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    • 专利摘要:
    The invention relates to a variable volumetric ratio engine comprising a fixed engine block in which movable members comprising a combustion piston, a connecting rod and a crankshaft cooperate to allow a translational movement of the piston in a combustion cylinder of the engine block, defining a stroke of the combustion piston from a top dead center to a low dead point, the translational movement being caused by the combustion forces of a mixture in the cylinder and crankshaft inertia forces. The engine is remarkable in that it comprises an autonomous adjustment device having: a high pressure hydraulic chamber to counter the combustion forces and inertia at low dead point; a low pressure hydraulic chamber to counter the inertia forces at top dead center; at least one calibrated conduit for the flow of a hydraulic fluid between the high and low pressure hydraulic chambers; return means for returning the device to a nominal position. The calibrated duct and the return means are configured to adjust the position of the top dead center of the combustion piston in the combustion cylinder according to the magnitude of the average combustion forces.
    公开号:FR3043720A1
    申请号:FR1561059
    申请日:2015-11-17
    公开日:2017-05-19
    发明作者:Yves Miehe；Philippe Dury
    申请人:MEC 5 Development SA；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION The invention relates to a motor and the elements of a variable volumetric ratio engine.
    BACKGROUND OF THE INVENTION
    In the foreword, it is recalled that a connecting rod of an internal combustion engine is associated on the side of its foot with the bearing of a combustion piston and the side of its head with the bearing of a crankshaft. These two levels are generally parallel axes. As shown respectively in FIGS. 1A and 1B, the linkage has the function of transmitting the translational movement of the piston from a "top dead center" to a "bottom dead center" to the rotational movement of the crankshaft. The connecting rod also maintains the angular position of the piston along the axis of translation thereof.
    Numerous solutions are known in the state of the art for adjusting the volumetric ratio and / or the displacement of an internal combustion engine.
    It is recalled that the volumetric ratio of an internal combustion engine, often called the compression ratio, corresponds to the ratio between the volume of the combustion chamber when the piston is at its bottom dead point; and the volume of the combustion chamber when the piston is at its top dead center. All else being equal, the choice of the length of the connecting rod determines the volumetric ratio of the engine.
    It is generally accepted that the adaptation of the volumetric ratio of an engine to its load greatly improves the energy efficiency of the engine. For example, it is sometimes desired to vary the volumetric ratio between about a value of 12 in the absence of load to a value of about 8 at full load.
    For a four-stroke engine, it is recalled that a complete engine cycle consists of a fresh gas intake cycle, followed by a compression cycle, a combustion-expansion cycle, and finally a exhaust cycle. These cycles are of substantially equal extent, distributed over 720 ° rotation of the crankshaft. The engine load is then defined as the dummy constant pressure exerted on the piston crown during the combustion-expansion portion of a cycle (the pressure exerted on the piston crown during the complementary part of the cycle being considered as zero) leading to obtain a power equivalent to that developed by the engine during a complete cycle. This pressure is at most of the order of 10 bar for an ordinary atmospheric engine, and can commonly rise to values of 20 to 30 bar for a supercharged engine.
    The displacement corresponds to the volume generated by the sliding of the piston in the engine cylinder between a top dead center and a bottom dead center. A variable displacement is obtained by varying the stroke of the piston in the cylinder. The displacement is not affected by the choice of the length of the connecting rod. The displacement variation must be of great amplitude to have a noticeable effect on the energy efficiency, which is technologically difficult to implement.
    Thus, the document US4111164 aims to vary the displacement of an engine according to the load that applies to it. This document discloses a rod consisting of a spring associated with a hydraulic chamber so as to rigidly couple a piston to the crankshaft of the engine when it is not subjected to a load; and resiliently coupling the piston to the crankshaft when the engine is under heavy load. For this second important load situation, the rod acts as a shock absorber, compressing and expanding according to the instantaneous value of the forces that develop during a motor cycle. Thus, this document discloses a constant displacement with the load during the intake cycle, while the displacement is increased during the combustion cycle when the load increases. However, the combustion forces partly absorbed in the hydraulic chamber of the rod are not returned, which makes the solution particularly inefficient.
    This solution therefore does not allow to adjust the volumetric ratio according to the load that applies during one or a succession of motor cycles. The solution proposed in this document also leads to intensely solicit the mechanical components of the connecting rod (spring, hydraulic chamber) during operation of the engine, which accelerates their wear and reduces the reliability of the system.
    Moreover, the hydraulic chamber of the solution presented in this document is particularly sensitive to the change in temperature of the hydraulic fluid, which makes the behavior of the connecting rod particularly unpredictable.
    The document R0111863 describes an internal combustion engine consisting of a movable upper block and a lower block fixed vis-à-vis the chassis of a vehicle. The upper block is free to pivot along a lateral axis linking the upper block to the lower block. As the engine load increases, the average effective pressure in the cylinder increases and causes the upper block to tilt around the lateral axis. A cylinder volume is therefore added to the volume of the combustion chamber thus causing a decrease in the compressional compression ratio.
    The solution proposed in this document requires the design and manufacture of an articulated engine block that does not correspond to a standard combustion engine architecture, consisting of a fixed engine block, which requires a complete re-design of most interface elements between the engine and the chassis of the vehicle. Thus, the elements connecting to the upper part of the engine (air intake line, gasoline, exhaust line, distribution, ...) must be adapted to tolerate the mobility of the upper part of the engine. Other documents, such as WO2013092364, describe rods with controlled length, for setting the volumetric ratio of an internal combustion engine (and without affecting the displacement). These solutions require the presence of an active control system of the length of the connecting rod via an external control system (hydraulic piston, electric motor) which is generally complex, source of energy losses and unreliable. In addition, the control of the volumetric ratio is not continuous and the range of accessible value is often very limited. This is particularly the case of the solution proposed in the aforementioned document which provides only two connecting rod lengths.
    OBJECT OF THE INVENTION The invention aims to remedy at least some of the disadvantages of the prior art presented above.
    BRIEF DESCRIPTION OF THE INVENTION To this end, the invention proposes a variable volumetric ratio engine comprising a fixed engine block in which movable members comprising a combustion piston, a connecting rod and a crankshaft cooperate to allow a translational movement of the piston. in a combustion cylinder of the engine block, defining a stroke of the combustion piston from a top dead center to a bottom dead point, the translational movement being caused by the combustion forces of a mixture in the cylinder of combustion and crankshaft inertial forces
    According to the invention, the engine comprises an autonomous adjustment device having: a high pressure hydraulic chamber to counter the combustion and inertia forces at the bottom dead center; - A low pressure hydraulic chamber to counter the inertia forces at top dead center, - at least one calibrated conduit for the flow of a hydraulic fluid between the high and low pressure hydraulic chambers; - return means for returning the device to a nominal position;
    The calibrated duct and the return means are confided to adjust the position of the top dead center of the combustion piston in the combustion cylinder according to the magnitude of the average combustion forces.
    According to other advantageous and non-limiting features of the invention, taken alone or in combination: - the high pressure and low pressure hydraulic chambers are defined by the spaces formed on either side of a piston sliding in a cylinder. - The high pressure and low pressure hydraulic chambers are defined by the spaces formed on either side of a piston rotating in a cylinder portion. the high pressure hydraulic chamber is defined by a first cylinder and a first piston and the low pressure hydraulic chamber is defined by a second cylinder and a second piston. - The low pressure hydraulic chamber and / or the high pressure hydraulic chamber is provided with a hydraulic fluid filling means. - The high pressure hydraulic chamber and / or the low pressure hydraulic chamber is provided with a means of discharging an excess of hydraulic fluid, to limit the pressure that develops there. - The high pressure hydraulic chamber and the low pressure hydraulic chamber have equivalent sections. the autonomous adjustment device is configured to adjust the length of the connecting rod. - The autonomous adjustment device is configured to adjust the length of a control member of the volumetric ratio of the engine. - The autonomous adjustment device is configured to adjust the position of a control member of the volumetric ratio of the engine. - The autonomous adjustment device is disposed in at least one of the movable members. - The volumetric ratio engine comprises a device for determining the volumetric ratio. the autonomous adjustment device comprises a. At least one calibrated duct called "traction" only allowing a flow of the low pressure hydraulic chamber to the high pressure hydraulic chamber; b. At least one calibrated pipe called "compression" allowing only a flow of the high pressure hydraulic chamber to the low pressure hydraulic chamber. the calibrated compression duct allows a flow only when the pressure in the high pressure hydraulic chamber exceeds the pressure in the low pressure hydraulic chamber by a determined value. the autonomous adjustment device has at least two calibrated compression ducts. the duct is configured to allow turbulent flow. the return means comprise a spring.
    BRIEF DESCRIPTION OF THE DRAWINGS 1 / The invention will be better understood in the light of the following description of the particular and nonlimiting embodiments and embodiments of the invention with reference to the attached figures, in which: FIGS. top dead center and bottom dead center positions of a piston of a conventional internal combustion engine; FIG. 2 represents the forces applied on a connecting rod during an engine cycle for a maximum load and two different engine speeds;
    FIG. 3 represents the maximum amplitude of the compression forces during an engine cycle according to its load; FIG. 4 represents the evolution of the inertial forces during a motor cycle, for different speeds of this motor; Figures 5a and 5b show two basic configurations of an autonomous adjustment device according to the invention; FIG. 6 represents the sealing means according to a particular mode of implementation of the invention; Figures 7a to 7c show three configurations for which the section equivalence condition is met; FIG. 8 represents a behavior law motor load - target volumetric ratio of an engine; FIG. 8a shows, for three configurations of the invention applied to different rods, damping laws corresponding to the maximum elongation speed of a connecting rod according to the amplitude of a constant force applied thereto;
    Figures 9 and 9a show a first embodiment of the invention.
    Figure 10 shows the behavior of the first embodiment of the invention.
    Figure 11 shows a second embodiment of the invention.
    Figure 12 shows a third embodiment of the invention.
    Figure 13 shows a fourth embodiment of the invention.
    FIGS. 14 and 15 show a fifth embodiment of the invention
    DETAILED DESCRIPTION OF THE INVENTION
    The connecting rods and other moving parts of a combustion engine are subjected to tensile and compressive forces during the operating cycles of the engine. These efforts have two origins: the forces due to the combustion of the mixture in the combustion cylinder and the inertia forces generated by the crankshaft, due to the engine speed. FIG. 2 shows, by way of example, the forces applying to a connecting rod of a conventional combustion engine during one engine cycle for a maximum load and two different engine speeds.
    The combustion forces translate exclusively into compressive forces on the connecting rod. The maximum amplitude of these forces is substantially proportional to the engine load as shown in FIG. 3, by way of example.
    The forces of inertia are translated on the connecting rod in successive efforts of traction and compression during a motor cycle. The maximum amplitude of the inertial forces is essentially proportional to the square of the engine speed (that is to say its speed of rotation). This is illustrated by way of example in FIG.
    During a motor cycle or a plurality of engine cycles, and if the friction is neglected, the work developed by the inertia forces applying to the connecting rod is zero, the compression forces and the forces of traction, although of maximum amplitudes and different gaits, compensating each other.
    Consequently, on a cycle or a plurality of motor cycles, the work of the combined forces applying to the connecting rod corresponds substantially to the work of the combustion forces, which are representative of the engine load as previously specified in relation to the DESCRIPTION OF FIGURE 3. The invention is based on these observations to propose a variable volumetric ratio engine comprising an autonomous device for adjusting the position of the top dead center of the combustion piston according to the average combustion forces (or other words, depending on the engine load). This adjustment of the position of the top dead center of the combustion piston makes it possible to adjust autonomously (ie without requiring the implementation of an active steering system) the volumetric ratio of the engine to its load.
    By "average efforts" is meant the average of the forces that apply during a cycle or a plurality of motor cycles.
    An autonomous adjustment device 1 according to the invention and as shown diagrammatically in FIG. 5a, comprises a cylinder 2 and a movable piston 3 (in translation or in rotation) in the cylinder 2. In the context of this request, will be designated by "cylinder" and "piston" any set of parts to define between them at least one chamber whose volume is adjustable by the movement of the piston. Thus, it may be a cylindrical recess in which slides a circular section piston; but the invention is in no way limited to this configuration. As will be presented hereinafter in a particular embodiment of the invention, the cylinder may consist of a single bore disk portion, and the piston formed of a radial part rotatable in this bore , along the axis of the generating disk of the bore.
    Whatever the configuration chosen for the cylinder 2 and the piston 3, these can be integrated or connected to one of the movable members and / or the engine block, as will be described in the presentation of the various modes of implementation. implementation of the invention, to allow control of the position of the top dead center of the piston.
    The engine according to the invention comprises a fixed engine block (that is to say that the position of the combustion cylinders and the cylinder head is fixed relative to the crankshaft) and is configured to transmit the compressive forces and / or traction which apply to the combustion piston to the piston 3 of the autonomous adjustment device 1. And this device, in response, is configured to adjust the top dead center of the combustion piston, in order to modify or adapt the volumetric ratio of the engine. In other words, the displacement of the piston 2 in the cylinder 3 makes it possible to adjust the top dead center of the combustion piston between a first stop (minimum position of the piston 3 in the cylinder 2) and a second stop (nominal position of the piston 3 in cylinder 2), depending on the magnitude of the average combustion forces.
    The autonomous adjustment device 1 is configured to increase the volume of the combustion chamber with the increase in the average magnitude of the combustion forces.
    The piston 3 defines in the cylinder 2 a first hydraulic chamber 4 called "high pressure", able to transmit the compression forces Fcomp that apply to the device 1 along the longitudinal axis defined by the piston 3 and a second chamber hydraulic 5 called "low pressure" capable of transmitting Ftrac traction forces that apply to the device 1 along its longitudinal axis. These two "high pressure" 4 and "low pressure" chambers 5 are in fluid communication, via at least one calibrated conduit 6.
    The displacement of the piston 3 is generated by the application of the traction and compression forces transmitted to the device 1 and is allowed (in the limit provided by the stops) by the flow of the fluid from one chamber to another through the calibrated duct 6. In the absence of flow, the device 1 behaves like a rigid body, the movement of the piston 3 in the cylinder 2 being limited to the compressibility of the hydraulic fluid pressurized by the tensile forces and / or compression.
    FIG. 5b represents an alternative configuration to the autonomous adjustment device 1. In this configuration, the high pressure hydraulic chamber 4 is defined via a first cylinder 2a and a first piston 3a, to which apply compression efforts. The low pressure hydraulic chamber 5 is defined by means of a second cylinder 2b and a second piston 3b on which the traction forces apply. Pistons 3a and 3b are mechanically and kinematically bonded, as shown in dotted line in Figure 5b.
    As in the main configuration of FIG. 5a, the two high and low pressure chambers 4, 5 are in fluid communication via the calibrated duct 6.
    Whatever the configuration chosen, the dynamics of the flow between the two chambers 4, 5 conditions the speed of adjustment of the device 1 to instantaneous efforts that apply. The displacement of the piston 3 (or pistons 3a, 3b) makes it possible to adjust the position of the top dead center of the combustion piston of the variable volumetric ratio engine.
    According to the invention, this dynamic is chosen (in particular by the dimensioning of the calibrated conduit or ducts 6) so as not to react, or react with a controlled and limited amplitude, to the instantaneous forces of inertia or combustion.
    Particularly advantageously, the calibrated conduit (s) 6 is configured to promote a turbulent flow. Indeed, in turbulent flow conditions, as opposed to a laminar flow, the relationship between the flow rate and the pressure is much less sensitive to the fluid temperature. This contributes to establishing a substantially constant behavior of the device 1 despite the temperature variations of the hydraulic fluid (which can range from -20 ° C cold under extreme temperature conditions to 150 ° C operating in an engine ).
    As is well known per se, a turbulent flow is favored by decreasing the ratio of the length of the duct to its diameter and penalizing the entry of the hydraulic fluid into the duct so as to create a violent transition between the chamber and this duct (by For example, converging type cones are not formed between chambers 4, 5 and conduit 6).
    According to a first configuration, the rod cylinder 2 and / or the piston 3 (or the cylinders 2a, 2b and the pistons 3a, 3b) are provided with sealing means preventing the flow of hydraulic fluid from a chamber 4, 5 to the other outside the (or) calibrated duct 6 provided (or avoiding the flow of hydraulic fluid out of the chambers 4, 5 in the alternative configuration of the device 1).
    In an example of a particular implementation of the main configuration of the device 1, shown in FIG. 6, these sealing means comprise, at the sliding face of the piston, and in succession from the high pressure chamber 4 towards the chamber low pressure 5: one or more metal segments 61 for containing the pressure front of the fluid present in the high pressure chamber 4; an intermediate reservoir 62 of hydraulic fluid; and a seal 63 (for example composite or toric) sealing the assembly.
    Similar sealing means may also be provided on the pistons 3a, 3b of the alternative configuration of the device 1, shown in FIG. 5b.
    The calibrated duct 6 between the low pressure chamber 5 and the high pressure chamber 4 is preferably formed in the piston 3 and / or in the cylinder 2. Advantageously, and for ease of manufacture, the calibrated conduit 6 or one of the calibrated conduits 6 between the low pressure chamber 5 and the high pressure chamber 4 is formed in the piston 3. Alternatively, this duct 6 or one of these calibrated ducts 6 may be formed in the cylinder body 2.
    According to a second example of implementation of the main configuration of the device 1, the cylinder 2 and the piston 3 are not provided with sealing means. In this case, the clearance between the piston 3 and the cylinder 2 is chosen to allow the flow of fluid between the two chambers, and constitutes in itself a calibrated conduit 6 between the low pressure chamber 5 and the high pressure chamber 4. In this configuration, it is also possible to provide at least one additional calibrated duct 6 formed in the piston 3 and / or in the body of the cylinder 2.
    In addition, and still in connection with the description of Figures 5a and 5b, the device 1 according to the invention comprises means of reminders 7 configured to return the piston 3 (or at least one of the pistons 3a, 3b) to its position nominal in the absence of external forces, traction or compression.
    The calibrated conduit (s) 6 and the return means 7 are configured and / or chosen to adjust the position of the piston 3 (or pistons 3a, 3b) to the average tensile and compressive forces that apply to the device 1 to during one or a plurality of motor cycles.
    The operation of the device 1 according to the invention, when it is in operation in a motor, is explained below.
    At the start of the engine, the piston 3 (or the pistons 3a, 3b) is in the nominal position, the return means 7 leading to placing the piston 3 / cylinder 2 assembly in mechanical stop position. The engine thus has at start a volumetric ratio defined by the nominal position of the piston 3 (or pistons 3a, 3b).
    The dynamic tensile and compressive forces which apply to the low-load device 1 and which therefore correspond essentially to inertial forces, develop with a faster dynamic than the dynamics of the flow in the calibrated duct 6. between the high pressure hydraulic chamber 4 and the low pressure hydraulic chamber 5. Also, the position of the piston 3 in the cylinder 2 (or the position of the pistons 3a, 3b in the cylinders 2a, 2b) is essentially not affected by these even small oscillations can occur.
    When the engine load increases, the average compression forces become sufficient to allow the hydraulic fluid to be transferred significantly from the high pressure chamber 4 to the low pressure hydraulic chamber 5. This flow leads to the displacement of the piston 3 in the cylinder 2 (or pistons 3a, 3b in the cylinders 2a, 2b) and the displacement of the top dead center of the combustion piston. The volumetric ratio of the engine is then adjusted, completely independently, according to this position.
    Advantageously, the return means 7 comprise a spring, for example a compression spring, arranged to exert a force tending to reposition the piston 3 (or the pistons 3a, 3b) in nominal position. The spring can be placed in the high pressure hydraulic chamber 4, or arranged on the device 1 outside of this chamber 4.
    The spring may have a stiffness which leads to applying an increasing return force with the contraction of the device 1. In general, when the return forces are provided only by the spring and outside the effects of stops or transient effects, when the average combustion forces corresponding to the engine load balance with the forces applied by the return means 7, the length or position of the device 1 is essentially stabilized around a length or position of equilibrium, even if oscillations of small amplitudes can occur.
    Conversely, when the engine load decreases, the hydraulic fluid tends to be transferred through the calibrated duct 6 of the low pressure chamber 5 to the high pressure chamber 4, and the piston 3 (or the pistons 3a, 3b) tends to return to its position. mechanical stop corresponding to a nominal position. The volumetric ratio of the engine is adjusted accordingly.
    The stiffness of the spring is chosen to grant the maximum movement of the piston 3 (or pistons 3a, 3b), between its two stops, for a selected range of loads.
    The spring may be pre-loaded, that is to say that when the device 1 is in the nominal position, at rest, the spring applies a non-zero threshold return force. Thus, as long as the average combustion effort (compressive force) remains below this threshold return force, the position of the piston 3 remains fixed at its nominal position. As will be seen later, part of the threshold return force can be provided by the hydraulic part of the device 1. In this case, the part of the threshold return force provided by the spring can be reduced, and the size of the spring can be reduced as well.
    According to a particular embodiment of the invention, the spring is pre-loaded to a non-zero threshold return force and its stiffness is chosen relatively low, so that, for example, the variation of the return force of one stop to the other does not exceed 70% of the pre-load effort. This applies to the piston 3 (or to one of the pistons 3a, 3b) a substantially constant return force, independent of its position. And thus constitutes a device 1 that can take two stable configurations, on its stops: in a first configuration, the device 1 is disposed in a first nominal position as long as the average applied combustion force remains below the threshold return force ;
    In a second configuration, the device 1 is disposed in a second minimum position when the average applied combustion force is greater than the threshold return force.
    This mode of implementation is particularly suitable for the realization of a device 1 simple and inexpensive for the implementation of a variable volumetric ratio autonomous "bi-rate". The engine has a first volumetric ratio imposed by the nominal position of the device in its first configuration, for a low load; and a second volumetric ratio imposed by its minimum position in its second configuration, for a load exceeding a threshold load.
    The cylinder 2 and the piston 3 (or the cylinders 2a, 2b and the pistons 3a, 3b) may have a circular section, or a non-circular section, such as an oval section, which prevents the risk of rotation along the axis longitudinal of these two bodies. In general, the cylinder 2 and the piston 3 (or the cylinders 2a, 2b and the pistons 3a, 3b) are dimensioned so as to limit the size of the device 1 and allow its placement in a combustion engine design traditional. However, the minimum dimensioning of the device 1 is limited by the pressure of the maximum hydraulic fluid that can develop in the hydraulic chambers 4, 5. As such, an oval section of the cylinder 2 and the piston 3 is sometimes more appropriate, allowing accommodate the constraints of space and pressure. In any case, the surfaces subjected to the pressure of the hydraulic fluid side of the low pressure chamber 5 and the side of the high pressure chamber 4 are chosen sufficiently large that when the piston 3 (or the pistons 3a, 3b) is subjected to maximum effort, the pressure that develops in one or the other chamber is not excessive, for example vis-à-vis the holding of the sealing means.
    The cylinder 2 and / or the piston 3 can be provided at the level of the high pressure chamber 4 or the low pressure chamber 5 of filling means 8 of a hydraulic fluid. These filling means make it possible to maintain the chambers filled with this fluid, thus compensating for any leaks. It may be a duct opening, at a first end, into the cylinder 2 (or at least one cylinder 2a, 2b), and opening at its second end, at a source of hydraulic fluid .
    Preferably, the first end of the duct opens into the low pressure chamber 5 which makes it possible to take advantage of the pumping effect which takes place during the application of a compressive force on the piston 3 and thus favor the The flow of filling of the hydraulic fluid in the cylinder 2. The conduit may be provided with a non-return valve preventing the flow out of the cylinder through this conduit, as shown schematically in Figures 5a and 5b.
    In order to limit the pressure that develops in the cylinder 2, it can be provided with discharge means 9. These means may be constituted or comprise a simple conduit to the outside of the high pressure chamber 4 forming a constant leak, or a conduit provided with a pressure limiter for example in the form of a valve calibrated at a threshold pressure equal to the desired maximum pressure in this chamber.
    Particularly advantageously, the low pressure chamber 5 and the high pressure chamber 4 have an equivalent section. By "equivalent section", it is meant that the volume swept by the displacement of the piston 3 (or one of the pistons 3a, 3b) in one of the chambers 4, 5 is identical to the volume swept into the other chamber by the displacement of the piston 3 (or the other of the pistons 3a, 3b).
    The condition of "equivalent section" is fulfilled, when the high and low pressure chambers 4, 5 are defined by translation of at least one piston 3 in at least one cylinder 2, when the surfaces subjected to the pressure of each face of the piston (Or on each of the faces of the pistons 3a, 3b), projected on a plane perpendicular to the direction of movement of the piston, are essentially equal.
    For a given engine operating point, and when the piston 3 (or each of the pistons 3a, 3b) has reached its equilibrium position, the pressure difference between the two chambers 4, 5 remains constant regardless of the fluid temperature hydraulic. In a general manner, insofar as the equivalent section condition is respected, the balance of the forces generated on the control member by the pressure on either side of the piston 3 (or on each of the pistons 3a, 3b ) is constant regardless of the temperature of the hydraulic fluid.
    The internal pressure of the chambers 4, 5 is particularly variable with the expansion of the hydraulic fluid as a function of the temperature (which can range from -20 ° under cold conditions to extreme temperature at 150 ° in operation in an engine). In the absence of equivalence of the sections, the variability of the internal pressure would cause a variability of the forces that apply to the piston 3 (or the pistons 3a, 3b). Consequently, the device 1 would have a behavior (position of the piston 3 as a function of the engine load) variable with the temperature, which is not generally desired.
    In other words, and in the absence of a non-return valve calibrated on the duct 6, the device 1 tends to balance during its operation the average pressures in the high and low pressure chambers 4, 5. When the sections are not equivalent, the average force generated by the pressure and acting on the piston 3 (or the pistons 3a, 3b) is no longer zero. This is then proportional to the difference in section between the chambers 4, 5, and is proportional to the average pressure prevailing in the chambers 4,5. However, the hydraulic fluid is strongly subjected to thermal expansion, it follows that the pressure in the chambers 4, 5 may vary during the temperature rise of the engine. Consequently, the balance between the forces exerted by the return means 7, the combustion forces, and the hydraulic forces exerted on the piston 3 (or the pistons 3a, 3b) is then disturbed by the temperature, which does not is not desirable. The equivalent section conditions have the advantage of helping to maintain a substantially constant behavior (the ratio volumetric-load ratio) of the device 1 despite temperature variations.
    Numerous configurations of the hydraulic chambers 4, 5 make it possible to achieve the equivalent section condition, and to guard against these temperature effects, as shown in FIGS. 7a to 7c by way of illustration.
    According to a first example, represented in FIG. 7a, this condition is obtained by a double-stage piston 3. In this figure, the cylinder 2 has a circular shoulder 3c so that the low pressure chamber 5 has a diameter greater than that of the high pressure chamber 4. This difference in diameter is compensated by the section of the rod 9 of the piston 3 in the low pressure chamber 5, so that finally the volume generated by the displacement of the piston 3 in one chamber is identical to the volume generated in the other chamber by the same displacement of the piston 3.
    According to a second example, represented in FIG. 7b, this condition is obtained by a piston 3 with external emergent rod. The rod 9 of the piston 3 extends on either side of the piston 3 and in the volume of each of the chambers 4, 5. In this way, the condition of equivalent section is also ensured.
    According to a third example, represented in FIG. 7c, this condition is obtained by an internal emergent rod piston. In this figure, the high pressure chamber 4 has a projecting body 10 whose section is identical to that of the rod 9 of the piston 3. This projecting body 10 is fitted to a bore 11 formed in the piston 3, so as to be able to slide. In this way, the condition of equivalent section is also ensured.
    In order to be able to adjust the flow dynamics more flexibly, the device 1 may comprise: at least one calibrated duct 6a called "traction" allowing only a flow of the hydraulic fluid from the low pressure chamber 5 to the upper chamber pressure 4; - At least one calibrated duct 6b called "compression" allowing only a flow of hydraulic fluid from the high pressure chamber 4 to the low pressure chamber 5.
    Each of the ducts 6a, 6b may be provided with a valve to allow flow in a single direction.
    It is thus possible to adjust each of the ducts (for example in their calibres) independently of one another and to allow a differentiated dynamic of the adjustment of the device 1 according to whether a tensile or compressive force applies.
    In a preferred variant, the calibrated compression duct 6b allows a flow only when the pressure of the high pressure chamber 4 exceeds the pressure of the low pressure chamber 5 by a predetermined value. This can be easily accomplished by providing the conduit 6b with a calibrated check valve at a predetermined pressure difference.
    By thus blocking the flow below a determined pressure differential, it prevents any compression movement of the piston 3 in the cylinder 2 of the rod as long as this pressure is not exceeded. This gives an effect similar to that of the preload of the recall means 7, these means may then have a smaller dimension for an identical effect.
    In a variant, the device 1 may have two calibrated compression ducts 6b, one being simple and allowing a calibrated flow as soon as a compressive force is applied, the other being provided with a non-return valve calibrated for allow a complementary flow as soon as a sufficient effort (inducing a sufficient pressure differential between the two chambers) compression is applied.
    There are thus additional means for adjusting the dynamics of the flow and therefore the speed of adjustment to the instantaneous efforts that apply to it; and more generally to control the relationship between the volumetric ratio and the engine load.
    The valves generally consist of a movable part (such as a ball) that can move in a direction of mobility, and cooperating with a seat and / or a spring. This well-known mechanism selectively opens or closes a flow passage according to the differential pressure existing between the upstream and downstream of this passage.
    Advantageously, the valves which are associated with the ducts 6; 6a, 6b and / or the filling means 8 and / or the discharge means 9 of the device 1 are arranged to place the mobility directions of their moving parts parallel to the foot and head of the rod. In this configuration, the moving parts are not subject in their directions of mobility to the acceleration of the device 1 (when that is integrated with a movable member of the engine, such as the rod for example) during its operation in a motor. This avoids to make dependent on the engine speed the opening or closing behavior of these valves.
    According to another advantageous aspect, the valves have a mechanical stop of the movable part limiting their maximum opening and make it possible to control the flow rate of the flow, and to avoid the excessive biasing of the valve spring, when such a spring is present .
    In some cases, it is also possible to provide the conduits 6; 6a, 6b of "leaking" valves, for which a bypass duct is placed in parallel with the valve itself. As is well known per se, the "leaking" valves make it possible to dissociate the upstream and downstream flows, and to adjust the flows.
    The determination of the configuration and calibration of the flow ducts 6a, 6b between the high pressure chamber 4 and the low pressure chamber 5 is of course related to the configuration of the engine in which the device 1 is called to operate, and to the chosen or expected performance of this engine. In general, it is intended to make the operation of the device 1 (the adjustment of the top dead center of the combustion piston to the load of the engine) in accordance with a predetermined relationship according to the desired characteristics of the engine, for example to give the This may include an arbitration between the complexity of the flow restraint configuration (number of conduits, etc.) and its performance. The skilled person can be helped by many common means to achieve this phase of design and / or validation. It may be in particular digital simulation and optimization means, or test benches for soliciting the device 1 in traction and compression following selected profiles to qualify its behavior. By way of example, when the autonomous device 1 according to the invention is connected to a variable length rod to adjust the position of the top dead center of the combustion piston in the combustion cylinder according to the magnitude of the average combustion forces, the a person skilled in the art may seek to reproduce a depreciation whose law is given in FIG. 8a. This figure represents (in ordinate), the speed of elongation of the rod, according to (in abscissa) the amplitude of a constant effort which is applied to him. This amplitude is normalized by the maximum force applied to the connecting rod, corresponding to the peak of combustion. In FIG. 8a, three laws are represented by way of illustration, for three configurations of different rods and in accordance with the invention: (a) connecting rod having a single calibrated conduit; (B) connecting rod having two calibrated conduits, respectively traction and compression, the compression pipe being provided with a calibrated check valve; (c) connecting rod having three calibrated ducts, a traction duct and two compression ducts, each of the compression ducts being provided with a calibrated check valve.
    These damping laws are characterized, inter alia, by a movement speed of between 30 and 200 mm / s when the force applied is equal to 50% of the maximum force visible on the connecting rod.
    A speed of the order of 30 mm / s ensures a system with few oscillations of the length of the connecting rod around its equilibrium position during a motor cycle, but has the effect of slowing down the variation. volumetric ratio when the engine load varies. A speed of the order of 200 mm / s allows, conversely, to have a rapid variation of the volumetric ratio when the load varies, but can cause the occurrence of oscillations of the length of rod around its position d 'balanced. The presence of one or a plurality of calibrated check valves makes it possible to establish a constitutive law that achieves a better compromise between the oscillations of the length of connecting rod and the reactivity of change of the volumetric ratio.
    The variable volumetric ratio engine may also optionally include means for determining the effective volumetric ratio during operation. It may be for example a target (for example, a magnetic body) positioned on the combustion rod and for detecting its passage in front of a detector placed opposite in the engine or integrated in the crankcase (for example a Hall effect sensor). It may also be the known solution of DE102009013323. Thus, a system is established for determining the position of the top dead center or the bottom dead center of the combustion piston. In general, the variable compression ratio engine will advantageously be provided with a device for determining the volumetric ratio, this information being useful for the control of the engine components. For this purpose, the motor or the device in which the invention is made to operate may advantageously be equipped with the necessary sensors, a computer and associated programs for this determination, and its consideration for the control of other organs of the motor. This may be for example the known solution of the aforementioned document or the target and the detector constituting the system for determining the position of the top dead center or bottom dead center of the combustion piston.
    DETAILED DESCRIPTION OF NON-LIMITATIVE EXAMPLES OF REALIZATION
    Example 1: Autonomous device integrated in the connecting rod of a conventional engine.
    According to a first exemplary embodiment, the autonomous device is integrated in the connecting rod of a conventional engine, as represented in FIGS. 1A and 1B and having the following characteristics: combustion piston diameter: 75 mm; - 84 mm stroke; - Tricylindre forming 1113 αηΛ3 of displacement; - Maximum load: 25 bar of PME (effective average pressure) for a maximum combustion pressure of 130b;
    A connecting rod according to this first example is shown in FIG. 9.
    In this example, the foot of the rod is configured to form the cylinder 2 in which slides the piston 3 secured to the big end, via a rod 9. The opening of the cylinder 2 is closed by a hood 13, which can be screwed on the cylinder 2. The piston 3 thus defines in the cylinder 2 the high pressure chamber 4 and the low pressure chamber 5. The center distance between the rod is 150 mm, when it is in its nominal position, and of the order of 146 mm when in its compressed position, abutting.
    Similarly to what has been described in connection with Figure 7a, the rod has a double-stage piston formed by the shoulder 3c. The high pressure chamber 4 has a diameter of 26.5 mm, which represents a "useful" surface (that is to say the surface projected on the plane perpendicular to the axis of movement of the piston) of the fluid on the piston 3 of 552 mmA2. The low pressure hydraulic chamber 5 has an internal diameter of 30 mm, and the rod 9 has a circular section whose diameter is 14 mm. As a result, the useful surface of the fluid of this chamber on the piston 3 is 553 mmA2, thus almost identical to that of the high pressure hydraulic chamber 4. The equivalent cross section condition is well respected.
    In the piston 3, an indexing means in the form of a pin 12 is placed through an oblong opening of the cylinder 2 (whose length extends in the longitudinal direction of the connecting rod) in order to avoid the rotation of the piston 3 while allowing it to slide.
    A spring 7 is placed between the foot and the small end, so as to apply a return force to the rod. In this particular example, the spring has a stiffness of 454 N / mm; and applies a preload force of 1266 N.
    The connecting rod shown in FIG. 9 is particularly simple, and has a single calibrated duct 6 with an internal diameter of 0.44 mm to ensure the transfer of the hydraulic fluid from one chamber to the other under the effect of the tensile forces and compression exerted on the connecting rod. In the example reproduced in this figure, and as is reproduced in more detail in FIG. 9a, the duct 6 consists of two end segments 6i and 6i 'whose section has a diameter of the order of 4 mm and of a central segment 6j of length 1 mm and section 0.54 mm. This configuration forms a calibrated duct with precision, and it can be determined that the flow law is of "turbulent" type in the operating conditions of the engine.
    During operation of the engine, the combustion forces applying to the combustion piston and the inertia forces transmitted by the crankshaft are directly transmitted to the ends of the rod and taken up by the high and low pressure chambers 4, 5. Under the effect of these efforts, and as explained above, the piston 3 moves autonomously in the cylinder 2 which leads to adjust the center distance of the rod. The respective dimensions of the cylinder 2 and the piston 3, allow a travel of 4 mm from the connecting rod between its mechanical stops formed by the bottom of the cylinder 2 and the cover 13. This cone configuration, leading to adjust the top dead center position constant stroke, the combustion piston in the combustion cylinder, achieves respectively a minimum volumetric ratio of 10.3 and maximum of 17.6 when placed in the engine described above.
    "Constant stroke" means that the distance between the top dead center and the bottom dead center of the combustion piston is constant to within 1%, and independent of the operating conditions of the engine (engine speed, load, etc.) when the engine is on a given operating point.
    Figure 10 shows the behavior of the rod when it is put into operation in the engine whose characteristics have been previously specified. It is observed that at low engine speed, it is possible to follow with good precision the expected behavior law. At a higher engine speed, and although the overall behavior is quite acceptable and functional, it deviates however from the desired target behavior. The formation of a second calibrated duct 6 would adjust the behavior of the rod according to the expected behavior for all ranges of engine speed. In all cases, it is deduced from the curve shown in Figure 10, the length of the connecting rod, and thus the position of the top dead center is well adjusted, constant stroke, according to the average efforts that apply to it. On the other hand, the hydraulic chambers 4, 5 and the piston 3 of this example being configured to present equivalent sections, and the configuration of the duct 6 allowing a "turbulent" type flow of the hydraulic fluid under the operating conditions of the engine, the behavior is essentially independent of the temperature of the hydraulic fluid.
    Example 2a: autonomous device integrated in the control member of a variable volumetric ratio engine.
    Figure 11 shows an overall and schematic sectional view of a variable volumetric ratio engine. EP1407125 discloses certain mobile components that make up such a motor: a combustion piston, able to move in a cylinder of the engine and secured to a transmission member; - A roller moving along a wall of the crankcase, and guiding the translational movement of the transmission member. a toothed wheel 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 moves the vertical position of the wheel in the engine, and adjust the top dead center of the stroke of the piston in the cylinder, constant stroke. This produces a motor whose volumetric ratio can be made variable.
    The motor of FIG. 11 differs from the state of the art in that the control member is not controlled by means of a control unit, actuating its movement to adjust the position of the top dead center. of the combustion piston, but is integral with the autonomous device 1 of the invention ensuring by itself the adjustment of the position of the top dead center, constant stroke, the combustion piston, according to the average combustion forces.
    Thus, in the example of Figure 11, the control member is integral with the piston 3, sliding in a cylinder 2 formed in the crankcase. In this example, we find the high pressure chamber 4 and the low pressure chamber 5 which take up the tensile and compressive forces applying to the control member. The return spring 7 is supported on the one hand on a collar formed on the control member and on the other hand on an opposite surface of the motor housing.
    Similarly to what has been described in connection with Figure 7b, the rod has an external piston rod outlet ensuring the equivalent section condition, and the independence of the operation of the engine with the temperature of the hydraulic fluid.
    The crankcase is provided with a means 8 for filling the hydraulic low-pressure chamber 5 with hydraulic fluid, and means 9 for discharging the excessive pressure that may be formed in the high-pressure chamber 4.
    The crankcase is also provided with a first compression pipe 6b having a valve calibrated at a determined opening pressure. As has been presented previously, the presence of this calibrated valve makes it possible to limit the size and the stiffness of the spring 7.
    The crankcase also has a second traction duct 6a and another calibrated valve whose opening pressure is also determined.
    In operation, the combustion forces applying to the combustion piston and the drive forces transmitted by the crankshaft are both transmitted via the wheel to the control member and taken up by the low and high pressure chambers. 4, 5. Under the effect of these efforts, and as explained above, the piston 3 moves autonomously in the cylinder 2 which leads to adjust in translation the position of the control member, and by This leads to the position of the top dead center of the combustion piston. The autonomous displacement of the control member, and the top dead center of the combustion piston, is adjusted according to the average combustion forces. The actual volumetric ratio information can be obtained (e.g. to enable the control of the motor members) from the position information of the controller. For this purpose, the motor of FIG. 11 may be provided with means for determining the position of the control member.
    Example 2b: Autonomous device integrated in the control member of a variable volumetric ratio engine.
    Figure 12 shows an overall and schematic section of another type of variable volumetric ratio engine. DE102010019756 discloses the elements making up such a motor. It comprises, in a crankcase: - a combustion piston, adapted to move in a cylinder of the engine and secured to a connecting rod; - A transmission member secured to the connecting rod and ensuring the transmission of movement between the combustion piston and a crankshaft of the engine; - A control member, also cooperating with the transmission member, adjusts the top dead center of the piston stroke in the cylinder. This produces a motor whose volumetric ratio can be made variable.
    In this type of engine, the combustion forces applying to the combustion piston and the drive forces transmitted by the crankshaft are both transmitted via the transmission member to the control member.
    The motor of FIG. 12 differs from the state of the art in that the control member is not controlled by means of a control means, actuating its movement to adjust the position of the top dead center. of the combustion piston, but comprises the autonomous device 1 of the invention alone ensuring the adjustment of the position of the top dead center of the combustion piston, according to the average combustion forces.
    Thus, in the example of Figure 12, a fixed end of the control member is integral with the piston 3, sliding in a cylinder 2 and associated with a second end of this member, cooperating with the transmission member. In this example, we find the high pressure chamber 4 and the low pressure chamber 5 which take up the tensile and compressive forces applying to the control member. The return spring 7 is supported on the one hand on a flange formed on a portion of the integral control member of the piston 3 and on the other hand on another portion of the integral control member of the cylinder 2.
    Similarly to what has been described in relation to FIG. 7a, the connecting rod has a double-stage piston formed by the shoulder 3c ensuring the equivalent section condition, and the independence of the operation of the engine with the temperature of the hydraulic fluid. . The control member is provided with a filling means 8 for the hydraulic fluid low pressure chamber 5, and discharge means 9 for the excessive pressure that may be formed in the high pressure chamber 4.
    The cylinder 3 is also provided with a first compression pipe 6b having a valve calibrated at a determined opening pressure. As has been presented previously, the presence of this calibrated valve makes it possible to limit the size and the stiffness of the spring 7.
    The piston 3 also has a second traction duct 6a and another calibrated valve whose opening pressure is also determined.
    In operation, the combustion forces applying to the combustion piston and the drive forces transmitted by the crankshaft are both transmitted via the transmission member to the control member and taken up by the lower chambers. and high pressure 5, 4. Under the effect of these efforts, and as explained above, the piston 3 moves autonomously in the cylinder 2 which leads to adjust in translation the center distance of the control member, and consequently the position of the top dead center of the combustion piston. The interaxial length of the control member, and the position of the top dead center of the combustion piston, is adjusted according to the average combustion forces. The actual volumetric ratio information can be obtained (e.g. to allow control of the engine members) from the length information of the controller. For this purpose, the motor of FIG. 12 may be provided with means for determining the length of the control member.
    Example 3: Integrated autonomous device a variable displacement ratio engine with "eccentric" rod.
    According to this embodiment, the autonomous device 1 is integrated in the eccentric connecting rod of a variable volumetric ratio motor.
    DE102011056298 describes the operation of an engine equipped with an eccentric rod. An eccentric coupling means of the connecting rod to the piston can be actuated in rotation by means of two pistons, thus making it possible to adjust the length of spacing of the connecting rod and the top dead center of the combustion piston, with constant stroke, to form a variable compression ratio engine. In the known solution of the aforementioned document, the movement of the pistons is controlled by means of a hydraulic control unit.
    The motor of FIG. 13 differs from the state of the art in that the eccentric of the connecting rod is not controlled by means of a control unit, nor by any external mechanical element, actuating its rotation. to adjust the position of the top dead center of the combustion piston, but includes the autonomous device 1 of the invention ensuring by itself the adjustment of the position of the top dead center, constant stroke, of the combustion piston, according to the efforts combustion means.
    FIG. 13 shows an overall and diagrammatic cross-section of a variable displacement ratio engine with an eccentric connecting rod according to the invention. Two pistons 3b, 3a slide respectively in two cylinders 2a, 2b to define the low and high pressure hydraulic chambers 5, 4. The high pressure chamber also comprises a return spring 7, bearing on the one hand on the main surface of the piston and secondly on the bottom of the chamber, in order to apply a return force.
    The sections of the high and low pressure chambers 4, 5 are chosen so that the volume generated by the displacement of one of the pistons 3a, 3b in the corresponding cylinder 2a, 2b is identical to the volume generated by the corresponding displacement of the other of the pistons 3a, 3b in its cylinder thanks to the kinematic mechanical connection made by the eccentric. This ensures the equivalent section condition, and independence of the operation of the engine with the temperature of the hydraulic fluid.
    The connecting rod is provided with a means 8 for filling the hydraulic low-pressure chamber 5 with hydraulic fluid, and for discharging means 9 for the excessive pressure that could be formed in the high-pressure chamber 4.
    The rod is also provided with a first compression pipe 6b allowing the fluid to flow from the high pressure chamber 4 to the low pressure chamber 5 and having a valve calibrated at a determined opening pressure. As has been presented previously, the presence of this calibrated valve makes it possible to limit the size and the stiffness of the spring 7.
    The rod also has a second traction duct 6a allowing the fluid to flow from the low pressure chamber 5 to the high pressure chamber 4 and having another calibrated valve whose opening pressure is also determined.
    Similarly to the preceding examples, the combustion forces applying to the combustion piston and the drive forces transmitted by the crankshaft are both applied to the eccentric rod and taken up by the low and high pressure chambers 5, 4. the effect of these efforts, and as explained above, the pistons 3a, 3b move autonomously in the cylinder 2a, and 2b which leads to adjust in rotation the angular position of the eccentric connection and consequently the length distance from the connecting rod. In this example also, the center-length of the connecting rod, and the position of the top dead center of the combustion piston, are adjusted according to the average combustion forces.
    Example 4: Autonomous device integrated with a variable displacement ratio engine with phase shift rod.
    It is known from EP2620614 the operation of an engine provided with a phase shifted rod. In such an engine, the connecting rod head is associated via an eccentric connection to the bearing of the crankshaft. A gear system makes it possible to move the rod in rotation about the eccentric axis, and thus to move the top dead center (and bottom) of the combustion piston. In the known solution of the aforementioned document, this movement is controlled by a controlled electric actuator, actuating in rotation an axis running parallel to the axis of the crankshaft and adapted to implement the gear system. This operation is particularly visible in Figure 14 of the aforementioned document.
    The motor of FIG. 14 of the present embodiment differs from this state of the art in that the eccentrics of the connecting rods are not controlled by means of a controlled electric actuator, but by the autonomous device 1 of the invention alone ensuring the adjustment of the position of the high dead points, constant strokes, combustion pistons, according to the average combustion forces.
    Thus, the autonomous device 1 is fixed on the engine block. The piston 3 is secured to the shaft 20 rotating the gear systems 21 driving the rods 22 in rotation about their eccentric axes, thus moving the top dead center (and bottom) of the combustion pistons. The forces applying to these combustion pistons are transmitted by this mechanism and taken up by the autonomous device 1.
    As is shown in more detail in FIG. 15, the autonomous device 1 comprises a cylinder 2 constituted by a bore in disk portion in a cylindrical body of low height 24, and integral with the engine block. The piston 3 consists of a radial part that can move in rotation in the disk portion bore along the main axis of the cylindrical body, and integral with the control shaft of the rate variation mechanism. This piston 3 thus defines well, in the disk portion bore forming the cylinder 2, a high pressure hydraulic chamber 4 and a low pressure hydraulic chamber 5, on either side of the piston 3. In other words, the high pressure 4 and low pressure hydraulic chambers 5 are defined by the spaces formed on either side of the piston 3 rotating in the cylinder portion 2.
    A second bore is formed in the cylindrical body of low height 24, opposite the cylinder 2. As shown in Figure 15, the return means, in the form of a spring 7, are arranged in a bore formed in the axial portion of the piston 3. In the example of Figure 15, a calibrated conduit 6, formed in the piston 3, allows the flow of hydraulic fluid from one chamber to another.
    Similarly to the preceding examples, the combustion forces applying to the combustion piston and the driving forces are both applied to the piston 3 via, inter alia, the axis 20 and taken up by the low and high chambers. pressure 5, 4. Under the effect of these efforts, and as explained above, the piston 3 moves autonomously in the cylinder 2, which leads to adjust in rotation the angular position of the eccentric connection at the level each rod and consequently changes the altitude of the top dead center of the combustion piston. In this example also the position of the top dead center of the combustion piston is adjusted according to the average combustion forces.
    权利要求:
    Claims (17)
    [1" id="c-fr-0001]
    A variable displacement ratio engine comprising a fixed engine block in which movable members comprising a combustion piston, a connecting rod and a crankshaft cooperate to allow a translational movement of the piston in a combustion cylinder of the engine block, defining a stroke of combustion piston from a top dead center to a low dead point, the translational movement being caused by the combustion forces of a mixture in the cylinder and by inertia forces of the crankshaft, the engine being characterized in that it comprises an autonomous adjustment device (1) having: a high pressure hydraulic chamber (4) for countering the combustion and inertia forces at low dead point; a low pressure hydraulic chamber (5); ) to counter the inertia forces at the top dead center, at least one calibrated pipe (6) allowing the flow of a hydraulic fluid between the high and low pressure hydraulic chambers (4,5) ; return means (7) for returning the device (1) to a nominal position; the calibrated duct (6) and the return means (7) being configured to adjust the position of the top dead center of the combustion piston in the combustion cylinder according to the magnitude of the average combustion forces.
    [2" id="c-fr-0002]
    2. variable volumetric ratio engine according to the preceding claim wherein the high pressure (4) and low pressure (5) hydraulic chambers are defined by the spaces formed on either side of a piston (3). sliding in a cylinder (2).
    [3" id="c-fr-0003]
    3. variable volumetric ratio engine according to claim 1 wherein the hydraulic chambers high pressure (4) and low pressure (5) are defined by the spaces formed on either side of a piston (3) in rotation in a cylinder portion (2).
    [4" id="c-fr-0004]
    Variable displacement ratio engine according to claim 1 wherein the high pressure hydraulic chamber (4) is defined by a first cylinder (2a) and a first piston (3a) and the low pressure hydraulic chamber (5) is "defined by a second cylinder (2b) and a second piston (3b).
    [5" id="c-fr-0005]
    5. variable volumetric ratio engine according to one of the preceding claims wherein the low pressure hydraulic chamber (5) and / or the high pressure hydraulic chamber (4) is provided with a hydraulic fluid filling means (8).
    [6" id="c-fr-0006]
    6. variable volumetric ratio motor according to one of the preceding claims wherein the high pressure hydraulic chamber (4) and / or the low pressure hydraulic chamber (5) is provided with a discharge means (9) of excess hydraulic fluid, to limit the pressure that develops there.
    [7" id="c-fr-0007]
    7. variable volumetric ratio motor according to one of the preceding claims wherein the high pressure hydraulic chamber (4) and the low pressure hydraulic chamber (5) have equivalent sections.
    [8" id="c-fr-0008]
    8. variable volumetric ratio motor according to one of the preceding claims wherein the autonomous adjustment device (1) is configured to adjust the length of the connecting rod.
    [9" id="c-fr-0009]
    9. variable volumetric ratio motor according to one of claims 1 to 7 wherein the autonomous adjustment device (1) is configured to adjust the length of a control member of the volumetric ratio of the engine.
    [10" id="c-fr-0010]
    10. variable volumetric ratio motor according to one of claims 1 to 7 wherein the autonomous adjustment device (1) is configured to adjust the position of a control member of the volumetric ratio of the engine.
    [11" id="c-fr-0011]
    11. variable volumetric ratio motor according to one of the preceding claims wherein the autonomous device (1) adjustment is disposed in at least one of the movable members.
    [12" id="c-fr-0012]
    12. variable volumetric ratio motor according to one of the preceding claims, comprising a device for determining the volumetric ratio.
    [13" id="c-fr-0013]
    13. variable volumetric ratio engine according to one of the preceding claims wherein the autonomous device (1) adjustment comprises: at least one calibrated conduit (6a) called "traction" allowing only a flow of the low pressure hydraulic chamber (5) to the high pressure hydraulic chamber (4); At least one calibrated conduit (6b) called "compression" only allowing a flow of the high pressure hydraulic chamber (4) to the low pressure hydraulic chamber (5).
    [14" id="c-fr-0014]
    14. variable volumetric ratio engine according to the preceding claim wherein the calibrated compression duct (6b) allows a flow only when the pressure in the high pressure hydraulic chamber (4) exceeds the pressure in the low pressure hydraulic chamber (5) d a determined value.
    [15" id="c-fr-0015]
    15. variable volumetric ratio motor according to one of the two preceding claims having at least two calibrated compression channels (6b).
    [16" id="c-fr-0016]
    16. variable volumetric ratio motor according to one of the preceding claims wherein the or ducts (6, 6a, 6b) is or are configured to allow turbulent flow type.
    [17" id="c-fr-0017]
    17. Variable displacement ratio motor according to one of the preceding claims wherein the biasing means (7) comprise a spring.
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    同族专利:
    公开号 | 公开日
    US10626791B2|2020-04-21|
    CA3005570A1|2017-05-26|
    AU2016355079A1|2018-06-07|
    EP3377743A1|2018-09-26|
    KR20180081760A|2018-07-17|
    JP6858412B2|2021-04-14|
    US20180328274A1|2018-11-15|
    CN108495984B|2020-10-20|
    WO2017085410A1|2017-05-26|
    CN108495984A|2018-09-04|
    FR3043720B1|2019-11-08|
    JP2019501322A|2019-01-17|
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    法律状态:
    2016-11-30| PLFP| Fee payment|Year of fee payment: 2 |
    2017-05-19| PLSC| Publication of the preliminary search report|Effective date: 20170519 |
    2017-11-24| PLFP| Fee payment|Year of fee payment: 3 |
    2018-11-26| PLFP| Fee payment|Year of fee payment: 4 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 5 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 6 |
    2021-11-22| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1561059A|FR3043720B1|2015-11-17|2015-11-17|VARIABLE VOLUMETRIC RATIO ENGINE|
    FR1561059|2015-11-17|FR1561059A| FR3043720B1|2015-11-17|2015-11-17|VARIABLE VOLUMETRIC RATIO ENGINE|
    AU2016355079A| AU2016355079A1|2015-11-17|2016-11-17|Variable compression ratio engine|
    KR1020187016009A| KR20180081760A|2015-11-17|2016-11-17|Variable compression ratio engine|
    EP16812995.5A| EP3377743A1|2015-11-17|2016-11-17|Variable compression ratio engine|
    PCT/FR2016/052985| WO2017085410A1|2015-11-17|2016-11-17|Variable compression ratio engine|
    CA3005570A| CA3005570A1|2015-11-17|2016-11-17|Variable compression ratio engine|
    US15/776,736| US10626791B2|2015-11-17|2016-11-17|Variable compression ratio engine|
    JP2018524190A| JP6858412B2|2015-11-17|2016-11-17|Variable compression ratio engine|
    CN201680067275.4A| CN108495984B|2015-11-17|2016-11-17|Variable compression ratio engine|
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