WO2017194844A1

WO2017194844A1 - Reciprocating container piston functioning as a hybrid pneumatic heat engine and as a pneumatic energy recovery device

Info

Publication number: WO2017194844A1
Application number: PCT/FR2016/000086
Authority: WO
Inventors: Frédéric LECAPLAIN
Original assignee: Lecaplain Frédéric
Priority date: 2016-05-10
Filing date: 2016-05-10
Publication date: 2017-11-16

Abstract

The any stroke engine female piston is characterised by a plurality of major innovating features which result in an engine that generates one engine stroke for each piston movement, i.e. two engine strokes per revolution. A first of these features is at the very root of its operation and is such that, unlike all existing engines and compressors, its piston (PF), which consists of two times four juxtaposed hollow cylinders, mutually opposed across a median plane (PM) (C1) (C'1) (C2) (C'2) (C3) (C'3) (C4) (C4) and forming intake-compression chambers (CHAI) (CHA2), pressure reservoir chambers (CHP1) (CHP2), drive chambers (CHM1) (CHM2) and exhaust-extraction chambers (CHE2 (CHE1)), does not move within a hollow space generally referred to as cylinder head block, but slides outside and covers fixed cylinder head elements (CUA1) (CUA2) (CUP1) (CUP2) (CUM1) (CUM2) (CUE1) (CUE2) secured to an engine chassis (CM) driven by a crankshaft (VB) and a connecting rod (BL). The conventional valves are replaced by movable rings (BGA) (BGE) moving inside the drive chamber (CHM1) (CHM2), and lubrication is automatically provided by the reciprocating motion of the piston (PF).

Description

ALTERNATIVE PISTON AND CONTAINER COMPRISING THERMAL, PNEUMATIC, HYBRID AND PNEUMATIC ENERGY RECOVERY.

A piston from the mechanical and technological point of view is a disk which inside a cylinder is moved back and forth to exert a pressure or transmit a movement. The piston, in a discontinuous internal combustion engine, transforms the chemical energy produced by the combustion of a fuel into mechanical energy produced by a linear movement transformed into rotation, usually via a connecting rod and crankshaft which themselves transmit said energy to a steering wheel or a machine wheel.

In this category, the fuel / oxidant mixture does not ignite spontaneously but is under the action of a spark generated by a spark plug which ignites the gases in the drive chamber is a strong compression.

In the family of internal combustion engines, the spark ignition engine is a category of heat engine can be reciprocating said two-stroke or four-stroke or rotary motion so-called "Wankel". The engine said four-stroke is generally composed of at least one cylinder in which a piston slides in a rectilinear movement back and forth transformed into rotation via a connecting rod connecting said piston to a crankshaft.

Each cylinder is closed by a cylinder head equipped with a spark plug or an injector and at least two valves, one to allow the supply of fuel / oxidant mixture to the cylinder and the other to allow the evacuation of the burnt gases. to the exhaust.

This engine is called four-stroke because it requires four linear movements of the piston per operating cycle:

Inlet, compression, combustion-expansion and exhaust.

The movement of the piston in its cylinder is caused by the combustion of a mixture of air and fuel which takes place during the engine time. This is the only time that produces energy, the other three consume but allow the operation.

The displacement of the piston at the start of operation is usually performed by an external aid such as starter or launcher until at least one engine time produces a force capable of ensuring the other three times and thus start the engine.

This engine provides only one engine time every four movements of the piston. Several improvements have increased its power, such as the use of a turbocharger, the direct injection of fuel at very high pressure or the use of compression at the end of the exhaust. closing the exhaust valves earlier and injecting some fuel to recreate an intermediate partial internal combustion. Other improvements have made it extremely clean such as for example the catalytic converter. The so-called two-stroke engine consists of at least one piston which moves in a cylinder and whose movement makes it possible to fill the cylinder with fuel / oxidant mixture and to evacuate the burned gases by side lights between the lower part of the cylinder. casing and the upper part of the cylinder. This type of engine therefore offers a motor time for two movements of the piston. It certainly has advantages such as its simplicity and the small number of parts involved or its specific power and low fuel consumption, but on the other hand has disadvantages such as premature wear of the segments, low compression due to the fall of power by leakage of the explosive thrust in the exhaust openings without valves, and the obligation to use a fuel from a mixture of fuel and oil which leads to poor exhaust gases.

The so-called rotary engine "Wankel" is a much more complex engine combining reciprocating movement by eccentric and rotation. Although it has three internal combustions per revolution and therefore a great theoretical power, its low compression impossible to improve, the unsuitable shape of its combustion chambers and its lubrication polluting the exhaust gases have limited its use and development. Its description and operation will not be discussed in this patent.

Whatever the type of combustion engine that exists and is implemented, the fundamental element of the operation lies in the reciprocating rectilinear movement of the piston or pistons that penetrate inside a corresponding cylindrical cavity closed by a cylinder head. , said yoke comprising an ignition and / or injection element generally designated by the term "spark plug" or "injector" and at least two valves, one for admission and one for exhaust.

The basis of these engines is therefore the displacement of a projecting piston in a hollow volume present inside a cylindrical block towards the cylinder head, this rectilinear displacement generated by the combustion being transformed into rotary motion by means of a connecting rod associated with a crankshaft.

This characteristic of almost all piston engines is to be considered carefully to understand the originality of the female piston of this patent.

Unlike the alternative pistons described above, the female piston of the invention is an all-weather engine thus having two engine times. It works without camshaft and can be used with diesel. The female piston of the present invention provides a major novelty compared to the main four-stroke and two-stroke internal combustion engines. In the four-stroke engine only one time is active, therefore motor and energy producer, the other three times are energy consumers. The female piston engine of the invention has all its times that are engines because the preparation of the engine time is concomitant since performed in adjoining rooms and communicating with the drive chamber. With all of its times being driven, the engine made with the female piston of the invention has a reactivity and a power two to four times greater.

In contrast to most existing internal combustion engines where the entire operating cycle takes place in a single cylindrical space in which the piston comes to life (intake, compression, combustion and exhaust-expansion ), the female piston motor of the present invention is characterized in the first place in that the operating cycle is accomplished not in a single cylindrical space but in three specific and integral double chambers, preferably aligned and cooperating functionally with each other, of which the central double chamber is the combustion chamber, the others being respectively the inlet-compression chamber and the exhaust-expansion chamber. The single piston whose displacement is rectilinear and reciprocating is connected by a pair of rods to a crankshaft to generate the rotary movement of the motor shaft.

In addition to this particular characteristic, the internal combustion engine of the present invention is characterized by the fact that the piston does not circulate inside a hollow cylindrical space of the cylinder head but, on the contrary, said piston, called a female piston, itself same container comes to cover the breech in a rectilinear and alternating movement pushing and successively pulling the connecting rod to rotate the crankshaft. Without going further in the description of the invention, these characteristics of the female piston of the invention are enough to differentiate fundamentally from all engines and all existing patents.

Indeed, the state of the art reveals no internal combustion engine and pistons with such characteristics. It is therefore possible to cite here only existing patents differing in their characteristics from those of traditional internal combustion engines but which clearly are far removed from the present invention and from its own characteristics.

Among the numerous existing patents, the French patent DEFARGE was filed on 05/12/1997 and published on 11/06/1999 under the number FR 2 772 075, which mentions a two-chambered double-throttled combustion engine. superimposed active ones in which the piston acts directly directly crossed by the crankshaft, surmounted by another chamber in which a disc acts as a second piston.

This patent still has the circulation of piston elements within a hollow space of the engine cylinder head, a feature that completely differentiates it from the patent of the present invention.

It can also be noted in the state of the art the French patent Jean-Yves BLAIN filed on May 15, 2008 and published on November 20, 2009 under the number FR 2 931 208, which describes a heat engine with recovery of thermal energy equipped with a multifunction piston double effect, to obtain two working forces per revolution on a single rod.

This patent describes a motor providing on a single connecting rod work per engine revolution equivalent to the work provided by a two-stroke engine. It makes it possible to greatly increase the efficiency and decrease the consumption and the rejection of the polluting gases.

In addition to its other features, the engine of the patent Jean-Yves BLAIN presents a piston driven by a connecting rod connected to a crankshaft, which circulates inside a cylindrical hollow chamber, sufficient characteristic to differentiate the concept of the object concept of the invention of this patent.

Also mentioned is the French patent VOISINE filed 18/05/1998 and published on 19/11/1999 under the number FR 2 778 696 which refers to an inline double-acting piston heat engine.

The concept of this patent differs substantially from the engine of the invention of this patent by its very constitution which uses a central eccentric acting on the pistons without connecting rods and crankshaft. Each piston is driven in a reciprocating rectilinear motion within a cylindrical hollow space. None of these characteristics can be compared with the engine object of this patent.

The present invention relates to a female piston that can constitute a motor at all times engines, whether it is internal combustion or pneumatic.

The engine piston of the present invention is characterized in that it comprises four hollow cylinders of the same length associated and juxtaposed in line, three of these four hollow cylinders being of the same internal diameter, the fourth being of smaller internal diameter than the three others and representing between 10% to 30% of the latter.

This last hollow cylinder of reduced diameter is placed between the first and the second of the three aligned hollow cylinders. The four hollow cylinders juxtaposed in line are separated in two equal parts, perpendicularly to their longitudinal axis, by a double median plane so as to form on the one hand said double central plane four hollow cylinders and on the other hand of said double median plane four hollow cylinders, each cylinder opposite on either side of the double median plane having the same longitudinal axis as the hollow cylinder to which it is opposite, each cylinder opposite on either side of the double median plane having the same shape, the same dimensions and the same volume as the hollow cylinder opposite which it is, each plane of the double median plane constituting the bottom of four hollow cylinders to thus constitute a set of eight cylindrical chambers open to specific functions is:

Two opposing larger diameter chambers for admission-compression and hereinafter referred to as: Inlet-Compression Chamber.

Two opposing smaller diameter chambers for the pressure reserve and hereinafter referred to as: Pressure Reserve Chamber.

- Two opposite large diameter chambers intended for the explosion and hereinafter referred to as: Driving chamber.

Two opposite large diameter chambers for the exhaust-exhaust designated hereafter: Extraction-exhaust chamber. In a manner quite contrary to most existing piston engines, the female piston described above does not circulate inside a hollow volume, but each of its chambers circulates outside designated solid, raised and convex volumes. hereinafter "cylinder head", each of the aforementioned chambers coming to cover its respective cylinder head to form the engine.

If the female piston of the invention is the mobile part of the engine which it is the foundation, the fixed parts of said engine are constituted by the "yoke", the frame, the housing, the fixed axes of rotation of the ring locking mechanisms and levers, oil pump piping, crankshaft bearings, high pressure compressed air tanks, etc.

The fixed parts called "breech" which are covered by the chambers of the female piston are integral with a fixed mechanical chassis called "motor frame", they are eight in number, slightly smaller in diameter than the internal diameter of the chambers by which they are covered and each of them is capped by the walls of the chamber of the female piston associated with it. Depending on their position and function, said "breech" will be designated below by:

Intake-compression cylinder head which is covered by the intake-compression chamber, - Pressure reserve cylinder head which is covered by the pressure reserve chamber,

Cylinder head that is covered by the drive chamber,

Exhaust-exhaust head that is covered by the exhaust-exhaust chamber.

Each "yoke" has on the peripheral plane of its active end that is to say the closed portion cooperating with the bottom of the female piston, at least two grooves each for receiving a sealing segment to be in contact with the inner peripheral plane of the room in which it is located. Each space between the segments of each yoke, called "intersegmental space" has duct outlet orifices allowing the supply of lubrication between the "cylinder head" and the piston chamber which caps it.

Each of the aforementioned "heads" is equipped according to its function.

The "intake-compression yokes" have a cylinder head valve which closes when the corresponding chamber advances and compresses the gas, on the contrary this valve opens when the corresponding chamber is withdrawn to suck up the gases that are withdrawn. in the crankcase after passing through a filter. The "pressure reserve heads" have a cylinder head valve which is remotely controlled from the outside of the piston, it allows to regulate the pressure inside the pressure reserve chamber.

The "driving heads" are equipped with at least one fuel injector and at least one high pressure pneumatic injector and an ignition or heating system of the chamber (spark plug or preheating plug) said elements being powered by pumps and systems external to the engine proper and electrically powered or driven by the engine itself.

The "exhaust-exhaust cylinder head" has a cylinder head valve which closes when the corresponding chamber is removed to reduce the pressure, unlike this valve opens when the chamber moves on the cylinder head in order to reduce the pressure. evacuate the flue gases in the exhaust pipes.

The casing enveloping the so-called "chassis casing" engine is soundproofed and cooled by ventilation and / or controlled ventilation, the air cools the female piston and simultaneously raises its temperature and its pressure in contact with the "exhaust-exhaust cylinder heads". is then removed and filtered to join the "intake-compression yokes".

The "chassis housing" has crankshaft support bearings and cam rails, rotating rollers guides of the swinging levers of the intake rings and exhaust rings as well as other points for fixing the motor on the object to be motorized. . In addition, it contains very high pressure compressed air tanks which are thus maintained at high temperature.

A communication connecting each of the "inlet-compression chambers" to each of the "pressure reserve chambers" opposite it is carried out by means of a conduit, so that the compressed air in each "chamber" admission-compression "is transferred by said conduit into the" pressure reserve chamber "opposite it. Thus this cross transfer of compressions leads to the admission of a volume of pre-compressed air at the right moment of the functioning in each "driving chamber". The pressure thus transferred into the "pressure reserve chamber" is maintained by means of a non-return valve.

The intercommunication between the "pressure reserve chambers", the "drive chambers" and the "extraction-exhaust chambers" of each opposite part of the female piston, is achieved by communicating free spaces closed off or released by the displacements of animated mobile rings inside the "driving chamber".

The peripheral wall of each of the opposite "drive chambers" of the female piston has a peripheral space, in other words a bore coming from the opening plane of the "driving chamber", hereinafter referred to as "bushing bore", of longitudinal depth. less than the depth of the "drive chamber" and of sufficient diametric depth to receive the displacement of two successive movable rings, such that the outer diameter of said successive mobile rings is in contact with the diameter of the bore bearing rings in which they move and the inner diameter of said successive movable rings is merged with the inner diameter of the "driving chamber".

The two successive movable rings are independent of one another and movable relative to each other within the "bushing bore" which receives them, they can move alone or together. One of its two successive mobile rings is of reduced height and placed at the bottom of the "ring bore" to the bottom of the "drive chamber", it is hereinafter referred to as the "intake ring". The other movable ring that succeeds the "inlet ring" has a height equivalent to the entire remaining height of the "bushing bore", it is hereinafter referred to as "exhaust ring ".

The diameter of the "bushing bore" is provided with at least two grooves each receiving a segment to seal and lubricate the movement of the rings.

The "intake ring" and the "exhaust ring" of each of the "drive chambers" are made movable inside the "bushing bore" by means of integrated and integral legs of each of they called "contact tab", each of said "contact tabs" being actuated by a "rocker lever", provided at its free outer end to the body of the "drive chamber", a "rotating roller" maintained in contact with an outer rail acting as cam hereinafter referred to as "rail-cam".

Thus the opening and closing of the intercommunication orifices between the "pressure reserve chambers", "drive chambers" and "extraction-exhaust chamber" are controlled by the profile of the "cam rails" external to the body of the the "driving chamber", on which circulate the "revolving rollers" of the "tilting levers" acting directly on the "contact tabs" integrated with the mobile rings. A spring brings back each lever swinging on each "contact tab" after being mobilized by the "rail-cam".

In order to guarantee the movements of the movable rings inside the "bushing bore" under the action of the "contact tabs", each of the "contact tabs" integral with each of the movable rings is subjected to the action of a return spring to return it to the initial position. Each return spring is integrated in a hollow housing located inside the peripheral body of the "driving chamber" hollow housing in which the "tilting lever" and the "contact tab" come alive under the effect of the profile. of the corresponding "cam rail".

Four fixed axes that pass through the female piston allow the rotation of the retaining hooks of the "tilting levers" so that the rollers of the "tilting levers" no longer support the "cam rails" to no longer open communications between the "chamber" pressure reserve "and the" drive chamber "and between the" drive chamber "and the" exhaust-exhaust chamber ". Thus, the female piston serves as a motor brake and a pneumatic energy recuperator by becoming a two-stage compressor where the air is compressed in the "inlet-compression chamber" and then compressed again in the "pressure reserve chamber" To be recovered at very high pressure through the "pressure reserve chamber" high-head valve and the pressure recovery valve that directs the compressed air twice towards the "mixing chamber". pressure "when operating as a pneumatic motor or to the pneumatic high pressure reserve in case of braking energy recovery.

Inside the peripheral wall of each "drive chamber", at the rear of the peripheral plane of the "ring holder bore" and out of the intersegmental lubrication zones, a peripheral channel called "peripheral communication channel" coming from of each pressure reserve chamber is provided. This communication channel communicates with the inside of the bushing bore and thus with the interior of the drive chamber by means of a plurality of small radial channels, each opening through an orifice called "inlet orifice". These admission ports are all located on the same generator and the upper level of the intake ring to be simultaneously discovered by a reduced displacement of the movable rings. This device has the function of rapid transfer of the intake gas when the piston is at the end of the stroke, to achieve by a reduced displacement optimum compression ensuring good internal combustion. Each intake port is provided with a seal permitting sliding of the outer peripheral plane of the intake ring.

A device is provided for alternately locking or releasing the mobile rings and preventing their displacement by inertia during the internal combustion or allow their sliding for admission or extraction of gases. The intersegmental lubrication of the mobile rings is provided by the same oil pump system as that used for the inter segmental lubrication of the cylinder heads. Two tubes per driving chamber are secured to the frame and connected to an oil supply circuit. Each tube slides inside a cylindrical space filled with oil located diametrically on either side of the drive chamber. Each of these cylindrical spaces communicates with the inter segmental lubrication spaces located at the periphery of the bushing space. Each of the tubes is equipped at the end with valves with opposite opening so that when a tube enters the cylindrical space filled with oil its valve is closed so that it acts as a piston while simultaneously, the tube diametrically opposite is open to allow the evacuation of the lubricant. This association of tubes with the movements of the piston acts as a penetrating oil pump, feeding the automatic lubrication of the inters segmental spaces of the mobile rings and the yokes of the female piston of the invention.

The intersegmental spaces of each of the yokes communicate with each other so that the above lubrication device can feed all the inters segmental spaces of the assembly of the cylinder heads.

The female piston of the invention can transmit its energy in two different modes; a first mode of arranging the crankshaft opposite one or the other of the end planes of the female piston, said crankshaft animating a female piston on either side of its place of rotation, or a second mode consisting of that the crankshaft acts within a free space separating a female piston into two equal parts, consisting of two median planes perpendicular to the axis of the female piston, the latter being constituted in a single piece composed of two identical parts separated by a free space in which the crankshaft acts. The crankshaft can act on an axis perpendicular or parallel to the axis of the female pistons to be animated.

The female piston of the invention is preferably provided on and at least one location of at least two generatrices of its outer peripheral plane of rotating rollers so as to better guide its movements inside a support frame. The present invention consists of an external reciprocating female piston and containing for internal combustion engine or pneumatic, characterized in that unlike all existing piston engines, said piston is not designed to move inside of a hollow and fixed cylinder closed by a cylinder head, but to move outside by covering a projecting and fixed yoke, so it is an external and containing reciprocating piston.

It consists of four hollow cylindrical free volumes, three of which have the same capacity and one of lower capacity, one of the three largest volumes being the intake-compression chamber. another of the identical volumes being the driving chamber and the third of the identical volumes being the extraction-exhaust chamber. The fourth volume of lower capacity constitutes a pressure reserve chamber placed between on the one hand the inlet-compression chamber and on the other hand the driving chamber. The communication between the various chambers is provided mainly by the opening and closing of communication ports by means of rings internal to the drive chamber, said rings being driven by rocking levers provided with rotating rollers and resting on the profile. external cam rails. The lubrication of the moving parts is ensured by the proper movements of the female piston of the invention. According to the preferred embodiment of the invention, the female piston is composed of four hollow cylinders juxtaposed in line, three of which are of the same capacity and one of a lower capacity representing 10 to 30% of the volume of the other cylinders, the smallest hollow cylinder being located on the same line and between one or the other of the end cylinders and the central hollow cylinder. According to the preferred embodiment of the invention, the four hollow cylinders juxtaposed in line are separated into two equal parts and perpendicular to their longitudinal axis, by a median plane so as to form on the one hand said central plane four hollow cylinders and on the other hand of said median plane four other hollow cylinders, each cylinder opposite on either side of the median plane having the same longitudinal axis as the hollow cylinder to which it is opposite, each cylinder opposite on both sides of the plane median having the same shape, the same dimensions and the same volume as the hollow cylinder opposite it, the median plane constituting the bottom of each of the four opposed hollow cylinders to thus constitute a set of eight active cylindrical chambers open to the functions specific:

- Two opposing rooms called admission-compression chambers.

- Two opposite chambers known as pressure reserve chambers.

- Two opposing rooms called motor rooms.

- Two opposite rooms called exhaust-exhaust chambers.

According to a different embodiment of the invention, the four hollow cylinders juxtaposed in line are separated into two equal parts and perpendicular to their longitudinal axis, by a double median plane so as to form on the one hand said double center plane four cylinders hollow and on the other hand of said double median plane four other hollow cylinders, each cylinder opposite on both sides of the double median plane having the same longitudinal axis as the hollow cylinder to which it is opposite, each opposite cylinder of the other of the double median plane having the same shape, the same dimensions and the same volume as the hollow cylinder opposite it, each plane of the double median plane constituting the bottom of four hollow cylinders to thus constitute a set of eight chambers Active cylindrical open to specific functions: - Two opposing rooms called admission-compression chambers.

- Two opposite chambers known as pressure reserve chambers.

- Two opposing rooms called motor rooms.

- Two opposite rooms called exhaust-exhaust chambers.

According to the preferred embodiment of the invention, each of the intake-compression chambers, the pressure reserve chamber, the driving chamber and the exhaust-exhaust chamber, receives at its interior a projecting and fixed portion integral with a chassis. fixed engine, called "breech". The movable part of the engine is constituted by the female piston, the fixed parts are constituted by the yokes and the motor frame which they are secured, the housing, the fixed axes of rotation, the cam rails, the oil pump pipes, crankshaft bearings etc.

According to the preferred embodiment of the invention, the fixed parts called "yoke" which penetrate inside the chambers of the female piston are integral with a fixed mechanical chassis called "motor chassis". They are eight in number, of diameter slightly smaller than the inside diameter of the chamber by which it is covered and the outside of each of them is in contact with the inside of the walls of the chamber of the female piston which is associated.

According to their position and function, said cylinder heads will be designated hereinafter by:

Cylinder head that is covered by the drive chamber,

Exhaust-exhaust head that is covered by the exhaust-exhaust chamber. According to the preferred embodiment of the invention, each of the yokes of the fixed motor chassis has on the peripheral plane its active end, that is to say the closed part which enters the chamber which receives it, from minus two grooves each for receiving a sealing segment to be in contact with the inner peripheral plane of said chamber. According to the preferred embodiment of the invention, each space between the segments of each yoke, called "intersegmental space" has duct outlet orifices allowing the supply of lubrication between the cylinder head and the piston chamber who is wearing it.

According to the preferred embodiment of the invention, each cylinder head has a cylinder head valve which closes when the corresponding chamber advances and compresses the gases and opens when the corresponding chamber withdraws. to suck the gases that are taken from the engine chassis housing after passing through a filter. According to the preferred embodiment of the invention, each cylinder head has a cylinder head valve which is remotely controlled from the outside of the piston, it allows to regulate the pressure inside the chamber. pressure reserve. According to the preferred embodiment of the invention, each driving yoke is equipped with at least one fuel injector and at least one high pressure pneumatic injector as well as an ignition or heating system of the chamber. (Spark plug or preheating), said elements being powered by pumps and systems external to the engine itself and powered electrically or driven by the engine itself.

According to the preferred embodiment of the invention, each exhaust-exhaust cylinder head has a high-head valve which closes when removing the corresponding chamber to reduce the pressure, it opens when the chamber advance on the cylinder head to evacuate the burnt gases in the exhaust pipes.

According to the preferred embodiment of the invention, the casing enveloping the so-called "chassis casing" engine is soundproofed and cooled by ventilation and / or controlled ventilation, the air cools the female piston and simultaneously raises its temperature and its contact pressure. exhaust-exhaust heads, it is then removed and filtered to join the intake-compression yokes.

According to the preferred embodiment of the invention, the frame housing has crankshaft support bearings and other guide rails guide rollers of the rocking levers for the intake rings and exhaust rings and other axes of rotation and points to fix the motor on the object to be motorized.

According to the preferred embodiment of the invention, each inlet-compression chamber communicates with the pressure reserve chamber which is opposite to it by means of a conduit, so that the compressed air in each chamber of admission-compression is transferred by said conduit into the pressure reserve chamber opposite it. Thus, this cross-transfer of compressions leads to the admission of a volume of pre-compressed air at the right moment of operation in each driving chamber. The pressure thus transferred into the pressure reserve chamber is maintained by means of a non-return valve.

According to the preferred embodiment of the invention, the intercommunication between the pressure reserve chambers, the drive chambers and the extraction-exhaust chambers of each opposite part of the female piston is effected by closed communicating free spaces or released by moving animated bushings inside the drive chamber. According to the preferred embodiment of the invention, the peripheral wall of each of the opposite drive chambers of the female piston has a peripheral space, in other words a bore coming from the plane of opening of the driving chamber, hereinafter referred to as "bore bushing holder "of longitudinal depth less than the depth of the driving chamber and of sufficient diametric depth to receive the displacement of two successive mobile rings, such that the outer diameter of said successive mobile rings is in contact with the diameter of the bore bore rings in which they move and the inner diameter of said successive movable rings is coincident with the inner diameter of the drive chamber. According to the preferred embodiment of the invention, the two successive mobile rings are independent of one another and movable relative to each other inside the bushing bore which receives them, they can move alone or together. One of its two successive mobile rings is of reduced height and placed at the bottom of the bushing bore, towards the bottom of the drive chamber, it is hereinafter referred to as the "inlet ring". The other movable ring which succeeds the intake ring, has a height equivalent to the entire remaining height of the bore bushing ring, it is hereinafter referred to as the "exhaust ring".

According to the preferred embodiment of the invention, the bushing bore is provided on its inner peripheral plane with at least two grooves to each receive a segment to seal and lubricate the movement of the rings.

According to the preferred embodiment of the invention, the intake ring and the exhaust ring of each of the driving chambers, are made mobile inside the bore bearing rings, by means of integral tabs and secured to each of them called "contact tab", each of said contact tabs being actuated by a rocking lever, provided at its outer free end to the body of the drive chamber, a rotating roller held in contact with the "contact tab By a support spring in support of the rocking levers and mobilized by an outer rail acting as a cam, hereinafter referred to as "rail-cam". Thus the opening and closing of the intercommunication orifices between the pressure reserve chambers, the drive chambers and the exhaust-exhaust chambers are controlled by the profile of the cam rails external to the body of the driving chamber, on which circulate the rotating rollers of the rocking levers acting directly on the contact tabs integrated in the movable rings, or stretching the holding springs of the rocking levers without mobilizing the rings. According to the preferred embodiment of the invention, each of the integral contact tabs of each of the mobile rings is subjected to the action of a return spring to bring it back to the initial position. Each return spring is integrated in a hollow housing located inside the peripheral body the driving chamber, hollow housing in which the tilting lever and the contact lug come to life under the effect of the profile of a corresponding cam rail. The tilting lever is held in abutment on the contact tab by a holding spring resting the rocking levers on the contact tab. According to the preferred embodiment of the invention, a peripheral channel called "peripheral communication channel" from each pressure reserve chamber, is provided inside the peripheral wall of each driving chamber, at the rear of the peripheral plane of the bore rings and out of inter segmental lubrication zones. This communication channel communicates with the inside of the bushing bore and thus with the interior of the drive chamber by means of a plurality of small radial channels, each opening through an orifice called "inlet orifice". These admission ports are all located on the same generator and the upper level of the intake ring to be simultaneously discovered by a reduced displacement of the movable rings. This device has the function of rapid transfer of the intake gas when the piston is at the end of the stroke, to achieve by a reduced displacement optimum compression ensuring good internal combustion. Each intake port is provided with a seal permitting sliding of the outer peripheral plane of the intake ring.

According to the preferred embodiment of the invention, four axes of rotation pass through the female piston and allow rotation of a mechanical part alternately to block the movable rings to prevent their displacement by inertia during internal combustion or to release them to admit or extract the gases. These four fixed axes which pass through the female piston allow the rotation of the tilting levers retaining hooks so that the rollers of the swinging levers no longer support the cam rails to no longer open the communications between the "pressure reserve chamber" and the "driving chamber" and between the "driving chamber" and the "exhaust-exhaust chamber". Thus, the female piston serves as a motor brake and a pneumatic energy recuperator by becoming a two-stage compressor where the air is compressed in the "inlet-compression chamber" and then compressed again in the "pressure reserve chamber" ", To be recovered at very high pressure through the high-head valve of the" pressure reserve chamber "and the pressure-recovery valve that directs the compressed air twice towards the mixing chamber. pressure when operating as a pneumatic motor or to the pneumatic high pressure reserve in case of energy recovery during braking.

According to the preferred embodiment of the invention, the inter-segmental lubrication of the mobile rings and fixed yokes is provided by the same oil pump system driven by the movement of the female piston. The lubrication system consists of two tubes per drive chamber, secured to the frame and connected to an oil supply circuit. Each tube slides inside a cylindrical space filled with oil located diametrically on either side of the chamber driving. Each of these cylindrical spaces communicates with the inter segmental lubrication spaces located at the periphery of the bushing space. Each of the sliding tubes is provided at the end with an identical opening valve which opens and closes alternately, so that when a tube enters the cylindrical space filled with oil, its valve is closed so that it acts as a piston while simultaneously, the diametrically opposite tube leaving the cylindrical space filled with oil is opened to allow the removal of the lubricant. This association of tubes with the movements of the piston acts as a penetration oil pump supplying the automatic lubrication of the inters segmental spaces of the mobile rings and the yokes of the female piston of the invention. The intersegmental spaces of each of the yokes communicate with each other so that the lubrication device can feed all the intersegmental spaces of the assembly of the cylinder heads.

According to the preferred embodiment of the invention, the female piston is driven by one or two rods associated on the one hand in the middle of the double median plane separating the female piston in two equal parts and on the other hand to a crankshaft set rotation in an axis perpendicular to the axis of displacement of the female piston. Preferred embodiment of

According to another embodiment of the invention, the female piston is preferably driven by two connecting rods associated on the one hand to the body of the female piston and on the other hand to a crankshaft disposed opposite one or the other of the planes end of the female piston, so that the crankshaft simultaneously animates two female piston placed on either side of its place of rotation.

According to the preferred embodiment of the invention, the female piston is provided at at least one place with at least two generatrices of its outer peripheral plane, rotating rollers flowing on a plane secured to the motor chassis, so as to accompany and guide its movements inside said motor chassis.

According to the preferred embodiment of the invention, the female piston is provided with cooling fins.

The following description with reference to the accompanying drawings by way of non-limiting example, will better understand how the invention can be put into practice.

Figure 1 is a perspective view of the female piston of the invention, the four cylinders being divided into two equal parts by a median plane. The fasteners of the point of rotation of the rods are at the end. Figure 2 is a perspective view of the female piston of the invention, the four cylinders being separated in two by a double median plane. Fixations of the points of rotation of the rod or rods are located on one side of the double central plane. Figure 3 is a schematic view in median perspective section of the female piston of the invention.

Figure 4 is a schematic sectional view of the engine frame equipped with its cylinder heads.

Figure 5 is a view in median section of the female piston mounted in the engine frame and its cylinder heads.

Figure 6 is a cross-sectional view of the female piston of the invention showing the device for moving the movable rings. Figure 7 is a local sectional view of a drive chamber including in its peripheral wall the device for moving the movable rings.

According to the preferred embodiment of the invention, the female piston (PF) is composed of four hollow cylinders juxtaposed in line (C1) (C2) (C3) (C4) of which three (C1) (C3) (C4) are the same capacity and a (C2) of a lower capacity representing 10 to 30% of the volume of the other cylinders, the smallest hollow cylinder (C2) being located on the same line and between one or other of the cylinders d end (C1) (C4) and the central hollow cylinder (C3). (See Fig 1).

According to the preferred embodiment of the invention, the four hollow cylinders juxtaposed in line are separated into two equal parts and perpendicular to their longitudinal axis, by a median plane (PM) so as to form on the one hand said median plane four hollow cylinders (C1) (C2) (C3) (C4) and on the other hand of said median plane four other hollow cylinders (C1) (C'2) (C'3) (C'4) each opposed cylinder from and other of the median plane (PM) having the same longitudinal axis as the hollow cylinder to which it is opposed, each cylinder opposite on either side of the median plane (PM) having the same shape, the same dimensions and the same volume that the hollow cylinder facing which it is, the median plane (PM) constituting the bottom of each of the four opposed hollow cylinders to thus constitute a set of eight active cylindrical chambers open to specific functions is:

- Two opposing rooms called admission-compression chambers (CHAI) (CHA2).

- Two opposite chambers known as pressure reserve chambers (CHP1) (CHP2).

- Two opposing chambers called motor chambers (CHM1) (CHM2).

- Two opposite rooms called exhaust-exhaust chambers (CHE1) (CHE2). (See Fig 1, 3). According to a different embodiment of the invention, the four hollow cylinders juxtaposed in line are separated into two equal parts and perpendicular to their longitudinal axis, by a double median plane (DPM) so as to constitute on the one hand said double plane median (DPM) four hollow cylinders (C1) (C2) (C3) (C4) and on the other hand of said double median plane (DPM) four other hollow cylinders, (C1) (C2) (C3) (C4) each opposite cylinder on either side of the double median plane (DPM) having the same longitudinal axis as the hollow cylinder to which it is opposite, each cylinder opposite on both sides of the double median plane (DPM) having the same shape, the same dimensions and the same volume as the hollow cylinder opposite which it is, each plane (DPMI) (DPM2) of the double median plane (DPM) constituting the bottom of four hollow cylinders to thus constitute a set of eight active cylindrical chambers open to specific functions:

- Two opposing rooms called admission-compression chambers (CHAI) (CHA2).

- Two opposite chambers known as pressure reserve chambers (CHP1) (CHP2).

- Two opposing chambers called motor chambers (CHM1) (CHM2).

- Two opposite rooms called exhaust-exhaust chambers (CHE1) (CHE2). (See Fig 2, 3).

According to the preferred embodiment of the invention, each of the inlet-compression chambers (CHAI) (CHA2) pressure reserve chamber (CHP1) (CHP2) drive chamber (CHM1) (CHM2) and extraction chamber- exhaust (CHE1) (CHE2), covers in its interior a solid solid part fixed and fixed to a fixed engine chassis, called "breech". The movable part of the motor is constituted by the female piston (PF), the fixed parts are constituted by the yokes and the motor frame which they are secured, the housing, the fixed axes of rotation, the cam rails, the pump pipes oil, crankshaft bearings etc. (See Fig 5).

According to the preferred embodiment of the invention, the fixed parts called "yoke" are covered by the interior of the chambers of the female piston (PF) are integral with a fixed mechanical chassis called "motor chassis" (CM). They are eight in number, slightly smaller in diameter than the inner diameter of the chamber by which it is covered and each of them is capped by the walls of the chamber of the female piston (PF) associated therewith.

Depending on their position and function, said cylinder head will be designated hereinafter by:

- Intake-compression yoke (CUA1) (CUA2) that enters the intake-compression chamber (CHAI) (CHA2).

Pressure reserve cylinder (CUP1) (CUP2) that enters the pressure reserve chamber (CHP1) (CHP2).

Driving cylinder (CUM1) (CUM2) that enters the drive chamber (CHM1) (CHM2).

- Extraction-exhaust cylinder (CUE1) (CUE2) that enters the exhaust-exhaust chamber (CHE1) (CHE2). (See Fig 4, 5). According to the preferred embodiment of the invention, each of the yokes of the fixed motor frame (CM) has on the peripheral plane its active end, that is to say the closed part which is covered by the chamber which engulfs, at least two grooves each for receiving a sealing segment (SE) to be in contact with the inner peripheral plane of said chamber. (See Fig 4, 5).

According to the preferred embodiment of the invention, each space (IS) between the segments (SE) of each yoke, called "intersegmental space" (IS), has duct outlet orifices allowing the provision of a lubrication between the cylinder head and the chamber of the female piston (PF) which caps it.

According to the preferred embodiment of the invention, each cylinder head -compression (CUA1) (CUA2) has a high-head valve (VA1) (VA2) which closes when the corresponding chamber (CHAI) (CHA2) advances and compresses the gases and opens when the corresponding chamber (CHAI) (CHA2) is withdrawn to suck the gases that are taken from the motor chassis housing (CM) after passing through a filter. (See Fig 4).

According to the preferred embodiment of the invention, each cylinder head (CUP1) (CUP2) has a cylinder head valve (VI) (V2) which is remotely controlled from outside the female piston (PF). ), it allows to regulate the pressure inside the pressure reserve chamber (CHP1) (CHP2). (See Fig 4).

According to the preferred embodiment of the invention, each driving yoke (CUM1) (CUM2) is equipped with at least one fuel injector (ICI) (IC2) and at least one high pressure pneumatic injector (IP1). (IP2) as well as an ignition or heating system (A1) (A2) of the chamber (spark plug or preheating plug) (CHM1) (CHM2), said elements being powered by pumps and external systems to the engine itself and powered electrically or driven by the engine itself. (See Fig 4).

According to the preferred embodiment of the invention, each exhaust-exhaust cylinder head (CUE1) (CUE2) has a high-head valve (VE1) (VE2) which closes upon withdrawal of the corresponding chamber so to reduce the pressure, it opens when the chamber (CHEl) (CHE2) advance on the cylinder head to evacuate the burnt gases in the exhaust pipes. (See Fig 4).

According to the preferred embodiment of the invention, the housing enclosing the so-called "chassis frame" engine is soundproofed and cooled by ventilation and / or controlled ventilation, the air cools the female piston (PF) and The other movable ring which succeeds the inlet ring (BGA), has a height equivalent to the totality of the remaining height of the bushing bore (APB), it is hereinafter referred to as the "ring d 'exhaust' (BGE). (See Fig 3.5,7). According to the preferred embodiment of the invention, the bushing bore (APB) is provided on its inner peripheral plane with at least two grooves to each receive a segment to seal and lubricate the movement.

According to the preferred embodiment of the invention, the intake ring (BGA) and the exhaust ring (BGE) of each of the driving chambers (CHM1) (CHM2) are simultaneously raising its temperature and its contact pressure. exhaust-exhaust heads (CUE1) (CUE2), it is then removed and filtered to join the intake-compression yokes (CUA1) (CUA2).

According to the preferred embodiment of the invention, the chassis housing (CM) has crankshaft support bearings (PV) and other cam rails (C) guides the rotating rollers (GT) of the levers (LB) for animation of the rings. (BGA) and exhaust rings (BGE) as well as other attachment points. (See Fig 4).

According to the preferred embodiment of the invention, each inlet-compression chamber (CHAI) (CHA2) communicates with the pressure reserve chamber (CHP1) (CHP2) which is opposed thereto by means of a conduit (CO ), so that the compressed air in each inlet-compression chamber (CHAI) (CHA2) is transferred by said conduit (CO) into the opposite pressure reserve chamber (CHP1) (CHP2). Thus, this cross-transfer of compressions leads to the admission of a volume of pre-compressed air at the right moment of operation in each driving chamber (CHM1) (CHM2). The pressure thus transferred into the pressure reserve chamber (CHP1) (CHP2) is maintained by means of a non-return valve. (See Fig 3).

According to the preferred embodiment of the invention, the intercommunication between the pressure reserve chambers (CHP1) (CHP2), the drive chambers (CHM1) (CHM2) and the exhaust-exhaust chambers (CHEi) (CHE2 ) of each opposite part of the female piston (PF), is effected by communicating free spaces (ELC) closed off or released by the displacements of moving mobile rings inside the driving chamber (CHM1) (CHM2). (See Fig 3, 5, 7).

According to the preferred embodiment of the invention, the peripheral wall of each of the opposite drive chambers (CHM1) (CHM2) of the female piston (PF) has a peripheral space, in other words a bore coming from the opening plane of the driving chamber, hereinafter referred to as "bushing bore" (APB), of longitudinal depth less than the depth of the driving chamber (CHM1) (CHM2) and of diametrical depth sufficient to receive the displacement of two successive movable rings, such that the outer diameter of said successive movable rings is in contact with the diameter of the bore bush bearing (APB) in which they move and the inside diameter of said successive movable rings is confused with the inner diameter of the drive chamber (CH 1) (CHM2). (See Fig 7).

According to the preferred embodiment of the invention, the two successive mobile rings are independent of one another and movable relative to each other inside the bore carrier rings (APB) which receives them, they can move alone or together. One of its two successive mobile rings is of reduced height and placed at the bottom of the bushing bore (APB) towards the bottom of the drive chamber, it is hereinafter referred to as the "intake ring" (BGA ). made mobile inside the bushing bore (APB), by means of integrated tabs integral with each of said "contact tab" (PC), each of said contact tabs (PC) being actuated by a rocking lever (LB), provided at its free end outside the body of the drive chamber (CHM1) CHM2), a rotating roller (GT) held in contact with the "contact tab (PC) by a holding spring ( RM) in support of the tilting levers (LB) and mobilized by an outer rail acting as a cam, hereinafter referred to as "cam rail" (RC). Thus the opening and closing of the intercommunication orifices between the pressure reserve chambers (CHP1) (CHP2), the drive chambers (CHM1) (CHM2) and the exhaust-exhaust chambers (CHE1) (CHE2), are controlled by the profile of the cam rails (RC) outside the body of the driving chamber (CHM1) (CHM2), on which the rotating rollers (GT) of the rocking levers (LB) acting directly on the contact tabs (PC) ) incorporated in the mobile rings (BGA) (BGE), or stretching the retaining springs (RM) of the rocking levers (LB) without mobilizing the rings (BGA) (BGE). (See Fig 7). According to the preferred embodiment of the invention, each of the contact tabs (PC) integral with each of the mobile rings (BGA) (BGE) is subjected to the action of a return spring (RR) to bring it back into position. initial position. Each return spring (RR) is integrated in a hollow housing located inside the peripheral body of the driving chamber (CHM1) (CHM2), hollow housing in which the rocking lever (LB) and the contact flap come to life. (PC) under the effect of the profile of a corresponding cam rail (RC). The rocking lever (LB) is held in abutment on the contact tab (PC) by a holding spring (RM) in support of the rocking levers (LB) on the contact tab (PC). (See Fig 7).

According to the preferred embodiment of the invention, a peripheral channel called "peripheral communication channel" (CPC) from each pressure reserve chamber (CHP1) (CHP2) is provided inside the peripheral wall of each drive chamber (CHM1) (CHM2), at the rear of the peripheral plane of the bushing bore (APB) and out of the intersegmental lubrication zones. This communication channel (CPC) communicates with the inside of the bushing bore (APB) and therefore with the interior of the drive chamber (CHM1) CHM2) by means of a plurality of small radial channels, (CR) each opening through an orifice called "inlet orifice". These intake ports are all located on the same generator and the upper level of the intake ring (BGA) to be simultaneously discovered by a reduced displacement of the movable rings. This device has the function of fast transfer of the intake gas when the female piston (PF) is at the end of the stroke, to achieve by a reduced displacement optimum compression ensuring good internal combustion. Each inlet port is provided with a seal (OJ) allowing the sliding of the outer peripheral plane of the intake ring (BGA) (see Fig 7).

According to the preferred embodiment of the invention, four axes of rotation pass through the female piston (PF) and allow, by rotation of a mechanical part, to lock alternatively the mobile rings (BGA) (BGE) to prevent their displacement by inertia during internal combustion or release them to admit or extract gases (not shown). These four fixed axes which pass through the female piston (PF) allow the rotation of the retaining hooks (AL) of the rocking levers (LB) so that the rollers (GT) of the rocking levers (LB) no longer support the cam rails (RC) to no longer open communications between the "pressure reserve chamber" (CHP1) (CHP2) and the "drive chamber" (CHM1) (CHM2) and between the "drive chamber" (CH M1) (CHM2) and the "exhaust-exhaust chamber" (CHE1) (CHE2). Thus, the female piston serves as a motor brake and a pneumatic energy recuperator by becoming a two-stage compressor in which the air is compressed in the "intake-compression chamber" (CHA1) (CHA2) and compressed again in the "Pressure reserve chamber" (CHP1) (CHP2), to be recovered at very high pressure through the "CHP1" (CHP2) high pressure cylinder head valve and valve pressure recovery device which directs the compressed air twice towards the pressure mixing chamber when operating as a pneumatic motor or towards the pneumatic high pressure reserve in the case of energy recovery during braking.

According to the preferred embodiment of the invention, the inter-segmental lubrication of the mobile rings and fixed yokes is provided by the same oil pump system driven by the movement of the female piston (PF). The lubrication system consists of two tubes per driving chamber (CHM1) (CHM2), secured to the chassis (CM) and connected to an oil supply circuit. Each tube slides inside a cylindrical space (EH1) (EH2) filled with oil located diametrically on either side of the drive chamber. Each of these cylindrical spaces (EH1) (EH2) communicates with the intersegmental lubrication spaces located at the periphery of the bushing space. Each of the sliding tubes is provided at the end with an identical opening valve which opens and closes alternately in such a way that when a tube enters the cylindrical space filled with oil (EH1) (EH2), its valve is closed so that it acts as a piston while simultaneously, the diametrically opposite tube coming out of the cylindrical space filled with oil is open to allow the escape of the lubricant. This association of tubes with the movements of the female piston (PF) acts as a penetration oil pump supplying the automatic lubrication of intersegmental spaces of the movable rings and yokes of the female piston of the invention (PF). The inter-segment spaces (IS) of each of the yokes communicate with each other so that the lubrication device can feed all the inter-segment spaces (IS) of the set of the yokes of the female piston (PF). (See Fig 6).

According to the preferred embodiment of the invention, the female piston (PF) is driven by a connecting rod (BL) associated on the one hand in the middle of the double median plane (DPM) separating the female piston (PF) in two equal parts and on the other hand to a crankshaft (VB) rotated in an axis perpendicular to the axis of movement of the female piston (PF). (See Fig 5).

According to another embodiment of the invention, the female piston (PF) is preferably animated by two associated connecting rods (BL) on the one hand to the female piston body (PF) and on the other hand to a crankshaft (VB). disposed opposite one or other of the end planes of the female piston (PF), so that the crankshaft (VB) simultaneously animates two female piston (PF) placed on either side of its location. rotation.

According to the embodiment of the invention, the female piston (PF) is provided at at least one location with at least two generatrices of its outer peripheral plane, rotating rollers (GG) flowing on a fixed plane (RG) of the motor chassis (CM), so as to accompany and guide its movements inside said motor chassis (CM). (See Fig 3, 4, 5).

According to the preferred embodiment of the invention, the female piston is provided with cooling fins to improve its cooling during its reciprocating movements in the ambient air.

Claims

1. - motor assembly operable in a heat engine, pneumatic, hybrid and pneumatic recuperator, characterized in that it comprises a piston formed of four hollow cylinders open at each end (C1) (C2) (C3) (C4), arranged in a juxtaposed and in-line manner, three of which are of the same diameter (C1) (C3) (C4) and a (C2) of smaller diameter and placed between two of said open hollow cylinders of the same diameter (C1) (C3), said four open hollow cylinders (C1) (C2) (C3) (C4) being separated by a median plane (PM) perpendicular to their longitudinal axis, so as to constitute on each side of the median plane (PM) four spaces open hollow cylinders having the same longitudinal axis, same shape, same volume and same dimensions as the open hollow cylindrical spaces (C1) (C2) (C3) (C4) situated on the other side of the median plane (PM) and facing which they are opposed, each of said open hollow cylindrical spaces (Cl) ( C1) (C2) (C2) (C3) (C3) (C4) (C4) thus obtained constituting a chamber coming to cover with its interior a fixed yoke of convex and protruding shape which is integral with a motor chassis (CM).

2. - Motorization assembly according to claim 1, characterized in that the four hollow cylinders open at each end (C1) (C2) (C3) (C4) arranged in a juxtaposed manner and in line are separated by a median plane characterized in that it is double (OPM) and has two planes (DPMI) and (DPM2) separated by a free access space, to constitute on one side of said double median plane (DPM) a set of four cylindrical spaces open recesses (C1) (C2) (C3) (C4) and on the other side of said double median plane (DPM) another set of four open hollow cylindrical spaces (C1) (C2) (C3) (C4) likewise longitudinal axis, same shape, same volume and same dimensions as open hollow cylindrical spaces opposite which they are opposed, each of said open hollow cylindrical spaces (C1) (C1) (C2) (C2) (C3) (C3) (C4 ) (C4) thus obtained covering with its interior a fixed yoke of convex and protruding shape which is integral with a ch ssis motor (CM).

3. A motorization assembly according to the preceding claim, characterized in that two of the larger diameter open hollow cylinders opposite on either side of the double median plane (DPM) constitute two opposite chambers of admission-compression (CHAI). (CHA2) of an engine, two open hollow cylinders of smaller diameters opposite on either side of the double median plane (DPM) constitute two opposite pressure reserve chambers (CHP1) (CHP2), two of the open cylinders larger opposing diameters on both sides of the double median plane (DPM) constitute two opposite drive chambers (CHM1) (CHM2) and two open-ended hollow cylinders of larger diameter opposite on either side of the double median plane ( DPM) constitute two chambers opposed extraction-exhaust (CHE1) (CHE2), each of said chambers (CHAI) (CHA2) CHP1) (CHP2) (CHM1) (CH2) (CHE1) (CHE2) cooperating with a respective fixed yoke of convex shape and protruding from the chassis (CM) of the internal combustion engine, pneumatic, hybrid and energy recovery.

4. - Motorization assembly according to claim 3, characterized in that each of the eight open hollow cylinders in pairs on both sides of the double median plane (DPM) slides alternately outside a fixed yoke according to a reciprocating motion transmitted by means of a crankshaft (VB), such that each inlet-compression chamber (CHAI) (CHA2) alternately overlaps with its interior space a fixed intake-compression yoke (CUA1) (CUA2) ), each pressure reserve chamber (CHP1) (CHP2) alternately covers with its internal space a fixed pressure reserve cylinder (CUP1) (CUP2), each driving chamber (CHM1) (CHM2) alternately covers with its interior space a fixed driving cylinder (CUM1) (CUM2) and each exhaust-exhaust chamber (CHE1) (CHE2) alternately overlaps with its interior space an exhaust-exhaust cylinder head (CUE1) (CUE2).

5. - motorization assembly according to claim 4, characterized in that each fixed yoke (CUA1) (CUA2) (CUP1) (CUP2) (CUM1) (CUM2) (CUE1) (CUE2) is covered by each chamber (CHAI) (CHA2) (CHP1) (CHP2) (CHM1) (CHM2) (CHE1) (CHE2), is integral with a fixed motor frame (CM) and has on its closed active end, that is to say the part facing the bottom of the chamber which receives it, at least two peripheral grooves each receiving a peripheral segment (SE) to ensure the sealing and lubrication of the movement, the intersegmental space (IS) between the two segments ( SE) being provided with at least one outlet of a lubrication circuit.

6. A motorization assembly according to claim 4 or 5, characterized in that each intake-compression yoke (CUA1) (CUA2) which is covered by each intake-compression chamber (CHAI) (CHA2) is provided with its active end closed, a valve of high of cylinder head (VA1) (VA2) which closes or opens automatically according to the movements of the piston (PF) to ensure the compression or the aspiration of the gases after filtration, each cylinder head Pressure Reservoir (CUP1) (CUP2) which is covered by each pressure reserve chamber (CHP1) (CHP2) is provided at its closed active end with a remotely controlled cylinder head valve (VI) (V2) of the outside to regulate the pressure inside the pressure reserve chamber (CHP1) (CHP2), each drive cylinder (CUM1) (CUM2) which is covered by each driving chamber (CHM1) (CHM2) is provided with at least one fuel injector (ICI) (IC2), at least one pneumatic injector (IP1) (IP2) and at least one ignition and / or preheating system (A1) (A2), said elements being powered by pumps and systems external to the engine and powered electrically or by the movements of the engine itself and each cylinder head; Extraction-Exhaust (ÇUEl) (CUE2) which is covered by each extraction-exhaust chamber (CHE1) (CHE2) is provided at its closed active end with a high-head valve (VE1) (VE2) which closes or opens automatically according to the movements of the piston (PF ) to reduce the pressure and ensure the evacuation of the flue gases.

7.- motorization assembly according to claim 4, characterized in that the outer plane of each of the cylinders (C1) (C1) (C2) (C'2) (C3) (C3) (C4) (C4) constituting the different chambers (CHAI) (CHA2) (CHP1) (CHP2) (CHM1) (CHM2) (CHE1) (CHE2) is equipped with fins to promote its cooling during its movements inside a ventilated and ventilated housing , the ambient air being heated in contact with the exhaust-exhaust heads (CUE1) (CUE2) before being injected after filtration in the intake-compression yokes (CUA1) (CUA2).

8. - motorization assembly according to any one of claims 3 to 7, characterized in that the inlet-compression chamber (CHAI) located on one side of the double median plane (DPM) communicates with the reserve chamber of pressure (CHP2) located on the other side of the double median plane (DPM) and the inlet-compression chamber (CHA2) located on one side of the double median plane (DPM) communicates with the pressure reserve chamber (CHP1) ) located on the other side of the double median plane (DPM), by means of ducts (CO) to allow a cross transfer of the compressions and the admission in each motor chamber (CHM1) (CHM2) of a volume of air pre-compressed, the pressure thus transferred into each pressure reserve chamber (CHP1) (CHP2) being maintained by means of a non-return valve.

9. - Motorization assembly according to claim 3, characterized in that the interconnections on the one hand between the pressure reserve chamber (CHP1), the drive chamber (CHM1) and the extraction-exhaust chamber (CHE1) located on one side of the double middle plane (DPM) and on the other hand between the pressure reserve chamber (CHP2), the drive chamber (CHM2) and the exhaust-exhaust chamber (CHE2) located on the other side the double median plane (DPM), are made by means of communicating free spaces (ELC), closed or released by the movement of two successive mobile rings called mobile intake ring (BGA) and mobile exhaust ring (BGE) inside a bushing bore (APB) made in the peripheral wall of the interior space of each driving chamber (CHM1) (CHM2), so that the inside diameter of the successive moving rings (BGA) ( BGE) is confused with the inner diameter of the drive chamber (CHM1) (CHM2) corresponding.

10. - Motorization assembly according to claim 9, characterized in that the individual and independent movement of each of the successive movable rings (BGA) (BGE) inside the bushing bore (APB) of a driving chamber (CHM1) (CHM2), is sealed by means of at least two grooves each retaining a segment on the inner peripheral plane of said driving chamber and lubricated in the intersegmental space (IS), said individual and independent displacement being generated by means of a plurality of rocking levers (LB) articulated inside the wall of the driving chamber (CH 1) (CH 2) , each driven by the contact of a rotating roller (GT) on the profile of its respective cam rail (C) external to the piston (PF) to act directly on a contact tab (PC) integral with the corresponding ring, maintained in return by a return spring (RR), the rocking levers (LB) being held in contact by another lever holding spring (LB) on the contact tabs (C).

11 - motorization assembly according to the preceding claim, characterized in that the peripheral wall of each driving chamber (CHM1) (CHM2) has the rear of the peripheral plane of the bore bush rings (APB) and out of the lubrication areas inter segmental, a small communication peripheral channel (CPC) from each pressure reserve chamber (CHP1) CHP2) and communicating with the inside of the bore carrier rings (APB) and therefore the interior of the chamber (CHM1) (CHM2) by means of a plurality of small radial channels (CR) located on the same generator, to ensure the rapid transfer of the intake gas when the piston is at the end of stroke, each outlet of the small radial channels (CR) being sealed by an O-ring (OJ) accepting the sliding of the outer peripheral plane of the mobile rings (BGA) (BGE).

12. - Motorization assembly according to any one of claims 10 or 11, characterized in that it has on the one hand a mechanical locking device and unlocking alternative mobile rings (BGA) (BGE) to the inside their respective drive chamber (CH 1) (CHM2) to prevent their displacement by inertia during internal combustion or to allow the extraction of gases and secondly from a mechanical device of oil pump for feeding the spaces inter segmental (IS) of each fixed yoke communicating with each other and each bushing bore (APB), consisting mainly of two tubes integral with the motor chassis (CM) and connected to an oil supply circuit, sliding in two cylindrical spaces filled with oil (EH1) (EH2) diametrically opposite each side of each driving chamber (CHM1) (CHM2), said tubes each being provided at the penetrating end, with a valve opening and closing oppositely opposite unction of the coming and going of the piston to ensure the entry and the evacuation of the oil during the reciprocating movement of the piston (PF).

13. - Motorization assembly according to any one of claims 10 to 12, characterized in that it is traversed by four fixed axes allowing the rotation of the retaining hooks of the rocking levers (LB) to avoid the contact of the rollers rotating (GT) with the cam rails (RC) and thus prevent communication between the pressure reserve chamber (CHP1) (CHP2) and the drive chamber (CHM1) (CHM2) and between the drive chamber (CHM1) (CHM2) ) and the extraction-exhaust chamber (CHE1) (CHE2), this action transforming it into a pneumatic energy recovery motor brake and by making a two-stage compressor where the air is compressed in the intake-compression chamber (CHA1) (CHA2) then again in the pressure reserve chamber (CHP1) (CHP2) to be recovered at very high pressure.

14.- motorization assembly according to claims 1, 2, 3, S, 12, characterized in that its movements are guided by a plurality of rotating rollers (GG) placed on at least two of its external generatrices and bearing on supports (RG) provided for this purpose on the motor chassis (CM) and generated by a crankshaft (VB) rotating in two bearings (PV) integral with the motor chassis (CM), connected by a central rod (BL) within the double plane (DPM).