MXPA98006600A - System of volume variation of the combustion chamber in inte combustion engines - Google Patents

Abstract

Different forms of construction of internal combustion engines of two and four times so that the compression ratio can vary based on the amount and type of mixture that enters the cylinders in the different situations of use of a vehicle. This is obtained by varying the distance between the crankshaft and the head of the engine with a controlled process. The maximum compression ratio obtainable can exceed, if desired, the compression ratio of an engine to a diesel cycle. The moving part that produces the volume variation of the combustion chamber can be the crankshaft or the head depending on the type of engine, the available space or the convenience of a system dictated by the manufacturer. With these systems you will obtain the maximum energy efficiency comparable to the performance of a hypothetical variable displacement motor that always works with the maximum performance parameters

Description

SYSTEMS OF VOLUME VARIATION OF THE COMBUSTION CHAMBER IN INTERNAL COMBUSTION ENGINES.

BACKGROUND. , The performance of an internal combustion engine is always proportional to the pressure attainable in the compression phase. In current gas or gas engines, two or four-stroke, the compression ratio is determined by the type of fuel and the maximum filling conditions of the cylinders at the minimum programmed revolutions. In the normal use of a vehicle the conditions of maximum compression are reached in a very low percentage of time in proportion to the total use of it: minimum revolutions with accelerator open to the maximum. But, in most of the time of use, the compression of the mixture is much smaller than that allowed by the type of fuel used: high revolutions with open throttle, intermediate revolutions with partially open throttle, depending on the speed and power applied to the vehicle. In order to improve the energy efficiency of these engines, the development of these systems of volume variation of the combustion chamber was thought so that it can be compared to a variable displacement engine that works with the maximum performance regardless of the power required at the time. The modifications that can be made to an engine are intended to reduce as much as possible the maximum compression difference, depending on the amount of mixture that enters the cylinders, varying the volume of the combustion chamber with a controlled process. This will cause a considerable increase of the maximum torque, as well as the maximum power whose percentage can vary with the maximum limit of revolutions. As a result you will also get a remarkable fuel savings. These modifications can be made to two and four-stroke engines.

DESCRIPTION OF THE INVENTION. To obtain this objective I have thought of practical solutions that allow a total variation of the volume of the combustion chambers to overcome, if required, the compression ratio of an engine to a diesel cycle. The drawings presented serve to explain schematically and not restrictively the important points of the invention at the time that, excluding the basic principles necessary for the volume variation of the combustion chamber which are, in short, the displacement of the crankshaft or from the engine head to vary its distance, the manufacturer will be able to solve the various technical problems according to his criteria and convenience. Page 1 Figure No. 1 represents, partially, the longitudinal section of a four-cylinder engine whose crankshaft (1) is supported by eccentric aligned railings (2) that will be put into rotation at the same time by means of toothed sectors (3), pinion (4) and a control rod (5") It will be necessary to extend the caps of the current bearings to modify the cast iron of the monoblock so as to provide support for the control shaft It is convenient to manufacture the eccentrics of the extremities of a piece , as well as holding them with a screwed insert (6) to avoid oil leakage The oil veins must allow their passage in any position of the eccentrics The control parts of the eccentrics can be immersed in the lubrication oil Therefore, it is possible to reduce the height measurements of the conventional oil pan The support for the control shaft can also be provided by the same crankcase, designed and reinforced in a convenient way. The transmission ratio between the toothed sectors and pinions may vary depending on the design of the motor itself to allow maximum rotation of the eccentrics. The control shaft will be connected to a reducer and reversible electric motor. It will also be necessary to mount the clutch centered on the steering wheel by means of a bearing and transmit the rotation movement to the gearbox by means of a cardan system. The small variations of rotation of the eccentrics due to the clearance between the toothed sector and the pinion will be absorbed by the elastic deformation of the crankshaft since the maximum eccentricity of the metal holders will be between 5 and 8 millimeters, depending on this, of the diameter ratio / stroke of the pistons.

The. Figure 2 represents a partial cross section of a motor that can be defined as a moving head. The cylinder liners (1) are bolted to the motor head (2) so that they can move vertically, guided in the monoblock (4), the packing (3) avoids fluid losses. The depth of such connection can be determined by the critical zone of cooling and by the reinforcement of the head to avoid deformations. In the guide holes, some gaps will be machined for the coolant (5) that will also serve as the outer lubricant of the liners and the gaskets (6) will not allow their loss. The maximum distance between the head and the monoblock will be determined by screws (7) and spacers that will serve as a guide to springs (8) that guarantee keeping the head at the programmed distance. The connection of the head with the monoblock for the lubrication oil can be external or by means of sealed sliding tubes (9) (10). Page 2 An elastic molding (11) will not allow dirt to enter. The control system, which regulates the height of the head relative to the piston, can be constructed in various ways depending on the space available and the design of the engine. It can be mechanical (by means of screws, eccentric or cables and reversible electric motor) or hydraulic (by means of hydraulic cylinders).

Figure 3 represents a variation of the system described above. The moving sleeve is replaced by a piston (1) which serves as a cylinder cover (5) and is blocked to the head (2) so that it forms an integral part of it. A gasket (3) will be added to the rings to prevent any gas leakage. A good design of cooling veins (4) and the tightness of the rings will guarantee their duration.

Figure 4 represents an example of regulation of distance between the head (1) and the monoblock (2) by means of screws (3) connected to each other with chain (4). The proper positioning of the gears can be obtained by means of expansion bushings. The movement will be transmitted with a motor reducer (5) supported by the head.

With any of the forms that are chosen for the regulation of the volume of the combustion chamber, an electronic device will be needed to control it, positioning the systems at the most suitable point, depending on the amount of mixture that enters the combustion chamber. cylinders (The signal of the fuel injection system can be used). A mobile belt tensioner commanded by the same displacement of the crankshaft or head must be constructed to guarantee the transmission between the crankshaft and the camshaft. This can be replaced by an elastic system reinforced by a hydraulic shock absorber that absorbs the effort derived from sudden accelerations. It should also strengthen the cooling circuit to balance the increase in temperature due to the increase in pressure. The greater cooling of the pistons can be obtained by increasing the flow of oil to them that can be cooled by means of radiator or heat exchanger. You can take advantage of this control system to allow the proper calibration in case of change of fuel type and atmospheric pressure.

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Claims (2)

CLAIMS. Having sufficiently described my invention, I consider it as a novelty and therefore claim my exclusive property contained in the following clauses:

1. Engines of internal combustion, of two and four times, with variation of volume of the combustion chamber obtained by means of the variation of distance between the crankshaft and the head caused by the controlled displacement of the crankshaft.

2. Engines of internal combustion, of two and four times, with variation of volume of the combustion chamber obtained by means of the variation of distance between the crankshaft and the head caused by the controlled displacement of the head. page 4.