WO2011128525A1

WO2011128525A1 - Linear-displacement crankshaft

Info

Publication number: WO2011128525A1
Application number: PCT/FR2011/000208
Authority: WO
Inventors: Gérard POUILLE
Original assignee: Pouille Gerard
Priority date: 2010-04-12
Filing date: 2011-04-11
Publication date: 2011-10-20

Abstract

The invention consists in a mechanical system capable of converting a reciprocating movement into a rotary movement. This invention, which is applicable to expansion engines, makes it possible both to eliminate the diametral pressure imposed on the piston/cylinder pairing and get away from the bore/stroke ratio constraints. The features of this invention applied to expansion engines make it possible to: mechanically create a volumetric difference between the initial pressure chamber and its decompression chamber - have an engine capable of running on multiple fuels - have an efficiency close to 1 (by reducing exchanges of heat between the engine and its surroundings) - reduce pollution (because the gases are predominantly burnt.

Description

CRANKSHAFT WITH LINEAR DISPLACEMENT

The present invention consists in eliminating the diametric pressure of a linear back and forth motion transformed into a rotational movement and vice versa: see development 1

The present invention eliminates the minimum bore ratio of the piston and cylinder assembly for a given stroke, by canceling the pendulum movement of the connecting rod: see development 2 applied to the expansion motor.

The prior art assumed at least two distinct mechanical elements to transform a linear back and forth motion into rotational movement and vice versa: connecting rod and crankshaft.

The invention confuses these two elements in their roles.

The prior art supposed four distinct mechanical elements to achieve a thermodynamic transformation: cylinder, piston, connecting rod, crankshaft. Confusing two essential elements: crankshaft is crankshaft, the piston as its axis shaft can be confused and connect directly to the invention.

(Plate 1): Example on a piston-rod assembly, "half crankshaft. "

To confuse in their role of the mechanical master elements generates repercussions on the so-called engine relaxation, declined according to the five following advantages:

- geometric

- mechanics and physics

- thermodynamics

- energy

- environmental

Explanation on a "half-crankshaft" (plate 26) - -

Difference of Geometric and Mathematical Nature Between the State of the Prior Art and the Invention

Understanding of the state of the prior art: the big point A is a point belonging to the perimeter of the large disk C: the rotation of the large disk C around its central axis transmits a circular motion at the large point A:

(plate 2: figure 1 figure 2)

Comprehension of the invention: the large point A is a point belonging to the perimeter of the small disk c: the rotation of the small disk c around its central axis positioned in the center of the radius of the large disk C transmits to the large disk C a rotational movement around its central axis, the large point G being a sliding point common to the two disks and belonging to their common perimeter of the combined perimeter: the displacement of the large point A is a line segment corresponding to the diameter of the large disk C:

(plate 3: figure 3 figure 4)

(plate 4: geometric displacement of the large point A of 30 ° in 30 ° with respect to the center of the small disk c)

(plate: 13, 14, 15, 16, 17, 18, 19): mechanical displacement of the half crankshaft schematically planks 1 and 22)

the large disk C has a pitch diameter of twice the pitch diameter of the small disc c. The center of the small disc c is located in the middle of the radius of the large disc C.

Mechanical and physical advantages between the state of the prior art and the invention (DEVELOPMENT 1)

A large force F is applied to A:

(Plate 2: FIG. 3): the state of the prior art

(Plate 3: FIG. 4): technique of the invention.

(Plate 6 and 7): studies of decompositions of forces with interpretations.

Difference: the invention brings the small diametric pressure f to the rotation. - -

Impacts: less friction of the piston / cylinder couple, noticeable reduction of the piston skirt, reduction of the connecting rod and piston. The opposite piston / cylinder pairs work on the same axis two by two.

Dynamic balancing of the invention simpler: in the state of the prior art could not really compensate for the permanent imbalance of the connecting rod due to its pendulum movement added to a movement back and forth. Advantages of a mechanical and physical nature induced at its geometry between the state of the prior art and the invention (DEVELOPMENT 2)

A large force F is applied to A:

- (Plate 2: Figure 3): the state of the art half crankshaft

- (plate 3 - figure 4): technique of the invention half crankshaft

Difference: The invention cancels the pendulum movement of its "connecting rod";

Impacts: Cancellation of the minimum boring ratio of the piston / cylinder torque imposed in the state of the prior art due to the displacement of the connecting rod, geometrical stress added to the constructive reality due to the dimensioning of the mechanical elements concerned. The invention can theoretically vary a piston in dimension from 0 to infinity (Plate 3, FIG.

Application of the two cumulated developments

The cancellation of the diametral pressure as well as the cancellation of the bore bore ratio will allow what the state of the prior art hardly allows:

- (Plate 8): Conventional construction according to constraints.

- (plate 9 - figure 7): to create a long stroke engine: the diametric pressure as well as the linear speed of the piston increases.

- (Plate 9 - Figure 8): Mechanically create a decompression chamber larger than its initial compression chamber, the bore ratio race promoting compression and decompression on a restricted stroke in the same chamber. - -

- (Plate 9): Or to compare the theoretical construction between the state of the prior art and the invention with equal displacement: their bores are equivalent, the compression stroke of the admitted mixture is the same, the decompression stroke of the invention corresponds to the maximum expansion of the gas after combustion according to the coefficient of expansion of said gas. The crankshaft of the invention therefore has a larger dimension and a longer cylinder.

- (Plate 9 - Figure 7): A constraint then appears in the invention: its long stroke increases the linear speed of the piston at equivalent speed, but the invention by the suppression of the diametric pressure, brings less mechanical stresses to the piston and at its connecting rod. The invention makes it possible to reduce the mass and the dimensioning of the piston and its "connecting rod". the piston speed can therefore increase significantly.

Application of the cumulative benefits passed on the internal combustion gas engine Comparison between the state of the prior art and the invention

(Plate 8) (Plate 9) (Plate 10) The invention proposes creating a sufficient dimensional ratio between the stroke of a piston and its bore in order to mechanically create a volumetric difference between the initial pressure chamber and its decompression chamber. , something difficult to achieve in the state of the prior art for the following reasons:

- (plate 8): The bore / stroke ratio imposed by its theoretical geometry added to the constructive mechanical reality.

- (Plate 9 - Figure 8) (Plate 10): The bore bore ratio often close to 1 in the state of the prior art applied to its constructive reality requires compression and rapid decompression in the same chamber, the end phase expansion of expansive gas at the opening of the compulsory exhaust valve at low dead point does not allow the full recovery of said gas in the state of the prior art.

As to lengthen the race mechanically in the state of the prior art a difficulty appears: The linear speed of the piston increases and the longer the stroke is and the greater the diametric pressure is important. - -

The sudden increase in pressure at the ignition of the gas mixture makes it difficult to lengthen the connecting rod complementary source weight to stiffen given its working length. The piston must have a longer skirt due to a greater angle of attack on ascent or descent (PMH, PMB).

The invention proposes then to cumulate its advantages in a motor well

specific (Plate 11) (Plate 12)

By significantly lengthening the stroke by a bore reduction, so as to incorporate a variation in the intake volume of the gas mixture allowing a variable compression ratio (work done). The displacement becomes variable the compression ratio becomes too. It is the inlet length (phase) regulated by the opening and closing of the intake valve that determines the power in variable. This results in a part of the piston stroke after the closing of the intake valve a depressive phase below the level of the pressure of its ambient ambient (work done).

It should be noted that a partial depressive phase can also appear at the end of the relaxation phase (work done) except to open the exhaust valve before this depressive phase. These two possible partial phases (including a must in the intake phase) can play a role of thermal regulator between the 'high engine' and the 'low engine' according to the degree of thermal permissiveness of the material used in its construction.

In case of exceeding these capacities in the recovery of integral relaxation of the burned gases, the engine then behaves thermally as a motor of the state of the prior art that is to say that its efficiency drops and its temperature increases. - -

Explanation on the thermodynamic curves associated with the motor of the invention

(confers boards 11 and 12)

- It's the race

- D is the bore

- VI is the volume of the dead space

- V is the minimum volume of admission of the gas mixture

- V2 is the maximum additional variable volume at V intake of the gas mixture it corresponds to the maximum power after isentropic transformation of the mixture recoverable by the engine.

- V max is the maximum volume of the chamber at the PMB, it is equal to (V + V2) * y

- there is also the coefficient of expansion of the gas mixture: it is the expression of:

3 '/ (2' or 3)

- t is the compression ratio: it is variable it is the ratio of VI / (V → V2)

- V is the minimum displacement; (V + V2variable) is the cubic capacity: it is variable.

- PMB is the top dead center

- PMH is the low dead point

- Tx temperature of the gas mixture at point x

- W is the job:

Wpq: work from point p to point q

Wp (q or r): work from point p to point q or r

Mathematical symbolization in the following formulas

- A → B: means' variable from A to B)

*: means 'to multiply'

- /: means 'divide' First principle: the different jobs on the curves are the shaded or gray areas:

-W: useful energy

+ W: expensive energy

The cycle is double: 2 laps 4 races; divided into 10 sectors - -

The engine performs a series of cycles by exchanging heat with 2 sources it is ditherme:

2 variable isothermal transformations: from W52 to W5 '(2'max or 3min)

from W5 '(2'max or 3min) to W (4 or 1) (3'max) a variable isentropic transformation:

of T (2min → (2'max or 3min)) * y <T (3'max)

Calculation of the theoretical yield by decomposition of the transformations during the double cycle: The double cycle is to study in its entirety, it corresponds to a series of variable mechanical work in compression and decompression.

Race 1:

Opening admission of the PMH to VI min adm to V2max adm to the pressure of the outside ambient 1:

- zero mechanical work at equivalent pressure with ambient ambient sound:

Sector 1 to 2 W = 0

Closing admission of VI min adm to V2 max adm under the pressure of the ambient ambient 1 up to the PMB:

- Costly, variable mechanical work:

Sector 2 to 3 + W ((1 or 4) (5max → 5'min))

Race 2:

PMB to return to pressure balance with ambient ambient sound:

- Mechanical work done, variable:

Sector 4 to 5 -W ((1 or 4) (5max → 5'min))

From pressure balance with ambient ambient sound to compression

PMH:

- Costly, variable mechanical work:

Sector 5 to 6 + W ((1 or 4) (2min → (2'max or 3min)))

- An isentropic transformation:

PMH: T (2min → (2'max or 3min)) * y <T (3'max) - -

Race 3:

From PMH to pressure balance with ambient ambient sound:

- Work received, variable:

Sector 7 to 8 -W (2min → (2'max or 3min)) * y <W (3'max)

- Mechanical work done:

Sector 7 to 8 -W ((1 or 4) (2min → (2'max or 3min)))

From the pressure balance with its ambient ambient to the PMB:

- Costly, variable mechanical work:

Sector 8 + W ((1 or 4) ((1 or 4) → 5'max))

Race 4:

PMB up to pressure balance with ambient ambient sound:

- Mechanical work done, variable:

Sector 9 -W ((1 or 4) ((1 or 4) → 5'max))

Opening exhaust valve at pressure balance with ambient ambient sound up to PMH:

- zero mechanical work at equivalent pressure with ambient ambient sound:

Sector 10 W = 0

- Exhaust valve closure: cycle end cycle start: intake valve opening.

Performance r is accepted as being the work received for a double cycle on the sum of the work done during the double cycle, namely:

-W / sum (+ W) + sum (-W).

Then the expression of the thermodynamic formula of the invention is:

-W (2min → (2'max or 3min)) * y <W (3'max)

+ W ((1 or 4) (5max → 5min)) -W ((1 or 4) (5max → 5min)) + W ((1 or 4) (2min → (2max or 3min) )) -W ((1 or 4) (2min → (2'max or 3min))) + W ((1 or 4) ((1 or 4) → 5'max)) -W ((1 or 4) ((1 or 4) → 5'max))

-W (2min → (2'max or 3min)) * y <W (3'max) - -

For simplicity: -W (2min → (2'max or 3min)) * y <W (3'max) r =

-W (2min → (2'max or 3min)) * y <W (3'max)

We deduce that r = 1 variable, that is to say that the yield is the expression of a variable power.

Interpretation

1 is an integral variable entity ie to say that it is the expression of a variable power, as a function of a variable displacement of admission. The diktat of the formula of the invention is a constant: the pressure of the outside ambient must always be equal to the internal pressure of the chamber at the opening of the exhaust or intake valves. If this condition is not respected, point 4 of (Plate 12) must become greater than atmospheric pressure; point 1 (of the board 12) the motor of the invention then behaves like the state of the prior art: the efficiency drops the motor becomes thermal. The turbos and volumetric compressor intake loss of their meaning on the invention, indeed this affect the compression ratio to increase the performance by looking for power at the top of "curve": The compression ratio no longer influence on performance. The bore / stroke ratio then makes perfect sense: the sizing difference must allow a variable intake volume and max can accept an integral relaxation of flue gases. The double cycle is adaptable to the so-called diesel engine.

- -

In a constructive reality of the invention it will be necessary to reduce the actual stroke in proportion to mechanical losses less friction diametric pressure (see Development 1). It is up to correct the idealized curve according to the realities of temporal and dimensional response of the elements:

Loss in advance at ignition due to the non-instantaneous combustion of the gas mixture.

- Losses due to pressure depression created by the non-spontaneity of the mechanical displacements: closures, valve sizing, linear velocity of the piston, etc.

- Losses by thermal permissivities of materials.

The mechanical inertial passage used for maximum compression is greater than the inertial passages of the depressions.

The management of the valves should preferably be used electromagnetically.

- -

Theoretical thermodynamic advantage induces repercussions of the developments 1 and 2 and the application of the invention

(Plate 11 and Plate 12)

Application to the expansion motor type: internal combustion gas engine

It is a question of making the most of the length of the stroke of the piston, so as to sufficiently differentiate the volume of compression with respect to the volume of expansion mechanically in the same combustion chamber:

- Taking into account the detonating power of the admitted mixture

- Taking into account a variable duration of admission with a depressive phase The double cycle then studied at the thermodynamic level is called: Gérard Pouille's double cycle.

Internal combustion gas engine with variable displacement and compression, with a theoretical efficiency of 1 constant under its maximum gas recovery recovery capacity

The earth's atmosphere is its cold source, the system is renewed at each double cycle.

The energy supply takes place by transformation of the system is a fuel combustion.

Cycle of internal combustion gas engine

The chemical energy of a fuel is converted by combustion into a mechanical piston machine: Open system with internal combustion.

The composition of the air-fuel mixture does not vary during the cycle: it is the intake length during the race that determines the power. - -

The idealized double cycle of four phases or variable times:

- admission

- compression

- relaxation

- exhaust

Assuming that: Instantaneous valve opening / closing: 2 minimum

- Compression and variable relaxation are isentropic.

- Ignition is called electric candle: it is instantaneous like combustion

The double cycle is developing at constant volume:

1st time of 0-1: gas admission phase

- 2nd time 1-2: isentropic compression phase

- 3rd time 2-3-3 ': ignition phase

Isentropic phase 2-3-3 '(single motor)

- 4th time of 4-1-0: exhaust phases

We limit ourselves to the study of a single cylinder.

Energy advantages induced by the thermodynamics of the invention

The admixed gas mixture is chemically optimum in combustion. We vary only its admitted volume.

The compression is variable: the engine is poly fuel.

- -

Environmental benefits induced to its thermodynamics

Only the power varies, the efficiency remains of 1 under maximum recovery capacity of the trigger of said engine:

- The yield is 1 (no heat exchange with its environment)

- No pollution (the gases being completely burned)

Minimal mechanical construction specific to the invention

For the invention to "transform" a linear movement back and forth in circular motion, it must at least the following construction:

- A point of reception of the linear force to be recovered: the axis A

- An internal cylindrical frame supporting all the elements and serving tread to some of them: fixed frame 1

- A large rotating plate depending on the fixed frame and support of elements: large tray C

- A small rotating plate supported by the large turntable: pinion 6.

Mechanical construction of the invention for a half-crankshaft (plate 26)

For a transformation of the most harmonious movement possible as well as a real possibility to accept rotation regimes and high powers, the invention proposes a more complete and mechanical way:

(plate 20): location of exploded view elements.

(plate 21): exploded view with decomposition of the movements specific to each element

(plate 22): fixed frame 1 apart.

(plate 23): side view without fixed frame 1.

(plate 24): back view without fixed frame 1.

(plate 25): front view without fixed frame 1. - -

Geometric constraint related to the mechanical construction of the invention The internal perimeter of the tread of the frame 1 must be twice the pitch perimeter of the gears 5 or 6 (equivalents).

The maximum linear displacement length of A corresponds to the pitch inner diameter of the tread of the fixed frame 1.

The gears 5 and 6 can not work in the same plane: the addition of their pitch diameters being equal to the pitch diameter of the circular tread of the frame 1.

Synoptic of displacements (plates 13, 14, 15, 16, 17, 18, 19)

- -

Explanation of the movements of the invention in a minimal version For a thrust on A: its linear displacement rotates the pinion 6 driving the plate C in rotation: 6 is in rotation on itself and in satellite displacement around 1 common central axis of the board C and the frame 1 for a round trip of A, 6 performs a turn on itself and a satellite tower. C rotates on itself Explains the movements of the invention in optimal version

(plate: 13 to 26)

For a thrust on A: its linear displacement rotates the double gears 6, 6 'and 5,5' through 7 on the inner tread of 1 driving the C plateau in rotation: 6,6 'and 5.5 'are in rotation on themselves and in satellite displacement around the common central axis 1 of the plate C and the frame 1.

The central pinion 7 always has a rotational speed greater than the pinion 6,6 'and thus 5,5' according to the ratio of the dimensions of the primary perimeters of 6 'or

5 '(equivalents) on the dimension of the original perimeter of 7 plus the turn in court of C.

For a return trip of A: 6.6 'and 5.5' make a turn on themselves. C rotates on itself

7 makes the addition of c plus the gear ratio 6V pinion 7 and drives 8

(plate 3 figure 4) (plate 6):

Definition of the sliding contact points G and G 'to be transformed into mechanical rotation movement as well as sliding contact points between 6' 7 5 ': they must allow the passage of motricity tribologically and chronologically sufficient to ensure the passage of the torque brought back from A. Example: gear with teeth. _ _

Nomenclature and Function of Elements (References to Figures 19, 20 and 21)

Reference Elements Elements Reference Role elements

minimal complementary geometric

elements

minimum

A Axis A transmission axis of the large force F: A at a linear displacement it is attached to 6

mechanically. Note: secured to 6 in rotation, it performs a turn on itself for a rotation of C

C Half-Tray Half-Tray Large Disc Maintained in C but Free Free in Rotational Rotational C Rotation through 3 and / or

3 ', it maintains: 10, 9, 9'and 2.

Used to recover his movement.

1 Fixed frame Perimeter of It serves as strips of

large disc C internal circular rolling receiver and stationary at the gears 6 point G and 5

sliding

common to

small c

2 Inner ring of C Serves for free rotation of 7 friction or in C

rolling

3 Ring Serves Free Rotational C Friction or 1

rolling

3 'Friction Ring Serves For Free Rotation Of C Or Roll In 1

4 Axis Small center Maintained in C but free rotation c by

intermediate 9, it is mechanically secured to 6 and 6 '.

4 'Axis Maintained in C but free of rotation by

intermediate 9 ', it is secured mechanically 5 and 5'. - -

Reference Elements Elements Reference Role elements

minimal complementary geometric

elements

minimum

5 Pinion Serves by its rotation through 5 'to the rotation of C in 1 by a common contact point G' sliding ensuring the course of movement of its original outer perimeter, the inner perimeter of 1

5 'solidarity pinion Solidaire of 5 in rotation to 5 which he retransmits his

rotation movement received by a sliding common contact point ensuring the movement of its movement at the primitive outer perimeter received from the movement of the original outer perimeter of 7.

6 Pinion Disc small c Serves by its rotation through A to the rotation of C in the frame 1 by a common sliding contact point G ensuring the course of movement of its external perimeter on the original inner perimeter of 1.

6 'Fixed pinion Solidary of 6 in rotation it of 6 serves by a common sliding point of contact ensuring the unfolding of the movement of its primitive outer perimeter to the original outer perimeter of 7.

7 Pinion In the center of serves to transmit the

large disc C rotational movement from 6 to 5 by its two opposite sliding contact points ensuring the transmission of motion from its original perimeter from 6'to 5 '. The element 8 is mechanically secured to it in rotation. _ _

Reference Elements Elements Reference Role of minimal elements complementary geometric

elements

minimum

8 In the center of the tree serves to retrieve a

large disk drive C rotational movement

(optional)

9 Finger Ring With Free Rotation Of 6 Friction Or And 6 'Of 4

Rolling

9 'Friction Ring Serves for free rotation of 5 or 5' bearing and 5 'on 4'

10 Ring Serves Free Rotation of 6 Friction or in C

rolling

Claims

1) Mechanical assembly to move hypocycloidic; the pinion 6 on which a crankpin A fixed on its original perimeter, allows it to move linearly and back and forth for a rotary displacement of the plate C, the pinions 6 and 5 via the pinion 7 to shaft 8 allow the distribution traction and balance on crowns C, via 6 and 6.

2) Crankshaft according to claim 1) applied to the development 1: characterized in that it allows the connecting rod to no longer bring mechanically small diametric pressure f (plate 2 - Figure 2): the reason (plate 5) between (C ) and (6) is 2, allowing a linear displacement of the receiving axis A of a large force F. That is to say that a large force F (plate 3 - FIG. 4) applied to the connecting rod is, in theory, integrally related to the crankshaft without application of diametric pressure at the bottom of the connecting rod. Crankshaft according to claim 1) and 2): the geometric center of the axis A receiving a force, must be on the original perimeter of the pinion (6) itself in contact with the original perimeter of the fixed frame or crown 1, allowing a linear displacement of Γ axis A.

3) crankshaft according to claim 1) and 2): the geometric center of the axis A receiver of a force, must be on the original perimeter of the pinion (6) itself in contact with the pitch perimeter of the fixed frame or crown 1, allowing a linear displacement of Γ axis A.

4) Crankshaft according to claim 1) applied to the development 1: the suppression of the diametral pressure (small f) at the bottom of the rod and brought back to the top of the rod, allow a high linear speed of the piston.

5) crankshaft according to claim 1) applied to the development 2: characterized in that it allows the rod to no longer be animated by its rotary mechanical movement

(plate 2 - figure 2): the reason (plate 5) between (C) and (6) is 2, the invention suppresses the "oscillating" (or "pendulum") movement (plate 3 - figure 4) of the connecting rod as well as its constant vibrations and imbalances in dynamics (board 4 and boards 10 11 12 13 14 15 16 17 18), the connecting rod being no longer a connecting member of articulation between the piston and its crankshaft. "The connecting rod" takes the form of a simple linear motion transmission device.

6) Crankshaft according to claim 1) applied to the development 2: characterized in that it allows to cancel the minimum bore ratio with respect to its stroke (plate 5 - Figure 6) geometrically and by repercussion mechanically . Limit of the state of the prior art (plate 5 - FIG. 5) relative to the gas engine with thermal combustion: that is to say that the diameter of the piston of the invention can vary from theoretical 0 to infinity for a given race (plate 3 - figure 4). 7) crankshaft according to claim 1): characterized in that it distributes its motricity and balancing through the opposite pinion (5) through the reversing pinion (7).

8) Crankshaft according to any one of the preceding claims 1): characterized in that it allows to recover

two radial speeds: on the disk (C) and on the axis (A), that is to say two different pairs of working recovery at constant or variable speed.

9) Crankshaft according to any one of the preceding claims 1): characterized in that each "crankshaft half" can be mechanically driven by a reverse direction of rotation allowing a simple dynamic balancing. 10) Crankshaft according to any one of the preceding claims 1) applied to the cumulative developments 1 and 2: characterized in that it proposes to piston engine to mechanically create a larger decompression chamber than the initial compression chamber (plate 6 - Figure 1). That is to say by a substantial extension of the stroke relative to the bore to take advantage of the full relaxation of gas combustion (plate 6 - Figure 1 and Plate 7).

11) Crankshaft according to claims 1) and 8): characterized in that it favors a modular and partial inlet length on the stroke (phase) admission (plate 9). That is to say that the admission phase will be partial on the stroke of the piston creating a pressure lower than its ambient (atmospheric pressure) on the rest of the race, this depression being at its maximum at the bottom dead point (work done) . This variable phase makes it possible to choose a variable cubic displacement, thus a variable compression (plate 9). It should be noted that a depressive phase appears on the race at the end of relaxation (work done). 12) Crankshaft according to any one of the preceding claims 1) and which derive therefrom: characterized in that it proposes an internal combustion gas engine of variable displacement and compression (plate 8), ie a combustion engine. theoretical yield of 1 constant whose only power varies (plate 9). 13) Crankshaft according to claims 1) and which derive therefrom: characterized in that it allows to provide a higher work without changing its rotation speed: its cubic capacity varies according to the duration (length) of admission.

14) crankshaft according to claims 1) and which derive from it: its two possible recovery couples working on the axis (8) and the disk (C), completed with a "range" of variable displacement (variable power) allows the invention to dispense with a "gearbox". 15) Crankshaft according to claims 1) and which derive therefrom: characterized in that it proposes different fuels. That is, its variable compression allows the versatility of energies (Plate 11 and Plate 12).

16) crankshaft according to claims 1) and resulting therefrom characterized in that it favors an optimum gas mixture in yield ie a constant ambient / fuel mixture enrichment or depletion, we vary only the length of admission and therefore power (Plate 11 and Plate 12).

17) crankshaft according to claims 1) and resulting therefrom characterized in that it favors a low ability to pollute that is to say that the efficiency is always 1 theoretical, only the power varies, the entire relaxation of the gas allowing their end of combustion, (plate 11 and plate 12).

18) Crankshaft according to any one of the preceding claims 1) and which derive therefrom: characterized in that it favors a motor at "ambient" temperature. That is to say because of a theoretical efficiency of 1 constant but also thanks to two possible depressive phases including a compulsory admission allowing, in application on a real engine, a lowering of the temperature of the "high engine" ( hot mass) down motor (board 11 and board 12): the invention does not need a heat exchanger, type "radiator".