• 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 transmission device (1) in particular for a variable compression and / or displacement engine, comprising in a crankcase: - a combustion piston (2), able to move in a combustion cylinder the motor, and secured to a transmission member (3); - A toothed wheel (5) cooperating with a first rack of the transmission member (3) and ensuring the transmission of movement between the combustion piston (2) and a crankshaft of the engine; a connecting rod cooperating at a first end with the toothed wheel (5) and at a second end with the crankshaft; - A control member (7) cooperating with the toothed wheel (5) and secured to a control piston (12). The transmission device (1) is remarkable in that the combustion piston (2) and the transmission member (3) are slidably connected to the cylinder block (100) in a main direction.
    公开号:FR3029977A1
    申请号:FR1462389
    申请日:2014-12-12
    公开日:2016-06-17
    发明作者:Rodolphe Hugon；Sylvain Bigot；Matthieu Duchemin；Guillaume Delobre；Benoit Schwenk
    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 transmitting an engine, in particular for a compression ratio engine and / or for a compression ratio motor. or variable displacement.
    [0002] BACKGROUND OF THE INVENTION EP1407125 discloses such a device. It comprises, in a crankcase: - a combustion piston, adapted to move in a cylinder of the engine and secured to a transmission member; - A gear cooperating with a first rack of the transmission member and ensuring the transmission of movement between the combustion piston and a crankshaft of the engine; - A connecting rod cooperating at one end with the toothed wheel and at a second end with the crankshaft; A control member, also cooperating with the wheel makes it possible to adjust the position of the wheel in the engine, and to move the end of the stroke of the piston in the cylinder. This produces an engine whose compression ratio and, where appropriate, the displacement can be made variable.
    [0003] The elements of the cylinder block can be made of different materials in order to optimize the overall weight of the engine without compromising its performance. Thus, it is often chosen to use a steel crankshaft while the crankcase is often chosen aluminum. In this case, and as a result of the heating of the motor elements during its operation, the differential expansion between the pieces of different materials causes a displacement of the movable members of the transmission device relative to each other.
    [0004] As a result, the movable members of the transmission device, when operating the motor, are placed in an equilibrium position which can deviate from the initially desired design position. This equilibrium position in the known transmission devices of the state of the art is not controlled. It results from the degrees of freedom and the degree of blockage imposed by the nature of the connections existing between the various mobile components that make up the transmission device. This equilibrium position, when not controlled, can lead to excessive wear of the component parts of the moving members; or be a source of operating noise. It can also exist several positions of equilibrium, stable, in which the movable organs can be placed according to the nature of the disturbances they receive and which deviate from their 20 design positions. Diagrams 1a and 1b, respectively, show the design position and an equilibrium position of certain movable members of the transmission device of a variable compression ratio engine of the state of the art. The crankshaft 9 rests on the bearings of a crankcase 100, having 3 cylinders identified a, b, and c in Figures 1a and 1b. In each cylinder, a combustion piston 2a, 2b, 2c is integral with a transmission member 3a, 3b, 3c. The connecting rods 6a, 6b, 6c are respectively connected to the toothed wheels 5a, 5b, 5c and the crankshaft 9. The crankshaft, steel, expands less than the crankcase, aluminum. Consequently, the crank pinches on which the rods are associated are no longer perfectly aligned with each of the cylinders. It is thus observed in FIG. 1b that the movable members associated with the rollers a, b have placed themselves in a position of equilibrium which deviates from the design position of FIG. 1a, according to which the movable members of the same cylinder assembly are all aligned with each other and parallel to the main axis of the cylinder. The cylinder C is in the design position. This uncontrolled equilibrium position leads to an accelerated wear of the moving parts, in particular at the levels I and II of the connecting rod bushings and piston skirts which are subjected to particularly high friction, as is remarkable in FIG. And the friction, in general, can significantly reduce the efficiency of the engine and / or the power transmitted.
    [0005] In addition to the phenomenon of differential expansion which has just been described, other phenomena may be at the origin of disturbance leading to placing the movable members of the transmission device in a position of equilibrium different from the design position. This may be for example the wear of the bodies, their deformation under load or the presence of excessive functional play. OBJECT OF THE INVENTION It is therefore an object of the invention to determine the nature of the connections existing between certain moving parts of a transmission device of an engine, so as to control the operating position occupied by these devices, when the transmission device is disturbed. The invention aims in particular to avoid or limit the friction that occur at the piston skirts and / or the connecting rod bearings as a result of the differential expansion of the crankshaft and the crankcase. BRIEF DESCRIPTION OF THE INVENTION With a view to achieving this object, the object of the invention proposes a transmission device, in particular for a variable compression and / or displacement engine, comprising in a crankcase: a combustion piston, adapted to move in a combustion cylinder of the engine, and integral with a transmission member; - A gear cooperating with a first rack of the transmission member and ensuring the transmission of movement between the combustion piston and a crankshaft of the engine; A connecting rod cooperating at a first end with the toothed wheel and at a second end with the crankshaft; - A control member cooperating with the toothed wheel and secured to a control piston.
    [0006] According to the invention the transmission device is remarkable in that the combustion piston and the transmission member are slidably connected to the cylinder block in a main direction.
    [0007] In this way, the friction formation at the skirt of the combustion piston is avoided or limited by perfectly controlling the operating position of the piston, even in the presence of disturbances. Advantageously, the connection between the toothed wheel and the connecting rod comprises an annular linear connection of longitudinal direction; the connection between the toothed wheel and the transmission member comprises an annular linear connection in a main direction; the connection between the toothed wheel and the control member comprises an annular linear connection in a main direction. Thus, the wheel can be positioned in alignment with the transmission member in a longitudinal direction of the engine; and the rod can move in a longitudinal direction and accommodate disturbances such as those resulting from the differential expansion of the crankshaft. This avoids or limits the friction and wear on the bearings of connecting rods. Preferably, the connection between the control piston and the crankcase comprises an annular linear connection of main and center direction formed by the control piston. The member and the control piston making it possible to close the kinematic connection between the wheel and the crankcase, this connection makes it possible to improve the angular positioning along a main axis of the wheel with respect to the connecting rod and thus leads to a better control of the friction between the wheel and the connecting rod, and in particular at the bearings of connecting rod. According to a first embodiment, and to improve the control of the rotational movements of the control member, the connection between the control member and the cylinder block comprises a rectilinear linear connection of longitudinal direction. And in an alternative embodiment of this first embodiment, the connection between the control member and the cylinder housing comprises a main direction annular linear connection. According to other advantageous and nonlimiting features of the invention, taken alone or in combination: the sliding connection is broken down into: an annular linear connection between the combustion piston and the main direction combustion cylinder and center formed by the combustion piston; a rectilinear longitudinal linear connection and a longitudinal directional point connection between the transmission member and the crankcase. - The straight linear connection between the transmission member and the cylinder block is formed by a roller bearing on a platen of the cylinder block and on the transmission member. - The point connection between the transmission member and the cylinder block comprises a rib and a guide groove adapted to receive the rib, one being disposed on the roller and the other on the transmission member. the toothed wheel has a central recess into which a bore opens for the establishment of a foot of the connecting rod via a transmission pin and in which the linear annular connection between the toothed wheel and the connecting rod is obtained by: a spacing between the internal surfaces of the central recess of the toothed wheel and the lateral faces of the connecting rod foot allowing the translation movement of the connecting rod on the transmission axis; - A rounded profile of the bore of the small end allowing the rodging of the connecting rod in the central recess 5. - The annular linear connection between the toothed wheel and the transmission member comprises respectively a tread of the toothed wheel in contact with a rolling track of the transmission member, the curved and gutter forms cooperate. - The annular linear connection between the toothed wheel and the control member respectively comprises a tread of the toothed wheel in contact with a raceway of the control member, whose curved and gutter forms cooperate. - The rectilinear linear connection between the control member 20 and the crankcase is formed by the contact between a bearing surface of the control member with a surface of the crankcase, one being cylindrical axis longitudinal, the other being flat. 25 - According to a variant, the annular linear connection between the control member and the crankcase is formed by a body formed of a spherical portion in contact with a complementary recess of the crankcase, the body (91) having on the opposite side to the spherical portion 30 a tongue or a groove cooperating, respectively, with a groove or a tongue of the control member. - The cylinder block is provided with a pressing device for compensating the functional clearances. BRIEF DESCRIPTION OF THE DRAWINGS The invention will be better understood in the light of the following description of a particular and nonlimiting embodiment and with reference to the attached figures among which: FIGS. lb shows schematically and respectively the design position and an equilibrium position of certain moving parts of a motor of the state of the art. FIG. 2 represents a basic section of a variable compression ratio motor. FIGS. 3a and 3b show perspective and exploded views of certain elements of the transmission device according to a particular embodiment of the invention. - Figure 3c shows a side view of certain elements of the transmission device according to a particular embodiment of the invention. FIG. 3d represents a section along the axis F of FIG. 3c of certain elements of the transmission device according to a particular embodiment of the invention. FIGS. 4 and 5 represent perspective and exploded views of the toothed wheel in a particular embodiment of the invention. FIG. 6 represents a perspective view of the connecting rod in a particular embodiment of the invention. FIG. 7 and FIG. 1 show sections of the control member and the control piston according to two particular examples of implementation of the invention. FIG. 8 schematically represents an equilibrium position of certain movable elements of an engine according to the invention. DETAILED DESCRIPTION OF THE INVENTION Throughout the following description, and with reference to the figures, the following definitions will be used by convention: the longitudinal direction is the direction defined by the main axis of the crankshaft 9; the main direction is the direction defined by the main axis of the combustion cylinder 2; the transverse direction is the direction defined by the direction perpendicular to the two preceding directions.
    [0008] Furthermore, the term "disturbances" in the present application refers to all phenomena tending to place the movable members, when the motor is in operation, in a position of equilibrium different from the design position. This may be, for example and without exhaustiveness, wear or manufacturing tolerance of the organs leading to dimensions that deviate from their exact design dimensions, or displacements related to the differentiated expansion between these organs. their deformation under load or the presence of excessive functional play. In FIG. 2, which represents a basic section of a variable compression and / or displacement engine, a crankcase 100 comprises at least one combustion cylinder 110 in which it moves in guided translation. a combustion piston 2 causing the rotation of a crankshaft 9 by means of a transmission device 1. The transmission device comprises a transmission member 3 integral with the combustion piston 2 and cooperating on the one hand with a first connecting device 4 bearing on a wall of the crankcase 100 and secondly with a first side of a toothed wheel 5.
    [0009] The transmission member 3 is provided on one of its faces with a rack of large dimension whose teeth cooperate with those of the toothed wheel 5. The toothed wheel 5 is connected, via an axis 20 of the transmission 62 at a first end of a connecting rod 6. The second end of the connecting rod 6 is connected to a crankshaft 9 in order to achieve the transmission of the movement. The toothed wheel 5 cooperates on a second side, opposite to the transmission member 3, with a rack of a control member 7 adapted to move in the main direction in cooperation with a second connecting device 4 '. The control member 7 is controlled by a control device comprising a jack formed of a control piston 12 guided in a control cylinder 112 of the cylinder block 100. The control device ensures the displacement in translation of the control member 7 in the main direction.
    [0010] 3029977 In operation, the translational movement of the combustion piston 2 and the transmission member 3 which is integral therewith, is initiated and maintained by the combustion of the mixture in the combustion cylinder 110. This movement is guided by the link existing between the combustion piston 2 and the combustion cylinder 110, and the connecting device 4. The movement is transmitted to the assembly formed of the toothed wheel 5 and the connecting rod 6 to rotate the crankshaft 9. The position of the control member 7 is adjusted in the main direction by the control device. Its displacement is guided by the second connecting device 4 'along this direction. The displacement of the control member 7 causes the wheel 5 to pivot, which has the effect of displacing the end of the stroke of the combustion piston 2 in the combustion cylinder 110. compression and / or engine displacement. According to the invention, the nature of the connections existing between certain mobile components which have just been enumerated is determined so as to control the operating position occupied by these members, when the transmission device 1 is subjected to disturbances. The term "control operating position" means that the degrees of freedom and the degrees of blocking defining the nature of the links, promote a displacement of the parts of the moving members relative to their ideal locations of design towards a position which does not lead not to excessive friction of operation.
    [0011] It should be noted that such an analysis is not easy, since it is not only a question of studying each link, but also the interactions between them in each of the six degrees of freedom and / or blocking, to determine the most favorable combination. It should also be noted that the blocking 3029977 -12 - multiple of certain degrees can lead to the development of stresses in the parts favoring their wear, and that conversely an excessive number (with respect to the expected functionality of each organ) of degrees freedom can lead to malfunction of the device when it is subject to disturbances, as was stated in the introduction of this application. Thus, the prototypes and in-depth studies carried out by the inventors of the present application have made it possible to establish that certain main links of the transmission device 1 which has just been described had to be precisely determined, among which: the connection between the formed assembly of the combustion piston 2 15 and the transmission member 3, and the crankcase 100. - The connection between the toothed wheel 5 and the rod 6. - The connection between the toothed wheel 5 and the organ 3. The link between the toothed wheel 5 and the control member 7. The exact nature of each of these links is detailed in the following paragraphs of this description.
    [0012] Connections A between the assembly formed of the combustion piston 2 and the transmission member 3, and the cylinder block 100. According to the invention, the assembly formed of the combustion piston 2 and the transmission 3 is in sliding connection with the crankcase 100 in a main direction. As is well known per se, the slide connection provides five degrees of locking and allows a single translational movement.
    [0013] 5 It is therefore, according to the invention, to block any movement of the transmission member 3 other than a translation in a main direction. This involves in particular blocking a swiveling movement in the cylinder 110 of the transmission member 3 and the combustion piston 2 which would induce friction on the inner walls of this cylinder. To minimize the friction occurring between the parts of the connection, this sliding connection A is preferably broken down into: - An annular linear connection A1 between the combustion piston 2 and the combustion cylinder 110 whose center is formed by the piston 2 and main direction. - A straight longitudinal linear connection A21, combined with a longitudinal direction A22 point link between the transmission member 3 and the crankcase 100.
    [0014] The annular linear connection A1 opposes the two translations in the longitudinal and transverse directions of the combustion piston 2, all the other movements are free. This ensures minimum friction between the contacting surfaces of the combustion piston 2 with that of the combustion cylinder 110. The straight linear connection A21 opposes the translation of the transmission member 3 in the direction of the combustion piston. 14-transverse and its rotation along the main axis of the combustion cylinder 110. Finally, the point link A22 provides the fifth degree of blocking of the slide connection opposing the translation in the longitudinal direction of the body member. 3. This ensures that only the translational movement 10 in the main direction of the assembly formed of the combustion piston 2 and the transmission member 3 relative to the crankcase 100 is left free. This avoids or limits the friction at the skirt of the combustion piston and the cylinder. The other five possible degrees of freedom 15 of this member are blocked, thus avoiding the stressing situations of the parts that may cause excessive friction and / or noise, or their wear.
    [0015] Connection C between the toothed wheel 5 and the transmission member 3 It is recalled that the toothed wheel 5 cooperates with a large-sized rack formed on the transmission member 3. As such, the link C between the gear wheel 5 and the transmission member 3 comprises a first pinion-rack connection. This rack-and-rack connection can be defined as being a straight linear connection, in which the wheel toothing is represented by a line substantially parallel to the axis of the wheel passing through the pitch circle of the toothing, and the toothed rack is represented by a plane oriented according to the pressure angle of the teeth, commonly 20 °. This link has: 3029977 -15 - - Two degrees of freedom in translation in the plane defining it, - Two degrees of freedom in rotation, one of axis defined by the direction of the line, the other defined by the normal 5 to plan characterizing the link. According to the invention, the connection C between the toothed wheel 5 and the transmission member 3 further comprises a main direction annular linear connection. This combination of connections leads to blocking the longitudinal and transverse translation relative translation movement between the toothed wheel 5 and the transmission member 3 and to allow rotational movements along the longitudinal and main axes of the toothed wheel 5 relative to each other. to the transmission member 3 and translation along the main axis.
    [0016] It is therefore, according to the invention, to keep the toothed wheel 5 centered on the large-sized rack of the transmission member 3, without this causing significant stresses on the toothed wheel 5 or on the control member 7.
    [0017] It will be noted that in the solutions known in the art, the longitudinal displacement of the toothed wheel 5 on the transmission member 3 was possible by sliding. For this purpose, the width of the teeth of the toothed wheel 5 was reduced so as to allow this displacement by sliding. According to the present invention, the blocking of this translational movement by the link C makes it possible to maximize the width of the teeth of the toothed wheel 5 and thus to maximize the load 35 transmissible by the transmission device 1. The motor are improved for an unchanged component size (better engine torque and higher engine speed).
    [0018] Link D between the toothed wheel 5 and the control member 7 The transmission device also comprises a control member 7 for adjusting the end of the stroke of the piston in the combustion cylinder 110. The link D between the toothed wheel 5 and the control member 7 comprises a main direction annular linear connection. The control member 7 being provided with a rack 15 of large dimension cooperating with the toothed wheel 5, the connection also comprises a rack and pinion connection. The situation of this link is therefore quite similar to the link C seen previously.
    [0019] This combination of connections therefore leads to blocking the longitudinal and transverse directional translation movements between the toothed wheel 5 and the control member 7 and permitting the rotational movements along the longitudinal and main axes of the toothed wheel 5 by relative to the transmission member 7 and translation along the main axis. It is therefore necessary to avoid that constraints apply to the toothed wheel 5 and lead to the displacement of the plane in which the previous links maintain it. The combination of the links A, C and D makes it possible to position the transmission member 3, the wheel 5 and the control member 7 in alignment and in a determined position with respect to the crankcase 100. Link B between the toothed wheel 5 and the connecting rod 6 According to the invention, the link B between the toothed wheel 5 and the connecting rod 6 comprises an annular linear connection of longitudinal direction.
    [0020] As previously seen, an annular linear connection opposes two translational movements. In this case, it is to oppose the translation along the main and transverse directions of the connecting rod 6 relative to the toothed wheel 5. All other movements are free. The rotation of the connecting rod with respect to the wheel is necessary to transform the main steering translation movement of the wheel axle into the rotational movement of the crankshaft 9 along the longitudinal axis. The translation of the small end 61 in a longitudinal direction relative to the wheel 5 makes it possible to keep the rod 6 parallel to the axis of the combustion cylinder 110 even when the connecting rod head 64 is displaced, as a consequence of the differential expansion of the crankshaft 9 relative to the crankcase 100. This equilibrium position of the connecting rod 6 in the transmission device 1 also makes it possible to avoid or limit the wear on the bearings of the connecting rod, and ensures a transmission of power maximum. The link B makes it possible to leave free the rotational movements between the connecting rod 6 and the wheel 5 around the longitudinal axis, the transverse axis and around the main axis.
    [0021] These last two rotations (about the transverse axis and 3029977 -18 - around the main axis) make it possible to compensate for the perpendicularity defects that may exist for example between the combustion cylinder 110 and the crankshaft 9 and, in this case Also, to limit the friction which develops in the transmission device 1. In more general terms, the linear annular connection B between the toothed wheel 5 and the connecting rod 6 makes it possible to dissociate the positioning, in a first plane, of the members 10. mobile "high" transmission device 1 (combustion piston 2, transmission member 3, toothed wheel 5 and the control member 7), positioning in a second plane different from the first and substantially parallel thereto, of the mobile device "low" of this device (connecting rod 6, crankshaft 15 9). The combination of the links A, B, C and D which have just been enumerated leads to favoring, during the operation of the motor and independently of the disturbances to which it is subjected, the alignment of the toothed wheel 5 with the transmission member. 3 and the control member 7. The connection between the toothed wheel 5 and the connecting rod 6 is free enough, as we have seen previously, to prevent the driving of the toothed wheel 5 by displacements of the longitudinal axis of the In other words, the movable members of the transmission device 1 which have just been described are all positioned along the longitudinal axis in relation to the walls of the crankcase 100 and not, as was the case case in the solutions described in the prior art, relative to the position of the crankshaft 9, via the connecting rod. 3029977 -19 - Link E between the control member 7 and the crankcase 100 The link E between the control member 7 and the crankcase 5 comprises, in its lower part, a straight linear El direction link El longitudinal. This connection has two degrees of blocking allowing it on the one hand to maintain the control member 7 against the crankcase 100 and, on the other hand, to avoid the rotation of this member about its main axis, c that is to say according to the main direction defined above. This connection also makes it possible to keep free the translational movement necessary for the operation of the motor, in the main direction, of the transmission member 7. In order to absorb the geometrical defects that may exist between the movable members in the transverse direction, the link El can be carried by a compensation system of the operating clearances, as described, for example, in EP1740810, EP1979591 or else in application FR14 / 59791 of 13/10/2014.
    [0022] As has been seen, the control member 7 is integral with a control piston 12, guided in the control cylinder 112. The link E also comprises a link E2 between the control piston 12 and the control cylinder 12. control 112 of annular linear nature of center formed by the control piston 12 30 and main direction. However, for a given rate setting, that is to say when the position of the control piston 12 is fixed in the control cylinder 112, this link E2 sees its degree of freedom in translation in the direction blocked, which reduces it to a simple ball joint. In this configuration, the rotational movement of the control member 7 relative to the cylinder block 100, about an axis of rotation passing through its top and transverse direction, is preserved. This movement makes it possible to absorb the disturbances which develop in the transmission device during its operation, and which could reduce its mechanical efficiency. The combination of the links E1 and E2, in combination with the links A, C and D which have just been presented, makes it possible to ensure a sliding connection between the assembly formed by the control member 7 and the control piston. 12 and the crankcase 100. Link E 'between the control member 7 and the crankcase 100 According to a variant of the preferred embodiment of the invention, the link E' between the control member 7 and the crankcase 100 comprises, in its lower part, a link E'l linear annular main direction.
    [0023] This link has two degrees of blocking allowing it on the one hand to maintain the control member 7 against the crankcase 100 and, on the other hand, to prevent the translation of the lower part of the control member. 7 This connection also makes it possible to maintain free the translational movement necessary for the operation of the motor, in the main direction, of the control member 7, and thus the rotation of the control member around the main axis. Similarly to the variant E, the link E'1 can be carried by a compensation system of the operating clearances. The link E 'also comprises a link E'2 between the control piston 12 and the control cylinder 112 of linear annular center type formed by the control piston 12 and main direction. However, and similarly to the variant E, for a given rate setting, this link E'2 sees its degree of freedom in translation in the main blocked direction, which reduces it to a simple ball joint. In this configuration, the rotational movement of the control member 7 relative to the crankcase 100, 20 about an axis of rotation passing through its top and main direction, is preserved. This movement absorbs disturbances that could reduce its mechanical performance.
    [0024] The combination of the links A, C and provides a connection to the control member 7 and the rollers 100. 30 E'l links, E'2, D combination that have just been presented, slide between the assembly formed of control piston 12 and the casing- Example of implementation of the invention. With reference to FIGS. 3a, 3b, 3c and 3d, there is shown a particular example of implementation of the transmission device 1 according to the invention. The combustion piston 2 is provided with a guiding skirt 23. Insofar as, as is the case, the guiding skirt 23 has a small height relative to the diameter of the combustion cylinder 110, the connection between the combustion piston 2 and the combustion cylinder 110 form between them the annular linear connection A1. The combustion piston 2 may consist of a thick disc provided with grooves accommodating the segments of fire, compression, and scraper as well as this is well known per se. The quality of this connection can be improved by giving the guide skirt 23 a slightly convex shape 15 thus limiting the intensity of the friction which develops at the contact surfaces. The link between the transmission member 3 and the wall 100 of the cylinder block 100 is formed by the connecting device 4. This implements, in a preferred embodiment, the rectilinear linear link A21 and the link A22. The connecting device 4 comprises a roller 40 consisting of a cylindrical body and on which the respective surfaces 48, 38 of a plate 41, integral with the cylinder block 100, and the transmission member 3 come into abutment. The roller 40 provides the rectilinear linear connection A21 of longitudinal direction. To synchronize the displacement of the combustion piston 2 and the roller 40, the latter may be provided with pinions 44 at each of its ends, cooperating with racks 46 associated with the plate 41, on its vertical edges. The first and / or second pinion 44 of the roller may also cooperate with a rack 37 of the transmission member 3. The pin connection A22 may be formed by providing the cylindrical body 42 of the roller 40 with a guide rib 43. This guide rib 43 may be placed in the middle of the cylindrical body between the pinions 44. The guide rib 43 is designed to be housed on the one hand in a first vertical groove 49 formed on the plate 41, and in a second vertical groove 31 formed on the surface 38 of the transmission member 3.
    [0025] In an alternative embodiment, it is possible for the guide rib 43 of the roll 40 to be replaced by a groove, and the grooves 49, 31 to be replaced by two guide ribs.
    [0026] The toothed wheel 5, shown in greater detail in FIGS. 4 and 5, may consist of two half-wheels R1 and R2 integrally joined to one another. They have a central recess 53 in which opens a bore 50 for the establishment of the small end 61 via a transmission axis 62. The linear annular connection B between the toothed wheel 5 and the rod 6 is provided by providing a spacing between the inner surfaces of the central recess and the lateral faces 25 of the connecting rod foot 61 for translational movement of the connecting rod on the transmission shaft 62. It is also ensured by giving a rounded profile to the bore 63 of the small end 61 which receives the transmission axis 62. This profile allows the rod 6 to be swiveled along axes of main and transverse rotations. The connecting rod 6 is shown in FIG. 6. The toothed wheel comprises a first toothing 51 cooperating with the teeth 34 of the high-dimensional rack 35 of the transmission member 3. It comprises a second set of teeth 52 with the large-sized rack 73 of the control member 7. This arrangement between the toothed wheel 5, and respectively, the control member 7 and the transmission member 3 forms the pinion-rack connections exposed above. According to the invention, this arrangement is also provided with an annular linear connection C, D making it possible to keep the toothed wheel 5 centered on the large-sized racks 35, 73. This additional connection was not present in the known solutions. of the state of the art. Each toothing 51, 52 comprises in its middle a groove 54 coaxial with the pitch circle of the toothed wheel 5. Within each groove 54 is fixed a tread 55 with a curved profile. It may be for example a tread of toric shape. The transmission member 3 and the control member 7 respectively comprise a rolling track 30, 70, whose gutter shape is complementary to that of the curved portion of the tread 55, designed to come into contact with each other. and receive this curved portion, as can be seen in Figure 3d.
    [0027] Alternatively, the rolling tracks 30, 70 of the transmission member 3 and the control member 7 may be curved and the tread 55 of the toothed wheel 5 have the shape of complementary gutter.
    [0028] In FIGS. 4 and 5, the pivot axis of the toothed wheel 5 located in the bore 50 is positioned at the center of the pitch circle of the wheel 5. This configuration makes it possible to control via the command 7 only the compression ratio of the engine. It is possible, however, within the scope of the invention to shift the axis of pivoting of the center of the pitch circle of the toothed wheel 5 in order to vary the combustion piston kinematics 2 and to obtain by this means a control of the displacement of the engine.
    [0029] As shown in FIGS. 7 and 7a, the control member 7 is integral with the control piston 12. The portion of the control piston 12 in contact with the internal surfaces of the control cylinder 112, which may have a profile curved, forms the annular linear connection E2. In these figures, the crankcase 100 is also provided with a pressure device 90 for compensating the operating clearances that may exist between the movable members 15 of the engine. In the context of the present invention, it will be considered that the pressure device 90 is an integral part of the crankcase 100. The control member 7 is connected to the pressing device 90 of the crankcase 100. In FIG. corresponding to the preferred solution for implementing this connection, an exemplary embodiment of the rectilinear longitudinal linear link El is shown. The control member 7 has in this figure a cylindrical bearing surface with a longitudinal axis in a variant not shown, the cylindrical surface of longitudinal axis can be carried by the piston of the pressure device, and come into contact with a flat surface formed on the 7. In FIG. 7bis, an exemplary embodiment of the annular linear link El 'corresponding to the variant of the preferred embodiment of FIG. implementation of this link. A body 91 formed of a spherical portion cooperates with a complementary recess of the pressing device 90 to ensure a ball joint, rotatable along the three axes main, transverse and longitudinal. The control member 7, on its opposite side to the large teeth, has a groove in which can slide a tongue of the body 91, the side opposite to its spherical portion. The translation along the longitudinal axis is thus blocked, the translation along the transverse axis being naturally blocked by the contacting of the control member 7 with the pressing device of the cylinder block 100. Naturally, it would be possible to choose place the groove on the body 91, and the tongue on the control member 7.
    [0030] FIG. 8 diagrammatically shows an equilibrium position of certain mobile elements of the transmission device 1 which has just been described as an example. It is noted, as opposed to the position taken by these elements shown in FIG. 1b in the case of a state of the art engine, that for each of the cylinder assemblies of the engine: the combustion pistons 2a, 2b and 2c and the transmission members 3a, 3b and 3c are well oriented in a main direction, thus limiting the friction with the combustion cylinders 110; - The toothed wheels 5a, 5b and 5c are centered on the transmission members 3a, 3b, 3c; The connecting rods 6a, 6b and 6c are also oriented in a main direction, ensuring efficient transmission of forces and limiting wear at the connecting rod bearings. It is quite apparent in this FIG. 8 that the members represented by the transmission device 1 keep a determined orientation with respect to the crankcase 100 despite the disturbance which is brought about by the displacements between movable members. and low moving members, related in this particular example to the dilation. Of course, the invention is not limited to the example 10 described and can be made variants without departing from the scope of the invention as defined by the claims.
    权利要求:
    Claims (3)
    [0001]
    CLAIMS1 Transmission device (1) in particular for a variable compression and / or displacement engine, comprising in a crankcase (100): - a combustion piston (2), able to move in a combustion cylinder ( 110) of the motor, and secured to a transmission member (3); - a toothed wheel (5) cooperating with a first rack of the transmission member (3) and ensuring the transmission of movement between the combustion piston (2) and a crankshaft (9) of the engine; - a connecting rod (6) cooperating at a first end with the toothed wheel (5) and, at a second end, with the crankshaft (9); - a control member (7) cooperating with the toothed wheel (5) and secured to a control piston (12); the transmission device (1) being characterized in that the combustion piston (2) and the transmission member (3) are slidably connected (A) with the cylinder block (100) in a main direction.
    [0002]
    2. Transmission device (1) according to claim 1 wherein the slide connection (A) is decomposed into: - an annular linear connection (Al) between the combustion piston (2) and the combustion cylinder (110) direction main and center formed by the combustion piston (110); - A straight linear link (A21) of longitudinal direction and a longitudinal point connection (A22) 3029977 -29 - longitudinal between the transmission member (3) and the crankcase (100).
    [0003]
    3. Transmission device (1) according to claim 2, in which the rectilinear linear connection (A21) between the transmission member (3) and the crankcase (100) is formed by a roller (40) bearing on a plate (41) of the cylinder block (100) and on the transmission member (3). Transmission device (1) according to claim 3 wherein the point connection (A22) between the transmission member (3) and the cylinder block (100) comprises a rib (43) and a guide groove (31). ), adapted to receive the rib (43), one being disposed on the roller (40) and the other on the transmission member (3). 5. Transmission device (1) according to one of the preceding claims wherein: - the connection (B) between the toothed wheel (5) and the rod 20 comprises a longitudinal annular linear connection; - The link (C) between the toothed wheel (5) and transmission (3) comprises a linear connection in a main direction; The link (D) between the toothed wheel (5) and the control (7) comprises a linear connection in a main direction. direction of the annular member the annular member 6. Transmission device (1) according to the preceding claim 30 wherein the toothed wheel (5) has a central recess (53) into which a bore (50) opens for placing in place of a foot of the connecting rod (61) via a transmission axis (62) and in which the linear annular connection (B) between the toothed wheel (5) and the connecting rod (6) is obtained by: 3029977 -30 - - a spacing between the inner surfaces of the central recess (53) of the toothed wheel (5) and the lateral faces of the small end (61) allowing the displacement in translation of the connecting rod on the transmission axis (62); 5 - a rounded profile of the bore of the small end (61) for the rodging of the connecting rod (6) in the central recess (53). 7 transmission device (1) according to one of claims 10 5 to 6 wherein the linear link (C) annular between the toothed wheel (5) and the transmission member (3) comprises respectively a tread (55 ) of the toothed wheel (5) in contact with a raceway (30) of the transmission member (3), whose curved and gutter forms 15 cooperate. 8 transmission device (1) according to one of claims 5 to 7 wherein the annular linear connection (D) between the toothed wheel (5) and the control member (7) respectively comprises a tread (55 ) of the toothed wheel (5) in contact with a raceway (70) of the control member (7), whose curved and gutter forms cooperate. 9. Transmission device (1) according to one of claims 5 to 8 wherein the connection between the control piston (12) and the crankcase (100) comprises an annular linear connection (E2, E'2). main and center direction formed by the control piston (12). 10. Transmission device (1) according to the preceding claim wherein the connection between the control member (7) and the crankcase (100) comprises a linear connection (El) linear longitudinal direction. Transmission device (1) according to the preceding claim wherein the straight linear link (E1) between the control member (7) and the crankcase (100) is formed by the contact between a bearing surface of the control member (7) with a surface of the cylinder block (100), one being cylindrical with a longitudinal axis, the other being planar. 12. Transmission device (1) according to claim 10 wherein the connection between the control member (7) and the crankcase (100) comprises a link (E'l) linear annular main direction. 13. Transmission device (1) according to claim 15 wherein the annular linear connection (E'l) between the control member (7) and the crankcase (100) is formed by a body (91) formed a spherical portion in contact with a complementary recess of the cylinder block (100), the body (91) having on the face opposite to the spherical portion a tongue or groove cooperating respectively with a groove or a tongue of the control member. 14. Transmission device (1) according to one of the preceding claims, wherein the crankcase (100) is provided with a pressing device (90) for compensating the functional clearances.
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    同族专利:
    公开号 | 公开日
    JP2021046861A|2021-03-25|
    EP3230569A2|2017-10-18|
    WO2016092211A3|2016-08-25|
    KR20170118045A|2017-10-24|
    EP3230569B1|2019-12-04|
    JP2018505335A|2018-02-22|
    CN107438706A|2017-12-05|
    US10787960B2|2020-09-29|
    KR102124890B1|2020-06-19|
    ES2774954T3|2020-07-23|
    WO2016092211A2|2016-06-16|
    CN107438706B|2020-07-07|
    FR3029977B1|2018-11-30|
    US20200378301A1|2020-12-03|
    US20170350316A1|2017-12-07|
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    FR2867515A1|2004-03-11|2005-09-16|Vianney Rabhi|Oil clearance regulating device for internal combustion engine block, has shim to regulate oil clearance of transmission device, cylinder piston rod with spherical section and ball and socket joint between control rod and engine block|FR3081928A1|2018-06-04|2019-12-06|MCE 5 Development|MULTIFUNCTIONAL ASSEMBLY INCLUDING A SYNCHRONIZATION PLATE FOR GUIDING A COMBUSTION PISTON IN A VARIABLE COMPRESSION RATE ENGINE|
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    FR2896539B1|2006-01-26|2008-05-02|Vianney Rabhi|PRESS DEVICE FOR MOTOR WITH VARIABLE VOLUMETRIC RATIO.|
    FR2914951B1|2007-04-16|2012-06-15|Vianney Rabhi|ELECTROHYDRAULIC DEVICE FOR CLOSED LOOP DRIVING OF THE CONTROL JACK OF A VARIABLE COMPRESSION RATE MOTOR.|
    FR2914950B1|2007-04-16|2012-06-15|Vianney Rabhi|DEVICE FOR MEASURING DIRECTLY ON THE PISTON THE EFFECTIVE VOLUMETRIC RATIO OF A VARIABLE COMPRESSION RATE MOTOR.|
    FR2933141B1|2008-06-27|2011-11-11|Vianney Rabhi|SCREW BALL LIFTING DEVICE FOR VARIABLE COMPRESSION RATE MOTOR.|
    US8220422B2|2009-08-25|2012-07-17|Manousos Pattakos|Rack gear variable compression ratio engines|
    FR2956452B1|2010-02-17|2012-04-06|Vianney Rabhi|DOUBLE-EFFECT PISTON COMPRESSOR GUIDED BY A ROLLER AND DRIVEN BY A WHEEL AND CREMAILLERES|
    FR2984399B1|2011-12-16|2014-01-31|MCE 5 Development|CLIP-FIXED BEARING SHAFT FOR VARIABLE COMPRESSION RATE MOTOR|
    US9316251B2|2011-12-19|2016-04-19|Mce-5 Development|Clip-fastened raceway for a variable compression ratio engine|
    US9464661B2|2012-09-27|2016-10-11|W. H. Barnett, JR.|Pony rod, connecting rod, and crosshead assemblies and method|
    FR3027051B1|2014-10-13|2016-11-25|MCE 5 Development|DEVICE FOR COMPENSATING THE OPERATING GAMES OF AN ENGINE.|CN106225195A|2016-09-09|2016-12-14|珠海格力电器股份有限公司|Air-conditioner air opening plate governor motion and there is its air-conditioner|
    CN112177772A|2020-08-26|2021-01-05|东风汽车集团有限公司|Piston anti-collision structure and variable compression ratio engine|
    法律状态:
    2015-12-10| PLFP| Fee payment|Year of fee payment: 2 |
    2016-06-17| PLSC| Publication of the preliminary search report|Effective date: 20160617 |
    2016-12-26| 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 |
    2017-11-24| PLFP| Fee payment|Year of fee payment: 4 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 6 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 7 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1462389|2014-12-12|
    FR1462389A|FR3029977B1|2014-12-12|2014-12-12|DEVICE FOR TRANSMITTING AN ENGINE, IN PARTICULAR FOR A VARIABLE COMPRESSION AND / OR CYLINDER RATE ENGINE.|FR1462389A| FR3029977B1|2014-12-12|2014-12-12|DEVICE FOR TRANSMITTING AN ENGINE, IN PARTICULAR FOR A VARIABLE COMPRESSION AND / OR CYLINDER RATE ENGINE.|
    US15/534,988| US10787960B2|2014-12-12|2015-12-09|Transmission device of an engine, particularly for an engine with variable compression rate and/or variable displacement|
    ES15823625T| ES2774954T3|2014-12-12|2015-12-09|Engine drive device, particularly for an engine with variable compression ratio and / or variable displacement|
    PCT/FR2015/053391| WO2016092211A2|2014-12-12|2015-12-09|Transmission device of an engine, particularly for an engine with variable compression rate and/or variable displacement|
    EP15823625.7A| EP3230569B1|2014-12-12|2015-12-09|Transmission device of an engine, particularly for an engine with variable compression rate and/or variable displacement|
    JP2017531360A| JP2018505335A|2014-12-12|2015-12-09|Transmission device for an engine, particularly an engine having a variable compression ratio and / or a variable displacement|
    CN201580073994.2A| CN107438706B|2014-12-12|2015-12-09|Transmission of an engine, in particular for engines with variable compression ratio and/or variable displacement|
    KR1020177019230A| KR102124890B1|2014-12-12|2015-12-09|Transmission device of an engine, particularly for an engine with variable compression rate and/or variable displacement|
    US16/996,199| US20200378301A1|2014-12-12|2020-08-18|Transmission device of an engine, particularly for an engine with variable compression rate and/or variable displacement|
    JP2020195936A| JP2021046861A|2014-12-12|2020-11-26|Transmission device for engine, in particular, engine whose compression ratio is variable and/or whose exhaust amount is variable|
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