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
  • F01B17/00—Reciprocating-piston machines or engines characterised by use of uniflow principle
  • F01B17/02—Engines
• • 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

Definitions

• the invention relates to the operating kinematics of the crank rod system of piston engines, piston compressors or any piston machine and more particularly of depolluted or depoiiuant engines with independent combustion and / or expansion chamber.
• the stroke of the piston which describes a substantially sinusoidal curve creates a movement of the permanent piston and, although slowing down its movement near the top dead center the piston is still in motion. From this state of affairs results one of the biggest problem of engine manufacturers, more particularly during combustion which must be triggered by ignition before top dead center. The start of combustion therefore creates an increase in pressure generating negative work which causes the engine to lose efficiency while the charge not having completed its combustion the piston begins its downward stroke by increasing the volume of the chamber tending to decrease the pressure that combustion tends to increase. Similarly when closing the exhaust and opening the inlet there is negative work by pressure drop during closing movements and early opening of the ducts.
• the fuel injector is no longer controlled; in this case, a small amount of additional compressed air is introduced into the combustion chamber, substantially after the admission into the latter of the compressed air - without fuel - coming from the suction and compression chamber. coming from an external tank where the air is stored under high pressure, for example 200 bars, and at room temperature.
• This small quantity of compressed air at room temperature will heat up in contact with the mass of high temperature air contained in the combustion or expansion chamber, will expand and increase the pressure prevailing in the chamber to allow deliver when the engine is triggered.
• depolluted or depolluting the transfer of gases or air from the combustion chamber to the expansion chamber must also begin before top dead center and creates a negative work detrimental to the proper functioning of the engine. even that the pressure must be established in the expansion chamber before the piston starts its downward stroke.
• crank rod system One of the main problems of the conventional crank rod system is a loss of efficiency and pollution during the ignition, combustion, injection, transfer, end of exhaust and / or start of intake operations. To solve this problem, it has been noted that these operations are carried out in volumes that are always variable, in fact the piston is always in motion and the volumes generated by the latter are never constant.
• the subject of the invention is a method for controlling the movement of the piston of a machine such as an engine or compressor, characterized by the means used and more particularly by the fact that at its top dead center the piston is stopped in its movement and maintained in its top dead center position for a period of time allowing to perform at constant volume:
• Stopping the piston and maintaining it in top dead center can be achieved by any means known to those skilled in the art, for example cams, pinions, etc.
• the control of the piston is implemented by a pressure lever device itself controlled by a crank rod system.
• a system of two articulated arms, one of which has a stationary end, or pivot, and the other can move along an axis, is called a pressure lever. If a force is applied approximately perpendicular to the axis of the two arms, when they are aligned, on the articulation between these two arms, then the free end is displaced. This free end can be linked to the piston and control its movements.
• the top dead center of the piston is effective when substantially the two articulated rods are in the extension of one another (around 180 °).
• the crankshaft is connected by a control rod to the articulation axis of the two arms.
• the positioning of the different elements in space and their dimensions make it possible to modify the characteristics of the kinematics of the assembly.
• the positioning of the stationary end determines an angle between the axis of displacement of the piston and the axis of the two arms when they are aligned.
• the positioning of the crankshaft determines an angle between the control rod and the axis of the two arms when they are aligned.
• the variation of the values of these angles, as well as the lengths of rods and arms makes it possible to determine the angle of rotation of the crankshaft during which the piston is stopped at its top dead center. This corresponds to the duration of the piston stop.
• the entire device is balanced by extending the lower arm beyond its stationary end, or pivot, by a mirror pressure lever opposite in direction, symmetrical and identical inertia to which is fixed, being able to move on an axis parallel to the axis of displacement of the piston, an identical mass of inertia and opposite in direction to that of the piston.
• the product of mass by the distance from its center of gravity to the reference point is called inertia.
• the opposite mass can be a piston functioning normally like the piston which it balances.
• the invention applies to all conventional heat engines of all types, more particularly to depolluted and depolluting engines with an independent combustion or expansion chamber at constant volume, as well as to compressors or other machines using pistorts.
• the number of piston, the shapes and dimensions of the connecting rods can vary without changing the invention which has just been described.
• Figure 1 shows schematically, seen in cross section, an example of piston control kinematics according to the invention
• FIG. 2 represents a curve of the stroke of the piston according to the invention compared to the curve of the stroke of a conventional piston.
• FIG. 3 represents a device according to the invention, equipped with mass balancing with the same inertia.
• FIG. 4 represents a device according to the invention, equipped with balancing by opposite operating piston.
• Figure 1 shows schematically, seen in cross section, a device according to the invention and for its implementation or the piston 1 (shown at its top dead center), sliding in a cylinder 2, is controlled by a pressure lever.
• the piston 1 is connected by its axis to the free end 1A of a pressure lever consisting of an arm 3 articulated on a common axis 5 to another arm 4 fixed oscillating, on a stationary axis 6.
• the stationary axis 6 is positioned laterally to the axis of movement of the piston 1 and determines an angle A between the axis of movement of the piston and the alignment axis X'X of the two arms 3 and 4 when they are aligned.
• the crankshaft is positioned laterally to the axis of the cylinder and / or of the pressure lever and its positioning determines an angle B between the control rod 7 and the alignment axis X'X of the two arms 3 and 4 when they are aligned.
• the characteristics of the kinematics of the assembly are modified to obtain an asymmetrical piston stroke curve 1 and determine the angle of rotation of the crankshaft during which the piston is stopped at its top dead center.
• the displacement of the piston describes the curve shown in FIG. 2 with the following dimensions and positions: Radius of crankshaft crankshaft: 32.8 mm
• Length of the control rod 7 99.76 mm
• Length of the piston arm 3 124 mm
• Length of lower arm 4 128 mm
• a person skilled in the art can thus choose the stop time of the piston at top dead center as a function of the desired operating parameters: duration of combustion, duration of transfer, etc. without changing the principle of invention.
• Balancing of this kinematic assembly is carried out according to the invention in FIG. 3 by extending the lower arm 4 beyond its stationary or pivot end 6 by a mirror pressure lever consisting of 2 arms 4A and 3A articulated on a common axis 5A on which is attached to the free end 1B a mass 15 moving along an axis parallel to the axis of movement of the piston 1.
• the arm 4A which is the extension of the lower arm 4 is in fact the same part.
• the inertia of the arms 4 and 4A are identical, the same applies to the inertias of the arms 3 and 3A and the inertias of the piston 1 and of its balancing mass 15.
• the system of pressure lever is thus perfectly balanced, while the balancing of the control rod 7 and the crankshaft assembly is carried out in a conventional manner.
• This arrangement is more particularly advantageous for balancing single-cylinder engines or non-symmetrical multi-cylinder assemblies.
• the balancing mass is an opposite piston 1 C moving on an axis parallel to piston 1, and the pistons balance themselves.
• Arms 3A and 4A are symmetrical to arms 3 and 4 and balance each other.
• the invention is not limited to the examples of embodiments described and shown.
• the angles A and B can be positive or negative together or Separately or not simultaneously zero.
• the number of cylinders can vary in even or odd number, the mode of stopping the piston and keeping it in top dead center can be achieved by other means such as cams, or pinions, or others, without changing the invention which has just been described.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Transmission Devices (AREA)
• Portable Nailing Machines And Staplers (AREA)
• Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
• Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
• High-Pressure Fuel Injection Pump Control (AREA)

Priority Applications (21)

Applications Claiming Priority (2)

Publications (1)

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ID=9512578

Family Applications (1)

Country Status (28)

Cited By (6)

Families Citing this family (14)

Citations (7)

Family Cites Families (1)

• 1997
  • 1997-10-17 FR FR9713313A patent/FR2769949B1/fr not_active Expired - Fee Related
• 1998
  • 1998-10-16 PL PL98340071A patent/PL340071A1/xx unknown
  • 1998-10-16 JP JP2000517183A patent/JP2001521094A/ja active Pending
  • 1998-10-16 EP EP98951534A patent/EP1023531B1/fr not_active Expired - Lifetime
  • 1998-10-16 AT AT98951534T patent/ATE243298T1/de not_active IP Right Cessation
  • 1998-10-16 YU YU21700A patent/YU21700A/sh unknown
  • 1998-10-16 IL IL13568198A patent/IL135681A0/xx unknown
  • 1998-10-16 CN CN98809581A patent/CN1272162A/zh active Pending
  • 1998-10-16 CZ CZ2000930A patent/CZ295735B6/cs not_active IP Right Cessation
  • 1998-10-16 WO PCT/FR1998/002227 patent/WO1999020881A1/fr not_active Application Discontinuation
  • 1998-10-16 EA EA200000423A patent/EA200000423A1/ru unknown
  • 1998-10-16 OA OA00000110A patent/OA12308A/fr unknown
  • 1998-10-16 PT PT98951534T patent/PT1023531E/pt unknown
  • 1998-10-16 CA CA002306412A patent/CA2306412A1/fr not_active Abandoned
  • 1998-10-16 KR KR1020007003664A patent/KR20010024419A/ko not_active Application Discontinuation
  • 1998-10-16 ES ES98951534T patent/ES2210833T3/es not_active Expired - Lifetime
  • 1998-10-16 HU HU0003919A patent/HUP0003919A3/hu unknown
  • 1998-10-16 SK SK396-2000A patent/SK3962000A3/sk unknown
  • 1998-10-16 UA UA2000042155A patent/UA49973C2/uk unknown
  • 1998-10-16 DE DE69815705T patent/DE69815705T2/de not_active Expired - Fee Related
  • 1998-10-16 DK DK98951534T patent/DK1023531T3/da active
  • 1998-10-16 AU AU97511/98A patent/AU741127B2/en not_active Ceased
  • 1998-10-16 BR BR9813084-6A patent/BR9813084A/pt active Search and Examination
  • 1998-10-16 NZ NZ504459A patent/NZ504459A/xx unknown
  • 1998-10-16 TR TR2000/01032T patent/TR200001032T2/xx unknown
• 2000
  • 2000-03-15 BG BG104244A patent/BG104244A/bg unknown
  • 2000-03-24 AP APAP/P/2000/001775A patent/AP2000001775A0/en unknown
  • 2000-04-03 NO NO20001698A patent/NO20001698L/no not_active Application Discontinuation

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