WO2007043093A1 - Automatic regulator of the compression-ratio for explosion engines - Google Patents
Automatic regulator of the compression-ratio for explosion engines Download PDFInfo
- Publication number
- WO2007043093A1 WO2007043093A1 PCT/IT2006/000733 IT2006000733W WO2007043093A1 WO 2007043093 A1 WO2007043093 A1 WO 2007043093A1 IT 2006000733 W IT2006000733 W IT 2006000733W WO 2007043093 A1 WO2007043093 A1 WO 2007043093A1
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- WIPO (PCT)
- Prior art keywords
- regulator according
- piston
- engine
- rotation
- eccentric bushing
- Prior art date
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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
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/045—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable connecting rod length
Definitions
- the brevity of the times involved in distribution reduces the supply and the compression ratio, causing a slowing-down of the combustion, which, instead, should speed up for a complete thermal efficiency thereof, without any need for marked intervention of the spark advance, which generates a high pressure on the piston at its top dead centre.
- the aim of the present invention is to regulate automatically the compression ratio, for the mixture taken in at the various levels of r.p.m., of an explosion engine of an aspirated type for a balanced matching of its thermal efficiency and mechanical efficiency.
- a regulator which comprises means designed to vary automatically the effective stroke of the piston in the proximity of the top dead centre as a function of the engine r.p.m. and starting from the regime of the maximum torgue onwards .
- FIG. 1 is a front elevation of a connecting rod with oversized small end for housing the eccentric bushing according to the invention, in which the bushing with its eccentricity at the top end-of-travel may be seen;
- FIG. 2 is a side elevation of the connecting rod of Figure 1, in which the drive shaft and the piston are partially visible;
- Figure 3 which is similar to Figure 1, is a view from the side opposite to that of Figure 1, where the bushing with its eccentricity at bottom end-of- travel may be seen;
- Figure 4 which is similar to Figure 2, shows an axial cross section of the complete piston in a position corresponding to the axis of the pin;
- FIG. 5 which is similar to Figure 1, shows a second embodiment of the invention.
- a first embodiment of the invention envisages a regulator, which comprises substantially an eccentric bushing 1, preferably made of anti-friction material, set in the respective connecting-rod small end 2A, which is designed to displace the dead centres of its eccentricity onto the hole of the pin 4, which constrains it to the piston 3 in order to obtain a maximum rising of the piston itself on the vertical of the connecting rod 2, equal to twice the amount of said eccentricity.
- said eccentric bushing 1 is designed to turn, up to 180°, within the piston 3 on account of the action of the pressure of the engine oil.
- Said rotation of the bushing occurs for levels of engine r.p.m. higher than the regime of the maximum torque and enables reduction of the volume of the explosion chamber, in a position corresponding to the top dead centre, in order to maintain the compression ratio substantially unvaried.
- Said bushing 1 is provided, centrally on its outer surface, with a circumferential channel or groove IB ( Figures 1 and 2) , which involves at least half of the circumference and is delimited by two ends 1C and ID.
- a circumferential channel or groove IB ( Figures 1 and 2) , which involves at least half of the circumference and is delimited by two ends 1C and ID.
- said channel IB slides, with hydraulic tightness, on a block 5, fixed within the connecting-rod small end 2A by means of a slot fitting 5A and by means of purposely provided screws 5B.
- said block 5 performs a function of bottom end in regard to the dynamic action of the engine lubricant itself contained in a calibrated cylindrical conduit 6, provided at the centre of the stem of the connecting rod on the vertical of said connecting rod 2, said conduit being supplied by the pressure of circulation of the engine oil coming from the drive shaft 7.
- said circumferential channel IB is connected to the calibrated conduit 6 of the engine oil and is subject, in its respective phases, both to the pressure of the engine oil and to pressure resulting from the inertia of the piston-connecting rod mass, which is subjected, starting from half-way down the descending stroke of the piston, to the negative acceleration towards its bottom dead centre and to positive acceleration in the next 90°, maintaining the same effect of closing as a result of the contact of the top half-shell 2D with the part of the drive shaft 7 where the channel sector 2C that basically functions as distributor is not present.
- the small end 2A In the top 180° of rotation of the shaft, where the small end 2A is moving from half-way of the ascending stroke up to the top dead centre and is returning to half-way of the return stroke, so that its acceleration upwards is negative, displacement occurs of the mass of oil present in the calibrated conduit 6 towards the connecting-rod small end 2A, with a pressure or hydraulic thrust that is a function of the engine r.p.m.
- the oil of the calibrated conduit 6 acts on the end 1C of the circumferential channel IB ( Figure 1) , traversing a hole 5C of the block 5, thus causing rotation of the eccentric bushing 1 by means of the volume of fluid (or oil) present in the channel itself.
- the circumferential channel IB has a length that covers more than 180° (for example 200° or more) so that its active end 1C and counteracting end ID can never come into contact with the block 5 fixed to the connecting-rod small end 2A.
- the automatism of intervention of the eccentric bushing 1, which is to go into action beyond the regime of the maximum torque of the engine, can be regulated both by the hydraulic pressure on the opposed ends of thrust 1C and ID of the circumferential channel IB, determined by the diameter of the supply holes 5C and 5F and by the diameter of purposely provided calibrated holes of lateral discharge IE and IF, made on the ends of the same circumferential channel and having different diameters, and by the calibration of a torsion spring 8, which acts by countering rotation of the eccentric bushing 1 and is necessary to ensure return of the bushing to the starting point established by its lever IA on the point of arrest 3A of the piston 3, as the engine r.p.m. decreases, when eccentricity of the bushing corresponds to its bottom dead centre.
- the eccentric bushing 1 can be forced by its active rotation until its eccentricity is brought into a position corresponding to the top dead centre, established by the lever IA, on the point of arrest 3B. In this way, even when the engine is in the regime of maximum power, the compression ratio and the pre-set thermal efficiency are maintained in relation to the volume of the active mixture (air/fuel) taken in.
- a torsion spring 8 ( Figure 4) is provided, with turns set off-axis to ensure its adherence to the pin, which has an eye end thereof fixed to a transverse pin 8A fitted in the piston 3 and set preferably in a horizontal direction, whilst the other end is fixed to a concentric bushing 9, provided with fork and engagement pin 9A, said bushing 9 being free to turn both on the pin 4 and in the respective oversize hole 3C of the piston.
- the latter end of the torsion spring 8 is rendered fixed with respect to the rotation of the eccentric bushing 1 thanks to the purposely provided fittings 9B so as to transmit thereto the torsional force of the appropriately calibrated spring 8 during rotation of the bushing 1 itself between the points of arrest 3A and 3B of its lever IA.
- said pin 8A is fitted to the end of the hole of the pin 4 with an elastic retention ring 4A.
- the bottom-end block 5 connected to as a result of the reciprocating rotation of its small end 2A to which it is constrained, by sliding in the circumferential channel IB, exerts an action of pumping on the oil contained therein, establishing, with the hydraulic pressure for controlling rotation of the eccentric bushing 1, a mean pressure regulated by the side- discharge calibrated holes IE and IF of its ends 1C and ID, giving rise to a succession of damped pulses on their reduced surface of hydraulic thrust.
- a second embodiment of the invention envisages a small automatic inertial distributor 10 with a substantially vertical development, which is fixed to the stem of the connecting rod in a position corresponding to its small end 2A.
- the oil of the calibrated conduit 6, with its single direction of circulation passes through the calibrated supply hole 1OA and discharge hole 1OB of the respective compression chambers of the piston 11.
- a different damping pressure is set up in said chambers of the piston 11, which enables its sliding towards the connecting-rod small end 2A starting from the regime of maximum engine torque.
- the distributor 10 comprises a cylinder, the ends of which function as guide for the stem of the piston 11, which is held in a central position, with respect to its sliding stroke, by two opposed thrust springs.
- the piston 11 has its top end facing the connecting-rod small end 2A, which is characterized by a conical portion HA tapered downwards, which terminates with a cylindrical part, both parts being calibrated.
- sliding of the piston 11 towards the connecting-rod small end 2A causes discharge of the oil coming from the counteracting end ID via the conduits 1OD and 1OE so as to regulate the thrust of the oil on the active end 1C, which causes rotation of the eccentric bushing 1 with raising of the piston 3 at its top dead centre.
- sliding downwards of the piston 11, regulated by the calibration of the opposed springs 13 and 13A causes closing of secondary- discharges of the counteracting end ID by its conical seat HA, the oil pressure in said counteracting end ID being regulated by its primary discharge IF in order to have a thrust greater than that on the active end 1C, thus causing return of the eccentric bushing 1 to the point of start of its active rotation.
- the circumferential channel IB has a length preferably corresponding to an arc of 300°.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The present invention relates to a device designed to regulate automatically the compression ratio of the mixture taken in at the various levels of r.p.m. of an explosion engine of an aspirated type to achieve a balanced matching of its thermal and mechanical efficiency. The above is obtained, according to the invention, by providing a regulator comprising means actuated by the pressure of the engine oil, which are designed, to vary automatically, as a function of the engine r.p.m. and starting from the regime of the maximum torque onwards, the effective stroke of the piston in the proximity of the top dead centre.
Description
AUTOMATIC REGULATOR OF THE COMPRESSION-RATIO FOR
EXPLOSION ENGINES
*****
DESCRIPTION
Summary of the invention
Currently the compression ratio in aspirated explosion engines, albeit mechanically fixed, is in actual fact variable according to their volumetric supply at the various levels of r.p.m. during their use, in particular in motor vehicles. In fact, at medium levels of r.p.m. and maximum torque it is possible to obtain a supply that completely fills the cylinder and to increase the maximum pressure compatibly with the antiknock index and the value of self-ignition of the fuel used in said engines.
Instead, at high levels of r.p.m. (beyond that of the maximum torque) , the brevity of the times involved in distribution reduces the supply and the compression ratio, causing a slowing-down of the combustion, which, instead, should speed up for a complete thermal efficiency thereof, without any need for marked intervention of the spark advance, which generates a high pressure on the piston at its top dead centre.
The aim of the present invention is to regulate automatically the compression ratio, for the mixture taken in at the various levels of r.p.m., of an explosion engine of an aspirated type for a balanced matching of its thermal efficiency and mechanical efficiency.
The above has been obtained, according to the invention, by providing a regulator, which comprises
means designed to vary automatically the effective stroke of the piston in the proximity of the top dead centre as a function of the engine r.p.m. and starting from the regime of the maximum torgue onwards . A better understanding of the invention will be obtained from the ensuing detailed description, with reference to the annexed plate of drawings, which illustrates, purely by way of non-limiting example, some preferred embodiments thereof. In the plate of drawings:
- Figure 1 is a front elevation of a connecting rod with oversized small end for housing the eccentric bushing according to the invention, in which the bushing with its eccentricity at the top end-of-travel may be seen;
- Figure 2 is a side elevation of the connecting rod of Figure 1, in which the drive shaft and the piston are partially visible;
- Figure 3, which is similar to Figure 1, is a view from the side opposite to that of Figure 1, where the bushing with its eccentricity at bottom end-of- travel may be seen;
- Figure 4, which is similar to Figure 2, shows an axial cross section of the complete piston in a position corresponding to the axis of the pin; and
- Figure 5, which is similar to Figure 1, shows a second embodiment of the invention.
With reference to the figures described above, a first embodiment of the invention envisages a regulator, which comprises substantially an eccentric bushing 1, preferably made of anti-friction material,
set in the respective connecting-rod small end 2A, which is designed to displace the dead centres of its eccentricity onto the hole of the pin 4, which constrains it to the piston 3 in order to obtain a maximum rising of the piston itself on the vertical of the connecting rod 2, equal to twice the amount of said eccentricity.
According to the invention, said eccentric bushing 1 is designed to turn, up to 180°, within the piston 3 on account of the action of the pressure of the engine oil.
Said rotation of the bushing occurs for levels of engine r.p.m. higher than the regime of the maximum torque and enables reduction of the volume of the explosion chamber, in a position corresponding to the top dead centre, in order to maintain the compression ratio substantially unvaried.
It is preferable for the two ends-of-travel or points of initial and final arrest 3A and 3B (Figures 1 and 2) of the eccentric bushing 1 to be established by the presence of a purposely provided lateral lever IA.
Said bushing 1 is provided, centrally on its outer surface, with a circumferential channel or groove IB (Figures 1 and 2) , which involves at least half of the circumference and is delimited by two ends 1C and ID. During rotation of the eccentric bushing 1 said channel IB slides, with hydraulic tightness, on a block 5, fixed within the connecting-rod small end 2A by means of a slot fitting 5A and by means of purposely provided screws 5B.
Basically, said block 5 performs a function of
bottom end in regard to the dynamic action of the engine lubricant itself contained in a calibrated cylindrical conduit 6, provided at the centre of the stem of the connecting rod on the vertical of said connecting rod 2, said conduit being supplied by the pressure of circulation of the engine oil coming from the drive shaft 7.
Advantageously, the drive shaft 7, in its rotation in the anti-friction bearing of the connecting-rod big end 2B, functions as rotating distributor by means of a hole 7A made therein (Figures 1 and 3) passing onto the channel sector 2C of the top anti-friction half-shell 2D, and is able to supply, through a hole 2E, the calibrated conduit 6, with non-return closing as a result of intervention of the continuous surface of its •crankshaft .
It should be noted that, according to the present invention, said circumferential channel IB is connected to the calibrated conduit 6 of the engine oil and is subject, in its respective phases, both to the pressure of the engine oil and to pressure resulting from the inertia of the piston-connecting rod mass, which is subjected, starting from half-way down the descending stroke of the piston, to the negative acceleration towards its bottom dead centre and to positive acceleration in the next 90°, maintaining the same effect of closing as a result of the contact of the top half-shell 2D with the part of the drive shaft 7 where the channel sector 2C that basically functions as distributor is not present.
Rotation of the drive shaft 7, with its connection
to the connecting-rod big end 2B, generates the reciprocating motion of the connecting-rod small end 2A between its dead centres, reversing the sign of the acceleration thereof every 180°. In the top 180° of rotation of the shaft, where the small end 2A is moving from half-way of the ascending stroke up to the top dead centre and is returning to half-way of the return stroke, so that its acceleration upwards is negative, displacement occurs of the mass of oil present in the calibrated conduit 6 towards the connecting-rod small end 2A, with a pressure or hydraulic thrust that is a function of the engine r.p.m. In this way, the oil of the calibrated conduit 6 acts on the end 1C of the circumferential channel IB (Figure 1) , traversing a hole 5C of the block 5, thus causing rotation of the eccentric bushing 1 by means of the volume of fluid (or oil) present in the channel itself.
According to the invention, the circumferential channel IB has a length that covers more than 180° (for example 200° or more) so that its active end 1C and counteracting end ID can never come into contact with the block 5 fixed to the connecting-rod small end 2A.
The automatism of intervention of the eccentric bushing 1, which is to go into action beyond the regime of the maximum torque of the engine, can be regulated both by the hydraulic pressure on the opposed ends of thrust 1C and ID of the circumferential channel IB, determined by the diameter of the supply holes 5C and 5F and by the diameter of purposely provided calibrated holes of lateral discharge IE and IF, made on the ends of the same circumferential channel and having
different diameters, and by the calibration of a torsion spring 8, which acts by countering rotation of the eccentric bushing 1 and is necessary to ensure return of the bushing to the starting point established by its lever IA on the point of arrest 3A of the piston 3, as the engine r.p.m. decreases, when eccentricity of the bushing corresponds to its bottom dead centre.
As the engine r.p.m. and the hydraulic driving pressure increases, once its regime of maximum torque is exceeded, the eccentric bushing 1 can be forced by its active rotation until its eccentricity is brought into a position corresponding to the top dead centre, established by the lever IA, on the point of arrest 3B. In this way, even when the engine is in the regime of maximum power, the compression ratio and the pre-set thermal efficiency are maintained in relation to the volume of the active mixture (air/fuel) taken in.
In the first embodiment that is described herein, in the internal diameter of the pin 4 a torsion spring 8 (Figure 4) is provided, with turns set off-axis to ensure its adherence to the pin, which has an eye end thereof fixed to a transverse pin 8A fitted in the piston 3 and set preferably in a horizontal direction, whilst the other end is fixed to a concentric bushing 9, provided with fork and engagement pin 9A, said bushing 9 being free to turn both on the pin 4 and in the respective oversize hole 3C of the piston.
According to the invention, the latter end of the torsion spring 8 is rendered fixed with respect to the rotation of the eccentric bushing 1 thanks to the purposely provided fittings 9B so as to transmit
thereto the torsional force of the appropriately calibrated spring 8 during rotation of the bushing 1 itself between the points of arrest 3A and 3B of its lever IA. In the example illustrated, said pin 8A is fitted to the end of the hole of the pin 4 with an elastic retention ring 4A.
The bottom-end block 5 connected to as a result of the reciprocating rotation of its small end 2A to which it is constrained, by sliding in the circumferential channel IB, exerts an action of pumping on the oil contained therein, establishing, with the hydraulic pressure for controlling rotation of the eccentric bushing 1, a mean pressure regulated by the side- discharge calibrated holes IE and IF of its ends 1C and ID, giving rise to a succession of damped pulses on their reduced surface of hydraulic thrust.
As an alternative to the torsionally calibrated spring 8, which counters the active rotation of the eccentric bushing 1, a second embodiment of the invention (illustrated in Figure 5) envisages a small automatic inertial distributor 10 with a substantially vertical development, which is fixed to the stem of the connecting rod in a position corresponding to its small end 2A.
It is evident that such a configuration of the distributor 10 means that the mass of its piston 11 is subjected to the positive and negative accelerations of the connecting-rod small end 2A, performing strokes in the corresponding cylinder 12 that are limited by the calibration of two opposed springs 13 and 13A, and
damped by the pressure of the lubricant (engine oil) present in the calibrated conduit 6.
As may be seen from Figure 5, the oil of the calibrated conduit 6, with its single direction of circulation, passes through the calibrated supply hole 1OA and discharge hole 1OB of the respective compression chambers of the piston 11. As a function of the engine r.p.m., a different damping pressure is set up in said chambers of the piston 11, which enables its sliding towards the connecting-rod small end 2A starting from the regime of maximum engine torque.
Basically, the distributor 10 comprises a cylinder, the ends of which function as guide for the stem of the piston 11, which is held in a central position, with respect to its sliding stroke, by two opposed thrust springs. The accelerations imposed by the connecting rod upon the piston, as the r.p.m. increases beyond that of the maximum torque, cause its displacement upwards and consequent regulated opening of the exhaust conduits of the counteracting end ID, bringing about rotation of the eccentric bushing 1 and consequent raising of the piston 3 to the top dead centre.
According to the invention, the piston 11 has its top end facing the connecting-rod small end 2A, which is characterized by a conical portion HA tapered downwards, which terminates with a cylindrical part, both parts being calibrated.
Advantageously, sliding of the piston 11 towards the connecting-rod small end 2A causes discharge of the oil coming from the counteracting end ID via the
conduits 1OD and 1OE so as to regulate the thrust of the oil on the active end 1C, which causes rotation of the eccentric bushing 1 with raising of the piston 3 at its top dead centre. As the engine r.p.m. decreases, sliding downwards of the piston 11, regulated by the calibration of the opposed springs 13 and 13A, causes closing of secondary- discharges of the counteracting end ID by its conical seat HA, the oil pressure in said counteracting end ID being regulated by its primary discharge IF in order to have a thrust greater than that on the active end 1C, thus causing return of the eccentric bushing 1 to the point of start of its active rotation.
In the preferred embodiment of the eccentric bushing 1 so far described, the circumferential channel IB has a length preferably corresponding to an arc of 300°.
Claims
1. An automatic regulator of the compression ratio for explosion engines with at least one cylinder and piston, characterized in that it comprises means designed to vary automatically, as a function of the engine r.p.m. and for levels of r.p.m. that are higher than or equal to that of the maximum torque, the effective stroke of the piston in the proximity of the top dead centre, thus achieving maintenance of the compression ratio of the mixture taken in at values close to the one corresponding to the maximum torque in order to obtain a balanced matching of the engine thermal efficiency and mechanical efficiency.
2. The regulator according to the preceding claim, characterized in that said means designed to vary the effective stroke of the piston in the proximity of the top dead centre are actuated by the pressure of the engine oil.
3. The regulator according to Claim 1 or Claim 2, characterized in that said means, designed to vary the effective stroke of the piston in the proximity of the top dead centre, comprise an eccentric bushing (1) set in the respective connecting-rod small end (2A) , which is designed to displace the dead centres of its eccentricity on the hole of the pin (4) that constrains it to the piston (3) in order to obtain a rising of the piston itself on the vertical of the connecting rod (2), equal to twice the amount of said eccentricity.
4. The regulator according to the preceding claim, characterized in that said eccentric bushing (1) is made of anti-friction material.
5. The regulator according to Claim 3, characterized in that said eccentric bushing (1) is designed to turn, up to 180°, within the piston (3) on account of the action of the pressure of the engine oil.
6. The regulator according to the preceding claim, characterized in that said rotation of the bushing occurs for levels of engine r.p.m. higher than the regime of the maximum torque and is designed to reduce the volume of the explosion chamber, in a position corresponding to the top dead centre, in order to maintain the compression ratio substantially unvaried.
7. The regulator according to the preceding claim, characterized in that said eccentric bushing (1) is provided, centrally on its outer surface, with a circumferential channel or groove (IB) , which extends for at least half of the circumference and is delimited by two ends: an active end (1C) and a counteracting end (ID); said channel (IB) being designed, during rotation of the eccentric bushing (1), to slide, with hydraulic tightness, on a block (5) fixed within the connecting- rod small end (2A) .
8. The regulator according to the preceding claim, characterized in that said block (5) is designed to perform a function of bottom end to the dynamic action of the oil or lubricant of the engine contained in a calibrated cylindrical conduit (6), which is purposely provided at the centre of the stem of the connecting rod on the vertical of the same connecting rod (2); said conduit being supplied by the pressure of circulation of the engine oil coming from the drive shaft" (7) .
9. The regulator according to the preceding claim, characterized in that the drive shaft (7), by means of its rotation in the anti-friction bearing of the connecting-rod big end (2B) , is designed to function as rotating distributor by means of a hole thereof (7A) passing onto a channel sector (2C) of a top anti-friction half-shell (2D) , and is able to supply, through a hole (2E) , the calibrated conduit (6), with non-return ' closing as a result of intervention of the continuous surface of its crankshaft .
10. The regulator according to the preceding claim, characterized in that said circumferential channel (IB) is connected to the calibrated conduit (6) of the engine oil and is subject, in the respective phases, both to the pressure of the engine oil and to the pressure determined by the inertia of the piston- connecting rod mass, subjected to the negative' acceleration towards its bottom dead centre and positive acceleration in the next 90°, maintaining the same effect of closing by contact of the top half-shell (2D) with the part of the drive shaft (7) where the channel sector (2C) , which functions substantially as distributor, is not present.
11. The regulator according to the preceding claim, characterized in that the rotation of the drive shaft (7), with its connection to the connecting-rod big end (2B) , is designed to generate the reciprocating motion of the connecting-rod small end (2A) between its two dead centres, reversing its positive and negative accelerations every 90°, producing, in the 180° of top rotation, the displacement of the mass of oil present in the calibrated conduit (6) towards the connecting- rod small end (2A) with a pressure or hydraulic thrust that is a function of the engine r.p.m.
12. The regulator according to the preceding claim, characterized in that the oil of the calibrated conduit (6) is designed to act on the active end (1C) of the circumferential channel (IB) , traversing a hole (5C) of the block (5) , causing rotation of the eccentric bushing (1) by the volume of engine oil present in the circumferential channel itself.
13. The regulator according to the preceding claim, characterized in that the circumferential channel (IB) has a length that covers more than 180°, so that its active end (1C) and counteracting end (ID) can never come into contact with the block (5) fixed to the connecting-rod small end (2A)
14. The regulator according to the preceding claim, characterized in that the two ends-of-travel or points of initial and final arrest (3A and 3B) of the eccentric bushing (1) are established by a purposely provided side lever (IA) .
15. The regulator according to Claim 12 or Claim 13 or Claim 14, characterized in that the automatic rotation of the eccentric bushing (1) , for levels of r.p.m. higher than the regime of the maximum torque of the engine, is regulated by the hydraulic pressure on the opposed ends, i.e., that of active thrust (1C) and the counteracting end (ID) of the circumferential channel (IB) ; said hydraulic pressure being determined by the diameter of the supply holes (5C and 5F) and by the diameter of appropriate calibrated holes of lateral discharge (IE and IF) , provided on the ends of the same circumferential channel (IB) and having different diameters .
16. The regulator according to the preceding claim, characterized in that the automatic rotation of the eccentric bushing (1) for levels of r.p.m. higher than the regime of the maximum torque of the engine is regulated by the calibration of a torsion spring (8) that counters rotation of the eccentric bushing (1) from its bottom end-of travel to its top end-of travel; said spring being designed to ensure return of the bushing to the starting point on the point of arrest (3A) of the piston (3), as the engine r.p.m. decreases.
17. The regulator according to the preceding claim, characterized in that, as the engine r.p.m. and the hydraulic pressure of the engine oil increase once the regime of the maximum torque has been exceeded, the eccentric bushing (1) is designed to be rotated until its eccentricity is brought into a position corresponding to its top dead centre or end-of travel, on the point of arrest (3B) ; thus obtaining that, even when the engine is in the regime of maximum power, the compression ratio and the pre-set thermal efficiency in relation to the volume of the active (air/fuel) mixture taken in are maintained.
18. The regulator according to the preceding claim, characterized in that provided in the pin (4) is a torsion spring (8) with turns set off-axis to ensure adherence to said pin (4), said torsion spring (8) having its first eye end fixed to a transverse pin (8A) fitted in the piston (3) , whilst the remaining second end is fixed to a concentric bushing (9) , provided with a fork and engagement pin (9A), said bushing (9) being free to turn both on the pin (4) and in the respective oversize hole (3C) of the piston.
19. The regulator according to the preceding claim, characterized in that said second end of the torsion spring (8) is fixed with respect to the rotation of the eccentric bushing (1) thanks to purposely provided fittings (9B) so as to transmit thereto the torsional force of the appropriately calibrated spring (8), during rotation of the bushing (1) between its points of arrest (3A and 3B) .
20. The regulator according to the preceding claim, characterized in that said pin (8A) is fitted to the end of the hole of the pin (4) with an elastic retention ring (4A) .
21. The regulator according to Claim 19 or Claim 20, characterized in that the bottom-end block (5) , connected to the reciprocating rotation of its small end (2A) , as a result of the reciprocating rotation of its small end (2A) to which it is constrained, is designed to slide in the circumferential channel (IB) , exerting an action of pumping on the oil - contained therein, establishing with the hydraulic pressure for controlling rotation of the eccentric bushing (1) a mean pressure regulated by the calibrated lateral- discharge holes (IE and IF) of its ends (1C and ID) , giving rise to a succession of damped pulses on their reduced surface of hydraulic thrust.
22. The regulator according to Claim 17, characterized in that it envisages a small automatic inertial distributor (10) with a substantially vertical development, which is fixed to the shaft of the connecting rod in a position corresponding to its small end (2A) .
23. The regulator according to the preceding claim, characterized in that the distributor (10) comprises a cylinder, the ends of which function as guide for the stem of an internal piston (11) that is held in a central position, with respect to its sliding stroke, by two opposed thrust springs (13, 13A) .
24. The regulator according to the preceding claim, characterized in that the accelerations imposed by the connecting rod (2) on the piston (11) cause, as the engine r.p.m. increases beyond that of the maximum torque, its displacement upwards and the consequent regulated opening of purposely provided secondary exhaust conduits (10D, 10E) of the counteracting end (ID) , causing rotation of the eccentric bushing (1) towards its top end-of-travel and the consequent raising of the piston (3) to the top dead centre.
25. The regulator according to the preceding claim, characterized in that the piston (11) has 'its top end facing the connecting-rod small end (2A) that is characterized by a conical portion (HA) tapered downwards, which terminates with a cylindrical part, both of said parts being calibrated.
26. The regulator according to the preceding claim, characterized in that sliding of the piston (11) towards the connecting-rod small end (2A) causes discharge of the oil coming from the counteracting end
(ID) via the conduits (1OD and 10E) so as to regulate the thrust of the oil on the active end (1C) , which causes rotation of the eccentric bushing 1.
27. The regulator according to the preceding claim, characterized in that, as the engine r.p.m. decreases, sliding downwards of the piston (11) , regulated by the calibration of the opposed springs (13 and 13A) , causes closing of secondary discharges of the counteracting end (ID) by its conical part (HA) , the oil pressure in said counteracting end (ID) being regulated by its primary discharge (IF) in order to have a thrust greater than that on the active end (1C) , thus causing return of the eccentric bushing (1) to the point of start of its active rotation.
28. The regulator according to the preceding claim, characterized in that the configuration of the distributor (10) is such that the mass of the piston (11) is subjected to the positive and negative accelerations of the connecting-rod small end (2A) , performing strokes in the corresponding cylinder (12), which are limited by the calibration of the opposed springs (13 and 13A) and damped by the pressure of the engine oil present in the calibrated conduit (6).
29. The regulator according to the preceding claim, characterized in that the oil of the calibrated conduit (6), with its single direction of circulation, passes through the calibrated supply hole (10A) and discharge hole (10B) of the respective compression chambers of the piston (11) ; thus obtaining that, as a function of the engine r.p.m., in said chambers of the piston 11 there is set up a different damping pressure that enables its sliding towards the connecting-rod small end (2A) starting from the regime of maximum engine torque.
30. The regulator according to Claim 1, characterized in that the circumferential channel (IB) of the eccentric bushing (1) has a length corresponding to an arc of 300° .
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| ITRM20050513 ITRM20050513A1 (en) | 2005-10-14 | 2005-10-14 | AUTOMATIC REGULATOR OF THE COMPRESSION RATIO FOR COMBUSTION ENGINES. |
| ITRM2005A000513 | 2005-10-14 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO2007043093A1 true WO2007043093A1 (en) | 2007-04-19 |
Family
ID=37697915
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/IT2006/000733 WO2007043093A1 (en) | 2005-10-14 | 2006-10-13 | Automatic regulator of the compression-ratio for explosion engines |
Country Status (2)
| Country | Link |
|---|---|
| IT (1) | ITRM20050513A1 (en) |
| WO (1) | WO2007043093A1 (en) |
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2010108582A1 (en) * | 2009-03-26 | 2010-09-30 | Ixetic Bad Homburg Gmbh | Apparatus for changing the compression ratio in an internal combustion engine |
| WO2010124971A1 (en) * | 2009-04-29 | 2010-11-04 | Avl List Gmbh | Apparatus for modifying the piston kinematics of an internal combustion engine |
| DE102011002138A1 (en) * | 2011-04-18 | 2012-10-18 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Adjustable connecting rod assembly for internal combustion engine of motor vehicle, has connecting section whose angular sector is smaller than angular sector of the adjustable eccentric cam device |
| DE102012112434A1 (en) * | 2012-12-17 | 2014-06-18 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Connecting rod assembly e.g. variable compression ratio (VCR)-piston rod for internal combustion engine e.g. gasoline engine, has switching valve unit that controls displacement of eccentric by venting respective hydraulic cylinder |
| WO2014162043A1 (en) * | 2013-04-03 | 2014-10-09 | Wärtsilä Finland Oy | Arrangement for setting a compression ratio of an internal combustion piston engine |
| KR101459428B1 (en) | 2009-12-02 | 2014-11-10 | 현대자동차 주식회사 | Variable compression ratio device |
| DE102014100585A1 (en) * | 2014-01-20 | 2015-01-22 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Connecting rod and internal combustion engine |
| KR101510323B1 (en) | 2009-10-06 | 2015-04-08 | 현대자동차 주식회사 | variable compression ratio device |
| DE102013225763A1 (en) * | 2013-12-12 | 2015-06-18 | Beijing Zhi KE Investment and Management Co.,Ltd. | Piston rod assembly and internal combustion engine with such piston rod assembly |
| JP2015124635A (en) * | 2013-12-25 | 2015-07-06 | 三菱自動車工業株式会社 | Variable compression ratio device for internal combustion engine |
| JP2015124637A (en) * | 2013-12-25 | 2015-07-06 | 三菱自動車工業株式会社 | Variable compression ratio device for internal combustion engine |
| JP2015124639A (en) * | 2013-12-25 | 2015-07-06 | 三菱自動車工業株式会社 | Variable compression ratio device for internal combustion engine |
| DE102014101929A1 (en) * | 2014-02-17 | 2015-09-03 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Connecting rod and internal combustion engine |
| AT519156A1 (en) * | 2016-09-30 | 2018-04-15 | Avl List Gmbh | Length adjustable connecting rod for a reciprocating engine, reciprocating engine and vehicle |
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| DE3108486A1 (en) * | 1981-03-06 | 1982-09-16 | Volkswagenwerk Ag, 3180 Wolfsburg | Device for controlling the compression ratio of an Otto cycle reciprocating piston internal combustion engine |
| EP0297904A2 (en) * | 1987-07-03 | 1989-01-04 | Honda Giken Kogyo Kabushiki Kaisha | Compression ratio-changing device for internal combustion engines |
| DE3818357A1 (en) * | 1987-06-01 | 1989-03-02 | Toyota Motor Co Ltd | DEVICES FOR BLOCKING THE ROTATION OF AN EXCENTRIC BEARING OF A DEVICE FOR CHANGING THE COMPRESSION RATIO |
| DE10211971A1 (en) * | 2002-03-19 | 2003-10-02 | Bayerische Motoren Werke Ag | Device for altering compression ratio of reciprocating piston engine has connecting rod mounted on crankshaft journal via eccentric sleeve with unequal mass distribution so that sleeve is rotated by out-of-balance moment |
-
2005
- 2005-10-14 IT ITRM20050513 patent/ITRM20050513A1/en unknown
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2006
- 2006-10-13 WO PCT/IT2006/000733 patent/WO2007043093A1/en active Application Filing
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| DE3108486A1 (en) * | 1981-03-06 | 1982-09-16 | Volkswagenwerk Ag, 3180 Wolfsburg | Device for controlling the compression ratio of an Otto cycle reciprocating piston internal combustion engine |
| DE3818357A1 (en) * | 1987-06-01 | 1989-03-02 | Toyota Motor Co Ltd | DEVICES FOR BLOCKING THE ROTATION OF AN EXCENTRIC BEARING OF A DEVICE FOR CHANGING THE COMPRESSION RATIO |
| EP0297904A2 (en) * | 1987-07-03 | 1989-01-04 | Honda Giken Kogyo Kabushiki Kaisha | Compression ratio-changing device for internal combustion engines |
| DE10211971A1 (en) * | 2002-03-19 | 2003-10-02 | Bayerische Motoren Werke Ag | Device for altering compression ratio of reciprocating piston engine has connecting rod mounted on crankshaft journal via eccentric sleeve with unequal mass distribution so that sleeve is rotated by out-of-balance moment |
Cited By (22)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2010108582A1 (en) * | 2009-03-26 | 2010-09-30 | Ixetic Bad Homburg Gmbh | Apparatus for changing the compression ratio in an internal combustion engine |
| WO2010124971A1 (en) * | 2009-04-29 | 2010-11-04 | Avl List Gmbh | Apparatus for modifying the piston kinematics of an internal combustion engine |
| CN102439272A (en) * | 2009-04-29 | 2012-05-02 | Avl里斯脱有限公司 | Apparatus for modifying the piston kinematics of an internal combustion engine |
| KR101510323B1 (en) | 2009-10-06 | 2015-04-08 | 현대자동차 주식회사 | variable compression ratio device |
| KR101459428B1 (en) | 2009-12-02 | 2014-11-10 | 현대자동차 주식회사 | Variable compression ratio device |
| DE102011002138A1 (en) * | 2011-04-18 | 2012-10-18 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Adjustable connecting rod assembly for internal combustion engine of motor vehicle, has connecting section whose angular sector is smaller than angular sector of the adjustable eccentric cam device |
| DE102012112434A1 (en) * | 2012-12-17 | 2014-06-18 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Connecting rod assembly e.g. variable compression ratio (VCR)-piston rod for internal combustion engine e.g. gasoline engine, has switching valve unit that controls displacement of eccentric by venting respective hydraulic cylinder |
| DE102012112434B4 (en) | 2012-12-17 | 2022-10-20 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Connecting rod arrangement and method for venting a hydraulic cylinder of such a connecting rod arrangement |
| WO2014162043A1 (en) * | 2013-04-03 | 2014-10-09 | Wärtsilä Finland Oy | Arrangement for setting a compression ratio of an internal combustion piston engine |
| DE102013225763A1 (en) * | 2013-12-12 | 2015-06-18 | Beijing Zhi KE Investment and Management Co.,Ltd. | Piston rod assembly and internal combustion engine with such piston rod assembly |
| JP2015124635A (en) * | 2013-12-25 | 2015-07-06 | 三菱自動車工業株式会社 | Variable compression ratio device for internal combustion engine |
| JP2015124637A (en) * | 2013-12-25 | 2015-07-06 | 三菱自動車工業株式会社 | Variable compression ratio device for internal combustion engine |
| JP2015124639A (en) * | 2013-12-25 | 2015-07-06 | 三菱自動車工業株式会社 | Variable compression ratio device for internal combustion engine |
| EP2905447A1 (en) * | 2013-12-25 | 2015-08-12 | Mitsubishi Jidosha Kogyo K.K. | Variable compression ratio device for internal combustion engine |
| US9574495B2 (en) | 2013-12-25 | 2017-02-21 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Variable compression ratio device for internal combustion engine |
| US9567902B2 (en) | 2014-01-20 | 2017-02-14 | Dr. Ing. H.C.F. Porsche Aktiengesellschaft | Connecting rod and internal combustion engine |
| DE102014100585A1 (en) * | 2014-01-20 | 2015-01-22 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Connecting rod and internal combustion engine |
| DE102014101929A1 (en) * | 2014-02-17 | 2015-09-03 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Connecting rod and internal combustion engine |
| US9726077B2 (en) | 2014-02-17 | 2017-08-08 | Dr. Ing. H.C.F. Porsche Aktiengesellschaft | Connecting rod and internal combustion engine |
| DE102014101929B4 (en) | 2014-02-17 | 2022-02-24 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | connecting rod and internal combustion engine |
| AT519156A1 (en) * | 2016-09-30 | 2018-04-15 | Avl List Gmbh | Length adjustable connecting rod for a reciprocating engine, reciprocating engine and vehicle |
| AT519156B1 (en) * | 2016-09-30 | 2018-11-15 | Avl List Gmbh | Length adjustable connecting rod for a reciprocating engine, reciprocating engine and vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| ITRM20050513A1 (en) | 2007-04-15 |
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