre (5), soit conçus en chemises rapportées pour être reçues dans des logements appropriés du carter cylindre (5), l'étanchêité étant réalisée par l'appui d'une collerette en haut des chemises dans un logement prévu au plan de joint (28) du carter cylindre (5), et les deuxièmes éléments (23) des cylindres (2,7,13), fermés à l'extrémité opposée à la jointure des deux éléments (22,23), étant soit alésés directement dans la culasse (24), soit conçus en chemises rapportées pour être reçues dans des logements appropriés de la culasse (24), l'étanchêité étant réalisée par l'appui de la collerette au bas des chemises dans un logement prévu au plan de joint de la culasse (24), les chemises rapportées du carter cylindre (5) et de la culasse (24) pouvant être conçues en une seule pièce et, lorsque les plans de joint de la culasse (24) et du carter cylindre (5) sont réunis, les premier et deuxième éléments (22, 23) se juxtaposant axialement pour former les trois cylindres (2,7,13).4. Engine according to any one of claims 1 to 3, characterized in that it comprises means for assembling the three cylinders (2,7,13), each cylinder being formed of two elements (22 and 23), the first elements (22) of the cylinders (2,7,13) open at the two ends being either bored directly in the cylinder block (5), or designed in inserts to be received in suitable housings of the cylinder block (5), the seal being achieved by pressing a collar at the top of the liners in a housing provided in the joint plane (28) of the cylinder casing (5), and the second elements (23) of the cylinders (2,7,13 ), closed at the end opposite to the junction of the two elements (22,23), being either bored directly in the cylinder head (24), or designed in fitted liners to be received in appropriate housings in the cylinder head (24), sealing being achieved by pressing the collar at the bottom of the shirts s in a housing provided at the cylinder head gasket plane (24), the liners of the cylinder block (5) and the cylinder head (24) can be designed in one piece and, when the cylinder head gasket planes ( 24) and the cylinder block (5) are combined, the first and second elements (22, 23) juxtaposing axially to form the three cylinders (2,7,13).
5. Moteur suivant l'une quelconque des revendications 1 à 4, caractérisé en ce que, par l'espace libéré de la culasse, sont dégagés trois orifices de fixation, un orifice pour l'injecteur de carburant (11) et deux orifices pour les bougies d'allumage, dont une première bougie d'allumage (9) située à la périphérie du côté opposé au branchement de la chambre de répartition (26) et une deuxième bougie d'allumage (10) située à hauteur du branchement de la chambre de répartition (26) pour une combustion plus complète des gaz de combustion.5. Engine according to any one of claims 1 to 4, characterized in that, by the space freed from the cylinder head, there are released three fixing orifices, an orifice for the fuel injector (11) and two orifices for spark plugs, including a first spark plug (9) located on the periphery of the side opposite the connection of the distribution chamber (26) and a second spark plug (10) located at the connection of the distribution chamber (26) for more complete combustion of the combustion gases.
6. Moteur suivant l'une quelconque des revendications 1 à 5, caractérisé en ce que la position des deux vilebrequins (4,17) fait émerger cycliquement les têtes des trois pistons (1,6,12), sans leur segmentation (25), au-delà des premiers éléments (22) des trois cylin dres (2,7,13) du carter cylindre (5), l'émergence des têtes des trois pistons (1,6,12) correspondant avec l'espace réservé aux deuxièmes éléments (23) des trois cylindres (1,6,12) de la culasse (24).6. Engine according to any one of claims 1 to 5, characterized in that the position of the two crankshafts (4,17) causes the heads of the three pistons (1,6,12) to emerge cyclically, without their segmentation (25) , beyond the first elements (22) of the three cylin dres (2,7,13) of the cylinder block (5), the emergence of the heads of the three pistons (1,6,12) corresponding with the space reserved for the second elements (23) of the three cylinders (1,6, 12) of the cylinder head (24).
7. Moteur suivant l'une quelconque des revendications 1 à 6, caractérisé en ce qu'un évidement est pratiqué dans le plan de joint7. Motor according to any one of claims 1 to 6, characterized in that a recess is formed in the joint plane
(27) de la culasse (24), afin de permettre l' intercommunication permanente du fluide entre les trois cylindres (2,7,13), cet évidement (26) situé au centre du triangle formé par les trois cylindres (2,7,13) se prolongeant jusqu'au travers et à la profondeur des parois des deuxièmes éléments (23) des trois cylindres (2,7,13), pour former une chambre de répartition (26) à trois branchements de transfert du fluide entre les trois cylindres (2,7,13), lorsque les plans de joint (27 et 28) de la culasse (24) et du carter cylindre (5) sont réunis.(27) of the cylinder head (24), in order to allow permanent intercommunication of the fluid between the three cylinders (2,7,13), this recess (26) located in the center of the triangle formed by the three cylinders (2,7 , 13) extending as far as and across the walls of the second elements (23) of the three cylinders (2,7,13), to form a distribution chamber (26) with three fluid transfer connections between the three cylinders (2,7,13), when the joint planes (27 and 28) of the cylinder head (24) and the cylinder block (5) are joined.
8. Moteur suivant l'une quelconque des revendications 1 à 6, caractérisé en ce qu'un évidement est pratiqué dans le plan de joint8. Motor according to any one of claims 1 to 6, characterized in that a recess is formed in the joint plane
(27) de la culasse (24), afin de permettre 1'intercommunication alternative du fluide entre les trois cylindres (2,7,13), cet évidement (26) situé au centre du triangle formé par les trois cylindres (2,7,13) se prolongeant jusqu'au travers des parois des deuxièmes éléments (23) des trois cylindres (2,7,13), de telle manière que l' évidement (26) atteigne le fond uniquement des cylindres (7 et 13), l'évidement (26) réalisant, lorsque les plans de joint (27 et 28) de la culasse (24) et du carter cylindre (5) sont réunis, une chambre de répartition (26) à trois branchements de transfert du fluide entre les trois cylindres (2,7,13). (27) of the cylinder head (24), in order to allow the alternative intercommunication of the fluid between the three cylinders (2,7,13), this recess (26) located in the center of the triangle formed by the three cylinders (2,7 , 13) extending as far as through the walls of the second elements (23) of the three cylinders (2,7,13), so that the recess (26) reaches the bottom only of the cylinders (7 and 13), the recess (26) producing, when the joint planes (27 and 28) of the cylinder head (24) and of the cylinder block (5) are combined, a distribution chamber (26) with three connections for transferring the fluid between the three cylinders (2,7,13).
9. Moteur suivant la revendication 8, caractérisé en ce que le passage entre le premier cylindre (2) et les deuxième et troisième cylindres (7,13) est alternativement ouvert ou fermé, selon que le piston (1) du premier cylindre (2) libère ou obture le branchement de transfert de la chambre de répartition (26) situé dans la paroi du deuxième élément (23 ) du premier cylindre (2), l'intercommunication alternative constituant après chaque injection de carburant en phase compression une avance fermeture du transfert d'air vers la chambre de combustion (8), afin que s'établisse le délai nécessaire à l'homogénéisation du mélange avant la combustion. 9. Engine according to claim 8, characterized in that the passage between the first cylinder (2) and the second and third cylinders (7,13) is alternately open or closed, depending on whether the piston (1) of the first cylinder (2 ) releases or closes the transfer connection of the distribution chamber (26) located in the wall of the second element (23) of the first cylinder (2), the alternative intercommunication constituting, after each injection of fuel in the compression phase, a closing advance of the transfer of air to the combustion chamber (8), so that the time necessary for the homogenization of the mixture is established before combustion.
PCT/LU1987/000001 1986-07-08 1987-07-03 Ignition-controlled mixed combustion cycle engine WO1988000284A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
BR8707409A BR8707409A (en) 1986-07-08 1987-07-03 ENGINE WITH MIXED COMBUSTION CYCLE WITH COMMANDED IGNITION

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
LU86506A LU86506A1 (en) 1986-07-08 1986-07-08 MIXED COMBUSTION CYCLE ENGINE WITH CONTROLLED IGNITION
LU86506 1986-07-08

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WO1988000284A1 true WO1988000284A1 (en) 1988-01-14

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PCT/LU1987/000001 WO1988000284A1 (en) 1986-07-08 1987-07-03 Ignition-controlled mixed combustion cycle engine

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EP (1) EP0276236A1 (en)
JP (1) JPH01500210A (en)
AU (1) AU7546787A (en)
BR (1) BR8707409A (en)
LU (1) LU86506A1 (en)
WO (1) WO1988000284A1 (en)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1495952A (en) * 1966-10-03 1967-09-22 Piston internal combustion engine in groups
EP0013776A1 (en) * 1979-01-12 1980-08-06 van Hoeven, Wilhelmus Johannes Combi-stroke and combi-shaft combustion engine
WO1984002745A1 (en) * 1983-01-04 1984-07-19 Avermaete Gilbert Internal combustion engine

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1495952A (en) * 1966-10-03 1967-09-22 Piston internal combustion engine in groups
EP0013776A1 (en) * 1979-01-12 1980-08-06 van Hoeven, Wilhelmus Johannes Combi-stroke and combi-shaft combustion engine
WO1984002745A1 (en) * 1983-01-04 1984-07-19 Avermaete Gilbert Internal combustion engine

Also Published As

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EP0276236A1 (en) 1988-08-03
LU86506A1 (en) 1988-02-02
JPH01500210A (en) 1989-01-26
AU7546787A (en) 1988-01-29
BR8707409A (en) 1988-11-01

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