• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a device for compensating the operating clearances of an engine comprising a transmission device (1) capable of moving transversely in an engine block (100) during a motor cycle; a pressing device (10) exerting a holding force on the transmission device (1). According to the invention the holding force is adjusted to the instantaneous speed of transverse displacement of the transmission device (1) in the engine block (100).
    公开号:FR3027051A1
    申请号:FR1459791
    申请日:2014-10-13
    公开日:2016-04-15
    发明作者:Benoit Schwenck；Sylvain Bigot；Francois Besson
    申请人:MEC 5 Development SA；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION The invention relates to a device for compensating the operating clearances of an engine, and in particular of a variable volumetric ratio engine.
    [0002] BACKGROUND OF THE INVENTION An engine transmission device comprises a set of moving components ensuring or coming into play during the transmission of the translational movement of a combustion piston in a cylinder to a rotational movement of a crankshaft. .
    [0003] Known from the state of the art engines having a transmission device capable of moving transversely, that is to say in a direction perpendicular to the axis of translation of the combustion piston, in an engine block. This displacement has its origin in the operating clearances existing between the mobile components of the transmission device. These operating clearances are notably affected by the manufacturing and assembly tolerances of the moving components, their wear, their deformation under load, and by the differential expansion of the parts of the engine subjected to different temperatures or formed of materials having different dilation. The operating games must be perfectly controlled. Too large, they lead to excessive acoustic emission of the engine during its operation, accelerated degradation of its components, or even its destruction for example by disengagement of moving components. Too small, zero or negative, they lead to excessive friction between the moving components and therefore to a degraded engine performance, its blockage or even its destruction. Documents EP1740810 and EP1979591 disclose devices for adjusting the operating clearance existing between the mobile components of a transmission device, these devices comprising a spring or a hydraulic cylinder, integral with the engine block, and exerting a transverse force of maintaining of the transmission device to keep it in contact with an opposite wall of the engine block. These documents provide for the application of a static force on the transmission device. By static effort is meant a constant effort during a motor cycle.
    [0004] The static force is calibrated to oppose the maximum forces that apply to the transmission device, especially for the operating conditions of the engine (regime, load) causing the greatest effort. The static force ensures the permanent contact of the moving components of this device. It is therefore relatively important. Note that these documents provide an embodiment for controlling the force exerted, for example by a hydraulic cylinder, according to the operating conditions of the engine. But, in this embodiment, when the engine operates under load and steady state, the force exerted by the hydraulic cylinder is not changed. This relatively large and permanent force induces in the transmission device friction which affects the efficiency of the engine, and imposes adequate sizing of the transmission parts, the housing, and the hydraulic power source.
    [0005] It is therefore sometimes chosen to calibrate the static holding force at a level below the maximum forces that apply to the transmission device, but at a level that is nevertheless sufficient to cover a part of the engine operating range. This solution is however not satisfactory because it requires the use of a mechanical stop 3027051 -3- to limit the operating clearances as soon as the displacement becomes excessive. This abutment requires assembly fine and specific adjustment to each subassembly associated with a cylinder of the engine. This operation is not particularly desirable at the industrial level for reasons of cost. The position of the set stop has the further disadvantage of being fixed, and not to compensate for phenomena related to differential expansions between the housing and the transmission elements, nor shifts related for example to wear parts.
    [0006] When the latter is stressed in operation, the shocks are directly transmitted to the crankcase which induces oversizing and accelerated wear of the impacted parts, and an increase in the acoustic level.
    [0007] The need for calibration of the holding force is particularly marked for a variable volumetric ratio motor, as described in the cited documents of the state of the art, and according to which a static holding force is applied on one side. a control rack whose longitudinal displacement provides control of the volumetric ratio. Indeed, it is particularly important in this case to limit the static value of the holding force so as not to block or limit the movement of the control rack, in particular by sliding against the wall of the engine block. OBJECT OF THE INVENTION An object of the invention is to provide a device for compensating the operating clearances of a motor which obviates the aforementioned drawbacks.
    [0008] BRIEF DESCRIPTION OF THE INVENTION In order to achieve this object, the object of the invention proposes a device for compensating the operating clearances of an engine comprising: a transmission device capable of move transversely in an engine block during an engine cycle; a presser device exerting a holding force on the transmission device.
    [0009] The compensation device is remarkable in that the holding force is adjusted to the instantaneous transverse displacement speed of the transmission device in the engine block.
    [0010] Thus, the compensation device allows slow movements of the transmission device by applying a moderate holding force during these movements. It is opposed to the rapid movement of the transmission device, corresponding mainly to the peak of effort related to the combustion of the mixture in the cylinder, by applying a high holding force during these movements. The compensation device of the invention therefore makes it possible to control the operating clearances existing between the mobile members of the transmission device by applying a moderate average holding force during the engine cycle, and without exerting a mechanical stop.
    [0011] According to other advantageous and nonlimiting features of the invention, taken alone or in combination: the transmission device comprises: a rolling guide device bearing on a wall of the engine block; - A transmission member secured to a combustion piston, cooperating on the one hand with the rolling guide device and on the other hand with a first side of a toothed wheel; A control rack cooperating with a second side of the toothed wheel, and adapted to move longitudinally on an opposite wall of the engine block; 5 - a connecting rod cooperating with the toothed road and connected to a crankshaft of the engine. - The pressure device is integral with the engine block. The pressing device exerts the holding pressure on the control rack. the holding force has a threshold value. The pressing device comprises a spring. the pressure device comprises: a piston operating in a chamber filled with a fluid and having at least one calibrated leakage orifice; A pressure source connected to the chamber; - and a non-return valve between the source and the chamber. the calibrated leak orifice is fluidly connected to the pressure source. The chamber, the cylinder and the non-return valve are integrated in a self-contained capsule. the calibrated leak orifice opens onto the exposed surface of the piston. - The pressure device is fluidly connected to a hydraulic unit.
    [0012] BRIEF DESCRIPTION OF THE DRAWINGS The invention will be better understood in the light of the following description of the particular and nonlimiting embodiments of the invention with reference to the attached figures in which: FIG. a schematic overall section of a particular configuration of the compensation device; FIG. 2 represents a sectional view of a particular configuration of the pressing device; FIG. 3 is a graphical representation of the evolution of certain parameters during a motor cycle of a variable volumetric ratio engine according to the state of the art. FIG. 4 is a graphical representation of the evolution of certain parameters during a motor cycle of a variable volumetric ratio motor according to the invention.
    [0013] DETAILED DESCRIPTION OF THE INVENTION FIG. 1 shows an overall and schematic cross-section of the device for compensating the functional clearances of an engine according to the invention and implemented in the case of a volumetric ratio engine. variable. In this FIG. 1, a motor unit 100 comprises at least one cylinder 110 in which a combustion piston 2 is displaced in translation, causing a crankshaft 9 to rotate by means of a transmission device 1. transmission 1 comprises a transmission member 3 secured to the combustion piston 2 and cooperating 30 on the one hand with a rolling guide device 4 bearing on a wall of the engine block 100 and on the other hand with a first side of a toothed wheel 5. The transmission member 3 is provided on one of its 35 faces with a first rack of large dimension whose teeth cooperate with that of the toothed wheel 5. The transmission member 3 is also provided, opposite this first rack, another rack whose teeth of small dimensions cooperate with those of the roller 40 of the rolling guide device 4, integral with the engine block 100. The gear 5 co-op era with a connecting rod 6 connected to the crankshaft 9 in order to achieve the transmission of the movement. The toothed wheel 5 cooperates, on a second side opposite the transmission member 3, with a control rack 7 adapted to move longitudinally along an opposite wall 10 of the engine block 100 and driven by a control device 12 comprising a control cylinder, whose piston cylinder is guided in a cylinder cylinder 112 of the engine block 100.
    [0014] The control rack 7 has teeth which cooperate with those of the toothed wheel 5 and may have a raceway which cooperates with a raceway of the toothed wheel 5. The control rack 7 also has on its opposite side a bearing surface 76 on which 20 is exerted, in the particular configuration shown in Figure 1, the holding force of a pressure device 10 integral with the engine block 100. The control rack 7 and the control device 12 cooperates with the pressing device 10 so as to allow at least a vertical direction translation of the control rack. In the particular embodiment of the invention shown in FIG. 1, the pressing device 10 is integral with the engine block 100 and exerts the holding pressure on the transmission device 1, the main components of which have just been listed.
    [0015] In an alternative to this embodiment, the pressing device 10 may be incorporated in the transmission device 1, such as for example the control rack 7 or the rolling guide device 4, and exert a force on one of the motor compartment walls 100. According to the invention, the holding force is adjustable to the instantaneous transverse displacement speed of the transmission device 1 in the engine block 100.
    [0016] During the motor cycle, various phenomena induce transverse displacements of the transmission device 1 according to two modes: a first mode of slow displacement, related to the differences existing between the geometries or the real position of the parts and their ideal geometry, these deviations that may be related to deformation under stress, manufacturing tolerances, differential expansion phenomena and wear. These movements have a period equal to a revolution of the crankshaft 9. - A second mode of rapid displacement, resulting mainly from the peak of effort corresponding to the combustion of the mixture in the cylinder, and also resulting from the inertia of the moving members of the transmission device 1 in motion. By adjusting the holding force at the speed of displacement of the transmission device, the invention thus makes it possible to tolerate the slow movements of the first mode which are necessary for the proper functioning of the engine; and effectively counter the rapid movements of the second mode that could go against the proper functioning of the engine or degrade performance.
    [0017] The holding force is therefore not static, as is the case in the known solutions of the state of the art. Nor does it specifically depend on the position of the transmission device 1 in the engine block 100.
    [0018] During a motor cycle, the slow mode of displacement is preponderant, so that the average force applied to the transmission device during an engine cycle is relatively small; and much less important than the one applied in the solutions of the state of the art. As a result, the average friction forces between the moving components are reduced, the engine efficiency is improved, and the sizing of the components of the transmission device 1, the engine block 100, and the hydraulic supply source 5. can be reduced. On the other hand, apart from periods of operation in fast mode, which are not predominant during a motor cycle, the friction resulting from the holding force exerted by the pressing device 10 on the control rack 7 are weak. The movements of the control rack are not limited. An adjusted holding force means that the force exerted is variable according to the amplitude and / or the direction of the instantaneous speed of the transmission device 1. When the transmission device 1 has an instantaneous transversal speed directed towards the device pressure 10, which may for example result from the forces applied to the transmission device 1 following the combustion of the mixture in the cylinder, the holding force will have a first value.
    [0019] In the absence of displacement or for instantaneous speeds of low displacement, the holding force will present a second value, less than the first. Preferably, the second value is greater than a threshold force value, non-zero, that in all circumstances the pressing device exerts on the transmission device 1. The threshold value of the holding force ensures cohesion and the cooperation of the mobile components of the transmission device 1 and its support on the opposite wall of the engine block 100 in the absence of a peak force exerted on the transmission device 1. By "cohesion and cooperation" is meant that the components Mobile devices of the transmission device 10 are in contact with each other or have a controlled clearance which does not affect the operation of the motor. The holding force can evolve continuously and continuously with the instantaneous transverse speed of the transmission device 1. It can also evolve in an increasing and discontinuous manner, for example stepwise, with this speed.
    [0020] The first value of the holding force is determined to ensure the cohesion and cooperation of the moving components of the transmission device 1 during peaks of effort. This first value can be variable with the speed of displacement. It can also be adjusted according to the load 15 or the speed of operation of the engine. 2 shows a particular embodiment of a pressing device 10 for exerting a holding force according to the invention.
    [0021] The pressing device 10 can consist of a chamber 21, for example cylindrical, engaged in an orifice arranged in the engine block 100. The pressing device 10 is assembled in the engine block by attachment means 22, 25 comprising by a flange secured to the device and bolts screwed into the engine block 100. The chamber 21 is provided with a piston 23, confining the fluid in the chamber 21, and can move in translation 30 in this chamber. The holding force is exerted on the transmission device 1 via the piston head 23. Sealing means are arranged between the cylinder and the piston 23.
    [0022] The piston 23 comprises a projecting central portion 24, releasing an annular space with the inner surface of the piston liner 23, for accommodating a spring 25, as will be discussed in detail below. The piston head 23 has an exposed surface 20 adapted to cooperate with a bearing surface 76 of the control rack 7.
    [0023] The chamber 21 is filled with a fluid such as oil, water or a gas. This may for example be the engine lubricating oil. Preferably, it is a hydraulic fluid.
    [0024] The chamber 21 is also provided with at least one calibrated leak orifice 28. This allows a flow of the fluid outside the chamber, in particular when a pressure is applied to the fluid via the piston.
    [0025] The chamber 21 is supplied with fluid by a pressure source such as an accumulator (not shown in FIG. 2) fluidly connected to the chamber 21, for example by supply means such as a conduit and / or a channel 30. arranged in the chamber 21 and opening into a supply zone 31 of the chamber 21. A non-return valve 32 disposed between the chamber and the pressure source ensures the maintenance of a minimum permanent pressure of the fluid within the chamber, identical to the pressure present in the source, and interrupts any supply when, under the effect of a force exerted on the piston 23, the pressure of the fluid in the chamber exceeds the pressure of the fluid in the source.
    [0026] As is well known in itself, the check valve 32 may comprise a ball 33 positioned in a bore of the chamber 21 and closing a feed channel from the feed zone 31 when the fluid pressure of the chamber brings it to the stop of the canal.
    [0027] The combined arrangement of the piston 23 moving in a chamber 21 filled with a fluid and having at least one calibrated leakage orifice 28, the pressure source connected to the chamber 21 and the nonreturn valve 32 between the source and the 40 chamber 21 results in a device adapted to provide a force 3027051 -12- adjusted to the speed of movement of the piston 23. For low speeds, the fluid in the chamber 21 flows through the calibrated leak orifice without generate significant overpressure in the chamber; and the piston 23 exerts a low resistance force substantially equivalent to its precharging threshold value. For a high speed, the fluid contained in the chamber can not flow sufficiently and rises in pressure, the piston 23 then exerts a high resistance force much greater than the precharging threshold value.
    [0028] The relationship between the force and the speed can be calibrated by adjusting, for example, the size of the calibrated leak orifice 28 of the chamber 21.
    [0029] Advantageously, the chamber 21 is also provided with a spring 25, for example helical as shown in Figure 2. It may also be a spring type "Belleville". The spring 25 may be disposed in the annular space formed between the central portion 24 and the inner surface of the piston liner 23, as shown in FIG. 2, but it may also be disposed outside the chamber. Whatever its chosen location, the pressure exerted by the hydraulic part of the pressing device 10 complements the pressure exerted by the spring 25. This hydraulic part may then have a smaller dimension and in particular have a reduced fluid static pressure. . For example, the spring 25 may be chosen so that it contributes between 20% and 40% to the level of threshold force exerted by the pressing device 10. Preferably, this contribution will be chosen at 33%. The presence of the spring 25 also ensures a better reactivity of the pressing device 10 during the oil replenishment phases during which the piston 23 must nevertheless quickly exert pressure on the control rack 7. Finally, the presence of the spring 25 allows the motor to operate in a degraded mode in case of failure of the hydraulic portion of the pressure device 10 by ensuring the functionality of the pressure device 10 over a 40 limited engine operating range. The pressure device 10 may comprise a calibrated leakage orifice 28 fluidically connected to the pressure source. This connection can be made by ducts if the pressure source 5 is deported, or the calibrated leakage orifice 28 can directly supply a reservoir of this pressure source. The chamber 21, the piston 23 and the check valve 31 may advantageously be integrated in an independent capsule 10 then forming an independent pressing device 10. In the case where the pressure source is offset, it may be fluidly connected to all the pressure devices 10 of the engine in the context of a centralized hydraulic management. When the fluid of the chamber 21 is constituted by the engine lubricating oil, the calibrated leakage orifice 28 can be disposed in the piston 23 itself and open at the exposed surface 23, in particular to lubricate the contact surfaces of the control rack 7 and the pressure device 10. A pump of the hydraulic unit may be provided to adjust the static pressure of the fluid in the pressure source, and consequently the static pressure of the fluid in the pressure device 10. This adjustment can be determined according to the load and the operating speed of the engine. For this purpose, the hydraulic unit may comprise a computer, connected to sensors making it possible to measure, among other things, the level of charge and the speed. The computer determines a target static pressure and drives the pump to bring the static pressure of the accumulator to the target static pressure.
    [0030] The particular configuration of the pressing device 10 shown in FIG. 2 has a single calibrated leakage orifice 28; but additional calibrated leak holes may have been provided. Figure 2bis shows another embodiment of a pressing device 10 for exerting a holding force according to the invention.
    [0031] This figure shows the piston 23, the chamber 21 and the spring 25 of the previous embodiment. In this new embodiment, the pressure device 10 is associated with a pressure source 33 consisting of a reservoir 34, comprising a sealed membrane confining the fluid in the reservoir 34 of the source. An opening 36 of the source makes it possible to introduce a gas, making it possible to pressurize the fluid contained in the tank 34. This forms a pressure device 10 integrated in a compact capsule, also integrating the source.
    [0032] In this embodiment, the calibrated leakage orifice is integrated with the check valve 37. It comprises a ball 38 positioned in a bore of the chamber communicating towards the source of pressure 33. A spring 39 is positioned in the bore between the ball 38 and a wall of the pressure source. When the pressure of the fluid in the source exceeds the pressure of the fluid in the chamber 21, the ball is pushed towards the cylinder to allow the passage of the fluid and the balancing of the pressures. When the fluid pressure of the chamber 21 slightly exceeds the fluid pressure of the source; the spring 30 retains the displacement of the ball and allows the circulation of the fluid towards the source, thus forming the calibrated leak orifice 29. When the fluid pressure of the chamber 21 greatly exceeds the pressure of the fluid of the source, the The spring is compressed such that the ball completely closes the calibrated leak orifice 29. Thus, it is possible to create a discontinuity in the relationship between the speed of the piston and the holding force. When the piston has a speed leading to the closing of the calibrated orifice, the pressure exerted by the piston of the holding device 10 reaches its nominal value.
    [0033] Whatever the chosen embodiment of the pressing device 10, it can also form a mechanical stop for the transmission device 1. This stop is exerted for example when the end of the piston liner 23 or the central portion 24 This mechanical stop is however not intended to be stressed during normal operation of the motor, but may constitute a safety means making it possible to prevent disengagement of the moving components. the transmission device 1 in case of anomalies such as a failure of the hydraulic system of the engine, and in addition to the spring when it is present. The advantages of the present invention are illustrated with reference to FIGS. 3 and 4. FIG. 3 is a graphical representation of the evolution of certain parameters of a 4-stroke engine with a variable compression ratio during an engine cycle. ie during a 720 ° rotation of the crankshaft. The engine is provided with a hydraulic cylinder exerting a static force on the transmission device of this engine. Figure 3a shows the evolution of the pressure in the cylinder. There is a steep peak of pressure corresponding to the explosion of the combustion mixture in the cylinder.
    [0034] Figure 3b shows the displacement of the transmission device during the engine cycle; and Figure 3c shows the speed of the transmission device during the engine cycle. These figures show the slow mode of movement, exhibiting displacements of small amplitudes (of the order of 0.1mm) and of low speed during most of the engine cycle. The fast mode of displacement is also observed, exhibiting displacements with greater amplitudes (up to 0.4 mm) and speed (exceeding +/- 40 100 mm / s), substantially between the angular position of 3027051 -16- 360 ° and the angular position of 420 ° of the crankshaft, and corresponding to the pressure peak in the cylinder. It is specified that during this peak, the transmission device comes into mechanical abutment with the motor wall, as evidenced by the clipping of the displacement at + 0.4mm in FIG. 3b, as well as the sudden speed variation which is visible. in Figure 3c. Figure 3d shows the pressure applied by the hydraulic cylinder on the transmission device. It is noted that it has a static level of about 6kN. FIG. 4 is a graphical representation of the evolution of the parameters of a variable volumetric ratio motor, comprising the pressing device 10 of the invention, thus exerting a holding force adjusted to the instantaneous speed of transverse displacement of the device of FIG. transmission.
    [0035] In the particular case of FIG. 4, the pressing device 10 is made by an independent capsule, comprising a piston operating in a chamber filled with a fluid and having at least one calibrated leakage orifice, an external pressure source of 30 mm. The bar is connected to the chamber, and a check valve disposed between the source and the chamber. FIG. 4a represents the evolution of the pressure in the cylinder, similar to what has been represented in FIG. 3a in the solution of the state of the art.
    [0036] Figures 4b and 4c respectively show the displacement and speed of the transmission device 10 during the engine cycle. The slow motion mode has displacements of amplitudes similar to those shown in FIG. 3b, of the order of 0.1 mm. Note, however, that in the fast mode, the displacement of the transmission device 1, remains less than 0.4 mm which prevents its abutment with the engine block 100. 3027051 -17- This result is more remarkable that the force exerted by the pressing device 10 on the transmission device, shown in Figure 4d, is of the same level as the solution according to the state of the art of Figure 3c, outside 5 of the period corresponding to the sudden peak of pressure. Thus, during the slow displacement mode, this effort is of the order of 6 kN; and during the fast-moving mode, this effort briefly reaches a maximum of l6kN. The invention therefore makes it possible for an identical effort, during most of the engine cycle, to prevent the transmission device 1 from coming into abutment on the wall of the engine block 100. Of course, the invention is not limited. to the embodiments described and variations can be made without departing from the scope of the invention as defined by the claims. In particular, although it has been described the application of the holding force by the pressing device 10 on the control rack 7, it is quite possible without departing from the scope of the invention that this effort applies to other elements of the transmission device 1. In particular it is possible to arrange the pressing device between the wall of the engine block and the rolling guide device 4.
    [0037] And although there is shown in connection with FIG. 2 a particular pressing device 10 for the purposes of the complete description of the invention, it may in certain cases be preferred, without departing from the scope of the invention, to use other forms of pressing device providing the same functions as those described. It may thus be for example a device comprising shock absorption means based on viscous or highly viscous polymer as disclosed in US5495923; or comprising electromagnetic shock absorbing means as disclosed in US7537097
    权利要求:
    Claims (15)
    [0001]
    REVENDICATIONS1. Device for compensating the operating clearances of an engine comprising: - a transmission device (1) capable of moving transversely in an engine block (100) during a motor cycle; - a pressing device (10) exerting a holding force on the transmission device (1); the compensation device being characterized in that the holding force is adjusted to the instantaneous speed of transverse displacement of the transmission device (1) in the engine block (100).
    [0002]
    2. Compensation device according to claim 1, wherein the transmission device (1) comprises: - a rolling guide device (4) bearing on a wall of the motor unit (100); - a transmission member (3) integral with a combustion piston, cooperating on the one hand with the rolling guide device (4) and on the other hand with a first side of a toothed wheel (5). ; a control rack (7) cooperating with a second side of the toothed wheel (5), and adapted to move longitudinally on an opposite wall of the motor unit (100); - A rod (6) cooperating with the toothed wheel (5) and connected to a crankshaft (9) of the engine.
    [0003]
    3. Compensation device according to claim 2 wherein the pressing device (10) is integral with the engine block.
    [0004]
    4. Compensation device according to one of claims 2 35- or 3, wherein the pressing device (10-) exerts the holding force on the control rack (7).
    [0005]
    5. Compensation device according to one of the preceding claims, wherein the holding force has a threshold value. 3027051 -19-
    [0006]
    6. Compensation device according to one of the preceding claims, wherein the pressing device (10) comprises: - a piston (23) operating in a chamber (21) filled with a fluid and having at least one leakage orifice; calibrated (28, 29); a source of pressure connected to the chamber (21); and a non-return valve (32, 37) between the source and the chamber (21).
    [0007]
    7. Compensation device according to one of the preceding claims wherein the pressing device (10) comprises a spring (25). 15
    [0008]
    8. Compensation device according to the preceding claim wherein the spring (25) is housed in the chamber (21). 20
    [0009]
    9. Compensation device according to claim 6 wherein the calibrated leakage orifice (29) is integrated with the non-return valve (37).
    [0010]
    10. Compensating device according to one of claims 6 to 9 wherein the calibrated leakage orifice (28, 29) is fluidly connected to the pressure source.
    [0011]
    11. Compensating device according to one of claims 6 to 9 wherein the calibrated leakage orifice (28) opens on the exposed surface (20) of the piston (23).
    [0012]
    12. Compensation device according to one of claims 6 to 11 wherein the chamber (21), the piston (23) and the non-return valve (31) are integrated in a separate capsule.
    [0013]
    13. Compensation device according to the preceding claim, according to which the source of pressure is also integrated in the autonomous capsule. 3027051 -20-
    [0014]
    14. Compensation device according to claim 6, wherein the pressing device (10) is fluidly connected to a hydraulic unit.
    [0015]
    15. Variable displacement ratio engine having the compensation device according to any one of claims 1 to 14.
    类似技术:
    公开号 | 公开日 | 专利标题
    EP3207234B1|2019-01-16|Device for compensating for the operating clearances of an engine
    EP1979591B1|2012-05-23|Pressure device for a variable compression ratio engine
    EP1740810B1|2009-05-13|Adjustment device for a variable compression ratio engine
    FR2763097A1|1998-11-13|DEVICE FOR CONTROLLING THE POSITION OF THE CONTROL RACK OF A VARIABLE CYLINDER MOTOR
    CA2762767C|2013-06-04|Shock absorber and landing gear provided with such a shock absorber
    EP2795165B1|2018-03-14|Drain for dynamic sealing assembly
    WO2017085410A1|2017-05-26|Variable compression ratio engine
    FR2914716A1|2008-10-10|Hydraulic bump stop for adaptable compensation hydraulic shock absorber of motor vehicle, has compressible unit transforming deflection of stopping component such that stiffness and cutin point of compensation module increases
    WO2018158527A1|2018-09-07|Pressure device for exerting a holding force on a transmission device and engine provided with such a device
    FR2552514A1|1985-03-29|DAMPER OF THE FLUIDIC TYPE
    FR2914024A1|2008-09-26|FUEL INJECTOR FOR INTERNAL COMBUSTION ENGINE
    EP2917605B1|2019-03-27|Shock absorber piston and shock absorber comprising same
    WO2021089940A1|2021-05-14|Variable-length connecting rod for an engine with a controlled compression ratio
    EP1992835A1|2008-11-19|Hydraulic valve and damper with adaptable compensation comprising such a valve forming compensation module
    EP1978277B1|2009-07-15|Compensation module for a hydraulic shock absorber of a vehicle and shock absorber equipped with such a compensation module
    WO2021111088A1|2021-06-10|Hydraulic control system for a variable compression ratio engine
    FR3034153A1|2016-09-30|FREEWHEEL HUB WITH NOISE REDUCTION DEVICE
    FR3085431A1|2020-03-06|PILOT VOLUMETRIC RATIO
    EP1978276A1|2008-10-08|Hydraulic valve and hydraulic damper comprising such a valve and unit comprising two dampers connected together
    FR3067996A1|2018-12-28|VARIABLE TORQUE RELIEF BRAKE DEVICE
    FR2964162A1|2012-03-02|VOLUMETRIC HYDROSTATIC MACHINE
    BE366018A|
    FR3000528A1|2014-07-04|Jack for use in particle accelerator, has lid mounted on external face of body to form auxiliary chamber, and channel extending from another external face of body located outside chamber and auxiliary chamber
    同族专利:
    公开号 | 公开日
    JP6603316B2|2019-11-06|
    ES2718933T3|2019-07-05|
    KR20170085040A|2017-07-21|
    CN107110015A|2017-08-29|
    US20170234215A1|2017-08-17|
    CN107110015B|2020-01-10|
    FR3027051B1|2016-11-25|
    WO2016058724A1|2016-04-21|
    EP3207234A1|2017-08-23|
    EP3207234B1|2019-01-16|
    KR102076039B1|2020-02-11|
    JP2017531759A|2017-10-26|
    US10202899B2|2019-02-12|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20080017023A1|2004-03-11|2008-01-24|Vianney Rabhi|Adjustment Device for A Variable Compression Ratio Engine|
    US20100224143A1|2006-01-26|2010-09-09|Vianney Rabhi|Oil spray lubrication and cooling device for a variable compression ratio engine|
    US20100258074A1|2006-01-26|2010-10-14|Vianney Rabhi|Pressure device for a variable compression ratio engine|
    US20100206270A1|2007-07-19|2010-08-19|Vianney Rabhi|Hydraulic supply for a variable compression ratio engine|WO2017203127A1|2016-05-24|2017-11-30|MCE 5 Development|Bearing guide device of a combustion piston for a variable compression ratio engine|
    US10787960B2|2014-12-12|2020-09-29|MCE 5 Development|Transmission device of an engine, particularly for an engine with variable compression rate and/or variable displacement|JPH06137226A|1992-10-28|1994-05-17|Toyoda Gosei Co Ltd|Fuel shutoff device|
    PL170036B1|1993-04-28|1996-10-31|Urzadzen Mechanicznych Kamax S|Elastomeric shock an/or vibration absorber|
    US5674053A|1994-04-01|1997-10-07|Paul; Marius A.|High pressure compressor with controlled cooling during the compression phase|
    JPH09209787A|1996-02-02|1997-08-12|Nissan Motor Co Ltd|Compression ratio-variable direct injection diesel engine|
    US7537097B2|2003-07-31|2009-05-26|The Foundation For The Promotion Of Industrial Science|Electromagnetic damper control device|
    CN103541819B|2012-07-17|2017-08-08|瓦锡兰瑞士公司|Large-scale reciprocating-piston combustion engine and its control device and control method|
    KR101338461B1|2012-11-02|2013-12-10|현대자동차주식회사|Variable compression ratio apparatus|
    KR101382318B1|2012-12-17|2014-04-10|기아자동차 주식회사|Variable compression ratio device and internal combustion engine using the same|FR3063307B1|2017-02-28|2019-03-29|MCE 5 Development|PRESS DEVICE FOR EXERCISING A HOLDING EFFORT ON A TRANSMISSION DEVICE AND MOTOR PROVIDED WITH SUCH A DEVICE.|
    FR3081929B1|2018-06-04|2020-09-18|MCE 5 Development|SHIRT DEVICE FOR CONTROL CYLINDER OF AN INTERNAL COMBUSTION ENGINE|
    US11187184B2|2019-03-29|2021-11-30|Vianney Rabhi|Articulated plenum for transfer-expansion-regeneration combustion engine|
    法律状态:
    2015-10-09| PLFP| Fee payment|Year of fee payment: 2 |
    2016-04-15| PLSC| Publication of the preliminary search report|Effective date: 20160415 |
    2016-10-31| PLFP| Fee payment|Year of fee payment: 3 |
    2017-06-16| TQ| Partial transmission of property|Owner name: RABHI, VIANNEY, FR Effective date: 20170512 Owner name: MCE 5 DEVELOPMENT, FR Effective date: 20170512 |
    2017-07-26| PLFP| Fee payment|Year of fee payment: 4 |
    2018-10-29| PLFP| Fee payment|Year of fee payment: 5 |
    2019-10-28| PLFP| Fee payment|Year of fee payment: 6 |
    2020-10-21| PLFP| Fee payment|Year of fee payment: 7 |
    2021-10-21| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1459791A|FR3027051B1|2014-10-13|2014-10-13|DEVICE FOR COMPENSATING THE OPERATING GAMES OF AN ENGINE.|FR1459791A| FR3027051B1|2014-10-13|2014-10-13|DEVICE FOR COMPENSATING THE OPERATING GAMES OF AN ENGINE.|
    ES15753643T| ES2718933T3|2014-10-13|2015-08-05|Compensation device for engine running games|
    US15/518,977| US10202899B2|2014-10-13|2015-08-05|Device for compensating for the operating clearances of an engine|
    PCT/EP2015/068105| WO2016058724A1|2014-10-13|2015-08-05|Device for compensating for the operating clearances of an engine|
    EP15753643.4A| EP3207234B1|2014-10-13|2015-08-05|Device for compensating for the operating clearances of an engine|
    CN201580067380.3A| CN107110015B|2014-10-13|2015-08-05|Compensation device for compensating running clearance of engine|
    KR1020177012144A| KR102076039B1|2014-10-13|2015-08-05|Device for compensating for the operating clearances of an engine|
    JP2017520969A| JP6603316B2|2014-10-13|2015-08-05|Compensator for engine operating clearance|
    [返回顶部]